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OPERATIONS MANUAL
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ACKNOWLEDGEMENT
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Signature
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Details
Manual Administration
DGCA Approval
Acknowledgement
Distribution List
Chapters 0 to 38
Chapter No
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Operations Supervision
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Departure And Approach Briefings
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Suspected Sabotage
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ANX
Annexures
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DISTRIBUTION LIST
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Master Copy
002
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004
005
006
007
Chief Of safety
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008-015
DGCA
016
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017
018-035
036-045
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046-50
Simulator
Hard Copy
51
52-100
101-200
All Aircraft
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Foreword and Compliance
Acknowledgement
Global Table of Contents
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Record of Normal Revisions
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ROR
The manual holder /representative shall enter the appropriate data in the
revision sheet after updating the manual. An initial of the holder/representative
until officially replaced.
Rev. No.
ISSUE DATE
DATE FILED
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INITIALS
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REV. NO.
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REVISION HIGHLIGHTS
RH
Change Description
Reason of
Change
Complete Chapter
Complete Chapter
Complete Chapter
A-RH-1
Effective
09-Jul-14
As the Company has been growing steadily there has been a continuous update
on policies and procedures which were reviewed since the initial approval of the
Company Operations Manual in form of TRs/Notices. The TRs were accepted by
DGCA and have been incorporated in this revision.
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RH
Complete Chapter
Complete Chapter
Complete Chapter
Complete Chapter
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Complete Chapter
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Complete Chapter
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CHAPTER 00
TABLE OF CONTENTS
ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL ........3
0.1
INTRODUCTION ......................................................................................3
0.2
0.3
0.1.1
Compliance ................................................................................3
0.1.2
Abbreviations..............................................................................6
0.1.3
Definitions.................................................................................25
0.1.4
0.1.5
0.1.6
0.1.7
0.1.8
0.1.9
0.2.2
0.2.3
0.2.4
0.2.5
0.2.6
0.2.7
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Operations Manual................................................................... 56
0.5
0.6
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0.1
INTRODUCTION
0.1.1
Compliance
The Operations Manual is prepared in conformity with Rule 140B of Aircraft Rules
1937 and the requirements specified in CAR Section 8, Series O Part VII and
other instructions issued by DGCA. Guidance laid down by ICAO in Annexure 6
Vol-1 and EASA, where applicable, has also been incorporated. The Operations
Manual complies with all applicable regulations and the terms and conditions of
the Airline Operators Permit (Air Operators Certificate).
The Operations Manual is issued under the authority of the Vice President (Flight
Operations). It contains policies procedures and guidance on all matters that are
the responsibility of Flight operations.
The contents of the manual shall not be deemed to supersede any instructions
contained in the following documents:
a)
b)
Flight Manual
c)
d)
All Personnel connected with the Operation of Company aircraft shall comply with
the prescribed methods of Operation as laid down in the Operations Manual and
the above documents as well as Company Notices (circulars) issued from time to
time. Any wilful and deliberate violation of flight operations organizational/ State
policies and/or procedures by flight operations personnel shall be viewed
seriously.
The Operations Manual provides necessary information and instructions on
policies, procedures, duties and responsibilities and other relevant information. Its
contents may require amendments from time to time which are to be incorporated
immediately and the Manual should be kept updated. All Air 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.
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All operating staff are required to adhere to instructions laid down in this Manual
and any deviations should be reported, the reasons for such deviation being given
in writing.
Should any individual consider that all or any part of a procedure or instruction
requires to be amended, he should notify the Vice President (Flight Operations)
with reasons and suggested improvement.
Notes:
For conciseness, the pronoun "he" is used throughout the text. Where appropriate,
"she" should be added to or substituted for "he".
When used in the Operations Manual, the following terms shall imply:
- Shall, "will", "must" or an action verb in the imperative sense means that the
application of a rule or procedure or provision is mandatory.
- Should means that the application of a procedure or provision is
recommended.
- May means that the application of a procedure or provision is optional.
- No person may... or a person may not... means that no person is required,
authorised, or permitted to do the act concerned.
- "Approved" means the Authority has reviewed the method, procedure or policy
in question and issued a formal written approval.
- "Acceptable" means the Authority or the airline has reviewed the method,
procedure or policy and has neither objected to nor approved its proposed use or
implementation.
- "Prescribed" means the Authority or the airline has issued a written policy or
methodology which imposes either a mandatory requirement, if it states "shall",
"will", "must" or an action verb in the imperative sense, a recommended
requirement if it states "should" or a discretionary requirement if it states "may".
- "Note" is used when an operating procedure, technique, etc., is considered
essential to be emphasised.
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CRM principles should be applied in line operations by all personnel at all times.
Nothing contained in the Operations Manual shall keep personnel from exercising
their own best judgement during any irregularity for which the Operations Manual
gives no provisions or in an emergency.
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Abbreviations
AAL
ABM
Abeam
ABAS
AC
ACARS
ACJ
ACMS
ACN
AD
Airworthiness Directive
ADC
ADD
ADI
ADIRS
ADF
ADV
Advisory
ADS
AFM
AEA
AFTN
AFS
AGL
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Alert Height
AIP
AIRS
AIS
ALD
ALS
ALT
Altitude
ALTN
Alternate
AMC
AMJ
AMSL
AOA
Angle Of Attack
AOC/P
AOC
AOG
Aircraft On Ground
AOM
AOT
A/P
Auto-Pilot
APA
APM
APQ
Airline Pre-Qualification
APU
ARINC
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Airport
ARP
ASAP
As Soon As Possible
ASDA
ASI
AMM
ASR
ASR
ASU
ATA
ATA
ATC
ATD
ATHR
Auto Thrust
ATIS
ATM
ATN
ATPL
ATS
ATS
ATSU
ATT
Attitude
AVGAS
Aviation Gasoline
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AWO
AWY
Airway
B
BARO
Barometric
BAT
Battery
BFE
BITE
BRG
Bearing
BRK
Brake
BRNAV
C
C
Celsius, Centigrade
CAPT
Captain
CAR
CAS
Calibrated Airspeed
CAT
CAT I/II/III
CAVOK
CB
Cumulonimbus
C/B
Circuit Breaker
CBT
CCOM
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09-Jul-14
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CDL
CDU
CEFA
CFDS
CFIT
CFP
CFD
CIDS
CG
Centre of Gravity
C/L
Check List
CMD
Command
CMP
CNS
COM
Communication
CP
CPDLC
CP(LINE)
CP(STD)
CP(TRG)
CRM
CRS
Course
CRT
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CCQ
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Cruise
CTA
Control Area
CTR
Centre
CVR
CRZ
D
DA
Decision altitude
daN
Deca Newton
DDG
DEG
Degree
DEST
Destination
DFDR
DFO
DGCA
DGPS
Differential GPS
DH
Decision Height
DIST
Distance
DME
DOI
DOW
DU
Display Unit
E
ELT
ELT
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Emergency
EO
Engine Out
EOSID
EST
Estimated
ETA
ETD
ETOPS/EDTO
ETP
EUROCAE
EXP
EXT
External
ECAM
EEP
EFB
EFIS
EFOB
EGPWS
Enhanced GPWS
EGT
EIS
ELEC
Electrical
ELEV
Elevator, Elevation
F
FAF
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FAP
FAR
FBS
F/C
Flight Crew
FCOM
FCTM
FCU
FD
Flight Director
FDM
FDTL
FF
Fuel Flow
FFS
FIR/FIC
FL
Flight Level
FLT
Flight
FM
Flight Manual
FMA
FMGS
FMS
F/O
First Officer
FOB
Fuel On Board
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FOM
FOQA
FOT
F-PLN
Flight Plan
FPV
FQI
ft, FT
Foot (Feet)
FTL
FU
Fuel Used
FWD
Forward
FOD
G
GBP
GEN
Generator
GBAS
GLONASS
GMT
GMU
GNLU
GNSS
GPS
GPU
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GS
Ground Speed
G/S
Glide Slope
GW
Gross Weight
GA
Go Around
GPWS
L
LP
Low Pressure
LPC
LRNS
LROPS
LRU
LSK
LVL
Level
LVP
LVTO
LW
Landing Weight
M
MASPS
Mach
MABH
MAA
MAG
Magnetic
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Maintenance
MAP
MBOH
MCC
MIALS
MIRL
MLW
MME
MMEL
MMO
MMR
Multi-Mode Receiver
MNPS
MOCA
MOE
MOR
MORA
MRVA
MSA
MSG
Message
MSL
MSN
MTBF
MTOW
Effective
09-Jul-14
MAINT
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MEW
MZFW
N/A
Not Applicable
NAI
NAT
North Atlantic
NAV
Navigation
NAVAID
NCD
ND
Navigation Display
NDB
NM
Nautical Mile
NOPAC
North Pacific
NOTAM
Notice To Airmen
NOTOC
NPA
NTO
No Technical Objection
O
OAT
OBRM
OCA/H
OCC
OEB
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09-Jul-14
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OIT
OM
Outer Marker
OM
Operations Manual
ONC
OPS
Operations
OPT
Optimum
OTS
OXY
Oxygen
OEW
P
PA
Passenger Address
PAC
Pacific
PACOTS
PANS
PAPI
PAR
PAX
Passenger
PB
Pushbutton
PBN
PCN
PERF
Performance
PF
Pilot Flying
PFD
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Pilot Report
PIC
Pilot In Command
P/N
Part Number
PNR
Point of No Return
PNF/PM
POS
Position
PROC
Procedure
PROF
Profile
PPR
PSI
PT
Point
PTS
PVI
PWR
Power
PIREP
Q
QA
Quality Assurance
QDR
QFE
QFU
QGH
QNE
QNH
QRH
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REF
Reference
RESA
RMI
RNAV
Area Navigation
RNP
RPL
RPM
RQRD
Required
RSV
Reserves
RTA
RTCA
RTO
RTOW
RVR
RVSM
RWY
Runway
S
SARPS
SAT
SATCOM
Satellite Communication
SB
Service Bulletin
A-0-20
Effective
09-Jul-14
RA
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Selector
SELCAL
Selective Calling
SEP
SFE
SSFDR
SI
SID
SIGNET
SOP
SOPAC
South Pacific
SPECI
SPD
Speed
SRA
SRE
SSR
STAR
STD
Standard
T
T, t
TA
Traffic Advisory
TACAN
TAF
TAS
Effective
09-Jul-14
SEL
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TAWS
TBC
To Be Confirmed
TBD
To Be Determined/Defined
TCAS
TDZ
TEMP
Temperature
THR
Thrust
TMA
T/O
Take off
TOC
Top Of Climb
TOD
Top Of Descent
TODA
TOGA
Take-Off/Go-Around
TOGW
TORA
TOW
Take-Off Weight
TR
Temporary Revision
TRE
TRI
TVMC
TWR
Tower
A-0-22
Effective
TAT
09-Jul-14
TWY
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Taxiway
U
Ultra High Frequency (300 3000 MHz)
UNM
Unaccompanied Minor
U/S
Unserviceable
UTC
UHF
V
VMIN
VMO
VNAV
Vertical Navigation
VOR
VPFO
VR
Rotation speed
VREF
VS
Stall speed
V/S
Vertical Speed
VSI
w
WBM
WGD
WGS
WPT
Waypoint
WX
Weather
A-0-23
Effective
09-Jul-14
WXR
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Weather Radar
X
Transceiver
XFR
Transfer
XMTR
Transmitter
XTKE
XCVR
ZFCG
ZFW
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Definitions
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09-Jul-14
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have been such that the safety of the aircraft involved was or may have been
compromised.
Air Traffic Control: A service that promotes the safe, orderly, and
expeditious flow of air traffic at aerodromes and during the approach,
departure, and en route environments.
Air Traffic Control Clearance: Authorisation for an aircraft to proceed under
conditions specified by an air traffic control unit
Air Traffic Control Instruction: Directives issued by air traffic control for the
purpose, if requiring a pilot to take a specific action
Air Traffic Control Service: A service provided for the purpose of:
-
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Note: The aerodrome from which a flight departs may also be an en-route or a
destination alternate aerodrome for that flight.
Regarding flight over the high seas: the relevant authority of the
State of Registry
Regarding flight other than over the high seas: the relevant authority
of the State having sovereignty over the territory being over flown
Effective
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Note: The term "ATS route" is used to mean variously, airway, advisory route,
controlled or uncontrolled route, arrival or departure route, etc.
Authority: The competent body responsible for the safety of civil aviation in
the state of the applicant or operator.
Base training: Flight training required by Airworthiness Authorities to obtain
the aircraft type rating.
Braking action: a report on the conditions of the airport movement areas,
providing pilots the quality or degree of braking that may be expected. Braking
action is reported in terms of: Dry, Good, Medium to Good, Medium, Medium
to Poor, Poor, Nil or Unreliable.
Calendar day: The period of elapsed time, using Co-ordinated Universal
Time or local time, that begins at midnight and ends 24 hours later in the next
midnight
Cabin attendant: A crew member who performs, in the interest of safety of
passengers, duties assigned by the operator or the commander of the aircraft,
but who shall not act as a flight crew member. (also See Cabin Crew
member)
Certifying Staff: The organisation must employ sufficient number of licensed/
authorised/ approved personnel (including unlicensed category of personnel
such as technicians) required for production and certification in proportion to
the quantum of the work and appropriate to the approval sought. The
organization must ensure that the certifying staff (type rated
AMEs/authorized/approved persons) is/are fully aware of the organization
policies and procedures as detailed in the QC Manual.
Children: Person who is of an age of two years and above but who are less
than twelve years of age.
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09-Jul-14
ATS route: A specified route designed for channelling the flow of traffic as
necessary for the provision of air traffic services.
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Snow which has been compressed into a solid mass which resists
further compression and will hold together or break into lumps if
picked up (compacted snow); or ice, including wet ice.
Contingency fuel: A quantity of fuel carried to compensate for items such as:
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Civil aircraft: Any aircraft on the civil register of a state, other than those
which that state treats as being in the service of the state, either permanently
or temporarily.
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Co-pilot: Pilot serving in any piloting capacity other than as pilot in command
or commander, but excluding a pilot who is on board the aircraft for the sole
purpose of receiving flight instruction for a license or rating.
Course: A program of instruction to obtain an airman license, rating,
qualification, authorisation, or currency.
Crew member: A person assigned by an operator to duty on an aircraft
during a flight duty period.
-
Cabin crew
crewmember.
member:
flight
Effective
09-Jul-14
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Dry lease: Is when the airplane is operated under the AOC of the lessee.
Dry runway: A dry runway is one which is neither wet nor contaminated, and
includes those paved runways which have been specially prepared with
grooves or porous pavement and maintained to retain effectively dry braking
action even when moisture is present.
Elevation: The vertical distance of a point or a level, on or affixed to the
surface of the earth measured from mean sea level.
Electronic Flight Bag (EFB): An electronic display system intended primarily
for flight deck or cabin use. EFB devices can display a variety of aviation data
(e.g., checklists, navigation charts, aircraft operating manual (AOM) or
perform basic calculations (e.g., performance data, fuel calculations). The
scope of the EFB system functionality may also include various other hosted
databases and applications. Physical EFB devices may use various
technologies, formats, and forms of communication. Physical EFB displays
may be portable (Class 1), attached to an approved mounting device (Class
2), or built into the aircraft (Class 3).
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Final reserve fuel: An amount of fuel for all turbine powered airplanes,
calculated to fly 30 minutes at holding speed at 1500 ft above the aerodrome
elevation in standard conditions, calculated with the estimated mass on arrival
at the alternate or the destination, when no alternate is required.
Flight control system: A system which includes an automatic landing system
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Note 2: The terms "height" and "altitude", used in Note 1 above, indicate altimetric
rather than geometric heights and altitudes.
Flight plan: - ATS Flight Plan: Specified information provided to air traffic
services units, relative to an intended flight or portion of a flight of an aircraft.
Flow control: Measures designed to adjust the flow of traffic into a given
airspace, along a given route, or bound for a given aerodrome, so as to
ensure the most effective utilisation of the airspace.
Friction coefficient: Relationship between the friction force acting on the
wheel and the normal force on the wheel. The normal force depends on the
weight of the aircraft and the lift of the wings.
Glide path: A descent profile determined for vertical guidance during a final
approach.
Ground visibility: The visibility at an aerodrome, as reported by an
accredited observer or by an automatic system.
Heading: The direction, in which the longitudinal axis of an aircraft is pointed,
usually expressed in degrees from North (true, magnetic, compass or grid).
Height: The vertical distance of a level, a point or an object, measured from a
specified datum.
Hydroplaning: Refer to Aquaplaning
Human Factors Principles: Principles applied to aeronautical design,
certification, training, operations and maintenance to ensure equipment,
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systems, processes and procedures take into account human capabilities and
limitations as well as the safe interface between the human and system
components, for the purpose of optimizing human performance and reducing
human error.
Infant: A person who has not yet reached his second birthday.
Initial Operating Experience (IOE): Operational support given to newly type
rated pilots. The objective of IOE is to familiarize the pilot with revenue
operations, route and airport qualifications, using Airbus and airline approved
documents: FCOM, MEL, OEBs, etc.
Inspection: The examination of an aircraft or aeronautical product to
establish conformity with a standard approved by the Authority.
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 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.
Instrument Flight Rules: Rules that are applicable to all IFR flights (AIP
India). Instrument Flight Rules (IFR) are a set of regulations and procedures
for flying an aircraft without the assumption that pilots will be able to see and
avoid obstacles, terrain, and other air traffic; it is an alternative to Visual Flight
Rules (VFR).
Instrument Meteorological Conditions: Meteorological conditions
expressed in terms of visibility, distance from cloud, and ceiling, less than the
minima specified for visual meteorological conditions.
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.
A-0-34
Effective
09-Jul-14
FLT.OMA
CHAPTER 00
Journey log: A form signed by the Commander of each flight that records the
airplane's registration, crew member names and duty assignments, the type
of flight, and the date, place, and time of arrival and departure
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.
Maintenance: Tasks required to ensure the continued airworthiness of an
aircraft or aeronautical product including any one or combination of overhaul,
repair, inspection, replacement, modification, and defect rectification.
Maintenance release: A document containing a certification that inspection
and maintenance work has been performed satisfactorily in accordance with
the methods prescribed by the Authority.
Missed approach procedure: The procedure to be followed if the approach
cannot be continued.
Net flight path: Is a flight path determined for engine(s) failure case. It is
established in such a manner that it represents the actual climb performance
diminished by a gradient equal to:
. Take-off (one engine failure): 0.8 % for two-engine aircraft, 0.9 % for threeengine aircraft, and 1.0 % for four-engine aircraft
. En-route (one engine failure): 1.1 % for two-engine aircraft, 1.4 % for threeengine aircraft, 1.6 % for four-engine aircraft
. En-route (two engine failure): 0.3 % for three-engine aircraft, 0.5 % for fourengine aircraft
A-0-35
Effective
09-Jul-14
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 provide protection against
interference caused by large moving objects outside the critical area but still
normally within the airfield boundary.
FLT.OMA
CHAPTER 00
(NOTAMs are also classified as A, B, C, D and G depending mainly upon the type
of airport (Civil / Defence) and the duration of applicability of NOTAM.)
A-0-36
Effective
09-Jul-14
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. 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.
FLT.OMA
CHAPTER 00
Pilot Flying (PF): The pilot, who for the time being, is in charge of the
controls of an aircraft.
Pilot-in-command: The Pilot designated by the operator as being in
command of the aircraft and charged with responsibility for the operational
control and safe conduct of the flight.
Pilot Not Flying/ Pilot Monitoring (PNF/ PM): The pilot crew member who is
monitoring and supporting the pilot flying in accordance with the multi-crew
co-operation concept, when the required flight crew is more than one.
Precision approach: Instrument approach with lateral and vertical guidance
from the FAP to the runway touchdown zone, with system accuracy, integrity
and obstacle clearance (including go-around) guaranteed until the descent
limit (decision altitude or decision height) is reached. ILS, MLS and PAR are
considered precision approaches.
Pre-flight inspection: The inspection carried out before flight to ensure that
the aircraft is fit for the intended flight.
Prescriptive Compliance: A conventional means of achieving target levels of
safety performance of a system or process based on operator compliance
with pre-established non-variable standards or limitations.
Pressure-altitude: An atmospheric pressure expressed in terms of altitude,
which corresponds to that pressure in the Standard Atmosphere.
Policy: The stated intentions and direction of an organization.
Positioning: The practice of transferring crew from one place to another as
passengers in surface or air transport at the behest of the Company.
Post Holder: Persons nominated by an operator, and typically approved or
accepted by the Authority, that are responsible for the management and
supervision of specific areas of operations.
A-0-37
Effective
09-Jul-14
FLT.OMA
CHAPTER 00
A-0-38
Effective
09-Jul-14
FLT.OMA
CHAPTER 00
Runway visual range: 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.
Wet snow: Snow which, if compacted by hand, will stick together and
tend to or form a snowball; specific gravity: 0.35 up to but not
including 0.5.
Special VFR: Flights under VFR rules, permitted upto 1500M visibility. These
are subject to specific authorisation from ATC
Split Duty: A flying duty period which consists of two or more sectors,
separated by less than a minimum rest period.
Stabilised approach: An approach without speed and/or configuration
changes during final descent.
Stabilised approach procedure: An approach procedure along the extended
runway centreline with a constant, in-flight verifiable descent gradient from the
final approach altitude to the runway touchdown zone. Except for offsetlocalizer approaches, an ILS approach is inherently a stabilised approach
procedure. Non-precision approaches can be constructed as a stabilised
A-0-39
Effective
09-Jul-14
Sector: The time between an aircraft first moving under its own power until it
next comes to rest after landing, on the designated parking position.
FLT.OMA
CHAPTER 00
A-0-40
Effective
09-Jul-14
FLT.OMA
CHAPTER 00
b)
The greatest distance at which the lights in the vicinity of 1000 candelas
can be seen and identified against unlit background.
Note 1: The two distances have different values in air of a given extinction coefficient.
The former a) is represented by meteorological optical range (MOR), and the latter
b) varies with the background illumination.
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.
Effective
09-Jul-14
Transition level: The lowest flight level available for use above the transition
altitude.
FLT.OMA
CHAPTER 00
A-0-42
Effective
09-Jul-14
0.1.4
FLT.OMA
CHAPTER 00
SPEED
WEIGHT
FORCE
PRESSURE
VOLUME
1 mm = 0.0394 in
1 in = 25.4 mm
1 m = 3.281 ft
1 ft = 0.3048 m
1 m = 1.094 yd
1 yd = 0.914 m
1 km = 0.540 NM
1 NM = 1.852 km
1 km/h = 0.54 kt
1 g = 0.353 oz
1 oz = 28.35 g
1 kg = 2.2046 lb
1 lb = 0.4536 kg
1 t (tonne) = 2 204.6 lb
1 lb = 0.0004536 t
1 N = 0.2248 lb
1 lb = 4.448 N
1 daN = 2.248 lb
1 lb = 0.4448 daN
1 l = 0.2642 US Gallon
1 US Gallon = 3.785 l
MOMENTUM
TEMPERATURE
1 m = 264.2 US Gallons
1 US Gallon = 0.003785 m3
1 l = 1.0567 US Quart
1 US Quart = 0.94635 l
C = 5/9 (F - 32)
F = (C x 1.8) + 32
C = 5/9 (F + 40) 40
F = 9/5 (C + 40) - 40
A-0-43
Effective
09-Jul-14
LENGTH
US METRIC
0.1.5
FLT.OMA
CHAPTER 00
40 000
39 000
38 000
37 000
36 000
35 000
34 000
33 000
32 000
31 000
30 000
29 000
28 000
27 000
26 000
25 000
24 000
23 000
22 000
21 000
20 000
19 000
18 000
17 000
16 000
15 000
14 000
13 000
12 000
11 000
10 000
9 000
8 000
7 000
6 000
5 000
4 000
3 000
2 000
1 000
0
- 1 000
- 56.5
- 56.5
- 56.5
- 56.5
- 56.3
- 54.3
- 52.4
- 50.4
- 48.4
- 46.4
- 44.4
- 42.5
- 40.5
- 38.5
- 36.5
- 34.5
- 32.5
- 30.6
- 28.6
- 26.6
- 24.6
- 22.6
- 20.7
- 18.7
- 16.7
- 14.7
- 12.7
- 10.8
- 8.8
- 6.8
- 4.8
- 2.8
- 0.8
+ 1.1
+ 3.1
+ 5.1
+ 7.1
+ 9.1
+ 11.0
+ 13.0
+ 15.0
+ 17.0
hPa
PSI
In.Hg
188
197
206
217
227
238
250
262
274
287
301
315
329
344
360
376
393
410
428
446
466
485
506
527
549
572
595
619
644
670
697
724
753
782
812
843
875
908
942
977
1013
1050
2.72
2.58
2.99
3.14
3.30
3.46
3.63
3.80
3.98
4.17
4.36
4.57
4.78
4.99
5.22
5.45
5.70
5.95
6.21
6.47
6.75
7.04
7.34
7.65
7.97
8.29
8.63
8.99
9.35
9.72
10.10
10.51
10.92
11.34
11.78
12.23
12.69
13.17
13.67
14.17
14.70
15.23
5.54
5.81
6.10
6.40
6.71
7.04
7.38
7.74
8.11
8.49
8.89
9.30
9.73
10.17
10.63
11.10
11.60
12.11
12.64
13.18
13.75
14.34
14.94
15.57
16.22
16.89
17.58
18.29
19.03
19.79
20.58
21.39
22.22
23.09
23.98
24.90
25.84
26.82
27.82
28.86
29.92
31.02
A-0-44
0.1851
0.1942
0.2038
0.2138
0.2243
0.2353
0.2467
0.2586
0.2709
0.2837
0.2970
0.3107
0.3250
0.3398
0.3552
0.3711
0.3876
0.4046
0.4223
0.4406
0.4595
0.4791
0.4994
0.5203
0.5420
0.5643
0.5875
0.6113
0.6360
0.6614
0.6877
0.7148
0.7428
0.7716
0.8014
0.8320
0.8637
0.8962
0.9298
0.9644
1.0000
1.0366
0.2462
0.2583
0.2710
0.2844
0.2981
0.3099
0.3220
0.3345
0.3473
0.3605
0.3741
0.3881
0.4025
0.4173
0.4325
0.4481
0.4642
0.4806
0.4976
0.5150
0.5328
0.5511
0.5699
0.5892
0.6090
0.6292
0.6500
0.6713
0.6932
0.7156
0.7385
0.7620
0.7860
0.8106
0.8359
0.8617
0.8881
0.9151
0.9428
0.9711
1.0000
1.0295
SPEED
of
SOUND
(kt)
573
573
573
573
573
576
579
581
584
586
589
591
594
597
599
602
604
607
609
611
614
616
619
621
624
626
628
631
633
636
638
640
643
645
647
650
652
654
656
659
661
664
Effective
ALTITUD
E
(metres)
12 192
11 887
11 582
11 278
10 973
10 668
10 363
10 058
9 754
9 449
9 144
8 839
8 534
8 230
7 925
7 620
7 315
7 010
6 706
6 401
6 096
5 791
5 406
5 182
4 877
4 572
4 267
3 962
3 658
3 353
3 048
2 743
2 438
2 134
1 829
1 524
1 219
914
610
305
0
- 305
09-Jul-14
ALTITUDE TEMP.
(Feet)
(C)
PRESSURE
DENSITY
RATIO
= /o
= P/Po
FLT.OMA
CHAPTER 00
0.1.6
A-0-45
Effective
09-Jul-14
FLT.OMA
CHAPTER 00
En-route charts
Airport charts
Airport briefing
NOTAM
Part D: Training
Part D comprises all training instructions required for a safe operation.
0.1.7
Flight Manual
FCOM (GEN/DSC,PRO/LIM/OEB/FCBUL,PERF)
FCTM
QRH
MEL
c) Flight Safety Manual
d) EDTO Manual.
e) Document Management System Manual (DMS)
f) EFB Policy and Procedure Manual
In addition following documents are also to be used as reference as and when
required.
i) ICAO/IATA dangerous goods annual
ii) Emergency response manual
iii) Security manual
iv) SEP manual
v) Flight despatch and Flight operations Process manuals
A-0-46
Effective
09-Jul-14
Part C comprises all instructions and information needed for the area of
operation.
0.1.8
FLT.OMA
CHAPTER 00
The English language shall be used as a common language for use by all flight
crew members for communication:
i)
ii) Between the flight crew and cabin crew during line operations;
iii) During flight crew training and evaluation activities.
iv) English shall also be used as the universal language in
radiotelephony. Crew is expected to use English language of an
operationally acceptable standard.
Company shall use letter/e-mail/circulars etc as official mode of communication.
0.1.9
Gender applicability
The Operations manual applies to both female and male personnel, although
some references may refer to one gender only. In all cases, references to one
gender shall also be deemed equally applicable to both genders.
0.2
Flight Operations Support is responsible for ensuring that regulations of the State
and of the other states or authorities relevant to operations are available to the
users.
ICAO International Standards and Recommended Practices, as
applicable
Airworthiness Directives;
Aeronautical Information Publications (AIP) and NOTAMS;
Manufacturer's Approved Flight Manual (AFM), including
performance data, weight/mass and balance data/manual,
checklists and MMEL/CDL;
Route and airports charts, FMS databases, GPWS terrain and
obstacle databases, airport analysis data etc,
A-0-47
Effective
09-Jul-14
FLT.OMA
CHAPTER 00
Disposal of documents
A distribution list for all operational documents and their dissemination shall be
maintained. All operational documents shall be duly signed by the issuing authority
and these signed copies shall be deemed as original copy and shall be maintained
at Flight Operations Support Section. Dissemination shall essentially be via
electronic means; like email and suitable software shall be used to establish that
the individual user has received the correct documents.
A-0-48
Effective
09-Jul-14
The company has a system for the management and control of documentation
(both internal and external), and/or data used directly in the conduct or support of
operations, including on-board library documents.
FLT.OMA
CHAPTER 00
A-0-49
Effective
09-Jul-14
0.2.1
FLT.OMA
CHAPTER 00
Release that all Flight Deck crew members have reviewed the latest
Notices and are well versed with their contents.
0.2.2
On board documentation
Documents
Certificate of Registration
Certificate of Airworthiness
Airworthiness Review Certificate
(ARC)
Noise Certification
Department
Responsible
Engineering
Engineering
Mandatory /
Informatory
Mandatory
Mandatory
Engineering
Mandatory
Engineering
Mandatory
Engineering
Mandatory
Crew
Mandatory
Engineering
Mandatory
Engineering
Mandatory
Flight Operations
Engineering
Flight Operations
Flight Operations
Mandatory
Mandatory
Mandatory
Mandatory
Flight Operations
Mandatory
Inflight Services
Mandatory
Flight Operations
Mandatory
Flight Operations
Engineering
Mandatory
Mandatory
Weight Schedule
Load and Trim Sheet
Passenger Manifest
Crew Manifest
Engineering
Airport Services
Airport Services
Airport Services
Mandatory
Mandatory
Mandatory
Mandatory
A-0-50
Effective
09-Jul-14
xxii)
xxiii)
xxiv)
xxix)
FLT.OMA
CHAPTER 00
Airport Services
Mandatory
Airport Services
Mandatory
Engineering
Mandatory
Flight Operations
Flight Operations
Flight Operations
Mandatory
Informatory
Informatory
Flight Operations
Mandatory
Engineering
Mandatory
* Note 1: With the introduction of CAR 145, Flight Release Certificate (FRC) is no longer
issued for an aircraft. Now Certificate of Release to Service (CRS) has replaced FRC.
A CRS is valid till next maintenance action. For example there is a snag another CRS after
snag rectification will be issued, and previous CRS will not be valid. Similarly after every
Check a new CRS is issued and is valid till next maintenance action. If a layover check is
carried out, the previous CRS is no more valid and a new CRS is issued. This is the reason
after every lay over, check a new CRS is signed off in the Tech Log.
A CRS is not required to be issued after Transit/ Pre-flight inspection.
Note 2: In case a document has been submitted to a competent authority for renewal or for
any other reason, that fact shall be deemed as valid for its not being on board an aircraft. In
such a case a document shall be issued stating that the required document has been
submitted to the authority. This document shall be carried on board.
Items at sr. nos. vii) to xv) shall be stored in a suitable place accessible to the crew in flight.
The remaining may be carried in any other safe place on board the aircraft.
Item vii) to xv) are placed either in the Navigation bag in the cockpit or are placed in the
various document stowage boxes. In case, a Manual/document is missing this is required to
be reported to local flight operations personnel / flight dispatch by filling up the relevant form.
It will be replaced at the earliest opportunity.
It is a common courtesy to leave the cockpit in a condition a crew would expect to find it in.
Pilots are expected and required to ensure that if any documents / chart is taken out for use
during flight, it is placed back in the correct position and correct order. The Pilot-InCommand is responsible to ensure that all manuals and documents are placed in the proper
place after completion of flight.
A-0-51
Effective
09-Jul-14
xxv)
xxvi)
xxvii)
xxviii)
0.2.3
FLT.OMA
CHAPTER 00
Missing document
0.2.4
Navigation bag:
Nav Bag kept behind Right Seat will contain: FCOMs and Company
Operations Manual, Parts A, B, C (Including EDTO manual) and D.
On board Notice File: All Notices have been placed in following order:
NOTAC, C-NOTAM, Operations Notice, and Technical Notice.
Note: Administrative notices are disseminated electronically. They are not part of on-board
documentation and are only available on the Portal and in e-manual.
EDTO Manual: Approved EDTO manual is available on the portal and in e-manual. Hard
copy of this manual is available on every aircraft. The manual is placed along with Route
Guide, in the same binder.
RTOW Charts: Each aircraft shall have a single RTOW file for both domestic and
international stations. RTOW charts are also available on Company Portal.
Company Minima: Minima shall be available in the on-board minima file. The on board
minima file shall consist of;
Normal Minima Single document for both domestic and international stations.
This shall be printed in white sheets.
A-0-52
Effective
09-Jul-14
FLT.OMA
CHAPTER 00
LVTO/Non LVTO Minima- Single document for both domestic and international
stations. This shall be printed in light blue sheets.
CMV Cards- Single document for both domestic and international stations. This
shall be printed in light pink sheets.
Jeppesen Manuals: Two kits are kept in all aircraft. These kits include introduction,
destination, en-route and alternate aerodromes charts. The details of trip kits vary for 77T
and 73.5 T fleet as under;
Captain Side: Bag shall be kept under Left observer seat. It is secured by
tying it with the seat belt of observer seat.
First Officer Side: The bag is secured by tying the bag with floor belt
provided for Navigation bag.
Big Navigation Bags: is secured with the belt which is attached with the floor.
A-0-53
Effective
09-Jul-14
FLT.OMA
CHAPTER 00
Crew responsibility
(i) Before commencement of flight, both Captain and First Officer shall
Take out the relevant approach plates, including
alternate.
A-0-54
Effective
09-Jul-14
FLT.OMA
CHAPTER 00
Documents at Simulator
The documents required for training shall be placed and maintained at all
simulators used by Company.
0.2.7
Company strictly adheres to Airbus SOPs. Any deviation from Airbus SOPs will be
reflected in Operations Notice 4 (series)
A-0-55
Effective
09-Jul-14
0.2.5
0.2.8
FLT.OMA
CHAPTER 00
0.3.1
The Operations manual procedures and check lists, when published are useable,
identifiable and consistent with manufacturer specifications. Any deviations from
manufacturer procedures or checklists will be based on operational requirements
as identified. Few points to be kept in mind while preparing the checklist:
Availability and usability for specific tasks, when needed and in a form
that is directly usable;
Assess the net impacts upon the physical, cognitive and decision-making
resources, using objective and subjective performance measures.
0.3.2
level,
Operations Manual
(Refer CAR Section 8, Series O part VII)
A-0-56
Effective
09-Jul-14
0.3
FLT.OMA
CHAPTER 00
For the digital version, a fresh media will be provided. The Vice
President (Flight Operations) will designate an officer who will be
responsible for incorporation of amendments / revisions in official
copies of the manual that are maintained in the flight dispatch
libraries and placed on board aircraft.
b)
c)
d)
e)
f)
g)
A-0-57
Effective
09-Jul-14
a)
FLT.OMA
CHAPTER 00
h)
i)
j)
k)
The Vice President /Director (Flight Operations) will issue additional safety critical
operational, technical and administrative instructions and dissemination of
changes in policy through the following Circulars, to all concerned, which shall be
filed and kept updated. These shall also include airworthiness directives, flight
crew bulletins or directives, manufacturers bulletins and NOTAMs if any.
a) NOTAC Notice to Air Crew Information in a NOTAC is of more
permanent nature and may effect a revision of the Operations Manual.
NOTACs are for compliance.
b) Technical Notice Information, guidance and or compliance to the Crew
which is of technical nature and is related to aircraft systems, technical
explanations, modification being progressively carried out on airline fleet
etc. will be provided in the form of Technical Notice.
c) Operation Notice - Changes in Standard Operating procedures, Training
Procedures etc. shall be issued as an Operation Notice. These are for
Compliance.
d)
A-0-58
Effective
09-Jul-14
0.4
FLT.OMA
CHAPTER 00
All Crewmembers will be issued digital version of the Operations Manual quarterly.
Revisions to Operations manual will be issued to crew electronically and will be
posted on Company portal. Intimation regarding any revisions will be sent to all
concerned via e-mail. Subsequently all revisions shall be added to the next
version of e-manual. The electronic copy of Operations manual will have search
functions. All crewmembers and other holders shall be responsible for the
possession and use of the latest edition.
The DGCA will be provided with a copy of the Operations Manual, all amendments
and revisions.
The Operations Manual and amendments
acknowledgement from the manual holder.
will
be
distributed
under
Each paper Manual will be assigned a Control number and the digital version shall
be issued on a DVD (e-manual) to each holder. A record of the holders name,
position and department will be maintained for all paper manuals. The same is to
be returned by the holder while leaving the company.
A-0-59
Effective
09-Jul-14
0.5.1
FLT.OMA
CHAPTER 00
0.6
A-0-60
Effective
09-Jul-14
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
TABLE OF CONTENTS
1.
OPERATIONS SUPERVISION.................................................................9
1.1
1.2
SCOPE ...................................................................................................14
1.3
1.3.2
1.3.3
1.3.4
1.3.5
1.3.6
1.3.7
1.3.8
1.3.9
1.3.10
1.3.11
1.3.12
1.3.13
1.3.14
1.3.15
1.3.16
1.3.17
1.3.18
Effective 09-Jul-14
1.1.1
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
1.3.20
1.3.21
1.3.22
1.3.23
1.3.24
1.3.25
1.3.26
1.3.27
1.3.28
1.3.29
1.3.30
1.3.31
1.3.32
1.3.33
1.3.34
1.3.35
1.3.36
1.3.37
1.3.38
1.3.39
1.3.40
Meteorologist ........................................................................... 57
1.3.41
1.3.42
1.3.43
Effective 09-Jul-14
1.3.19
1.3.44
1.4
1.6
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
1.4.2
1.4.3
1.5.2
1.5.3
1.5.4
1.5.4.1
General ......................................................................64
1.5.4.2
1.5.4.3
Flight Execution..........................................................67
1.5.4.4
1.5.4.5
Customer Relations....................................................68
1.5.4.6
1.5.4.7
On-Time Performance................................................69
Co-Pilot.....................................................................................70
1.6.1.1
General ......................................................................70
1.6.1.2
1.6.1.3
Flight Execution..........................................................72
1.6.2
1.6.2.1
Flight Execution..........................................................73
A-1-3
Effective 09-Jul-14
1.5
1.6.3
OPERATIONAL SUPERVISION
CHAPTER 01
1.6.3.2
1.8.2
1.8.3
1.8.4
1.8.5
1.8.6
1.8.7
1.8.8
Operational Supervision........................................................... 81
1.8.8.1
General ...................................................................... 81
1.8.8.2
1.8.8.3
1.8.8.4
1.8.8.5
1.8.8.6
1.8.8.7
1.8.8.8
1.8.8.9
A-1-4
Effective 09-Jul-14
1.8
FLT.OMA
1.6.3.1
1.6.4
1.7
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
1.8.8.11
1.8.8.12
1.8.8.13
1.8.8.14
1.8.8.15
1.8.8.16
1.8.8.17
1.8.8.18
1.8.8.19
1.8.8.20
1.8.8.21
1.8.9
1.8.9.1
Safety .........................................................................92
1.8.9.2
Standardisation ..........................................................92
1.8.9.3
1.8.9.4
Training ......................................................................93
1.8.9.5
Personal Conduct.......................................................93
1.8.9.6
1.8.9.7
1.8.9.8
Effective 09-Jul-14
1.8.8.10
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
1.8.9.10
1.8.9.11
1.8.9.12
Record Retention....................................................... 98
1.8.9.13
1.8.9.14
1.8.9.15
1.8.9.16
1.8.9.17
1.8.9.18
1.8.9.19
1.8.9.20
1.8.9.21
1.8.9.22
1.8.9.23
1.8.9.24
1.8.9.25
1.8.9.26
1.8.9.27
1.8.9.28
1.8.9.29
1.8.9.30
1.8.9.31
1.8.9.32
Effective 09-Jul-14
1.8.9.9
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
1.8.9.33
1.8.9.34
1.8.9.35
1.8.9.36
1.8.9.37
1.8.9.38
1.8.9.39
Communications ......................................................116
1.8.9.40
1.8.9.41
1.8.10
1.8.11
A-1-7
Effective 09-Jul-14
1.9
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
A-1-8
Effective 09-Jul-14
1.
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
OPERATIONS SUPERVISION
The organograms, duties and responsibilities are given such that they define and
clearly delineate the management system.
The organisation charts also indicate the continuity within the management system
that ensures the entire organization works as a system and not as a group of
independent or fragmented units.
The charts show the relationship between corporate management and
management in the operational areas.
The management system shall ensure compliance with all applicable standards
and regulatory requirements. In addition to internal standards and regulations of
the State, to comply with authorities that have jurisdiction on operations conducted
over the high seas or within a foreign country.
Name of Company
Corporate Office
Tel No
+91-(0)124 4352500
Fax No
+91-(0)124 4068536
fltops@goindigo.in
A-1-9
Effective 09-Jul-14
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
APPROVED PERSONNEL
Accountable Manager
Chief of Operations
The Vice President (Flight Operations) is the approved person responsible for
Flight Operations and Flight Operations Training. He shall be accountable to
President for Compliance with the requirements contained in the Operations
Manual.
Chief of Engineering
The Vice President (Engineering) is the approved person responsible for all
engineering aspects of airplane operations. He is accountable to President for
Compliance with the laid down requirements. .
Chief of Flight Safety
The Chief of Flight Safety is the approved person accountable to President for all
matters concerning Flight Safety.
A-1-10
Effective 09-Jul-14
The President is the Accountable Manager of the Airline / Company to the aviation
authorities.
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
ORGANISATIONAL STRUCTURE
A-1-11
1.1
Effective
09-Jul-14
1.1.1
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
A-1-12
Effective
09-Jul-14
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
A-1-13
Effective
09-Jul-14
1.2
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
SCOPE
The Vice President Flight Operations shall ensure that the management and nonmanagement positions within the flight operations organization that require the
performance of functions relevant to the safety and security of aircraft operations
are filled by personnel on the basis of knowledge, skills, training and experience
appropriate for the position in consultation with HR department.
1.3
RESPONSIBILITIES
AND
MANAGEMENT PERSONNEL
DUTIES
OF
OPERATIONS
A-1-14
Effective 09-Jul-14
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
1.3.2
The Vice President (Flight Operations) will be responsible for all Flight Operation
functions of the Company, which shall include directing the companys Flight
Operations in a safe and efficient manner.
The Vice President (Flight Operations) has the functional & administrative
authority and responsibility for the following:
a)
b)
c)
d)
e)
f)
g)
h)
i)
A-1-15
Effective 09-Jul-14
1.3.1
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
1.3.3
c)
d)
e)
f)
g)
h)
i)
j)
k)
Effective 09-Jul-14
In the absence of the post holder, Director (Flight Operations) will assume all
functions of Vice President (Flight Operations).
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
the company.
In conjunction with the Director (Pilot Management), ensure well planned
and timely induction and processing of pilots joining, as also all
administrative matters concerning pilots such as leave and rotation
planning, base assignments, etc.
m) In conjunction with Chief Pilot (Training), ensure that all training is
carried out in a timely, safe and efficient manner based on companys
needs, and in adherence with company policies and procedures.
n) In conjunction with the Chief Pilot (Standards and QA), ensure that
required proficiency and safe practices are maintained at all times in all
aspects of flight operations.
o) To seek continuous improvements in training practices and standards
based on industry best practice and evidence of gaps in training or
standards as brought out by FDM/CVR analysis, LOSA flights or Training
Captains feedback.
p) In coordination with the Director (Flight Operations Support), ensure that
all support functions are accomplished at a high order of efficiency and in
a timely manner. Also to continually seek out improvements and new
technologies for the betterment of flight operations safety practices and
efficient operations.
q) In conjunction with each vertical head, suggest changes to Operations
Manuals, and inclusion of best practices and SOPs so as to improve
safety, efficiency and standards in all flight operations functions.
r) Coordinate as appropriate with all other departments, particularly with
Crew Scheduling, HR, Inflight and Engineering, so as to build synergies
and improve efficiency.
s) In conjunction with the Chief Pilots, select pilots for Command Upgrade,
and recommend to the Vice President (Flight Operations), pilots to be
considered as Check Pilots, Instructors and Examiners.
t) Be a member of the Upgrade, Appeal and Review Boards.
u) Be responsible for the performance and welfare of all personnel under
him in Flight Operations.
v) Carry out any other duties as assigned by Vice President (Flight
Operations).
w) Assume all functions of Vice President (Flight Operations) during his
absence.
l)
Effective 09-Jul-14
A-1-17
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
In the absence of the post holder, Chief Pilot (Line) will assume all
functions of Director (Flight Operations).
1.3.4
a)
Assist and support the Director Flight Operations in the management of Line
Operations in a safe, efficient and economic manner.
b)
c)
d)
Ensure that all company instructions, policies, and procedures with regard to
Line operations, are adhered to.
e)
f)
g)
Be responsible for all morale, welfare and disciplinary matters with regard to
all pilots.
h)
i)
j)
k)
Provide input, guidance and leadership towards the structure and staffing of
the Flight Operations department to ensure the operational needs and
business objectives are achieved.
A-1-18
Effective 09-Jul-14
Chief Pilot (Line) will function under the authority of Director (Flight Operations)
and will provide full-time efforts and services in all aspects related to the continued
safe operation, policy, planning of the Flight Operations Department in meeting
these objectives including, but not limited to the following:
l)
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
n)
o)
p)
q)
r)
Liaise with Vice President (In Flight) to ensure flight crew and cabin crew
procedures are compatible and in agreement with Flight Operations
procedures / policies in the FCOM and Company Operations Manual.
s)
Assist the Director (Flight Operations) in the review of Indian and Foreign Pilot
Employment Agreements, Make recommendations to ensure the Pilot Head
count is adequate to meet the business objectives of the company.
t)
Assist the Director (Flight Operations) with the Selection of Fleet Captains
and Fleet Supervisors and monitor their performance.
u)
In absence of Chief Pilot (Standards & QA), will conduct Pilot counselling.
v)
w) Carry out any other duty assigned by the Director (Flight Operations).
x)
In the absence of the post holder, Fleet Captain (Corporate) will assume all
functions of Chief Pilot (Line).
A-1-19
Effective 09-Jul-14
1.3.5
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
a)
b)
Execute flight operations training curricula for all types of aircraft operated by
the company taking into consideration latest operating techniques, experience
& instructions from the regulatory authority.
c)
d)
Be responsible for the supervision and completion of all simulator, aircraft and
line training after induction until the pilot is ready for line release.
e)
Execute training plans and programs for pilot training in coordination with
Chief Pilot (Standards & QA). Such training will include Endorsement
Training, Recurrent Training, Safety and Dangerous Goods Training, Crew
Resource Management, Flight Instructors Training, Check Pilots and
Command Training as per laid down Company Policy.
f)
g)
Interact and coordinate with Training providers to whom the Company has out
sourced its training requirements and ensure implementation of the training
agreements and clearance of training Invoices.
h)
i)
Ensure that all training is conducted as per the policies and instructions of the
Company
j)
Plan 12/9/6/3/1 monthly Simulator Training with CAE as per the Training
Agreement and implementation thereof, for transition training, recurrent
training, LVO training, special qualification and any other training as
mandated by the Company.
A-1-20
Effective 09-Jul-14
Chief Pilot (Training) will report to the Director (Flight Operations) and will be
responsible to him to provide full-time efforts and services in all aspects related to
the planning of pilot training, pilot training execution as per the Company and
DGCA policies so as to meet the Companys business objectives including, but not
limited to the following:
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
l)
Be responsible for Planning of Post Induction training and all facilitation for
trainee pilots.
o)
Coordinate with Airbus TRI/TRE and TRE/TRI deputed under the Constituted
Crew Schemes on training progress of constituted crew cadets and IndiGo
pilots and to review their recommendation for implementation in coordination
with the other chief pilots.
p)
Monitor all government regulations related to crew training and directives and
ensure compliance at all times.
q)
Ensure that the Operations Manual Part D is kept updated at all times based
on Company / DGCA requirements.
r)
s)
t)
u)
v)
In absence of Chief Pilot (Standards & QA), will conduct Pilot counselling.
A-1-21
Effective 09-Jul-14
k)
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
Coordinate his activities with Chief Pilot (Line), Director (Corporate Learning),
Chief Pilot (Standards & QA), GM (Flight Operations Support) and Director
(Pilot Management).
y)
Carry out any additional duties assigned to him by the Director (Flight
Operations).
In the absence of the post holder, Fleet Captain (Line Training/Simulator Training)
will assume all functions of Chief Pilot (Training).
1.3.6
The Chief Pilot (Standards and QA) functions under the authority of the Director
(Flight Operations). He is responsible for Flight Crew Standards and Quality
Assurance of Flight Crew Training. He will be accountable to the Vice President
(Flight Operations) for Compliance on all Training Standards.
His main function is to audit the Flight Operations Training and Line Operations
Standards so as to ensure that the required proficiency and safe practices are
maintained at all times.
He will be assisted by Fleet Captain (Standards & QA), Fleet Captain (SMS &
FDM), Fleet Supervisors (Standards and QA) and Examiners. He will be
responsible for:
a)
Checking Pilot proficiency and ensuring that the required proficiency and safe
practices are maintained at all times in Flight Operations Training and Line
Operations Standards.
b)
c)
d)
Monitor, and or nominate personnel to carry out all avaluations and checks on
similator and aircraft for line release , command assesment, evaluation, and
any special assesment /evaluation required by the company.
e)
Effective 09-Jul-14
x)
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
Pilot counselling. (In absence of Chief Pilot (Standards & QA), Chief Pilot
(Training), Chief Pilot (Line) or a nominated TRE will conduct Pilot
counselling. They can be assisted by Fleet Captain (FDM & SMS) for flight
analysis and review.)
g)
h)
Be a member of the Training Review Boards, Captain Upgrade Board and the
Appeal Boards.
i)
j)
Maintaining close coordination with the Chief Pilot (Line), Chief Pilot(Training), GM (Flight Operations Support), Director (Pilot Management, Vice
President (In-flight Services), Executive Vice President ( AOCS & OCC) and
Vice President (Maintenance & Engineering) in so far as his functions have a
bearing on their activities.
k)
l)
Coordinate with the concerned departments for the preparation for and
compliance with recommendations and actions required for Surveillance
flights.
o)
Ensuring acceptance and overview of any residual risk or hazard, and their
associated control in accordance with the procedures contained in the
Company Operations Manual.
p)
Ensuring that safety issues are identified and reported in a timely manner.
q)
Ensuring that all executives and staff reporting to him / her are trained,
qualified and competent to discharge their safety related obligations.
A-1-23
Effective 09-Jul-14
f)
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
r)
Ensuring that fitness for service including any necessary safety assessment
has been declared and accepted by the responsible authority in relation the
development of all plans, procedures, policies, processes and systems.
s)
1.3.7
The Director (Flight Operations Support) will be accountable to the Director (Flight
Operations). He will be responsible to provide the required operations support to
the Vice President (OCC), and the Chief Pilots. He will be responsible to:
a)
b)
c)
d)
e)
f)
g)
h)
i)
ID and
resolving
Effective 09-Jul-14
In the absence of the post holder, Fleet Captain (Standards & QA) will assume all
functions of Chief Pilot (Standards & QA).
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
k)
l)
o)
Work in close coordination with the Chief Pilots, Director (Pilot Management),
Vice President (OCC).
p)
q)
r)
s)
In the absence of the post holder, Sr. Manager (Flight Operations Support) will
assume all functions of Director (Flight Operations Support).
A-1-25
Effective 09-Jul-14
j)
1.3.8
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
He will be accountable to the Director (Flight Operations) and be the single point
contact for all flight crew Administrative issues. Will be responsible for flight crew
management and administrative control including:
Flight Crew Planning, Pilot requirement projection, sourcing and
recruitment of National and Foreign pilots and their pre training
induction.
b)
Interact with all foreign pilot providers and monitor their agreements
and clearance of their invoices.
c)
d)
e)
f)
g)
h)
i)
j)
k)
l)
A-1-26
Effective 09-Jul-14
a)
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
In the absence of the post holder, Manager (Pilot Management) will assume all
functions of Director (Pilot Management).
1.3.9
b)
c)
d)
e)
f)
g)
h)
i)
j)
k)
l)
m) Carry out any other duty assigned by the Chief Pilot (Line).
1.3.10
The Fleet Captain (Line Training) is accountable to the Chief Pilot (Training).
A-1-27
Effective 09-Jul-14
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
b)
c)
d)
e)
f)
Planning yearly, nine, six, three and monthly line training and
implementation thereof, of transition training, recurrent training, LVO
training, Special qualification and any other training that is mandated by
the Company.
g)
h)
Supporting Chief Pilot (Training) to ensure that the Operations ManualPart D is kept updated as and when required by company/DGCA.
i)
j)
Effective 09-Jul-14
a)
k)
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
The Fleet Captain (Simulator Training) is accountable to the Chief Pilot (Training).
He / She will assist the Chief Pilot in the following:
a)
b)
c)
Joint responsibility with Fleet Captain (Line Training) for coordinating and
ensuring Instructor and Examiner scheduling and effective utilization.
d)
e)
f)
g)
A-1-29
Effective 09-Jul-14
l)
h)
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
Supporting Chief Pilot (Training) to ensure that the Operations ManualPart D is kept updated as and when required by company/DGCA.
Monitor all government regulations and directives to ensure compliance
at all times.
j)
k)
l)
m) Carry out any other duty as assigned by the Chief Pilot (Training).
1.3.12
The Chief Ground Instructor (Flight Operations) is accountable to the Chief Pilot
(Training). He/ She will assist the Chief Pilot (Training) in the following:
a)
b)
c)
d)
e)
f)
g)
h)
i)
Effective 09-Jul-14
i)
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
1.3.13
(Performance
&
Documentation
A-1-31
Effective 09-Jul-14
In the absence of the post holder, Deputy Chief Ground Instructor will
assume all functions of Chief Ground Instructor (Flight Operations).
1.3.14
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
b)
c)
d)
e)
f)
g)
Will work in close coordination with Chief Pilots and Director (Pilot
Management).
h)
i)
Carry out any other duty assigned by the Vice President (Flight
Operations).
1.3.15
Assist and support the Chief Pilot (Line) in the management of Line
Operations in a safe, efficient and economic manner.
b)
c)
Effective 09-Jul-14
a)
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
e)
f)
g)
h)
i)
Liaise with regional DGCA, Air safety, Air Traffic Control, Met
department and regional BCAS whenever required for the company
work.
j)
k)
l)
Carry out any other duty assigned by the Chief Pilot (Line).
Fleet Captain (Standards & QA)
He will be accountable to Chief Pilot (Standards & QA) and will assist him for:
a)
b)
c)
Effective 09-Jul-14
d)
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
Bringing to the attention of the Chief Pilot (Standards & QA) any
dilution of Flight Standards and any unsafe practices and trends.
e)
f)
g)
h)
i)
j)
1.3.17
Carry out any other duty assigned by the Chief Pilot (Standards &
QA).
Fleet Captain (Technical)
b)
c)
d)
Effective 09-Jul-14
d)
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
f)
g)
h)
i)
Work in close coordination with Chief Pilots and other Fleet Captains
j)
k)
Carry out any other duty assigned by the Vice President /Director
(Flight Operations).
1.3.18
b)
c)
d)
e)
f)
Effective 09-Jul-14
e)
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
h)
i)
j)
During counselling may assist Chief Pilots for flight analysis and
review.
k)
l)
b)
c)
d)
e)
f)
g)
A-1-36
Effective 09-Jul-14
g)
1.3.20
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
a)
b)
c)
d)
e)
1.3.21
Fleet Supervisors will report to Fleet Captain (Standards and QA) / Fleet Captain
(FDM and SMS). The Fleet supervisor will assist in the following functions:
a)
b)
c)
d)
e)
f)
Effective 09-Jul-14
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
g)
h)
i)
Manager (Safety & Technical) will be accountable to the Chief Pilot (Standards
and QA). He will function as a Flight Operations Manager fulfilling both a safety
and technical role to include:a)
b)
c)
d)
e)
f)
1.3.23
The Manager (FDM & SMS) shall be a fulltime office employee reporting directly to
the Fleet Captain (FDM & SMS). He shall be responsible for:
a)
b)
c)
d)
e)
f)
g)
h)
Effective 09-Jul-14
1.3.22
1.3.24
a)
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
Training Captains
Duties
Privileges
Examiners *
i)
ii)
Effective 09-Jul-14
The Training Captains (Instructors & Check Pilots) are responsible to the
Chief Pilot - Training for the maintenance of professional standards of all
pilots as required by the company and in accordance with relevant air
legislation.
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
iv)
v)
vi)
Instructors *
i)
ii)
iii)
iv)
v)
vi)
Check Pilots
i)
Route checks.
ii)
Under supervision flying for eligible pilots for command upgrade and for
line release as co-pilots.
1.3.25
Director - Training
He / She will report to Chief Pilot (Training). He / She will be responsible to:
a)
Effective 09-Jul-14
iii)
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
c)
d)
e)
f)
g)
h)
i)
Maintain a Pilot Not Available Status due Training for the Monthly
Scheduling Meeting.
j)
1.3.26
b)
c)
d)
e)
f)
g)
h)
Effective 09-Jul-14
b)
1.3.27
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
b)
c)
d)
e)
f)
g)
h)
i)
Effective 09-Jul-14
1.3.28
a)
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
Ensuring that the pilots arrive with current license, medical and
ratings as per Indian DGCA norms.
Single point of contact for the pilots for all their pre-employment queries.
Controlling foreign and Indian pilot data along with the pilot provider.
Verification of Pilot Provider Invoices.
Any other task assigned by reporting Manager or Director (Flight
Operations).
d)
e)
f)
g)
h)
1.3.29
Effective 09-Jul-14
c)
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
The Vice President (OCC) will report to the Executive Vice President (AO & CS,
OCC) and is accountable for central co-ordination of operating departments to
meet the companys operating plan.
He/ She shall be responsible for the functioning of the Operation control Centre
and Coordination & Control of the Company Aircraft. He / she will be responsible
for initiating the Emergency Response Management Procedure and notifying all
Incident & Accident Reports, as required by Company Policy and DGCA
requirements.
Vice President (OCC) will also be responsible for maintaining the Company On
time performance for which he /she is authorised to initiate, terminate, cancel, reroute flights for commercial viability and efficiency of operations, within laid down
Safety, Operational, Engineering and DGCA guidelines.
He / She will be responsible for delay reporting, delay analysis and investigation of
systemic causes that affect regularity and efficiency of operations. He / She will be
responsible for maintaining all records of OCC aircraft communications (ACARS /
Voice etc.)
A-1-44
Effective 09-Jul-14
c)
d)
e)
f)
g)
h)
i)
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
In the absence of the post holder, Director (OCC) will assume all functions of Vice
President (OCC).
1.3.31
b)
c)
d)
e)
f)
g)
Liaise with Pilot Training for rostering / release of pilots for training
duties.
h)
A-1-45
Effective 09-Jul-14
Vice President (OCC) will work in close coordination with Vice Presidents of Flight
Operations, Engineering, Airport services, in-flight and the Chief Commercial
Officer in addition to maintaining a close liaison with airport authorities, air traffic
service providers, ground service providers and airport operators for the efficient
discharge of his responsibilities.
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
i)
j)
k)
He/ she will be a qualified and DGCA approved Flight Dispatcher in charge of the
Central Flight Dispatch unit and will be responsible for implementing the company
Flight Operations and Flight Dispatch policies laid down in the Operations Manual
in conformity with DGCA rules and guidelines. He/she will be responsible for
Notification of any incident, accident, unlawful interference events etc. as per laid
down notification procedure. He will:
Effective 09-Jul-14
1.3.32
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
Will be a qualified and DGCA approved Flight dispatcher who is in-charge of the
Central Flight Dispatch Unit and will be responsible for implementing the company
Flight Operations Dispatch policies laid down in the Operations Manual and in
conformity with DGCA rules and guidelines. He/she will be responsible for
Notification of any incident, accident, unlawful interference events etc. as per the
laid down notification procedure. He will:
a)
b)
c)
d)
e)
f)
Effective 09-Jul-14
g)
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
In the absence of the post holder, designated Manager will assume all functions of
Senior Manager - Flight Dispatch.
1.3.34
Manager Dispatch
Will be a qualified and DGCA approved as Flight dispatcher who is incharge of the Central Flight Dispatch Unit and will be responsible for
implementing the company Flight Operations Dispatch policies laid down
in The Operations Manual and in conformity with DGCA rules and
guidelines. He/she will be responsible for Notification of any incident,
accident, unlawful interference events etc. as per the laid down
notification procedure. He/she will provide operational support to crew
through Flight Dispatch including, but not limited to, Flight Planning,
Flight Watch, Weather Briefing, and communications as required by
Company Policy. He/ She will:
a)
b)
Ensure that Company flights are safely and efficiently planned, cleared,
and monitored in accordance with established standards, regulations and
flight operations policies.
c)
d)
e)
f)
Maintain himself current and his approval valid for him/her to be able to
discharge his/her responsibilities and maintain adequate supervision and
control.
A-1-48
Effective 09-Jul-14
control.
Sr. Manager-Flight Dispatch will work in close coordination with Flight
Operations Support who is responsible for long term setting up of Flight
Supervision processes and interaction with all Nodal agencies including
DGCA, Airport authorities and Vendors.
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
h)
In the absence of the post holder, designated Duty Manager will assume all
functions of Manager - Flight Dispatch.
1.3.35
b)
c)
d)
e)
f)
g)
Effective 09-Jul-14
g)
h)
1.3.36
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
c)
PRE-FLIGHT DUTIES
The developing, reviewing, authorizing, issuing and revising, as required, of
the Operational Flight Plan for all scheduled and nonscheduled flights
inclusive of training and test flight operations, in keeping with Safety,
Regulatory, Customer Service, and Company fiscal requirements.
Effective 09-Jul-14
The Indian Aircraft Rules and DGCA issued CARs have not considered flight
dispatchers as a licensed category and they operate subject to an approval
accorded under CAR Section 7, Series M-Part II.
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
Effective 09-Jul-14
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
Note: A Flight Dispatcher shall avoid taking any action that would conflict with
the procedures established by:
IN -FLIGHT DUTIES
a)
b)
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 commander 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
The Flight Dispatcher on duty shall:
a)
b)
Ensure that all reports of the commander are sent to Chief Pilot (Line).
Remain on duty unless he has been properly relieved.
A-1-52
Effective 09-Jul-14
1.3.37
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
Assistant Manager - OCC will function under the Flight Dispatcher and be
responsible for all VHF/HF communication and maintain records/logs of all
communication and will monitor all company frequencies on real time
basis. He/she will have readily available information on latest weather,
airfield limitations etc. for assistance of Flight Dispatcher and Flight Crew.
He/she may be asked to prepare an operational flight plan under the
guidance of Flight Dispatcher, who will however be responsible to verify its
correctness. Get en-route significant weather information from
Meteorologist and communicate to flight crew through ACARS or available
channels of communication.
In addition, following are the list of duties and responsibilities of Assistant
Manager - OCC:
i)
ii)
iii)
iv)
v)
vi)
vii)
viii)
Effective 09-Jul-14
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
1.3.38
ii)
MEL/CDL
Effective 09-Jul-14
ix) To assist Flight dispatcher to prepare the flight folder, convert into PDF
and upload on IndiGo world portal.
x) All Executive-OCC should be familiar with MC Plot, ACARS, MET PLUS,
Report Engine,
xi) Checklist Amendment etc.
xii) To monitor ACARs messages & handle company frequency.
xiii) To attend incoming telephone calls and transfer calls to respective Flight
Dispatcher i.e. according to responsibilities assigned.
xiv) To clear Post-flight folders on daily basis.
xv) To perform job responsibilities as allocated to various groups i.e.
Document Updation, Schedule Change Activities etc.
xvi) Attend ROC meetings as and when required.
xvii) Visit and brief station staff regarding ATC and other procedures before
commencement of operation to new stations.
xviii)To perform any other tasks assigned by Associate Director Flight
Dispatch/ Sr. Manager/ Manager -Flight Dispatch.
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
xiii) AICs
xiv) AIP Supplement
xv) Civil Aviation Requirements (C A R)
xvi) Jeppesen Route Manual
xvii) ICAO Annexes
xviii) Defence Airfields IAL Charts
xix) Any other relevant documents/publications including security alerts
and Flight Crew Bulletins.
b)
Effective 09-Jul-14
xii) AIPs
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
In the absence of Assistant Manager (OCC & Flight Dispatch), the above jobs and
responsibilities are delegated to the Executive in shift.
1.3.39
Executive-OCC / Controllers
Executive-OCC will function under the Flight Dispatcher and be responsible for all
VHF/HF communication and maintain records/logs of all communication and will
monitor all company frequencies on real time basis. He/she will have readily
available information on latest weather, airfield limitations etc. for assistance of
Flight Dispatcher and Flight Crew. He/she may be asked to prepare an operational
flight plan under the guidance of Flight Dispatcher, who will however be
responsible to verify its correctness. Get en-route significant weather information
from Meteorologist and communicate to flight crew through ACARS or available
channels of communication.
In addition, following are the list of duties and responsibilities of Executive-OCC:
i)
ii)
iii)
iv)
v)
vi)
vii)
viii)
ix)
Effective 09-Jul-14
x)
xiv)
xv)
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
To perform any other tasks assigned by DGM Flight Dispatch/ Sr. Manager/
Manager -Flight Dispatch.
1.3.40
Meteorologist
b)
Prepare MET Folders for all IndiGo flights in accordance with DGCA
rules.
c)
d)
e)
f)
1.3.41
data
from
Indian
b)
c)
Effective 09-Jul-14
xi)
xii)
xiii)
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
d)
e)
1.3.42
Executives (Training)
1.3.43
a)
b)
c)
A-1-58
Effective 09-Jul-14
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
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)
ii)
iii)
iv)
v)
vi)
vii)
viii)
ix)
Flight safety;
Cabin operations;
Engineering and maintenance;
Operations engineering;
Operational control/flight dispatch;
Human resources;
Ground handling, cargo operations and dangerous goods;
Manufacturers, (AFM/AOM, operational and safety communication);
Regulatory agencies or authorities.
A-1-59
Effective 09-Jul-14
1.3.44
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
1.4
1.4.1
b)
c)
d)
e)
f)
if she is pregnant.
g)
1.4.2
I.
II.
III.
IV.
It is the responsibility of all aircrew to bring to the attention of the Commander any
departure from prescribed procedures and safe practices. This is essential so that
the Commander is aware and understands the particular situation to enable him to
A-1-60
Effective 09-Jul-14
a)
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
take appropriate action. This is especially relevant to all co-pilots, who due to large
experience/age gap may be hesitant. The Co- Pilot shall bring any potentially
unsafe flight condition immediately to the attention of the Commander.
Two Communication Rule
1.4.3
The table below clearly determines the Designated Captain when special crew
pairing is planned by the Company.
TYPE OF FLIGHT
Line
Training
Commercial
flights
or
checking
situations
No training
or
checking
Left hand
seat
Right hand
seat
CAPT
FO
CAPT
TRG
CAPT
CAPT/T
TRG CAPT
Training
Captain
FO
TRG CAPT
TRG
CAPT
FO/T
CAPT
CAPT
FO
TRG CAPT
TRE
TRI
CAPT
CAPT (b)
A-1-61
Observer
Remarks
Crew Line check
CAPT line check
FO line check
Safety
Additional
Pilot (a)
CAPT IOE
FO IOE
Standard crew
Lack of FO and no
CAPT qualified on
the right hand seat
Effective 09-Jul-14
The pilot flying shall respond to any flight related standard callout communication
made by the pilot not flying (PNF) with regard to deviation from standard operating
procedure, standard practice and any deviation beyond the stipulated parameters
laid down for the different phases of flight. The oral response shall be check,
indicating that the pilot flying is aware of the deviation followed by the oral
response correcting, indicating that he is initiating corrective action. If there is no
response to two verbal standard callout communications, the PNF must promptly
evaluate if a situation of pilot incapacitation exists. If the airplane is in an unsafe
flight condition, or is likely to enter an unsafe flight condition, the PNF shall
immediately take over control by calling I have controls and pressing the side
stick takeover pushbutton so that flight control priority is transferred to his side
stick and the other side stick is deactivated.
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
TRG
Base training
FO/T
(OBS)
CAPT
CAPT/T
TRG CAPT
(OBS)
Designated by Vice President (Flight Operations)
c)
Each time a TRG CAPT is operating as Pilot Flying or Pilot non-Flying, he has to
take the responsibility of the flight.
When a TRG CAPT is Observer, he must not interfere in any decision process
except on the Commander request. Nevertheless, he may provide advice, at the
appropriate time, about the management of the flight.
1.5
1.5.1
Effective 09-Jul-14
FLT.OMA
OPERATIONAL SUPERVISION
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1.5.3
Period of Command
The Commander is responsible for the safe execution of the flight and for the
safety of the aircraft and its occupants, baggage and freight during the flight. He is
also responsible for discipline on board and orderly conduct of the flight. He shall
have the final authority as to the disposition of aircraft while he is in command. He
has the authority to take such measures as necessary for the safety of the flight
and in this connection he may take such reasonable measures as are necessary
for order and discipline on board. These measures may include the restriction of
freedom of one or more occupants until they are delivered to the competent
authorities. This general description of the Commander's legal responsibility
requires elucidation on the following points:
a)
b)
This legal philosophy implies that the law draws no strict lines as to
the beginning and end of the Commander's responsibility and
authority, and it does not exclude the responsibility of others at the
same time as that of the Commander (for instance, Authorities on
the ground, ATC, etc.). The company has however, defined the
period of command above.
c)
Effective 09-Jul-14
The discipline required to maintain these extremely high standards, calls for the
constant attention of both management and pilots. When dealing with any breach
of personal conduct it is recognised that no two situations are quite alike.
Therefore, apparently different treatment may be required for circumstances that
might be facially similar. Thus, judgment must be used in dealing with any breach
of professional conduct.
1.5.4.1
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
General
b)
c)
d)
report facts which may influence the quality of the general flight
execution to his Chief Pilot;
e)
f)
g)
h)
Effective 09-Jul-14
a)
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
Commander and Lead will cross check / confirm with each other
regarding PFMC compliance for their respective crew & self.
i)
During transit flights when a crew change occurs, the joining Cabin
Attendants must visit the cockpit and introduce themselves to the
pilots when time and their duties permit. In this scenario, the
introduction will not be insisted upon by the Captain, and will only be
done if the Lead determines that it will not impact boarding or
passenger service. The underlying principle will be that a face-toface meeting between the pilots and cabin crew enhances a feeling
of teamwork, and if possible under the prevailing circumstances, the
Lead shall facilitate this. In all cases, the Captain shall brief the Lead
before doors closing, upon the Lead presenting the details of Cabin
Attendants.( Flight Dispatch Activity Responsibility Matrix is placed
at Para 1.7.10.15 of this chapter)
A-1-65
Effective 09-Jul-14
Attendants. He will conduct a short 3-4 minute briefing with the intent
of creating a harmonious, congenial, and professional atmosphere
amongst all crewmembers, using best CRM practices. It is
recommended that this briefing be completed by D-55 (Domestic) /D70 (International) at the latest, because the cabin attendants need to
complete their briefing and be at the aircraft by D-45 (Domestic)/ D60 (International). In case the Captain does not at this stage have
specific briefing details on the flight, this meeting should
nevertheless be conducted during this time window, as its purpose is
to enhance the feeling of being part of the same team and for the
crewmembers to get to know each other. Specific details can be
briefed to the Lead Cabin Attendant once in the cockpit.
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
1.5.4.2
j)
k)
l)
A-1-66
Effective 09-Jul-14
He shall confirm that all pre-departure drills and safety checks are
completed. Should a Commander's duties detain him and he is
unable to board the aircraft before the passengers, he must ensure
that all preparations are made by the remainder of the crew so that
departure can be made with a minimum delay after he boards the
aircraft.
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
b)
co-ordinate the flight preparation and ascertain that all aspects have
been covered
c)
be responsible for the operation and safety of the airplane and for the
safety of all persons on board, during flight time
b)
c)
d)
f)
g)
direct his flight management in such a manner that all cockpit crew
members are constantly aware of his intentions
h)
take all actions which may improve the efficiency and comfort of the
flight, without having any adverse effect on safety
A-1-67
Effective 09-Jul-14
1.5.4.3
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
take all actions deemed necessary to ensure the safety of the flight; if
these actions divert from prescribed procedures he will (if time permits)
do so in consultation with the other crew members and submit a report
about his action to his Chief Pilot (Line)
j)
k)
In case of diversion, advise OCC using any possible means, about the
planned course of action
l)
1.5.4.4
Customer Relations
Effective 09-Jul-14
i)
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
Cabin attendants will encourage customers and especially children to peep into
the cockpit while deplaning. Pilots are expected to be polite and friendly in such
cases. There is a proposal to gift Log Books to children which when presented
should be signed by the Captain.
1.5.4.6
The company will refer certain persons as VIP passengers. The Captain will be
informed of the presence of such passengers on his flight before departure.
The Lead will check with the Captain if he would like to greet/pay his compliments
to the VIP passenger/s before departure. Time and duties permitting, it is expected
that the Captain will personally meet the VIP passenger/s and welcome him/her
before doors close. If this is not possible, the Captain must ask the Lead to do so
on his behalf.
During the flight, all courtesies will be extended to the VIP passenger/s by the
Lead. The Captain is requested to inquire and assure the same. Any courteous
but professional gesture (like sending a business card with a short note) from
the Captain / crew are welcome.
As per existing procedure, the Captain (or other pilot depending on post-flight
duties) is required to say Goodbye and thank all passengers, including the VIP.
Remember that every action mentioned above must display professionalism and
not over do them. Also, do not let the other passengers feel that all the attention is
only being given to the VIPs.
1.5.4.7
On-Time Performance
A-1-69
Effective 09-Jul-14
The above instruction is not intended to override the existing DGCA order on
cockpit entry in flight. i.e. between the closing of the Cabin doors before departure
and their opening on arrival.
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
Procedure:
The Company expects, passenger boarding is targeted to be completed at ETD15 min.
Crew reporting late is an avoidable reason of delay. Crew are expected to report
No Later than 1:00 hr (domestic)/1:15 hr (International) prior to the notified
departure time. In case of a pick up or en-route delay crew must contact OCC
ASAP and advise OCC of the situation.
Reporting Sick at last minute causes irreparable damage to our ON-Time
performance. This last minute report Sick inconveniences fellow crew members
and destabilizes the roster. If a crew member feels that he is medically unfit to
exercise the privileges of his license, MUST inform crew scheduling as soon as
possible instead of intimating at the last minute.
1.6
1.6.1
Co-Pilot
1.6.1.1
General
b)
c)
d)
A-1-70
Effective 09-Jul-14
To achieve this target, Airport Services personnel at various airports are required
to start boarding as soon as feasible. Specific clearance from the Commander is
not required. Pilots are NOT repeat NOT to insist that passenger boarding is
delayed or interrupted except for reasons affecting safety of aircraft operations. In
case of such an action, a Pilot report, justifying the reasons why boarding was
delayed / interrupted, must be submitted.
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
The Co-pilot is under the direct supervision of the Commander and shall
carry out all duties pertaining to the operations of a flight as directed by
him and any other duty as may be assigned from time to time.
He does not have authority to directly reprimand the cabin attendant, but
shall bring the lapses to the notice of the Commander.
The Co-pilot shall remain at his station at all times during flight except
when authorised to leave his station by the Commander.
He shall not normally alter any flight condition, controls, switches etc.
without the knowledge and approval of the Commander except where
such alteration is necessary in an emergency.
The Co-pilot shall read out the check list at the appropriate time and
ensure its compliance.
The Co-pilot shall normally maintain a listening watch on R/T when within
Area, Approach or Airport Control boundaries and shall make position
reports as and when required.
The Co-pilot shall periodically obtain destination and alternate weather.
When a Co-pilot is carrying out under supervision PF duties, the
Commander will discharge all PNF duties. However, Commander will
retain the authority and responsibility for final disposition of the aircraft.
The Co-pilot is responsible for filling in all required documents and logs.
Aircraft defects will only be entered with the permission of the
Commander.
1.6.1.2
Flight Preparation
Effective 09-Jul-14
b)
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
advise the Commander if, in his opinion, any aspect of the flight
preparation has been overlooked.
Notes:
Co-Pilots, are considered to be potential Commanders, they shall
understand and study the duties and responsibilities of the Commander
in addition to their own, at all times
ii)
iii)
Flight Execution
b)
c)
d)
Note: -
A-1-72
Effective 09-Jul-14
1.6.1.3
i)
1.6.2
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
The Lead Cabin Attendant is in charge of all cabin attendants in flight and is
responsible to the Commander for their duties on-board.
1.6.2.1
Flight Execution
The Lead Cabin Attendant will carry out the following responsibilities:a)
b)
c)
d)
e)
A-1-73
Effective 09-Jul-14
At Base Stations, upon arrival at the briefing area, it shall be the responsibility of
the Lead Cabin Attendant to contact the Captain once all cabin attendants are
present. Immediately as this happens, the Captain shall assemble the other pilot/s
and all the Cabin Attendants. He will conduct a short 3-4 minute briefing with the
intent of creating a harmonious, congenial and professional atmosphere amongst
all crewmembers, using best CRM practices. During transit flights when a crew
change occurs, the joining cabin attendants must visit the cockpit and introduce
themselves to the pilots when time and their duties permit. In this scenario, the
introduction will not be insisted upon by the Captain, and will only be done if the
Lead determines that it will not impact boarding or passenger service. The
underlying principle will be that a face-to-face meeting between the pilots and
cabin crew enhances a feeling of teamwork, and if possible under the prevailing
circumstances, the Lead shall facilitate this. In all cases, the Captain shall brief the
Lead before doors closing, upon the Lead presenting the details of cabin
attendants
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
g)
h)
Ensure that cabin services/sales are carried out as per norms laid
down.
i)
j)
k)
l)
The Lead Cabin Attendant must inform the Commander whenever smoke, fire,
unusual sounds or other abnormal conditions are observed. This information will
be passed on as follows:
Observations during
a) Taxi, cruise or descent
Warning to Commander
Immediately
c)
final approach
landing
and
A-1-74
Effective 09-Jul-14
f)
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
The Cabin attendants detailed for a flight will work under the Lead Cabin Attendant
and shall be under the direct command and supervision of the Commander during
the period of their duty and at lay over station.
The Cabin attendants shall keep their seat belt/harness fastened during take off,
landing and whenever the Commander so directs.
Cabin attendants rostered for a particular flight shall report to the Lead Cabin
Attendant who will brief them on any special procedure. The Lead Cabin Attendant
will allocate the other Cabin Attendants their duty stations with the concurrence of
the Commander. The duty station of any Cabin Attendant may be changed by the
Commander during the course of the flight.
The Cabin Attendant shall ensure the availability, accessibility and serviceability of
aircraft cabin emergency systems and equipment. This shall include a preflight
inspection of all systems and equipment, which, as a minimum, shall be conducted
by the cabin crew prior to the first flight:
After a new cabin crew or, if no cabin crew is used, a new flight
crew has assumed control of the aircraft cabin;
After an aircraft has been left unattended by the flight crew or
cabin crew for any period of time.
The duties and responsibilities of Cabin Attendant are laid down in detail in the
Safety & Emergency Procedures Manual but notwithstanding anything mentioned
therein a Cabin Attendant shall:
a)
b)
A-1-75
Effective 09-Jul-14
1.6.3
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
d)
e)
f)
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.
g)
Ensure that all doors are closed, armed and disarmed on instructions
from the Cockpit crew.
h)
i)
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 the seat belt sign is switched on
unless authorized by the Commander to continue the service or
move about. This does not preclude them from taking any action that
may be required for the comfort and safety of passengers or in an
emergency.
j)
k)
l)
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.
Effective 09-Jul-14
c)
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
o)
Ensure that the passengers fasten their seat belts whenever the seat
belt sign is "ON".
p)
q)
r)
s)
Ensure that 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.
t)
Ensure that they do not leave the airplane without the permission of
the Commander at transit stations.
u)
v)
w) Report to the Lead Cabin Attendant after the flight for debriefing
1.6.3.1
x)
y)
It has been observed time and again that when one pilot enters the lavatory the
cabin attendants generally reveal it to the passengers waiting in the area. In such
an event the cabin attendants must use the following verbiage The forward
lavatory is being serviced/ occupied, could you please wait for a while or you may
choose to use the Lavatories located in the rear side of the Aircraft.
A-1-77
Effective 09-Jul-14
n)
1.6.4
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
b)
It will be ensured by the Company that no goods that fall under the
Dangerous Goods Regulation or listed as items prohibited by the
BCAS for carriage by passengers in their person/ hand baggage are
loaded for sale on board.
c)
d)
e)
When not in use such trolleys must be stowed and locked so that
they do not move out into or obstruct the Galley area.
f)
g)
h)
Safety and orderly conduct on board will take priority over any
merchandise sale.
Effective 09-Jul-14
1.7
a)
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
interfere with the normal day to day activity and decisions of OCC. There exists a
vast difference between Central Coordination and Operations Control
Central Coordination is the exercise of authority over the initiation, continuation,
diversion or termination of a flight in the interest of efficiency and regularity.
1.7.1
A-1-79
Effective 09-Jul-14
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
and to override his suggestions only when deemed essential in the interest of
safety.
1.8
1.8.1
General Policy
The Flight Operations department shall advise the feasibility of all Flight
Operations. No operation that jeopardizes safety or is in contravention of the State
Rules, the Operations Manual or the Airplane Flight Manual shall be undertaken.
Identification and reduction of all hazards and risks affecting flight operations will
be the priority of the Company.
1.8.2
Mission
The Company is dedicated to providing on-time, hassle-free courteous and
affordable Air transport service.
Goals
Commitment
efficiency
to
safety,
punctuality,
dependability,
economy,
Safety
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 is so
much greater in the air than it is on the ground. Safety is the responsibility of
everyone connected with the air transport system. Management at all levels
should provide means for prompt corrective action in the elimination of unsafe
acts, conditions, etc.
A-1-80
Effective 09-Jul-14
Cases where agreement between the two cannot be reached are to be brought to
the attention of the Vice President (Flight Operations), or in his absence, to one of
the Chief Pilots, for resolution before departure.
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
Reliability
It is obligatory on the Company to provide "reliability" with a high level of service
and operational efficiency. To achieve this management and employees must
carry out their responsibilities with integrity, professionalism and enthusiasm.
For the Company to remain financially viable, the economy of flight operations is
just as important as reliability and service. The productivity and efficiency of a
Company is measured by the quality of its service and care shown towards
people.
1.8.3
Management Responsibilities
The Air Operator's Permit (AOP) is obtained by the Company from DGCA after
fulfilling all the laid down requirements. The conditions mentioned in the permit
must be complied with by the concerned departments. (Refer annexure 1)
1.8.5
Operational Supervision
1.8.8.1
General
Effective 09-Jul-14
Profitability
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
Operations. He specifies the policies, the procedures and any associated control
to ensure safe operations. He co-ordinates and supervises the operational
departments and appoints managers.
The operational supervision of the whole operation is ensured by:
Specifying the organisation, the policies, procedures and instructions
b)
c)
A-1-82
Effective 09-Jul-14
1.8.8.2
a)
1.8.8.3
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
b)
c)
d)
Anonymous/Voluntary Reporting
The Company 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. Refer chapter 34 for details of Anonymous/Voluntary
Reporting.
1.8.8.5
Hazard Reporting
Mandatory Reporting
DGCA Air Safety Circular No. 5 of 1982 lists the incidents / occurrences affecting
aircraft design, maintenance and / or operation, are mandatorily reported upon so
as to bring to the notice of the authorities.
List of reportable incidents / occurrences is reproduced in Operations Manual, Part
A, Chapter 34.
A-1-83
Effective 09-Jul-14
1.8.8.7
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Effective 09-Jul-14
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flight operations activities continue to adhere to the standards to which they were
certified or approved.
1.8.8.11
Apart from operational activities, airline examiners also undertake flights to carry
out standardisation checks on its training activities. These include standardisation
of Examiners/Instructors/Check Pilots and standardisation of simulators training
activities etc.
1.8.8.12
Effective 09-Jul-14
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
per company policy and in case of an accident the records of involved pilots will be
immediately sealed.
1.8.8.14
FDTL Monitoring
All prevailing Flight & Duty Time Limitations, as given in Chapter 2 are coded in
the Crew Scheduling software system. This system warns crew scheduling in case
any crew is rostered in violation of Flight & Duty time limitations.
In case, due to operational exigencies a crew ends up in a flight /flight duty in
exceedance of company Flight & Duty Time limitations, Crew Scheduling software
is capable of producing reports thereof.
1.8.8.15
Crew scheduling is to ensure that the crew rostered on a flight are legal with
respect to currency, license and approval validity and FDTL. It also ensures that in
case due to diversions / unplanned delays a flight crew infringes on the provisions
of FDTL, adequate additional rest is provided.
A-1-86
Effective 09-Jul-14
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OPERATIONAL SUPERVISION
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b)
Ensuring that pilots who are qualified for flight/routes which have
special recency requirements are rostered accordingly to maintain
their qualification.
c)
d)
e)
f)
Ensuring that only qualified and current crew are rostered for flights
g)
h)
Effective 09-Jul-14
1.8.8.17
a)
FLT.OMA
OPERATIONAL SUPERVISION
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Operations Controllers.
Operations Control of the flight is vested in the Designated Pilot operations
controller and The Pilot in command with regard to safety of Aircraft Operations
for the commencement, continuation, diversion or termination of the flight.
The Central Flight Dispatch must provide the commander with any
information having an operational impact or with any other
information requested by the commander.
Effective 09-Jul-14
1.8.8.18
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OPERATIONAL SUPERVISION
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on
Flight Operations has put processes in place to provide a timely response to the
pilots on the feedback provided by them.
There are other areas where working relationships are developed. They include:
Effective 09-Jul-14
1.8.8.19
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
1.8.8.20
Airline is required to ensure that a flight will not commence unless it has been
ascertained by every available means that the ground and/or water facilities
directly required on such flight, for the safe operations of the aircraft and protection
of passengers, are adequate for the type of operation under which the flight is
being conducted and are available for this purpose. Regulation also requires that
before a flight commences, Pilot-in-Command has prepared and checked an
Operational Flight Plan. However, the use of flight dispatchers / flight operations
officers to assist the flight crew in completing the pre-flight planning; enabling
Operations Supervision, providing information and support to crew when in-flight
and certain post-flight activities is permissible.
IndiGo has set up a Central Flight Dispatch office at its corporate office at
Gurgaon. The central flight dispatch office is co-located with Operations Control
Centre and Central Maintenance Control.
Central Flight Dispatch collects MET and AIS briefing, prepares the flight plan,
files the flight plan with ATS/FIC authorities, and provides documents and manuals
for consultation of flight crew. Flight dispatcher(s) monitor the progress of flights
under their jurisdiction and initiate recovery/alternate plans in case diversion / unscheduled events take place.
1.8.8.21
For all external service providers that conduct outsourced flight operations
functions, the company shall monitor such external service providers to ensure
that the requirements of safety or security of flight operations are being fulfilled in
accordance with the specifications of the contract/laid down guide lines.
The company outsources the services of :
Effective 09-Jul-14
Refer Chapter 12
FLT.OMA
OPERATIONAL SUPERVISION
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The company shall include auditing as a process for the monitoring of external
service providers. Monitoring and control of external organizations should typically
include random samplings, product audits, supplier audits, or other similar
methods.
1.8.9
A-1-91
Effective 09-Jul-14
FLT.OMA
OPERATIONAL SUPERVISION
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c)
d)
e)
f)
g)
Advising the PIC of company requirements for cancellation, rerouting and re-planning, should it not be possible to operate as
planned
Safety
Safety is the most important consideration in all Flight operations. The operating
philosophy of IndiGo directs that safety is an essential ingredient to success.
Every policy or procedure shall be developed around such safety-oriented
guidelines. Knowing and adhering to safe practices that have been established for
the mutual benefit of both Flight Crew and Flight Dispatch personnel are essential
to the prevention of mishaps. Be proactive not reactive.
1.8.9.2
Standardisation
Effective 09-Jul-14
b)
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OPERATIONAL SUPERVISION
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Although not all eventualities can be foreseen, it has been well proven that the
best operations occur when a high level of planning, communications, Flight
Dispatch support, and standardisation exist.
1.8.9.3
Notice of Violations
Training
Personal Conduct
Effective 09-Jul-14
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
1.8.9.6
Personal Devices
While on duty, Flight Dispatch personnel shall not wear headset apparatus for the
purposes of listening to non- operational supervision related broadcasts. A flight
dispatcher shall at all times, monitor company communications.
1.8.9.7
Due to the dynamic nature of the Flight Operations in a fast-paced, time sensitive
environment and to rule out delays/disruptions due to miscommunications, it is
necessary to have a seamless exchange between the outgoing and the incoming
shifts. If incoming shift is not comfortable and is not fully briefed, they may not
accept shift responsibilities until they are fully briefed. This will ensure a smooth
handover of all operational matters from outgoing shift to incoming shift.
Flight Dispatch personnel shall report for duty at the scheduled time and be
prepared to assume duties as assigned. Prior to assuming duty, all personnel
must be aware of operational functions, responsibilities and authorities associated
with respective duties.
1.8.9.8
b)
c)
d)
A-1-94
Effective 09-Jul-14
No person shall be under the influence of alcohol and/or mind altering drugs, while
on duty. Sleeping at any time, while performing the duties of Controlling Flight
Dispatcher, is forbidden.
FLT.OMA
OPERATIONAL SUPERVISION
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e)
f)
g)
Any pertinent log entries from previous shifts; any new Instructions
issued by e-mail or Memo
h)
Items like scheduled system outage, equipment failure etc; that may
affect Dispatch Operations
i)
j)
k)
l)
Flight Dispatchers upon joining a shift, assume responsibility and authority over
the assigned workload/areas and shall remain on duty until relieved by another
Dispatcher.
Note: Flight Dispatcher(s) will be considered relieved from duty only when the individual(s)
assuming their duties and responsibilities are satisfied with the briefing. Assumption of the
shift by the incoming Flight Dispatcher implies an acceptance of responsibility for the on
going operations.
a)
Joining Duty Manager shall record the names of all Flight Dispatch
personnel on duty; allocate shift duties, and brief Flight Dispatchers of
any special requirements for their shift.
b)
c)
Effective 09-Jul-14
1.8.9.9
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
SIGMETs
Non-availability of fuel
ATC strikes or any other event that affects flight planning for the
shift or future shifts
Workload Management
Operational tasks must be given priority over administrative tasks. Controlling shift
Dispatcher is expected to demonstrate sound judgement, administrative skills, be
willing to seek help and mobilise additional resources if the workload increases.
While normal priorities between various tasks are listed below, adjustments for
daily operations are expected.
a)
Effective 09-Jul-14
1.8.9.10
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
Slot Times
A-1-97
Effective 09-Jul-14
and
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
Central Flight Dispatch shall maintain a log of days activity. All the abnormal and
non-routine situations shall be entered in the log book. Entries made in the log
book shall be concise, neat, and legible. A log book is an official document;
therefore a high level of professionalism shall be maintained while making any
entry in the log book.
In case of an accident, the current log book shall be sealed and all further
communications shall be logged in the fresh log book. Sealed log book will be kept
under the possession of controlling flight dispatcher until taken over by Vice
President (Flight Operations).
1.8.9.12
Record Retention
All Operational Flight Plan (OFP) will be retained in the Flight Planning System for
a period of forty-eight (48) hours.
1.8.9.13
Effective 09-Jul-14
1.8.9.11
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
The following documents are required to be kept in Flight Dispatch Library for
ready reference:
a)
c)
ICAO Annexures
d)
DGCA CAR
e)
DGCA Circulars
f)
g)
h)
MEL
i)
RTOW Charts
j)
k)
l)
o)
p)
DGR Manual
q)
r)
All Flight Dispatchers shall familiarize themselves with all the operational
documents in Flight Dispatch library.
Flight Operations Support is responsible to ensure that all revision services are
fully subscribed to and are provided to Flight Dispatch in a timely manner. DGMFlight Dispatch shall be responsible to ensure that all the documents in Flight
Dispatch Library are kept current & updated and record of revisions is maintained.
An electronic copy of various manuals / documents is also made available on
IndiGo intranet portal for ready reference at all airports of crew layover.
A-1-99
Effective 09-Jul-14
b)
1.8.9.14
FLT.OMA
OPERATIONAL SUPERVISION
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b)
c)
d)
e)
1.8.9.15
Time
Responsibility
Automatic
D-0400
D-0400
CFD
D-0330
CFD
D-0300
CFD
D-0230
CFD
D-0230
CFD
D-0200
CFD
D-0145
Obtain FIC/ADC
- Flights originating from DEL/JAI :
Responsibility Central Flight Dispatch
- Flights originating from other FIRs:
Responsibility - Respective Airport Services
CFD
A-1-100
Effective 09-Jul-14
Central Flight dispatch and airports of crew layover shall be assessed for
availability of required infrastructure, data-links and compliance to various
procedures laid down in this manual. Such assessments will be done after every
3-month by Flight Dispatchers under instruction from Manager Flight Dispatch.
FLT.OMA
OPERATIONAL SUPERVISION
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Airport
Services
D-0130
Airport
Services
D-0100
Airport
Services
D-0115
D-0100
D-0055
Doctor
D-0055
Airport
Services
D 0050
D-0045
D-0050
D-0045
CFD
Airport
Services
Crew
Airport
Services
D-0045
D-0030
D-0010
Send scanned copies of all flight releases to CFD to be saved along with Pre flight document.
D-0010
INDIGO MET
D-0010
INDIGO MET
D-0005
ETD
At event
CFD
Airport
Services
CFD
A-1-101
Automatic
Effective 09-Jul-14
D-0130
FLT.OMA
OPERATIONAL SUPERVISION
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In-Flight
At event
1.8.9.16
Automatic
Automated
Wx
Server
Automatic
Flight Dispatch is responsible for preparing an Operational Flight Plan (OFP) that
is safe, economical and complies with prevailing ATC constraints, DGCA
requirements & company policy.
Company has set up a computerised flight planning system to generate the OFP.
During the process of preparation of flight plan a number of checks are required
e.g. NOTAMs, aerodrome Weather, Significant Weather Charts, Upper Air Data,
aircraft under MEL / CDL, Expected payload & RTOW limitations, Tankering etc.
Detailed explanations about the layout of Operational Flight Plan (OFP) are
provided in Operations Manual, Chapter 16.
1.8.9.17
Route Guide
Alternate Airports
Contact the flight crew and advise the pilot-in-command the take-off
alternate assigned, prevailing / forecast weather conditions and fuel
required
A-1-102
Effective 09-Jul-14
In-Flight
ii)
FLT.OMA
OPERATIONAL SUPERVISION
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iii) Flight crews will record the agreed take-off alternate on the
operational flight plan.
i)
ii)
iii) Record the agreed take-off alternate on the operational flight plan
1.8.9.19
An Operational Flight Plan (OFP) shall be prepared for all IndiGo flights. The Flight
Release/OFP for all sectors shall be approved and signed by the Pilot-inCommand.
a)
ii)
A-1-103
Effective 09-Jul-14
Similarly, flight crew will advise dispatch in the event they become aware a takeoff alternate is required. The Commander will advise:
b)
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
d)
AD HOC Flights
For non-scheduled operations to any online / off line airports, the
following actions shall be taken:
-
e)
Computation Of OFP
The OFPs for all flights shall be computed no later than three and a half
(3.5) hours prior to ETD. This will allow enough time for collection and
distribution of documents at out station airports. Flight Dispatch shall
verify all the data used / entered in the preparation of flight plan before
releasing the OFP for safe, legal and economical operation.
OFPs shall be computed based upon EZFW which includes 01 tons of
cargo for all flights. However, cargo may be reduced / omitted to meet the
minimum fuel requirements for the sector.
The following steps are recommended for computation of OFPs:
i)
Check with OCC for any changes to ETD, Routing and Airplane
Registration Number.
A-1-104
Effective 09-Jul-14
c)
ii)
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
iv) Check TAFs for Origin, Destination and Alternates to ascertain that
the weather shall be at or above the prescribed minima at the
estimated time of departure; arrival at destination or at the alternate
airport should a diversion become necessary.
v)
vi) Ascertain area of low / high Pressure, location of jet stream, CAT
and CB clouds from Significant Weather Chart.
vii) Check NOTAMS for origin, Destination & Alternate airport, including
En-route Alternates. Attention shall be given to any deficiencies in
services, reduction in runway length, closures of runways/ taxiways/
un-serviceability of landing/ navigational aids. Closure or restrictions
on airways etc. Special attention shall be paid to landing aids and
their components, as the landing minima may get altered and affect
the scheduled flight operation.
viii) Based on weather and NOTAMS, consider a change in alternate for
destination.
ix) Check Fuel Advisory Bulletin and determine, if tankering will be
required. No payload should be offloaded to achieve fuel tankering.
Note: In the event of decrease / increase in ZFW up to three (3) tons, after an OFP
have been computed, no fresh OFP is required to be given to the crew, however the
crew shall be briefed. If the change in ZFW is greater than three (3) tons, a fresh OFP
will be computed and issued.
f)
Effective 09-Jul-14
iii) Get MET folder from IndiGo MET section and compile a summary of
weather brief, Terminal Area Forecast (TAFs), Aviation
Meteorological Routine Report (METARs) or Aerodrome weather
warnings, Significant Weather Charts, Upper Air Wind Data, etc.
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
i)
ii)
b)
ii)
Type of defect
iii)
iv)
v)
c) Flight Dispatch shall refer to the MEL / CDL manuals to calculate the
restrictions / penalties associated with invocation of MEL / CDL on
airplane performance.
d)
A-1-106
Effective 09-Jul-14
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
e) Flight Dispatch shall advise MCC / OCC to review the tail rotation
plan to minimise the impact of MEL/CDL operational restrictions /
penalties. The review should aim at maximising the payload
available and minimising additional fuel burn.
The company RTOW charts provide Take-off data for airports on the company
network and some frequently used alternates airports.
When calculating airport MTOW limits using the RTOW charts dispatchers should
be aware that take-off weights established by this transaction may limit payload. It
is essential therefore that Flight Dispatchers closely monitor takeoff weights to
A-1-107
Effective 09-Jul-14
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
b)
c) Route restrictions
d)
e)
f)
When any of the above situations prevails, Flight Dispatch shall take the following
actions. Check sequence:
a)
b)
e)
Effective 09-Jul-14
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
1.8.9.23
Fuel Tankering
IndiGo has a policy to tanker fuel from airports where the fuel costs are low. The
Flight Operation Support is responsible to analyse the benefit of cost differential
vis-a-vis additional fuel burnt to carry tankered fuel and advice flight dispatch on
tankering sectors based assumed payloads.
Before tankering decisions are made, the Flight Dispatch shall consider the
following:
a) Tankering must only be done to benefit from the cost differential of
next sector. Tankering for onward sectors is not recommended.
b) For aircraft going into maintenance, seek Maintenance Control
Centres advice prior to tankering.
c) Dispatcher on duty shall ensure that at no time, a tankering /
uplifting of additional fuel shall result in loss of payload. The only
exception when additional fuel may be carried shall be due to the
weather consideration and the flight safety.
1.8.9.24
Crew Check In
Flight Crew after completion of the pre-flight medical will check in together into
their crew briefing computer with their unique password and will confirm their
legality, view any recent circular and then down load the flight document for selfbriefing (once automated check in/out process is in place). Details of the crew
check in procedure for each originating station will be intimated by a NOTAM from
time to time.
Central Flight Dispatch is responsible to provide comprehensive briefing
documentation for self-briefing of Crew.
-
At each airport, station staff have been trained to help the crew
A-1-109
Effective 09-Jul-14
Note: WAT stands for Weight, Altitude and Temperature and all three can affect RTOW,
especially with their combined effect. When temperatures are high, RTOW charts must be
checked and QNH correction applied. RTOW for airports at elevation greater than 1,000 feet
shall be checked when OAT is high.
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
e)
f)
g)
h)
b)
On completion of the flight both crew members are required to Check out and file
A-1-110
Effective 09-Jul-14
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
Crew
Name
Category
Emp. Code
Status
CPT
IGA
FO
IGA
Local Boarding
FO
IGA
Transit Boarding2
Reporting
Time
Signature
Local Boarding1
1.8.9.25
Flight Release
A-1-111
Effective 09-Jul-14
However, till the automated check in /out process is in place, two additional
columns namely Reporting Time and Signature are being included in the
crew manifest (as shown below). The hard copy will be presented to the crew,
which shall be appended with reporting time and the signatures against it. The
completed crew manifest will be scanned and forwarded by airport services to
the dispatch for record purpose. This procedure is applicable for cockpit crew
only. Crew joining during transit will also be provided with a copy of crew
manifest form for recording reporting time.
1.8.9.27
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
1.8.9.28
b)
c)
d)
The following conditions will render a Flight Release automatically void, and will
require that a New Flight Release to be issued by company Flight Dispatch.
a)
b)
A-1-112
Effective 09-Jul-14
1.8.9.30
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
Effective 09-Jul-14
IndiGo has an arrangement with ATC for filing repetitive flight plans. The RPLs, as
per the format given in Operations Manual, Part A, Chapter 17 are filed with
respective ATC authorities by IndiGo Flight Operations as per current schedule.
On daily basis Flight Dispatch shall prepare list of all flights with current
registration, SELCAL, and any other relevant information which varies from the
RPL filed with ATC. The list shall be transmitted to the concerned ATC via
following methods:
a) Fascimile Transmission (FAX)
1.8.9.33
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
All electronic data are backed up at disaster recovery (DR) site, which is
controlled by the IT department.
1.8.9.34
Flight Dispatch shall schedule their work around the scheduled outage time. They
shall ensure that all flight documents are produced and transmitted to the airports
for an on time departure. Flight Dispatch shall take all necessary precautions and
advise all concerned departments of the scheduled system outage in advance to
avoid flight disruptions.
1.8.9.35
Unscheduled Flight Planning System failure shall be passed to the Flight Planning
Providers help desk, their assistance shall be solicited to generate / transmit the
required documents and to get an estimated time when the system will be
restored.
Other system failures (VHF, E-MAIL, etc.) shall be reported to their respective
Help Desks. Phone numbers for all the Help Desks have been provided in Flight
Dispatch Directory. An all out efforts shall be directed to re-store all systems back
to normal as soon as possible.
All occurrences of the system failure shall be logged in the dispatch log, along with
their consequences, and shall be passed down to next shift personnel for proper
follow up.
1.8.9.36
Effective 09-Jul-14
Most systems provided in Flight Dispatch are highly reliable and have adequate
redundancy. However, a system may be unavailable due to a scheduled
maintenance or may not be available due to an unscheduled outage. It is
important that Flight Dispatchers shall be aware of all the scheduled maintenance
and plan their work around the system down time.
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
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.
1.8.9.37
The controlling Flight Dispatcher and the Pilot-in-Command shall make every
effort to resolve all disagreements pertaining to the exercise of operational
supervision in a safe, efficient and timely manner.
When for the reasons other than flight safety, there arises a dispute between Pilotin-Command and Flight Dispatcher, Chief Pilot (Line) shall provide necessary
resolution
1.8.9.38
Flight Watch
A-1-115
Effective 09-Jul-14
Limited pilot self-dispatch of flights may be permitted at those enroute stops where
a lack of communications facilities may exist. In such a case, the Pilot-inCommand will either prior to departure inform flight dispatch of intended flight plan
or when possible, will establish enroute communication with flight dispatch for
monitoring of the flight.
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
1.8.9.39
Communications
All Flight Dispatch personnel shall comply with and adhere to all guidelines as
stipulated by DGCA for the use and control of radio telephone communications
and equipment.
Company mainly relies on ACARS for communication between aircraft and
Operations Control Centre. Procedures for the flight crew to use the ACARS
system are laid down in FCOM -DSC.
All communication records shall be stored & maintained for minimum 03 months.
Order of Priority
All incoming Flight Dispatch radio communications shall be answered by Flight
Dispatch personnel immediately upon receipt.
For the continued preservation of safety, if due to individual and/or Flight Dispatch
departmental workload requirements, there should become a necessity to
prioritise the handling of incoming radio and/or telephone calls, the following
sequence shall be followed:
Radio calls associated with airborne flights and flights in motion on the
ground, which have declared an emergency.
Telephone calls associated with airborne flights and flights in motion
while on the ground that have declared an emergency only, if the
information supplied is critical to the continued safe conduct of the flight
and/or has been specifically requested by the operating Flight Crew
and/or controlling Flight Dispatcher.
Radio calls associated with airborne flights operating under normal
conditions.
Radio calls associated with flights while in normal motion on the ground
A-1-116
Effective 09-Jul-14
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
All out efforts shall be made by Flight Dispatch to run the entire IndiGo network on
schedule. However, there may be occasions when delays / diversions are
inevitable. When a flight is delayed / diverted, IndiGo Flight Dispatch in
conjunction with OCC shall make all efforts to minimize the impact of the delay /
diversion on IndiGo network
1.8.9.41
Flight Dispatch shall receive a delay notification from OCC along with a
provisional ETD when the length of delay is known.
Flight Dispatch shall either revise or prepare a new OFP depending upon
the duration of the delay.
Flight Dispatch shall coordinate closely with the crew scheduling and
OCC to monitor the crew flight duty time limitations (FDTL).
Flight Dispatch shall either revise or re-file ATS plan as may be
appropriate.
Diversion Handling Procedures
Diversions may be effected from any point in flight. It could be due to aircraft
developing in-flight defects or Pilot-in-Command not being able to land at his
destination.
Pilot-in-Command
Pilot-in-command will endeavour to inform flight dispatch of his intended future
action and his requirements on ACARS / VHF.
Flight Dispatch
Effective 09-Jul-14
1.8.9.40
1.8.10
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
information for the enroute and alternate airport and advise crew through
ACARS/VHF. If flight dispatch is unable to establish direct contact with
the aircraft, controlling ATC unit may be requested to relay the
information.
Upon receipt of such information Flight Dispatcher on duty shall inform
OCC (if not already aware of the diversion).
OCC, on receiving information from flight dispatch, will relay the relevant
departure / arrival / delay messages to all stations concerned with details
of the diversion.
In case of a weather related diversion, flight dispatch shall seek opinion
from Meteorologist who shall be monitoring surface weather conditions
along with the weather trend, forecast for destination and the airport of
diversion.
Flight Dispatch shall coordinate closely with the crew scheduling and
OCC to monitor the crew flight duty time limitations (FDTL).
As weather improvement is observed, an ATS flight plan with delayed
time shall be filed in conjunction with crew.
New OFP shall be sent to crew through email or fax.
If an aircraft diverts to an off line airport, flight dispatch will be the focal
point to provide following support to crew:
Advise OCC/Airport service for ground facilitation
Locate the address for the handling agent or the ATC centre to send the
OFP. If the aircraft has a serviceable ACARS printer, the OFP (Route
and fuel summary) may be sent directly to the crew.
Availability of fuel
Availability of load & trim personnel
Development of RTOW charts in coordination with flight operations
support.
Identification of route in consultation with Pilot-in-command.
Operations Supervision and Crew Records
The Operations Control Centre (OCC) is the nerve centre of IndiGos operations
which monitors and direct the daily execution of the IndiGo flight schedule on a
A-1-118
Effective 09-Jul-14
FLT.OMA
OPERATIONAL SUPERVISION
CHAPTER 01
real time basis focusing on optimum system performance and customer service.
The OCC will coordinate the activities associated with any condition that could
negatively impact operations or service delivery including ATC initiatives, severe
weather, winter operations, and delayed or cancelled flights.
ADMINISTRATIVE INFRASTRUCTURE
A-1-119
Effective 09-Jul-14
The OCC will exercise control of airline operations from the present time plus 72
hours. Present within the OCC will be the disciplines of Flight operations (pilot
operations controllers), Engineering (maintenance controllers), airport operations,
crew scheduling (both pilot and cabin attendant), flight dispatch, meteorology and
commercial planning.
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OPERATIONAL SUPERVISION
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A-1-120
Effective 09-Jul-14
FLT.OMA
CHAPTER 02
TABLE OF CONTENTS
FLIGHT AND DUTY TIME LIMITS AND REST PERIODS .......................3
2.2
2.3
Definitions...................................................................................3
2.3.2
Applicability ................................................................................6
2.3.3
2.3.4
2.3.5
2.3.6
2.3.7
2.3.8
2.3.9
2.3.11
Standby .................................................................................... 11
2.3.12
Positioning ................................................................................ 12
2.3.13
Rest .......................................................................................... 12
2.3.14
2.3.15
Records .................................................................................... 14
2.3.16
A-2-1
Effective
04-Dec-12
2.1
FLT.OMA
CHAPTER 02
A-2-2
Effective
04-Dec-12
FLT.OMA
CHAPTER 02
2.1
2.2
In accordance with the provision, herein, 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 deficit.
2.3
GENERAL GUIDELINES
(CAR Section 7, Series J, Part III)
Company policy
IndiGo policy is more restrictive in certain areas. However, in case of exigencies,
Vice President/Director (Flight Operations) and PilotInCommand at their
discretion, and after taking note of the circumstances of other members of the
crew, revert to the requirements as laid down in the CAR. Under all circumstances
the provisions of the CAR will be binding unless specific approval of DGCA is
received in extraordinary circumstances.
Flight Duty Time Limitations (FDTL) specifies Duty Time, Flight Duty Time, Flight
time limits and Rest Period requirements. Remaining within the established limits
is the responsibility of both the individual crew and crew scheduling.
2.3.1
Definitions
a) Augmented flight crew. A flight crew that comprises more than the
minimum number required to operate the aeroplane and in which
each flight crew member can leave his or her assigned post and be
replaced by another flight crew member, who shall hold qualifications
A-2-3
Effective
04-Dec-12
It is the responsibility of all Air Crew to make the optimum use of the opportunities
and facilities for rest provided by the Airline and to plan their rest periods properly,
so as to minimize the risk of fatigue.
FLT.OMA
CHAPTER 02
c)
f)
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.
A-2-4
Effective
04-Dec-12
b) 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.
FLT.OMA
CHAPTER 02
i)
j)
l)
Effective
04-Dec-12
h) Local night. A period of eight hours falling between 2200 and 0800
local time. IndiGo will follow a fixed 8 hour period of 0000-0800 Local
Time
FLT.OMA
CHAPTER 02
2.3.2
r)
s)
Flight Crew Flight crew means the pilots who fly the aircraft and
shall also include a flight engineer and flight navigator
t)
Applicability
These flight time/flight duty time limitations shall be applicable to all flight crew
personnel.
A-2-6
Effective
04-Dec-12
2.3.3
FLT.OMA
CHAPTER 02
CUMULATIVE
international
FLIGHT
TIME
LIMITATIONS:
domestic
Cumulative Period
In 7 consecutive days
35
In 30 consecutive days
125
1000
and
Crew Scheduling shall not assign and no flight crew member shall accept any duty
to exceed:
2.3.5
a)
b)
c)
Maximum Number of
landings
12.5 hours
12 hours
11.5 hours
11 hours
A-2-7
Maximum Flight
Time Limitation
9 hours
8 hours
Effective
04-Dec-12
2.3.4
FLT.OMA
CHAPTER 02
2.3.6
a)
Daily maximum flight time limitations for international operations during any
24 consecutive hours:
Crew Complement
Two-Pilot Operations
Three-Pilot Operations
Four-Pilot Operation
Four-Pilot ULR
Operations*
12 Hours/1 landing
16 Hours/1 landing
More than 16 hours
b)
Maximum Daily Flight Duty period for two pilot operations shall be as per the
following table:
Maximum Daily Flight
Duty Period (FDP)
Limitation**
13 hours
12.5 hours
Maximum Number of
landings
Maximum Flight
Time Limitation
1
2 for night operations
10 hours
9 hours
9 hours
A-2-8
Effective
04-Dec-12
When the FDP starts in the WOCL, the maximum FDP stated in above points shall
be reduced by 100 % of its encroachment up to a maximum of two hours. When
the FDP ends in or fully encompasses the WOCL, the maximum FDP stated in
above points shall be reduced by 50 % of its encroachment.
FLT.OMA
CHAPTER 02
c)
Augmented Crew
The maximum flight duty period may be extended in accordance with the following
table in case of the flight crew is augmented
Rest facility
available
Rest seat
Bunk
Double crew
(4 Pilots)
4H
6H
In flight, rest of less than 03 hours doesn't allow for the extension of
the FDP.
Effective
04-Dec-12
When the FDP starts in the WOCL, the maximum FDP stated in above points shall
be reduced by 100 % of its encroachment up to a maximum of two hours. When
the FDP ends in or fully encompasses the WOCL, the maximum FDP stated in
above points shall be reduced by 50 % of its encroachment.
2.3.7
FLT.OMA
CHAPTER 02
GENERAL REQUIREMENTS
2.3.8
i.
ii.
iii.
PIC in consultation with the other crew members will convey their
willingness (or consent) to the Duty Officer Operations Control
Center (OCC) who in turn will obtain the permission from Head of
Operations.
b)
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.
A-2-10
Effective
04-Dec-12
IndiGo follows the requirements of this CAR based on type of flight being
operated i.e. if all sectors of a flight are within the neighbouring countries, then
requirements for domestic operations shall be followed and in case even one
sector of the flight falls in international operation then for the full/ entire flight
requirements of international Operations shall be followed.
2.3.9
FLT.OMA
CHAPTER 02
2.3.11
Standby
a)
General
i.
ii.
b)
Standby Period
i.
ii.
iii.
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
Standby does not culminate into a flight duty then the total
period (i.e. 100%) shall be counted towards cumulative duty
period
Effective
04-Dec-12
Flight crew should not be deployed nor shall a flight crew undertake any Flight
duty between periods embracing 0000 to 0500 hours local time if during the
previous day he/she performed duty between the periods embracing 0000 to 0500
hours local time. However, a pilot can undertake a duty if he had undergone a
flight duty the previous night between 0000 to 0500 hours. Flight Crew can be
planned for simulator/ground duties between 0000 to 0500 Hours for a maximum
of 02 consecutive days.
CHAPTER 02
c)
2.3.12
FLT.OMA
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.
a)
b)
c)
d)
e)
2.3.13
a)
Rest
Minimum Rest (Before a flight)
The minimum rest, which must be provided before undertaking a flight
duty period, shall be atleast as long as the preceding duty period,
A-2-12
Effective
04-Dec-12
iv.
FLT.OMA
CHAPTER 02
OR
Hours of rest
Local nights
More than 3 to 7
Beyond 7
36
72
2
3
"Time zone difference" in this table is the time zone difference between
the starting and finishing points of the initial duty. (Currently all Indigo
Flights are less than 3 time zone difference.)
c)
Weekly Rest. Crew scheduling shall ensure that the minimum rest is
increased periodically to a weekly rest period, being a 36-hour period
including two local nights (0000 to 0800 Hours), such that there shall
never be more than 168 hours between the end of one weekly rest period
and the start of the next. For planning purpose, we will restrict this to 144
Hours.
A-2-13
Effective
04-Dec-12
FLT.OMA
CHAPTER 02
In case Time Zone difference is less than 3, the weekly rest period is
inclusive of the required rest period for the last day flight prior to the
beginning of weekly rest period.
In case time zone difference is more than 3, the weekly rest period
will be in addition to the required rest period for the last day flight
prior to the beginning of weekly rest period.
Reporting time:
a)
Crew is to report 0100 /0115 Hours prior to departure time for Domestic/
International flights respectively
b)
c)
For record purposes, the pre-flight report time shall count both as duty
and as flight duty, and the post-flight allowance shall count as duty.
2.3.15
Records
flight time.
The Crew scheduling 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 the VP Flight Operations /VP
A-2-14
Effective
04-Dec-12
2.3.14
FLT.OMA
CHAPTER 02
OCC shall review and change the schedule or the crew scheduling arrangements
so as to reduce the frequency at which such events occur.
Flight crew members shall maintain a personal record of their daily flight time, duty
period, flight duty period and rest periods. All Flight crew members shall
maintain a personnel record of their daily flight time in their personal Flying
Log Books.
Existing system is a fool proof, transparent & computerised system, on which
there is an online link for DGCA to monitor. Only designated officers of the DGCA
and Company will have access to the system. The system also has a provision of
audit trail so that any changes made in the data can be tracked down to its
source.
Through the computerised system it shall be ensured that the Flight Crew member
is well within the flight time, flight duty, duty and rest period requirements before
permitting him to operate the flight. For the purpose of FDTL monitoring, IndiGo
uses the ACARS automated messages for real time monitoring of Flight Times.
These records shall not be kept only on paper. Any violation of this provision shall
attract penalties as laid down in relevant law including action against persons. The
Company records are fully automated in terms of FDTL.
Personal records maintained by individual pilot are to be reconciled with the
Companys records from time to time.
2.3.16
Refer SEP Manual and CAR Section 7, Series J , Part 1, for Cabin Attendants
flight duty time limitations.
A-2-15
Effective
04-Dec-12
In addition, DGCA may require submission of copies and analysis of records in the
manner deemed fit.
FLT.OMA
CHAPTER 02
A-2-16
Effective
04-Dec-12
FLT.OMA
CHAPTER 03
TABLE OF CONTENTS
NAVIGATION EQUIPMENT REQUIRED .................................................3
3.1
EQUIPMENTS ..........................................................................................4
3.2
3.3
RNAV .......................................................................................................4
3.4
3.3.1
3.3.2
3.3.3
3.3.4
Equipment List............................................................................8
3.5
3.6
OPERATING
PROCEDURES
SPECIFIC
TO
RNAV/RNP
SPECIFICATIONS.................................................................................. 11
3.7
3.8
3.6.1
3.6.2
3.6.3
3.7.2
3.7.3
3.7.4
3.7.5
Effective 15-Dec-13
3.
FLT.OMA
CHAPTER 03
3.8.2
3.8.3
3.8.4
3.8.5
3.9
3.10
3.11
3.12
3.13
A-3-2
Effective 15-Dec-13
3.8.1
FLT.OMA
3.
CHAPTER 03
except when, if not so precluded by DGCA, navigation for flights under the visual
flight rules is accomplished by visual reference to landmarks at least every 60 NM
(110 km).
On flights in which it is intended to land in instrument meteorological conditions, an
aircraft shall be provided with radio equipment capable of receiving signals
providing guidance to a point from which a visual landing can be effected. This
equipment shall be capable of providing such guidance for each aerodrome at
which it is intended to land instrument meteorological conditions and for any
designated alternate aerodromes.
The company aircraft (A 320) are equipped with:
i) The Instrumentation and avionics which are clearly visible to the pilot,
necessary to conduct operations in accordance with Air Operators Permit and
meet applicable flight parameters, manoeuvres and limitations;
ii) Operational communication equipment requirements, including emergency
communication;
iii) Avionics, equipment and components satisfy applicable navigation
requirements, provide necessary redundancy and, as applicable, authorized by
the State for use in RNP, and RVSM operations;
A-3-3
Effective 15-Dec-13
Navigation procedures are dependent on the airplane 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.
FLT.OMA
CHAPTER 03
EQUIPMENTS
The following facilities for Navigation purposes are available to the Pilots:
GPS (Dual), FMS-IRS, VOR, NDB, DME
3.2
GENERAL CONCEPT
RNAV
A-3-4
Effective 15-Dec-13
FLT.OMA
RNAV Route
RNAV systems are designed to provide a given level of accuracy, with repeatable
and predictable path definition, appropriate to the application. The RNAV System
typically integrates information from sensors such as air data, inertial reference,
radio navigation, satellite navigation, together with inputs from internal database
and crew-entered data to perform the following functions:
Navigation
3.3.2
Effective 15-Dec-13
Conventional Route
CHAPTER 03
FLT.OMA
CHAPTER 03
An RNP system utilizes its navigation sensors, system architecture and modes of
operation to satisfy the RNP navigation specification requirements. It must perform
the integrity and reasonableness checks of the sensors and data, and may provide
a means to deselect specific types of navigation aids to prevent reversion to an
inadequate sensor. RNP requirements may limit the modes of operation of the
aircraft e.g. for low RNP where flight technical error is a significant factor, manual
flight by the crew may not be allowed. Dual system/sensor installations may also
be required depending on the intended operation or need.
3.3.3
The inability to achieve the required lateral navigation accuracy may be due to
navigation errors related to aircraft tracking and positioning. The three main errors
in the context of on-board performance monitoring and alerting are Path Definition
Error (PDE), Flight Technical Error (FTE), and Navigation System Error (NSE), as
shown in Figure below. The distribution of these errors is assumed to be
independent with zero-mean.
A-3-6
Effective 15-Dec-13
FLT.OMA
CHAPTER 03
Effective 15-Dec-13
FLT.OMA
CHAPTER 03
NSE refers to the difference between the aircrafts estimated position and actual
position.
Note. NSE is sometimes referred to as Positioning Estimation Error (PEE)
3.3.4
Equipment List
3.4
PBN is a concept based on the use of Area Navigation (RNAV) systems rather
than sensor-specific navigation. So far the RNAV requirements were based on the
limited statement of required performance accuracy and containment limits. PBN
signifies a transition to more extensive statements of required performance in
terms of accuracy, integrity, continuity and availability of functionality, together with
descriptions of how this performance is to be achieved in terms of aircraft and
crew requirements.
A-3-8
Effective 15-Dec-13
FTE relates to the air crew or auto pilots ability to follow the defined path or track,
including any display error (e.g., CDI centring error). FTE can be monitored by the
auto pilot or air crew procedures and the extent to which these procedures need to
be supported by other means depends, for example, on the phase of flight and the
type of operations. Such monitoring support could be provided by a map display.
FLT.OMA
CHAPTER 03
3.4.1
Elements of PBN
b)
c)
Navigation Aid (NAVAID) Infrastructure The ground, space or onboard NAVAIDs which support or provide positioning capability.
Examples of NAVAIDS are as follows:
-
A RNP specification includes a requirement for on-board selfcontained performance monitoring and alerting, whilst a RNAV
specification does not.
A-3-9
Effective 15-Dec-13
The Required Navigation Performance (RNP) concept has been replaced by the
PBN concept. Therefore, a lot of RNP terminology has been replaced by PBN
terminology. A new ICAO document 'Performance Based Navigation Manual
replaces the existing document 'Manual on Required Navigation Performance
(RNP) ICAO Doc 9613'.
FLT.OMA
CHAPTER 03
Notes:
i) The numbers given in the table refer to the 95% accuracy requirements (NM).
ii) RNAV 5 is an en-route navigation specification which may be used for the initial
part of the STAR outside 30NM and above MSA.
iii) RNP 2 and Advanced-RNP 1 are expected to be included in a future revision of
the ICAO PBN Manual;
iv) 1a means that the navigation application is limited to use on STARs and SIDs
only;
v) 1b means that the area of application can only be used after the initial climb of a
missed approach phase
vi) 1c means that beyond 30 NM from the airport reference point (ARP), the
accuracy value for alerting becomes 2 NM
A-3-10
Effective 15-Dec-13
Each Navigation Specification has a designator. e.g. RNAV 5, BASICRNP 1, RNP APCH, RNP AR APCH. The number in the designator
represents the minimum lateral navigation accuracy in nautical miles
(nm) that must be maintained for at least 95% of the flight time. The
required lateral accuracy limits the combined total of all errors that may
exist in an aircraft system. This combined error is known as the 'Total
System Error' (TSE). It should be noted that the accuracy limit is only one
of the performance requirements for PBN procedures.
FLT.OMA
CHAPTER 03
3.5
3.6
OPERATING
PROCEDURES
SPECIFICATIONS
SPECIFIC
3.6.1
3.6.1.1
Flight Planning
TO
RNAV/RNP
Dispatch should ascertain aircraft approval for RNAV 10 (RNP 10) operations in AOP
before routing the same on RNP 10 routes.
a)
Flight crew should verify that that two LRNS [long-range navigation
systems- Two FMGC (or 1 FMGC + 1 BACK UP NAV)] are operational.
Refer FCOM PRO-SPO-51.
b)
Effective 15-Dec-13
FLT.OMA
CHAPTER 03
For aircraft with unserviceable GPS, the flight time outside radio
navaid coverage is limited to the following criteria:
RAIM levels required for RNP10 should be verified through RAIM NOTAMs (where
available) issued by ATS Authorities. Refer Para 3.8.3.3 for RAIM NOTAM
description.
c)
(PBN approved)
A1
(RNP 10)
b)
3.6.1.3
Navigation equipment
Indigo fleet is equipped with following long range navigation systems with the
corresponding standards:
a)
Effective 15-Dec-13
FLT.OMA
3.6.1.4
At flight planning stage, dispatch should check RAIM NOTAMS issued by ATS
Authorities to ensure that the maximum allowable time for which the FDE
capability is projected to be unavailable is 34 minutes on any one occasion only.
3.6.1.5
En route
a)
b)
c)
d)
A-3-13
Effective 15-Dec-13
b)
CHAPTER 03
FLT.OMA
CHAPTER 03
Flight crew should use a map display deviation (ND), flight director, or
autopilot in lateral navigation mode on RNP 10 operations to maintain
route centrelines, as depicted by respective displays (unless authorized
to deviate by ATC or under emergency conditions).
f)
3.6.1.6
Radio navaids are tuned for two different purposes: Display and computation. It is
possible to perform tuning for display in three different ways:
Manual tuning via the Radio Management Panel (RMP) if either both
FMGCs or both MCDUs fail.
The FMGS automatically tunes the radio navaids for computation of the radio
position.
Note: The manual selection of a VOR or VOR/DME may prevent the FMGS from
automatically tuning a VOR/DME to compute position. In this case, the related MCDU
displays TUNE BBB FFF.FF (BBB = ident, FFF.FF = frequency).
In single mode, the valid FMGC tunes navaids on both sides. The flight
crew can also use the RAD NAV page to manually tune both VORs, both
ADFs and the ILS.
Manual tuning has priority over automatic tuning.
Note: If one radio receiver fails, both FMGCs use the operative radio receiver to compute the
position of the aircraft.
A-3-14
Effective 15-Dec-13
e)
FLT.OMA
3.6.2
3.6.2.1
Pre-flight planning
CHAPTER 03
b)
c)
Item 10a
-R
(PBN approved)
-B1
(RNAV 5)
d)
e)
3.6.2.2
a)
RNAV 5 routes should not be filled or requested unless they satisfy all
the inherent criteria. Ref FCOM PRO-SPO-51 P 3/6 for guidance on
same. Flight crew should inform the ATC, and revert to conventional
navigation in case of nonconformity to the RNAV clearance.
b)
A-3-15
Effective 15-Dec-13
a)
FLT.OMA
CHAPTER 03
d)
e)
f)
For RNAV 5, flight crew should use a map display deviation (ND), flight
director, or autopilot in lateral navigation mode. Lateral deviation scaling
should be checked to be suitable for the navigation accuracy associated
with the route/procedure (e.g. full-scale deflection: 5 NM).
g)
h)
If ATS issues a heading assignment taking the aircraft off a route, the
pilot should not modify the flight plan in the RNAV system until a
clearance is received to re-join the route or the controller confirms a new
clearance. When the aircraft is not on the published route, the specified
accuracy requirement does not apply.
A-3-16
Effective 15-Dec-13
c)
FLT.OMA
3.6.2.3
CHAPTER 03
Contingency Procedures
If the accuracy check confirms that RNAV-5 capability is lost, or if both FMGCs
have failed inform the ATC, and revert to conventional navigation.
If the accuracy check confirms that only one FMGC position is incorrect, resume
navigation with the other FMGC.
In inertial navigation, RNAV-5 capability is maintained for 2 h, independently of the
estimated accuracy displayed on the MCDU.
In the event of communications failure, the flight crew should continue with the
flight plan in accordance with the published lost communication procedure.
A-3-17
Effective 15-Dec-13
Flight crew must notify ATC when the RNAV performance ceases to meet the
requirements for RNAV 5. The communication to ATC must be in accordance with
the authorized procedures. Refer FCOM PRO-SPO-51 for further guidance.
FLT.OMA
3.6.3
3.6.3.1
Pre-flight planning
CHAPTER 03
b)
(PBN approved)
C1
(RNAV 2)
D1
(RNAV 1)
The on-board navigation data must be current and appropriate for the
region of intended operation and must include the navigation aids,
waypoints, and relevant coded ATS routes for departure, arrival, and
alternate airfields.
Note. Navigation databases are expected to be current for the duration of the
flight. If the AIRAC cycle is due to change during flight, flight operation department
should ensure the accuracy of the navigation data, including the suitability of
navigation facilities used to define the routes and procedures for flight. Follow
procedures described in FCOM DSC-22_20-20-50 P -[OPERATIONS WITH AN
OUTDATED NAVIGATION DATABASE].
d)
e)
Effective 15-Dec-13
a)
FLT.OMA
CHAPTER 03
b)
Flight crew should not request or file RNAV 1 and RNAV 2 operation
unless they satisfy all the inherent criteria of the intended operation.
Refer PRO-SPO-51 for guidance on the same. Flight crew should inform
the ATC of the loss of RNAV 1 and RNAV 2 capability, and follow ATC
instructions in case of nonconformity to the RNAV clearance.
c)
d)
Flight crew must verify proper entry of their ATC assigned route upon
initial clearance and any subsequent change of route. They must ensure
the waypoints sequence, depicted by their navigation system, matches
the route depicted on the appropriate chart(s) and their assigned route.
e)
Flight crew must not fly an RNAV 1 or RNAV 2 SID or STAR unless it is
retrievable by route name from the on-board navigation database and
conforms to the charted route. However, the route may subsequently be
modified through the insertion or deletion of specific waypoints in
response to ATC clearances. The manual entry or creation of new
waypoints by manual entry, of latitude and longitude or rho/theta values
is not permitted. Additionally, flight crew must not change any RNAV SID
or STAR database waypoint type from a fly-by to a flyover or vice versa.
f)
Effective 15-Dec-13
a)
FLT.OMA
CHAPTER 03
h)
During the flight, where feasible, the flight crew should use available data
from ground-based navigation aids to confirm navigational
reasonableness.
i)
For RNAV 2 routes, flight crew may use a navigation map display with as
a lateral deviation indicator, as with or without a flight director or autopilot.
j)
For RNAV 1 routes, flight crew must use a lateral deviation indicator (in
ND), flight director, or autopilot in lateral navigation mode.
k)
Flight crew must ensure that lateral deviation numeric values (in ND) is
suitable for the navigation accuracy associated with the route/procedure:
Lateral deviation values;
1 NM for RNAV 1,
2 NM for RNAV 2,
l)
Flight crew are expected to maintain route centrelines, as depicted by onboard lateral deviation indicators (ND) and/or flight guidance during all
RNAV operations, unless authorized to deviate by ATC or under
emergency conditions. For normal operations, cross-track error/deviation
(the difference between the RNAV system computed path and the aircraft
position relative to the path, i.e. FTE) should be limited to the
navigation accuracy associated with the procedure or route (i.e. 0.5 NM
for RNAV 1, 1.0 NM for RNAV 2). Brief deviations from this standard (e.g.
A-3-20
Effective 15-Dec-13
g)
FLT.OMA
CHAPTER 03
3.6.3.3
a)
Prior to commencing take-off, flight crew must verify the aircrafts RNAV
system is available, operating correctly, and the correct airport and
runway data are loaded. Prior to flight, it must be verified that the aircraft
navigation system is operating correctly and the correct runway and
departure procedure (including any applicable en-route transition) are
entered and properly depicted. Flight crew who are assigned an RNAV
departure procedure and subsequently receive a change of runway,
procedure or transition must verify the appropriate changes are entered
and available for navigation prior to take-off. A final check of proper
runway entry and correct route depiction, shortly before take-off, is
recommended.
b)
c)
d)
A-3-21
Effective 15-Dec-13
m) If ATC issues a heading assignment taking the aircraft off a route, crew
should not modify the flight plan in the RNAV system until a clearance is
received to re-join the route or the controller confirms a new route
clearance. When the aircraft is not on the published route, the specified
accuracy requirement does not apply.
FLT.OMA
3.6.3.4
a)
CHAPTER 03
b)
The creation of new waypoints by manual entry into the RNAV system by
the flight crew would invalidate the route and is not permitted.
c)
d)
Route modifications in the terminal area may take the form of radar
headings or direct to clearances and the flight crew must be capable of
reacting in a timely fashion. This may include the insertion of tactical
waypoints loaded from the database. Manual entry or modification by the
flight crew of the loaded route, using temporary waypoints or fixes not
provided in the database, is not permitted.
e)
f)
3.6.3.5
Contingency procedures
Flight crew must notify ATC of any loss of the RNAV capability, together with the
proposed course of action. If unable to comply with the requirements of an RNAV
A-3-22
Effective 15-Dec-13
Prior to the arrival phase, the flight crew should verify that the correct
terminal route has been loaded. The active flight plan should be checked
by comparing the charts with the map display (if applicable) and the
MCDU. This includes confirmation of the waypoint sequence,
reasonableness of track angles and distances, any altitude or speed
constraints, and, where possible, which waypoints are fly-by and which
are flyover. If required by a route, a check will need to be made to
confirm that updating will exclude a particular navigation aid. A route
must not be used if doubt exists as to the validity of the route in the
navigation database.
FLT.OMA
CHAPTER 03
route, pilots must advise ATS as soon as possible. The loss of RNAV capability
includes following failure or event causing the aircraft to no longer satisfy the
RNAV requirements of the route (Ref FCOM PRO-SPO-51).
d)
Then inform the ATC of the loss of P-RNAV/RNP-1 capability, and follow
ATC instructions.
Note: If the NAV ACCUR DOWNGRAD message is displayed on one side only, navigation
may be continued using the other FMGC.
In the event of communications failure, the flight crew should continue with the
RNAV route in accordance with established lost communications procedures.
3.7
3.7.1
Pre-flight planning
a)
b)
Item 10a
(PBN approved)
O1
(BASIC-RNP 1)
Effective 15-Dec-13
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d)
e)
3.7.2
a)
b)
c)
A-3-24
Effective 15-Dec-13
c)
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e)
f)
Note. Pilots may notice a slight difference between the navigation information portrayed
on the chart and their primary navigation display. Differences of 3 degrees or less may result
from the equipment manufacturers application of magnetic variation and are operationally
acceptable.
g)
When flying in an RNP environment, the crew can insert the appropriate
RNP value (1) in the REQUIRED ACCUR field of the PROG page.
When HIGH is displayed
-
In this case:
h)
For Basic-RNP 1 routes, flight crew must use a navigation map display,
flight director, or autopilot in lateral navigation mode. A lateral deviation
A-3-25
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d)
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display must ensure that lateral deviation scaling is suitable for the
navigation accuracy associated with the route/procedure (e.g. full-scale
deflection: 1 NM for Basic-RNP 1).
Flight crew are expected to maintain center lines, as depicted by onboard lateral deviation indicators and/or flight guidance during all BasicRNP 1 operations unless authorized to deviate by ATC or under
emergency conditions. For normal operations, cross-track error/deviation
(the difference between the system computed path and the aircraft
position relative to the path, i.e. FTE) should be limited to the
navigation accuracy associated with the procedure (i.e. 0.5 NM for BasicRNP 1). Brief deviations from this standard (e.g. overshoots or
undershoots) during and immediately after turns, up to a maximum of
one-times the navigation accuracy (i.e. 1.0 NM for Basic-RNP 1) are
allowable.
j)
k)
When a flight crew enters an RNP that is higher than the published value, one of
the following messages is displayed: "PROCEDURE RNP IS XX.XX", or "AREA
RNP IS XX.XX". When this occurs, the flight crew should verify the RNP value that
was manually entered in the REQUIRED field of the PROG page, and clear or
modify it if necessary.
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Effective 15-Dec-13
i)
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3.7.3
a)
CHAPTER 03
b)
c)
GPS signal must be verified before the take-off roll commences (GPS
PRIMARY AVAILABLE MSG). The departure airport must be loaded into
the flight plan in order to achieve the appropriate navigation system
monitoring and sensitivity.
d)
The flight crew should verify the RNP value required for Basic-RNP 1 SID
in the REQUIRED field of the PROG page, and clear or modify it if
necessary.
3.7.4
a)
Effective 15-Dec-13
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map
b)
c)
d)
Procedure modifications in the terminal area may take the form of radar
headings or direct to clearances and the flight crew must be capable of
reacting in a timely fashion. This may include the insertion of tactical
waypoints loaded from the database. Manual entry or modification by the
flight crew of the loaded route, using temporary waypoints or fixes not
provided in the database, is not permitted.
e)
Flight crew must verify navigation system is operating correctly and the
correct arrival procedure and runway (including any applicable transition)
are entered and properly depicted.
f)
g)
3.7.5
Contingency Procedures
Flight crew must notify ATC of any loss of the RNP capability (integrity alerts or
loss of navigation). If unable to comply with the requirements of a Basic-RNP 1
SID or STAR for any reason, pilots must advise ATS as soon as possible. The
loss of RNP capability includes any failures causing the aircraft to no longer satisfy
the Basic-RNP 1 requirements of the route.
If one of the following messages appears while flying the procedure:
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Note: If the NAV ACCUR DOWNGRAD message is displayed on one side only, navigation
may be continued using the other FMGC.
3.8
With advent of modern navigation equipment, RNAV IAPs are seen as the future
of terminal navigation and is currently prevalent in the USA, Europe and other
parts of the world. Recently RNAV IAPs have also been incorporated in Indian
airspace. These IAPs incorporate RNP approach (RNP APCH) procedures include
existing RNAV (GNSS) approach procedures designed with a Straight segment.
3.8.1
Regulatory Background
IndiGo fleet of A320-232 with its multi-sensor RNAV systems using GNSS,
complies with both European (EASA AMC 20-27) and United States (AC 20-130A)
guidance assures automatic compliance with ICAO PBN manual, Doc 9613,
obviating the need for further assessment or AFM documentation.
3.8.2
The inability to achieve the required lateral navigation accuracy may be due to
navigation errors related to aircraft tracking and positioning. The three main errors
are path definition error (PDE), flight technical error (FTE) and navigation system
error (NSE). ICAO PBN manual, Doc 9613 mandates adherence to the respective
limits as mentioned below along with the monitoring & alerting measures.
3.8.2.1
FTE relates to the air crew or autopilot's ability to follow the defined path or track,
including any display error.
During operations on the initial and intermediate segments:
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0.5nm.(as prerequisite to
The lateral total system error must be within 0.3 NM for at least 95
per cent of the total flight time.
The along-track error must also be within 0.3 NM for at least 95 per
cent of the total flight time.
When Barometric VNAV is used for vertical path guidance during the final
approach segment, deviations above and below the Barometric VNAV path must
not exceed +30 m/15 m (+100 ft/50 ft), respectively.
Crew Compliance
The use of a deviation indicator (ND for XTKE) with 1 NM lateral deviation on the
initial and intermediate segments, and for the RNAV missed approach and 0.3 NM
on the final approach segment, to be used as an acceptable means of compliance
as per ICAO PBN manual, Doc 9613.
Selected RNP value is monitored on PROGRESS page at [6L].RNP 0.3 NM is
set automatically by NAV-database for a Departure or an Arrival/Approach
procedure or manually by pilot
3.8.2.2
NSE refers to the difference between the aircraft's estimated (FMGS) position and
actual position. It can be monitored by tracking estimated position error (EPU) on
both MCDU s-pad message as well as ND indication.
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Crew Compliance
PROG key.........................Press
Check accuracy.
PDE occurs when the path defined in the RNAV system does not correspond to
the desired path, i.e. the path expected to be flown over the ground. Path
definition error (PDE) is considered negligible due to the quality assurance
process (NAV DATABASE INTEGRITY VALIDATION PROCESS) and crew
procedures.
3.8.2.4
Crew Compliance
When both GPS accuracy and integrity requirements are met, the Confidence
Status on GPS position is designated as GPS PRIMARY, displayed on PROG
page [5R].
If these requirements are not met, field [5R] is blank and GPS/IRS mode is lost;
"GPS PRIMARY LOST" message (amber) is triggered on MCDU and ND of the
affected side. It cannot be cleared from ND.
When GPS/IRS mode is restored "GPS PRIMARY" message (white) is triggered
on MCDU and on ND; GPS PRIMARY is again displayed in [5R].
Regulatory Assurance: IndiGos fleet of A320-232 has multi-sensor systems using
GNSS and is approved in accordance with AC20-130A (AFM DOCUMENTATION)
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as having been demonstrated for RNP APCH capability. ICAO PBN manual Doc
9613 assures accuracy, integrity and continuity requirements of aforesaid criteria
of System performance monitoring and alerting.
Operating procedures
3.8.3.1
Pre-flight planning
Dispatch Action:
To conduct operations using an RNP APCH procedure, Dispatch must file the
appropriate flight plan suffixes.
ATS Filling guidance for RNP APCH approachesItem 10a
(PBN approved)
S1
(RNP APCH)**S1
in ATS Flight Plan means Crew and Aircraft is capable of RNP APCH.
Dispatch must take account of any NOTAMs that could adversely affect
the aircraft system operation, or the availability or suitability of the
procedures at the airport of landing, or any alternate airport;
Crew must ensure that approaches which may be used for the intended
flight (including alternate Aerodromes) are selected from a valid
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3.8.3
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When cold weather temperatures exist, the pilot should check the chart
for the instrument approach procedure to determine the limiting
temperature for the use of Barometric VNAV capability. Example; VOCI
3.8.3.2
RAIM Availability
Dispatch Action:
RAIM levels required for RNP APCH should be verified through NOTAM. NOTAM
are issued by ATS Authorities (AAI etc.) for all the FIRS citing availability of FD
(fault detection confirming availability of 5 satellites) & FDE (fault detection and
exclusion confirming availability of 6 satellites).Further these NOTAM specifies the
time interval taken as unit for outage estimation. Example shown below is showing
RAIM availability within 30sec of time interval and 5 DEG above azimuth. This
NOTAM ensures the RAIM availability with no outage.
Example:
C0113/12 NOTAMN
Q)VIXX/QXXXX/IV/NBO/E /000/999/
A) VIDF/VABF B) 1205040001 C) 1205042359
E) GPS RAIM PREDICTION FOR THE DAY 04/05/2012
AERODROME WISE DURATION OF NON AVAILABILITY
RAIM FD AND FDE FUNCTIONALITY
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RAIM availability prediction NOTAM does not guarantee the service, rather they
are tools to assess the expected capability of meeting the required navigation
performances. Because of unplanned failure of some GNSS elements, pilots must
realize that RAIM or GPS navigation altogether may be lost while airborne which
may require reversion to an alternative means of navigation. Therefore, pilots
should assess their capability to conduct:
Note: In the event of a predicted, continuous loss of appropriate level of fault detection of
more than five minutes for any part of the RNP APCH operation, the flight planning should
be revised for non RNP-APCH contingencies. RAIM NOTAM uses the time lapse period of
30 seconds so the availability of RAIM as per the AAI NOTAM ensures above.
3.8.3.4
In addition to the normal procedure prior to commencing the approach (before the
IAF and in compatibility with crew workload), the flight crew must verify that the
correct procedure was loaded (comparison with the approach charts). This check
must include:
Note: As a minimum, this check could be a simple inspection of a suitable map display that
achieves the Objectives of this paragraph.
Check using the published charts, the map display or control display
unit (CDU), which waypoints are fly-by and which are flyover.
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The crew must verify, during the approach, that the GNSS sensor is
used for position computation.
The manual entry of coordinates into the RNAV system by the flight crew
for operation within the terminal area is not permitted.
The lateral definition of the flight path between the FAF and the missed
approach point (MAPt) must not be revised by the flight crew under any
circumstances.
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Effective 15-Dec-13
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3.8.3.5
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3.8.4
Crew must notify ATC of any loss of the RNP APCH capability, together with the
proposed course of action. If unable to comply with the requirements of an RNP
APCH procedure, Crew must advise ATS as soon as possible. The loss of RNP
APCH capability includes any failure or event causing the aircraft to no longer
satisfy the RNP APCH requirements of the procedure.
Before starting the approach, check that GPS PRIMARY is available on both
MCDUs.
In the event of communications failure, the flight crew must continue with the RNP
APCH in accordance with the published lost communication procedure. Refer
FCOM PRO-NOR-SOP-18-C for detailed guidance.
3.8.5
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IAP for \the envisaged destinations are then be verified, in comparison to the
published approach charts.
The following data are verified:
Path Terminators
Waypoint identifications
Waypoint coordinates (as necessary)
Distances between waypoints
Approach course
Crossing altitudes
Flight Path Angle(s)
No waypoint common to a STAR or VIA and FAF, with different
altitude constraints
This verification is performed periodically with every new cycle. Any discrepancies
found are subsequently notified to the CREW & Dispatch through NAVDATA
BULLETIN with unequivocal flight crew instruction to mitigate these
inconsistences.
Appropriate Flight Crew Error reporting mechanism is established to mitigate any
residual discrepancies.
3.9
The crew must report any errors / discrepancies between Nav Database and
Jeppesen charts, lateral or vertical NAV guidance anomaly to Flight Operations
Support at fltops@goindigo.in
The report must be fully documented for further investigation and corrective
actions:
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Effective 15-Dec-13
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3.10
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RNAV systems routinely provide flight progress information for the waypoints enroute, for terminal and approach procedures, and the origin and destination.
The information includes estimated time or arrival, and distance to go, useful in
tactical and planning coordination with ATC.
3.11
Display and system controls provide the means for system initialization, flight
planning, path deviations, progress monitoring, active guidance control and
presentation of navigation data for flight crew situational awareness.
3.12
In the event the airplane is unable to comply the RNP requirement the flight crew
should:
3.13
i)
ii)
If unable to notify and obtain prior ATC clearance for deviating from
assigned flight path, crew should follow established contingency
procedures and obtain ATC clearance as soon as possible.
RNAV PHRASEOLOGY
Following phraseology is to be used between Pilot and ATC controller during PBN
operations.
A-3-38
Effective 15-Dec-13
The Flight Planning function performs the creation and assembly of the lateral and
vertical flight plan used by the guidance function. A key aspect of the flight plan is
the specification of flight plan waypoints using latitude and longitude, without
reference to the location of any ground navigation aids.
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PHRASEOLOGIES
RNAV
arrival
or
departure
procedure cannot be accepted by
the pilot
*UNABLE
(designator)
DEPARTURE [or ARRIVAL] DUE
RNAV TYPE
*UNABLE
DEPARTURE
(reasons)
Informing
ATC
of
RNAV
degradation or failure *(aircraft call
sign)
UNABLE
RNAV
DUE
EQUIPMENT
Informing ATC of
capability
*(aircraft
NEGATIVE RNAV
[or
(designator)
ARRIVAL]
no RNAV
call
sign)
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Effective 15-Dec-13
CIRCUMSTANCES
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Effective 15-Dec-13
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TABLE OF CONTENTS
LONG RANGE NAVIGATION PROCEDURES ........................................ 3
4.1
GENERAL ................................................................................................ 3
4.2
4.3
4.4
4.5
4.3.1
4.3.2
4.4.2
4.4.3
4.5.2
Definitions................................................................................. 10
4.5.3
4.5.4
4.5.5
4.5.6
4.5.7
4.5.8
4.5.9
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4.
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4.1
GENERAL
The Airway Manual provides the complete route guide and some of the
special information at departure, enroute alternate, destination and
designated alternate fields. Route planning is done as per the enroute chart
provided in the manual. The operational flight plan which is handed over to
the pilot during pre-flight briefings contains the enroute radio aids, radio
frequencies, way point co-ordinates obtained from the Airway Manual.
i)
ii)
iii) 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.
Any facility which is ground checked only and is required for approach and
landing or departure shall not be used, except an ILS which may be used,
provided that without Glide Path MDA is applied.
Except where topographical features dictate or operational requirements
permit a reduction of the specified limits, the ILS localizer coverage sector
extends from the localizer antenna to distances of 25 NM within 10 of the
front course and 17 NM within 35 of the front course.
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Effective
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4.
4.2
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4.3
The crew will individually check the flight plan using the F-PLN page
and ND in the PLAN mode versus the Computerised flight plan or the
enroute chart. The total distance and time on the F-PLN page will be
checked with the Computerised flight plan.
ii)
iii)
The flight crew can update the FMS position via the UPDATE AT field
by entering either the IDENT for a waypoint, a NAVAID, an airport, a
latitude and longitude, a place/bearing/distance, or a placebearing/place-bearing. When the flight crew has entered this data, this
field changes its format to "CONFIRM UPDATE AT" followed by the
latitude/longitude and IDENT of the inserted position with an asterisk .
Note: The flight crew should press the RSK adjacent to the asterisk to confirm the
update, only when the aircraft overflies the inserted position.
4.3.1
Crew are to crosscheck navigation accuracy as High in terminal areas/enroute (a comparison of actual navigation performance to the required
navigation performance on FMGS) as appropriate through suitable means as
described in the FCOM /FCTM /SOP. Any degradation in Navigation
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The FMGS selects the most accurate position, considering the estimated
accuracy and integrity of each positioning equipment. Nevertheless, when
over flying a waypoint, crew are expected to check Track and Distance to the
next waypoint.
When the GPS primary is available, the navigation accuracy check is not
required.
When the GPS is not available (GPS deselected or inoperative), the pilot
must. perform this essential check:
-
The procedure is to compare raw data from the tuned navaids with the
corresponding IRS computed data on the navigation display. This check
verifies and quantifies the IRS accuracy. It confirms the reliability of IRS data
itself and of the navigation display presentation.
Co-located VOR/DME provides rapid and accurate quantification of nav
accuracy. During cruise, If the error is less than 3 nm, the IRS position is
considered reliable. However, if the error is more than 3 nm, then only raw
data should be used for navigation.
Prior to any approach, a navigation accuracy check is to be carried out. On
aircraft equipped with GPS however, no navigation accuracy check is
required as long as GPS PRIMARY is available.
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Effective
15-Dec-13
Each FMGC computes its own aircraft position (called the "FM position")
from a MIX IRS position (see below), and a computed radio position or GPS
position.
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4.3.2
Abnormal Operation/Failure
4.3.2.1
Pre-Flight Errors
If the ADIRS alignment or initialization is not correct, the ALIGN light will
flash. If any of the 3 ADIRS indicates an alignment error, the prompt
REALIGN IRS appears on the INIT page (instead of ALIGN IRS).
If the IR FAULT light flashes, the affected ADIRS can only be used in
ATT mode.
If the ALIGN light flashes, crew must follow procedures as per FCOM
PRO-SUP-34
4.3.2.2
4.4
Effective
15-Dec-13
The ADIRS keeps a record of the last position it had the last time it was in
NAV mode. It is also able to estimate the present latitude after a
complete alignment. The ADIRS may use this information to detect
coarse initialization errors.
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The Control Segment consists of a master control station, with five monitor
stations and three ground antennas located throughout the world. The monitor
stations track all GPS satellites in view and collect ranging information from the
satellite broadcasts. The monitor stations send the information they collect from
each of the satellites back to the master control station, which computes
extremely precise satellite orbits. The information is then formatted into updated
navigation messages for each satellite. The updated information is transmitted
to each satellite via the ground antennas, which also transmit and receive
satellite control and monitoring signals.
The User Segment consists of the receivers, processors, and antennas that
allow land, sea, or airborne operators to receive the GPS satellite broadcasts
and compute their precise position, velocity and time as needed for their marine,
terrestrial, or aeronautical applications.
The GPS concept of operation is based upon satellite ranging. Users figure their
position on the earth by measuring their distance from the group of satellites in
space. The satellites act as precise reference points. The GPS coordinate
system is the Cartesian Earth-centred Earth-fixed co-ordinates as specified in
World Geodetic System 1984 (WGS-84).
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GPS / GNSS
ABAS Aircraft Based Augmentation System
GBAS Ground Based Augmentation System
SBAS Satellite Based Augmentation System
GRAS Ground based Regional Augmentation System
Aircraft GNSS Receiver
4.4.1
General Requirements
General Requirements-Authorization to conduct any GPS operation
under IFR requires:
-
Effective
15-Dec-13
GNSS services that are used by aircraft may use various combinations of
following elements installed on the ground, on satellites and/or on board
the aircraft:
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In the event that the loss of RAIM capability is predicted to occur, the
flight must rely on other approved equipment or delay departure for
rectification if using GPS primarily.
4.4.2
4.4.3
Equipment And Database RequirementsAuthorization to fly approaches under IFR using GPS avionics systems
when authorised, requires that:
4.5
A pilot uses GPS avionics with TSO C-129 authorization in class A1,
B1, B3, C1, or O3 airspace.
4.5.1
General Concept
RVSM airspace is defined as an airspace or route where airplanes are
vertically separated by 1000 ft between FL 290 and FL 410 inclusive.
The objective is to increase the route capacity of saturated airspace,
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Definitions
Altimetry System Error (ASE) is the difference between the pressure
altitude displayed to the flight crew when referenced to the International
Standard Atmosphere ground pressure setting (1013.25 hPa /29.92 in.
Hg) and free stream pressure altitude.
Assigned Altitude Deviation (AAD) is the difference between the
transponder Mode C altitude and the assigned altitude/ flight level.
Automatic Altitude Control System: Any system that is designed to
automatically control the aircraft to a referenced pressure altitude.
Avionics Error (AVE) is the error in the processes of converting the
sensed pressure into an electrical output, of applying any static source
error correction (SSEC) as appropriate, and of displaying the
corresponding altitude.
Basic RVSM Envelope: The range of Mach numbers and gross weights
within the altitude ranges FL 290 to FL 410 (or maximum attainable)
where an aircraft can reasonably be expected to operate most frequently.
Flight Technical Error (FTE) is the difference between the altitude
A-4-10
Effective
15-Dec-13
while maintaining (at least) the same level of safety. This can be
achieved by imposing stringent requirements on equipment and on the
training of flight crews and ATC controllers. As part of the RVSM
program, the airplane altitude-keeping performance is monitored,
overhead specific ground-based measurement units, to continuously
verify that airspace users are effectively applying the approved criteria
and that overall safety objectives are maintained.
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indicated by the altimeter display being used to control the aircraft and
the assigned altitude/flight level.
Flight Envelopes
The RVSM operational flight envelope, is the Mach number W/ and altitude
ranges over which an aircraft can be operated in cruising flights within the RVSM
airspace. The RVSM operational flight envelope for any aircraft may be divided
into two parts as explained below:Full RVSM Flight Envelope: The full envelope will comprise the entire range of
operational Mach number, W/ and altitude values over which the aircraft can be
operated within RVSM airspace. Table below establishes the parameters to be
considered.
Basic RVSM Flight Planning Envelope: The boundaries for the Basic envelope
are the same as those for the full envelope except for the upper Mach boundary.
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Level
- FL 410
FL 290
Mach
or
Speed
- The lower of
- Maximum endurance
(holding speed)
- Mmo / Vmo
- Manoeuvre speed
Gross
weight
Note: Long Range Cruise Mach number is the Mach for 99% of best fuel mileage at the
particular wind speed under consideration.
4.5.4
Approval Requirements
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Effective
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Lower Boundary
4.5.5
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4.5.6
Equipment Required
Provide an alert to the flight crew when a deviation occurs from the
selected flight level, with the threshold for such alert not to exceed 90 m
(300 feet)..
MEL Requirements
The MEL for all Airbus models have also been revised to refer to the list of
equipment required as per regulation.
4.5.8
RVSM Procedure
General RVSM procedures valid in any RVSM airspace are published in the
FCOM for all Airbus models:
FCOM PRO/LIM/OEB/FCBUL
a)
(PRO-SPO-50)
Pre-Flight
Check that
- The required equipment for RVSM is operative (MEL).
A-4-13
Effective
15-Dec-13
All IndiGo Airbus airplanes have RVSM capability and have been authorised
by DGCA to operate in RVSM airspace.
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c)
d)
Post Flight
Any malfunction or deviation in relation to the altitude keeping capability and
failure of the required RVSM equipment must be reported. As per CAR, it
should also include action taken by Crew to try to isolate and rectify the fault.
A-4-14
Effective
15-Dec-13
e)
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Contingency Procedures
Effective
15-Dec-13
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may be used).
Unless the nature of the contingency dictates otherwise, the pilot
should advise ATC as soon as possible of a contingency situation and
if possible, request an ATC clearance before deviating from the
assigned route or flight level.
c)
d)
e)
Continue to alert other aircraft using 121.5 MHz (as a back-up, the
VHF inter-pilot air-to-air frequency may be used).
A-4-16
Effective
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b)
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g)
i)
The pilot should notify ATC when encountering greater than moderate
turbulence.
ii)
A-4-17
Effective
15-Dec-13
f)
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Maintain CFL
Subsequently
Watch for conflicting traffic both
visually and by reference to TCAS
If considered necessary,
nearby aircraft by
alert
A-4-18
Effective
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Initially
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pass
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Attempt to determine the defective system through established troubleshooting procedures and / or comparing the primary altimeter displace to
the standby altimeter (as corrected by the correction cards, if required).
If the defective system can be determined, couple the functioning altimeter
system to the altitude keeping device.
If the defective system cannot be determined, follow the guidance in
Scenario 3 for failure or unreliable altimeter indications of all primary
altimeters.
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Effective
15-Dec-13
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*Scenario 5: Turbulence (greater than moderate) which the pilot believes will
impact the aircraft's capability to maintain flight level.
ATC can be expected to
2)
Requesting
necessary.
flight
level
change,
if
the
the
or
so,
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TABLE OF CONTENTS
5.
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A-5-2
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17-Augr-11
5.
FLT.OMA
CHAPTER 05
situations exist.
ii)
Effective
17-Augr-11
An airplane shall not be flown on an IFR flight within controlled airspace unless
a continuous listening watch is maintained on the appropriate VHF radio
frequency. A two-way communication must be established with the appropriate
air traffic control unit.
FLT.OMA
CHAPTER 05
A-5-4
Effective
17-Augr-11
FLT.OMA
CHAPTER 06
TABLE OF CONTENTS
DETERMINATION OF MINIMUM FLIGHT ALTITUDES ..........................3
6.1
6.1.2
6.1.3
6.2
6.3
6.4
6.3.1
6.3.2
6.4.2
A-6-1
Effective
17-Aug-11
6.
FLT.OMA
CHAPTER 06
A-6-2
Effective
17-Aug-11
FLT.OMA
CHAPTER 06
6.
6.1
6.1.1
The flights are conducted so that the airplane is flown in conditions of visibility
and distance from clouds equal to or greater than those specified in ICAO
Rules of the Air except as otherwise authorised by the appropriate air traffic
control unit for VFR flights within control zones.
Note:
VFR Flights within a control zone shall not be conducted if the ground visibility is
less than 5 Km or if the ceiling is less than 450 metres (1500) at the aerodrome
concerned except when authorised by the appropriate air traffic control unit.
VFR Flights outside controlled airspace shall not be conducted at a height of less
than 300 metres (1000) above the ground or water and shall maintain sight of the
ground or water.
Above FL150
more than 100NM seaward from the shoreline within controlled airspace
Except when necessary for taking off, landing, or with permission of appropriate
Air Traffic Control Units, the airplane shall not be flown:
o
A-6-3
Effective
17-Aug-11
The company normally does not allow VFR operations for revenue flight. If
VFR is required for a specific flight or part(s) of a flight, an authorisation of the
Vice President Flight Operations is required unless the flight segment is a part
of an approved company route. For VFR altitudes requirements, refer to ICAO
Rules of the Air - Annex 2 chapter 4 and The Aircraft Rules 1937 and any
national regulations applicable to the area over flown. (Also refer Para 4 of
CAR section 9, Series C, Part-1)
FLT.OMA
CHAPTER 06
above the highest obstacle within a radius of 600 metres (2000) from the
aircraft.
o
6.1.2
VFR flights shall not be operated between 20 mts after sunset and 20mts before
sunrise, except when exempted by air traffic control for local flights and such
training flights of flying club aircraft as may be cleared by air traffic control.
It is the Company Policy that the Pilot-in-Command will ensure that the
minimum flight altitude applicable for all phases of flight is met. For
information and definition regarding Minimum flight altitude such as
Minimum Safety Altitude (MSA), Minimum En-route Altitude (MEA),
Minimum Obstruction Clearance Altitude (MOCA), Minimum Off-Route
Altitude (MORA) Minimum Vectoring Altitude (MVA) are published in
Jeppesen Manual and every flight shall be planned to operate at or above
these stipulated altitudes.
Note: 1. The minimum altitudes will be in compliance with the respective
state regulatory stipulation.
Note: 2. In respect of airfields that are not covered by Jeppesen manual,
the above minimum flight altitudes shall be as published by state or its
designated authority. All flights shall be planned to operate at or above
the stipulated Minimum altitudes on a published route when operating or
deviating from these routes.
a)
Effective
17-Aug-11
Elsewhere than as specified in clause (i) above, at a height less than 150
metres (500 feet) above the ground or water.
FLT.OMA
CHAPTER 06
b)
Minimum Levels
AIP India ENR 1.3-1
b)
Effective
17-Aug-11
FLT.OMA
CHAPTER 06
d)
e)
Effective
17-Aug-11
FLT.OMA
CHAPTER 06
f)
g)
i)
Decision Altitude (DA) is referred to Mean Sea Level (MSL) and Decision
Height (DH) is referred to the threshold elevation and is used in conjunction
with CAT II and CAT III approaches. For CAT I and non-precision approaches
term MDA is used on airbus family aircraft.
ii)
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 airplane position and rate of change of
position, in relation to the desired flight path.
h)
6.2
TERMINAL AREA
Except during IFR approach or departure when on track with a published
minimum altitude on airport charts, airplane must not be flown at altitude
lower than the Minimum Sector Altitude (MSA).
A-6-7
Effective
17-Aug-11
available to the radar controllers. In case the crew are directed by the
radar controller to descend below MSA and MVA charts are not available,
crew must bring it to the notice of the radar controller. If in doubt, crew
should not descend below MSA.
FLT.OMA
CHAPTER 06
6.3
6.3.1
Normal Operation
The minimum safe en-route altitude should be the higher of the Minimum OffRoute Altitude (MORA) and the published Minimum Obstruction Clearance
Altitude (MOCA). Both minimum altitudes are indicated on en-route charts
when they exist.
In case of incomplete or lack of safety altitude information, obstacles and
reference points have to be located on Operational Navigation Charts (ONC)
or topographic maps. The minimum safe en-route altitude must clear all
obstacles within 5 NM (9.3 km) of the route centreline by 1000 ft (300 m) if the
reference point is not higher than 5000 ft (1500 m) MSL or 2000 ft (600 m) if
reference point is higher than 5000 ft MSL.
If available and not limiting, the grid MORA may be used as minimum flight
altitude.
These minimum altitudes must be respected along the track with all engines
operative unless a procedure has been approved to cope with
depressurisation. During flight preparation, the en-route minimum altitudes
must be established for all the route segments.
6.3.2
Abnormal Operation
A-6-8
Effective
17-Aug-11
En-route IFR flight levels or altitudes should be higher than the published
Minimum En-route IFR Altitude (MEA) indicated on en-route charts.
FLT.OMA
CHAPTER 06
6.4.1
Temperature Correction
FCOM PER
(PER-OPD-GEN-P8/10)
Approximate correction
Increase obstacle elevation by 4% per 10C below ISA, of the height above
the elevation of the altimeter setting source or decrease aircraft indicated
altitude by 4% per 10C 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 15C.
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.
Values to be added
heights/altitudes (ft)
by
the
A-6-9
pilot
to
minimum
promulgated
Effective
17-Aug-11
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.
Aerodrome
Temperature
FLT.OMA
CHAPTER 06
300
400
500
1000
2000
0C
20
20
30
30
60
120
-10C
20
30
40
50
100
-20C
30
50
60
70
-30C
40
60
80
-40C
50
80
-50C
60
90
300
4000
0
5000
170
230
290
200
290
390
490
140
280
430
570
710
100
190
380
570
760
950
100
120
240
480
720
970
1210
120
150
300
600
890
1190
1500
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.
A-6-10
Effective
17-Aug-11
b)
FLT.OMA
CHAPTER 06
A-6-11
Effective
17-Aug-11
FLT.OMA
CHAPTER 06
6.4.2
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
QNH of nearest
station
Correction
QNH of nearest
station
Correction
1013
0 ft
80 ft
1050
1000 ft
1010
1045
860 ft
1005
220 ft
1040
720 ft
1000
380 ft
1035
590 ft
995
510 ft
1030
460 ft
990
630 ft
1025
320 ft
985
780 ft
1020
180 ft
980
920 ft
1015
50 ft
975
1080 ft
1013
0 ft
Example: Given: Indicated altitude = 20000 ft, ISA, local QNH = 995 hPa
Find: Geometrical (true) altitude = 20000 - 510 = 19490 ft.
A-6-12
Effective
17-Aug-11
FLT.OMA
CHAPTER 06
When using the QNH or QFE altimeter setting (giving altitude or height above
QFE datum respectively), a pressure correction is not required.
A-6-13
Effective
17-Aug-11
FLT.OMA
CHAPTER 06
A-6-14
Effective
17-Aug-11
FLT.OMA
DETERMINATION OF AERODROME
OPERATING MINIMA
CHAPTER 07
7.
7.1
7.3
7.4
GENERAL ..................................................................................9
7.2.2
7.2.3
GENERAL ................................................................................ 11
7.3.2
VISUAL REFERENCE.............................................................. 12
7.3.3
7.3.4
7.4.2
7.4.3
7.4.4
7.4.5
7.4.6
Effective
09-Jul-14
TABLE OF CONTENTS
7.4.7
FLT.OMA
DETERMINATION OF AERODROME
OPERATING MINIMA
CHAPTER 07
7.5.2
7.5.3
7.5.4
7.6
7.7
7.8
7.8.2
7.8.3
7.8.4
7.8.5
COMMENCEMENT
OF
INSTRUMENT
APPROACH
PROCEDURE .......................................................................... 36
7.8.6
7.8.7
7.8.8
7.8.9
7.8.10
CONVERSION
OF
REPORTED
METEOROLOGICAL
VISIBILITY TO RVR/CMV ...................................................... 37
A-7-2
Effective
09-Jul-14
7.5
FLT.OMA
DETERMINATION OF AERODROME
OPERATING MINIMA
CHAPTER 07
7.8.12
A-7-3
Effective
09-Jul-14
7.8.11
FLT.OMA
DETERMINATION OF AERODROME
OPERATING MINIMA
CHAPTER 07
A-7-4
Effective
09-Jul-14
FLT.OMA
DETERMINATION OF AERODROME
OPERATING MINIMA
CHAPTER 07
7.1
CONCEPT OF MINIMA
DETERMINATION
OF
AERODROME
A-7-5
Effective
09-Jul-14
7.
FLT.OMA
DETERMINATION OF AERODROME
OPERATING MINIMA
CHAPTER 07
The adequacy and performance of the available visual and nonvisual ground aids;
altitude/height
for
the
instrument
Crew minima. They are the minima that the crew is authorised to operate.
They are based upon the qualification of the flight crewmembers.
The applicable minima are the highest of these minima.
A-7-6
Effective
09-Jul-14
FLT.OMA
DETERMINATION OF AERODROME
OPERATING MINIMA
CHAPTER 07
7.1.1 Definitions
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
near the roll out end of the runway.
Effective
09-Jul-14
FLT.OMA
DETERMINATION OF AERODROME
OPERATING MINIMA
CHAPTER 07
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.
Minimum descent altitude (MDA) or minimum descent height (MDH)
A-7-8
Effective
09-Jul-14
Note 3. For convenience where both expressions are used they may be written in the form
decision altitude/height and abbreviated DA/H.
FLT.OMA
DETERMINATION OF AERODROME
OPERATING MINIMA
CHAPTER 07
7.2.1
GENERAL
To enable operations safely at an aerodrome under limiting weather
conditions, Aerodrome Operating Minima (AOM) are established. There
are two sets of Aerodrome Operating Minima for application by Indian
operators and at Indian aerodromes;
-
A-7-9
Effective
09-Jul-14
7.2
FLT.OMA
DETERMINATION OF AERODROME
OPERATING MINIMA
CHAPTER 07
ESTABLISHING
THE
AERODROME
In establishing the aerodrome operating minima which will apply to any particular
operation, following considerations are taken full account of:
a)
b)
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)
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
procedures;
h)
i)
7.2.3
clearance
altitude/height
for
the
instrument
approach
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;
A-7-10
Effective
09-Jul-14
7.2.2
FLT.OMA
DETERMINATION OF AERODROME
OPERATING MINIMA
CHAPTER 07
The flight crew members should have completed all necessary proficiency
checks including demonstration of proficiency using the relevant types of
instrument approaches;
d)
e)
f)
The PIC must have gained command experience of 100 hours in the relevant
aeroplane type with restricted AOM before using normal AOM.
g)
h)
All non-precision approaches shall be flown using the continuous descent final
approaches (CDFA) technique unless otherwise approved by the Authority.
When calculating the minima the applicable minimum RVR is increased by
400 m for Cat C/D aeroplanes for approaches not flown using the CDFA
technique, providing that the resulting RVR/CMV value does not exceed 5000
m.
7.3
7.3.1
GENERAL
Effective
09-Jul-14
c)
FLT.OMA
DETERMINATION OF AERODROME
OPERATING MINIMA
CHAPTER 07
Note: To be engaged in EDTO operations means that the aircraft have been approved for
EDTO operations and the aircraft has been dispatched in accordance with applicable EDTO
requirements.
7.3.2
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.
A-7-12
Effective
09-Jul-14
7.3.3
FLT.OMA
DETERMINATION OF AERODROME
OPERATING MINIMA
CHAPTER 07
REQUIRED VISIBILITY/RVR
a)
b)
c)
d)
e)
f)
g)
h)
i)
Low visibility take-offs in less than 400 m RVR shall not be carried out
unless approved by DGCA. IndiGo is authorized for LVTO minima of up
to 125 m;
Refer OM-A 7.5.4 for LVTO procedures;
A-7-13
Effective
09-Jul-14
FLT.OMA
DETERMINATION OF AERODROME
OPERATING MINIMA
CHAPTER 07
Take-off RVR/Visibility
Facilities
Adequate Visual reference
(Day only)
RVR/VIS 1
Cat A, B, C & D
500m
400 m
300 m
200 m
150 m
125 m
A-7-14
Effective
09-Jul-14
FLT.OMA
DETERMINATION OF AERODROME
OPERATING MINIMA
CHAPTER 07
7.3.4
7.3.4.1
2)
3)
7.3.4.2
A-7-15
Effective
09-Jul-14
Note 5- The facilities and conditions of Table 1 required 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 of Table 1. 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).
FLT.OMA
DETERMINATION OF AERODROME
OPERATING MINIMA
CHAPTER 07
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. Refer OM-D for LVTO Training.
7.4
7.4.1
Effective
09-Jul-14
FLT.OMA
DETERMINATION OF AERODROME
OPERATING MINIMA
CHAPTER 07
Cat I, APV - DH
The decision height to be used for an approach is not lower than following:
a)
b)
c)
d)
e)
f)
7.4.3
the minimum height to which the approach aid can be used without the
required visual reference; or
the OCH for the category of aeroplane; or
the published approach procedure decision height where applicable; or
200 ft for Category I approach operations; or
the system minimum in Table 3; or
The lowest decision height specified in the Aeroplane Flight Manual
(AFM) or equivalent document, if stated; and whichever is higher.
MINIMUM DESCENT HEIGHT (MDH)
Effective
09-Jul-14
threshold or the point where the flare manoeuvre should begin for the type of
aeroplane flown.
c)
FLT.OMA
DETERMINATION OF AERODROME
OPERATING MINIMA
CHAPTER 07
7.4.4
SYSTEM MINIMA
The minima given in the following table shall not be used as they are without
changes. This table only gives the lowest limit that shall never be transgressed.
The flight crew shall also take into account the aircraft capability, the aerodrome
operating minima, company minima and the crew minima.
TABLE-3: SYSTEM MINIMA VS INSTRUMENT APPROACH PROCEDURES
SYSTEM MINIMA
Instrument Approach Procedure
Lowest DH / MDH
ILS/MLS/GLS CAT I
200 ft
200 ft
250 ft
250 ft
250 ft
300 ft
350 ft
RNAV
without
vertical guidance (LNAV)
300 ft
approved
VOR
300 ft
VOR/DME
250 ft
NDB
350 ft
NDB/DME
300 ft
VDF
350 ft
A-7-18
Effective
09-Jul-14
FLT.OMA
DETERMINATION OF AERODROME
OPERATING MINIMA
CHAPTER 07
7.4.5
VISUAL REFERENCE
7.4.6
a)
b)
the threshold;
c)
d)
e)
f)
g)
h)
i)
Note : 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.
The following table describes the types of approach lighting systems which are
acceptable for calculation of the aerodrome operating minima. The systems
described are basically the ICAO systems as described in Annex 14. However, the
table also contains shorter systems which are acceptable for operational use. This is
concurrent with the fact that approach lighting systems may sometimes be adjusted
to the conditions existing before the threshold.
(Refer next page)
A-7-19
Effective
09-Jul-14
FLT.OMA
DETERMINATION OF AERODROME
OPERATING MINIMA
CHAPTER 07
of
IALS (intermediate
approach light system)
Any
other
approach
lighting
(HIALS, MIALS or ALS 210-419m)
Any
other
approach
lighting
system
(HIALS, MIALS or ALS < 210m) or no approach lights
7.4.7
system
RVR/CMV/Visibility Minima
RVR: Runway Visual Range
CMV: Converted Meteorological Visibility
7.4.7.1
Effective
09-Jul-14
FLT.OMA
DETERMINATION OF AERODROME
OPERATING MINIMA
CHAPTER 07
DETERMINATION OF RVR/CMV/VISIBILITY
2.
Note: is the calculation angle, being a default value of 3.00 degrees increasing in steps
of 0.10 for each line in Table 5 up to 3.77 and then remaining constant.
3.
Effective
09-Jul-14
FLT.OMA
DETERMINATION OF AERODROME
OPERATING MINIMA
CHAPTER 07
The visual aids comprise standard runway day markings and approach
and runway lighting (runway edge lights, threshold lights, runway end
lights and in some cases also touch-down zone and/or runway centre
line lights). The approach light configurations acceptable are classified
and listed in the table:
(Refer next page)
A-7-22
Effective
09-Jul-14
FLT.OMA
DETERMINATION OF AERODROME
OPERATING MINIMA
CHAPTER 07
Facility/Conditions
ILS/MLS/GLS,PAR, and RNAV with
approved vertical guidance
NDB, NDB/DME, VOR, VOR/DME,
LOC, LOC/DME,VDF, SRA, RNAV
without approved vertical guidance
with a procedure which fulfills the
criteria in paragraph 7.4.7.1
For
NDB,
NDB/DME,
VOR, VOR/DME,
LOC,
LOC/DME,
VDF,
SRA,
RNAV
without approved vertical guidance:
With a DH or MDH
RVR/CMV
(M)
Aeroplane Category
A
Min
According to Table 6
Max
1500
1500
2400
2400
Min
750
750
750
750
Max
1500
1500
2400
2400
Min
1000
1000
1200
1200
1200 ft
A-7-23
Effective
09-Jul-14
FLT.OMA
DETERMINATION OF AERODROME
OPERATING MINIMA
CHAPTER 07
IAL S
BAL S
NALS
(meters)
DH
200
211
221
231
241
251
261
281
301
321
341
361
381
401
421
441
461
481
501
521
DH
or
(ft)
-
MDH
or
(ft)
MDH
210
220
230
240
250
260
280
300
320
340
360
380
400
420
440
460
480
500
520
540
750
1000
800
1000
800
1000
800
1000
800
1000
800
1100
900
1100
900
1200
1000
1200
1100
1300
1200
1400
1300
1500
1400
1600
1500
1700
1600
1800
1700
1900
1800
2000
1800
2100
1900
2100
2000
2200
Class of Lighting Facility
FA
LS
IAL S
BAL S
1200
1200
1200
1200
1300
1300
1300
1400
1400
1500
1600
1700
1800
1900
2000
2100
2200
2300
2400
2400
NALS
(meters)
541
561
581
601
621
641
560
580
600
620
640
660
1800
1900
2000
2100
2200
2300
A-7-24
Effective
09-Jul-14
FLT.OMA
DETERMINATION OF AERODROME
OPERATING MINIMA
CHAPTER 07
680
700
720
740
760
800
850
900
950
1000
1100
1200
2400
2500
2600
2700
2700
2900
3100
3300
3600
3800
4100
4600
2700
2800
2900
3000
3000
3200
3400
3600
3900
4100
4400
4900
2900
3000
3100
3200
3300
3400
3600
3800
4100
4300
4600
5000
3100
3200
3300
3400
3500
3600
3800
4000
4300
4500
4900
5000
5000
5000
5000
5000
7.5
a)
b)
A-7-25
Effective
09-Jul-14
661
681
701
721
741
761
801
851
901
951
1001
1101
1201 and
above
FLT.OMA
DETERMINATION OF AERODROME
OPERATING MINIMA
CHAPTER 07
Note- Supervised take-off and landing is not permitted during CAT II/III operations
or LVTO.
7.5.1
7.5.1.1
GENERAL
i) A decision height below 200 ft but not lower than 100 ft; and
ii) A runway visual range of not less than 300 m.
7.5.1.2
DECISION HEIGHT.
b)
The minimum height to which the precision approach aid can be used
without the required visual reference; or
c)
d)
e)
100 ft.(A320-232)
Whichever is higher.
Note-
Flight crew to follow RA values for CAT II approaches. These values are
published in on- board company AOM tables and caters for pre-threshold terrain
criteria if exists in CAT II approaches.
A-7-26
Effective
09-Jul-14
7.5.1.3
FLT.OMA
DETERMINATION OF AERODROME
OPERATING MINIMA
CHAPTER 07
VISUAL REFERENCE
7.5.1.4
REQUIRED MINIMUMS
The lowest minima to be used for Category II operations are 300 m for a DH of 100
ft. If it is necessary to increase DH due to, for example, facility limitations or an
increased OCH, then a corresponding increase in minimum RVR will be required as
shown in Table 7.
TABLE 7: RVR FOR CATEGORY II OPERATIONS MINIMA
Decision Height
100 ft - 120 ft
300 m
121ft - 140 ft
400 m
141 ft 199 ft
450 m
Note1 - The reference to Coupled to below DH in this table means continued use of the
automatic flight control system down to a height which is not greater than 80 per
cent of the applicable DH is met as per AFM.
7.5.2
7.5.2.1
GENERAL
A-7-27
Effective
09-Jul-14
A pilot may not continue an approach below either the Category II decision height
determined in accordance with Para 7.5.1.2 above unless visual reference
containing a segment of at least 3 consecutive lights being the centre line of the
approach lights, or touchdown zone lights, or runway centre line lights, or runway
edge lights, or a combination of these is attained and can be maintained. This
visual reference must include a lateral element of the ground pattern, i.e. an
approach lighting crossbar or the landing threshold or a barrette of the touchdown
zone lighting.
FLT.OMA
DETERMINATION OF AERODROME
OPERATING MINIMA
CHAPTER 07
landing
(i) a decision height lower than 100 ft, or no decision height; and
(ii) a runway visual range lower than 175 m but not less than 75 m(AFM
limitation).
Note 1: Where the decision height (DH) and runway visual range (RVR) do not fall within
the same Category, the RVR will determine in which Category the operation is to be
considered.
Note 2: Flight crew to follow RA values for CAT III A approaches. These values are
published in on- board company AOM tables and caters for pre-threshold terrain
criteria if exists in CAT IIIA approaches.
7.5.2.2
DECISION HEIGHT
For operations in which a decision height is used, the decision height is not lower
than:
(a) the minimum decision height specified in the AFM, if stated; or
(b) the minimum height to which the precision approach aid can be used
without the required visual reference; or
(c) the decision height to which the flight crew is authorised to operate.
7.5.2.3
Effective
09-Jul-14
(a) Category III A operations . A precision instrument approach and landing using
ILS with:
(i) a decision height lower than 100 ft or no decision height; and
FLT.OMA
DETERMINATION OF AERODROME
OPERATING MINIMA
CHAPTER 07
Note: In the case of a CAT III runway it may be assumed that operations with no
decision height can be supported unless specifically restricted as published in
the AIP or NOTAM.
7.5.2.4
VISUAL REFERENCE
REQUIRED MINIMUMS
The lowest minima to be used for Category III operations depend on the
decision height and aeroplane systems as shown in Table 8 below:
A-7-29
Effective
09-Jul-14
FLT.OMA
DETERMINATION OF AERODROME
OPERATING MINIMA
CHAPTER 07
7.5.2.6
RVR
175 m
150 m
125 m
75 m
The touch-down zone RVR is always controlling. If reported and relevant, the midpoint and stop-end RVR are also controlling. The minimum RVR value for the midpoint is 125 m/75m or the RVR required for the touch-down zone if less, and 75 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 75 m.
Cat I
Cat II
Cat IIIA
CAT IIIB
Touch-down
zone
550m
Mid zone
Roll-out zone
125m
125m
300m
125m
125m
175m
125m
125m
75m
75m
75m
A-7-30
Effective
09-Jul-14
7.5.3
FLT.OMA
DETERMINATION OF AERODROME
OPERATING MINIMA
CHAPTER 07
APPROACH
The lighting system for a precision approach runway category II and/or III is
deemed to be on outage when;
(a) More than 5 % of the lights are unserviceable in each of the following
particular significant elements;
1)
2)
3)
4)
(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
More than 25 % of the lights are unserviceable in the runway end lights.
(d) More than two lights or two adjacent lights of a stop bar are unserviceable.
(e) 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.
7.5.4
7.5.4.1
GENERAL
Low visibility take-offs shall not be carried out in less than 400 m
RVR unless approved by DGCA. IndiGo is authorized for LVTO
minima of up to 125 m. This requires that a 90 m visual segment
shall be available from the cockpit at the start of the take-off run.
A-7-31
Effective
09-Jul-14
FLT.OMA
DETERMINATION OF AERODROME
OPERATING MINIMA
CHAPTER 07
a)
b)
c)
The flight crew members are properly qualified and trained prior to
commencing a low visibility take-off (in an RVR of less than 400 m),
Full thrust take off rating is to be used for LVTO and its use to be
logged in FRB.
2.
3.
Anti-skid system
4.
5.
The PIC shall satisfy himself/herself that the status of the aeroplane and
of the relevant airborne systems is appropriate for the specific operation
to be conducted.
7.5.4.2
REQUIRED MINIMUMS
Refer OM-A 7.3.3 Table-1
7.6
Circling approach may be carried out at Circling MDA or at higher altitude, after
obtaining permission from ATC, provided the following conditions are met :a)
Cloud ceiling is higher than the Circling MDH or higher altitude at which
request has been made to ATC for visual circuit.
b)
Effective
09-Jul-14
FLT.OMA
DETERMINATION OF AERODROME
OPERATING MINIMA
CHAPTER 07
Visual contact with the runway has been established while approaching
the facility, or while making an Instrument Approach.
d)
e)
CAUTION: Circling approach and the associated minima when used should be
authorized by Flight Standards Directorate as per the training programme
implemented.
7.7
VISUAL APPROACH
For a visual approach, higher of the associated non- precision approach minima
or minimum visibility/RVR of 3200 m for Category C aeroplanes is applicable. If
visual approach is requested for a runway which has only a circling approach,
the ground visibility shall not be less than 5 Km.
7.8
7.8.1
LANDING MINIMA
The Company establishes Aerodrome Operating Minima as per the criteria given
in CAR & ICAO All Weather Operations Manual (DOC 9365-AN/910) for use by
pilots and flight dispatchers.
7.8.2
A-7-33
Effective
09-Jul-14
c)
FLT.OMA
DETERMINATION OF AERODROME
OPERATING MINIMA
CHAPTER 07
A-7-34
Effective
09-Jul-14
FLT.OMA
DETERMINATION OF AERODROME
OPERATING MINIMA
CHAPTER 07
Approach facility
configuration
For
RVR
airports
supporting
one
approach and landing
operation.
Authorized DA/H or
MDA/H
plus
an
increment of 400 ft
Authorized DA/H or
MDA/H
plus
an
increment of 200 ft
Cat II procedures, a
ceiling of at least 300
ft, or for Cat III
procedures, a ceiling
of at least 200 ft.
7.8.3
The Met conditions are considered as Below Minima for an Instrument Approach
Procedure, when:
i)
the reported RVR is less than the RVR specified in the approved minima
A-7-35
Effective
09-Jul-14
FLT.OMA
DETERMINATION OF AERODROME
OPERATING MINIMA
CHAPTER 07
or
Cloud Ceiling when measured by instruments is below MDH/DH
If instrument RVR is not available then manual RVR will be taken. If neither is
reported then the reported sector visibility towards the take-off or landing direction
will be taken to determine the minima required. In case RVR value is available,
general visibility/RWY direction visibility is not to be considered to determine
whether operating minima requirements are being met or not.
7.8.4
Take-off from aerodrome having more than one instrument runway or an airport
having an instrument approach at one end and is not limited to unidirectional
operation, a runway can be used for take-off even if the reported weather
conditions are below minima for that particular runway provided the other runway
meets the landing minima requirements, and is suitable for landing in the event of
an emergency necessitating immediate landing after departure.
A-7-36
Effective
09-Jul-14
ii)
7.8.7
FLT.OMA
DETERMINATION OF AERODROME
OPERATING MINIMA
CHAPTER 07
HAVING
NO
COMMANDERS RESPONSIBILITY
All operations below the filed minima are strictly prohibited. No airplane shall
commence an approach to landing at an aerodrome if the reported visibility /RVR
is below minima except as stated in Part A chapter 27. Landing below the minima
is only permissible in an emergency. In such cases a report shall be made to Vice
President Flight Operations within 24 hours.
7.8.10
CONVERSION
OF
VISIBILITY TO RVR/CMV
REPORTED
METEOROLOGICAL
Effective
09-Jul-14
FLT.OMA
DETERMINATION OF AERODROME
OPERATING MINIMA
CHAPTER 07
elements
in
RVR
=
Reported
Meteorological. Visibility x
Day
Night
15
20
Any
type
of
lighting
installation other than above
10
15
No lighting
10
Not applicable
HI
approach
runway lighting
and
A-7-38
Effective
09-Jul-14
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.
FLT.OMA
DETERMINATION OF AERODROME
OPERATING MINIMA
CHAPTER 07
Case 2- If the AOM is specified as visibility/RVR 1600m for a runway and reported
visibility is 1200m(1600/1.5=1100) and RVR is not reported or available
during daytime, then CMV can be applied against the reported visibility
depending on conditions of runway lighting.
7.8.11
FAILED OR DOWNGRADED
LANDING MINIMA:
EQUIPMENT
EFFECT
ON
A-7-39
Effective
09-Jul-14
Case 1-If the AOM is specified as visibility 800m/RVR 550m for a runway and
reported visibility is 700m and RVR is not reported or available, then
CMV cannot be applied against the reported visibility.
FLT.OMA
DETERMINATION OF AERODROME
OPERATING MINIMA
CHAPTER 07
Failed or
downgraded equipment1
No effect
Cat I
Outer marker
No effect if
replaced by
height check at
1 000 ft
Middle marker
No effect
APV, NPA
standby transmitter
APV - Not applicable
NPA with FAF: No effect
unless used as FAF
If FAF cannot be identified
(e.g. no method available for
timing of descent), NPA
cannot be conducted
No effect unless used as
MAPt
No effect
Approach lights
No effect
No effect
Day: no effect
Night: Not allowed
No effect if F/D or auto land;
line lightsNo effect
otherwise RVR 750m
No effect
No effect if F/D or auto land;
otherwise RVR 750 m
No effect
Minima as for
IALS
No effect
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.
Note: The use of gooseneck flares as main or alternative/standard lighting
systems are not authorized.
A-7-40
Effective
09-Jul-14
7.8.12
FLT.OMA
DETERMINATION OF AERODROME
OPERATING MINIMA
CHAPTER 07
Ahmedabad
(VAAH)
189FT
Inst. Proc.
DA (H) /
MDA(H)
ft
FALS
IALS
BALS
NALS
23
ILS (Z)
430(241)
550
800
1000
1300
23
GP INOP
(Z)
730(541)
1800
2100
2300
2400
23
ILS (Y)
430(241)
550
800
1000
1300
23
GP INOP
(Y)
730(541)
1800
2100
2300
2400
23
VOR
730(541)
1800
2100
2300
2400
23
NDB
730(541)
1800
2100
2300
2400
05
VOR
630(450)
1700
1900
2100
A-7-41
Effective
09-Jul-14
Aerodrome operating minima (Take-off & approach/landing) are provided for all
airfields by the company. These minima, with an IndiGo logo on the top, are
placed in separate minima folder on-board. The landing and take-off minima
depicted on the Jespersen Charts are not applicable. Company minima are
presented in the format as shown below:
FLT.OMA
DETERMINATION OF AERODROME
OPERATING MINIMA
CHAPTER 07
RWY
16
Amritsar
(VIAR)
34
RVR/Visibility
minimums
for Take-off
Take-off
(m)
Alternate
VIDP
300
VIJP
VIJU
VIDP
200
VIJP
VIJU
Alternate
Minima(m)
550
550
550
550
550
550
Note -List of take-off alternates are depicted along with the usable minima in tabular format
as shown above for respective stations.
A-7-42
Effective
09-Jul-14
Departure
Airport
FLT.OMA
CHAPTER 08
TABLE OF CONTENTS
SAFETY PRECAUTIONS DURING REFUELLING / DEFUELLING ........3
8.1
8.2
8.3
8.3.2
8.3.3
8.3.4
A-8-1
Effective
17-Aug-11
8.
FLT.OMA
CHAPTER 08
A-8-2
Effective
17-Aug-11
8.
FLT.OMA
CHAPTER 08
When passengers are on board the aircraft, precautions must be taken to ensure
that they can be evacuated, in the rare case that a fire may occur. These
precautions must be taken by the ramp agent, the ground engineer (qualified
ground crewmember), the cabin crew, and the flight crew:
a)
b)
For departures from major bases, Airport Services must ensure that full
complement of cabin attendants should be on board failing which at least
two cabin attendants should be on board before passenger boarding is
permitted in the absence of the Commander. The Cabin attendants will
man the exits for any emergency evacuation.
c)
d)
e)
Seat Belt Sign must be switched off and passenger must be instructed to
keep the seat belt unfastened.
f)
g)
h)
Effective
17-Aug-11
8.1
FLT.OMA
CHAPTER 08
ii)
j)
Ground servicing activities and work within the airplane (e.g. catering &
cleaning) should be conducted in such a manner that they do not create
a hazard or obstruction exits.
k)
Access to and exit from the areas where airplane escape chutes may be
deployed should be kept clean.
l)
Effective
17-Aug-11
i)
FLT.OMA
CHAPTER 08
o)
If auxiliary power unit (APU) is stopped for any reason during refuelling, it
shall not be restarted until the flow of fuel has ceased and there is no risk
of igniting fuel vapours.
p)
q)
r)
s)
t)
8.2
not
be
connected, operated
or
8.3
8.3.1
The Indian Aircraft rules in rule 25A lay down the requirements for fuelling of
aircraft.
a)
No person shall fill or replenish the fuel tanks of an airplane from vehicles
or vessels containing petroleum in bulk or from fuel hydrant installations
except from vehicles or installations of a type approved by the Chief
Inspector of Explosives or from barges licensed under Petroleum Rules,
1937.
A-8-5
Effective
17-Aug-11
n)
b)
FLT.OMA
CHAPTER 08
ii)
Aircraft electrical radar and radio systems shall not be operated and
the switches relating thereto shall remain in the OFF position;
Provided that this clause shall not apply to electrical switches
controlling the following circuits:
vi) The use of ground power supply units, air-conditioning units, tractors
and similar equipment shall be permissible subject to compliance
with the following conditions:
Effective
17-Aug-11
i)
FLT.OMA
CHAPTER 08
x)
xi)
xii)
xiii)
xiv)
The handling of freight and baggage in and around the aircraft shall
not proceed simultaneously with fuelling unless adequate
precautions have been taken to eliminate fire risk.
No aircraft maintenance shall be conducted which may provide a
source of ignition for fuel vapour during fuelling operations.
Fire extinguishers of adequate capacity and of suitable type,
approved by the Director-General shall be available for immediate
use near the aircraft.
In the event of fuel being spilled, fuelling must cease and the engine
of the ground power supply units must be stopped, but the electrical
circuits and switches should on no account be touched except for the
purpose of stopping the power unit. Prior to recommencing fuelling,
action must be taken to clean the spilled fuel. Fuel must not be
washed into sewer or drains.
Fuelling operations shall cease when a turbo-jet aircraft manoeuvres
so as to bring the rear jet outlets within 43 metres of the fuelling
equipment or the aircraft.
A-8-7
Effective
17-Aug-11
vii) The fuelling equipment and the aircraft shall be bonded to each other
and both shall be earthed.
viii) No person other than the staff of the operator, fuelling company and
officials of the Civil Aviation Department, Customs and Police, shall
be permitted within 15 meters of the aircraft.
ix) Passengers may be permitted to embark, disembark, or remain in
the cabin subject to the following conditions:-
FLT.OMA
CHAPTER 08
Note:-The requirements of clause (vi) of sub-rule (b) above shall not apply to the
use of ground batteries as an auxiliary source of electric supply to the aircraft
provided they are not connected or disconnected during fuelling operations
Evacuation / Disembarkation
In the case of a fire resulting from fuelling operations, or from a large fuel
spillage, a precautionary disembarkation or an emergency evacuation may be
performed. In both cases, the same recommendations apply.
If an aerobridge is used for boarding, it should also be used for
evacuation/disembarkation. Aerobridge provides a safe and efficient way to
evacuate an aircraft, and enables passengers to be rapidly be far away from
the fire, unlike the escape slides. In this case, the aerobridge handling agent
is responsible for the passengers while they are in the tunnel.
If the step ladders are against the aircraft, it is better that passengers use
them instead of escape slides. This is for the reason that before deploying
escape slides, it is necessary to ensure that the area outside the aircraft is
clear of obstructions. However, there may often be obstacles surrounding the
aircraft (e.g. fuel truck, catering, baggage handlers, boarding passengers,
etc), and any contact with these obstructions or with personnel during escape
slide deployment may make the situation worse.
Provision is to be made for safe evacuation of passengers via at least two of
the main passenger doors in the event of the emergency. A responsible
person should be positioned at each door in order to supervise evacuation of
passengers, if needed. In case, Aerobridge and/or step ladders are not
provided at any of these doors, the remaining door should be closed and in
DISARMed position.
It is possible to use the escape slides to rapidly evacuate the aircraft.
However, if escape slides are used, it is very important to verify that there are
A-8-8
Effective
17-Aug-11
8.3.2
FLT.OMA
CHAPTER 08
8.3.4
The pilot is to refer to the Limitation chapter in FCOM LIM-28 wherein, the
desired information on type of fuel, grade, specific gravity and mixing of fuel is
given.
A-8-9
Effective
17-Aug-11
no obstacles in the area where the escape slide will be deployed. In some
cases, it may be necessary to wait for equipment, personnel, or vehicles to
move away from the deployment area, before arming the escape slide and
opening the aircraft doors.
FLT.OMA
CHAPTER 08
A-8-10
Effective
17-Aug-11
FLT.OMA
CHAPTER 09
TABLE OF CONTENTS
GROUND HANDLING ARRANGEMENTS AND PROCEDURES ...........5
9.1
9.2
9.3
Infants.........................................................................................6
9.2.2
9.3.2
9.3.3
9.3.4
9.3.5
9.4
9.5
9.6
9.5.1
Prisoners .................................................................................. 13
9.5.2
Inadmissible Passengers.......................................................... 13
9.5.3
9.5.4
Deportees ................................................................................. 14
A-9-1
Effective 04-Dec-12
9.
FLT.OMA
CHAPTER 09
9.6.2
9.6.3
9.6.4
9.6.5
9.7.2
9.7.3
9.8
9.9
9.10
9.11
9.12
9.13
9.14
9.11.1
9.11.2
9.12.2
9.12.3
9.13.2
A-9-2
Effective 04-Dec-12
9.7
9.16
FLT.OMA
CHAPTER 09
9.14.2
9.14.3
9.14.4
9.15.2
On Board .................................................................................. 37
9.15.3
On Ground................................................................................ 37
A-9-3
Effective 04-Dec-12
9.15
FLT.OMA
CHAPTER 09
A-9-4
Effective 04-Dec-12
FLT.OMA
CHAPTER 09
9.
9.1
ii)
9.1.1
A-9-5
Effective 04-Dec-12
i)
9.2
FLT.OMA
CHAPTER 09
Infants
Children below the age of 2 years are considered Infants as per IndiGo policy.
Infants are not allocated any seat in the passenger cabin.
Maximum number of infants on IndiGo aircraft is limited to a maximum of one
in each row. However, no passenger carrying an infant shall be seated near
any emergency exit / row with an emergency exit.
Pilots must ensure that the number of infants, on a flight on which floatation
devices are required, does not exceed the number of infant jackets on board.
9.2.2
Blind
DEAF
Deaf
A-9-6
Effective 04-Dec-12
Children below 5 years are permitted to travel on IndiGo flights only when
accompanied by an escort.
FLT.OMA
CHAPTER 09
MEDA
STCR
Stretcher Case
WCHC
WCHS
WCHR
MASS
Those who always shall travel with an escort, for example STCR,
BLND/DEAF or DPNA
A-9-7
Effective 04-Dec-12
DPNA
FLT.OMA
CHAPTER 09
A-9-8
Effective 04-Dec-12
FLT.OMA
CHAPTER 09
Prior to flight, the Captain and Lead Cabin Crew member shall be
informed by Airport Services about the total number and seating of
WCHC, MEDA, STCR, DPNA and BLIND/DEAF passengers prior to
boarding.
9.3.1
Since PRM are allowed to travel without prior notice of the disability
(except for large groups), if deemed necessary, the Captain may
request a medical examination by company doctor wherever
available / a qualified physician. In case the Company Doctor is not
available, the Captain can make individual decisions regarding
acceptance of the PRM.
A-9-9
Effective 04-Dec-12
FLT.OMA
CHAPTER 09
BLND
DEAF
BLND/DEAF
DPNA
MAAS
1
MEDA
No
No
Yes
Yes
No
May be required
(See below for details)
Yes
May be required
(See below for details)
No
No
STCR
1
WCHC
WCHS
WCHR
Is the number on
board limited if
unescorted?
4
4
N/A
Yes
No
Yes
N/A
4
No
No
Note: N/A means Not Applicable since these categories always shall be escorted.
1
a)
The total number of unescorted WCHC and MEDA does not exceed the
number of minimum cabin crew.
The 5th and above PRM is self-sufficient (i.e. capable of taking care of
his/her needs onboard) or unescorted travel has been authorized by
Company Doctor or Captain.
b)
UMNR
Note: Exemption regarding the maximum total number of PRM may be obtained from
Vice President/Director (Flight Operations) when wheelchair sport teams, special
schools, etc. are travelling. On these flights, the number of PRM must never exceed the
number of escort.
The ground staff shall hand over to the Lead cabin attendant, a Special
Assistance Form, duly signed by the pilot in command, containing information
about PRMs including nature of incapacitation, special assistance required
A-9-10
Effective 04-Dec-12
Passenger
code
FLT.OMA
CHAPTER 09
etc., to be further handed over to the ground staff on arrival at the destination
for necessary action.
9.3.2
The assistance codes are used in the reservation and check-in systems and
will automatically be included in a service message in order to identify the
passenger(s).
Blind or deaf:
A both blind and deaf passenger shall travel with an Able Bodied Assistant
(ABA).
No additional handling fees shall be charged. Handling of BLND and DEAF is
always free of charge.
A trained guide dog may be carried in the cabin if it accompanies a passenger
who is dependent upon it and if it is properly harnessed.
The passenger and the guide dog will normally be seated at a bulkhead seat,
where there is sufficient floor space for the dog.
9.3.3
a)
b)
Effective 04-Dec-12
Special attention shall be paid to blind and/or deaf passenger when informing
passengers about delays or irregularities, since they cannot read the
information on monitors, signs or posters/hear announcements.
FLT.OMA
CHAPTER 09
9.3.4
Stretcher Patients
Effective 04-Dec-12
FLT.OMA
CHAPTER 09
9.5
9.5.1
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 time being in force.
No prisoner shall be taken aboard or carried on an airplane except under and
in accordance with a permit in writing issued by the Director-General, a
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.
9.5.2
Inadmissible Passengers
has not taken or used any alcoholic drink or preparation within 12 hours
of the commencement of the flight;
b)
c)
A-9-13
Effective 04-Dec-12
9.5.3
FLT.OMA
CHAPTER 09
Deportees
They are foreigners being subjected to enforced removal from the country by
authorities for such reasons as under:
a)
b)
c)
d)
9.6.1
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 45 inches and
not weigh more than 7 Kgs.
A-9-14
Effective 04-Dec-12
9.6.2
FLT.OMA
CHAPTER 09
Checked In Baggage
The rules governing the `Free Baggage Allowance' on all company flights
operating on domestic routes are as follows:
Free Baggage Allowance' under the 'Weight Concept' is uniform
irrespective of the fare level or type of aircraft.
b)
c)
Persons who are not able to read and understand instructions related to
emergency evacuation provided in printed, handwritten or graphic form
or do not have the ability to understand oral crew commands.
Stow or secure the emergency exit door so that it will not impede use of
the exit.
A-9-15
Effective 04-Dec-12
9.6.3
FLT.OMA
CHAPTER 09
Assess, select, and follow a safe path away from the emergency exit.
The passenger occupying the exit row seat be properly briefed by the cabin
attendant regarding the emergency exit procedures. Wherever applicable, the
weight of the emergency exit shall also be specified.
12, 13 ABC and DEF
All the Cabin attendants are to check the compliance of the above
restrictions before closing the doors. If there is any deviation, the same
may be brought to the attention of the Airport Services personnel for the
necessary change.
d)
9.6.5
Passenger Weight
Refer Chapter 14
9.7
The load is such that the gross weight of the airplane before take-off
does not exceed:
-
The maximum certified take-off weight, landing weight and the zero
fuel limits as shown in the Airplane Flight Manual.
Effective 04-Dec-12
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.
b)
FLT.OMA
CHAPTER 09
The structural loading limitations for each load location are not
exceeded.
a)
b)
c)
A-9-17
Effective 04-Dec-12
c)
FLT.OMA
CHAPTER 09
d)
e)
9.7.1.1
A-9-18
Effective 04-Dec-12
FLT.OMA
CHAPTER 09
Crew will not refuse carriage COMAT whether classified under the DGR or
not.
9.7.1.2
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.
i)
Company Stores/mail
A-9-19
Effective 04-Dec-12
9.7.1.3
FLT.OMA
CHAPTER 09
Special Loads
Wooden Staff for religious heads, kirpans etc are permitted in the cabin by
Airport security subject to laid down conditions.
9.7.1.4
Company Mail
X-rayed and security cleared company mail is loaded along with normal cargo
in the cargo compartment. Airport Services will be responsible for the
necessary communications to destination stations about the company mail
and its retrieval.
9.7.1.6
Dead bodies shall not be carried along with passengers in the cabin or in any
holds accessible to the passengers. The Airport Services 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
A-9-20
Effective 04-Dec-12
Airport Services shall give prior intimation to OCC of Special Loads and their
location whenever goods requiring special load notification are intended to be
carried. OCC should inform the Commander by a suitable note on the flight
release. Any such load will be signed for by the Commander. Special loads
include carriage of arms, ammunition, weapons, dead bodies, any other
material not covered under standard classification of cargo etc.
FLT.OMA
CHAPTER 09
No animal, bird or reptile shall be taken aboard or carried on any aircraft to,
from and within India, except under and in accordance with a general or
special permit in writing issued by the Director General in this behalf, and
subject to such conditions, if any, as may be specified therein.
9.7.1.8
All carriage of pet animals in the cabin of an airplane shall be with the prior
permission of the Commander subject to a general or specific permission
from DGCA in accordance with Rule 24C , Aircraft Rules 1937. When any
animal/bird/pet etc. is carried, a special load notification shall be sent to
OCC/Commander. This notification shall be approved and signed by the
Commander.
9.7.1.9
No animals other than trained guide dogs may be carried in the passenger
compartments provided that:
a) Not more than one guide dog is carried at a time.
b) The guide dog is not allowed to occupy a passenger seat.
c)
d)
Pets other than such dogs are not permitted in the passenger
compartment.
Carriage of Animals In The Airplane Hold
A-9-21
Effective 04-Dec-12
9.7.2
FLT.OMA
CHAPTER 09
9.7.3
Restricted Item
Carried on person
Kirpan carried on
person
Wooden Staff as
Hand Baggage
Conditions of Carriage
Max Length of
Kirpan :9 Inches
Kirpan Blade : 6
inches
Subject to Specific
permission of In-Charge
Airport Security
Authorised person
Sikh Passengers
Known heads of
religious sects
Whenever such items are being carried, airport services shall notify it to the
Captain under a NOTOC.
9.8
9.9
Effective 04-Dec-12
FLT.OMA
CHAPTER 09
9.9.1
S.No
1.
2.
The Procedure
Scenario
Pilot Action
Lead/Cabin
Attendant Action
Pre departure;
PF to announce
Cabin Attendants;
Close Doors.
On arrival
PM to announce
Cabin Attendants;
Disarm Slides.
Passengers to remain
seated.
A-9-23
Effective 04-Dec-12
DISARM SLIDES. Cabin Attendants will ensure that the SLIDES are
disarmed. The commander shall confirm this on the DOOR/OXY page. The
doors will be opened only after the seat belt sign is off. Before opening the
doors, no cabin differential pressure should exist. Cabin doors are fitted with a
cabin differential pressure indicator and / or a warning light.
FLT.OMA
CHAPTER 09
Note:
The terms Open/Close pertain only to the Door, while the terms
Arm/Disarm pertain specifically to the Slides. These terms shall not be
interchanged.
2.
If the pilots does not make any announcement, the lead will get in touch
with the pilots on the interphone.
There should be a clear communication between the pilots and the cabin
crew for managing the time available during taxi. The pilots must
consider the time constraint and command the arming of the slide ASAP
so that demo by Cabin Crew is completed prior to take off.
3.
Also Refer FCOM for operation of the doors, Safety & Emergency Procedures
Manual (SEP) for the cabin doors and cargo loading manual of the aircraft for
cargo doors.
9.10
When the crew become aware that APU is not going to be available on
ground then:
A-9-24
Effective 04-Dec-12
1.
FLT.OMA
CHAPTER 09
i)
b)
As soon as possible, flight crew will also advise the lead cabin crew that:
i)
On arrival at bay, flight crew will signal the ground personnel to establish
ground-cockpit headphone communication as per procedure given in
Operations Manual, Part B, Chapter 2.
d)
Once the ground communication has been established, flight crew will
advise the engineer that :
i)
ii)
Effective 04-Dec-12
FLT.OMA
CHAPTER 09
g)
Marshaller will signal the flight crew about the chocks being in place. The
parking brake will be kept on unless the brakes are extremely HOT.
h)
Flight crew will advise the cabin crew to open the front RHS door (R1).
All passengers will be advised by cabin crew to disembark. (Passenger
deplaning will only commence once ground personnel have given the All
Clear indicating that all safety precautions below have been carried out)
i)
All Cabin Attendants on-board the aircraft, shall position themselves near
the RHS (R1) door, which will be kept open with passenger ramp in
place. All other doors will be closed with escape slide disarmed.
k)
l)
m)
During refuelling the cockpit seat shall be occupied by one of the flight
crew who will be monitoring all systems and the running engine.
n)
o)
p)
Effective 04-Dec-12
f)
q)
FLT.OMA
CHAPTER 09
During the entire refuelling procedure, the engineering staff will monitor
the operation:
i)
r)
After all the ground activities are completed and doors are closed, Flight
Crew will take positive clearance from the Engineer before starting No. 2
engine.
s)
PUSH
Note: The T.O MEMO does not appear automatically since one engine is kept running.
9.11
SAFETY ON RAMP
9.11.1
Effective 04-Dec-12
Position the fuel truck under the extremity of the right wing. Its
pressure should not exceed 30 psi.
ii) Monitor the fuel truck shut off valve
iii) Ensure that the fuelling company is keeping permanent control of the
emergency fuel shut off device.
iv) Have a qualified ground crew member at the fuelling station to
operate the refuel valve switches.
v) Monitor the refuelling closely and be prepared to close the refuel
valves in order not to exceed the fuel quantities given in FCOM
PER-LOD-FUL
vi) Departure Engineer will be responsible to maintain overall
supervision on the refuelling and airplane servicing activities.
FLT.OMA
CHAPTER 09
The path for embarking or disembarking passengers should avoid blast and
suction areas. These danger areas are defined in FCOM PRO-NOR-SOP-08
9.11.1.1
These Safety jackets are available in the cockpit, in coat hanger area. In
case a Safety Jacket is not available, one can be requested from the
ground staff
9.11.2
Fire Prevention
9.11.2.1
9.11.2.2
Effective 04-Dec-12
All crew members are required to wear Ramp safety Jacket while on the
tarmac, including during aircraft walk around. Airport Operators have
advised that crew found on the Tarmac (including Walk around) without a
Ramp Safety Jacket may be fined and/or have their AEPs confiscated. In
such a case, flight delays and being not available to fly will be attributed
to the pilot. The captain is responsible for his Crews compliance.
FLT.OMA
CHAPTER 09
Let the brakes cool by itself for at least one hour and use the cooling
fans (if installed).
Must not use these if you can see flames or burning ambers.
In the event of fire, immediately stop the fire. Do not wait until the
tyres are deflated. Come near the wheel only from the front or from
the rear.
Note: It is not recommended to use multi-purpose powders as they may form into solid
or enamelled deposit. These agents stop the fire but they decrease the heat dissipation
speed. This can cause permanent structural damages at the brake, the wheel or wheel
axle.
9.11.2.3
A-9-29
Effective 04-Dec-12
FLT.OMA
CHAPTER 09
9.11.2.5
Engine tailpipe fire being an internal engine fire, does not require discharge of
the engine fire-extinguishing agent. The agent has an effect on the nacelle fire
only.
The appropriate flight crew procedure is given in FCOM PRO ABN - Abnormal
procedures. Engine motoring by the flight crew is the normal and most
effective action.
External fire agents can cause severe corrosive damage and therefore should
only be considered if fire persists after flight crew procedure application or if
no bleed air source is available to motor the engine.
In such a case, Halon or CO2 should be sprayed in engine exhaust nozzle.
A-9-30
Effective 04-Dec-12
In case cargo compartment smoke warning occurs with cargo door closed,
the ground crew should be informed not to open the door of the affected
cargo compartment unless passengers have disembarked and fire fighting
services are present.
9.12
FLT.OMA
CHAPTER 09
Prior to taxi ATC clearance has to be obtained and also clearance from
ground. Minimum power is to be used to avoid jet blast damage.
On arrival, marshalling signals / automatic parking directions are to be
followed. After the aircraft comes to a halt, the Engines to be shut, parking
brake set ON, anti collision to be placed off.
Parking brakes to be set OFF only after one main door is opened and chocks
are in position. In case parking brake is required ON for any reason then it
must be cycled OFF and ON.
Seat belt sign are to be switched OFF once Doors are disarmed as confirmed
on ECAM Door/Oxy Page.
Captain will then call for the shut down check list and on its completion he will
position himself at the forward entry door to thank and bid our customers
good bye.
9.12.1
Servicing Of Airplanes
ii)
Maintenance Manual
9.12.2
ii)
Crew Manifest
A-9-31
Effective 04-Dec-12
Prior to engine start all airplane doors must be closed and slides armed
normally, 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 have given
clearance FCOM stipulated engine start procedures are to be followed. In
case of Push back stipulated procedures are to be followed.
FLT.OMA
CHAPTER 09
The airline policy does not permit multiple occupancy of airplane seat except
in the case of infants in arms.
9.13
9.13.1
Such persons could include those who are obviously under the influence of
alcohol or drugs. However this does not apply to persons under the influence
of drugs who are subject to such condition following emergency medical
treatment after commencement of the flight or to persons under medical care
and accompanied by personnel trained for that purpose.
Whenever it becomes necessary to remove a passenger from an aircraft, the
flight crew shall inform the local company representative who, in turn, shall
take the necessary actions, considering assistance of local law enforcement
officers.
Passenger who has been refused embarkation or disembarked are left with
the airport authorities.
A-9-32
Effective 04-Dec-12
9.12.3
FLT.OMA
CHAPTER 09
9.13.2
A-9-33
Effective 04-Dec-12
In order to assist the Commander in the proper exercise of his authority, all
company personnel engaged in passenger handling and loading, including
other crew members, handling agents and check-in personnel, should alert
the Commander if at any time they consider that the condition of a particular
passenger could jeopardise the safety of a flight.
FLT.OMA
CHAPTER 09
The lead CA will fill the FSF 014 form in duplicate. The commander and the
lead cabin attendant will sign and the original copy will be handed over to the
passenger. Before handing over, the lead must readout contents of the form
to the passenger.
In instances of physically abusive behaviour by any passenger, there will be
no requirement to follow the sequence. The crew depending on the severity
and the situation should intimate the cockpit; consider restraining the
passenger (as a last resort only); fill up form FSF 014 and handover the
passenger to the security on arrival. An Inflight Witness Form and FSF-014
are available and kept with the on board documents in the coat hanger
storage area of the cockpit. Chapter 36, Para 36.12 is also relevant.
9.13.3
Effective 04-Dec-12
However, if the passenger continues with his disruptive behaviour, and does
not comply with the instructions given by cabin crew even after the warning,
then the lead must fill FSF - 014 and handover the passenger to security on
arrival. The commander must be kept informed at all times.
FLT.OMA
CHAPTER 09
Take witnesses and gather enough evidence (if any article was thrown etc.),
as it is a common attention gaining tactics. Hand over the passenger to the
IndiGo Security on arrival.
FLIGHT DIVERSIONS
General Policy
Alternate airports to be used for diversions due to weather, technical or
commercial reasons, are specified in the Operational Flight Plan. Under
normal circumstances company has designated alternates for each airport
which are chosen based on availability of IndiGo airports services or signing
of agreements with other airlines / aircraft handlers. Flight dispatch does not
designate an airport as alternate unless it is confirmed that in case of
diversion, adequate support services shall be made available.
Over-riding considerations of weather prevalent in the area may require the
Commander to choose another suitable aerodrome. Considerations of fuel on
board, weather parameters, its availability etc. will have to be weighed. The
Commander may divert to any suitable aerodrome if in his opinion it is
prudent to do so.
9.14.1
Diversion Procedure
Diversions may be effected from any point in-flight whenever the Pilot-inCommand assesses the probability of not being able to land at his
destination. In case of a diversion the Commander will endeavour to inform
the station of his intended landing about his future action and his
requirements directly or through OCC / flight dispatch.
9.14.2
As soon as possible after landing, crew will contact OCC using available
means of communication. OCC will be responsible for mobilising all support
services including engineering, airport services and passenger facilitation
A-9-35
Effective 04-Dec-12
Note: (1) All cabin attendants have been trained according to Inflight circular No: IGA-IFSTRG-156 which covers the use of Restraining device called Tuff Tie and an unrestraining device called Tuff Cut available on board all aircraft.
FLT.OMA
CHAPTER 09
Overflying Of Stations
Airport Services will deal with the passengers who have been over carried
due to any reasons whatsoever. When the Commander of a flight is aware
that he will not be able to land at the next station he should advise the
passengers destined for that station, of the fact and may offload them at the
originating/last station in consultation with OCC in case of an inordinate delay
to a flight.
A-9-36
Effective 04-Dec-12
Crew will be responsible for the safety of the airplane till the station
qualified maintenance and ground staff arrives to perform their designated
function.
FLT.OMA
CHAPTER 09
9.15
9.15.1
On Board
All action must be taken in case of serious illness, injury or death in flight, to
avoid contagion for the other persons on board.
The ill person should be isolated for his and others passengers comfort and
safety.
When a passenger falls ill suddenly, the cabin attendant will give first aid and
assistance and will look out for any doctor amongst the passengers on board.
Depending upon the criticality of situation Commander may decide to return to
departure airport, divert to an en-route airport or continue to the planned
destination. The commander will send a message to OCC regarding the
conditions on-board and intended course of action.
On receipt of such a message, OCC will advise the concerned Airport
Manager who will make available the services of a doctor, nurse and
ambulance, as necessary before the flight lands at that place.
Whenever a passenger(s) sustains injuries in flight or any other incidents on
board the flights by which the passenger could claim compensation from the
company, it is necessary for stations to ensure that such cases are promptly
reported to OCC.
9.15.3
On Ground
Effective 04-Dec-12
Any action must be taken in case of serious illness, injury or death in flight, to
avoid infection to other persons on board. The ill person should be isolated for
the comfort and the safety of the ill person and of the others passengers. As
long as the ill person is on board, first aid must be given by cabin attendants
or competent passengers. The Cabin attendants will keep the Flight crew
informed of any medical emergency in the cabin.
FLT.OMA
CHAPTER 09
9.16
Effective 04-Dec-12
FLT.OMA
CHAPTER 09
A-9-39
Effective 04-Dec-12
FLT.OMA
CHAPTER 09
A-9-40
Effective 04-Dec-12
FLT.OMA
CHAPTER 10
TABLE OF CONTENTS
PROCEDURES
FOR
PILOT-IN-COMMAND
OBSERVING AN
ACCIDENT ............................................................................................... 3
10.1
10.2
10.3
COMMUNICATIONS ................................................................................4
10.4
10.5
10.4.1
10.4.2
A-10-1
Effective
17-Aug-11
10.
FLT.OMA
CHAPTER 10
A-10-2
Effective
17-Aug-11
FLT.OMA
CHAPTER 10
10.
PROCEDURES
ACCIDENT
FOR
PILOT-IN-COMMAND
10.1
OBSERVING
AN
i)
keep the craft in distress in sight until compelled to leave the scene or
advised by the rescue coordination centre that it is no longer necessary;
ii)
iv)
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 reaches the
scene of the accident. If, in the meantime, such aircraft is unable to establish
communication with the appropriate rescue coordination centre or air traffic
services unit, it shall, by mutual agreement, hand over to an aircraft capable
of establishing and maintaining such communications until the arrival of the
first search and rescue aircraft.
A-10-3
Effective
17-Aug-11
10.2
FLT.OMA
CHAPTER 10
ii)
Effective
17-Aug-11
i)
FLT.OMA
CHAPTER 10
The signals given below shall, when used, have the meaning indicated
therein. They shall be used only for the purpose indicated and no other
signals likely to be confused with them shall be used.
10.4.1
b)
Crossing the projected course of the surface craft close ahead at low
altitude and;
i)
ii)
c)
crossing the wake of the surface craft close astern at a low altitude and;
i)
ii)
iii)
Note : The following replies may be made by surface craft to the signal in 10.4.2 ;
b)
the hoisting of the code pennant (vertical red and white stripes)
close up (meaning understood)
ii)
iii)
Effective
17-Aug-11
Upon observing any of the signals given below aircraft shall take such actions
as may be required by the interpretation of the signal given therein.
c)
FLT.OMA
CHAPTER 10
ii)
10.4.2.1
10.4.2.2
No.
1
2
3
Message
Require Assistance
No or Negative
Yes or Affirmative
V
X
N
Y
Code Symbol
LLL
Operation completed
We have found all personnel
Code Symbol
L L
++
XX
NN
Effective
17-Aug-11
10.4.2
FLT.OMA
CHAPTER 10
Symbols shall be at least 2.5 meters (8 ft) long and shall be made as
conspicuous as possible.
Note:
1.
2. Attention to the above signals may be attracted by other means such as radio,
flares, smoke, reflected light, etc.
10.4.2.3
The following signals by aircraft mean that the ground signals have been
understood:
i)
ii)
Lack of the above signal indicates that the ground signal is not understood
10.5
A-10-7
Effective
17-Aug-11
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, etc.
FLT.OMA
CHAPTER 10
A-10-8
Effective
17-Aug-11
FLT.OMA
CHAPTER 11
TABLE OF CONTENTS
FLIGHT CREW FOR EACH TYPE OF OPERATION AND SUCCESSION
OF COMMAND.........................................................................................3
11.1
11.2
11.1.1
11.1.2
11.1.3
11.1.4
11.1.5
Supernumeraries ........................................................................6
11.3
11.4
11.5
11.4.1
11.4.2
11.4.3
11.4.4
11.5.2
11.5.3
A-11-1
Effective 09-Jul-14
11.
FLT.OMA
CHAPTER 11
A-11-2
Effective 09-Jul-14
FLT.OMA
CHAPTER 11
11.1
CREW COMPOSITION
TYPE
OF
OPERATION
AND
Co-Pilot
One
One
Four
Effective 09-Jul-14
11.
11.1.2
FLT.OMA
CHAPTER 11
The company defines the minimum cockpit experience for the crew as under.
Crew scheduling is responsible to ensure:
The operating crew shall have minimum 500 hrs total cockpit experience on
type wherein PIC hours are considered from release on type and Co-pilot
hours are considered after endorsement on type.
International
The operating crew shall have following experience before being planned for
international flights;
11.1.3
Captain
Co-Pilots
Scheduling requirement.
b)
11.1.4
Flight with 3/4 sectors: First two sectors by Senior Captain and the
rest by the other Captain.
Flight with 2 sectors: First sector by senior Captain and the second
A-11-4
Effective 09-Jul-14
Domestic
FLT.OMA
CHAPTER 11
11.1.5
11.2
SUCCESSION IN COMMAND
The following shall be the immediate succession in command in the
event of incapacitation/death of the Commander until instructions are
received from Vice President/Director (Flight Operations):
i)
Co-pilot
ii)
ACM/Company Pilot
Effective 09-Jul-14
11.2.1
FLT.OMA
CHAPTER 11
Supernumeraries
Note: A person in addition to the flight crew that is not a cabin crew member or
passenger, but is on board a cargo or passenger aircraft during commercial or
non-commercial operations, and is not classified as a passenger.
11.3
The airline policy does not permit operation on more than one type for
flight crew. A 320 will be considered as one airplane type.
b)
QUALIFICATION REQUIREMENT
Licences / Qualification / Competency
Details of the required licences, rating(s), qualification/competency,
experience, training, checking and recency for operations personnel to
conduct their duties are provided in part D Training Manual.
Recurrent training and checking
The company will ensure that each crewmember undergoes recurrent
training and checking as required by DGCA.
Conversion course
A crewmember is required to complete an operator's conversion course
before commencing unsupervised flying on commercial flights when:
Effective 09-Jul-14
FLT.OMA
CHAPTER 11
The amount of the training required for the conversion course can vary,
taking into account the crew member's previous training and experience.
11.4.1
Flight Crew
11.4.1.1
Licences
All flight crewmembers shall hold an applicable and valid licence
acceptable to the DGCA and shall be suitably qualified and competent to
conduct the duties assigned to them.
The holder of licence or rating shall not exercise privileges other than
those granted by that licence or rating.
A licence holder shall not exercise the privileges granted by any licence
or rating unless the holder maintains competency by meeting the relevant
requirements.
The validity of the licence is determined by the validity of the ratings
therein and the medical certificate. All Medical limitations/restrictions
imposed on the class 1 License medical are required to be complied with
while exercising privileges of the license.
Pilots are required to have, on board the aircraft, the applicable licences
as detailed below.
a)
Commanders
A-11-7
Effective 09-Jul-14
b)
FLT.OMA
CHAPTER 11
11.4.1.3
A-11-8
Effective 09-Jul-14
11.4.1.2
11.4.1.4
FLT.OMA
CHAPTER 11
Line Checks
Each flight crewmember will undergo line checks as stipulated in
Company Operations Manual Part D
Recent Requirement
b) Relief Pilot :
Qualification: Captain or co-pilot depending on the relief duty.
Recent experience:
The experience shall be same as required for Pilot-in-command or copilot depending on the relief duty.
d)
A-11-9
Effective 09-Jul-14
11.4.1.5
e)
FLT.OMA
CHAPTER 11
ii) ETOPS
:
Refer Company Operations Manual Part D
iii) TCAS/GPWS :
The TCAS/GPWS course is an academic knowledge and is fully
integrated in the type rating course. Refer Company Operations
Manual Part D
iv) RVSM
The RVSM is an academic knowledge and is fully integrated in
the type rating course. Refer Company Operations Manual Part D
v) RNAV/RNP
All flight crew members are required to undergo RNAV/RNP
training before undertaking such operations. Refer Company
Operations Manual Part D
vi) Dangerous Goods Training
All flight crew members are required to undergo Dangerous
Goods Training as per DGCA requirements. Refer Company
Operations Manual Part D
A-11-10
Effective 09-Jul-14
FLT.OMA
CHAPTER 11
ii)
FRTO Licence
Effective 09-Jul-14
FLT.OMA
CHAPTER 11
Any crew found not in possession of the above can be deemed by the
flight inspector to be acting in violation of Rule 7 of Indian Aircraft Rules,
1937. All crewmembers are responsible for the renewal of their licences/
ratings/approvals.
11.4.1.7
Passport/OCI/PIO cards,
AEP
Additional to above document Expat Crew shall carry;
Work Permit
Business Visa
FATA
If a designated crew member reports for duty without documents mentioned above
and as a consequence there is any flight delay then he will be considered Not
Available to Fly.
11.4.2
Cabin Attendants
11.4.2.1
Qualification Requirements
i)
Minimum requirements
A cabin attendant shall meet the following requirements:
Effective 09-Jul-14
FLT.OMA
CHAPTER 11
ii)
initial training
familiarisation flights
11.4.2.2
General philosophy
Effective 09-Jul-14
FLT.OMA
CHAPTER 11
Emergency procedures
11.4.2.3
Security Training
11.4.2.4
security procedures
Effective 09-Jul-14
FLT.OMA
CHAPTER 11
11.4.2.5
11.4.2.6
Any cabin attendant who has been absent from all flying duties for more
than 6 months shall complete refresher training as specified in the Safety
& Emergency Procedures Manual.
A-11-15
Effective 09-Jul-14
FLT.OMA
CHAPTER 11
11.4.4
the operation and actual opening of all normal and emergency exits
for passenger evacuation in an airplane or representative training
device
ii)
11.5
11.5.1
11.5.1.1
International Regulations
-Intentionally Left Blank-
11.5.1.2
Quarantine Regulations
When a passenger on board shows symptoms which might indicate the
presence of a major disease, the Commander of an arriving flight must
ensure that the airport medical or health authority have been informed. It
is the responsibility of the airport medical or health authority to decide
whether isolation of the aircraft, crew and passengers is necessary. On
arrival of the aircraft, nobody shall be permitted to board the aircraft or
A-11-16
Effective 09-Jul-14
11.4.3
FLT.OMA
CHAPTER 11
a)
Alcohol
Under no circumstances may any crew member consume alcohol in
any form 12 hours prior to a flight duty or have detectable alcohol in
his blood before commencing flight duty and until the end of the flight
duty. Furthermore alcohol of any type may not be consumed while in
uniform in public places.
b)
Tobacco
Many crew members smoke and some are heavy smokers. Through
the action of nicotine, which is a vasoconstrictor, smoking is believed
to be a contributing factor to elevated blood pressure in hyper
reactive cases. There is a greater affinity between carbon monoxide
(CO) and haemoglobin than between oxygen and haemoglobin.
Therefore, cigarette smoking, particularly
on the flight deck, can cause a relative hypoxemia. It has been
proven that carbon monoxide in the blood can lower altitude
tolerance by as much as 5000 ft, and because of its affinity to
haemoglobin, it is eliminated very slowly.
Consequently, if it is not possible to persuade crew members to stop
smoking definitely, it would be desirable that they refrain from
smoking when on duty and for at least eight hours preceding the
flight.
Company Policy
Smoking on any IndiGo aircraft, including the cockpit, is prohibited.
c)
Narcotics
The consumption of narcotics is not allowed for crewmembers
unless approved by the medical department.
A-11-17
Effective 09-Jul-14
FLT.OMA
CHAPTER 11
d)
Drugs;
Antihistamines
Usually antihistamines produce side effects such as sedation, fatigue
and dryness of the mouth. Quite commonly 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. Certain antihistamines are considered safe. Check
with the medical advisor.
Effective 09-Jul-14
FLT.OMA
CHAPTER 11
Antibiotics
Anti-malarial
Most anti-malarial preparations used for prevention and taken in
recommended dosage are considered safe for flight duties.
Anti-diarrhoea
As a lot of medications used in treating symptoms of gastritis and
enteritis (diarrhoea) 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-hypertensives (Drugs for treating blood pressure)
Certain therapeutic agents are compatible with flying 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 of flight duties.
A-11-19
Effective 09-Jul-14
The underlying condition for which antibiotics are being taken may
prevent a pilot from flying. However, most antibiotics are compatible
with flying. Obviously, where any hypersensitivity is feared, the
suspect antibiotic must not be used. A pilot should have previous
experience of the antibiotic prescribed, or, alternatively, have a trial
of it for at least twenty four hours on the ground before using it
during flight duties.
FLT.OMA
CHAPTER 11
Alcohol
Alcohol, combined with most of the types of medication is a most
undesirable and dangerous combination.
Immunisation
Medical advice is to be sought concerning the period to be observed
before returning to flying duties following immunisation
All crewmembers are responsible for the validity of their vaccination
certificates. All data concerning the period of validity of a vaccination
are given in the respective document. All crewmembers shall present
their vaccination certificates to the appropriate authorities when
required to do so.
11.5.1.4
Deep Diving
Flying in pressurised airplane after deep diving can result in the bends
(decompression sickness). A crewmember should not practice deep
diving to depth 10 metres or more within 48 hours before a flight
assignment. No flight assignment should be undertaken within 24 hours
of diving to a depth less than 10 meters.
11.5.1.5
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.
11.5.1.6
A-11-20
Effective 09-Jul-14
e)
FLT.OMA
CHAPTER 11
Vision Correction
11.5.1.8
Humidity
The relative humidity of cabin air is much lower in flight than that to which
we are accustomed.
Coffee and especially black coffee, being a diuretic (kidney stimulant) can
exacerbate / aggravate the effects of reduced humidity. Symptoms
A-11-21
Effective 09-Jul-14
All flight crew members who are required by the licensing authorities to
wear corrective lenses in order to satisfy visual requirements laid down
for granting of licences, are required to carry a spare pair of spectacles
with them on all occasions whilst exercising the privileges of their
licences.
FLT.OMA
CHAPTER 11
resulting from low humidity are dryness of the nose, mouth and throat
and general tiredness.
11.5.1.9
Diurnal Rhythm
when away from home adhere as much as possible to home time for
sleeping, eating and bowel function
A-11-22
Effective 09-Jul-14
FLT.OMA
CHAPTER 11
11.5.2.1
Medical tests
Medical Boards generally require certain medical tests that pilots should
undergo before a medical renewal.
These tests include:
a)
b)
Urine - RE / ME
c)
ECG
d)
A-11-23
Effective 09-Jul-14
FLT.OMA
CHAPTER 11
PRE-FLIGHT MEDICAL
(CAR Section 5 Air Safety Series F Part III, Issue II)
This Civil Aviation Requirement lays down the procedure to be followed for the
breathalyser examination of the crew members for consumption of alcohol and
actions to be taken by the operators. It also dwells on the procedure for medical to
be followed by the authorities concerned in the event of an accident.
11.5.3.1
APPLICABILITY
It is applicable to:
a)
b)
Indian Non-scheduled/private
institutes, etc.
c)
A-11-24
category
operators/
flying
training
Effective 09-Jul-14
iii)
For Crew who are over-weight based on BMI 30-34.9 or
WHR > 0.9 for men and 0.85 for women by more than 30%
11.5.3.2
FLT.OMA
CHAPTER 11
REGULATION
(Rule 24 of The Airplane Rules 1937)
i)
ii)
iii) The holders of licences / authorization / approval shall not exercise the
privileges of their licences / authorization / approval 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
licences and ratings.
iv) The holders of licences shall not engage in problematic use of
substances.
A-11-25
Effective 09-Jul-14
11.5.3.3
FLT.OMA
CHAPTER 11
DEFINITIONS
A person assigned by an operator to
duty on an aircraft during a flight duty
period.
Maintenance Personnel
11.5.3.4
GENERAL
The level of blood alcohol compatible with safe flying is Zero, which is also
recommended by ICAO. It is important to intensify the awareness for crew
members regarding the inherent dangers of flying after consumption of alcohol.
A-11-26
Effective 09-Jul-14
Crew Member
FLT.OMA
CHAPTER 11
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 produce ill effects up to 36 hours depending
upon the amount of alcohol consumed. Even 12 hours after
a
bout of drink, when blood alcohol level indicates 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 beyond the hangover period.
Alcohol also interferes with the enzymatic cellular process or oxidation,
causes hypoxia and reduces individual 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 will not be fully capable of dealing with the situation.
11.5.3.5
OF
AIRCRAFT
The Company /crew member /maintenance personnel shall ensure that there is
no contravention of Rule 24 of the Aircraft Rules, 1937 by conduct of
breathalyzer examination before operation of flights in India as well as outside
India.
Every flight crew and cabin crew shall be subjected to Pre / Post flight
breathalyzer examination for all scheduled flights as follows:
a)
- Pre-flight.
b)
- post-flight on arrival in
India.
Effective 09-Jul-14
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 single 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.
FLT.OMA
CHAPTER 11
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.
EQUIPMENT USAGE
Effective 09-Jul-14
FLT.OMA
CHAPTER 11
11.5.3.7
PROCEDURE
FOR
PRE-FLIGHT
BREATHALYZER EXAMINATION
AND
POST-FLIGHT
b)
c)
d)
e)
Effective 09-Jul-14
records only.
Pre-flight, doctors shall be provided crew roster and any changes thereof. The
details of additional personnel such as Observers and AME travelling in the
cockpit shall also be sent to the doctor on duty at the respective stations. The
doctor on duty is to confirm that all personnel so approved have completed the
pre-flight medical test. The personnel approved to travel at the last minute shall
inform the doctor of their inclusion to travel in the cockpit and captain shall
confirm whether the individual has completed the PFMC or not.
In case, a crew member does not report for pre-flight medical until 30 min prior
to estimated time of departure of flight, doctors must immediately inform OCC for
follow up action.
FLT.OMA
CHAPTER 11
g)
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 Para below (action on positive test).
h)
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).
11.5.3.8
b)
Effective 09-Jul-14
f)
FLT.OMA
CHAPTER 11
d)
e)
f)
All such violations shall be endorsed on the individuals license by DGCA. It shall
be the responsibility of Chief of Flight Safety/Accountable Manager to submit the
license/ authorisation to DGCA for necessary endorsement.
11.5.3.9
Any crew member who tests positive for alcohol consumption in a postflight breathalyzer examination shall have contravened Rule 24 of the
Aircraft Rules 1937. The details such 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 CAR on the
subject and the involved crew member shall surrender the licenses
forthwith.
b)
Effective 09-Jul-14
c)
FLT.OMA
CHAPTER 11
d)
A-11-32
Effective 09-Jul-14
c)
FLT.OMA
CHAPTER 11
11.5.3.12 AWARENESS
A-11-33
Effective 09-Jul-14
FLT.OMA
CHAPTER 11
A-11-34
Effective 09-Jul-14
FLT.OMA
CHAPTER 12
TABLE OF CONTENTS
COMPUTATION OF QUANTITIES OF FUEL AND OIL TO BE CARRIED
..................................................................................................................3
12.1
12.2
12.3
12.3.2
12.3.3
12.3.4
12.3.5
12.4
12.5
12.6
12.5.1
12.5.2
12.7
12.8
12.9
12.10
12.11
BLOCK FUEL......................................................................................... 12
12.12
12.13
FUEL ADVISORY................................................................................... 13
A-12-1
Effective
09-Jul-14
12.
FLT.OMA
CHAPTER 12
12.14
12.15
A-12-2
Effective
09-Jul-14
FLT.OMA
CHAPTER 12
12.
12.1
AIRPLANE FUEL
Howsoever skilful a pilot may be, there will always be a finite amount of
fuel in his aircrafts tank. It is fuel that sustains a flight. Using it well
instead of just using it, is where the pilots 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 forms a major percentage of the aircrafts direct operating cost and
should be managed efficiently consistent with safety of operations and
economy. The Fuel Policy of the Company is for strict compliance.
Engineering Department will be responsible to ensure that the correct
quantity as per fuel chit given by pilot / airport services and the type of
fuel and oil is on board the airplane before any flight. The quantity of the
fuel required will be intimated to the Engineering Department by Flight
Operations and or the commander during transit halts.
It will be the responsibility of the Commander to ensure that there is
sufficient fuel and oil on board as per the company 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.
12.2
Effective
09-Jul-14
FLT.OMA
CHAPTER 12
12.3
COMPUTATION
AIRCRAFT
OF
MINIMUM
FUEL
TO
BE
CARRIED
BY
Fuel computation for each flight in accordance with the Airline Policy,
(which is with aircraft specific data provided by the manufacturer and
operating conditions for the planned operation) will be worked out by
Flight Dispatch. Block fuel required for each flight is pre-computed and is
indicated in the navigation flight plan. This pre-computed fuel shall be
cross checked by the Flight Dispatcher and the Commander for
accuracy.
12.3.1
12.3.2
A-12-4
Effective
09-Jul-14
12.3.3
FLT.OMA
CHAPTER 12
12.3.4
12.3.4.1
Either
a)
ii)
Or
A-12-5
Effective
09-Jul-14
a)
b)
FLT.OMA
CHAPTER 12
Contingency Fuel
In computing the fuel and oil required in 12.3.2 at least the following shall
be considered:
a)
b)
c)
Effective
09-Jul-14
12.3.4.2
FLT.OMA
CHAPTER 12
e)
any other conditions that may delay the landing of the airplane or
increase fuel and/or oil consumption.
12.4
12.5
COST INDEX
As the cost of fuel is continuously changing, it is imperative that we
operate our aircraft economically, efficiently while being safe at all times.
In this regard flight crew have the prime responsibility of controlling the
operating cost. There is no guess work required since the Flight
Management System is able to compute the most economic flight profiles
to be flown, depending on the COST INDEX inserted in the FMS.
Cost Index is a function of aircraft weight, trip distance, flight level, hourly
operating costs, fuel costs etc. In order to achieve the most economical
operation each flight will have a unique dynamic Cost Index instead of an
average, rule-of thumb based Cost Index.
The flight planning software used by the airline computes optimum cost
A-12-7
Effective
09-Jul-14
d)
FLT.OMA
CHAPTER 12
index for each flight. The Cost Index for each flight is printed on the first
page of each flight plan.
In case of a diversion, alternate sector will be flown at system default
Cost Index 0.
Company Policy Cost Index
The Cost index indicated on the flight plan will only be used for the flight.
Crew will enter the Cost Index in the FMS as indicated on the flight plan.
Pilots are authorised to comply with ATC instructions to fly a particular
Mach/speed to manage traffic flow & maintain separation; or to fly the
recommended Turbulence Speeds when required.
250 Kts IAS shall be maintained below FL100; unless a higher flight level
for reduction to 250 Kts IAS is notified by ATC. Cost Index Computed
Econ climb, cruise and descent speeds will be maintained above FL100.
For flights cruising above FL300, the performance descent page will be
modified to M.76/300Kts so as to avoid MMO/VMO exceedence.
ATC mandated speeds are to be maintained in terminal areas.
12.5.2
12.6
PERF FACTOR
With ageing, all aircraft demonstrate deterioration in Specific Range, due
to an increase in the airplane drag and the deterioration of the engine
performance. A variance analysis of the engine parameters under
prevailing stable cruise conditions vis-a-vis the manufacturer defined
values of these parameters is considered to be a good indicator of the
extent of deterioration. The result of this analysis is an adjustment factor
that needs to be applied to all fuel burn calculations for a specific aircraft
and is called PERF FACTOR
Flight Planning software also make use of PERF FACTOR to compute
the fuel burn and fuel requirements for the flight plan. PERF FACTOR is
also required to be entered into the FMS to enable it to make correct fuel
A-12-8
Effective
09-Jul-14
12.5.1
FLT.OMA
CHAPTER 12
Prior to a flight, the value of PERF FACTOR entered in the FMS needs to
be verified with the value given on the flight plan and, if required,
modified accordingly.
12.7
EXTRA FUEL
Ideally, and as per regulations, barring any significant unforeseen
situations but including minor deviations or contingencies, a flight should
not land at destination with fuel below Min Destination FOB; Alternate +
Final Fuel.
Fuel policy at Indigo aims to provide sufficient EXTRA FUEL to cater for
anticipated delays beyond minor contingencies. The amount of EXTRA
FUEL for each flight is arrived at after extensive analysis to include all
probable delay factors (such as extended taxi times, airport capacity
constraints, holding over destination due congestion and/or weather,
standard instrument departure and arrival procedures, and other realtime factors prevailing for a particular flight).
Extra fuel may be different for various flights operating on same city-pair
considering the time of the day at which the flight is being operated. The
company recommended Extra Fuel is updated regularly and is an
important controlling parameter in the flight planning software.
12.8
Effective
09-Jul-14
FLT.OMA
CHAPTER 12
12.9
Trip Fuel - Includes fuel for take-off, climb & cruise at cost index,
descent to 1500 ft above destination and fuel for Standard
Instrument Approach & Landing at Destination.
c)
d)
e)
Extra Fuel:
Extra Fuel - to cater for longest Departure Procedure (DP) / Standard
Terminal Arrival Route (STAR) and average holding / additional taxi /
ATC delay time for each flight. Flights with no alternate available
Note:
1)
2)
A-12-10
Effective
09-Jul-14
board to complete the planned flight safely. The PIC should have
sufficient reasons to justify this additional uplift. Crew is expected to
mention adequate reasons on the fuel chit for the additional fuel uplift.
Similarly, it is not recommended to reduce the amount of extra fuel
provided in the flight plan as it can decrease the holding capability over
destination and increase the chances of diversion. The Captain has the
final authority for fuel uplift.
FLT.OMA
CHAPTER 12
amount of fuel is not less than the fuel required to fly to the
aerodrome to which the flight is originally planned.
3)
Minimum Fuel:
a)
b)
Trip Fuel - to include the fuel for take-off, climb & cruise at cost index,
descent to 1500 ft above destination and fuel for Standard Instrument
Approach & Landing at Destination.
c)
Route Reserve (RTE RSV) /Contingency fuel - 5% of the trip fuel or 200
Kg minimum.
d)
e)
Extra Fuel:
Extra Fuel - to cater for longest Departure Procedure (DP) / Standard Terminal
Arrival Route (STAR) and average holding / additional taxi / ATC delay time for
each flight.
12.10
FUEL TANKERING
Effective
09-Jul-14
12.9.1
FLT.OMA
CHAPTER 12
Note:
Commercial payload is not to be off loaded to accommodate tankered
fuel.
2)
In order to ensure that a normal flight does not touch down above the
Max landing weight, the take-off weight should not exceed Max landing
weight + CFP Trip fuel.
12.11
BLOCK FUEL
Block Fuel (Total fuel rounded off to next hundred) will be the amount of fuel at
chocks off. Normally it will be Minimum Fuel + Extra fuel, however for a Tankering
sector it shall be Minimum Fuel + Extra Fuel + Tankering fuel.
Example:
Minimum Fuel: 8700 kg. Extra Fuel: 700 kg. Tankering Fuel: 1800 kg.
The Block Fuel will be:
Normal Sector: 8700 + 700 = 9400 kg.
Tankering Sector: 8700 + 700 + 1800 = 11200 kg
a)
b)
c)
d)
e)
f)
g)
A-12-12
Effective
09-Jul-14
1)
12.12
FLT.OMA
CHAPTER 12
d)
e)
12.13
FUEL ADVISORY
The fuel advisories are based on the following assumptions
a)
b)
The quantum of additional fuel should be such that the landing fuel at
destination is not more than the minimum fuel required for the next
sector.
12.14
FUEL MONITORING
Fuel forms a major percentage of the aircrafts direct operating cost.
Fuel consumption should be managed efficiently, consistent with safety
of operations and economy. Flight crew has the prime responsibility of
controlling the operating cost.
Company Fuel Policy is laid down in Chapter 12 of this Manual. This
meets the regulatory requirement vide CAR Section 8, Series O Part II.
Cost Index: Objective of the company fuel policy is to optimise fuel
consumption. As fuel cost constitutes over 50%of operational cost, it is
imperative that we operate our aircraft economically and efficiently,
while being safe at all times. Pilots are provided with a dynamic cost
index for every sector.
Performance Bias Factor This data, for each aircraft, is released every
month and is also updated on the OFP. Crew should match the updated
Performance Bias factor mentioned in the OFP with Performance
Bias factor in the FMS and correct this figure, if required.
A-12-13
Effective
09-Jul-14
a)
b)
c)
FLT.OMA
CHAPTER 12
Tankering Fuel Depending on the fuel cost differential and other factors, the
company will designate the amount of fuel that can be tankered on a particular
sector. This is based on Landing Weight limitations or the fuel requirement for the
subsequent sector. Remember that there is a cost involved while tankering fuel.
Monitoring Fuel consumption for every sector is recorded. This is then compared
against the planned figure. The consumption pattern is reviewed, every ten days,
to check for any variations or alarming trend, which may need immediate action.
Based on the above, a trend is drawn for extra fuel requirements for every station.
This would cover arrival/departure delays for different times of the day due
traffic pattern and seasonal delay patterns due to fog, weather, etc which give rise
to IRROPS.
Companys flight plans calculates fuel based from take off to 1500ft. An extra fuel
is added to cater for IAP/SID/STARS
12.15
During the flight, flight crews must monitor flight time and fuel burn for the
purposes of identifying trends and for comparison to the OFP. The pilot will cross
check the fuel remaining and fuel consumed at each check point so as to monitor
fuel consumption and be alerted to any fuel leakage.
The flight crew is to record on the OFP the fuel quantity and time at a regular
interval and / or over waypoints. If the crew finds any discrepancies the fuel and
time data may be reported/ recorded through FMS, ACARS or other automated
methods.
Regulation mandates that Pilot-In-Command should continually ensure that the
amount of usable fuel remaining on board is not less than the fuel required to
proceed to an aerodrome where a safe landing can be made with the planned final
reserve fuel remaining upon Landing. Therefore a diversion should be initiated at a
A-12-14
Effective
09-Jul-14
Fuel conservation and economy with a view to economise on fuel consumption, all
possible fuel conservation measures as specified in chapter 12.12 may be
adopted.
FLT.OMA
CHAPTER 12
time such that minimum of 30 minutes holding fuel at 1500 ft. (450 m) is available
at the alternate.
Each situation mentioned in one of below steps is different and may be resolved at
any stage in the process.
1)
2)
PIC 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 the planned final reserve fuel.
Note 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 the planned
final reserve fuel. This is not an emergency situation but an indication that an
emergency situation is possible should any additional delay occur.
3)
A-12-15
Effective
09-Jul-14
FLT.OMA
CHAPTER 12
A-12-16
Effective
09-Jul-14
FLT.OMA
OXYGEN REQUIREMENTS
CHAPTER 13
TABLE OF CONTENTS
CONDITIONS UNDER WHICH OXYGEN SHALL BE USED AND THE
AMOUNT OF OXYGEN DETERMINED ...................................................3
13.1
13.2
13.3
13.2.1
13.2.2
13.2.3
13.2.4
13.2.5
A-13-1
Effective 04-Dec-12
13.
FLT.OMA
OXYGEN REQUIREMENTS
CHAPTER 13
A-13-2
Effective 04-Dec-12
FLT.OMA
OXYGEN REQUIREMENTS
CHAPTER 13
13.
13.1
Before take off the Commander will ensure that the Oxygen system on board
the airplane is serviceable and that sufficient oxygen is on board for the flight
as outlined in the FCOM. All Flight Crew/Supernumerary Crew shall check
their respective Oxygen masks and ensure that their Oxygen System is
functioning normally.
A briefing on the location and use of the Passenger Emergency Oxygen
System shall be carried out by the Cabin Attendants before take-off, in
exceptional cases or when taxi time is short the demonstration may be carried
out after take off but before the airplane reaches 10000 ft. For flights planned
below 10,000 ft the oxygen demonstration need not be carried out.
In the event of a Cabin decompression when flying at a higher altitude the
airplane will be immediately descended to maintain a Cabin Altitude not
above 10,000 ft unless a higher cabin altitude is stipulated in FCOM or it is
required to fly a higher altitude for safety reasons or maintain the minimum
safe altitude charted for the route. In this case the time spent at these
altitudes of above 10000 ft must meet the passenger oxygen stipulated below.
Approximate altitude in the standard atmosphere corresponding to the value
of absolute pressure used in the text is as follows:
Absolute Pressure
Meters
700 hPa
3000
620 hPa
4000
13000
376hpa
7600
25000
A-13-3
Feet
10000
Effective 04-Dec-12
All flight crew members, when engaged in performing duties essential for the
safe operation of an airplane in flight, shall use breathing oxygen continuously
whenever the circumstances prevail for which its supply has been required.
FLT.OMA
OXYGEN REQUIREMENTS
CHAPTER 13
13.2
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
the crew and passengers for any period that the atmospheric pressure in
compartments occupied by them will be less than 620 hPa.
A-13-4
Effective 04-Dec-12
FLT.OMA
OXYGEN REQUIREMENTS
CHAPTER 13
A-13-5
Effective 04-Dec-12
FLT.OMA
OXYGEN REQUIREMENTS
CHAPTER 13
rate of at least 3 litres per minute (Standard Temperature, Pressure/ & Dry)
for the part of the flight above 8,000 ft following a depressurisation.
This quantity of oxygen must be added to the required oxygen quantity for the
case of emergency descent.
Means may be provided to decrease the flow to not less than 2 litres per
minute (STPD) at any altitude.
13.2.3
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.
A-13-6
Effective 04-Dec-12
13.2.5
FLT.OMA
OXYGEN REQUIREMENTS
CHAPTER 13
Deactivation/Removal
Lavatories
of
the
Oxygen
Generators
in
the
In compliance with the same, IndiGo has removed the oxygen chemical
generators from all the three lavatories in our aircraft.
With immediate effect there shall be no provision of oxygen in the lavatories
and hence the following will be the procedure to be followed in the event of a
decompression.
A-13-7
Effective 04-Dec-12
The DGCA has adopted an advisory issued by the FAA which requires the
oxygen chemical generator in the lavatories rendered non-operational either
by removal or by expending the chemical inside. This was initiated to mitigate
a safety hazard posed by the current oxygen generator.
Decompression
Stage
On reaching Safe
Altitude (10,000 ft)
FLT.OMA
OXYGEN REQUIREMENTS
CHAPTER 13
In case of a Slow
Decompression or
when requested by
the cockpit crew
On reaching Safe
Altitude (10,000 ft)
A-13-8
Effective 04-Dec-12
At the onset of a
RAPID
Decompression
13.3
FLT.OMA
OXYGEN REQUIREMENTS
CHAPTER 13
Altitude (FT.)
Approximate TUC
22 000
5 minutes
25 000
2 minutes
28 000
1 minute
30 000
35 seconds
35 000
20 seconds
40 000
12 seconds
A-13-9
Effective 04-Dec-12
The Time of Useful Consciousness is the time in which, from the occurrence
of the oxygen deficiency, essential safely related tasks can still be performed
effectively. The TUC reduces dramatically with increase in flight altitude. The
average TUC is:
FLT.OMA
OXYGEN REQUIREMENTS
CHAPTER 13
A-13-10
Effective 04-Dec-12
FLT.OMA
CHAPTER 14
TABLE OF CONTENTS
INSTRUCTION FOR MASS AND BALANCE CONTROL .......................3
A)
14.2
14.2.2
14.2.3
14.3
14.4
14.5
A-14-1
Effective
09-Jul-14
14.
FLT.OMA
CHAPTER 14
A-14-2
Effective
09-Jul-14
14.
FLT.OMA
CHAPTER 14
14.1.1
14.1.1.1
Definitions
Effective
09-Jul-14
In accordance with ICAO Annex 5 and the International System of Units (SI),
the actual and limiting masses of airplanes, the payload and its constituent
elements, the fuel load etc, are expressed in units of mass (kg). However, in
most approved flight manuals and other operational documentation, these
quantities are published as weights in accordance with the common
language. In the SI system, a weight is a force rather than a mass. Since the
use of term weight does not cause any problem in the day to day handling of
airplanes, its continued use in operational applications and publications is
acceptable.
FLT.OMA
CHAPTER 14
TOW
LW
ZFW
Taxi Weight
Trip Fuel
Reserve Fuel
Traffic Load
Propulsion
System
Structure
14.1.1.2
For weight and balance instructions and loading of cargo and fuel refer to:
FCOM PER
(PER-LOD-GEN)
The Load & Trim Officer is responsible for the loading and to ensure that the
weight and balance is within the permissible performance limitations. Flight
Dispatch will inform the Ground Ops. the Block Fuel and Trip Fuel. The
commander shall verify the weight and balance and ensure that the airplane
is loaded so as to be in the permissible limits for take-off. Additional
A-14-4
Effective
09-Jul-14
Traffic load: The total weight of the passengers, baggage and cargo,
including non-revenue loads.
FLT.OMA
CHAPTER 14
The following weights stipulated in DGCA Air Safety Circular No. 4 of 1993
will be applied for preparation of load and trim sheet:
-
Crew
- 85 Kg
- 75 Kg
- 35 Kg
- 10 Kg
14.1.1.4
Domestic
International
Infants
7 kg
7 Kg
Adult/Child
20 Kg
For passenger mass standard weights will be used. For calculating baggage
and cargo mass actual weights of baggage and cargo will be used.
14.1.1.5
The standard and principle laid down above will be used for all type of
operations.
14.1.1.6
The load and Trim officer shall recalculate the Load and Trim sheet
considering possible last minute changes (LMCs) paying particular attention
to:
Effective
09-Jul-14
FLT.OMA
CHAPTER 14
14.1.1.7
Last Minute Change means any change concerning Crew Count & Traffic
Load: passengers, baggage, cargo occurring after the issuance of the Load
and Trim sheet. A Last Minute Change is permitted only if the changes of the
load are no greater then 500Kg and is within prescribed limits:
Only one LMC change is permitted. Fresh Load and Trim sheet is required for
second change. In case of any last minute change in fuel will warrant
issuance of a new load and trim sheet. LMCs will be signed by the Load &
Trim Officer and countersigned by the commander to ensure that he has been
made aware of the changes.
14.1.1.8
Effective
09-Jul-14
The fuel index given by the Load and Trim sheet takes into account
the fuel specific gravity and assumes that the fuel is loaded normally
(as mentioned in the AFM) and does not apply in case of unusual
loading.
Check fuel imbalance is within prescribed limits.
FLT.OMA
CHAPTER 14
14.2
COMPANY POLICY
DGCA has approved various formats of Load & Trim sheet depending upon
the applicable process at any airport. These include:
-
14.2.1
14.2.1.1
General
This is the basic format in which the Load and Trim staff are expected to
annotate the DOW, limiting RTOW, number of passengers, their baggage and
cargo distribution to arrive at the ZFW and under load / overload. The
computation of the Centre of Gravity and the THS position are done using a
graph.
14.2.1.2
14.2.2
This format is used whenever automated systems are operational. This format
is based on check-in data from airlines reservation/Check-in system. The
computation of the Centre of Gravity and the THS position are done by using
formulae / algorithms provided by Airbus.
A-14-7
Effective
09-Jul-14
The specific gravity of the fuel and oil is provided by the Oil Vendor prior to
refuelling. However, Standard Specific gravity (0.785kg/lt) is used in the Load
& Trim Sheet for computing weight & Index of fuel and oil. The specific gravity
is indicated in the fuel uplift section of the tech log. The commander will cross
check that the weight of fuel indicated in the cockpit gauges are in conformity
with that indicated in the tech log.
14.2.2.1
FLT.OMA
CHAPTER 14
14.2.3
The computation of the C.G. position and THS setting are done by using
formulae / algorithms provided by Airbus.
Two copies of load and trim sheet will be sent to aircraft printers prior to
departure. Pilot-in-command is to return one signed copy of the load & trim
sheet to airport staff prior to departure. In case, ACARS connectivity is not
available, computerized or manual load and trim sheet, as applicable, will be
provided.
In order to ensure that the receipt of ACARS load & trim is successful, pilot-incommand must ensure that during transit at Delhi, Chennai, Kolkata, Mumbai,
Hyderabad, Trivandrum, Bengaluru, Singapore & Bangkok, VHF3 is kept on
DATA and HF is at override. HF override is selected only when refuelling is
not in progress.
14.2.3.1
14.3
14.4
Effective
09-Jul-14
i)
FLT.OMA
CHAPTER 14
Runways less than 6000 ft long and those having obstacle in take-off path, at
times, can be performance limiting. Patna and Dibrugarh are prime examples.
However, for other airports too, take-off performance can be limiting in high
and hot conditions.
Before each departure, the Captain is responsible for determining the take-off
weight from the lowest of the following 3 weights.
The Most restricting of the above three weights is to be entered into the fuel
chit along with the fuel required for the flight.
Load & Trim staff will provide the ZFW, Trip Fuel and Block Fuel (planned) to
the crew on a fuel chit, as per the Performa given below.
Pilots are also required to confirm Trip Fuel & Block Fuel and mention
reasons if the Block Fuel required is more than what has been provided for by
Flight Dispatch.
14.5
FUEL CHIT
The format for Fuel Chit and filling instructions is given as under:
A-14-9
Effective
09-Jul-14
ii)
iii)
iv)
a)
FLT.OMA
CHAPTER 14
Fuel Chit
FLIGHT NO
DATE
A/C REG
ORIG
DEST
CREW MANIFESTED
(COCKPIT/CABIN) 6
/
7
8
RTOW /FCOM
c)
9a
9b
9c
73500/77000
10
12
EXTRA FUEL 13
REVISED BLOCK FUEL
14
LOWER WEIGHT (a) or (c) to be used in MTOW column of Load & Trim Sheet
LOAD & TRIM OFFICER
CAPTAIN
DATE/TIME
DATE/TIME
AME
DATE/TIME
Note:
i)
ii)
iii)
A-14-10
Effective
09-Jul-14
PAX BOOKED
b)
FLT.OMA
CHAPTER 14
A-14-11
Effective
09-Jul-14
The fuel chit will be prepared by the ground staff and will be counter
signed by the Captain after entering the final fuel figure.
ii) The ground staff will retain one copy and the AME will collect his
copy from the Captain at aircraft, after signing on the Fuel chit.
iii) Third copy will be retained by the crew along with other flight
documents.
FLT.OMA
CHAPTER 14
A-14-12
Effective
09-Jul-14
FLT.OMA
CHAPTER 15
TABLE OF CONTENTS
INSTRUCTIONS FOR CONDUCT AND CONTROL OF GROUND DEICING/ANTI- ICING OPERATIONS..........................................................3
A-15-1
Effective
17-Aug-11
15.
FLT.OMA
CHAPTER 15
A-15-2
Effective
17-Aug-11
15.
FLT.OMA
CHAPTER 15
AMM
A-15-3
Effective
17-Aug-11
Conduct and control of ground de-icing operations are not required at any
aerodrome on the current network of the airline.
FLT.OMA
CHAPTER 15
A-15-4
Effective
17-Aug-11
FLT.OMA
CHAPTER 16
TABLE OF CONTENTS
SPECIFICATIONS OF THE OPERATIONAL FLIGHT PLAN ..................3
16.1
GENERAL ................................................................................................ 3
16.2
16.3
16.2.1
Self-Dispatch ..............................................................................3
16.2.2
16.2.3
16.2.4
16.3.2
16.3.3
16.3.4
16.3.5
A-16-1
Effective
04-Dec-12
16.
FLT.OMA
CHAPTER 16
A-16-2
Effective
04-Dec-12
FLT.OMA
CHAPTER 16
16.1
GENERAL
Company adheres to an operational flight plan (OFP) which provides such
information to the crew that is considered vital for the completion of his flight.
Operational flight plans will be issued for all flights including test and training.
16.2
FLIGHT RELEASE
The Flight Release constitutes of following documents:
a)
b)
c)
d)
e)
f)
g)
h)
i)
j)
Flight Release
Operational Flight Plan
Met Summary
Met Folder
NOTAMS
FIR NOTAMS
Frequency List
Watch Hours
List of revision status of effective documents
Any Miscellaneous Documents
Self-Dispatch
During those times when the normal communications system fails a pilot may
self-dispatch. The Commander will ensure that:
i)
ii)
iii)
Effective
04-Dec-12
16.
FLT.OMA
CHAPTER 16
v)
16.2.2
ii)
date;
iii)
aircraft registration;
iv)
v)
vi)
vii)
viii)
pilot-in-command's name;
ix)
x)
departure aerodrome;
xi)
destination aerodrome;
xii)
xiii)
Effective
04-Dec-12
iv)
FLT.OMA
CHAPTER 16
xviii) planned cruise indicated air speed, or mach number (as applicable);
xx)
Taxi;
b) destination;
c) alternate;
d) holding reserve; and
e) additional requirements or enroute reserve including approach at
destination and alternate
xxviii) Weights:
a)
b)
c)
Effective
04-Dec-12
FLT.OMA
CHAPTER 16
Effective
04-Dec-12
FLT.OMA
CHAPTER 16
a) Dispatcher will use the process given in FCOM PER (PER-FPL-GENFPL) to compute a flight plan using calculation tables.
b) Dispatchers will select the optimum altitude for the route and aircraft using
the appropriate upper air data. From the upper air data the average
enroute temperature and wind components will be calculated. (refer
16.2.5).
c) The normal selection of alternates and additional fuels will be calculated
using the method above.
d) A total fuel required for the flight will be provided to the pilot-in-command
which will include trip fuel, reserve, alternate and extra fuel and will
constitute the minimum fuel required for the flight.
e) The max performance take-off weight for the flight will be calculated
ensuring that the max landing weight and /or the max structural take-off
weights are not exceeded.
f)
The details of the computed flight plan will be provided to crew via
Telephone / ACARS / FAX etc.
g) After building the flight plan in the FMS, crew will take a print out of the
FMS flight plan and use it to monitor / record the progress of flight. Post
flight, all such print outs will be placed in the flight folder.
A-16-7
Effective
04-Dec-12
16.2.4
FLT.OMA
CHAPTER 16
VIDP
DEST
VOHY
ALT
VOMM
Planned Altitude
330
310
Temperature
ISA+15
ISA+10
TAS
474
Wind Component
M02
Ground Speed
467
Distance
727
285
Time
01:43
00:46
Fuel Burn
4940
2154
61000
64500
73500
69440
70400
69440
M05
Fuel Summary
Taxi Out (DEL)
300
Trip fuel(DEL-HYD)
4940
05% Contingency
247
429
Alternate
2154
30 min holding
1200
Total FOB
9300
A-16-8
includes Go-Around at
destination and IFR approach
Effective
04-Dec-12
16.3
FLT.OMA
CHAPTER 16
(Refer Annexure 4)
A-16-9
Effective
04-Dec-12
16.3.1
FLT.OMA
CHAPTER 16
A-16-10
Effective
04-Dec-12
16.3.2
FLT.OMA
CHAPTER 16
16.3.2.1
(FPL-IGO001-IS
-A320/M-SDFGE1HIRWY/S
-VIDP1500
-N0450F330 DCT DPN L759 LIBDI/N0451F350 L759 PUT R325 VIH A464 SJ
DCT
-WSSS0521 WSAP
-PBN/A1B1D1O1S1 DOF/130214 REG/VT-INW EET/VABF0038 VECF0058
VYYF0238 VOMF0242 VYYF0305 VTBB0328 WMFC0409 WSJC0506
SEL/DQBK RMK/RT DESIGNATOR IFLY
-E/0649)
16.3.2.2
Wake
Turbulence
Category
Item
Item 10a
S-VHF RTF, VOR, ILS
D-DME
F-ADF
G-GNSS
E1-FMC WPR ACARS
H-HF RTF
I-Inertial Navigation
R-PBN approved
W-RVSM approved
Y-VHF with 8.33 channel spacing capability
A-16-11
Effective
04-Dec-12
In accordance with the provisions of ICAO Doc 4444, Procedures for Air
Navigation Services, PANS-ATM, the flight plan can be submitted in the form
of a Flight Plan message.
FLT.OMA
CHAPTER 16
Item 10b
16.3.3.1
16.3.4
16.3.4.1
A-16-12
Effective
04-Dec-12
16.3.5
FLT.OMA
CHAPTER 16
(CHG-IGO001-VIDP1500-WSSS-DOF/130214-16/WSSS0521 WMKJ)
Explanation Of Flight Plan Change Message
A-16-13
Effective
04-Dec-12
16.3.5.1
FLT.OMA
CHAPTER 16
A-16-14
Effective
04-Dec-12
FLT.OMA
CHAPTER 17
TABLE OF CONTENTS
STANDARD OPERATING PROCEDURES FOR EACH PHASE OF
FLIGHT.....................................................................................................9
17.1
17.1.2
17.1.3
17.1.4
17.1.5
17.1.6
17.1.6.1
17.1.7
17.1.8
17.1.9
17.1.10.2
17.1.10.3
17.1.10.4
17.1.10.5
17.1.10.6
17.1.10.7
17.1.10.8
17.1.10.9
Effective 09-Jul-14
17.
FLT.OMA
CHAPTER 17
17.1.10.10
17.1.12.2
17.1.12.3
17.3
17.3.2
17.3.2.1
17.3.2.2
17.3.2.3
17.3.2.4
17.3.3
Navigation Procedures............................................................. 32
17.3.4
17.3.4.1
17.3.5
17.3.6
17.3.7
17.3.8
17.3.8.1
Effective 09-Jul-14
17.1.12.1
FLT.OMA
CHAPTER 17
17.3.8.3
17.3.8.4
17.3.8.5
Hail...................................................................................47
17.3.8.6
17.3.8.7
17.3.8.8
Circumnavigation of Weather...........................................53
17.3.8.9
Turbulence .......................................................................54
17.3.8.10
17.3.8.11
17.3.8.12
17.3.8.13
17.3.8.14
17.3.8.15
17.3.8.16
17.3.8.17
Jet Streams......................................................................69
17.3.8.18
17.3.8.19
Tornadoes........................................................................72
17.3.8.20
17.3.8.21
17.3.8.22
17.3.9
17.3.9.1
Effective 09-Jul-14
17.3.8.2
FLT.OMA
CHAPTER 17
17.3.11.2
17.3.12.1
17.3.12.2
17.3.12.3
17.3.12.4
17.3.12.5
17.3.17.2
17.3.17.3
17.3.17.4
Effective 09-Jul-14
FLT.OMA
CHAPTER 17
17.3.20.2
17.3.20.3
17.3.20.4
17.3.21.2
17.3.21.3
17.3.21.4
17.3.21.5
17.3.21.6
17.3.21.7
17.3.22.2
17.4.2
17.4.3
17.4.4
17.4.5
17.4.6
17.4.7
Effective 09-Jul-14
17.3.20.1
FLT.OMA
CHAPTER 17
17.4.7.1
17.4.7.2
17.4.7.3
17.4.8.1
17.4.8.2
17.4.8.3
17.4.8.4
17.4.8.5
17.4.8.6
17.4.8.7
17.4.9
17.4.9.1
17.4.9.2
17.4.9.3
17.4.9.4
17.4.9.5
17.4.9.6
17.5.2
17.5.3
17.5.4
17.5.5
Effective 09-Jul-14
17.4.8
17.5
FLT.OMA
CHAPTER 17
17.6
17.7
17.8
17.9
17.10
17.9.2
17.10.8.2
17.10.8.3
17.10.8.4
Effective 09-Jul-14
17.8.1
FLT.OMA
CHAPTER 17
17.12
17.13
17.14
A-17-8
Effective 09-Jul-14
17.
FLT.OMA
CHAPTER 17
Teamwork
Communications
Situational awareness
Conflict resolution
Effective 09-Jul-14
Standard operating procedures (SOPs) have been evolved out of the need to
operate aircraft within a defined framework with a desired level of safety. SOPs
mature as result of amalgamation of manufacturers checklists, operational
requirements and the interface of human factors. SOPs are inherently well defined
and structured, but retain the need for responsiveness and flexibility to incorporate
changing operational scenarios.
FLT.OMA
CHAPTER 17
17.1
The feasibility of all flight operations is the responsibility of the Vice President/
Director (Flight Operations). No flight will be scheduled without his concurrence.
No flight will be commenced unless it has been ascertained, to the extent possible,
that conditions and ground facilities required for the flight are adequate for the type
of operation. (Navaids; Runways, taxiways, ramp areas; Field conditions; Lighting
etc)
Flight preparation will consist of:
i)
Effective 09-Jul-14
Commencement
FLT.OMA
CHAPTER 17
Weather minima
Un-forecast or
Turbulence,
severe
Air Piracy or other hostile acts that threaten the safety of the aircraft
or its passengers,
FOD
A-17-11
weather,
icing,
wind
shear,
severe
Effective 09-Jul-14
FLT.OMA
CHAPTER 17
Such report shall also be included in the Commanders trip report as above.
17.1.1
a)
Adequate Aerodrome
An adequate aerodrome is an aerodrome that meets the safety
requirements for take-off and landing for aircraft operations. It should be
anticipated that at the expected time of use:
i)
ii)
An adequate aerodrome can be used for an emergency diversion and not planned
as an alternate aerodrome
b)
Suitable Aerodrome
Effective 09-Jul-14
17.1.2
FLT.OMA
CHAPTER 17
17.1.3
6. City standby
Selection of Aerodromes
Note: The aerodrome from which a flight departs may also be an en-route or a destination
alternate aerodrome for that flight.
Two destination alternate aerodrome shall be selected and specified on the OFP
and the ATS flight plan when for the destination aerodrome
A-17-13
Effective 09-Jul-14
FLT.OMA
CHAPTER 17
Minima
Refer chapter 7.
17.1.5
17.1.6
Presentation and
Operating Minima
Application
of
Aerodrome
and
En-Route
Refer Chapter 7
17.1.6.1
17.1.7
a)
Note: Altitudes between which phenomena and any associated cloud are expected are
indicated by flight levels, top over base or top followed by base. 'XXX' means the
phenomenon is expected to continue above and/or below the vertical coverage of the
A-17-14
Effective 09-Jul-14
17.1.4
FLT.OMA
CHAPTER 17
chart. Phenomena of relatively lesser significance, for example light aircraft icing or
drizzle, are not usually shown on charts even when the phenomenon is expected. The
thunderstorm symbol implies hail, moderate or severe icing and/or turbulence.
Note: An arrow with associated figures indicates the direction and the speed of the
movement of the front (knots). Dots inserted at intervals along the line of a front indicate it is
a developing feature (frontogenesis), while bars indicate it is a weakening feature
(frontolysis).
c)
Scalloped line
Figure on arrow
Effective 09-Jul-14
b)
FLT.OMA
CHAPTER 17
Scalloped lines
Dashed lines
Figure on arrows
wind in kt or km/h
A-17-16
Effective 09-Jul-14
e)
FLT.OMA
CHAPTER 17
CLOUDS
=
TYPE
CI = Cirrus, AS = Altostratus, ST = Stratus, CC = Cirrocumulus,NS =
NimbostratusCU = Cumulus, CS = Cirrostratus, AC = Altocumulus, SC=
Stratocumulus, CB = Cumulonimbus
AMOUNT
Clouds Except CB, SKC = Clear SKY, BKN = Broken (5 to 7 Octas ), EW
= FEW (1 to 2 Octas), OVC = Overcast (8 Octas), , SCT = Scattered (3 to 4
Octas)
CB ONLY
ISOL = individual CBs
f)
A-17-17
Effective 09-Jul-14
LYR
17.1.8
FLT.OMA
CHAPTER 17
17.1.9
one hour in excess of the estimated off-block time for a controlled flight
A-17-18
Effective 09-Jul-14
FLT.OMA
CHAPTER 17
The Commander is responsible for ensuring that a plan has been filed, and that he
is fully aware of the details including the routing selected. This should always be
compared to the Computerised Flight Plan routing.
A-17-19
Effective 09-Jul-14
A copy of the accepted ATC flight plan with, any modifications to the filed flight
plan must be given to the Commander and be carried aboard. Another copy
signed by the Commander must be kept at the operations department.
FLT.OMA
CHAPTER 17
A-17-20
Effective 09-Jul-14
Refer Chapter 16
FLT.OMA
CHAPTER 17
Clearance limits
A flight must not continue beyond its clearance limit without further
clearance. It is the controllers responsibility to furnish further clearance
before a flight reaches the clearance limit. This clearance may change the
clearance limit to a point beyond or it may include holding instruction at the
clearance limit. In the latter case the controller should provide the pilot with
an expected further clearance time.
b)
Departure procedure
The departure procedure includes the routing and any altitude restrictions
during after take-off to the en-route phase.
At some airports, Standard Instrument Departures (SID) have been
established which identify each departure procedure with a name and a
number. At airports where they are used, these SIDs are charted and used
routinely to simplify and shorten clearance delivery. A pilot is to accept a
SID as part of the ATC clearance only if the SID number in the clearance
corresponds with his charted information.
c)
Route of flight
If the route of flight is different from that filed, or if the flight is an oceanic
flight, or if a clearance is issued en-route, the clearance must include a
description of the route using airway designations, radio fixes, or latitude
and longitude.
When ATC includes the Mach number as part of the clearance, that Mach
number must be maintained as closely as possible (e.g. in MNPS airspace),
any change in Mach number must be approved by ATC. Additionally, ETA
amendments and/or TAS changes must be reported to ATC.
A-17-21
Effective 09-Jul-14
d)
FLT.OMA
CHAPTER 17
Altitude
A cleared altitude means an assigned altitude or flight level including any
restrictions. A new clearance is required to leave that altitude or flight level.
The clearance does not permit the pilot to descent below the MEA or
MOCA unless the descent and landing are made in accordance with Visual
reference Flight Rules.
In some part of the world, altitude clearances are based on separation from
known air traffic and may not provide separation from terrain and
obstructions. The Commander is responsible for ensuring that any
clearance issued by ATC provides terrain and obstruction separation.
Upon receiving a clearance containing altitude information, the Commander
must verify that the clearance does not violate any altitude restriction for the
route to be flown.
e)
Holding instructions
If a flight is cleared to hold, ATC holding instructions must be complied with.
These instructions may be issued by the controller or they may be required
on the charts.
f)
Arrival route
Clearance for an arrival route is not issued until a flight is approaching the
terminal area. This is a detailed clearance that fully describes the routing to
a point from which the flight will be manoeuvred for the approach to the
airport.
At some airports, Standard Terminal Arrival Routes (STAR) have been
established. They identify each airport arrival route with a name and a
number. STARs are charted and used routinely to simplify and shorten
clearance delivery. A pilot is to accept a STAR as part of the ATC clearance
only if the STAR number in the clearance corresponds with his charted
information.
A-17-22
Effective 09-Jul-14
g)
FLT.OMA
CHAPTER 17
Communications
h)
Approach clearance
An approach clearance is authorisation to conduct an approach and missed
approach. If the type of approach is not specified, the pilot may execute any
type of instrument approach approved for the runway to be used. In this
case, the pilot must announce his intended choice of approach procedure.
An approach clearance does not include clearance to land.
i)
j)
Clearance recording
A pilot should make a visible record of each ATC clearance, and all route
changes should be recorded on the flight plan log.
k)
Is up to date;
Legible;
Cannot be erased;
A-17-23
Effective 09-Jul-14
FLT.OMA
CHAPTER 17
c)
d)
e)
Pilots to fill up the grey shaded areas. The following information is mandatory
and PIC is to ensure recording of the following information for each flight:
o Aircraft registration;
o Date;
o Flight number;
o Flight crew names and duty assignment;
o Departure and arrival airports;
o ATD, ATA, flight time, block time.
A separate column has been added to capture the defects observed by the
Certifying Staff and its corresponding rectification.
Delay code reporting: Check with ground staff for the reason of delay. Then,
make your own judgement based on your observations and use most
appropriate code while filling the FRB. Please note that the correct way of
filling the delay code is, for example the delay is because of exceeding of
cargo release load,
CO (25)
1.
2.
3.
Pilot will fill 252, as this is 2nd reason in 25 category of delay code.
A-17-24
Effective 09-Jul-14
The Flight Report Book (Aircraft Tech Log) has been revised on the basis of
operational experience. The DGCA approved FRB is placed at Annexure
FLT.OMA
CHAPTER 17
* The flight timings shall be logged in UTC by the flight crew. The Certifying Staff shall log all
maintenance activities in UTC on the Tech Log, Inspection Schedules, work orders and any
other maintenance documentation as applicable.
Flight crew must record all abnormal parameter readings as indicated by the
A-17-25
Effective 09-Jul-14
A laminated copy of IATA delay codes will be available on board RTOW folder,
just after the RTOW Index.
FLT.OMA
CHAPTER 17
c)
Pilots are required to make the entry given below in the Tech log whenever they
use TOGA power for take-off. In case of training flights, where a series of take-offs
may be conducted on TOGA power, the total number of TOGA take-offs are
required to be indicated. TOGA POWER USED FOR TAKE OFF The Engineer
will acknowledge this entry by NOTED.(It is important to note that such an entry
is not to be treated as a defect for which rectification is required.)
Reporting of defects
All defects observed by the flight crew during pre-flight, in-flight and post flight
periods must be reported in the FRB, signed by the Commander and dated. Full
details and nature of the defects experienced must be given clearly and legibly in
the FRB. In case of training airplane making a series of flights on a single day, the
defects may be recorded after the last flight unless a serious defect occurs
requiring immediate action. The columns of the PDR must indicate the necessary
details of the defect and the necessary work carried out by the AME under his
dated signature with licence number.
If no defect or abnormality during any phase of operation is observed throughout
the flight, a NIL Report must be entered in the PDR. This must be countersigned
by the concerned AME for having NOTED the same.
All abnormal occurrences like heavy landing, flight through severe turbulence, bird
strikes, and lightning strikes shall be recorded in the PDR.
Before accepting an airplane the Commander-must ensure that all previous
reports under FRBs have been attended. If entries are found to be incomplete or
not recorded the airplane should not be considered airworthy.
When the FRB is changed the new book should indicate all the deferred
maintenance or a signed statement indicating NO DEFERRED MAINTENANCE
from previous book.
A-17-26
Effective 09-Jul-14
b)
FLT.OMA
CHAPTER 17
The cabin attendant must report to the commander any defect observed in the
cabin before, during or completion of the flight and should record the same in
Cabin Defect Report.
Any cabin defect items affecting the aircraft airworthiness, including but not limited
to Emergency Lights, Passenger Address System, Passenger Warning Signs,
Toilets, Oxygen, Safety Equipment, Interphone, Doors, Bulkheads, Seat
structures, Windows, must be transferred by the Captain to the Aircraft Technical
Log Sector Record page.
17.1.13 List of documents forms and additional information to be carried
Refer Chapter 0
17.2
FLIGHT PROCEDURES
17.3.1
The ATS airspace in India is designated and classified into Class D, E, F, and G.
Refer AIP India for all details.
17.3.2 VFR / IFR Policy
All commercial flights shall be conducted under IFR flight plan. All aeroplanes
operated in accordance with IFR shall comply with instrument flight procedures
approved by the state in which the aerodrome is located.
17.3.2.1
a)
Effective 09-Jul-14
Conditions
FLT.OMA
CHAPTER 17
Flight
Visibility
5 Km
Distance
from clouds
Except when a clearance is obtained from an air traffic control unit, VFR flights
shall not take off or land at an aerodrome within a control zone, or enter the
aerodrome traffic zone or traffic pattern:
b)
VFR flights between sunset and sunrise, or such other period between
sunset and sunrise as may be prescribed by the appropriate ATS authority
for local flights, shall be operated in accordance with the conditions
prescribed by such authority.
Note: Local flight is wholly conducted in the vicinity of an aerodrome.
c)
Unless authorised by the appropriate ATS authority, VFR flights shall not be
operated:
above FL 150;
d)
Authorisation for VFR flights to operate above FL290 shall not be granted in
areas where a vertical separation minimum of 300 m (1000 It) is applied
above FL290.
e)
Effective 09-Jul-14
FLT.OMA
CHAPTER 17
avoid collision; or
f)
Over the congested areas of cities, towns or settlements or over an openair assembly of persons at a height less than 300 m(1000 ft) above the
highest obstacle within a radius of 600 m from the aircraft;
Elsewhere than as specified above, at a height less than 150 m (500 ft)
above the ground or water.
g)
h)
An airplane operated in accordance with the visual flight rules which wishes to
change to compliance with the instrument flight rules shall:
Note: Special VFR flights are not permitted for commercial operation.
17.3.2.2
Airplane Equipment
Airplane shall be equipped with suitable instruments and with navigation
equipment appropriate to the route to be flown.
A-17-29
Effective 09-Jul-14
FLT.OMA
CHAPTER 17
Minimum Levels
(Also refer Para 6.1.2, Chapter 6)
Note: Instrument flight rules may be followed in both IMC and VMC.
17.3.2.3
Change from IFR to VFR is only acceptable when a message initiated by the pilotin-command containing the specific expression CANCELLING MY IFR FLIGHT
together with the changes, if any, to be made to the current flight plan, is received
by the air traffic services unit.
An airplane 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 the changes to be made of its current
flight plan.
When an airplane 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 continued for a reasonable
period of time in uninterrupted visual meteorological conditions.
17.3.2.4
IFR flights shall comply with the provisions of 17.3.2.2 when operated in controlled
airspace.
An IFR flight operating in cruising flight in controlled airspace shall be flown at a
cruising level, or, if authorised to employ cruise climb techniques, between two
levels or above a level selected from:
a)
The table of cruising levels as Specified by the state. A table of cruising levels
applicable in Indian airspace as per Indian AIP is placed below.
b)
A modified table of cruising levels, when so prescribed for flight above FL 290
except that the correlation of levels to track prescribed therein shall not apply
whenever otherwise indicated in air traffic control clearances or specified by
A-17-30
Effective 09-Jul-14
FLT.OMA
CHAPTER 17
VFR
IFR
VFR
Flight Altitudes
Flight Altitudes
Flight Altitudes
FL
FL
FL
Feet
Feet
Feet
FL
Feet
90
10
1000
20
2000
30
3000
35
50
5000
55
3500
40
4000
45
4500
5500
60
6000
65
6500
70
7000
75
7500
80
8000
85
8500
90
9000
95
9500
100
10000
105
10500
110
11000
115
11500
120
12000
125
12500
130
13000
135
13500
140
14000
145
14500
150
15000
155
15500
160
16000
165
16500
170
17000
175
17500
180
18000
185
18500
190
19000
195
19500
200
20000
205
20500
210
21000
215
21500
220
22000
225
22500
230
23000
235
23500
240
24000
245
24500
250
25000
255
25500
260
26000
265
26500
270
27000
275
27500
280
28000
285
28500
290
29000
300
30000
310
31000
320
32000
330
33000
340
34000
350
35000
360
36000
370
37000
380
38000
390
39000
400
40000
410
41000
430
43000
450
45000
A-17-31
Effective 09-Jul-14
IFR
Flight Altitudes
17.3.3
a)
FLT.OMA
CHAPTER 17
Navigation Procedures
c)
RNAV/PBN
Refer Chapter 3.
d)
e)
Systems Degradation
In case of conditional flights e.g. ETOPS, RVSM, RNP any system
degradation may infringe the requirements for conducting such conditional
flights. These requirements are given in the FCOM (special operations).
f)
RVSM
Refer Chapter 4.
17.3.4
It is the company policy that for barometric altimeters, QNH (as reference) is to be
used as the sole barometric altitude reference for the take-off, approach and
landing phases of flight.
The altimeter setting procedure is based on the assumption that en-route vertical
separation of an airplane is expressed in terms of flight levels and that in the
vicinity of an aerodrome at or below the transition altitude an airplane is flown at
an altitude determined by the QNH setting. The change from altitude to flight level
and vice-versa is made when climbing at transition altitude and when descending
at transition level.
A-17-32
Effective 09-Jul-14
b)
FLT.OMA
CHAPTER 17
Take off
QNH
STD / 1013.2HPa
QNH
The altimeter shall be cross checked for accuracy before departure based on
the QNH provided by ATC. It should read within the limitation and tolerance
as laid down in the FCOM with reference to the pre-flight altimeter check
location. Altimeters shall be cross checked when changing over from QNH to
standard setting at transition altitude and when changing from standard
setting to QNH on leaving transition level.
QFE is not to be used as a barometric reference for height measurement
during the flights.
17.3.4.1
Altimetery errors
The flight crew is to carry out correction for potential errors in altimetry that
considers:
a) The effects of Outside Air Temperature (OAT) that is significantly lower
than standard temperature;
b) Maximum allowable barometric altimeter errors:
i) Referenced to field elevation;
ii) Compared to other altimeters;
iii) Permissible to meet RVSM limitations.
(Also refer Para 6.4, Chapter 6 and Para 4.5.8, Chapter 4)
17.3.5
This has been covered under Altitude Awareness in part A General Chapter 20.
The pilot must also refer to his FCOM Chapter on system description.
FCOM. GEN/DSC
(DSC-34-40-10)
A-17-33
Effective 09-Jul-14
Phase of Flight
17.3.6
FLT.OMA
CHAPTER 17
Weather monitoring
The flight crew must monitor/ obtain meteorological conditions during the en route
phase of flight, to include current weather and forecasts for:
Destination airport;
17.3.8
Minimum total cockpit experience level of the PIC and the Co-Pilot
should not be less than 500 hours on type.
ii)
Effective 09-Jul-14
FLT.OMA
CHAPTER 17
v)
i)
ii)
iii) Use of auto brakes in the appropriate mode is recommended. The auto
brake DECEL light might not illuminate if at least 80% of the desired
deceleration rate is not achieved, therefore deceleration should be
confirmed by the speed trend arrow and the deceleration felt by the
crew.
iv)
Effective 09-Jul-14
FLT.OMA
CHAPTER 17
a) MEL Requirements
The following equipment must be serviceable during adverse weather/
monsoon conditions within India:
Weather RADAR
ii)
When the aircraft is parked on the ground during heavy rain, it can take rainwater
into the avionics ventilation system via the open skin air inlet valve.
As mentioned in FCOM PRO-SUP-30 the EXTRACT push button on the
overhead VENTILATION panel should be switched to OVRD and Parking Brakes
should be ON( when parked) to prevent rainwater from entering the avionics
ventilation system. The EXTRACT push button should be restored to AUTO if
heavy rain stops or after the aircraft is airborne.
Refer to FCOM PRO-SUP-91-50 for techniques of taxi, take off and landing on
fluid contaminated runways. Single Engine Taxi is not recommended.
c)
d)
Bird menace
One of the greatest dangers to the safety of aircraft operation during the monsoon
is bird menace. An analysis of incidents since 1996 has shown that the months of
July, August and September have the highest risk for bird strike. Takeoff and
landing rolls are the phases during which maximum bird strikes take place. The
following airfields have been identified as high risk.
Mumbai FIR - Ahmedabad (VAAH), Aurangabad (VAAU), Khajuraho (VAKJ),
Mumbai (VABB), Udaipur (VAUD)
Kolkatta FIR - Guwahati
Vishakhapatnam (VEVZ)
(VEGT),
A-17-36
Kolkata
(VECC),
Patna
(VEPT),
Effective 09-Jul-14
i)
FLT.OMA
CHAPTER 17
Delhi FIR - Delhi (VIDP), Jaipur (VIJP), Jammu (VIJU), Jodhpur (VIJO)
Chennai FIR - Bangalore (VOBG/VOBL)
i)
ii)
If the relative angle of the flight path of the aircraft and the bird
does not change a bird strike is likely.
iii) A take off shall not be commenced if birds are seen on the runway
and or in the takeoff path. Assistance of ATC should be requested
to clear the runway of birds.
iv) During landing roll, if birds are seen on the runway and the runway
length is not limiting it is recommended that minimum reverse
thrust is used.
v)
vi) Keep clear of flocks or individual birds and do not pass close to
them.
vii) Use appropriate external lights for landing and take-off.
viii) Birds are sensitive to Radar microwaves. The radiation is
considered effective for bird avoidance. The weather radar will be
used during take-offs, climb, approach and landing.
ix) Keep away from the base of convective clouds, soaring birds fly in
the thermals below them.
x)
xi) Do not take violent evasive action near the ground, immediately
after take-off or on short finals.
A-17-37
Effective 09-Jul-14
e)
FLT.OMA
CHAPTER 17
xii) Birds when frightened tend to dive; it is safest for the pilot to alter
the course of the aircraft or increase climb rate if a collision is
imminent.
When Birds are not observed in time and a strike is likely in the
cockpit area Pilots should duck their heads below the level of
windscreen.
xiv)
During take-off, if birds are observed beyond the runway shoulder, the
direction of the wind should be kept in mind since birds (unlike pilots)
always take-off and land into wind.
xv)
In case of a bird strike incident, it is mandatory that the bird incident report
form to be filled.
xvi)
An additional pair of trained eyes in the cockpit scanning the sky when
both the pilots are busy is a good policy
17.3.8.2
Operational Factors
i)
Effective 09-Jul-14
xiii)
ii)
FLT.OMA
CHAPTER 17
Effective 09-Jul-14
General Consideration
FLT.OMA
CHAPTER 17
airframe. Pod and engine clearance must be watched when the runway is
cleared and snow is banked at the sides of runways or taxiway.
Landing - Slippery Runways
Use of reverse thrust on landing on dry snow in very low temperatures will blow
the dry snow forward especially at low speed. The increase in temperature may
melt this snow and form clear ice on re-freezing on static ports.
The required landing distance is the regulatory reference to be used for dispatch
landing performance computation. It is the factored landing distance based on
maximum manual breaking immediately after main gear touch down, prompt
selection of reversers, anti-skid, all spoilers operative, and regulatory dispatch
factor included (Refer FCOM).
If the surface is contaminated, longer of the RLD Wet runway and RLD for the
applicable contaminated for dispatch must be used.
The flight crew should use landing distances published in the QRH as the
reference for In flight landing performance computation.
The shortest stopping distances on wet runways occur when the brakes are fully
applied as soon as possible after main wheel spin up with maximum and
immediate use of reverse thrust. Landing on contaminated runways without
antiskid should be avoided. It is strongly recommended to use the auto brake (if
available) provided that the contaminant is evenly distributed.
The factors and considerations involved in landing on a slippery surface are quite
complex and depending on the circumstances, the pilot may have to make critical
decisions almost instinctively. The following list of items summarises the key
points to be borne in mind. Several may have to be acted upon simultaneously.
Effective 09-Jul-14
Pilots should be aware that where rain, hail, sleet or snow showers are
encountered on the approach or have been reported as having recently crossed
the airfield, there is a high probability of the runway being contaminated. The
runway state should be checked with ATC before commencing or continuing the
approach. Very often a short delay is sufficient to allow the runway to drain or the
contaminant to melt.
FLT.OMA
CHAPTER 17
Condition of tyres
Be prepared to Go Around.
Flare the aircraft firmly at the 1000 ft aiming point. Avoid build up of drift
in the flare and runway consuming float. A firm landing, by facilitating a
prompt wheel spin up, also ensures efficient antiskid braking.
Get the nose of the aircraft down quickly. Do not attempt to hold the nose
up for aerodynamic braking. Aim to have the nose wheel on the ground
by the time reverse thrust reaches the target level.
If the auto brake is not available, and if remaining runway length permits,
allow the aircraft to decelerate to less than dynamic hydroplaning speed
before applying wheel brakes. If however maximum braking is required
apply and hold full brake pedal deflection. Continue to apply rudder and
aileron inputs while braking. The brakes are the primary means for
stopping the aircraft but if necessary the full reverse thrust may be
maintained until the aircraft is fully stopped.
Excessive braking in crosswinds will lead to the aircraft drifting away from
the centreline. Do not decrab completely as the aircraft will yaw on the
slippery runway due to its weathercock stability.
A-17-41
Effective 09-Jul-14
FLT.OMA
CHAPTER 17
Keep the aircraft aligned with the runway centreline. Use rudder and
aileron inputs. As rudder effectiveness decreases, reduce aileron
deflection proportionately.
After landing in heavy slush do not retract the slats and flaps. Allow
ground personnel to clear ice and slush from slats and flaps before full
retraction. Taxi with caution to parking area as flaps extended provides a
much reduced ground clearance.
17.3.8.3
Aquaplaning (Hydroplaning)
a)
b)
c)
Dynamic Aquaplaning
Dynamic aquaplaning results from high airplane speeds on flooded
runways. As the airplane accelerates for takeoff, a fluid wedge forms that
progressively separates the tyre footprint area from the runway surface.
The tyre aquaplaning speed, Vp (Kts) has been determined to be nine
times the square root of the main gear tyre pressure in psi.
During take-off, speeds upto Vp will produce progressively reduced
braking effectiveness and directional capability as more and more of the
tyre foot print area is lifted out of contact with the runway. Above Vp, full
A-17-42
Effective 09-Jul-14
Caution: Do not allow large deviations from the runway heading to develop as
recovery can become very difficult. Use of the nose wheel steering is not
recommended. Under slippery conditions, the nose wheels must be closely aligned
with the aircraft track or they will scrub.
FLT.OMA
CHAPTER 17
Viscous Aquaplaning
Viscous aquaplaning occurs on very smooth runways when they are wet.
Water on newly surfaced asphalt runways, or touch down areas with
heavy coating of rubber from repeated wheel spin ups, forms a tenacious
film that can completely separate tyres from pavement at speeds at least
35% below Vp. Unlike dynamic aquaplaning, very little water is required.
Steam Aquaplaning
When runways are damp or wet, the heat from a locked wheel position
produces steam in the tyre footprint area that may revert the rubber to its
tacky, uncured state. This gummy material creates an excellent seal to
enclose the footprint area and trap steam, which then superheats at
temperatures upto 260 degree centigrade and lifts the tyre clear off the
pavement. Steam aquaplaning has been measured to below 20 Kts
ground speed in some cases. In a flight it is possible to experience all
three forms in one landing. There are several variables that can influence
aquaplaning some of which can be controlled by flight crew.
Effective 09-Jul-14
dynamic aquaplaning removes all tyre to surface friction and further the
vertical component of the fluid wedge produces a spin down moment
which slows and eventually stops wheel rotation n the extreme situation.
Landing or decelerating on standing water will produce the same general
effects, but in reverse order. In fact, experiments have shown that once
aquaplaning has begun it may continue to significantly lower speeds. As
a result, the problem is more serious for landing or abort situations.
FLT.OMA
CHAPTER 17
Technique - Aquaplaning
Pilot technique cannot remove the possibility of aquaplaning, but it can
substantially reduce the exposure and the risk if a few simple cautions
are observed, the Pilot should know what is the Vp for the aircraft. He
should also be aware that any touchdown above Vp on a wet runway will
present a high risk of aquaplaning. When he is in this situation, the final
approach should be made at a speed nearest to Vapp on the most
favourable runway.
A-17-44
Effective 09-Jul-14
fluid wedge which acts to separate tyre and runway, by providing a low
pressure escape route for the water. Deep ribs will inhibit steam
aquaplaning and provide maximum cornering effectiveness on slick
surfaces, so check the tyre carefully and use caution when tyre treads
are worn out.
FLT.OMA
CHAPTER 17
17.3.8.4
Thunder Storms
Effective 09-Jul-14
FLT.OMA
CHAPTER 17
localised nature (in the up-drafts) and the rapidity with which the airplane passes
through the icing zones.
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 down draft.
A cell in the matured stage is the most turbulent, as it contains a strong updraft
and downdraft in close proximity.
It can be identified by the presence of a rapidly building icy trough, which can
tower upto 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 down draft spreads over the entire
lower portion of the cell. Weak updrafts remain in the upper portion, and form the
anvil top, which in extreme cases reaches 70,000 ft. or higher. The anvil top,
though it is characteristic of a dissipating cell is usually wide spread 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 to ground lightning. Turbulence in a dissipating cell is usually negligible.
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 circumnavigated with relative ease. Though the position of this area
cannot be determined exactly without the aid of a radar, it is usually found to lie
beneath the saddles that separate the build ups, 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. If practical
A-17-46
Effective 09-Jul-14
FLT.OMA
CHAPTER 17
17.3.8.5
Hail
Hail damage may occur in any large thunderstorm. The cold frontal or pre-cold
frontal thunderstorm is much more apt to contain damaging hail than the air mass
or thermal thunderstorm.
Hail forms in the thunderstorm cell which is in the building stage and falls from it,
when the cell has progressed to the matured stage. Hail is at its largest size near
the freezing level in the area of heavy precipitation. Flights well above the zero
degree isotherm decrease the risk.
17.3.8.6
Static electricity builds up on the airplane by frictional contact with solid particles
present in the air. Discharges occur only in moist air, and most often near the
freezing level. The following points may aid in reducing the number of discharges.
i)
ii)
A-17-47
Effective 09-Jul-14
17.3.8.7
FLT.OMA
CHAPTER 17
Weather Radar
The company aircraft are fitted with weather radar; the description available in
FCOM DSC-34-60.
i)
ii) The returns seen on the scope are only an indirect representation of
turbulence, indirect because those electronic pictures of precipitation must be
interpreted with experience, intuition and prior knowledge of weather situation
before they can reveal anything to anybody. Radar cannot show turbulence
directly.
If the radar paints a heavy concentration of rain there is quite likely to be
turbulence associated with it. There can be a wide area of rain with no associated
turbulence, simply because the upward vertical motion that lifted the moisture aloft
has ceased and the rain is just falling.
Remember, the strength of the echo is a function of the drop size, composition
and amount. Water particles reflect 5 times as much as ice particles of the same
size. Consequently CLOUDS/FOG/CLEAR AIR TURB/LIGHTHING/WIND... are
NOT detected by radar. Moreover, the weather radar is to be used to detect/
analyse/ avoid significant weather. It is not a pilot operable terrain or collision
avoidance system.
A-17-48
Effective 09-Jul-14
The art and science of interpreting airborne weather radar is predicted on two
basic facts
FLT.OMA
CHAPTER 17
In manual mode, the gain control is the most significant means of regulating
radar performance. It allows manual adjustment of the radar sensitivity for
more detailed assessment of weather conditions. The Calibrated (CAL)
position sets the radar sensitivity to the standard calibrated reflectivity levels
and is the recommended position for normal operation. However the analysis
of weather or the adjustment of map returns may require a judicious use of
Gain. If desired, the radar GAIN may be adjusted to increase sensitivity by
rotating clockwise from CAL or the sensitivity may be decreased by rotating
counter clockwise from CAL. Varying the sensitivity temporarily can provide
useful information on the storm in question, which can be used
advantageously.
However, above FL 150, as the path attenuation compensation (PAC)
function is automatically engaged in this setting, detection or evaluation of
build-up should always start in auto/cal gain mode and if gain is then used
A-17-49
Effective 09-Jul-14
Most of the weather radars, like the one fitted on the company aircraft have a
revolutionary approach to the way weather information is processed and
refined. They are fully automatic and display all significant weather at all
ranges, at all aircraft altitudes, and at all times without the need for pilots to
input tilt or gain settings... all with an essentially clutter free display. When
operated in automatic mode, these radars significantly reduce pilot work load
while at the same time enhancing weather detection capability and
passenger/crew safety. In fully automatic operation pilots select only the
desired range.
FLT.OMA
CHAPTER 17
In manual mode, the tilt control allows you to select the pitch angle of the
antenna and is the most important element in radar interpretation. The tilt
control allows you to explore at any desired level and so develops a
comprehensive image of the total target. Maximum precipitation is likely to
occur between 18000 and 32000 ft. and so that will be the altitude range that
usually returns the strongest echo from an active storm. Airplane flying below
that level should search with an appropriate amount of up tilt, while those at
higher altitudes need to search with some degree of down tilt. Radar using
A-17-50
Effective 09-Jul-14
FLT.OMA
CHAPTER 17
zero degree tilt in level cruise at 30,000 ft. will be scanning far above any
weather 50-80 nm. Best search tilt at high altitude is achieved with the
antenna adjusted just low enough to paint on ground return at the outer edge
of the scope.
Optimum use of Weather Radar
The Radar Rx / Tx controls the antenna tilt and scan by sending elevation and
azimuth commands over to the antenna pedestal. In AUTO mode, the tilt is
controlled automatically.
Operational Recommendation
AUTO mode is recommended for weather detection and target
acquisition since it can detect weather targets at a range of 320 NM.
Once the weather targets have been identified, manoeuvring to avoid the
targets should not be done until the target is within 80 NM range. Once
within 80 NM range, the MULTISCAN should be used in MAN mode in
order to differentiate between the thunderstorm cells and the rain
patches. The MAN mode should also be used in the event of excessive
ground returns due to a sub system failure. A reset should be performed
as given below. The reference tilt angles are also given when the Multi
Scan is used in MAN mode.
Effective 09-Jul-14
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Aircraft below 2400 ft: Deselect the PWS toggle switch to the OFF as well
as the Wx Radar SYS toggle switch to OFF, for more than a second, and reselect them respectively to AUTO / SYS 1 positions.
A-17-52
Effective 09-Jul-14
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The following are the classic indication of the severe weather:Scalloped edges and/or fingers and hooks are often associated with hail,
tornadoes and severe turbulence. Horse-shoe shaped echoes are really a
variation of the finger shaped pattern and indicate similar severe activity.
Any indication of rapid change from no rain to heavy rain indicates a steep
gradient and probably severe turbulence. Any cell whose radar shapes
changing rapidly should be regarded with suspicion. However, you can fly
through these patterns and encounter no more than a rough ride. Similarly
severe weather can be found in relatively benign-looking smooth-edged
returns. There are no guarantees in radar interpretation, there are only
percentages.
17.3.8.8
Circumnavigation of Weather
Airborne weather radar is to be used for avoiding severe weather, not for
penetrating it
Effective 09-Jul-14
Radar to analyze and actually avoid build ups in addition to visual cues
whenever available. Plan the avoidance early enough between 100 NM to 50
NM from an echo. Very heavy rain will give echoes at ranges of 100 nm or
more. Such returns should be considered strong enough to create severe
turbulence and you should consider a detour immediately. As the distance
reduces examine the storm critically using gain and tilt to get a three
dimensional picture. Be aware that the radar may be clear of echoes behind a
big echo which masks existing build ups. Moreover, the radar may be clear
between echoes, do not go in between if two major red and magenta are
separated by less than 40 nm. Be aware that top of build ups with hail or with
small droplets and dry turbulence might not be detected or provide small
echoes and can occur up to 5000 ft above build ups.
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Outside TMA and below 25000ft, avoid amber and red areas by at least
10nm.
Above 25000ft avoid amber and red contoured areas by at least 20nm.
If you are to overfly a mature cell, stay above the top by at least 5000ft.
Remember rate of built up could be as high as 7000ft/min. In-adequate
clearance can cause jet upset.
Do not fly under an anvil. This area is likely to have hailstones, which
being super-cooled above freezing level, may not provide a return.
Never fixate on one single range scale because you may over look other serious
weather. Good technique involves frequent reassessments including two or more
range scales, several tilt angles and probably some gain changes. Remember,
17.3.8.9
Turbulence
A-17-54
Effective 09-Jul-14
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When entering areas of known turbulence, the Fasten Seat Belt 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.
Holding In Turbulence
Holding in turbulence with flaps extended requires a greater protection
against stall than normal manoeuvring speeds provide. Therefore, if
turbulence is encountered while holding, the airplane should be accelerated to
a speed that is close but does not exceed the flap placard speed. If
turbulence intensifies to a degree where turbulence in excess of 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.
Effective 09-Jul-14
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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 pole ward (low pressure) side of the jet
stream axis, but in unusual cases, it may occur on the equatorial side.
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 ridge
lines also have rough air.
Effective 09-Jul-14
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.
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Avoid take off and landings during severe wind shift conditions.
Monitor air speed closely at all times, and allow an extra margin above stall
speed when flying in squally conditions in order to allow for sudden variations
which may take place in the wind shift zone.
Avoid making sharp turns during squally conditions because of the increased
stall speed while in bank and the possibility of encountering a sudden severe
roll from a gust.
When approaching a squall line, enter at a right angle to the wind shift line
because this flight path involves the shortest distance through the zone. A
flight crossing the wind shift line on a nearly parallel course can be subject to
large and rapid change in air speed.
Effective 09-Jul-14
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Traces Of Ice
An ice accumulation of no consequence, which does not affect the
performance of the aircraft, but should be reported by pilots for
meteorological purposes (for dispatch purposes considered as non-icing
condition).
ii)
Light Ice
This is an icing condition which can be handled safely by the normal
functioning of the airplane de-icing or anti-icing equipment. On
encountering light ice, it is assumed that the airplane can be flown
indefinitely provided de-icing or anti-icing equipment is used.
Rime Ice
Pure Rime is hard, porous, whitish opaque ice consisting of small grains,
air space, and frost-like crystals.
A-17-58
Effective 09-Jul-14
ii)
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Clear Ice
This is hard clear solid ice.
Frost, ice, snow on airplane will adversely affect performance and even small
amounts can have disastrous consequences. Pilots should be alert for the
following:
-
Severe tail plane icing leading to loss of control when landing flap are
selected.
Attempting to take off with wet snow on the wings and tail planes which
had accumulated after earlier de-icing with diluted fluid.
A-17-59
Effective 09-Jul-14
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Ensure that the whole airplane is free from deposits of frost, ice and snow.
Particular attention should be paid to leading edges, control surface flaps,
slats, generator cooling inlets, fuel vents, APU inlets, pressurisation inlets
and outlet valves, static ports, etc. Any deposits left on control surfaces
may put them out of balance with the consequent risk of flutter developing.
Deposits left in operating mechanism, hinges and gaps may freeze during
flight and jam the controls. Ingress of moisture, snow or rain in door
mechanisms and seals is more likely to occur when doors are open. The
time open should be kept to a practical minimum and a check for
contamination made prior to departure.
Effective 09-Jul-14
The flight crew must keep in mind that the temperature of the wing surface
may be significantly lower than the OAT, after a flight at high altitude and
low temperature. In such cases, humidity or rain will cause ice accretion on
0
the upper wing and light frost under the wing, even at OAT higher than 0
C.
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thrust for take-off when runway is contaminated with snow, ice, slush or
standing water. After take-off power has been set, cross check with other
compatible parameters.
In flight Precautions - Cold Weather
The build-up of ice in flight may be very rapid and pilots should avoid icing
conditions for which their airplane are not approved. The instructions in the
airplane flight manual concerning the use of anti and de-icing equipment
should be followed.
In some types of aircraft, when ice is present on tail plane, lowering flaps
may cause a reduction in longitudinal control. When this happens the tail
plane can stall, with a consequent loss of control from which recovery may
be impossible in the time available. Allowing the speed to decrease with
flaps down may increase the risk of the tail plane stalling. If longitudinal
control difficulties are experienced and it is suspected that there is ice on
the tail plane, it would be prudent not to lower full flaps or immediately
reselect a lesser flap. This condition should not be confused with any pitch
change associated with the normal operation of the flaps. An increase
margin of speed should be kept during approach.
Deploy speed brakes immediately after main gear contact with the
runway.
Lower nose wheel to the runway immediately. Do not hold nose gear
off runway.
A-17-61
Effective 09-Jul-14
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A-17-62
Effective 09-Jul-14
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To increase the crew awareness some aircraft, are equipped with systems, which
use the weather radar to predict windshear. When the airshaft of a microburst
reaches the ground, it mushrooms outward carrying with it a large number of
falling rain droplets. The radar is able to measure the droplets speed variations
thus assessing wind variations. This forward-looking capability to assess wind
variations is carried out through the Predictive Windshear System (PWS).
Prevention - wind shear
If a windshear encounter is likely, the take-off should be delayed until the
conditions improve, e.g. until a thunderstorm has cleared the airport. Once the
conditions improve, select the most favourable runway (considering location of the
likely windshear, runway length, obstructions etc). Use maximum takeoff thrust
and monitor closely airspeed/airspeed trend during the take-off run and initial
climb for early signs of windshear.
The rotation should be normal and FD command should be followed, as Airbus
320 FD is certified to have windshear handling capability. In fact the FD pitch
mode ensures the best aircraft climb performance. This explains why the FCOM
procedure asks to follow the FD pitch bar and possibly full aft stick so as to obey
the FD orders and thus minimizes height loss, while encountering windshear.
During approach if windshear is likely, delay landing or divert to another airport
until the conditions are more favourable. Use weather radar and select the most
favourable runway for landing. Make maximum use of autopilot and auto-thrust for
more accurate approach and earlier recognition of deviation from the beam. Select
the minimum landing flap position consistent with the field length.
A-17-63
Effective 09-Jul-14
Awareness of the weather conditions which result in wind shear will reduce the
risk of an encounter. Studying meteorological reports and listening to tower reports
will assist the crew in their assessment of the weather conditions to be expected
during take-off or landing. Flight crew should also search for other clues to the
presence of wind shear along the intended flight path; like pilot report, low level
wind shear warnings (LLWAS), predictive wind shear warning etc.
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Crew coordination and awareness is very important. Crew should closely monitor
vertical flight path and speed. The PNF should be especially aware of vertical
speed/altitude and should call out any deviations from normal.
Effective 09-Jul-14
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configuration should not be changed when in shear. Full back stick should be
used, if required, to follow FD bar to minimise height loss.
Pilot reports - wind shear
Airplane 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.
Pilots are required to submit all meteorological reports to ATC units and in AIREP
form.
17.3.8.14 Volcanic Ash
The emergency procedures required in case a flight encounters volcanic ash are
laid down in the emergency section of the QRH and FCOM.
FCOM
PRO/LIM/OEB/FCBUL
(PRO-SUP-91-40 P 3/4)
Flight in areas of known volcanic activity must be avoided. The areas are notified
by Class 1 NOTAMS and SIGMET messages. 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
turn may be the shortest distance out of the ash.
The presence of volcanic ash may be indicated by:
o
Volcanic ash can cause rapid erosion and damage to the internal components of
the engines. Volcanic ash build-up and blockage of the high pressure turbine
nozzle guide vanes and the high pressure turbine cooling holes can cause surge,
A-17-65
Effective 09-Jul-14
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loss of thrust and/or high EGT. Retarding thrust to idle will lower the EGT which
will reduce the debris build-up 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.
Volcanic ash may block the pitot system and result in unreliable airspeed
indications, if unreliable or loss of airspeed indications occur.
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.
CAUTION: EXIT VOLCANIC ASH AS QUICKLY AS POSSIBLE.
CONSIDER A 18O TURN
THRUST LEVERS IDLE
Lowers EGT and significantly reduces possible engine damage or flameout.
If conditions permit, operate at idle thrust.
17.3.8.15 Dust / Sand Storms
Dust refers to fine particles of soil suspended in air. The actual source of dust or
sand may have occurred far away from the point of observation and the dust may
be reported as haze. Dust gives a tar or gray tinge to distant objects. The suns
disk becomes pale and colourless, or has a yellow tinge. When the dust raised by
the wind to a 6feet (2m) or more, restricting visibility to 6 statute miles (10km) or
less is called blowing dust (BLDU).
A-17-66
Effective 09-Jul-14
It may become necessary to shut down 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.
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When instability conditions occur over desert or semi-arid areas and the humidity
conditions aloft are not very favourable, convective clouds do not build up to great
heights. Such clouds can still give rise to storms if their tops extend to a sufficient
extend above the freezing level. These local storms raise loose dust from the
ground up to heights of over 10,000 ft. They are hence called dust storms. In
northern India summer dust storms of this type are known by the local name of
Andhis (blinding storms).
The mechanism of formation of dust storms is essentially the same as that of
thunderstorms. Due to low humidity aloft the vertical growth of the cloud is
restricted. The down draught is initiated quickly by the fall of super cooled water
drops from a level a little above the freezing level. The water drops generally
evaporate completely before reaching the ground due to the prevailing high
temperature and low humidity. The up draughts in the cloud are so vigorous that
they carry the dust or sand through a large part of the cloud.
Surface squalls are associated with dust storms, sometime these squalls are
severe. Dust storms can be detected by weather radars but for a shorter duration
as compared to thunderstorms. The echoes are also less intense than active
thunderstorms echoes.
Dust storms are most common in the afternoon of the summer months over the
desert and semi-arid areas of north west India. (i.e. Rajasthan, Haryana, Punjab,
Adjoining Jammu and Kashmir, Uttar Pradesh, North Madhya Pradesh, Bihar,
West Bengal and West Assam) Marked heating of the ground and steep lapse rate
favour their formation. Under the influence of disturbances in the lower levels
moisture from the Arabian sea can penetrate in shallow layers into these areas
making possible the formation of intense convective clouds, which give rise to dust
storms. Dust storms cause very poor visibility.
A-17-67
Effective 09-Jul-14
Visibility is less than 1km (5/8s.m.) in dust storm/sand storm, and less than 500m
(5/16 s.m.) in a severe dust storm/ sand storm. Blowing sand (BLSA) is described
similarly to blowing dust, but it is more localized. When the dust extends to high
levels and no precipitation is forecast to occur, low visibilities will persist. Blowing
dust and occur when the soil is loose, the winds are strong, and the atmosphere is
unstable. If the dust layer is deep, it can be carried hundreds of miles from its
source. During night flight over a very dark surface such as water, an elevated
haze layer may obscure the horizon which may lead to pilot disorientation.
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It is a particular form of an atmospheric gravity wave. These phenomena are sonamed because, in a stable atmosphere, gravity (through stability) plays a major
role in forcing the parcels to return to, and oscillate about, their equilibrium level.
Because the mountain which initially displaces the air doesnt move, lee waves
tend to remain stationary despite the fact that the air moves rapidly through them.
Lee waves are relatively warm in the wave troughs where stable air has
descended and cold in the crests where stable air has risen. Once established in a
particular locale, mountain lee wave activity may persist for several hours although
there are wide variations in lifetime.
The formation of mountain lee waves requires movement of stable air across a
mountain range.
Lee waves are important phenomena because they produce vertical motions large
enough to affect airplane in flight. Furthermore, they are often associated with
turbulence, especially below mountain top level and near the tropopause.
To appreciate strong lee waves, we assume that we are attempting to fly
horizontally through a typical strong lee wave. The lee wave length is 12 n.m.(
stronger waves tend to be longer). Under these conditions, you would encounter a
change in vertical wind speeds from +1800f.p.m to -1800f.p.m. over a distance
only 6n.m.(half of lee wave length). If groundspeed is 480kts., and if the track is
perpendicular to the waves, that change would occur over a 45second period.
Winds nearly perpendicular to a ridgeline are more effective in the production of
lee waves than winds nearly parallel to the ridgeline.
A-17-68
Effective 09-Jul-14
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Significant vertical motions will occur in lee waves if the winds perpendicular to the
ridgeline exceed 20knots at the top of the ridge and the lee wave wavelength
exceeds 5n.m.
The conditions most favourable to wave formation over mountainous areas are a
layer of stable air at mountain-top altitude and a wind of at least 20 knots blowing
across the ridge. Crests of standing mountain waves may be marked by
stationary, lens-shaped clouds known as standing lenticular clouds.
Note: The presence of lenticular, roll, and /or cap clouds indicates lee wave activity and
locations of wave crests and rotor circulation. However, these observations should not be
used to estimate the strength of the vertical motions or associated turbulence.
Effective 09-Jul-14
High, broad ridges with steep lee slopes often produce large amplitude lee waves.
This is especially true when the height of the terrain decreases 3,000ft or more
downwind of the ridge line.
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Over Indian subcontinent following two types of jet streams are prominently active:
i)
ii)
The comparatively salient features of both these jet streams are given below:
Sub Tropical Westerly Jet Stream
A-17-70
Effective 09-Jul-14
patterns of upper level, short wave troughs and ridges produce significant wind
shear. The strongest shears are usually associated with sharply curved contours
on constant pressure surfaces and/or strong winds. Stable layers near jet streams
and within a few thousand feet of the tropopause have the highest probabilities of
strong shears. Occasionally, the shear is strong enough to cause large airspeed
fluctuations, especially during climb or descent.
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Effective 09-Jul-14
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monsoon establishes over West Bengal. They are also known as Kalbaishakis.
Most of the Norwesters are accompanied by high speed squalls and all so by hail.
On some occasions tornadoes have also been reported along with them.
i)
ii)
iii)
iv)
v)
Outflow of cold air from primary thunderstorms over the Chota Nagpur
hills.
Effective 09-Jul-14
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When the lapse rate is steep, a part of the air stream can surmount the hill top
more easily.
seasonal variations
Effective 09-Jul-14
If a continuous line of hills in the form of range lies across the path of the wind, the
air stream has little chance of skirting around it. It therefore passes over it. If the
speed of wind over the range or ridge is low and the lapse rate is stable, the air
flow will be comparatively smooth.
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latitude
local specificity
As a general rule, valid everywhere, low wind conditions and clear skies at night,
will lead to rapid cooling of the earth and a morning temperature inversion at
ground level.
Morning temperature inversion
In the absence of wind or if the wind is very low, the air, which is in contact with a
cold earth surface will cool down by heating transfer from the warm air to the
cold ground surface. This transfer of heat occurs by conduction only and
consequently leads to a temperature inversion which is limited in altitude. This
process needs stable weather conditions to develop.
Schematically, during the day, the air is very little heated by solar radiation and the
earth is very much. But the lower layer of the atmosphere is also heated by
contact with the ground, which is more reactive to solar radiation than the air, and
by conduction between earth and atmosphere.
At night, in the absence of disturbing influences, ground surface cools down due to
the absence of solar radiation and will cool the air near the ground surface. In
quiet conditions, air cooling is confined to the lowest levels. Typically, this effect is
the biggest at the early hours of the day and sunshine subsequently destroys the
inversion during the morning. Similarly, wind will mix the air and destroy the
inversion.
Magnitude of temperature inversion
This kind of inversion usually affects the very lowest levels of the atmosphere. The
surface inversion may exceed 500 ft but should not exceed 1000 to 2000 ft. The
magnitude of the temperature inversion cannot be precisely quantified. However, a
temperature inversion of about +10C is considered as quite an important one.
A-17-74
Effective 09-Jul-14
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In some northern and continental areas (Canada, Siberia) during winter in anticyclonic conditions, the low duration of sunshine during the day could prevent the
inversion from destruction. Thus, the temperature of the ground may considerably
reduce and amplify the inversion phenomenon. In a lower extent, this may also
occur in temperate climate during winter, if associated with cold anti-cyclonic
conditions.
Another important aspect of an inversion is wind change. The air mass in the
inversion layer is so stable that winds below and above tend to diverge rapidly.
Therefore, the wind change, in force and direction, at the upper inversion surface
may be quite high. This may add to the difficulty of flying through the inversion
surface. In some conditions, the wind change may be so high as to generate a
small layer of very marked turbulence.
Other types of temperature inversion
The Morning temperature inversion process is considered as the most frequent
and the most sensitive. However, as also mentioned above, other meteorological
conditions, of a less frequent occurrence and magnitude, may lead to temperature
inversions.
For instance, the displacement of a cold air mass over a cold ground surface may
lead to turbulence resulting in a transfer of heat to the lower levels of this mass,
thus, also creating a temperature inversion in the lower levels of the atmosphere
below this air mass. Usually, this kind of inversion has lower magnitude than the
previous case described above.
In any case, pilot experience, weather reports or pilot reports will be the best way
in identifying such weather conditions.
Effect on aircraft performance and recommendations
A-17-75
Effective 09-Jul-14
This kind of inversion may be encountered world-wide. However, some areas are
more exposed to this phenomenon such as arid and desert regions. It may be also
encountered in temperate climate particularly during winter season (presence of
fog). Tropical regions are less sensitive due to less stable weather conditions.
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During a normal takeoff with all engines operative, the inversion will have no effect
since the actual aircraft performance is already far beyond the minimum required
performance. The actual aircraft performance could be affected only in the event
of an engine failure at takeoff.
However, conservatism in the aircraft certified performance is introduced by the
FAR/JAR Part 25 rules, to take account for inaccuracy of the data that are used for
performance calculations. Although not specifically mentioned, temperature
inversions can be considered as part of this inaccuracy.
Therefore, a temperature inversion could become a concern during the takeoff
only in the following worst case with all of these conditions put together:
The temperature inversion is such that it results in the regulatory net flight
path margin cancellation and leads to fly below the regulatory net flight
path.
In all other cases, even if the performance is affected (inversion above T.REF) the
only detrimental effect caused is the climb performance being lower than the
nominal one.
17.3.8.22 Report on hazardous flight conditions
The PIC shall report any hazardous flight condition to the appropriate ATC facility
without delay. The events which need to be reported but not limited to:
Effective 09-Jul-14
In the event of temperature inversion, the climb performance will be affected in the
cases where the thrust is affected. However, to affect the aircraft performance, a
temperature inversion must be combined with other factors.
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Air Piracy or other hostile acts that threaten the safety of the aircraft or its
passengers,
Birds or large animals in the vicinity of the airport or runways,
Inadequacy of navigational facilities or undesirable navigational aid
performance,
Braking Action or other irregularity in navigational or ground facilities,
Inability to accept or maintain RVSM and reason (e.g. turbulence,
mountain wave, wake turbulence, etc.),
Loss of navigational capability,
Any illumination activities,
Unmanned balloons, downed aircraft, ELT broadcast, etc.
Promptly report inadequacies in any facility required for safe operations
of flights.
Wake Turbulence
MTOW 136000 kg
(M) Medium:
(L) Light:
MTOW 7000 kg
A-17-77
Effective 09-Jul-14
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Arriving aircraft
-
2 minutes
3 minutes
Departing aircraft
The minimum separation time is 2 minutes (or 3 minutes if take off is from an
intermediate part of the runway) for a Light or Medium aircraft behind a Heavy
aircraft or for a Light aircraft behind a Medium aircraft.
Two parallel runways have no influence on each other if they are separated by
more than 760 m (2500 ft) and if the flight path of the second aircraft does not
cross the flight path of the preceding aircraft by less than 300 m (1000 ft).
o
Separation
minimum
Heavy
Heavy
Heavy
Medium
Medium
Medium
Light
Light
Light
Heavy
Medium
Light
Heavy
Medium
Light
Heavy
Medium
Light
4 NM
5 NM
6 NM
3 NM
3 NM
5 NM
3 NM
3 NM
3 NM
A-17-78
Effective 09-Jul-14
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In this case, if considered necessary, the pilot may laterally offset from the
assigned track by up to a maximum of 2NM in order to alleviate the effects of
wake turbulence. ATC should be advised of this contingency action although it
may not normally respond. The aircraft should be returned to cleared track as
soon as the situation permits.
17.3.9.1
Departing Aircraft
A minimum separation of 3 minutes should be applied for a LIGHT or MEDIUM
aircraft and 2 minutes for a non-A380-800 HEAVY aircraft taking off behind an
A380-800 aircraft when the aircraft are using:
-
A-17-79
Effective 09-Jul-14
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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 m (1000 ft) below;
Vertical separation should be the same as for other aircraft. The A380
is fully RVSM capable.
A-17-80
Effective 09-Jul-14
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Cockpit crew
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 airplane 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. He shall have unobstructed access to the flight
controls and remain alert to the situation in the cockpit.
A-17-81
Effective 09-Jul-14
The Commander shall always occupy the airplane 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 LOFT/Route
Checks.
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The pilot calls out "I HAVE CONTROL". The other pilot accepts this
transfer by calling out "YOU HAVE CONTROL", before assuming PNF
duties.
Cabin attendants
During take-off and landing, and whenever deemed necessary by the
Commander in the interest of safety, the minimum legal number of cabin
attendant must be positioned in seats designated for the purpose. Any
additional cabin staff that cannot be accommodated in seats provided for
the purpose will normally occupy passenger seats.
17.3.11 Use of seat belts for crew and passengers
(Refer DSC -25-10-30 for seats and associated restraint devices)
Seat Belt sign is not a Turbulence Sign. It is to be put ON whenever the
Commander desires that the passengers be seated and belted. This could be for
procedural purposes or in the event of anticipated / experienced turbulence and as
required in abnormal operations.
Commanders are advised not to be hesitant in the use of Fasten Seat Belt sign
when turbulence is anticipated. Cabin attendant should also be advised of the
cause of turbulence, expected duration and probable intensity.
It is the Commanders responsibility to ensure that passengers and crew are
seated and strapped during takeoff and landing and when the seat belt sign is
ON.
Cockpit crew
Flight crew shall keep their seat belt fastened when at their station. The
shoulder harness shall be worn during condition of sterile cockpit, that is
from engine start to 10,000 ft AAL in climb, from 10,000 ft AAL to engine
shut down in descent, in turbulence and as deemed fit by the commander
over and above this altitude.
Cabin attendant
The Cabin attendant shall keep their seat belt/harness fastened during
takeoff, landing and whenever the Commander so directs.
The
Commander shall make a suitable announcement for them to occupy their
seats before takeoff, landing and in anticipated turbulence. Whenever
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seat belt signs is switched ON except when procedurally needed and the
Captain has required seat belts for the cabin attendants as per guidance
given in Para 17.3.9.2, all cabin service/sales will be immediately stopped
and all trolleys stowed and secured.
Passengers
The passengers are required to fasten their seat belts prior to take off,
landing and whenever the fasten seat belt sign is switched ON.
Cabin attendant shall ensure compliance of this requirement. Any noncompliance by the passengers shall be brought to the attention of the
commander. The Cabin attendant should politely request the passenger
to fasten his/her seat belt and explain the requirement of doing so. They
shall not argue with the passenger.
17.3.11.1 Fasten Seat Belt Sign
Procedural use
The Fasten Seat Belt sign shall be kept ON for all ground operations,
taxiing, take-off, landing and below 10,000. The Commander has a
discretion to switch ON the fasten seat belt sign any time during the
flight.
However during the departure from Delhi, seat belt sign should be kept
ON from engine start until crossing 50NMs or FL150, whichever is later.
For flights arriving into Delhi, Seat Belt sign should be selected ON while
crossing 50NMs or FL150, whichever is earlier and maintained until
engine shutdown. When Seat Belt signs are ON, passengers movement
in the cabin shall not be allowed as per Security instructions.
Whenever the sign is ON the senior cabin attendant shall check with the
commander if they can continue normal cabin service. Cabin attendant
are permitted to carry out normal cabin duties whenever the Seat Belt
sign is switched ON procedurally and when authorized by the
commander to do so.
Effective 09-Jul-14
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The Fasten Seat Belt sign does not preclude the cabin attendant from taking
any action that may be required for the safety of the passengers or in an
emergency.
Whenever severe turbulence is anticipated/encountered the airplane shall be
flown as near as possible to the recommended turbulence penetration speed
as laid down in the airplane FCOM.
17.3.11.2 Seat Belt Guidance
Light Chop:
Light turbulence:
Moderate chop:
Moderate turbulence:
Changes in altitude or attitude occur, air speed fluctuations occur, but the
airplane remains in positive control. Occupants feel definite strain
against seat belt. Unsecured objects move about.
o
Severe turbulence:
A-17-84
Effective 09-Jul-14
Fasten Seat Belt sign and make an appropriate announcement for all
passengers and cabin attendant to fasten their seat belts.
It is the
responsibility of the senior cabin attendant to ensure that all passengers and
cabin attendant are seated and their seat belts fastened. The cockpit
announcement shall be enforced by a Cabin PA announcement.
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Extreme turbulence:
Effective 09-Jul-14
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A crew member
ii)
iii)
iv)
v)
An employee of the Airline whose duties are such that his entry into the
cockpit is considered necessary by the Pilot in-command for safe
operation of the aircraft.
vi)
vii)
viii)
ix)
x)
OCC will act as coordination point for all observation flights undertaken
by Flight Dispatchers, ATC controllers, or other authorised personnel.
OCC will advise Flight Operations about the Name & Identity of the
person, Date of travel, Flight Number and Sectors for which the
authorisation is required. Director (Flight Operations), either of the Chief
Pilot (Flight Operations), or the Director Crew Management can sign the
Cockpit Entry Authority Letter on behalf of the Vice President (Flight
Operations).
A-17-86
Effective 09-Jul-14
i)
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The name of the observer will be indicated in the flight release and in the
roster so that the Captain is made aware.
The Observer travelling in the cockpit for familarisation is to undergo PreFlight medical check.
Effective 09-Jul-14
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Observer seat/Off loaded. In the unlikely event that an off loading is required then
the off loading priority will be:
Additional Crew member occupying Jump seat for personal travel
ii)
A pilot travelling ACM to operate a down line flight is not to be off loaded.
17.3.12.3 Cockpit Door
(Refer DSC 251110)
On all passenger flights the cockpit door shall be 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) authorised admission
to flight deck. If there are no passengers on board such as on ferry flights the
Cockpit door will be kept open at all times.
Cockpit doors are bulletproof and fully compliant with rapid decompression
requirements. Under routine conditions cockpit door can be unlocked by the flight
crew and in case flight crew does not respond to cabin crew requests for entry, the
door can be opened by entering a confidential emergency access code on the
keypad, installed on the lateral side of FAP.
All the aircraft are fitted with a mechanical door latch on the cockpit side of the
door. These latches are not to be used.
a)
A-17-88
Effective 09-Jul-14
i)
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As per the recent guidelines issued by BCAS and DGCA, the Cockpit Door is
required to remain closed and locked after Cabin attendant have completed
the pre-departure Cockpit briefing, prior to engines start. Cockpit Crew shall
not leave the Cockpit during flight below 10,000 ft. AGL (Sterile Cockpit). In
view of the above requirement, the following procedures are to be followed
with immediate effect:
c) Communication between cockpit and cabin
From the perspective of security, it is acknowledged that the greatest
vulnerability in terms of unlawful interference during flight exists whenever the
cockpit door is opened. Thus, in accordance with national regulation, the
frequency of opening the cockpit door in flight needs to be minimized.
Note: Complying with this procedure will require a fundamental shift in mind set, in that,
the cockpit door is NOT to be opened for simple actions such as placing food or
beverage orders with the Lead Cabin Attendant. This can easily be done over the
Interphone, with the cockpit door remaining locked. This shall ensure that the number of
times the cockpit door is opened during flight is restricted to the minimum possible thus
minimizing disruption in passenger service.
At the aircraft:
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Effective 09-Jul-14
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The Lead Cabin Attendant shall close the cockpit door prior to cabin
door closure, and post flight, have the cockpit door opened after
opening the cabin door.
e) Use of Interphone
After the closure of the cockpit door, all normal communication between the
cockpit crew and the cabin attendants will take place over the interphone. This
is to minimize the opening and closing of the cockpit door.
f)
For flights with a block time of more than one hour, the lead cabin attendant
will ascertain the choice of meal/beverage on ground, and agree on when
these should be served, the suggested time being either after take-off (after
the seat belt sign has been switched OFF) or after completion of passenger
service
For flights with a block time of one hour or less, the meal/beverage service
should be pre-arranged to be carried out either on ground, or in flight after
completion of passenger service.
The Lead Cabin Attendant should inform the pilots before commencing
passenger service of the approximate time required for the service round.
As far as possible, pilots are expected to avoid leaving the cockpit before
the start of passenger service, so as to facilitate its initiation at the earliest
and during the course of passenger service so as to prevent its disruption.
A-17-90
Effective 09-Jul-14
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The cockpit should be cleared (of trays, cutlery etc.) at the command of
Cabin Attendants to prepare for arrival (or before, if it minimizes cockpit
door opening).
Some of Company aircrafts are equipped with a dead bolt (an internal latch)
to keep the cockpit locked in the event of CDLS latches failure. This bolt
can be operated only from inside the cockpit and the cabin attendants will
not be able to access the cockpit from the outside (emergency entry into
the cockpit) when the dead bolt is in use. The pilot shall be responsible to
brief the cabin attendants of such a situation
17.3.12.5 Cockpit Entry Procedure
a) Normal Entry, Cabin Attendants
i)
Every time the Cabin Attendant is required to enter the cockpit, she will
stand in front of the forward lavatory door looking up at the camera, and
then contact the Captain through the interphone. She will state her
name and request permission to enter the flight deck. If cockpit duties
permit, the Captain will grant cockpit entry permission.
ii)
Before entry to the cockpit, Cabin Attendant will ensure that the LAV
and forward galley area is vacant. The forward LAV is to be locked.
iii) Before requesting entry, the cabin attendants shall ensure that the
passengers on the first 5 rows are seated and are not moving around in
the cabin unnecessarily.
iv) She will also position and secure the cart such that it is placed between
the two bulkheads in the galley area (parallel to the cockpit door),
completely sealing off the galley from the cabin.
v)
She will position herself in front of the galley cart (on the cockpit side of
the cart facing the cabin), and remain on watch in this position till the
cockpit door is closed.
vi) the door should not be left open for more than the time required to get
in or get out of the flight deck approximately 3 seconds.
vii) While one Cabin attendant is in the cockpit, the other cabin attendant
will remain in the same position as above (cockpit side of the cart
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Effective 09-Jul-14
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viii) The Cabin Attendant seeking entry will press # on the CDLS key pad
and look up into the Cockpit Door Surveillance System camera, for the
Cockpit crew to identify her.
ix) The Captain will check that the galley and cabin access area is clear of
any unauthorized persons by viewing through the cockpit door
surveillance system using all three cameras, and once confirmed, will
unlock the cockpit door.
x)
After entry to the flight deck, the door will be closed immediately. While in
the cockpit, the cabin attendant will be responsible to keep a watchful eye
on the CDSS video screen to ensure that the forward area is not
breached. Before exiting the flight deck, the cabin attendant must check
that the forward galley area is secured, and the cart in place, by viewing
the CDSS surveillance LCD (all 3 camera views) and through the peep
hole.
xi) During this process of cockpit entry, the aft crew shall attend to all the
requests/calls in the forward area until the crew guarding the forward
area becomes free to do so.
xii) In the event that a passenger wants to use the lavatory in the front during
this period, the cabin attendant guarding the forward area should advise
the passenger to use the lavatories in the aft.
xiii) Before exiting the flight deck, the cabin attendant must check through
Cockpit Door surveillance system (all 3 camera views and through the
peep hole) that the forward galley area is secured, and the cart is in
place.
xiv) The door is to be closed immediately on exit
A-17-92
Effective 09-Jul-14
b)
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The cockpit occupant will call the cabin on the interphone prior to
exit.
ii)
Once the forward area is secured as per the above procedure, the
cabin attendant will press # on the CDLS key pad and look up into
the Cockpit Door Surveillance System camera, for the cockpit crew
to identify her. The Captain will ensure the forward area is secured
as described above, and then open the cockpit door. The Cabin
Attendant will enter the cockpit if required (at least two occupants are
required in the cockpit one operating pilot and the Cabin Attendant,
or one operating pilot and another authorized cockpit occupant). The
Cockpit occupant will then exit the cockpit.
iii)
When the cockpit occupant wishes to re-enter the cockpit, he/she shall
ensure that the forward area is secure as described above, and then
press the # on the CDLS key pad and look up into the camera. The
Captain/First Officer will open the cockpit door once it is confirmed that
the forward area is secure, and the cockpit occupant will re-enter (and
allow the Cabin Attendant to exit the cockpit).
iv)
Effective 09-Jul-14
c)
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ii) In case a hijacker wants to force entry into the cockpit, the Cabin
Attendants are required to use the company code.
17.3.13 Before Take-off Communications Procedures
Once all passengers have boarded and the airplane is ready to depart, the
Captain will announce Cabin Attendants close doors, followed by Cabin
Attendants arm slides.
The arming of all doors/slides will not be confirmed by the Lead Cabin Attendant.
Both pilots will confirm this from the Door/Oxy Page on the lower ECAM. In the
event any door does not show an armed indication, the re-arming of the particular
door is to be announced.
It is important for the Lead Cabin Attendant to ensure that all safety
announcements are started and completed well in time so that securing of the
Cabin is not delayed. Once all passengers are confirmed on board and seated, the
safety announcement can commence. Before take-off, the Captain will announce
Cabin Attendants to your seats for take-off. Confirm cabin clearance. The Lead
Cabin Attendant is not required to call the cockpit; instead the confirmation of the
Cabin Secured is conveyed by pressing the hash # button on the CDLS
keyboard. If for any reason, the cabin is not secure, Lead Cabin Attendant must
call the cockpit on the interphone. In case the cabin is secured early, the hash #
may be pressed on completion, even prior to Cabin clearance confirmation
announcement. In such a case the captain will still make the announcement for
cabin crew to be seated and hash # will not have to be pressed again. At times,
due to early Air Traffic clearance, a quick take-off is possible. Not having the cabin
secured in time may cause the take-off slot to be missed and the flight delayed.
17.3.14 Seat Belt and No Portable Electronic Device Signs
Passengers are not to use permitted portable devices below 10,000 ft AAL during
climb and descent. The NO PORTABLE ELEC DEVICE switch is to be kept ON till
A-17-94
Effective 09-Jul-14
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10,000 ft ALL in climb and then set to AUTO; and again selected ON at 10,000 ft
AAL during descent. After Engine shut down the PED switch will be kept in the ON
position if aircraft refuelling is required with passengers on board.
In case the seat belt sign is kept ON or placed ON during flight due to
turbulence and the Captain requires the Cabin Attendants to be seated, the
Captain will announce Cabin Attendants to your seats. Whenever, Cabin
Attendants are required to be seated then they must fasten their seat belts and
shoulder harnesses.
-
Five minutes before landing the Captain will announce Cabin Attendants
to your seats for landing. Subsequently, Lead Cabin attendant will
confirm. The confirmation of the Cabin being Secure is conveyed to the
cockpit by the Lead Cabin Attendant, who shall press the hash # button
on the CDLS keyboard. If for any reason, the cabin is not secure, Lead
Cabin Attendant must call the cockpit on the interphone. It is important for
the Lead Cabin Attendant to ensure that all safety announcements are
started and completed well in time so that securing of Cabin is not
delayed.
Except when LVO are in progress, during the after landing flow, the PNF
is to switch the PED Switch Off. This will serve as a signal for the Lead
A-17-95
Effective 09-Jul-14
The SEAT BELTS Sign should be switched off in climb upon crossing 10,000 ft
AAL. This also indicates the end of the sterile cockpit. In case the Seat Belts Sign
is to be kept on beyond 10,000 ft AAL, the Seat Belts Sign switch will be recycled
ON-OFF-ON (2 Chimes) to indicate the end of the sterile cockpit. The No Portable
Electronic Device sign can however be switched to Auto.
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The Captain may ask the First Officer to make any or all of the above
announcements.
Note: Cabin Attendant procedures require that the cabin be secured at the earliest after they have
completed their required duties, both before takeoff and before landing. Hence, before takeoff and
landing, the Lead may press the # key on the CDLS immediately after the cabin is secure. This is in
conformance with IGO Inflight procedures. In case of any doubt, the Captain may request
confirmation of the same from the Lead.
Effective 09-Jul-14
In case Low Visibility Operations are in effect at the airport of landing, the
Lead CA is briefed about the autoland as a matter of procedure during
the approach preparation. This will serve as her Standing Order that
passengers are to be informed that PEDs may only be used once the
aircraft is parked at the stand and cabin doors are opened. In these
cases the PED switch is to be turned off only once parked at the stand.
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Use headset
Remain vigilant
The cabin member available in the front shall remain in the cockpit till
such time the cockpit crew member returns.
The cabin attendant detailed to remain in the cockpit the will occupy the
1st observers or 2nd observers seat.)
The cabin attendant in the cockpit will remain vigilant in case of subtle
incapacitation of cockpit crew or any other situations that requires
assistance.
b) Entry
Cockpit crew member outside the cockpit will use the Cabin Intercommunication Panel to communicate with the cockpit to open the
cockpit door. Then press the # on the CDLS key pad and look up into
the camera.
The crew in the cockpit will then open the cockpit door.
However, the crew can access the cockpit by using the electronic cabin
side code pad by entering the multi digit emergency code.
After the pilot have resumed his/her designated seat in the cockpit the
cabin attendant will leave the cockpit and ensure the cockpit door is
properly closed and locked.
Effective 09-Jul-14
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Procedure: Pilots are required to download two copies of the Form Additional
Crew Member Jump Seat Personal Travel Cockpit Crew from Indigo Portal on
the Flight Operations link (Home > Flight Ops > Pilot Admin). The form along with
valid AEP and company ID card should be presented to Airport Operations
Dispatch/Load Sheet staff on duty at the pilot briefing area at least sixty minutes
before the departure time. Based on the availability of the jump seats / cabin seats
and Pilot-in-Commands permission, the duty Dispatch/Load Sheet staff will sign
and stamp the completed form, add the crew name in the crew manifest as ACM
and advise the Trim Sheet staff as required. One copy of the stamped form will be
given to the pilot on personal travel and the other copy will be retained by the
Dispatch staff on duty. Thereafter, the pilot should proceed for boarding as normal
crew member. Pilot is required to present the stamped copy of the form to the
Commander if asked.
In case of multiple requests for personal travel on the same flight, preference will
be given on the basis of employee ID number (based on the date of joining the
company). Pilots on personal travel are NOT entitled for Crew transport / on board
meal facility / seat allocation priority. Use of the jump seats / cabin seats for
Cockpit Crew Personal travel as Additional Crew Member will be at last priority.
The priority for Jump Seat (cockpit / cabin) travel will be as under in that order:
Effective 09-Jul-14
within India only. Such personal travel is not governed by either the Employee
Leisure Travel Policy or the Flight and Duty Time Limitation regulations. Personal
travel on cockpit / cabin jump seat or cabin seats is permitted in uniform only,
subject to availability of these seats. Allocation of vacant jump seats / cabin seats
for personal travel will be done with prior approval from the Commander.
FLT.OMA
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Note:
i)
ACM- IndiGo jump seat personal travel form cockpit crew is available on
the portal/dispatch office at the airport.
ii)
Travel must be in uniform, with Valid AEP (Airport Entry Pass) and Company
ID
13A
13F
1F
If the above mentioned seats are not available, Crew scheduling/ Flight Ops
(Training Department) will book any AISLE seat with an empty seat next to it,
towards the front of the aircraft.
Once the pilot checks-in at the airport counter, the staff will check if any of the
following seats are available, and assign a seat to the pilot in given order of
priority;
13C,
13D,
1C,
1D,
12C, D, A, F
Any available aisle seat (with an empty seat next to it)
Pilots, whether travelling on duty or otherwise, are requested to store their bags in
the overhead bins in such a manner so as to leave space above Row 1 and Rows
12 & 13 for the carry-on bags of our premium passengers. Pilots travelling for any
A-17-99
Effective 09-Jul-14
PIC cannot request priority allocation of a cabin jump seat for a pilot travelling
as ACM for personal travel. For convenience, mobile numbers of Company
duty cells at various airports are placed at annexure 5
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reason other than in connection with flight or simulator duty will be assigned seats
as per existing company policy.
17.3.17.2 Dead Heading Crew Pre-Embarkment Security Compliance
Effective 09-Jul-14
Dead Heading Cockpit crew are often required to travel in the cabin as passenger
on a boarding card. They are expected to follow all pre-embankment Security
Procedures. A pilot travelling in uniform should present his boarding card at Airport
Security Check point for stamping and at the boarding gate for the stub to be
removed. They are not to gain access to the aircraft from the airside using AEP.
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even if they are told to by any officer/staff of the company. However, pilots
assigned to undertake supernumerary flights as observers are not considered
designated crew members and are permitted to travel with a passenger boarding
pass.
A-17-101
Effective 09-Jul-14
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If a cockpit crew member becomes incapacitated, the remaining crew member will
ensure a safe flight condition by the following priority.
FNC
F Fly the airplane
o
C Communicate
A-17-102
Effective 09-Jul-14
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Call the Lead Cabin Attendant to assist with the incapacitated crew
member
FORDEC
F
Risk - analyse e.g analyse the risks involved with each of the
three options
Decision- make
Execute decision
As soon as practicably call the lead cabin attendant to the cockpit for
assistance and implement
NITES
N
Intention - Communicate
The best way to request for assistance is by the PA and/or EMER call,
which is located on the left overhead CALLS panel. If the PA system is
used then the call shall be as following:
Note : Keeping in view the nature of the emergency, the cabin attendant will
proceed immediately towards the cockpit and press hash # button in the cockpit
door keyboard to request cockpit entry.
A-17-103
Effective 09-Jul-14
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Effective 09-Jul-14
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After the Airplane is stopped on the runway and brakes are set,
change seat to taxi, if necessary.
A-17-105
Effective 09-Jul-14
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Unless the weight and balance for the flight and passenger category will be such
that the random occupation of seats is permissible, passengers will be shown or
conducted to their allocated seats.
All reclining seats are in an upright position and folding tables stowed.
Cabin lights dimmed at night in order to improve the night vision of cabin
attendant and passengers
Effective 09-Jul-14
Before take-off and landing the cabin preparation must be completed as follows:
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If the stairs are against the aircraft, it is better that passengers use the stairs
instead of escape slides. This is because, before deploying escape slides, it is
necessary to ensure that the area outside the aircraft is clear of obstruction.
However, there may often be obstacles surrounding the aircraft (e.g. fuel truck,
catering, baggage handlers, boarding passengers, etc), and any contact with
these obstacles or with personnel during escape slide deployment may make the
situation worse.
It is possible to use the escape slides to rapidly evacuate the aircraft. However, if
escape slides are used, it is very important to verify that there are no obstacles in
the area where the escape slide will be deployed. In some cases, it may be
necessary to wait for equipment, personnel, or vehicles to move away from the
deployment area, before arming the escape slide and opening the aircraft doors.
17.3.20.4 Electronic Devices
A-17-107
Effective 09-Jul-14
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Applicability:
The Procedure:
It is envisaged that Electronic devices may cause Electro Magnetic
Interference (EMI) with navigation or communication system of the aircraft
which are essential and critical for an aircraft during flight.
All electronic devices (which intentionally transmit radio signals) are
prohibited for use by passengers at all times in flight. These electronic
devices include mobile/cellular phones, amateur radio transceivers, CB
radios and transmitters that control devices such as toys, etc. (These may
be permitted during extended delays at Flight crew discretion).
A-17-108
Effective 09-Jul-14
Phase of flight
Taxi/Take Off/
climb
/ Descent /
Landing/ Taxi to
the bay
Cruise
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Mobile
phones/amateur
radios
withAllowed
Airplane/Flight
mode
Allowed in flight
mode
Allowed in flight
mode
Mobile
phones/amateur
radios without
Airplane/Flight
Allowed
mode
Not Allowed
Allowed
Requirements:
a) No person shall use any electronic device, which
intentionally transmits radio signals while on board an
aircraft for the purpose of flight.
b) Electronic devices, intentionally transmitting radio signals,
if carried on board, shall be kept in non-transmitting mode
(commonly referred to as Flight/Airplane Mode).
c)
Effective 09-Jul-14
Boarding
/Extended
ground delay
when
instructed by
the cockpit
crew
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Cabin crew, besides other duties, during the flight shall keep a watch on
the passengers to ensure compliance. 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
the company against the defaulting person.
Any PED events related to suspected or confirmed PED interference,
smoke or fire caused by PED shall be reported to DGCA (DAS). This shall
also assist in evaluation of aircraft as transmitting PED resistant.
Restrictions on Ground:
In accordance with DGCA operations circular no.2 of 2003 dated 12th
September, 2003 the use of mobile / cellular telephones inside the
airplane when the airplane is on ground with passengers door open is not
permitted while following activities are in progress:
i)
Airplane Fuelling
ii)
Effective 09-Jul-14
17.3.21
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First-aid kits
1
2
3
4
5
6
Medical kit
1
1
1
1
1
First-aid kit: A kit containing such items which can be used for the purpose of
first-aid treatment of injuries which may occur in flight or as a result of minor
accidents.
Medical kit: A kit containing such life saving drugs intended to be administered
only by a qualified medical practitioner if and when available.
Universal precaution kit: A kit for the use of cabin crew members in managing
incidents of ill health associated with a case of suspected communicable disease,
or in the case of illness involving contact with body fluids.
17.3.21.1 Requirement for Carriage of First Aid and Medical Kit
The number of First Aid Kit and Medical Kit to be carried on board as per CAR
Section 2, Series X Part III, Issue 4, shall be as follows for company aircraft:
a)
b)
One First Aid Kit and one Medical Kit in Forward galley G1.
One First Aid Kit and one Universal Precaution Kit in the aft Galley G5
A-17-111
Effective 09-Jul-14
The passengers require due care on board our flights. In case any passenger
sustains injury, medical aid is required to be provided. The cabin attendants are
given adequate training for such eventualities.
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Contents of The First Aid Kit : Each Standard First Aid Kit shall contain at least
the following or other approved contents:
List of contents
Quantity
20
Dressing: burn 10 cm 10 cm
10
10
10
Scissors: 10 cm
Tweezers: splinter
Thermometers (non-mercury)
Ambu Bag
20
Antiemetic
10
Antiemetic drops
Antacid
20
Antihistamine
10
Antibiotic tablet
10
Antibiotic ointment
Anti-diarrhoeal
10
Anti- allergy
10
A-17-112
Effective 09-Jul-14
A kit containing such items which can be used for the purpose of first aid treatment
of injuries which may occur in flight or as a result of minor accidents. First Aid
Kit(s) shall be carried on all aircraft.
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Anti-spasmodic
10
Anti-spasmodic drops
Anti-pryetic
10
1
Anti-angina - Sorbitrate
10
Analgesic ointment
Crepe bandage
Tourniquet
A-17-113
Quantity
1
1
1 each
5/3/2
10
3
20
3
1
2
2
2
10
1
4
2
1
1
2
1
1
2
2
2
1
10
1
1
1
Effective 09-Jul-14
Anti-pyretic syrup
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3
3
2
10
2
2
2
2
10
10
2
Quantity
200Gms x 1
100 ml x 1
20
10
10
2
2
1
4
1
A-17-114
Effective 09-Jul-14
FLT.OMA
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of such kit has life expiry before one year, the validity should be restricted to that
date.
The First-aid kits, Medical kits and Universal precaution kit containers must be
moisture and dust-proof and readily accessible to cabin attendants/flight crew,
in flight,
The First-aid kits, Medical kits and Universal precaution kit containers shall
marked with a white cross of size atleast 5 Cm to 5 Cm in green background
and the words "FIRST-AID KIT"/MEDICAL Kit/UNIVERSAL PRECAUTION
KIT , as the case may be in prominent letters shall appear on the front
surface of the container.
First-aid kits, Medical kits and Universal precaution kit shall be sealed and the
contents duly certified and signed by a Registered Medical Practitioner/
Medical Officer holding atleast an MBBS degree and also sign the relevant
form.
The First-aid kits, Medical kits and Universal precaution kit must remain
sealed till the time of its use. After use it must be replenished and certified by
a medical practitioner and resealed. If the seal is broken during bomb threat
inspection or due security reasons or due to usage of the kit and cannot be
recertified due to non availability of qualified doctor, the kits may be carried on
board in unsealed condition provided it is recertified at the first available
opportunity or arrival at base, which ever is earlier.
The First-aid kits, Medical kits and Universal precaution kit containers must
bear a Sl. No. given by the Operator for the purpose of identification.
The stowage locations shall be similarly & conspicuously marked for easy
identification.
A-17-115
Effective 09-Jul-14
FLT.OMA
CHAPTER 17
Procedures and checklist system for use of cabin attendant must at least take into
account the following items:
PRE
T/O
ITEM
1. Brief of cabin attendant by the lead cabin
attendant member prior to commencement
of a flight or series of flight
2. Check of safety equipment in accordance
with operators policies and procedures
3. Security checks: searching for concealed
weapon , explosives or other dangerous
devices
4. Supervision of passenger embarkation
and disembarkation
5. Securing of passenger cabin (e.g.
seatbelt, cabin cargo/baggage)
6. Securing of galleys and stowage of
equipment
7. Arming of door slides
8. Safety information to passengers
9 Cabin secure report to flight crew
10. Operation of cabin lights
A-17-116
PRE
LANDING
POST
LANDING
X
X
X
X
X
X
X
IN
FLIGHT
X
if
required
if
required
X
X
X
X
X
X
X
X
X
X
X
Effective 09-Jul-14
FLT.OMA
CHAPTER 17
i)
ii)
Effective 09-Jul-14
The following pre-flight announcement and demonstration are to be carried out for
each sector to be operated
FLT.OMA
CHAPTER 17
doing so. They shall not argue with the passenger. For additional information on
the use of seat belts (also refer Para 17.3.10)
A-17-118
Effective 09-Jul-14
FLT.OMA
CHAPTER 17
Captaincy and directly conveys to passengers that crew genuinely cares about
their condition.
The guidelines for pre-flight, en-route, descent, landing and Departure delay
announcements have been place at Annexure 7.
b) Emergency Announcements
All pilots shall use discretion while making announcements in an emergency
situation so as not to cause passenger apprehension.
In the event of an electrical failure or non-availability of PA system, the Cabin
attendant should use the hand megaphone provided.
c) ATC Delay Announcements
It is not uncommon to have a flight delayed due Air Traffic flow and
management requirements due to airspace congestion. The passengers must
be informed of these delays while on ground awaiting take-off or while in the
air awaiting approach clearance. Care must be taken not to attribute these
delays to ATC. The DGCA has instructed that these delays be attributed to air
traffic congestion and not ATC while informing the passengers.
17.3.23 Procedures For Airplane Operations Requiring Cosmic/ Solar
Radiation Detection Equipment
Explanatory Information
The radiation we receive comes either from outer space (constant intensity) or
from the sun (intensity increasing with solar flare activity). In the first case it is
produced when primary photons and particles from outside the solar system
interact with components of the earth's atmosphere. In the second we have the
release of charged particles. The most harmful are neutrons, protons and gamma
radiation, while ultra violet (UV) radiation is insignificant in this context. During the
period of high sun activity, the likelihood of solar flares is higher. These flares
create an increased flux of charged particles radiation. This flux is nevertheless
compensated by the reduction of galactic radiation during this sun activity period,
so that the total intensity of cosmic radiation remains reasonably constant. Cosmic
radiation follows an 11-year cycle, with the intensity being inversely related to
solar activity. The last solar maximum was in 2002. Maximum variation is approx
20%.
A-17-119
Effective 09-Jul-14
FLT.OMA
CHAPTER 17
Polar Regions have greater radiation intensity and exposure is more important at
higher altitudes.
The biological effect evidently also depends upon the length of time of exposure.
The effect on biological tissue or body cells depends not only on the total dose but
also on the components of the radiation field.
The standard unit of radioactivity is the Becquerel, which is defined as the decay
of one nucleus per second. The practical interest is in the biological effect of a
radiation dose, and the dose equivalent is measured in Sieverts (Sv) per hour or
millisieverts (mSv) per year (1 mSv = 1000 Sv = 10-3 J/kg).
Estimates and in-service measurements, which are the result of extensive
scientific studies and airline experience, show that during flight in commercial jet
airplane the level of exposure to cosmic radiation for flight crews is well below the
values specified in existing legislation or guidelines. There are no specific
airworthiness requirements related to cosmic radiation that would apply to
company airplanes on the present company routes and altitudes.
The airplane type presently in use in the company are operationally limited below
45,000ft ( 15,000 M) and are not required to carry Cosmic or Solar radiation
detection equipment.
17.4
b)
c)
Effective 09-Jul-14
Natural protection from cosmic radiation is provided by the geomagnetic field and
the attenuating effects of the earth's atmosphere. The level of cosmic radiation
depends to some extent on the geographical position, but essentially on the
altitude above the ground level; the maximum radiation level occurs at about
20,000 m.
FLT.OMA
CHAPTER 17
The detailed operational procedures for each airplane type are given in the normal
procedures, system related procedures and FMGS sections of the FCOM. Pilots
must refer to these operational procedures for the airplane type. Also refer Auto
flight limitations given in FCOM LIM-22-20. Airport specific Low Visibility
Procedures (LVP) is provided in Jeppesen Airway Manual.
17.4.1
Basic Concepts
a)
CAT II
b)
a decision height below 200 ft, but not lower than 100 ft; and
CAT III
Effective 09-Jul-14
The limits of the aircraft are indicated in the Aircraft Flight Manual (AFM). The limit
of usable landing aids is the value of the DH/DA for the approach landing
category. These limits or operating minima must not be less than those imposed
by the country concerned and the Operations Manual according to the type of
flight.
FLT.OMA
CHAPTER 17
Category III C:
Precision instrument approach and landing with no decision height and runway
visual range limitations.
Note 2: Where the decision height (DH) and runway visual range (RVR) do not fall within
the same Category, the RVR will determine in which Category the operation is to be
considered.
The main objective of CAT II/ CAT III operations is to provide a level of safety
equivalent to other operations but in the more adverse weather conditions and
associated lower visibility.
In contrast to other operations, CAT III weather minima does not provide sufficient
visual references to allow a manual landing to be performed. The minima only
permit the pilot to decide if the aircraft will land in the touchdown zone (basically
CAT III A) and to ensure safety during roll-out (basically CAT III B).
Therefore an automatic landing system is mandatory to perform CAT III
operations. Its reliability must be sufficient to control the aircraft to touchdown in
CAT III A operations and through roll-out to a safe taxi speed in CAT III B (and
CAT III C when authorised).
Note: Autoland is not CAT III. An automatic landing system is only equipment providing
automatic control of the aircraft during the approach and landing and is not related to
particular weather conditions. This system is mandatory for all CAT III operations .
A-17-122
Effective 09-Jul-14
b)
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A-17-123
Effective 09-Jul-14
FLT.OMA
CHAPTER 17
Above AH, a Go Around must be initiated if a failure (*) affects the fail
operational landing system.
(*) The list of these failures is mentioned in the AFM.
A-17-124
Effective 09-Jul-14
ii)
FLT.OMA
CHAPTER 17
Definition
Runway Visual Range (RVR) is the range over which a pilot of an aircraft on the
centreline of the runway can see the runway surface markings or the lights
delineating the runway or identifying its centreline.
RVR Concept
Categories II and III operations require rapidly updated and reliable reports of the
visibility conditions which a pilot may expect to encounter in the touchdown zone
and along the runway.
RVR measurements replace the use of Reported Visibility Values (RVV) which is
not appropriate for conditions encountered during the final approach and landing
in low visibility, because the visibility observations are often several miles away
from the touchdown zone of the runway.
Note: RVR is not the Slant Visual Range (SVR). SVR is the range over which a pilot of an
aircraft in the final stages of approach or landing can see the markings or the lights as
described in RVR definition.
A-17-125
Effective 09-Jul-14
17.4.3
FLT.OMA
CHAPTER 17
For Category II and Category III operations, the RVR measurements are provided
by a system of calibrated transmissometers and account for the effects of ambient
17.4.4
The Minimum Approach Break-off Height (MABH) is the lowest height above the
ground, measured by radio altimeter, such that if a missed approach is initiated
without external references:
-
in normal operation, the aircraft does not touch the ground during the
procedure
Effective 09-Jul-14
FLT.OMA
CHAPTER 17
Note - AFM: Minimum Approach Break-off Height is 25 ft AGL for CAT III with DH.
17.4.5
17.4.7
Low visibility Operations involves both Flight Operations and Engineering to follow
specific procedures to achieve the desired objective.
17.4.7.1
17.4.7.2
Record Keeping
Each Flight Crew Member are required to be authorised and recurrent, as per
the following, in order to continue operating in low visibility conditions.
Certification Crew authorised to operate in CAT II/III conditions are issued with a
certificate by the company training department. The CAT II/III authorisation needs
to be carried by the crew with their Flying License/FATA. Both pilot will verify each
others authorisation prior to exercising the privileges of CAT II/III approval.
Pilots proficiency to undertake LVTO operations will be recorded and certified in
pilots log book.
RECENCY Authorised Crew are issued with a personal log book for CAT II/III.
This is required to be filled up every time an actual or practise auto approach and
auto land is carried out either in the simulator or aircraft.
A-17-127
Effective 09-Jul-14
17.4.6
FLT.OMA
CHAPTER 17
17.4.7.3
Operational Requirements
Aircraft Suitability
Maintaining the aircraft to full LVO capability status is the responsibility of
Engineering. The LVO Status of an aircraft can be affected due to following
reasons:
a)
b)
In order to keep the aircrafts Autoland status valid approved pilots are
expected to do an Autoland every 30 days to authorised runways. A FRB
entry Autoland Satisfactory is to be made in the FRB whenever a
satisfactory Autoland is performed. If the autoland was not satisfactory an
Autoland Unsatisfactory FRB entry is to be made. In addition, captain is to
make detailed entry in defect report column of FRB for assisting trouble
shooting by engineers. Auto Land for practise can only be performed at
approved runways.
c)
d)
Effective 09-Jul-14
To exercise the privileges of Cat-II or Cat-III authorization, a PIC shall have carried
out a minimum of 6 approaches (either actual or practice) of the applicable
category including at least 1 on the aircraft within the preceding 6 months, and a
Co-pilot shall have been a crew member on at least 3 ILS Cat- II or Cat-III
approaches as applicable, within the preceding 6 months (in SIM or in aircraft).
FLT.OMA
CHAPTER 17
performed at the earliest and an entry made in the FRB stating Autoland
satisfactory.
Automatic Landing
Landing Categories
Each FMGC can make an assessment of its own landing categories: CAT 1,
CAT 2, CAT 3 SINGLE, CAT 3 DUAL and displays the corresponding landing
categories on the FMAs.
Landing category depends on the availability of aircraft systems and functions.
Whenever the landing category is downgraded, a triple click warning is
activated.
17.4.8.1
CATEGORY II
Minimum decision height 100 feet AGL
At least one autopilot must be engaged in APPR mode, and CAT 2 or CAT 3
SINGLE or CAT 3 DUAL must be displayed on the FMA.
Minimum Height for AP disconnect . 80 feet AGL
A-17-129
Effective 09-Jul-14
FLT.OMA
CHAPTER 17
If such a failure occurs below the alert height, the flare, touchdown and roll
out, in fail-operational system, may be accomplished using the remaining
automatic system.
A/THR must be used in selected or managed speed.
Alert height.............. 100 feet (Auto Call)
Effective 09-Jul-14
Note: With a fail passive automatic landing system, the pilot assumes control of the
aircraft after the failure.
FLT.OMA
CHAPTER 17
ENGINE FAILURE
Note: Wind limitation is based on the surface wind reported by the tower. If the wind
displayed on the ND exceeds the above-noted Auto Land limitations, but the tower
reports surface wind within the limitations, then the autopilot can remain engaged. If the
tower reports a surface wind beyond the limitations, only a CAT I automatic approach
without Auto Land can be performed.
AUTOMATIC LANDING
CAT II and CAT III Auto Land is approved in CONF 3 and CONF FULL.
Automatic landing is demonstrated:
With CAT II and CAT III ILS beam.
With glide slope angle within ( 2.5 and 3.15) range.
At or below the maximum landing weight.
For airport altitude at or below 6500 feet.
At approach speed (VAPP) = VLS + correction.
(Minimum correction of 5 knots; maximum wind correction of 15 knots) Automatic
rollout performance has been approved on dry and wet runways, but performance
on snow-covered or icy runways has not been demonstrated.
Automatic landing is a portion of the LVO approach. Automatic landing is not CAT
III. An automatic landing system is only equipment providing automatic control of
the aircraft during the approach & landing and is not related to a particular weather
condition. This system is mandatory for all CAT III operations. However, it can also
be performed for a CAT II approach provided the ILS performance is sufficient and
ILS signals are protected. For training and qualification purposes it is permissible
to use Autoland at or above CAT I conditions, subject to various limitations.
A-17-131
Effective 09-Jul-14
CAT II and CAT III fail passive Autoland are only approved in configuration
FULL, and if engine-out procedures are completed before reaching 1000 feet
in approach.
FLT.OMA
CHAPTER 17
In case of failures while performing an Autoland, at any time during the approach,
if visual references are sufficient, the Auto Pilot can be disengaged and the
landing completed manually.
Automatic Landing in CAT I Or Better Weather Conditions
The airline has checked that the ILS beam quality and the effect of terrain
profile before the runway have no adverse effect on AP/FD guidance. In
particular, the effect of terrain discontinuities within 300 meters before the
runway threshold must be evaluated.
At least CAT2 capability is displayed on the FMA, and CAT II / CAT III
procedures are used.
Pre-Departure
In addition to normal flight preparation, the following planning and preparation
must be performed when CAT II/III approaches are planned.
A-17-132
Effective 09-Jul-14
17.4.8.2
FLT.OMA
CHAPTER 17
Review NOTAMS
Crew Qualification
Crew qualification and currency must be reviewed (both CAPT and F/O must
be qualified and current).
Weather Information
Check that the weather forecast at destination is within Companys and crew
operating CAT II/III minima.
b)
Fuel Planning
Normal fuel policy caters for Destination Holding (which includes all
additional holding due LVO) & Instrument Approach Procedure and no extra
fuel is to be carried.
Approach Preparation
Aircraft Status
Check on ECAM STATUS page that the required landing capability is
available. Although it is not required to check equipment, which is not
monitored by the system, if any of the required equipment is seen inoperative
(flag), the landing capability will be reduced.
Weather
Check weather conditions at destination and at alternates. Reported RVR
values must be at or above the applicable minima for CAT II/III approaches.
The selected alternate must have weather conditions equal to or better than
the applicable landing minima.
ATC Calls
When RVR values drop below a certain value, Low visibility procedure are
enforced. This is reported on the ATIS as well as confirmed by the ATC. ATC
will check the status of the ILS and lighting and protect the sensitive areas
from incursion by aircraft or vehicles. A CAT II/III approach may not be
undertaken until the clearance has been received.
Continuation Of Approach
A-17-133
Effective 09-Jul-14
To make sure that the destination airport still meets visual or non-visual
CAT II/III requirements:
Radio Navaid availability,
Airport, Runway and approach lighting status
RVR equipment availability etc.
FLT.OMA
CHAPTER 17
Seat Position
Use Of Lights
At night in low visibility conditions external aircraft lights can be detrimental to the
acquisition of visual references. Reflected light from water droplets or snow may
actually reduce visibility. Landing lights would therefore not normally be used in
CAT II or CAT III weather conditions. The strobe and taxi light may also be
switched off if required.
Brief the Cabin Crew that a CATII/ III approach is being carried out and that in
case of an evacuation, the visibility outside is going to be very poor. Additionally it
may be difficult to assess the situation outside and it may take some additional
time for the safety services to arrive. Additionally, NO PED SIGN will be kept on
after landing and cabin crew is to make announcement accordingly after landing.
Effective 09-Jul-14
The pilots must realise the importance of eye position during LVO
approaches and landing. A too-low seat adjustment may greatly reduce the
visual segment. When the eye reference position is lower than intended, the
already short visual segment is further reduced by the cut off angle of the
glare shield or nose. The seat is correctly adjusted when the pilot's eyes are
in line with the red and white balls located above the glare shield.
CM2
FLT.OMA
CHAPTER 17
c)
calls "CONTINUE"
scans mostly head-up to monitor the flight path and flare (in CAT II
A-17-135
Effective 09-Jul-14
FLT.OMA
CHAPTER 17
d)
Effective 09-Jul-14
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CHAPTER 17
If LAND is not displayed or if the ILS course is not correct, do not perform an
autoland. The flight crew should perform a go-around, if visual references are not
sufficient.
If the flight crew does not disconnect the AP at the end of the rollout, and uses
the nosewheel steering handwheel to taxi the aircraft off the runway, the
following will occur:
The AP will try to steer the aircraft back to the runway centerline, if the
nosewheel steering handwheel is released and the aircraft heading is less
than 20 off the runway centerline.
The AP will automatically disconnect, if the aircraft heading is 20 or more
off the runway centerline.
FOR MANUAL LANDING
AT DH
DISCONNECT the APs. SPEED mode remains engaged
AT 20 FEET "RETARD" AUTOMATIC CALL OUT COMES UP
MOVE the thrust levers to IDLE if not already done. (The A/THR disconnects).
A-17-137
Effective 09-Jul-14
FOR AUTOLAND
Between 50 And 40ft RA
FLT.OMA
CHAPTER 17
AT TOUCH DOWN
"ROLL OUT" appears on the FMA and the yaw bar comes up on the PFD.
Note: The retard call out is only a reminder when a manual landing is performed.
Ref FCOM PRO NOR SRP 01- 70
Visual references are required to assess aircraft position and continue the
approach. No pilot may continue an LVO approach below the DH unless specified
visual references is attained and can be maintained except when carrying out a
CAT III B approach with NO DH.
CAT II Approach
-
A-17-138
Effective 09-Jul-14
e)
FLT.OMA
CHAPTER 17
For this category of operation, the decision to continue does not depend
on visual references, even though a minimum RVR is specified.
It is nevertheless good airmanship to confirm aircraft position with
available visual references.
However, the decision depends only on the operational status of the
aircraft and ground equipment. If a failure occurs prior to reaching the
AH, a Go Around will be made. A Go Around must nevertheless be
performed if the autoland warning is triggered below AH. After exiting the
runway ATC must be advised as CAT II/CAT III Satisfactory
/Unsatisfactory.
f) Loss Of Visual References
Operations with DH Below DH before Touchdown
If the decision to continue has been made and the visual references
subsequently become insufficient (for the appropriate category), or the
flight path deviates unacceptably, a Go Around must be initiated.
Notes: 1. A Go Around initiated below the Minimum Approach Break-off Height
(MABH), whether auto or manual, may result in ground contact
2. If the touchdown occurs after GA is engaged the AP remains engaged in that
mode, and ATHR remains in TOGA. Ground spoilers and auto brake are inhibited.
g)
CAT II and CAT III operations require special procedures for the ATC and
all services on the aerodrome (maintenance, security). They are often
referred to under the generic name of Low Visibility Procedures. Each
aerodrome authority develops its own procedures in accordance to the
ICAO All Weather Document. Main procedures to be established are:
procedures for ATC to be quickly informed of all degradations in ILS
performance and to inform the pilot if necessary,
procedures for ATC to be quickly informed of all degradations in visual
aids and to inform the pilot if necessary,
A-17-139
Effective 09-Jul-14
h)
FLT.OMA
CHAPTER 17
procedures for the protection of the obstacle free zone (OFZ) by the
control of ground movements,
procedures for the protection of the ILS critical area and the ILS sensitive
area by control of ground movements and adequate separation between
two aircraft on approach or one aircraft on approach and another takingoff,
procedures for meteorological services,
procedures for maintenance,
procedures for security.
ATC Clearance
Clearance to carry out a low visibility approach must be requested from
ATC, who will activate the Low Visibility Procedures, i.e. prepare the
airfield and assure appropriate aircraft separation. Such approach may
not be undertaken until the clearance has been received. It is also
recommended that ATC be informed when an automatic landing is
intended to be performed, to ensure, whenever possible, the same
protection even in CAT I or better conditions.
17.4.8.3
Any time a precision approach is performed the PM must announce that a flight
parameter is being exceeded if during Glide Beam capture:
-
Pitch attitude becomes less than -2.5 deg or greater than +10 deg
PARAMETERS
IF DEVIATION
EXCEEDS
CALL REQUIRED
IAS
+ 10kt / -5kt
SPEED
RATE OF DESCENT
>1000ft/min
SINK RATE
PITCH ATTITUDE
PITCH
BANK ANGLE
BANK
LOCALIZER
EXCESS DEV
LOCALIZER
GLIDE SLOPE
WARNING
GLIDESLOPE
A-17-140
Effective 09-Jul-14
FLT.OMA
CHAPTER 17
Those calls are normally performed by the CM2. However, any crewmember that
sees a deviation outside the above limits should make the appropriate call. If any
of these limits are exceeded approaching DH, a GA should be considered.
Call-Outs CAT II/III
APPROACH AND LANDING
EVENT
PF (CM1)
Approach Checklist
APPROACH C/L
Activation of
approach phase
ACTIVE APPROACH
PHASE
RA Alive
CHECKTED
At GS*
SET GA ALTITUDE__FT
OM / FAF
CHECKED
Landing Checklist
PM (CM2)
APPROACH C/L COMPLETE
APPROACH PHASE ACTIVATED
RADIO ALTIMETER ALIVE (1)
GA ALTITUDE__SET
PASSING_(FIX NAME)_FT
LANDING C/L
1000 ft RA
350 ft RA
100 FT above DH
CHECKED
DH Visual
Reference (3)
CONTINUE
MINIMUM (2)
DH no Visual
Reference (3)
GO AROUND FLAPS
MINIMUM (2)
100 RA
40 RA
FLARE / NO FLARE
ROLLOUT
SPOILERS (5)
REVERSE GREEN (6)
DECEL (7)
Deceleration
AT 70 Kts
SEVENTY KNOTS
Note:
Effective 09-Jul-14
17.4.8.4
FLT.OMA
CHAPTER 17
or NO REVERSE, as
(7) DECEL callout means that deceleration is felt by the crew, and confirmed by the speed
trend arrow on the PFD. It can also be confirmed by the DECEL light. If no positive
deceleration, NO DECEL.
17.4.8.5
17.4.8.6
In general there are three possible responses to the failure of any system,
instrument or element during the approach.
-
The nature of the failure and the point of its occurrence will determine the
appropriate response. A Go Around is initiated only if sufficient visual cues are not
obtained.
As a general rule, if a failure occurs above 1000 ft AGL the approach may be
continued after reverting to a higher DH, provided the appropriate conditions are
met (refer to downgrading conditions placed below).
Below 1000 ft (and down to 100FT / Alert Height when in CAT 3 DUAL) the
occurrence of any failure implies a Go Around, and a reassessment of the system
capability. Another approach may then be undertaken to the appropriate minima
relevant to the aircraft status. This is so since it is considered that below 1000 ft
A-17-142
Effective 09-Jul-14
FLT.OMA
CHAPTER 17
enough time is not available for the crew to perform the necessary switching to
check system configuration & limitations and brief for minima.
a)
Abnormal Procedures
The required procedures following failures during CAT II or CAT III approaches
are provided in the FCOM.
The abnormal procedures can be classified into two groups:
i)
ii)
It should be noted that some failures might trigger ECAM warnings, cautions and a
downgrade of capability.
b)
ii)
A-17-143
Effective 09-Jul-14
In simple terms, if a failure occurs prior to reaching the AH, a Go Around will be
made. Below the AH, a single failure (for example one AP failure or one engine
failure) does not necessitate a Go Around. A Go Around is required below AH only
if the auto land warning is triggered (and there are insufficient visual cues to
establish the required visual reference in CAT IIIA or below).
FLT.OMA
CHAPTER 17
Failures and associated actions above 1000 ft for CAT II/ CAT I
ACTION TO BE PERFORMED
ABOVE 1 000 ft
LANDING CATEGORY
LANDING CAPABILITY
DECREASE
Try to recover
As displayed on FMA
LOSS OF A/THR
Switch AP,
reengage
and
try
to
CAT II
(if A/THR not recovered)
ANTI SKID
SLATS/FLAPS
FAILURE
(LESS THAN CONF 3)
A-17-144
Effective 09-Jul-14
FAILURE
(for multiple failures, the most
limiting applies)
FLT.OMA
CHAPTER 17
At 350 ft RA (*)
After Touchdown
-
For sharklets, during automatic rollout with one engine inoperative or one
thrust reverser inoperative, the flight crew can use the remaining thrust
reverser, provided that:
ONLY IDLE Reverse Thrust is used.
A-17-145
Effective 09-Jul-14
FLT.OMA
CHAPTER 17
This means that a Go Around is the normal action. However the wording
recognises that there may be circumstances where the safest action is to continue
the landing. Such circumstances include the height at which the failure occurs, the
actual visual references, and other malfunctions. This would typically apply to the
late stages of the flare.
In conclusion it is forbidden to continue the approach and complete the landing
when the Commander or the pilot to whom the conduct of the flight has been
delegated, determines that this is the not safest course of action.
A-17-146
Effective 09-Jul-14
For operations to actual RVR values less than 300m, a Go Around is assumed in
the event of an autopilot failure at or below DH or below Alert Height.
FLT.OMA
CHAPTER 17
A-17-147
Effective 09-Jul-14
FLT.OMA
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A-17-148
Effective 09-Jul-14
FLT.OMA
CHAPTER 17
A-17-149
Effective 09-Jul-14
17.4.8.7
FLT.OMA
CHAPTER 17
Practice Approaches
S. No
APT
VAAH
2
3
4
5
INSTRUMENT APPROACH
INSTRUMENT
S. No
APT
ILS-23
VILK
ILS-27
VABB
ILS-09
10
VOCI
ILS-27
VABO
ILS-22
11
VOHS
ILS -27L
VANP
ILS-32
12
VOMM
ILS-07, ILS-25
VECC
ILS-19L, ILS-01R,
13
OMDB
ILS-12L, ILS12R,
ILS-30L, ILS30R,
ILS-19R
APPROACH
VIAR
ILS-34
14
WSSS
ILS-02L, ILS02C,
ILS- 20C, ILS20R
VIDP
15
OOMS
ILS-08R, ILS26L
VIJP
ILS-27
16
VTBS
ILS-19R, ILS01L,
ILS- 19L, ILS01R
17.4.9
10, ILS-27
Refer Chapter-07
17.4.9.1
Refer OM-D
A-17-150
Effective 09-Jul-14
Practice Auto Approaches, at or above CAT I minimum, can be carried out on any
ILS equipped runway. However, practice Auto Approach Auto Land can only be
carried out on the below mentioned runways.
17.4.9.2
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Pilot-in-Command will not execute a Low Visibility Take Off if at any time
the general conditions below cannot be complied with.
17.4.9.3
Flight Dispatch will monitor the network weather and wherever a Low
Visibility Take Off is required, Flight Dispatch will update the flight plan for
a Low Visibility Take Off with a suitable take off alternate. Planned takeoff alternate to be mentioned in the ATS Flight Plan & OFP.
Flight dispatch will be responsible for coordinating the low visibility take
off authorisation with the ATC at Departure airport and alternate airport
and to keep the Captain informed of the alternate weather
Full thrust (TOGA) shall be used for Take-off and its use logged in FRB.
17.4.9.4
General Conditions
Prior to a low visibility Take OFF, the following General Conditions are to be
complied with.
A-17-151
Effective 09-Jul-14
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The aircraft system listed below, which are critical for Low Visibility Takeoff and Landing shall be fully serviceable:
o
Anti-skid system
17.4.9.5
17.4.9.6
A-17-152
Effective 09-Jul-14
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Use airport specific low visibility taxi charts (jeppesen charts depicting
taxi routing for departure & arrival during LVP), whenever available in
conjunction with ATC instructions.
If in doubt, stop aircraft and discuss position and best course of action.
SMC Radar assistance in ascertaining position may be asked for.
Flight Crew
Aerodrome owner/operator
b)
c)
In the past, the process of getting to and from the runway was relatively
simple compared to other phases of flight, and little attention was given to
formalizing Flight Crew procedures during taxi operations. Recently,
increases in traffic and expansion at many aerodromes have created complex
runway and taxiway layouts. This additional complexity has made aerodrome
A-17-153
Effective 09-Jul-14
17.5
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CHAPTER 17
17.5.1
The potential for runway incursions, incidents and accidents can be reduced
through adequate planning, coordination, and communication. The following
guidelines are intended to help Flight Crews cope more effectively with current
aerodrome conditions during taxi operations. The guidelines are grouped into six
major categories: Planning, Situational Awareness, Use of Written Taxi
Instructions, Intra-cockpit Verbal Coordination, ATC/Pilot Communication, and
Taxiing.
Planning
Thorough planning for taxi operations is essential for a safe operation. Flight
Crews should give as much attention to the planning of the aerodrome surface
movement portion of the flight as they give to the planning of the other phases of
flight. Planning for taxi operations is an integral part of the Flight Crews flight
planning process. Planning should be done in two main phases. First, anticipate
aerodrome surface movements by doing pre-taxi or pre-landing planning based on
information on the automatic terminal information service (ATIS), previous
experience at that aerodrome, and review of the aerodrome chart. Second, once
taxi instructions are received, the pre-taxi plans should be reviewed and updated
as necessary. It is essential that the updated plan is understood by all flight
crewmembers.
Caution: A potential pitfall of pre-taxi and pre-landing planning is setting expectations and
then receiving different instructions from ATC.
Flight Crews need to ensure that they follow the clearance or instructions that are
actually received, and not the one the Flight Crew expected to receive.
A-17-154
Effective 09-Jul-14
surface operations more difficult and potentially more hazardous than they
were in the past. To increase safety and efficiency, it is necessary to lessen
the exposure to hazards and risks by holding the Flight Crews workload to a
minimum during taxi operations. Taxi operations require constant vigilance on
the part of the entire Flight Crew. This is essential to avoid RWY incursions.
Considerations should be given to some tasks that make up the normal
workload of Flight Crews, such as accomplishing checklists, configuring the
aircraft for takeoff and landing, programming Flight Management Systems
and managing communications with the operator and Air Traffic Control
(ATC).
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Situational Awareness
When conducting taxi operations, Flight Crews need to be aware of their
situation as it relates to other aircraft operations going on around them as well
as to other vehicles moving on the aerodrome. The Flight Crew should know
the aircrafts precise location on the aerodrome. Sometimes, this is a
challenge, especially when the Flight Crew is at an unfamiliar aerodrome, the
aerodrome layout and taxi routes are complex, or the visibility is poor. It is
important for the Flight Crew to understand and follow ATC instructions and
clearances, to have and use an aerodrome chart, and to know and use all of
the visual aids available at the aerodrome, such as the signs, markings, and
lighting, when taxiing on the aerodrome.
b)
Flight Crews should use a continuous loop process for actively monitoring
and updating their progress and location during taxi. This includes knowing
the aircrafts present location and mentally calculating the next location on the
route that will require increased attention. For example, a turn onto another
taxiway, an intersecting runway, or any other transition points. As the
continuous loop is updated, flight crewmembers should verbally share
relevant information with each other.
i) Situational
awareness
is
enhanced
by
instructions/clearances issued to other aircraft.
monitoring
ATC
ii) Prior to entering or crossing any runway, scan the full length of the
runway, including approach areas. Flight crewmembers should verbally
confirm scan results with each other and aircraft movement should be
stopped if there is any difference or confusion on the part of any flight
crewmember about the scan results.
Caution: Do not stop on a runway. If possible, taxi off the runway and then initiate
communications with ATC to regain orientation.
A-17-155
Effective 09-Jul-14
a)
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CHAPTER 17
Cautions:
-
After landing, when you are on an exit taxiway that is between parallel runways,
taxi your aircraft clear of the landing runway unless you are constrained by a holdshort line associated with the adjacent parallel runway.
Unless otherwise instructed by ATC, taxi clear of the landing runway even if that
requires you to cross or enter a taxiway/apron area.
Never enter a runway without specific authorization. When in doubt, contact ATC.
c)
Effective 09-Jul-14
v) Use the utmost caution after landing on a runway that intersects another
runway or on a runway where the exit taxiway will shortly intersect
another runway. All flight crewmembers must have a common
understanding of ATCs instructions and expectations regarding where
the aircraft is to stop and must be able to identify the appropriate hold
points. Immediately advise ATC if there is any uncertainty about the
ability to comply with any of their instructions.
FLT.OMA
CHAPTER 17
Effective 09-Jul-14
repeating the instructions verbally and getting agreement on the content and intent
from the other flight crewmember(s). Any persistent disagreement or uncertainty
among crewmembers should be resolved by contacting ATC for clarification.
When flight crewmembers verbally confirm their understanding of the instructions,
they then have a chance to discover and correct any misunderstandings and thus
prevent hazardous situations from developing.
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CHAPTER 17
i)
ii)
Use standard ATC phraseology at all times in order to facilitate clear and
concise ATC/ Flight Crew communications.
v)
Effective 09-Jul-14
Crews read back and other responses. The Flight Crew can help enhance the
controllers understanding by responding appropriately and using standard
phraseology. The approved flight crewmember training programs, and operational
manuals provide information for Flight Crews on standard ATC phraseology and
communications requirements. Some of the most important guidelines that
contribute to clear and accurate communications are included here.
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17.5.3
Effective 09-Jul-14
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b) Both pilots will monitor the frequency when initial taxi clearance is
called for to ensure that both pilots hear the taxi clearance.
c) After taxi clearance has been received, the crew will agree on the
runway assigned, any restrictions, and the taxi route. If not in
agreement, the Flight Crew will seek clarification from ATC.
d) Flight crews will observe sterile cockpit, especially while taxiing.
e) Both pilots should have the aerodrome chart out, available, and in
use. Crosscheck the heading situation indicator (HSI), aerodrome
chart, and aerodrome signage to confirm aircraft position while
taxiing.
f)
Fixed navigation lights (red, green, and white) and taxi lights as
applicable must be on whenever the airplane is in motion.
j)
A-17-160
Effective 09-Jul-14
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CHAPTER 17
k) When entering a runway after being cleared for takeoff, or when "Line
up and Wait" make your aircraft more conspicuous to aircraft on final
behind you and to ATC by turning on lights (except landing lights)
that highlight your aircrafts silhouette.
Be especially vigilant when instructed to "Line up and Wait"
particularly at night or during periods of reduced visibility. Scan the
full length of the runway and scan for aircraft on final approach when
taxiing onto a runway either at the end of the runway or at an
intersection. Contact ATC anytime you have a concern about a
potential conflict.
-
A-17-161
Effective 09-Jul-14
l)
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b)
c) To signal intent to other pilots, consider turning on the taxi light when the
aircraft is moving or intending to move on the ground, and turning it off when
stopped, yielding, or as a consideration to other pilots or ground personnel.
d) At night, use edge lights and CL lights (as applicable) to distinguish between
taxiways (blue) and runways (white).
e) Flight crews should minimize heads-down activities, such as entering data
into the FMS, while the aircraft is moving. Advise the pilot taxiing whenever
heads-down activity is required.
f)
When visually scanning the runway and approach area, flight crewmembers
should verbally confirm scan results with each other (e.g., clear right, clear
left).
g) When holding in position for takeoff, actively monitor the assigned tower
frequency or a Common Traffic Advisory Frequency for potential conflicts
involving your runway.
h) If unsure of position and on a runway, immediately clear the runway and
notify ATC. Request for a follow me and consider progressive taxi.
17.5.4
Cockpit Procedures
Pilots can use proven and effective procedures in the cockpit to help conduct safe
operations on the ground and during takeoff and landing.
a)
b)
c)
d)
e)
f)
Insure proper radio telephony operation and check audio panel, volume
control and squelch settings.
A-17-162
Effective 09-Jul-14
a)
17.5.5
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CHAPTER 17
17.7
17.8
NON-REVENUE FLIGHTS
a) Training Flights
Training flights are under the responsibility of
President/Director (Flight Operation) with the purpose of:
the
Vice
However, the final decision to carry out the actual training flight and the
responsibility for adherence to Company instructions described in the
Operation Manual in general and the part D in particular, remains with the
designated Training Captain who will be the Commander.
b) Test Flights
A test flight may be required after special maintenance/or repair work
on an aircraft and/or on special instructions of the DGCA.
Authority
The following persons are authorised to decide on the requirement of
a test flight and should be consulted before release of the aircraft.
Effective 09-Jul-14
Stay Alert Especially When Visibility is Low: extra vigilance is required when
visibility decreases and the ability for pilots and controllers to maintain desired
level of situational awareness becomes significantly more difficult.
FLT.OMA
CHAPTER 17
The Flight Operations department shall give the flight crew a briefing on:
c)
Delivery Flights
Delivery flights are flights where an airplane is flown from the sellers
facility to the airline or vice versa.
Provided all normal requirements are fulfilled, non-revenue passengers
may be carried if this is not excluded on the certificate of airworthiness
and certificate of registration. Full insurance coverage must be assured.
For some delivery flights, the DGCA might only issue a ferry permit in
lieu of the certificate of airworthiness and the certificate of registration.
This ferry permit may exclude the carriage of persons other than flight
crew and engineers. Flights with passengers aboard require full and
normal crew complement.
d)
Ferry Flights
Ferry flights are generally conducted to position aircraft for maintenance.
They may be conducted with minimum crew and reduced airworthiness
as permitted by Operations Manual or the DGCA.
The Procedures/ limitations as specified in the respective FCOM and
Maintenance Manuals apply for ferry flights.
A-17-164
Effective 09-Jul-14
Those flights shall be performed by the minimum flight crew according to the
Operations Manual. The crew should be assigned by the Vice President
/Director (Flight Operations). If it is required by the kind of test flight, there
might be, in addition to the minimum crew, engineers, mechanics or
inspectors on board who are directly involved in the preceding work /
inspection of the aircraft. They must be recorded in the journey log as
additional crew members.
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e)
Demonstration Flights
A demonstration flight may be for a sale / advertising purpose or to
demonstrate flight characteristics. It may be also a flight with journalists
and customers to introduce a new type of aircraft.
All flights shall follow the standard procedures described in the Operation
Manual.
In any case, all flights with passengers aboard require full and normal
crew complement.
f)
Positioning Flights
A positioning flight is a flight to position an airplane to an aerodrome for
commercial operations. Positioning flights must be performed with the
minimum flight crew and must follow the standard procedures described
in the Operations Manual. Only crew members of the company may be
transported on the way to or from flight duty (Dead Head crews).
In this case, the Commander nominates one crew member to be
responsible for cabin safety checks. If approved by the Commander, the
demonstration of safety belts, oxygen masks, life vests and emergency
evacuation may be avoided, if all person on board are familiar with the
demonstration of their use.
17.8.1
Weather Considerations
For Delivery, Ferry and Positioning flights, the normal company minima as per
Chapter 7 would apply.
For Training, Test & Demonstration flights weather conditions equivalent to at
least Special VFR conditions Visibility , must prevail or be forecast to prevail at
destination airport at the time of arrival.
A-17-165
Effective 09-Jul-14
17.9
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PRE-FLIGHT PLANNING
For non-revenue flights, if the cabin crew is not carried, the PIC shall ensure, prior
to departure of a flight, additional crew members and/or supernumeraries, as
applicable, have been briefed and are familiar with the location and use of safety
equipment, to include:
a)
b)
c)
d)
e)
f)
g)
Seat belts;
Emergency exits;
Life jackets (individual flotation devices
Lifesaving rafts
Oxygen masks/Emergency Oxygen.
Emergency equipment for collective use.
Opening/ Closing, Arming/Disarming of Doors.
He shall also depute one person on board to be responsible to ensure that all
instruction from the Flight deck is complied with. The dissemination of any other
information to the additional crew members/ supernumerary shall be through the
PA system. The information could be related to safety; first aircraft movement,
takeoff and landing; turbulence; Medical situations; Emergency evacuation and
any other abnormal situations;
Note:
- When cabin crew are not carried, the Commander is responsible for opening and
closing of airplane Doors
17.9.1
Performance Considerations
It is important that flight crews appreciate the handling and performance limitations
which might be applicable to such flights, as these could be significantly different
from normal operations.
17.9.2
When planning the amount of fuel required, particular attention should be paid to
consumption rates. The take-off mass of the aeroplane should be as low as
possible, yet having regard to trim and the need to carry adequate reserves of
fuel. During the en-route phase, the aeroplane should be capable of clearing all
obstacles if an engine fails, and at all times it should not be farther from a suitable
alternate than the distance flown in 60 minutes at the one engine inoperative
cruise speed.
A-17-166
Effective 09-Jul-14
It is essential that when first addressing the task, the aeroplane Commander
provides a comprehensive brief to all crew members on all aspects of the pre-flight
preparation, route planning and take-off procedures.
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CHAPTER 17
17.10 COMMUNICATION
Introduction
the last two letters of the aircraft registration eg. I-FLY- November
Alfa. Or
Company Communication
Flight Crew will use the Company channel for providing
-
Effective 09-Jul-14
b)
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CHAPTER 17
Company Stations
Note:
All flight arriving departing Delhi will include both CENTOPS, DELHI
DISPATCH as Addressees.
On-ground, if unable to contact on company frequency on VHF2, crew
may attempt to call on VHF1, which is likely to give better response due
VHF1 antenna location.
Know what you are going to say before you are going to transmit.
A-17-168
Effective 09-Jul-14
## Blind Transmission
FLT.OMA
CHAPTER 17
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 alphabets
to spell out words.
17.10.6 Safety Issues
With the increase of air traffic and the number of operators there are many
instances when two Airplanes will have the same or similar flight numbers. It is
imperative that at all times the complete Radio Telephony Call Sign is used and
not an abbreviated Call Sign. All IndiGo flights will at initial Call and on subsequent
Calls use the full call sign i.e. IFLY followed by the full flight number. This is to
ensure that there is no confusion between Airplanes and ATC as to the originator
or recipient of a clearance, instruction or request.
Sloppy or casual use of cleared altitudes/ flight levels, reaching altitude/flight
levels also lead to confusion. If Cleared to FL290 it is incorrect to acknowledge
this as Clear 290. As this can be mistaken as Cleared To 90. The correct way is
Cleared to Flight Level (Level) 290 or reaching F/L (Level) 150.
When below transition altitude in climb or transition level in descent the term
Altitude will be used.
E.g. Cleared Altitude 4000, Maintaining Altitude 2500 etc and Cleared 4000 ft
or Maintaining 2500, etc.
The term approaching a Level or an altitude is inappropriate. The correct
terminology is Reaching Level 200 or Reaching Level Altitude 4000. The call
should be made when less than 1000 from an assigned level and 500 from an
assigned altitude.
A-17-169
Effective 09-Jul-14
FLT.OMA
CHAPTER 17
Readability 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:
-
Unreadable
Readable
Perfectly readable
b)
Priority Of Messages
Distress messages
Urgency messages
A-17-170
Effective 09-Jul-14
All Flight Crew operating the R.T. shall maintain strict R.T. discipline. All airplanes
should use VHF 123.45 MHZ, for communication between aircraft. Normal ATC
frequencies shall not be congested by irrelevant/non-operational communications.
Arguments on RT with ATC, no matter what the provocations, are to be avoided.
Pilots are expected to resolve such issues with ATC only after landing.
d)
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CHAPTER 17
SELCAL Procedures
ii)
iii) report its arrival by the most expeditious means to the appropriate air
traffic services unit.
A-17-171
Effective 09-Jul-14
SELCAL is utilised by suitably equipped stations for ground to air selective calling
on en-route HF radio channels. The SELCAL code shall be included in the flight
plan submitted to the appropriate air traffic services unit. The airplane shall ensure
that the HF aeronautical station has the correct SELCAL code information by
establishing communications temporarily with the HF aeronautical station while
still within VHF coverage.
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i)
ii)
the time the last assigned level or minimum flight altitude is reached;
or
iii) when being radar vectored or having been directed by ATC to proceed
offset using area navigation (RNAV) without a specified limit, rejoin the
current flight plan route no later than the next significant point, taking into
consideration the applicable minimum flight altitude;
iv) proceed according to the current flight plan route to the appropriate
designated navigation aid or fix serving the destination aerodrome and,
when required to ensure compliance with e) below, hold over this aid or fix
until commencement of descent;
v)
Effective 09-Jul-14
FLT.OMA
CHAPTER 17
vii) land, if possible, within 30 minutes after the estimated time of arrival
specified in e) or the last acknowledged expected approach time,
whichever is later.
i)
ii)
If the attempts specified under (a) above fail, the airplane 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.
iii) In addition, the aircraft, when forming part of the aerodrome traffic at a
controlled aerodrome, shall keep a watch for such instructions as may be
issued by visual signals.
17.10.8.3 Receiver Failure
i)
ii) An airplane 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 commander with respect to the continuation of the flight of the
aircraft.
iii) When an airplane is unable to establish communication due to airborne
equipment failure, it shall, when so equipped, select the appropriate SSR code
to indicate radio failure.
A-17-173
Effective 09-Jul-14
FLT.OMA
CHAPTER 17
ii)
iii)
Effective 09-Jul-14
17.10.9 RT Terminology
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CHAPTER 17
Report the cleared flight level on first contact with ATC, unless specifically
requested not to do so by ATC
When in Radar Control Position Report should not be made unless requested by
ATC,
17.11.6 CLEARANCES
All ATC clearances will be read back for verification:
a) Flight Crew member must ensure that read back is acknowledged,
b) Material classified as information such as other traffic need not be
read back.
c) When an air traffic clearance has been received the Commander
shall not deviate from the clearance unless an amended clearance is
obtained or there is an emergency,
d) When flying is in VMC condition regardless of the type of flight plan or
ATC Clearance it is the responsibility of the Pilot to avoid collision
with other aircraft.
A-17-175
Effective 09-Jul-14
b) Position
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ii)
Effective 09-Jul-14
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CHAPTER 17
ix) The Seat Belt Sign and No Portable Electronic Device sign shall
be kept ON during the critical phases of flight.
17.12.2 Fatigue Management
A-17-177
Effective 09-Jul-14
Pilots fatigue has been recognized as one of the serious safety hazards and
contributory factor in accidents/serious incidents. Analyses of such incidents
reveal that operating crew were affected by micro sleep phenomenon which in all
likelihood takes place during the low activity period. Therefore to avoid such an
occurrence, the procedure to be followed during the low activity period is
described as under.
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Controlled Rest shall neither be used for purposes of calculating flight time
limitations nor to justify any duty period.
Conditions:
a)
A-17-178
Effective 09-Jul-14
b)
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The PIC shall inform the Lead Cabin Attendant of the intention
of the flight crew member to take controlled rest. The start and
end time (UTC), of controlled rest shall be intimated to the Lead
Cabin Attendant for the purpose of maintaining the log . The
c)
During controlled rest, the non-resting pilot must perform the duties of the
PF and PM. He should exercise control of the aircraft for entire duration
and maintain full situational awareness wherein:
i)
Effective 09-Jul-14
ii)
iii)
iv)
v)
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A-17-180
Effective 09-Jul-14
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Controlled Rest Interaction Log (use only when controlled rest exercised)
Route Sector - Departure: _______ Destination: _______
Controlled Rest Start Time:______ UTC
Controlled Rest End Time: _____UTC
Start Time +
Captain
First Officer
30 / 20 (min)
60 / 40 (min)
90 / 60(min)
This is to certify that the cabin attendants have interacted on intercom with the cockpit crew
at an interval as specified above during period of low activity/controlled rest. The area
speaker was kept high during this communication.
Captain
A-17-181
Effective 09-Jul-14
Time
(in
minutes)
Sectors
D+30
D+60
D+90
D+120
D+150
D+180
D+210
D+240
D+270
D+300
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17.13.1 Policy
It is the companys policy to judiciously use the APU to conserve its life and
reduce costs.
o
On the Ground
Unnecessary use of APU on the ground is discouraged. As far as
possible Ground Electrical Power will be used for all maintenance
activity.
-
During Cockpit Preparation the APU Fire test is not required if APU
is already running.
Unless required for Single Engine Taxi OUT (SET-OUT) the APU will
be selected OFF, as part of the After Start scan, by the PF as soon
as the second engine is started.
After landing, on exiting the active runway the APU will be started and may
be delayed till 1-2 minutes from the stand / Gate. Use of APU during Single
Engine Taxi IN (SET-IN) shall be governed by the procedures given in
FCOM LIM-49-10
After all passengers have deplaned and if the turnaround time is greater
than 1 hour / the last flight, the APU may be shut down once the GPU is
available and connected. It is the responsibility of the Engineering to
judiciously use the APU between flights or during routine maintenance.
o
In the Air
In the air the APU can be started and used as required to back up the electrical
system, start the engines and for air conditioning and pressurisation as required
by and in any abnormal/ emergency procedure laid down in the QRH/FCOM
PRO/LIM/OEB/FCBUL (PRO-ABN-49)
A-17-182
Effective 09-Jul-14
The APU is a self-contained unit that makes the aircraft independent of the
external pneumatic and electrical power supplies. For description of APU refer to
FCOM DSC-49-10-10 and for limitations FCOM PRO-49-10.
FLT.OMA
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Every member of the flight crew shall certify the accuracy of the entries in his log
book with respect to flight time at least at the end of each calendar month. At the
end of every quarter i.e. at the end of March, June, September and December log
books shall be certified for correctness of entries therein by competent authority.
No person shall destroy, mutilate, alter or render illegible, any entry made, or
wilfully make or procure or assist in the making of any faulty or fraudulent entry in
or omission from any log book. Recording of flight time shall be in accordance with
Rule 67A, The Aircraft Rules 1937.
The following Personnel are also authorized to certify the Pilot Logbook.
a)
Chief Pilots.
b)
c)
d)
e)
f)
The pilots are advised to enclose the actual block time sheet of their hours flown,
which can be obtained from Indigo portal at the time of presenting their log books
for certification.
17.14.1 Logging Flight Times Company Policy
Rule 67 of The Aircraft Rules, 1937 stipulates the log books that shall be
maintained for each aircraft. The Aircraft Technical Log book is a required log
book which also meets the requirement of the Journey log book. This Log Book is
to be maintained as required under the rule. Further, Rule 67B stipulates that no
person shall destroy, mutilate, alter or render illegible any entry made, or
wilfully make or procure or assist in the making of any false or fraudulent
entry in or omission from any log book.
A-17-183
Effective 09-Jul-14
Every flight crew shall maintain a personal log book in the form prescribed by the
DGCA and all flight times shall be logged therein. All entries in the log books shall
be made in ink. Log books shall be preserved for not less than 5 years after the
date of the last entry therein.
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It is company policy that all flight times shall be logged for chocks off, airborne,
touchdown and chocks on to the nearest minute and not rounded off to the
nearest 5 minutes. Time is money and careless reporting of flight time costs the
company lots of money.
a)
b)
Time OUT Cabin Doors are closed and Parking Brake is OFF. Incorrect
OUT may be triggered, in case:
-
The parking brake is not set ON prior to Cabin doors are closed.
After Cabin doors are closed the parking brake is set OFF prior to
obtaining ATC clearance. The ACARS will record an OUT
incorrectly since the aircraft has not started moving with the intent
of flight.
TIME IN Parking Brake set ON and one cabin door open. However, if
the Parking brake is released before any cabin door opens, then IN is
recorded as the door open time. If the parking brake is kept ON and only
released after one cabin door opens, then IN is recorded as the time the
parking brake was Set ON.
To ensure correct ACARS timing:
i)
The Captain is to ensure that the Parking Brake is set ON during cockpit
preparation and not wait till the time of Before Start check list.
ii)
On arrival at bay, (after setting the parking brakes) crew will wait for the
doors to open, check on the DOOR/OXY page and set the Parking brake
off only after 1 cabin door has opened.
iii)
iv)
The Pilot Not Flying (PNF) is responsible for noting the actual CHOCKS
OFF and CHOCKS ON times and cross checking that these are reflected
correctly in the technical Log. The ACARS OUT and IN times should not
A-17-184
Effective 09-Jul-14
ACARS captures time OUT (Chocks OFF) and IN (Chocks ON) based on the
following logic.
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CHAPTER 17
normally differ from the actual Chocks OFF and ON timings if the correct
procedure is followed. The elapsed timer will also be used to record and
crosscheck the BLOCK time.
Pilots are to record in the technical log the actual CHOCKS OFF and
CHOCKS ON times in UTC and not the OUT and IN times recorded in
the ACARS flight Log if the latter does not reflect the correct OUT and
IN time. Failure of crew to adhere to above guidelines and use incorrect
ACARS timings to fill in the technical logbook will result in the incorrect
logging of the flight timings and an avoidable increase in cost of operations.
As a result, any gross misreporting will be considered as wilful misconduct.
Strict disciplinary action will be taken against both the flight crew members of the
flight in which flight times are incorrectly logged due carelessness or by wilfully
manipulating the ACARS report for purposes of under/over logging of flight times.
This is without prejudice to any disciplinary / punitive action that the DGCA might
take under Rule 67B.
A-17-185
Effective 09-Jul-14
v)
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A-17-186
Effective 09-Jul-14
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CHAPTER 18
TABLE OF CONTENTS
INSTRUCTIONS ON THE USE OF NORMAL CHECKLIST ....................3
18.1
18.2
18.3
18.4
A-18-1
Effective 17-Aug-11
18.
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CHAPTER 18
A-18-2
Effective 17-Aug-11
18.
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CHAPTER 18
The term Pilot Monitoring (PM) has the same meaning as the term Pilot Not
Flying (PNF) for the purpose of applying the specifications of this provision.
18.1
CHECK LISTS
Manufacturer provided Check Lists are approved by DGCA. Check Lists are
to be used as prescribed in the FCOM for all phases of flight. All checklists
will be completed in the form of challenge and response, wherein The PF
"responds" to the "challenge" only after checking the current status of the
aircraft. However, the AFTER TAKE OFF and AFTER LANDING checklists
will be Read aloud by the PNF after completion of the flows. Drills that are to
be initiated from Memory must subsequently be checked by reference to the
Check List. It will be the responsibility of the Commander to ensure that on
every occasion the appropriate Check list is completed.
The airline at times may specify its own Standard Operating procedures which
could differ from those specified by the manufacturer. The airline specific
SOPs might require modifications to the Normal Check List provided by the
manufacturer. Such checklists are reviewed by the manufacturer, approved
by DGCA and are designated as Temporary Revisions (TRs) which will be
mentioned on top of the checklist.
Task sharing between crew members for use of checklists for all phases of
flight, during normal, abnormal, and emergency situations, during automatic
and manual modes of flight and coordination with cabin crew during
emergency situations such as evacuation, medical emergencies or
incapacitated flight crew shall be as laid down in the Manufacturers Operating
Manual unless otherwise specified by the company.
A-18-3
Effective 17-Aug-11
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CHAPTER 18
During take-off and landing, Co-Pilots shall keep the Single Page Emergency
Evacuation check list open for immediate reference.
As part of standard procedure, all flight crew members will review the
passenger evacuation check list, duties and the reject take off procedure prior
to the first departure of the day. This review must be collective with each crew
member reviewing his respective actions and responsibilities.
Pilots are cautioned against tight coupling of the critical check lists with
airplane manoeuvring and ATC communications. The before take-off and
landing check list should be completed well in time.
Normally, the checklist once started should not be interrupted. However, if a
checklist needs to be interrupted, announce: "HOLD CHECKLIST AT ___"
and "RESUME CHECKLIST AT ___" for the continuation.
Upon completion of a checklist announce: "__CHECKLIST COMPLETE".
However, SOPs might require a checklist to stop above the line if there is a
delay in the start of the following flight phase. Below the line checklist shall
be continued when specific events corresponding to the phase of flight take
place. Such resumption of checklist shall not be construed as an interruption
of the checklist.
18.2
Effective 17-Aug-11
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CHAPTER 18
Abnormal
Abnormal and Emergency checklist are laid down in:
QRH and FCOM PRO ABN
Take off, landing, abnormal and emergency check list also appear on the
E/WD left side menu. Refer FCOM GEN/DSC, Chapter 31.
18.3
STANDARD CALLOUTS
Standard callouts are used to improve cross check, coordination and mutual crew
member awareness and are typically used to:
i)
ii)
18.4
CRITICAL ACTIONS
Also, as a procedure, the flight crew members shall crosscheck and confirm
critical actions during normal, abnormal and emergency situation, to include but
not limited to:
i)
ii)
Effective 17-Aug-11
ECAM
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CHAPTER 18
A-18-6
Effective 17-Aug-11
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CHAPTER 19
TABLE OF CONTENTS
DEPARTURE CONTINGENCY PROCEDURES ......................................3
19.1
19.2
19.1.1
19.1.2
19.2.2
A-19-1
Effective 17-Aug-11
19.
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A-19-2
Effective 17-Aug-11
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CHAPTER 19
19.
19.1
DEPARTURE PROCEDURES
19.1.1
An engine out SID is promulgated if, in the event of an engine failure, the
obstacle clearance criteria are not satisfied in the SID. With one engine
inoperative, Captains are authorised to carry out emergency procedures
regardless of the SIDs for which the flight was cleared, except when specific
Engine Out SIDs are applicable to the take-off aerodrome / runway.
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.
Certain aerodromes require special departure procedures due to terrain,
security or climb gradient limitations.
19.1.2
A-19-3
Effective 17-Aug-11
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 Airway Manual.
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CHAPTER 19
19.2.2
A-19-4
Effective 17-Aug-11
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CHAPTER 20
TABLE OF CONTENTS
INSTRUCTIONS ON MAINTENANCE OF ALTITUDE AWARENESS ....3
20.1
20.2
20.3
20.4
20.5
20.6
20.6.2
A-20-1
Effective 17-Aug-11
20.
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CHAPTER 20
A-20-2
Effective 17-Aug-11
FLT.OMA
CHAPTER 20
20.
20.1
ALTITUDE AWARENESS
ii)
iii) 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 intracockpit communications.
iv) Call out any significant deviation or trend away from assigned
clearances.
v)
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.
BAROMETRIC ALTIMETRY
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 misinterpretation 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.
A-20-3
Effective 17-Aug-11
It is essential that flight crew are always aware of the altitude of their airplane
relative to terrain and obstacles and the assigned or desired flight path. Flight
crew need to receive and use procedures by which they will monitor and
cross-check assigned altitudes as well as verify and confirm altitude changes.
Deviations from assigned altitudes are alerted to the crew by the airplane
altitude alert system. Crew must not get dependent on the altitude alert
system.
20.3
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CHAPTER 20
RADIO-ALTIMETER CALLOUTS
Radio-altimeter callouts can be either:
Announced by the PNF; or,
Automatically generated by a synthesized voice.
Callouts are tailored to the airline operating policy and to the type of
approach.
To enhance the flight crews terrain awareness, a callout Radio altimeter
alive, should be announced by the first crewmember observing the radio
altimeter activation at 2500 ft height AGL.
The radio altimeter reading should then be included in the instrument scan for
the remainder of the approach.
Radio altimeter readings (i.e., feet AGL) below the Minimum Obstacle
Clearance (MOC) values listed below, should alert the flight crew (sources
ICAO-PANS-OPS):
Unless the airport features high close-in terrain, the radio-altimeter reading
(i.e., height AGL) should reasonably agree with the height above airfield
elevation (i.e., height AFE).
20.4
A-20-4
Effective 17-Aug-11
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CHAPTER 20
system installed on A320 aircraft will also trigger deviation from FCU altitude
visually on the PFD and aurally.
Crew must monitor the FMA (ALT*, ALT CST*, ALT, ALT CST), when the
aircraft reaches these level acquisition symbols.
20.5
20.6
A-20-5
Effective 17-Aug-11
The key parameter for monitoring the descent is the vertical deviation (VDEV)
displayed on the PFD and on the PROG page, which indicates whether the
aircraft is on, above, or below the descent profile.
20.6.1
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CHAPTER 20
Operational Consequences
On the Primary Flight Display (PFD), the following, The RA height indication
(possibly negative) is frozen and appears in either amber or green depending
on the height Discrepancy between both PFDs (RA indications, FD orders,
and if both AP engaged, FMAs).
A-20-6
Effective 17-Aug-11
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CHAPTER 20
Note: During ILS approach with AP/ A/THR engaged, THR IDLE (RETARD)
mode untimely engagement will be associated with an initial pitch attitude
increase due to FLARE mode engagement.
20.6.2
Operational Recommendations
During all phases of flight, flight crew must monitor and crosscheck all
primary flight parameters and the FMA.
During Approach, in the event of any unsatisfactory behaviour,
disconnect the AP.
Note: If a manual take over is not performed, the angle-of-attack will increase and
may reach the stall value depending on flight conditions.
Then:
Perform a manual landing AP/FD OFF if sufficient visual
references are available,
Or perform a manual go-around. Significant longitudinal side stick
input may be required.
Flight crews must report in the aircraft technical logbook if any of the
consequences on aircraft systems due to an erroneous RA height listed
above are seen.
-
A-20-7
Effective 17-Aug-11
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A-20-8
Effective 17-Aug-11
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CHAPTER 21
TABLE OF CONTENTS
USE OF AUTO PILOT AND AUTO THRUST IN IMC .............................. 3
21.1
21.2
21.3
A-21-1
Effective 17-Aug-11
21.
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A-21-2
Effective 17-Aug-11
21.
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CHAPTER 21
General
ii)
iii) Supervising
response.
the
resulting
guidance
and
aircraft
AUTO-FLIGHT SYSTEMS
Proper use of modern auto-flight systems reduce workload and significantly
improve 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, when suitable equipment is installed. It is
incumbent upon pilots to use auto-pilots and auto-thrust during precision
approaches, non-precision approaches, and missed approaches. Adequate
simulator training in the use of automation is provided to all flight crew.
The A320 flight guidance system has the capability to display flight path
vector/flight path angle. Use of this mode enables a stabilised approach to be
flown at the required slope during a non-precision approach, with automatic
correction for the effects of wind. The Flight Management System also has
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.
A-21-3
Effective 17-Aug-11
The company automation policy and associated guidance and procedures require
the Flight crew, use of aircraft automated flight and navigation systems to include:
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CHAPTER 21
21.2
AUTO THRUST
It is company policy that auto thrust systems when available and serviceable
will be used throughout each flight within the limitations and as per the
procedures laid down in the AFM / FCOM.
21.3
AUTO PILOT
It is company policy that the auto pilot when available and serviceable will be
used within the limitations and as per the procedures laid down in the AFM /
FCOM. The auto pilot must be engaged as early as possible after take-off and
disengaged as late as possible as per the approach procedure laid down in
the FCOMs.
Flight Crew may hand fly up to and below 10000, from/to low traffic airports
and keep their flying skills honed. Manual flying using Raw Data with Auto
Pilot and Auto Thrust progressively disengaged may also be practiced in VMC
conditions. The Flight Crew must however keep flight safety, crew work load,
and passenger comfort in mind during such practice.
21.3.1
Use of Auto Pilot is permissible as per the limitations given in Flight Manual.
The autopilot (AP) may be used in most failure cases, when available:
In case of engine failure, including CAT II/CAT III ILS approaches and
fail-passive automatic landing.
In case of other failures, down to 500 ft AGL in all modes.
A-21-4
Effective 17-Aug-11
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CHAPTER 21
However, the AP has not been certified in all configurations, and its
performance cannot be guaranteed. If the pilot chooses to use the AP in such
circumstances, extra vigilance is required, and the AP must be disconnected,
if the aircraft deviates from the desired or safe flight path.
A-21-5
Effective 17-Aug-11
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A-21-6
Effective 17-Aug-11
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CHAPTER 22
TABLE OF CONTENTS
22.1
22.1.2
22.1.3
A-22-1
Effective 17-Aug-11
22.
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CHAPTER 22
A-22-2
Effective 17-Aug-11
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CHAPTER 22
22.
22.1
ATC CLEARANCES
The following air traffic clearances are required:
Push back and start up clearance
ii)
Taxi clearance
iii)
ATC Clearance
iv)
v)
vi)
Enroute clearance
vii)
Descent clearance
viii)
All air traffic control clearances will be read back by the pilot communicating
to ensure and clarify that the clearance has been correctly understood. The
PF will also read back the clearance to confirm the correct understanding.
The PM must use the correct call-sign and standard phraseology while using
R/T. Both crew members must monitor and confirm clearances to ensure a
mutual understanding of accepted clearances. This is to obviate any such
situation when a missed or misunderstood clearance could pose a safety risk
to the flight (e.g. inadequate terrain clearance, runway incursion, loss of
separation). ATC clearances that have the potential to pose such safety risks,
if misunderstood by the flight crew, typically include the following:
i) Heading, altitude/flight level, assigned route/waypoint changes;
ii) Frequency changes during critical phases of flight;
iii) Instructions for any operation on or near a runway.
Also, the ATC clearances shall be clarified with ATC whenever any flight crew
member is in doubt regarding the clearance or instruction received.
22.1.1
All ATC instruction must be read back and followed. ATC must be advised if
crew is unable to follow ATC instruction due operational or safety reasons.
It is the responsibility of the Commander to ensure that at all times adequate
terrain clearance exists. Collision avoidance with obstacle is the pilots
responsibility even though an ATC clearance may have been given. The
Commander can reject an air traffic control clearance and request an
A-22-3
Effective 17-Aug-11
i)
FLT.OMA
CHAPTER 22
alternate clearance if in his judgment the ATC clearance would result in either
inadequate terrain clearance or place the airplane in inclement weather. An
alternate clearance may also be requested for operational reasons.
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, the pilot should
A-22-4
Effective 17-Aug-11
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CHAPTER 22
When not in contact with an ATC unit, weather deviation procedures in RVSM
airspace must be followed as given in chapter 4.
A-22-5
Effective 17-Aug-11
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.
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CHAPTER 22
A-22-6
Effective 17-Aug-11
FLT.OMA
CHAPTER 23
TABLE OF CONTENTS
23.1
CREW BRIEFING.....................................................................................3
23.2
23.3
23.4
A-23-1
Effective 17-Aug-11
23.
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CHAPTER 23
A-23-2
Effective 17-Aug-11
FLT.OMA
CHAPTER 23
23.
23.1
CREW BRIEFING
BRIEFING CONSIDERATIONS
Normal and non-normal departure and approach considerations may include,
as appropriate for each phase and each flight:
a)
b)
c)
d)
e)
f)
g)
h)
Fuel status;
Airport/taxi diagrams;
Meteorological conditions;
NOTAMS;
Low visibility procedures;
Departure/approach charts;
Minimum safe altitudes and terrain;
Use of automation;
A-23-3
Effective 17-Aug-11
The objective of crew briefing is to ensure that the Flight Crew are aware and
agree with a proposed plan of action.
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CHAPTER 23
i)
j)
k)
a)
b)
Engine-out procedures,
Mountainous terrain or airspace constraints.
(Refer briefing folder available On board)
23.3
23.3.1
The take off briefing review will be given before/on entering runway after the
ATC clearance is obtained. Departure RWY, SID, NAV/HDG, Initial altitude.
A-23-4
Effective 17-Aug-11
23.4
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CHAPTER 23
APPROACH BRIEFING
The PNF will cross check the FMS approach procedure prior to the approach
briefing. It is recommended that the approach briefing should be completed
prior to reaching TOD.
23.5
DIVERSION BRIEFING
The Commander shall ensure that the Co-Pilot is aware of:
o
In case of holding, the Fuel Pred page must be monitored to ensure that
EFOB at alternate does not show negative (Min EFOB does not turn
Amber) and the holding time over destination and last exit time is
ascertained. They must ensure that the flight plan is at all times correctly
sequenced in order to get a realistic EFOB and extra fuel.
In case of prolonged holding if the alternate has been changed, this change
must be designated to ATC so as to ensure that the alternate is available in
case of a diversion.
A-23-5
Effective 17-Aug-11
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CHAPTER 23
A-23-6
Effective 17-Aug-11
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CHAPTER 24
TABLE OF CONTENTS
ROUTE AND DESTINATION FAMILIARISATION ...................................3
A-24-1
Effective 17-Aug-11
24.
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CHAPTER 24
A-24-2
Effective 17-Aug-11
24.
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CHAPTER 24
A-24-3
Effective 17-Aug-11
FLT.OMA
CHAPTER 24
A-24-4
Effective 17-Aug-11
FLT.OMA
CHAPTER 25
TABLE OF CONTENTS
25.1
25.2
A-25-1
Effective 04-Dec-12
25.
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CHAPTER 25
A-25-2
Effective 04-Dec-12
25.
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CHAPTER 25
Pilots need to bear in mind that a good landing is the result of a good
approach which is built on adherence to SOPs. A good landing is not one that
the passengers perceive as a soft landing, but one that is made at the correct
point on the runway with the correct flight parameters. While the approach
can be controlled to achieve a good standard through adherence to SOPs
resulting in safe landing, however an attempt to cushion a decent landing to
make a soft landing could result in a delayed touchdown that would need
harsh deceleration to maintain the aircraft on the runway or even worse a
runway excursion with possible catastrophic results.
If, for any reasons, the approach is unstabilised, a go-around is a safer option
which affords the pilot another opportunity to conduct a safe approach to land.
It is reiterated that strict adherence to the standard operating procedures for
approach and landing, would result in decent landings acceptable within the
limitations of the aircraft, without compromising stopping distance
requirements.
25.1
MONITORED APPROACH
When carrying out an instrument approach in weather conditions near to or at
minimums, the Pilot Not Flying will remain Head Down and monitor the flight
instruments to touch down and through the missed approach procedure. The
Pilot flying shall start adjusting his scan for outside visual cues from 500
above minimums and remain on instrument up to 100 above minimums.
Reaching DA (H)/ MDA, MINIMUM is either monitored or called by the crew.
-
The PF shall loudly announce his decision either CONTINUE or GoAround Flaps. If there is no call by PF at DA (H) the PNF shall initiate a
missed approach.
The PF will execute a missed approach should visual cues not be seen
or not confirm the alignment of the airplane with the runway.
The PNF shall at all times remain on instruments and give standard &
A-25-3
Effective 04-Dec-12
A large percentage of incidents and accidents occur during the approach and
landing or take off phase of flight. This is also the phase where there is
transition from automated flight to manual flight, instrument to visual reference
and vice versa. It is critical that SOPs are followed meticulously in these
phases of flight.
FLT.OMA
CHAPTER 25
deviation call outs to touch down or through the missed approach and as
appropriate during the roll out.
25.2
STABILISED APPROACH
a)
b)
c)
d)
NPA/PAR
ILS
Visual
Circling
FAF
1000 ft AAL
500 ft AAL
400 ft AAL
In landing configuration.
If the aircraft is not stabilized, the flight crew must initiate a goaround, unless they think that only small corrections are necessary
to rectify minor deviations from stabilised conditions due, amongst
others, to external perturbations
During the approach the altitude on the FCU shall be set in the following
order:
o
A-25-4
Effective 04-Dec-12
25.2.1
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CHAPTER 25
Significant Deviation
Rate of descent
Approach speed
Bank Angle
greater than 7
Pitch Attitude
Localiser
Glide slope
1 dot deviation
Course
VDEV
Thrust
Note:
(1)
(2)
360 turns on the Final Approach is prohibited and a missed approach must be
executed whenever the airplane is not stabilized during this phase.
(3)
It requires a great deal of self discipline for the PNF to remain heads down at DA
(H) and below.
A-25-5
Effective 04-Dec-12
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CHAPTER 25
A-25-6
Effective 04-Dec-12
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CHAPTER 26
TABLE OF CONTENTS
LIMITATION ON HIGH RATES OF DESCENT NEAR THE SURFACE ..3
26.1
26.2
26.3
26.4
A-26-1
Effective 17-Aug-11
26.
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CHAPTER 26
A-26-2
Effective 17-Aug-11
FLT.OMA
CHAPTER 26
26.
26.1
26.2
Altitude Above
Level (ft)
Aerodrome
4000
2500
1500
Airline policy prohibits high rates of descent near the surface. Normally below
1000 AGL the rate of descent must not exceed 1000 fpm. Whenever a
GPWS warning SINK RATE, SINK RATE is triggered the pilot must
immediately reduce the airplane sink rate. Whenever the GPWS warning
PULL UP, PULL UP is triggered, the pilot must immediately initiate a go
around especially when in IMC or at night. (Also Refer QRH 1.14)
26.3
A-26-3
Effective 17-Aug-11
26.4
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CHAPTER 26
26.4.1
Speed Constraints
Vertical Constraints
Since CLB mode cannot be engaged in GA phase, ALT constraints are not
met and must be selected on FCU. Vertical guidance is not managed.
Following guidance is provided to crew:
o
Effective 17-Aug-11
o
o
o
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CHAPTER 26
Note: If the FCU ALT at the time of GO AROUND initiation is same or below the
aircraft altitude, the aircraft begins to climb since SRS is engaged the moment the
thrust levers are moved to TOGA detent. E.g. VOBL glide slope intercept altitude
is 5900ft where as the initial constraint of the go around procedure is 5000 ft.
Select the GO AROUND ALT, 5000 on the FCU only when the
aircraft is below the initial constraint of the missed approach
procedure or the missed approach altitude.
In the event of a rejected landing(aborted landing) or base training
touch and go:
The FMGC switches from APP to DONE phase, 30 sec after
landing. Therefore, in the event of a rejected landing where the
wheels touch the runway and the aircraft gets airborne, the
FMGC does not switch to DONE phase.
If the ACTIVE FPL is in sequence with the aircraft position, the
approach routing including the landing routing is erased after
passing the landing threshold, leaving the missed approach
procedure as the active flight plan.
A-26-5
Effective 17-Aug-11
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CHAPTER 26
A-26-6
Effective 17-Aug-11
FLT.OMA
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AN INSTRUMENT APPROACH
CHAPTER 27
TABLE OF CONTENTS
CONDITIONS REQUIRED TO COMMENCE OR TO CONTINUE AN
INSTRUMENT APPROACH .....................................................................3
27.1
27.2
27.2.2
27.3
SUBSEQUENT APPROACHES............................................................... 7
27.4
27.5
27.4.1
27.4.2
A-27-1
Effective 09-Jul-14
27.
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COMMENCEMENT OR CONTINUATION OF
AN INSTRUMENT APPROACH
CHAPTER 27
A-27-2
Effective 09-Jul-14
27.
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AN INSTRUMENT APPROACH
CHAPTER 27
a)
b)
c)
d)
27.1
Definitions:
Missed Approach/ Go Around is a maneuver conducted by a Pilot when an
approach cannot be completed to a landing.
Missed Approach/ Go Around Phase of Flight is a sub phase of the Approach
phase of flight. It starts from the first application of power after the crew elects to
execute a Missed Approach or Go Around until the aircraft re-enters the sequence
for a VFR pattern or until the aircraft reaches the IAF for another approach (IFR).
Missed Approach Point (MAP or MAPt) is the point prescribed in each
instrument approach at which a Missed Approach procedure shall be executed if
the required visual reference does not exist.
27.1.1
The required visual reference has not been established by the Decision
Altitude/Height (DA/H) or Minimum Descent Altitude/Height (MDA/H) or is
acquired but is subsequently lost;
b)
A-27-3
Effective 09-Jul-14
FLT.OMA
COMMENCEMENT OR CONTINUATION OF
AN INSTRUMENT APPROACH
CHAPTER 27
The aircraft is not positioned for a controlled touch down within the
designated runway touchdown zone with a consequent risk of aircraft
damage with or without a Runway Excursion if the attempt is continued;
d)
e)
The list above is illustrative and not exhaustive but emphasizes the fact that to
continue the approach under such circumstances is unsafe and a decision to
execute a Go Around is appropriate.
Responsibility for a decision to Go Around usually rests with PIC but may be taken
by either Pilot. Once a Go Around decision is taken, it must be announced (by
either Pilot) with a clear and loud call of Go Around.
After a Go Around call, there should be no hesitation and all related actions for the
Missed Approach must then be systematically completed till aircraft reaches the
end of this phase of flight.
27.1.2
Effective 09-Jul-14
c)
FLT.OMA
COMMENCEMENT OR CONTINUATION OF
AN INSTRUMENT APPROACH
CHAPTER 27
27.1.3
27.2
Approach and landing accidents remain among the highest ranked categories of
airline fatal accidents. Many aviation safety organizations have found the
A-27-5
Effective 09-Jul-14
Many Go Arounds are conducted for want of visual references when the aircraft
reaches the DA/H or minimum descent height MDA/H. At DA/H or MDA/H, the
principles as per the ops circular in reference will apply.
FLT.OMA
COMMENCEMENT OR CONTINUATION OF
AN INSTRUMENT APPROACH
CHAPTER 27
27.2.1
Majority of the incidents/ accidents in the aviation industry are caused due to
a chain of events going wrong and not due to an isolated failure of particular
component or due to non-adherence to a one particular procedure.
To reduce these incidents/ accidents, checklists normal / non-normal, SOPs
and CRM training are regularly done to enhance the awareness of all involved
in aviation. Despite these safeguards being in place, series of failures to
comply with the laid out procedures lead to such occurrence.
The last line of defence on the cockpit is good CRM, whereby despite a
critical failure in the cockpit, good CRM practices could still save the day and
make it to a safe landing.
Subtle incapacitation is associated with non-response to particular stimuli, as
the crew is deeply involved in a particular manoeuvre. To assist in identifying
subtle incapacitation, the PNF is expected to give two calls before taking any
further action. In case the response is there from the PF towards the
correction expected by the virtue of his action, it is taken as satisfactory. But
the case where the response from the PF is absent or inadequate and the
situation continues to deteriorate is something that needs to be addressed.
In a situation like this, even if the PF assumes that the situation is not
alarming and it is safe to continue, PF should take cognizance of the input
coming from the PNF and PF either should have briefed him in advance for
the non-standard procedure or should abandon the approach and carry out
the Missed Approach, giving due consideration to the possibility of an
undesirable occurrence. The action to take over controls by the PNF
should only be in the case of total / subtle incapacitation. A situation of
conflict in the cockpit is most undesirable for flight safety and would lead to a
hazardous situation and needs to be avoided in all circumstances.
A-27-6
Effective 09-Jul-14
FLT.OMA
COMMENCEMENT OR CONTINUATION OF
AN INSTRUMENT APPROACH
CHAPTER 27
No Visual Contact.
SUBSEQUENT APPROACHES
After a Missed Approach, the Pilot Flying, before commencing a subsequent
approach should be confident that the second approach has a high probability
of success. After two Missed Approaches (due marginal weather conditions) it
is mandatory to divert.
27.4
27.4.1
Visual Approach
Effective 09-Jul-14
FLT.OMA
COMMENCEMENT OR CONTINUATION OF
AN INSTRUMENT APPROACH
CHAPTER 27
If, visual approach is requested for a runway which has only a circling
approach, the ground visibility should not be less than 5KM.
27.4.2
Instrument Approach
27.5.1
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 (Ref
Chapter 17) 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. Refer Chapter 7 for
details of controlling RVR and explanation of relevant in this context.
A-27-8
Effective 09-Jul-14
FLT.OMA
COMMENCEMENT OR CONTINUATION OF
AN INSTRUMENT APPROACH
CHAPTER 27
A-27-9
Effective 09-Jul-14
FLT.OMA
COMMENCEMENT OR CONTINUATION OF
AN INSTRUMENT APPROACH
CHAPTER 27
A-27-10
Effective 09-Jul-14
FLT.OMA
PRECISION/ NON-PRECISION
INSTRUMENT APPROACH PRECEDURES
CHAPTER 28
TABLE OF CONTENTS
PRECISION
/
NON-PRECISION
INSTRUMENT
APPROACH
PROCEDURES ........................................................................................3
28.1
28.2
NON-PRECISION APPROACHES...........................................................4
28.3
28.2.1
28.2.2
VOR/DME Approaches............................................................... 9
28.2.3
28.2.4
28.2.5
28.3.2
28.3.3
28.3.4
Touchdown Point...................................................................... 11
A-28-1
Effective 04-Dec-12
28.
FLT.OMA
PRECISION/ NON-PRECISION
INSTRUMENT APPROACH PRECEDURES
CHAPTER 28
A-28-2
Effective 04-Dec-12
FLT.OMA
PRECISION/ NON-PRECISION
INSTRUMENT APPROACH PRECEDURES
CHAPTER 28
28.
PRECISION /
PROCEDURES
NON-PRECISION
28.1
APPROACH PROCEDURES
INSTRUMENT
APPROACH
A look out should be established for other air traffic and birds. The
Commander should utilise all available flight crew to assist in bird
watch when heavy bird activity is reported around an aerodrome.
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.
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.
Effective 04-Dec-12
FLT.OMA
PRECISION/ NON-PRECISION
INSTRUMENT APPROACH PRECEDURES
CHAPTER 28
MANAGED mode and the vertical & lateral position must be assured
using raw data.
During radar vectors the Commander must ensure that the airplane
has been positively identified by the Radar Controller. It is the
responsibility of the Commander to ensure that adequate terrain
clearance is available.
Except for approaches with Auto Land in RVR below 550M, or while
carrying out practice auto land or raw data approaches in VMC the
autopilot must be used until DH/MDA and/or until the landing is
assured, (i.e. cleared to land by ATC and acquiring the required
visual cues) when it should be disconnected.
The missed approach must be flown on Auto Pilot. In case the auto
pilot was not being used or had been disengaged, it must be
engaged for the Missed Approach. This should be flown in the
managed mode unless ATC has given a revised missed approach
instruction in which case it can be flown in HDG SELECT.
NON-PRECISION APPROACHES
A-28-4
Effective 04-Dec-12
28.2
FLT.OMA
PRECISION/ NON-PRECISION
INSTRUMENT APPROACH PRECEDURES
CHAPTER 28
28.2.1
Radar Approaches
Effective 04-Dec-12
Any other methods that provide a stabilized constant path angle for the
final segment of a non-ILS approach.
If an approach is not flown using the CDFA technique, while calculating the
minima, it is to be ensured that the minimum RVR is increased by 400 m, provided
the resulting RVR/CMV value does not exceed 5000m.
Prior to commencing an approach following must be reviewed and considered;
28.2.1.1
FLT.OMA
PRECISION/ NON-PRECISION
INSTRUMENT APPROACH PRECEDURES
CHAPTER 28
Effective 04-Dec-12
FLT.OMA
PRECISION/ NON-PRECISION
INSTRUMENT APPROACH PRECEDURES
CHAPTER 28
At the start of the procedure, the controller will inform the pilot of :
a)
the type of approach being provided,
b)
c)
d)
OCA*
e)
*The pilot will cross check the OCA with the company minima and confirm it
to the controller.
The controller vectors the aircraft towards the approach path, before
it arrives on the extended runway centreline. Once established on
the centreline, the controller will vector the aircraft towards the final
approach fix.
The surveillance radar controller (often called the 'director') hands
over control to the final controller (often called talk down) when the
aircraft has appeared on the latter's PAR azimuth screen.
The controller gives a continuous commentary giving directions
which include 'turn left/right x', as well as 'begin descent for a x
glide path' and 'take over visually'. The controller may also give
instructions to 'reduce/increase rate of descent'. That glide slope
A-28-7
Effective 04-Dec-12
FLT.OMA
PRECISION/ NON-PRECISION
INSTRUMENT APPROACH PRECEDURES
CHAPTER 28
28.2.1.2
A-28-8
: Refer Annexure 7
: Refer Annexure 7
Effective 04-Dec-12
28.2.2
FLT.OMA
PRECISION/ NON-PRECISION
INSTRUMENT APPROACH PRECEDURES
CHAPTER 28
VOR/DME Approaches
28.2.3
"NDB Approaches" are not permitted during the "Night Time" (Period
between Sunset & Sunrise).
Circling Approaches
The touch and go manoeuvre is not an approved procedure for regular Airline
operation. Go-Around after touchdown should not normally be considered
during regular flights. It should never be considered, under any
circumstances, after Thrust Reverse has been selected Touch and Go
A-28-9
Effective 04-Dec-12
28.2.4
FLT.OMA
PRECISION/ NON-PRECISION
INSTRUMENT APPROACH PRECEDURES
CHAPTER 28
PRECISION APPROACHES
I.
II.
Also refer ILS approaches authorized by the AOC (CAT I, II, III)
28.3.1
Both Pilots must positively determine that the ILS is operating normally. It
shall be checked by observing the LOC/GS scale, index, no Flag warning
and by the coded identification.
When flying raw data ILS approaches, the crew can use ARC or ROSE
ILS on the ND.
The outer marker 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 initiated. Altimeter must be cross checked
while crossing the final approach fix.
Effective 04-Dec-12
FLT.OMA
PRECISION/ NON-PRECISION
INSTRUMENT APPROACH PRECEDURES
CHAPTER 28
28.3.3
Threshold Crossing Height (TCH) is the theoretical height above the runway
threshold at which the aircraft glide slope antenna would be, if the aircraft
maintained the trajectory established by the mean ILS glide slope. For a
nominal glide path the TCH is normally 50 feet.
An A320 aircraft in approach configuration with gear down and full flaps
crossing threshold at 50ft will have its main landing gear cross the threshold
at 34ft only due to the aircraft geometry.
The TCH for each approach is depicted in profile view of approach chart. The
TCH is also predicted in the FMS APPR page. It must be ensured that FMS
predicted and approach chart depicted TCH are the same. In case of a
conflict, the approach chart TCH is controlling.
All approaches are to be conducted so as to ensure that the aircraft crosses
the threshold at or above the TCH. All pilots are to ensure that the TCH is
respected and are not to duck-under the glide path so as to achieve a
shorter landing. This may result in landing gear contact before threshold.
28.3.4
Touchdown Point
All landings are to be made within the touchdown zone which is normally
3000 ft from the landing end threshold. The company recommends that all
approaches are flown to the 1000 marker as aiming point. A touchdown with
minimum flare will be achieved between 1000-1500 from threshold when the
aircraft crosses threshold at TCH.
A-28-11
Effective 04-Dec-12
28.3.2
FLT.OMA
PRECISION/ NON-PRECISION
INSTRUMENT APPROACH PRECEDURES
CHAPTER 28
A-28-12
Effective 04-Dec-12
FLT.OMA
CHAPTER 29
TABLE OF CONTENTS
NIGHT AND IMC INSTRUMENT APPROACH AND LANDING
OPERATIONS ..........................................................................................3
29.1
29.2
29.3
29.4
29.5
29.4.1
29.4.2
29.4.3
29.4.4
29.4.5
29.4.6
A-29-1
Effective : 04-Dec-12
29.
FLT.OMA
CHAPTER 29
A-29-2
Effective : 04-Dec-12
29.
FLT.OMA
CHAPTER 29
The ground equipment shown on the respective chart required for the
intended procedure is operative;
The airplane systems required for the type of approach are operative;
29.2
FCOM
Non-Precision
FCOM
Approaches
A-29-3
Effective : 04-Dec-12
FLT.OMA
CHAPTER 29
Landing Operations
29.3
FCOM
STANDARD CALLOUTS
Standard Call outs are laid down in FCOM PRO-NOR-SOP-90
It is important that the PM only call significant deviations and not give a
running commentary which may distract the PF. The PM shall confirm all
configuration changes commanded by the PF.
PM will make standard callouts during final approach. Attitude callouts should
also to be made through to landing. The PF must respond to these with:
Checked, correcting
Note: If the PF does not respond to 2 calls on a significant deviation the PM should be
alert for subtle incapacitation. If the PM does not give the standard call, the PF shall
give the call.
29.4
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
recognise that we are all vulnerable to visual illusions.
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 judgements 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 appreciation of
ground proximity before touchdown.
The typical illusions in approach are:
Effective : 04-Dec-12
During take-off and approach the PM shall give standard call outs. Some call
outs may be modified or added as per the Airplane FCTM and IndiGo SOPs.
FLT.OMA
CHAPTER 29
Bright Lights
Sloping terrain towards the runway may give a feeling of being too
low & vice-versa.
When runway is wider than the normal it will appear closer & viceversa.
Bright approach runway lights may appear closer while dim light may
appear far away.
A-29-5
Effective : 04-Dec-12
29.4.1
FLT.OMA
CHAPTER 29
When there is a down slope expect a below glide path illusion. Aircraft will be
higher than it appears.
Figure 3 Illusion of flat approach to a runway with one degree down slope.
In the first case, correcting for the illusion on the apparently high approach will
result in landing short of the runway. In the second, it will result in an
overshoot, unless the Pilot maintains power and airspeed control. In the later
case, merely pulling the nose up could result in flight on the backside of the
power curve and a premature touchdown.
Normally, when a pilot makes a visual approach; subconsciously judges the
approach path from a combination of apparent distance from the runway and
apparent height above the terrain. Through continuous exposure to precision
glide paths, and now VASI, the pilot becomes Tuned to a two and one-half
to three degree glide path or, put another way, to seeing a 177 degree
relationship between the runway and the airplane. This is shown in Figure-1.
The angular relationships in this, and subsequent figures, are exaggerated for
clarity.
When there is an upslope, as shown in Figure 2, the normal glide path
appears to be too steep and there is a tendency to fly a low, flat approach.
A-29-6
Effective : 04-Dec-12
FLT.OMA
CHAPTER 29
When the runway has a down slope, as shown in Figure 3, the normal glide
path appears to be too low and there is a tendency to fly a steep approach.
Combinations of slopes may amplify or nullify the illusion. Also, the length of
the runway or hazardous terrain at the far end of the runway may add
psychological effects. A desire to touch down near the approach end could
increase the hazard.
A-29-7
Effective : 04-Dec-12
When the approach zone terrain slopes upwards, as shown in Figure 4, the
airplane will seem to be higher than it actually is. In either case of approach
zone terrain slope downwards (Fig 5) the approach will seem to be lower.
29.4.2
FLT.OMA
CHAPTER 29
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 airplane 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.
29.4.3
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 brighter and it will appear to be closer to you. Dim it and it will
seem farther away. Or more simply, bold colours advance, dull colours
recede. An approach to a brightly lit runway on a dark, clear night has often
resulted in touchdown far short of the runway. The 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.
A-29-8
Effective : 04-Dec-12
29.4.4
FLT.OMA
CHAPTER 29
Night flying has always been more dangerous than day light flying principally
because of the lack of perceptual clues and we depend on to keep the shiny
side up. Pilots 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
A-29-9
Effective : 04-Dec-12
A pilot bases part of his judgment on a mental comparison of the run way 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 by 120 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.
FLT.OMA
CHAPTER 29
But what makes the Black Hole Approach so different and so lethal? Well,
first, referring to altitude indicator, altimeter, and turn coordinator wont
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 the Pilots may know
intellectually that the illusion is taking place; he will still have an overwhelming
urge to believe your false impressions. Pilot cant take any training to keep
from experiencing this illusion. The best defence is knowledge and avoidance.
Some conditions make the Black Hole effect more pronounced. Be alert for
the Illusion when observing these conditions:
29.5
An Airport that is on the near side of a brightly lit city with few or no
terrain features or lights between the airplane and the airport. The
brightness of the city lights will give the impression that they are closer
then they actually are.
A night with extremely clear air and excellent visibility. One of the things
Pilots 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 VASI/PAPI indications while approaching will avoid getting into
black hole approach illusion.
A-29-10
Effective : 04-Dec-12
A Black Hole Approach Illusion can happen during a final approach at night
(no stars or 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.
FLT.OMA
CHAPTER 30
TABLE OF CONTENTS
GROUND PROXIMITY WARNING SYSTEM (GPWS).............................3
30.1
30.1.2
30.1.2.1
30.1.3
30.2
30.3
Flight Training.............................................................................6
Introduction.................................................................................6
30.2.2
30.2.3
30.2.3.1
Altimeter Setting.............................................................. 7
30.2.3.2
30.2.3.3
30.2.3.4
30.2.3.5
30.2.3.6
30.2.3.7
30.2.3.8
30.3.2
30.3.3
30.3.4
Effective 09-Jul-14
30.
FLT.OMA
CHAPTER 30
30.3.6
Barometric Altimetry................................................................. 12
30.3.7
30.3.8
30.3.9
30.3.10 Chart 14
30.3.11 Use of Checklists ..................................................................... 14
30.3.12 Rate of Descent Policy............................................................. 14
30.3.13 Stabilised Approaches ............................................................. 14
30.3.14 Standard Operating Procedures .............................................. 14
30.4
A-30-2
Effective 09-Jul-14
30.3.5
30.
FLT.OMA
CHAPTER 30
Applicability
General
The Ground Proximity Warning System (GPWS) is designed to alert pilots that the
airplane position in relation to the terrain is abnormal and, if not corrected, could
result in a Controlled Flight into Terrain (CFIT).
GPWS operational functions are described in FCOM DSC-34-70-10 under
systems description "Navigation. Associated procedures are given in FCOM
"Emergency procedures" and in the QRH.
It is the responsibility of the Commander to develop and implement a plan which
employs all available resources to ensure adequate terrain clearance. When
undue proximity to the ground is detected by any flight crew member or by a
ground proximity warning system, the Commander or the Pilot Flying shall ensure
that corrective action is initiated immediately to establish safe flight conditions.
The GPWS must be ON from take-off until landing, unless dispatched under
MEL. The GPWS must not be deactivated (by pulling the circuit breaker or use of
the relevant switch) except when specified by approved procedures.
When a warning occurs during daylight VMC conditions, if positive visual
verification is made that no hazard exists, the warning may be considered
cautionary. Take positive corrective action until the alert stops, or a safe trajectory
is ensured. A go-around shall be initiated in any case if cause of warning cannot
be identified immediately.
At Night or in IMC condition all warnings are to be taken as genuine and a goaround shall be initiated immediately. Do not delay action for diagnosis.
All GPWS activations, whether genuine or spurious, must be reported in writing to
IndiGo Flight Operations, by submitting the specified Flight Safety Form.
A-30-3
Effective 09-Jul-14
FLT.OMA
CHAPTER 30
ENHANCED GPWS
Additionally EGPWS provides alerts for excessive glide slope deviation, too low
with flaps and gear not in landing configuration, and optionally provides bank and
radio altimeter callouts based on the system program pin selection and the type of
equipment installed.
Terrain Look Ahead Alerting and Display (TADS) or Forward Looking Terrain
Avoidance (FLTA) provides a graphic display of the surrounding terrain on the
Weather Radar Indicator, EFIS to improve vertical situational awareness and
increase alerting time.
The GPWS provides ground proximity visual and audio alerts based on the radio
altimeter readouts. The EGPWS uses the GPS/FMS position of the airplane in
conjunction with the internal terrain, obstacles and airport database to provide
predictive warnings.
Terrain clearance Floor feature provides an additional element of protection by
alerting the pilot of possible premature descent for non-precision approaches.
This feature is enabled with the TADS feature.
Runway Field Clearance Floor provides protection when a runway is at an
elevation significantly higher than the surrounding terrain like in the case of
Mangalore or Calicut, by referring to the Geometric Altitude in lieu of the Radio
Altimeter.
Only Enhanced GPWS (EGPWS) also called TAWS (Terrain Avoidance and
Warning System) have a forward-looking facility, therefore including a predictive
terrain hazard warning function so that some cautions and warnings may be given
if the airplane is approaching sharply rising terrain.
A-30-4
Effective 09-Jul-14
FLT.OMA
CHAPTER 30
The installation of the Ground Proximity Warning Systems (GPWS) can reduce
CFIT accidents. It is one of the major tools in the CFIT prevention methods.
The major step in CFIT prevention program is the carriage of GPWS and the
modes in which the equipment is to function.
The GPWS warning is normally the flight crews last opportunity to avoid CFIT.
Incidents/accidents have occurred because flight crew have failed to make timely
and correct responses to the GPWS warnings.
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 , apply the following Escape Manoeuvre:React immediately to a GPWS warning. Apply memory items and actions as
stated in QRH 34.05 A
30.1.2
GPWS Training
30.1.2.1
Academic Training
Theory
Alert Thresholds
Limitations
Inhibits
Operating Procedures
Response Required
A-30-5
Effective 09-Jul-14
The data is to be periodically updated with GPWS terrain and obstacle databases,
for the purposes of reducing false warnings and ensuring actual hazards are
properly identified.
30.1.3
FLT.OMA
CHAPTER 30
Flight Training
Training in GPWS Procedures will be given on the full flight simulator. During
initial/ command simulator profiles and this training will be reinforced during the biannual recurrent simulator training.
PREVENTION
ACCIDENTS
30.2.1
Introduction
OF
CONTROLLED
FLIGHT
INTO
TERRAIN
Controlled Flight Into Terrain (CFIT) has been and continues to be the dominant
reason for accidents involving Airplane hull losses and fatalities. CFIT is defined
as an event in which a mechanically normally functioning airplane is inadvertently
flown into the ground, water, or an obstacle. Operators must be aware of the CFIT
problem as well as trained to avoid these accidents. This is essential because the
number of commercial airplane departures is increasing gradually.
ICAO and Industry Controlled Flight In to Terrain Task Force have prepared a
document on CFIT Education & Training Aid. ICAO has emphasized that all
personnel involved in civil aviation must understand the CFIT problem and must
be aware of the risk of such accidents. The training aid developed by ICAO is
expected to provide a major contribution to the prevention of CFIT and hence
ICAO has strongly recommended application of the recommendations of the CFIT
Task Force.
30.2.2
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. CFIT accidents are likely to occur
during reduced visibility associated with instrument meteorological conditions
(IMC) darkness, or a combination of both conditions.
A-30-6
Effective 09-Jul-14
30.2
30.2.3
FLT.OMA
CHAPTER 30
30.2.3.1
Altimeter Setting
The QNH altimeter setting is the standard used around most of the world. The
QFE altimeter setting is the actual surface pressure, and it is not corrected to sea
level. QNE is the standard setting which is 29.92 inches of Hg or 1013 hpa/ mb
and is set when operating at, climbing through, or operating above the transition
altitude. The QFE altimeter setting results in the altimeter indicating height above
field elevation, while the QNH setting results in the altimeter indicating altitude
above mean sea level (MSL). There have been incidents in which a QNH setting
has been erroneously used as a QFE or QNE setting. This results in the airplane
being flown lower than the required altitude.
30.2.3.2
Accidents and numerous incidents have been recorded that involved the airplane
altimeter. Errors associated with the use of the barometric altimeter and its
settings remain a problem that is compounded by language, non-standard
phraseology, and the use of different units of measurement. Some air traffic
systems use meters and some use feet for altitude reference. Most airplane s are
only equipped with altimeters that use feet as a reference. The unit of
measurement used depends on the area of the world in which the flight crew is
flying. A problem can arise when a flight crew has been trained and primarily
operates in one area of the world and only periodically operates elsewhere. The
A320 has a provision to indicate the metric altitude on selection of the PB on the
FCU.
30.2.3.3
Safe Altitudes
Vertical awareness implies that flight crews know the altitude relationship of the
airplane to the surrounding terrain obstacles. Obviously, during IMC and reduced
visibility flight conditions, it is necessary to rely on altitude information provided by
other than visual means. Weather and visibility usually play a role in CFIT
A-30-7
Effective 09-Jul-14
There are many factors that lead to CFIT accidents. One set of contributing factors
in these accidents is found primarily in the operations area. Of equal importance
are the factors that are present in the organisation and its management. The flight
crew has the final responsibility for preventing a CFIT accident, but if many of the
factors normally associated with these accidents were eliminated, or at least
mitigated, the potential for flight crew errors would be lessened .
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CHAPTER 30
30.2.3.4
The inability of Air Traffic Controllers and Pilots to properly communicate has been
a factor in many CFIT accidents. The lack of English language proficiency can
make understanding controller instructions to the flight crews or requests from the
flight crews to the controllers much more prone to errors. Heavy workloads can
lead to hurried communications and use of abbreviated or non-standard
phraseology and the potential for instructions meant for one airplane to be given to
another.
When flight crew accepts en-route ATC clearance, they also accept responsibility
for maintaining safe terrain clearance. Airspace constraints that are most prevalent
in the terminal areas many times require Air Traffic Controllers to radar vector
airplane s at minimum vectoring altitudes that can be lower than the sector MSA.
Proper vertical and horizontal situational awareness is vital during this critical
phase of flight. ATC may sometimes issue flawed instructions that do not ensure
adequate terrain clearance. While it may be difficult for flight crew to know that an
error has been made, it is possible that mistakes can be detected with good flight
crew position and altitude awareness.
30.2.3.5
Effective 09-Jul-14
FLT.OMA
CHAPTER 30
30.2.3.6
Many studies show that operators with established, well thought out and
implemented standard operating procedures (SOP) consistently have safer
operations. It is through these procedures that the airline sets the standards that
all flight crews are required to follow. CFIT accidents have occurred when flight
crews did not know the procedures, did not understand them, and did not comply
with them or when there were no procedures established. More than one CFIT
accident has occurred when the flight crew delayed its response to a GPWS
warning under IMC. In the absence of SOPs, flight crews will establish their own
procedures to fill the void in order to complete the flight. Some crew members
think the weather is never too bad to initiate an approach. It is the responsibility of
management to develop comprehensive procedures and train the flight crews
accordingly. It is the responsibility of the flight crew to learn and follow the
procedures and provide feedback to management when the procedures are
incorrect, inappropriate, or incomplete.
30.2.3.7
The majority of accidents occur during the descent, approach, and landing phases
of the flight, though some accidents have occurred during departures also. CFIT
accidents make up the majority of these accidents. Continued capital investment,
in providing runway with precision approach and lighting systems and radar
facilities, needs to be made to reduce such accidents.
Most CFIT accidents occur during non-precision approaches, specifically VOR and
VOR/DME approaches. Inaccurate or poorly designed approach procedures
coupled with a variety of depictions can be part of the problem. Multiple altitude
step- down procedures increase flight crew workload and the potential for making
errors.
A-30-9
Effective 09-Jul-14
registered with the flight crew. They have flown into this airport hundreds of times,
but because of complacency, their brains may very well have disregarded aural
and visual cockpit warnings. At the other extreme, flight crews may also be
exposed to continued false GPWS warnings because of a particular terrain feature
and a GPWS data-base that has not been customized for the arrival. The flight
crew becomes conditioned to this situation since they have flown the approach
many times. This can also lull the flight crew into complacency, and they may fail
to react to an actual threat.
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CHAPTER 30
The advancement of technology in todays modern airplane has brought the flight
directors, auto-pilots, auto-throttles, and flight management systems. All of these
devices are designed to reduce flight crew workload. With the help of these
instruments, the flight crew can keep track of altitude, heading, airspeed and the
approach flight path. When used properly, this technology has made significant
contributions to flight safety. But technology can increase complexity, and it can
also lead to unwarranted trust or complacency. Auto-flight systems can be
misused, may contain database errors, or may be provided with faulty inputs by
the flight crew. The flight crew may unknowingly misuse these devices or operate
them with faulty data. This may fly perfectly good airplane into the ground.
30.3
The Minimum Safe Altitude Warning System (MSAWS) alerts the Air Traffic
Controller with both visual and aural alarms when an airplane penetrates, or is
predicted to penetrate; a pre-determined Minimum Safe Altitude (MSA) in the
protected terminal area. It operates in two modes: surveillance in all sectors of the
terminal area and a mode tailored to monitor airplane altitude versus position on
the final approach course. This capability is especially valuable when airplanes are
being radar vectored and it is more difficult for the pilots to maintain situational
A-30-10
Effective 09-Jul-14
Different approach procedure charting requirements and printing can also make it
more difficult for flight crews to safely fly an approach. High elevation obstacles
and terrain surrounding airports have been annotated on charts for years, but the
actual terrain has not been depicted. Slowly, the publishing and printing
organisations for aeronautical and approach charts have begun to use colour and
depict terrain or minimum safe altitude contours.
FLT.OMA
CHAPTER 30
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 tone for safe arrival of airplane 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 pilots 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.
30.3.3
Auto-Flight Systems
Effective 09-Jul-14
30.3.2
FLT.OMA
CHAPTER 30
that it is verified in accordance with obstacle clearance criteria, and that the EMS
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.
Route and Destination Familiarisation
Flight crew must be adequately prepared for CFIT critical conditions, both enroute
and at the destination. Flight crew must be provided with adequate means to
become familiar with enroute and destination conditions for routes deemed CFIT
critical.
30.3.5
Altitude Awareness
It is essential that flight crew always appreciate the altitude of their airplane
relative to terrain and obstacles and the assigned or desired flight path. Flight crew
need to receive and use procedures by which they will monitor and cross-check
assigned altitudes as well as verify and confirm altitude changes.
As a minimum, use the following procedures in the absence of any other
guidance:
i)
ii)
iii)
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 intracockpit communications.
iv)
v)
vi)
30.3.6
Barometric Altimetry
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 misinterpretation of the threepointer and drum- pointer altimeter to confusion resulting from the use of different
A-30-12
Effective 09-Jul-14
30.3.4
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CHAPTER 30
Use of Callouts
30.3.8
CFIT Traps
Accidents and incidents do not normally happen because of one decision, or one
error. They rarely happen because the flight crew knowingly disregarded a good
safety practice. Flight crew fall into traps; some of their own making and some that
are systemic. 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. It should be evident that there is no single
solution to avoiding CFIT accidents and incidents. All the factors are interrelated,
with their level of importance changing with the scenario.
30.3.9
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.
A-30-13
Effective 09-Jul-14
30.3.10
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CHAPTER 30
Chart
30.3.11
Use of Checklists
High rates of descent in close proximity to terrain are dangerous. They result in
increased risk of CFIT, high flight crew workload, and reduced margins of safety.
(Refer Chapter 26)
30.3.13
Stabilised Approaches
30.4
EGPWS Terrain / Airport Database of IndiGo fleet is received from ACSS (an ancillary to
Thales) that may require periodic updates. A new Terrain / Airport Database is issued as a
notification by terrain database provider ACSS in the form of Technical newsletter (TNL).
This can be downloaded via the ACSS website.
A-30-14
Effective 09-Jul-14
The flight crew should be provided with adequate current navigation and approach
charts to ensure safety. Each flight crew should be provided with accurate current
charts with clear depiction of hazardous terrain and minimum safe altitudes,
preferably in colour, in a manner that is easy to recognize, understand, and read
under cockpit lighting at night.
FLT.OMA
CHAPTER 30
Also Refer the Performance management process and Quality Assurance manual.
A-30-15
Effective 09-Jul-14
Terrain / Airport Database shall be downloaded from the ACSS Customer Services website
and for copying the necessary data to a Compact Flash card. The CF card is then loaded
into the Terrain Awareness and Warning System (TAWS) computer unit by engineering
department in accordance with the AMM.
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A-30-16
Effective 09-Jul-14
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CHAPTER 31
TABLE OF CONTENTS
AIRBORNE COLLISION AVOIDANCE SYSTEM (ACAS) / TRAFFIC
ALERT & COLLISION AVOIDANCE SYSTEM (TCAS) ..........................3
31.1
31.2
31.3
DEFINITIONS ...........................................................................................3
31.3.1
31.3.2
31.3.3
Intruder,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, ..................................4
31.3.4
31.3.5
31.3.6
ACAS II ..........................4
31.4
APPLICABILITY.......................................................................................4
31.5
31.6
31.7
31.6.1
31.6.2
31.7.2
31.7.3
31.7.4
31.7.5
31.7.6
31.7.7
RA Reporting. ..................... 10
A-31-1
Effective 17-Aug-11
31.
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A-31-2
Effective 17-Aug-11
FLT.OMA
CHAPTER 31
31.1
GEN/DSC
(DSC-34-80-10 )
31.3
DEFINITIONS
31.3.1
A-31-3
Effective 17-Aug-11
31.
31.3.2
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CHAPTER 31
Intruder
31.3.4
A visual and aural indication, given to the flight crew, that a certain intruder is
a potential collision threat.
31.3.5
ii)
ACAS II
The company aircraft are fitted with TCAS/ACAS in accordance with the
regulatory requirements, which provide vertical resolution advisories in
addition to the traffic advisories. An airborne avoidance system operates in
accordance with the relevant provisions of Annex 10, Volume IV.
31.4
APPLICABILITY
Unless otherwise authorised by DGCA, no person shall operate in the Indian
Airspace, after 31st December, 1998, an airplane having a maximum certified
passenger seating configuration of more than 30 or a maximum payload
capacity of more than 3 tonnes, if such airplane is not equipped with an
approved ACAS II.
Such system shall utilize a software version approved or accepted by the
DGCA for the airspace of area of operation. The company aeroplanes are
equipped with ACAS II which utilizes software version 7/ 7.1.
All airplane 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
A-31-4
Effective 17-Aug-11
FLT.OMA
CHAPTER 31
operation within, to and from India, shall be fitted with ACAS II before being
imported. This requirement shall also apply to airplanes taken on wet lease by
Indian Operators.
OPERATIONAL REQUIREMENTS
In addition to the other applicable requirements, the following procedures
shall be followed by the flight crew for the operation of ACAS:
i)
ii)
The alteration of the flight path shall be limited to the minimum extent
necessary to comply with the RA.
iii) 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.
iv) The pilots shall, as soon as practicable, notify the ATC unit about 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.
The ACAS system shall be operational in the appropriate mode in the Indian
Airspace.
A-31-5
Effective 17-Aug-11
FLT.OMA
CHAPTER 31
The controller acknowledges a report from the flight crew that the aircraft
has resumed the current clearance; or
The controller acknowledges a report from the flight crew that the aircraft
is resuming the current clearance and issues an alternate clearance
which is acknowledged by the flight crew.
Every flight plan for a flight in the Indian Airspace shall indicate that the
airplane is equipped with serviceable ACAS equipment required as per CAR.
Any pilot experiencing RA which requires a deviation from the current ATC
instructions or clearance, while flying in Indian Airspace, shall file a report on
R/T with the handling Air Traffic Control Unit in India followed by a written
report to the DGCA and Airports Authority of India within 24 hrs of the
incident. The blank reporting forms for use of crew are placed in cockpit
document folder on each aircraft.
31.6
TRAINING REQUIREMENTS
31.6.1
Academic Training
Flight Training
31.7.1
Situational Awareness
The TCAS traffic display feature gives only limited information. To provide all
the required information, the other airplane must also be equipped with a
Mode C or a Mode S transponder. Only if both aircraft are equipped with
A-31-6
Effective 17-Aug-11
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CHAPTER 31
In order to maintain the highest levels of Safety during operations, the crew
shall, at all times, maintain vigilance for conflicting visual traffic. This is most
relevant in congested areas, such as, departures, climb, descent and arrivals.
Flight crew at no stage will cover the windshield/ windscreen with
newspapers/trash bag which hinder the forward and side visibility. Flight crew
are authorized to use wind screens provided by the aircraft manufacturer.
31.7.2
Upon receiving a TA from TCAS, the crew must try to establish visual contact
with the intruder.
If a TA is generated:
o
The PF flies and announces the bearing & distance displayed on his ND.
However, it must be noted with caution that visually acquired traffic may not
be the same traffic causing a TA. Visual perception of an encounter may be
misleading, particularly at night.
In TA only mode, a TA can indicate a real threat to the safety of the flight.
Therefore, TA only mode must only be selected if considered necessary to
avoid Resolution Advisories (RA's) when the known nearby traffic is in visual
contact or intentionally flying close to other traffic (e.g. during approach when
parallel runaways are in use).
Note: - Be aware that a TA symbol without altitude tag indicates that the transponder of
the intruder is Mode A only. This traffic can be at any altitude. Even when becoming a
real threat, TCAS will not issue an RA for this traffic.
31.7.3
Effective 17-Aug-11
FLT.OMA
CHAPTER 31
The flight crew must always follow the TCAS RA orders in the correct
direction, even:
o
CAUTION: If a pilot does not follow a RA, he should be aware that the intruder may be
TCAS equipped and may be maneuvering toward his aircraft in response to a
coordinated RA. This could compromise safe separation.
The PF disconnects the AP, and smoothly and firmly follows the Vertical
Speed Indicator (VSI) green sector within 5 s, and requests that both FDs
be disconnected.
Note: Both FDs must be disconnected once APs are disconnected:
o
To avoid possible confusion between FD bar orders and, TCAS aural and VSI
orders
The PNF disconnects both FDs, but will not try to see intruder.
The PF will avoid excessive maneuvers, and keep the Vertical Speed
outside the red area of the VSI and within the green area. If necessary,
the PF must use the full speed range between Valpha max and Vmax.
The flight crew should never maneuver in the opposite direction of the
RA, because TCAS maneuvers are coordinated.
The deviation from the cleared flight level or altitude can be expected to be
less than 1000 ft and must be notified to ATC as soon as possible. For
reporting a TCAS warning refer to CAR Section 2, Series 'I', Part VIII
A-31-8
Effective 17-Aug-11
If a RA is generated:
Note: i)
ii)
FLT.OMA
CHAPTER 31
TCAS
`RA'
Restrictions
Compliance
versus
Airplane
Performance
To leave the RA displayed for a longer period of time to ensure that the
desired separation is obtained
ii)
To issue a Reversal RA
R/T Phraseology
A-31-9
Effective 17-Aug-11
31.7.4
FLT.OMA
CHAPTER 31
Circumstances
2.
TCAS
determines
the
conflict no longer
exists
Pilot Phraseology
ATC
Response
TCAS RA (after a flight crew starts ROGER
to deviate from any ATC clearance)
CLEAR
OF
CONFLICT,
RETURNING TO
(Assigned clearance)
CLEAR
OF
CONFLICT
(assigned clearance) RESUMED
ROGER or
alternative
Instructions
ROGER or
alternative
is Instructions
31.7.6
Unable, TCAS RA
ROGER
All crew must reduce the aircraft rate of climb or descent as applicable to
1500 ft per minute or less when the airplane is 2000 ft to level off
altitude.(DGCA Operations Circular 4/2002,dtd 06 Nov 2002, refers)
31.7.7
RA Reporting
Air Traffic Control Unit followed by a written report to the DGCA and
Airports Authority of India.
A-31-10
Effective 17-Aug-11
1. On receiving and
reacting to a TCAS
RA
(Resolution
Advisory)
TCAS
call
Synthesized
TCAS Voice
TCAS Call
CLIMB,
CLIMB,
CLIMB
DESCEND,
DESCEND,
DESCEND
CLEAR OF
CONFLICT
FLT.OMA
CHAPTER 31
A copy of this proforma is available in the on-board forms folder. The Pilot-inCommand is required to handover the filled in forms to the Station Manager or
his representative at the first transit airport for onward FAX / Dispatch to OCC.
A-31-11
Effective 17-Aug-11
FLT.OMA
CHAPTER 31
A-31-12
Effective 17-Aug-11
FLT.OMA
CHAPTER 32
TABLE OF CONTENTS
INFORMATION AND INSTRUCTIONS RELATING TO THE
INTERCEPTION OF CIVIL AIRCRAFT ....................................................3
32.1
32.2
32.2.2
A-32-1
Effective 17-Aug-11
32.
FLT.OMA
CHAPTER 32
A-32-2
Effective 17-Aug-11
32.
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CHAPTER 32
RELATING
TO
THE
A-32-3
Effective 17-Aug-11
32.1
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CHAPTER 32
INTERCEPTION PROCEDURES
A-32-4
Effective 17-Aug-11
All aircraft flying in Indian airspace are required to follow ATS routes. Pilots
are cautioned when flying in Indian airspace not to fly within the international
border except when following an ATS or specifically permitted route or when
operating to/from any aerodrome situated within 15 NM of the international
border.
FLT.OMA
CHAPTER 32
PHRASE
MEANING
CALL SIGN
(call sign)
WILCO
VILL-KO
CAN NOT
KANN NOTT
Unable to comply.
REPEAT
REE-PEET
AM LOST
AM LOSST
Position unknown.
MAYDAY
MAYDAY
I am in distress.
HIJACK
HI-JACK
LAND(name)
LAAND
DESCEND
DEE SEND
I require descent.
Note:
I.
II.
III.
always
permit,
nor make
CALL SIGN
KOL SA-IN
FOLLOW
FOL-LO
Follow me.
DESCEND
DEE-SEND
YOU LAND
YOU LAAND
PROCEED
PRO-SEED
If any instructions received by radio from any sources conflict with those given
by the intercepting airplane by visual/radio signals, intercepted airplane shall
request immediate clarification while continuing to comply with the visual/radio
instructions given by the intercepting aircraft.
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
A-32-5
Effective 17-Aug-11
PRONUNCIATION
FLT.OMA
CHAPTER 32
deviation is made from flight plan route and a listening watch is being
maintained on appropriate ATS frequency.
Pilots are warned, however, that should the occasion arise they must comply
with the visual signals / radio instructions given by the intercepting aircraft.
VISUAL SIGNALS FOR USE IN THE EVENT OF INTERCEPTION
32.2.1
Series
1.
Meaning
INTERCEPTED
Meaning
Aircraft Responds
DAY or NIGHT - Rocking aircraft You have DAY or Night - Understood
and flashing navigational lights at been
Rocking
aircraft, will comply
irregular intervals(and landing lights Intercepted flashing
in the case of a helicopter) from a Follow us
navigational lights
position slightly above and ahead of,
at
irregular
and normally to the left of, the
intervals
and
intercepted aircraft and, after
following.
acknowledgement a slow level turn,
Note:
Additional
normally to the left (or to the right in
action required to be
the case of a helicopter) on the
taken by intercepted
desired heading
aircraft is prescribed
Note 1.-MET conditions or terrain may
require the intercepting aircraft to reverse
the positions and direction of turn given
above in series 1.
in Annex 2. Chapter
3.3.8
2.
A-32-6
Day or
Rocking
aircraft.
night
the
Understood
will comply
Effective 17-Aug-11
32.2
Series
3.
Series
1.
FLT.OMA
CHAPTER 32
Meaning
Land
this
INTERCEPTED
Aircraft Responds
Meaning
at Day
or
Night- Understood
Lowering
landing will comply
aerodrome. gear,
(if
fitted),
showing
steady
landing lights and
following
the
intercepting aircraft
and
if,
after
overflying
the
runway in use or
helicopter
landing
area,
landing
is
considered
safe,
proceeding to land.
Meaning
Aerodrome
you have
designated
is
inadequate
.
A-32-7
INTERCEPTING
Aircraft Responds
DAY or NIGHT - If it
is desired that the
intercepted aircraft
follow
the
intercepting aircraft
to
an
alternate
aerodrome,
the
intercepting aircraft
raises its landing
gear(if fitted) and
uses the series 1
signals
prescribed
for
intercepting
aircraft
If it is decided to
release
the
intercepted aircraft,
series
2
signals
prescribed
for
intercepting by the
aircraft are used.
Meaning
Understood
follow me.
Understood
you
may
proceed.
Effective 17-Aug-11
32.2.2
FLT.OMA
CHAPTER 32
INTERCEPTED
Signals
Aircraft
2.
Meaning
INTERCEPTING
Aircraft Responds
Meaning
Cannot
comply
Understood
In distress
Understood
3.
A-32-8
Effective 17-Aug-11
Series
FLT.OMA
CHAPTER 33
TABLE OF CONTENTS
33.
A-33-1
Effective 17-Aug-11
FLT.OMA
CHAPTER 33
A-33-2
Effective 17-Aug-11
33.
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A-33-3
Effective 17-Aug-11
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A-33-4
Effective 17-Aug-11
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CHAPTER 34
TABLE OF CONTENTS
INTRODUCTION ......................................................................................3
34.1
34.2
Scope .........................................................................................3
34.2.2
34.2.3
34.2.4
34.2.5
34.2.6
34.2.7
34.2.8
34.2.9
b)
c)
A-34-1
Effective 09-Jul-14
34.
34.3
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CHAPTER 34
34.3.2
34.3.3
34.3.4
34.3.5
Objective................................................................................. 47
34.3.6
34.3.7
34.3.8
Communication ........................................................................ 49
34.3.9
34.5
34.4.2
34.4.3
34.5.2
Definitions ................................................................................ 54
34.5.3
34.5.4
34.5.5
A-34-2
Effective 09-Jul-14
34.3.1
34.
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CHAPTER 34
INTRODUCTION
The contents of this chapter are applicable to all activities required for the
provision of air transport services including but not limited to those of the
Flight Operations department and the Operations Control Centre.
Flight Operations is the end user of services from various departments for the
provision of IndiGo air transport services and as such, in the event of
discrepancies between the processes of various departments, end user
requirements will take precedence.
During an accident investigation, the Chief of Flight Safety, as the Accident
Prevention Officer, will be the nodal officer of the company to liaise with the
Director Air Safety of DGCA. As such, this chapter should be read in
conjunction with the Flight Safety Manual, which is attached as a part of the
Operations Manual and is available on board for ready reference.
34.1
STATUORY REQUIREMENTS
The content of this chapter complies with regulations laid down under DGCA
CAR Section-8 Series 'O' Part-II, DGCA CAR Section-1 Series C Part-I,
DGCA CAR Section-5 Series C Part I, DGCA CAR Section-5 Series F Part-I
and DGCA CAR Section-5 Series F Part-II.
34.2
34.2.1
Scope
A-34-3
Effective 09-Jul-14
This chapter provides details of the IndiGo Safety Management System and
Accident Prevention Program. It introduces the concepts of Safety, Risk
Management and Safety Assurance. It defines the safety responsibilities and
accountabilities of members of the Flight Operations department and details
Hazard Identification and Risk Assessment procedures.
34.2.2
FLT.OMA
CHAPTER 34
Safety Culture
The company safety culture is considered as a key factor for an effective
Safety and its policy statement aims at promoting the desired results.
Safety culture is an outcome. It is the consequence of leadership,
organisational processes and practices. The Accountable Executive,
Head of Departments and Senior Management are responsible to
promote Airline Safety culture. They should instill in each individual that
every decision or action of theirs must take into consideration its effect on
the Airline Safety Awareness.
A-34-4
Effective 09-Jul-14
IndiGo safety policy is laid down in flight safety manual its goal is to
maintain zero accident record, minimize incidents, reduce and mitigate the
risks to lowest possible level.
34.2.2.2
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CHAPTER 34
34.2.3
Safety accountabilities;
The successful management of safety is a cooperative responsibility and
it requires the participation of the senior management and all employees
of the airline. Each employee is required to strictly adhere to the standard
operating procedures in his area of activity and is accountable to the
supervisor / manager for ensuring safe flight operations.
Vice President (Flight Operations) is responsible for the safe operations
of his department and to develop and implement corrective actions.
Responsibilities and Accountability are interlinked. While individual staff
members are responsible for their actions, they are also accountable to
their supervisor or manager for the safe performance of their function.
Although individuals must be accountable for their own actions,
managers and supervisors are accountable for the overall performance of
the group that reports to them. Managers are also responsible for
ensuring that their subordinates have the resources, training, experience
etc. needed for the safe completion of their assigned duties. However all
Managers and staff are responsible for the safe performance of their
assigned duties.
34.2.4
Accountable Executive
The Accountable Executive has the ultimate accountability for the
activities of the company, including its safety & Security.
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34.2.5
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Safety manager
Concerned management
performance
34.2.6
is
informed
of
insufficient
safety
Effective 09-Jul-14
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34.2.7
Effective 09-Jul-14
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All Personnel
A successful safety management system requires a focused sense of
ownership throughout the system. It is essential that the senior
management commits to do whatever it takes to improve safety. It is
equally important that all employees feel they have a system that values
their input and is responsive to their contributions and ideas. In order to
achieve this, all employees at IndiGo will have the opportunity to
contribute to the development and implementation of the safety
management system and are accountable for their actions. All employees
will be responsible to:
34.2.9
A-34-8
Effective 09-Jul-14
34.2.8
34.2.9.1
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34.2.9.2
Effective 09-Jul-14
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Maintenance
indicators.
and
review
of
departmental
performance
Effective 09-Jul-14
34.2.9.3
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34.2.9.4
34.2.10
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34.2.11
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Hazards Identifications
Risk assessment
Risk mitigation
All identified hazards will be analyzed and necessary risk mitigation will be
exercised by LSAG bases on the directives of SAG. Member(s) SAG will
take decisions in consultation with Safety Manager on whether or not to
accept risk. Decision will be based strictly on the magnitude of the risk vis-avis benefits of accepting it keeping personal convenience and emotions out of
the equation. If the risk is determined as unacceptable then SAG will analyze
the risk and develop risk mitigation action in consultation with Safety
Manager. On completion of the exercise, the Hazard log will be updated and
forwarded to Safety Cell. The Safety Manager is in charge of the Risk
Management.
34.2.12.1 Hazard Identification Process
Hazard is any situation or condition that has potential to cause adverse
consequences. Hazard identification is a process where organizational
hazards are identified and managed so that safety is not compromised. The
systematic identification and control of all hazards is the foundation for the
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34.2.12
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a)
b)
System & Task Analysis - All departments will carry out the System
and task analysis for identifying hazards related to:
Whenever
new
operations/procedures
adopted.
Existing
operations/procedures
when
modified.
External Information - Can also be used as means of safety hazard
identification. Such information can be obtained from:
Safety publication
Incident/accident reports
Conferences
Aircraft Manufacturer
Others operators
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a)
b)
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Effective 09-Jul-14
reporting of errors and hazards. No punitive action will be taken for any
voluntary and timely reporting of unsafe acts or hazards, unless it
involves an illegal act, gross negligence or a wilful disregard of procedure
or regulations.
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All Minor occurrences reported to SAG / LSAG / Safety Cell will be used
to identify hazards as part of reactive hazard identification process.
After a safety concern has been perceived, hazards underlying the safety
concern will be identified LSAG member in consultation with SAG
member. A risk assessment will be carried out by the SAG member to
assess its potential for harm or damage.
34.2.12.2.1 Risk Probability
Risk Probability is the likelihood that a situation of danger might occur.
The following questions (not an exhaustive list) will be used as guide to
assess of probability of risk:
Is there a history of occurrence like the one being assessed, or is
the occurrence an isolated event?
What other equipment, or similar types of components might have
similar defects?
How many operating or maintenance personnel must follow the
procedure(s) in question?
How frequently is the equipment or procedure under assessment
used?
Is there organisational, management or regulatory implications that
might generate larger threats to public safety?
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Risk Probability
Interpretation
Value
Almost Certain
Likely
Possible
Unlikely
Rare
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Effective 09-Jul-14
Probability of occurrence
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A-34-19
Value
5
2
1
Effective 09-Jul-14
a)
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10
Likely (4)
Possible (3)
Unlikely (2)
Rare (1)
b)
Risk Acceptability
After conducting the safety risk assessment, risk has to be prioritized for
acceptability and accordingly resources will be allocated. SRB or SAG will
assess the risk for acceptability and take decisions accordingly, in
consultation with Safety Manager.
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Action
9-10
Extreme
7-8
High
5-6
Moderate
2-4
Low
A-34-21
Effective 09-Jul-14
Risk Score
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ID
Hazard description
Worst credible effect
and reason
Existing controls
Effectiveness
of
existing Controls
Outcome
mitigation
pre
Out
Come
mitigation
acceptable
Accepted By
pre
Additional
controls
risk
Outcome
mitigation
post
Out
post-
Come
A-34-22
Effective 09-Jul-14
Source
Location
Functional Area
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mitigation
acceptable
Accepted By
Deadline
Review period
Maintenance reports
Safety surveys
Effective 09-Jul-14
Owner
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When the acceptability of the risk has been found to be Extreme or High,
control measures will be introduced the higher the risk score, the
greater the urgency. The level of risk can be lowered by reducing the
severity of the potential consequences, by reducing the likelihood of
occurrence or by reducing the exposure to that risk. In this phase, options
for dealing with risk are developed and managed.
34.2.12.4.1 Safety Risk Mitigation Control and Supervision
Proposals for corrective action resulting from the accident prevention and
flight safety programme shall be the responsibility of the Safety Manager.
Safety Manager will also be responsible for monitoring the effectiveness
of changes resulting from proposals for corrective action identified by the
accident and flight safety programme.
a)
b)
Effective 09-Jul-14
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c)
d)
Safety Manager
In order to ensure the effectiveness of the risk mitigation and control
measures, the corrective actions will be monitored and evaluated on a
regular basis. Follow-up activity will be conducted through the internal
audit process. This will include comprehensive documentation of audit
findings, corrective actions and follow-up procedures.
34.2.13
Safety Assurance
Safety Assurance is the continuous process of generating feedback on
Safety performance to complete the Safety Management Cycle and
ensure the performance and effectivity of the risk management
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a)
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Safety Measurement
b)
c)
A-34-30
Effective 09-Jul-14
Number of incidents
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e)
ACTUAL
VALUE
TARGET
Safety Concern A
Safety Performance indicators
A1
Safety Performance indicators
A2
Safety Performance indicators
A3
A-34-31
Effective 09-Jul-14
d)
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34.2.14
Management of Change
External or internal changes may impact the safety of the Airline. The company
shall have a process to identify changes within or external that have the potential
to affect the safety of aircraft operations, and:
Member Safety Action Group shall be in charge to study the safety consequences
of the changes on all activities and provide a report to the Airline Safety
Committee and to the Safety Manager highlighting the potential or actual
consequences on Safety. If needed, the Airline Safety Committee may require
mitigation before implementing changes. The hazard identification, risk
assessment and mitigation processes should be used to ensure that the change
has no adverse effect on safety.
If safety risks have been identified, member Safety Action Group will be
responsible to put in place safety performance indicators when change is
implemented to provide quantified information on these safety risks. Change
management involves a systematic approach to the modifications of operating
procedures with consideration of operational risk management.
Operational risk management involves the development of an Operational Risk
Profile (ORP). The ORP is defined as an operationally focused, predetermined risk
management plan (or assessment) for a specific operational task. An analysis of
deviations(s) from the normal conditions outlined in an ORP is necessary to
complete operational risk management.
A-34-32
Effective 09-Jul-14
Safety Concern B
Safety Performance indicators
B1
Safety Performance indicators
B2
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34.2.15
Safety Promotion
Basic safety training for all employees is to create awareness of the Safety Policy
and Objectives set and the importance of developing a safety culture. The training
will cover the following topics:
Effective 09-Jul-14
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b)
Cost of an incident/accident
c)
Cost of an incident/accident
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34.2.16
A-34-35
Effective 09-Jul-14
Workshops
Safety Circulars
Safety Journals
Advisory Circulars
Further in IndiGo Incident accident reports from other airlines and
manufacturers are circulated among the concerned personnel under
awareness program.
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Effective 09-Jul-14
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YES
NO
YES
NO
YES
YES
NO
Cancel the
Operation
A-34-37
Effective 09-Jul-14
34.3
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34.3.1
Flight Operations has a quality assurance program that provides for the auditing
and evaluation of the management system, and of operations, to ensure the
department is:
a) Complying with applicable regulations and standards of the company;
b) Satisfying stated operational needs;
c) Identifying areas requiring improvement;
d) Identifying hazards to operations.
34.3.2
Safety / Security audits are effective tools for accident prevention. Different types
of audits will be conducted and which are listed below:
Audits
34.3.3
Audit Program
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Effective 09-Jul-14
34.3.3.1
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34.3.3.2
34.3.3.3
operational
34.3.3.4
34.3.3.5
Effective 09-Jul-14
Vice President (Flight operations), has the authority for managing the
department audit / surveillance program.
34.3.4
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34.3.4.1
This is the phase of defining the audit purpose or objectives, scope, criteria and
selection of audit team members.
34.3.4.2
Audit Objective
Audit Objective defines why the audit is required and what is to be achieved by the
audit. The objective of Audit can be assurance, improvement, to verify ongoing
compliance with regulation or verify conformance with standards laid down in the
documented rules and regulations.
34.3.4.3
Audit Scope
SAG Member shall ensure the audit planning process defines the scope of each
audit, as appropriate for the area being audited, and also:
a) Includes audit objectives that address ongoing compliance with
regulatory requirements, Operator standards and other applicable
regulations, rules and standards;
b) Considers relevant operational safety or security events that have
occurred;
c) Considers results from previous audits, including the effectiveness of
corrective action that has been implemented.
Audit Scope establishes the perimeter of the areas to be audited and identifies the
items, groups and activities to be examined. The scope of an audit could be a
complete systems audit covering the system in its entirety, or could be limited to
one or more procedure.
34.3.4.4
Audit Criteria
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Effective 09-Jul-14
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manuals shall contain all the relevant policies and procedures that affect the
auditees operations.
34.3.4.5
34.3.4.6
Audit Team
Audit Team leader in consultation with SAG Member will nominate Audit
team members depending on the Audit Scope. All Audit team members
will have minimum of one year of aviation experience and must be
trained in auditing. The team member shall have the knowledge, skills
and work experience needed to effectively assess areas of the
management system and operations that are being audited. All Audit
Team Members shall be free from bias and influences which could affect
audit objectivity.
SAG Member can depute untrained officials from Flt Ops department to
form part of Audit team as on Job Trainees.
34.3.4.7
Effective 09-Jul-14
SAG Member will be responsible for identifying Audit Team Leader. Audit
Team Leader will be a trained auditor with minimum Two years of
experience in aviation. The lead auditor shall have management
capabilities and the authority to make final decisions regarding the
conduct of the audit and any audit observations. The lead auditor is
ultimately responsible for all phases of the audit
b)
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SAG Member will be responsible for preparation and issuance the Annual Audit /
Surveillance plan. The documented audit plan shall include the following:
Documentation Review
An essential part of any audit is not only to audit the actual systems, processes
and procedures but also to ensure that the auditor reviews the relevant
documentation before the audit is performed. Only by reviewing the
documentation can the auditor decide how to progress with the audit and develop
the questions he/she needs to ask during the audit.
Review of Documentation shall be carried out to assess whether all
required elements of the specified standard are addressed adequately,
A-34-42
Effective 09-Jul-14
Flt Ops shall have an audit planning process and sufficient resources, including
auditors to ensure audits are:
a) Conducted annually
b) Completed within a week/as specified by Vice President Flight
Operations
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34.3.4.9
Audit performance
Audit Performance relates to all the activities that take place during the
actual on-site audit. The effectiveness of the process is dependent upon
the how well the audit plan is executed and the completeness of
prepared checklists.
The on-site part of the audit is to determine the degree of compliance
with the documented system and the effectiveness of its implementation.
The auditor shall proceed with the audit in accordance with the audit
agenda, using the prepared checklists. It shall be the responsibility of the
lead auditor to supervise the activities of the audit team members to
ensure the audit objectives are achieved.
All efforts shall be made by Audit Team so as not to interfere in the
regular work of Audited department.
a)
Opening Meeting
This meeting at the beginning of the on-site audit shall be relatively brief
but will provide the opportunity for all attendees to clarify any problems or
conditions relating to the audit.
A-34-43
Effective 09-Jul-14
b)
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Audit Evidence
Analysis Of Finding
The Auditors will carefully verify and analyze all gathered evidence to conclude
conformity/compliance with specified requirements or standards and also to
maintain safety / security oversight on all operational departments. . Auditors shall
exercise professional judgment when analyzing or evaluating the gathered
evidence. All efforts will be made by auditors to complete the analysis before the
closing meeting. Upon completion of Analysis of gathered evidence the findings
will be classified as:
Closing Meeting
The audit team shall hold a closing meeting with the auditees senior management
and those responsible for the functions concerned. The main purpose of this
meeting will be to present the audit observations to the senior management in
such a manner so as to ensure that they clearly understand the outcome of the
audit and reach an agreement on the findings and corresponding corrective
actions. All nonconformities and observations are presented. In case of a
disagreement between the auditor and the auditee, the matter will be brought to
the notice of SAG member / Vice President (Flight Operations)and will be dealt
with accordingly.
A-34-44
Effective 09-Jul-14
Audit evidence is information that provides a factual basis or factual evidence for
audit findings which can be obtained through observing work area conditions,
interviews, examining records such as letters, contracts testimonial or testing
documents. Audit Evidence provides the basis for the Auditor to determine
conformity or nonconformity with required standards.
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The Lead auditor will be responsible for completion of detailed audit report
within 15 days of the closing meeting. Once the audit report is completed the
same will be forwarded to VP Flight Operations for review. Upon his approval
the same will be issued to the concerned auditee along with Corrective Action
Request Form (Refer Appendix 02).
All Level 1 findings will be immediately forwarded to Chief of Safety or
Security, respective Head of department and Auditee. All efforts shall be
made that corrective action is taken and implemented within 7 days, unless
any special extension has been granted by Accountable Executive.
All Level 2 findings will be forwarded to the Auditee. All efforts shall be made
that corrective action is taken and implemented for the finding within 30 days,
unless any special extension has been granted by Chief of Safety or Security
/ Head of Department.
34.3.4.10.1 Corrective Action Request Form
Flight Operations department shall have a process for addressing findings
that result from audits conducted under the quality assurance program, which
ensures:
a) Identification of root cause(s);
b) Development of corrective action as appropriate to address findings;
c) Implementation of corrective action in appropriate operational area(s);
d) Evaluation of corrective action to determine effectiveness.
Corrective Action Request will be raised by the Audit team for all findings.
Corrective Action Request will contain the following:
a) Reference number
b) Name of the audited department.
A-34-45
Effective 09-Jul-14
The Lead auditor shall prepare the audit report. The audit report is an
accurate, precise and concise record of the audit. The audit report will be
issued within the agreed arrangements (closing meeting) by the lead auditor
and the auditee. The audit report will contain the following:
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c)
d)
e)
f)
g)
h)
i)
j)
k)
l)
m)
n)
o)
p)
q)
r)
s)
t)
u)
v)
w)
x)
y)
z)
aa)
bb)
cc)
The reference number will be alpha numeric and will be of the form
AAA/SSS/XX/YYYY denoted as below:
AAA denotes the Type of Audit eg ISA(Internal Safety Audit)
SSS denotes the area of audit or the station eg DEL (Delhi)
XX denotes the number of the particular audit
YYYY denotes the year of audit
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Effective 09-Jul-14
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A-34-47
Effective 09-Jul-14
34.3.5.1
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Surveillance Plan
34.3.5.2
Inspection Team
Chief Pilot Standards & QA will appoint Flight Deck Inspectors to efficiently
execute the safety / security surveillance program. Inspectors will be subject
matter experts from Flight Operations department. The Subject matter experts will
be responsible to SAG member for successful execution of inspection activities.
The number of Inspectors for a particular type of Inspection will depend upon the
scope of Inspection. All Inspectors must preferably be trained in the fields of
Audits & Inspection
34.3.5.3
Surveillance Report
SAG Member will review and analyze all findings from different activities carried
out as part of IndiGo FDM, Audit and Surveillance program. The analysis will be
carried out to see if there is a specific trend emerging. The analysis will be
presented by Standard & QA to Flight Operations Management in a meeting held
on a quarterly basis. Vice President (Flight Operations)shall thereafter present the
analysis in the Airline Safety Committee Meeting on a quarterly basis.
34.3.7
Record Maintenance
SAG member will be responsible of maintaining the under mentioned audit records
in soft / hard copy for a period of two years:
a) Published Annual Audit Plan
b) Revisions to Published Annual Audit Plan
c) Completed Audit / Inspection Checklist
d) Audit / Inspection Evidence
e) Audit / Surveillance Report along with CARF
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Effective 09-Jul-14
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The disposal and the scheduled backup of records will be as per policy laid down
in the corporate identity manual.
34.3.8
Communication
Flight Operations shall have a means for disseminating information from the
quality assurance program to management and non-management operational
personnel as appropriate to ensure an organizational awareness of compliance
with applicable regulatory and other requirements. Following Means of
Communication may be adopted for the same
E- mail
E-file
Code Of Conduct
Effective 09-Jul-14
e)
34.3.10
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CHAPTER 34
SAG Member shall ensure the quality assurance program utilizes auditors that:
a) Have been appropriately trained and qualified;
b) Are independent & impartial.
c) IndiGo have a training and qualification program for auditors that conduct
auditing and evaluation against the IOSA standard. Such program should
ensure auditors have the knowledge, skills and work experience needed
to effectively assess areas of the management system and operations
that will be audited;
d) Maintain an appropriate level of current audit experience;
e) Complete initial and continuing auditor training;
f) Are evaluated on a periodic basis.
34.4
Effective 09-Jul-14
f)
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Any FDM programme requires the cooperation of the flight deck crew. In
order to retain the trust of the Crew, IndiGo management is committed
towards maintaining anonymity of the crew names and towards a Just
Culture pertaining to safety reporting, investigation and action.
34.4.1
Flight Data Parameters of the entire fleet are downloaded periodically, by the
engineering department to ensure that all IndiGo flights are monitored. (100%
monitoring) Raw flight data is then forwarded to the flight safety department.
The Flight Data is processed at the IndiGo DGCA approved facility (FDM /
FOQA Cell) on software, which has the limit values of all phases of the flight
(available in the Flight Safety Manual) pre-programmed. Though Parameter
exceedances (events) are automatically detected, they are validated
thereafter. Flight Analysis and review shall be carried out by Fleet Captain
(FDM and SMS), as the nominated process owner from the Standards and
Quality Assurance Department.
Events under the FDM programme will be graded as per severity levels.
A-34-51
Effective 09-Jul-14
In order to enhance the safety culture of the organization, IndiGo has further
expanded the scope of the regulatory Flight Data Recorder Monitoring and
Analysis program to analyze all IndiGo flights with the following primary
objectives:
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Effective 09-Jul-14
Yellow events are statistically important because they can indicate the airline
trend for a given event. No validation is required for these events.
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Crew are also encouraged to call the Flight Safety Department if they would
like feedback on any specific flight. Data Monitoring experts can go over the
retrieved data and discuss specifics of any phase of flight with the crew. It
would help the crew understand the safety perspective and would improve our
safety standards.
The crew is also encouraged to communicate with the Flight Safety
department by filling on board Flight Safety Forms. (Flight Safety Incident
Reporting, Hazard Reporting, Voluntary/Anonymous Reporting etc.). For
timely reporting crew are also encouraged to email:
Since mandatory systems deal mainly with hardware matters, they tend to
collect more information on technical failures than on the human performance
aspects. To help overcome this problem, voluntary incident reporting system
is used aimed at acquiring more information on the Human Factors aspects of
occurrences.
A list of notifiable incidents is given in the following paragraphs. It also aims to
promote the culture of reporting even when in doubt, and assures nonpunitive action as long as the act was not wilful violation or neglect of SOPs or
regulations.
34.4.3
Chief Pilot (Standards and Quality Assurance) shall conduct crew counselling,
where he deems it necessary for correction of observed deficiencies and may
recommend further corrective action. He shall be assisted by the Fleet
Captain (FDM & SMS) as required.
Records of counselling shall be retained for a period of two years.
A-34-53
Effective 09-Jul-14
crew fails to report such act or condition, and it is discovered in the Flight
Data Analysis or through investigation; or if crew wilfully neglects or violates
SOPs or regulations, then the clause of anonymity would be withdrawn and
appropriate action would be taken abiding by rules governing Indian aviation
and IndiGo policies.
34.5
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Notification of Incidents
Definitions
b)
Effective 09-Jul-14
The Chief of Flight Safety is the Accident Prevention Officer of the company.
He will be the nodal officer of the company to liaise with the Director Air
Safety of DGCA during an accident investigation.
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c)
Reporting Procedure
c)
d)
Effective 09-Jul-14
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
e)
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f)
g)
h)
i)
j)
k)
34.5.4
Damage to an aircraft
i) Any failure of aircraft primary structure
ii) Damage which necessitates repair before further flight, due to e.g.
ingestion, collision, meteorological conditions, hard overweight
landing, over heating, incorrect technique or practices, etc.
iii) Any failure of non-primary structure which endangers the aircraft.
iv) Any part of the aircraft becoming detached in flight.
A-34-56
Effective 09-Jul-14
b)
d)
e)
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Injury to a person
i) This is intended to include any minor injury sustained by a
passenger or any aircraft crew member while on board the aircraft,
e.g. injury to a person as result of turbulence, the scalding of a
member of the Cabin staff as a result of faulty design, inadequate
servicing or the incorrect handling of the galley equipment.
The impairment during flight of the capacity of a crew member to
undertake the functions to which his licence relates
i) 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,
The use of any inflight procedure taken for the purpose of
overcoming an emergency
i)
The use, other than for training or test purposes, of any
emergency equipment or prescribed emergency procedures
ii)
The use of any non-standard procedure adopted by the Crew to
deal with an emergency
iii)
The declaration of an emergency situation
iv)
The emergency evacuation of the aircraft
Failure of aircraft system or any equipment
i)
Fire or explosion
ii)
Fire or. smoke warning
iii)
In-flight engine shut down or significant loss of power
iv)
Inability to relight or re-start a serviceable engine
v)
Malfunction of thrust reversal system
vi)
Fuel system malfunction effecting fuel supply and distribution
vii)
Significant leakage of fuel, hydraulic fuel or oil
viii) Occurrence where the use of alternative systems or procedures
has been necessary to obtain the desired aircraft configuration
for any flight phase
ix)
Total inability to achieve the intended aircraft configuration for
any flight phase
x)
Pressurization system malfunction necessitating a changed
flight plan, or the use of emergency or stand-by oxygen system
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Effective 09-Jul-14
c)
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xi)
g)
i)
Failure or Inadequacy of
Aids to navigation
A-34-58
Effective 09-Jul-14
f)
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Communication services
Prescribed let-down procedures
Meteorological reporting and forecasting services
Aerodrome lighting systems
The marking of obstructions or hazards on the manoeuvring
area
Facilities and procedures forming part of the ATS system
A-34-59
Effective 09-Jul-14
h)
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ii)
iii)
iv)
v)
vi)
vii)
viii)
Other occurrences
i) Wind Shear Go-Around
ii) ATC directed Go-Around
iii) EGPWS Warning
iv) Airprox Warning
v) Occurrence of Wake Turbulence
vi) Bird Strike
Note: All "Tail Scrapings'' incidents irrespective of consequential damage are required
to be reported to all concerned as per* the existing procedures.
A quality assurance program that provides for the auditing and evaluation of the flight
operations management system and operational functions will be planned annually to
ensure that:
A-34-60
Effective 09-Jul-14
i)
i)
FLT.OMA
CHAPTER 34
ii)
iii)
ii)
iii)
A-34-61
Effective 09-Jul-14
i)
FLT.OMA
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A-34-62
Effective 09-Jul-14
FLT.OMA
CHAPTER 35
TABLE OF CONTENTS
DANGEROUS GOODS AND WEAPONS ................................................3
35.1
Terminology................................................................................3
35.1.2
35.1.3
35.1.4
35.1.5
35.1.6
35.1.7
35.1.8
35.1.9
35.3
35.2.2
35.2.3
35.2.4
35.2.5
35.2.6
35.2.7
35.2.8
Effective 27-May-13
35.
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35.3.1
35.3.2
35.3.3
A-35-2
Effective 27-May-13
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CHAPTER 35
35.1
35.1.1
Terminology
A-35-3
Effective 27-May-13
35.
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CHAPTER 35
State of Origin: The Authority in whose territory the dangerous goods were
first loaded on an aircraft.
Technical Instructions: The latest effective edition of the Technical
Instructions for the Safe Transport of Dangerous Goods by Air (Doc 9284
AN/905), including the Supplement and any Addendum, approved and
published by decision of the Council of the International Civil Aviation
Organisation.
UN Number: The 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.
35.1.2
Checked Baggage:
On Person:
Cargo:
Mails:
COMAT:
A-35-4
Effective 27-May-13
35.1.3
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CHAPTER 35
b)
The articles and substances that are forbidden unless exempted by the
States concerned, for transport by air subject to approval.
c)
d)
e)
Used camping stoves (fuel or gas) will not be accepted for carriage in
baggage, even if thoroughly cleaned.
f)
g)
All classes of Dangerous Goods are not accepted for carriage except Dry
Ice when used as a Refrigerant.
h)
i)
35.1.4
A-35-5
Effective 27-May-13
a)
Hazard Class
Class 1
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CHAPTER 35
Examples of Materials
Explosives
Class 2
Gases
Division 2.1
Flammable gas
Division 2.2
Division 2.3
Toxic gas
Class 3
Flammable Liquid
Class 4
Division 4.1
Division 4.2
Division 4.3
Class 5
Division 5.1
Oxidizer
Ammonium peroxydisulfate
Division 5.2
Organic peroxides
Class 6
Division 6.1
Toxic substances
Division 6.2
Infectious substances
Class 7
Radioactive Materials
Rubidium(37),Uranium(92)
Class 8
Corrosive
Class 9
A-35-6
Effective 27-May-13
35.1.5
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CHAPTER 35
Passenger/Crew Dangerous
Operator approval
Goods
that
are
allowed
with
A-35-7
Effective 27-May-13
The Airport Manager of the respective departure station shall be in all respect
responsible for issuing approval to passengers & crew to carry Dangerous
Goods as permitted in Annexure-1. He/ She shall reserves the right to refuse
the approval to carry of such items if he/she concludes that the said items
might not be suitable for air transport. In the absence of the Airport Manager
the shift in-charge shall execute the responsibility on behalf of the Airport
Manager. The original copy of the approval must be handed over to the
passenger. It must be taken care that the information about all the Dangerous
Goods approval issued for a particular flight is duly passed to the Load
Controller and the Ramp Supervisor. A copy of the approval must be duly
available with the Load Controller or the Ramp Supervisor for cross
verification of the information. The Load Controller/Ramp Supervisor shall file
all approvals for a period of three months from the date of departure of the
flight. The standard format of the approval letter is as under: To be printed on
company letterhead.
35.1.6
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CHAPTER 35
Flow of Information
The Load controller and the Ramp Supervisor must tally the prior information
with the approval documents before departure. The approval copies must be
filled by the L&T Staff for a period of three months from the date of departure
of the flight.
35.1.7
35.1.7.1
A-35-8
Effective 27-May-13
The Airport Manager or the Shift in-charge must ensure that Load controller
and the Ramp Supervisor must be informed of the total quantity of Dangerous
Goods requiring Operators approval, carried by passengers or crew. All
copies of the Approval letter issued to the passenger is handed over to the
Load Controller.
35.1.7.2
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Effective 27-May-13
35.1.8
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ERG Code, location and quantity of the items in question and any other
relevant information given in the NOTOC including the intentions of the Pilotin-Command, if the situation permits.
Handling Of Specific Dangerous Goods
Some Dangerous Goods which require critical handling & companys approval
as per Annexure 1 to this chapter, additional details are given below.
Passengers must intimate IndiGo of the carriage of any of the Dangerous
Goods mentioned below at least 48 hours prior to the departure.
35.1.9.1
a)
b)
c)
the battery terminals are protected from short circuits, e.g. by being
enclosed within a battery container, and
the battery is securely attached to the wheelchair or mobility aid.
d)
e)
Part A remains with the wheelchair and indicates whether or not the battery
has been removed.
In the particular case where the battery is separated from the wheelchair, Part
B may be used to assist in identifying the battery and also in reconciling the
battery and its wheel chair.
A-35-10
Effective 27-May-13
35.1.9
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CHAPTER 35
g)
h)
Effective 27-May-13
f)
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CHAPTER 35
Corrosive label
A-35-12
Effective 27-May-13
i)
35.1.9.2
FLT.OMA
CHAPTER 35
a)
b)
c)
The outer packaging must have a sealed inner liner or a bag of strong
leak-proof and puncture-resistant material impervious to mercury, which
will prevent the escape of mercury from the package irrespective of its
position.
d)
e)
f)
35.1.9.3
35.1.9.4
Medical Oxygen
A-35-13
Effective 27-May-13
The passenger must ensure that they bring along with them strong outer
packaging as described below to carry a mercurial barometer or mercurial
thermometer and also the following conditions are met
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CHAPTER 35
Comp 3 & 4
Comp 5
100Kgs
75Kgs
25Kgs
Live animals will not be carried in the aircraft holds of the same flight.
The Airport Manager or the Shift in-charge must ensure that Load
controller and the Ramp Supervisor must be informed of the total dry
ice loaded on board the aircraft and all copies of the Approval letter
issued to the passenger is handed over to them.
A-35-14
Effective 27-May-13
35.1.9.5
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CHAPTER 35
The Load controller and the Ramp Supervisor must tally the same
information with the approval papers.
35.1.10
Unserviceable
ii.
Damaged
iii.
b)
c)
d)
A-35-15
Effective 27-May-13
There are occasions when tyre assemblies are required to be carried on board the
aircraft (inflated or deflated). The tyre assemblies, as such, are not considered as
dangerous goods. There exists a remote possibility of the inflated tyre exploding
due to the pressure variation during the flight if not handled properly. Therefore
certain precautions need to be exercised when these are transported by aircraft.
35.2
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CHAPTER 35
Staff involved in such incidents should stay on site until their names are
noted.
The appropriate state authorities must be notified.
The hazard/class division and compatibility group, hazard description and
immediate action to be taken are enumerated in the table below:
A-35-16
Effective 27-May-13
1.3 C, 1.3 G
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CHAPTER 35
Dangerous Goods
Class
Hazard Description
Explosives (acceptable
on Cargo Aircraft only)
2.1
2.2
2.3
3
4.1
4.2
4.3
5.1
Explosive (safety)
Flammable Gas
Non-Flammable Gas
Cryogenic Liquid
Toxic Gas
(Acceptable on Cargo
Aircraft only)
High pressure
cylinder bursting and toxic
inhalation
Flammable Liquid
Flammable solid
spontaneously
combustible dangerous
when wet
1.Combustible,
Contributes to fire2. Ignites in
contact with air3.Ignites in
contact with water
Oxidizer
Ignites combustibles on
contact Reacts violently with
other substances
Organic Peroxide
5.2
Immediate Acton
Minimize Leakage and
contact with other
cargo
6.1
Toxic Substance
6.2
Infectious substance
Notify Fire
Department Guard
against fire Do NOT
use water
Radioactive White
Radioactive Yellow
Corrosive
Polymeric Beads
Magnetized material
carbon dioxide, solid
(Dry Ice) Miscellaneous
Dangerous Goods
Cat I
Cat II/III
A-35-17
Effective 27-May-13
Hazard Class/
Division and
Compatibility
Group
35.2.1
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CHAPTER 35
Hazard
Class/Divisi
on
1
2
6
7
A-35-18
Effective 27-May-13
The emergency response drill chart as given in the emergency section of this
manual must be followed and then the area of spillage must be identified and
isolated. For all classes special spill cleaning procedure is as follows:
FLT.OMA
CHAPTER 35
Wear rubber gloves. Cover the spillage with sand (for liquids only). Collect
the spillage and sand mixture in a bucket with a wiper. For solids collect the
same directly with the wiper into a bucket. Keep the bucket in the
Dangerous goods spillage room. Clean the floor with plenty of water and
phenyl.
35.2.3
As soon as possible, IndiGo will also provide this information to the DGCA and
the State in which the accident or serious incident occurred, within twenty four
hours in the event of an accident or forty eight hours in the event of a serious
incident.
The IndiGo Dangerous Goods Occurrence Report (FSF- 011) is standard form
which will be used to report all Dangerous Goods incidents. In addition, this
format is used when reporting incidents to another operator.
A-35-19
Effective 27-May-13
35.2.2
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A-35-20
Effective 27-May-13
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CHAPTER 35
Packages are free from leakage and damage, and correctly marked
and
labeled,
inform ATC
No Smoking signs on
For dangerous goods incidents in the passenger cabin, see cabin crew
checklist and coordinate cockpit/cabin crew actions
After landing
Effective 27-May-13
35.2.6
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CHAPTER 35
Spillage or Leakages
All above mentioned procedures should be followed in addition to the mentioned
points in case of spillage or leakage during flight
Crew should use full face masks (100% Oxygen) or smoke hoods
If possible passengers should be provided with wet towels or cloths for use
over the nose and mouth
Note: Where it is not possible to include all the information, those parts thought most
relevant in the circumstances, or a summary of the quantities and class or division of
dangerous goods in each cargo compartment, should be provided by the pilot-incommand. Alternatively, the pilot-in-command can provide a telephone number where a
copy of the information to the pilot-in-command can be obtained.
A-35-22
Effective 27-May-13
35.2.7
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A-35-23
Effective 27-May-13
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CHAPTER 35
Initial Action:
Identify the item, and refer to the drill chart with the ERG Code of the item.
(Coordinator)
In case of fire:
Collect emergency response kit and DRY cloths (Spill Fighter & Spill Back
up).
Move passengers away from area and distribute wet towels or cloths (Spill
Coordinator).
A-35-24
Effective 27-May-13
35.2.8
FLT.OMA
CHAPTER 35
Mop up the spilled area with the dry cloths and place the contaminated
cloths in the polythene bag. (Spill Fighter & Backup)
Seal the Polythene bag with the security seal and puncture it from the top to
allow any fumes or gas to escape. (Spill Fighter & Spill Backup)
Stow polyethylene bags in the nearest lavatory (Spill Fighter & Backup).
Cover spillage on carpet / floor & affected seat cushions or seat covers with
dry cloths (Spill Coordinator)
After landing
Advise ground personnel of the dangerous goods items and where there
are stowed (Lead)
Dont hurt yourself during any procedure because you are required for evacuation. So
dont stretch yourself.
35.3
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
A-35-25
Effective 27-May-13
FLT.OMA
CHAPTER 35
Effective 27-May-13
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 airplane will not be permitted.
FLT.OMA
CHAPTER 35
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.
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.
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. If 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.
35.3.2
For the carriage of arms, ammunitions, etc., on its flights, The Company policy
is to follow and implement the provisions of the Aircraft (Carriage of
Dangerous Goods) Rules 2003, and the orders issued by an officer duly
empowered by the Government of India.
Station Manager/Airport Manager of The Company, in consultation with Security
officials, if available, may permit the carriage of one licensed revolver or pistol or
shotgun and fifty cartridges belonging to a bona fide passenger in his registered
A-35-27
Effective 27-May-13
FLT.OMA
CHAPTER 35
The arms and ammunition shall be carried only in the registered baggage
of the passenger. The ammunition shall be removed from the weapon
and kept separately;
ii)
iii)
iv)
the Station Manager/Airport Manager shall verify all the relevant documents
to ensure that the arms are licensed in the name of the passenger
concerned ;
v)
vi)
Further detail on the subject is given in BCAS approved Security Manual of the
company.
35.3.3
Bureau of Civil Aviation Security, vide their circular no 44/2000 and Indigo
Security Programme has permitted the carriage in person of arms and
ammunition on board an aircraft by following security personnel:
Sky Marshalls
The above mentioned security personnel are permitted to carry on their person /
carry-on baggage fully unloaded arms and ammunitions (both kept separately).
A-35-28
Effective 27-May-13
FLT.OMA
CHAPTER 35
The above is applicable to PSOs of SPG on commercial flights only when the
authorised protected persons are on board. The latest list of those authorised
SPG protection may be requested from Airline Security staff.
A notification to that effect will be handed over to the PIC prior to the departure
of the flight. Such notification shall include:
i) The number of authorized armed persons on board the aircraft;
ii) The location(s) of such persons.
A-35-29
Effective 27-May-13
PSOs not attached to the SPG but providing security to dignitaries in the high
risk category while travelling on a commercial flight can carry arms and
ammunition in their registered baggage, but not on person in the cabin.
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CHAPTER 35
ANNEXURE - 1
A-35-30
Effective 27-May-13
FLT.OMA
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A-35-31
Effective 27-May-13
FLT.OMA
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ANNEXURE - 2
A-35-32
Effective 27-May-13
FLT.OMA
CHAPTER 35
IMP CODES
CAO
RMD
DGD
RNG
ICE
ROP
Organic Peroxide
IMP
ROX
Oxidizer
MAG
Magnetized Material
RPB
Toxic substance
RCL
Cryogenic Liquid
RPG
Toxic Gas
RCM
Corrosive
RRE
RCX
Explosives 1.3C
RRW
RDS
RRY
REQ
RSB
Polymeric Beads
REX
RSC
Spontaneously Combustible
RFG
RXB
Explosives 1.4B
RFL
Flammable Liquid
RXC
Explosives 1.4C
RFS
Flammable Solid
RXD
Explosives 1.4D
RFW
RXE
Explosives 1.4E
RGX
Explosives 1.3G
RXG
Explosives 1.4G
RIS
RXS
Explosives 1.4S
CIMP CODES
PER
Perishable cargo
LHO
EAT
Eatables
WET
HEG
Eggs
HUM
Human remains
AVI
Live animals
RHF
VAL
Valuable Cargo
VUN
Vulnerable Cargo
FIL
Undeveloped Films
A-35-33
Effective 27-May-13
FLT.OMA
CHAPTER 35
Annexure-3
Log Sheet for PERMITTED DANGEROUS GOODS AND WEAPONS
FLIGHT NO PNR NUMBER
PAX NAME
DETAILS OF GOODS
APPROVAL LETTER
REFERENCE
NOTOC
ISSUED
STAFF SIGN
PAX NAME
A-35-34
GOOD DETECTED
ACTION TAKEN
Effective 27-May-13
DATE
FLT.OMA
CHAPTER 36
TABLE OF CONTENTS
SECURITY INSTRUCTIONS AND GUIDANCE .......................................3
36.1
36.2
36.1.1
Introduction.................................................................................4
36.1.2
36.3
36.4
36.5
36.3.2
36.3.3
ANTI-SABOTAGE MEASURES............................................................... 8
36.4.1
36.4.2
36.4.3
Transit Passes..........................................................................11
36.5.2
Handling Of Passengers...........................................................11
A-36-1
Effective : 17-Aug-11
36.
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CHAPTER 36
36.5.3
36.5.4
36.5.5
36.6.2
36.6.3
36.7
36.8
36.9
36.10
36.11
36.12
36.13
36.14
36.15
A-36-2
Effective : 17-Aug-11
36.6
36.
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CHAPTER 36
GENERAL
The aim of aviation security is to safeguard International Civil Aviation
Operations against acts of unlawful interference. Safety of passengers, crew,
ground personnel and the general public shall be the primary objective in all
matters related to safeguarding against acts of unlawful interference with
International Civil Aviation.
It is an Airline Policy that all security measures laid down by the state
authorities from time to time are enforced. All efforts are to be made to avert
any security risk during operations. All crew and staff must carry their identity
cards for entry into the security area. It should be noted that under stringent
security arrangements, staff not in possession of authorised identity cards are
likely to be stopped from entering operational area by the authorities
concerned.
ATC authorities require confirmation from the Commander that all passengers
and hand baggage have been security checked. The Commander must
ensure complete elimination of access from Cabin to the Cockpit except for
crew members. The door between Cabin and Cockpit in every airplane during
the flight must be locked from inside the Cockpit. Cockpit door will be opened
only on instructions from the Commander when a request is made by the
Cabin attendant over the intercom.
The Company Security Department handles all the security aspects of the
company and the details are contained in Security Manual. However, certain
guidelines are given in this chapter for the information of crew and Operations
Personnel.
A-36-3
Effective : 17-Aug-11
The duties and responsibilities of concerned personnel are laid down in the
Security Manual.
FLT.OMA
CHAPTER 36
36.1
36.1.1
Introduction
36.1.2
A-36-4
Effective : 17-Aug-11
FLT.OMA
CHAPTER 36
36.2
36.2.1
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)
(2)
(3)
(4)
(5)
(6)
(7)
(8)
(9)
(10)
(11)
(12)
(13)
(14)
(15)
President
Vice-President
Prime-Minister
Governor of States
Former Presidents
Former Vice-Presidents
Chief Justice of India
Speaker of Lok Sabha
Union Ministers of Cabinet Rank
Chief Ministers of States
Deputy Chief Ministers of States
Deputy Chairman, Planning Commission
Leader of opposition in Lok Sabha and Rajya Sabha
Holders of Bharat Ratna Decoration
Ambassadors of foreign countries. Charge D Affairs and High
Commissioners and their spouses
(16) Judges of Supreme Court
A-36-5
Effective : 17-Aug-11
FLT.OMA
CHAPTER 36
NOTE:
Effective : 17-Aug-11
(17)
(18)
(19)
(20)
(21)
(22)
(23)
(24)
(25)
(26)
(27)
(28)
FLT.OMA
CHAPTER 36
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 Goods etc. and instructions issued from time to time.
These orders shall be applicable only when SPG PSOs accompany their
protectees during air journey by commercial flights.
36.3
36.3.1
After 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 unauthorised 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.
36.3.2
Building
Passengers are carried in buses under surveillance from the terminal building
to the airplane and vice-versa. In some cases, however, where passengers
have to walk the distance between the terminal building and the departing
airplane and vice-versa, their movement will be under the necessary police
surveillance.
36.3.3
On reaching the ladder of the departing aircraft, the ground 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 ground 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
A-36-7
Effective : 17-Aug-11
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CHAPTER 36
36.4
ANTI-SABOTAGE MEASURES
36.4.1
Registered Baggage
A-36-8
Effective : 17-Aug-11
With regard to the duly validated hand baggage label, the Ground
Staff/Security personnel on duty at ladder point, after ensuring that the above
label is stamped and signed by the police, will tear the tag half way in order to
avoid any misuse by a potential hijacker.
36.4.2
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CHAPTER 36
X-ray screening
Physically checking
Cooling off for 24 hours
Effective : 17-Aug-11
All the registered baggage after their receipt in the baggage make-up area
and completion of other formalities shall be lined up for Baggage
Identification/Baggage Matching/Baggage reconciliation (as the case may be)
to ensure that no unidentified baggage shall be put on board.
FLT.OMA
CHAPTER 36
Diplomatic bags which are carried as hand baggage by the diplomatic courier
shall not be screened provided the diplomatic courier (holder of diplomatic
passport) produces official documents from the concerned foreign diplomatic
mission indicating his status, the number of packages constituting the
diplomatic bag, and a certificate stating that the packages constituting the
diplomatic bag do not contain any substance which would be dangerous and
harmful to the airplane or its passengers.
b)
A-36-10
Effective : 17-Aug-11
case of serious doubts about the contents of these bags, the matter shall be
brought to the notice of the Protocol Division of the Ministry of External
Affairs, who would take appropriate action. Such suspicious baggage shall
not be transported until and unless the doubts are cleared to the satisfaction
of security staff.
36.5
FLT.OMA
CHAPTER 36
BOARDING PASS
All boarding passes are either printed or hand 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 is to be tallied with the number of
flight coupons uplifted.
Before emplaning, the boarding passes are to be checked by the ground staff
on ladder point duty as per the procedure. Passengers with unstamped
boarding passes are to be taken back for security check and will only be
permitted to board the airplane after necessary verification/investigation and
subsequent clearance by the Police.
36.5.1
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 security check before
embarkation.
36.5.2
Handling Of Passengers
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
A-36-11
Effective : 17-Aug-11
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. One set per flight is taken out and validated for the
flight. Unused passes are to be destroyed after the close of counter.
FLT.OMA
CHAPTER 36
36.5.4
Toilets, hat-racks and catering items of the departing airplane will be checked
by the Engineering/Security personnel and Cabin Attendants before the
departure. Checking of catering items will be carried out by the ground
staff/Cabin attendant. In case of definite threat, the company staff will render
necessary assistance and co-ordinate in this task.
36.5.5
Maintenance Section
Maintenance Sections will ensure that the airplane are parked in well-lit areas.
Doors of parked aircraft/unattended airplane must be closed & where possible
locked and sealed.
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.
All the ground equipment should be either removed from the airplane or
immobilised to prevent their use as a means of access to unauthorised
persons.
Aerobridge should, if practical, be withdrawn from the unattended airplane
parked adjacent to Passenger Terminal Building. Doors between the Terminal
arid aerobridge should be locked.
Security Department will deploy sufficient security personnel at Maintenance
area to guard the aircraft.
All the staff working near or around the airplane must display their Photo
Identity cards at all times and must also be in the proper uniform issued to
them.
Personnel servicing the airplane during the course of their normal assignment
should check their work area for suspicious material baggage and
unauthorised movements. If anything unusual or adverse is observed it will be
brought immediately to the notice of the security personnel.
A-36-12
Effective : 17-Aug-11
FLT.OMA
CHAPTER 36
It will be the duty and responsibility of all the staff to verify! Challenge the
presence of any unauthorised or unidentified person near or around the
aircraft.
Any indication that the airplane 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 the
responsible personnel.
The company 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 airplane tyres or ingestion of
harmful material into jet-engines.
Checks should be conducted systematically by the staff familiar the airplane
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 airplane equipment or components, it is important that
checks be made by qualified engineering and/or maintenance personnel.
Details of airplane security search check list both technical and non-technical
have been formulated as per decisions taken by the Sub-Committee and
issued by the E.M (QC).
36.6
Effective : 17-Aug-11
Before any airplane 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.
FLT.OMA
CHAPTER 36
Effective : 17-Aug-11
It is the duty and responsibility of all the staff working in and around the
airplane to challenge the presence of any unauthorized person and report it to
authorities. In short, unauthorized access to the airplane should be denied at
all times.
36.6.1
FLT.OMA
CHAPTER 36
Pre-Flight Security
All crew and their baggage shall undergo prescribed security checks as
applicable to normal passengers.
Crew shall position their baggage at a stipulated location and ensure that it is
correctly tagged, locked, and the flight number indicated
The flight bag and small hand baggage carried by the crew on their person
shall pass through pre-embarkation security check/screening by Airport
Security Unit.
The large-sized crew baggage after security clearance shall be lined up near
the step ladder of the airplane for identification by the respective crew
members
All Crew shall display the Identity Card while on duty and when moving about
in the Security Area. All crew shall proceed through the stipulated security
check enclosure.
36.6.2
All crew baggage should normally carry an identification label giving full name
and rank of the crew member.
Crew members must not leave their baggage unattended at all time specially
in hotels outside the room prior to check out..
Crew members must not accept for carriage sealed parcels from third parties.
Any sealed package belonging to a crew member shall at all times be carried
by the crew member concerned onto the airplane personally and shall not be
entrusted to any other crew members.
The individual crew member is responsible for the handling and security of his
personal baggage. Adherence to the following procedures is required:
o
Keep your bags locked when you are not using them.
Before leaving hotel, make sure all items in your bags belong to you and
have not been tampered with.
A-36-15
Effective : 17-Aug-11
All crew baggage shall carry a special label to distinguish it as crew baggage.
FLT.OMA
CHAPTER 36
Keep your bags in view at all times in public areas such as lobbies,
boarding lounges, restaurant, restrooms, hotel or terminal buildings.
ii)
iii) Only one piece of hand baggage per passenger will be allowed in the
cabin. All other baggage will be carried in the hold of the airplane after
being weighed.
iv) Baby carry cots will be allowed in the Cabin but will be searched before
being put on board.
v)
vi) Once a passenger and his baggage has been checked, identified and
loaded the passenger is not to be allowed access to any baggage.
vii) Strict accounting of boarding passes, transit cards, checked-in baggage
and hand baggage.
Action Ground staff
viii) 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 staff
A-36-16
Effective : 17-Aug-11
36.6.3
FLT.OMA
CHAPTER 36
ix) It will be ensured that only the registered baggage with tags is loaded on
the departure airplane and after being identified by the passengers.
Action Ground staff
A-36-17
Effective : 17-Aug-11
FLT.OMA
CHAPTER 36
xvi) Ensure that the number of passengers who board the airplane tallies with
the number of passengers checked-in for the flight. Disembarking transit
passengers will be subjected to necessary check of their person and hand
baggage, before re-boarding the aircraft.
xvii) In case of international routes, bonded items which will be put on board
will not be left unattended on ground. Ensure that seals of such bonded items
received on board the airplane are intact.
Action Cabin attendant / Ground staff
36.7
36.8
Effective : 17-Aug-11
FLT.OMA
CHAPTER 36
The Police will also ensure that the sterile area will be physically separated
from all others in a manner to prevent or to deter unauthorised entry or
passing of any lethal weapons or dangerous device. In case the presence of
the unauthorised person is detected in the sterile area, the entire sterile area
must be vacated and proper search be carried out for any concealed
dangerous article etc. Besides, fresh frisking of all the passengers will be
carried out before they are permitted to enter the departure holding area.
All staff on duty should be specially alert for suspicious passengers.
During all transits, members of the cockpit crew/cabin attendant! Ground Staff
will maintain on board necessary supervision over the persons entering the
airplane and their movements.
Access into the airplane will be restricted only to those person whose
presence is essential and is an operational requirement. With the exception of
the passengers who have undergone search with their hand baggage before
boarding, whoever else enters or leaves the aircraft is liable to necessary
search either by crew member operating the flight or Station Manager or his
representative or the company Security personnel wherever available.
All Ground Support vehicles, catering hi-lift, step ladders, buses, etc. should
be subjected to necessary check for any suspicious article/object, which
would endanger safety.
All cargo booked will be subjected to necessary cooling off examination either
through technical aids or manual methods. Perishable cargo will not be
accepted unless checked.
Only manifested cargo will be loaded on board the aircraft. Mishandled, rush
or expedite baggage will not be carried unless checked.
Unaccompanied and transit baggage will be carried subject to checks.
A-36-19
Effective : 17-Aug-11
The sterile area will be appropriate controlled by the Police against all
unauthorised movement of men and material. Any person who has been
screened and has entered the sterile area but later on exited 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 the unauthorised persons,
dangerous objects etc.
FLT.OMA
CHAPTER 36
A-36-20
Effective : 17-Aug-11
Special vigilance will be exercised when carrying out the final engineering
maintenance external checks. All exterior vulnerable areas should be
inspected for suspicious objects.
FLT.OMA
CHAPTER 36
It will be ensured that arms are unloaded before acceptance and the
ammunition will be carried subject to the IATA regulations.
36.10
SKY MARSHALS
36.10.1
After the Medical checkup, boarding cards will be handed over to the
Sky Marshals by the Security In-Charge.
A-36-21
Effective : 17-Aug-11
Irrespective of the value, adopt precious cargo handling procedure for the
carriage of fire-arms, if any. Any high value cargo, to 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, minimise
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.
FLT.OMA
CHAPTER 36
Cabin Attendant should not interfere when Sky Marshals are reacting
to a hijack, but may assist them in any way required when
requested.
A-36-22
Effective : 17-Aug-11
36.10.2
ii)
FLT.OMA
CHAPTER 36
iii) Cabin attendant will immediately park one trolley and block the
forward toilet thereby cutting off the access to the cockpit.
v)
vi) Cabin attendant inform each other about the development thereby
ensuring a watchful eye on the suspect.
36.11
The following paragraphs contain generic guidance material for the flight crew
in case they face unlawful interference.
Specific procedures to be followed by IndiGo 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)
Effective : 17-Aug-11
iv) The cabin attendant will offer a glass of water (even though there
is no request for this) along with a chit of paper denoting the seat
number of the suspicious passenger to the Sky Marshal seated
nearest behind the suspect.
FLT.OMA
CHAPTER 36
From the crews perspective, the three major forms of unlawful interference
are-
c)
Unruly passenger
Hijacking
Bomb threat
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
Level 3
Life-threatening behaviour
Level 4
36.12
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
A-36-24
Effective : 17-Aug-11
i)
ii)
iii)
FLT.OMA
CHAPTER 36
36.12.1
A-36-25
Effective : 17-Aug-11
a)
FLT.OMA
CHAPTER 36
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.
A-36-26
Effective : 17-Aug-11
36.13
FLT.OMA
CHAPTER 36
A-36-27
Effective : 17-Aug-11
FLT.OMA
CHAPTER 36
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.
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)
Effective : 17-Aug-11
FLT.OMA
CHAPTER 36
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:
Effective : 17-Aug-11
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.
FLT.OMA
CHAPTER 36
Signal
Cover Message
Transponder
code 7500
to
Transponder
code 7700
to
"Transponder
seven five zero
zero"
"Transponder
seven seven zero
zero"
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.
A-36-30
Effective : 17-Aug-11
Situation
ii.
FLT.OMA
CHAPTER 36
b.
c.
36.14
A-36-31
Effective : 17-Aug-11
a.
FLT.OMA
CHAPTER 36
A-36-32
Effective : 17-Aug-11
FLT.OMA
SUSPECTED SABOTAGE
CHAPTER 37
TABLE OF CONTENTS
SUSPECTED SABOTAGE ......................................................................3
37.1
37.2
37.3
37.4
37.2.1
37.2.2
37.3.2
37.3.3
37.4.2
37.4.3
A-37-1
Effective 17-Aug-11
37.
FLT.OMA
SUSPECTED SABOTAGE
CHAPTER 37
A-37-2
Effective 17-Aug-11
FLT.OMA
SUSPECTED SABOTAGE
CHAPTER 37
37.
SUSPECTED SABOTAGE
37.1
37.2
37.2.1
a)
b)
Non-Specific Threats
o
The threat is general in nature such as the next
departing/arriving has a bomb on board.
A-37-3
flight
Effective 17-Aug-11
FLT.OMA
SUSPECTED SABOTAGE
CHAPTER 37
The Commander of the airplane will be advised of the receipt of any genuine
threat against the aircraft. The situation is to be treated as an emergency.
37.2.2
Before the passengers board the aircraft, the cabin attendant will double
check the passenger cabin area including toilet for the presence of any
foreign object or any unauthorised person. This will be in addition to the check
carried out by airline security personnel.
Commander will ensure complete elimination of access, except for
Engineering / company staff required on board as part of the pre-departure
activity.
If any suspicious foreign article is found it should be segregated and ATC,
Flight dispatch informed. On receiving this information ATC will inform the
local BCAS unit and flight dispatch, the airline security in-charge. Pending its
identification and classification of the explosive, the local police should take
charge of it and make detailed enquiry. 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 the removal of the suspected article to a
remote place for putting it in a pit. Necessary care should be taken that the
article does not receive any unnecessary jerks which may result in any
detonation. A detailed description of the article should be noted including the
writing and 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 International Airports and Aerodrome Officer
in respect of other Civil airports will supervise and coordinate the handling of
suspected article.
A-37-4
Effective 17-Aug-11
The treatment of sabotage threats varies from country to country both with
respect to the handling of the airplane after landing and in the subsequent
investigation of the threat by local authorities.
FLT.OMA
SUSPECTED SABOTAGE
CHAPTER 37
37.3
37.3.1
Airplane On Ground
a)
have all passengers and crew disembark with all cabin baggage using
steps or jetties. Escape slides should only be used in extreme
emergencies. If it is decided to use the escape slides all cabin baggage
must be left on board the aircraft.
b)
c)
isolate and re-screen all passengers and their cabin baggage and hold
them in a separate area until the crew members hold baggage, cargo
and catering supplies have been inspected/screened, searched and
declared safe.
d)
e)
f)
g)
Note: Items b) to g) above are the responsibility of the Security agencies and
Engineering.
Effective 17-Aug-11
FLT.OMA
SUSPECTED SABOTAGE
CHAPTER 37
The following guidance applies should a Commander land after a bomb threat
at an airport which has no airlines representative.
o
37.3.2.1
A-37-6
Effective 17-Aug-11
taxi the airplane to a suitable area. The flight attendants will supervise your
disembarkation and accompany you to a safe position. Arrangements for your
comfort while the airplane is being searched will be advised after
disembarkation";
37.3.2.2
FLT.OMA
SUSPECTED SABOTAGE
CHAPTER 37
Airplane In Air
an obvious device
Effective 17-Aug-11
Finding a bomb on board, whatever the nature or contents of the device, has
the unique capability of striking a crew a crew untrained in in-flight bomb
threat management procedures with almost paralysing fear. An active
improvised explosive device (IED) or chemical/biological weapon (CW\BW)
on board the airplane is a serious safety and security matter, however, the
situation is similar to various other in-flight emergencies. When the crew has
a checklist and a procedure to follow the likelihood of a successful conclusion
to the emergency is considerably enhanced.
FLT.OMA
SUSPECTED SABOTAGE
CHAPTER 37
Bomb On Board
Cockpit procedures for Bomb on Board are laid down in the FCOM / QRH
emergency section. Pilots are to refer to:
A320
37.3.2.4
FCOM
PRO-ABN-80 P 11/54
General Guidance
For landing, reduce the differential pressure to zero, until the final
approach.
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.
Effective 17-Aug-11
FLT.OMA
SUSPECTED SABOTAGE
CHAPTER 37
37.3.2.5
The lethal areas on an airplane are the cockpit, over wing and tail. A
suspicious article considered to be an explosive may be kept in the least risk
area. Recommended least risk areas are:
A320
Move fire extinguishers and portable oxygen bottles from the area and
disarm the slide/raft.
Stabilise the device by covering with pillows blankets and seat cushions
to reduce its explosive and fire potential.
If time permits, prior to landing, request the parking site and provision of
stairs.
37.3.2.6
summon the senior cabin attendant member to the cockpit and advise the
nature of the threat against the aircraft;
A-37-9
Effective 17-Aug-11
FLT.OMA
SUSPECTED SABOTAGE
CHAPTER 37
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 attendant to retain control of the passengers.
Effective 17-Aug-11
o
37.3.3
FLT.OMA
SUSPECTED SABOTAGE
CHAPTER 37
37.3.3.1
Flight
Effective 17-Aug-11
FLT.OMA
SUSPECTED SABOTAGE
CHAPTER 37
37.3.3.3
Once the suspected CHEM/BIO container is covered and sealed from the
cabin atmosphere, a gradual descent of the airplane can be initiate using a
descent that minimizes the rate of cabin change. The slower the descent and
increase in cabin pressure, the lower the risk of agent dispersal during the
final phase of flight.
A-37-12
Effective 17-Aug-11
FLT.OMA
SUSPECTED SABOTAGE
CHAPTER 37
37.3.3.5
A-37-13
Effective 17-Aug-11
Upon landing and taxiing to the airport minimum risk location, the airplane
should be parked on the diagonal to the surface winds and passengers and
crew should deplane through upwind airplane exists to minimize risk of
contamination. Even if there appears to be no manifestation of possible
CHEM/BIO contamination, passengers and crew should remain together and
quarantined until checked by trained personnel.
FLT.OMA
SUSPECTED SABOTAGE
CHAPTER 37
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 explosive, CHEM/BIO and medical expertise waiting to assist with
A-37-14
Effective 17-Aug-11
FLT.OMA
SUSPECTED SABOTAGE
CHAPTER 37
If serious reservation is expressed from the ground, the crew can accomplish
certain actions to minimize the risk to the airport and surrounding
communities, for example, if biological agents are suspected, the crew might
try to avoid over-flying populated areas during the approach and landing.
In any CHEM/BIO 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 nonemergency personnel.
37.3.3.7
Crew Awareness
Effective 17-Aug-11
FLT.OMA
SUSPECTED SABOTAGE
CHAPTER 37
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
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
o Magazine rack
A-37-16
Effective 17-Aug-11
Folder
FLT.OMA
SUSPECTED SABOTAGE
CHAPTER 37
o Attendant seats
o Life jacket stowage
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)
o Open and inspect all panels/compartment
o All accessible buffet surfaces
o Waste container
o Ceiling, walls and floor
37.4.1
37.4.1.1
Identification
Effective 17-Aug-11
FLT.OMA
SUSPECTED SABOTAGE
CHAPTER 37
37.4.1.2
Crew Action
Don protective equipment gloves and mask. (Special procedures for the
donning of mask and removal of mask and gloves.)
Cover the substance immediately with anything suitable at hand, then create
as many barrier layers as possible between the agent and the cabin
atmosphere by covering the item with multiple layers of plastic trash bags,
dry blankets, more plastic, wet blankets, then more dry blankets to minimize
leakage and spreading.
Isolate the area. Do not allow anyone to approach the substance in a radius
of 3 meters. (Move passengers).
Have any individuals exposed to the substance wash their hands and
forearms repeatedly.
Change clothing that may have been contaminated and place it in a sealed
bag.
Keep a list of all persons who may have had contact with the substance.
A-37-18
Effective 17-Aug-11
37.4.2
FLT.OMA
SUSPECTED SABOTAGE
CHAPTER 37
Don protective equipment gloves and mask. (Special procedures for the
donning and removal of mask and gloves.) Cover all exposed skin.
Isolate the area move passengers and extra crew members away from the
suspicious item.
Create as many barrier layers as possible between the agent and the cabin
atmosphere by covering the item with multiple layers of plastic trash bags,
dry blankets, more plastic, wet blankets, then more dry blankets to minimize
leakage and spreading.
If contact has been made with the substance, immediately wash hands and
forearms repeatedly.
List all people in the area when the suspicious item was recognized.
DO NOT SHAKE OR EMPTY CONTENTS OF ENVELOPE OR PACKAGE.
Advise the pilot-in-command.
Flight crew to consider going on oxygen.
Detailed description of item must be given to the pilot-in-command and the
authorities.
A-37-19
Effective 17-Aug-11
37.4.3
FLT.OMA
SUSPECTED SABOTAGE
CHAPTER 37
IN CABIN AND
ACTIVATED
Don mask and goggles.
Inform ATC and declare
emergency.
Squawk 7700
Turn off re-circulation
fans.
Raise cabin elevation to
10000 ft at fastest rate
possible.
Decrease cabin
temperature.
Execute emergency
descent procedure
Advise Company
Channel.
Upon landing, evacuate
airplane via upwind side
of airplane.
Quarantine passengers
upwind of airplane until
assistance arrives.
A-37-20
IN CARGO HOLD
Don mask and
goggles.
Inform ATC and
declare emergency.
squawk 7700
Turn off re-circulation
fans.
Accomplish cargo
smoke/fire checklist
Advise company
channel.
Maintain positive cabin
pressure until landing
Stop airplane with
surface wind at 10/2
Oclock position.
Upon landing, evacuate
airplane via upwind
side of airplane.
Quarantine passengers
upwind of airplane until
assistance arrives.
Effective 17-Aug-11
IN CABIN BUT
UNACTIVATED
FLT.OMA
CHAPTER 38
TABLE OF CONTENTS
INSTRUCTIONS AND TRAINING REQUIREMENTS FOR THE USE OF
HEAD-UP DISPLAYS (HUD) AND ENHANCED VISION SYSTEMS
(EVS) EQUIPMENT ..................................................................................3
A-38-1
Effective 04-Dec-12
38.
FLT.OMA
CHAPTER 38
A-38-2
Effective 04-Dec-12
38.
FLT.OMA
CHAPTER 38
A-38-3
Effective 04-Dec-12
FLT.OMA
CHAPTER 38
A-38-4
Effective 04-Dec-12
FLT.OMA
Annexure
ANX
TABLE OF CONTENTS
AIR OPERATOR PERMIT (AOP).............................................................3
2.
FLIGHT RELEASE
3.
4.
DESCRIPTION
OF
ATC
FLIGHT
PLAN
(ICAO
MODEL)
ANNEXURE 4.........................................................................................20
5.
6.
ANNEXURE 2 .......................................................5
ANNEXURE 6 ................................................33
6.1
6.2
6.3
7.
8.
RT CALLS
8.1.1
8.2
ANNEXURE 7 50
ANNEXURE 8 .................................................................61
RT Terminology .................................................................... 61
8.2.1
8.2.2
8.2.3
8.2.4
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1.
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Annexure -1
1.
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A-ANX-4
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2.
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FLIGHT RELEASE
ANNEXURE 2
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Annexure 3
3.
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4.
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ANNEXURE 4
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Annexure 5
5.
DUTY CELL
Delhi
9560527773
Srinagar
9596501196
Mumbai
9820999256
Cochin
9846912728
Hyderabad
9959932226
Agartala
9862562800
Bangalore
9972077551
Chennai
9940689327
Jaipur
9929099848,
Guwahati
9864077466
Lucknow
9935971444/9936043555
Kolkata
9007003618
Patna
9771415800
Goa
9561094464
Jammu
9018666686
Bhubaneswar
9937020733
Imphal
9862032669
Pune
9922999744,
9922999741
Nagpur
9011071365
Dibrugarh
9435474878
Ahmedabad
9725040718, 9725040719
Vadodara
8141421212/9
537721212/09
537021212
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For convenience, mobile numbers for the duty cells at various airports served by
Indigo are as under:
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6.
6.1
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ANNEXURE 6
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6.2
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6.3
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ANNEXURE 7
i)
ii)
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In Cruise Announcement
Normal
Ladies and Gentlemen, we'd like to take this opportunity to share with
you that IndiGo operates an all new Airbus 320 aircraft fleet. The average
age of our planes is just over 2 years, making us amongst the youngest
in the Indian skies. At the moment, we are cruising at _______feet
/_______ metres South/North/East/West bound for _______
(destination). Our route of light today will take us over_______ We plan
to get you to _______on schedule at _______am/pm/, or Ahead of
schedule at_______am/pm, or at _______am/pm (if late, do not state
A-ANX-51
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that you are late, just give them the arrival time). En route weather is
forecast as (clear/cloudy/ slightly turbulent). You are requested to keep
your seat belt fastened at all times while seated for your own safety.
Notes:
The In Cruise announcement should be appropriate to time of day, type of
passengers largely holiday or business, etc. For example, for an early morning
departure, if the Lead confirms that most passengers are asleep, it would be
appropriate to skip this announcement, or to combine it with the Top of Descent
announcement.
Hindi:
Kripya dhyaan dijiye. Hum aapko bataana chaahengein ki IndiGo ke
sabhi vimaan Airbus A 320 bilkul naye hain aur inki average aayu
lagbhag 2 ___varsh hai. Is samay humaara vimaan _______feet/
_____metre ki unchayi par ____ki ore dakshini/ uttari/ poorvi/ pashchimi
disha mein ud raha hai. Is yatra ke dauraan, hum _____,
_________shehron se guzreinge.
Hum _______ , samay anusaar _______ baje pahunchengein/ Hum
______anumaanit samay se _____min. pehle pahunchengein. Yatra ke
dauraan mausam saaf/ baadal-numa/ kuch kharaab hone ka anumaan
hai. Aapki apni suraksha ke liye udaan ke dauraan kripya kursi ki peti
baandhe rakhein. Dhanyavaad.
ii)
Effective
15-Dec-13
Thank you.
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Cabin attendants`: please return to your seats and keep your seat belts
fastened until further notice. Thank you.
Hindi:
Kripya dhyaan dijiye. Main kaptaan/Seh-kaptaan ________vimaan
kaksh se. Mausam kharaab hone ke kaaran, seat belt sign on kar diye
gaye hain. Apni suraksha ke liye kripya sheeghra hee, aap apni seat par
laut jayein aur kursi ki peti baandh lein. Dhanyavaad.
d) Descent/Landing Announcements
i)
2. Havai yatayat
Effective
15-Dec-13
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5. Runway banndh
In case of a Go Around:
15-Dec-13
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3. VIP movement
4. Bird hit
2. Havai Yatayat
4. Bird hit
5. Runway nireekshan
v)
After Parking:
5. Runway closure
Effective
15-Dec-13
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Hindi:
Dhanyavaad.
*1. VIP gatividhi
2. Air traffic congestion
3. Operational/Takneeki kaaryavaahi
4. ________havai adde mein mausam kharaab hone
5. Runway banndh hone
If the departure is delayed by 45 mins. or more:
(In co-ordination with the Lead, before announcing the cockpit visit, ensure one
pilot is tasked with monitoring ATC communications, that the cabin door is open,
and that you prepare to ensure an orderly flow of visitors)
5. Runway closure
Hindi:
A-ANX-56
Effective
15-Dec-13
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5. Runway closure
Hindi:
A-ANX-57
Effective
15-Dec-13
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Technical
Other Reasons
Effective
15-Dec-13
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Hindi:
A-ANX-60
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15-Dec-13
8.
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RT CALLS
8.1.1
ANNEXURE 8
RT Terminology
Take-off/landing clearances.
Effective
15-Dec-13
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j)
identification
Effective
15-Dec-13
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For Pilot-initiated requests to ATC use the word REQUEST e.g. IFLY 201 Request
PUSH BACK, START UP, TAXI, DEPARTURE INFORMATION,
CROSS RUNWAY, BACK TRACK, RIGHT OR LEFT TURN,
LOW APPROACH, LOW PASS, VECTORS xx NM FINAL,
DIRECT To---.
ii) For requesting clearance to enter the traffic circuit use the
following phrase: (type of aircraft) (position)(level) INFORMATION (ATIS LETTER) FOR LANDING
iii) For denoting Pilot-compliance with a short ATC Instruction use
the gendrum form of the verb used in the instructions:
SLOWING DOWN, HOLDING (SHORT), STOPPING, (Takeoff)
GIVING WAY TO, MONITORING (Frequency), EXPEDITING,
GOING AROUND, RECYCLING (Transponder), SQUAWKING
(CODE)
iv) For answers to messages containing traffic information use the
following:
LOOKING OUT or TRAFFIC (or type of aircraft) IN SIGHT, or
NEGATIVE CONTACT.
A-ANX-63
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15-Dec-13
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ACKNOWLEDGE
AFFIRM
"Yes"
APPROVED
BREAK
BREAK BREAK
CANCEL
CHECK
CLEARED
"Authorized
specified".
CONFIRM
CONTACT
CORRECT
"This is correct".
CORRECTION
DISREGARD
GO AHEAD
I SAY AGAIN
to
proceed
under
the
conditions
?"
Effective
15-Dec-13
Word/Phrase
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NEGATIVE
READ BACK
RECLEARED
REPORT
REQUEST
ROGER
SAY AGAIN
SPEAK SLOWER
STANDBY VERIFY
WILCO
WORDS TWICE
TRANSMISSION OF NUMBERS
i)
FIVE HUNDRED
A-ANX-65
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15-Dec-13
MONITOR
4500
ii)
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10000
13500
VICTOR TWELVE
HL533
ONE ZERO
ii)
Upto but not including Transition Altitude by stating the separate digits of
the thousands, plus the hundreds, if appropriate, Examples: (T.A. 18000
ft.).
12,000
12,500
At the above transition altitude by starting the words "flight level" followed
by the separate digits of the flight level. Example:
190
DIRECTIONS
The three digits of the magnetic course, bearing, heading or wind direction.
All of the above should always be magnetic. The word "true" must be added
when it applies. Examples:
A-ANX-66
Effective
15-Dec-13
Examples:
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The separate digits of the speed followed by the word "knots". The controller
may omit the word "knots" when using speed adjustment procedures.
"Reduce/Increase Speed to One Five Zero". Example
250
185
8.1.1.1
Operating Procedures
STATION IDENTIFICATION
i)
Use full Company call signs at all times when communicating with
Air Traffic Control Units.
Example: "Mumbai Radar I-FLY FIVE ONE ONE"
ii)
(once
b.
c.
Effective
15-Dec-13
SPEEDS
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REPLY TO CALL:
ii)
Acknowledge clearances,
transponder codes.
8.1.1.4
including
altimeter
settings
and
Terminating Contact
Signify completion of a contact by transmitting your station identification
only e.g. "I-FLY FIVE ONE ONE".
8.1.1.5
Special Procedures
The procedure for a ground station establishing contact with an aircraft is
slightly modified when SELCAL is in use. The station transmits the
appropriate four tone code for the particular aircraft and this operates the
SELCAL light/chime. When the SELCAL light flashes, reply with the flight
call-sign followed by "Go ahead" as shown in the example below.
Example: Madras transmits SELCAL code for I-FLY 511 Aircraft: "Station
calling I-FLY Five One One - Go ahead".
Madras: I-FLY Five One One this is Madras Radio - (message text)
8.2
A-ANX-68
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15-Dec-13
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ii)
iii)
FIRST CONTACT
a)
b)
c)
d)
IDENTIFIED (position)
e)
(LEFT
or
POSITION REPORTING
a)
b)
c)
d)
PROVISION OF SERVICE
a) CLIMB (or
CONTROL)
A-ANX-69
DESCEND)
(UNDER
Effective
RADAR
15-Dec-13
8.2.1
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b) RADAR CONTROL
(reason);
TERMINATED
(DUE
(manoeuvre)
OBSERVED
IDENTIFIED
POSITION
(appropriate
instructions
or
information);
LOST
(reasons
COMMUNICATIONS
a) (IF) RADIO CONTACT LOST (instructions)
b) IF NO TRANSMISSIONS RECEIVED FOR
(number)
MINUTES
(or
SECONDS)
(instructions);
c) REPLY NOT RECEIVED (instructions)
MANOEUVRES
a) LEAVE (significant point) HEADING (three
digits) (INBOUND) at (time)
b) CONTINUE HEADING (three digits)
A-ANX-70
Effective
15-Dec-13
i)
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f)
IMMEDIATELY
Note: When it is necessary to specify a reason for the above maneuvers, the following
phraseologies should be used:
i)
FOR TRAFFIC;
ii)
FOR SPACING;
Effective
15-Dec-13
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POSITION
a. position (distance) (direction) OF (significant
point)(or OVER OR ABEAM) (significant point)
SPEED
a. *SPEED (number) KILOMETRES
HOUR(or KNOTS) UNTIL (location);
PER
b. REPORT SPEED;
c. MAINTAIN(number)
HOUR (or KNOTS)
KILOMETRES
UNTIL (location);
PER
TRAFFIC INFORMATION
a. TRAFFIC (number) O'CLOCK (distance)
(direction) of flight) (any other pertinent
information);
o
UNKNOWN;
SLOW MOVING;
FAST MOVING;
CLOSING;
OVERTAKING;
A-ANX-72
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15-Dec-13
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TYPE;
LEVEL;
(if known)
To request capability of
a.
SSR Equipment
*b.
TRANSPONDER TWO (or FOUR, or
CHARLIE-as shown in the flight plan).
*c.
To instruct setting
of Transponder.
NEGATIVE TRANSPONDER,
Note: In an area where 64 codes and 4096 codes are used simultaneously, all codes
shall be expressed in four figures.
a.
RECYCLE(mode)(code);
*b.
RECYCLING(mode) (code)
a.
*b.
SQUAWKING ----
c.
transponder
*d.
a.
SQUAWK IDENT;
b.
SQUAWK LOW;
A-ANX-73
Effective
15-Dec-13
8.2.2
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c.
SQUAWK NORMAL
SQUAWK MAYDAY
STOP SQUAWK
SQUAWK CHARLIE
VERIFY (level)
8.2.3
A-ANX-74
Effective
15-Dec-13
transponder operation
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d. VECTORING FOR
RUNWAY(number)
VISUAL
APPROACH
f.
AZIMUTH
a.
be positioned a specific
distance from touchdown
instructions and Information
c.
REPORT ESTABLISHED(ON
aid)
f.
TURN LEFT(or RIGHT) HEADING
(three digits) (TO INTERCEPT) or
(REPORT ESTABLISHED).
A-ANX-75
Effective
15-Dec-13
e. (typo)APPROACH
NOT
AVAILABLE
DUE(reason) (alternative instructions)
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g.
i.
TAKE
YOU
k. HEADING IS GOOD
* denotes pilot transmission
ELEVATION
a. COMMENCE DESCENT NOW (TO MAINTAIN
A (number) DEGREE GLIDE PATH);
b. (distance) FROM TOUCH DOWN ALTITUDE
(or HEIGHT)SHOULD BE (number and units);
c. REPORT ESTABLISHED ON GLIDE PATH.
POSITION
a. (distance)FROM TOUCHDOWN
b. CHECK WHEELS;
c. OVER THRESHOLD
a. CHECK GEAR DOWN (and locked)
b. OVER THRESHOLD
CHECKS
COMPLETION OF APPROACH
a. REPORT VISUAL;
b. REPORT RUNWAY (lights) IN SIGHT;
c. APPROACH COMPLETED CONTACT (unit).
Effective
15-Dec-13
h.
THIS TURN WILL
THROUGH(aid)(reason)
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b. GO
AROUND
IMMEDIATELY(missed
approach instructions)(reason);
c. ARE YOU GOING AROUND?
AROUND
(appropriate
e. *GOING AROUND
* denotes pilot transmission
8.2.4
COMMUNICATIONS
a. DO NOT
ACKNOWLEDGE
TRANSMISSIONS;
FURTHER
AZIMUTH
a. CROSSING (SLOWLY (or QUICKLY FROM
THE LEFT (or FROM THE RIGHT);
b. HEADING IS GOOD;
c. ON TRACK;
A-ANX-77
Effective
15-Dec-13
d. IF
GOING
instructions)*
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ELEVATION
a. APPROACHING GLIDE PATH;
b. COMMENCE DESCEND NOW (AT(number)
METRES PER SECOND or (number) FEET
PER MINUTE (or ESTABLISH A (number)
DEGREE GLIDE PATH);
c. RATE OF DESCENT IS GOOD;
d. ON GLIDE PATH;
e. SLIGHTLY (or WILL, or GOING) ABOVE (OR
BELOW) GLIDEPATH
f.
j.
k. (distance)
FROM
ALTITUDE(or
HEIGHT)
(numbers and units).
TOUCHDOWN.
SHOULD
BE
POSITION
a. (distance) FROM TOUCHDOWN;
b. OVER APPROACH LIGHTS
c. OVER THRESHOLD
A-ANX-78
Effective
15-Dec-13
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ANX
CHECKS
a. CHECK GEAR DOWN AND LOCKED;
COMPLETION OF APPROACH
a EPORT RUNWAY VISUAL
b REPORT RUNWAY (LIGHTS) IN SIGHT
c
(missed
approach
A-ANX-79
Effective
15-Dec-13
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A-ANX-80
Effective
15-Dec-13
PART-B
(Aircraft Operating Information)
OPERATIONS MANUAL
FLT.OMB
GTOC
Chapter No
Details
DGCA Approval Page
GTOC
LEP
ROR
RH
Revision Highlights
Flight Planning
Airplane Loading
10
11
12
13
14
ANX
Annexures
B-GTOC-1
Effective
15-Dec-13
FLT.OMB
GTOC
B-GTOC-2
-INTENTIONALLY
LEFT BLANK-
Effective
15-Dec-13
FLT.OMB
ISSUE II
LEP / HC
Revision No
Page No
Date of Issue
All
09-Jul-14
GTOC
All
15-Dec-13
LEP
All
09-Jull-14
ROR
All
17-Aug-11
RH
All
09-Jul-14
All
04-Dec-12
All
04-Dec-12
All
17-Aug-11
All
17-Aug-11
All
04-Dec-12
All
17-Aug-11
All
17-Aug-11
All
15-Dec-13
All
04-Dec-12
10
All
17-Aug-11
11
All
04-Dec-12
12
All
04-Dec-12
13
All
04-Dec-12
14
All
17-Aug-11
Annexure
All
27-May-13
B-LEP-1
Effective 09-Jul-14
Chapter Details
FLT.OMB
ISSUE II
LEP / HC
B-LEP-2
Effective 09-Jul-14
FLT.OMB
ROR
REV. NO.
DATE
DATE FILED
B-ROR-1
INITIALS
Effective 17-Aug-11
signed under Initials column. Retain this revision sheet until officially
REV. NO.
FLT.OMB
ROR
DATE
DATE FILED
INITIALS
B-ROR-1
Effective 17-Aug-11
FLT.OMB
REVISION HIGHLIGHTS
RH
B-RH-1
Effective 09-Jul-14
FLT.OMB
REVISION HIGHLIGHTS
RH
B-RH-2
Effective 09-Jul-14
FLT.OMB
CHAPTER 01
TABLE OF CONTENTS
CERTIFICATION AND OPERATING LIMITATIONS ............................... 3
1.1
B-1-1
Effective
04-Dec-12
1.
FLT.OMB
CHAPTER 01
B-1-2
Effective
04-Dec-12
FLT.OMB
CHAPTER 01
1.1
Certification Status:
The airplane is certified in the transport category (passengers and freight) for
day and night operations, when the appropriate equipment required by the
airworthiness and operating regulations are approved, installed and in an
operable condition.
Aircraft system description:
Limitations:
FCOM GEN/DSC
Flight Manual LIM-GEN
FCOM-LIM
Note:
Aircraft operating information is available in the type specific Airplane Flight
Manual, Flight Crew Operating Manual and the Quick Reference Hand Book.
Where necessary, references will be made to the above documents, which are
available and easily accessible to the crew by placing them on board the airplane
and in each Flight Dispatch library
B-1-3
Effective
04-Dec-12
1.
b)
FLT.OMB
CHAPTER 01
c)
Effective
04-Dec-12
FLT.OMB
CHAPTER 01
e)
Crew Composition
Flight Manual
LIM-GEN
FCOM
PRO/LIM/OEB/FCBUL, (LIM-10)
LIM-WGHT
FCOM
PRO/LIM/OEB/FCBUL, (LIM-11)
The company has inducted aircraft with enhanced weight configurations. The new
weights for these aircraft are given below. List of these aircraft has been
appended at annexure 3.
MTOW
MLW
MFZW
77 T
66 T
62.5 T
Cockpit Display: The enhanced weight configuration aircraft will have placards in
the cockpit, as depicted.
The aircraft empty weights for all aircraft are also placed at annexure 3.
B-1-5
Effective
04-Dec-12
f)
FLT.OMB
CHAPTER 01
Speed Limitations
g)
h)
i)
j)
Flight Manual
LIM-SPD
FCOM
PRO/LIM/OEB/FCBUL, (LIM-13)
LIM-OPS
FCOM
PRO/LIM/OEB/FCBUL, (LIM-12)
Wind Limitations
Flight Manual
LIM-SPD
FCOM
PRO/LIM/OEB/FCBUL, (LIM-12)
PERF/GEN
FCOM
PER-TOF-TOD-40-10, PER-LDG-GEN
k)
PER
(PER-TOF-TOD-50 )
FCOM
Effective
04-Dec-12
Unless otherwise stated, the airspeed given are indicated values (IAS),
assuming no instrument error.
FLT.OMB
CHAPTER 01
FCOM
l)
System Limitation
LIM/GEN
FCOM
B-1-7
Effective
04-Dec-12
Flight Manual
FLT.OMB
CHAPTER 02
TABLE OF CONTENTS
THE NORMAL, ABNORMAL AND EMERGENCY PROCEDURES TO
BE USED BY THE LIGHT CREW AND THE CHECKLISTS
RELATING THERETO .............................................................................5
2.1
2.2
Pre-Flight Check.........................................................................6
2.2.2
2.2.3
2.2.4
2.2.5
2.2.6
2.2.7
2.2.8
2.2.9
2.2.10
2.2.11
2.2.12
Engine Start.............................................................................. 16
2.2.13
Taxi .......................................................................................... 16
2.2.14
2.2.15
2.2.16
2.2.17
2.2.18
ENROUTE ................................................................................ 21
B-2-1
Effective
04-Dec12
2.0
FLT.OMB
CHAPTER 02
2.2.19
Arrivals .....................................................................................22
2.2.20
Descent ....................................................................................22
2.2.21
Approach ..................................................................................23
2.2.22
2.2.23
Landings ...................................................................................23
2.2.24
2.2.25
2.2.26
2.2.27
2.3.2
2.3.3
2.3.4
2.3.5
2.3.6
2.3.7
2.3.8
2.3.9
2.3.10
2.3.11
2.3.12
2.3.13
2.3.14
Distress/Emergency Action.......................................................50
B-2-2
Effective
04-Dec12
2.3
FLT.OMB
CHAPTER 02
2.3.16
2.3.17
2.3.18
2.3.19
2.3.20
2.3.21
2.3.22
2.3.23
B-2-3
Effective
04-Dec12
2.3.15
FLT.OMB
CHAPTER 02
B-2-4
Effective
04-Dec12
FLT.OMB
CHAPTER 02
2.1
Pre-flight
b)
Pre-departure
c)
d)
e)
Noise Abatement
f)
g)
h)
VFR Approach
i)
IFR approach
j)
k)
Missed Approach
l)
Normal Landing
m) Post Landing
2.2
GENERAL PROCEDURES
No Airport is inherently safe, nor is it inevitable that a particular airport will
be dangerous. Each one has particular characteristics that need to be
analysed and understood by the Commander. Airport survival begins with
the knowledge and mental attitudes that are established on the ground. In
B-2-5
Effective
04-Dec12
2.0
FLT.OMB
CHAPTER 02
fact, the airport environment demands the most scrupulous discipline from
the Pilot.
Pre-Flight Check
a)
b)
c)
Effective
04-Dec12
In aviation, each journey begins with pre-flight briefing, taxi, take off and
area departure. The time these first steps consume is relatively short
considering the length of most flights but that time is filled with unique
safety challenges. Far too many accidents occur on take-off and departure
for far too many reasons.
FLT.OMB
CHAPTER 02
2.2.2
Each Pilot shall set his altimeter to the airport altimeter setting as
determined from the control tower/ ATIS.
The Commander shall ensure that the amount of fuel on board is not less
than the minimum fuel required.
The Commander shall sign the airplane acceptance certificate after he is
satisfied that the following conditions have been complied with, before the
commencement of any flight.
a)
b)
c)
d)
e)
The view of the Pilot is not interfered and the Pilots windscreen is
clean.
f)
Any
deferred
maintenance
must
be
ascertained
and
maintenance/operational action on items under MEL must be complied
with.
g)
The Commander should sign the load and trim sheet after ensuring that
the airplane is satisfactorily loaded with respect to total load and
distribution of the load (CG location) is within approved limits and that load
B-2-7
Effective
04-Dec12
FLT.OMB
CHAPTER 02
Effective
04-Dec12
The Commander shall confirm from Airport Services that the passengers
on board tally with that reflected on the trim sheet and if there is any
discrepancy, it has to be ascertained if the missing passenger has any
registered baggage. If the baggage can be identified it should be off
loaded. If not the stipulated baggage identification drill shall be carried out.
This is a mandatory requirement.
FLT.OMB
CHAPTER 02
Procedure:
a)
b)
After the doors are closed, if any delay is experienced, pilots need to
monitor what activity is causing the delay (there may be more than one
reason).
c)
d)
If the Captain has not passed the delay reason to the Engineer within
3 minutes of door close time, the Engineer is to initiate contact with the
pilots and seek the delay reason.
e)
f)
B-2-9
Effective
04-Dec12
2.2.3
FLT.OMB
CHAPTER 02
2.2.4
b)
c)
Operational Recommendation
Crew will use the available means of communication as listed while complying
with the requirement of Radio Listening Watch.
i)
ii)
Effective
04-Dec12
FLT.OMB
CHAPTER 02
iii) HF: Two HF sets are installed for long distance voice
communication. HF1 is primarily used for DATA
communication and must be kept on DATA. It is prohibited to
use HF during refuelling. Also, the HF DATALINK is inhibited
on Ground. However, once the refuelling is over crew can
override the HF DATALINK inhibition. HF2 is to be used in
Voice if required in uncontrolled Air Space.
2.2.5
The Co-pilot shall be responsible for operating the R/T in the normal
course of flight. However, this does not restrict the Commander from
carrying out the R/T Monitoring. R/T is the responsibility of both the pilots.
When the Co-pilot is handling the R/T, the Commander should exercise
supervisory role.
2.2.6
The procedure for the use of the Stop Watch for engine starts and take-off
shall be as laid down in the respective FCOM/FCTM. Regular use of the
Stop Watch on all take-offs will ensure that timing is not overlooked on an
engine out take-off, or in a noise abatement/special procedure.
During preparation and briefing for the approach, ROD and height against
time will normally be obtained from the Time, G/S, ROD, Height Box on
the Instrument Approach Chart. Where this information is not available
height against time from the fixed reference point must be calculated.
Stop watches will be started at the appropriate fix on the final approach to
check the progress of the approach in relation to the elapse time. Timing
B-2-11
Effective
04-Dec12
FLT.OMB
CHAPTER 02
The Stop Watch will also be used to time holding patterns, procedure turns
and the downwind leg of a circuit. This is the responsibility of the CoPilot/PM.
2.2.8
Spilled Liquids
The Commander and Co-pilot will adjust/set their seat to allow full Rudder
and brake application. If the seat is subsequently moved, it must be
returned to the proper position prior to take off, approach and landing. Seat
belts must be worn at all times when seated. The safety harness shall be
worn for take-off, climb, approach, and landing and in turbulence.
The Commander will review the technical status of the airplane particularly
with regard to inoperative items and modifications.
After refuelling is completed, the Co-pilot shall turn on and check all
navigation radios check the radio communication equipment, make a radio
check, obtain the latest airfield information and a time check.
Cargo must be satisfactorily secured on board the airplane.
It is the responsibility of the Commander to ensure that the cargo is
properly stowed prior to flight by Commercial Staff.
B-2-12
Effective
04-Dec12
FLT.OMB
CHAPTER 02
Before the engines are started the appropriate Before Start procedures
and checklists shall be completed.
The Commander shall call for the Before Engine Start checklist which
shall be carried out by Challenge and Response for each checklist item.
The Commander will personally check each item or observe the co-Pilot as
he makes the necessary checks before responding.
The Co-Pilot shall execute the Commanders command and respond to
indicate compliance and shall:
a)
Compute the relevant take off data as per load and trim sheet, RTOW
charts, FCOM etc. The Commander shall compute take off data
separately as a cross check.
b)
Each pilot will check the crew oxygen system and masks and after
stowing ensure that the system is reset. It must be ascertained that
smoke goggles/hood if on board are properly stowed prior to each
flight. The co-pilot is responsible to complete the in-flight Technical
Data Record and also carry out performance monitoring in the relevant
logs.
2.2.10
Ground Personnel shall be in Interphone contact with the cockpit and shall
make sure that all equipment is clear of the airplane before giving
clearance to start engine. Engines shall be started only after clearance
from the authorized ground personnel and ATC has been received.
2.2.10.1
Effective
04-Dec12
Not all the controls and systems, that should be checked, are listed on the
checklist since the checklist would be too big to be usable. To minimise the
number of interruptions while reading the checklist, all systems and control
position checks should be done prior to reading the checklist.
FLT.OMB
CHAPTER 02
The signals and procedures developed for these purposes, which are
recommended for universal adoption, are stated below:
2.2.10.2
Ground Initiated
The ground crew shall attract the attention of the cockpit crew by
flashing the signal wands at night, or by waving the headset by day.
b)
c)
2.2.10.3
Cockpit Initiated
b)
The runway turn off light shall be flashed continually to attract the
attention of ground personnel and indicate a requirement to reestablish communications.
c)
Once the flashing light signal has been given by an airplane, it must
remain stationary until it again receives a clear signal from the ground
that it may proceed.
d)
e)
Effective
04-Dec12
FLT.OMB
CHAPTER 02
The flashing light signal must be continued by the airplane until it has
been acknowledged on the ground. Acknowledgement is given by
waving the headset (illuminated at night by a flash light) and
approaching the airplane from the front in order to be visible to the
cockpit.
g)
2.2.11
Push Back
Prior to push back the Commander must be on interphone contact with
ground personnel. Push back shall not be done without positive
interphone contact between the Cockpit and Ground personnel.
Push back procedure laid down in the airplane FCOM/FCTM should be
followed.
Prior to starting engines the Before Start checklist must be completed.
2.2.11.1
a)
b)
PF will advise mechanic that airplane is ready for push back when
ready, mechanic will call Release Brakes.
c)
d)
Should the Commander want the airplane 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 PUSH.
Pilot shall not use the brakes for stopping during push back. Ground
B-2-15
Effective
04-Dec12
f)
FLT.OMB
CHAPTER 02
f)
2.2.12
Engine Start
b)
c)
d)
Taxi
Prior to taxi after push back the commander will announce to the ground
Engineer DISCONNECT. Co-Pilot shall obtain taxi clearance. After the
Co-Pilot has read back the taxi clearance, the Commander will repeat
aloud his understanding of the clearance and only after that shall the
airplane be taxied out. Prior to taxi, the Commander shall ensure that
clearance is also obtained from the ground personnel, which will be
B-2-16
Effective
04-Dec12
e)
FLT.OMB
CHAPTER 02
The Commander shall have all ice, snow, frost removed from the fuselage,
wings, control surfaces and any other part of the airplane, which he
considers important to the safety of the flight, prior to Taxi out and before
take off after prolonged ground holding.
Minimum required power shall be used to break away from the parking
stand so that the resultant jet blast does not cause any damage.
All airplane shall be taxied and handled on the ground in a cautious
manner at a speed slow enough to provide positive control at all times.
During turn of 90 degrees or more and while taxying in congested areas,
maximum speed shall be 10kts, and maybe increased upto 30kts when
clear of such areas. During a back track on a runway maximum speed can
be increased to 50kts to facilitate flow of traffic. Extreme caution shall be
taken to minimise the effect of engine jet blast on ground personnel
vehicle, ground equipment and other airplane and on terminal buildings.
Airplane shall only be taxied on the approved taxi path indicated on the
apron unless specifically cleared by ATC.
The Co-pilot shall continuously watch on his side for obstruction etc. while
taxiing and shall immediately alert the Commander of any possible hazard.
If at any time there is any doubt in a Pilots mind as to proper clearance,
the airplane should be stopped until he is assured there is sufficient room
to taxi safely. When two airplane are taxiing, the following airplane should
maintain a minimum distance of 300 ft (100 M) in non-icing conditions and
750 ft (230 M) behind the leading airplane in icing conditions.
Before take-off, check list shall be called by the Commander when the
airplane is clear of all obstacles. It is a Commanders responsibility to
B-2-17
Effective
04-Dec12
FLT.OMB
CHAPTER 02
check before take-off that the correct take off flap, speed and engine power
setting have been computed.
The Air Traffic Clearance shall be copied by the co-pilot and read back.
The Commander shall confirm his understanding of the clearance to
preclude any possible misunderstanding. The Co-pilot shall ensure that
positive clearance is received to enter any active runway. The Commander
has the option to request an alternate clearance if any clearance is not
acceptable to him due to any technical or operational restriction. An
alternate clearance could entail a delay due to existing air traffic.
The Commander shall ensure that the take-off path is clear of traffic and
birds. In case of any doubts, the take-off shall not be commenced and the
air traffic control advised. Appropriate external lights and Radar shall be
used for all take-offs.
Before executing the first take-off, the flight crew shall review the take-off
reject procedure and evacuation procedure. The Commander shall monitor
cabin PA before take-off and advise cabin attendants to prepare for takeoff and return to their seats by means of a PA call cabin attendants to your
seats for take-off, confirm cabin clearance. This would be acknowledged
by lead Cabin attendant by momentarily activating the # button on the key
pad. For airports where the taxi time is short, Cabin attendants shall be
informed to complete the passenger safety briefing prior to any other
announcements.
Any SELCAL received during take-off will be cancelled and ignored.
Normally, HF is to be kept off during take-off.
2.2.14
Effective
04-Dec12
FLT.OMB
CHAPTER 02
through
Boom
or throat
The take-off procedure as laid down in the airplane FCOM/ FCTM shall be
adhered to.
During take-off the Commander shall keep his hands on throttles until the
airplane reaches V1 even if he is acting as PM.
During the take off the PF shall keep the airplane straight on the runway,
scan the instruments and the take-off flight path.
Gear up will only be initiated after positive climb has been confirmed by
PNF on both pressure and radio altimeter.
After take-off, the PF will transit on to instruments. The PM shall maintain a
look out during VMC and marginal IMC conditions and also scan the
instruments. The PM shall comply with all commands of the PF with regard
to power and configuration change. The PM shall call 1,000 ft before and
assigned level, the interception of any cleared/desired track and carry out
the R/T.
The auto pilot will be engaged after take-off at the earliest and the Flight
Crew shall endeavour to Clean Up the airplane as early and efficiently as
possible.
Unless a special procedure specifies or in an emergency, no turn after
take- off shall be executed below 500 ft AGL.
B-2-19
Effective
04-Dec12
It is airline policy for all normal take-offs the thrust reduction altitude will be
defaulted to 500 ft above the threshold altitude and acceleration altitude
1000 ft above the threshold altitude. Unless a particular procedure
stipulates otherwise.
FLT.OMB
CHAPTER 02
At all airports that have published standard instrument departure (SIDs) the
following rules apply:
a)
b)
c)
d)
Any ATC clearance which does not include a SID is acceptable only if
the Pilot is satisfied that terrain clearance is assured.
e)
SIDs is only valid with all engines operating. Where terrain problems
exist, Special Engine Out Standard Instrument Departures (EOSIDs),
if required, will be designated. These supersede the normal SIDs
following engine failure and are to be followed.
2.2.15
Wind Limitations
During climb once the airplane has been cleaned up the airplane should be
flown at the ECON Climb speed above 10,000 ft, below which the normal
default speed is 250 Kts. However this may be exceeded if there is no bird
activity and permission of ATC.
When operating below 10,000 ft 250 Kts should normally not be exceeded
unless authorised by ATC in which case 280 Kts may be used.
Speed must be kept at 250 Kts or below, while operating in bird infested
areas so as to reduce impact damage or for safe operation of airplane.
Assigned speed restrictions in terminal areas will not be exceeded unless
authorised by ATC.
B-2-20
Effective
04-Dec12
Whenever the Commander is not doing the take-off he will perform all PM
duties. The exception would be items that can only be accomplished by the
Co-pilot due physical location of controls and switches.
FLT.OMB
CHAPTER 02
2.2.17
Scanning Of Instruments
ENROUTE
The selection and use of cruise flight levels shall be done with extreme
care. Different rules apply in different parts of the world and can vary in the
same area above and below certain flight levels. The cruise level system
indicated for the area of operation in the Airway en-route chart should be
referred to.
Except during take-off, approach and landing, an airplane should not fly at
an altitude less than the MORA/MEA specified on the Airway en route
chart.
While operating on a route not specified as an Airway the flight should be
conducted at or above the grid MORA indicated in the Airway en-route
chart.
No flight whether operating IMC/VMC may deviate beyond the authorised
limits without the permission of the designated ATC Unit/Air Force
Movement Liaison Cell (MLC). In case of an emergency and for reasons of
safety the Commander may deviate from his predetermined route. It is his
responsibility to bring such deviations to the attention of the nearest ATC
Unit as expeditiously as possible.
Prohibited, Danger, Restricted areas, etc. (placed at annexure 1) their
dimensions heights and limitations are listed in AlP India and also in
Airway en-route chart. These shall be avoided unless a portion of route lies
over them and over flying such areas is approved by the appropriate ATC
B-2-21
Effective
04-Dec12
If the minimum safe speed for any particular operation is greater than the
maximum speed laid down by ATC, the airplane shall be operated at the
minimum safe speed and ATC should be advised accordingly.
FLT.OMB
CHAPTER 02
2.2.19
Arrivals
and
FCOM-PRO-NOR-SOP-16
(Descent
Descent
Effective
04-Dec12
The crew shall endeavour to fly at the optimum altitude predicted on the
progress page and if a lower altitude is assigned then every endeavour
shall be made to step climb to the optimum altitude. This holds true when
on a long cruise with reduction in airplane weight the ECON cruise
optimum altitude increases.
FLT.OMB
CHAPTER 02
Approach
Missed Approach
Landings
Effective
04-Dec12
FLT.OMB
CHAPTER 02
All landings shall be made with the recommended landing flap. The target
speed/Vapp should be flown as per the FMS in the managed mode so as to
derive full benefit of ground speed mini (GSmini). Pilots are advised to be
aware that if the head wind on approach is strong and this head wind does
not reduce progressively during the approach and only reduces rapidly
near the ground then the airplane will not be able to decelerate in the time
available and will be in a high energy state crossing the thresh hold. In
such an instant if immediate and early corrective action is not taken it may
result in a long float and a long landing.
No two pilots use the same landing technique and no two landings can be
executed in an identical manner. No attempt shall be made to unnecessary
float the airplane to achieve a smooth touchdown. It is imperative that the
approach and landing be so performed that touch down is achieved within
the first 1000ft to 1500ft from the landing thresh hold (within the touch
down zone refer FCOM PER LDG). This reduces wear and tear on
brakes and unnecessary use of engines in high reverse thrust settings.
Correct point of touch down not only ensures a safe landing but also
reduces operating costs. 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 FCOM PER
(PER-LDG-CTA-20)
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
airplane stopped using rudder and brakes. After landing unless otherwise
instructed, Pilots must clear the active runway as soon as possible. Back
tracking on an active runway or a parallel runway must only be undertaken
with the prior ATC approval.
B-2-24
Effective
04-Dec12
permission shall confirm to the control tower that the landing gear is down
and locked and this shall be cross checked by both pilots. (Especially
military airfields)
2.2.23.1
FLT.OMB
CHAPTER 02
2.2.24
Airplane will be taxied along the taxi guidelines. The PNF on Command
shall read and complete the after landing/taxi in check list. The wing span
of a jet airplane makes it difficult to judge the wing tip clearance from the
cockpit. The swept back wing increases the problem. The lateral outward
movement of the wing tip in a turn must be kept in mind. The A320 airplane
is a square airplane and the geometry is such that in a locked wheel turn,
the horizontal stab travels almost the same radius as the wing tip in a
locked wheel turn.
Standard marshalling signals shall be used to guide airplane on the apron,
hangars, and other parking areas. All concerned ground and flight personnel
must have the marshalling instructions well in mind at all times.
The marshal is in a position to more clearly determine sufficient wing and tail
clearance and is, therefore, responsible for issuing signals for the safe parking
of the airplane. The Pilot and marshal shall exercise all precaution. If obstacle
clearance is questionable the airplane should be brought to a complete stop
and movement continued only under the direction of the marshal. When the
airplane is under the guidance of the marshal or is being towed etc. the marshal
is responsible for collision avoidance.
While parking the airplane the Commander should keep in mind the wind
direction when surface winds are strong. If the Commander feels it is more
prudent to park the airplane in a different location he has the authority to do so
after ATC has approved. In this case, it will be his responsibility to ensure that
no risk of collision exists with any other airplane, equipment, construction etc. If
at any time there is any doubt as to proper wing tip or engine clearance the
B-2-25
Effective
04-Dec12
FLT.OMB
CHAPTER 02
2.2.24.1
Jet engine performance is optimized for flight conditions, but all aircraft spend
considerable time on ground taxiing from the terminal, out to the runway and
back. Lately, this time has increased due to airport congestion and increased
airport dimensions. All these factors lead to an excessive use of precious time
and fuel.
Using one engine for taxiing, on a twin-engine aircraft will assist in reduction of
fuel burn. Airbus provides standard procedures in the Flight Crew Operating
Manual (FCOM) for such operations.
Benefits of taxiing on one engine in terms of fuel saving are discernible when
taxi duration exceed 5/7 minutes after landing. Fuel savings as a consequence
of Single Engine Taxi (SET) are estimated to be in the region of up to 6 Kg/
minute. This figure though appears small, will have a large impact on total fuel
saved, keeping in view the present and future scale of operations.
SET POLICY
The Company has approved and implemented SET for arrival. The SET
Standard Operating Procedures is as follows:
ARRIVAL SET
APU
As per Company policy APU is not required for SET IN.
ENG 2 SHUT DOWN
No less than 3 minutes after high thrust operations (not required if
Idle reverse was used) and when taxiing in a straight line with no
braking.
Y ELEC
B-2-26
Effective
04-Dec12
Before entering the parking bay the PF shall advise Cabin attendants to Disarm
all slides. On Command the slides shall be disarmed. The commander shall
cross check and confirm this on the ECAM DOOR / OXY page. The
Commander shall ensure that the airplane wheels are chocked; at least one
cabin door is open, and then release parking brake.
FLT.OMB
CHAPTER 02
PUMP ON
This avoids running the PTU.
b)
c)
It is recommended that the engine be shut down for SET once the
aircraft is aligned on a straight path.
d)
e)
f)
g)
Effective
04-Dec12
At parking
Y ELEC
PUMP OFF
ENG 1 SHUT DOWN
FLT.OMB
CHAPTER 02
i)
SET is not recommended for uphill slopes, bays which have uphill
slope, slippery runways/Taxiways.
j)
k)
l)
SET is not permitted while back tracking on the runway after landing,
during low visibility conditions (When RVR is below 400 meters) and
on aprons which are small and difficult to maneuver. Example: Jammu,
Patna, Old Raipur apron.
RWY
STATION
RWY
AMD
DXB
30L
BKK
01R
DXB
30R
BKK
19L
DXB
12L
B-2-28
Effective
04-Dec12
FLT.OMB
CHAPTER 02
14
GOI
26
CCU
01R
MAA
COK
MAA
25
DEL
28
PNQ
10
DEL
27
SIN
02L
DEL
29
SIN
20R
DEL
11
SIN
20C
2.2.25
Marshalling Signals
2.2.25.1
These signals are designed for use by the signalman, with his hands
illuminated as necessary to facilitate observation by the Pilot, and facing
the airplane in a position forward of the left wing tip within view of the pilot.
The meaning of the relevant signals remains the same if bats, illuminated
wands or torch lights are held.
The airplane engines are numbered for the signalman facing the airplane,
from right to left (i.e. No.1 engine being the port outer engine).
Prior to using the following signals, the signalman shall ascertain that the
area within which an airplane is to be guided is clear of objects which the
airplane, might otherwise strike.
NOTE: The design of many airplanes is such that the path of the wing tips, engines
and other extremities cannot always be monitored visually from the flight deck while
the airplane is being manoeuvred on the ground.
B-2-29
Effective
04-Dec12
BOM
FLT.OMB
CHAPTER 02
Wing Walker/Guide
Identify Gate
Raise fully extended arms straight above the
head with wands up.
as
B-2-30
Effective
04-Dec12
FLT.OMB
CHAPTER 02
Straight Ahead
Normal stop
Fully extend arms and wands at a 90
angle to the sides and slowly move to
above the head until wands cross.
B-2-31
Effective
04-Dec12
FLT.OMB
CHAPTER 02
Emergency stop
Set brakes
Raise hand just above shoulder height
with open palm. Ensuring eye contact
with the flight crew, close hand into a fist.
Do not move until receipt of thumbs up
acknowledgment from the flight crew.
Release brakes
Raise hand just above shoulder height
with hand closed in a fist. Ensuring eye
contact with the flight crew, open palm.
Do not move until receipt of thumbs up
acknowledgment from the flight crew.
Chocks inserted
With arms and wands fully extended above
head, move wands inward in a jabbing
motion until the wands touch. Ensure an
acknowledgment is received from the flight
crew.
B-2-32
Effective
04-Dec12
FLT.OMB
CHAPTER 02
Chocks removed
Start engine(s)
Raise right arm to head level with
wand pointing up and start a circular
motion with hand, at the same time
with the left arm raised above head
level point to engine to be started.
Cut engines
Extend arm with wand forward of body at
shoulder level, move hand and wand to top
of left shoulder and draw wand to top of
right shoulder in a slicing motion across
throat.
Slow down Move
Extended arms downwards in a
patting gesture, moving wands up
and down from waist to knees.
B-2-33
Effective
04-Dec12
FLT.OMB
CHAPTER 02
B-2-34
Effective
04-Dec12
FLT.OMB
CHAPTER 02
Affirmative/all clear
Dispatch aircraft
Perform a standard salute with right hand
and/or wand to dispatch the aircraft.
Maintain eye contact with the flight crew
until the aircraft has begun to taxi.
B-2-35
Effective
04-Dec12
FLT.OMB
CHAPTER 02
communication
B-2-36
Effective
04-Dec12
FLT.OMB
CHAPTER 02
Recommend Evacuation
Evacuation recommended based on aircraft
rescue
and
fire-fighting
and
Incident
Commanders
assessment
of
external
situation. Arm extended from body, and held
horizontal with hand upraised at eye level.
Execute beckoning arm motion angled
backward. Non-beckoning arm held against
body.
Night same with wands
Recommended Stop
Recommended evacuation in progress be
halted. Stop
Aircraft movement or other
activity in progress.
B-2-37
Effective
04-Dec12
FLT.OMB
CHAPTER 02
Fire:
2.2.25.2
a)
b)
c)
ii)
Chocks
i)
ii)
NOTE:
i)
These signals are designed for use by a Pilot in his cockpit with hands plainly visible
to the signalman, and illuminated as necessary to facilitate observation by the
signalman.
ii)
The airplane engines are numbered in relation to the signal man facing the airplane,
from his right to his left (i.e. No. 1 engine being the port outer engine).
2.2.26
Effective
04-Dec12
FLT.OMB
CHAPTER 02
The Cockpit Crew shall ensure that the cockpit is left clean. All
documents/manuals must be stowed in the storage area provided. No
document/pages from any of the manual should be removed and kept for
personal use. The company flight plan used must be submitted to flight
operations.
All crew will deplane only after all passengers have disembarked. If the
cockpit crew have not deplaned, the cabin attendants must obtain
permission from the Commander before deplaning.
The Commander must submit a trip report after every flight or series of
flights bringing to the attention of the airline any incident, accident
occurrence that is likely to effect the airlines image, reputation,
performance, safety and all instances where necessary corrective action is
considered important and in the interest of the airline. In case of a normal
uneventful flight a nil report will be submitted.
2.2.27
All flight crew shall be thoroughly familiar with necessary procedures (including
task sharing) which are to be performed in an emergency.
All actions shall be taken as per procedures laid down in the Aircraft
FCOM/FCTM/QRH.
B-2-39
Effective
04-Dec12
The Commander will ensure that the Pilot Sector Report (PSR) is
completed and signed. Any airplane defect observed shall be written in the
Pilot Defect Report (PDR). The defect(s) should be written as clearly as
possible. In case of no defect it shall be indicated as sector snag nil. If a
snag has previously been carried forward under the MEL then it is not to
be written as carry forward snag.
FLT.OMB
CHAPTER 02
The transponder will be set to the mode and code appropriate to the
emergency or as instructed by ATC. The position and nature of
emergency will be reported.
The cockpit crew will keep the cabin crew updated regarding the
progress of the flight and coordinate the actions, brief the time
available, whether an evacuation is required or not.
Crew Incapacitation
b)
c)
Lightning Strikes
d)
e)
Engine failure
f)
System failures
g)
h)
Wind shear
B-2-40
Effective
04-Dec12
FLT.OMB
CHAPTER 02
Emergency Landing/Ditching
j)
AVAD warning
k)
Emergency descent
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 he has certainly
ascertained the warning as non-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.
2.3.1
Emergency Procedures
The actual drills and procedures to be followed by the crew in the event of
an emergency are included in the airplane operating manual and in the
associated checklists.
It is essential for the safety of the flight that ATC be informed of any action
contemplated by the pilot. ATC will inform all necessary agencies of any
emergency action by the pilot. In addition ATC will clear other airplane out
of an altitude which could conflict with the airplane having the emergency.
If an emergency situation occurs within India, which endangers the safety
of the airplane or persons, necessitates the taking of action which involves
a violation of regulations or procedures, the Commander / Flight Despatch
shall notify the nearest Airworthiness/Air Safety Office of DGCA without
delay. In the event such emergency situation occurs outside India, the
Commander shall notify the appropriate local authority without delay and if
required by the State in which the incident occurs. The Commander shall
also submit a report of the occurrence on any such violation to the
appropriate authority of such State. The Commander/Flight Operations
Officer shall submit a copy of the occurrence for the DGCA marked
attention Vice President (Flight Operations) and Chief of Flight safety.
Such reports shall be submitted within 24 hours.
B-2-41
Effective
04-Dec12
i)
FLT.OMB
CHAPTER 02
The transponder will be set to the mode and code appropriate to the
emergency or as instructed by ATC. The position and nature of emergency
will be reported. The decision to climb or descend will depend on the type
of emergency, terrain, weather or structural damage to the airplane. Only
the flight crew can evaluate the emergency and determine what action
should be taken.
During an emergency which involves smoke, fumes, or rapid loss of cabin
pressure, flight crew must use oxygen and interphone communication set
up immediately.
Passenger oxygen systems should not be activated unless cabin altitude
exceeds 14,000 ft. When the degree of emergency has been determined,
the continued use of oxygen will be governed by the existing
circumstances and specific airplane procedures.
Preparations for landing include determining the nearest suitable landing
field and the best approach for the emergency.
Fires are the most urgent emergencies and require immediate action.
Whenever fire or smoke is reported or suspected, a thorough investigation
must be made. In all cases of fire warning, it must be assumed that a fire
exists until proved otherwise.
2.3.2
Effective
04-Dec12
All flight crew shall be thoroughly familiar with necessary functions which
are to be performed in an emergency or in a situation requiring emergency
evacuation. They should also be familiar with airplane emergency
procedures and the location and use of emergency equipment. All action
shall be taken as per procedures laid down in the Airplane FCOM/ FCTM.
They should carry out the instructions of the Commander.
FLT.OMB
CHAPTER 02
The decision to reject the takeoff and stop action is made by the Captain. It is
therefore recommended that the Captain keeps his hand on the thrust levers
until the aircraft reaches V1, whether he is Pilot Flying (PF) or Pilot Monitoring
(PM). As soon as he decides to abort, he calls STOP, takes over control of the
aircraft and performs the stop actions.
Once a decision has been made to reject a take-off, it is mandatory that the
airplane reject procedure is strictly adhered to without delay. The success of a
reject take off is directly related to the speed at which it is initiated and the time
consumed in completing all required procedural items, as laid down in the
airplane FCOM/ FCTM.
Analysis of reject take offs show that most of the cases which occurred at high
speeds though below V1 were due to abnormalities other than engine failure.
Experience has shown that rejected takeoffs can be hazardous even if the
performance is correctly calculated, based on flight tests. This may be due to
the following factors:
-
Effective
04-Dec12
FLT.OMB
CHAPTER 02
It is not possible to list all the factors that could lead to the decision to reject the
takeoff. However, in order to help the Captain to make a decision, the ECAM
inhibits the warnings that are not essential from 80 knots to 1 500 ft (or 2 min
after lift-off, whichever occurs first).
When the aircraft speed is at or above 100 knots, it may become hazardous to
reject a takeoff. Therefore, when the aircraft speed approaches V1, the Captain
should be Go-minded if none of the main failures quoted below (Above 100
knots and below V1) have occurred.
DECISION MANAGEMENT
Below 100 knots: The decision to reject takeoff may be taken at the Captain's
discretion, depending on the circumstances. Although all the causes cannot be
listed, the Captain should seriously consider discontinuing the takeoff, if any
ECAM warning/caution is activated.
The speed of 100 knots is not critical: It was chosen in order to help the Captain
make his decision, and to avoid unnecessary stops from high speed. Above 100
knots and below V1: Rejecting the takeoff at these speeds is a more serious
matter, particularly on slippery runways. It could lead to a hazardous situation, if
the speed is approaching V1. At these speeds the Captain should be gominded and very few situations should lead to the decision to reject the takeoff:
a)
b)
c)
d)
e)
Effective
04-Dec12
per the performance limitations, it is only at this point that the airplane has the
capability of doing either. Below V1, the airplane does not have the capability of
accelerating to the required take off speed with live engine at the take-off power
and clearing the runway end at 35 ft. Above V1, the airplane does not have
capability of stopping within the runway.
FLT.OMB
CHAPTER 02
Exceeding the EGT red line or nose gear vibration should not result in the
decision to reject takeoff above 100 knots. In case of tire failure between V1
minus 20 knots and V1, unless debris from the tires has caused serious engine
anomalies, it is far better to get airborne, reduce the fuel load, and land with a
full runway length available.
The V1 call has precedence over any other call. Above V1, takeoff must be
continued, because it may not be possible to stop the aircraft on the remaining
runway.
After a reject take-off it is mandatory that the airplane be returned to the Apron
for inspection by engineering personnel. All reject take offs should be reported
in the appropriate form(s).
2.3.4
Effective
04-Dec12
2.3.5
FLT.OMB
CHAPTER 02
2.3.6
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.
2.3.7
Effective
04-Dec12
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, airplane 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 Airline 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.
FLT.OMB
CHAPTER 02
2.3.9
After the memory items have been completed, the Commander will call for
the specific emergency checklist(s) and designate the crew member to
read that checklist.
The challenge contains the control and its correct position. The crew
member reading the checklist shall read the challenge and response. The
crew member responsible for positioning the control shall answer with the
response after making certain that it is properly positioned. The checklist
should be read and do.
On completion, the crew member reading the checklist will announce
checklist completed.
2.3.10
Effective
04-Dec12
FLT.OMB
CHAPTER 02
ii)
Any malfunction that does not affect the safety of the airplane and
which, in the Commanders opinion, requires a return for maintenance
action/inspection before the flight is continued to destination.
iii) In case of in-flight 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.
2.3.11
Effective
04-Dec12
FLT.OMB
CHAPTER 02
b)
2.3.12
Radiotelephony
Effective
04-Dec12
a)
FLT.OMB
CHAPTER 02
c)
d)
e)
2.3.14
Distress Message
Airplane identification.
b)
c)
Nature of emergency.
d)
e)
f)
g)
Effective
04-Dec12
b)
h)
FLT.OMB
CHAPTER 02
When other airplane 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 airplane
avoid unnecessary congregation resulting in the possibility of a mid air
collision. In this case airplane are prohibited from descending below 1,000
ft. AGL over flat terrain or 2,000 ft. AGL in mountainous terrain in day VFR.
2.3.17
Dead reckoning.
b)
c)
The OCC when required should also assist the distressed airplane.
2.3.18
b)
ii)
Effective
04-Dec12
2.3.16
ii)
FLT.OMB
CHAPTER 02
Prepare Cockpit
i)
ii)
Ditching
i)
Dump/burn fuel
ii)
Appearance of Sea
Light Wind
0-05 Kts
05-10 Kts
10-15 Kts
15-30 Kts
Above 30 Kts
Effective
04-Dec12
2.3.18.3
FLT.OMB
CHAPTER 02
Conditions Of Sea
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.
Waves
When the wind is strong enough a secondary system of waves get
superimposed on the predominant movement or primary swell.
2.3.18.4
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 defined wave.
2.3.18.5
B-2-53
Effective
04-Dec12
FLT.OMB
CHAPTER 02
DO NOT hold the nose too high. The tail will strike the water, force down
the nose and cause the airplane to dive.
DO NOT attempt a ditching at high speed. The airplane will bounce off the
water and the second arrival may be out of control.
DO NOT allow a wing to go down at the moment of ditching. When a wing
tip enters water the airplane 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.
2.3.18.6
Never jump from an airplane into a rubber dinghy or life raft, it could be
damaged beyond repair. When it has inflated in the inverted position follow
the instruction before boarding. Crew are warned to swim or paddle away
from the airplane before it sinks. This is to avoid the risk of damage to the
dinghy or personal injury through being caught by part of the sinking
structure.
2.3.18.7
Survival At Sea
Should it be necessary to ditch in the open sea, away from the usual
shipping lanes, some time may elapse before rescue. The steps that can
be taken to help search and rescue will depend upon the scale of
equipment carried in the life raft. In this situation the problem is of
attracting the attention of any ship or airplane likely to be within visual
distance and of safeguarding the physical condition of the survivors.
Signalling
Effective
04-Dec12
DO NOT stall or drop the airplane into the water from a height. The human
frame is not good at absorbing vertical forces and in any case the more
deeply an airplane enters the water on touch down, the greater will be the
deceleration.
FLT.OMB
CHAPTER 02
Water
For survival, water is more important than food and in temperate climates a
man requires between two and eight ounces a day, in higher temperature
considerably more. Possible source of water are rain and sea water treated
with desalination tablets.
Much can be done to conserve body fluid and so reduce the water
requirement. Prevent sweating in hot climates. Reduce, or better still, quit
smoking.
Eat very little to conserve the digestive fluid, remember the body can go for
a long period without food. Reduce thirst by sucking a piece of cloth or any
small object such as a button Never drink salt water
Food
When there is little water, eat lightly. A lot of body fluid is absorbed by
protein (eggs, fish, sea birds, etc.). Possible sources of food are all sea
birds, fish. The following types of fish are poisonous- brightly coloured fish,
fish that puff up, fish with human looking teeth or a mouth resembling that
of a parrot, fish covered with spikes or bristles.
Fishing
In the absence of bait, a small piece of cloth may be used. Red is the best
colour. Small fish are habitual dinghy followers and they may often be
caught with a small make shift net. A fishing line can cut the hands. Use
something for a reel or a handle and never attach the line to the life raft or
dinghy. Save bits of a previous catch for future bait. Night fishing with the
aid of a light can be very successful.
In areas where sharks, sword fish or other dangerous fish are indigenous,
wait until nightfall before throwing overboard waste food or body waste.
When dangerous fish are in evidence, stop fishing immediately, remain
B-2-55
Effective
04-Dec12
FLT.OMB
CHAPTER 02
quiet, keep clothing on and never trail hands or feet in the water. An attack
is then unlikely.
Keeping Warm
Keep the hands warm by placing under arm pits or between thighs. Keep
clothing and dinghy dry. Conserve body heat by keeping close together.
Keeping Cool
Dip clothing in the sea, wring out and put on again until dry, then repeat the
process. Precaution: Ensure that all clothing is dry by nightfall. Prevent salt
sores by brushing off dry salt which will have accumulated on the body.
Medical Care
When there is a lot of sun, take care not to expose the body needlessly, and
use anti-sunburn cream if available. Prevent sore eyes by wearing sun
glasses or using a make-shift eye shield. Avoid seasickness by keeping
yourself occupied. Prevent sore feet by keeping the floor of the dinghy or life
raft dry. Treat Immersion Foot by removing footwear, drying and wrapping
the feet loosely with dry cloth and exercising the toes and feet. Avoid
general body stiffness by carrying out mild exercise while sitting. Sore lips
should be treated with antiseptic cream. Do not lick. Constipation and
inability to urinate must be expected when there is a shortage of food and
water. This need not be a cause for concern.
2.3.19
B-2-56
Effective
04-Dec12
Should a dangerous fish appear before the survivors have boarded the
dinghy or life raft, form an outward facing circle then beat the water
vigorously and in unison.
2.3.20
FLT.OMB
CHAPTER 02
Brake/Wheel Fires
a)
b)
c)
d)
e)
2.3.21
Foaming Of Runway
In the past, special runway foaming equipment and staff were provisioned
at a number of airports. When landing with less than complete landing
gear a request for a foam carpet has often been made by the
Commander. Recently there has been a transition from the use of protein
foam to the more efficient Aqueous Film Forming Foam (AFFF). As a
trade-off, the effectiveness of a runway foam carpet is reduced because
this foam, the best available agent, does not retain its bulk and the water
quickly subsides and drains away. In view of the above the foaming of a
runway during emergencies, abnormal operation is not recommended by
the Airline.
B-2-57
Effective
04-Dec12
Cold Fire extinguishing agents applied to hot wheels may cause the
wheels to explode with lethal violence. In the case of a wheel/ brake fires
observe the following precautions:
2.3.22
FLT.OMB
CHAPTER 02
Non-Simulation of Emergencies
2.3.23
Overweight Landing
B-2-58
Effective
04-Dec12
FLT.OMB
CHAPTER 03
TABLE OF CONTENTS
3.
B-3-1
Effective
17-Aug-11
FLT.OMB
CHAPTER 03
B-3-2
Effective
17-Aug-11
3.
FLT.OMB
CHAPTER 03
(PER-CLB-GEN)
B-3-3
Effective
17-Aug-11
FLT.OMB
CHAPTER 03
B-3-4
Effective
17-Aug-11
FLT.OMB
FLIGHT PLANNING
CHAPTER 04
TABLE OF CONTENTS
FLIGHT PLANNING PRE AND IN-FLIGHT ..........................................3
4.1
B-4-1
Effective
17-Aug-11
4.
FLT.OMB
FLIGHT PLANNING
CHAPTER 04
B-4-2
Effective
17-Aug-11
FLT.OMB
FLIGHT PLANNING
CHAPTER 04
4.1
DATA AND
PLANNING
INSTRUCTIONS
FOR
PREFLIGHT
INFLIGHT
Flight planning data for pre-flight and in-flight planning with different
thrust/power and speed settings are given in the type specific FCOM.
Refer FCOM:
FCOM PER
PER-AEO
FCOM PER
PER-FPL
4.1.1
FCOM PER
PER-AEO
FCOM PER
PER-FPL
B-4-3
Effective
17-Aug-11
4.
FLT.OMB
FLIGHT PLANNING
CHAPTER 04
B-4-4
Effective
17-Aug-11
FLT.OMB
CHAPTER 05
TABLE OF CONTENTS
MAXIMUM CROSSWIND AND TAILWIND COMPONENT .....................3
5.1
5.2
5.2.2
5.2.3
B-5-1
Effective 04-Dec-12
5.
FLT.OMB
CHAPTER 05
B-5-2
Effective 04-Dec-12
FLT.OMB
CHAPTER 05
5.
5.1
a)
b)
5.2
b)
c)
5.2.1
Airport Action
The airport authority uses a surface friction testing vehicle to determine the
runway surface friction characteristics in respect of wet paved runways at
airports in India. When the surface friction level drops below .47 which is
equivalent to or better than reported braking action Good (.4),
maintenance action will be initiated by the airport authority. When it falls
below 0.34 appropriate A/C/D series NOTAM will be originated with the
information that RWY may be slippery when wet.
5.2.2
Crew Action
B-5-3
Effective 04-Dec-12
5.2.3
FLT.OMB
CHAPTER 05
b)
c)
Tailwind : 10 knots
Note: Wind limitation is based on the surface wind reported by the tower. If the wind displayed on
the ND exceeds the above-noted Auto Land limitations, but the tower reports surface wind within the
limitations, then the Autoland can be continued. If the tower reports a surface wind beyond the
limitations, only a CAT I automatic approach without Auto Land can be performed.
B-5-4
Effective 04-Dec-12
a)
FLT.OMB
CHAPTER 06
TABLE OF CONTENTS
MASS AND BALANCE CALCULATIONS ...............................................3
6.1
B-6-1
Effective
17-Aug-11
6.
FLT.OMB
CHAPTER 06
B-6-2
Effective
17-Aug-11
FLT.OMB
CHAPTER 06
6.1
b)
c)
d)
B-6-3
Effective
17-Aug-11
6.
FLT.OMB
CHAPTER 06
B-6-4
Effective
17-Aug-11
FLT.OMB
AIRPLANE LOADING
CHAPTER 07
TABLE OF CONTENTS
AIRPLANE LOADING AND SECURING OF LOADS .............................. 3
7.1
B-7-1
Effective 17-Aug-11
7.
FLT.OMB
AIRPLANE LOADING
CHAPTER 07
B-7-2
Effective 17-Aug-11
FLT.OMB
AIRPLANE LOADING
CHAPTER 07
7.1
B-7-3
Effective 17-Aug-11
7.
FLT.OMB
AIRPLANE LOADING
CHAPTER 07
B-7-4
Effective 17-Aug-11
FLT.OMB
CHAPTER 08
TABLE OF CONTENTS
AIRPLANE SYSTEMS AND ASSOCIATED CONTROLS .......................3
8.1
8.2
Introduction.................................................................................3
8.2.2
8.2.3
8.2.4
8.2.5
8.2.6
Flight Planning............................................................................6
8.2.7
8.2.8
Incident reporting........................................................................7
B-8-1
Effective
15-Dec-13
8.
FLT.OMB
CHAPTER 08
B-8-2
Effective
15-Dec-13
8.
FLT.OMB
CHAPTER 08
8.1
(All Chapters)
Introduction
The latter two functions are incorporated in the 1090 MHz ES ADS-B transmit
system; the surveillance data provision is realized through various on-board
surveillance data sources (e.g. horizontal position source, barometric altimetry,
ATC transponder control panel).
The horizontal position accuracy and integrity requirements of the ADS-B-Non
Radar Areas (NRA) application are associated with quality indicators which form
part of the air-to-ground ADS-B message exchange.
The implementation of the ADS-B system will support the provision of high
performance surveillance, enhancing flight safety, facilitating the reduction of
separation minima and supporting user demands such as user-preferred
trajectories.
B-8-3
Effective
15-Dec-13
FLT.OMB
CHAPTER 08
IndiGo fleet is equipped with transponder Mode S extended squitter for Automatic
Dependent Surveillance-Broadcast (ADS-B) out function which has been
demonstrated to comply with airworthiness requirements as set out in EASA AMC
20-24 effective 02 May 2008 for ADS B NRA System..
This approval is based on standards, descriptions, operational procedures and
limitations contained in ADS-B Out Capability Declaration document certification
reference 00D340P5203/C0S at the latest issue.
8.2.3
With the ADS-B OUT capability, the Mode S ATC transponders automatically and
continuously transmit surveillance data to the ATC ground station without
preliminary ground interrogation.
The ADS-B OUT surveillance data, that are automatically and continuously
transmitted, are:
In flight:
Barometric Altitude
Vertical Speed
Flight Number (Flight number registered on the ATC flight plan and
entered in the FMS during cockpit preparation)
Effective
15-Dec-13
8.2.2
FLT.OMB
CHAPTER 08
On the ground:
Flight Number (Flight number registered on the ATC flight plan and
entered in the FMS during cockpit preparation).
8.2.4
GNSS is the horizontal position data source with acceptable accuracy and integrity
performance for ADS-B-NRA application. GNSS system used on board IndiGo
fleet is certified as per the requirements of TSO-129A.
Whenever unpredicted loss of integrity occurs (including a RAIM warning report
from aircrew) then it is recommended that;
a)
b)
The controller should check with other aircraft in the vicinity of the aircraft
reporting the RAIM warning to determine if they have also been affected
and establish alternative forms of separation if necessary.
8.2.5
B-8-5
Effective
15-Dec-13
8.2.6
FLT.OMB
CHAPTER 08
Flight Planning
Flight Notification
8.2.7
The responsibility for control of the flight rests with the ATSU within whose
airspace the aircraft is operating. However, if the pilot takes action contrary to a
clearance that has already been coordinated with another sector or ATSU and
further coordination is not possible in the time available, the responsibility for this
action would rest with the pilot in command, and performed under the pilots
emergency authority.
B-8-6
Effective
15-Dec-13
8.2.8
FLT.OMB
CHAPTER 08
Incident reporting
TERMINATION OF
RADAR AND/OR ADS-
ADS-B
PHRASEOLOGY
RADAR PHRASEOLOGY
B SERVICE
RADAR OR ADS-B
GROUND
EQUIPMENT
UNSERVICEABILITY
TO REQUEST THE
AIRCRAFTS SSR OR
ADSB CAPABILITY
ADVISE TRANSPONDER
ADVISE ADSB
CAPABILITY
CAPABILITY
TO ADVISE THE
AIRCRAFTS SSR OR
ADSB CAPABILITY
TRANSPONDER (ALPHA,
ADSB TRANSMITTER
CHARLIE OR SIERRA AS
OR ADSB RECEIVER
(TEN NINETY DATALINK)
TRANSPONDER
OR NEGATIVE ADSB
B-8-7
Effective
15-Dec-13
FLT.OMB
CHAPTER 08
b)
c)
d)
Since IndiGo fleet does not have an independent Flight Deck Control
selection between the ADS-B function (ADS-B on/off) and the ATC
transponder function, the crew must be fully aware that disabling the ADS
B function will also lead to disable the ACAS function.
B-8-8
Effective
15-Dec-13
a)
FLT.OMB
CHAPTER 09
TABLE OF CONTENTS
MINIMUM EQUIPMENT LIST ..................................................................3
9.1
9.2
9.2.2
9.2.3
9.2.4
9.2.5
9.2.6
9.2.7
9.2.8
9.2.9
Notes ........................................................................................ 12
9.2.10
References ............................................................................... 13
9.2.11
B-9-1
Effective
04-Dec-12
9.
FLT.OMB
CHAPTER 09
B-9-2
Effective
04-Dec-12
9.
FLT.OMB
CHAPTER 09
9.1
MINIMUM EQUIPMENT
DEVIATION LIST (CDL)
LIST
(MEL)
AND
CONFIGURATION
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.
B-9-3
Effective
04-Dec-12
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.
FLT.OMB
CHAPTER 09
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:
A one time extension of the applicable Rectification Interval may be
permitted for the same duration as that specified in the MEL by EM
(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.
Effective
04-Dec-12
FLT.OMB
CHAPTER 09
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.
USE OF MEL/CDL
MEL Entries (ME): This section lists all the ECAM 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 when an ECAM alert reports 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 items.
B-9-5
Effective
04-Dec-12
9.2
FLT.OMB
CHAPTER 09
Note: Each subsection has its own date that corresponds to the issue date of the latest
MMEL/MEL revision that has affected the subsection. Therefore subsections of a same
manual might have different dates.
9.2.1
This section lists all the ECAM alerts. The ECAM monitors the condition of
some systems. In the case of malfunction of one or more systems, the ECAM
provides the flight crew with an associated ECAM alert. Refer to MI-00-08
ECAM and MAINTENANCE STATUS.
For each ECAM alert, this section indicates the associated MEL item (if any)
to be applied for the dispatch.
When an ECAM alert reports a system failure, the flight crew and the
maintenance personnel should refer to this section as a user-friendly entry
point in the MEL.
9.2.2
An ECAM alert may cover one or several failure modes of the monitored
system. For each failure mode, the AIRCRAFT STATUS column may indicate
the following status:
NIL: When there is only one failure mode, the AIRCRAFT STATUS column
indicates NIL.
When there are several failure modes, the AIRCRAFT STATUS column might
give a short description of each failure mode and/or a simple way to identify
each failure mode. If the MEL does not give this information, the column
displays NIL.
Actual alert: This indicates that the monitored system is inoperative. The
failure mode is the failure of the monitored system.
B-9-6
Effective
04-Dec-12
FLT.OMB
CHAPTER 09
False alert: This indicates that the monitoring system is inoperative. The
failure mode is the failure of the monitoring system. The monitored system
remains fully operative.
Condition of Dispatch Column
For each failure mode, the CONDITION OF DISPATCH column gives the
applicable MEL item(s) for dispatch. But the flight crew is responsible for
checking that the condition of the aircraft systems/components
complies with the MEL requirements. If not, the dispatch of the aircraft
is not permitted.
The Condition of Dispatch column may also give the following alternate
possibilities:
No Dispatch: It is not permitted to dispatch the aircraft when the
ECAMdisplays this alert.
Not Applicable: The ECAM alert does not report a system failure but a
reversible abnormal condition such as the state of a system or an aircraft
configuration or an external condition. This condition is not a system failure
and is not related to MEL. The MEL shall not be used.
This is not a NO-GO situation. The corrective action to revert to normal
condition is immediate, obvious or well known by flight crew and/or
maintenance personnel
9.2.4
This section lists the equipment, components, systems or functions that are
safety-related and that are temporarily permitted to be inoperative at
departure provided that it complies with the associated MEL requirements.
Note: One single computer may include several functions. The corresponding MEL item
is either:
9.2.5
The computer: The MEL does not consider the loss of a single function. In
this case, when one function is inoperative, it is considered that the computer
is inoperative.
Each function separately. In this case, if several functions are inoperative all
the related MEL items are applied.
Item numbering
A code of three pairs of digits or four pairs of digits identifies each MEL item.
B-9-7
Effective
04-Dec-12
9.2.3
FLT.OMB
CHAPTER 09
The three first digits of this numbering system follows the ATA Spec 2200.
For practical reasons, the second pair of digit also follows the below
organization:
00 refers to maintenance messages on the STATUS SD page,
01 refers to items located on the overhead panels,
05 refers to indications on the PFD,
06 refers to indications on the ND,
07 refers to indications on the SD pages,
08 refers to indications on the EWD,
09 refers to ECAM alerts,
10 to 95 follow the ATA Spec 2200.
The last pair of digits is the item rank. The item rank complies with the
following organization rules:
9.2.6
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.
EXAMPLE
27-10-01C
- 27-10-01 corresponds to the item number,
- T he letter "C" identifies the dispatch condition within the item 27-10-01.
B-9-8
Effective
04-Dec-12
FLT.OMB
CHAPTER 09
Note: If only the dispatch conditions 27-10-01B and 27-10-01D are mentioned in the MEL
this means that the dispatch conditions 27-10-01A and 27-10-01C do not apply to the fleet
(this does not mean that the dispatch conditions 27-10-01A and 27-10-01C are missing from
the MEL).
When an MEL item has several dispatch conditions, the Operator must select and
apply only one dispatch condition at a time. An optional title might help the
Operator to identify the appropriate dispatch condition. When necessary, the
Operator may successively apply other dispatch conditions of the same item
provided that the Operator complies with the MEL requirements and provided that
the starting point of the repair interval countdown is not modified.
a)
Provision
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)
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.
B-9-9
Effective
04-Dec-12
d)
FLT.OMB
CHAPTER 09
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.
9.2.7
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:
The flight crew must read the content of the operational procedure before each
flight. The operational procedure must be applied before each flight. However, the
B-9-10
Effective
04-Dec-12
Each dispatch condition has a number required that specifies the minimum
quantity of equipment, components, systems or functions that must be operative
for dispatch in accordance with the provisos of the dispatch condition.
FLT.OMB
CHAPTER 09
9.2.8.1
The procedure for application of MEL after closure of cabin doors has been
introduced. The salient points of the new procedure are as under:
-
If a fault is displayed after the closure of cabin doors, the Flight crew shall
follow
the
appropriate
checklist/
procedure
(OEB/ECAM
action/QRH/FCOM) as per SOP.
On completion of the checklist/procedure, if the fault still continues, the
flight crew shall refer MEL to determine if the aircraft is allowed to be
dispatched with the snag under MEL.
If the aircraft is allowed to be dispatched under MEL, the flight crew may
continue with the flight provided there is no Maintenance Procedure (M)
associated with the MEL item.
(Also refer QRH 80.16 A)
B-9-11
Effective
04-Dec-12
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 organized into
specific flight phases. The flight crew has to apply the part of the operational
procedure related to the relevant flight phase. Qualified flight crew or qualified
cabin crew usually performs the operational procedures. However other qualified
personnel can also perform the operational procedures. But the flight crew must
read the content of the operational procedure before each flight.
9.2.9
FLT.OMB
CHAPTER 09
.
Notes
Notes at the level of the item: these notes appear below the item title and
before the first dispatch condition of this item. These notes apply to all
the dispatch conditions of the item.
B-9-12
Effective
04-Dec-12
FLT.OMB
CHAPTER 09
Notes at the level of the dispatch condition: these notes appear at the
end of the dispatch condition. These notes apply only to this dispatch
condition.
Notes at the level of the proviso: these notes appear within a proviso.
These notes apply only to this proviso.
References
9.2.11
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
phases. 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-9-13
Effective
04-Dec-12
9.2.10
a)
FLT.OMB
CHAPTER 09
In case, the MEL item affecting the landing capability has no MEL
operational procedure reference, the maximum landing capability forms a
part of dispatch condition.
The required equipment by certification for CAT 2, CAT 3 SINGLE and
CAT 3 DUAL are listed in the Flight Manual Refer to AFM/NORM-22-PA
Required Equipment for CAT II and CAT III Approach and Landing and
the QRH.
The equipment to be operative to get CAT 2, CAT 3 SINGLE, or CAT 3
DUAL capability displayed on the FMAs are listed in the QRH.
b)
c)
B-9-14
Effective
04-Dec-12
FLT.OMB
CHAPTER 10
TABLE OF CONTENTS
CHECKLIST OF EMERGENCY AND SAFETY EQUIPMENT .................3
10.1
10.2
B-10-1
Effective
17-Aug-11
10.
FLT.OMB
CHAPTER 10
B-10-2
Effective
17-Aug-11
10.
FLT.OMB
CHAPTER 10
10.1
EMERGENCY CHECKLIST
FCOM PRO/LIM/OEB/FCBUL
10.2
/ QRH
B-10-3
Effective
17-Aug-11
Checklist of emergency and safety equipment and instructions for the use
are issued to each crew member and a copy of each is also placed on board.
Refer abnormal/emergency section of FCOM/QRH and cabin attendants, the
SEP Manual.
FLT.OMB
CHAPTER 10
B-10-4
Effective
17-Aug-11
FLT.OMB
CHAPTER 11
TABLE OF CONTENTS
EMERGENCY EVACUATION PROCEDURES ........................................3
11.1
11.2
11.2.2
11.2.3
B-11-1
Effective 04-Dec-12
11.
FLT.OMB
CHAPTER 11
B-11-2
Effective 04-Dec-12
11.
FLT.OMB
CHAPTER 11
11.1
11.2
11.2.1
Effective 04-Dec-12
COCKPIT CREW
FLT.OMB
CHAPTER 11
Is the last person to leave the aircraft: Checks that all persons have
evacuated the aircraft
Evacuates the aircraft, via the rear door, or any other available exit, if
he/she cannot reach the rear door.
Co-Pilot
Proceeds to the cabin, and takes the emergency equipment.
Helps passengers on ground, and directs them away from the aircraft
11.2.2
Duties and Responsibilities of cabin attendants during evacuation are laid down
in the SEP Manual/ FCOM. All cabin attendants should be thoroughly familiar
with the same.
On receiving emergency call from Cockpit the senior cabin attendants 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 attendants shall:
Effective 04-Dec-12
He shall be the last person to leave the cockpit: Proceeds to the cabin, and
helps with passenger evacuation, as necessary
FLT.OMB
CHAPTER 11
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.
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 airplane must be firmly assisted out of the airplane.
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 airplane
verify that there is no passenger in the cabin. Do not allow the passengers to
come back for their personal belongings.
SOD crew member should be made to leave the airplane 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.
If landing is accomplished by night, carry the available flash lights
Regroup passengers at a safe distance from the airplane 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 on board in order to save all the survival material stored in the galleys
arid other equipment
Supernumerary / Additional Crew
All supernumerary / additional crew will be briefed by the Commander and shall
follow his instructions. In case Cabin crew are not carried on a flight where the
supernumeraries/ additional crew members are present in the cabin
B-11-5
Effective 04-Dec-12
FLT.OMB
CHAPTER 11
11.2.2.1
Unplanned Evacuation
An evacuation shall be initiated by the Lead Cabin Attendant instantly under the
following life threatening conditions, in case there is no call from the cockpit once
the aircraft has come to a complete stop:
a)
b)
c)
d)
e)
Ditching.
Note: However, post an abnormal landing / contingency, (besides the above listed 5
conditions), the Lead Cabin Attendant must await a command from the cockpit for at
least 10 sec after the aircraft comes to a complete stop. If no command is received from
the cockpit in these 10 seconds, the Lead CA should call the cockpit on the intercom. The
aft cabin attendants must also attempt to contact the cockpit crew or the Lead CA after
waiting for 10 sec. If there is no response to this call from the cockpit, the Lead CA (or
other CA in case of no response from either the cockpit or the Lead CA) may now initiate
an evacuation if the situation so warrants.
11.2.3
Ditching Evacuation
B-11-6
Effective 04-Dec-12
FLT.OMB
CHAPTER 12
TABLE OF CONTENTS
CABIN CREW NORMAL, ABNORMAL AND EMERGENCY
PROCEDURES ........................................................................................3
12.1
12.1.2
12.1.3
12.1.4
12.1.5
12.1.6
12.1.7
12.1.8
B-12-1
Effective
04-Dec-12
12.
FLT.OMB
CHAPTER 12
B-12-2
Effective
04-Dec-12
12.
FLT.OMB
CHAPTER 12
CABIN CREW
PROCEDURES
NORMAL,
ABNORMAL
AND
EMERGENCY
12.1
The flight crew is required to use standard verbiage, terminology, signals and/or
verbal commands for communication with cabin crew during normal, abnormal and
emergency situations.
An efficient and clear communication should be ensured between flight crew and
cabin crew during such situation but not limited to
a)
Cabin depressurization;
b)
Severe turbulence;
c)
Emergency evacuation;
d)
Before impact
ditching);
e)
f)
Unlawful interference.
notification
(forced/emergency
landing
or
QRH
Cabin Attendants
SEP Manual
12.1.1
12.1.2
Effective
04-Dec-12
12.1.3
FLT.OMB
CHAPTER 12
12.1.4
12.1.5
No Contact Period
Refer Company Operations Manual, Part A, Chapter 17.
12.1.6
Emergency evacuation;
Refer Chapter 11
12.1.7
12.1.8
B-12-4
Effective
04-Dec-12
FLT.OMB
CHAPTER 13
TABLE OF CONTENTS
SURVIVAL AND EMERGENCY EQUIPMENT ........................................3
13.1
13.2
B-13-1
Effective
04-Dec-12
13.
FLT.OMB
CHAPTER 13
B-13-2
Effective
04-Dec-12
13.
FLT.OMB
CHAPTER 13
Cabin Attendants:
SEP Manual
13.2
The International fleet has been equipped with additional equipment to comply
with regulations.
a)
b)
Life Raft (Dinghy with its own ELT): Overhead bin 28-30 Row
Starboard side
c)
d)
Survival Kits
B-13-3
Effective
04-Dec-12
FLT.OMB
CHAPTER 13
B-13-4
Effective
04-Dec-12
a)
FLT.OMB
CHAPTER 13
SLIDE RAFT
LOWER TUBE
Features:
Upper & Lower Tubes-Upper & lower inflated portion of the raft
Disconnection Handle-To detach the Slide Raft from the Aircraft structure
Raft Capacity
44 - normal
55 over load
Locator Lights- To locate the raft in low light conditions
Hand pump fitting (inflate/deflate valve)
To fill in air in case of any leakage
Lifelines To be used as a support while sitting in and to be used as hand
holds while floating
Sea Anchor- To stop drift and keep the raft stable
Heaving Ring- To rescue and pull towards the raft
B-13-5
Effective
04-Dec-12
LOWER TUBE
FLT.OMB
CHAPTER 13
Mooring line- Attaches the raft to the aircraft door sill and for tying the rafts
together
Floating knife- To cut the mooring line to detach the slide raft from the Aircraft
Boarding ladder/Stirrup- To board the slide raft from water
Survival Kit: There is one survival kit for each door. Therefore, 04 in total
02 in the first bin port side
02 in the last bin port side
Item
Survival Kit Container
Usage
SIGNALING EQUIPMENT
Flares
Signaling
Mirror/Heliographic
Mirror
1
1
Whistle
Sea Dye Markers
1
1
1
1
1
2
Dehydrated Sponge
Bailing Bucket
Canopy
Canopy Container
Canopy Mast
Repair Plugs-Clamp type
with lower and upper flap
8
50
B-13-6
Effective
04-Dec-12
1
1
FLT.OMB
CHAPTER 13
B-13-7
Effective
04-Dec-12
12
7
Pkts
1
b)
FLT.OMB
CHAPTER 13
Raft Capacity
25 - normal
B-13-8
Effective
04-Dec-12
FLT.OMB
CHAPTER 13
38 over load
ELT SRB 406 in the survival kit
Quantity
1
1
1
c)
Item
Fishing Kit
Portable ELT
Swiss knife
Usage
For fishing purpose in case there are
no rations available
For search and rescue
Multipurpose
Radio Transmitter Beacon (ELT): The survival kit of the dinghy has an
ELT (SRB 406)
All: All the cabin attendants open their respective doors in the armed
configuration after assessing the condition outside. Pull the red manual
inflation handle simultaneously.
All: The cabin attendants will then shout commands and ask the passengers to
board the Slide Raft and in case of dinghy ask them to jump in water and then
board the dinghy
R1, L2 and R2 doors: After the requisite number of passengers have
embarked on their slide raft, R1, L2 and the R2 will board the slide raft at their
respective doors. They will pull the white detachment handle to detach the
slide raft from the aircraft and then cut the mooring line from the aircraft.
L1 door: After all the passengers have boarded the L 1 raft, the First Officer
boards the slide raft and then L1 detaches the slide raft from the aircraft
side.
L1 then goes to the aft and with the help of ABP's takes the Life Raft
(Dinghy) from the aft overhead bin. The Life Raft will be thrown either from
the R2 or the L2 door (whichever door's slide is detached first). Before the L1
throws the life raft out, she attaches the mooring line of the life raft with the
B-13-9
Effective
04-Dec-12
Survival Kit: Same as that of a Slide Raft and extra items given below:
FLT.OMB
CHAPTER 13
Equipment to be carried:
R1 & R2 will take ELT and Megaphone mandatory while evacuating. The
contents of the FAK can be taken out by emptying the contents in a plastic
bag. All other equipment can be taken if time permits.
Rescue Measures:
The raft is equipped with Locator Lights; these remain visible even after the
canopy is installed. The light battery is water activated. Use the ELT carried
out. Exercise discretion while in using/deploying multiple locators.
Signal Mirrors can be used to beam flashes for aircraft to see, even if no
aircraft is visible, as these can be seen even in hazy conditions.
Whistle, the survival kit is equipped with a whistle; it can be used to attract
surface vessels or people floating in water, or to even locate another raft if it
becomes separated.
Flash light; these can be used to flash distress signal, as light can be seen
across great distances over water at night time.
Effective
04-Dec-12
door frame assist handle and throws out with a force. In case, the life raft
does not inflate, pull the mooring line with a jerk.
L1 commands the passengers to jump into the water and board the raft. After
L1 takes the round of the cabin and the cockpit, she also jumps into the water
and boards the raft. After taking a round in the cabin, the Commander will
board the last available raft (slide raft or life raft)
FLT.OMB
CHAPTER 13
SURVIVAL
Seat the survivors uniformly around the raft periphery with their backs against
the upper tube, additional survivors to be seated back-to-back across the
center of the raft.
Instruct survivors to don their inflated life vests at all times, till such time as
they are actually rescued
Direct all survivors to remain low in the raft, as it is perilous and can overturn
the raft in case of normal load on moderate to rough seas. In the event of an
overturned raft, it can still be used for survival. Only the canopy cannot be
used.
Look out for survivors floating individually and throw the heaving line to them,
guide them to the boarding end and assist them on board.
The special passengers should be assisted to the boarding end, and pulled
aboard the raft using the DUMP AND LIFT technique, which is pushing the
passenger in water so that the water buoyancy pushes him up and helps you
to pull him in the dinghy.
B-13-11
Effective
04-Dec-12
The points covered are generic in nature and should be made use of, as reference
guidelines, since every emergency is unique and all the variants affecting the
situation cannot be preconceived. You are advised to use your best judgment
while dealing with a situation, for survival and sustenance under adverse
conditions.
FLT.OMB
CHAPTER 13
Water:
To stay in good shape an average body requires 1 litre/day; however, it is
possible to survive to survive with 5 to 20 centilitres/day. (The survival kit may
contain potable water pouches, however this is very less, and extreme care
should be exercised, while using it, as rescue operations can take an
unexpectedly long time) the water intake to acclimatize better. Moisten lip and
throat before drinking to have more satiated feeling. Consumption of sea
water may lead to Kidney Failure. Avoid dehydrated, high protein foods. To
cut down on loss of water by sweating, soak clothes in water and wear them,
taking care not to wet the raft floor. Water can be harvested in the canopy
during nights, for dew condensation, this water should be used after
purification by tablets. Similarly for rain water, the canopy can be spread out
to collect as much as possible. Ice bergs can be used as a source of water,
but should be approached only as a last resort as they have a potential to
inflict damage to the raft.
Food: Most fishes found in the open are fit for consumption in the raw form. If
in doubt, carefully remove the organs and the flesh attached to the organs.
Eat sparingly and wait to check for any reactions. Check the availability of
water before eating as some water is required for digestion also.
If in Water,
B-13-12
Effective
04-Dec-12
FLT.OMB
CHAPTER 13
Protect against HYPOTHERMIA. Swimming too fast will only tire the
individual. Almost 50% of the heat is lost through the head. Keep the
head dry for as long as possible.
B-13-13
Effective
04-Dec-12
FLT.OMB
CHAPTER 13
B-13-14
Effective
04-Dec-12
FLT.OMB
CHAPTER 14
TABLE OF CONTENTS
GROUND-AIR VISUAL SIGNAL CODE FOR USE BY SURVIVORS......3
14.1
14.2
B-14-1
Effective
17-Aug-11
14.
FLT.OMB
CHAPTER 14
B-14-2
Effective
17-Aug-11
14.
FLT.OMB
CHAPTER 14
14.2
B-14-3
Effective
17-Aug-11
14.1
FLT.OMB
CHAPTER 14
B-14-4
Effective
17-Aug-11
FLT.OMB
ISSUE II-Rev 02
ANEXURES
ANX
TABLE OF CONTENTS
PROHIBITED AREAS ..............................................................................3
2.
LOPA........................................................................................................5
3.
B-ANX-1
Effective 27-May-13
1.
FLT.OMB
ISSUE II-Rev 02
ANEXURES
ANX
B-ANX-2
Effective 27-May-13
1.
FLT.OMB
ISSUE II-Rev 02
ANEXURES
ANX
PROHIBITED AREAS
B-ANX-3
Effective 27-May-13
FLT.OMB
ISSUE II-Rev 02
ANEXURES
ANX
B-ANX-4
Effective 27-May-13
2.
FLT.OMB
ISSUE II-Rev 02
ANEXURES
ANX
LOPA
B-ANX-5
Effective 27-May-13
FLT.OMB
ISSUE II-Rev 02
ANEXURES
ANX
B-ANX-6
Effective 27-May-13
3.
FLT.OMB
ISSUE II-Rev 02
ANEXURES
ANX
AIRCRAFT WEIGHTS
VT-INO
3335
EFKQ
42182
61000
64500
73500
VT-INP
3357
EGBQ
41799
61000
64500
73500
VT-INQ
3414
EGBR
41818
61000
64500
73500
VT-INR
3453
DQBE
41881
61000
64500
73500
VT-INS
3457
DQBF
41845
61000
64500
73500
VT-INT
3497
DQBG
41834
61000
64500
73500
VT-INU
3541
DQBH
41621
61000
64500
73500
VT-INV
3618
DQBJ
41628
61000
64500
73500
VT-INX
3782
DSAC
42153
61000
64500
73500
10
VT-INY
3863
DSAB
42186
61000
64500
73500
11
VT-INZ
3943
DRQS
42185
61000
64500
73500
12
VT-IGH
4008
ALDP
42205
61000
64500
73500
13
VT-IGI
4113
APLM
42248
61000
64500
73500
14
VT-IGJ
4156
ARGH
42220
61000
64500
73500
15
VT-IGK
4216
CEHQ
42211
61000
64500
73500
16
VT-IGL
4312
CFLP
42278
61000
64500
73500
17
VT-IGS
4328
CPAE
42252
61000
64500
73500
18
VT-IGT
4384
GMBQ
42299
61000
64500
73500
19
VT-IGV
4481
HMCP
42228
61000
64500
73500
20
VT-IGU
4488
GMCQ
42096
61000
64500
73500
21
VT-IGW
4506
JPDL
42126
61000
64500
73500
22
VT-IGX
4518
KLAG
41441
61000
64500
73500
23
VT-IGY
4535
KMAE
42189
61000
64500
73500
24
VT-IGZ
4552
LRAK
41313
61000
64500
73500
25
VT-IEA
4603
HKDJ
41541
61000
64500
73500
B-ANX-7
Effective 27-May-13
FLT.OMB
ISSUE II-Rev 02
ANEXURES
ANX
VT-IEB
4609
HKDL
41574
61000
64500
73500
27
VT-IEC
4614
HKFL
42193
61000
64500
73500
28
VT-IED
4630
HMLP
41660
61000
64500
73500
29
VT-IEE
4637
HPEF
41657
61000
64500
73500
30
VT-IEF
4752
HPEK
41778
62500
66000
77000
31
VT-IEH
4757
ADPQ
41839
62500
66000
77000
32
VT-IEG
4762
HPEL
42322
62500
66000
77000
33
VT-IEI
4813
AHEF
42175
62500
66000
77000
34
VT-IEJ
4818
AKJL
42208
62500
66000
77000
35
VT-IEK
4868
APHS
42208
62500
66000
77000
36
VT-IEL
4888
AQKM
42189
62500
66000
77000
37
VT-IEM
4947
BEFR
42273
62500
66000
77000
38
VT-IEN
4954
BPHR
42156
62500
66000
77000
39
VT-IEO
4965
EPQS
42165
61000
64500
73500
40
VT-IEP
5027
EQJR
41756
62500
66000
77000
41
VT-IEQ
5036
EQKL
42279
62500
66000
77000
42
VT-IER
5076
EQMP
42357
62500
66000
77000
43
VT-IEV
5080
DQGS
42119
61000
64500
73500
44
VT-IES
5090
ASGH
41832
62500
66000
77000
45
VT-IEU
5092
DKFQ
41669
62500
66000
77000
46
VT-IET
5094
CRAF
42065
61000
64500
73500
47
VT-IEW
5155
EMFG
41598
61000
64500
73500
48
VT-IEX
5190
EMKP
42133
61000
64500
73500
49
VT-IEY
5230
KSDM
42085
61000
64500
73500
50
VT-IEZ
5231
MRDS
42038
61000
64500
73500
B-ANX-8
Effective 27-May-13
26
FLT.OMB
ISSUE II-Rev 02
ANEXURES
ANX
VT-IFA
5259
CRGL
42005
61000
64500
73500
52
VT-IFB
5262
DEHR
42175
61000
64500
73500
53
VT-IFC
5291
ELAS
41387
61000
64500
73500
54
VT-IFD
5298
DMCQ
41510
61000
64500
73500
55
VT-IFE
5313
EMQR
41836
61000
64500
73500
56
VT-IFF
5365
FMLQ
41800
61000
64500
73500
57
VT-IFG
5411
HPLR
41648
61000
64500
73500
58
VT-IFH
5437
AKDJ
42267
61000
64500
73500
59
VT-IFI
5460
AMJR
41626
61000
64500
73500
60
VT-IFJ
5473
AQFP
42257
61000
64500
73500
61
VT-IFK
5476
ARBD
41611
61000
64500
73500
62
VT-IFL
5507
BECR
42162
61000
64500
73500
63
VT-IFM
5537
CFBL
42469
61000
64500
73500
64
VT-IFN
5577
CGLM
42448
61000
64500
73500
65
VT-IFO
5641
DEAH
41815
61000
64500
73500
66
VT-IFP
5676
APER
41766
61000
64500
73500
67
VT-IFQ
5683
BFDS
41724
61000
64500
73500
68
VT-IFR
5712
BJKS
41842
61000
64500
73500
69
VT-IFS
5727
DLGH
41783
61000
64500
73500
70
VT-IFT
5744
BMCR
42025
62500
66000
77000
71
VT-IFU
5807
BPDF
41896
62500
66000
77000
72
VT-IFV
5829
BPEJ
41781
61000
64500
73500
B-ANX-9
Effective 27-May-13
51
FLT.OMB
ISSUE II-Rev 02
ANEXURES
ANX
B-ANX-10
Effective 27-May-13
Part - C
(Route & Aerodrome Instructions & Information)
And
EDTO Manual
FLT.OMC
ISSUE II
GTOC
Chapter No
APP
LEP
ROR
RH
Revision Highlights
Introduction
Minimum Altitudes
AOM
Increase of AOM
Aerodrome Category
TOC (Domestic)
GTOC
Details
1.
Agartala
2.
Ahmedabad
3.
Bagdogra
4.
Bangalore
5.
Bhubaneswar
6.
Chandigarh
7.
Chennai
8.
Cochin
9.
Coimbatore
C-GTOC-1
Effective
09-Jul-14
FLT.OMC
ISSUE II
GTOC
Delhi
11.
Diburgarh
12.
Goa
13.
Guwahati
14.
Hyderabad
15.
Imphal
16.
Indore
17.
Jaipur
18.
Jammu
19.
Kolkata
20.
Lucknow
21.
Mumbai
22.
Nagpur
23.
Patna
24.
Pune
25.
Raipur
26.
Ranchi
27.
Srinagar
28.
Surat
29.
Trivandrum
30.
Vadodara
31.
Varanasi
32.
Visakhapatnam
C-GTOC-2
10.
Effective
09-Jul-14
FLT.OMC
ISSUE II
GTOC
INTERNATIONAL AERODROMES
TOC (International)
1.
Abu Dhabi
2.
Bangkok
3.
Doha
4.
Dubai
5.
Chittagong
6.
Jeddah
7.
Kathmandu
8.
Kuala Lumpur
9.
Male
10.
Muscat
11.
Paya Lebar
12.
Phuket
13.
Rayong
14.
Sharjah
15.
Singapore
C-GTOC-3
Effective
09-Jul-14
FLT.OMC
ISSUE II
GTOC
C-GTOC-4
Effective
09-Jul-14
FLT.OMC
ISSUE II
LEP / HC
Chapter Details
Revision
No
Page
No.
Date of
Issue
All
09-Jul-14
All
09-Jul-14
All
09-Jul-14
All
29-Apr-11
All
09-Jul-14
All
29-Apr-11
All
29-Apr-11
All
29-Apr-11
All
29-Apr-11
All
29-Apr-11
All
29-Apr-11
All
09-Jul-14
All
29-Apr-11
All
29-Apr-11
DOMESTIC AERODROMES
TOC (Domestic)
All
09-Jul-14
Agartala
All
29-Apr-11
Ahmedabad
All
29-Apr-11
Bagdogra
All
09-Jul-14
Bangalore
All
29-Apr-11
Bhubaneswar
All
29-Apr-11
C-LEP-1
Effective
09-Jul-14
FLT.OMC
ISSUE II
LEP / HC
Chapter
Page No.
Date of Issue
Chandigarh
All
04-Dec-12
Chennai
All
29-Apr-11
Cochin
All
29-Apr-11
Coimbatore
All
04-Dec-12
Delhi
All
29-Apr-11
Diburgarh
All
09-Jul-14
Goa
All
04-Dec-12
Guwahati
All
29-Apr-11
Hyderabad
All
04-Dec-12
Imphal
All
29-Apr-11
Indore
All
29-Apr-11
Jaipur
All
29-Apr-11
Jammu
All
09-Jul-14
Kolkata
All
29-Apr-11
Lucknow
All
29-Apr-11
Mumbai
All
09-Jul-14
Nagpur
All
29-Apr-11
Patna
All
09-Jul-14
Pune
All
29-Apr-11
Raipur
All
04-Dec-12
Ranchi
All
09-Jul-14
C-LEP-2
Effective
09-Jul-14
Revision No
FLT.OMC
ISSUE II
LEP / HC
Chapter
Page No.
Date of Issue
Srinagar
All
09-Jul-14
Surat
All
04-Dec-12
Trivandrum
All
29-Apr-11
Vadodara
All
29-Apr-11
Varanasi
All
09-Jul-14
Visakhapatnam
All
04-Dec-12
INTERNATIONAL AERODROMES
TOC (International)
All
09-Jul-14
Abu Dhabi
All
29-Apr-11
Bangkok
All
29-Apr-11
Chittagong
All
09-Jul-14
Doha
All
09-Jul-14
Dubai
All
29-Apr-11
Jeddah
All
29-Apr-11
Kathmandu
All
09-Jul-14
Kuala Lumpur
All
29-Apr-11
Male
All
29-Apr-11
Muscat
All
29-Apr-11
Paya Lebar
All
29-Apr-11
Phuket
All
29-Apr-11
Rayong
All
29-Apr-11
Sharjah
All
29-Apr-11
Singapore
All
29-Apr-11
C-LEP-3
Effective
09-Jul-14
Revision No
FLT.OMC
ISSUE II
LEP / HC
C-LEP-4
Effective
09-Jul-14
FLT.OMD
ROR / HC
The manual holder /representative shall enter the appropriate data in the
revision sheet after updating the manual. An initial of the holder/representative
until officially replaced.
Rev. No.
ISSUE DATE
DATE FILED
D-ROR-1
INITIALS
Effective
27-Mar-12
REV. NO.
FLT.OMD
ROR / HC
ISSUE DATE
DATE FILED
INITIALS
D-ROR-2
Effective
27-Mar-12
FLT.OMC
REVISION HIGHLIGHTS
RH
As the Company has been growing steadily there has been a continuous update
on policies and procedures which were reviewed since the initial approval of the
Company Operations Manual in form of TRs/Notices. The TRs were accepted by
DGCA and have been incorporated in this revision.
The revision highlights for Issue II, Revision 04, dated 09-Jul-2014, are as under
Please note that changes are termed as either: New (N), Revised (R), Shifted (S),
or Editorial (E).
Para/Page
No.
Change Description
Reason of
Change
Complete Chapter
BAGDOGRA
Complete Chapter
DIBRUGARH
Complete Chapter
C-RH-1
Effective 09-Jul-14
FLT.OMC
REVISION HIGHLIGHTS
RH
JAMMU
Complete Chapter
Complete Chapter
Complete Chapter
Complete Chapter
MUMBAI
PATNA
RANCHI
SRINAGAR
C-RH-2
Effective 09-Jul-14
Complete Chapter
FLT.OMC
REVISION HIGHLIGHTS
RH
VARNASI
CHITTAGONG
Complete Chapter
Complete Chapter
DOHA
KATHMANDU
Complete Chapter
C-RH-3
Effective 09-Jul-14
Complete Chapter
FLT.OMC
REVISION HIGHLIGHTS
RH
C-RH-4
Effective 09-Jul-14
FLT.OMC
INTRODUCTION
CHAPTER 01
TABLE OF CONTENTS
ROUTE GUIDE ........................................................................................ 3
1.1
1.2
INFORMATION ........................................................................................ 3
C-1-1
Effective 29-Apr-11
1.
FLT.OMC
INTRODUCTION
CHAPTER 01
C-1-2
Effective 29-Apr-11
1.
FLT.OMC
INTRODUCTION
CHAPTER 01
ROUTE GUIDE
1.2 INFORMATION
It contains the following information for all airfields:
a) Name of airport, location and climatology
b) Runway characteristics;
c) Air Traffic Services and associated communications;
d) Navigation aids and lighting;
e) Weather reporting;
C-1-3
Effective 29-Apr-11
FLT.OMC
INTRODUCTION
CHAPTER 01
f) Emergency services.
For applicable performance, refer
a) RTOW charts
b) FCOM-PER
c) QRH for in-flight performance
C-1-4
Effective 29-Apr-11
FLT.OMC
MINIMUM ALTITUDE
CHAPTER 02
TABLE OF CONTENTS
C-2-1
Effective 29-Apr-11
2.
FLT.OMC
MINIMUM ALTITUDE
CHAPTER 02
C-2-2
Effective 29-Apr-11
FLT.OMC
MINIMUM ALTITUDE
CHAPTER 02
This information is also given in the company flight plan covering that route
segment. (Also refer Chapter 6 of Operations Manual Part-A)
C-2-3
Effective 29-Apr-11
Pilots are to refer to the relevant Enroute Airway Chart for the route, route
segment which the minimum altitudes are depicted.
FLT.OMC
MINIMUM ALTITUDE
CHAPTER 02
C-2-4
Effective 29-Apr-11
FLT.OMC
CHAPTER 03
TABLE OF CONTENTS
C-3-1
Effective 29-Apr-11
3.
FLT.OMC
CHAPTER 03
C-3-2
Effective 29-Apr-11
FLT.OMC
CHAPTER 03
C-3-3
Effective 29-Apr-11
Approved minima for each of the aerodromes that are likely to be used as
aerodromes of intended landing or as alternate aerodromes are notified to
each pilot and will either be incorporated in the approach plate or issued
separately.
FLT.OMC
CHAPTER 03
C-3-4
Effective 29-Apr-11
FLT.OMC
CHAPTER 04
TABLE OF CONTENTS
4.
C-4-1
Effective 29-Apr-11
FLT.OMC
CHAPTER 04
C-4-2
Effective 29-Apr-11
FLT.OMC
CHAPTER 04
Category of airplane
The minimum visibility/ RVR requirements for each category of airplane will be
for DA (DH) and MDA (MDH) of specific IAL procedure for a runway, calculated
in accordance with the ICAO All Weather Operations Manual DOC 9365
AN910 and DGCA operations circulars on the subject. The approach
procedures are of two kinds i.e. Precision Approach and Non-Precision
Approach. With increasing DA (DH) values in the case of precision approaches
and MDA (MDH) values in the case of non-precision approaches, the visibility/
RVR requirements may increase.
C-4-3
Effective 29-Apr-11
FLT.OMC
CHAPTER 04
Depending upon the length of ALS (FALS, IALS, BALS etc), the AOM
requirement will change. This benefit is available for both precision as well
as non-precision approaches.
C-4-4
Effective 29-Apr-11
FLT.OMC
CHAPTER 05
TABLE OF CONTENTS
COMPLIANCE WITH ALL FLIGHT PROFILES REQUIRED BY
REGULATIONS ....................................................................................... 3
5.1
GENERAL ............................................................................................... 3
5.2
5.3
5.4
5.5
5.6
5.3.1
5.3.2
5.3.3
5.3.4
5.3.5
5.4.2
5.5.2
5.6.2
5.6.3
5.6.4
5.6.5
C-5-1
Effective 29-Apr-11
5.
FLT.OMC
CHAPTER 05
C-5-2
Effective 29-Apr-11
FLT.OMC
CHAPTER 05
5. COMPLIANCE WITH
REGULATIONS
ALL
FLIGHT
PROFILES
REQUIRED
BY
i)
ii)
Operating procedures;
iii)
Pressure altitude;
iv)
Temperature;
v)
Wind;
vi)
Runway gradient;
vii)
viii)
Obstacle data;
ix)
x)
MEL/CDL information;
xi)
xii)
xiii)
xiv)
5.1 GENERAL
The airplane performance is given in the FCOM - PER for all phases of flight
which is kept on board the airplane and also issued to each crew for
reference.
The Flight Crew and the Engineering personnel are to strictly observe the
procedures and follow the instructions laid down in the FCOMs during both
ground and air operations.
C-5-3
Effective 29-Apr-11
The Company shall provide data which will enable the flight crew to compute
aircraft performance for all phases of flight. Such guidance and data shall
ensure that the flight crew considers all relevant factors affecting aircraft
performance, to include:
5.2
FLT.OMC
CHAPTER 05
METHOD OF PRESENTATION
5.3
TAKE-OFF PERFORMANCE
(Refer FCOM PER TOF)
Obstacle clearance;
Tyre speed
NOTE: All Take-offs will normally be bleeds off take-offs with APU off. Line-up
correction is taken into account in the RTOW Calculation
All airfields with runway length up to 6000 ft (for Airbus A320) are considered short
airfields. For airplane specific take off performance the pilot must refer to the FCOM.
Effective 29-Apr-11
FLT.OMC
CHAPTER 05
The minimum level-off height for acceleration to climb speed is 400 ft or the
minimum flap retraction height as specified, whichever is greater.
2.
For specific information on take-off limitations the pilot must refer to the performance
section of A320 FCOM
5.4
Effective 29-Apr-11
FLT.OMC
CHAPTER 05
The airplane reaches the minimum altitude over the critical point at
least 10 NM before the point.
LANDING PERFORMANCE
Effective 29-Apr-11
FLT.OMC
CHAPTER 05
C-5-7
Effective 29-Apr-11
5.6
FLT.OMC
CHAPTER 05
Data is provided in the Flight Manual on which the maximum tyre speed is
clearly annotated. The data to be considered are aerodrome pressure altitude,
air temperature and wind speed to enable the maximum TOW to be
calculated. If this weight is lower than what is dictated by any of other
considerations, it becomes the limiting TOW. It follows then that the most
adverse conditions for the tyre speed limitations are a high elevation
aerodrome, a high surface temperature and a tailwind.
5.6.2 Brake Energy Limitations
The ability of the braking system to stop the airplane decreases with increase
in altitude, and/or temperature, and/or weight, and with a tailwind and/or
downhill slope, so the design limitation is reached sooner. This limitation is
normally related to the airplane speed and is referred to as Vmbe. Decision
speed, V1 must never exceed Vmbe. If it does, the all up weight must be
reduced until V1 = Vmbe.
Vmbe is a design limitation on the take off run itself; but if the airplane has had
a period of prolonged taxiing and insufficient time for the brakes to cool before
commencing the takeoff run, the brake temperatures will already be fairly
high. This will reduce their energy absorption capacity, and is a factor, which
cannot be accurately scheduled.
5.6.3 Brake Cooling Schedule
Due to obvious reasons the pilots are required to ensure that the brake
temperature is within the stipulated brake temperatures before takeoff. This is
to ensure that during rejected takeoff the tyres do not burst in critical phase of
takeoff. After takeoff the brake temperatures tend to increase because of
friction during takeoff roll. The pilots are advised by the manufacturers to keep
C-5-8
Effective 29-Apr-11
With the increased weights and speeds of modern transport airplane, tyre
temperatures can become very high. Most tyres are fitted with fusible plugs
which give protection against overpressure due to high wheel temperatures
caused by excessive braking. Every type of tyre has a maximum speed
specified in the Flight Manual to ensure that at maximum TOW the
temperature generated remains within safe limits. Thus VLOF converted to a
groundspeed is the critical speed.
FLT.OMC
CHAPTER 05
Viscous hydroplaning
Dynamic hydroplaning
C-5-9
Effective 29-Apr-11
the landing gear down for additional time to ensure proper brake cooling.
Another reason for the delaying the gear retraction due to high brake
temperatures is to safe guard the hydraulic fluid tank in the wheel well. Brake
fans when installed must be used whenever the brake temperature on any
wheel is capped. Refer relevant FCOM/ FCTM.
FLT.OMC
CHAPTER 05
C-5-10
Effective 29-Apr-11
FLT.OMC
ISSUE II Rev 00
CHAPTER 06
TABLE OF CONTENTS
6.2
Rajasthan Desert..................................................................... 3
6.3
6.4
6.5
6.6
Assam ................................................................................... 4
TOC-6-1
Effective 29-Apr-11
6.
FLT.OMC
ISSUE II Rev 00
CHAPTER 06
C-6-1
Effective
29-Apr-11
FLT.OMC
ISSUE II Rev 00
CHAPTER 06
The wide variety of terrain leads to a wide variety of climatic conditions. These
range from permanent snowfields to tropical coastlands; from areas of virtual
desert in the north-west to fertile, intensively cultivated rice fields in the northeast.
The Indian climate is dominated by the great wind system called the Asiatic
monsoon which is totally unlike any other country's prevailing wind system.
The monsoon reverses direction at certain times of the year. From June to
October India is influenced by the moist rain-bearing monsoon from the southwest and on some mountain ranges facing the sea, rainfall can be very heavy
indeed. The coolest, driest period over most of India is from December to
February when light northerlies bring clear skies and virtually dry weather.
From March to May the climate becomes very hot and the drought continues.
Usually, the monsoon reaches the south during late May or early June,
reaching the north about six weeks later. In some years the rains are
torrential, but in other years they will only be light. The monsoon is then
reckoned to have failed, leading to disastrous crop-growth problems.
India can be divided into seven climatic regions: the northern mountains, the
northern plains, the Rajasthan Desert, the Deccan plateau, the west coast, the
south-east coastlands and Assam in the extreme north-east.
6.1
Northern Mountains
The northern mountains region includes the Himalayas and their foothills.
Some rain can occur all year round and in winter light snow is brought by
disturbances from the west. The main rainy season is from July to October
(during the south-west monsoon). Winters are pleasant and cool at lower
levels, but it can get hot before the monsoon burst. At intermediate levels
(1,800-2,500 meters) the summer climate is very pleasant and cool, and hill
stations such as Dalhousie are popular refuges from the heat of the plains.
C-6-1
Effective
29-Apr-11
India is a large country - about a third of the size of the USA, and includes
vast plains like the Ganges valley and also the world's highest mountains - the
Himalayas.
FLT.OMC
ISSUE II Rev 00
CHAPTER 06
6.2
Rajasthan Desert
The Rajasthan Desert has annual average rainfall figures as low as 250 mm
(10") in places. This area is one of the world's hottest places from May to July,
and the arrival of the monsoon makes little difference to the temperatures.
Indeed July to September are unpleasantly hot and humid. Average maximum
temperatures typically reach 46 C (114 F) in June, and a sweltering 53 C
(127 F) has been recorded. The 'cool' season is from November to March
and is warm, sunny and dry.
6.3
Deccan Plateau
The Deccan peninsula is a low plateau with a different climate from the
coastlands. The three main seasonal divisions apply equally well here, but
rainfall is generally moderate or low. During the hot season, temperatures can
approach those of the northern plains (Average maximum temperature of 40
C/112 F in May at Hyderabad).
6.4
West Coast
The west coast consists of a narrow coastal plain backed by a steep mountain
barrier (the Western Ghats). Rainfall is abundant and heavy during the
monsoon season, and the heat can be very oppressive because of the
C-6-1
Effective
29-Apr-11
Extending from the Punjab to the Ganges delta, the Northern Plains are a lowlying region, and are hot and generally dry from March to June. Occasional
thunderstorms do occur at this season, especially in the east. When the
monsoon arrives in July, temperatures drop slightly in the cloudier weather but
the high humidity makes this season almost as unpleasant as the preceding
hot season - particularly at night. Average rainfall decreases from east to
west, and north-west of Delhi conditions are virtually desert. From December
to February the weather is generally sunny and dry. Nights and early
mornings can feel quite chilly but the days are warm and pleasant. Some light
rain may occur in the west and no part of the region is completely dry at this
time. The contrast between east and west is typified by looking at rainfall data
for July: 325 mm (12.8") at Calcutta, but 180 mm (7.1") at Delhi.
FLT.OMC
ISSUE II Rev 00
CHAPTER 06
humidity. Some hill stations in the Western Ghats have a pleasant climate
during the hot season, but are very wet and cloudy.
6.5
Southern Coastlands
6.6
Assam
Assam (in the extreme north-east) is almost detached from the rest of India by
Bangladesh. It is a region of plains and mountains and has a similar climate to
that of the northern plains and Himalayas, depending on altitude. Significant
rainfall can occur from March to May, but the main rainy season (June to
October) is very wet indeed. Cherrapunji (altitude 4,300 feet/1,300 m) has the
distinction of being one of the three wettest places in the world, with an annual
average rainfall of 10,800 mm (425 ").
C-6-1
Effective
29-Apr-11
In the southern coastlands, the main rains occur in October to December, and
are often associated with cyclones or tropical storms developing in the Bay of
Bengal. Because of the lack of cloud, the period of the south-west monsoon
from June to September can be very unpleasant since temperature and
humidity are very high.
FLT.OMC
ISSUE II Rev 00
CHAPTER 06
C-6-1
Effective
29-Apr-11
FLT.OMC
ISSUE II Rev 04
AERODROME CATEGORY
CHAPTER 07
TABLE OF CONTENT
AERODROME CATEGORY ................................................................... 2
7.1
7.2
7.3
7.4
7.5
7.6
TOC-7-1
Effective 09-Jul-14
7.
FLT.OMC
ISSUE II Rev 04
AERODROME CATEGORY
CHAPTER 07
C-7-1
Effective 09-Jul-14
FLT.OMC
ISSUE II Rev 04
AERODROME CATEGORY
CHAPTER 07
7.
AERODROME CATEGORY
7.1
I.
II.
Runway Characteristics
III.
IV.
Weather considerations
V.
VI.
VII.
ETOPS requirements
VIII.
IX.
X.
XI.
Airport Classification
C-7-2
Effective 09-Jul-14
II.
FLT.OMC
ISSUE II Rev 04
AERODROME CATEGORY
CHAPTER 07
.
7.3
Category A Aerodrome
Effective 09-Jul-14
7.4
FLT.OMC
ISSUE II Rev 04
AERODROME CATEGORY
CHAPTER 07
Jaipur (VIJP)
Karachi International (Pakistan) (OPKC)
King Abdul Aziz International (Jeddah, Saudi Arabia) (OJEN)
King Khaled International (Riyadh, Saudi Arabia) (OERK)
Khajuraho (VAKJ)
Kolkata (VECC)
Kuala Lumpur International (Malaysia) (WMKK)
Lucknow (VILK)
Luxor International (Egypt) (HELX)
Male International (Maldives) (VRMM)
Mumbai (VABB)
Nagpur (VANP)
Penang (Malaysia) (WMKP)
Phuket (Thailand) (VTSP)
Prince Mohammad Bin Abdulaziz (Madina, Saudi Arabia) (OEMA)
Pune (VAPO)
Ranchi (VERC)
Singapore (WSSS)
Sharjah International (Sharjah) (OMSJ)
Tiruchirapalli (VOTR)
Thiruvananthapuram (VOTV)
Utapao International (Thailand) (VTBU)
Vadodara (VABO)
Varanasi (VIBN)
Visakhapatnam (VOVZ)
Category B Aerodrome
Agra (VIAG)
Allahabad (VAAH)
Bagdogra (VEBD)
Belgaum (VOBM)
Bhavnagar (VABV)
Bhopal (VABP)
Bhuj (VABJ)
Carnicobar (VOCX)
C-7-4
Effective 09-Jul-14
7.5
ISSUE II Rev 04
AERODROME CATEGORY
CHAPTER 07
Chabua (VECA)
Dibrugarh (VEMN)
Guwahati (VEGT)
Imphal (VEIM)
Jamnagar (VAJM)
Jammu (VIJU)
Jodhpur (VIJO)
Jorhat (VEJT)
Kanpur (VICX)
Kathmandu (VNKT)
Madurai (VOMD)
Patna (VEPT)
Raipur (VARP)
Rajkot (VARK)
Silchar (VEKU)
Srinagar (VISR)
Tezpur (VETZ)
Udaipur (VAUD)
Category C Aerodrome
7.6
FLT.OMC
Leh (VILH)
Mangalore (VOML)
Port Blair (VOPB)
Seeb International (Muscat) (OOMS)
Emergency Airports
C-7-5
Effective 09-Jul-14
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
TABLE OF CONTENTS
ABU DHABI ............................................................................................... 1
8.1.1
8.1.2
8.1.3
8.1.4
8.2
BANGKOK ................................................................................................. 3
8.2.1
8.2.2
8.2.3
8.2.4
8.2.5
8.3
8.6
JEDDAH ..................................................................................................... 7
8.4.1
8.4.2
8.4.3
8.5
DUBAI ........................................................................................................ 6
8.3.1
8.3.2
8.3.3
8.3.4
8.4
KATHMANDU.......................................................................................... 14
8.6.1
8.6.2
8.6.3
TOC-1
Effective
29-Apr-11
8.1
8.6.4
8.7
CHAPTER 08
SHARJAH ................................................................................................. 30
8.12.1
8.12.2
8.12.3
8.12.4
TOC-2
Effective
29-Apr-11
PHUKET ................................................................................................... 28
8.11.1
8.11.2
8.11.3
8.11.4
8.12
8.11
ISSUE II Rev 00
MUSCAT .................................................................................................. 23
8.9.1
8.9.2
8.9.3
8.9.4
8.10
MALE ....................................................................................................... 22
8.8.1
8.8.2
8.8.3
8.8.4
8.9
FLT.OMC
8.8
8.13
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
SINGAPORE ............................................................................................. 31
CUSTOM AND IMMIGRATION REQUIREMENTS ....................... 31
PROHIBITED GOODS ............................................................................ 31
PUBLIC HEALTH REQUIREMENTS ................................................. 31
ADDITIONAL INFORMATION ........................................................... 32
TOC-3
Effective
29-Apr-11
8.13.1
8.13.2
8.13.3
8.13.4
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
TOC-4
Effective
29-Apr-11
8.1
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
ABU DHABI
C-8-1
Effective 29-Apr-11
Arriving Passengers:
Baggage or articles belonging to disembarking passengers and
crew should be immediately released except for items selected by
the customs authorities for inspection.
Persons of most nationalities who hold a valid passport and onward
ticket with confirmed reservations for the continuation of their
journey may be issued, on arrival in Abu Dhabi, with a transit visa
valid for a period of 72 hours only. Such visas will not be extended
or converted into visitors visas. Persons wishing to enter Abu Dhabi
for longer than 72 hours must obtain an entry permit. The entry
permit must be obtained from the Department of Nationality,
Passports and Residence, Abu Dhabi, on the visitors behalf by a
person legally resident in the area. Holders of such entry permits
will be entitled to receive visas on arrival in Abu Dhabi.
Transit Passenger:
Inspection of baggage belonging to transit passengers is required.
No documents or visas are required of passengers arriving and
departing on the same through flight or transferring to another flight
at the same airport, provided they do not leave the airport precincts
Departing passengers
Inspection of baggage belonging to embarking passengers is not
required.
On departure all passengers must complete an embarkation card
and are required to produce their passports for inspection.
Crew:
A flight crew member whose name appears on the crew list and
who retains his license in his possession when embarking and
disembarking and remains at the airport where the aircraft has
stopped or within the confines of city adjacent there to and who
departs on the same aircraft or his companies next regularly
scheduled flights out of Abu Dhabi is not required to present any
additional document.
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
No Routine Requirements
General
Declaration
Passenger
Manifest
Cargo Manifest
Immigration
NIL
NIL
NIL
NIL
NIL
NIL
NIL
NIL
Health
Customs
Total
C-8-2
Effective 29-Apr-11
8.2
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
BANGKOK
C-8-3
Effective 29-Apr-11
A flight crew member and a crew member who are on duty and retain their
valid licenses or their certificates in their possession may enter into Thailand
for a period of up to 30 days without a passport or visa.
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
C-8-4
Effective 29-Apr-11
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
All liquids, gels, aerosols and the like bought from the duty-free
shops at the airport or on board aircraft are exempted from the
requirements stated in items 1, 2 and 3 but they must be
packed in a transparent sealed plastic bag without reopening
sign after buying. Also, the receipt shall be clearly displayed
and the date of purchase shall coincide with the day of travel of
normal, transit or transfer passengers. For the passengers
benefit before shopping in duty-free shops at the airports,
please check the information with the shops or the airlines for
the regulations on the carriage of liquids, gels, aerosols and the
like which are practised at the airport of your destination, transit
and transfer.
The documents required for clearance of aircraft on entry and
departure to and from the Kingdom of Thailand must be submitted
by authorized agent or pilot-in-command. All documents are
acceptable when completed in legible English. No visas are
required in connection with such documents.
Aircraft Documents Required are as follows:
Arrival
Required By
Airport Authority
Customs
Immigration
Health
Plant Quarantine
Total
General
Declaration
1
1
2
1
NIL
5
C-8-5
Passenger
Manifest
1
1
3
1
NIL
6
Cargo Manifest
1
2
NIL
NIL
1
4
Effective 29-Apr-11
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
Departure
Required By
Passenger
Manifest
Cargo
Manifest
Store
List
NIL
1
2
NIL
4
1
3
NIL
5
2
NIL
NIL
4
1
NIL
NIL
1
Airport
Authority
Customs
Immigration
Health
Total
8.3
DUBAI
Effective 29-Apr-11
General
Declaration
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
No Routine Requirements
General
Declaration
1
NIL
2
3
Passenger
Manifest
1
NIL
1
2
Cargo Manifest
1
NIL
1
2
JEDDAH
C-8-7
Effective 29-Apr-11
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
8.5
Effective 29-Apr-11
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
Effective 29-Apr-11
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
Textile articles.
Typewriters.
Glassware.
Telephones.
Electric smoothing irons.
Video cassette recorders.
Slide projectors.
Electric lamps and light fittings.
Food grinders and mixers.
Rice cooker.
Electric kettles.
Gramophone records.
Razors and razor blades.
Kitchen knives.
Locks and padlocks.
Lamp shades.
Handbags.
Playing cards.
Fruits (fresh and preserved).
Chocolates.
Ginseng.
Calendars.
Car accessories.
Footwear.
Golf balls.
Malaysians or visitors may import some goods duty free if they
satisfy the following conditions;
That the visitor satisfies the Customs Officer that he is not normally
resident in Malaysia and intends to visit Malaysia for a period of not
less than 72 hours. In the case of Malaysians, that the person had
left the country for a period of not less than 72 hours. (For Federal
Territory of Labuan, the period is 24 hours and Langkawi, the period
is 48 hours).The allowances are:
Wine, spirits or malt liquor not exceeding 1 litre in all.
Tobacco not exceeding 225 grams (equivalent to 200
cigarettes)
C-8-10
Effective 29-Apr-11
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
Effective 29-Apr-11
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
Effective 29-Apr-11
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
Effective 29-Apr-11
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
8.6
All Crew members are required to produce their baggage at the Red
channel only. Baggage may be examined in such a manner as
deemed necessary and it shall be the duty of the person in charge
of the baggage to produce, open, unpack and repack such
baggage.
For flight crew members on schedule services who keep
possession of their license when embarking or disembarking,
remain at the airport where the aircraft has stopped or within the
confines of the cities adjacent there to, and depart on the same
aircraft or on their next regularly scheduled flight out of Nepal, the
crew member or certificate is excepted in lieu of passport for
temporary admission into Nepal. This provision is also applicable if
the crew the member enters Nepal by other means of transport for
the purpose of joining an aircraft.
No custom formalities are normally required for departing
passengers unless it is required to do so. However, restrictions on
the carriage of foreign cash currency in and out of the country
remain enforce. Visitors can export souvenirs to their respective
C-8-14
Effective 29-Apr-11
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
countries. However, the export of antiques and precious and semiprecious stones requires a clearance and certificate from the
department of archaeology..
Personal effects of the passenger are permitted free entry. They are
allowed to bring consumable article such as liquor 1 bottle of 1.15L,
200 sticks of cigarette, 15 rolls of photo film and 12 rolls of movie
camera films.
Visitors are allowed to carry one binocular, one camera, one video
camera, one radio, one tape recorder, one by-cycle, one wrist
watch, one set of fountain pen, perambulator, 10 disk records into
the country for personal use on condition that they are declared and
are to be taken back on return.
Carrying narcotics, arms and ammunition are strictly prohibited.
Gold, silver, precious stones, wild animals and their skins, horns
etc., all drugs whether processed or in their natural state are
prohibited to export
Flight documentation to be carried are as follows: Current Maintenance released issued in relation to the
aeroplane.
Airplane Flight Manual
Licence in respect of the radio station.
Technical log.
Operations manual.
Operational Flight Plan.
ATC Flight Plan.
C-8-15
Effective 29-Apr-11
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
8.7
General
Declaration
1
1
1
3
Passenger
Manifest
1
1
1
3
Cargo Manifest
1
NIL
1
2
KAULA LAMPUR
Effective 29-Apr-11
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
Effective 29-Apr-11
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
Gramophone records.
Razors and razor blades.
Kitchen knives.
Locks and padlocks.
Lamp shades.
Handbags.
Playing cards.
Fruits (fresh and preserved).
Chocolates.
Ginseng.
Calendars.
Car accessories.
Footwear.
Golf balls.
Malaysians or visitors may import some goods duty free if they
satisfy the following conditions;
That the visitor satisfies the Customs Officer that he is not normally
resident in Malaysia and intends to visit Malaysia for a period of not
less than 72 hours. In the case of Malaysians, that the person had
left the country for a period of not less than 72 hours. (For Federal
Territory of Labuan, the period is 24 hours and Langkawi, the period
is 48 hours). The allowances are:
Wine, spirits or malt liquor not exceeding 1 litre in all.
Tobacco not exceeding 225 grams (equivalent to 200
cigarettes)
Matches not exceeding 100 sticks.
Cosmetics, soaps and dentifrices, in open containers to a total
value not exceeding RM200.
New wearing apparels not exceeding 3 pieces.
New footwear not exceeding one pair.
Portable electrically and battery operated appliances for
personal care and hygiene not exceeding 1 unit each.
Flight crew members will be accorded temporary admission during
an aircraft stay in any airport on production of either licences or
valid crew member certificates issued by the State or Registry to the
aircraft.
C-8-18
Effective 29-Apr-11
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
Effective 29-Apr-11
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
Turtle eggs.
Daggers and flick knives.
Sodium arsenite.
Intoxicating liquors containing any lead or compound of lead of
more than 3.46 milligrams per liter, whether in the form of copper or
any compound of copper.
Broadcast receivers capable of receiving radio communication
within the ranges (68-87) MHz and (108- 174) MHz except those
designed to receive meteorological broadcasts at spot frequencies
(except those for the use of the telecommunication authorities).
Pens, pencils and other articles resembling syringes.
Poisonous chemicals i.e. crocidolite, Polybrominated Biphenyls,
Poly-chlorinated Biphenyls, Polychlorinated Terphenyls and Tris
(2,3 - dibromopropyl) Phosphate.
Cloth bearing the imprint or reproduction of any verses of the
Quran.
All multicolor copying machines including Rank Xerox 6500, Canon
NP Color T and Ricoh Color 500.
Effective 29-Apr-11
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
Effective 29-Apr-11
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
C-8-22
Effective 29-Apr-11
8.8
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
8.9
Effective 29-Apr-11
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
Effective 29-Apr-11
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
General
Declaration
1
C-8-25
Passenger
Manifest
1
Cargo Manifest
2
Effective 29-Apr-11
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
Immigration
Health
Total
3
2
6
General
Declaration
1
3
0
4
Passenger
Manifest
0
3
0
3
General
Declaration
1
2
1
4
Passenger
Manifest
1
3
2
6
1
1
4
Transit:Required By
Customs
Immigration
Health
Total
Cargo Manifest
2
0
0
2
Departure:Required By
Customs
Immigration
Health
Total
8.10
Cargo Manifest
2
1
1
4
Note:
One copy of the General Declaration is endorsed and returned by
Customs, signifying clearance.
For the purposes of this regulation, a transit flight is deemed to be one
when no passengers embark or disembark and no articles are loaded
or unloaded. In the latter case, a - NIL - Cargo Manifest satisfies the
requirement.
PAYA LEBAR
C-8-26
Effective 29-Apr-11
3
1
5
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
The following items are NOT allowed to be imported into Paya Lebar:
Firecrackers
Effective 29-Apr-11
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
Any pilot who has attained his 65th birthday shall not be permitted
to act as pilot-in-command of an aircraft engaged in scheduled
international air services or non-scheduled international air transport
operations within Singapore airspace.
Aircraft Documents Required are as follows:-
Required By
Immigration
Health
Customs
Total
8.11
General
Declaration
2
1
1
4
Passenger
Manifest
2
1
1
4
Cargo Manifest
NIL
NIL
1
1
Note:
One copy of the General Declaration is endorsed and returned by
Customs, signifying clearance.
If no passengers are embarking (disembarking) and no articles are
laden (unladen), no aircraft documents except copies of the General
Declaration need be submitted to the above authorities
PHUKET
C-8-28
Effective 29-Apr-11
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
Effective 29-Apr-11
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
8.12
SHARJAH
No restriction.
General
Declaration
1
C-8-30
Passenger
Manifest
1
Cargo Manifest
NIL
Effective 29-Apr-11
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
Health
Customs
Total
1
1
3
1
1
3
1
1
2
8.13
SINGAPORE
Firecrackers
Effective 29-Apr-11
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
Any pilot who has attained his 65th birthday shall not be permitted
to act as pilot-in-command of an aircraft engaged in scheduled
international air services or non-scheduled international air transport
operations within Singapore airspace
Aircraft Documents Required are as follows:Required By
Immigration
Health
Customs
Total
General
Declaration
2
1
1
4
Passenger
Manifest
2
1
1
4
Cargo Manifest
NIL
NIL
1
1
Note:
One copy of the General Declaration is endorsed and returned by
Customs, signifying clearance.
If no passengers are embarking (disembarking) and no articles are
laden (unladen), no aircraft documents except copies of the General
Declaration need be submitted to the above authorities.
C-8-32
Effective 29-Apr-11
FLT.OMC
Chapter-09
UAE GENERAL
BRIEF
TOC-1
Effective 29-Apr-11
FLT.OMC
Chapter-09
TOC-1
Effective 29-Apr-11
FLT.OMC
Chapter-09
Table of Contents
Medical Emergencies ........................................................... 2
1.2
1.3
1.4
1.5
TOC-1
Effective 29-Apr-11
1.1
FLT.OMC
Chapter-09
UAE-1
Effective 29-Apr-11
FLT.OMC
Chapter-09
There have been Incidents reported where crew has shown their
inability to hold in the vicinity of their destination aerodrome prior to
landing because of a shortage of fuel have indicated a lack of
understanding by operators and crews of the situation existing in
busy UAE terminal areas.
'NO delay expected' means in these circumstances:
'DO not anticipate being required to remain in a holding pattern
longer than 20 minutes before commencing an approach'.
Where a delay greater than 20 minutes is expected, the controller will
pass an EAT. When delays are expected to be less than 20 minutes,
controllers will, when requested, give a general indication of the
expected delay.
Traffic situations in the terminal areas can change very quickly even
though 'No delay expected' will often mean precisely that, crews
should expect that on occasions some holding will be required before
they are fitted into the final approach pattern.
Pilots should also be aware that although every effort will be made to
expedite their arrival, a call such as 'Fuel Emergency' has no status
UAE-2
Effective 29-Apr-11
1.2
Medical Emergencies
FLT.OMC
Chapter-09
in the UAE and ATC cannot give priority to an aircraft with a shortage
of fuel unless an emergency is declared.
A radio call prefixed by MAYDAY for distress or PAN for urgency will
ensure priority handling but the aeroplane's actual fuel state should
reflect the seriousness of the emergency call. A commander should
only make such a call when he believes the aircraft to be in danger,
not because the fuel state has fallen below the amount needed to
comply with formula given above.
UAE-3
Effective 29-Apr-11
1.3
FLT.OMC
Chapter-09
1.4
Policy
When ATC units are informed or it becomes apparent that an aircraft
unable to meet the specified navigational requirements of the sector
to be flown within the Emirates FIR is about to enter, entry clearance
to that sector will be denied. Particular attention should therefore be
paid to correctly completing Field 10 - Equipment of the Flight Plan
form.
On request an alternative clearance via another route or at a different
level or altitude will be provided to aircraft able to comply with the
navigational requirements specified for another sector.
Note: RNAV equipment, certified as RNP5 compliant, is required within the
Dubai CTA.
UAE-4
Effective 29-Apr-11
FLT.OMC
Chapter-09
Note: In these cases, transit of the FIR will not be permitted but the aircraft
will be allowed to land at an airport in the UAE.
Unserviceable Transponder
UAE-5
Effective 29-Apr-11
Contingencies
The policy detailed above will not apply in the following cases:
In the event an emergency is declared.
Aircraft those are not able to meet specified requirements due to
in-flight failure or degradation of the RNAV system.
FLT.OMC
ISSUE II
TOC- DOM
S. No
Station
Details
Agartala
Ahmedabad
29-Apr-11
29-Apr-11
Bagdogra
09-Jul-14
Bangalore
29-Apr-11
Bhubaneswar
29-Apr-11
Chandigarh
04-Dec-12
Chennai
29-Apr-11
Cochin
29-Apr-11
Coimbatore
04-Dec-12
10
Delhi
29-Apr-11
11
Diburgarh
09-Jul-14
12
Goa
04-Dec-12
13
Guwahati
29-Apr-11
14
Hyderabad
04-Dec-12
15
Imphal
29-Apr-11
16
Indore
29-Apr-11
17
Jaipur
29-Apr-11
18
Jammu
09-Jul-14
19
Kolkata
29-Apr-11
20
Lucknow
29-Apr-11
21
Mumbai
09-Jul-14
22
Nagpur
29-Apr-11
23
Patna
09-Jul-14
24
Pune
29-Apr-11
25
Raipur
04-Dec-12
26
Ranchi
09-Jul-14
27
Srinagar
09-Jul-14
28
Surat
04-Dec-12
29
Trivandrum
29-Apr-11
30
Vadodara
29-Apr-11
31
Varanasi
09-Jul-14
32
Visakhapatnam
04-Dec-12
ADD-TOC
Effective 09-Jul-14
FLT.OMC
ISSUE II
TOC- DOM
ADD-TOC
Effective 09-Jul-14
FLT.OMC
DOMESTIC AERODROME
AGARTALA
VEAT
(AGARTALA)
TOC-1
Effective 29-Apr-11
FLT.OMC
DOMESTIC AERODROME
AGARTALA
TOC-2
Effective 29-Apr-11
FLT.OMC
DOMESTIC AERODROME
AGARTALA
TABLE OF CONTENTS
Location ................................................................................ 2
1.2
1.3
Weather ................................................................................. 2
1.4
1.5
Alternates .............................................................................. 3
1.6
1.7
1.8
1.9
1.10
1.11
1.12
1.13
TOC-3
Effective 29-Apr-11
1.1
FLT.OMC
DOMESTIC AERODROME
AGARTALA
VEAT-1
Effective 29-Apr-11
FLT.OMC
DOMESTIC AERODROME
AGARTALA
AGARTALA
IATA
ICAO
ARP Coordinates
:
:
:
IXA
VEAT
235237.3N 0911424E
1.1
Location
Weather
Agartala is situated in a plain along the Haora River, though the city also
extends to the low lying hills on its northern parts.
Agartala has a monsoon influenced humid subtropical climate with high
levels of precipitation almost all year. The city experiences long, hot and
wet summers that last from April to October. Average temperatures are
around 28 C (82 F), fluctuating with rainfall. There is a short, mild winter
from mid-November to early March, with mostly dry conditions and average
temperatures around 18 C (64 F).
1.4
RWY Details
RWY
18
36
HDG
M
185
005
TORA
(M)
2286
2286
TODA
(M)
2286
2286
ASDA
(M)
2286
2286
VEAT-2
LDA
(M)
2152
2286
ELEVATION
(ft)
45
48
SLOPE
(%)
0.03
-0.03
Effective 29-Apr-11
1.5
FLT.OMC
DOMESTIC AERODROME
AGARTALA
Alternates
AIRPORT
GUWAHATI
KOLKATA
ICAO
VEGT
VECC
IATA
GAU
CCU
Dist
132
186
Remarks
Metrological Facilities
MET availability H24, METAR issued every 30Mins during Watch Hrs.
1.8
Airfield Data
Navigation Facilities :
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
RWY lights
TWY Markings
TWY Lights
Conditions
1.9
:
:
:
:
:
:
:
:
:
:
ILS RWY 18
VOR RWY 36
CIRCLING NDB
Not Available
14.1 M (46FT)
A
7
Jet A-1
Designation, THR, TDZ, Centerline, Edge
THR, Edge, End
Center line, holding positions
Edge
Restricted
VEAT-3
Effective 29-Apr-11
1.6
FLT.OMC
DOMESTIC AERODROME
AGARTALA
:
:
IndiGo
ixa@goindigo.in,
arindam.debbarma@goindigo.in
0- 9862044373 Asst. Manager C.S
0- 9862044373
VEAT-4
Effective 29-Apr-11
Company
E-mail
FLT.OMC
DOMESTIC AERODROME
AGARTALA
VEAT-5
Effective 29-Apr-11
FLT.OMC
DOMESTIC AERODROME
AHMEDABAD
VAAH
(AHMEDABAD)
TOC-1
Effective 29-Apr-11
FLT.OMC
DOMESTIC AERODROME
AHMEDABAD
TOC-2
Effective 29-Apr-11
FLT.OMC
DOMESTIC AERODROME
AHMEDABAD
TABLE OF CONTENTS
Location ................................................................................ 2
1.2
1.3
Weather ................................................................................. 2
1.4
1.5
Alternates .............................................................................. 3
1.6
1.7
1.8
1.9
1.10
1.11
1.12
1.13
TOC-3
Effective 29-Apr-11
1.1
FLT.OMC
DOMESTIC AERODROME
AHMEDABAD
VAAH-1
Effective 29-Apr-11
FLT.OMC
DOMESTIC AERODROME
AHMEDABAD
AHMEDABAD
:
:
:
AMD
VAAH
230416.28N 0723735.15E
Location
Weather
Ahmedabad has a hot semi-arid climate. There are three main seasons,
summer, monsoon and winter. Aside from the monsoon season, the climate
is dry. The weather is hot through the months of March to June the
average summer maximum is 45 C (113 F), and the average minimum is
23 C (73 F).
From November to February, the average maximum temperature is 30 C
(85 F), the average minimum is 15 C (59 F), and the climate is extremely
dry. Cold northerly winds are responsible for a mild chill in January.
The southwest monsoon brings a humid climate from mid-June to midSeptember. The average annual rainfall is about 76.0 cm (36.7 inches), but
VAAH-2
Effective 29-Apr-11
IATA
ICAO
ARP Coordinates
FLT.OMC
DOMESTIC AERODROME
AHMEDABAD
infrequent heavy torrential rains cause the river to flood. The highest
temperature recorded is 47 C (116.6 F) and the lowest is 5 C (41 F).
1.4
RWY Details
RWY
05
23
1.5
HDG
M
045
225
TORA
(M)
3505
3505
ASDA
(M)
3505
3505
LDA
(M)
3505
3505
ELEVATION
(M)
180
189
SLOPE
(%)
0.07
-0.07
Alternates
AIRPORT
VADODARA
MUMBAI
1.6
TODA
(M)
3505
3505
ICAO
VABO
VABB
IATA
BDQ
BOM
Dist
55
248
Remarks
Metrological Facilities
Airfield Data
Navigation Facilities :
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
:
:
:
:
:
:
RWY lights
TWY Markings
TWY lights
:
:
:
ILS RWY 23
VOR RWY 05
In Use
57.53 M (189FT)
A
9
Jet A-1
Designation, THR, TDZ, Centreline, Aiming
Point
THR, Edge &End lights
Centreline and Holding Positions.
Edge lights, Signage
VAAH-3
Effective 29-Apr-11
Conditions
1.9
FLT.OMC
DOMESTIC AERODROME
AHMEDABAD
Unrestricted
:
:
:
:
:
IndiGo
amd@goindigo.in,
arvind.bhandari@goindigo.in
+91-9898586720 (Manager C.S)
+91-79-22858106/07
+91--9725040718-19
VAAH-4
Effective 29-Apr-11
FLT.OMC
DOMESTIC AERODROME
AHMEDABAD
VAAH-5
Effective 29-Apr-11
FLT.OMC
ISSUE II Rev 04
DOMESTIC AERODROME
BAGDOGRA
VEBD
(BAGDOGRA)
Effective 09-Jul-14
FLT.OMC
ISSUE II Rev 04
DOMESTIC AERODROME
BAGDOGRA
Effective 09-Jul-14
FLT.OMC
ISSUE II Rev 04
DOMESTIC AERODROME
BAGDOGRA
TABLE OF CONTENT
Location ................................................................................ 2
1.2
1.3
Weather ................................................................................. 2
1.4
1.5
Alternates .............................................................................. 3
1.6
1.7
1.9
1.10
1.11
1.12
1.13
1.14
TOC-1
Effective 09-Jul-14
1.1
FLT.OMC
ISSUE II Rev 04
DOMESTIC AERODROME
BAGDOGRA
TOC-2
Effective 09-Jul-14
FLT.OMC
ISSUE II Rev 04
DOMESTIC AERODROME
BAGDOGRA
BAGDOGRA
:
:
IXB
VEBD
ARP Coordinates
2641'07" N 08819'48" E
Location
Weather
VEBD-1
Effective 09-Jul-14
IATA
ICAO
1.4
ISSUE II Rev 04
DOMESTIC AERODROME
BAGDOGRA
HDG
M
182
002
TORA
(M)
2743
2743
TODA
(M)
2743
2743
ASDA
(M)
2995
2995
LDA
(M)
2743
2743
ELEVATION
(FT)
410
390
SLOPE
(%)
-0.22
0.22
Alternates
AIRPORT
KOLKATA
ICAO
VECC
IATA
CCU
Dist
262
GUWAHATI
VEGT
GAU
179
RANCHI
VERC
IXR
340
Remarks
NIL
As per
watch hours
As per
watch hours
Metrological Facilities
MSA
2200 FT
091-180**
13,000 FT
181-270**
11,000 FT
VEBD-2
Effective 09-Jul-14
18
36
1.6
FLT.OMC
RWY Details
RWY
1.5
1.9
FLT.OMC
ISSUE II Rev 04
DOMESTIC AERODROME
BAGDOGRA
Airfield Data
VOR DME 36
SRA
36
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
:
:
:
:
:
RWY lights
TWY Markings
TWY Lights
Conditions
:
:
:
:
:
IndiGo
ixb@goindigo.in,
joydeep.sarkar@goindigo.in
+91- 9836870167
AIRWAY
MANUAL
VEBD-3
for
Communication
Failure
Effective 09-Jul-14
Navigation Facilities :
FLT.OMC
ISSUE II Rev 04
DOMESTIC AERODROME
BAGDOGRA
2)
During taxing in/out parked in bay 01 and 02, use minimum power to
avoid damage to ATC building.
3)
4)
5)
6)
7)
8)
VEBD-4
Effective 09-Jul-14
1)
FLT.OMC
ISSUE II Rev 04
DOMESTIC AERODROME
BAGDOGRA
Destination
ATS Route
W137
VECC/VIDP
W69/W105
Routing
Climb straight ahead to BBD/5.0D and
commence right climbing turn towards
BBD remaining within BBD
7DME.Crossing BBD, intercept BBD/R-101
and further proceed towards OPIMO.
Continue climb to MEA
Climb straight ahead to BBD/5.0D and
commence right climbing TURN to
intercept BBD/R-211 and further proceed
towards LOTPU..
Continue climb to MEA
VEBD-5
Effective 09-Jul-14
VEGT
FLT.OMC
ISSUE II Rev 04
DOMESTIC AERODROME
BAGDOGRA
Destination
ATS Route
Routing
W137
VEBD-6
Effective 09-Jul-14
VEGT
FLT.OMC
DOMESTIC AERODROME
BANGALORE
VOBL
(BANGALORE)
TOC-1
Effective
29-Apr-11
FLT.OMC
DOMESTIC AERODROME
BANGALORE
TOC-2
Effective
29-Apr-11
FLT.OMC
DOMESTIC AERODROME
BANGALORE
TABLE OF CONTENTS
Location ................................................................................ 2
1.2
1.3
Weather ................................................................................. 2
1.4
1.5
Alternates .............................................................................. 3
1.6
1.7
1.8
1.9
1.10
1.11
1.12
1.13
TOC-3
Effective
29-Apr-11
1.1
FLT.OMC
DOMESTIC AERODROME
BANGALORE
VOBL-1
Effective 29-Apr-11
FLT.OMC
DOMESTIC AERODROME
BANGALORE
BANGALORE
:
:
:
BLR
VOBL
131155.92N 0774219.70E
Location
Weather
VOBL-2
Effective 29-Apr-11
IATA
ICAO
ARP Coordinates
FLT.OMC
DOMESTIC AERODROME
BANGALORE
1.4
RWY Details
RWY
09
27
1.5
HDG
M
92
272
TORA
(M)
4000
4000
ASDA
(M)
4000
4000
LDA
(M)
4000
4000
ELEVATION
(M)
3001
2917
SLOPE
(%)
-0.64
0.64
Alternates
AIRPORT
COIMBATORE
CHENNAI
1.6
TODA
(M)
4000
4000
ICAO
VOCB
VOMM
IATA
CJB
MAA
Dist
138
145
Remarks
Metrological Facilities
Airfield Data
Navigation Facilities :
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
:
:
:
:
:
:
RWY lights
ILS RWY 27
ILS RWY 09
In Use
915 M (3004FT)
A
9
Jet A-1
Designation, THR, TDZ, Centerline, Aiming
Point, Side stripe
THR, Edge &End lights
VOBL-3
Effective 29-Apr-11
During months of April-may surface winds a light and variable. The summer
heat is moderated by fairly frequent thunderstorms, which occasionally
cause power outages and local flooding.
During winters low stratus clouds can cover the airfield, they occur mainly
in the morning, during this season. On few occasion smoke haze lifted from
city can affect visibility. Expect low level cloud and fog activity in winter
months
FLT.OMC
DOMESTIC AERODROME
BANGALORE
TWY lights
Conditions
:
:
1.9
:
:
:
:
:
IndiGo
blr@goindigo.in,
vivek.dharmadhikari@goindigo.in
Airport Manager +91-9901999699
+91-80-66785454
+91-9900196462
VOBL-4
Effective 29-Apr-11
TWY Markings
FLT.OMC
DOMESTIC AERODROME
BANGALORE
VOBL-5
Effective 29-Apr-11
FLT.OMC
DOMESTIC AERODROME
BHUBANESHWAR
(BHUBANESHWAR)
TOC-1
Effective 29-Apr-11
VEBS
FLT.OMC
DOMESTIC AERODROME
BHUBANESHWAR
TOC-2
Effective 29-Apr-11
FLT.OMC
DOMESTIC AERODROME
BHUBANESHWAR
TABLE OF CONTENTS
Location ................................................................................ 2
1.2
1.3
Weather ................................................................................. 2
1.4
1.5
Alternates .............................................................................. 3
1.6
1.7
1.8
1.9
1.10
1.11
1.12
1.13
TOC-3
Effective 29-Apr-11
1.1
FLT.OMC
DOMESTIC AERODROME
BHUBANESHWAR
VEBS-1
Effective 29-Apr-11
FLT.OMC
DOMESTIC AERODROME
BHUBANESHWAR
BHUBANESHWAR
:
:
:
BBI
VEBS
201448.2N 0854906.7E
Location
Weather
The city has a tropical climate, specifically a tropical wet and dry climate.
The average temperatures range between a minimum of around 10 C in
the winter to a maximum of 40 C to 45 C in summer.
Sudden afternoon thunderstorms are common in April and May. The southwest monsoons appear in June. The average annual rainfall is 154 cm,
most of which is recorded between June and October. From month of
June-October Strong winds are associated with depression in North Bay.
These are the rainiest months. Mean total rainfall during these months can
be up to 325mm and rains can stretch for 15days a month. In months of
October-November winds are light and variable. Precipitation occurs under
influence of depression and tropical cyclones in central bay.
VEBS-2
Effective 29-Apr-11
IATA
ICAO
ARP Coordinates
1.4
DOMESTIC AERODROME
BHUBANESHWAR
HDG
M
144
324
TORA
(M)
2743
2743
TODA
(M)
2743
2743
ASDA
(M)
2803
2803
LDA
(M)
2743
2743
ELEVATION
(M)
104
122
SLOPE
(%)
0.21
-0.21
Alternates
AIRPORT
KOLKATA
NAGPUR
ICAO
VECC
VANP
IATA
CCU
NAG
Dist
220
383
Remarks
Metrological Facilities
Airfield Data
Facilities
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
:
:
:
:
:
:
RWY lights
TWY Markings
:
:
TWY lights
Conditions
:
:
ILS RWY 14
VOR RWY 32
Not Available
42.1 M (138FT)
A
9
Jet A-1
Designation, THR, TDZ, Centerline, Aiming
Point, Side stripe
THR, Edge &End lights
Edge & RWY Holding positions,
Intermediate, TWY, Holding markings
Only Edge lights
Unrestricted
VEBS-3
Effective 29-Apr-11
14
32
1.6
FLT.OMC
RWY Details
RWY
1.5
1.9
FLT.OMC
DOMESTIC AERODROME
BHUBANESHWAR
:
:
:
:
:
IndiGo
bbi@goindigo.in, g.praveen@goindigo.in
0-9937056502 / 09000118080 Manager(CS)
0674-2595016
0-9937020733
VEBS-4
Effective 29-Apr-11
FLT.OMC
DOMESTIC AERODROME
BHUBANESHWAR
VEBS-5
Effective 29-Apr-11
FLT.OMC
DOMESTIC AERODROME
CHANDIGARH
VICG
(CHANDIGARH)
Effective 04-Dec-12
FLT.OMC
DOMESTIC AERODROME
CHANDIGARH
Effective 04-Dec-12
FLT.OMC
DOMESTIC AERODROME
CHANDIGARH
TABLE OF CONTENTS
Location ..............................................................................1
1.2
1.3
Weather ..............................................................................1
1.4
RWY Details........................................................................2
1.5
Alternates ............................................................................2
1.6
1.7
1.8
1.9
1.10
1.11
1.12
1.13
Effective 04-Dec-12
1.1
FLT.OMC
DOMESTIC AERODROME
CHANDIGARH
Effective 04-Dec-12
FLT.OMC
DOMESTIC AERODROME
CHANDIGARH
CHANDIGARH
:
:
:
IXC
VICG
304029N 0764726E
This briefing is to be read in conjunction with the current Company and IAF
documentation available in on Board Jeppesen Manual. In case a conflict
exists between this material and Jeppesen (Company and IAF
documentation), the latter takes priority.
1.1
Location
Weather
VICG-1
Effective
04-Dec-12
IATA
ICAO
ARP Coordinates
FLT.OMC
DOMESTIC AERODROME
CHANDIGARH
comes from the North West or North East. The average annual rainfall
received by the city of Chandigarh is 1110.7mm while the highest rainfall
received by the city in a day is 195.5 mm are humid and sultry, but reduces
the temperatures of hot summer days.
1.4
RWY Details
RWY
11
29
1.5
1.6
HDG
M
114
294
TORA
(M)
2734
2743
TODA
(M)
3132
3139
ASDA
(M)
3040
3048
LDA
(M)
2743
2743
ELEVATION
(ft.)
1028
1028
SLOPE
(%)
0.00
0.00
Alternates
AIRPORT
ICAO
IATA
Dist
DELHI
JAIPUR
VIDP
VIJP
DEL
JAI
142
210
Remarks
Metrological Facilities
MET availability during watch Hrs, METAR issued every 30Mins during watch
Hrs.
VICG-2
Effective
04-Dec-12
1.8
FLT.OMC
DOMESTIC AERODROME
CHANDIGARH
Airfield Data
ILS RWY 11
VOR RWY 29
SID/STAR
Not Available
Elevation
313.34M (1028FT)
Airfield Category
F/F category
Fuel
Jet A-1
RWY Markings
RWY lights
TWY Markings
TWY Lights
Edge
Conditions
Restricted
1.9
2.
3.
VICG-3
Effective
04-Dec-12
Navigation Facilities :
4.
FLT.OMC
DOMESTIC AERODROME
CHANDIGARH
b)
c)
d)
e)
f)
VICG-4
Effective
04-Dec-12
a)
FLT.OMC
DOMESTIC AERODROME
CHANDIGARH
Caution: Crew are advised not to use the additional turn guidance on
both end of Runway. These additional turn guidance are to enable
the manoeuver of IL-76 Aircraft.
Taxi Procedure:
Parking Stand 1, 2, 3 are Power In/Power Out
Taxi-In Procedures:
Taxi-Out Procedures:
VICG-5
Effective
04-Dec-12
FLT.OMC
DOMESTIC AERODROME
CHANDIGARH
VICG-6
Effective
04-Dec-12
FLT.OMC
DOMESTIC AERODROME
CHENNAI
VOMM
(CHENNAI)
TOC-1
Effective
29-Apr-11
FLT.OMC
DOMESTIC AERODROME
CHENNAI
TOC-2
Effective
29-Apr-11
FLT.OMC
DOMESTIC AERODROME
CHENNAI
TABLE OF CONTENTS
Location ................................................................................ 2
1.2
1.3
Weather ................................................................................. 2
1.4
1.5
Alternates .............................................................................. 3
1.6
1.7
1.8
1.9
1.10
1.11
1.12
1.13
TOC-3
Effective
29-Apr-11
1.1
FLT.OMC
DOMESTIC AERODROME
CHENNAI
VOMM-1
Effective
29-Apr-11
FLT.OMC
DOMESTIC AERODROME
CHENNAI
CHENNAI
:
:
:
MAA
VOMM
125941.7N 0801031.8E
Location
Chennai airfield is situated 14kms southwest of the city with trees and
shrubs on take-off and approach path. No significant high ground in the
vicinity. MSA is generally 1800 feet except for the Northwest sector, which
is 2300 feet. Within 10 NM, the MSA is 1800 feet all round.
1.2
Weather
Chennai has a tropical climate, specifically a tropical wet and dry climate.
The city lies on the thermal equator and is also on the coast, which
prevents extreme variation in seasonal temperature. The weather is hot
and humid for most of the year.
The hottest part of the year is late May to early June, with maximum
temperatures around 3842 C. The coolest part of the year is January,
with minimum temperatures around 1820 C.
The average annual rainfall is about 51 in. The city gets most of its
seasonal rainfall from the north-east monsoon, from October to December.
Cyclones in the Bay of Bengal sometimes hit the city. Prevailing winds in
Chennai are usually south-westerly between April and October and
remains north-easterly rest of the year.
VOMM-2
Effective
29-Apr-11
IATA
ICAO
ARP Coordinates
FLT.OMC
DOMESTIC AERODROME
CHENNAI
1.4
RWY Details
RWY
07
25
12
30
1.5
HDG
M
071
251
120
300
TORA
(M)
3658
3658
2085
2085
ASDA
(M)
3708
3718
2085
2085
LDA
(M)
3658
3658
1942
1755
ELEVATION
(M)
40
52
32
46
SLOPE
(%)
0.11
-0.11
0.20
-0.20
Alternates
AIRPORT
BANGALORE
HYDERABAD
1.6
TODA
(M)
3811
3863
2235
2235
ICAO
VOBL
VOHS
IATA
BLR
HYD
Dist
145
274
Remarks
Metrological Facilities
Airfield Data
Navigation Facilities :
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
:
:
:
:
:
ILS RWY 07
ILS RWY 25
VOR RWY 12
VOR RWY 30
In Use
15.85 M (52FT)
A
9
Jet A-1
VOMM-3
Effective
29-Apr-11
FLT.OMC
DOMESTIC AERODROME
CHENNAI
RWY lights
TWY Markings
:
:
TWY lights
Conditions
:
:
1.9
:
:
:
:
:
IndiGo
maa@goindigo.in,
saptarishi.mukerjee@goindigo.in
9500050613- Airport Manager
N/A
N/A
VOMM-4
Effective
29-Apr-11
RWY Markings
FLT.OMC
DOMESTIC AERODROME
CHENNAI
VOMM-5
Effective
29-Apr-11
FLT.OMC
DOMESTIC AERODROME
CHENNAI
VOMM-6
Effective
29-Apr-11
FLT.OMC
DOMESTIC AERODROME
CHENNAI
VOMM-7
Effective
29-Apr-11
FLT.OMC
DOMESTIC AERODROME
COCHIN
VOCI
(COCHIN)
Effective
29-Apr-11
FLT.OMC
DOMESTIC AERODROME
COCHIN
Effective
29-Apr-11
FLT.OMC
DOMESTIC AERODROME
COCHIN
TABLE OF CONTENTS
Location ................................................................................ 2
1.2
1.3
Weather ................................................................................. 2
1.4
1.5
Alternates .............................................................................. 3
1.6
1.7
1.8
1.9
1.10
1.11
1.12
1.13
Effective
29-Apr-11
1.1
FLT.OMC
DOMESTIC AERODROME
COCHIN
VOCI-1
Effective 29-Apr-11
FLT.OMC
DOMESTIC AERODROME
COCHIN
COCHIN
:
:
:
COK
VOCI
100914N 0762425E
Location
Weather
VOCI-2
Effective 29-Apr-11
IATA
ICAO
ARP Coordinates
FLT.OMC
DOMESTIC AERODROME
COCHIN
RWY
09
27
1.5
HDG
M
091
271
TORA
(M)
3400
3400
ASDA
(M)
3400
3400
LDA
(M)
3400
3400
ELEVATION
(M)
28
30
SLOPE
(%)
0.02
-0.02
Alternates
AIRPORT
COIMBATORE
BANGALORE
1.6
TODA
(M)
3400
3400
ICAO
VOCB
VOBL
IATA
CJB
BLR
Dist
66
202
Remarks
Metrological Facilities
Airfield Data
Navigation Facilities :
Elevation
SID/STAR
Airfield Category
F/F category
Fuel
RWY Markings
:
:
:
:
:
:
RWY lights
TWY Markings
TWY Lights
:
:
:
VOCI-3
Effective 29-Apr-11
1.4
STOP BARS
Conditions
1.9
FLT.OMC
DOMESTIC AERODROME
COCHIN
:
:
Available
Unrestricted
:
:
:
:
FAX
Duty Mobile
:
:
IndiGo
Air India
cok@goindigo.in, roby.john@goindigo.in
+91-484-2611751 +91-9895066799 Station
In charge
+91-484-2611752 / 2341264
+91- 9388302727 / 9862562800
VOCI-4
Effective 29-Apr-11
FLT.OMC
DOMESTIC AERODROME
COCHIN
VOCI-5
Effective 29-Apr-11
FLT.OMC
DOMESTIC AERODROME
COIMBATORE
VOCB
(COIMBATORE)
Effective 04-Dec-12
FLT.OMC
DOMESTIC AERODROME
COIMBATORE
Effective 04-Dec-12
FLT.OMC
DOMESTIC AERODROME
COIMBATORE
TABLE OF CONTENTS
Location ................................................................................ 1
1.2
1.3
Weather ................................................................................. 1
1.4
1.5
Alternates .............................................................................. 2
1.6
1.7
1.8
1.9
1.10
1.11
1.12
1.13
Effective 04-Dec-12
1.1
FLT.OMC
DOMESTIC AERODROME
COIMBATORE
Effective 04-Dec-12
FLT.OMC
DOMESTIC AERODROME
COIMBATORE
COIMBATORE
:
:
:
CJB
VOCB
110136.91N 0770230.45E
Location
Coimbatore airfield is located about 13 km from the city centre. High terrain
exists west of the airport with highest MSAs in the Northwest.
1.2
Weather
Located just east of the Western Ghats Mountains, VOCB has moderate
weather year round, with temperatures averaging 25C to 30C. The
retreating monsoon gives rain showers during November to January, with
occasional reduction in visibility in the early morning hours (0500 L to 0730
L) due to fog in these months. No significant weather phenomena at other
times of year.
Coimbatore has a pleasant, salubrious climate, not reaching the high
temperatures of other southern India cities. Under the Tropical Monsoon
climate classification, the city has a tropical wet and dry climate. Situated in
the Western part of the state of Tamil Nadu, Coimbatore is located at an
elevation of about 398 meters. The mean maximum and minimum
temperatures during summer and winter varies between 35C to 18C.
Highest temperature ever recorded is 41 C and lowest is 12 C.
VOCB-1
Effective
04-Dec-12
IATA
ICAO
ARP Coordinates
FLT.OMC
DOMESTIC AERODROME
COIMBATORE
1.4
RWY Details
RWY
05
23
1.5
HDG
M
048
228
TORA
(M)
2990
2990
TODA
(M)
2990
2990
ASDA
(M)
2990
2990
LDA
(M)
2990
2990
ELEVATION
(Ft)
1324
1276
Alternates
AIRPORT
ICAO
IATA
Dist
COCHIN
BANGALORE
VOCI
VOBL
COK
BLR
66
136
1.6
SLOPE
(%)
0.04
-0.04
Remarks
Metrological Facilities
Airfield Data
Navigation Facilities :
SID/STAR
:
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
RWY lights
TWY Markings
:
:
:
:
:
:
:
ILS RWY 23
SID Available (Not in Use), STAR not
available
403.56 M (1324FT)
A
7
Jet A-1
Designation, THR, TDZ, Centerline, Edge
THR, Edge, End
Center line, holding positions
VOCB-2
Effective
04-Dec-12
Due to the presence of the mountain pass, major parts of the district benefit
from the south-west monsoon in the months from June to August. After a
warm, humid September, the regular monsoon starts from October lasting
till early November. These monsoons are brought about by the retreating
North-eastern monsoon. The average annual rainfall is around 700 mm.
TWY Lights
Conditions
1.9
FLT.OMC
DOMESTIC AERODROME
COIMBATORE
:
:
Edge
Unrestricted
:
:
:
:
:
IndiGo
cjb@goindigo.in, dharmender.s@goindigo.in
+91-9008853535 Manager C.S
N/A
+91-9629595295
VOCB-3
Effective
04-Dec-12
FLT.OMC
DOMESTIC AERODROME
COIMBATORE
Aerodrome
In Vicinity
VOSX
(SULUR AB)
Dist/Direction
From Main RWY
7.5NM
DIRECTION SE
RWY
Orientation
RWY 05/23
VOCB-4
Effective
04-Dec-12
FLT.OMC
DOMESTIC AERODROME
COIMBATORE
TAXI PROCEDURE
Taxi Track are named as below
o ALPHA, BRAVO, ECHO are used for entry/exit to Civil
Apron/Dispersal.
o CHARLIE is used for entry/exit for Isolation bay. Isolation
bay is provided with guidelines and is lighted.
o DELTA is restricted to Aircraft with MTOW of 5700 Kg.
EO RWY23
In case of Engine failure departure RWY23, Fly HDG 228
commence right Climbing turn max by 06Nm and be within D09
VOCB-5
Effective
04-Dec-12
FLT.OMC
DOMESTIC AERODROME
COIMBATORE
CCB, maintain GDS come overhead CCB and join the hold or as
instructed by ATC.
Thrust reduction 1500 AGL.
VOCB-6
Effective
04-Dec-12
FLT.OMC
DOMESTIC AERODROME
COIMBATORE
VOCB-7
Effective
04-Dec-12
FLT.OMC
DOMESTIC AERODROME
COIMBATORE
VOCB-8
Effective
04-Dec-12
FLT.OMC
DOMESTIC AERODROME
DELHI
VIDP
(DELHI)
TOC-1
Effective 29-Apr-11
FLT.OMC
DOMESTIC AERODROME
DELHI
TOC-2
Effective 29-Apr-11
FLT.OMC
DOMESTIC AERODROME
DELHI
TABLE OF CONTENTS
Location ............................................................................... 2
1.2
1.3
Weather ............................................................................... 2
1.4
RWY Details......................................................................... 3
1.5
Alternates ............................................................................. 3
1.6
1.7
1.8
1.9
1.10
1.11
1.12
1.13
TOC-3
Effective 29-Apr-11
1.1
FLT.OMC
DOMESTIC AERODROME
DELHI
VIDP-1
Effective 29-Apr-11
FLT.OMC
DOMESTIC AERODROME
DELHI
DELHI
:
:
:
DEL
VIDP
283407.42N 0770643.69E
Location
Weather
VIDP-2
Effective 29-Apr-11
IATA
ICAO
ARP Coordinates
FLT.OMC
DOMESTIC AERODROME
DELHI
1.4
RWY Details
RWY
09
27
10
28
11
29
1.5
HDG
M
091
271
104
284
103
283
TORA
(M)
2813
2813
3810
3810
4110
4430
TODA
(M)
3246
3513
3810
4084
4110
4430
ASDA
(M)
2813
2813
3810
3810
4430
4430
LDA
(M)
2813
2661
3810
3810
3465
2970
ELEVATION
(M)
717
750
719
777
720
776
SLOPE
(%)
0.36
-0.36
0.46
-0.46
0.41
-0.38
Alternates
AIRPORT
ICAO
IATA
Dist
JAIPUR
LUCKNOW
VIJP
VILK
JAI
LKO
125
229
VIDP-3
Remarks
Effective 29-Apr-11
1.6
FLT.OMC
DOMESTIC AERODROME
DELHI
Metrological Facilities
1.8
Airfield Data
Facilities
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
:
:
:
:
:
:
RWY lights
TWY Markings
TWY lights
Conditions
:
:
:
1.9
IndiGo
VIDP-4
Effective 29-Apr-11
FLT.OMC
DOMESTIC AERODROME
DELHI
E-mail
Tel. Station Rep
FAX
Duty Mobile
:
:
:
:
del@goindigo.in, Varun.mathur@goindigo.in
+91-9818360880 Airport Manager
+91-11-25671969
+91-9560527773 / 956052773
Communication
Failure
Schedule for dates from 1st to 8th and 17th to 23rd of each month.
Time slot
( IST)
0601 1400
Hrs
1401 - 2200
Hrs
2201 - 0200
Hrs
0201 - 0600
Hrs
29
28/27
11
10/09
28/27
29
10
11
29
28/27
11
10/09
28/27
29
10
11
Schedule for dates from 9th to 16th and 24th till end of the month.
Time slot
( IST)
0601 1400
Hrs
1401 - 2200
Hrs
28/27
29
10
11
29
28/27
11
10/09
VIDP-5
Effective 29-Apr-11
2201 - 0200
Hrs
0201 - 0600
Hrs
FLT.OMC
DOMESTIC AERODROME
DELHI
28/27
29
10
11
29
28/27
11
10/09
VIDP-6
Effective 29-Apr-11
FLT.OMC
DOMESTIC AERODROME
DELHI
VIDP-7
Effective 29-Apr-11
FLT.OMC
DOMESTIC AERODROME
DIBRUGARH
VEMN
(DIBRUGARH)
Effective
09-Jul-14
FLT.OMC
DOMESTIC AERODROME
DIBRUGARH
Effective
09-Jul-14
FLT.OMC
DOMESTIC AERODROME
DIBRUGARH
TABLE OF CONTENTS
Location ............................................................................... 2
1.2
1.3
Weather ............................................................................... 2
1.4
RWY Details......................................................................... 4
1.5
Alternates ............................................................................. 4
1.6
1.7
1.8
1.9
1.10
1.11
1.12
1.13
TOC-1
Effective
09-Jul-14
1.1
FLT.OMC
DOMESTIC AERODROME
DIBRUGARH
TOC-2
Effective
09-Jul-14
FLT.OMC
DOMESTIC AERODROME
DIBRUGARH
DIBRUGARH
:
:
:
DIB
VEMN
272851.7N 0950104.9E
Location
Weather
VEMN-1
Effective
09-Jul-14
IATA
ICAO
ARP Coordinates
FLT.OMC
DOMESTIC AERODROME
DIBRUGARH
VEMN-2
Effective
09-Jul-14
experiences mild climate with low temperature and high rainfall. On the
basis of the climatic characteristics such as distribution of temperature,
rainfall, rainy days, humidity, presence of fogs and thunderstorms, the
climate of the area may be classified into four seasons.
WINTER: The winter covers the months of December, January and
February. In this season, fair weather prevails occasionally associated wit h
fogs and haze. December and January are the driest months and January
being the coldest. The minimum temperature ranges between 8C and
10C and the maximum between 27C and 29C.
PRE-MONSOON: The months of March, April and May constitute the premonsoon season. From March the land surface gets steadily heated and
the temperature starts rising. Strong convection develops due to the local
depressions formed especially in the afternoon. The norwesters locally
called Kal Baisakhi appears during the period. Rainfall ranges between 59
and 160 cm and maximum temperature ranges between 28C and 32C.
This season is, in fact, a transitional phase between the dry cool winter and
the warm moist monsoon.
MONSOON: With the onset of monsoon in early June, heavy rainfall
occurs. Widespread low clouds and high humidity together maintain almost
uniform temperature over the area. The maximum temperature ranges
between 33C and 37C. The average annual rainfall during the period is
300 cm. The occurrence of thunderstorms is the most conspicuous
characteristics of the monsoon weather. This is the season of dominant
agricultural operation in the area.
RETREATING MONSOON: The monsoon withdraws from the area in the
last week of September or first week of October. The cool north-easterly
winds originating over the lofty mountains of the Arunachal Himalayas
brings the temperature down. The orographic low is replaced by high
pressure and a flat pressure gradient occurs. Rainfall decreases abruptly
and the sky becomes progressively clear. Sunny days prevail till the end of
November.
1.4
FLT.OMC
DOMESTIC AERODROME
DIBRUGARH
RWY Details
RWY
HDG
M
046
226
TORA*
(M)
1739
1739
TODA
(M)
1829
1829
ASDA*
(M)
1739
1739
LDA
(M)
1829
1647
ELEVATION
(M)
358
360
SLOPE
(%)
0.03
-0.03
1.5
Alternates
AIRPORT
ICAO
IATA
Dist
GUWAHATI
AGARTALA
KOLKATA
VEGT
VEAT
VECC
GAU
IXA
CCU
209
341
504
1.6
Remarks
Metrological Facilities
MET availability H24, METAR issued every 30Mins during watch Hrs
1.8
Airfield Data
Navigation Facilities :
SID/STAR
:
Elevation
:
Airfield Category
:
F/F category
:
Fuel
:
RWY Markings
:
RWY lights
:
TWY Markings
:
TWY Lights
:
Conditions
:
ILS RWY 05
Not Available
110.3 M (362ft)
B
7
Jet A-1
Designation, THR, TDZ, Centerline, Edge
THR, Edge, End
Center line, Holding positions
Edge
Restricted
VEMN-3
Effective
09-Jul-14
05
23
1.9
FLT.OMC
DOMESTIC AERODROME
DIBRUGARH
:
:
IndiGo
dib@goindigo.in,
hemanta.kumar@goindigo.in
9678003571
Duty Landline
0373-2382260 / 0373-2382259
VEMN-4
Effective
09-Jul-14
DOMESTIC AERODROME
DIBRUGARH
2.
3.
PIC
FIRST OFFICER
Note:
FLT.OMC
Route Check
01 RC
01 RC
Recency
No
No
NO Training flights (SLF or PIC RCs) are permitted to DIB. Only Clearance
Route Checks and Annual Line Route Checks (for cleared pilots) can be
carried out to DIB.
The flight crew should preferably carry out FLAP FULL landing.
Operation of thrust reverser is mandatory after landing.
VEMN-5
Effective
09-Jul-14
DOMESTIC AERODROME
DIBRUGARH
FLT.OMC
Anti-skid unserviceable
Spoilers unserviceable
Braking devices unserviceable
Nose Wheel Steering Control System
VEMN-6
Effective
09-Jul-14
FLT.OMC
DOMESTIC AERODROME
DIBRUGARH
VEMN-7
Effective
09-Jul-14
FLT.OMC
DOMESTIC AERODROME
DIBRUGARH
VEMN-8
Effective
09-Jul-14
FLT.OMC
DOMESTIC AERODROME
DIBRUGARH
VEMN-9
Effective
09-Jul-14
FLT.OMC
DOMESTIC AERODROME
DIBRUGARH
VEMN-10
Effective
09-Jul-14
FLT.OMC
DOMESTIC AERODROME
GOA
VOGO
(GOA)
Effective 04-Dec-12
FLT.OMC
DOMESTIC AERODROME
GOA
Effective 04-Dec-12
FLT.OMC
DOMESTIC AERODROME
GOA
TABLE OF CONTENTS
Location ............................................................................... 1
1.2
1.3
Weather ............................................................................... 1
1.4
RWY Details......................................................................... 2
1.5
Alternates ............................................................................. 2
1.6
1.7
1.8
1.9
1.10
1.11
1.12
1.13
Effective 04-Dec-12
1.1
FLT.OMC
DOMESTIC AERODROME
GOA
Effective 04-Dec-12
FLT.OMC
DOMESTIC AERODROME
GOA
GOA
:
:
:
GOI
VOGO
N15 22 41.98 E073 49 41.95
Location
Goa airfield is situated on Western Ghats at the Arabian Sea cost. Airfiel d
is surrounded by small hillocks in NE and NW sector.
Another significant obstruction Bambolim Radio mast 656ft AMSL, 016/4.9
NM from ARP. Obstruction marked by day and night.
1.2
English is primary language used in ATC. Goa is Naval and Civil airfield.
Military flying is a daily routine, due to which daily between 0130-1130 all
schedule and non-schedule aircrafts to descend to 6000 ft or initial
approach altitude before entering area of 30nm radius centered at
VORDME.
1.3
Weather
Land and sea breeze are the prominent features for this airfield. Relative
humidity remains 80% throughout the year. Weather conditions are
adversely affected mainly in SW monsoon which sets in during first week of
June and remains active till last week of September. This period is
associated with squally surface winds, cloud development and moderate to
heavy rainfall. Generally weather remains cloudy, mainly with CU, AC, AS,
NS clouds. Monsoon is the main season for this airfield.
VOGO-1
Effective
04-Dec-12
IATA
ICAO
ARP Coordinates
1.4
DOMESTIC AERODROME
GOA
HDG
M
081
261
TORA
(M)
3430
3430
TODA
(M)
3580
3635
ASDA
(M)
3580
3635
LDA
(M)
3430
3430
ELEVATION
(ft )
112
180
SLOPE
(%)
0.67
-0.67
While retrieving RTOW Charts, 100 m Shift has been included as per
the Local Airport Authority Requirement.
Alternates
AIRPORT
MUMBAI
BANGALORE
ICAO
VABB
VOBL
IATA
BOM
BLR
Dist
237
265
Remarks
Metrological Facilities
Airfield Data
Navigation Facilities :
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
RWY lights
TWY Markings
TWY lights
Conditions
:
:
:
:
:
:
:
:
:
:
VOGO-2
Effective
04-Dec-12
08
26
1.6
FLT.OMC
RWY Details
RWY
1.5
1.9
FLT.OMC
DOMESTIC AERODROME
GOA
:
:
FAX
Duty Mobile
:
:
IndiGo
goi@goindigo.in,
francisca.george@goindigo.in
+91-832-2542953 +91-9890962206
Manager C.S
+91-832-2542952
+91-9371664464
VOGO-3
Effective
04-Dec-12
FLT.OMC
DOMESTIC AERODROME
GOA
VOGO-4
Effective
04-Dec-12
FLT.OMC
DOMESTIC AERODROME
GUWAHATI
VEGT
(GUWAHATI)
TOC-1
Effective
29-Apr-11
FLT.OMC
DOMESTIC AERODROME
GUWAHATI
TOC-2
Effective
29-Apr-11
FLT.OMC
DOMESTIC AERODROME
GUWAHATI
TABLE OF CONTENTS
Location ............................................................................... 2
1.2
1.3
Weather ............................................................................... 2
1.4
RWY Details......................................................................... 3
1.5
Alternates ............................................................................. 3
1.6
1.7
1.8
1.9
1.10
1.11
1.12
1.13
TOC-3
Effective
29-Apr-11
1.1
FLT.OMC
DOMESTIC AERODROME
GUWAHATI
VEGT-1
Effective
29-Apr-11
FLT.OMC
DOMESTIC AERODROME
GUWAHATI
GUWAHATI
:
:
:
GAU
VEGT
260617.8N 0913507.7E
Location
Weather
The climate here is sub-tropical and gets very humid. Rainfall in Assam is
very heavy and temperature remains quite pleasant throughout the year.
The average highest temperature during the months of summer is around
30 'C and in winters the temperature drops to about 10 'C. The best time to
visit Guwahati is during the months of November to April.
In winters station is affected by westerly disturbances moving across north
India or over Eastern Himalayas. Fog occurs 10-15 days in each of
December and February: Visibility may drop down to 500m or below during
these months.
During Monsoon season average low cloud of amount 3-4 Octa of the
clouds generally be between 300-1000m and frequently lowering to 300m.
VEGT-2
Effective
29-Apr-11
IATA
ICAO
ARP Coordinates
FLT.OMC
DOMESTIC AERODROME
GUWAHATI
During the month of July to September average monthly rainfall is 4050cm. thunder storm during these months are frequent and may occur 6-7
days monthly.
RWY Details
RWY
02
20
1.5
HDG
M
023
203
TORA
(M)
2743
2743
ASDA
(M)
2743
2743
LDA
(M)
2743
2743
ELEVATION
(M)
162
162
SLOPE
(%)
0.00
0.00
Alternates
AIRPORT
KOLKATTA
AGARTALA
1.6
TODA
(M)
2743
2743
ICAO
VECC
VEAT
IATA
CCU
IXA
Dist
295
132
Remarks
Custom and Immigration facility are available on request with 24Hrs prior
notice to administration.
1.7
Metrological Facilities
Airfield Data
Navigation Facilities :
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
:
:
:
:
:
:
RWY lights
TWY Markings
:
:
ILS RWY 02
VOR RWY 20
Not Available
49.21 M (162FT)
B
7
Jet A-1
Designation, THR, TDZ, Centerline, Fixed
Distance
THR, Edge & RWY End lights
Center line, holding positions at all TWY
VEGT-3
Effective
29-Apr-11
1.4
TWY lights
Conditions
FLT.OMC
DOMESTIC AERODROME
GUWAHATI
:
:
:
:
:
FAX
Duty Mobile
:
:
IndiGo
gau@goindigo.in, rajeev.medhi@goindigo.in
+91-361-2843457, +91-9954047813
Manager C.S
+91-361-2843462
+91--9864077466
Caution: Aircraft to use low power during turn on RWY and Turn
pads
Caution: Close proximity of Shilong airport on Heading of
138/33 NM from VIDP ARP. (Refer Image below)
Due parking stands constraints operations of all scheduled flights
are likely to be affected between 04:00 to 08:30 UTC daily. Due to
limited parking stand all domestic schedule flights shall take
positive bay clearance before start up from Guwahati.
VEGT-4
Effective
29-Apr-11
1.9
FLT.OMC
DOMESTIC AERODROME
GUWAHATI
VEGT-5
Effective
29-Apr-11
FLT.OMC
DOMESTIC AERODROME
GUWAHATI
VEGT-6
Effective
29-Apr-11
FLT.OMC
DOMESTIC AERODROME
GUWAHATI
VEGT-7
Effective
29-Apr-11
FLT.OMC
DOMESTIC AERODROME
HYDERABAD
VOHS
(HYDERABAD)
Effective
04-Dec-12
FLT.OMC
DOMESTIC AERODROME
HYDERABAD
Effective
04-Dec-12
FLT.OMC
DOMESTIC AERODROME
HYDERABAD
TABLE OF CONTENTS
Location ............................................................................... 1
1.2
1.3
Weather ............................................................................... 1
1.4
RWY Details......................................................................... 2
1.5
Alternates ............................................................................. 2
1.6
1.7
1.8
1.9
1.10
1.11
1.12
1.13
Effective
04-Dec-12
1.1
FLT.OMC
DOMESTIC AERODROME
HYDERABAD
Effective
04-Dec-12
FLT.OMC
DOMESTIC AERODROME
HYDERABAD
HYDERABAD
:
:
:
HYD
VOHS
171426N 0782544E
Location
Weather
VOHS-1
Effective
04-Dec-12
IATA
ICAO
ARP Coordinates
FLT.OMC
DOMESTIC AERODROME
HYDERABAD
RWY
09R
27L
09L
27R
1.5
HDG
M
090
270
090
270
TORA
(M)
4260
4260
3707
3707
TODA
(M)
4260
4260
3707
3707
ASDA
(M)
4260
4260
3707
3707
LDA
(M)
4260
4260
3707
3707
ELEVATION
(M)
1969
2024
1972
2028
Alternates
AIRPORT
ICAO
IATA
Dist
BANGALORE
CHENNAI
VOBL
VOMM
BLR
MAA
253
289
1.6
SLOPE
(%)
0.40
-0.40
0.46
-0.46
Remarks
Metrological Facilities
Airfield Data
Navigation Facilities :
SID/STAR
Elevation
Airfield Category
F/F category
:
:
:
:
Fuel
VOHS-2
Effective
04-Dec-12
1.4
FLT.OMC
DOMESTIC AERODROME
HYDERABAD
RWY lights
TWY Markings
TWY lights
Conditions
:
:
:
:
1.9
:
:
:
FAX
Duty Mobile
:
:
IndiGo
hyd@goindigo.in, sarveshtiwari@goindigo.in
+91-40-24255053/40- +91-7702004488
Airport Manager
+91-40-24255051
+91- 9959932226
Communication
Failure
VOHS-3
Effective
04-Dec-12
RWY Markings
FLT.OMC
DOMESTIC AERODROME
HYDERABAD
VOHS-4
Effective
04-Dec-12
FLT.OMC
DOMESTIC AERODROME
HYDERABAD
RWY 27R
Expect to enter RWY via Taxiway B3 and backtrack for
Dumbbell
RWY09L
Expect to enter RWY via Taxiway B5 and backtrack for
Dumbbell
Taxi in Procedure RWY 09L/27R
RWY 27R
Expect to vacate RWY via Taxiway B5
RWY09L
Taxiway A1, A2, A3, A8, A9, A10 has been marked with dual
holding position markings to for primary and secondary RWY
operations
Departure Procedure RWY 09L/27R:
VOHS-5
Effective
04-Dec-12
FLT.OMC
DOMESTIC AERODROME
HYDERABAD
VOHS-6
Effective
04-Dec-12
FLT.OMC
DOMESTIC AERODROME
HYDERABAD
VOHS-7
Effective
04-Dec-12
FLT.OMC
DOMESTIC AERODROME
HYDERABAD
VOHS-8
Effective
04-Dec-12
FLT.OMC
DOMESTIC AERODROME
IMPHAL
VEIM
(IMPHAL)
TOC-1
Effective 29-Apr-11
FLT.OMC
DOMESTIC AERODROME
IMPHAL
TOC-2
Effective 29-Apr-11
FLT.OMC
DOMESTIC AERODROME
IMPHAL
TABLE OF CONTENTS
Location ............................................................................... 2
1.2
1.3
Weather ............................................................................... 2
1.4
RWY Details......................................................................... 3
1.5
Alternates ............................................................................. 3
1.6
1.7
1.8
1.9
1.10
1.11
1.12
1.13
TOC-3
Effective 29-Apr-11
1.1
FLT.OMC
DOMESTIC AERODROME
IMPHAL
VEIM-1
Effective 29-Apr-11
FLT.OMC
DOMESTIC AERODROME
IMPHAL
IMPHAL
:
:
:
IMF
VEIM
244551.2N 0935358.4E
Location
Weather
Summer months are usually bright and sunny. The airfield is affected by
Pre Monsoon and South West Monsoon which brings in significant clouds
and rain and is affected by Thunderstorms. Period from June to November
experiences heavy rain fall. The weather is cold during the winter months.
Haze and fog is common in the morning hours but typically does not last for
more than two to three hours.
VEIM-2
Effective 29-Apr-11
IATA
ICAO
ARP Coordinates
1.4
HDG
M
035
215
DOMESTIC AERODROME
IMPHAL
TORA
(M)
2746
2746
TODA
(M)
2746
2746
ASDA
(M)
2806
2806
LDA
(M)
2746
2746
ELEVATION
(M)
2535
2540
SLOPE
(%)
0.05
-0.05
Alternates
AIRPORT
GUWAHATI
KOLKATA
1.6
ICAO
VEGT
VECC
IATA
GAU
CCU
Dist
155
341
Remarks
Metrological Facilities
Airfield Data
Navigation Facilities :
SID/STAR
:
Elevation
:
Airfield Category
:
F/F category
:
Fuel
:
RWY Markings
:
RWY lights
TWY Markings
TWY lights
Conditions
:
:
:
:
ILS RWY 04
Not Available
774.2 M (2540FT)
B
7
Jet A-1
Designation, THR, TDZ, Centerline, Edge
And RWY End
THR, Edge & RWY End lights
Center line, Holding positions
Edge lights
Restricted
VEIM-3
Effective 29-Apr-11
1.5
FLT.OMC
RWY Details
RWY
04
22
1.9
FLT.OMC
DOMESTIC AERODROME
IMPHAL
:
:
FAX
Duty Mobile
:
:
IndiGo
imf@goindigo.in,
shyamalee.singh@goindigo.in
+91-9774042354, +91-9862032297 Asst.
Manager C.S
+91-385-2455368
+91- 9862032669
VEIM-4
Effective 29-Apr-11
FLT.OMC
DOMESTIC AERODROME
IMPHAL
TAKE-OFF RWY 22
In case of engine failure, maintain takeoff heading. Crossing
3DME from VOR (IIM)/3.5 nm on IRS, turn left HDG 160 Deg to
intercept R200 IIM. (With Auto Pilot, max bank angle is limited
to 15 Deg.) Commence acceleration and clean up the aircraft on
reaching a height of 1100ft AGL. Minimum acceleration altitude
is 3640 ft AMSL (QNH). Climb with MCT power at Green Dot
speed to 8500 ft AMSL and on reaching 10DME, R-200
IIM/10nm on IRS, turn left to VOR to join the hold for a VOR ILS
approach RWY 04. If VMC then climb to minimum 4150,
maintain VMC and carry out a visual circuit for RWY 22/ 04.
TAKE-OFF RWY 04
No take-off permitted under IMC conditions. Under VMC
condition, climb to minimum altitude 4150, maintain VMC and
carry out a visual circuit for RWY 04/22.
VEIM-5
Effective 29-Apr-11
FLT.OMC
DOMESTIC AERODROME
INDORE
VAID
(INDORE)
TOC-1
Effective 29-Apr-11
FLT.OMC
DOMESTIC AERODROME
INDORE
TOC-2
Effective 29-Apr-11
FLT.OMC
DOMESTIC AERODROME
INDORE
TABLE OF CONTENT
Location ............................................................................... 2
1.2
1.3
Weather ............................................................................... 2
1.4
RWY Details......................................................................... 3
1.5
Alternates ............................................................................. 3
1.6
1.7
1.8
1.9
1.10
1.11
1.12
1.13
TOC-3
Effective 29-Apr-11
1.1
FLT.OMC
DOMESTIC AERODROME
INDORE
VAID-1
Effective
29-Apr-11
FLT.OMC
DOMESTIC AERODROME
INDORE
INDORE
:
:
:
IDR
VAID
224324.0N 0754819.7E
Location
Airfield is situated 315 / 06km from Indore Railway station. There are small
hills to South and South-east of airport.
1.2
Weather
Indore has a transitional climate between a tropical wet and dry climate and
a humid subtropical climate. Three distinct seasons are observed: summer,
monsoon and winter.
Summers start in mid-March and can be extremely hot in April and May.
The highest temperature recorded was 48 C. Average summer
temperatures may go as high as 42-44 C but humidity is very low. Due to
Indore's location on the southern edge of the Malwa Plateau, a cool breeze
(also referred to as Shab-e-Malwa) in the evenings makes summer nights
quite pleasant.
Monsoon season starts in late June, with temperatures averaging around
26 C, with sustained, torrential rainfall and high humidity. The average
rainfall is 36 inches. Indore gets most of its rainfall during JulySeptember
due to the southwest monsoon.
VAID-2
Effective
29-Apr-11
IATA
ICAO
ARP Coordinates
FLT.OMC
DOMESTIC AERODROME
INDORE
Winters start in mid-November and are dry, mild and sunny. Temperatures
average about 415 C, but can fall close to freezing on some nights.
1.4
RWY Details
07
25
1.5
HDG
M
066
246
TORA
(M)
2750
2750
ASDA
(M)
2750
2750
LDA
(M)
2750
2750
ELEVATION
(M)
1836
1837
SLOPE
(%)
0.01
-0.01
Alternates
AIRPORT
AHEMDABAD
NAGPUR
1.6
TODA
(M)
2750
2750
ICAO
VAAH
VANP
IATA
AMD
NAG
Dist
180
256
Remarks
Metrological Facilities
Airfield Data
Navigation Facilities :
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
:
:
:
:
:
:
RWY Lights
TWY Markings
TWY Lights
Conditions
:
:
:
:
ILS RWY 25
VOR RWY 07
Not Available
564 M (1850FT)
A
7
Jet A-1
Designation, THR, TDZ, Centerline, Edge
and End
THR, Edge & End lights
Center line, Holding positions, Edge
Edge
Unrestricted
VAID-3
Effective
29-Apr-11
RWY
1.9
FLT.OMC
DOMESTIC AERODROME
INDORE
:
:
:
FAX
Duty Mobile
:
:
IndiGo
idr@goindigo.in, sarvesh.tiwari@goindigo.in
+91-141-5109993, +91-9829407207
Manager C.S
+91-141-5119991
+91-9929099848
VAID-4
Effective
29-Apr-11
FLT.OMC
DOMESTIC AERODROME
INDORE
VAID-5
Effective
29-Apr-11
FLT.OMC
DOMESTIC AERODROME
JAIPUR
VIJP
(JAIPUR)
TOC-1
Effective 29-Apr-11
FLT.OMC
DOMESTIC AERODROME
JAIPUR
TOC-2
Effective 29-Apr-11
FLT.OMC
DOMESTIC AERODROME
JAIPUR
TABLE OF CONTENTS
Location ................................................................................ 2
1.2
1.3
Weather ................................................................................. 2
1.4
1.5
Alternates .............................................................................. 3
1.6
1.7
1.8
1.9
1.10
1.11
1.12
1.13
TOC-3
Effective 29-Apr-11
1.1
FLT.OMC
DOMESTIC AERODROME
JAIPUR
VIJP-1
Effective
29-Apr-11
FLT.OMC
DOMESTIC AERODROME
JAIPUR
JAIPUR
:
:
:
JAI
VIJP
264927.0N 0754808.7E
Location
Weather
Jaipur has a hot semi-arid climate receiving over 650 millimetres (26 in) of
rainfall annually but most rains occur in the monsoon months between June
and September. During the monsoon there are frequent, heavy rains and
thunderstorms.
Temperatures remain relatively high throughout the year, with the summer
months of April to early July having average daily temperatures of around
35 C.
The winter months of November to February are mild and pleasant, with
average temperatures ranging from 1518 C and with little or no humidity.
There are however occasional cold waves that lead to temperatures near
freezing. Weather is fine except for very occasional light rain with western
disturbance. Visibility is generally good, but deteriorates in early morning of
January due haze and sometimes Fog.
VIJP-2
Effective
29-Apr-11
IATA
ICAO
ARP Coordinates
FLT.OMC
DOMESTIC AERODROME
JAIPUR
1.4
RWY Details
RWY
09
27
1.5
HDG
M
085
265
TORA
(M)
2797
2797
ASDA
(M)
2797
2797
LDA
(M)
2797
2797
ELEVATION
(M)
1262
1250
SLOPE
(%)
-0.14
0.14
Alternates
AIRPORT
DELHI
AHEMADABAD
1.6
TODA
(M)
2797
2797
ICAO
VIDP
VAAH
IATA
DEL
AMD
Dist
125
288
Remarks
Metrological Facilities
Airfield Data
Navigation Facilities :
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
:
:
:
:
:
ILS RWY 27
VOR RWY 09
Not Available
385 M (1263FT)
A
7, PNR 24hrs for 8
Jet A-1
VIJP-3
Effective
29-Apr-11
FLT.OMC
DOMESTIC AERODROME
JAIPUR
RWY Lights
TWY Markings
TWY Lights
Conditions
:
:
:
:
1.9
:
:
:
FAX
Duty Mobile
:
:
IndiGo
jai@goindigo.in, sarvesh.tiwari@goindigo.in
+91-141-5109993, +91-9829407207
Manager C.S
+91-141-5119991
+91-9929099848
VIJP-4
Effective
29-Apr-11
RWY Markings
FLT.OMC
DOMESTIC AERODROME
JAIPUR
VIJP-5
Effective
29-Apr-11
FLT.OMC
DOMESTIC AERODROME
JAMMU
VIJU
(JAMMU)
Effective 09-Jul-14
FLT.OMC
DOMESTIC AERODROME
JAMMU
Effective 09-Jul-14
FLT.OMC
DOMESTIC AERODROME
JAMMU
TABLE OF CONTENTS
Location ............................................................................... 2
1.2
1.3
Weather ............................................................................... 2
1.4
RWY Details......................................................................... 3
1.5
Alternates ............................................................................. 3
1.6
1.7
1.8
1.9
1.10
1.11
1.12
1.13
1.14
TOC-1
Effective 09-Jul-14
1.1
FLT.OMC
DOMESTIC AERODROME
JAMMU
TOC-2
Effective
09-Jul-14
FLT.OMC
DOMESTIC AERODROME
JAMMU
JAMMU
:
:
:
IXJ
VIJU
N3241.6 E07450.4
This briefing is to be read in conjunction with the current Company and IAF
documentation available in on Board Jeppesen Manual. In case a conflict
exists between this material and Jeppesen (Company and IAF
documentation), the latter takes priority.
1.1
Location
Weather
During the monsoon the weather becomes hazardous due to the reason
that aircraft cannot be very easily deviated from its designated route due to
close proximity of international border and high hills.
Summer months are usually bright and sunny. The airfield is affected by
the passages of Western Disturbances in winter which brings in significant
clouds and rain.
VIJU-1
Effective
09-Jul-14
IATA
ICAO
ARP Coordinates
1.4
FLT.OMC
DOMESTIC AERODROME
JAMMU
RWY Details
RWY
HDG
M
177
357
TORA*
(M)
2013
1952
TODA
(M)
2103
1952
ASDA*
(M)
2013
1952
LDA
(M)
1981
2042
ELEVATION
(M)
964
951
SLOPE
(%)
-0.20
0.20
1.5
Alternates
AIRPORT
SRINAGAR
DELHI
1.6
ICAO
VISR
VIDP
IATA
SXR
DEL
Dist
92
319
Remarks
Metrological Facilities
MET availability H24, METAR issued every 30Mins during watch hrs.
1.8
Airfield Data
Navigation Facilities :
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
RWY lights
TWY Markings
TWY Lights
Conditions
:
:
:
:
:
:
:
:
:
:
VIJU-2
Effective
09-Jul-14
18
36
1.9
FLT.OMC
DOMESTIC AERODROME
JAMMU
Frequency (MHz)
123.500
123.500
123.500
121.500
119.7
120.4
122.7
127.5
:
:
IndiGo
ixj@goindigo.in,
Sukhdev.Singh@goindigo.in
8803433812
Duty Mobile
9205435709/10.
VIJU-3
Effective
09-Jul-14
FLT.OMC
DOMESTIC AERODROME
JAMMU
Route
Check
PIC
500
02
FIRST
OFFICER
100
01
Note:
Recency
a) NO Training flights (SLF or PIC RCs) are permitted to IXJ. Only Clearance Route Checks and
Annual Line Route Checks (for cleared pilots) can be carried out to IXJ.
b) PIC & FOs who have already operated to IXJ as per previous training requirements need not
undergo any additional training.
c) Recency Route Check cannot be carried out from jump seat.
d) 02 Route Checks for PIC/ 01 Route Check for FOs is the training requirement for those who are
not IXJ qualified. RC cannot be done from jump seat.
e) Pilots who are cleared for SXR operations only need to undergo additional Route Check(s) for IXJ
clearance.
VIJU-4
Effective
09-Jul-14
Caution: While landing and takeoff from RWY 18 and 36 for group
of trees right of approach path of RWY18.
Caution: TAWI field firing range active throughout the year during
day and night. Safety height 3000 ft location 280/ 02 NM from
JJU.
All turns at 18 threshold would be anticlockwise due to close
proximity of temporary light structures adjoining western edge of
RWY18 threshold. All pilots to ensure strict compliance.
Permanent obstruction Peer Baba Mazar located western side of
RWY at a distance of 155 feet from RWY edge and distance from
threshold RWY 36 is 1700 feet. Height of scaffolding 25 feet
construction unmarked and unlighted.
Civil apron is located to the east of RWY towards the end of RWY
18.
After landing, backtrack, if required, only at the end of RWY
(Dumbbell).
In event of exceptionally long float the crew are reminded that it is
mandatory to Go Around.
The minimum experience level for Crew operating to VIJU
DOMESTIC AERODROME
JAMMU
FLT.OMC
VIJU-5
Effective
09-Jul-14
FLT.OMC
DOMESTIC AERODROME
JAMMU
.
COMMUNICATION / CO-ORDINATION PROCEDURE
ARRIVAL TO JAMMU
VIJU-6
Effective
09-Jul-14
FLT.OMC
DOMESTIC AERODROME
JAMMU
VIJU-7
Effective
09-Jul-14
FLT.OMC
DOMESTIC AERODROME
JAMMU
VIJU-8
Effective
09-Jul-14
FLT.OMC
DOMESTIC AERODROME
JAMMU
CONTINGENCY PROCEDURES
SINGLE ENGINE DEPARTURE PROCEDURE
RWY 18
o Turn right and Join VOR hold. Remain within 5D JJU VOR.
RWY 36
o Turn left and Join VOR hold. Remain within 5D JJU VOR.
Engine Failure
SECTOR - Jammu-Srinagar (VIJU - VISR)
o In case of engine failure more than 10 NM prior to MESAR,
turn right and return to VIJU or suitable airfield.
o In case of engine failure less than 10 NM prior to MESAR,
continue to VISR.
LOSS OF CABIN PRESSURE
SECTOR - Jammu-Srinagar (VIJU - VISR)
o If pressurization failure occurs more than 10NM prior to
MESAR, turn right and descent to 18,000. Proceed to VIJU.
In case of pressurization failure less than 10 NM prior to
MESAR, continue to VISR.
o Stay at or below the FCOM depressurization profile as
shown on FCOM (Reproduced below for information only).
VIJU-9
Effective
09-Jul-14
FLT.OMC
DOMESTIC AERODROME
JAMMU
VIJU-10
Effective
09-Jul-14
FLT.OMC
DOMESTIC AERODROME
KOLKATA
VECC
(KOLKATA)
TOC-1
Effective 29-Apr-11
FLT.OMC
DOMESTIC AERODROME
KOLKATA
TOC-2
Effective 29-Apr-11
FLT.OMC
DOMESTIC AERODROME
KOLKATA
TABLE OF CONTENTS
Location ............................................................................... 2
1.2
1.3
Weather ............................................................................... 2
1.4
RWY Details......................................................................... 4
1.5
Alternates ............................................................................. 4
1.6
1.7
1.8
1.9
1.10
1.11
1.12
1.13
TOC-3
Effective 29-Apr-11
1.1
FLT.OMC
DOMESTIC AERODROME
KOLKATA
VECC-1
Effective 29-Apr-11
FLT.OMC
DOMESTIC AERODROME
KOLKATA
KOLKATA
:
:
:
CCU
VECC
223914.2N 0882648.18E
Location
City is about 15km to the south west. Kolkata Airport is situated on the
western side of river Ganga. West about 5kms away, the river Hooghly, a
branch of river Ganga flows N-S. The sea coast with marshy Sunderbans
lies about 130-150kms away toward south.
1.2
Weather
Winters (December-February)
This is a dry season with normally fine, cool and sunny weather. The
mornings are however, misty and frequently foggy, while in the evening the
proximity of industrial areas gives rise to thick haze which reduces visibility
considerably. Fog usually starts forming 0400IST and thickens during dawn
and starts dissipating by 0900IST. The development of fog is generally
local and is at times thick enough to reduce visibility even to 50m.
Sometimes it has been noticed that southern end of the RWY becomes
hazy than other side. This weather condition is occasionally interrupted
with frequent thunderstorms and rain associated with western disturbances
in January and February.
VECC-2
Effective 29-Apr-11
IATA
ICAO
ARP Coordinates
FLT.OMC
DOMESTIC AERODROME
KOLKATA
VECC-3
Effective 29-Apr-11
Summers (March-May)
Number of foggy days decrease steadily and by April fog is practically
unknown. Instead there is considerable thunderstorm activity during
afternoon and evenings associated with NOR WESTERS. On a NOR
WESTERS day the skies in the forenoon are generally clear. Usually the
CB tops of an approaching NOR WESTERS are first seen in the form of
dark bank of clouds hovering near the horizon from the north to west.
Thereafter progress of cloudiness over the station is very rapid. In less
than an hour the skies becomes completely overcast, and the squalls of
about 40-50Kt starts from northwest accompanies with thunder and
lightning. When squall sets in it raises some amount of dust. Activity of
squall does not last more than 30-40 minutes. Soon after it, rain starts
which develop frequently into heavy showers .The thunderstorm move
south-east / seawards.
The NOR-WESTERS season continue till middle of June, the frequency of
thunderstorm from 5-6 a month in march to 12-13 a month in May/ June.
Another situation which may affect Kolkata weather during this season,
particularly later half of May is occasional cyclonic storm from the bay of
bay Bengal which crosses the coast near Kolkata.
Monsoon (June to September)
The SW monsoon normally sets in over Kolkata by middle of June and
remains active with occasional breaks until the end of September.
Throughout the season skies are heavily clouded, with a general tendency
of decrease in cloud amount toward and during afternoons. Base of low
cloud is generally at 600m AGL, lowering to 90/150mts AGL. Surface winds
remain mostly S/SW occasionally becoming SE through the season and the
speed is generally 10-20kt.
Post Monsoon (October and November)
With retreat of monsoon, weather improves considerably. Visibility is
excellent during October and skies are clouded with cumulus with bases
generally above 750m.
1.4
FLT.OMC
DOMESTIC AERODROME
KOLKATA
RWY Details
RWY
HDG
M
007
187
007
187
TORA
(M)
2839
2839
3627
3627
TODA
(M)
2839
2839
3627
3627
ASDA
(M)
2839
2839
3627
3627
LDA
(M)
2839
2749
3627
3200
ELEVATION
(M)
19
19
20
18
Alternates
AIRPORT
ICAO
IATA
Dist
BHUBANESHWAR
GAUWAHATI
VEBS
VEGT
BBI
GAU
220
295
1.6
SLOPE
(%)
0.00
0.00
0.00
0.00
Remarks
Metrological Facilities
Airfield Data
Navigation Facilities:
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
RWY lights
:
:
:
:
:
:
:
TWY Markings
TWY Lights
:
:
VECC-4
Effective 29-Apr-11
01L
19R
01R
19L
1.5
Conditions
1.9
FLT.OMC
DOMESTIC AERODROME
KOLKATA
Unrestricted
:
:
:
FAX
Duty Mobile
:
:
IndiGo
ccu@goindigo.in, vijay.matta@goindigo.in
+91-33-32531818, +91-9748177766
DGM Eastern Region
+91-33-25112366
+91-9748112111
VECC-5
Effective 29-Apr-11
FLT.OMC
DOMESTIC AERODROME
KOLKATA
VECC-6
Effective 29-Apr-11
FLT.OMC
DOMESTIC AERODROME
KOLKATA
VECC-7
Effective 29-Apr-11
FLT.OMC
DOMESTIC AERODROME
LUCKNOW
VILK
(LUCKNOW)
TOC-1
Effective 29-Apr-11
FLT.OMC
DOMESTIC AERODROME
LUCKNOW
TOC-2
Effective 29-Apr-11
FLT.OMC
DOMESTIC AERODROME
LUCKNOW
TABLE OF CONTENTS
Location ............................................................................... 2
1.2
1.3
Weather ............................................................................... 2
1.4
RWY Details......................................................................... 2
1.5
Alternates ............................................................................. 3
1.6
1.7
1.8
1.9
1.10
1.11
1.12
1.13
TOC-3
Effective 29-Apr-11
1.1
FLT.OMC
DOMESTIC AERODROME
LUCKNOW
VILK-1
Effective 29-Apr-11
FLT.OMC
DOMESTIC AERODROME
LUCKNOW
LUCKNOW
:
:
:
LKO
VILK
264542.66N 0805300.33E
Location
Weather
Lucknow has a warm humid subtropical climate with cool, dry winters from
December to February and dry hot summers from April to June. The rainy
season is from mid-June to mid-September, when Lucknow gets an
average rainfall of 1010 mm (40 in) mostly from the south-west monsoon
winds. In winter the maximum temperature is around 25 degrees Celsius
and the minimum is in the 6 to 8 degrees Celsius range. Fog is quite
common from late December to late January. Summers are very hot with
temperatures rising to the 40 to 45 degree Celsius range, the average
highs being in the high 30's.
1.4
RWY Details
RWY
09
HDG
M
090
TORA
(M)
2742
TODA
(M)
2742
ASDA
(M)
2742
VILK-2
LDA
(M)
2585
ELEVATION
(M)
404
SLOPE
(%)
-0.06
Effective 29-Apr-11
IATA
ICAO
ARP Coordinates
27
1.5
270
FLT.OMC
DOMESTIC AERODROME
LUCKNOW
2742
2742
2742
399
0.06
Alternates
ICAO
VIDP
VIJP
IATA
DEL
JAI
Dist
231
356
Remarks
Metrological Facilities
Airfield Data
Navigation Facilities :
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
:
:
:
:
:
:
RWY lights
TWY Markings
:
:
TWY Lights
STOP BARS
Conditions
:
:
:
VILK-3
Effective 29-Apr-11
AIRPORT
DELHI
JAIPUR
1.6
2742
1.9
FLT.OMC
DOMESTIC AERODROME
LUCKNOW
:
:
Duty Mobile
FAX
:
:
IndiGo
lko@goindigo.in,
sagar.hemnani@goindigo.in
+91- 9935971444, +91- 9935390666
Station In charge
+91- 9935971444
N/A
VILK-4
Effective 29-Apr-11
FLT.OMC
DOMESTIC AERODROME
LUCKNOW
VILK-5
Effective 29-Apr-11
FLT.OMC
DOMESTIC AERODROME
MUMBAI
VABB
(MUMBAI)
Effective 09-Jul-14
FLT.OMC
DOMESTIC AERODROME
MUMBAI
Effective 09-Jul-14
FLT.OMC
DOMESTIC AERODROME
MUMBAI
TABLE OF CONTENT
Location ............................................................................... 2
1.2
1.3
Weather ............................................................................... 2
1.4
RWY Details......................................................................... 3
1.5
Alternates ............................................................................. 3
1.6
1.7
1.8
1.9
1.10
1.11
1.12
1.13
Effective 09-Jul-14
1.1
FLT.OMC
DOMESTIC AERODROME
MUMBAI
VABB-1
Effective 09-Jul-14
FLT.OMC
DOMESTIC AERODROME
MUMBAI
MUMBAI
:
:
:
BOM
VABB
190529.54N 0725157.53E
Location
Weather
VABB-2
Effective 09-Jul-14
IATA
ICAO
ARP Coordinates
FLT.OMC
DOMESTIC AERODROME
MUMBAI
1.4
RWY Details
RWY
09
27
14
32
1.5
HDG
M
091
271
136
316
TODA
(M)
3188
3448
2871
2871
ASDA
(M)
3188
3448
2871
2871
LDA
(M)
3048
2965
2471
2673
ELEVATION
(FT)
15.7
23
39
25
SLOPE
(%)
0.06
-0.06
-0.15
0.15
Alternates
AIRPORT
AHMEDABAD
VADODARA
1.6
TORA
(M)
3188
3448
2871
2871
ICAO
VAAH
VABO
IATA
AMD
BDQ
Dist
241
197
Remarks
Metrological Facilities
VABB-3
Effective 09-Jul-14
Mid June to September: This is the period of the Southwest Monsoon. The
onset and withdrawal of the monsoon is generally marked by severe
thunderstorms and squalls. The monsoon generally breaks over Mumbai
about the 9th June. Heavy rain and thunderstorms seem to occur almost
continuously during this period.
October to November: As the south-west monsoon withdraws the weather
is mainly fair. Winds are mainly north easterly during nights and mornings
and north westerly during afternoons. During this season severe cyclones
sometimes hit the coast near Mumbai. The frequency of these cyclones
crossing the coast line is very small.
December to February: Season is of fair weather with land-sea breezes.
February can be expected to be hazy with the possibility of fog.
1.8
FLT.OMC
DOMESTIC AERODROME
MUMBAI
Airfield Data
Navigation Facilities :
:
:
:
:
:
:
RWY lights
TWY Markings
TWY Lights
Conditions
:
:
:
1.9
:
:
FAX
Duty Mobile
:
:
IndiGo
bom@goindigo.in,
charnel.dsouza@goindigo.in
+9122-26156774, +91- 9920363366
DGM western Region
+91-22-26156792
+91- 9820999256
VABB-4
Effective 09-Jul-14
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
ILS RWY 09
ILS RWY 14
ILS RWY 27
VOR RWY 32
In Use
11 M (37 ft)
A
10
Jet A-1
Designation, THR, TDZ, Centerline, Fixed
Distance, Side Stripe, Aiming Point, Turn
Pad.
THR, TDZ, Edge, Centerline, Turn Pad,
End, Stop Way
Center line, holding positions, Edge
Edge
Unrestricted
FLT.OMC
DOMESTIC AERODROME
MUMBAI
AIRWAY
MANUAL
for
Communication
Failure
Not Applicable
1.13 Additional Information
VABB-5
Effective 09-Jul-14
FLT.OMC
DOMESTIC AERODROME
MUMBAI
All west bound flights on L301/L505, N571 and P574 must report
position NOBAT, SUGID and BISET respectively to VABB radio in
addition to VABB area control.
Caution: Cockpit Crew needs to be vigilant and cater for designated
HOT SPOT as mentioned on the airfield chart provided by
JEPPESEN as VABB is a very high density airfield and heightened
awareness is required to prevent any mishaps.
1.
2.
3.
4.
5.
1.
2.
3.
4.
5.
VABB-6
Effective 09-Jul-14
FLT.OMC
DOMESTIC AERODROME
MUMBAI
VABB-7
Effective 09-Jul-14
FLT.OMC
DOMESTIC AERODROME
NAGPUR
VANP
(NAGPUR)
TOC-1
Effective 29-Apr-11
FLT.OMC
DOMESTIC AERODROME
NAGPUR
TOC-2
Effective 29-Apr-11
FLT.OMC
DOMESTIC AERODROME
NAGPUR
TABLE OF CONTENTS
Location ............................................................................... 2
1.2
1.3
Weather ............................................................................... 2
1.4
RWY Details......................................................................... 3
1.5
Alternates ............................................................................. 3
1.6
1.7
1.8
1.9
1.10
1.11
1.12
1.13
TOC-3
Effective 29-Apr-11
1.1
FLT.OMC
DOMESTIC AERODROME
NAGPUR
VANP-1
Effective 29-Apr-11
FLT.OMC
DOMESTIC AERODROME
NAGPUR
NAGPUR
:
:
:
NAG
VANP
210530.7N 0790253.8E
Location
Weather
VANP-2
Effective 29-Apr-11
IATA
ICAO
ARP Coordinates
FLT.OMC
DOMESTIC AERODROME
NAGPUR
westerly to westerly squalls, heavy showers and low clouds. In such heavy
showers visibility may be as low as 900mts and cloud base 90mts AGL .
1.4
RWY Details
14
32
1.5
HDG
M
144
324
TORA
(M)
3200
3200
ASDA
(M)
3200
3200
LDA
(M)
3200
3200
ELEVATION
(M)
1033
1007
SLOPE
(%)
-0.25
0.25
Alternates
AIRPORT
HYDERABAD
MUMBAI
1.6
TODA
(M)
3200
3200
ICAO
VOHS
VABB
IATA
HYD
BOM
Dist
251
369
Remarks
Metrological Facilities
Airfield Data
Navigation Facilities :
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
:
:
:
:
:
:
RWY lights
TWY Markings
TWY Lights
Conditions
:
:
:
:
ILS RWY 32
VOR RWY 14
Not Available
314.8 M (1033Ft)
A
8
Jet A-1
Designation, THR, TDZ, Centerline, Aiming
Point, Edge
THR, Edge, End
Center line, Holding positions
Edge
Unrestricted
VANP-3
Effective 29-Apr-11
RWY
1.9
FLT.OMC
DOMESTIC AERODROME
NAGPUR
:
:
FAX
Duty Mobile
:
:
IndiGo
nag@goindigo.in,
varun.dwivedi@goindigo.in
+91-712-2294372/3/4, +91- 9850369808
Manager C.S
+91-712-2293489
+91-99011071365
VANP-4
Effective 29-Apr-11
FLT.OMC
DOMESTIC AERODROME
NAGPUR
VANP-5
Effective 29-Apr-11
FLT.OMC
DOMESTIC AERODROME
PATNA
VEPT
(PATNA)
Effective 09-Jul-14
FLT.OMC
DOMESTIC AERODROME
PATNA
Effective 09-Jul-14
FLT.OMC
DOMESTIC AERODROME
PATNA
TABLE OF CONTENTS
Location ............................................................................... 1
1.2
1.3
Weather ............................................................................... 1
1.4
RWY Details......................................................................... 1
1.5
Alternates ............................................................................. 2
1.6
1.7
1.8
1.9
1.10
1.11
1.12
1.13
TOC-1
Effective 09-Jul-14
1.1
FLT.OMC
DOMESTIC AERODROME
PATNA
TOC-1
Effective 09-Jul-14
FLT.OMC
DOMESTIC AERODROME
PATNA
PATNA
:
:
:
PAT
VEPT
253537.0N 0850531.0E
Location
Weather
Patna, as most of Bihar, has a humid subtropical climate with hot s ummers
from late March to early June, the monsoon season from late June to late
September and a mild winter from November to February. Highest
temperature ever recorded is 46.1 C, lowest ever is 2.2 C and annual
rainfall is 1000 mm.
1.4
RWY Details
RWY
HDG
TORA
TODA
ASDA
LDA
ELEVATI
ON
M
069
249
(M)
2072
2072
(M)
2072
2072
(M)
2072
2072
(M)
1677
1938
(ft)
169
169
07
25
VEPT-1
Effective
SLOP
E
(%)
0.00
0.00
09-Jul-14
IATA
ICAO
ARP Coordinates
1.5
FLT.OMC
DOMESTIC AERODROME
PATNA
Alternates
1.6
ICAO
VECC
VILK
IATA
CCU
LKO
Dist
253
238
Remarks
Metrological Facilities
MET availability H24, METAR issued every 30Mins as per watch Hrs.
1.8
Airfield Data
Navigation Facilities :
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
RWY lights
TWY Markings
TWY Lights
STOP BARS
Conditions
1.9
:
:
:
:
:
:
:
:
:
:
:
:
:
:
IndiGo
pat@goindigo.in, rupesh.singh@goindigo.in
+91- 9934140008 Station
In charge
VEPT-2
Effective
09-Jul-14
AIRPORT
KOLKATA
LUCKNOW
Land Line
Duty Mobile
FLT.OMC
DOMESTIC AERODROME
PATNA
:
:
+91-612 2227409
+91- 9771415800/01
VEPT-3
Effective
09-Jul-14
FLT.OMC
DOMESTIC AERODROME
PATNA
Route Check
01 RC
Recency
No
NIL
01 RC
No
NO Training flights (SLF or PIC RCs) are permitted to PAT. Only Clearance
Route Checks and Annual Line Route Checks (for cleared pilots) can be
carried out to PAT.
PIC & FOs who have already operated to PAT as per previous training
requirements need not undergo any additional training.
01 RC for PIC & FOs is the training requirement for those who are not PAT
qualified. RC cannot be done from jump seat.
VEPT-4
Effective
09-Jul-14
PIC
FIRST
OFFICER
Note:
FLT.OMC
DOMESTIC AERODROME
PATNA
o
o
o
Anti-skid unserviceable
Spoilers unserviceable
Braking devices unserviceable
o
o
VEPT-5
Effective
09-Jul-14
FLT.OMC
DOMESTIC AERODROME
PATNA
VEPT-6
Effective
09-Jul-14
FLT.OMC
DOMESTIC AERODROME
PUNE
VAPO
(PUNE)
TOC-1
Effective 29-Apr-11
FLT.OMC
DOMESTIC AERODROME
PUNE
TOC-2
Effective 29-Apr-11
FLT.OMC
DOMESTIC AERODROME
PUNE
TABLE OF CONTENTS
Location ............................................................................... 2
1.2
1.3
Weather ............................................................................... 2
1.4
RWY Details......................................................................... 3
1.5
Alternates ............................................................................. 3
1.6
1.7
1.8
1.9
1.10
1.11
1.12
1.13
TOC-3
Effective 29-Apr-11
1.1
FLT.OMC
DOMESTIC AERODROME
PUNE
VAPO-1
Effective
29-Apr-11
FLT.OMC
DOMESTIC AERODROME
PUNE
PUNE
:
:
:
PNQ
VAPO
183458N 0735513E
This briefing is to be read in conjunction with the current Company and IAF
documentation available in on Board Jeppesen Manual. In case a conflict
exists between this material and Jeppesen (Company and IAF
documentation), the latter takes priority.
1.1
Location
English is primary language used in ATC. Pune control zone is AMSL till
FL080.
Pune ATS airspace is Class D with Transition altitude is 7000Ft. Vertical limits
are from SFC to FL200
1.3
Weather
Pune has a tropical wet and dry climate with average temperatures ranging
between 20C to 28 C. Pune experiences three distinct seasons:
Summer (March-May): Typical summer months are from March to May, with
maximum temperatures ranging from 30C to 38C. The warmest month in
Pune is April, although summer doesn't end until May, the city often receives
heavy thundershowers in May (and humidity remains high). Even during the
hottest months, the nights are usually cool due high altitude of Pune.
Monsoon (June-October): The monsoon lasts from June to October, with
moderate rainfall and temperatures ranging from 10C to 28C. Most of the
722 mm (28.4 inches) of annual rainfall in the city fall between June and
September, and July is the wettest month of the year.
Winter (November-February): Winter begins in November. November in
particular is referred to as the Rosy Cold. The daytime temperature hovers
VAPO-2
Effective
29-Apr-11
IATA
ICAO
ARP Coordinates
FLT.OMC
DOMESTIC AERODROME
PUNE
around 28C while night temperature is below 10C for most of December
and January, often dropping to 5C to 6C.
1.4
RWY Details
10
28
1.5
HDG
M
096
276
TORA
(M)
2469
2469
ASDA
(M)
2622
2622
LDA
(M)
2530
2530
ELEVATION
(M)
1912
1924
SLOPE
(%)
0.15
-0.15
Alternates
AIRPORT
MUMBAI
HYDERABAD
1.6
TODA
(M)
2713
2713
ICAO
VABB
VOHS
IATA
BOM
HYD
Dist
66
274
Remarks
Metrological Facilities
Airfield Data
Navigation Facilities :
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
RWY lights
TWY Markings
TWY Lights
Conditions
:
:
:
:
:
:
:
:
:
:
VAPO-3
Effective
29-Apr-11
RWY
1.9
FLT.OMC
DOMESTIC AERODROME
PUNE
:
:
:
FAX
Duty Mobile
:
:
IndiGo
pnq@goindigo.in, sampat.ullal@goindigo.in
+91-20-26610557, +91-9860144422
Airport Manager
+91-20-26685047
+91- 9766492598
VAPO-4
Effective
29-Apr-11
Company Minima is designed as per DGCA Operation Circular 6/1999 and All
Weather Operations (Doc 9365-AN/910). Company minima is available in
Onboard Jeppesen Manual.
FLT.OMC
DOMESTIC AERODROME
PUNE
VAPO-5
Effective
29-Apr-11
FLT.OMC
DOMESTIC AERODROME
PUNE
VAPO-6
Effective
29-Apr-11
FLT.OMC
DOMESTIC AERODROME
PUNE
Lateral Limits
Upper/Lower
Limit
Type of
restriction
/Remarks
VA(P) 19
Kirkee (Pune)
Area bounded by a
circle of radius of
1.7NM centered at
183333.4N
0735107.3E
3000ft/GND
PERMANENT
DEHU ROAD
ORDINANCE
FACTORY. BRG
299 DIST 22Km.
5000ft/GND
PERMANENT
NIL
Identification/
Name
Lateral Limits
Upper/Lower
Limit
Type of
restriction
/Remarks
NIL
4000ft/GND
PERMANENT
NIL
3000ft/GND
PERMANENT
5000ft/GND
Monday to
Friday active
between 0300
to 1140 UTC
and 1300 to
1630 UTC.
NIL
VAPO-7
Effective
29-Apr-11
Identification/
Name
FLT.OMC
DOMESTIC AERODROME
RAIPUR
VARP
(RAIPUR)
TOC-1
Effective 04-Dec-12
FLT.OMC
DOMESTIC AERODROME
RAIPUR
TOC-2
Effective 04-Dec-12
FLT.OMC
DOMESTIC AERODROME
RAIPUR
TABLE OF CONTENTS
Location ............................................................................... 1
1.2
1.3
Weather ............................................................................... 1
1.4
RWY Details......................................................................... 2
1.5
Alternates ............................................................................. 2
1.6
1.7
1.8
1.9
1.10
1.11
1.12
1.13
TOC-3
Effective 04-Dec-12
1.1
FLT.OMC
DOMESTIC AERODROME
RAIPUR
TOC-4
Effective 04-Dec-12
FLT.OMC
DOMESTIC AERODROME
RAIPUR
RAIPUR
:
:
:
RPR
VARP
211052.0N 0814418.5E
This briefing is to be read in conjunction with the current Company and IAF
documentation available in on Board Jeppesen Manual. In case a conflict
exists between this material and Jeppesen (Company and IAF
documentation), the latter takes priority.
1.1
Location
Weather
The city of Raipur is located near the centre of a large plain, sometimes
referred as the "rice bowl of India", where hundreds of varieties of rice are
grown. The Mahanadi River flows to the east of the city of Raipur, and the
southern side has dense forests. The Maikal Hills rise on the north-west of
Raipur; on the north, the land rises and merges with the Chota Nagpur
Plateau, which extends north-east across Jharkhand state. On the south of
Raipur lies the Baster Plateau.
Raipur has a tropical wet and dry climate with average maximum
temperatures ranging between 27C to 42 C. Raipur experiences three
distinct seasons:
Summer (March-May): Typical summer months are from March to May, with
average maximum temperatures ranging from 35C to 42C. The warmest
month in Raipur is May, although summer doesn't end until mid-June,
absolute maximum recorded in the month of May is 460C and in June is 47C.
Average Minimum temperature ranges between 20C and 28C while
absolute minimum ranges between 10C and 20C. This season is quite dry
VARP-1
Effective 04-Dec-12
IATA
ICAO
ARP Coordinates
FLT.OMC
DOMESTIC AERODROME
RAIPUR
1.4
RWY Details
RWY
06
24
1.5
HDG
M
059.30
239.31
TODA
(M)
2286
2286
ASDA
(M)
2286
2286
LDA
(M)
2156
2286
ELEVATION
(-ft.)
1011
1032
SLOPE
(%)
0.28
-0.28
Alternates
AIRPORT
NAGPUR
HYDERABAD
1.6
TORA
(M)
2286
2286
ICAO
VANP
VOHS
IATA
NAG
HYD
Dist
171
357
Remarks
Metrological Facilities
VARP-2
Effective 04-Dec-12
1.8
FLT.OMC
DOMESTIC AERODROME
RAIPUR
Airfield Data
Navigation Facilities :
1.9
:
:
:
:
:
:
:
:
:
:
Company Minima is designed as per DGCA Operation Circular 6/1999 and All
Weather Operations (Doc 9365-AN/910). Company minima is available in
Onboard minima folder.
1.10 Ground Communication
Company
E-mail
Tel. Station Rep
:
:
:
FAX
Duty Mobile
:
:
IndiGo
rpr@goindigo.in, kunal.bhasin@goindigo.in
+91-771-2481213/14/15, +91-7389900129
Asst. Manager Customer Service
N/A
+91- 7389900129
Caution:
Runway
recommendations.
markings
VARP-3
are
not
confirming
ICAO
Effective 04-Dec-12
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
RWY lights
TWY Markings
TWY Lights
Conditions
ILS RWY 24
VOR RWY 06
Not Available
317.26 M (1041FT)
A
6
Jet A-1
Designation, THR, Centerline, End, Edge
THR, Edge, End
Center line, holding positions
Edge
Unrestricted
FLT.OMC
DOMESTIC AERODROME
RAIPUR
VARP-4
Effective 04-Dec-12
FLT.OMC
DOMESTIC AERODROME
RAIPUR
Aircraft to Taxi in via TWY B and Taxi out turn right and follow lead
out line to join TWY A.
Pilots to Taxi in and Taxi out from apron under own responsibility and
under Signal Man guidance. New apron area is partially visible from
Tower.
OLD APRON:
While Taxiing in, turn left for parking stand 1 and turn right for
parking stand 2.
During Taxiing out, immediately turn right from Parking stand No.1
and immediately turn left from Parking stand No.2.
Caution for incorrect Holding Position marking while taxiing out from
C. Holding must be done only on first available marking. Disregard
holding position marking closer to Runway.
Effective 04-Dec-12
VARP-5
FLT.OMC
DOMESTIC AERODROME
RAIPUR
VARP-6
Effective 04-Dec-12
FLT.OMC
DOMESTIC AERODROME
RANCHI
VERC
(RANCHI)
Effective
09-Jul-14
FLT.OMC
DOMESTIC AERODROME
RANCHI
Effective
09-Jul-14
FLT.OMC
DOMESTIC AERODROME
RANCHI
TABLE OF CONTENTS
Location ................................................................................ 2
1.2
1.3
Weather ................................................................................. 2
1.4
1.5
Alternates .............................................................................. 3
1.6
1.7
1.8
1.9
1.10
1.11
1.12
1.13
TOC-1
Effective
09-Jul-14
1.1
FLT.OMC
DOMESTIC AERODROME
RANCHI
TOC-2
Effective 09-Jul-14
FLT.OMC
DOMESTIC AERODROME
RANCHI
RANCHI
:
:
:
IXR
VERC
231851.0N 0851916.0E
Location
Weather
VERC-1
Effective 09-Jul-14
IATA
ICAO
ARP Coordinates
1.4
DOMESTIC AERODROME
RANCHI
HDG
M
131
311
TORA
(M)
2713
2713
ASDA
(M)
2713
2713
LDA
(M)
2424
2713
ELEVATION
(FT)
2141
2075
SLOPE
(%)
-0.79
0.79
Alternates
AIRPORT
KOLKATA
BHUBANESHWAR
1.6
TODA
(M)
2713
2713
ICAO
VECC
VEBS
IATA
CCU
BBI
Dist
181
264
Remarks
Nil Facilities.
1.7
Meteorological Facilities
MET availability H24, METAR issued every 30Mins as per watch Hrs.
1.8
Airfield Data
Navigation Facilities :
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
RWY lights
TWY Markings
TWY Lights
STOP BARS
Conditions
1.9
:
:
:
:
:
:
:
:
:
:
:
VERC-2
Effective 09-Jul-14
1.5
FLT.OMC
RWY Details
RWY
13
31
FLT.OMC
DOMESTIC AERODROME
RANCHI
IndiGo
ixr.ops@goindigo.in
-
Land Line
Duty Mobile
:
:
VERC-3
Effective 09-Jul-14
Company
E-mail
Tel. Station Rep
FLT.OMC
DOMESTIC AERODROME
RANCHI
VERC-4
Effective 09-Jul-14
FLT.OMC
DOMESTIC AERODROME
SRINAGAR
VISR
(SRINAGAR)
Effective 09-Jul-14
FLT.OMC
DOMESTIC AERODROME
SRINAGAR
Effective 09-Jul-14
FLT.OMC
DOMESTIC AERODROME
SRINAGAR
TABLE OF CONTENTS
Location ................................................................................ 1
1.2
1.3
Weather ................................................................................. 1
1.4
1.5
Alternates .............................................................................. 2
1.6
1.7
1.8
1.9
1.10
1.11
1.12
1.13
1.14
Effective 09-Jul-14
1.1
FLT.OMC
DOMESTIC AERODROME
SRINAGAR
Effective 09-Jul-14
FLT.OMC
DOMESTIC AERODROME
SRINAGAR
SRINAGAR
:
:
:
SXR
VISR
N3359.5 E07446.8
This briefing is to be read in conjunction with the current Company and IAF
documentation available in on Board Jeppesen Manual. In case a conflict
exists between this material and Jeppesen (Company and IAF
documentation), the latter takes priority.
1.1
Location
Srinagar aerodrome is located around 350 NMs N-NW of Delhi and is close to
the International Border with Pakistan. It is located approx. 18 KM south of
Srinagar town, which is a well-known hilly tourist centre. The airfield is
controlled by the Indian Air Force...
The airfield is located at the centre of a narrow oblong valley oriented NW-SE
and surrounded by mountain ranges in the NE & SW, rising to over 10,000ft.
Area surrounding the airfield is generally flat and about 60ft lower than the
airfield. The border with Pakistan is in close proximity to the North (40NMs at
the closest point) and West (25NMs at the closest point).
1.2
Weather
The weather is typically cold during the winter months with occurrences of
snowfall in Nov-Jan. Haze and fog is common in the morning hours but does
not last more than two to three hours. The airfield is affected by the passages
of Western Disturbances in winter which brings in significant clouds and rain.
Summer months are usually bright and sunny.
VISR-1
Effective 09-Jul-14
IATA
ICAO
ARP Coordinates
1.4
DOMESTIC AERODROME
SRINAGAR
HDG
M
134
314
TORA
(M)
3658
3658
ASDA
(M)
3705
3708
LDA
(M)
3658
2957
ELEVATION
(FT)
5418
5485
SLOPE
(%)
0.56
-0.56
Alternates
AIRPORT
JAMMU
DELHI
1.6
TODA
(M)
3796
3799
ICAO
VIJU
VIDP
IATA
IXJ
DEL
Dist
92
382
Remarks
Metrological Facilities
MET availability H24, METAR issued every 30Mins during watch hrs.
1.8
Airfield Data
Navigation Facilities :
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
:
:
:
:
:
:
RWY lights
TWY Markings
TWY Lights
Conditions
:
:
:
:
1.9
ILS RWY 31
VOR RWY 31
Not Available
1672 M (5485FT)
B
8
Jet A-1
Designation, THR, TDZ, Centerline, Aiming
Point, Edge
Edge
Center line, Holding positions
Edge
Restricted
Effective 09-Jul-14
1.5
FLT.OMC
RWY Details
RWY
13
31
FLT.OMC
DOMESTIC AERODROME
SRINAGAR
Duty Mobile
FAX
:
:
IndiGo
sxr@goindigo.in, asiya.bashir@goindigo.in
+91-194-2303377/3392, +91-9419022915
Manager C.S
+91-194-2303384/3338
N/A
Frequency (MHz)
127.9
127.9 / 123.5
127.650
123.500
121.500
119.700
120.400
122.700
127.500
VISR-3
Effective 09-Jul-14
Company
E-mail
Tel. Station Rep
FLT.OMC
DOMESTIC AERODROME
SRINAGAR
VISR-4
Effective 09-Jul-14
FLT.OMC
DOMESTIC AERODROME
SRINAGAR
Effective 09-Jul-14
o
o
o
o
o
o
o
o
DOMESTIC AERODROME
SRINAGAR
FLT.OMC
ARRIVAL Procedure
RWY 31 is normally used for landing.
Plan the TOD so as to reach MESAR at 18,000 ft and 250
Kts.
VOR Approach VIA arrival route (MESAR):
o Prepare secondary FPL for an approach via arrival route
(Radial 134 SNG).
o Create the following way points and remove the FPL
discontinuity:
o
o
VISR-6
Effective 09-Jul-14
FLT.OMC
DOMESTIC AERODROME
SRINAGAR
o
o
ALTITUDE (ft)
18000
15000
15000
11000
11000
8500
7500
6010
FPA
3.5
4.2
3.0
3.21
ALTITUDE (ft)
18000
15000
15000
11000
11000
8500
VISR-7
FPA
3.5
3.8
3.3
Effective 09-Jul-14
POSITION
MESAR
D31
D31
D22
D22
D14
D8 (FAF)
MDA
o
o
FLT.OMC
DOMESTIC AERODROME
SRINAGAR
Delayed Descent
o In the event of a delayed descent clearance given by
Srinagar Approach, reduce speed to minimum practicable.
When cleared for descent trade speed with altitude and
when sufficient margin is available from VLS, deploy speed
brakes. Autopilot may be disconnected and full speed
brakes deployed once speed is above 240 KT IAS. If the
FMS is programmed correctly, as per way point and Altitude
Constraints, the Progress Page VDEV can be used. In
addition to this the position of the Level Off Arrow can be
compared with the 14D waypoint to judge the trajectory and
for situational awareness. At any stage, if the crew loses
situational awareness, it is recommended to join the VOR
holding and carry out an Instrument approach VIA the VOR.
VISR-8
Effective 09-Jul-14
FLT.OMC
DOMESTIC AERODROME
SRINAGAR
VISR-9
Effective 09-Jul-14
FLT.OMC
DOMESTIC AERODROME
SRINAGAR
CONTINGENCY PROCEDURES
SINGLE ENGINE DEPARTURE PROCEDURE
RWY 13
o Engine failure prior to reaching 7500 or 8D SNG, whichever
is earlier, intercept radial 134. At 8D carry out a right
procedure turn (179/359) and carry out instrument approach
for RWY 31.
o If engine failure between 8D and 31D SNG, turn back and
land at Srinagar.
o If engine failure after 31D SNG, continue. Cross MESAR
above 17,000 ft.
LOSS OF CABIN PRESSURE
Inbound to Srinagar
o If pressurization failure occurs between PK and more than
10NM prior to MESAR, turn left and descent to 18,000 ft.
Proceed to VIJU (approx. 8 Min). If pressurisation failure
occurs at or less than 10 NM prior to MESAR, cross
MESAR at or above 18,000 ft. and continue to Srinagar.
o Stay at or below the FCOM depressurization profile as
shown on FCOM (Reproduced below for information only).
VISR-10
Effective 09-Jul-14
FLT.OMC
DOMESTIC AERODROME
SRINAGAR
VISR-11
Effective 09-Jul-14
FLT.OMC
DOMESTIC AERODROME
SRINAGAR
VISR-12
Effective 09-Jul-14
FLT.OMC
DOMESTIC AERODROME
SURAT
SURAT
(VASU)
Effective 04-Dec-12
FLT.OMC
DOMESTIC AERODROME
SURAT
Effective 04-Dec-12
FLT.OMC
DOMESTIC AERODROME
SURAT
TABLE OF CONTENT
Location ..............................................................................1
1.2
1.3
Weather ..............................................................................1
1.4
RWY Details........................................................................1
1.5
Alternates ............................................................................2
1.6
1.7
1.8
1.9
1.10
1.11
1.12
1.13
Effective 04-Dec-12
1.1
FLT.OMC
DOMESTIC AERODROME
SURAT
Effective 04-Dec-12
FLT.OMC
DOMESTIC AERODROME
SURAT
SURAT
:
:
:
STV
VASU
210657.76N 0724430.55E
Location
Weather
Surat has a tropical savanna climate, moderated strongly by the Arabian Sea.
The summer begins in early March and lasts till June. April and May are the
hottest months, the average maximum temperature being 40 C (104 F).
Monsoon begins in late June and the city receives about 1,000 millimetres
(39 in) of rain by the end of September, with the average maximum being
32 C (90 F) during those months. October and November see the retreat of
the monsoon and a return of high temperatures till late November.
Winter starts in December and ends in late February, with average
temperatures of around 23 C (73 F), and little rain.
1.4
RWY Details
RWY
04
22
HDG
M
043
223
TORA
(M)
2250
2250
TODA
(M)
2250
2250
ASDA
(M)
2250
2250
VASU-1
LDA
(M)
2250
2250
ELEVATION
(ft.)
22
29
SLOPE
(%)
0.09
-0.09
Effective
04-Dec-12
IATA
ICAO
ARP Coordinates
1.5
FLT.OMC
DOMESTIC AERODROME
SURAT
Alternates
ICAO
IATA
Dist
VAAH
VABB
AMD
BOM
129
130
1.6
Remarks
Metrological Facilities
MET availability during watch Hrs, METAR issued every 30Mins during watch
Hrs.
1.8
Airfield Data
Navigation Facilities :
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
:
:
:
:
:
:
RWY lights
TWY Markings
TWY Lights
Conditions
:
:
:
:
1.9
ILS RWY 22
VOR RWY 04
Not Available
8.83 M (29FT)
A
7
Jet A-1
Designation, THR, TDZ, Centerline, Edge,
End
THR, Edge, End
Center line, Holding positions
Edge
Restricted
VASU-2
Effective
04-Dec-12
AIRPORT
AHMEDABAD
MUMBAI
FLT.OMC
DOMESTIC AERODROME
SURAT
Turbo aviation
Nitin
+91-9824735570
VASU-3
Effective
04-Dec-12
Company
Rep Name
Tel. Station Rep
FLT.OMC
DOMESTIC AERODROME
SURAT
VASU-4
Effective
04-Dec-12
FLT.OMC
DOMESTIC AERODROME
TRIVANDRUM
VOTV
(TRIVANDRUM)
TOC-1
Effective
29-Apr-11
FLT.OMC
DOMESTIC AERODROME
TRIVANDRUM
TOC-2
Effective
29-Apr-11
FLT.OMC
DOMESTIC AERODROME
TRIVANDRUM
TABLE OF CONTENTS
Location ............................................................................... 2
1.2
1.3
Weather ............................................................................... 2
1.4
RWY Details......................................................................... 3
1.5
Alternates ............................................................................. 3
1.6
1.7
1.8
1.9
1.10
1.11
1.12
1.13
TOC-3
Effective
29-Apr-11
1.1
FLT.OMC
DOMESTIC AERODROME
TRIVANDRUM
VOTV-1
Effective
29-Apr-11
FLT.OMC
DOMESTIC AERODROME
TRIVANDRUM
TRIVANDRUM
:
:
:
TRV
VOTV
082847.1N 0765511.3E
Location
The airfield is situated on the coast on the west side of the Southern tip of
India. 15 NM inland are the foothills of a mountain range which reaches over
6100 feet AMSL at 22 NM East to Northeast.
1.2
Weather
The temperature varies little throughout the year staying mainly between 24C
and 30C. Poor flying conditions come mainly from thunderstorms and heavy
rain.
December to Mid-April: Occasional fog at dawn, soon clearing. Overcast by
mid-afternoon, clearing early morning.
Mid April to June: Heavy cloud develops before dawn lasting all day with
heavy rain and frequent thunderstorms.
June to September: Generally fine with broken Cu. Very occasional squalls
with heavy rain only lasting a short time.
October to November: Rain Squalls more frequent and more persistent
leading to frequent occurrence of Thunderstorms, especially in the evening.
VOTV-2
Effective
29-Apr-11
IATA
ICAO
ARP Coordinates
1.4
DOMESTIC AERODROME
TRIVANDRUM
HDG
M
139
319
TORA
(M)
3398
3398
TODA
(M)
3398
3620
ASDA
(M)
3398
3398
LDA
(M)
2992
3238
ELEVATION
(M)
15
13
Alternates
AIRPORT
ICAO
IATA
Dist
COCHIN
COIMBATORE
VOCI
VOCB
COK
CJB
106
154
1.6
SLOPE
(%)
-0.01
0.01
Remarks
Metrological Facilities
MET availability H24, METAR issued every 30Mins during watch Hrs.
1.8
Airfield Data
Navigation Facilities :
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
RWY lights
TWY Markings
TWY Lights
Conditions
:
:
:
:
:
:
:
:
:
:
ILS RWY 32
VOR RWY 14
Not Available
4.55 M (15FT)
A
8
Jet A-1
Designation, THR, TDZ, Centerline, Edge
THR, Edge, End
Center line, Holding positions
Edge
Unrestricted
VOTV-3
Effective
29-Apr-11
1.5
FLT.OMC
RWY Details
RWY
14
32
1.9
FLT.OMC
DOMESTIC AERODROME
TRIVANDRUM
:
:
:
:
:
IndiGo
trv@goindigo.in, tejas.arte@goindigo.in
+91-8893808013 Manager C.S
N/A
N/A
Arriving Traffic:
The following radio communication failure procedure shall be
applicable at Trivandrum Airport when radar vectoring is provided for
pilot interpreted final approach aids.
If Radio Communication Failure occurs prior to interception of
final approach track aircraft should maintain the last assigned
altitude or 3200ft whichever is higher and proceed to VOR via
shortest route and carry out the IAL procedure last cleared.
In case radio communication failure takes place after
interception of final approach track aircraft should continue
approach for landing.
Departing Traffic:
Refer JEPPESEN AIRWAY MANUAL for ICAO Recommended Standard
Communication Failure procedure
1.12 Noise Abatement Procedure
Not Applicable
1.13 Additional Information
VOTV-4
Effective
29-Apr-11
Company Minima is designed as per DGCA Operation Circular 6/1999 and All
Weather Operations (Doc 9365-AN/910). Company minima is available in Onboard Jeppesen Manual.
FLT.OMC
DOMESTIC AERODROME
TRIVANDRUM
A
Temple
procession
is
carried
out
by
King
of
THIRUVANANTHAPURAM once every 6 months and for that the
entire march enters the RWY.
Whenever this procession is planned, a NOTAM is issued well in
advance for closure of RWY for almost 6 to 8 hours, twice a year.
There are two abandoned Turn pads. One is short of Dumbbell
RWY32 on Northern side of RWY and the other is southern side of
Dumbbell RWY14. Both the abandoned areas are marked with two
yellow crosses and are not to be used.
Caution: VO(D)-172A and 172B near VOCI (COK). When active a
NOTAM is issued for the active period. Whenever these are active, a
change of route needs to be filed and followed between VOCI (COK)
and VOTV (TRV). Route are as follows:
VOCI-VOTV: CIA W91 TUMLA W91 TVM
VOTV-VOCI: TVM W43N TUMLA DCT ARONA W46 CIA
These routes are not available in NAV DATA (FMS).Crew need to
build the route manually.
Whenever VO (D) 175 Sector 1, 2, 3 are active, a NOTAM is issued
and the traffic is made to hold as follows:
Departures: When VO (D) 175 is active and rocket is launched,
departing aircrafts can expect a delay of approximate 5-10 min
from the launch time
Arrivals: Aircraft from West, East and North shall be advised to
remain at 25 NM at or above 8400 ft in *safe zone after resolving
from other traffic, if any.
Aircraft on ATS Route R457 from VRMM (MLE) shall be advised
to intercept Radial 170 deg TVM at 130 NM from TVM avoiding
Thumba range (VOD 175) and shall be kept 25 NM away from
TVM at or above 8400ft in the safe zone. It can vary depending
on the traffic density.
TAXI / APRON PROCEDURE
Taxi Track are named as below
VOTV-5
Effective
29-Apr-11
o
o
o
o
DOMESTIC AERODROME
TRIVANDRUM
For full and partial power run up use TWY ECHO facing
RWY or can be carried out on Dumbbell RWY32 in
coordination with Apron Control and ATC.
FLT.OMC
Departing Aircraft
Departing Aircraft to turn left from parking stand 1, 2, 3, 4 and
follow TWY ALPHA to exit for RWY. Turn right and back track on
RWY for Dumbbell RWY32.Follow guidelines by turning left at
end of RWY on Turn pad for lining up on Dumbbell.
VOTV-6
Effective
29-Apr-11
o
o
FLT.OMC
DOMESTIC AERODROME
TRIVANDRUM
VOTV-7
Effective
29-Apr-11
FLT.OMC
DOMESTIC AERODROME
VADODARA
VABO
(VADODARA)
TOC-1
Effective 29-Apr-11
FLT.OMC
DOMESTIC AERODROME
VADODARA
TOC-2
Effective 29-Apr-11
FLT.OMC
DOMESTIC AERODROME
VADODARA
TABLE OF CONTENT
Location ..............................................................................2
1.2
1.3
Weather ..............................................................................2
1.4
RWY Details........................................................................3
1.5
Alternates ............................................................................3
1.6
1.7
1.8
1.9
1.10
1.11
1.12
1.13
TOC-3
Effective 29-Apr-11
1.1
FLT.OMC
DOMESTIC AERODROME
VADODARA
VABO-1
Effective
29-Apr-11
FLT.OMC
DOMESTIC AERODROME
VADODARA
VADODARA
:
:
:
BDQ
VABO
221948N 0731308E
Location
Weather
VABO-2
Effective
29-Apr-11
IATA
ICAO
ARP Coordinates
1.4
DOMESTIC AERODROME
VADODARA
HDG
M
044
224
TORA
(M)
2469
2469
TODA
(M)
2469
2469
ASDA
(M)
2469
2469
LDA
(M)
2256
2469
ELEVATION
(M)
122
127
Alternates
AIRPORT
ICAO
IATA
Dist
AHEMADABAD
MUMBAI
VAAH
VABB
AMD
BOM
55
204
1.6
SLOPE
(%)
0.04
-0.04
Remarks
Metrological Facilities
MET availability during watch Hrs, METAR issued every 30Mins during watch
Hrs.
1.8
Airfield Data
Navigation Facilities :
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
RWY lights
TWY Markings
TWY Lights
Conditions
:
:
:
:
:
:
:
:
:
:
ILS RWY 22
VOR RWY 04
Not Available
39.44 M (129FT)
A
6
Jet A-1
Designation, THR, TDZ, Centerline, Edge
THR, Edge, End
Center line, Holding positions
Edge (TWY B & C)
Unrestricted
VABO-3
Effective
29-Apr-11
1.5
FLT.OMC
RWY Details
RWY
04
22
1.9
FLT.OMC
DOMESTIC AERODROME
VADODARA
:
:
:
FAX
Duty Mobile
:
:
IndiGo
bdq@goindigo.in, meet.rindani@goindigo.in
+91-265-3203744, +91- 9141421212
Manager C.S
+91-265-2492221
+91- 9998091212
VABO-4
Effective
29-Apr-11
Company Minima is designed as per DGCA Operation Circular 6/1999 and All
Weather Operations (Doc 9365-AN/910). Company minima is available in Onboard Jeppesen Manual.
FLT.OMC
DOMESTIC AERODROME
VADODARA
VABO-5
Effective
29-Apr-11
FLT.OMC
DOMESTIC AERODROME
VARANASI
VIBN
(VARANASI)
Effective 09-Jul-14
FLT.OMC
DOMESTIC AERODROME
VARANASI
Effective 09-Jul-14
FLT.OMC
DOMESTIC AERODROME
VARANASI
TABLE OF CONTENTS
Location ................................................................................ 2
1.2
1.3
Weather ................................................................................. 2
1.4
1.5
Alternates .............................................................................. 3
1.6
1.7
1.8
1.9
1.10
1.11
1.12
1.13
TOC-1
Effective 09-Jul-14
1.1
FLT.OMC
DOMESTIC AERODROME
VARANASI
TOC-2
Effective 09-Jul-14
FLT.OMC
DOMESTIC AERODROME
VARANASI
VARANASI
:
:
:
VNS
VIBN
252705N 0825131E
Location
Weather
VIBN-1
Effective 09-Jul-14
IATA
ICAO
ARP Coordinates
FLT.OMC
DOMESTIC AERODROME
VARANASI
April and lasts until June, followed by the monsoon season from July to
October. The temperature ranges between 22 and 46 C (72 and 115 F)
in the summers.
RWY Details
HDG
TORA
TODA
ASDA
LDA
ELEVATION
SLOPE
(M)
(M)
(M)
(M)
(FT)
(%)
09
94
2745
2745
2745
2512
264
0.01
27
274
2745
2745
2745
2745
265
-0.01
1.5
1.6
REMARKS
DISP THR
233M
Alternates
AIRPORT
ICAO
IATA
DISTANCE
REMARKS
LUCKNOW
VILK
LKO
132 NM
NIL
RANCHI
VERC
IXR
187 NM
NIL
VIBN-2
Effective 09-Jul-14
Winters in Varanasi see very large diurnal variations, with warm days and
downright cold nights. Cold waves from the Himalayan region cause
temperatures to dip across the city in the winter from December to
February and temperatures below 5 C (41 F) are not uncommon.
1.7
FLT.OMC
DOMESTIC AERODROME
VARANASI
Metrological Facilities
1.8
Airfield Data
Navigation Facilities
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
:
:
:
:
:
:
RWY lights
TWY Markings
TWY Lights
Watch hours
:
:
:
:
1.9
:
:
:
IndiGo
sakshi.singh@goindigo.in
+91-7525007662
VIBN-3
Effective 09-Jul-14
FLT.OMC
DOMESTIC AERODROME
VARANASI
Not Applicable
1.13 Additional Information
1.
After watch hours the Air Traffic Services are available on request
with prior notice to Airport Director.
2.
3.
4.
5.
6.
When taxiing in from TWY B, Aircraft taxiing over Bay No. 4 to Bay
No. 5, 6,7,8,9 must Follow to join as shown in Sketch 5. It is an
imaginary line and no marking has been provided on Apron.
7.
8.
9.
10. VDGS installed on parking stand 8 is not aligned with the markings. Crew is
advised to disregard the VDGS and follow the guidelines.
VIBN-4
Effective 09-Jul-14
FLT.OMC
DOMESTIC AERODROME
VARANASI
12. Varanasi has En-route RADAR and not the Terminal RADAR. Air
traffic controlling above FL060 is under the purview of RADAR
control and flights are controlled procedurally at or below FL060. Any
Hold at or below FL060 is only over BBN. Standard Radio
Communication Failure procedure will apply during RADAR
environment even though the flight may be below FL060.
13. Intermediate old Turn Pads for RWY09 and RWY27 are not to be
used,.(Refer sketch 2 and 4)
14. On approach of RWY27 and Take-Off path of RWY09, Crew must
exercise caution due presence of high tension electrical cable over
RAIL tracks.
15. Crew need to be cautious for road close by on approach of RWY09
and Take -off path of RWY27. The moving traffic on the road might
distract the Crew during approach/landing on RWY09 and during
Take-off from RWY27.
16. Crew need to exercise caution against BLACK HOLE Approach
during night.
17. Wing walkers are must when aircraft is taxiing from old to new apron
till the taxiing aircraft is clear of parked aircrafts.
18. A320-Sharklets Aircraft can be accommodated on parking stand 1, 3,
4, 5, 6,7,8,9. Simultaneous parking on 3 and 4 not permitted for
Sharklets.
VIBN-5
Effective 09-Jul-14
11. Auto switch over time for the generator set is more than 15 second.
To meet the standard requirements, generator set is switched on
whenever the visibility is less than 3000M and during night time.
FLT.OMC
DOMESTIC AERODROME
VARANASI
VIBN-6
Effective 09-Jul-14
FLT.OMC
DOMESTIC AERODROME
VISHAKHAPATNAM
(VISHAKHAPATNAM)
Effective 04-Dec-12
VOVZ
FLT.OMC
DOMESTIC AERODROME
VISHAKHAPATNAM
Effective 04-Dec-12
FLT.OMC
DOMESTIC AERODROME
VISHAKHAPATNAM
TABLE OF CONTENT
Location ............................................................................... 2
1.2
1.3
Weather ............................................................................... 2
1.4
RWY Details......................................................................... 3
1.5
Alternates ............................................................................. 3
1.6
1.7
1.8
1.9
1.10
1.11
1.12
1.13
Effective 04-Dec-12
1.1
FLT.OMC
DOMESTIC AERODROME
VISHAKHAPATNAM
VOVZ-1
Effective
04-Dec-12
FLT.OMC
DOMESTIC AERODROME
VISHAKHAPATNAM
VISHAKHAPATNAM
:
:
:
VTZ
VOVZ
174316.24N 0831328.62E
Location
Weather
VOVZ-2
Effective
04-Dec-12
IATA
ICAO
ARP Coordinates
1.4
FLT.OMC
DOMESTIC AERODROME
VISHAKHAPATNAM
RWY Details
HDG
(M)
10
096
3048
28
276
3048
3048
1.5
TORA
ASDA
LDA
ELEV
SLOPE
(M)
(M)
(M)
(ft)
(%)
3048
3048
19
-0.06
3048
3048
12
0.06
Alternates
AIRPORT
BHUBANESHWAR
HYDERABAD
1.6
TODA
ICAO
VEBS
VOHS
IATA
BBI
HYD
Distance
219
279
Remarks
Metrological Facilities
MET Facility available as per the Watch Hrs, METAR issued every 30Mins.
1.8
Airfield Data
Navigation Facilities:
SID/STAR
:
Elevation
:
Airfield Category
:
F/F category
:
Fuel
:
RWY Markings
:
RWY Lights
TWY Markings
TWY Lights
Conditions
:
:
:
:
ILS RWY 28
Not Available
3.1M (10FT)
A
6
Jet A-1
Designation, THR, TDZ, Centerline, Side
Strip and End
THR, Edge & End lights
Center line, Holding positions, Edge
Edge
Restricted
VOVZ-3
Effective
04-Dec-12
RWY
1.9
FLT.OMC
DOMESTIC AERODROME
VISHAKHAPATNAM
:
:
:
:
:
IndiGo
vtz@goindigo.in, rsrkv.prasad@goindigo.in
+91-7894408090
0891-2507085
0891-2507083/84
VOVZ-4
Effective
04-Dec-12
FLT.OMC
DOMESTIC AERODROME
VISHAKHAPATNAM
VOVZ-5
Effective
04-Dec-12
FLT.OMC
DOMESTIC AERODROME
VISHAKHAPATNAM
Military operational flying will take priority over the civil flights and
may entail some delays during arrival and departure.
To enable ATC to obtain Level clearance, Crew are advised to
contact Tower frequency 15 min prior to departure from VOVZ.
In event of no communication between VOVZ and other ATS units,
VOVZ has a PCL (Pre Coordinated Level) F130/F140 for East and
West bound flights.
Runway 28 is utilized for Landing and Runway 10 for Take-off. Due
to Uni-Directional availability of Runway, the RTOW chart for full
length RWY 10 is provided to compensate for 15 Knots of Tail wind.
Terrain Layout
VOVZ-6
Effective
04-Dec-12
FLT.OMC
DOMESTIC AERODROME
VISHAKHAPATNAM
ILS Runway 28
VOVZ-7
Effective
04-Dec-12
FLT.OMC
DOMESTIC AERODROME
VISHAKHAPATNAM
VOR Runway 28
VOVZ-8
Effective
04-Dec-12
FLT.OMC
DOMESTIC AERODROME
VISHAKHAPATNAM
VOVZ-9
Effective
04-Dec-12
FLT.OMC
ISSUE II
TOC- INTL
S. No
Station
Details
Abu Dhabi
29-Apr-11
Bangkok
29-Apr-11
Chittagong
09-Jul-14
Doha
09-Jul-14
Dubai
29-Apr-11
Jeddah
29-Apr-11
Kathmandu
09-Jul-14
Kuala Lumpur
29-Apr-11
Male
29-Apr-11
10
Muscat
29-Apr-11
11
Paya Lebar
29-Apr-11
12
Phuket
29-Apr-11
13
Rayong
29-Apr-11
14
Sharjah
29-Apr-11
15
Singapore
29-Apr-11
ADI-TOC
Effective
09-Jul-14
FLT.OMC
ISSUE II
TOC- INTL
ADI-TOC
Effective
09-Jul-14
FLT.OMC
INTERNATIONAL AERODROME
ABU DHABI
OMAA
(ABU DHABI)
TOC-1
Effective 29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
ABU DHABI
TOC-2
Effective 29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
ABU DHABI
TABLE OF CONTENTS
Location ..............................................................................2
1.2
1.3
Weather ..............................................................................2
1.4
RWY Details........................................................................3
1.5
Alternates ............................................................................3
1.6
1.7
1.8
1.9
1.10
1.11
1.12
1.13
TOC-3
Effective 29-Apr-11
1.1
FLT.OMC
INTERNATIONAL AERODROME
ABU DHABI
OMAA-1
Effective 29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
ABU DHABI
ABU DHABI
:
:
:
:
:
AUH
OMAA
Abu Dhabi International
+ 04:00
242559N 0543904E
Location
The airport is located close to the coast 16 NM East of the city. Terrain is not
a significant factor although there are several man made obstruction up to 800
feet within 10 NM.
1.2
Air traffic control is very good with a high level of English being spoken
language. Abu Dhabi CTZ Vertical limits are from SFC to 1500ft. Airspace
Classification is D and Transition altitude is 13000ft.
1.3
Weather
Abu Dhabi is highly humid, especially when the prevailing winds are from the
North. Temperatures are similar to those of Dubai. Turbulence and marked
low-level inversions are possible.
May - September: Humidity is a little higher and temperatures are very hot.
Occasional dust storms are most likely during April and May. Thunderstorms,
although not very frequent, may be severe.
October - April: Warm and sunny with occasional rainfall. Early morning fog
is a possibility at any time of the year but is most persistent in the period
September to February.
OMAA-2
Effective 29-Apr-11
IATA
ICAO
Name of Airport
UTC
ARP Coordinates
1.4
FLT.OMC
INTERNATIONAL AERODROME
ABU DHABI
RWY Details
RWY
HDG
M
127
307
127
307
TORA
(M)
4100
4100
4100
4100
ASDA
(M)
4155
4160
4230
4230
LDA
(M)
4100
4100
4100
4100
ELEVATION
(M)
82
88
62
72
SLOPE
(%)
0.04
-0.04
0.07
-0.07
Alternates
AIRPORT
SHARJAH
DUBAI
1.6
TODA
(M)
4520
4480
4100
4100
ICAO
OMSJ
OMDB
IATA
SHJ
DXB
Dist
92
93
Remarks
Metrological Facilities
Airfield Data
Navigation Facilities :
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
:
:
:
:
:
:
RWY lights
TWY Markings
OMAA-3
Effective 29-Apr-11
13R
31L
13L
31R
1.5
TWY lights
Conditions
1.9
FLT.OMC
INTERNATIONAL AERODROME
ABU DHABI
:
:
OMAA-4
Effective 29-Apr-11
Company Minima is designed as per DGCA Operation Circular 6/1999 and All
Weather Operations (Doc 9365-AN/910). Company minima is available in Onboard Jeppesen Manual.
FLT.OMC
INTERNATIONAL AERODROME
ABU DHABI
OMAA-5
Effective 29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
BANGKOK
VTBS
(BANGKOK)
TOC-1
Effective
29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
BANGKOK
TOC-2
Effective
29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
BANGKOK
TABLE OF CONTENTS
Location ..............................................................................2
1.2
1.3
Weather ..............................................................................2
1.4
RWY Details........................................................................3
1.5
Alternates ............................................................................3
1.6
1.7
1.8
1.9
1.10
1.11
1.12
1.13
TOC-3
Effective
29-Apr-11
1.1
FLT.OMC
INTERNATIONAL AERODROME
BANGKOK
VTBS-1
Effective
29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
BANGKOK
BANGKOK
:
:
:
:
:
BKK
VTBS
Suvarnabhumi International Airport
+07:00
134109N 1004456E
Location
Weather
Tropical city known for its hot climate and plentiful sunny weather,
temperatures in Bangkok regularly stay well above 30C / 86F all through the
year. Bangkok is at its driest between November and February and
consequently at its busiest, when many tourists choose to visit the city. The
humidity levels also increase during this dry period, being especially sticky in
April and May.
The climate in Bangkok is at its hottest from March to August, while the rainy
season tends to fall between June and October. At this time of the year you
can expect short spells of rainy weather, with frequent afternoon showers,
monsoons and spells of thunder at times, although on some days, the rainy
weather may last all day. Around 90 percent of the rain falls at this time of the
VTBS-2
Effective
29-Apr-11
IATA
ICAO
Name of Airport
UTC
ARP Coordinates
FLT.OMC
INTERNATIONAL AERODROME
BANGKOK
year, although even during Bangkok's rainiest weather, there is still usually
plenty of sunshine to go around.
1.4
RWY Details
01L
19R
01R
19L
1.5
1.6
HDG
M
015
195
015
195
TORA
(M)
3500
3500
3800
3800
TODA
(M)
4600
4200
3800
4350
ASDA
(M)
3500
3500
3800
3800
LDA
(M)
3700
3700
4000
4000
ELEVATION
(M)
1.38
1.36
1.36
1.34
SLOPE
(%)
0.0
0.0
0.0
0.0
Alternates
AIRPORT
ICAO
IATA
Dist
RAYONG
PHUKET
VTBU
VTSP
UTP
HKT
77
376
Remarks
Metrological Facilities
Airfield Data
Navigation Facilities
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
:
:
:
:
:
:
RWY lights
VTBS-3
Effective
29-Apr-11
RWY
FLT.OMC
INTERNATIONAL AERODROME
BANGKOK
TWY Markings
TWY lights
Conditions
Centreline, Edge
Centreline, Edge, Stop Bars
Unrestricted
Company Minima is designed as per DGCA Operation Circular 6/1999 and All
Weather Operations (Doc 9365-AN/910). Company minima is available in Onboard Jeppesen Manual.
1.10 Ground Communication
Company
E-mail
Tel. Station Rep
:
:
:
Duty Mobile
FAX
BFS VHF Frequency
:
:
:
BFS
rungtiwaS@BFSAsia.com
+6621344360 Customer Service
Manager
+66847518155
N.A
131.025 MHz
VTBS-4
Effective
29-Apr-11
1.9
:
:
:
FLT.OMC
INTERNATIONAL AERODROME
BANGKOK
o
o
o
o
o
VTBS-5
Effective
29-Apr-11
o
o
INTERNATIONAL AERODROME
BANGKOK
o
o
o
o
o
FLT.OMC
VTBS-6
Effective
29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
BANGKOK
VTBS-7
Effective
29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
CHITTAGONG
VGEG
(CHITTAGONG)
Effective
09-Jul-14
FLT.OMC
INTERNATIONAL AERODROME
CHITTAGONG
Effective
09-Jul-14
FLT.OMC
INTERNATIONAL AERODROME
CHITTAGONG
TABLE OF CONTENTS
Location ..................................................................................... 1
1.2
1.3
Weather ..................................................................................... 1
1.4
RWY Details............................................................................... 2
1.5
Alternates ................................................................................... 2
1.6
1.7
1.8
1.9
1.10
1.11
1.12
1.13
Additional Information................................................................. 3
TOC-1
Effective
09-Jul-14
1.1
FLT.OMC
INTERNATIONAL AERODROME
CHITTAGONG
Effective
09-Jul-14
FLT.OMC
INTERNATIONAL AERODROME
CHITTAGONG
CHITTAGONG
CGP
VGEG
Shah Amanat International Airport
+06:00
221525.28N, 0914919.95E
Location
Weather
Chittagong has a tropical monsoon climate with a dry season and a heavy
monsoon the rest of year; no cold season. The dry and cool season is from
November to March; pre-monsoon season is from April to May which is very
hot. The sunny and the monsoon season are from June to October, which is
warm, cloudy and wet.
The average annual temperature is 25.1 degrees Celsius (77.2 degrees
Fahrenheit) & total annual Precipitation averages 2735 mm. July is the wettest
month and January is the driest.
VGEG-1
Effective
09-Jul-14
IATA
:
ICAO
:
Name of Airport
:
UTC
:
ARP Coordinates :
1.4
INTERNATIONAL AERODROME
CHITTAGONG
HDG
M
050
230
TORA
(M)
2940
2940
TODA
(M)
3390
3390
LDA
(M)
2940
2940
ELEVATION
(FT)
14
14
SLOPE
(%)
Nil
Nil
Alternates
AIRPORT
KOLKATA
DHAKA
1.6
ASDA
(M)
3090
2940
ICAO
VECC
VHGS
IATA
CCU
DAC
Dist
192
123
Remarks
Metrological Facilities
MET availability H-24, METAR issued every 30Mins during watch Hrs.
1.8
Airfield Data
Navigation Facilities:
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
RWY lights
TWY Markings
TWY Lights
Conditions
:
:
:
:
:
:
:
:
:
:
ILS RWY 23
DVOR RWY 05
N.A
4.26 M (14FT)
B
7
Jet A-1
Designation, THR, TDZ, Centerline
THR, Edge, End
Center line, Holding positions
Edge
Unrestricted
VGEG-2
Effective
09-Jul-14
1.5
FLT.OMC
RWY Details
RWY
05
23
1.9
FLT.OMC
INTERNATIONAL AERODROME
CHITTAGONG
New Parking bays have been constructed. Bay 1-6 are compatible
with Category C aircraft operation.
EOSID RWY05
o Follow RWY HDG 049 Degree, at 8DME CTG turn right and
contact ATC.
VGEG-3
Effective
09-Jul-14
FLT.OMC
INTERNATIONAL AERODROME
CHITTAGONG
VGEG-4
Effective
09-Jul-14
FLT.OMC
INTERNATIONAL AERODROME
DOHA
OTBD
(DOHA)
TOC-1
Effective 09-Jul-14
FLT.OMC
INTERNATIONAL AERODROME
DOHA
TOC-2
Effective 09-Jul-14
FLT.OMC
INTERNATIONAL AERODROME
DOHA
TABLE OF CONTENTS
Location ...............................................................................2
1.2
1.3
Weather ................................................................................2
1.4
1.5
Alternates .............................................................................3
1.6
1.7
1.8
1.9
1.10
1.11
1.12
1.13
TOC-3
Effective 09-Jul-14
1.1
FLT.OMC
INTERNATIONAL AERODROME
DOHA
OTBD-1
Effective 09-Jul-14
FLT.OMC
INTERNATIONAL AERODROME
DOHA
DOHA
:
:
:
DOH
OTBD
2515'39.81"N 05133'54.34"E
Location
English is the primary language used in ATC. DOHA control area is bounded
by a circle of radius 15NM Centred at HHH DVOR (251459.66N
0513634.80E). DOHA ATS airspace is Class D with Transition altitude of
13000Ft.
1.3
Weather
Doha has a hot desert climate. With a strong northerly wind, wind-shear can
be expected on approach. Standard MET facilities are available. Summer is
very long, from May to September, when average high temperatures surpass
38 C (100 F) and may rise to 47 C (117 F).
Humidity is usually the least in May and June. Dew points can surpass 25 C
(77 F) in the summer. Throughout the summer, the city averages almost no
precipitation, and less than 20 mm (0.79 in) during other months. Rainfall is
OTBD-2
Effective 09-Jul-14
IATA
ICAO
ARP Coordinates
FLT.OMC
INTERNATIONAL AERODROME
DOHA
scarce, at a total of 75 mm (2.95 in) per annum, falling on isolated days mostly
between October to March. Winters are warm and the temperatures rarely
drop below 7 C (45 F).
1.4
RWY Details
RWY
HDG
TORA
TODA
ASDA
LDA
ELEVATION
SLOPE
(M)
(M)
(M)
(M)
(FT)
(%)
15
156
4570
4844
4570
3820
33
-0.05
33
336
4570
4753
4570
4570
25
0.05
1.5
REMARKS
DISP THR
750M
Alternates
AIRPORT
ICAO
IATA
DISTANCE
REMARKS
DUBAI
OMDB
DXB
217 NM
NIL
1.6
Metrological Facilities
Airfield Data
Navigation Facilities :
OTBD-3
Effective 09-Jul-14
FLT.OMC
INTERNATIONAL AERODROME
DOHA
Elevation
Airfield Category
F/F category
Fuel
Jet A-1
SID/STAR
TWY Markings
TWY Lights
Conditions
Unrestricted
1.9
FBO
FBO
FBO
OTBD-4
Effective 09-Jul-14
3.
b.
FLT.OMC
INTERNATIONAL AERODROME
DOHA
2.
3.
OTBD-5
Effective 09-Jul-14
4.
5.
6.
FLT.OMC
INTERNATIONAL AERODROME
DOHA
2.
3.
4.
5.
Every Sunday during 0600 - 0700, fuel line maintenance will take
place adjacent to western edge of TWY D between Aircraft stand
A18 and intersection TWY E1. Maintenance will not take place during
aircraft movements.
6.
OTBD-6
Effective 09-Jul-14
1.
7.
FLT.OMC
INTERNATIONAL AERODROME
DOHA
Departures
Arrivals
Landing aircraft to maintain their transponder switched - on until they park on
the stand.
8.
RWY 33 approved for CAT II/III operations, crew and aircraft should
be certified and current.
9.
10. ACFT should not be slowed significantly below normal taxi speed or
stopped on exit TWY unless approved by ATC.
11. Pilots are also advised to exercise caution due to bird activity around
airfield.
12. 180 deg turns on the runway are to be made on turning loops.
13. Highway with shielded illumination is visible to the aircraft on west of
approach for RWY 33.
14. RTOW charts RWY33 not provided due proximity to prohibited area
requiring turning departure. Hence Take-off is not permitted for
RWY33 for IndiGo aircrafts.
15. RWY 15 Full length departures, first 750 M of edge lights are red due
to Displaced Threshold.
OTBD-7
Effective 09-Jul-14
FLT.OMC
INTERNATIONAL AERODROME
DUBAI
OMDB
(DUBAI)
TOC-1
Effective 29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
DUBAI
TOC-2
Effective 29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
DUBAI
TABLE OF CONTENT
Location ................................................................................ 2
1.2
1.3
Weather ................................................................................. 2
1.4
1.5
Alternates .............................................................................. 3
1.6
1.7
1.8
1.9
1.10
1.11
1.12
1.13
TOC-3
Effective 29-Apr-11
1.1
FLT.OMC
INTERNATIONAL AERODROME
DUBAI
OMDB-1
Effective 29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
DUBAI
DUBAI
:
:
:
:
:
DXB
OMDB
Dubai International
+ 04:00
251510N 0552152E
Location
The airport is located close to the coast on the outskirts of the city. Terrain is
not a significant factor although there are several man made obstructions in
the area.
1.2
Air traffic control is very good with a high level of English being spoken
language. Dubai CTZ Vertical limits are from SFC to 1500ft. Airspace
Classification is D and Transition altitude is 13000ft.
1.3
Weather
Dubai has a hot arid climate. Summers in Dubai are extremely hot, windy and
dry, with an average high around 40C and overnight lows around 30C. Most
days are sunny throughout the year. Winters are cool and short with an
average high of 23C and overnight lows of 14C. Precipitation, however, has
been increasing in the last few decades with accumulated rain reaching
150 mm per year
Early morning fog is a possibility at any time of year. Occasional dust storms
are most likely during the period March to May. Thunderstorms, although
infrequent, may be severe. Low-level WIND SHEAR may occur with calm or
light surface winds.
OMDB-2
Effective 29-Apr-11
IATA
ICAO
Name of Airport
UTC
ARP Coordinates
1.4
INTERNATIONAL AERODROME
DUBAI
HDG
M
120
300
120
300
TORA
(M)
4000
4000
4315
4447
TODA
(M)
4060
4060
4315
4447
ASDA
(M)
4060
4060
4570
4570
LDA
(M)
3600
4000
3730
4315
ELEVATION
(ft)
10
31
10
63
Alternates
AIRPORT
ICAO
IATA
Dist
SHARJAH
OMSJ
SHJ
20
ABU DHABI
OMAA
AUH
65
1.6
SLOPE
(%)
0.16
-0.16
0.37
-0.36
Remarks
Metrological Facilities
MET availability H24, METAR issued every 30Mins during Watch Hrs.
1.8
Airfield Data
Navigation Facilities :
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
:
:
:
:
:
:
RWY lights
TWY Markings
:
:
OMDB-3
Effective 29-Apr-11
1.5
FLT.OMC
Runway Details
RWY
12L
30R
12R
30L
TWY Lights
Conditions
FLT.OMC
INTERNATIONAL AERODROME
DUBAI
:
:
Position
Edge, Centerline, Intermediate Holding
Restricted
Company Minima is designed as per DGCA Operation Circular 6/1999 and All
Weather Operations (Doc 9365-AN/910). Company minima is available in Onboard Jeppesen Manual.
1.10 Communication Failure Procedure
Refer JEPPESEN AIRWAY MANUAL for ICAO Recommended Standard
Communication Failure procedure.
1.11 Noise Abatement Procedure
Refer JEPPESEN AIRWAY MANUAL OMDB 10-1P
1.12 Ground Communication
Company
E-mail
Tel. Station Rep
Duty Mobile
FAX
:
:
:
:
:
DANATA
g.singh@dnata.com
+971 50 9508853 Reg. Account Manager
+971 4 2161704
+971 4 2244562
Caution: Birds activity in the vicinity of the airport majorly during the
month of late September to early March and maximum during early
December to mid-February. Bird activity is maximum at sunrise near
the Dubai creek, crossing the approach to 30L/30R between 500ft to
1500ft AGL.
Caution: Due to similar runway alignment, do not mistake Sharjah
airport located 10 NM Northeast of Dubai.
Caution: Runway incursions are very prominent Crew need to be
extra vigilant
OMDB-4
Effective 29-Apr-11
1.9
FLT.OMC
INTERNATIONAL AERODROME
DUBAI
Caution: During LVO pilots are required to use full length departure
and hold at associated CAT II holding.
Caution: Arriving aircraft shall delay reporting RWY vacated until
the aircraft has completely passed the end of the green/amber coded
taxiway centerline lights.
Caution: Be aware of the constantly changing status of taxiways and
movement areas due to construction.
Caution: If tracking inbound and clearance to track towards DXB is
not received, should continue tracking towards Sharjah.
Caution: The designated Bomb Threat / Hijack parking area DXB is
taxiway K (located at threshold of Runway 12), specifically the
portion running parallel to the runway.
Caution: In accordance with the security procedures at Dubai
International Airport, transit crew members can leave and re-enter
the aircraft ONCE ONLY.
Caution: Expect reduced braking action when wet due to rubber
accumulation.
Caution: Refer Jeppesen Chart for RWY Incursion HOT
SPOTS.OMDB 10-9A
Caution: 180 turns on the runways are not permitted for aircraft
larger than A320.
Restaurant in terminal building is available H24.
For medical facility, medical centre at airport and hospitals in Dubai
city are available.
Crew is reminded to adopt best practices on RT procedures.
Unnecessary argument on RT is not welcomed.
No delay means at least 20 min delay
FOLLOW ME Jeep may be requested during CAT II operations only
CAT C Aircraft are to use intersection departure as and when
possible.
RNAV SID/STAR In use.
Transmissometer is available for reporting IRVR on all the Rwy. For
radio transmission purposes the location will be designated as:-
OMDB-5
Effective 29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
DUBAI
ALPHA
:
Touchdown
BRAVO
:
Mid-Point
CHARLI
:
Stop end
Visibility below 2000 M is reported in the following incremental steps:
50 M to 400 M
:
25 M
400 M to 800 M :
50 M
800 M to 2000 M :
100 M
Aircraft Taxing Conditions are as follows: Taxing from TWY PAPA to TWY NOVEMBER are into apron
ECHO, CHARLIE and BRAVO with only one engine operating
is not allowed. Minimum power shall be used in the turns.
Aircraft taxing via TWY KILO16 or KILO17 for departure
RWY30L shall use minimum power due to proximity of apron
HOTEL.
Aircraft will normally be expected to start-up during pushback, aircraft
wishing to start engine either before or after pushback should notify
ATC. In case of cargo apron operation 10mins prior notice is
required.
Nose in parking is mandatory. Exemption only given in special case
with specific authorization from ATC.
STOPBAR lights are available with the following characteristics:-Red
inset lights supplemented with elevated lights on either side of
holding position. RWY holding positions (CAT I and CAT II) and
intermediate holding positions for general service road crossings are
provided with stop bar lightings.
RWY Guard Lights are provided at RWY holding positions with a pair
of yellow flashing lights on either side of STOPBAR.
INTERMEDIATE HOLDING POSITION LIGHTS are set of three
yellow inset lights provided at all intermediate TWY holding
Positions.
Minimum Runway occupancy should be maintained at all given
times. Aircraft that cannot comply should notify ATC as soon as
possible.
OMDB-6
Effective 29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
DUBAI
Turn onto the bay when the nose wheel is approximately in line with
the bay Centerline. Keep the flight deck over the convex curve on the
turn on the guidance line on the foreside of the bay number from the
direction of the approach, using approximately 40 to 45 of nose
wheel steering angel.
To maintain a safe wing tip clearance from adjacent parked
aircraft, it is essential that aircraft do not cut the corner on the
bay centerline.
Broken turn-on lines are for DC10 and L1011; solid turn-on
lines are for B747 and all other aircraft.
Right hand traffic circuit RWY 12R & 12L.
RWY 12R & 12L base leg over the sea, aircraft are to be established
on final track before crossing the coast inbound.
When on approach to RWY 30R pilots shall reconfirm DME/GP
information and ensure that they have correctly identified the landing
RWY. Do not confuse with staggered parallel RWY 30L with THR
approximately 1.5 NM east of RWY 30R.
Minimum RWY occupancy:
Arrivals
Rapid exit from the RWY enables the achievement of maximum
RWY utilization. On exiting the RWY pilots are reminded not to stop
until the entire aircraft is clear of the RWY.
Departures
On receipt of the lineup clearance, aircraft shall taxi to the correct
position as soon as the preceding aircraft has commenced its takeoff
roll or landing run. Where possible, cockpit checks shall be
completed prior to line up. Aircraft shall commence take off roll
immediately after takeoff clearance is issued.
Note: Aircraft that cannot comply with these requirements are to notify ATC as soon as
possible.
OMDB-7
Effective 29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
DUBAI
OMDB-8
Effective 29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
DUBAI
RWY 12R/30L
The preceding landing aircraft has landed and has vacated
the runway; or has passed a point at least 2500m from the
threshold of the runway (abeam TWY M17 and TWY K14 for
RWY12R; abeam the runway exit points for TWY M11 and
TWY K8 for RWY 30L); and is in motion and will vacate the
runway without stopping and/or backtracking.
o Landing following departure:
When the runway-in-use is temporarily occupied by other
traffic, landing clearance may be issued to an arriving
aircraft, provided that the controller has reasonable
assurance that the following separation distances/criteria
will be met when the landing aircraft crosses the runway
threshold:
RWY 12L/30R
The preceding departing aircraft is/will be airborne and has
passed a point at least 2500m from the threshold of the
runway (abeam TWY N7 and TWY M10 for RWY12L; midway
TWY N3/N4 and TWY M3/M5 for RWY 30R).
RWY 12R/30L
The preceding departing aircraft is/will be airborne and has
passed a point at least 2500m from the threshold of the
runway (abeam TWY M17 and TWY K14 for RWY12R; abeam
the runway exit points for TWY M11 and TWY K8 for RWY
30L).
o Departure following departure:
Take-off clearance may be issued to a departing aircraft,
commencing its take-off roll from full length*, before the
preceding departure has passed the upwind end of the
runway; provided:
RWY 12L/30R
The preceding aircraft is airborne, and has passed a point at
least 2500m from the threshold of the runway (abeam TWY
N7 and TWY M10 for RWY12L; midway TWY N3/N4 and TWY
OMDB-9
Effective 29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
DUBAI
OMDB-10
Effective 29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
DUBAI
Provided:
Tail wind does not exceed 5 knots, and there are no
OMDB-11
Effective 29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
DUBAI
OMDB-12
Effective 29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
DUBAI
Pilots requiring full length for departure for runway 12R shall
advise ATC of this prior to start and can expect delays at peak
times due to runway dependencies.
OMDB-13
Effective 29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
DUBAI
OMDB-14
Effective 29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
DUBAI
OMDB-15
Effective 29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
JEDDAH
OEJN
(JEDDAH)
TOC-1
Effective
29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
JEDDAH
TOC-2
Effective
29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
JEDDAH
TABLE OF CONTENTS
Location ..............................................................................2
1.2
1.3
Weather ..............................................................................2
1.4
RWY Details........................................................................3
1.5
Alternates ............................................................................3
1.6
1.7
1.8
1.9
1.10
1.11
1.12
1.13
TOC-3
Effective
29-Apr-11
1.1
FLT.OMC
INTERNATIONAL AERODROME
JEDDAH
OEJN-1
Effective
29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
JEDDAH
JEDDAH
:
:
:
:
:
JED
OEJN
King Abdul Aziz International
+03:00
N 21 40 46.43 E 039 09 23.53
Location
The airfield is situated 2 NM inland to the north of the city of Jeddah. High
terrain is located in the eastern quadrant from the airfield.
The airfield has three wide spaced parallel runways. The easterly runway is
usually reserved for military traffic. Simultaneous arrivals and departures take
place.
1.2
The standard of ATC and English can be poor. The airport has all standard
facilities available.
Because of Jeddahs closeness to Islam's holy city of Makkah, the airport has
a dedicated Hajj Terminal specially built to handle foreign pilgrims destined for
Makkah to take part in the rituals associated with the annual Hajj.
1.3
Weather
The climate is extremely dry and arid throughout the year, with unreliable
rainfall. There is little rainfalls between November & December, April and May.
May to September: Temperatures are extremely high and although inland the
humidity is quite low on the coast it can become high adding to the discomfort.
OEJN-2
Effective
29-Apr-11
IATA
ICAO
Name of Airport
UTC
ARP Coordinates
FLT.OMC
INTERNATIONAL AERODROME
JEDDAH
Winter Temperatures are generally mild and warm but inland and in higher
areas these can fall low enough for frost and snow to occur. Winter nights in
the desert can be particularly cold. Prevailing Northerly winds.
1.4
RWY Details
RWY
16L
34R
16C
34C
16R
34L
1.5
HDG
M
160
340
160
340
160
340
TORA
(M)
3810
3810
3420
3420
3920
3920
ASDA
(M)
3810
3810
3420
3420
3920
3920
LDA
(M)
3690
3690
3299
3299
3800
3800
ELEVATION
(M)
9
15
8
8
4
4
SLOPE
(%)
0.144
-0.144
0.00
0.00
0.00
0.00
Alternates
AIRPORT
MADINA
RIYADH
1.6
TODA
(M)
3810
3810
3420
3420
3920
3920
ICAO
OEMA
OERK
IATA
MED
RUH
Dist
183
489
Remarks
Metrological Facilities
Airfield Data
Facilities
OEJN-3
Effective
29-Apr-11
Early morning fog is experienced during Spring Autumn. Dust storms occur
throughout the spring and summer season.
FLT.OMC
INTERNATIONAL AERODROME
JEDDAH
:
:
:
:
:
:
RWY lights
TWY Markings
TWY lights
Conditions
:
:
:
1.9
In Use
15 M (48FT)
A
9
Jet A-1
Designation, Side Strip, THR, Transverse
Strip, TDZ, Centreline, Aiming point
THR, Centreline, Edge, End lights, Wing Bars,
Stop way
Centreline, Double Edge, Holding Position
Centreline, Stop Bars, Edge lights at turn
Unrestricted
Company Minima is designed as per DGCA Operation Circular 6/1999 and All
Weather Operations (Doc 9365-AN/910). Company minima is available in Onboard Jeppesen Manual.
1.10 Ground Communication
TBN
1.11 Communication Failure Procedure
Refer JEPPESEN AIRWAY MANUAL for ICAO Recommended Standard
Communication Failure procedure
1.12 Noise Abatement Procedure
Not Applicable.
1.13 Additional Information
OEJN-4
Effective
29-Apr-11
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
FLT.OMC
INTERNATIONAL AERODROME
JEDDAH
HAJJ Operations:
Hajj Operation in the form of Charter flights in addition to
schedule services will be undertaken during the Hajj period.
These flights present a significant security problem to the Saudi
Arabia government who normally maintain a tight control over
OEJN-5
Effective
29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
JEDDAH
OEJN-6
Effective
29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
JEDDAH
OEJN-7
Effective
29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
KATHMANDU
VNKT
(KATHMANDU)
TOC-1
Effective
09-Jul-14
FLT.OMC
INTERNATIONAL AERODROME
KATHMANDU
TOC-1
Effective
09-Jul-14
FLT.OMC
INTERNATIONAL AERODROME
KATHMANDU
TABLE OF CONTENT
Location ..............................................................................2
1.2
1.3
Weather ..............................................................................3
1.4
RWY Details........................................................................5
1.5
Alternates ............................................................................5
1.6
1.7
1.8
1.9
1.10
1.11
1.12
1.13
1.14
TOC-1
Effective
09-Jul-14
1.1
FLT.OMC
INTERNATIONAL AERODROME
KATHMANDU
TOC-1
Effective
09-Jul-14
FLT.OMC
INTERNATIONAL AERODROME
KATHMANDU
KATHMANDU
:
:
:
:
KTM
VNKT
+ 05:45
N 27 41.8 E 085 21.5
Location
TOC-2
Effective
09-Jul-14
IATA
ICAO
UTC
ARP Coordinates
1.2
FLT.OMC
INTERNATIONAL AERODROME
KATHMANDU
1.3
Weather
TOC-3
Effective
09-Jul-14
Inbound: Contact KTM on 113.2/120.6 MHz when within VHF range for flight
instructions, traffic information and weather (ATIS 127.0 MHz). Varanasi
Control will give you traffic information for your arrival and hand you over to
KTM Control near APIPU for descent. Expect handover to KTM Approach 20
DME west of SMR.
FLT.OMC
INTERNATIONAL AERODROME
KATHMANDU
by 0930 to 1130 local time. Light fog is expected from 10 October to midNovember and dense fog from mid-November to end of February.
TOC-4
Effective
09-Jul-14
Early March to the end of May is the dry season. Weather is dry, unstable and
hot with temperatures up to 34C, thus resulting in very frequent and intense
activity of thunderstorms starting late afternoon or evening for only a few
hours with heavy cloud cells moving fast. Low clouds are expected. Surface
wind in these conditions can reach 30 to 40 kts (Max 55 kts).
FLT.OMC
INTERNATIONAL AERODROME
KATHMANDU
During the months of June / July / Aug and Sep, it is recommended to carry
half an hour of additional holding fuel due to monsoon activity. This is factored
in the CFP fuel plan.
1.4
RWY Details
RWY
02
20
1.5
HDG
M
021
201
TORA
(M)
3050
3050
ASDA
(M)
3050
3050
LDA
(M)
3050
2930
ELEVATION
(Ft.)
4318
4392
SLOPE
(%)
0.74
-0.74
Alternates
AIRPORT
LUCKNOW
DELHI
1.6
TODA
(M)
3290
3200
ICAO
VILK
VIDP
IATA
LKO
DEL
Dist
279
456
Remarks
Metrological Facilities
Airfield Data
Navigation Facilities
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
RWY lights
TWY Markings
TWY Lights
Conditions
:
:
:
:
:
:
:
:
:
:
TOC-5
Effective
09-Jul-14
During months of Dec / Jan and Feb, fog can reduce visibility but it usually
clears by midday. RVR reporting facility is available. Sector visibility is
provided by MET.
1.9
FLT.OMC
INTERNATIONAL AERODROME
KATHMANDU
TBN
1.11 Communication Failure Procedure
TOC-6
Effective
09-Jul-14
FLT.OMC
INTERNATIONAL AERODROME
KATHMANDU
TOC-7
Effective
09-Jul-14
FLT.OMC
INTERNATIONAL AERODROME
KATHMANDU
Once the final descent has been initiated, there is no margin for
track deviation for weather avoidance. The weather condition
must be positively assessed for the approach and the missed
approach area while tracking towards RATAN.
Performance calculations for dispatch to Kathmandu will be
based on landing with CONFIG FULL. However in case of
potential wind shear condition / gust etc. CONFIG 3 landing at
Kathmandu may be carried out.
Use of auto brake in appropriate mode is recommended.
Max Reverse is to be considered on landing.
When making an approach along the VOR radial 202 for Runway 02,
there is a peak of 7688 feet elevation between 9 and 8 DME. An
unusually high Rate of Descent (significantly exceeding the FPA
profile value) between 10DME and 8DME may trigger an EGPWS
alert. The approach briefing must include actions in case of an
EGPWS warning (Day/Night/VMC/IMC).
Monitor Radio Altimeter indications. It should not indicate before 10.5
DME. Between 10.5 & 8.0 DME, In case radio altimeter reads less
than 1000 FT, execute an immediate GO-AROUND.
Expect higher than normal rate of descent / FPA due to approach
profile.
Be prepared for possible Downdrafts.
PNF is to give actual Altitude Call Outs at each VOR DME Check
point. This call out should include whether HIGH or LOW & by how
many feet after comparing with the published crossing altitude.
At times, KTM VOR scallops between D9.0 and D6.0. Locator LTH
should be selected on for situational awareness.
All NPAs at KTM will be CDFA approaches and FPA will be used, as
planned. Fully Managed NPAs at KTM are not authorized
IAF is at GURAS (17 DME KTM) at 11500 FT.
25 DME KTM Activate Approach Phase, 21 DME KTM Flaps 1,
19.5 DME KTM Flaps 2, 19 DME KTM L/G DN, 18.5 DME KTM
Flaps 3, 18 DME KTM Flaps FULL 17.3 DME - initiate descent to
TOC-8
Effective
09-Jul-14
INTERNATIONAL AERODROME
KATHMANDU
FLT.OMC
Departure Procedures :
Proceeding West Bound request DARKE 1A (DARK 1A) SIDS for
RWY 20 and DARKE 1D (DARK 1D) RWY 02, performance
permitting. Do not use DARK 1D (R/W 02) at night or if weather is
below landing minima during day. Generally, departing from RWY
02 results in less delay than departing from RWY 20.
-
TOC-9
Effective
09-Jul-14
FLT.OMC
INTERNATIONAL AERODROME
KATHMANDU
Departure Emergencies :
In case of any emergency requiring an immediate return to
Kathmandu, circling approaches are not recommended due to
the high workload and complexity involved. It is recommended
that the complete SID (2 engines) or EOSID (single engine) be
flown, followed by the VOR DME Runway 02 approach, or a
diversion made depending on the situation.
In these rare instances, the full procedure will take over 20
minutes and this must be factored carefully in the decision
making and time management process especially if a fire is
involved.
Engine-out Departure :
Navigation accuracy is very important.
Strictly follow the special EOSID procedures.
GPWS Terrain warning possible in the initial part of turn on R/W
20 Special EOSID.
These procedures have been designed with use of TOGA thrust
setting at the point of engine failure. APU start is to be
considered, time permitting.
EO SID RWY 20- DARKE 1B
Scenario 01 - Engine failure after V1 but before KTM 01 DME
inbound on KTM R-105
In case of engine failure after V1, Turn RIGHT at 4800FT
PA to intercept KTM 4.5 DME arc, crossing KTM R-040
right turn to intercept KTM R-105. At KTM 01 DME inbound
TOC-10
Effective
09-Jul-14
FLT.OMC
INTERNATIONAL AERODROME
KATHMANDU
TOC-11
Effective
09-Jul-14
KTM , turn to intercept KTM 4.5 DME arc, continue with the
same procedure until reaching 10,500 PA. On reaching
10,500 PA leave KTM on R-288 to DARKE.
Scenario 02 - In case Engine failure after KTM 01 DME inbound
on KTM R-105
Proceed outbound to DARKE and join the Hold.
FLT.OMC
INTERNATIONAL AERODROME
KATHMANDU
TOC-12
Effective
09-Jul-14
FLT.OMC
INTERNATIONAL AERODROME
KATHMANDU
TOC-13
Effective
09-Jul-14
FLT.OMC
INTERNATIONAL AERODROME
KATHMANDU
TOC-14
Effective
09-Jul-14
FLT.OMC
INTERNATIONAL AERODROME
KATHMANDU
Terrain Layout
TOC-15
Effective
09-Jul-14
FLT.OMC
INTERNATIONAL AERODROME
KATHMANDU
EOSID DARKE 1B
TOC-16
Effective
09-Jul-14
FLT.OMC
INTERNATIONAL AERODROME
KATHMANDU
EOSID DARKE 1C
TOC-17
Effective
09-Jul-14
FLT.OMC
INTERNATIONAL AERODROME
KATHMANDU
EOSID DARKE 1D
TOC-18
Effective
09-Jul-14
FLT.OMC
INTERNATIONAL AERODROME
KATHMANDU
TOC-19
Effective
09-Jul-14
FLT.OMC
INTERNATIONAL AERODROME
KUALA LUMPUR
WMKK
(KAULA LUMPUR)
TOC-1
Effective
29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
KUALA LUMPUR
TOC-2
Effective
29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
KUALA LUMPUR
TABLE OF CONTENTS
Location ..............................................................................2
1.2
1.3
Weather ..............................................................................2
1.4
RWY Details........................................................................3
1.5
Alternates ............................................................................3
1.6
1.7
1.8
1.9
1.10
1.11
1.12
1.13
TOC-3
Effective
29-Apr-11
1.1
FLT.OMC
INTERNATIONAL AERODROME
KUALA LUMPUR
WMKK-1
Effective 29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
KUALA LUMPUR
KUALA LUMPUR
:
:
:
:
:
KUL
WMKK
KL International / Sepang
+ 08:00
024436N 1014153E
Location
Air traffic control is very good with a high level of English being spoken
language. Kuala Lumpur CTZ Vertical limits are from SFC 4000ft/AGL.
Airspace Classification is C and Transition altitude is 11000ft.
1.3
Weather
WMKK-2
Effective 29-Apr-11
IATA
ICAO
Name of Airport
UTC
ARP Coordinates
FLT.OMC
INTERNATIONAL AERODROME
KUALA LUMPUR
RWY Details
14R
32L
14L
32R
1.5
HDG
M
146
326
146
326
TORA
(M)
4019
4019
4000
4000
ASDA
(M)
4019
4019
4000
4000
LDA
(M)
4019
4019
4000
4000
ELEVATION
(M)
16.5
14.5
16.6
21.2
SLOPE
(%)
-0.05
0.05
0.11
-0.11
Alternates
AIRPORT
PENANG
SINGAPORE
1.6
TODA
(M)
4019
4019
4000
4000
ICAO
WMKP
WSSS
IATA
PEN
SIN
Dist
181
177
Remarks
Metrological Facilities
Airfield Data
Navigation Facilities :
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
:
:
:
:
:
:
WMKK-3
Effective 29-Apr-11
RWY
RWY lights
TWY Markings
TWY lights
Conditions
FLT.OMC
INTERNATIONAL AERODROME
KUALA LUMPUR
:
:
:
:
Company Minima is designed as per DGCA Operation Circular 6/1999 and All
Weather Operations (Doc 9365-AN/910). Company minima is available in
Onboard Jeppesen Manual.
1.10 Ground Communication
TBN
1.11 Communication Failure Procedure
Refer JEPPESEN AIRWAY MANUAL for ICAO Recommended Standard
Communication Failure procedure.
1.12 Noise Abatement Procedure
Not Applicable.
1.13 Additional Information
WMKK-4
Effective 29-Apr-11
1.9
FLT.OMC
INTERNATIONAL AERODROME
KUALA LUMPUR
WMKK-5
Effective 29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
MALE
VRMM
(MALE)
TOC-1
Effective
29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
MALE
TOC-2
Effective
29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
MALE
TABLE OF CONTENTS
Location ..............................................................................2
1.2
1.3
Weather ..............................................................................2
1.4
RWY Details........................................................................2
1.5
Alternates ............................................................................3
1.6
1.7
1.8
1.9
1.10
1.11
1.12
1.13
TOC-3
Effective
29-Apr-11
1.1
FLT.OMC
INTERNATIONAL AERODROME
MALE
VRMM-1
Effective 29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
MALE
MALE
:
:
:
:
:
MLE
VRMM
Male International Airport
+05:30
041130N 0733145E
Location
Weather
Male has a tropical wet and dry climate. The city features wet and dry
seasons , with the wet season lasting from May through December and the
dry season covering the remaining four months. Unlike a number of cities with
this climate, Male experiences relatively consistent temperatures throughout
the course of the year, with average high temperatures of 30 degrees Celsius
and average low temperatures of 25 degrees Celsius. The city averages
slightly more than 1600 mm of precipitation annually.
1.4
RWY Details
RWY
18
36
HDG
M
183
003
TORA
(M)
3200
3200
TODA
(M)
3500
3500
ASDA
(M)
3260
3260
VRMM-2
LDA
(M)
3100
2910
ELEVATION
(M)
1.73
1.62
SLOPE
(%)
-0.003
0.003
Effective 29-Apr-11
IATA
ICAO
Name of Airport
UTC
ARP Coordinates
1.5
FLT.OMC
INTERNATIONAL AERODROME
MALE
Alternates
1.6
ICAO
VOTV
VOCI
IATA
TVM
COK
Dist
327
433
Remarks
Metrological Facilities
Airfield Data
Facilities
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
:
:
:
:
:
:
RWY lights
TWY Markings
TWY lights
Conditions
:
:
:
:
1.9
Company Minima is designed as per DGCA Operation Circular 6/1999 and All
Weather Operations (Doc 9365-AN/910). Company minima is available in
Onboard Jeppesen Manual.
VRMM-3
Effective 29-Apr-11
AIRPORT
TIRUVANANTHPURAM
COCHIN
FLT.OMC
INTERNATIONAL AERODROME
MALE
VRMM-4
Effective 29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
MALE
VRMM-5
Effective 29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
MUSCAT
OOMS
(MUSCAT)
TOC-1
Effective
29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
MUSCAT
TOC-2
Effective
29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
MUSCAT
TABLE OF CONTENTS
Location ..............................................................................2
1.2
1.3
Weather ..............................................................................2
1.4
RWY Details........................................................................3
1.5
Alternates ............................................................................3
1.6
1.7
1.8
1.9
1.10
1.11
1.12
1.13
TOC-3
Effective
29-Apr-11
1.1
FLT.OMC
INTERNATIONAL AERODROME
MUSCAT
OOMS-1
Effective
29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
MUSCAT
MUSCAT
:
:
:
:
:
MCT
OOMS
SEEB International airport
+04:00
233534.29N 0581654.47E
Location
The airport is located on the coast 17 NM west of Muscat There is high terrain
up to 8180 feet to the South of the extended runway centreline which push the
25 NM sector MSA up to 9000 feet.
1.2
English is primary language used in ATC. The Air Traffic Control is generally
very good. Muscat CTR is centred with radius of 10NM on Muscat VOR /
DME.
Muscat Control has a vertical limit from surface to 5500 ft. Airspace
classification is class C. Transition altitude is 13000 ft.
1.3
Weather
The weather depends on the direction of the wind, for the most part the
visibility is good with cloudless skies. When the wind comes from the South
East during winter months mist will form.
The rainy season on the South coast is between June to September whilst in
the mountains and lowlands of the North rain may fall during any month.
Generally rainfall is greater in the Northern Mountains than the rest of the
country. On the coast temperatures and humidity are high during the year but
especially between May to September when it is at its hottest. Inland
OOMS-2
Effective
29-Apr-11
IATA
ICAO
Name of Airport
UTC
ARP Coordinates
FLT.OMC
INTERNATIONAL AERODROME
MUSCAT
1.4
RWY Details
RWY
08
26
1.5
HDG
M
84
264
TORA
(M)
3584
3584
ASDA
(M)
3584
3584
LDA
(M)
3165
3584
ELEVATION
(M)
47.9
25.4
SLOPE
(%)
-0.19
0.19
Alternates
AIRPORT
AL AIN
DUBAI
ABU DHABI
1.6
TODA
(M)
3644
3644
ICAO
OMAL
OMDB
OMAA
IATA
AAN
DXB
AUH
Dist
157
191
235
Remarks
Metrological Facilities
MET availability during watch Hrs, METAR issued every 30Mins during watch
Hrs.
1.8
Airfield Data
Navigation Facilities :
SID/STAR
Elevation
Airfield Category
F/F category
:
:
:
:
ILS RWY 08
ILS RWY 26
In Use/N.A
14.63 M (48FT)
C
9
OOMS-3
Effective
29-Apr-11
Early morning fog is likely to be observed from January to March. Dust Haze
during the summer months with July the worst month; dust storms a
possibility. Winds are mainly South-Easterly during summer and NorthWesterly during winter. Thunderstorms more frequent over the mountains to
the West as compare to over the airfield.
FLT.OMC
INTERNATIONAL AERODROME
MUSCAT
:
:
RWY lights
TWY Markings
TWY Lights
Conditions
:
:
:
:
1.9
Jet A-1
THR, Designation, THR, TDZ, Centerline,
Side Strip
THR, Edge, End
Center line, Edge, Holding positions
Edge
Unrestricted
Company Minima is designed as per DGCA Operation Circular 6/1999 and All
Weather Operations (Doc 9365-AN/910). Company minima is available in
Onboard Jeppesen Manual.
1.10 Ground Communication
Company
E-mail
Tel. Station Rep
Duty Mobile
FAX
:
:
:
:
:
OMAN AIR
khalaf.almazrui@omanair.com
+968- 99314585 Asst. Manager C.S
+968- 24518560
+968- 24519181
OOMS-4
Effective
29-Apr-11
Fuel
RWY Markings
FLT.OMC
INTERNATIONAL AERODROME
MUSCAT
OOMS-5
Effective
29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
MUSCAT
OOMS-6
Effective
29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
MUSCAT
OOMS-7
Effective
29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
PAYA LEBAR
WSAP
(PAYA LEBAR)
TOC-1
Effective 29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
PAYA LEBAR
TOC-2
Effective 29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
PAYA LEBAR
TABLE OF CONTENTS
Location ..............................................................................2
1.2
1.3
Weather ..............................................................................2
1.4
RWY Details........................................................................3
1.5
Alternates ............................................................................3
1.6
1.7
1.8
1.9
1.10
1.11
1.12
1.13
TOC-3
Effective 29-Apr-11
1.1
FLT.OMC
INTERNATIONAL AERODROME
PAYA LEBAR
WSAP-1
Effective
29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
PAYA LEBAR
PAYA LEBAR
:
:
:
:
:
QPG
WSAP
Paya Lebar
+08:00
012120.6N 1035410E
Location
Weather
WSAP-2
Effective
29-Apr-11
IATA
ICAO
Name of Airport
UTC
ARP Coordinates
FLT.OMC
INTERNATIONAL AERODROME
PAYA LEBAR
Singapore does not observe daylight saving time or a summer time zone
change. The length of the day is nearly constant year round due to the
country's position near the equator.
RWY Details
RWY
02
20
1.5
HDG
M
023
203
TORA
(M)
3780
3780
ASDA
(M)
4085
4085
LDA
(M)
3780
3780
ELEVATION
(M)
13.2
19.3
SLOPE
(%)
0.161
-0.161
Alternates
AIRPORT
SINGAPORE
JOHOR BAHRU
KUALA LAMPUR
1.6
TODA
(M)
4085
4085
ICAO
WSSS
WMKJ
WMKP
IATA
SIN
JHB
KUL
Dist
5
90
177
Remarks
Metrological Facilities
Airfield Data
Navigation Facilities :
Elevation
Airfield Category
AD Fire Category
Rescue equipment
:
:
:
:
Fuel
RWY Markings
:
:
WSAP-3
Effective
29-Apr-11
1.4
FLT.OMC
INTERNATIONAL AERODROME
PAYA LEBAR
TWY Markings
TWY Lights
Conditions
:
:
:
1.9
Company Minima is designed as per DGCA Operation Circular 6/1999 and All
Weather Operations (Doc 9365-AN/910). Company minima is available in
Onboard Jeppesen Manual.
1.10 Ground Communication
TBN
1.11 Communication Failure Procedure
Refer JEPPESEN AIRWAY MANUAL for ICAO Recommended Standard
Communication Failure procedure.
1.12 Noise Abatement Procedure
Not Applicable.
1.13 Additional Information
WSAP-4
Effective
29-Apr-11
RWY lights
FLT.OMC
INTERNATIONAL AERODROME
PAYA LEBAR
Pilots making approaches for RWY 20 are to take note of the high
ground, 32m AMSL, 1 Nm north of RWY 20 THR and to exercise
caution.
Threshold markings consist of 16 stripes
WSAP-5
Effective
29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
PHUKET
VTSP
(PHUKET)
TOC-1
Effective
29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
PHUKET
TOC-2
Effective
29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
PHUKET
TABLE OF CONTENTS
Location ..............................................................................2
1.2
1.3
Weather ..............................................................................2
1.4
RWY Details........................................................................3
1.5
Alternates ............................................................................3
1.6
1.7
1.8
1.9
1.10
1.11
1.12
1.13
TOC-3
Effective
29-Apr-11
1.1
FLT.OMC
INTERNATIONAL AERODROME
PHUKET
VTSP-1
Effective
29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
PHUKET
PHUKET
:
:
:
:
:
HKT
VTSP
Phuket International Airport
+08:00
080638N 0981845E
Location
Weather
Phuket is hot and humid throughout the year. The hot season is generally
considered to be from March to early May. During the summer monsoon
season from May to October, mornings and afternoons are still sunny and
clear, but it tends to rain in the evenings and water clarity goes down. Locals
consider November to February the "cool" season, and the weather is quite
tolerable, much more so than in the tourism centered around the coast. It's
comparable to Florida's summer weather in temperature and intensity of rain
storms: 25C-33C, flying clouds, short and thunderous rainfalls in the
afternoons and evenings. Surfing is possible off the western beaches.
VTSP-2
Effective
29-Apr-11
IATA
ICAO
Name of Airport
UTC
ARP Coordinates
1.4
INTERNATIONAL AERODROME
PHUKET
HDG
M
090
270
TORA
(M)
3000
3000
ASDA
(M)
3060
3060
LDA
(M)
3000
3000
ELEVATION
(M)
5.79
25
SLOPE
(%)
0.64
-0.64
Alternates
AIRPORT
PENANG
BANGKOK
1.6
TODA
(M)
3000
3000
ICAO
WMKP
VTBS
IATA
PEN
BKK
Dist
207
376
Remarks
Metrological Facilities
Airfield Data
Navigation Facilities :
Elevation
Airfield Category
AD Fire Category
Rescue equipment
Fuel
RWY Markings
:
:
:
:
:
:
RWY Lights
TWY Lights
TWY Markings
STOP BAR Lights
Conditions
:
:
:
:
:
VTSP-3
Effective
29-Apr-11
1.5
FLT.OMC
RWY Details
RWY
09
27
1.9
FLT.OMC
INTERNATIONAL AERODROME
PHUKET
VTSP-4
Effective
29-Apr-11
Company Minima is designed as per DGCA Operation Circular 6/1999 and All
Weather Operations (Doc 9365-AN/910). Company minima is available in
Onboard Jeppesen Manual.
FLT.OMC
INTERNATIONAL AERODROME
PHUKET
VTSP-5
Effective
29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
RAYONG
VTBU
(RAYONG)
TOC-1
Effective
29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
RAYONG
TOC-2
Effective
29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
RAYONG
TABLE OF CONTENTS
Location ..............................................................................2
1.2
1.3
Weather ..............................................................................2
1.4
RWY Details........................................................................3
1.5
Alternates ............................................................................3
1.6
1.7
1.8
1.9
1.10
1.11
1.12
1.13
TOC-3
Effective
29-Apr-11
1.1
FLT.OMC
INTERNATIONAL AERODROME
RAYONG
VTBU-1
Effective
29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
RAYONG
RAYONG
:
:
:
:
:
UTP
VTBU
U-TAPAO Pattaya International Airport
+ 08:00
124046.6N 1010017.7E
Location
Air traffic control is very good with a high level of English being spoken
language. Rayong CTZ Vertical limits are upto but not including 2000ft/AGL.
Airspace Classification is C and Transition altitude is 11000ft.
1.3
Weather
Tropical city known for its hot climate and plentiful sunny weather,
temperatures in Rayong regularly stay well above 30C / 86F all through the
year. Bangkok is at its driest between November and February and
consequently at its busiest, when many tourists choose to visit the city. The
humidity levels also increase during this dry period, being especially sticky in
April and May.
The climate in Rayong is at its hottest from March to August, while the rainy
season tends to fall between June and October. At this time of the year you
can expect short spells of rainy weather, with frequent afternoon showers,
monsoons and spells of thunder at times, although on some days, the rainy
weather may last all day. Around 90% of the rain falls at this time of the year,
although even during Rayong's rainiest weather, there is still usually plenty of
sunshine to go around.
VTBU-2
Effective
29-Apr-11
IATA
ICAO
Name of Airport
UTC
ARP Coordinates
1.4
INTERNATIONAL AERODROME
RAYONG
HDG
M
184
004
TORA
(M)
3505
3505
TODA
(M)
3810
3810
LDA
(M)
3505
3505
ELEVATION
(M)
59
24
SLOPE
(%)
-0.30
0.30
Alternates
AIRPORT
BANGKOK
PHUKET
1.6
ASDA
(M)
3810
3810
ICAO
VTBS
VTSP
IATA
BKK
HKT
Dist
77
395
Remarks
Metrological Facilities
Airfield Data
Navigation Facilities :
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
RWY lights
TWY Markings
TWY lights
Conditions
:
:
:
:
:
:
:
:
:
:
ILS RWY 18
VOR DME RWY 36
N/A
18M (59FT)
A
8
Jet A-1
Designation, THR, TDZ, Centerline,
THR, Centerline, Edge, End,
Holding positions. intersection
Edge, Centerline, Holding position
Unrestricted
VTBU-3
Effective
29-Apr-11
1.5
FLT.OMC
RWY Details
RWY
18
36
1.9
FLT.OMC
INTERNATIONAL AERODROME
RAYONG
Departing Aircraft
Aircraft shall not be permitted to take-off unless two-way radio
communication can be maintained with the control tower.
If an aircraft experiences radio communications failure after
departure, the pilot shall comply with the VFR cruising altitude.
Arriving Aircraft
When aircraft radio receiver inoperative, report their position,
distance, heading, altitude and departure point when
approaching 5ONM from U-Tapao Pattaya International Airport
by transmitting in the blind.
When two-way communications failure, radio transmitter or
receiver inoperative, observe the direction of traffic in the
pattern, and enter downwind with the flow of traffic
o Day time
Joining the traffic pattern of the landing runway be
conformed to the altitude for the type of aircraft as
listed in item 3, then make a low approach along the
runway at 500 ft above the terrain, rocking wings of the
aircraft until it reaches end of the runway
Re-enter downwind leg and observe light signals from
the control tower
o Night time
Joining the traffic pattern of the landing runway be
conformed to the altitude for the type of aircraft as
listed in item 3, then make a low approach along the
VTBU-4
Effective
29-Apr-11
Company Minima is designed as per DGCA Operation Circular 6/1999 and All
Weather Operations (Doc 9365-AN/910). Company minima is available in
Onboard Jeppesen Manual.
FLT.OMC
INTERNATIONAL AERODROME
RAYONG
VTBU-5
Effective
29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
SHARJAH
OMSJ
(SHARJAH)
TOC-1
Effective 29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
SHARJAH
TOC-2
Effective 29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
SHARJAH
TABLE OF CONTENTS
Location ..............................................................................2
1.2
1.3
Weather ..............................................................................2
1.4
RWY Details........................................................................3
1.5
Alternates ............................................................................3
1.6
1.7
1.8
1.9
1.10
1.11
1.12
1.13
TOC-3
Effective 29-Apr-11
1.1
FLT.OMC
INTERNATIONAL AERODROME
SHARJAH
OMSJ-1
Effective 29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
SHARJAH
SHARJAH
:
:
:
:
:
SHJ
OMSJ
Sharjah International
+ 04:00
251945N 0553058E
Location
Air traffic control is very good with a high level of English being spoken
language. Sharjah CTZ Vertical limits are from SFC to 1500ft. Airspace
Classification is D and Transition altitude is 13000ft.
1.3
Weather
Temperatures are very hot between May to September and warm and
sunny from mid-October to April with occasional rainfall. Rainfall is very low
and falls mainly from November to March. Humidity is high in coastal areas
during summer.
Weather is generally good, and consistent with the Middle East. However due
to the close proximity of the sea, fog and mist may give problems around early
morning and early evening.
OMSJ-2
Effective 29-Apr-11
IATA
ICAO
Name of Airport
UTC
ARP Coordinates
1.4
INTERNATIONAL AERODROME
SHARJAH
HDG
M
121
301
TORA
(M)
4063
4063
ASDA
(M)
4063
4063
LDA
(M)
4063
3764
ELEVATION
(M)
92
116
SLOPE
(%)
0.18
-0.18
Alternates
AIRPORT
DUBAI
ABU DHABI
1.6
TODA
(M)
4063
4063
ICAO
OMDB
OMAA
IATA
DXB
AUH
Dist
20
88
Remarks
Metrological Facilities
Airfield Data
Navigation Facilities :
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
:
:
:
:
:
:
RWY lights
TWY Markings
TWY lights
Conditions
:
:
:
:
ILS RWY 12
ILS RWY 30
In Use
35.35M (116FT)
A
9
Jet A-1
Designation, THR, TDZ, Centerline, Aiming
Point
THR, Centerline, Edge, End, Wing Bars
Edge, Holding positions
Edge, Centerline, Holding position
Unrestricted
OMSJ-3
Effective 29-Apr-11
1.5
FLT.OMC
RWY Details
RWY
12
30
1.9
FLT.OMC
INTERNATIONAL AERODROME
SHARJAH
OMSJ-4
Effective 29-Apr-11
Company Minima is designed as per DGCA Operation Circular 6/1999 and All
Weather Operations (Doc 9365-AN/910). Company minima is available in
Onboard Jeppesen Manual.
FLT.OMC
INTERNATIONAL AERODROME
SHARJAH
OMSJ-5
Effective 29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
SINGAPORE
WSSS
(SINGAPORE)
Effective
29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
SINGAPORE
Effective
29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
SINGAPORE
TABLE OF CONTENTS
Location ................................................................................ 2
1.2
1.3
Weather ................................................................................. 2
1.4
1.5
Alternates .............................................................................. 3
1.6
1.7
1.8
1.9
1.10
1.11
1.12
1.13
Effective
29-Apr-11
1.1
FLT.OMC
INTERNATIONAL AERODROME
SINGAPORE
WSSS-1
Effective
29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
SINGAPORE
SINGAPORE
:
:
:
:
:
SIN
WSSS
Changi International Airport
+08:00
012133.16N 1035921.60E
Location
Weather
WSSS-2
Effective
29-Apr-11
IATA
ICAO
Name of Airport
UTC
ARP Coordinates
FLT.OMC
INTERNATIONAL AERODROME
SINGAPORE
Singapore does not observe daylight saving time or a summer time zone
change. The length of the day is nearly constant year round due to the
country's position near the equator.
Runway Details
RWY
02L
20R
02C
20C
1.5
1.6
HDG
M
023
203
023
203
TORA
(M)
4000
4000
4000
4000
TODA
(M)
4270
4270
4270
4270
ASDA
(M)
4060
4060
4060
4060
LDA
(M)
4000
3260
4000
4000
ELEVATION
(ft)
21.92
13.19
14.04
14.99
SLOPE
(%)
-0.067
0.067
0.007
-0.007
Alternates
AIRPORT
ICAO
IATA
KUALA LUMPUR
WMKK
KUL
JOHOR BAHRU
WMKJ
JHB
PENANG
WMKP
PEN
Dist
176
94
339
Remarks
Metrological Facilities
Airfield Data
Navigation Facilities :
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
:
:
:
:
:
WSSS-3
Effective
29-Apr-11
1.4
FLT.OMC
INTERNATIONAL AERODROME
SINGAPORE
RWY lights
TWY Markings
TWY Lights
Conditions
:
:
:
:
1.9
Company Minima is designed as per DGCA Operation Circular 6/1999 and All
Weather Operations (Doc 9365-AN/910). Company minima is available in
Onboard Jeppesen Manual.
1.10 Communication Failure Procedure
Radio Communication Failure, special state procedures apply.
Refer JEPPESEN AIRWAY MANUAL for ICAO Recommended Standard
Communication Failure procedure.
1.11 Noise Abatement Procedure
:
:
:
Duty Mobile
FAX
CIAS VHF Frequency
:
:
:
WSSS-4
Effective
29-Apr-11
RWY Markings
FLT.OMC
INTERNATIONAL AERODROME
SINGAPORE
DOMESTIC
0001 - 0077
4200 - 4277
4300 4377
4600 4677
WSSS-5
Effective
29-Apr-11
INTERNATIONAL AERODROME
SINGAPORE
1700-2300
1700-2300
RUNWAY UTILIZATION
RUNWAY-IN-USE
The runway-in-use (departure/arrival) is selected by aerodrome
control as the optimum for general purposes and to maximize runway
utilization. If the assigned runway is unsuitable for a particular
WSSS-6
Effective
29-Apr-11
FLT.OMC
FLT.OMC
INTERNATIONAL AERODROME
SINGAPORE
operation, the pilot can obtain permission from ATC to use another
runway but should anticipate delay.
DEPARTURE
When instructed to enter the runway, pilots are required to
commence the maneuver without delay. Pilots are required to
commence take-off roll as soon as take-off clearance is issued by
ATC.
CLEARANCE FOR IMMEDIATE TAKE-OFF
A pilot receiving the ATC instruction cleared for immediate take-off
is required to act as follows:
o If waiting clear of the runway, taxi immediately on to it and
begin take-off run immediately without stopping the aircraft;
o If already lined-up on the runway, take-off without delay;
o If unable to comply with the instruction, inform ATC
immediately
ARRIVALS
Upon landing, pilots are reminded that it is imperative to vacate the
runway as quickly as practicable to enable ATC to apply minimum
spacing on final approach to maximize runway utilization and
minimize the occurrence of go-around. To ensure minimum
Runway Occupancy Time (ROT), each runway has multiple Rapid
Exit Taxiways (RETs). Pilots should vacate via the first available RET
corresponding to operational requirements, or as instructed by ATC.
Aircraft vacating the runway-in-use should not stop on the exit
taxiway until the entire aircraft has passed the runway holding point.
WSSS-7
Effective
29-Apr-11
o
o
FLT.OMC
INTERNATIONAL AERODROME
SINGAPORE
The second aircraft will be able to see the first aircraft clearly
and continuously until it is clear of the runway;
The second aircraft has been warned. (Warning will be
provided by ATC in landing clearance)
.... (call sign) .... after the landing / departing .... (Aircraft Type)
Runway.....(Designator) cleared to land.
Responsibility for ensuring adequate separation between the
two aircraft rests with the pilot of the second aircraft.
WSSS-8
Effective
29-Apr-11
FLT.OMC
INTERNATIONAL AERODROME
SINGAPORE
When the runway is dry and free of all precipitants such that
there is no evidence that the braking action may be adversely
affected.
SEGREGATED OPERATION ON PARALLEL RUNWAYS
Segregated operations on parallel runways are conducted at Singapore
Changi Airport from 0001UTC to 1600UTC daily.
The runway configuration is as follows:
Departure RWY - RWY 02C / Arrival RWY - RWY 02L
Departure RWY - RWY 20C / Arrival RWY - RWY 20R
o
WSSS-9
Effective
29-Apr-11
Part - D
(Training Manual)
Manual Control No ..
FLT.OMD
ISSUE II
Chapter No
GTOC
Details
LEP
ROR
RH
GTOC / HC
Revision Highlights
Chapter -1
Chapter -2
Chapter -3
Chapter -4
Chapter -5
Annexures
D-GTOC-1
Effective
09-Jul-14
FLT.OMD
ISSUE II
GTOC / HC
D-GTOC-2
Effective
09-Jul-14
FLT.OMD
ISSUE II
LEP / HC
Revision No
Page No.
Date of Issue
DGCA Approval
Page
04
All
09-Jul-14
GTOC
04
All
09-Jul-14
LEP
All
09-Jul-14
ROR
00
All
27-Mar-12
RH
04
All
09-Jul-14
Chapter -1
04
All
09-Jul-14
Chapter -2
04
All
09-Jul-14
Chapter -3
04
All
09-Jul-14
Chapter -4
04
All
09-Jul-14
Chapter -5
04
All
09-Jul-14
Training Forms
All
19-Dec-13
D-LEP-1
Effective
09-Jul-14
Chapter
FLT.OMD
ISSUE II
LEP / HC
D-LEP-2
Effective
09-Jul-14
FLT.OMD
ROR / HC
The manual holder /representative shall enter the appropriate data in the
revision sheet after updating the manual. An initial of the holder/representative
until officially replaced.
Rev. No.
ISSUE DATE
DATE FILED
D-ROR-1
INITIALS
Effective
27-Mar-12
REV. NO.
FLT.OMD
ROR / HC
ISSUE DATE
DATE FILED
INITIALS
D-ROR-2
Effective
27-Mar-12
FLT.OMD
REVISION HIGHLIHTS
RH
The revision highlights for Issue II, Revision 04, dated 09-Jul-2014, are as under
Please note that changes are termed as either: New (N), Revised (R), Shifted (S),
or Editorial (E).
Change Description
Reason of
Change
Complete Chapter
Complete Chapter
Complete Chapter
Complete Chapter
D-RH-1
Effective
09-Jul-14
Para/Page
No.
FLT.OMD
REVISION HIGHLIHTS
RH
D-RH-2
Effective
09-Jul-14
Complete Chapter
FLT.OMD
CHAPTER 01
TABLE OF CONTENTS
ABBREVIATIONS USED IN MANUAL ....................................................3
1.1
Definitions .................................................................................................8
D-1-1
Effective
09-Jul-14
1.
FLT.OMD
CHAPTER 01
D-1-2
Effective
09-Jul-14
FLT.OMD
1.
CHAPTER 01
ALTP
AMC
AP
Autopilot
APU
ATC
ATPL
AWOP
AH
Alert Height
AFS
B
C
CANPA
CBT
CA
Cabin Attendant
CCQ
CPL
CRP
CRM
CRM
CAR
D
DG
Dangerous Goods
D-1-3
Effective
09-Jul-14
FLT.OMD
DH
Decision height
DGCA
E
ECAM
ELT
ERM
ETOPS
EZFW
EGPWS
F
FBS
FFS
FL
Flight level
FMGS
FNPT
G
GA
Go-around
GPWS
H
HPL
I
IATA
IFR
D-1-4
Effective
09-Jul-14
DGR
CHAPTER 01
FLT.OMD
IOE
IR
Instrument rating
ITR
J
JAA
JAR
K
L
LOFT
LVTO
M
MC
Multiple choice
MCC
MEL
MFF
MFTD
MNPS
N
NOTAM
Notice to airmen
NOTAC
Notice to Crew
O
OCC
ODR
D-1-5
Effective
09-Jul-14
ILS
CHAPTER 01
FLT.OMD
OM
CHAPTER 01
Operations Manual
P
Passenger
PBE
PF
Pilot flying
PIC
Pilot in command
PM
Pilot Monitoring
PNF
Pilot non-flying
PRM
PAX
Q
R
RH
Right-hand
RVR
RVSM
S
SFE
SFI
SIM
Simulator
SLF
SOP
SEP
SOP
T
TC
Training captain
D-1-6
Effective
09-Jul-14
FLT.OMD
EXAMINER
INSTRUCTOR
TRTO
TTT
TR
CHAPTER 01
U
UNM
Unaccompanied Minor
V
VFR
VHF
W
W&B
X
XPDR
Transponder
Y
Z
ZFTT
D-1-7
Effective
09-Jul-14
FLT.OMD
1.1
CHAPTER 01
Definitions
Alert Height
CA 40(A)
Skill test for the issue of a co-pilot endorsement
CA 40(B)
Skill test for the issue of a PIC endorsement
Category (of aircraft)
Categorization of aircraft according to specified basic characteristics, e.g.
aeroplane, helicopter, glider, free balloon
Check Pilot
An individual authorized by the DGCA to conduct Line Checks, Line training,
Line Evaluations and assessments.
Cognitive Skills
Those intellectual skills that are prerequisite to the performance of a task,
subtask, element or sub- element. The three primary categories of cognitive
skills are discrimination, concept learning and rule using.
Completion Standard
The condition that indicates that a trainee has successfully completed a
training or evaluation event. It is one of the three primary components of a
proficiency objective: performance, condition and standard. The conditions
describe the range of circumstances under which student performance will be
measured and evaluated. Conditions may include the natural environment
(ceiling, visibility, wind, turbulence, etc.), the operational environment
(NAVAID inoperable, birds, conflicting air traffic, gate change, passengers not
seated, etc.) and operational contingencies (abnormal Procedures and
emergencies).
D-1-8
Effective
09-Jul-14
The Alert height in one of the redundant operational systems in the aeroplane
(including, where appropriate, ground roll guidance), above which the
approach would be discontinued and a go-around executed, unless reversion
to a higher decision height is possible. If a failure in one of the required
redundant operational systems occurred below the alert height, it would be
ignored and the approach continued.
FLT.OMD
CHAPTER 01
Courseware
Effective
09-Jul-14
FLT.OMD
CHAPTER 01
Evaluation
Evaluation Period
A period within the continuing qualification cycle during which all critical
terminal proficiency objectives are trained and evaluated by Examiners,
Evaluators or Individuals authorized by DGCA to perform examination or
evaluation duties.
Event
A training or evaluation situation comprised of a task or subtask to be
performed by the crew under a specified set of conditions. Each event has
one or more specific training objectives (see Theme), which requires the
performance of a specific manoeuvre, the application of procedures, or the
opportunity to practice cognitive, communication, and other complex skills.
Facility
The physical environment required for training and qualification; e.g.
buildings, classrooms, briefing rooms, libraries, study areas, etc.
Flight time
The total time from the moment an aircraft first moves under its own power, or
commences push-back, for the purpose of taking off, until the moment it is
parked at the end of the flight.
Flight Training
Training given in the aircraft, flight simulator, flight training device, or other
cockpit environment.
Go-around
A go-around is the transition from an approach to a stabilized climb.
Instrument flight time
Time during which a pilot is controlling an aircraft in flight solely by reference
to instruments.
D-1-10
Effective
09-Jul-14
FLT.OMD
CHAPTER 01
Effective
09-Jul-14
Lesson
FLT.OMD
CHAPTER 01
Effective
09-Jul-14
Night
FLT.OMD
CHAPTER 01
Skill
An ability to perform an activity or action.
Skill tests
Skill tests are demonstrations of skill for initial issue of a licence or rating,
including such oral examinations as the Examiner may require.
Solo flight time
Flight time during which a student is the sole occupant of an aircraft.
Synthetic Flight Instructor (SFI)
Instructor authorized by DGCA to undertake the training duties assigned to a
INSTRUCTOR, with the exception of line training in the aeroplane.
Synthetic Flight Examiner (SFE)
Examiner authorized by DGCA to conduct all the checking duties of a
EXAMINER, with the exception of checks conducted in the aeroplane.
Training Centre Examiner
An independent organization that provides training under contract or other
arrangement to an airline operator.
Type (of aircraft)
All aircraft of the same basic design, including all modifications except those
modifications which result in a change of handling, flight characteristics or
flight crew compliment.
Type Rated Instructor (INSTRUCTOR)
Instructor authorized by DGCA to exercise the privileges as per CAR.
Type Rated Examiner (EXAMINER)
Examiner authorised by DGCA to exercise the privileges as per CAR.
Variant
D-1-13
Effective
09-Jul-14
FLT.OMD
CHAPTER 01
D-1-14
Effective
09-Jul-14
FLT.OMD
CHAPTER 02
TABLE OF CONTENTS
PHILOSOPHY ......................................................................................... 9
2.2
2.3
2.4
LANGUAGE .......................................................................................... 11
2.5
2.6
2.6.1
2.6.2
2.8
2.8.1
D-2-1
Effective 09-Jul-14
2.1
FLT.OMD
2.8.2
CHAPTER 02
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
D-2-3
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
2.8.11
2.8.12
2.8.15
2.8.16
D-2-5
Effective 09-Jul-14
2.8.9
FLT.OMD
CHAPTER 02
2.9.1
2.9.2
2.9.3
2.9.4
2.9.5
2.9.6
2.10
GUIDANCE
OF
EXAMINER/INSTRUCTOR/CHECK
PILOT/SFI
CONDUCTING TRAINING AND CHECKS ..........................................134
2.10.1
2.10.2
2.10.3
2.10.4
2.10.5
2.10.6
Effective 09-Jul-14
2.9
FLT.OMD
2.10.7
CHAPTER 02
2.10.9
2.11.1
2.12
2.12.1
2.12.2
2.13
2.14
2.14.1
2.14.2
2.14.3
D-2-7
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
D-2-8
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
2.1 PHILOSOPHY
IndiGos training philosophy is to train for excellence. The best and most
important safety feature on any airplane is a well-trained, highly motivated
and professional pilot.
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
the DGCA regulations and the policies laid down in this manual, the DGCA
regulations will prevail.
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
2.4 LANGUAGE
For conciseness, the pronoun "he" is used throughout the text. Where
appropriate, "she" should be added or substituted for "he. This Training
Manual applies to both male and female although references in the text are
made to the masculine gender only as a matter of simplification.
When used in the text, the following terms shall have the meaning outlined
below:
"Shall" or an action verb in the imperative sense means that the application of
a rule or procedure or provision is mandatory.
"Should" means that the application of a procedure or provision is
recommended.
"May" means that the application of a procedure or provision is optional.
2.5 FLIGHT OPERATIONS TRAINING DEPARTMENT STRUCTURE
The training is conducted, supervised under Chief Pilot (Training). Chief Pilot
(Training) is responsible, and reports to Director Flight Operations.
D-2-11
Effective 09-Jul-14
This Training Manual has been prepared in the English language (UK). Most
of the aviation documents are published in English. Therefore, the English
language is a pre-requisite for anybody involved in training or operations at
IndiGo.
FLT.OMD
CHAPTER 02
Fleet Captain
Training
(Simulator)
Fleet Captain
Training
(Line)
Instructors &
Check Pilots
GM Training
Examiners
Chief Ground
Instructor
Ground
Instructor
(Performance)
Ground
Instructor
(Technical)
D-2-12
Effective 09-Jul-14
FLT.OMD
2.6.2
IndiGo will induct pilots with varying experience and professional categories.
In order to maintain the highest level of safety, standards and
professionalism, before commencement of flying, all pilots will undergo a
company induction course covering training on contents and use of the
Operations Manual.
A pilot flying with another operator as Commander / First Officer, whether
type rated or not, is required to undergo familiarisation training covering the
differences between the aircraft previously operated and the aircraft operated
by the Company and company policy. He/ she will also be adequately briefed
about relevant State Regulations, Authorised Operation and the provisions of
the Operations Manual prior to being utilised by the company on routes.
2.6.2.1
ii)
Personal Interview,
General Topics
Technical
Personality Evaluation
Reference Checks
D-2-13
Effective 09-Jul-14
a)
b)
c)
d)
e)
f)
g)
CHAPTER 02
FLT.OMD
CHAPTER 02
ii)
Telephonic Interview,
General Topics
D-2-14
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
ii)
iii) First Officers with Previous A320 Rating & with recency on other Airbus
Ac in previous 6 months (A320 REACTIVATION)
iv) Entry Level Pilots holding a valid CPL or higher category License, FRTO,
RTR, class I medical and IR on any FAR/JAR part 25 multi-engine
Airplane. Total multi engine experience of 25 hours, 10 hours of which
may be on approved multi engine simulator.
A320 Rated Sr. First Officers / First Officers
Selection Process:
Personal Interview,
General Topics
Technical
Personality Evaluation
Reference Checks
Cadets (NFTI)
-
Written Test
D-2-15
Effective 09-Jul-14
FLT.OMD
Written Test
Written Test
Simulator Evaluation
ii)
First Officer
Effective 09-Jul-14
CHAPTER 02
FLT.OMD
CHAPTER 02
Selection Process:
i)
ii)
Personal Interview,
General Topics
Technical
Personality Evaluation
Reference Checks
ii)
Personal Interview
General Topics
Technical
Personality Evaluation
Reference Checks
Effective 09-Jul-14
FLT.OMD
a)
CHAPTER 02
Airbus/CAE,DUBAI
ii)
AIRBUS/CAE,MADRID
CAE,KUALALUMPUR
Alteon U.K.
c)
GECAT
d)
e)
All training devices will be checked periodically either by the competent State
Authority or by an IndiGo Examiner.
Manufacturer FCOM, FCTM, QRH and other reference documents will be
used for training at all training centres. Differences with IndiGo S.O.P.s and
IndiGo fleet type will be highlighted by the use of appropriate document as
provided by IndiGo.
2.8 FLIGHT CREW TRAINING AND CHECKING PROGRAM
Training and Evaluation for pilots shall be conducted as per the approval /
acceptance by the Regulator Authority.
It shall be ensured that the Trainers, Training Devices including Simulator
(Level C/ D), Equipment and Course material are Standardized and Certified
by the Regulatory Authority and the Organisation.
Manoeuvres are trained to proficiency and perfection till the flight crew
achieves desired standards.
Remedial training syllabus is decided in consultation with the trainer. After
the flight crew is trained to proficiency that he is planned for evaluation and is
cleared once required standards are achieved.
Various Crew training & checking program are as follows:
D-2-18
Effective 09-Jul-14
iii) CAE,BRUSSELS
FLT.OMD
CHAPTER 02
Ground Training
Ground Instructor
a) Functions
i)
ii)
b)
c)
Effective 09-Jul-14
a)
b)
c)
d)
e)
f)
g)
h)
FLT.OMD
d)
e)
ELIGIBILITY
TRAINING REQUIREMENTS
ii)
Effective 09-Jul-14
b)
CHAPTER 02
FLT.OMD
CHAPTER 02
Course development;
d)
ORAL EXAMINATION
RECENCY REQUIREMENTS
Effective 09-Jul-14
FLT.OMD
ii)
CHAPTER 02
iii) Shall undergo CBT Training / attend class room lectures / hands-on
practice of computer based applications provided by manufacturers
GENERAL REQUIREMENTS
i)
ii)
IndiGo will not /nor may any person serve as a Ground Instructor
unless that person has been approved by the DGCA.
iii) IndiGo should ensure that all Ground Instructors undergo periodic
training courses to continuously enhance their knowledge and to
keep them abreast with latest industry best practices
2.8.1.2
Ground Induction Training Syllabus Pilots With
Experience And Qualifications
a)
CATEGORY (I)
Varied
(4 Days)
NOTAC/C-NOTAM/OPS Notices
Flight Safety
Effective 09-Jul-14
f)
FLT.OMD
CHAPTER 02
03 hrs.
Note: All A320 Type rated Pilots inducted are scheduled for A320 Annual
Refresher Training during the following week of the training promulgated above. In
addition to Performance and Technical training they are also imparted the
following;
CATEGORY (II)
A 320 TYPE RATED FIRST OFFICERS
INCLUDING SENIOR FIRST OFFICERS
Same as that for A- 320 Type Rated Commanders
c)
DAY 1:
Subject
General Aircraft Performance
A320 Performance
Limitations, Take off performance
Description, MTOW calculation
DAY 2:
Chart
Dispatch
requirements, RLD, ALD calculation
D-2-23
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
DAY 3:
Flight
PlanningDetailed,
Quick
Determination, Integrated Cruise Alternate
Planning, Conversion Ground to Air distance,
Fuel tankering.
Special Operations- Flight with Gear Down,
W/O pressurization, PBN
RVSM, Narrow Runway Ops
In Flight Performance - Ops data, thrust
ratings, climb, cruise descent
Holding, in cruise Quick check, Cost Index
Single
Engine
OperationsDiversion
strategies, gross & net ceilings, In
cruise Quick check.
DAY 4 to 6:
DAY 7
AOM, Radar
Information
D-2-24
Effective 09-Jul-14
FLT.OMD
DAY 9:
CHAPTER 02
DAY 10:
DAY 12:
DAY 13:
CRM
Flight safety
Flight Dispatch:
Flight Release,
NOTAMs and Dispatch Procedures
DAY 14:
DGR
Aviation Security
d) CATEGORY IV:
Day 1:
OFP,
D-2-25
Effective 09-Jul-14
Company Circulars
Ops circulars
FLT.OMD
Day 2:
CHAPTER 02
DAY 3:
DAY 4 :
DAY 5:
Revision COM
Scrutiny of Documents
Proceed to DGCA (Around 1300 hrs.)
DGCA Oral Test
Note: All A320 Type rated Expat Pilots inducted are scheduled for A320 Ground
Refresher Training during the following week of the training promulgated above. In
addition to Performance and Technical training they are also imparted the following;
a)
b)
c)
d)
e)
-01 Hr
-01 Hr
-02 Hrs
04Hrs
D-2-26
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
f)
Day 1
Day 2:
CLD Workshop
management.
Day 3:
(Full
day)
Soft
skills
and
conflict
2.8.1.3
a)
All the Pilots are required to undergo a recurrent ground training course once a
year. The mode of training will be classroom and/or Computer Based Training or
any other approved method.
At the conclusion of any recurrent training curriculum, the individual involved
should be able to successfully demonstrate his knowledge of systems and
procedures, performance and flight planning company policies and procedures
etc. by correctly answering 70% of the questions.
D-2-27
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
c)
D-2-28
Effective 09-Jul-14
Note: The duration of annual ground refresher training shall be at least 32 hours of
training and in case of extended ground refresher (as prescribed for PIC upgrade and
break in flying) at least 40 hours of training.
FLT.OMD
CHAPTER 02
failure in the second attempt is brought to the notice of Chief Pilot (Training)
for further necessary action.
2.8.1.5 Crew Resource Management (CRM) / Human Factors
Objectives of Human Factors/CRM training
c)
d)
e)
could cause or exacerbate incidents which affect the safe conduct of air
operations.
To enhance knowledge of human factors and develop CRM skills and
attitudes which when applied appropriately could extricate an aircraft
operation from incipient accidents and incidents whether perpetrated by
technical or human factor failings.
To use CRM knowledge, skills and attitudes to conduct and manage
aircraft operations, and fully integrate these techniques throughout every
facet of the organisation culture, so as to prevent the onset of incidents
and potential accidents.
To use these skills to integrate commercially efficient aircraft operations
with safety.
To improve the working environment for crews and all those associated
with aircraft operations. Joint CRM will be conducted in accordance with
the required regulation from the State regulator ( CAR Sec. 8 , Series F
Part II)
For Recurrent
Effective 09-Jul-14
2.8.1.5.1
FLT.OMD
CHAPTER 02
b)
c)
d)
e)
Decision making;
f)
g)
h)
i)
j)
k)
CRM co-ordinator
who will be responsible for contents development and periodic review of CRM
Module.
The following table indicates elements of CRM to be included in each type of
training.
Core Elements
Introductory
CRM Course
Operators
conversion
course when
changing
type
Operators
conversion
course when
changing
operator
In depth
Overview
Command
course
Recurrent
training
Overview
In depth
Not required
D-2-30
In depth
Effective 09-Jul-14
a)
FLT.OMD
CHAPTER 02
factors
Not required
Information
acquisition and
processing,
situation
awareness,
workload
management
Decision making
Overview
Communication and
coordination inside
and outside the
cockpit
Overview
Leadership and
team behaviour,
synergy
Automation and
philosophy of the
use of automation
(if relevant to the
type)
In depth
As required
As required
Not required
As
Required
In depth
In depth
In depth
In depth
In depth
As
appropriate
Note: Joint (combined) CRM with the flight and cabin crew shall be carried out not later than
2 years from the Introductory CRM course. Recurrent training shall be carried out annually.
D-2-31
Effective 09-Jul-14
Stress, stress
management,
fatigue and
vigilance
FLT.OMD
CHAPTER 02
a)
Attributes:
i)
ii)
iii) Candidates making the grade will be invited for a panel interview to
assess
c)
It will include Fleet Captain (Training), Fleet Supervisor (Training) & Chief
CRM co-ordinator and other person appointed by Fleet Captain (Training).
After selection as CRM facilitator they will undergo training on facilitation skills
followed by observing 2 classes under a Facilitator and then conduct at least
1 class under the observation of DGCA approved CRM facilitator.
Fleet Captain, Training (Simulator) shall be responsible for selection and
standardization of CRM facilitators.
2.8.1.6 Emergency and Safety
Emergency Equipment
Equipment
Checking
and
Training
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
b) Every year, Safety and Emergency procedures will be reviewed and must
include:
i)
ii)
iii)
iv)
c)
Effective 09-Jul-14
FLT.OMD
2.8.2
CHAPTER 02
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
trainer will discontinue the training and recommend a corrective simulator session
in consultation with the training department.
To bring about parity in training and evaluation, the trainers shall administer
standardized and appropriate simulated aircraft, weather and environmental
conditions. These shall be revised on yearly basis and placed in the Simulator
Training form mentioned below.
Training form IGO/OPS/FORM/TRG/11 in accordance with DGCA requirements
covering training aspect and recency.
Trainer shall ensure minimum serviceability levels of training devices in
accordance with available Simulator allowable deficiency list (ADL) such that it
does not adversely affect training, evaluation and/or safety
2.8.2.2 Conversion Training
A flight crew member completes a Type Rating course which satisfies the
requirements applicable to the issue of Flight Crew Licences when changing from
one type of aeroplane to another type or class for which a new type or class rating
is required.
2.8.2.3 A 320 Type Rating / Endorsement Course
Pilots will undergo training as stipulated in DGCA CAR, Section 7, Flight Crew
Standards, Training and Licensing, Series B Part XIX. Entry level Training(Multi
Crew Cooperation /or Jet Familiarisation) and Standard Airbus Transition Course
modified to comply with CAR, Section 7, Flight Crew Standards, Training and
Licensing, Series B Part XIX will be conducted under Airbus/CAE TRTO or any
other DGCA approved TRTO.
Prior to undertaking the standard transition course, pilots with no Previous JET
and Multi Crew experience will undergo Entry level Training (ELT) consisting of
Jet familiarization and Multi crew cooperation. Pilot with no Jet experience and
only multi crew experience will undergo the Jet Familiarisation course.
D-2-35
Effective 09-Jul-14
The assessment during check is conducted on the exercises that are part of the
training syllabus and pilots proficiency is assessed on overall performance. In
case trainer finds that the trainee has not performed any particular exercise within
the limits, the trainee shall be given second (final) chance to perform to the
required standards.
FLT.OMD
CHAPTER 02
The Entry Level Training / Multi Crew Cooperation A320 enable low experience
pilots to acquire the professional level to undergo an A320 type rating in the most
favourable conditions.
The course also ensures learning MCC.
200 hours,
The Jet FAM course presents the particularities of a Jet category aircraft in terms
of systems and performances.
In addition, a synthetic flight-training device representative of Fly by wire Airbus
aircraft is used to present the handling characteristics in a realistic environment.
i)
PIC Prerequisites
Previously qualified on JAR / FAR 25 aircraft and commercial operations.
ii)
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
Flight time:
500 hours as pilot
-
The Type Rating Training syllabus being followed shall in no case be less than
what is being followed by the TRTO as per syllabus prescribed by the
Contracting State.
After First Officer endorsement (type-rating) on your DGCA India license,
trainee will be required to undergo a minimum of 06 To/Landigs during
familiarization aircraft training followed by a release route check for P2 (SIC)
release, before exercising the privileges of the type rating.
Training at all centres will be carried out as per IndiGo Training Manual and
IndiGo SOPs. The Trainers will be briefed on IndiGo procedures and the
differences with the IndiGo fleet type. The TRTO will ensure that all trainees
are briefed adequately so as to maintain standards desired by IndiGo.
2.8.2.3.1 ELT- Multi Crew Co-Operation + Jet FAM
(a) Ground Instruction
Technical training.........................................................12.50
Aircraft System...............................................................05.00
Performances.................................................................04.00
Jet Handling ................................................................02.00
Jet Aerodynamics.........................................................01.00
Weather ......................................................................00.50
Crew Concept ..............................................................26.00
Total...............................................................................38.50
D-2-37
Effective 09-Jul-14
transport pilot.
FLT.OMD
CHAPTER 02
Total................................................................................70.50
2.8.2.3.2 ELT- Jet FAM Course
Jet aircraft system
High altitude
Performances
-
Jet Handling.06:00
FNPT104:00
FNPT204:00
FNPT304:00
FMGS differences:
-
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
FMGS differences:
- FM1 (Honeywell) to FM2 (Thales) * 2.00 of CBT
- FM2 (Honeywell) to FM2 (Thales) * 1.00 of CBT
- ENGINE differences:
- CFM to IAE 01:00 of CBT
FMGS Trainer Sessions - 4 : 09:00 (3x2:00+3:00)
ECAM Trainer Sessions - 3 : 06:00 (3x2:00)
(c) AIRBUS / CAE TYPE RATING TRAINING COURSE
(i)
PF Hrs
PNF Hrs
FFS
: 7 Sessions
14
14
LOFT FFS
: 1 Session
: 1 session
D-2-39
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
8:00 hours
Aircraft Systems
55:00 hours
Systems Integration
20:00 hours
83:00 hours
PF
(Hours)
PM
(Hours)
Total Time
PF
(Hours)
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
D-2-40
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
Total
16.0
16.0
16.0
PNF (Hrs)
:1 session
: 1 session
LVO
04:00
:2 session
D-2-41
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
The second trainee observes the session from the jump seat.
D-2-42
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
Airbus N
Experience
o
FBW
EFIS Aircraft
Experience
LDG
S
Single
Long
Aisle
Range
FBW
A/C
B777
CRJ
ERJ
A300
A310
etc.
/
/
/
/
Aviati
on /
ATR
42 /
ATR
72
Total PIC
(Including
U/S & SLF)
Multi
Engi
ne
Jet
All
Type
Multi
Engi
ne
EFIS
Jet
All
Type
1.
PIC
500
150
50
N/A
N/A
1500
2500
N/A
N/A
2.
PIC
Nil
150
50
2000
3000
2000
3000
1500
2000
3.
Co- Pilot
Nil
150
25
1000
1500
N/A
2500
N/A
N/A
4.
Co- Pilot
1000
1450
25
N/A
N/A
N/A
N/A
N/A
N/A
ii)
Day
02:00 Hrs
Night
02:00 Hrs
D-2-43
Effective 09-Jul-14
Gene
ral
B-737/
Total
Experience
FLT.OMD
CHAPTER 02
CA40 B (J) test (Night Visual) shall include satisfactory completion of 6 take
offs and landings of which there shall be 2 instrument approaches on different
facilities.
-
ii)
D-2-44
Effective 09-Jul-14
CA40 B (J) test (Day Visual) shall include satisfactory completion of 6 take
offs and landings of which there shall be 2 instrument approaches on different
facilities.
FLT.OMD
CHAPTER 02
Pilots who are type rated to fly A-320 variants (A318, A319, A319CJ, A320 &
A321) shall be allowed to fly the variants on same day / duty cycle provided
they have attended the differences training.
2.8.2.7 CRM Based Simulator Training
General
Certain elements about LOFT must be understood to ensure that its primary
objective, to provide realistic line-oriented training, is met. These elements
D-2-45
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
apply to both Recurrent and Qualification LOFT and are described in this
chapter.
Real-World Situations
No-Failure Training
LOFT is no-failure training, i.e. the instructor does not issue a passing or
failing grade to a participating crew member. As a LOFT scenario progresses,
it is allowed to continue without interruption so crew members may learn by
experiencing the results of their decisions. Decisions which produce
unwanted results do not indicate a training failure, but serve as a learning
experience. If the LOFT instructor identifies crew member performance
deficiencies, additional training or instruction will be provided. This training or
instruction may be in any form, including additional LOFT. Before the crew
member may return to line operations, the performance deficiencies will be
corrected and the instructor will document the training as satisfactorily
completed. The no-failure concept allows crew members to use their full
resources and creativity without instructor interference. At the end of a LOFT
session and after debriefing, the instructor certifies that the training has been
completed.
Uninterrupted Training
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
more effectively if they are allowed to learn from their experiences, rather
than being interrupted and corrected by an instructor. In rare cases, and only
during Qualification LOFT, an instructor may choose to intervene if he
determines negative learning is taking place.
Feedback
Phases Of LOFT
Briefing. Before the flight segment begins, the instructor should brief crew
members on the LOFT scenario, including the training objectives, and the
role of the instructor (i.e., the instructor is considered not present,
except as an Air Traffic Controller (ATC) or as another ground base
entity). The role of the flight crew should be discussed in the briefing (i.e.,
flight crew members should perform their duties just as they would in line
operations).
Information about the environmental setting of the scenario should also
be discussed.
b)
c)
Flight Segment. The flight segment includes taxiing, take-off, flying, and
landing. It should also include the time in which communication with ATC
and other ground agencies takes place.
d)
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
ii)
Operational problems
-
Passenger / cabin
ATC
Environmental problems
-
D-2-48
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
v)
Workload
Incapacitation
Distraction
Crew Composition
Recurrent LOFT requires scheduling of a complete crew which is line
qualified.
First Officer1
Pilot Instructor
PIC1
Pilot Instructor
1-Includes those who are either line qualified or in training for the
position.
2-May act as a substitute when a line qualified crew member is not
available. The instructor should not have previous knowledge of the
scenario; however, when this is unavoidable, the instructor should not
use that knowledge to influence or direct the scenario.
NOTE: The instructor conducting the LOFT session may not act as a substitute
crew member.
D-2-49
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
D-2-50
Effective 09-Jul-14
FLT.OMD
2.8.2.9.1
CHAPTER 02
Check
(SIM)
(SIM)
(Aircraft)
01:00 hrs PF
PPC
Check
OR
Check
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
a) This training will include at least the following from right seat:
an engine failure during take-off
e)
2.8.3
The validity for the RHS check shall be 6 months and may be
combined with the PPC.
a)
Category 1
Type Rated PIC
D-2-52
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
i)
ii)
of
sectors
(PF&PNF)
with
b)
CATEGORY 2
Transition PIC
i)
ii)
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
c)
SLF from left seat with Trainer. Trainee should have total 150
Hrs.
CATEGORY 3
Type Rated Co pilots
iv) A320 Rated First Officers having recency on type in the
Previous 6 months require:
-
v)
Effective 09-Jul-14
FLT.OMD
CATEGORY 4
Transition First Officers
i)
ii)
e)
CATEGORY 5
Effective 09-Jul-14
d)
CHAPTER 02
FLT.OMD
CHAPTER 02
f)
CATEGORY 6
Note: If, the pilot under Command Training flies as First Officer after
completion of PIC Route Checks upon document submission for PIC
rating, shall undergo minimum 01 sector SLF from LHS before
undergoing the PIC Company release check.
g)
CATEGORY 7
Note: This route check can be combined with annual renewal route
check.
Route Check Policy
i)
ii)
For PIC and Trainer upgrade it shall be ensured that Pilots are
trained and evaluated by different Trainer/Examiner.
iii)
iv)
Effective 09-Jul-14
i)
FLT.OMD
CHAPTER 02
th
v)
vi)
Not more than two route checks per pilot/ Trainer can be done
in a calendar day if the Trainer is occupying either the left or
right seat.
vii)
viii) Company Release route Check will be carried out with the
Examiner occupying the Observer seat. However, the
Examiner may also carry out this check by occupying the CM2
seat.
ix)
2.8.3.2.2
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
preferably and in such a manner that the interval between 2 checks should
not be more than 12 months. If the LRRC is conducted within three months
prior to the expiry of the 12 months period, the next LRRC must be completed
within 12 months of the original expiry date of the previous LRRC.
D-2-58
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
Chief Pilot (Training) will have the authority to change the policy of CPES if
required.
2.8.3.2.3
ROUTE
CHECK
SIM
TRE
RELEASE
02
SECTORS
30 TO 90 DAYS
90 DAYSTO06
MONTHS
YES
01 FFS
02
SECTORS
06 TO 12 MONTHS
EXTENDED
02 FFS
02
SECTORS
12 TO 24 MONTHS
EXTENDED
04 FFS + IR/PPC
04
SECTORS
02
SECTORS
24 TO 36 MONTHS
EXTENDED
06 FFS + IR/PPC + 01
TRE REL
06
SECTORS
02
SECTORS
MORE THAN 36
MONTHS
EXTENDED
08
SECTORS
02
SECTORS
2.8.3.2.4
Recency route check cannot be carried out from the observer seat.
Initial Local /Instrument Rating Check
Minimum duration
30 Minutes
15 Minutes
Effective 09-Jul-14
INTERRUPTION
FLT.OMD
CHAPTER 02
Minimum duration
45 Minutes
20 Minutes
Minimum duration
2.8.3.2.5
50 Minutes
2.8.3.2.6
500 hrs. PIC: Progress Check can be clubbed with any regulatory
check or CAT III Clearance.
a)
-
b)
-
Effective 09-Jul-14
An IRC can be conducted along with PPC. In such cases, the duration
will be as given below:
FLT.OMD
CHAPTER 02
Training priority.
The pilot is scheduled and checked as per the Line Training and
Route Check Policy.
In the case of Flight interruption between Base training and SLF the
requirements of the Operations Manual are complied with.
For pilots with less than 10 sectors of SLF/ SLF; training requirement
-
D-2-61
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
rd
(One
2.8.3.7
2.8.3.7.1
Training Objective
Touch and go
Aircraft Base Training will be carried out by Examiners. A full briefing will be
given by the Examiner/Instructor, prior to the flight. Engine will not be
switched off during the above exercise.
NOTE: when transitioning from another Fly-By-Wire aircraft, following points will be
highlighted during the base training briefing:
Overhead panel layout
One engine taxi
Rotation, pitch attitude target (light weight)
Schedule
Pre-flight briefing duration = 1:00
The Examiner/Instructor will ensure that the trainee has reviewed the walk
around and will assist in the Aircraft Exterior Inspection.
2.8.3.7.2
General
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
direct authority of the Chief Pilot (Training). The Operations Control Centre will
be responsible for the organisation, documentation and coordination of the
flight training.
2.8.3.7.3
Carriage of Passengers
Seating Policy
Trainees will occupy their respective operating seats under the supervision of
their Examiner/Instructor until cockpit preparation is complete. The instructor
will then occupy the appropriate non-flying pilot's seat. Normally, PIC Trainees
will occupy the left seat, First Officer trainees the right seat. However, if a First
Officer is being type-rated and DGCA requires it, the First Officer trainee will
be trained in the left seat. The observers' seat will be occupied by the nonflying trainee Pilot. If the number of Trainee Pilots is more than two, two
Trainee Pilots will occupy the Observer Seats and the remaining will occupy
the Passenger seats in the cabin.
For Trainees with less than 500hrs on Commercial Jets, a Safety Pilot will be
carried on board. A safety pilot should hold a PIC endorsement on A320 or be
Sr. Co Pilot. However, if a First Officer is assigned as safety pilot then the
minimum experience required on type should not be less than 500 hours.
The Safety Pilot will occupy the first observer seat.
If passengers or Trainees are carried on board, the L1 and R1 Doors will be in
armed position throughout the flight. The responsibility of the Arming and
Disarming of the Doors will be the Examiner/Instructor.
2.8.3.7.5
Unauthorized Manoeuvres
Effective 09-Jul-14
Flight training outside India will be undertaken under the joint authority of the
TRTO Team leader and the Chief Pilot (Training) of IndiGo.
FLT.OMD
CHAPTER 02
c)
Check-lists
Full check-lists will be performed. The ECAM landing memo may then
be used at instructor discretion to replace full check-lists.
d)
Accelerate / Stop
Touch and Go
Touch and go are used to reduce the amount of training time wasted in
taxying the aircraft back to the holding point and awaiting take-off
clearance. In order to maintain a high level of safety they must be
conducted in a properly disciplined manner.
The following technique is to be used:
Prior to EVERY touch and go, the instructor will confirm with the trainee
that:
- reverse thrust will not be used
- brakes (auto or manual) will not be used
The trainee will:- land the nose wheel after main gear touchdown
(which also allows pitch trim reset)
- track the runway centreline using rudder pedal inputs only
The Instructor will: - disarm spoilers
- call STAND UP
The trainee will: - advance the thrust levers approximately 2" (5 cm)
forward (to prevent engines reducing to ground idle).
D-2-64
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
The Instructor will: - move the flap handle to position 2 detent and
confirm the flaps are running
- reset the rudder trim if necessary
- monitor the forward movement of the pitch trim
Following gear retraction the instructor will call for CLB thrust.
The trainee will move the thrust levers to the CLB detent (the
FMA will read THR CLB | SRS | GA TRK).
Effective 09-Jul-14
- place one hand behind the thrust levers ensuring they are advanced
approximately 2" (5 cm)
FLT.OMD
CHAPTER 02
while the flaps or pitch trim are resetting but still outside of the take-off
range.
In the event of Evacuation, the Crew will use the L1 or R1 Door Slides
to evacuate. If the Cabin is inaccessible, the crew will use the Cockpit
window to evacuate. The crew in the passenger cabin will assess the
situation outside and use the safest exit to evacuate.
g)
Next Exercise
Examiner/Instructor Take-over
i)
In Flight:
D-2-66
Effective 09-Jul-14
The instructors should thoroughly brief the trainee pilots about the
correct handling techniques before demonstrating simulated engine
failure exercises. The instructors should also take all necessary
precautions, guard/block the appropriate rudder control and give clear
commands to the trainee pilots so as to obviate the application of the
wrong rudder control during such exercises. (DGCA 4/1995)
FLT.OMD
CHAPTER 02
On Ground :
It should be emphasized that the nose wheel steering tiller should NOT
be used at high speeds (GS > 30 kt) because of over controlling.
Steering inputs from both tillers are additive, and corrective inputs by
the instructor can be confusing and potentially dangerous. Should a
take-over be necessary, the instructor will immediately call out "I HAVE
CONTROL", and if necessary, be prepared to use differential braking to
regain control or bring the aircraft to a stop.
j)
Fuel Requirement
Automatic Landings
FMGS Use
D-2-67
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
Aircraft Documentation
-
b)
Training Documentation
-
JEPPESEN documentation
c)
d)
Personal Documents
-
e)
2.8.4
Command Upgrade
The progression from First Officer to PIC is an important milestone in the career of
all commercial pilots. Considering Indigos consistent delivery schedule and the
expansion of our fleet, there is a tremendous opportunity for qualified and capable
D-2-68
Effective 09-Jul-14
The FMGS should be initialised for the intended flight either by data
base company route or by waypoint and PBD. Managed lateral
navigation may be used to intercept the first ILS assisted approach and
when weather makes visual flight impossible. All visual circuits should
be flown with FDs off and FPV selected. The fact that the approach and
FLT.OMD
CHAPTER 02
IndiGo First Officers to be enrolled in our Command Upgrade Program and earn
the qualification as an IndiGo PIC.
CRM
SOP Compliance
Decision Making
Handling
Effective 09-Jul-14
The company shall screen candidates for the position of PIC by ensuring a
prerequisite minimum level of line experience in accordance with DGCA
regulations. This is applicable to a screening process for direct hire or upgrade to
PIC. Such screening occurs prior to a pilot being assigned duties as PIC and
typically includes:
FLT.OMD
v)
vi)
Flight Safety,
(a) Interview
The Interview Board shall consist of at least two members comprising of Chief
Pilot(s) and/ or designated Fleet Captains. The Board shall assess the pilot for:
i)
ii)
Effective 09-Jul-14
vii)
CHAPTER 02
FLT.OMD
iii)
iv)
CHAPTER 02
PF Hrs
PNF Hrs
FFS
: 7 Sessions
14
14
LOFT FFS
: 1 Session
D-2-71
Effective 09-Jul-14
FLT.OMD
: 1 session
IR/PPC #
CHAPTER 02
i) Command SLF
ii) 10 PIC route checks.
iii) Company Release check after obtaining DGCA PIC endorsement.
Upgrade
Induction
Simulator
Training
SLF and
Route
Checks
License and
Line Release
Total
18 days
15 days
50 days
21 days
104 days
Interview Stage
i)
ii)
st
nd
rd
iii) 3 Failure case will move to the bottom of seniority list as on date of
failure for a minimum period of 09 months.
D-2-72
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
rd
iv) Failure cases after 03 Attempt will be considered for upgrade only if
approved by VP Ops
Pre Command SIM assessment
i)
ii)
2nd Failure case will move to the bottom of seniority list as on date of
failure for a minimum period of 12 months.
iii) Failure cases after 02rd Attempt will be considered for upgrade only if
approved by Chief Pilot Training and would start the process from
Interview stage.
c)
i)
First officer will move to bottom of seniority list effective that date with a
minimum period of 06 months from the date of the check.
ii)
He will not be given more than two chances for upgrade simulator
training.
by
Fleet
Captain/
Fleet
D-2-73
Effective 09-Jul-14
b)
FLT.OMD
CHAPTER 02
2.8.5
IndiGo will select eligible Indian PIC flying on DGCA issued ATPL license who
meet the company and DGCA criteria for upgrade to Check Pilot / Instructor /
Examiner. This Admin Notice lays down the policy on the qualification
requirements and selection process.
The Trainer requirement is depended on the Pilot strength and associated
regulatory training requirements reviewed from time to time. Calculation
matrix for the same exist with Pilot Training Flt. Operations
Policy
This policy will come into effect from its date of issue.
Pilots who wish to be considered must be:
a)
b)
c)
d)
Effective 09-Jul-14
The pilot on 1st command or change of aircraft type will be released on conditional
command. Such Pilot will fly on. restricted minima till he has gained command
experience of 100 Hrs on type before using normal minima. A pilot on conditional
command will be scheduled as per Para 2.12.3 Route / Role Competence
Qualification
FLT.OMD
CHAPTER 02
ii)
ii)
Effective 09-Jul-14
FLT.OMD
ii)
CHAPTER 02
v)
ii)
ii)
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
EXAMINER (TRANSITION)
i)
ii)
vi) Minimum 45 days (Or as decided by Chief Pilot Training) with the
company after line release.
vii) The pilot will be inducted as an Instructor and upgraded to an Examiner
following successful completion of the evaluation process as defined
below.
viii) If found Unsuitable by the Board, the pilot will not be eligible for
reapplication.
2.8.5.2 Application Process
The company will review its requirement of Check Pilots /Instructors /
Examiners bi-annually i.e. every May and December, and/or as otherwise
required.
Vacancies will be advertised through an ADMIN Notice in the first week of
May and December, and/or as required. Vacancies will depend on the
number of Trainer required for handling IndiGos training for ground school,
simulator training and line training. Each time vacancies are posted, if some
pilots remain who have applied previously and have not attained the position
applied for, these qualified pilots are to apply fresh each time, as a pilots
D-2-77
Effective 09-Jul-14
If found Unsuitable by the Board, the pilot will not be eligible for
reapplication.
FLT.OMD
CHAPTER 02
situation may have changed since the last application. During the upgrade
process due weightage would be given to CASS report.
Pilots are to apply as per the guidelines given in the Admin Notice.
It is reiterated that not all PIC who meet the eligibility criteria will be upgraded
as Check Pilots and that not all Check Pilots will be upgraded as Instructors
and not all Instructors will be upgraded as Examiners. The upgradation from
Line PIC to Check Pilot, Check Pilot to Instructor, and Instructor to Examiner
will be based on company requirements and each individual pilots
performance, capability, and experience as laid down. Seniority will not be a
determining factor.
2.8.5.3 Flight Operations Review Board
The Review Board includes the Director Flight Operations as Chairman, and
the Chief Pilots Training/ Line Operations/ Standards & QA. A minimum of
Director Flight Operations and any two Chief Pilots will form the Board.
2.8.5.4 Evaluation process
The evaluation process will consist of the following:
Flight Safety,
If any applicant has spent less than 3 months in IndiGo and for whom
sufficient feedback/information is not available with the above mentioned
departments, IndiGo shall have the liberty to check with DGCA or any other
competent authority for the pilots past flying record.
D-2-78
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
Performance
SOPs
c) CASS
O/o Chief Pilot (Training) will collate the results from the phases enumerated
above. If these results highlight any areas of concern for an applicant, the Training
Management will determine whether the pilot can continue with the process.
Written test failures may reapply if they so desire when the next round of
vacancies are posted.
Pilots found suitable for continuance will undergo:
-
Check Pilot will undergo One Line suitability check of at least 2 sectors with
Examiner/ Instructor
Candidates successful upto this stage will undergo an interview with the Flight
Operations Review Board (at least three members in attendance).
The Review Board will then decide the final results. If these results highlight any
areas of concern for an applicant, the Review Board will determine whether the
pilot can continue with the process
All final results will be communicated to the respective pilots by the Director Flight
Operations/Chief Pilot Training/Fleet captain.
Instructors/ Check Pilots who do not qualify the FSD release check will follow the
recommendations given by the DGCA.
D-2-79
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
Pilots applying for trainer upgrade should be cleared to operate to all airfields/ on
all sectors out of base and should be operating to these airfields regularly.
2.8.5.5 Flight Operations Review Board
The Review Board includes the Director Flight Operations as Chairman,
and/or the Chief Pilots Training/ Line Operations/ Standards & QA/Fleet
Captain. A minimum of Director Flight Operations and/or any two Chief Pilots
will form the Board.
2.8.5.6 Training Process
Pilots will be trained so as to comply with the training requirements laid down for
each category in Appendix A of CAR Sec 7, Flight Crew Standards Training and
Licensing Series I, Part 1, on Minimum Training requirements for Examiners /
Instructors / Check Pilots.
Prior to commencement of simulator training, all pilots will undergo a train the
trainer training module in order to equip them with the current instructional styles
and methodologies.
CHECK PILOT (TRANSITION - WITH PREVIOUS EXPERIENCE IN THE SAME
CAPACITY WITH ANOTHER OPERATOR)
Check Pilots who have exercised the privileges of a Check Pilot on another type of
aircraft with a different operator will undergo training as given in CAR Sec-7,
Series I Part I).
A Check Pilot on type with a different operator will be assessed as per IndiGo
standards and as per guidelines laid down by DGCA from time to time.
Check Pilots who have not been standardized or evaluated as per the CAR will
undergo a DGCA FSD release check.
D-2-80
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
D-2-81
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
If a pilot under check/ training agrees with the assessment of the Trainer he will
undergo additional training or redo his check/ training as decided by Chief Pilot
(Training) on case to case basis.
2.8.6.1
Appeal Procedure
If a pilot under check/ training does not agree with the assessment of the
Trainer he will sign a dissent clearly indicating why he considers that he has
not been fairly or correctly assessed and send the same to Director Flight
Ops within 48hrs. In such case the DIRECTOR (FLIGHT OPERATIONS) may
ask Trainer to submit a detailed report on the sortie and the reasons for his
assessment within 24 hours. After reviewing DIRECTOR (FLIGHT
OPERATIONS) may constitute a board consisting of Chief Pilot (Training),
Chief Pilot (Standards & QA) and Chief Pilot (Line). The pilots dissent and
the Trainer report along with the pilots past performance will be reviewed by
the board. After reviewing the board will submit its decision to DIRECTOR
(FLIGHT OPERATIONS) who will convey the same to individual pilot.
If the affected pilot is not satisfied with the decision of the Board, he may
make an appeal to VP Operations within 7 days of Boards decision.
Vice President Operations may ask to carry out a reassessment of the subject
pilot within 7days. The reassessment will be done by two different
Trainers,
D-2-82
Effective 09-Jul-14
FLT.OMD
2.8.7
CHAPTER 02
In 1998, the ICAO Assembly, taking note of several accidents and incidents
where the language proficiency of pilot and air traffic controller were causal or
contributory factors, formulated Assembly Resolution A32-16 in which the
ICAO Council was urged to direct the Air Navigation Commission to consider,
with a high level of priority, the matter of English language proficiency and to
complete the task of strengthening the relevant provisions of Annex 1
Personnel Licensing and Annex 10 Aeronautical Telecommunications, with
a view to obligating Contracting States to take steps to ensure that air traffic
control personnel and flight crews involved in flight operations in airspace
where the use of the English language is required are proficient in conducting
and comprehending radiotelephony communications in the English language.
2.8.7.1
ICAO STANDARDS AND RECOMMENDED PRACTICES (SARPS)
CONCERNING LANGUAGE
1)
b)
c)
d)
Clarify the requirement for the use of both plain language and
phraseologies;
e)
D-2-83
language
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
f)
g)
3)
4)
5)
6)
7)
D-2-84
Effective 09-Jul-14
2)
FLT.OMD
LEVEL
ACCEPTA
BILITY
DESCRIPTION
CHAPTER 02
RE-EVALUATION PERIOD
6
Expert
Extended
6 Years
Operational
3 Years
Pre-Operational
Elementary
Pre-Elementary
No
Hold or have held an Indian professional pilot licence with at least 3 years
experience in civil aviation operations;
b)
c)
d)
Examiners shall not test applicants to whom they have given language
training.
The Examiner shall issue a Certificate to the Pilot stating the Level of
Proficiency. The same shall be endorsed on the licence by DGCA.
D-2-85
Effective 09-Jul-14
Yes
FLT.OMD
CHAPTER 02
When the elements of the testing are assessed separately, the final
assessment shall be consolidated in the language proficiency
endorsement issued by DGCA.
D-2-86
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
The assessment should determine the ability of the applicant to use both:
Standard radiotelephony phraseology; and Plain language, in situations
when standardised phraseology cannot serve an intended transmission.
Pronunciation
Structure
Vocabulary
Fluency
Comprehension
(Note: The accent or variety of accents used in the test material should be sufficiently
intelligible for an international community of users)
Interactions
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
i)
TOFEL
Computer :
Pencil
:
ii) TOEIC
iii) IELTS
2.8.8
2.8.8.1
625
5.0
173
500
190
-520
-675
The most probable reason for erroneous airspeed and/or altitude information
is an obstruction of the Pilot and/or static probes. Depending on how the
probes(s) are obstructed, the effects on cockpit indications differ.
It is highly unlikely that the aircraft probes will be obstructed at the same time,
to the same degree and in the same way. Therefore, the first effect of
erroneous airspeed/altitude data in the cockpit will most probably be a
discrepancy between the various indications (CAPT PFD, F/O PFD and STBY
instruments).
CONSEQUENCES OF OBSTRUCTED PITOT TUBES OR STATIC PORTS
D-2-88
Effective 09-Jul-14
NOTE: The assessment of the language skills in the areas mentioned above is conducted
using the Rating Scale below.
FLT.OMD
CHAPTER 02
Exercises on flight with unreliable ASI are carried out during initial simulator
training and/or during recurrent training. The pilots must be familiarised about
the pitch attitude/power/speed relation in different phases of flight.
2.8.8.2
ii)
Maintains
appropriate
TCAS
knowledge and skills. Pilots should
fly all scenarios once every four
D-2-89
Effective 09-Jul-14
All the aircraft systems which use anemometric data, have been built-in fault
accommodation logics. The fault accommodation logics rely on a voting
principle: When the data provided by one source diverges from the average
value, the systems automatically reject this source and continue to operate
normally using the remaining two sources. The flight controls system and the
flight guidance system both use this voting principle.
FLT.OMD
CHAPTER 02
years.
Pilots
should
complete
all
scenarios once every two years if
CBT is used.
a)
b)
c)
ACAS limitations
OBJECTIVE: To verify that the pilot is aware of the limitations of ACAS.
CRITERIA: The pilot must demonstrate a knowledge and understanding of
the ACAS limitations including:
i)
ii)
ACAS will automatically fail if the input from the aircrafts barometric
altimeter, radio altimeter, or transponder is lost;
Note._ In some installations, the loss of information from other on-board systems such
as an inertial reference system (IRS) or attitude and heading reference system (AHRS)
D-2-90
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
may result in an ACAS failure. Individual operators should ensure that their pilots are
aware of what types of aircraft system failures will result in an ACAS failure.
some aircraft within 116 m (380 ft) above ground level (AGL) (nominal
value) will not be displayed. If ACAS is able to determine that an aircraft
below this altitude is airborne, it will be displayed;
iv)
v)
vi)
because of design limitations, ACAS will neither display nor give alerts
against intruders with a vertical speed in excess of 3 048 m/min (10 000
ft/min). In addition, the design implementation may result in some shortterm errors in the tracked vertical speed of an intruder during periods of
high vertical acceleration by the intruder; and
D-2-91
Effective 09-Jul-14
iii)
FLT.OMD
e)
CHAPTER 02
ii)
iii)
iv)
Effective 09-Jul-14
i)
FLT.OMD
CHAPTER 02
2.8.8.3
Stabilised Approach
Adherence to SOP
Approach Briefing
Decision to GO Around
Crew Coordination
Stabilised Approach
The most common cause of approach and landing accidents has been
unstabilised approach. Maintaining a stable speed, descent rate and vertical/
lateral flight path in landing configuration is commonly referred to as the stabilized
approach concept. Any deviation from the planned flight path should be
announced. All approaches must be stabilized by 1000 feet above airport
elevation in IMC and by 500 feet in VMC.
Refer part A Chapter 25.
D-2-93
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
Adherence to SOP
SOP's are made on the basis of years of operational experience. SOP must be
reviewed at periodic intervals. Aircrew must assume ownership of their company
SOP and bring suggestions for change to the notice of the authorities.
b)
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
operating manuals.
COLLABORATING FOR EFFECTIVE SOPs
In general, effective SOPs are the product of healthy collaboration among
managers and flight operations people, including flight crews. A safety culture
promoting continuous feedback from flight crews and others, and continuous
revision distinguishes effective SOPs.
b)
The developers of S.O.P. should pay close attention to the approved airplane
flight manual (AFM), to AFM revisions and operations bulletins issued by the
manufacturer.
Approach Briefing
Refer part A Chapter 30.
HORIZONTAL AND VERTICAL SITUATIONAL AWARENESS
It has been determined that accidents are five times more likely while
conducting a Non-precision Approach as against a Precision Approach. Most
of the accidents were due to lack of vertical situation awareness.
Most Non-Precision approaches provide vertical guidance in the form of
Altitude versus distance checks. The concept of stabilized approach requires
the aircraft to follow a steady vertical profile.
The crew training must emphasize this aspect of vertical situational
awareness and maintenance of a steady vertical profile on approach to the
touchdown point.
2.8.8.4
D-2-95
Effective 09-Jul-14
a)
FLT.OMD
CHAPTER 02
b)
Limitations of RNAV
c)
Limitations of BAROVNAV
d)
e)
Addressing discontinuities
f)
g)
h)
i)
Definition of RNP APCH operations and its direct relationship with RNAV
(GNSS) procedures.
b)
c)
D-2-96
Effective 09-Jul-14
a)
FLT.OMD
CHAPTER 02
RNP/ANP requirements
RAIM
BAROVNAV
MEL
d)
Procedure characteristics
Chart depiction
Minima
e)
f)
g)
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
i)
j)
ATC procedures
k)
Abnormal procedures
l)
Contingency procedures
RNAV Airway transition to RNAV STAR (or Radar Vector)- feed to RNP
Appch.-VMC or Partial
b)
c)
d)
Continue Missed Approach profile with review for second approach- or unable
due to Message type.
Effective 09-Jul-14
h)
FLT.OMD
CHAPTER 02
A prototype automation policy for air carriers was developed after several
major accident analysis.
The objective of the sample policy is to help minimize the frequency with
which pilots experience mode confusion and undesirable energy states. This,
in turn, requires that crews understand the functions of the various modes of
automation. The sample policy is based on a set of common industry
practices that are known to be effective.
a)
D-2-99
Effective 09-Jul-14
FLT.OMD
ii)
CHAPTER 02
or
Confirm airborne (or ground) inputs to the FMS with the other pilot.
Activate inputs.
Monitor mode annunciations to ensure the auto flight system performs as
desired.
Intervene if necessary.
Verbalize.
Verify.
Monitor.
General approaches like these are easy to train, review on the line, and have
been shown to help flight crews in their overall approach to the use of
automation.
iii)
Other topics
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
The most appropriate level also may depend on the level with which the
pilot feels most comfortable for the task or for the prevailing conditions,
depending on his/her knowledge and experience operating the aircraft
and systems. Reverting to hand-flying and manual thrust control actually
may be most appropriate, depending on conditions.
The PF should retain the authority and capability to select the most
appropriate level of automation and guidance for the task. Making this
selection includes adopting a more direct level of automation by reverting
from FMS guidance to selected guidance (that is, selected modes and
targets through the use of either the FCP or MCP); selecting a more
appropriate lateral or vertical mode; or reverting to hand-flying (with or
without FD guidance, with or without A/THR or A/T), for direct control of
aircraft vertical trajectory, lateral trajectory, and thrust.
ii)
Effective 09-Jul-14
i)
FLT.OMD
CHAPTER 02
How does the system interact and communicate with the pilot?
How does the pilot operate the system in normal and abnormal
situations?
Ensure that pilots fully understand the following aspects in the use of
automation:
if applicable;
iii)
AP - A/THR Integration:
D-2-102
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
Aircraft
Performance
controlled by:
Elevators
is
iv)
Thrust or idle
Speed
Speed
The AFS provides guidance to capture and maintain the selected targets and
the defined flight path, in accordance with the modes engaged and the targets
set by the flight crew on either the flight control unit (FCU)/mode control panel
(MCP) or on the flight management system (FMS) control and display unit
(CDU).
The FCU/MCP constitutes the main interact between the pilot and the auto
flight system for short-term guidance (i.e., for immediate guidance such as
radar vectors).
The FMS CDU constitutes the main interface between the pilot and the auto
flight system for long-term guidance (i.e., for the current and subsequent flight
phases).
Two types of guidance (modes and associated targets) are available on
aircraft equipped with either a flight management guidance system (FMGS) or
flight management computer (FMC), featuring both lateral and vertical
navigation:
Selected guidance:
The aircraft is guided to acquire and maintain the targets set by the crew,
using the modes engaged or armed by the crew (i.e., using either FCU or
MCP target setting knobs and mode arming/engagement pushbuttons)
D-2-103
Effective 09-Jul-14
A/THR or A/T
FLT.OMD
CHAPTER 02
FMS guidance:
Engaging Automation:
Engaging the AP while large commands are required to achieve the intended
flight path may result in the AP overshooting the intended vertical target or
lateral target, and/or surprise the pilot due to the resulting large pitch / roll
changes and thrust variations.
vi)
c)
Situation Awareness
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
Check and announce the status of the FMA, such as the status of AP/FD
modes and A/THR or A/T mode.
Observe and announce the result of any target setting or change (on the
FCU/MCP) on the related PFD and/or ND scales; and
Supervise the AP/FD guidance and A/THR or A/T operation on the PFD
and ND (pitch attitude and bank angle, speed and speed trend, altitude,
vertical speed, heading, or track).
iii)
ii)
Effective 09-Jul-14
ii)
FLT.OMD
CHAPTER 02
e) Verification
Include statements about verifying and cross-checking automation selections
and anticipating subsequent aircraft performance in an automation policy.
Know Your Modes and Targets.
When flight crews perform an action on the FCU or FMS to give a command,
the pilot expects a particular aircraft reaction and, therefore, must have in
mind the following questions:
Which mode did I engage and which target did I set for the aircraft to fly
now?
Is the aircraft following intended vertical and lateral flight path and
targets?
Which mode did I arm and which target did I preset for the aircraft to fly
next?
To answer such questions, pilots must understand the certain controls and
displays:
Effective 09-Jul-14
i)
FLT.OMD
CHAPTER 02
PFD and navigational display (ND) displays and scales (that is, for crosschecking guidance targets).
ii)
Include statements to help pilots verify and cross-check inputs and aircraft
responses.
Verify (both pilots) entered waypoints and confirm FMS data against
printed charts.
f)
i)
ii)
If the aircraft does not follow the desired flight path or airspeed, do not
hesitate to revert to a more direct level of automation, as recommended
by the airplane manufacturer or as required by the operators SOPs.
D-2-107
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
vi) Monitor ALT capture mode to ensure commands for smooth level-off at
assigned altitude are followed when using ALT capture mode of A/P F/D, or VNAV;
vii) Maintain One "head up" at all times/low altitude; avoid distraction from
duties;
viii) Do not let automation interfere with outside vigilance;
ix) Maintain continuous lookout during ground movement & VMC flight;
x)
g)
ii)
Intervene if the flight status is not "as desired"; revert to lower automation
iii) Level; disengage any A/F system not operating "as expected."
iv) Encourage manual flying for maintaining proficiency when flight
conditions permit,
v)
vi) Allow for switch of PF & PNF duties if control properly maintained PF and
PNF monitor each other's actions.
vii) Designate one pilot to control (abnormal conditions).
D-2-108
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
ALAR Training will be included during initial and recurrent training and while
conducting Proficiency Checks on aircraft and simulator.
2.8.8.4.7 Controlled Flight into Terrain (CFIT) / Ground Proximity Warning
System (GPWS) Training
a)
Accident statistics indicate that over half of all accidents happen during
approach and landing. In addition, controlled flight into terrain (CFIT) is
the leading cause of commercial aircraft fatalities. Of the total hull lost
accidents to large commercial jets in 2003, seven were CFIT and 11
were ALAs. The rate of CFIT accidents has been substantially reduced
by the installation of Ground Proximity Warning System (GPWS), and
more recently, Terrain Avoidance Warning Systems (TAWS) commonly
known as Enhanced GPWS on transport category airplanes. However,
not all air operator aeroplanes are required to have TAWS equipment
installed and there has been an average of five CFIT accidents a year
for the past 10 years.
b)
c)
The installation of the Ground Proximity Warning System (GPWS) can reduce
CFIT accidents and is one of the major tools in CFIT prevention. The
following manoeuvre should be executed in response to a GPWS warning,
D-2-109
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
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:
React immediately to a GPWS warning
Positively apply maximum thrust and rotate to the appropriate pitch
attitude.
iii) Pull up with wings level to ensure maximum airplane performance
iv) If terrain remains a threat, continue rotation up to the pitch limit
v) Do not change gear or flap configuration until terrain separation is
assured.
vi) Monitor radio altitude for sustained or increasing terrain separation.
vii) The escape manoeuvre should be continued until climbing to sector
emergency safe altitude or until visual verification can be made that the
airplane will clear the terrain or obstacle, even if the GPWS warning
stops.
CFIT training syllabus
The objectives of the Training Programme are to provide the pilot with the
ability to:
a)
b)
c)
d)
Recognize the factors that may lead to CFIT accidents and incidents.
Know the prevention strategies that will ensure a safe flight.
Improve situational awareness in order to avoid CFIT.
Learn an escape manoeuvre and techniques designed to enhance the
possibility of survival.
i)
Academic Training
Academic training: to be carried out for initial endorsement, upgrade
training & recurrent training. CFIT exercises will be included in the
recurrent training profiles.
ii)
Simulator Training
Simulator training: to be carried out for initial endorsement, Instrument
Rating, and License Renewal. Pilots are to be evaluated for
instantaneous reactions to warnings of the GPWS.
2.8.9
Monsoon Operations
D-2-110
Effective 09-Jul-14
i)
ii)
FLT.OMD
CHAPTER 02
from time to time. It is mandatory to visit the DGCA web site www.dgca.nic.in
and check the subject CAR prior to application of its requirements
2.8.9.1
Ground School training will be imparted to all Pilots irrespective of the fact
that they may have flown during previous adverse weather periods. This
ground training shall cover, but not be limited to:
2.8.9.2
Effective 09-Jul-14
All pilots are to undergo simulator training and checks as below before they
are released to fly as PIC on a new type in actual or forecast, adverse
weather conditions. Simulator training and checks may be conducted during
PIC upgrade/co- pilot type training conversion course.
FLT.OMD
CHAPTER 02
ii)
Should have at least 100 hours PIC experience on type before being
released to fly as PIC during adverse weather conditions unless the
pilot has minimum of 3 Monsoon seasons as P2 on type prior to
obtaining PIC rating.
iii) In cases where a PIC is short of the 100 hours requirement or his
endorsement has been obtained prior to or during adverse
weather/monsoons, the PIC may continue to fly from LHS with
Examiners/Instructors/Check Pilots during the adverse weather
conditions till they achieve 100 hours.
iv)
One hour simulator training (in the form of LOFT) for adverse weather
operations covering all aspects of adverse weather conditions likely to
be encountered en-route and in terminal areas covering aircraft
performance related to wet/ contaminated runway conditions combined
with MEL dispatch. Increased emphasis on landing performance
should be given including assessment of landing distance required in
reduced braking effectiveness vs. actual Landing Distance Available
(Safety Margins).
v)
ii)
One hour simulator training (in the form of LOFT) for adverse weather
operations covering all aspects of adverse weather conditions likely to be
encountered en-route and in terminal areas covering aircraft performance
related to wet/ contaminated runway conditions combined with MEL
dispatch. Increased emphasis on landing performance should be given
including assessment of landing distance required in reduced braking
effectiveness vs. actual Landing Distance Available (Safety Margins).
One hour Simulator Check for adverse weather Operations.
D-2-112
Effective 09-Jul-14
i)
FLT.OMD
2.8.9.3
a)
b)
d)
e)
f)
g)
h)
i)
j)
k)
2.8.9.4
General Conditions:
Minimum total cockpit experience level of the PIC and the First Officer
should not be less than 500 hours on type.
No supervised take-offs and landings in actual adverse weather
conditions.
Approach briefing prior to Top of Descent shall include
wet/contaminated Inflight Landing Distance calculation.
ILS approaches are to be preferred to non-precision approaches In
case of non-precision approaches, emphasis must be given on
Continuous Descent Final Approach (CDFA)
Greater emphasis on stabilized approaches (Refer Operations Circular
No. 1 of 2003 on ALAR India Training Tool Kit and Circular No.9 of
2009 Standard Operating Procedures).
PANS OPS procedures for speed control in terminal areas must be
followed.
Flight Manual limitations and Company SOPs must be strictly adhered
to.
Go around procedure in case of wind shear, stall and recovery must
be reviewed as per Operations Circular 2 of 2001.
All Operators are required to follow a non-reprisal policy for Go around
and Diversion,
Documentation about upset recovery technique for specific airplane
must be reviewed.
Full flap landing and adequate usage of Reverse thrust and
consideration of extra en-route/ terminal fuel computation shall be
adhered to. (Type specific manufacturers guidance accepted)
MEL Requirements
The following equipment shall be fully serviceable for flights to or from the
aerodromes with forecast or actual adverse weather conditions
a) Wind shield wipers on both sides must be serviceable.
b) Weather Radar.
2.8.10
Effective 09-Jul-14
c)
CHAPTER 02
FLT.OMD
2.8.11
CHAPTER 02
b)
c)
d)
Area of operation.
e)
D-2-114
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
crew incapacitation
Recurrent Training
EDTO recurrent training is integrated with in recurrent annual training refresher
programmes.
2.8.12
a) Training for Low Visibility Operations, Cat II & Cat III shall be done in
accordance with in accordance with DGCA CAR on AWO, as amended
from time to time. It is mandatory to visit the DGCA web site
http://dgca.nic.in/ and check the subject CAR prior to application of its
requirements
b) Training records will be maintained on the basis of the guidelines in the
CAR, as formalised and incorporated with relevant criteria, as applicable to
IndiGos operations and fleet.
c) Flight Ops Training Department will be responsible to obtain authorization
from DGCA and issue certificates & Cat II/III logbook for Pilots who have
successfully completed their low visibility training, on a periodical basis.
d) It will be the responsibility of individual pilots to maintain their recency
requirements, as amended by DGCA from time to time, to exercise the
privileges of Cat II / III authorization.
e) Flight Operations Training Department will be responsible to maintain and
update the training forms and records required for LVO operations in
accordance with the DGCA instructions on the subject.
D-2-115
Effective 09-Jul-14
One EDTO route check for pilot in command and it shall be one time
clearance.
FLT.OMD
CHAPTER 02
f) All Pilots will carry out RHS training for LVO (CATII/III and LVTO) during
Recurrent Training.
ii) PIC experience on type 500 hrs (for pilots with no previous Cat II/III
authorization), 100 hrs (for pilots with previous Cat II/III authorization).
iii) Night Flying on type 100 hrs.
iv) Instrument Flying 100 hrs (including not more than 50 hrs on Full Flight
Simulator of the type).
Flying Experience for Co-Pilot
i)
D-2-116
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
ii) On type experience as released Co-pilot 300 hrs (for pilots with no
previous Cat II/III authorization), 100 hrs (for pilots with previous Cat-II/III
authorization).
Ground Training for PIC, Co-Pilot for CAT II and CAT III Authorization
The ground training shall lay specific emphasis on the following;
a) All the technical aspects required for Cat-II and Cat-III operations, the
b)
aircraft equipment required for carrying out Cat-II and Cat-III approaches
and associated weather phenomenon, with special emphasis on poor
visibility in fog, rain, meteorological minima etc. This training shall be
given by Ground Instructor / Flight Instructor / Synthetic Flight Instructor /
Examiner trained in Cat-II and Cat-III operations.
The techniques for Cat-II and Cat-III operations, effects on operations
due failures in the airborne and ground equipment and their indications,
and action required to be taken on various failures. This training shall be
given by Flight Instructor/Synthetic Flight Instructor/Examiner trained in
Cat-II and Cat-III operations.
D-2-117
Effective 09-Jul-14
iii) Instrument Flying 100 hrs. (including not more than 50 hrs on Full Flight
Simulator of the type
FLT.OMD
CHAPTER 02
a)
An operator may combine CAT II/III training and check modules. In this
case, the training session will be identical as covered above (2 hours for
CAT II and 1 hour for CAT III), however, the check for CAT II and CAT III
can be combined in one session of 1 hour consisting of at least 3 landings
and 1 go around of which minimum 1 landing shall be CAT II.
D-2-118
Effective 09-Jul-14
Simulator training for CAT II/III is prescribed for a standard crew complement of
one PIC and co-pilot. However, in case two PICs or co-pilots are paired for the
training, it shall be ensured that training and evaluation is completed specific to
the seat (e.g. if the quantum is 2 hours training and 1 hour evaluation for CAT II,
this shall be carried out for each of the pilots in a non- standard crew complement
which 2 hours plus 1 hour for each pilot).
FLT.OMD
ii)
CHAPTER 02
An operator may combine CAT II/III training and check modules. In this
case, the training session will be identical as covered above (1 hour for
CAT II and 1 hour for CAT III), however, the check for CAT II and CAT III
can be combined in one session of 1 hour consisting of at least 3 landings
and 1 go around of which minimum 1 landing shall be CAT II.
Note 1: CAT II/III training and checking may be conducted as part of PIC
upgrade/co-pilot type training conversion course.
Note 2: Incapacitation procedures shall be practised
D-2-119
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
iv) Pilots upgrading from Cat IIIA to Cat IIIB on the same aircraft type.
One ILS Cat-II/ Cat-III approach for PIC in weather conditions at or above
the
Cat-I
minima
under
the
supervision
of
Flight
Instructor/Examiner/DGCA Flight Operations Inspector. The Flight
Instructor/Examiner/DGCA Flight Operations Inspector will occupy RHS
seat.
ii)
One ILS Cat-II/ Cat-III approach for Co-pilot with a Cat-II/III qualified PIC
in weather conditions at or above the Cat-I minima.
2.8.12.3
2.8.12.4
Effective 09-Jul-14
Pilots upgrading from Cat IIIA to Cat IIIB on the same type shall undergo
0:45 minutes training consisting of minimum 2 approaches and 1 go
around followed by 0:45 minutes evaluation consisting of minimum 2
approaches and 1 go around on the simulator. There shall be no
additional requirement of line flying to qualify from Cat IIIA to Cat IIIB.
FLT.OMD
CHAPTER 02
Prior to conducting Low Visibility Take-offs each flight crew member should
complete the training and checking requirements for LVTO as mentioned. On
successful completion of LVTO training and checks, the Pilots proficiency to
undertake LVTO Operations will be recorded and certified. The PIC and Co-pilot
should have gained experience of 100 hours in the relevant aeroplane type as PIC
and released Co-pilot respectively before being authorized to use LVTO minima
up to the limiting RVR.
LOW VISIBILITY OPERATIONS TRAINING AND QUALIFICATIONS
An operator shall ensure that low visibility training and checking is conducted in
accordance with a detailed syllabus approved by FSD, DGCA and included in the
Operations Manual. The flight crew qualification is specific to the operation and
aircraft type. An operator shall ensure that, prior to conducting LVTO, Category II
and III operations each flight crew member completes the training and checking
requirements for LVTO and CAT II/III prescribed herein to the limiting values of
RVR and Decision Height appropriate to the operators approval; and is qualified
in accordance with this CAR. LVTO and CAT II/III authorization shall be applicable
only to scheduled operators. LVTO and CAT II/III training and qualification shall be
based on a modular concept of training. LVTO training and qualification module is
a pre-requisite for CAT II/III training and qualification modules. CAT II/III training
D-2-121
Effective 09-Jul-14
such as flight mode annunciation for failure conditions or other information which
the pilots may not routinely see during normal line operations. Topics to be
addressed for each PIC and Co Pilot are those topics, necessary for the
performance of the assigned duties for each respective crew member in the
current assignment. In addition operational aspects for assessment of equivalent
TDZ RVR as given in emanual are also covered .This training may be completed
during annual refresher training.
FLT.OMD
CHAPTER 02
Exercise
Ground training
Simulator training
Simulator check
LVTO
1:00
1:00
1:00
CAT II
2:00
2:00
1:00
CAT III
2:00
1:00
1:00
CAT II/III
(combined)
3:00
3:00
1:00
Initial authorization
1:00
1:00
1:00
CAT II
2:00
1:00
1:00
CAT III
2:00
1:00
1:00
CAT II/III
(combined)
3:00
2:00
1:00
2.8.13.1
This training programme shall outline the procedures and techniques, conditions
and requirements (like MEL, Special Weather phenomenon etc.) for reduced
visibility take-off under weather conditions below landing minima. Emphasis
should be given on taxiing in low visibility conditions; CRM for Low Visibility
Operations; R/T procedures and avoidance of runway incursions
Pilot Assessment of equivalent TDZ RVR
For pilots authorized for LVTO,operational aspects of the assessment is
expounded in e-manual for self-study.
For pilots who are not authorized for LVTO,,operational aspects of the
assessment as given e-manual will be covered by the trainer conducting LVTO
training.
D-2-122
Effective 09-Jul-14
FLT.OMD
2.8.13.2
CHAPTER 02
b)
c)
Reject take-off at low speed and high speed under limiting RVR
conditions.
d)
a)
Pilots knowledge and ability to perform the tasks for which he is authorised, is to
be demonstrated during normal proficiency/IR training and checks. This shall
include a minimum of one take-off and one reject take-off under limiting RVR
conditions in the training and PPC/IR check profiles.
2.8.14
Dangerous Goods Regulations are covered in Part A Chapter 35. Validity of the
training programme is 02 years. If the training is conducted within three months
prior to the expiry of the two years period, the next DG training must be
D-2-123
Effective 09-Jul-14
a)
FLT.OMD
CHAPTER 02
General Philosophy
Limitations
Pilots notification
Emergency Procedures
2.8.15
Training as per the National Civil Aviation Security Training Program will be
carried out by the security department.
D-2-124
Effective 09-Jul-14
completed within two years of the original expiry date of the previous DG
training.
As a policy IndiGo will not carry Dangerous Goods. However, to cater for
inadvertent carriage of Dangerous Goods by passengers, flight and cabin crew will
be given training on the following aspects:
FLT.OMD
ii)
CHAPTER 02
Legislative Framework.
If the training is conducted within three months prior to the expiry of the two
years period, the next AVSEC training must be completed within two years of
the original expiry date of the previous AVSEC training.
c) Explosive Training
Training consists of different types of explosives and the components of a
bomb, how the bomb looks like and types of bombs and what is to be done
in case found as an unidentified item on board the aircraft.
2.8.16
D-2-125
Effective 09-Jul-14
v)
FLT.OMD
CHAPTER 02
2.8.16.1
AGE
LICENCE
CPL
BELOW 40 YRS.
VALIDITY
5 YRS.
12 MONTHS
CPL
ABOVE 40 YRS.
5 YRS.
6 MONTHS
2 YRS
12MONTHS
2 YRS.
6 MONTHS
5 YRS.
12 MONTHS
VALIDITY*
ATPL
ATPL
BELOW 40 YRS
40 TO 65 YRS.
FRTO
RTR
LICENCE
DEPENDANT ON
TYPE OF RTR.
MEDICAL
Validity of Medical
D-2-126
Effective 09-Jul-14
Once a pilot is certified to carry out the Pre-flight / Transit Check, he shall be
required to maintain a Log Card issued by IndiGo where an entry will be required
every 3 months that he under the supervision of a qualified AME has carried out a
Transit inspection including refuelling. This could be done either on a Pilots first
flight or during a Transit flight. The theoretical part will be covered during pilots
annual refresher course.
FLT.OMD
CHAPTER 02
Pilots who appear for their medical but due to some reason cannot
complete their medical on the same day are not allowed to fly till such
time they complete their medical.
2.
Pilots who appear for their medical after their medical validity has lapsed
but their licenses are still valid and have been declared fit by the medical
board can commence their flying duties immediately.
3.
Pilots appearing for their medical examination after their medical and
licenses have lapsed have to wait for their medical assessment from
DGCA and renewal of licenses before they are allowed to commence
their flying duties.
4.
Pilots who have been declared TMU, after being declared fit should not
fly till their medical assessment is received from DGCA. However they
can undergo all training except aircraft training on the basis of their form
CA35.
2.9.2
Type of Test
Treadmill stress test (maximal computerised, with online monitoring and
12 lead display).
ii)
Periodicity
Every five years after reaching age of 35 years till 55 years, and every
two years thereafter.
BIOCHEMICAL TESTS
D-2-127
Effective 09-Jul-14
1.
FLT.OMD
HB TLC DLC
ii)
Blood Urea
iii)
Serum Creatinine
iv)
Lipid Profile
v)
vi)
S. Uric Acid
vii)
S. Bilirubin
viii) SGOT/SGPT
The biochemical profile tests should coincide with the periodic stress
test as laid down in above.
Medical examinations of flight crew who are due for the tests listed
above will be conducted at AFCME/IAM only.
The tests should be carried out at well-established and recognised
laboratories under own/Airline/Flying Club arrangement, preferably
within a month prior to the due date of medical examination. The full
records including the tracing of the treadmill test along with reports
should be made available at medical examination, to be conducted at
AFCME/IAM.
2.9.3
6 Monthly: Blood Hb%, TLC & DLC and Urine RE & ME, ECG; Pure tone
audiometry;
ii)
Annual: Blood Sugar (F&PP) & Hb A1C; Lipid Profile and TMT/ 2D Echo
of heart (for post CABG/ PTCA/ Myocardial infarction cases).
D-2-128
Effective 09-Jul-14
i)
CHAPTER 02
FLT.OMD
CHAPTER 02
TMT need not be done in the year when MPI scan is done.
iii) Serum Creatinine & LFT; Ultrasound Abdomen including Pelvis; Serum
PSA.
e) First renewal after the age of 60 years and thereafter when clinically
indicated: X-Ray chest & 2D Echo of heart.
f)
ii)
Effective 09-Jul-14
ii) MPI scan This shall be carried out for post CABG/PTCA/Myocardial
Infarction cases.
FLT.OMD
CHAPTER 02
ECG resting.
USG Abdomen.
Fundoscopy.
Echocardiography.
If Ambulatory BP recordings are within normal limits, the flight crew will
be declared fit for unrestricted flying.
ii)
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
In the latter case the flight crew may be reassessed for flying fitness,
in a graduated manner depending upon control of hypertension &
functional disability as a consequence of target organ involvement.
D-2-131
Effective 09-Jul-14
Flight crew who are asymptomatic, controlled with nonpharmacological measures only (including and alcohol & tobacco
avoidance, yoga, low-salt diet & weight reduction) and without target
organ involvement, can be considered fit for full flying duties without
limitations (P1 Status). All such flight crew will be required to
undergo the next renewal medical examination at IAM / AFCME /
MEC (E) only.
FLT.OMD
CHAPTER 02
2.9.5
Air Crew Medical Boarding Centres impose one of the following restrictions
on the medical certificate of fitness issued by them, depending upon the
medical conditions of the pilots observed by them:
(a) Fit to fly as First Officer only
(b) Fit to fly as Pilot-in-Command along with a qualified experienced pilot.
Where the medical certificate of fitness issued by a Medical Boarding
Centre or the medical assessment issued by DGCA carries the restriction
as mentioned in Para 2 (ii) above, the term experienced pilot will mean
A pilot who:
i)
ii)
Or
A First Officer meeting the following criteria:
D-2-132
Effective 09-Jul-14
FLT.OMD
i)
experience
on
type
ii)
has not been held blameworthy for any incident on type during the
preceding two years for his/her proficiency in operating that type;
iii)
iv)
v)
D-2-133
2.9.6
CHAPTER 02
FLT.OMD
2.10 GUIDANCE
OF
EXAMINER/INSTRUCTOR/CHECK
CONDUCTING TRAINING AND CHECKS
2.10.1
PILOT/SFI
INTRODUCTION
Effective 09-Jul-14
CHAPTER 02
FLT.OMD
CHAPTER 02
It shall be ensured that the objectivity while performing the Training and
evaluation and the Trainers are permitted to perform assigned activities
without inappropriate interference
Any advice concerning the conduct of skill tests and proficiency checks may
be obtained from Training pilots.training@goindigo.in
2.10.3
DEFINITIONS
D-2-135
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
D-2-136
Effective 09-Jul-14
(iii) hold a current rating to instruct for the licence or rating for which the skill
test or proficiency check is being conducted.
FLT.OMD
2.10.5
CHAPTER 02
AGE OF EXAMINER/INSTRUCTOR
2.10.6
2.10.6.1
PRIVILEGES OF INSTRUCTORS:
PRIVILEGES OF CHECK-PILOTS:
i) Route checks.
D-2-137
Effective 09-Jul-14
Training/Skill Tests of Pilots for First Officer Rating / Initial Type Endorsement
and also Initial issue of Instrument Rating can be performed by
Examiner/Instructor above 60 years of age subject to the condition that a type
qualified Commander less than 60 years of age having no medical restriction
placed on his licence shall be on board as Safety Pilot, to takeover in
extreme situation needing replacement of such examiner or instructor.
FLT.OMD
CHAPTER 02
Note: CAR states that the same Examiner/Instructor cannot carry out two consecutive
checks of same pilot.
2.10.6.5 RESPONSIBILITIES
OF
EXAMINER/INSTRUCTOR/CHECK
PILOT/SFI AN EXAMINER/INSTRUCTOR/CHECK PILOT/SFI WILL BE
RESPONSIBLE FOR THE FOLLOWING:
Raising the standards of awareness and performance of the flight crew.
Ensuring that the IndiGos training/check complies with legal requirements.
Providing feedback to the company on training standards.
The Examiner/Instructor/SFI must be a role model for the crew under
training/check
2.10.6.6
It is critically important that Trainers are able to recognize poor CRM skills in
their students and make serious efforts to remedy the situation. PIC and First
Officers must be made aware of the importance of proper CRM and how it
affects the safety of modern Airline operations.
2.10.7
Check that the simulator has a current DGCA approval for conducting
training/check
Escape ladder.
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
2.10.7.1
a)
Aim
b) Stress Factors
i) Psychological stresses:
Visual stress
Repositioning,
D-2-139
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
Slew.
Psychological state:
2.10.7.2
Pressurization failure.
LIMITATION OF SIMULATORS:
a)
Negative training
D-2-140
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
Flight Crew Training Manual and Company documents often have detailed
steps on conduct of particular exercises. Use of these procedures eliminates
negative training.
b) Briefing
2.10.7.3
WHO?
WHY?
WHAT? What they must know, should know and need to know, all the
topics must be covered according to approved course
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
Suggested Briefings
Briefing for Simulator Sessions: The briefing contents and style will vary
depending on the type of session. A generic list of points to be covered is
given below.
Simulator has the following differences with our company aircraft (to be
finalized)
Simulator has the following items under MEL. Please apply the MEL
provisions
D-2-142
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
Task Sharing and PF/PNF roles have to be as per SOPs. Do not prompt
the PF except as required under task sharing. Prompt only when PF is
not performing his actions. In other words, do not steal the thunder from
the PF.
Brief for each approach in full unless I request you to dispense with a full
briefing
Headsets will be used as per SOPs. Oxy masks and headsets have
been cleaned.
Reset and Freeze functions will be used and I will inform you while using
them.
Do not dwell over exercises that were not done competently in your
opinion. If required, I will be asking for a repeat.
The following exercises will be covered but the order in which they are
covered will not be the same as in briefing (EXAMINER/INSTRUCTOR/SFI to
give a detailed briefing on each of the exercises to be done during a training
session. For checks, an outline of the exercises and the level of automation
that is allowed will do)
2.10.7.4
Use this opportunity to clarify procedures about which you may have
doubts.
CONDUCT
a)
Checks
Check the serviceability of the simulator, both visually and with regards
to the technical log.
D-2-143
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
Give a Health & Safety briefing for the simulator even if it is day 2 of the
check/training. Simulator safety is particularly important as direct access
to the outside world is removed when the motion is turned on
Only the man oeuvres and procedures set out in the appropriate
training/check form will be undertaken.
and
correctly
simulate
the
ATC
b) INITS/RESETS
If any, are performed by instructor ONLY after announcing I have
controls.
c)
FREEZES/SPEED-UPs
Freezes must be transparent to the trainee. They should not alter any of
the information that the trainee requires. Speed-ups must be avoided
since they distort the trainees perception of time. It is better to use
tailwinds to speed up the session. If speed-ups are required, use then
after informing the trainee or in small, measured amounts.
D-2-144
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
d) Crashes:
Crashes can lead to a lack of confidence and strong difficulties to
continue to learn. Crashes must be avoided as far as possible.
f)
g)
D-2-145
Effective 09-Jul-14
e) Time management
FLT.OMD
Tracks erased
Assessment
EXAMINER/INSTRUCTOR should assess the performance based on the
trainees experience level to put it in perspective, consider judging
based on what your own performance was at that level of experience.
Never judge based on your current level of experience and proficiency.
The following forms have to be completed after the session:
-
Effective 09-Jul-14
i)
CHAPTER 02
FLT.OMD
CHAPTER 02
j)
Administrative Actions
D-2-147
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
k)
De-Briefing:
-
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
d) lack of skills
l)
Extension of training
There are occasions when a candidate does not meet the training
proficiency criteria. In such cases, extension of training may be
recommended by the EXAMINER/INSTRUCTOR/SFI.
In case Command Upgrade Training, not more than 2 extra sessions
shall be recommended. If the EXAMINER/INSTRUCTOR/SFI assesses
that more than two sessions will be required, training should be stopped
and a reassessment done by a board.
Company forms must contain detailed comments on the candidates
performance. It should be remembered that good performance deserves
mention as well. In case of poor performance, the report must provide
details of deficiency clearly and any remedial measures recommended
by the EXAMINER/INSTRUCTOR/SFI.
m) Remedial Training
Remedial Training requires some special skills. The foremost skill is
empathy with the candidate. It must be remembered that the candidate
has perhaps lost his confidence and self-esteem or that he/she is
disillusioned with the training and check system and has probably
developed a mental block to further training.
The deficiencies noted must be addressed in detail. It is important to
understand the reasons for the deficiency. It could be knowledge or skill
D-2-149
Effective 09-Jul-14
c) CRM failures or
FLT.OMD
CHAPTER 02
Aim
Route checks are conducted to check for proficiency in normal operating
environment. This includes handling of any abnormal situation that may
arise during the check. The EXAMINER/INSTRUCTOR/CHECK PILOT
must bear in mind that he/she is ultimately responsible for the safe
conduct of the flight and should be ready to take over control if the pilot
under check is not performing to the required level of proficiency. While
conducting checks for P2s, the limitations under which they are allowed
to operate must be kept in mind and proficiency should be judged based
on these limitations.
b)
c)
Types
Briefing
Effective 09-Jul-14
a)
FLT.OMD
Assessment Criteria
Administrative Actions
All required regulatory forms must be completed at the end of the session and
signed by the EXAMINER/INSTRUCTOR/SFI and the candidate.
Company forms must contain detailed comments on the candidates
performance. It should be remembered that good performance deserves
mention as well. In case of poor performance, the report must provide details
of deficiency clearly and any remedial measures recommended by the
EXAMINER/INSTRUCTOR/SFI.
f)
Remedial Training
De-Briefing:
Effective 09-Jul-14
d)
CHAPTER 02
FLT.OMD
2.10.9
Types
i)
ii)
Briefing
i)
ii)
vi) Weather limitations for the trainee for takeoff and landing
D-2-152
Effective 09-Jul-14
a)
CHAPTER 02
FLT.OMD
CHAPTER 02
Assessment Criteria
Administrative Actions
Remedial Training
De-Briefing:
Point out positive items first. Be open-minded. Review all exercises, give
remedies and answer to questions
D-2-153
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
D-2-154
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
2.11
in
The first pages of the log book have to be filled, signed and attest by the pilot
himself.
2.
In case of any error in filling up the log book no correcting fluid to be utilised but
the amendment of the entry can be made by cancelling the entry and
countersigning it.
3.
At the end of every month the signature of the pilot is required, certifying that the
entries made in the log book are correct and further duly attested by the
competent Authority.
2.11.1
Refer to CAR Section 7 Flight Crew Standards Training and Licensing, Series
H, Part I. It must be ensured that the latest information is at all times referred to.
It is mandatory to visit the DGCA web site www.dgca.nic.in and check the subject
CAR prior to application of its requirements.
2.12
a)
PIC: The PIC who permits a co-pilot to effect take-off and landing shall have;
(a) Minimum flying experience 3000 hours.
(b) Minimum command experience 1000 hours.
(c) Minimum PIC experience on type 300 hours.
D-2-155
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
b) Procedure
2.12.1
c) Adequate pre-landing and pre-take off briefing shall be given by the Pilot
in- Command to the First Officer before authorising such operations.
D-2-156
Effective 09-Jul-14
Co-Pilot : The co-pilot who effects takeoff and landing shall have;
(a)Been suitably trained and assessed for supervised take-off and
landing in a level C/CG/D/DG simulator by the operator.
(b) Completed type rating syllabus including base training/ZFTT simulator
session as applicable.
FLT.OMD
CHAPTER 02
d) For take-off, the responsibility for thrust levers/ throttles shall be with the
f)
h) The First Officers shall be authorised to effect landing and take-off only
when reported meteorological conditions are above the specified
company minima. LVTO take off by First Officers shall not be permitted.
The meteorological minima for such operations shall be as follows:-
i)
ii)
iii)
i)
D-2-157
Effective 09-Jul-14
Pilot-in-Command and the decision and the execution of Reject Take off
(RTO) shall be the sole and complete responsibility of the Pilot-inCommand. Similarly, the decision and the execution of missed approach
shall be the responsibility of Pilot-in-Command. In both these
manoeuvres, the Pilot-in- Command shall clearly announce, I have
controls and take over the controls without compromising flight
path/safety.
FLT.OMD
j)
CHAPTER 02
2.12.2
b) Route Competence
i)
Training
Route competence training includes knowledge of:
D-2-158
Effective 09-Jul-14
The Chief Pilot (Training) will maintain an updated list of Pilots and First
Officers who are authorised to give and receive supervised take-off and
landing, under intimation to DGCA and the concerned pilots. For pilots
who have successfully cleared the STL check, STL can be carried out
provided they are in possession of the letter intimating DGCA of the
same.
FLT.OMD
For more complex routes: Routes in the vicinity of high terrain, using
metric system for altitude reporting, not using English as the official
language for communication are considered as more complex
routes. In addition to the self-instruction, in-flight familiarization
under supervision or familiarization in an approved simulator using a
database appropriate to route concerned.
Requirements
For route competence, the PIC must have knowledge of:
a)
b)
c)
Training
Effective 09-Jul-14
ii)
CHAPTER 02
FLT.OMD
CHAPTER 02
ii)
For Aerodrome competence the PIC must have knowledge of and must
brief himself on the parameters indicated below:
a)
b)
c)
d)
e)
f)
Aerodrome layout
Radio Aids
Standard Instrument Arrival and Departure procedures
Local weather and Company minima
Emergency and Safety Services
Obstacle and minimum safe altitudes
a) ROUTE QUALIFICATION
I.
ROUTE
CHECK
RECENCY
PIC
100
01
12 months Recency
else 01 RHS/OBS flight
FIRST
OFFICER
100
N/A
N/A
D-2-160
Effective 09-Jul-14
FLT.OMD
II.
EDTO
GROUND SCHOOL
ROUTE CHECK
REQUIRED
01
FIRST OFFICER
REQUIRED
N/A
NORTH EAST
MINIMUM ON
TYPE HOURS
ROUTE CHECK
PIC
N/A
01*
FIRST OFFICER
N/A
01**
Note:
*RC is required for those PIC who have not flown to NE as Co-Pilot OR if NE is
not covered as part of SLF/ PIC RCs.
** RC is required for those co-pilots who have not flown to NE during line training.
b) AERODROME QUALIFICATION
I.
II.
D-2-161
Effective 09-Jul-14
PIC
III.
CHAPTER 02
FLT.OMD
CHAPTER 02
OBS
PIC
500
01
02
FIRST
OFFICER
100
01
01
RECENCY
Pilots who are cleared for SXR operations need to undergo 01 additional
Route Check for IXJ clearance.
NO Training flights (SLF or PIC RCs) are permitted to IXJ. Only
Clearance Route Checks and Annual Line Route Checks (for cleared
pilots) can be carried out to IXJ.
Pilots who are cleared for SXR operations only need to undergo
additional Route Check(s) for IXJ clearance.
Recency Route Check cannot be carried out from jump seat.
KTM - DAY
MIN ON
TYPE
HOURS
SIM CHECK
PIC
500
01
02
FIRST
OFFICER
100
01
01
ROUTE
CHECK
RECENCY
KTM - NIGHT
PIC: Must have a minimum experience of 10 day operations to KTM
FO: Cleared for Day KTM operations is cleared for Night KTM operations
Note: All TREs who are KTM cleared and who have operated to KTM with IndiGo
are cleared for KTM Night Operations.
D-2-162
Effective 09-Jul-14
Note:
-
ROUTE
CHECK
FLT.OMD
CHAPTER 02
PAT
MIN ON TYPE
HOURS
RECENCY
PIC
500
01
No
FIRST
OFFICER
Nil
01
No
c) DIB
MIN
ON
TYPE HOURS
ROUTE CHECK
RECENCY
PIC
500
01
No
FIRST
OFFICER
Nil
01
No
Note:
-
Effective 09-Jul-14
Note:
-
ROUTE
CHECK
FLT.OMD
I.
CHAPTER 02
MCT
OBS
PIC
100
01
01
12 months Recency
else 01 RHS/OBS flight
FIRST
OFFICER
100
01
01
12 months Recency
else 01 RHS/OBS flight
2.14
ROUTE
CHECK
RECENCY
AERODROME CATEGORY
CATEGORY A AERODROMES
Prior to operating to any Category A' aerodrome a PIC must brief himself on
the parameters indicated below. Category A aerodrome are all aerodromes
that satisfy the following requirements:
a)
b)
c)
Published circling minima not higher than 1 000 feet above aerodrome
level; and
d)
2.14.1
CATEGORY B AERODROMES
b)
c)
Effective 09-Jul-14
MIN ON
TYPE
HOURS
FLT.OMD
d)
CHAPTER 02
CATEGORY C AERODROMES
An aerodrome, which requires additional considerations to a Category B
aerodrome. Prior to operating to a Category C aerodrome, the crew should be
briefed and undertake a flight to the aerodrome as an observer and/or
undertake instruction in a flight simulator with visual database.
2.14.2
CATEGORISATION OF AIRPORTS
ROLE QUALIFICATION
Examiner
Instructor
Check pilot
SFI
Relief Pilot
Test Flight pilot
Observer
D-2-165
Effective 09-Jul-14
FLT.OMD
CHAPTER 02
Relief Pilot
Commander or First Officer rating on type depending on the relief duty.
Test Flight Pilot
-
The Commander for a normal test flight must be at least a check pilot. The
First Officer in this case must be at least a commander on type.
-
The Commander for these test flights must at least be an Instructor on type
and the First Officer at least a commander on type.
-
The crew for an acceptance flight must be either an examiner on type as PIC
and a Commander on type as First Officer or an Instructor on type as PIC and
a check pilot as First Officer.
PICs who have carried out Acceptance Flight Tests on multi-engine jet aircraft
or qualified test pilots, with minimum of 500 hours PIC on type, may also be
deputed at the discretion of Vice President Flight Operations, for any of the
above.
Observer
A person with a pilots licence or an AME licence can be deputed as observer
depending on the condition under which the observation is required. ATC
officers and flight dispatchers are also authorised as observer on flights.
D-2-166
Effective 09-Jul-14
Training/Skill Tests of Pilots for First Officer Rating / Initial Type Endorsement
and also Initial issue of Instrument Rating can be performed by
Examiner/Instructor above 60 years of age subject to the condition that a type
qualified Commander less than 60 years of age having no medical restriction
placed on his licence shall be on board as Safety Pilot, to takeover in
extreme situation needing replacement of such examiner or instructor.
FLT.OMD
CHAPTER 02
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
FORM NO.
IGO/OPS/FORM/ TRG/01
IGO/OPS/FORM/ TRG/02
IGO/OPS/FORM/ TRG/03
CA 40 A (DAY)
IGO/OPS/FORM/ TRG/04
CA 40 A (NIGHT)
IGO/OPS/FORM/ TRG/05
IGO/OPS/FORM/ TRG/06
CA 40 B (DAY)
IGO/OPS/FORM/ TRG/07
CA 40 B (NIGHT)
IGO/OPS/FORM/ TRG/08
IGO/OPS/FORM/ TRG/09
IGO/OPS/FORM/ TRG/10
IGO/OPS/FORM/ TRG/11
CRM
IGO/OPS/FORM/ TRG/12
LVO INITIAL
IGO/OPS/FORM/ TRG/14
IGO/OPS/FORM/ TRG/18
IGO/OPS/FORM/ TRG/19
IGO/OPS/FORM/ TRG/20
IGO/OPS/FORM/ TRG/21
IGO/OPS/FORM/ TRG/22
IGO/OPS/FORM/ TRG/23
IGO/OPS/FORM/ TRG/24
D-2-167
Effective 09-Jul-14
2.
FLT.OMD
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
37.
38.
39.
40.
41.
42.
IGO/OPS/FORM/ TRG/25
(A/B)
IGO/OPS/FORM/ TRG/26
SUPERNUMERARY FLYING
IGO/OPS/FORM/ TRG/27A
IGO/OPS/FORM/ TRG/27B
IGO/OPS/FORM/TRG/ 30
IGO/OPS/FORM/TRG/ 34
IGO/OPS/FORM/TRG/ 35
IGO/OPS/FORM/TRG/ 36
ZFTT RECENCY
IGO/OPS/FORM/TRG/ 37
IGO/OPS/FORM/TRG/ 38
IGO/OPS/FORM/TRG/ 39
IGO/OPS/FORM/TRG/ 41
(A/B/C)
IGO/OPS/FORM/ TRG/44
IGO/OPS/FORM/ TRG/45
IGO/OPS/FORM/ TRG/46
IGO/OPS/FORM/ TRG/47
IGO/OPS/FORM/ TRG/48
IGO/OPS/FORM/ TRG/49
IGO/OPS/FORM/ TRG/50
IGO/OPS/FORM/ TRG/51A
IGO/OPS/FORM/ TRG/51B
IGO/OPS/FORM/ TRG/52A
D-2-168
Effective 09-Jul-14
24.
CHAPTER 02
FLT.OMD
47.
48.
49.
50.
51.
52.
53.
54.
55.
56.
57.
IGO/OPS/FORM/ TRG/52B
IGO/OPS/FORM/ TRG/53A
IGO/OPS/FORM/ TRG/53B
IGO/OPS/FORM/ TRG/54A
IGO/OPS/FORM/ TRG/54B
IGO/OPS/FORM/ TRG/55A
IGO/OPS/FORM/ TRG/55B
IGO/OPS/FORM/ TRG/55C
IGO/OPS/FORM/ TRG/55D
IGO/OPS/FORM/ TRG/56A
IGO/OPS/FORM/ TRG/56B
IGO/OPS/FORM/ TRG/57A
IGO/OPS/FORM/ TRG/57B
IGO/OPS/FORM/ TRG/58
IGO/OPS/FORM/ TRG/59
D-2-169
Effective 09-Jul-14
46.
CHAPTER 02
FLT.OMD
CHAPTER 02
D-2-170
Effective 09-Jul-14
FLT.OMD
CHAPTER 03
TABLE OF CONTENTS
DETAILS OF FLIGHT OPERATIONS OFFICERS / FLIGHT
DISPATCHERS TRAINING PROGRAMME WHEN EMPLOYED IN
CONJUCTION WITH A METHOD OF FLIGHT SUPERVISION...............3
3.1
3.2
Induction Policy.........................................................................................3
3.3
3.4
3.5
Differences Training..................................................................................7
3.6
3.7
3.8
3.9
3.9.2
D-3-1
Effective
09-Jul-14
3.
FLT.OMD
CHAPTER 03
D-3-2
Effective
09-Jul-14
FLT.OMD
3.
CHAPTER 03
3.1
Flight Dispatchers
The Company would ensure that the personnel engaged to act as Flight
Dispatchers will be fully trained and approved by DGCA as per the
requirement stipulated in CAR Section - 7, Flight Crew Standard Training
& Licensing, Series 'M' Part II.
3.2
Induction Policy
The Company will recruit Flight Dispatchers in the following categories:
1.
2.
3.
4.
Recurrent Training
D-3-3
Effective
09-Jul-14
FLT.OMD
CHAPTER 03
ii)
Effective
09-Jul-14
FLT.OMD
CHAPTER 03
Note: All A320 Type rated Dispatchers inducted are scheduled for A320 Annual
Refresher Training during the following week of the training promulgated above .
3.4
Transition Training
A Flight Dispatcher performing regular duty on one type of aircraft cannot
perform duties on any other type of aircraft until he/she has successfully
undergone an approved course on the type of aircraft the endorsement is
being sought.
Before utilising a DGCA approved Flight Dispatcher who is not type rated
on A320 the company will subject him to a Dispatcher Transition Course.
The transition training shall include instructions on:
i)
ii)
1 day
4 days
D-3-5
Effective
09-Jul-14
FLT.OMD
CHAPTER 03
Objectives
The objective of the course is to familiarize the trainees with the
use of the operational documents like Aircraft Flight Manual
(AFM), the Flight Crew Operating Manual (FCOM), the Master
Minimum Equipment List (MMEL) and the Aircraft Characteristics
for Airport Planning (ACAP).
emphasizing
operating
and
DESCRIPTION
st
nd
D-3-6
Effective
09-Jul-14
FLT.OMD
3.5
CHAPTER 03
Differences Training
b)
ii)
D-3-7
Effective
09-Jul-14
FLT.OMD
CHAPTER 03
ii)
ii)
D-3-8
Effective
09-Jul-14
i)
FLT.OMD
CHAPTER 03
a.
b.
Initial training
c.
Competency Check
d.
Operating Familiarization
(i)
ii)
ii)
Effective
09-Jul-14
FLT.OMD
CHAPTER 03
v)
ii)
Effective
09-Jul-14
FLT.OMD
CHAPTER 03
ii)
General subjects,
ii)
Effective
09-Jul-14
FLT.OMD
CHAPTER 03
DGCA Approval
On successfully fulfilling all the requirements as listed above; DGCA will
grant approval to the applicant to act as Flight Dispatcher.
3.9
DISPATCHER/FLIGHT OPERATIONS
MANAGEMENT (DRM).
OFFICER
RESOURCE
Pilots.
Effective
09-Jul-14
3.7
FLT.OMD
CHAPTER 03
Managers.
Station personnel.
Meteorology resources.
Load planners.
Crew schedulers.
Aircraft routers.
Conflict resolution.
Effective
09-Jul-14
FLT.OMD
CHAPTER 03
3.9.2
Initial Training.
The initial indoctrination/awareness component of DRM training
consists of classroom presentations that focus on the interpersonal
relations and coordination involved in a decision making process.
It also provides a common terminology and conceptual framework
for identifying coordination problems. Initial indoctrination may be
accomplished by a combination of methods including lectures,
D-3-14
Effective
09-Jul-14
FLT.OMD
CHAPTER 03
Effective
09-Jul-14
FLT.OMD
CHAPTER 03
Feedback has its greatest impact when it comes from self-critique and
from peers, together with guidance from a facilitator with special training
in assessment and debriefing techniques. The most effective feedback
refers to the coordination concepts identified in indoctrination/
awareness training or in recurrent training.
D-3-16
Effective
09-Jul-14
FLT.OMD
CHAPTER 04
4.
D-4-1
Effective
09-Jul-14
TABLE OF CONTENTS
FLT.OMD
CHAPTER 04
D-4-2
Effective
09-Jul-14
FLT.OMD
4.
CHAPTER 04
D-4-3
Effective
09-Jul-14
FLT.OMD
CHAPTER 04
D-4-4
Effective
09-Jul-14
FLT.OMD
CHAPTER 05
TABLE OF CONTENTS
DESCRIPTION OF DOCUMENTS TO BE STORED AND STORAGE
PERIOD ....................................................................................................3
5.1
5.2
5.3
5.4
5.5
5.6
D-5-1
Effective
09-Jul-14
5.
FLT.OMD
CHAPTER 05
D-5-2
Effective
09-Jul-14
FLT.OMD
5.
CHAPTER 05
5.2
6 Months
6 Months
4 Months
4 Months
18 months
3 Years
3 Years
3 Years
3 Years
3 Years
5 Years
D-5-3
3 Years
Effective
09-Jul-14
The system for the management and control of flight operations records shall
ensure the content and retention of all records in accordance with required
regulations and also ensure operational records are subjected to standardized
processes for identification; legibility; maintenance; retention and retrieval;
protection and security; disposal, deletion (electronic records) and archiving.
Management and control of flight operations records will include retention, for a
period of time as defined by the regulator from time to time. The records of
document to include:
FLT.OMD
CHAPTER 05
Note: 1. Individual Pilot authorization certificates will be issued by the office of Chief Pilot (Training)
after carefully scrutinizing the training and documentation in compliance with the CAR.
2. Pilot License and Training records are being maintained in electronic files.
Journey Log
3 Months
5.3
15 Months
3 years
5.5
3 Months
5.4
3 Months
Other records
Records on Cosmic and Solar Radiation
Dosage
For aircraft operated at or above 15000 m
6 months
30 days
6 months
6 Months
D-5-4
Effective
09-Jul-14
Reports
FLT.OMD
5.6
CHAPTER 05
D-5-5
Effective
09-Jul-14
The Flight Operations records which are maintained in the electronic files shall be
in a computer system, which is a reliable and efficient means of short and longterm storage. The integrity of this type of record-keeping system is ensured
through secure, safe storage and backup systems by the IT department through
the company IT Policy.
The record files are managed and controlled (i.e. created, maintained, identified,
updated, accessed, retained and deleted) using computer systems, programs and
displays in a web-based system. The electronic system is so programmed to
create backup files on a schedule that ensures records are never lost due to
hardware or software failures. The file backup is on a daily basis. The electronic
records are similar to that of a paper record.
FLT.OMD
CHAPTER 05
D-5-6
Effective
09-Jul-14
FLT.OMD
ISSUE II
ANNEXURES
ANX
FORM NO.
1.
2.
3.
4.
CA 40 A (DAY)
5.
CA 40 A (NIGHT)
6.
7.
CA 40 B (DAY)
8.
CA 40 B (NIGHT)
9.
10.
LVO_ALL WEATHER
OPERATIONS
PIC RIGHT SEAT QUALIFICATION
11.
12.
CRM
13.
LVO INITIAL
14.
15.
16.
17.
18.
IGO/OPS/FORM/
TRG/01
IGO/OPS/FORM/
TRG/02
IGO/OPS/FORM/
TRG/03
IGO/OPS/FORM/
TRG/04
IGO/OPS/FORM/
TRG/05
IGO/OPS/FORM/
TRG/06
IGO/OPS/FORM/
TRG/07
IGO/OPS/FORM/
TRG/08
IGO/OPS/FORM/
TRG/09
IGO/OPS/FORM/
TRG/10
IGO/OPS/FORM/
TRG/11
IGO/OPS/FORM/
TRG/12
IGO/OPS/FORM/
TRG/14
IGO/OPS/FORM/
TRG/18
IGO/OPS/FORM/
TRG/19
IGO/OPS/FORM/
TRG/20
IGO/OPS/FORM/
TRG/21
IGO/OPS/FORM/
TRG/22
IGO/OPS/FORM/
TRG/23
19.
D-ANX-1
Effective
19-Dec-13
FLT.OMD
ISSUE II
ANNEXURES
21.
22.
23.
SUPERNUMERARY FLYING
24.
27.
SUPERNUMERARY DISCUSSION
TOPICS
EXAMINER CLASS ROOM
TRAINING
MONSOON TRAINING SELF
STUDY
MONSOON TRAINING LOFT
28.
29.
ZFTT RECENCY
30.
31.
32.
25.
26.
33.
34.
39.
40.
35.
36.
37.
38.
D-ANX-2
IGO/OPS/FORM/
TRG/24
IGO/OPS/FORM/
TRG/25 (A/B)
IGO/OPS/FORM/
TRG/26
IGO/OPS/FORM/
TRG/27A
IGO/OPS/FORM/
TRG/27B
IGO/OPS/FORM/TRG/
30
IGO/OPS/FORM/TRG/
34
IGO/OPS/FORM/TRG/
35
IGO/OPS/FORM/TRG/
36
IGO/OPS/FORM/TRG/
37
IGO/OPS/FORM/TRG/
38
IGO/OPS/FORM/TRG/
39
IGO/OPS/FORM/TRG/
41 (A/B/C)
IGO/OPS/FORM/
TRG/44
IGO/OPS/FORM/
TRG/45
IGO/OPS/FORM/
TRG/46
IGO/OPS/FORM/
TRG/47
IGO/OPS/FORM/
TRG/48
IGO/OPS/FORM/
TRG/49
IGO/OPS/FORM/
TRG/50
IGO/OPS/FORM/
Effective
19-Dec-13
20.
ANX
FLT.OMD
ISSUE II
ANNEXURES
41.
43.
44.
45.
46.
47.
48.
49.
50.
51.
52.
53.
54.
55.
56.
57.
58.
(CAPTAIN UPGRADE)
TRG/51A
IGO/OPS/FORM/
TRG/51B
IGO/OPS/FORM/
TRG/52A
IGO/OPS/FORM/
TRG/52B
IGO/OPS/FORM/
TRG/53A
IGO/OPS/FORM/
TRG/53B
IGO/OPS/FORM/
TRG/54A
IGO/OPS/FORM/
TRG/54B
IGO/OPS/FORM/
TRG/55A
D-ANX-3
IGO/OPS/FORM/
TRG/55B
IGO/OPS/FORM/
TRG/55C
IGO/OPS/FORM/
TRG/55D
IGO/OPS/FORM/
TRG/55E
IGO/OPS/FORM/
TRG/56A
IGO/OPS/FORM/
TRG/56B
IGO/OPS/FORM/
TRG/57A
IGO/OPS/FORM/
TRG/57B
IGO/OPS/FORM/
TRG/58
IGO/OPS/FORM/
TRG/59
Effective
19-Dec-13
42.
ANX
FLT.OMD
ISSUE II
ANNEXURES
ANX
D-ANX-4
Effective
19-Dec-13
EDTO Manual
FLT. EDTO
EDTO Manual
DGCA APPROVAL
APP
App-1
Effective
15-Dec-13
FLT. EDTO
EDTO Manual
DGCA APPROVAL
APP
App-2
Effective
15-Dec-13
FLT. EDTO
EDTO Manual
DGCA APPROVAL
APP
App-3
Effective
15-Dec-13
FLT. EDTO
EDTO Manual
DGCA APPROVAL
APP
App-4
Effective
15-Dec-13
FLT.EDTO
EDTO MANUAL
FDW
COM-1
Effective
15-Dec-13
FLT.EDTO
EDTO MANUAL
FDW
COM-2
Effective
15-Dec-13
FLT.EDTO
EDTO MANUAL
ISSUE II / Rev 03
LEP / HC
Revision
No
Page
No.
Date of
Issue
All
15-Dec-13
Foreword
All
15-Dec-13
All
15-Dec-13
All
15-Dec-13
All
15-Dec-13
All
15-Dec-13
All
15-Dec-13
Chapter 01
All
15-Dec-13
Annexures
All
15-Dec-13
Chapter Details
LEP-1
Effective
15-Dec-13
FLT.EDTO
EDTO MANUAL
ISSUE II / Rev 03
LEP / HC
LEP-2
Effective
15-Dec-13
FLT.EDTO
EDTO MANUAL
ISSUE II Rev 03
ROR / HC
DATE
DATE FILED
ROR-1
INITIALS
Effective 15-Dec-13
REV. NO.
FLT.EDTO
EDTO MANUAL
ISSUE II Rev 03
ROR / HC
DATE
DATE FILED
ROR -2
INITIALS
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REVISION HIGHLIGHTS
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TABLE OF CONTENTS
1.0
INTRODUCTION ...................................................................................... 5
1.1
1.1.2
2.0
DEFINITIONS ........................................................................................... 7
3.0
3.1
GENERAL .............................................................................................. 10
3.2
3.3
3.4
3.5
3.6
3.7
4.0
4.1
GENERAL .............................................................................................. 16
4.2
4.3
GENERAL ................................................................................ 17
4.3.2
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4.4
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GENERAL ............................................................................... 21
4.4.2
4.4.3
4.4.4
4.5
4.6
GENERAL ............................................................................... 28
4.6.2
4.6.3
4.6.4
4.6.5
4.6.6
4.7
4.8
4.9
4.8.1
4.8.2
GENERAL ............................................................................... 33
4.9.2
4.9.3
4.10
5.0
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5.1
5.2
5.3
5.4
5.5
5.6
5.7
5.8
5.9
5.9.2
5.10
5.11
5.12
5.13
5.14
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INTRODUCTION
EDTO Approval
Maintenance program
EDTO significant systems
EDTO critical fuel
OPS CRTL &Flight Dispatch procedure
OPS procedures
Training
Identify &verify alternates above minima
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1.1
1.1.1
GENERAL CRITERIA
Aeroplanes with two engines, to fly beyond one hour of flight time (approved
threshold time by DGCA) at a one-engine-inoperative cruising speed,
determined from the aircraft operating manual, calculated in ISA and still-air
conditions using the actual take-off mass, and up to a maximum diversion
time, approved by DGCA.
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Note-To be eligible for EDTO the specified airframe/engine combination should have been
certificated to the Airworthiness Standards of Transport Category aeroplanes by FAA of USA
or EASA or by any other regulatory authority acceptable to DGCA.
1.1.2
IndiGo AFM confers that the type-design reliability and performance of IndiGos
aircraft-engine combination has been evaluated and found to comply with the
criteria of AMC 20-6( Rev 2 ) for operations between 60 minutes and 120 minutes
diversion time when the configuration, maintenance and procedures standards
contained in EASA approved Airbus ETOPS (EDTO) CMP document at the latest
applicable revision are met.
Note-Above compliance does not constitute an operational approval.
DGCA has endowed IndiGo operational approval for Extended diversion time
operations to operate beyond threshold time of 60 minutes and up to a maximum
diversion time of 90 minutes.
2.0
DEFINITIONS
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.
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Point of no return
The last possible geographic point at which an aeroplane can proceed to the
destination aerodrome as well as to an available en route alternate aerodrome for
a given flight.
Threshold time
The range, expressed in time, established by the State of the Operator to an enroute alternate aerodrome, whereby any time beyond requires an EDTO approval
from the State of the Operator.
Note: The threshold time for EDTO established by DGCA is 60 minutes for two and more
than two engine aeroplanes.
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EXTENDED
DIVERSION
REQUIREMENTS
3.1
GENERAL
TIME
OPERATIONS
(EDTO)
Unless the operation has been specifically approved by DGCA an aeroplane shall
not be operated on a route where the diversion time from any point on the route,
calculated in ISA and still air conditions at the one-engine inoperative cruise speed
for aeroplanes with two turbine engines to an en-route alternate aerodrome
exceeds a threshold time established for such operations by the DGCA.
Note1. When the diversion time exceeds the threshold time, the operation is
considered to be an extended diversion time operation (EDTO).
Note2. For the purpose of EDTO, the take-off and/or destination aerodromes may be
considered en-route alternate aerodromes.
3.2
1.
Auto Flight
Communication systems,
Emergency equipment,
Flight controls,
Fuel system,
Hydraulic systems,
Flight instruments,
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Pneumatic systems,
Navigation systems,
APU,
Propulsion systems (starting and ignition, parameter indications, oil
consumption trend),
Any other system, required in accordance with the area of operation
The maximum diversion time should not exceed the value of the EDTO
significant system limitation(s), for extended diversion time operations
reduced with an operational safety margin, commonly 15 minutes, specified
by the DGCA.
Note-For IndiGo fleet, Cargo Fire Suppression System time limitation is 205 minutes.
3.3
ONE-ENGINE-INOPERATIVE
SPEED)
CRUISE
SPEED
(SINGLE-ENGINE
1.
2.
Establishing the outer limit of the area of operation and any dispatch
limitation,
ii) Calculation of single-engine fuel requirements and,
iii) Establishing the level off altitude (net performance) data. This level off
altitude (net performance) must clear any obstacle en route by margins
as specified in the operational requirements.
A speed other than the approved one-engine-inoperative-speed may be used as
the basis for compliance with en-route altitude requirements.
3.
Note: The diversion distance based on the approved one-engine-inoperative cruise speed
may take into account the variation of the True Air Speed.
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3.4
Aircraft Type
A320
Descent
MCT/320KT IAS
Cruise
MCT/320KT IAS
Decent To Landing
M.78/300KT/250KT
THRESHOLD TIME
For determining whether a point of the route is beyond the EDTO threshold to an
en-route alternate, the approved speed should be used (see 3.3). The distance is
calculated from the point of the diversion followed by cruise for the threshold time
(60 minutes as determined by the DGCA) as shown on the figure below. For the
purposes of computing distances, credit for drift down may be taken.
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Maximum allowable range, expressed in time, from a point on a route to an enroute alternate aerodrome
The maximum diversion time takes into consideration the most limiting EDTO
significant system time limitation, as indicated in the manufacturers
documentation (ex. Cargo Fire Suppression System).
IndiGo has been endowed with maximum diversion time of 90minutes.
Distance covered during authorized maximum diversion time of 90mins:
Aircraft Type
A320-232 SHARKLET
A320-232
3.5.1
Distance(NM)
624
622
For determining the maximum diversion time distance to an en-route alternate, the
approved speed should be used (see 3.3). The distance is calculated from the
point of the diversion followed by cruise for the maximum diversion time of 90
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minutes as approved by DGCA, as shown in the figure below. For the purposes of
computing distances, credit for drift down may be taken.
3.6
2.
If any conditions, such as weather below landing minima, are identified that would
preclude a safe approach and landing at that aerodrome during the estimated time
of use, an alternative course of action should be determined such as selecting
another en-route alternate aerodrome within the operators approved maximum
diversion time.
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Note. En route alternate aerodromes may also be the take-off and/or destination
aerodromes.
3.7
AREA OF OPERATION
VOMM
VOHS
VIDP
VGEG
VEBS
VYYY
WMKP
WMSA
VTBS
WMKJ
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VOCI
VOCB
VAAH
VOML
OMAA
OPKC
OOMS
OMSJ
OMAL
4.0
4.1
GENERAL
Select the EDTO en-route Alternate airports through the list of adequate
alternate airports (Refer to Para 3.7: Area of Operation)
Determine the EDTO areas associated to each nominated EDTO en-route
Alternate airports
Determine the EDTO Segment
Determine the position of EDTO Entry Point (EEP)
Determine the position of EDTO Exit Point (EXP)
Determine the position of each Equal-Time Point (ETP)
Determine the position of the Critical Point (CP) and the associated
required quantity of fuel (EDTO diversion scenarios)
Check that aircraft EDTO capability at dispatch meet the route
requirements (Diversion time in ISA Temperature and still air)
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Check that the longest diversion time from ETP to nominated EDTO
en-route alternate is not higher than:
o
The lowest time capability of all EDTO significant systems (Cargo fire
suppression system) of the aircraft minus 15 minutes.
Remark: The diversion time is checked in ISA Temperature and still air and
consequently doesnt need to be checked before each flight, but only in case of
dispatch under MEL/CDL, if approved diversion time is reduced.
4.2
Based on the latest aircraft status message(s) received from the Maintenance
Control Centre, the dispatch should:
4.3
4.3.1
GENERAL
2.
3.
The landing distances required as specified in the AFM for the altitude of the
aerodrome, for the runway expected to be used, taking into account wind
conditions, runway surface conditions, and aeroplane handling characteristics,
permit the aeroplane to be stopped within the landing distance available as
declared by the aerodrome authorities and computed in accordance with the
applicable operational requirements.
The aerodrome services and facilities are adequate to permit an instrument
approach procedure to the runway expected to be used while complying with
the applicable aerodrome operating minima.
The latest available forecast weather conditions for a period commencing at the
earliest potential time of landing and ending at the latest nominated time of use
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5.
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of that aerodrome, equals or exceeds the authorized weather minima for enroute alternate aerodromes as provided for by the increments listed hereafter in
the paragraph Dispatch Minima. In addition, for the same period, the forecast
crosswind component plus any gusts should be within operating limits and
within the maximum crosswind limitations taking into account the runway
condition (dry, wet or contaminated).
In addition, flight crews should be provided with information on adequate
aerodromes appropriate to the route to be flown which are not forecast to meet
en-route alternate weather minima. Aerodrome facility information and other
appropriate planning data concerning these aerodromes should be provided to
flight crews for use when executing a diversion.
At normal conditions of propagation and normal one engine inoperative cruise
altitude, reliable two-way voice communications between aeroplane and
appropriate ATC unit over the planned route should be available.
Note-Dispatch should check latest notam for serviceability of VHF/HF/Volmet frequencies
covering the area of operation at pre-flight stage.
To check the weather and field conditions, the landing aids available, ATC and
Airports services, the dispatch should use available information such as:
o
o
Provide the ATC and other needed airports services. It has to be noted that
for an EDTO en-route alternate aerodrome, a published Rescue and Fire
Fighting services (RFFS) category equivalent to ICAO category 5 is
mandatory. For alternates outside India at least 30 minutes notice could be
given to the aerodrome operator prior to the arrival of the aeroplane
provided the State of Authority has accepted the same.
Among the adequate alternate airports complying with the required EDTO
dispatch weather and field conditions, the flight dispatch nominates some of them
as EDTO en-route alternate airport to support the considered EDTO flight.
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Then the computerized flight plan (CFP) is set with the nominated EDTO en-route
alternate airports.
4.3.2
CAR Section 8 Series C Part I All Weather Operations lays down the procedures
and the requirement for EDTO dispatch minima as given in table below.
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Ceiling DA/H or
MDA/H
RVR
Authorized
DA/H
plus an increment of
400 ft
Authorized DA/H or
MDA/H
plus
an
increment of 200 ft
Cat II procedures, a
ceiling of at least 300
ft, or for Cat III
procedures, a ceiling
of at least 200 ft
Note-Computed minima based on the above Planning minima table have been kept
onboard aircraft as ALTERNATE PLANNING MINIMA FOR DISPATCH.
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Airport
Ahmedabad
(VAAH)
189FT
Chennai
(VOMM)
52FT
RWY
23
23
23
23
23
23
05
07
07
07
07
07
25
25
25
07
07
25
ILS (Z)
GP INOP (Z)
ILS (Y)
GP INOP (Y)
VOR
NDB
VOR
ILS (Z)
GP INOP
ILS (Y)
GP INOP
VOR
ILS
GP INOP
VOR
LCTR
SRA
SRA
Ceiling DH /
MDH (ft)**
Planning minima
Visibility/RVR (m)**
641
2100
508
1800
4.4.1
GENERAL
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requirements.
The EDTO fuel requirements are defined hereafter in paragraph Critical Fuel
Scenario.
4.4.2
The critical point (CP) is the point along the EDTO segment for which the
difference between the standard fuel quantity expected to be on board (fuel to
continue) and the fuel quantity required to perform an EDTO diversion (EDTO fuel
scenario) is minimum or negative.
If this difference of quantities of fuel is negative, the EDTO fuel policy requires the
carriage of additional EDTO fuel reserves.
The Critical Point is usually, but not necessarily, the last ETP within the EDTO
segment.
4.4.3
The EDTO fuel policy applied at the flight preparation stage to determine the
minimum quantity of fuel required to plan a diversion to an EDTO en-route
alternate airport must consider the following 3 scenario:
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Scenario 1:
A rapid decompression followed by descent to 10,000 ft or a higher altitude if
sufficient oxygen is provided in accordance with the applicable operational
requirements.
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Scenario 2:
Fly at the approved one-engine-inoperative cruise speed assuming a rapid
decompression and a simultaneous engine failure followed by descent to 10,000 ft
or a higher altitude if sufficient oxygen is provided in accordance with the
applicable operational requirements.
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Scenario 3:
Fly at the approved one-engine-inoperative cruise speed assuming an engine
failure, followed by a descent to the one-engine-inoperative cruise altitude.
1.
Oxygen supply
2.
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4.
5.
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Notes:
This fuel policy is applicable to any point along the EDTO segment. But the fuel
required for EDTO diversion is computed only at each Equal-Time Point (ETP) to
determine the critical point. The fuel required at the critical point is used to
determine the minimum quantity of fuel that must be carried.
4.5
Flight Crew Operating Manual (FCOM) contains sufficient data to support the
critical fuel reserve and area of operations calculation. The requirements for oneengine-inoperative performance en-route can be found in the FCOM PER-OEI.
Detailed one-engine-inoperative performance data includes fuel flow for standard
and non-standard atmospheric conditions and as a function of airspeed and power
setting, where appropriate, covering:
The altitudes, airspeeds, thrust settings, and fuel flow used in establishing the
EDTO area of operations should be used in showing the corresponding terrain and
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obstruction clearances
requirements.
in
accordance
with
FLT.EDTO
Chapter -01
the
applicable
operational
4.6.1
GENERAL
The computerized flight plan complies with the applicable regulations along with
the provision of IndiGos policy and approbations such as diversion time and oneengine diversion speed schedule.
The EDTO Computerized Flight Plan provides following additional data:
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The field will contain values expressed in hundreds of feet, for example the value
of 6,000 ft is expressed as 060 and the value of 7,100 ft is expressed as 071.
Note 1: MORA values displayed on the flight plan may differ from the MORA
values on the navigational charts, as navigational chart values are not always
broken down into a grid of 1 X 1 squares.
Note 2: If MORA>10000 ft an increase of the quantity of supplemental oxygen has
to be considered or alternate route to diversion be selected. (Refer FCOM PROSPO-20)
4.6.2
To perform this analysis the CFP considers that the standard contingency fuel is
partly burned as a function of the flight part already covered when overflying an
ETP.
As applicable, additional EDTO fuel reserves are determined and added to the
standard fuel requirements as Dispatch Fuel (ETP).
4.6.3
Due to the aircraft technical status the flight dispatcher may need to re-route the
flight to a non-EDTO route.
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In this instance, the flight preparation must be adapted accordingly, and the flight
dispatch documents must be re-established in line with the new routing and
operating rules.
4.6.4
EDTO area,
Planned route/track
EDTO segment and significant points: EEP, ETP(s), CP, EXP.
4.6.5
EDTO en-route alternate needs to be filled in Item 18 as RALT/ ICAO four letter
indicator(s).
4.7
The Flight crew briefing folder that dispatch compiles for an EDTO flight includes
the following documents (as applicable):
FL 100
Typical single-engine cruise altitudes
Standard cruise flight levels
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Significant Weather Chart(s) (e.g. turbulence and icing conditions) for the
planned and diversion routes, and for any en-route alternate airports. As
applicable, Satellite weather pictures can complete this charts.
ATC flight plan
CFP log including the significant EDTO points EEP, ETPS, CP and EXP and
the EDTO fuel requirements
Plotting chart or orientation chart with the EDTO area of operation
Navigation and Airport charts to perform diversion to any alternate airports on
the route
Dispatch information
MEL/CDL (impact on EDTO capability).
4.8
4.8.1
Event
Finalize Load/ZFW
Check:
03 Hrs.
- Aircraft Status
- Aircraft Limitations
Evaluation:
Route Forecast
Destination Weather
Destination Airport Status/Limitations
Identify EDTO Alternate based
Weather minima table in Para 4.3.3.
Alternate Airport Limitations
NOTAM Coverage
Status of Departure Airport
Limitation of Departure Airport
Operating Crew Compliance
Indent OFP
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02 Hours 02 hours 30
Min.
- Scrutinize OFP
- Execute pre-departure phone briefing
- Alert for Fuel order
01 Hour 30Min
- Crew reporting
- Execute full pre departure briefing
- Obtain and disseminate Fuel order
35min
4.8.2
Registration:
Flight Number:
Sector:
EDTO ALTN:
EDTO STATUS
EDTO APPROVED : COMPANY
CHECK AOP
EDTO APPROVED:CREW
CHECK EDTO CERTIFICATE
EDTO APPROVED:FLIGHT
CHECK EDTO CERTIFICATE
DISPATCHER
EDTO APPROVED: AIRCRAFT
CHECK AFM
EDTO APPROVED: ATS
CHECK AOP
ROUTE
MAINTENANCE RELEASE
CHECK MAINTANENCE
STATEMENT
CONTROL CENTRE
MEL/CDL
CHECK EDTO MEL
NOTAM
DEPARTURE AIRPORT
APPLICABLE NOTAM IF ANY
DESTINATION AIRPORT
APPLICABLE NOTAM IF ANY
EN-ROUTE ALTERNATE
APPLICABLE NOTAM IF ANY
EN-ROUTE
APPLICABLE NOTAM IF ANY
WEATHER FOLDER
TAF/METAR/SIGMET
MET FOLDER
DEPARTURE AIRPORT
MET FOLDER
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EN-ROUTE ALTERNATE
MET FOLDER
WIND AND TEMP CHARTS
MET FOLDER
CRUISE FLIGHT LEVEL
CFP
DIVERSION FLIGHT LEVEL
CFP
ICING FORCAST
MET FOLDER
SUITABLE AIRPORT
SELECTION OF SUITABLE
CFP
AIRPORT
SPECIFIC NAVIGATION REQUIREMENTS
RVSM/RNAV
CHECK RVSM/RNAV CAPABILITY
CAT III/CAT II
CHECK APPLICABILITY
4.9
4.9.1
GENERAL
Flight watch cell is established to monitor the conditions on route and keeps the
PIC informed of any adverse development which may require the aircraft to
reroute. This can happen when the designated EDTO alternate airfield becomes
non-available due to MET / other conditions. During the EDTO flight progress,
Flight Watch:
The Operations Flight Watch service is provided to all EDTO flights by Operation
Control centre using ARINC, HF and VHF communication means.
4.9.2
The applicable en-route minima at each alternate airport (ceiling & visibility) for enroute decision are the normal company minima. The EDTO dispatch minima do
not apply with the commencement of flight. Flight dispatch should keep the PIC
informed of any significant changes at designated route alternate. Prior to EDTO
entry point forecast weather (WX), aero-plane status, runway surface conditions,
LDA, aerodrome services and facilities at en-route alternate must be evaluated. If
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4.10
IN FLIGHT ASSISTANCE
Advise Crew prior EEP through HF/ACARS of any degradation of EDTO
alternates. Eg. Runway not being available or weather being below AOM.
Warn Crew through HF/ACARS message if any nominated EDTO
alternate gets degraded, with possible suggestion;
If no ACK message is received from Flight, initiate HF call;
In case of diversion:
Inform handling agent
Inform any other IndiGo personal based at that station;
Monitor ACARS for any further assistance the Flight may require;
Start process for Aircraft recovery
POST FLIGHT
5.1
When flight crew accepts the aircraft, the pilots must ensure that the EDTO
Maintenance release and the EDTO pre-departure service check are endorsed
correctly.
Some MEL item(s) have impacts on the aircraft EDTO capability. For this reason,
the flight crew must verify that the aircraft has not been degraded to NON-EDTO
and that the EDTO capability such as the diversion time is not reduced.
5.2
COCKPIT PREPARATION
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5.3
The specific EDTO system checks prior each flight, as laid down in FCOM
PRO-SPO-40-50.
The FMS set-up in accordance with the SOP and in accordance with the
recommendations published in the FCOM for long-range navigation.
The EEP, ETPs (the CP) and the EXP are not stringed to the FMS FPLN but
are entered as STORED WAYPOINTS and Wind entries are performed on all
the relevant FMS WIND pages.
AFTER ENGINE START CHECK LIST
After engine start, the ECAM STATUS page is checked for any (not previously
known) failure condition. In case of failure, the flight crew must reassess the
aircraft EDTO capabilities in accordance with the company policy (at this point, the
MEL EDTO dispatch requirements are applied).
5.4
During the flight, the flight crew should remain informed of any significant
changes in conditions at designated EDTO en-route alternate aerodromes.
2.
Prior to the EDTO Entry Point, the forecast weather, established aeroplane
status, fuel remaining, and where possible field conditions and aerodrome
services and facilities at designated EDTO en-route alternates are to be
evaluated.
If any conditions are identified which could preclude safe approach and
landing on a designated en-route alternate aerodrome, then the flight crew
should take appropriate action, such as re-routing as necessary, to remain
within the operators approved diversion time of an en-route alternate
aerodrome with forecast weather to be at or above landing minima.
In the event this is not possible, the next nearest en-route alternate
aerodrome should be selected provided the diversion time does not exceed
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the maximum approved diversion time. This does not override the pilot in
commands authority to select the safest course of action.
3.
The EDTO increments on minima applied at the planning stage are not
applied after dispatch (aircraft moving by itself). The applicable minima at
each EDTO en-route alternate airport (ceiling and visibility) for en-route
decisions are the normal published minima or company minima, taking into
account serviceable landing navaids and crew qualification.
5.5
1.
Before reaching the EDTO Entry Point (EEP), the flight crew must obtain from
Flight Watch/OCC, or by their own means, up-dated weather information
(METAR, TAF, SIGMET, SPECI messages) for the EDTO en-route alternate
airports.
2.
In addition, Flight Watch/OCC should transmit to the flight crew any new or
updated NOTAM or SNOWTAM, relevant to the EDTO en-route alternate
airports.
3.
4.
36
Effective 15-Dec-13
EDTO MANUAL
5.
FLT.EDTO
ISSUE II, Rev 03
Chapter -01
The aircraft systems status is checked with reference to the ECAM MEMO,
STATUS and SYS pages. Based on the overall assessment of the aircraft and
weather situation, the pilot in command:
Note-The flight crew is not required at the EEP to provide an AIREP position and fuel
status report to the Flight Watch, even in case of re-routing, unless the flight crew
expects or requests a special assistance.
5.6
NAVIGATION MONITORING
FUEL MONITORING
During an EDTO flight, the flight crew performs the same fuel monitoring
procedures as for a non-EDTO flight. There is no specific fuel monitoring
requirement for EDTO flight.
In flight, the additional EDTO fuel that has been determined during the flight
preparation is part of the contingency fuel. The flight crew doesnt manage the
additional EDTO fuel independently of the standard contingency fuel.
At the Critical Point (CP), it is not required that the actual fuel on board is equal to
the quantity of fuel computed during the flight preparation.
[To perform quality studies, it may request the flight crew to record the following
fuel quantities when overflying the EDTO Critical Point (CP):
5.8
Factors to be considered when deciding upon the appropriate course of action and
suitability of an aerodrome for diversion may include but are not limited to:
Effective 15-Dec-13
EDTO MANUAL
FLT.EDTO
ISSUE II, Rev 03
Chapter -01
Medical facilities;
For EDTO flights, FCOM provides the following criteria that the flight crew must
consider a reroute or diversion:
Before reaching the EDTO Entry Point (EEP), weather minima at diversion
airport(s) going below the company/crew en-route minima, or diversion
airport(s) becoming unsuitable for any reason.
Failure cases that require a diversion to the nearest airport (cases leading to
a LAND ASAP message on the ECAM and/or in the QRH).
Failure cases that increase fuel consumption, exceeding the available fuel
reserves.
In order to reduce diversion time and distance, the flight crew must also consider
the possibility to perform the diversion to other available adequate airports.
38
Effective 15-Dec-13
EDTO MANUAL
FLT.EDTO
ISSUE II, Rev 03
Chapter -01
Depending on the cause of the diversion (e.g. fire, structural damage, etc.), and in
function of his safety assessment of the overall situation, the flight crew can adapt
the diversion strategy in terms of speed and altitude.
5.9
5.9.1
Gross and net ceilings, for the drift down (green dot) and LRC speeds, with
applicable correction factors,
Summary of diversion speed strategies-Standard, Obstacle & Fixed speed
strategies.
For each speed strategy:
o Descent and cruise performance data
o Diversion in-cruise (fuel and time to landing)
o Emergency descent
o Holding.
5.9.2
DIVERSION SPEED
39
Effective 15-Dec-13
FLT.EDTO
ISSUE II, Rev 03
EDTO MANUAL
Chapter -01
Effective 15-Dec-13
EDTO MANUAL
FLT.EDTO
ISSUE II, Rev 03
Chapter -01
5.11
On aircraft type A320, where APU running in ETOPS segment is not mandatory,
to establish APU reliability data on sampling basis, Engineering has advised to
carryout in-flight APU start once every month on inbound sectors to India. To
achieve this, start APU just short of descent after adequate cold soak and let APU
run for 5 min. Once the procedure is performed Crew should make an entry in
Technical Log Book under appropriate column.
Note: Multiple start attempts may be performed within aircraft limitation (Refer FCOM
LIM-49-10 )
5.12
The flight crew must report in the logbook all defects of system that would prevent
the aircraft to be dispatched on an EDTO flight in compliance with the MEL for
maintenance assessment and corrective action, as required.
Aircraft systems significant for EDTO operations are listed in 3.2.
The flight crew must report the following events significant for EDTO operations for
further analysis:
The crew must report in the FRB any observed defects or malfunctions on aircraft
of the EDTO fleet during EDTO and NON-EDTO flights, and that are significant to
EDTO flights.
The Maintenance must fully investigate, rectify such defect or malfunction before
the next EDTO flight.
41
Effective 15-Dec-13
EDTO MANUAL
5.14
FLT.EDTO
ISSUE II, Rev 03
Chapter -01
Ensure that the weather forecast and reports for the proposed operating area
and flight duration indicate that the flight may be conducted in accordance
with EDTO planning operating minima
Ensure that sufficient fuel is carried to meet the requirements of the EDTO
sector, considering the standard flight to destination and the diversion to
EDTO en-route alternates
Confirm that all necessary en-route charts and approach charts for destination
and EDTO en-route Alternate airports are carried on board the aircraft
Ensure that any re-routing requested by ATC or the commander does not
involve deviation from the authorized area of operations
Ensure that EDTO maintenance dispatch is correctly carried out.
42
Effective 15-Dec-13
FLT. EDTO
EDTO Manual
ANNEXURE
ANX
ANNEXURE A
INDIGO IGO 054
CRZ
TYPE FL
------
CI009
IFR
ETD 2150Z
ETA 0158Z
RECALL PROG
340 00056
OUT ....Z
ON
....Z
ABLK ....
COMPUTED
181209 181913
OFF ....Z
IN ....Z
ADC..........
FIC..........
Effective 15-Dec-13
FLT. EDTO
EDTO Manual
ANNEXURE
ANX
MZFW
62500
PZFW
57500
AZFW
.....
PAX
...
MTOW
77000
PTOW
75761
ATOW
.....
CREW
...
MLW
66000
PLWT 65710
UNDRLD .....
TNB
...
OEW
41778
ALWT
.....
--------------------------------------------------------------------DEPARTURE
ATIS:.......................................................
--------------------------------------------------------------------TAKE OFF DATA:
R/W.........
INT...........
SHIFT.........
DRY/WET........
CONFIG......
TOGA/FLEX..... V1/VR/V2......
--------------------------------------------------------------------TAKE-OFF ALTERNATES
MORA
NONE
DIST
TIME
FUEL
TR(T)
FL
W/C
DESTINATION ALTERNATES
MORA
VOBL BANGALORE INTL
5300
VOHS RAJIV GANDHI INTL
3900
DIST
TIME
FUEL
TR(T)
FL
W/C
0147
00.33
1431
275
200
P004
0277
00.52
2221
338
300
M004
Effective 15-Dec-13
FLT. EDTO
EDTO Manual
ANNEXURE
ANX
ANX- 3
Effective 15-Dec-13
FLT. EDTO
EDTO Manual
ANNEXURE
ANX
17817
-WMFC
....
-----
ANX- 4
Effective 15-Dec-13
FLT. EDTO
EDTO Manual
ANNEXURE
ANX
AKOMA
....
17404
AROSO
....
16934
GEMAS
....
16416
TOC
....
15927
VBA
....
15874
SUKAT
....
15699
GUNIP
....
15101
-E.ENT
....
14569
///////////////////////////////////////////////////////////////////
////
// ETOPS ENTRY POINT N0530.6 E09821.8
//
///////////////////////////////////////////////////////////////////
////
VAMPI
....
14218
MEKAR
....
13830
NILAM
....
13634
ANX- 5
Effective 15-Dec-13
-ETP1
....
FLT. EDTO
EDTO Manual
ANNEXURE
ANX
13414
///////////////////////////////////////////////////////////////////
////
// ETP N0702.4 E09523.7 BURN 05928 WSSS/VYYY
//
///////////////////////////////////////////////////////////////////
////
IGOGU
....
13043
-VOMF
....
-----
VOMF CHENNAI
LAGOG
....
12162
-ETP2
....
11181
///////////////////////////////////////////////////////////////////
////
// ETP N0951.2 E08918.0 BURN 05616 VYYY/VOMM
//
///////////////////////////////////////////////////////////////////
////
BIKEN
....
10903
-E.EXT
....
10345
///////////////////////////////////////////////////////////////////
////
ANX- 6
Effective 15-Dec-13
FLT. EDTO
EDTO Manual
ANNEXURE
ANX
09093
TOD
....
08637
AVGIR
....
08627
MMV
....
08342
VOMM
....
08330
00/0006 ..../....
08210
----------------------------------------------------------------------TAXI IN....................................................
BAY NO ......
----------------------------------------------------------------------DESTINATION
ATIS........................................................
ALTERNATE
ATIS..........................................................
ANX- 7
Effective 15-Dec-13
FLT. EDTO
EDTO Manual
ANNEXURE
ANX
ETP AIRPORTS
WSSS
VYYY
TIME
01.50
01.50
RQFUEL 005928 005928
FL
100
100
DIST
0617
0593
WIND
P08
M06
ETP AIRPORTS
WSSS
VYYY
TIME
01.44
01.44
RQFUEL 004976 004976
FL
170
170
DIST
0617
0593
WIND
P00
M07
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 1EO DEPRESSURIZATION
ETP N09495 E089217
TO ETP BURN 007057
TIME 02.16
DIST
1026
ETP AIRPORTS
VYYY
VOMM
TIME
01.37
01.37
RQFUEL 005489 005489
FL
100
100
DIST
0580
0573
WIND
P04
M06
ETP AIRPORTS
VYYY
VOMM
TIME
01.49
01.49
RQFUEL 005616 005616
FL
100
100
DIST
0581
0569
WIND
P04
M06
ETP AIRPORTS
VYYY
VOMM
TIME
01.42
01.42
RQFUEL 004690 004690
FL
170
170
DIST
0573
0598
WIND
M07
P04
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
.
POSSIBLE PERIOD OF USE - PRE FLIGHT ACTUALS
WSSS VALIDITY WINDOW
VYYY VALIDITY WINDOW
21:50Z TO 01:06Z
00:54Z TO 01:55Z
ANX- 8
Effective 15-Dec-13
FLT. EDTO
EDTO Manual
ANNEXURE
ANX
01:41Z TO 01:55Z
/////ALTERNATE SUMMARIES/////
ALTN1
ALTN2
DIST
0147
0277
VOBL
VOHS
TIME
00.33
00.52
FUEL
1431
2221
TR(T)
275
338
FL
200
300
W/C
P004
M004
MORA
5300
3900
CORTE
MAABLR01
MAAHYD01
------------------------------------------------------------------CORTE MAABLR01
VOMM DCT MMV W117 BIA DCT VOBL
CORTE MAAHYD01
VOMM DCT MMV W20N HIA DCT VOHS
CLMB ISA DEV:
5300FT
DEP AIRFIELD:
VOBL
ELEVATION
:
3001FT
P17
FLT NO
: IGO 054
ROUTE MORA
VOMM
A/C REG
: VTIEF
ALT AIRFIELD:
52FT
ELEVATION
08179
TOC
....
07341
XIVIL
....
07164
ANX- 9
Effective 15-Dec-13
FLT. EDTO
EDTO Manual
ANNEXURE
ANX
TOD
....
07075
BIA
....
06911
VOBL
....
06899
00/0006 ..../....
06779
----------------------------------------------------------------------TAXI IN....................................................
BAY NO ......
WIND AND TEMPERATURE SUMMARY
WPT
FL300
VBA
103/024
SUKAT
103/024
GUNIP
110/019
VAMPI
108/015
MEKAR
102/012
NILAM
102/012
IGOGU
113/015
TRP
FL390
OAT
FL360
OAT
FL350
OAT
FL330
OAT
OAT
52
117/037 M54
115/034 M46
115/032 M43
112/029 M38
52
117/037 M54
115/034 M46
115/032 M43
112/029 M38
53
120/033 M54
118/028 M46
116/027 M44
114/024 M38
52
126/030 M54
124/024 M46
123/023 M44
119/019 M38
52
128/031 M54
119/023 M46
115/020 M44
108/016 M38
52
128/031 M54
119/023 M46
115/020 M44
108/016 M38
56
131/028 M54
127/023 M46
125/022 M44
121/018 M38
M30
M30
M30
M30
M31
M31
M30
ANX- 10
Effective 15-Dec-13
LAGOG
55
114/014 M31
BIKEN
55
117/012 M30
IDASO
56
041/000 M30
FLT. EDTO
EDTO Manual
ANNEXURE
ANX
137/031 M54
135/025 M46
134/023 M44
130/019 M39
142/025 M54
140/022 M46
139/021 M44
134/018 M39
141/011 M55
105/005 M47
065/004 M44
029/004 M38
FL350
FL300
FL200
DESCENT FORECAST
WPT
FL100
AVGIR
260/002
MMV
096/002
VOMM
096/002
FL390
OAT
OAT
OAT
OAT
OAT
122/007 M54
044/003 M44
345/002 M31
053/011 M08
097/006 M54
049/003 M44
012/005 M31
069/012 M07
097/006 M54
049/003 M44
012/005 M31
069/012 M07
P11
P12
P12
NAVAID SUMMARY
PRIMARY:
WSSS
VTK
AKOMA
AROSO
GEMAS
VBA
SUKAT
GUNIP
VAMPI
N0121.6
N0124.9
N0145.4
N0208.8
N0232.0
N0319.5
N0335.4
N0429.9
N0610.9
E10359.4
E10401.3 116.50
E10354.7
E10324.3
E10231.8
E10127.4 114.70
E10101.2
E09931.8
E09735.1
ALTERNATE:
MMV
N1259.3 E08009.3 112.50
XIVIL
N1317.7 E07855.1
MEKAR
NILAM
IGOGU
LAGOG
BIKEN
IDASO
AVGIR
MMV
VOMM
N0630.2
N0645.4
N0731.0
N0835.6
N1012.4
N1239.6
N1233.5
N1259.3
N1259.7
E09629.5
E09558.6
E09425.0
E09159.8
E08831.8
E08333.4
E08200.7
E08009.3 112.50
E08010.5
BIA
VOBL
-----------------------------------------------------------------Date: 18DEC13
Dispatcher: GAURAV SHARMA MR
___________________________________________________________________
__
ANX- 11
Effective 15-Dec-13
FLT. EDTO
EDTO Manual
ANNEXURE
ANX
(FPL-IGO054-IS
-A320/M-SDFGE1HIRWY/S
-WSSS2150
-N0452F340 VTK DCT AKOMA Y339 GEMAS B466 GUNIP N571 IDASO V003
-VOMM0346 VOBL VOHS
-PBN/A1B1D1O1 DOF/131218 REG/VTIEF EET/WMFC0004 VOMF0134
SEL/HPEK RALT WSSS VYYY VOMM RMK/RT DESIGNATOR IFLY)
ANX- 12
Effective 15-Dec-13
Corporate Office:
InterGlobe Enterprises Ltd.,
Block 2 B, DLF Corporate Park
DLF City Phase - III
Mehrauli Gurgaon Road
Gurgaon 122 002
Issue 2
Revision No. Nil
Issue 2
Revision No. 3
Issue 2
Revision No. 3
CONTENTS
1.4
1.5
1.6
1.7
Issue 2
Revision No. 5
CONTENTS
ii
CONTENTS
Ground Incidents....................................................................................3-9
Wildlife (Bird/Animal) Strike...................................................................3-9
Airmiss / Airprox and TCAS "RA" incidents .............................................3-9
ATS related incidents............................................................................3-10
iii
CONTENTS
Issue 2
Revision No. 5
iv
CONTENTS
Tools for Information dissemination to crew and other Ground Staff. .. 5Documentation Team ........................................................................ 5-11
Documentation Criteria ..................................................................... 5-12
Flight Safety Documentation System ................................................. 5-14
Review and Amendment to Flight Safety Document System ............. 5-15
vi
5.2.17.1
10
5.2.17.2
5.2.17.3
5.2.17.4
5.2.17.5
CONTENTS
CONTENTS
7.4
7.5
7.6
7.7
7.8
7.9
vii
CONTENTS
7.12.6
7.13.1
7.15.1
7.15.2
7.15.3
Issue 2
Revision No. 5
viii
7.12.1
7.12.2
7.12.3
7.12.4
7.12.5
10
CONTENTS
11
11.3.8
11.4.1
11.4.2
11.4.3
12
Issue 2
Revision No. 5
ix
10.2.1
10.2.2
10.2.3
13
13.3.2
14
15
Issue 2
Revision No. 5
12.1
12.2
12.3
12.4
12.5
CONTENTS
FOREWORD
(Aditya Ghosh)
President
IndiGo
Issue 2
Revision No. Nil
xi
Issue 2
Revision No. Nil
xii
PREFACE
This Flight Safety Manual has been prepared in accordance with the guidelines laid down
Accident / Incident Prevention Programme. The main objective of IndiGo Flight Safety is
accident / incident prevention through implementation of safety oversight programme and
a functional SMS. To achieve this objective this manual lays down the accident / incident
prevention concepts and methods adopted by IndiGo and the responsibility of individuals
in this regard.
IndiGo is committed to adopt an integrated approach to safety in order to attain the
organizational objectives. It believes in integrating work practices, setting up procedures
for improving the safety in all aspects of operations. This aim will be achieved by
identifying potential hazards and establishing robust defenses and mitigating measures to
ensure that the risks remain within acceptable limits.
IndiGo will consistently strive to review and improve its safety standards, quality by way of
learning and adopting best safety practices. Suggestions for improvement are welcome
and may be forwarded to the undersigned or fltsafe.hq@goindigo.in.
Nothing contained in this manual shall supersede the instructions issued by the DGCA or
any other government regulation in force.
xiii
in DGCA CAR Section 5, Series F Part I on the subject Flight Safety Awareness and
Issue 2
Revision No. 3
xiv
RECORD OF REVISION
01
02
03
ROR
LEP
Ch 2 Pg 5
Ch 4 Pg 4
Ch 5 Pg 5
Ch 5 Pg 7
Ch 5 Pg 9
Ch 6 Pg 4
ROR
LEP
Ch 3 Pg 5
Ch 4 Pg 1
Ch 6 Pg 4&5
Ch 8 Pg 2
Ch 9 Pg 2
Preface
ROR
LEP
Ch 1 Pg 1-26
Ch 2 Pg 1-16
Ch 3 Pg 1-20
Ch 4 Pg 1-12
Ch 5 Pg 2-18
Ch 6 Pg 2-6
Ch 7 Pg 1-14
Issue 2
Revision No. 5
Date of
Revision
Date
Revision
Carried Out
Entered By
(name and
initials)
xv
05
Issue 2
Revision No. 5
04
Ch 8 Pg 1-2
Ch 10 Pg 4
Ch 12 Pg 1-2
Ch 13 Pg 1-4
TOC
ROR
LEP
Distribution
List
Ch 3 Pg 1-22
Ch 4 Pg 1-14
Ch 12 Pg 1
Appendix 3
Appendix 20
TOC
ROR
LEP
Ch 9 Pg 2-4
All Appendix
xvi
Issue 2
Revision No. 5
Date of
Revision
xvii
Date Revision
Carried Out
Entered
By
(name and
initials)
Revision
Number
Revised
Page
Number
Issue 2
Revision No. 5
xviii
Chapter 6
Chapter 7
Chapter 8
Chapter 9
Chapter 10
Chapter 11
Chapter 12
Chapter 12
Chapter 13
Page No.
1 26
1 16
1 22
1 14
1
2 18
1
26
1 14
12
1
2-4
13
4
1 10
1
2
14
Issue 2
Revision No. 5
Eff. Date
3rd June 13
3rd June 13
20th Sep 13
20th Sep 13
15th May10
3rd June 13
15th May10
3rd June 13
3rd June 13
3rd June 13
15th May10
3rd Feb14
15th May10
3rd June 13
15th May10
3rd June 13
20th Sep 13
3rd June 13
xix
Chapter
Page No.
Eff. Date
Not a controlled copy, printed from Company portal/e-manual
Chapter
Chapter 1
Chapter 2
Chapter 3
Chapter 4
Chapter 5
Issue 2
Revision No. 5
xx
DISTRIBUTION LIST
Issue 2
Revision No. 4
xxi
A copy of this manual (hard or soft copy) will be issued under control
number to each member of the operating crew, and other operations
personnel of the airline as decided by the flight safety management. A
copy of the manual shall also be kept in the flight bag of each aircraft and
also at the following locations for reference:1. Office of the Managing Director
2. Office of the President / Chief Executive Officer
3. Office of the VP Flight Operations
4. Office of the VP Eng and Maintenance
5. Office of the EVP Customer Services, Operation Control, AOCS
6. Office of the VP Corporate Affairs
7. Office of the VP Human Resources
8. Office of the VP In Flight
9. Office of the VP CLD
10. Office of Chief Financial Officer
11. Office of the Chief of Flight Safety
12. Quality Control Manager
13. Operation Control Centre (OCC)
14. All IndiGo Flight Dispatch offices
15. All IndiGo Station Manager / In-charge offices
16. Office of IndiGo Director Security
17. IndiGo Flight Safety office
18. In all IndiGo Aircraft (Flight Bag)
19. All InterGlobe / IndiGo Air Cargo offices
20. Office of the Director Air Safety, DGCA HQ
21. Office of the Director / Regional Controller Air Safety, DGCA
Regional Offices
Issue 2
Revision No. 4
xxii
Revision Highlights
Please note that changes are termed as either: New (N), Revised (R),
Shifted (S), Editorial (E) or Deleted (D).
Rev Chapter Sub-section
No.
No.
No.
1.1
1.1
1.1
1.4
1.4
1.5
1.5
1.6
1.7
1.7.1
1.7.2
1.7.2
1.8
1.9
1.10
1.10
1.11
3
1
1.11
1.12
1.13
Page No.
Change description
1-1
1-1
1-1
1-2
1-2
1-2
1-3
1-3
1-3
1-4
1-4
1-4
1-4
1.4
1-5
1-5
1-5
1-5
1-5
1-5
Introduction revised
Subsection 1.4 Flight Safety Policy shifted to 1.1
Scope revised
Subsection 1.4.1 shifted to 1.4
Subheading revised
Subsection 1.4.2 shifted to 1.5
Scope Of Manual revised
Subsection 1.4.3 shifted to 1.6
Subsection 1.5 shifted to 1.7
Subsection 1.5.1 shifted to 1.7.1
Subsection 1.5.2 shifted to 1.7.2
Temporary Revisions revised
Subsection 1.5.3 shifted to 1.8
Subsection 1.6 shifted to 1.9
Subsection 1.7 shifted to 1.10
Table of Contents revised
Subsection 1.8 shifted to 1.11
Type, Size and Structure of Manual revised
Subsection 1.9 shifted to 1.12
Subsection 1.10 shifted to 1.13
Dissemination of Safety Instruction and Information
revised
IndiGo Safety Policy added
IndiGo Flight Safety Manual added
Subsection 1.10.1 shifted to 1.13.3
Subheading revised
Subsection 1.10.2 shifted to 1.13.4
Flight Safety Information Bulletin revised
Subsection 1.10.3 shifted to 1.13.5
Subheading revised
IndiGo Safety Awareness Instruction added
Flight Safety Document Control Procedure added
Hazard Definition revised
Risk Definition revised
1.13
1-5
1.13.1
1.13.2
1.13.3
1.13.3
1.13.4
1.13.4
1.13.5
1.13.5
1.13.6
1.14
1.16
1.16
Issue 2
Revision No. 5
xxiii
Reason of
change
R
S
R
S
E
S
R
S
S
S
S
R
S
S
S
R
S
R
S
S
R
N
N
S
E
S
R
S
E
N
N
R
R
The revision highlights for Issue 01, Revision 00, dated 04 JUL 2013 are
as under:
2-1
2-3
2.3
2.3
2.4
2.4.1
2-4
2-4
2-4
2-4
2.4.1
2-5
2.4.2
2.4.3
2-5
2-5
2.4.3
2-5
2.4.4
2.5
2.5.1
2.5.1
2.5.2
2.5.3
2.5.3
2.5.4
2.5.4
2-6
2-6
2-6
2-6
2-8
2-9
2-9
2-9 & 210
2-10
2-10
2.5.4
2-10
2.5.5
2-11
2.5.6
2.5.7
2.5.7
2.5.7
2.5.8
2-13
2.5.9
2.5.9
2-13
2-13
2-13 & 214
2-14
2-14 & 215
2.5.9
2.5.10
2.5.10
2.5.11
Issue 2
Revision No. 5
2-15
R
S
R
S
S
R
S
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S
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E
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E
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E
R
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S
E
R
N
S
E
R
S
R
xxiv
Reason of
change
R
rd
Change description
2.2
2.5.3
Page No.
3.1.2
3.1.3
3.1.3
3.2.2
3.3
3.4
3.4.1
3.4.2
3.4.2
3.4.2.1
3.4.2.2
3.4.2.2
3.4.2.3
3.4.2.4
3.4.2.4.1
3.4.2.4.2
3.4.2.4.3
3.4.2.4.3.1
3.4.2.4.3.2
3.4.2.4.3.3
3.4.2.5
3.4.2.6
3.4.2.6.1
3.4.2.6.2
3.4.2.6.3
3.4.2.6.4
3.4.2.7
3.4.2.7.1
3.4.2.7.2
3.4.2.7.3
3.4.2.7.4
3.4.2.7.5
3.4.2.8
3.4.2.8.1
3.4.2.8.2
3.4.2.8.2.1
3.4.2.8.2.2
3.4.2.8.2.3
3.4.2.8.3
3.4.2.9
3.4.2.9
3.4.2.10
Issue 2
Revision No. 5
Change description
3-1
3-1, 3-2 &
3-3
3-3, 3-4 &
3-5
3-5
3-5
3-6
3-7
3-7
3-7
3-7
3-7
3-8
3-8
3-8
3-8
3-9
3-9
3-9
3-9
3-9
3-10
3-10
3-10
3-11
3-11
3-11
3-12
3-13
3-14
3-14
3-14
3-15
3-15
3-16
3-16
3-17
3-17
3-17
3-17
3-17
3-17
3-19
3-19
3-19
Reason of
change
R
Aircraft Accident-Notification
Aircraft Incident-Notification
Subheading revised
Occurrence Outside the Country- Notification revised
Serious Incident
Subsection 3.2.3.1 shifted to 3.3
Subsection 3.2.4 shifted to 3.4
Subsection 3.2.4.1 shifted to 3.4.1
Subsection 3.2.4.2 shifted to 3.4.2
Other reportable Incidents revised
Subsection 3.2.4.2.1 shifted to 3.4.2.1
Subsection 3.2.4.2.2 shifted to 3.4.2.2
Wild Life(Bird/Animal) Strike revised
Subsection 3.2.4.2.3 shifted to 3.4.2.3
Subsection 3.2.4.2.4 shifted to 3.4.2.4
Subsection 3.2.4.2.4.1 shifted to 3.4.2.4.1
Subsection 3.2.4.2.4.2 shifted to 3.4.2.4.2
Subsection 3.2.4.2.4.3 shifted to 3.4.2.4.3
Subsection 3.2.4.2.4.3.1 shifted to 3.4.2.4.3.1
Subsection 3.2.4.2.4.3.2 shifted to 3.4.2.4.3.2
Subsection 3.2.4.2.4.3.3 shifted to 3.4.2.4.3.3
Subsection 3.2.4.2.5 shifted to 3.4.2.5
Subsection 3.2.4.2.6 shifted to 3.4.2.6
Subsection 3.2.4.2.6.1 shifted to 3.4.2.6.1
Subsection 3.2.4.2.6.2 shifted to 3.4.2.6.2
Subsection 3.2.4.2.6.3 shifted to 3.4.2.6.3
Subsection 3.2.4.2.6.4 shifted to 3.4.2.6.4
Subsection 3.2.4.2.7 shifted to 3.4.2.7
Subsection 3.2.4.2.7.1 shifted to 3.4.2.7.1
Subsection 3.2.4.2.7.2 shifted to 3.4.2.7.2
Subsection 3.2.4.2.7.3 shifted to 3.4.2.7.3
Subsection 3.2.4.2.7.4 shifted to 3.4.2.7.4
Subsection 3.2.4.2.7.5 shifted to 3.4.2.7.5
Subsection 3.2.4.2.8 shifted to 3.4.2.8
Subsection 3.2.4.2.8.1 shifted to 3.4.2.8.1
Subsection 3.2.4.2.8.2 shifted to 3.4.2.8.2
Subsection 3.2.4.2.8.2.1 shifted to 3.4.2.8.2.1
Subsection 3.2.4.2.8.2.2 shifted to 3.4.2.8.2.2
Subsection 3.2.4.2.8.2.3 shifted to 3.4.2.8.2.3
Subsection 3.2.4.2.8.3 shifted to 3.4.2.8.3
Subsection 3.2.4.2.9 shifted to 3.4.2.9
Pre-Flight Medical revised
Subsection 3.2.4.2.10 shifted to 3.4.2.10
E
R
R
S
S
S
S
R
S
S
R
S
S
S
S
S
S
S
S
S
S
S
S
S
S
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S
S
S
S
S
S
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xxv
Page No.
Page No.
Change description
3-19
3-19
3-19
3-19
3-20
3-20
3-20
4-1
4-1
4-1
4-1 & 4-2
4-2
4-2
4-2
4-2
4-3
4-3 & 4-4
4-4
Subheading revised
Miscellaneous Occurrences revised
Subsection 3.3 shifted to 3.5
Formats for Submitting Initial Reports
Subsection 3.3.1 shifted to 3.5.1
Subsection 3.3.2 shifted to 3.5.2
List of Flight Safety Incident Reporting Forms revised
Aircraft Incident Investigation revised
Objective of Incident Investigation added
Subsection 4.1.1 shifted to 4.3
Permanent Investigation Board(PIB)- Constitution Revised
Nomination of PIB Members added
Subsection 4.1.2 shifted to 4.5
Subheading revised
Incident Investigation by PIB revised
Procedure for Conduct of PIB added
Preparation of Report added
Action Taken on PIB recommendations added
Format for Final Investigation Report (Personnel
Information) revised
Final Closure of the Incident added
Subsection 4.2.1 shifted to 4.11
Finalization and Disposal of report revised
Appeal Procedure added
Minor Occurrences deleted
Format for Single Page Report deleted
Subsection 4.4 shifted to 4.13
Subsection 4.4.1 shifted to 4.14
Subsection 4.4.4.1 shifted to 4.14.1
Subsection 4.4.4.2 shifted to 4.14.2
Subsection 4.4.4.3 shifted to 4.15
Subsection 4.5 shifted to 4.16
Subsection 4.5.1 shifted to 4.17
Accident Prevention Program- Elements added
Subsection 5.1.1 shifted to 5.2.1
Inspection of Load & Trim revised
Subsection 5.1.1.1 shifted to 5.2.1.1
Subsection 5.1.2 shifted to 5.2.2
Apron / Ramp / GSE Inspection
Spot Checks added
Subsection 5.1.3 shifted to 5.2.4
Subsection 5.1.3.1 shifted to 5.2.4.1
Subsection 5.1.3.2 shifted to 5.2.4.2
Subsection 5.1.4 shifted to 5.2.5
Subsection 5.1.5 shifted to 5.2.6
Subsection 5.1.6 shifted to 5.2.7
Subsection 5.1.7 shifted to 5.2.8
Subheading added
4.9
4-5
4.10
4.11
4.11
4.12
4-8
4-8
4-8
4-8
4.13
4.14
4.14.1
4-14.2
4.15
4.16
4.17
5.2
5.2.1
5.2.1
5.2.1.1
5.2.2
5.2.2
5.2.3
5.2.4
5.2.4.1
5.2.4.2
5.2.5
5.2.6
5.2.7
5.2.8
5.2.9
4-9
4-9
4-9
4-10
4-10
4-10
4-10
5-2
5-3
5-3
5-3
5-3
5-3
5-4
5-4
5-4
5-4
5-5
5-5
5-6
5-6
5-7
Issue 2
Revision No. 5
xxvi
Reason of
change
E
R
S
R
S
S
R
R
N
S
R
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S
E
R
N
N
N
R
N
S
R
N
D
D
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S
S
S
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S
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S
E
Change description
Subheading added
System & Task Analysis added
Monitoring Operations to Critical / Marginal Airfield added
Monitoring Adverse Weather Operations added
Flight Data Analysis added
Pre-Launch Inspection added
Subsection 5.1.8 shifted to 5.2.16
Subsection 5.1.9 shifted to 5.2.17
Flight Safety Documentation System revised
5.3
5.3
5.3.1
5.3.1
5.3.2
5.3.3
5.3.3.1
5.3.3.1
5.3.3.2
5.3.3.2
5.4
5.5
6.2.3
6.2.4
6.2.4
6.3
5-7
5-7
5-8
5-8
5-8
5-8
5-8
5-9
5-9 & 5 10
5-10 & 511
5-11 & 512
5-12, 5-13
& 5-14
5-14 & 515
5-15 & 516
5-16
5-16
5-16
5-16
5-17
5-17
5-17
5-17
5-18
5-18
5-18
5-18
6-3
6-3
6-4
6-4
Reason of
change
E
N
N
N
N
N
S
S
6.3.2
6-5
6.3.2
6-5
6.3.3
7.1
7.2
7.3
7.3.1
7.3.1
7.3.2
7.3.3
6-5
7-1
7-1
7-1
7-1
7-1
7-1
7-2
5.2.17
5.2.17.1
5.2.17.2
5.2.17.3
5.2.17.4
5.2.17.5
3
Issue 2
Revision No. 5
xxvii
N
S
R
S
R
S
S
S
R
S
R
S
N
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E
R
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D
S
R
S
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S
S
S
R
S
S
Page No.
Change description
7-2
7-2
7-2
7-2 & 7-3
7-3
7-3
7-3
7-3
7-3
7-3
7-3
7-3
7-3
7-3
7-3
7-4
7-4
7.9.3
7-4
7.9.4
7.9.4
7.9.4
7.10
7.10.1
7.10.2
7.10.3
7.10.3.1
7.10.3.2
7-10.3.3
7.10.3.4
7.10.3.5
7.10.3.6
7.10.3.7
7.10.3.8
7.10.3.9
7.11
7.11
7.11
7.12
7.12
7.12.1
7.12.2
7-4
7-4
7-4
7-4
7-4 & 7-5
7-5
7-5
7-5
7-5
7-5
7-5 & 7-6
7-7
7-8
7-8
7-8 & 7-9
7-9
7-9
7-9
7-9
7-9
7-9
7-10
7-10
7-10 & 711
7-11
7-11 & 712
7-11
7.12.3
7.12.4
7.12.5
7.12.5
Issue 2
Revision No. 5
xxviii
Reason of
change
S
N
N
N
S
R
S
E
R
S
E
R
S
E
R
S
E
R
S
E
R
N
N
N
N
N
N
N
N
N
N
N
N
N
S
E
R
S
R
N
N
Subheading revised
12
13
13.1
13.2
13.3
13.3.1
13.3.1.1
13.3.1.2
13.3.2
Issue 2
Revision No. 5
13-1
13-2
13-2
13-3
13-3
13-3
13-4
Change description
Reporting of Audit Results
Corrective Action Request Form(CARF) added
Audit follow-up & closure added
Subsection 7.6.2 shifted to 7.13
Subsection 7.6.1 shifted to 7.13.1
Record Maintenance added
Subsection 7.7 shifted to 7.15
Subsection 7.7.1 shifted to 7.15.1
Subsection 7.7.2 shifted to 7.15.2
Subsection 7.7.3 shifted to 7.15.3
Subsection 8.1.1 shifted to 8.2
Subsection 8.1.1.1 shifted to 8.3
Subsection 8.1.1.1 shifted to 8.3.1
Subsection 8.1.1.2 shifted to 8.3.2
Subsection 8.1.2 shifted to 8.4
Note Revised
Reference Documents revised
Subsection 12.7 shifted to 12.3
Emergency Response Procedure- Review added
Emergency Drills
Post-Accident Follow up action Company Personnel
deleted
Head Quarter Command Centre deleted
Setting up of Emergency Control Centre (ECC) and Crash
Site Cell (CSC) deleted
Allocation of Functions of ECC and CSC deleted
Emergency Control Centre (ECC) deleted
Operation(ECC) deleted
Engineering(ECC) deleted
Ground Operations (AM / In-Charge) (ECC) deleted
Transport and Security(ECC) deleted
Crash Site Cell(CSC) deleted
General(CSC) deleted
Operations(CSC) deleted
Engineering(CSC) deleted
Ground Operations(CSC) deleted
Transport & Logistics(CSC) deleted
Security(CSC) deleted
Activities of IndiGo Headquarter(CSC) deleted
Medical(CSC) deleted
Flight Safety Related(CSC) deleted
Introduction revised
Subsection 13.1.1 shifted to 13.2
Subsection 13.2 shifted to 13.3
Subsection 13.2.1 shifted to 13.3.1
Subsection 13.2.1.1 shifted to 13.3.1.1
Subsection 13.2.1.2 shifted to 13.3.1.2
Subsection 13.2.2 shifted to 13.3.2
xxix
Reason of
change
R
N
N
S
S
N
S
S
S
S
S
S
S
S
S
R
R
S
N
N
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
R
S
S
S
S
S
S
13-4
Reason of
change
N
D
D
D
D
D
D
D
D
D
D
R
R
R
R
R
R
R
Revised ROR
Revised LEP
Added process for notification
Shifted to the next page
R
R
N
S
13
4
4
Change description
Appendix
5
Appendix
11
Appendix
24
Appendix
28
Appendix
28
Distributio
n List
Table of
Contents
Revision
Highlights
12
Appendix
3
Appendix
20
ROR
LEP
9
9
3.1.1
3.1.2
4.3
4.6
4.13
4.14.1
4.14.2
3-1 to 3-3
3-3 to 3-5
4-1
4-3 to 4-4
4-10
4-10 to 4-11
4-11
4.15
4-11
4.18
12.3
4-13
12-1
Issue 2
Revision No. 5
9.5
9.7
2
3
xxx
R
N
R
Page No.
CHAPTER
1
1 INTRODUCTION
1.1 Statement of President / CEO on IndiGo Safety Policy
1.2 Scope
IndiGo is a subsidiary of InterGlobe Enterprises Ltd., Established as a
domestic passenger carrier in India with the approval of government of
India Ministry of Civil Aviation. IndiGo connects all metros and main
stations across India and few international stations with a fleet of A-320
series aircraft. There are crew lay over stations at Delhi, Mumbai,
Bangalore, Hyderabad, Chennai, Ahmedabad, Kolkata, Pune, Kochi and
Jaipur with adequate supporting facility for Pre Flight Medical check etc.
Night parking facility for aircraft is available at Main base Delhi and out
stations such as, Mumbai, Bangalore, Kolkata, Jaipur, Pune, Hyderabad
and Chennai.
1-1
CHAPTER
1
INTRODUCTION
1-2
CHAPTER
1
INTRODUCTION
1-3
5,
series
F,
Part-1 and is issued with the approval of Director Air Safety, DGCA (HQ).
This manual is a policy manual and the following procedure manual also
forms part of this manual.
IndiGo Safety Management System (SMS) Manual.
IndiGo Emergency Response Manual
IndiGo Audit Manual
CHAPTER
1
INTRODUCTION
Revision
Number
Revised Page
Number
Date
of Date of Revision
Revision
Entered
Entered
By
1-4
An officer from the Flight Safety Department will be entrusted with the
duties of issuing the Revisions and maintaining proper records of
amendments and revisions in the flight safety manual. The format given
below should be regularly kept updated in the flight safety manual for
maintaining the records by each department and person(s) holding the
copy of the manual.
CHAPTER
1
INTRODUCTION
1.10
Table of Contents
This manual contains a table of contents indicating the chapter no., para
no., contents and page no for easy reference.
No.
Page No.
Chapter 1
Chapter 2
1.11
The hard version of the Manual shall be of convenient size permitting easy
carriage. It will be ring-bound permitting convenient replacement of sheets
/ pages. The document may be supplied to flight crew, OCC, Flight
Dispatch, etc. in CD ROM and forms part of the e-manual. The contents
are suitably indexed for easy identification of various subjects dealt in the
manual.
1.12
Loss of a copy of the flight safety manual shall be reported to the Chief of
Flight Safety, through proper channel giving details of the circumstances
leading to such loss. Loss should be reported within 7 days of noticing the
same.
1.13
Dissemination
Information
of
Safety
Instructions
and
1.13.1
1-5
Chapter
Para No.
CHAPTER
1
INTRODUCTION
1.13.2
This manual is prepared with the objective of laying down the company
policy regarding accident prevention, flight safety promotion and safety
oversight activities in the Airline.
IndiGo Flight Safety Manual is available on IndiGo portal for reference.
1.13.3
1.13.4
1.13.5
Issue 2
Revision No. 3
1-6
clear statement about the provision of the necessary resources for the
implementation of the same. IndiGo Safety Policy is communicated, with
visible endorsement, throughout IndiGo. IndiGo Safety Policy is placed as
' IndiGo Safety Policy ' to this manual and also available on IndiGo portal
for reference.
CHAPTER
1
INTRODUCTION
1.13.6
1.15
Abbreviations
AAI
AAL
ACAS
ACC
AFM
AFTN
AGL
AIC
AIP
ALAR
AMSS
AOG
AOP
APP
APU
Issue 2
Revision No. 3
1-7
1.14
CHAPTER
1
INTRODUCTION
Above Sea Level
Airport Surveillance Radar
Actual Time of Arrival
Actual Time of Departure
Air Traffic Control
Automatic Terminal Information Service
Action Taken Report
Air Traffic Services
Bureau of Civil Aviation Security
Bomb Search Procedures
Civil Aviation Department
Calibrated Air Speed
Civil Aviation Requirements
Clear Air Turbulence
Configuration Deviation List
Chief Executive Officer (IndiGo)
Controlled Flight into Terrain
Centre of Gravity
Chief Operating Officer
Crew Resource Management
Crash Site Cell
Cockpit Voice Recorder
Decision Altitude
Director Air Safety
Director Airworthiness
Digital Flight Data Recorder
Director General of Civil Aviation
Decision Height
Issue 2
Revision No. 3
1-8
ASL
ASR
ATA
ATD
ATC
ATIS
ATR
ATS
BCAS
BSP
CAD
CAS
CAR
CAT
CDL
CEO
CFIT
CG
COO
CRM
CSC
CVR
DA
DAS
DAW
DFDR
DGCA
DH
CHAPTER
1
INTRODUCTION
Issue 2
Revision No. 3
1-9
DME
Distance Measuring Equipment
DISTREFA
Distress Phase
ECC
Emergency Control Centre
EGPWS Enhanced Ground Proximity Warning System
EGT
Exhaust Gas Temperature
ELT
Emergency Locator Transmitter
ETA
Estimated Time of Arrival
ETOPS Extended Range Twin Engine Operations
FCOM
Flight Crew Operating Manual
FCTM
Flight Crew Training Manual
FDAU
Flight Data Acquisition Unit
FDTL
Flight Duty Time Limitation
FIC
Flight Information Centre
FMS
Flight Management System
FPM
Feet Per Minute
FOQA
Flight Operation Quality Assurance
FSF
Flight Safety Form
FSR
Flight Safety Report
FT
Feet
GMT
Greenwich Mean Time
GOM
Ground Operations Manual
GPWS Ground Proximity Warning System
GS
Glide Slope
HUD
Head Up Display
IATA
International Air Transport Association
ICAO
International Civil Aviation Organization
IFR
Instrument Flight Rules
IGIA
Indira Gandhi International Airport
CHAPTER
1
INTRODUCTION
Issue 2
Revision No. 3
1-10
ILS
Instrument Landing System
IMC
Instrument Meteorological Conditions
INCERFA Uncertainty Phase
IR
Instrument Rating
ISA
International Standard Atmosphere
IST
Indian Standard Time
ITT
Internal Turbine Temperature
KM
Kilo meter
LAS
Line assessment System
LOAS
Line Operations Assessment System
LOC
Localizer
LW
Landing Weight
MDA
Minimum Descent Altitude
MDH
Minimum Descent Height
MET
India Meteorological Department
MEL
Minimum Equipment List
METAR Meteorological Aviation Report
MLC
Movement Liaison Cell
MMEL
Master Minimum Equipment List
MMO
Mach Maximum Operation
MNPS
Minimum Navigation Performance Specification
MOE
Maintenance Organization Exposition
MOQA Maintenance Operations Quality Assurance
MSA
Minimum Safe Altitude
MTR
Meter
NM
Nautical Mile
NOTAM Notice to Airmen
OCC
Operation Control Centre
CHAPTER
1
INTRODUCTION
Precision Approach Path Indicator
Precision Approach Radar
Passenger
Pilot Defect Report
Pilot Flying
Pilot-In-Command
Pilot Not Flying
Persons on Board
Quality Assurance Manager
Quick Reference Handbook
Risk Awareness Tool Kit
Rescue Co-ordination Centre
Required Navigation Performance
Rate of Descent
Radio Telephony
Regulated Take off Weight
Runway Visual Range
Reduced Vertical Separation Minima
Search and Rescue
Standards and Recommended Practices (ICAO)
Standard Instrument Departure
Statute Mile
Standard Operating Procedures
Solid State Cockpit Voice Recorder
Solid State Flight Data Recorder
Secondary Surveillance Radar
Standard Terminal Arrival Route
Traffic Alert Collision Avoidance System
Issue 2
Revision No. 3
1-11
PAPI
PAR
PAX
PDR
PF
PIC
PNF
POB
QAM
QRH
RATK
RCC
RNP
ROD
RT (R/T)
RTOW
RVR
RVSM
SAR
SARPS
SID
SM
SOP
SSCVR
SSFDR
SSR
STAR
TCAS
CHAPTER
1
INTRODUCTION
Touch Down
Take-Off
Total on Board
Take Off Weight
Technical Procedure Manual
Terminal One (at IGIA)
Terminal Two (-do-)
Aerodrome Control Tower
Visual Approach Slope Indicator
Visual Flight Rules
Visual Meteorological Condition
Maximum Operating Velocity
Very High Frequency Omni Directional Range
Vice President
1.16
1-12
TD
TO
TOB
TOW
TPM
TR-I
TR-II
TWR
VASI
VFR
VMC
VMO
VOR
VP
CHAPTER
1
Issue 2
Revision No. 3
1-13
CHAPTER
1
Issue 2
Revision No. 3
1-14
CHAPTER
1
Issue 2
Revision No. 3
1-15
CHAPTER
1
Issue 2
Revision No. 3
1-16
CHAPTER
1
Issue 2
Revision No. 3
1-17
CHAPTER
1
Issue 2
Revision No. 3
1-18
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 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.
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.
Extended Range Operations with Twin Engined Aero plane (ETOPS):
Any flight by aero plane 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.
Incident: (ICAO Annexure-13) An occurrence, other then an accident
associated with the operation of an aircraft which affects or could affect
the safety of operation.
CHAPTER
1
Issue 2
Revision No. 3
1-19
CHAPTER
1
Issue 2
Revision No. 3
1-20
Flight Time: Flight time means the total time from the moment aircraft first
moves under its own power for the purpose of taking off and until the
moment it 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 aero plane first moves for the purpose of taking off until it
finally stops at the end of the flight
Ground Handling: Services necessary for an aircrafts arrival at, and
departure from, an airport, other than air traffic services.
Ground Proximity Warning System (GPWS):- Equipment installed in an
aero plane for the purpose of providing automatically a timely and
distinctive warning to the flight crew when the aero plane is in potentially
hazardous proximity to the earth's surface.
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 considerations to human performance.
Human Performance: Human capabilities and limitations which have an
impact on the safety and efficiency of aeronautical operations.
Hazard (ICAO Doc-9859): A hazard is defined as a condition or an object
with the potential to cause injuries to personnel, damage to equipment or
structures, loss of material, or reduction of ability to perform a prescribed
function.
Instrument Meteorological Conditions (IMC): Meteorological conditions
expressed in terms of visibility, distance from cloud, and ceiling (CAR
Section 4, Series E Part I) 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.
Large Aeroplane: An aeroplane of a maximum certificated take-off mass
of over 5700kg.
CHAPTER
1
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Revision No. 3
1-21
CHAPTER
1
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Revision No. 3
1-22
CHAPTER
1
Issue 2
Revision No. 3
1-23
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 operators plan for the safe conduct of the
flight based on considerations of aero plane 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.
Operators Maintenance Control Manual: A document which describes
the operators procedures necessary to ensure that all scheduled and
unscheduled maintenance is performed on the operators aircraft on time
and in a controlled and satisfactory manner.
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 psycostimulants, hallucinogens, and volatile
solvents, whereas coffee and tobacco are excluded.
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.
CHAPTER
1
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Revision No. 3
1-24
CHAPTER
1
Issue 2
Revision No. 3
1-25
CHAPTER
1
Issue 2
Revision No. 3
1-26
CHAPTER
2
Further the Flight Safety Department of the IndiGo under the accident
prevention program conducts regular Safety Audit and frequent Safety
Inspections of the various activities of the airline. This includes but not
limited to Operation, Maintenance, Loading, Unloading, Ground-Handling
and other related activities in the airline.
Officials from the flight safety directorate of IndiGo monitor CVR and
DFDR data and analyze the same. These data is also stored and used to
identify habitual or inadvertent deviations from the Standard Operating
Procedures by the crew and to initiate appropriate corrective measures
before those develop into undesirable and unsafe "habit patterns".
It will be a constant endeavor of all IndiGo personnel to identify potential
hazards including those relating to other agencies and service providers
at the aerodromes. IndiGo has an active risk management process
wherein the identification, analysis and mitigation of risk associated with
the hazards identified are managed. IndiGo also maintain an open
Issue 2
Revision No. 3
2-1
CHAPTER
2
2.1.2 Responsibilities
Manage IndiGo accident / incident prevention, Safety Oversight and SMS
program. Initiate and continue loss prevention programs through hazard
detection and mitigation process. Review all major accidents and
selected High Potential Occurrences in other airlines in the country and
other countries and utilize the appropriate data for the accident
prevention efforts in the organization. Review adequacy of Safety
Management System and make recommendations for changes.
Issue 2
Revision No. 3
2-2
CHAPTER
2
PRESIDENT
Safety Pilot
Permanent
Investigation
Board (PIB)
Dy. Chief of
Flight Safety
Chief Medical
Officer
Dy GM
Audits / Admin
Dy GM
FDM
Manager
Investigation
AM
AM
Exec
Issue 2
Revision No. 3
AM
Exec
Exec
2-3
AM
Exec
Chief of Flight
Safety
CHAPTER
2
2-4
CHAPTER
2
Issue 2
Revision No. 3
2-5
CHAPTER
2
2-6
CHAPTER
2
Issue 2
Revision No. 3
2-7
CHAPTER
2
2-8
CHAPTER
2
2.5.3
Dy General Manager Flight Safety (Audits and
Admin)
Dy General Manager Flight Safety (Audits and Admin) should be a Pilot
holding or having held ALTP or an engineer with adequate experience in
Air Safety related work with an airline or similar organization. The
Experience required in aviation safety in all cases will not be less than 5
years.
Dy General Manager Flight Safety will be responsible to the Chief / Dy
Chief of Flight Safety, for the following:
Ensure adherence to and preparation of yearly Audit Plan.
Ensure all Audits, Inspections, Surveillance etc are conducted as
per plan.
Function as a member of the safety audit team.
Ensure Internal Audit Report is timely forwarded to DGCA.
Arranging for Flight Safety Committee / Pilot- Engineer meetings
and maintain the records of such meetings.
Ensure timely compliance by all departments on the findings /
recommendations contained in Audits, Inspections, Surveillance etc.
Conduct Pre-Launch Station Inspection.
Liaise with external agencies with respect to audits.
Maintain liaison with regulatory and other agencies to build proactive
inter organizational relation.
Oversee the effective implementation and application of Safety
Management System.
Issue 2
Revision No. 3
2-9
CHAPTER
2
2.5.4
Issue 2
Revision No. 3
2-10
2.5.5
CHAPTER
2
2.5.6
2-11
CHAPTER
2
2.5.7
2-12
CHAPTER
2
2.5.8
2.5.9
2-13
The proper storage of all CVR / DFDR data for the Flight Safety
Department.
Maintain records and issue revisions to Flight Safety Manual as and
when required.
Maintain records and issue revisions to SMS Manual as and when
required.
Maintain and update the Flight Safety Documentation System.
Conduct Load and Trim checks as and when required.
Function as a member of the safety audit team whenever detailed.
Any other duties assigned from time to time by the Chief / Dy Chief /
DGM Flight Safety.
CHAPTER
2
2.5.10
Safety Pilot
2-14
CHAPTER
2
Chief medical officer should be a doctor (at least MBBS deg) with
experience of atleast five years.
Chief Medical Officer will report to the Chief of Flight Safety on matters
relating safety and will be responsible for:
Ensure compliance with DGCA regulations regarding Preflight
Medical Checks.
Ensure for flights originating in India, 100% of flight crew member
and 100% of cabin crew member are subjected to Pre-flight medical
check for alcohol.
Ensure fort flight originating outside India, preflight and post flight
medical check are being done as per regulation.
Ensure that at base stations doctors (at least MBBS deg) employed
by the company or on contract are available to conduct the test.
Ensure for any breath analyser test being positive, the reading
recorded, print out taken and a repeat test carried out at an interval
of maximum 15 to 20 Min.
Ensure that all positive cases are promptly reported to flight safety
and within 24 hrs of occurrence.
Issue 2
Revision No. 3
2-15
2.5.11
CHAPTER
2
Issue 2
Revision No. 3
2-16
CHAPTER
3
3-1
CHAPTER
3
Information Required to be
given to
(A)
(B)
(C)
Principal
Reporting
Officer: Chief of Flight
Safety
Secondary
Reporting
Officer: Director OCC
Duty Engineer
Station
/
Airport
Manager
/
Duty Officer /
Agent.
Note:
The Chief of Flight Safety shall ensure every evening that proper notification action
has been taken with regard to any accident that may have occurred that day. He /
she will also personally confirm that authorities have received the information.
Issue 2
Revision No. 4
3-2
Reporting
Agency
CHAPTER
3
3-3
Reporting
Agency
Contents
of
the
Notice to be given to
the DGCA
Principal
Reporting
Officer:
Chief of
Flight
Safety
Secondary
Reporting
Officer:
Director
OCC
Duty
Engineer
Airport
Manager
/
Duty
Officer /
Agent
3-4
CHAPTER
3
CHAPTER
3
3-5
CHAPTER
3
3.2.1 Accident
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 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
become detached from the aircraft, or
direct exposure to jet blast,
except when the injuries are from natural causes, 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
the aircraft 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
the aircraft is missing or is completely inaccessible.
Issue 2
Revision No. 4
3-6
3.2 Definitions
CHAPTER
3
3-7
CHAPTER
3
3.4 Incident
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.
Note - For Additional Definitions & glossary terms refer- CAR Section 5,
Series C, Part-I and Aircraft (Investigation of Accidents and Incidents)
Rules, 2012.
3-8
CHAPTER
3
i) Unruly Passenger
j) Pre flight medical positive case
k) Miscellaneous occurrences
3.4.2.1
Ground Incidents
3.4.2.2
3.4.2.3
Issue 2
Revision No. 4
3-9
3.4.2.4
CHAPTER
3
3-10
CHAPTER
3
Issue 2
Revision No. 4
3-11
3.4.2.4.3.2
Alert Phase When
Following the uncertainty, subsequent attempts to establish
communication with aircraft or inquiries from other sources have failed to
reveal any news of the aircraft, or when;
An aircraft has been cleared to land and fails to land within five
minutes of the estimated time of landing and communication has not
been re-established with the aircraft, or when
Information has been received which indicates that the operating
efficiency of the aircraft has been impaired to the extent that a forced
landing is likely, except when evidence exists that would allay
apprehension as to the safety of the aircraft and its occupants. An
aircraft is known or believed to be the subject of unlawful interference.
3.4.2.4.3.3
Distress Phase When
Following the alert phase, further unsuccessful attempts to establish
communication with aircraft and more widespread inquiries point to the
probability that the aircraft is in distress or when:
The fuel of board is considered to be exhausted or to be insufficient
to enable the aircraft to reach safety; or when
Information indicates efficiency of the aircraft has been impaired to
the extent that a forced landing is likely; or when
Information is received that the aircraft has or is about to make a
forced landing or has crashed.
3.4.2.6
CHAPTER
3
Bomb Threat
3-12
For controlling any bomb threat situation, the Station Manager of the
Airline would be in constant touch with BCAS authorities, Airport Director,
DCP / ACP on duty, Air Traffic Control (WSO) (NAA), Representative of
BDDS (BCAS) and other security authorities in case of contingencies.
The Airline will nominate the Station Manager as its representative in the
Bomb Threat Assessment Committee (BTAC) or in his absence the
Manager on duty at the airport, in the event of a Bomb Threat
Contingency. This would be necessary for ensuring safety and security of
the passengers and aircrafts.
The Indian Civil Aviation sector, perceives enhanced threat which might
be caused by the anti social elements and taking a cue from the same,
IndiGo will take the following steps with regard to bomb threat procedures
in accordance with the regulations formulated by BCAS.
CHAPTER
3
3-13
CHAPTER
3
3.4.2.7
Unlawful Interference
These are acts or attempted acts such as to jeopardize the safety of civil
aviation and air transport, i.e.:
Issue 2
Revision No. 4
3-14
CHAPTER
3
3-15
CHAPTER
3
3.4.2.7.4 Precautions
Full account should be taken of the possibility that a person committing
an unlawful act aboard the aircraft may be in an unstable state of mind.
Crew members should therefore:
a) Refrain from unnecessary conversation or actions that may irritate
the individual.
b) Exercise due care to ensure that the passengers do not become
excited or resort to action in an attempt to overpower the
individual, which may jeopardize safety. One practical measure to
restrain passengers would be to instruct them to fasten their seat
belts.
For the safe conduct of flight, the security of the flight crew compartment
is of prime importance. Once the unlawful seizure has commenced, an
attempt should be made to prevent the offender from entering the flight
crew compartment. This may be done by gaining the offenders
confidence and explaining that his orders will be followed without the
necessity of entry. An appropriate member of the crew should attempt to
engage the offender in conversation for the purpose of determining the
motivation force in this unlawful act. This information may enable the
crew to deal with the offender.
Crew members should be authorized to take measures which deviate
from the provisions listed in the operations manual but only if the
measure is necessary to secure the safety of the passenger.
Issue 2
Revision No. 4
3-16
CHAPTER
3
3.4.2.8
Unruly Passengers
3-17
CHAPTER
3
3-18
CHAPTER
3
3.4.2.9
Pre-flight Medical
3-19
CHAPTER
3
3-20
CHAPTER
3
FSF001
Appendix -4
FSF002
Appendix -5
FSF003
Appendix -6
FSF004
Appendix -8
FSF005
Appendix -7
FSF006
Appendix -9
FSF007
Appendix -10
FSF008
Appendix -11
FSF009
Appendix -12
FSF010
Appendix -13
FSF011
Appendix -14
FSF012
Appendix -15
FSF013
Appendix -2
FSF014
Appendix -27
Issue 2
Revision No. 4
3-21
CHAPTER
3
Issue 2
Revision No. 4
3-22
CHAPTER
4
Alternate
Quality Manager
Examiner/Instructor on Type
Examiner/Instructor/Check
on type
Pilot
Chief of Flight or in his absence Dy. Chief of Flight will be the convener of
PIB.
Additional members from AOCS, In Flight Services may be co-opted to
PIB when the nature of incident being investigated warrants their
participation.
Additionally the PIB Members may be assisted by their subordinate if
required. However the participation in PIB should be limited based on the
requirement.
Issue 2
Revision No. 4
4-1
CHAPTER
4
Chief of Flight Safety can also appoint observer for the PIB as understudy
and will not participate in the PIB as an active member.
The PIB will be conducted under supervision of representative of Director
Air Safety DGCA. They will be requested to attend the PIB meeting.
Chief of Flight Safety will be responsible for constituting the PIB and
nominate its members. In respect of members from engineering,
operations and other department when required, Chief of Flight Safety
will consult the respective head of the departments for nomination.
4-2
CHAPTER
4
Issue 2
Revision No. 4
4-3
CHAPTER
4
Based on discussions in the PIB, the PIB report will be prepared within 10
days and submit to Chief of Flight Safety. The report will also be
forwarded to Director Air Safety, DGCA and as well as to the concerned
department for action on recommendations
Issue 2
Revision No. 4
4-4
CHAPTER
4
4-5
The final Report would be sent to the respective HODs for follow up
actions on the recommendation made in PIB.
The respective department would take actions expeditiously and revert
with Action Taken Report to Chief of Flight Safety within 15 days. In case
more time is required to implement the recommendation the same would
be intimated to Chief of Flight Safety with a proposed timeline for
implementation. The Chief of Flight Safety would review ATR for effective
implementation.
After ensuring that the implementation status is satisfactory then action
taken on the recommendations made in the PIB report will be
communicated to Director Air Safety, DGCA. In case licensed personnels
are grounded by DGCA office, they will exercise their privileges only after
getting clearance from DGCA.
CHAPTER
4
Issue 2
Revision No. 4
4-6
1.2
Injures to persons-Type of injury, No. of injured crew /
passenger / others.
1.3
Damage to aircraft- Brief statement of the damage
sustained by aircraft.
1.4
Other damage- Brief statement of the damage sustained
by objects other than aircraft.
1.5
Personnel Information- No information that can identify
the crew will be mentioned in the report but will consist of the
following:
i. Flight Crew Age, validity of licenses, ratings, mandatory
check, flying experience and other relevant information on
duty time.
ii. Other Crew - Qualification and experience.
iii. Other Personnel - Pertinent information of ATS,
maintenance etc, when relevant.
1.6
Aircraft Informationi. Airworthiness and Maintenance - Brief statement on
airworthiness and maintenance of the aircraft (indicating
deficiencies known prior to and during the flight, if having
any bearing on occurrence).
ii. Performance - Brief Statement on performance if relevant.
And whether mass and centre of gravity were within the
prescribed limits (if not did it have any bearing on
occurrence give details).
iii. Fuel - Type of fuel used.
1.7
Meteorological Information
i. Meteorological Condition - Brief statement on the
meteorological
conditions
appropriate
to
the
circumstances including both forecast and actual
condition, and the availability of meteorological
information to the flight crew.
ii. Natural Light Conditions - Natural light conditions at the
time of occurrence (day, moonlight, twilight etc).
CHAPTER
4
Issue 2
Revision No. 4
4-7
1.8
Aids to Navigation - Pertinent information on navigation
aids available, including landing aids, visual ground aids etc
and their effectiveness at the time.
1.9
Communication - Pertinent Information on aeronautical
mobile, company channels, ACARS and fixed service
communications and their effectiveness at the time.
1.10 Aerodrome Information - Pertinent information
associated with the aerodrome its facilities and condition.
1.11 Flight Recorders - Pertinent data available from DFDR
and SSCVR.
1.12 Wreckage and Impact Information - General information
regarding distribution pattern of wreckage; detected material
failure or component malfunctions.
1.13 Medical and Pathological Information - Brief description
of the results of the investigation undertaken and pertinent data
available there from.
1.14 Fire - If fire occurred, information on the nature of the
occurrence, and of the firefighting equipment used and its
effectiveness.
1.15 Survival Aspects - Brief description of search,
evacuation and rescue, location of crew and passengers in
relation to injuries sustained, failure of structures such as seats
and seatbelt attachments.
1.16 Test and Research - Brief statement regarding the
results of tests and research.
1.17 Additional Information - Any other relevant information.
CHAPTER
4
Issue 2
Revision No. 4
4-8
CHAPTER
4
4.10
4.11
4.12
Appeal Procedure
In accordance with 4.1.2.2 & 4.3 if the involved personnel do not agree
with the findings of Final report they should sign an appeal with their
respective HODs / Chief of Flight Safety clearly indicating the reasons for
their appeal. The appeal should be raised within 15 days from the release
of final report. The appeal will be reviewed by the HOD in consultation
with Chief of Flight Safety. The chief of Flight Safety may constitute a
new PIB team if he so desires and will convene another PIB in
consultation with DGCA.
Issue 2
Revision No. 4
4-9
4.13
CHAPTER
4
4.14
Authority Issuing order
Accident / Serious Incident
4.14.1
of
Investigation
of
4-10
CHAPTER
4
4.14.2
4.15
Investigation of Accident to Indian Registered
Aircraft outside Indian Territory
On receipt of a notification of an accident or a serious incident to an
Indian registered aircraft in the territory of another State, The Central
Government, may appoint accredited representative and advisors to
participate in the investigation and intimate it to the State of Occurrence.
The extract of the relevant portion of Annex 13 to the Chicago
Convention on Civil Aviation laying down the standards for conducting the
investigation into accident to aircraft outside the area of the nationality of
registration is annexed to this manual as Annexure B.
Issue 2
Revision No. 4
4-11
4.16
CHAPTER
4
4-12
4.17
CHAPTER
4
Issue 2
Revision No. 4
4-13
4.18
CHAPTER
4
Issue 2
Revision No. 4
4-14
CHAPTER
5
Issue 2
Revision No. Nil
5-1
CHAPTER
5
5-2
CHAPTER
5
5.2.1.1
The Load & Trim Sheet Inspector / Auditor must have undergone an
approved Load & Trim course conducted by the airline either as a Load &
Trim Staff or as a flight crew. Those other than flight crew should have a
minimum of five years of aviation experience in flight operation related
area and should have DGCA approval as Load & Trim personnel on type.
The flight crew with PIC rating held on any aircraft above 5700 kgs may
also conduct such inspections.
Both above categories of personnel should have undergone at least two
full flight practical Load & Trim Inspection familiarization under a qualified
Load & Trim Instructor / auditor. This requirement may also be completed
under the supervision of a pilot, or a Load & Trim certified personnel with
not less than two years of experience in load and trim preparation.
5-3
Officers from the Flight Safety Department will carry out checks of load
and trim sheets to ensure accuracy and prevent overloading. Such
checks shall include determining the correct usage of standard weights,
within prescribed CG limits and that the passenger manifest tallies with
the number of persons actually on board. 0.01 % records will be checked
per month including those from out stations.
Observations / discrepancies found during such inspections shall be
communicated to respective stations and action taken report from
concerned station shall be forwarded to Flight Safety Department within a
fortnight.
For Checklist of Load & Trim Inspection refer Appendix 16 to this
manual.
CHAPTER
5
5-4
CHAPTER
5
5.2.4.2
5-5
CHAPTER
5
5-6
CHAPTER
5
Safety
5.2.10
5.2.11
As part of IndiGo accident prevention program system & task analysis will
be carried out for identifying hazard before introduction of a new system /
procedure or change in existing system / procedure. The same will be
carried out for the following:
Initial designs of systems, organisations, and/or products.
Changes to existing system designs.
Whenever new operations/procedures adopted.
Existing operations/procedures when modified.
Following tools will be used for System & Task Analysis:
Issue 2
Revision No. 3
5-7
5.2.12
CHAPTER
5
5.2.14
5.2.15
Prelaunch Inspection
Issue 2
Revision No. 3
5-8
5.2.13
5.2.17
CHAPTER
5
Issue 2
Revision No. 3
5-9
CHAPTER
5
Issue 2
Revision No. 3
5-10
CHAPTER
5
c. Flight Release
Any information which is critical and requires immediate attention of
Crew, is attached with Flight Release.
5-11
b. e-manual
e-manual is issued quarterly or required an interim revision is issued
to meet operational requirements. e-manual is produced in form of a
DVD.
During induction of Flight Crew /Ground Staff e-manual is issued as
a part of initial package.
e-manual includes Company Operations Manuals/Temporary
Revisions (TR), Flight Operations Notice, FCOMS, QRH, FCTM,
FM, Flight Safety Manual, Air Safety Circulars etc.
Latest issue of e-manual supersedes all previous editions of emanual.
CHAPTER
5
5-12
CHAPTER
5
Issue 2
Revision No. 3
5-13
CHAPTER
5
5-14
CHAPTER
5
5-15
CHAPTER
5
5-16
CHAPTER
5
5.3.3.1
Issue 2
Revision No. 3
5-17
There are situations where the person reporting the hazard may not like
to disclose his identity. In such cases, report regarding a hazard or
occurrence of an incident may be forwarded in writing to the Chief of
Flight Safety, IndiGo, without signature, name, identity or address of the
person reporting. Persons involved in any sort of aviation related incident
are encouraged to make their own report either through voluntary
reporting or anonymous reporting system. Such reports may be
forwarded to the Chief of Flight Safety, IndiGo, Tower-C, GBP, MG Road
Gurgaon, Haryana, by Post or by company mail, e-mail to
fltsafe.hq@goindigo.in.
5.3.3.2
CHAPTER
5
Records to be retained
Issue 2
Revision No. 3
5-18
The Safety Department will retain all of the Hazard Reports that have
been received / generated or initiated for a period of two years. The
reports are kept in folders dated 01st January-30thJune and 01stJuly 31st
December for the appropriate year. In January and July every year, the
folder for the previous six month period will be reviewed and summarized
in the Biannual Safety Report. These reports will also be discussed at the
meetings of the IndiGo Flight Safety Review Committee.
CHAPTER
6
6-1
CHAPTER
6
Issue 2
Revision No. 3
6-2
CHAPTER
6
6.2.2.1
6.2.2.2
6.2.2.3
6-3
CHAPTER
6
Issue 2
Revision No. 3
6-4
analysis of the flight to check whether or not the flight was handled as per
the Standard Operating Procedures.
Also Exceedences during approach / landing phases or where structural
limits have been exceeded will be thoroughly analyzed and revalidated.
The analysis of above mentioned Exceedences will mainly focus on to
identify whether the Exceedences was due to error or was it a violation of
SOP. Also it will be analyzed with the view to confirm whether the
Exceedences are aerodrome specific or crew specific.
Upon completion of analysis, all exceedence falling in the red and amber
severity level will be forwarded to the concerned crew for their comments.
Based on the comments received by the crew, Flight Safety will forward
the exceedance with safetys comments to Chief Pilot Standards and
Quality Assurance for appropriate corrective action. The action taken
report will be forwarded to Flight Safety Department and records will be
maintained for two years under strict security. In addition to this a
quarterly and a yearly feedback is given to all crew regarding their
exceedance.
Quarterly review of consolidated FDM data to identify significant trends
for the purpose of evidence based training, awareness and procedure
modification.
CHAPTER
6
6-5
CHAPTER
6
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Revision No. 3
6-6
CHAPTER
7
7.2 Objective
Audit is a systematic and independent comparison of the way in which an
operation is being carried out, against the way in which say, it should be
conducted.
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CHAPTER
7
7-2
CHAPTER
7
7.9.1 Pilot
A pilot holding current license on type of aircraft being operated has
undergone an auditors course by an accredited organization and
approved by the Chief of Flight Safety.
7.9.2 Engineer
An engineer with aviation experience having undergone an auditors
course by an accredited organization and approved by the Chief of Flight
Safety can be nominated to the Audit team.
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7-3
The safety audit team shall comprise of, not less than three members:
1. Chief of Flight Safety or his designated representative along with 2
and 3 below. Any two from the remaining as optional depending
upon the expected workload.
2. A Pilot.
3. An Engineer.
4. An officer from Airport Operations
5. An officer from Security
6. An officer from Cargo
7. An officer from Load & Trim
8. An officer from Inflight Services
9. Officer from Safety Department or any other person as detailed by
the Chief of Flight Safety / CEO
CHAPTER
7
7.10
7.10.1
7-4
CHAPTER
7
7.10.2
7-5
7.10.3
CHAPTER
7
Onsite Audit
7.10.3.2 Engineering
As part of engineering onsite audit, audit team will check the following:
1. Planning- Stores, Work Packaging, Repair Administration, Logistics
& Procurement.
2. Line Maintenance- Scope of Approval of Maintenance personnel
Availability of Resources, Documentation, Maintenance Control
Center & Line Maintenance Procedures.
3. Quality Assurance& Technical Support- Modification Cell, Engine
Cell, Quality Assurance Cell & Technical Library.
As part of Airport Operation & Customer Services onsite audit, audit team
will check the following:
1. Approval, Availability & Currency of Mandatory Documents
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Goods,
AVSEC,
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Revision No. 3
7-7
CHAPTER
7
CHAPTER
7
7-8
As part of Cargo Operation onsite audit, audit team will check the
following:
1. Approval, Availability & Currency of Mandatory Documents
2. Records of Information dissemination
3. Load Acceptance & Handling
4. Perishable / Special Load Acceptance & Handling
5. Cargo Security
6. Training Records
7. Cargo Record Maintenance
CHAPTER
7
7.11
7.12
Audit Performance relates to all the activities that take place during the
actual on-site audit. The effectiveness of the process is dependent upon
the how well the audit plan is executed and the completeness of prepared
checklists.
The on-site part of the audit is to determine the degree of compliance
with the documented system and the effectiveness of its implementation.
The auditor shall proceed with the audit in accordance with the audit
agenda, using the prepared checklists. It shall be the responsibility of the
lead auditor to supervise the activities of the audit team members to
ensure the audit objectives are achieved.
All efforts shall be made by Audit Team so as to not interfere in the
regular work of Audited department.
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7-9
As part of Pre Flight Medical onsite audit, audit team will check the
following:
1. Adequacy of Facility
2. Serviceability status of Breath Analyser Equipment
3. Record of Pre Flight Medical of crew
7.12.1
CHAPTER
7
Opening Meeting
7.12.2
Audit Evidence
7.12.3
Analysis of Findings
The Auditors will carefully verify and analyze all gathered evidence to
conclude conformity or non-conformity. Auditors shall exercise
professional judgment when analyzing or evaluating the gathered
evidence. All efforts will be made by auditors to complete the analysis
before the closing meeting. Upon completion of Analysis of gathered
evidence the findings will be classified as:
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Revision No. 3
7-10
This meeting at the beginning of the on-site audit shall be relatively brief
but will provide the opportunity for all attendees (auditees / members
nominated by the auditees) to clarify any problems or conditions relating
to the audit.
The elements of this opening meeting will be:
1. Introductions
2. Statement of Confidentiality
3. Confirmation of scope, objectives and Audit standard
4. Confirmation of availability of personnel
5. Review of Audit Plan and Audit Agenda
6. Explanation of method of auditing and raising of nonconformities
7. Confirmation of time, place and attendees for closing meeting
Chief of Safety / Audit Team Leader will conduct Opening meeting before
the initiation of on-site audit
CHAPTER
7
7.12.4
Closing Meeting
The audit team shall hold a closing meeting with the auditees senior
management and those responsible for the functions concerned. The
main purpose of this meeting will be to thank the staff for the cooperation
extended and to present the audit results to the senior management in
such a manner so as to ensure that they clearly understand the results of
the audit. All nonconformities and observations are presented.
Chief of Safety / Audit Team Leader will conduct closing meeting
7.12.5
The audit team shall prepare the audit report. The audit report is an
accurate, precise and concise record of the audit. The audit report will be
issued within the agreed arrangements (closing meeting) where it will be
completed, discussed and signed by the lead auditor and the auditee /
auditee management representative. The audit report will contain the
following:
The scope and objectives of the audit
Details of the audit plan
Summary of agreed non conformities or findings
The Lead auditor will be responsible for completion of audit report within
7 days of the closing meeting. Once the audit report is completed the
same will be forwarded to the President and Chief of Flight Safety. Upon
approval by the President the same will be issued to the concerned
auditees and their management representative along with Corrective
Action Request Form (Refer Appendix 24).
All Level 1 findings will be immediately forwarded to Chief of Safety,
respective Head of department and Auditee. All efforts shall be made that
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Revision No. 3
7-11
CHAPTER
7
7.12.6
The relevant portions of the CARF will be filled by auditor and forwarded
to the auditee. Upon receipt of the same auditee / auditees senior
management will carry out analysis of the finding to determine root cause
and decide on the necessary corrective action.
Once the corrective and preventive action is taken by auditee / auditees
senior management the CARF will be forwarded back to auditor after
completing the relevant fields along with proof and documentation of
corrective / preventive action. The time limit set for Corrective /
preventive action shall depend on the level of finding and has to be
adhered to.
The auditor upon closure of the CARF will provide notification of closure
to the auditee / auditees senior management & Lead Auditor.
Unless the CARF is closed the audit finding will be considered as
Open.
The final Audit report along with the ATRs will be forwarded to the
President.
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corrective action is taken and implemented for the finding within 7 days,
unless any special extension has been granted by Accountable
Executive.
All Level 2 findings will be forwarded to the Auditee. All efforts shall be
made that corrective action is taken and implemented for the finding
within 30 days, unless any special extension has been granted by Chief
of Safety.
7.13
CHAPTER
7
7.13.1
Review of ATR
7.14
Record Maintenance
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7.15
CHAPTER
7
DGCA Audit
7.15.3
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Revision No. 3
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7.15.1
CHAPTER
8
8-1
CHAPTER
8
The level of CFIT risk can be calculated using the methodology laid down
in CFIT checklist (issued by Flight Safety Foundation) attached as
Appendix 25 to this manual.
Note: for more details on CFIT please refer IndiGo Company
Operations Manual, Part-A, Chapter-30.
Issue 2
Revision No. 3
8-2
CHAPTER
9
DANGEROUS GOODS
9 DANGEROUS GOODS
9.1 Description of Dangerous Goods
9-1
CHAPTER
9
DANGEROUS GOODS
of
Dangerous
Goods
Accidents
and
9-2
9.5 Reporting
Incidents
CHAPTER
9
DANGEROUS GOODS
9.8 Checklist
for
Regulation
monitoring
Dangerous
Goods
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9-3
Officers from Flight Safety Department will carry out periodic spot checks
and inspections to monitor the compliance of the applicable regulations
regarding Standard Operating Procedure for handling and carriage of
Dangerous goods and the airline dangerous goods training program.
Also during Internal Safety audit Chief Instructor Dangerous Goods or
person designated by him and acceptable to the Chief of flight Safety
willbe part of the audit team. Any non compliance observed during
inspection / spot checks / audits will be forwarded by Chief of Flight
Safety to the respective IndiGo officials and the action taken report on the
same will be submitted to Chief of Flight Safety who will forward the non
compliance / action taken report to the DGCA.
The Non compliance report / Action taken report will be reviewed by Chief
Instructor Dangerous Goods in consultation with IndiGo Flight Safety
Department.
CHAPTER
9
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Revision No. 5
9-4
CHAPTER
10
General
10.2
10.2.1
10-1
CHAPTER
10
10.2.2
Engineering Department
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10-2
CHAPTER
10
b.
10.2.3
Ground Operations
10-3
CHAPTER
10
10.3
Monitoring of adverse weather operation by
IndiGo Flight Safety Department
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Revision No. 3
10-4
CHAPTER
11
11 RAMP SAFETY
11.1
Definition
Issue 2
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11-1
CHAPTER
11
Issue 2
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11-2
CHAPTER
11
11.2
Ground Operation
11.3
11.3.1
Preventive Measures
11-3
11-4
11.3.2
CHAPTER
11
CHAPTER
11
RAMP SAFETY
11.3.3
11-5
11.3.4
11.3.5
11.3.6
Apron Cleanliness
Lose items and articles dropped on the ramp are a potential safety risk
and may be ingested by aircraft engines or damage wheels, tyres or
structures. Many activities on the ramp produce items which can cause
damage to aircraft and its engines. Designated company waste
receptacles should be regularly emptied and all personnel on the ramp
should exercise discipline in their activities in order to make use of them
regularly.
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Revision No. Nil
11-6
CHAPTER
11
CHAPTER
11
RAMP SAFETY
11.3.7
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11-7
CHAPTER
11
RAMP SAFETY
11.3.8
11.4
Ground /
Investigation
Ramp
Incidents
Reporting
and
11-8
CHAPTER
11
RAMP SAFETY
c)
d)
11.4.2
Damage to aircraft.
Damage to ground equipment and vehicles.
11-9
CHAPTER
11
RAMP SAFETY
11.4.3
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11-10
Station i/c / shift i/c will be responsible for reporting ground incident at
their station to Flight Safety Department. Chief of Flight Safety or his
designated representative shall be the convener and conduct the
investigation.
CHAPTER
12
12.2
Reference Documents
12.3
12.4
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12-1
12.5
CHAPTER
12
Emergency Drills
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Revision No. 3
12-2
CHAPTER
13
13 RISK MANAGEMENT
13.1
Introduction
Issue 2
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13-1
13.2
CHAPTER
13
Definitions
13.3
13-2
CHAPTER
13
business sense. While insurance may cover specified risks, there are
many uninsured costs. In addition, there are less tangible (but no less
important) costs such as the loss of confidence of the travelling public.
An understanding of the total costs of an accident is fundamental to
understanding the economics of safety.
Cost of Accident
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13.3.1
13.3.2
CHAPTER
13
Costs of incidents
13.4
Risk Management
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13-4
Safety
ANNEXURE
LIST OF ANNEXURES
14 LIST OF ANNEXURES
S / No
Reference
Annexure B
Annexure C
Annexure D
Annexure E
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14-1
Notification Of Incidents
Annexure A
Subject
ANNEXURE
Issue 2
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14-2
APPENDIX
LIST OF APPENDICES
15 LIST OF APPENDICES
Issue 2
Revision No. 4
Subject
Flight Safety Training Syllabus
Accident Notification Format
Important Contact Numbers Of DGCA
Flight Safety Incident Report
Wildlife (Bird/Animal) Strike Form
Air Prox Report
Air Traffic Incident Report Form
Pilot / Observer RA Report
Death On Board Report Form
Birth On Board Report Form
Anonymous / Voluntary Incident Reporting
Hazard Report Form
Ground Incident Report Form
Dangerous Goods Accident / Incident Report Form
EGPWS Occurrence Report Form
Load & Trim Sheet Check List
IndiGo Ramp Check List
Enroute Surveillance Check List
Aircraft Cabin Inspection Checklist
IndiGo List of Exceedence
Flight Crew Counseling Form
Cockpit Voice Recorder Monitoring Checklist
Internal Safety Audit Check List
Corrective Action Request Form (CARF)
CFIT Risk Assessment Checklist
Dangerous Goods Inspection Checklist
Unruly Passenger Report Form
Prelaunch Inspection Checklist
15-1
S / No
Appendix 1
Appendix 2
Appendix 3
Appendix 4
Appendix 5
Appendix 6
Appendix 7
Appendix 8
Appendix 9
Appendix 10
Appendix 11
Appendix 12
Appendix 13
Appendix 14
Appendix 15
Appendix 16
Appendix 17
Appendix 18
Appendix 19
Appendix 20
Appendix 21
Appendix 22
Appendix 23
Appendix 24
Appendix 25
Appendix 26
Appendix 27
Appendix 28
APPENDIX
LIST OF APPENDICES
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15-2