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Operations Manual has h e n prepaied in conformity wih the Rule 1408 of the Indian
Aircraft Rules 1937, CAR Section 2 Series '0'Part 'X', Rev.2 dated 17th March, 2004
and ICAO Annex 8, to provide adequate guidance, specific instructions and van'ous
opratlonal polides for personnel connected wilh fligM operations to discharge their
duties promptly,effectively snd efficiently.
Suggestions lor improving the contents and creating a.better outline for (light operalions
are requested. All personnel are also requested to keep in n~indal all times, lhe
'ODJECTIVES'of Air-India Charters while discharging their duties.
.. .
Air India Charters Md. has ob(ained a vdd Alr Operators Permit (AOP),iissued by the
DGCA WI c ~ d aAlrl Tkmprt Opefatiorss are conducted in accordance with -the
conditions and limitations as s w e d in the AOP. The AOP has k e n issued
corrsequdnt to AlCL demonsbating an adequate organwon, methad of control and
Flight operations supenri* Tralning Programme as d l as Ground handling and
Maintenance arrangements&mt with Lhe OOCA rqtirments.
..
The AOP validiy of the AOP &dl d m on AICL maintaining the requirements of
OGCA
a) 'Name'daddressoftheqnwator
b) Date and issue of tlw AOP. . :
C) . Validity ol the AOP
d) Naturedoperations
e) Aircrafl type along with the manufadurers serial number and seating capacity
f) Authokd m a s of qmtionslmdes
Air-Mia Charlers Limited airtxall and aewwrry the nation'sflag to variws countries
oi the world. To thousands of people in these countries, Air-India Charters Limited
and its staff are synonymous with India and lheir judgment of the countrj will largely
depend on their oplnion of the Company, staff and operational efficiency. II is,
therefore, natwal hat the standard of d u d expected of kew whilst on duty. is of
tho high order and Commanders of the Cwnpanfs aiteiafi wlll always endeavour lo
glve the right lead and guidance to other members of the crew.
The prime objective of Air-India Charters Limited Is 'to provide safe, efficient.
adequate, economical and properly ~ q r d h a t e daittransport services'. In carrying
outlhis objectiw, the C.ompanyis to act so far as may be on business principles.
The continued progre!;s and proswrity of Air-India Charlers Umited depends on its
satSdadbry ptdormanoe of its prime duly, iir the safe and eficient lransportation of
passengers, ,mail and cargo. To retain tb value of lhis service and to attract the
W i n g public, % Is impwative that four fadors are constantly kept In view by all
lhose concernedwith the Contpnfs flight operations. These factors an:
i) Safety
i Passenger comfort
AIR INDIA CHARTERS LIMITED
OPERATIONS MANUAL
TABLE OF CONTENTS .
I SECTION CONTENTS PAGE
- ..
! 17-1.2 CRITERIA FOR DETERMININGTHE USABILIM OF
AERODROMES
METHODS FOR THE DETERMINATION OF AERODROME
OPERATING MINIMA
EN-ROUTE OPERATING MINIMA FOR Vf R FLIGHT
PRESENTATION AND APPLICATION OF AERODROME AND EN-
ROUTE OPERATING MINIMA
INTERPRETATION OF METEQROLOGICAL !NFORncfATION'
O ~THE QUANTITIES OF FUEL AND 011.
D E T E R M ~ N A T IOF
CARRIED
MASS AN0 BALANCE CONTROL
ATS'FLIGHT PMNNING FORMS
OPERATIONAL FLlGHT PLAN
A~PPLANETECHNICAL LOG
DOCUMENTS,
DOCUMENTSTO BE CARRIED ON BOARD
TO BE CARRIED BY AIR CREW
EQUIPM~NT
TAXIING RESTRl,CTlONS
FLIGHT PROCEDURES
VFR I IFR P0LIC.Y
VFR FLIGHTS
IFR FLIGHTS.
INSTRUMENT FLlGHT PROCEDURES
A L T E R ~ T EAERODROMES
NAVlGATtONAi PROCEDURES
-
LONG RANGE NAVIGATION MNPS (MINIMUM NAVlGATtQN
PERFORMANCE SPECIFICATION)
HAVtGATION PROCEDURES
RNAV
IN-FLIGHT RE-PLANNING
PROCEDURES IN THE EVENT OF SYSTEM DEGRADATION
RVSM
G CHECKING PROCEDURE
ALTIMETE~S E - ~ I N AND
MAINTEWANCE OF ALTITUDE AWARENESSAND USE O F .
AUTOMATED OR FLIGHT CREW CALLOU~TS
FUEL.MONITCRlNG -
ADVERSE WEATHER OPERATlONS FROM RUNWAYS
CONTAMINATED WITH SNOW, SLUSH OR WATER
THUNDERSTORMS
FLIGHT IN ICING CONDITIONS
TURBULENCE (CAT) '
WIND SHEAR
JET STREAM
VO LCANl C ASH
HEAVY PRECIPITATION
SAND STORMS
MOUNTAIN WAVES
- .WAKE TURBULENCE .
CREW MEMBER DUNSTATIONS
15.09.2006 PAGE 7
AIR INDIA CHARTERS LIMITED
OPERATIONS MANUAL
TABLE OF CONTENTS
I SECTION CONTENTS PAGE I
USE OF SEAT BELT IHARNESS
FLIGHT CREW
CABIN CREW
PASSENGERS
FASTEN SEAT BELT SIGN
ADMISSION TO FLIGHT DECK : COCKPIT DOOR
COCKPIT DISCIPLINE
COCKPIT JUMP SEATS
FLIGHT INSPECTORS I OTHERS
INCAPACITATION OF CREW MEMBERS
CABIN SAFETY REQUIREMENTS
PASSENGER BRIEFINGS, INSTRUCTIONS AND
COMMUNICATION
OZONE / SOLAR RADIATION
ALL WEATHER OPERATIONS
ETOPS
USE OF MINIMUM EQUIPMENT LlST (MEL) AND
CONFIGURATION DEVIATION LlST (CDL) .
NON-REVENUE FLIGHTS
TRAINING FLIGHTS
TEST FLIGHTS
FERRY FLIGHTS INCLUDING DELIVERY AND POSITIONING
DEMONSTRATION FLIGHTS
IN FLIGHT OBSERVATIONS
AIRCRAFT OPERATIONS DURING MONSOONS
PROCEDURE FOR REIAYING WEATHER INFORMATION
USE OF NORMAL CHECKLISTS
USE OF NORMAL CHECKLISTS
DEPARTURE CONTINGENCY PROCEDURES
SINGLE ENGINE PROCEDURES - TAKEOFF
STANDARD NOISE ABATEMENT PROCEDURES
ALTITUDE AWARENESS I AUTO-CALLOUT
ALTITUDE ALERTING SYSTEM PROCEDURES
-USEOF AUTO PILOT AND ATS IN IMC FLIGHT
USE OF AUTO PILOT AND ATS IN IMC FLIGHT 21-1
ACCEPTANCE OF ATC CLEARANCE
INSTRUCTIONS ON CtARIFlCATION AND ACCEPTANCE OF 22-A
ATC CLEARANCES
TAKE OFF AND APPROACH BRIEFING
TAKE OFF BRIEFING
APPROACH BRIEFING
ROUTE I DESTINATION FAMILIARIZATION
DETAILS OF ROUTWDESTINATION FAMILIARIZATION 24-1
\
.+I
PAGE 8
OPERATIONS MANUAL
TABLE OF CONTENTS -
-
1 SECTION CONTENTS
.
-PAGE I
CHAPTER-25 STABLlZED APPROACH
25-1 STABLIZED APPROACH 25-1
25-2 APPROACH'BECOMING DESTABLISED . . 25-1
25-3 MANDATORY MISSED APPROACH 25-1
2- MISSED APPRQPCH REPORT 25-1
CHAPTER-26 ,HIGH RATE OF DESCENT
26-1 DETAILS OF HIGH KATE OF DESCENT 26-1
. -
CHAPTER-27 CONDITIONS FOR lMC PROCEDURE
27-1 INSTRUCTIONS ON INSTRUMENT APPROACHES 27-1
CHAPTER-28 PRECISION AND NON-PRECISION APPROACHPROCEDURES
28-1. ' CONDUCT OF P~ECISION AND NON-PRECISION APPROACHE$ 28-1
CHAPTER.29 TASK SHARING DURING IMC APPROACHILAND~NG
29-1
CHAPTER-30 CFIT-AVOIDANCE AND'GPWS PROCEDURES
30-1.1 INSTALLATION OF GROUND PROXIMITY WARNING SYSTEM
30-1.2 CONTROLLED FUGHT INTO TERRAIN (CFIT).
30-1.3 STRAIGHT IN ILS APPROACHES IN IMC, -
30-2.1 CFIT RISK REDUCTION :
- 30-2.2 RADAR ENVIRONMENT ' :
30-2.3 MINIMUM ALTITUDE
30-2.4 , INSTRUMENT APPROACH TO LAND PROCEDURE
30-2.5 APPROACHES
30-3,1 FACTORS CAUSING CFIT ACCIDENTS
30-3.2 CFIT AND USE OFGPWS '
..
15.09.2006 PAGE 9
AIR lNDlA CHARTERS UMlTED
' OPERATIONS MANUAL
I ABBREVIATtONS
-.. I
,.
.
.
L LTOM LOWER TAKE-OFF MINIMA
M MEL MINIMUM EQUIPMENT LIS-T' --' -'--
Q
R UK . W OTEEPHONY
.. m v . AREANAV~GATIO~~ . .
.:'.j
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.... ICI€AFTER-O ADMINISTRATLON~DCOKTROLOPOPBRATlONSMANUAL PAGE 0-11
.i: .I 0-1 LNTRODUCTION
The Operations Manual has been prepared as per pule 1408 of the Indian Aircratt
. 'Rule, 1937, CAR Section 2, Series '0, 2 dated 17' March, 2004
Pad x,''~evision and
ICAO Annex 6 in the format recornhendd in I ~ A O EOCS 9376-AN1914. A copy of.
this manual will be c=am'edon board the aircraft. .
REOUIREMENT FOR AN OPEMTIONS MANUAL
As requird under the provisions of Annex 6, Part I and Part Ill and the CAR, this
Manual has been'provided for the use and guidance of Operations perSonnet.
VQ1,UMFS OF A N OPERATIONS MANUAL
[COMFOS~[OH O F OPERATIONS MANUAL]
. * :
<
AUTHORITY
This Manual is issued under Lhe authority of Director - Operations. All concerned with
operation of aircraft are required to strictly mmply with these irlstnrclions..Its contents
shdl no1 be deemed to supercede any instruclions cantained in
I. O.G.CA (INMA)'
€a& FligMCmw Member
,
.$I
,...
,:.>.:..I:.
...-.
.--..
A....
- ..
2.
3. 4 On board each
4m ,. MnIbht &patdm
5. Any olher person, department. &ency, e l . (ha1 the Operations DepartmRIl
mnslders su'eh b n o e is necessary.
, .
:..[.;..:.; ,
Each p e r m lo whom a manual or appropriate part thereof is furnished has an
... .. assigned.@l nqber and shall keep # up to date with lhe changes and additions
:.. :'
..:....::
:-.-
...
:
W h e d , h. wh0.n remived and the receipt provided will be
jeyisipns WQ IHhs%rted
, .. .
mi.:.>. returned kcehiQhg such inktian.
....
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..-<.:,
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04 CONTROL- OF, OPERATIONS MANUAL
-- . .
Operations. Department ml keep l i ~ erecord oi distribution of all conlrolled copies
i the Operetim~Manual Pa? I.
of
" The amendments to Operations Manual shall be issued under supervision of manager
(FH.Ops.)l(Admin.) as au(hwised blj Chief of Operatiqns. . .
'
. . 11 a minor mrredon or some typographical err& is to be correcled, a cirwlar-
combining all such cotredions will be issued and holdem o i Manuals will be required to
effed these corrections in their copi&.s. However any change in important opera5o~at
policy will a k y s b issued as an amendment. .
Though all eKMs wifl be made to issueldistribute amendments to all concerned, all
.cqncemed are advised lo deck and obtain amendments from Tech. Doc. SecIion of
Operations Department, Sanla Cruz and keep their copy fully amended for reference.
The chairman of Air India is also the cpairrnan of AICL. Authority to control all the
operational activities in Air-India Charters Ltd. rests with the Chief Operating Omcer.
He is assisted by Chief of Operations, Coordinator Operations, Chief of Trairijng,
Chief of Engineering and- Chief of Commercial. The functions of Finance, HR,
lntemal Audit, Ground Handling, Materials Management and Security will be
handled by senior managers from Air India in addition to their normal duties.
In the absence of any of the above executives, their duties will be coordinated by the
other available executives as directed by the Chief Opeqting Officer.
a> Flight Operations Manager - He will be.responsible for all flight operations
Including conformation and enf~rcement. . of requirements of DGCA, fb'i safe and
efficient operation.
I I
TOwork in dose cojlaboration with other Divisions and the Commercial (Traffic)
, and Englneering In matters of mutual Interest.
To ensure smooth functioning of Flight Despatch and Movement Control at
airports.
To plan duties of Officerson round-th&clock bask during low visibility seasons
to take prompt decisions & llaise with the Control CelV CommercIaV Engineering
Departments for optimum operations during diversions etc.
...
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... > OPBRATIONS MANUAL
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:.;.:.;
..+l-.;- I PAGE 1 4 RESPONSIBILITIES OF OPERATIONS PERSONNEL CHAPTER 1 - I _
.- . -. I
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k) To advise Ops Mgr (Flt Ops.)l Ops Mgr(Admin) with regard to the requirements of
fllght despatchers/ flight' despatch facilities1 offices within our network of operations.
X) Any other matter assigned bylhe Chief of Operations.
1-21.5 MANAGER CREW SCHEDULING kockplt and Cabin Crew):- The Manager Crew
.. - Scheduling Is responsible for the following functions:-
ijfcj
<; 4
:.-.-
-
2-.
:.:
.
. ::.:
-
i) To maintain high standards in work and discipline amongst all officers1 staff of crew
scheduling. He will be responsible for all crew scheduling work and compliance of
Flight Duty Tlme LimRations.(FDTL) and maintenance of these records.
ii) To release the personnel advised by Dps WIgr (Trg) for local checks, Simulator,
. ..
-,-, ., .-.
route cheeks, refresher courses, etc. as the case may be.
*.:.
-. .. hi) To release the personnel for periodic medical checks as advised by Ops Mgr (Trg).
... -...
...
iv) To ensure adequate distribution of flying amongst flight crew.
. ,
1-2.2.1 The Chief of training is responsible for the overall training requirements of all
1 departments. He is to coordinate, plan and ensure implementation of the plan for all
training sctivitles In wnsubtion with other departments. He will be assisted by staff
detailed from various departments in imptementing the training plan.
I
I
1 1-2.2.2 His rpaponsibiliUes are llsted below-
For each flight, the Operator shall designate one pilot to act as PIC.
a) The Pilot-in-Command shall be responsible for the operation and safety of the aeroplane
and for the safety of'all persons on board, during period of command.
b) The Pilot-in-Command shall' ensure that the approved checklists are complied with.
c) The Pilot-in-Command shall be responsible for notifying the nearest appropriate
authority by the quickest available means of any accident involving the aeroplane,
resulting in serious injury or death of any person or substantial damage to the aeroplane
or property.
d) . The Pilot-in-Command shall be responsible for reporting a!l known or suspected defects
in the aeroplane, to the operator, at the termination of the flight.
e) The Pilot-in-Command shall be responsW o r wrtifyinglhe.journeylog book or .
equivalent document,
f) The Pilot i n command shall have final authority for maintenance of flight discipline.
g) The pilot -in-command shall have final authority as ta the dispasitlon of the aircraft while ..
.,"
he is in command
I
The PIC assumes command from the time of entering the aircraft with the intention of
carrying out a flight or on first signing the aircraft documents, whichever is earlier, The
duration of command continues until' relieved by another Captain or termination of the flight
and completion of a!! post flight documents, and the PIC leaves the aircrafl on completion of
command for which detailed.
AIR DWZA CIURERS LIh4EED
OPEMTIONS MANUAL
I PAGE 14 RESPONSIBILITIES OF OPERATIONS PERSONNEL CHAPTER 1 - 1
1-3.3 OPERAION AND CONTROL OF AIRCRAFT (PIC)
The Pilot-In-Command of the alrcrafi, whether operating the controls or not, Is responsible lor
the operation of the elrcraft In accordance with the rules of the alr, and procedures laid down
In the Arcraft Manual ( India), Aircraft Fllght Manual, Company Operation Manual. Helshe is
responslble for the oparatlon and safety of the aircraft during the period of command. The-
Training captaln when operating as a Check Pilot must immediately take over if a maneuver
performed by the pilot Is likely to be below standard. There Is to be no ambiguity at any stage
of flight as to who Is In control of the aircraft. The PIC1Training Captaln should make it clear
when taklng over control of the aircraft by saying-' I have Controls' and the Co-pilot Ipilot
under check should acknowledge clearly by ' saylng ' You have Controls'. The same
principl& apply to Captains, giving Assisted Takeoff and Landings, under the provision of
AIC 07101. . .
During flight in the event of any untoward lndident happening to the Captain (Pilot-in-
Command) the following Is the order of succession In command of the alrcrafl.
. . a) 'ACM Examiner I lnstnrctor I Check Pilot rated on aircraft, if available.
b) 'ACM llne Captain rated on aircratt, If available.
c) F~rstofficer.
b) Be the representative of the Company when deahg'with other crew members and pax
. ,,
during fllght duty tlme In the capachy as PIC of the aeroplane.
d) Be responslble for fllght preparation and execution in compliance with State and Company
regulations.
e) Report facts whlch may influence the quality of the general flight operation to the Chlef
Pllot- Ops.
9 Have no doubts about his 1 her condition and proficiency when repolting for dQ. The
PIC whether handllng the controls or n d ls~responslblefor the operation of the aircraft In
accordance wlth rules of the air except that he I she may devlate from these rules in
circumstances that render such departure absolutely~necessaryin the interest of safety.
OPERATIONS MANUAL
1 CHAPTER - f RESPONSIBILITIES OF OPERATIONS PERSONNEL PAGE 1-7
g) It is incumbent on the PIC to comply with laws, regulations and procedures of the
state in whlch the aircraft is flown. This includes complying with all health, custom and
I
I .Immigration laws in force. Helshe shall ensure that no crew violates any of these
I lews. If an emetgency situaflon arises which endangers the safety of the aircraft or
..i
I personnel and necessitates taking of adion which involves violation of local regulation
....#
....
.....
..:9 or procedures, the PIC shall not@ tfie appropriate local authority wtthoul the delay. A
-...:I
report shall be submitted of ahy such emergency action to the DGCA through the
I Chief of Operations, Manager (Flt ops), Chief of Training, Chief of Air Safety as soon
i as possible.
. h) The PIC is responslble for ensuring that all passengeB are fully briefed on safety
.. procedures before taks-off and.that all safety exits.are kept clear during flight.
......
,
.. .. '
I ' .I
. , i) The primary responslblllty of the PIC Is that hdshe must not commence a flight when
-.. In hislher judgement the aircraff.ls not in a satigactory condition to assure flight
.. ..
.,.,...
....,>>:. ,..
.L,
safety. It Is PIC'S obligation tb report any areas of operation, which could be
...
detrimental to safety. Thls includes but b not Jimlted to kerns such as 'mechanical
prablems, weather, uew 'proficleney, alrport lacilitIes or ATC problems, which would
permlt the airline to Initlate fo!hw up adlon. The PIC Is responslble for filing debriefing
i reports and'ensuring repartlng of amldentlincident as per tald down. procedures and
norms.
I
1 j) In the absence of Company ground personnel the PIC during period of command Is also
I rasponslble for the safety of the elreraft passengers, crew and their comfort white on
: the ground. The PIC shall make all efforts to moblllze available resources until
. . Company personnel are available to take over the responsibi!itles for aircraff and
passengers.
)r) At layover stations crew member shall not stay away overnight from the designated
hotel without Informing the Captain. If the captaln considers that-the regularrty of the
flight, will be edversdy affected helshe shall not permit such a stay.
I) Ensure thattheAirmfiTechnicalLbglVoyageReportisdulycampletedMhall
known defectdnll entered.
m) Ensure before leavlng .the cockpit that all manuals and documents are placed in the
navigation bag as a courtesy to-the next crew. The cockpit Is left clean and iot strewn
wlth papers etc. ..
n) Ensure that De-Briefing Report and Spsclal Report, If any, along with the Pilot's
Is
Sactor Report eubinmed to Flight Despatch.
. ,
14,8
,
-.-
c) Cwrdlnate the night preparetlon and ascertainthat all aspects have been covered.
d) Convince himself Iherself of the alrworthlness of the aircraft and have no doubts as
I to the fdness and proficlencjr of his crew members.
I
!
13.7 FUGHT EXECUTION
-.. ,. ,,
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:. The Plot-in-Command shall :
The PlCrrraining Captain shall ensure that when passengers afe carried on board, no
simulation of any emergency situation affecting aircraff safety is made.
i r
1-33 PILOT'S EMERGENCY AUTHORlTY
Nothing contained in this manual shall relieve a pilot of personal responsibility to take any
! action In an emergency, or under unusual circumstances to ensure the safety of the
1 aircraft, Its occupants, mall and frelght
*:.,.
:;-: .,. 1-3.10 s s-
Arline Policy emphasizes the scanning of flightlengine Instruments In all phases of flight. It is
stressed that cross checking of instruments and alerting other crew members of any
deviation is of paramount importance and Is the responsibility of each flight crew member.
Note:- In visua! conditions the pflotshall look out perlodlcally for any
possible collIslon with birds, aircraft, terrain or any other objects.
1-4 DUTIES & RESPONSIBILITIES OF THE FIRST OFFICER:
B) 1s subordinate to the PIC during the fllght duty and flight execution.
b) IS expected to report facts, which may influence the quality of the general .flight
execution to the PIC. ,
C) Should have no doubts about his 1 her condition and proficiency before starting and
during flight execution.
d) Is equally responsible for the safety of flight operations as the P.I.C.
e) Acquaint himself / herself with all relevant particulars & latest instructions concerning
aircraft type and fllght to be flown.
AIX RVDLA CHARTERS L L M I m
OPERATIONS MANUAL
I CHAPTER - 1 . RESPONSIBILITIESOF~OPERATIONSPERSONNEL PAGE 1-9
f) Advise the PIC if, in his I her opinion, any aspect of the flight preparation has been
overlooked.
g) Perfom all dudes as described in the company manuals under them supervision of the
PIC.
h) ~ i s u r all
e Items necessary for the dispatch of the aircraft have been cover&.
i) Ensure that the aircraft will meet all performance considerations and requirements for
the flight.
I) Asslst in promoting an atmosphere in which a good understanding and cooperation
between crew members is facilitated. -
k) Be alert on developments which may endanger the safety of the Right; and, if he I she
believes these developments exist shalt :
*Advise the PIC
.Ask the PIC to take appropriate action.
*If, In his I her opinlon, serious.doubts exist as to the physlcal or mental fitness of the-
PIC (Incapacltatlon) andior.lmrnediate actlon is required to prevent-a highly critical
sttuation, he I she shall -take-such.adion as deemed necessary (if: possible in
consuttatlon.andagreement.wfth-gther.aew.mernbe~).
Note:-It is evldent that with the action described above a hlghly undesirable situation would. be
created. All further Inltlatlves should be directed towards safe'completionof the flight.
t
I 1 5 CREW MEMBERS OTHER THAN THE COMMANDER- RESPONSIBIUM
I
It is the responsibility of all flight and In-flight crew to bring to the attention of the Pilot-in
Command (PIC) any departure from prescribed procedures and safe practice. This is
essential so that the PIC is aware and understands the particular situation to enable himher
to take appropriate adi0.n. This is especially relevant to all ,First Officers,who, due relative
inexperience I age gap may 'be hesitant to draw the attention of PIC. Any potentially unsafe
flight condition shall be brought Immediately to the-attention .of the pilot flylag (PF)by the
pilot-manbring (PM), a9 a metter of Company Policy:
....
..
.,-,
I . DUTiES 8 RESPONSlBlLlTlES OF FLIGHT
. . DESPATCHER
* Flighi Despatcher shall fundon under Manabel (Flt .Desp. & Crew Schdlg.) ,and.carry out
. such duties that may be assigned to them. The Flight Despataer approved by DG,CA to act
shall -
+&id the Fllghf Crew in Flight pr,eparption.
'*Check, prepare and I or aincnd the operational flight plan for the approval of the
commander. .',, #I;,I , .
4Prepam and flle the ATC flight-plahl I
OPERATIONS MANUAL
I PAGE 1-10 - J
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<$:.,
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g, ., RESPONSIBIUTIES OF OPERATIONS PERSONNEL CHAPTER 1 /?-A
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*.Avoid taking any action that would conflict with the procedures established by ATC, met or
. , communication sewice.
16.1.I PRE-FLIGHT DUTIES
Ascertain the maintenance status of the aircraft for briefing the Pilot-in- Command.
Ualse with the Ground Operations regardlng carriage of any commercial load requiring
Special Load NotMeation.
Thoroughly analyze the meteorological reports and forecasts for departure, destination.
'
.....
,.., ... alternate airports and enroute.
: :.:s:
,:,:,;.:
....,
::.. : Obtain recent weather reports and foremsts for themute and area adjacent to it.
.......
. ..-
. . Coilect.relevantinformation.and.NOTAMSfor brieflngdhe Pilot-In-Command.
j...
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The PIC shall be fumished~withall thelatest available information on the route to be ftown.
Obtain the ATC clearance -andhand it over to the flight crew.
:<..>:
, .-
Make necessary amendments to,the.ATClNavigation- flight plari as desired by the PIC.
I.. . I
'
Check the Operations1 flight plan and ensure that, along with all other relevant documents
Is kept In-theRight envelope.
Advise thePC and Maintenanos of the-fuelrequired I RTOW for the flight.
Obtain lgnatures of the Commander In the Pre- flight Bulletins provided for having
obtained briefing about all essential aspects of the flight.
laXf.31t -
is important for the Flight Daspatcher and the Pilot in- Command to keepmln mind that a
fllght shall not commence unless thb Pl~ot~lm~ommand Is, by evdry reasonable -means at
hkher disposal, satisfied that the commun[cation and navigation facilities essential to the
route ate in satisfactory cbndition and that the ground / air facilities available and diredly
required for the safe operation ofthe flight are adequate for the type of operation to be
conductd.
1-7 FLIGHT SAFEW SET'UP .
Air India Charters Limited will develop an Flt. Safety hrnctions underthe Chief of 'FHSafety,
who shall be a Pllot. Alr -lndla Charters; Ltd. will presently use h e Alr Safety infrastructure of
Alr India's Air Safeiy Department. Right Safety is responsible to deal with all Flight
Safety matters related to - Aikrdfi Operations lndluslve of invdigaiion of
accidentslincldents of Air India Charter's Ltd. aircraft, preventimi, safety measures, its
lmplemenlatltin and monltorlng Safety audit, etc. Chief- Flight Safety is assisted. by
-
Manager(Fl1ght Safety) and Manager Flt Safety (Engg.).
AIR lN#IA CHARTERS LIMITED
OPERAT-1QN.S.MANU-AL
I CHAPTER - 1 RESPONSIBILITIES OF OP.€RATIONS.PERSONNEL PAGE 1-11
Crisis Management Cell has been formed to handle emergencies of serious nature. It
comprises of the high ranklng officers of concerned departments for effectlye controll co-
ordlnaBon.
Crisis Management Cell will function from Emergency Ogeratipns Roo,m located in the.
Department of Ftt Safety. The Emergency Op.eptions Room provides centralised
communication, secretarial and computer fadlities.
Emergency Committee
Emergency Cornrniitee is primarily concerned with directions on rescue, medical aid and
matters requiring wordination within the Company or with outside agencies Le, Government
H~spitals,Fire Brigade, P.olice,Press etc.
To liaise and coordinate wi:h Command Post set-up by the Airport Authority I Regional
Director, Civil Aviation Department, Mumbai Airport with regard to follawlng :
l
a) To find out the location where injured passengersldead bodies are be,ing removed and
nominate person(s) af that location to assist in regard.to identification registration and
disposal.
AIR m ~ C H A R T E X s ~ D
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1 PAGE 1-12 RESPONSIBILIT,IESOF OPERATIONS PERSONNEL CHAPTER I - ....
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b) To ascertain the area &herevpassengersnot injured, or apparently not injured, are being
sent and nomlnate person(s) to receive, register and issue identification tags and to co-
ordinate the needs of surcrivors w b regard to hotel accommodation, reservations on
another flights, transportation, clothing, etc.
:.
AddMona1 Infgrmatlon Is gtven In h e FHght Safety Manual, which is available at all flight
despatch offlcas.
7-9 DRYLEASE
Ops.Manager(Flt.Ops.) Is responsible for overseeing the Dry Lease Operation in all aspects
of Flight Operations.
1-12 jWNIMUM TOTAL EXPERIENCE OF PIC AND CO*PILOT IN THE COCKPIT FOR
SCHEDULING PILOTS FOR LINE OPERATION
A review was carded out wRh regard to the minimum level of flight experience of Pilots in the
cockpit for issuing guidelines to the Crew Schedullng keeplng flight safety in rnlnd. Taking
into consideration, the past experience of our flight operations on all our network, the
following niiriirnum total hours of ~xpedenceof Comrhand ahd'CbPllOt Is tobe ensured :-
a) A 'minlmum total experience of not less than 400 -hours on type b b e e n the
Commander and the CSPilot put together in case the Co-Pilot scheduled,forthe flight.
Is a SCPUCPL holder.
b) A minimum total experience of not, .less than 200,hours nn type between the
Commander and the Co-Pilot put together in case the CePilot scheduled-for the flight
is an ALTP hotder.
c) However, both Commander and Co-Pilot are already type rated as PICICo-Pilot on
another alreraft In the Gompany, then the mlnirnum total experience of the Commander
and Co-Pilot on the type put together should not be less than 100 hrs.
The above is only the total minimum experience level required between Commander and Co-
Pilot on type and the existing policy of route qualification for Commanders and CpPiIots on
all types of aircraft remains unchanged.
AIR DVDLA!CWTERSLZMITED
. OPEItATIONS MANUAL
I CHAPTER 1 - RESPONSlBttlTlES OF OPERAflONS PERSONNEL PAGE 1-13 I
$ 1P4 2f +M -1%
H(S
T, rPI. I.
COCKPIT FOR SCHEDULING
A-revlew carried ou! &lh regard to ihe minimum level ol flight experience of Pilots in ihe
Scheduling keeping flighl safely in mind. Taking
codrpit for lssrdng guidelines to ,the ~ r g w
into consideratioh, Ihe past experiene of our flight operations on all our network, -the
following minimum total hours of e~perienccor Command and Co-Pilot is to be'ensurcd :-
a) A minimum total eKpenena of not less than 400 hours on type between the
Commander and-the Co-Pilot put together in case the Cd-Pilot scheduled for the flight
is a SCPUCPL bolder.
b) A minimum total experience of, not less than 200 hours on lype between Ihe
Commander and lhe Co-Pilot ppt toge!her tn casc !he CO-pilot scheduled fdr (he flight
is an ntTP holder. ,
The above is only the total minimum experience level required between Commander and Co-
Pilot on type and (he existing pdicy o! route qualification for Commanders and Co-Pilots on
all tfics of a i r d l remains unch;lng&.
I
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I C M E R -2
2.1
I
.
FDTL FOR FLICIIT CREW AND CABIN ATTEv,DANT
REQUIREMENTS
2-1;I ~LEQ~REMENT FOR RULES,
{DGCA REGULATIONS FOR FLIGHT CREW)
The flight duly lime and flight time lirnitalions as stipulated by OGCA vide their P.IC..
No. 2811992 are as follosvs :-
QUOTE '
The total time from Ihe momen! the aircraft first taxies out.uhdcr its 'own power for Ihc
purpose5 of take-oif to the momeht 1 comes to rest at the end or a flight. .
Flighl crew means (he pilols who fly tljc airuall and shali also include a Flight Engineer
and Flight Navigator.
..
2 PpPLICABILITY :
These flight timetflight duty time limitations shall be applicable lo all flight crew
personnel.
3 ~ [ : ~t 1 4TIM
' ~B LIMITATION :
~ c & n l l l o u r i n ~ . ~ c < ) u n :t . .r.- - i . &
-
. .-., . . I '
3-1 The mhxinlum number of hours any domestic air carrier can.schedule its flight crew
members lo do flight lime shall be as follows :
...
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countries may schdde a' flight mew memkr for more than 8 'hours of flight time
during qy 24-cq1secutive hou,rs wilhoul a rest period of 16 hours or more a i d under
theiollwuiigdhdilionr:
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A . Where~Wflight,timeIslessthan8hoursa~ratarestpeFiodofhnri~theflight
In no case shall be less than 8 hours;
shall be provided, but the rest @rid
time
(
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:! .
- . B. - Each-flightqew'shal! be relieved from all duty for at least 24 wnsgwtive hours during
. .
any 7 consmtIve days;
C NO domestic air &r may assign any crew merilkr to any duty with the air .carrier
'. during any ~ u i r e resl
d period;
3.3 No flight crew shall be a s k ~ dto do more tian 6 landings per day. This shall not indude
landing for iechnical, ferry arid for l l ~ epurpose o i retrievai of aircralt after diversion.
D Each flight crew shall be relieved from all duties for at least 24 conseculive h ~ u r sonce
during'any 7 consecutive days.
,.
i) Two Pilots aird one addiiional crew member - A mk~imurnof 10 houts of flight
time during 24 consecutive hours.
ii) - -
Three Pilots and ,one additional crew member A rnaximfim of 12 hours of
fliglll8ule during 24 conseculive Iioyrs.
iii) ~ o i l Pilots
r or 2 sets of crew - A maximum of 14 hours during 24 conseculive
Iiours.
l3 If a flight crew has flown 9 hours or more during any 24 consecutive hours, he shall be
giver1 at least 18 hours of rest before'beingassigned any further duly. Where the flight
time is less that1 9 h0urs.a pro-rata rest period of twice the flight time shal k provided .
but the rest period in rio case shall be tess than 8 tiours.
C Each flight crew shall be .relieved.from all duty lor al least 24 consecutive hours once
during any 7 consecutive days.
E Eacll carrier shall also provids adequalc slccping quarlers irl the aeroplane wherein cl
Ilight Crew is sct~eduledlr; fly !or more than 12 houfs during any 24 consecutive hol~rs
1: Any flight u e w who has done 12 hol~rsor morcllot flight timc slrall bc givcn allcxl
llours or rest before he is assigned for further duty.
4.3 Thc air wrrier sliall givc cacl~Iligl~lcrcw upor1 rclurn lo base from arly flight w'-.Series
of (lights, a rcst period Ihal is atleast hvice ltle total number of hours of his flighl !in: -
rvl~ilehe was away from l l ~ ebase. -
. ,
.
-15 hrs 112 hrs.
..
v) 2 sets offlight crew - 16 11rs 114 hrs
4-5 The flight duly Urn8 In atl cases could be eKtendcd by a maxinrun d 4 laours in wsc of
t e h i c a l , 'snags, adve- vether or aqy, other. unforeseen d y m s t a n e s to avoid
lnconvenien# to passengers. Howaver, whenever the flight duty lime gets extended,
the rest period shall be pro-rala Inmeased by Mice the amount of extended period of
flight duty Qm-e,. provided that no fight crew shall bs asked to extend flight duty time
mo? than 8 hours h a period of 36 days:
, .
4.6 No flght crew operating on an internarional flight shall be required lo do more Ihan 3
landrigs du@g the opadion oC h e flight. This does not indude Technical landing and
. landing for relrieval after drverslon and ferry.
1-
: 54 After every flight &w member dial1 be given s minimum rest period of 10 hours and
the lime sped in transplation, to and from Ihe place of.work shall no1 be counled in
the rest period.
5.6 Except as specified above,' lor executive Ilight operations, aerial work and other
operations, rnanlhly. quarteily and yearIy flight hnd duly time limilalions and olllcr
,. ,
conditions specified in para 3 shall apply.
li GENERAL CONOITCQN FOR kt,OPI~IATIONS
I The t h e s p n t in office duly prior to *pelting a flight will be considered for calculalion
of Flihl Duty Time..
2. The restfi&ofls.in regard Lo number d landings ae not applicable lo lligl~lcrew
engaged in Iraicling nights. I f the Iraining flighl is conduclcd alter pyblic; trar~sporl
operation(s) dufln,g auy 24 hours period, the .iiuhb~i-GfTandin~sshail kt be the
limiting factof for calculation of FDTL. bul tlre tolal Hight and duly tirnc shall not cxt:ct:cl
lhe spe~ifiedFDTL. Whenever public transpori operatiou is ~onducledalter a training
flight, nurnher of landings and flighl and duly lime of training Cligl~tshall be considcrcd
for calculating the FDTL.
AIR-INDIA CELARTERSLUMITGD-
i OPEIWTIONS MANUAL
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ICiLUTER-2
3
. PDTL FOR PllGHT CREW AND CABIN A T r E N D m P A G B -~5
Flight and duty time limitations can be extended with the spTefic approval of the OGCA
I
7
!
In extraordinary circumslances in accordance wi:h the wndiiions,'whieh Ihe Direclor
General may specify.
5. In all-the above cases Ihe period of lransportation shall neither be counted towards
duly time or rest period.
6. ., Each flight uew shall be relieved fronr al: duty for at least 24 conseculive hours during
any seven consecutive days.
7. Operalor shall maintain record of tlighl and duty lime of each member OIthe Iligl~l
creud.
UNQUOTE ..
I.pomestic
flights &
Ilqhts to
1) 2 Crew Pilot
---
Co-Pitol
7Days Days
-
Max.
No. af
larldir~gs
in a day
6 -:
- -3 Crew Pilo[
~ ~ i g h b 0 ~2)
rin9 &-Pilot
muntries 1 pilal
onal flights
-
2)3 Crew Pilo(
&Pilot
1 Pilot
1 addilional
Crew
Member
4 ) Multiple 4 Pilols or
2 sels of
Crew
2-1.2 nNS
-Q FOR ~ ~ l ic [1 2g~ , ~ 1 ~
The Hjght Duty Time Limitations 'as stipulated by OGCA vide their CAR Scclion 7.
I # Series J, Paft I, lssuc 1 dalcd 4" August, 1997 F.No. 8-5197-L(;) are as under :-
QUOTE
<., , .. --,
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AIR-ZNDLA CHARTERS LJMIT..D
OPERATIONS MANUAL'
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I ~ A G E -Z6 ..
FDTLFOR PLLGLFTCIEW AND CABIN ATTENDANT ' CHAPTER 2
.- <
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1. - INTRODUCTION-
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-'. j . In order !~,enbgp.safetyof opalions and in exercise of powers conferred under rule
>:CQ
:-..
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133A df'--h8'Aimaft Rules, 1937 the following Flight Duty. Time and Flicjht l'ime
Lirnitations(FDTL) for Cabin Mendants are issued for inlormation, guidarlce, and
. mrnpliance by aU concerned. '
2. A p p L I c m r LITY
. .....
- . ,
These flight time, flight duty time and rest periods shall be aoplicable to all-bbin
.: ,
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attendants. '
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..<-
3 - DEFJNI'TKONS
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3.1 FI,IGHT .DUTYTIME . ..
Flight duty time Is the total time commencing from Ihe time of reporting aHhe airport for
the purpose of operating a flight and ending wilh the termination of a flight or a sei ies
of flights (Chkks on-p!us I 5 minutes). ..
. , 4. .
PLIGHT TIME :' :::'- - ,
i 3.2
'
The total time from Ihe moment h e aitcrafl first taxies out under its own power lor the
i purposas of lakesff to the moment it comes Io rest at Ihe end of a flight.
. : . , . I
343
cabin atlendant is no1 assigned-anyduly.
!
3.4 W I N ATI'ENDANT
.I.
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..
. ...9 cabin ~tleridbnlmeans all the cabin atlendants assigned duties in the cabin of an
aircxaft,
:
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4-1.t The marim"* number of hours glly domestic alr rsirict-can schcduli: ils cabin
altendant members to do flight shali be as follows :
~1 Each cabin .attendad shall bc relieved from all duties for at least 24
consecutive hours during any seven consearlive days.
'4.2.1 No cabin attendant shall be required lo exceed I 1 hrs Flight' Duty lime -during any
coiisecutive 24 hours. If any carrier schedules a cabin atlendant 'to do Flight Duty time
more than 11 hrs during 24 consecutive hours, the red period at the end of Ihe flight
duty sha!l bz extended by twice tl~e'periodin excess of I 1 hrs.
~ T I 0 N A . CARRIERS
L !,\ I,
. .
5.1 No air carrier may schedule a cabin alle!~danllo pedorrnduty ih'an aeroplane lor nlore
Ihar: 11 hts of fight lime during any 24 c~nseculivehours wilhout a rest period. Before
a Cabin Attendan1 is detailed lor a flighl, hislher rect period since the lasl Ilighl shall nol
I
be less than 22 hrs at'bese ;
51.2 II an air carrier schedules a Cabin Altendanl lo do flight time of more than 11 hrs durik
any 21 consewlive hours, the rest period al the end'ofthis flight duty al base slrall bc
cxlcndcd pro-rala by twice ilrc amount of 1irr;e by which Ilir! CIigl~tlinrc was exleaded ;
AlR.LIVDlA CHARTERS LIMXTED
-. OPERATIONS MANUAL
I PAGE?-8
. .
PI)TL FOR FUGWCREW AND CABIN ATTENDANT
, i.'
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CHAPTER-2 I
5.1.3 No air carrier shall allow any Cabin Att8ndant to exceed following limifalions:-
- - ..,
1
.....
.
5.A here lhe nihhl lime of a Cabin Attendanl is less 'than.11 hrs; a pro-rala re51 period o l
-
twide the flight time shall be provided a1-base, but the rest period in no case shall be
, less b n 8_.h ~ ; .I.
.-
5.1$ .. ,:kL. r e q ~ kany Cabin Attendant to operat6 more UIJII [our SCCIOIS
No ak&$ii<!s@~ pc,
.day, each sector comprising of one take-off end.one landing of (he aeroplane on the
, on
aeroplaye .!W*2c
: ! hdshe I
s operating as cabin attendant.
-I . .
5.2.1 . No air carrier operating Intemationql seervim shalt schedule rr cabin atlendan! lo
exceed 1 5 . hght duty time duiing any flight or series of flights during any
. .mnsecutive:i!r; h ~ If . any carrier schedules a flight attendant to do flight duiy time
more than 15 hrs during any 24 consecutive'hours lhe rest period at base at Ihe end of
'
6.1 In all [he above cases the' period of lransporlati~nshall neither be cnunted 'towards
duty lime nor,rest lime.
6.2 Air carrier shall maintain complete records o l flight and d;ly lime a l cad, cabin c r w
member.
6.3 Fligll and Duty Time Lirnitalions can be exterlded with llle ~pecificapproval of IIIC
DGCA in exlraordinary circtmstahces in accordance wilh the condilions, which (Ilc
Oirecltr General may specify.
. . . . . ..- --
..
6.4 he h e spent in pedorming of& Cunctionsldu(iks prior to perfarming dulies in
connection wdli operation of llighl sllall be considered lor calculalio~\of Ilight duty rimc.
OPERATIONS MANUAL
I CHAFrER-2 FDTL'FOP
FLIGHT ~ W CABIN ATIWDAW
E AND . PAGE 2-9 I
Zrl..+ CONDITIONS UNDER FWIICII IXIGHTS & DUTY TIME MAY
BE ~E~CEWED I
Flight and duty time limitations csan k extended with the specific
apprpval of the .DGCA in extraordinary arcymtan- in'aooogance
with the conditions, which the Director General may W f y . In all the
above cases the period of transportation shall neither be counled
tcrfrards duty time or red period. The Operator shall maintain a record
of flight and duty linlc of each member of the nigl~tcrew.
However in aU lhese cases the limilatidns prescribed in AIC 28/92 will b~ stridly
, followed. Any executive flight aew',who has wine to work in ofliw will be given
appropriate rest before operating a night.
MANDATORY REQUIREMEMC
All flight crew are rcquired lo .slrictly abidc by Flight Du!y Tir~w and Flight ~ i n t c
Limitaliot\sas slipulalcd by OGCA it1 AtC-20!10'J2.
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OPERATIONS *-MANUAL.
NAVIGN?ONEQUIPMENTS PAGE 3 1-
DETAILS OF NAVIGATION EQUIPMENTS
3 3 1 INTRODUCTION
3-1.3.2 DEFINITION:
:;:s
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-..... PAGE 3-2 NAViGATlON EQUIPMEWS CHAPTER 3
:. ,..-.
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.... rr....,
' . RNP types for moute opemtibns are established according to navigation accuracy in ' :
.. .
' the horizontal .plane 1.0. lateral and longudinal to .a containment 'value. The ,I
containment Vaba is the &stance from intended position within whih the flight should
be found for atleast 95% of total flying time in RNP airspace.
I
..
lCAq has defined the following RNP values :
i
-
RNP 95% POSITION ACCURACY IN
DESIGNATED AIRSPACE
1 .. +I NM-- . *
4 + 4 NM.
12.6 + 32.6 NM
20 ' -. +20NM I
However states may implement RNP va!uas different from above on its airways.
I .'
The navigation system on bard the alrplane shoJd have the capacity to meet the RNP
requirement of the airspace Uuough which it is Iransmitting. In the event, the aircraft is
unable to comply the RNP requirement the flight crew should :
1. Notify ATC of kntingemks (equipment failure, weather, etc.). and slate inlentions
and obtain revised-clearances: '
. .
-
2. It unable lo notify and obtain prior ATC clearance for devkting from assigned
flight path, crew should follow established contingency procedures and obtain
ATC clearance as soon as possible.
It is expected that the average airborne system availability would be 99.99% of time for
I
B. RNAV. - 1 . .
!
I - OPERATIONS-MANUAL
...
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CHAPTER 3 NAVIGATION EQUIPMENTS -
PAGE 3 3 ]
3-1.3.3 BASIC RNAV - EUROPE :
ECAC wuntries has adopted two RNP values - RNP 5 and RNPI for its airspace and
designated these as basic RNAV and Precision RNAV. Basic RNAV has bee^
impleknted effective 23"' &il, 1998. This requires a track keeping accuracy of 2 5
NM for 95% of flighl time. Thii value includes signal source error, airborne receiver
error, display system error and fhght technical error. ..
A) Required unctions :- : .- :
. # .
I . ! ',
c) 'Dlrect,To' function
I
! d) lndicatlon of navfgatiqneccuracy (9.9. quallty factor)
I
! a : C o n h e ihe nigh1 carrying but DYE update as mentioned. Be
I eximvightaboutaccuracy. . :'
I
.... i b. JRShlm : Follwprocedul(3sasm~nlionedabove.
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3-2 MNPS REQUIRWENTS
41.1 . SCOPE
..
The opemiions ol a Win engine .airplane is govern=d by certain regulations ti,
safeguad against inflight failure.of a propulsion qr other pimary system. The
regulalions stipulate Ulat the airaaft should be operated in s,uch.a manner that it is
always within 60 mutes of diversion limeof normal on6kgine inoperative speed
from an ADEQUATE airport. An adequate airport .is q e that meets Ihe landing
performance requirements of the aircraft ..
When a roub or a segment of a route mnnot be oovered wilhin the above mentioned
60 rninules diversion lime, then Ihe regulatory authorities,jDGCA) may permit ihe
operalion under the Extend@. Range Operalion' ( € T ~ P Sor EROPS) whercby
enroule airports byond 120 minutes diversion time can bexonsidered.
The ER minima for the enroute suiia~ealternates are esfablished wilh r e t e r e n ~to
FAA Advisory Cirahar 1 2 0 4 2 k tl is a rhuiremenl that PRIOR TO D~SPATCH,the
wealhrii forecast shoutd be above the prew'bed ER minima ,for a period
w m r n e ~ n gone hour before the earliest landing time at the enroute suifable airport.
-.- . ,
13LVlSllSION rROCE13URiI . .
,. -'. ,..-. . d 4 .
As far as posaibla. h e a!iwaft strou~d&urn or proceed lo an4nline airport wilhin the
sfipuIat& range or land at an airpan o n the track. Availal$ly.a,f enginceing facilities
niay w &en due consideration if more thalr one suitable airport i s available within
reasonably same diversion lirne. The Comn~ander'sdisuiisn and decisior~ to
enscre safety bf operation is recognised a l all times, as all variab:es govcnling to a
oarticula: situation cannot be foreseen.
..-...
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....:
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..
. HOPS -
CHAPTER 4 -..
%I
-- . . . ,I
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.... Adequate airpod is sn alrpod meeting the salely requirements for take-all and landing
I:--.y:.g
-: .* '
I). the: aeqdmme @I be-compatible with the performance requiremenis for the
eX#56d@ .anding and will be available and equipped with necessary
, aridt(aiy ,@k8s ATC, suffknl fighting; ~ornmunicatians,weather
reporti@,:haQatioir a&, refuelling and emergency services and
' ii) 81 b s t .onelet.downald (ground radar ivou!d so qualify) will be available for an
Instrumentqqmach.
a * .
4-1.4.2 SWABL&iA;IRpoRT
. .'
~uilable'airport is an idequate airport wiUl weather repals or forecast or any
combination theredhdlcatlng Lhal the weather mnditions are at or above operaling
minima as spe&led in h e operalors spebfiation and h e field condition repod
indicates that ,a &fe landing G n be accomplished a1 the time of Il~einlended
operdtions. . .
,,
.-..,
.... . The ~dended ~ & a g bEnw pint is ihe point on the aeroplanes out bound roule which
, m
I. - is onehour fiyi%-Gme at Ihe approved single engine inoperative cruise speed (under
. , . , standard condiiioniin still air) fraw'an adequate airport.
AIR-INDL4 CHARTERS LIMITED. .
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.,.. OPERATIONS MANUAL
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CHAPTER 4
- ETOPS PAGE 4 - 3
.ETOPSsegment stads at the ETOPS entry poi.'htand ends when ihe aircrafl is within
120-minule area from an adequate airport.
A systcnl consisting of power unil and all other equipment rltilised to provide those
necessary to sustain, monibr ar,d control llle powerlthrust output of any
f~rr~ctions
one-power unit following installation on the aidranrc.
4-1.4.9 4
C PLcUIm'rf
- ..
STANDARD 4 .
-.....
. ,- , . , Ihe route lo Ihe nearest adequate airport for landing.
-*...
-..,..-.
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.,-.
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.- .
.-.
....
4-105 CRI?'EIUA,POK hlt NIMA AT I30PS UTEINATE
-...-.
....
, ,
-.. -
, .
--,-
..
,. ., The available foreast should show that Ihe airport is suitable lor a period
cornnlencing one hour before the earliest .expected lime-f arrivai and ending 1 hour
after Ialesl expeded time of arrival. And during this time the laresast cross wind.
componenl ir~dudinggusts for the landing runway expected to beused should be less
ihan the marin~umpermitled cross wind lor landiag.
I The Extendcd Range opka[ions are covered under I20 rnhuler diversion time
AIR-INDIA CHARTE~RSLIMITED
.......- OPERATIONS MANUAL-
..-.
.....,
IPAGE 4 4 I
.>
.-,-
......-,,
,.,..
..., , mops CHAPTER - 4
..
!
I
tracked :- --
Procedure for prapulsion syslem monitgring where the following items needs lo be
.-
i) ..A lisl of all engine shutdown events both on ground and innight (excluding normal
training events)for all c a u k Muding .flame out.
.,.
lil) Total engine hwrs and ddes
Iv) Meantime between failures of propulsion system cornponenls that aHect reliability.
v) lFSD rate based on 6 arid 12 monll~srolling average
. :
vi) Any other relevanl data.
Separate defect reports arc submilted l o DGCA on all defeds experienced on ETqPS
seclors.
Tin? flight crew lrairhtg programlnc is spprovcd by DGCA wlid, covers initial and
recurrent training on various aspeds iiidudina dandby generator as a sde power
soure. Established contingency procedures are. emphasised for each area of
operzlion intended to be used. Flighl crew are trained to evaluate probable engine
and airframe system failure: Qbjed of this.lraining is to estabtish crew cornplency in
dealing with most probable operating corlting&cies (diversion decision making).
. ,
iii) NOII-visual ground navigition aids arc availablc lor the planned route and altcmalc
[light palh. Visual and non-visual aids are available al the specified and allernate
air1)orls for tllc aull~uriscdtypes ol apl~roacllesand operaling minirna.
. - -.
iv) Fucl rcscrvcs ncccssnry lo Ily lo l l ~ criiost crilical poirlt and cxccutc a divcrsiorl to
s suitable allernnlc airport irrldcr various operaliug cor~ditions.
An aircraft shall not be flown-on an IFR flight within' controlled airspace unless a
continuous listening walch 'is mainthined on the appropriate radio frequency of, and
two-way communication can .he esfablished as necessary wilh the appropriate Air
Traffic Control Unit. . .
. ,
COMMUNICATION FAILURE
.. .. A
In the normal course of flight, Ihe First Officer shall be responsible for opera!ing the
IW. However, this does not restrict the Commander from carrying out the fW.
Monitoring of the FUT is the responsibility of both Ihe Pilots.
. . A I R - I , U .CHABTERT LIMITED
OP~T1:ONSMANUAL -
2- RADIO LISTENING WATCH CHAPER 5
. -
During the fhght, in order to maidlain twoway communicationlcontinuous Radio
listening watch, a m of h e pilols must tic at his station all the time.
I .
1 NOTE :~ h Telephony
b designator o l Air-India Express is 'Express India'.
m m u c m m sH m n .
.:.:...:
.. .
-
OPERATIONS MANUAL
...
.?.....
...
--2..
,-:::-.
- >,
. CHAPTER6 MINIMUM FLIGHT ALTITUDE PAGE 6.1
I
6-1 MINIMUM FLIGHT ALTITUDES
The Mnirnum Safety Altitudes are established by the States concerned for the ATS
routes promulgated by them. The width of the route within which !he safety allitude is
applicable is also published by the States. This may be promulgated as Minimum
enroule IFR Altitudes or'Fligh1Levcls.
The objectives &hind promulgalion of these Minimum enrode Safety Altitudes are :
Except when necessary for take-off or landing or except where specifically authorised by
the Authority an !FR flight shall be Rown at a level which is not below the minimum flighl
altilude established by the state whose territory is over flown or where no such minimum
flight altitude has been established, oi)i minimum flight altitude shall be at a kvql which is
a1 least 2000 ft above he highesl obstacle within 10 NM of the estimated position of the
aircrafl in the route.
. ," .
6-1.4 PRESENTATION OF MI NIMUM FI-IGHT AI-TITIIrlE
In the Ftight Plan, ,Minimum Flight Altitude shall be indicated as Safety Height (SH).
White determining Minimum Flight Altitude, our flight Plan vendor has been advised
.. suitably to dse. the above method. Such safely Height is indicated in the Flighl Plan on
Ihe routes flown.
DeparEng aircraft should climb aul in such a menner and within the safely lanes, so as ta
ensure terrain clearance.
All2 WIACHARElZS LIMITED
OPERATIONS MANUAL
PAGE 8 - 2 MINIMUMFIGHT ALTITUDE C I T A ~ ' EG ~
..
--,
.... .. The wise podion of a fight shall be conduded in t e h s of flight Levels. Flight Levels
>... ...
:.;/*.>..
,......,
--,
:
.
I
are also used at M above the lowest ysable Flight Level or, where applicable, above the
.- .,:, - tran~llonaltkude. AMudes are usod'for Rights below the lowest usable Flight Level or,
.-
. .
..-.
w
where applicable, at or below the transition aMude.
,.-..
..,.
P....,
-.
:-.-. ..
..-<
- The method for establishing the minimum flight altitudes shall require approval of the
DGCA. This method will be arrived at after considering the probable effects of the foll
factors on the safetyhofthe operalion in.queslion
a) the. aaxlraq and &ability wilh which L e position of the aemplana can be
detmined
b)' the hacamidea In.the inditrons of the aftlmelers used
c) the chafaef@stl~of the teriam
d) the pmbaMity of encountering unfavwrable meteorological conditions
e) possible Inaccurades in.aeronauti-I charts
i) air space. r e, s e s
I
! AIR INDIA CHAR TEBS LIMiTED
..1. . . OPERATIONS MANUAL
;;:!
..
. .-..
CHAPTER7 AERODROME MINIMA. PAGE 7-1 f
I 7-1
7-1.1
AERODROME OPERATING MINIMA
As per the requirements of DGCA CAR, Section-2, Series '0'Part-ll. daled 15 Jul 1999
and ICAO All Weather Operations DOC 9365-AN1910,2* Edition 1991, the opera to,
shall eslabfish aerodrome operaling minima for each aerodrome to be used in
operalions, based on method of deterrninalion of such minima duly approved by thc
DGCA
The Mimas are indicated tor each runwaylnavigation aid'br the respective type of
aircrafl. Aircraft are classified ..pn the basis of speed 1.3 Vsb (at Max. certified landing
4
weight).
CATEGORY C; Speed 121 - less Ihan 14 1 kt IAS
'1.1.3 The minima for 8737 (Category C) are shown for each airport.
7-2 EXPIANATION
Ceiling is prescrim for take-off and alternate minima and Decision Heghl (OH)
Minlrnm Descent Altitude (MDA) for landing minima.
Vertical visibilily it provlded will replace coiling. These values are,given above ground
level and in Ihe case of ceiling represent the height of the base of thenlowestlayer of
cfouds mverlng more than 4 1 8 of, ~ lhe sky on the final approach .path. In case a!
vertical visibility in fog, mist elc. the value represents the vertical distance at which all
object such as a meteorological balloon ceases to be visible.
Following will be the minimum values of AOM and RVR requirements for Landing and
I Takedl at all airports. Depicled minima on respective tailored sheetslapproach charts
., If hlgher will be applicable. Exceptions for.LTqM under -Cat4 and above operations are
. explakd separalely.
+
I Approach ) 01-1 1 Touch Ccw~r I Mid RVR
APPLICABLE
- Roll r3ul RVR
NOT APPLICABG
OPERATIONS MANUAL
. PACE 7-2 ' AERODROME MINIMA CHAnER 7
The 'required visual reference' 'is defined as that section of the visual aids or of the
. approach area, which should have been in view for sumdent time for ihe Pilot to have
made an a s s n t of the aircraft -posilionand rate 01 change. of'..position, in relation
I 1
74.2 C L W N C E OF A FLIGHT
7-3-21 A flighl shall not be conllnued towards the aerodrome 01 intended landing, unless the
latest evailable Infomalion Indicates that at he expected time of arrival, a landing can
be effected at lhat aerodrome or at least one destination alternate aerodrome, in
compliance wilh Ihe operating minima established in accordance with 4.2.7.1 of CAR
section 2, series '0,gad II.
. i AIR XhZ,U CHARTERS LrbfrTED
OPElUTIONS MANUAL
.'
.,.=
. ., I CHA?IER~. AERODROME hlI N I M A PACE 7-3 I
1
:
7.3.2.2 An irrstrurnent approach shall not be continued beyond Ihe outer marker u
fc in case of,
precision approach, or ,below 300 rn (1 000 Tt) above tMe aemdrome in case d non-
precision approach, unless Ihe reported visibility or controlling RVR is above the
spedw minimum.
I .
' 7.3.2.3 If, after passing the outer marker Tu in case d precision approach, or after descending
. belw 300 m (1 000 ft) above the aerodrome in case of non-precision approach, the
repded visibility or controlling RVR falts below Ihe specified minimum, tlte approach
may bc cantinycd lo D N H or M O M . In any case, a n aeroplane shall not continue its
approach-bland at any aerodrome beyond a point at which the limits ol the operating
minima specified iw that aerodrome would be infringed.
For the despatch release of flights operated under ETOPS Regulations, in addition to
the axrdilions in para 12-Z3.2 Ihe lorecast lor the designated SUITABLE enroute
a l t m t e s should be above the ETOPS minima for the peribd starting one hour before
the earliest expected time or' landing to one hour afler the latest expected time of
. . landiq.
' .
. . ..
74 D ~ R M I N A T I O H ' OTAKE-OFF
F MINIMA
Taka offirninima b k r than landing minima can be applied for Cat-l and above
bperalionk: Tailored sheets will show minimum values of LTOM applicable for the
' ' dnwy.
I.. '
The fdlowing criteiia will be applicable for Ihe use of takc-off minims lower Ihan landing #,
i) RVR shall not be lower than 400m at foreign airports and 5OOm. at Indian airports,
p r o a e d that the departure airport is quipped '.with functioning High Intensity
Runway LIghts(HiRL), Runway End Lighls and ~uhw&markings.
II) RVR shall not be lower than500rn at foreign airports when- thc deparfure airpart is
equipped with only .fincfioning7RuiIwjF f@KIS(RL), Runwzy 'End Lghts and
Runway markings;
,.- .,. iii) Wherever multiple RVR observations are reported for Ihe runway, h e lowest
......
, .- .,
<.
.
8-.
,.-... value of RVR will be the determining faclor for the purpose of iandingliake-ofl
minima. All the RVRs should be more than 5001400 when low take off minima
being used.
j
I
iv) When RVR is not available Re lowest take-of minima will be VIS 800m I %SM.
.....--
....
... .,-
.>y , ..
-
- - : a
IS . O ~ . Z O O ~
AIR INDIA CHART&&- LIfiTITED
.-.,
.'..'
..';c.
OPERATIONS MANUAL, '
.'.
'.
:-, I PAC;€ 74 AERODROME MINIMA. ' CHAFTER 7 , ' 1
'.v) LTOM ciiteria will not beappli&ble.to the aifields which are critical, situated in w e .
hlly terrain and where safety margins are inadequate.
vi) Wherever the application of LT6M aileria is not possible, the landing minima will
be applcabk for take off.
y;ii) mltabk airport should be available as a take-off alternate for departure within
hour d Wng time fw two engine aircralf and wilhin two hours of flying time
for Wre than two etigime alrcrafl based on one engine inoperative cruise speed
in still a t mnditions.
viii) Visibility cxmdlUons at h e designated alternate airport should be at or above the
filed m i h i for 1 hour before and 2 hours after the estimAed time of arrival.
This shwld not be less than the following:
.-
...
Cloud Ceiling
Precision Approach -.
600 feet AGL; or DH + 200 feet
whichever is higher.
Non-Precision .- 800 feet AGL;.or MOH + 200 fes!
Whichever is higher
~sibiri .. -
3600 m
ix) PIC should be in p&i&ssion of accurate weather, Notarns and olher safety
.informatig before carrying out Ihe Low Wsibilify Takeoff at OepaFture and.
' eemateairporls.
Ifthe WsibililRVR is more than 800 m, Take-off runway should be equipped with
serviceable and functioning Runway Lights, and Runway Centreline Lig his or
Runway Centre-Line Markings dearly visible lhroughout h e take-off run.
xiv) PIC should have undergone specific training for low visibijiiy take-off and landing
as per training syllabi.
xv) PIC sl~ouldhavc a III~~~IIIUIIIof 500 hours of command cxpcricncc on lypc sncl 10
hours recency experience as PIC in the preceding 30 days.
xvi) PIC should inform ATC, Flight Despatch or his intention to use Low Visibility
Take-off Minima for that partjwlar take-off.
In the rare event of temporarj OCA increment above chased DAlMDA and when
. . .. charges are not mentioned, following msthod will be
revised minima alongside OCA
-appliedto revise minima. . ' . a :
..
i) Subtract threshold elevati'on from new OCA to arrive at OH. Use this OH lo arrive at
WSIRVR minima from-the table below l o r Cat-l Precision Approach.
ii) As per the decision taken for the new system only FF and BF tables are produced
below:
,-:--!
- i - b) Afkr the M g as above in (b), a, suitable entry is made in the log
,k k of the PIC 10 hls effect. .
. ,
1
. .
The Pilot-in-Cmand should have achieved the 100 hours ic the relevant aeroplane
wfth restrid4 (higher) minima as given below before being certihed to use the
law& apprbved mhlma :-
NON-PRECISION APPROACH
Subhd thf&hoki w ARP elevation, whichever is lower, horn ikw OCA to arrive at
Mw. Use this MDH to amve at VIS minima from the table below for Non-precision
. Approach. ,.
CIRCLING APPROACH *
Subtract ARP &levallon from new OCA to arrive at MOH. Lowest MDH to be used for
circling mlnlma will be 600 ft. and 700 ft. fbr Cat-C and Cat-0 respectively. Use the
AIK INDIA CHARTERS LIMITED .
OPEIRATIONS MANUAL
I ClIAFiER 7 . AERODRGME MINIMA - PAGE 7-7 1
applicable MDH to arrive at VIS minima from the Non-Precision Approach BF table
given In 12-2.5.3. No credit of ALS is to -betaken.
'
COMPONENTS INOPERATIVE
7-6.1 The minima shown against ILS is valid only if all the components associaled with ILS
viz. Localiser, glide path, outer marker, middle marker and also . approach lighting
system are operative. In the event of any of these components being inoperative or not
available, the ILS minima shall be increased as indicated below. For PAR approaches,
the minima shall be inaeased as indicated ifapproach lighting system is not anilable.
300'11200m :
OM or MM' By 50 ft Up lo i200m
OM or MM 8y 50 ft By 300m
NOTE:
i) If IocaIiser is inoperative, ILS approach is not aulhorised.
li) Correction .for localiser (GP inoperative) is necessary only if specific minima have
not already been laid down for localiseragainst-individualairpwts;
ili) If compass locafor, DME, radar or other radio fix considered as a subslik~tefor
outcr marker is available, no .grrection is necessary.
7-6.2 Degradation in ALS or RWY Lighling System will require VlSlHVR minima to be raised
to applicable values for BFIALS OUT rnen!ioned' in the Jeppessen sheetslcharls.
Calcula!ion for IF is not considered.
Note: There may be oaasions when as againsl the actual degradation of ALS to IF,
the above method results in excessive increment of minima which may adversely affecl
, AIR INDU CHARTERY LIMITED
- .
OPERATIONS MANUAL
I FACE 7-8 AERgDROME MINIMA CHAPTER 7
..
. ' operations. Under such circumstanas, if considered necessary, a separate calculation .'-*'*I
I
ofapproprlat8,mbdmafor IF may be issued throu~hcompany
. . advices.
7-7 PROCEDURE H I R COMMEN~ING LANDING .-
Whenever both RMI and visibifity are available, RVR wi tl be the criteria for landing.
. -
7-7.2 DESCENDING B&OW D M D A
.. '
CONTINUANCEOF LANDING
Landins should anly be effected if the Pilot conlinues to have the visual reference from
DHIMDA till lading.
MISSED APPROACH
In cirdlng to land, aircraft should not descend below the cirding minima ur~tilit is i i l a
position-tomake final descent for landing. The Pilot should maneuver ihe shortest path
1
.. . .. .. .
0 1.10.200:1 .,-'.
-....:I
:-::
/*:-:
..
-.. i IMANU~
OPERAT~ONS
.. . CIIMTLR 7 . AERODROME MINIMA PAC 8 7 - 7
- - 1
-
to the base or d d n d leg aid lhe circling area should not exceei a radius of 2.3
mites trom the runway.
CONVERSION TABLE
7-9 ~ O P MINIMA
S .. a
!
Weather Minima for Airports designated as suilable enroute alternates. under ETOPS
w Regulations are prescribed as under. It must be noted that .the Minima shown
hereunder are for despatch release purposes only and in the' event of an actual
diversion, the applicable landing .minima for ihal Airport will be in controlling factor.
I F u W , these Minima are for Pr~isionlNon-Precision
1
Approaches at the respective Airprls. In the event,'lLS is no1 available, the despatch
ETOP,Mnhaforthat ~ r p o r tshould be determined as per FMAdvisory Circular AC .
120 42Awhich lays down the following criteria:
~ ilnqlea~nwa\fi--. -
~rportswith I L oi; - -
Celllng af 600 ft and .visibilityof 3200m or
.- .. ..
Ceiling of 400 ft and vlslbiity of 1600m or
the authorised ILS landingminima: whichever is higher.
iii) ~ l r ~ o with
k s non-precision approaches;
Ceiling of 800 (t and visibility of 3 2 0 0 1or~
Ceiling of 400 fl and visibilily of 1F00m above
the authorised non-precision ianding minima; whichever is higher.
AIR INDIA CHARTERS LIMITED
. ...,.
OPERATIONS MANUAL . . - '
F>:.:'
../.
..., >..A
?.:.:$:.:I3
.
[ PACE 7-10 AERODROME MINIMAh -CHAPIER 7 1
7.10 HIGHER MINIMA DUE SEVERE DOWN DRAUGHTS
For low visibllily operations it is Ihe Comrnandefs responsiblity to evaluate lhrough his
. . own observations that the adual conditions at the time af take offllgnding are at leas!
-. -,. .
-..
-. .., .,. equal to or betler than the fled minima even though the reported visibility is above
,. .:. ,
. .. minima and ATC has given him clearance. Even if Met conditions meet Ihe minima
. .. :,
- required the Commander may use his discretion to delay a take off 0r.a landing if the
-<.-..:',..! weather has dderiorated or is likely to deteriorate.
.-.:I....
- :..>:
7-12 THRESHOLD CROSSING HEIGHT FOR PRECISION APPROACH
Crew should ensure that the aircraft conducting precision approaches crosses the
threshold at 50ft.with he,airpfane in the landing configuration and altitude.
ILS Categories I, I1 and ill are defined by ICAO as specific ranges of wealher minima
for precision approach operations, in accordance with tCAO criteria and are listed
Mow.
15.08.200G
AIR INDIA CHARTERS LIMITED
OPERATIONS MANUAL
1 CHAFrER7 AERODROME MINIMA PAGE7-11 1
of AQM.
ICAO DOC. 9365 All Wcalt lcr Opc~alionsPI ovidcs guidoncr: orb cstablist~mc~~l
The guidance material contained in the manual is related lo taxiing, take-off and
' landing operations in conditions where visual relerena is limited by weather conditions.
The ICAO Manual of All Weather Operations describes lechnical and operational
factors associated wilh the method of' determining and supenrising AOM for take-off,
non-precision and precision approaches including ILS operationequivalent to ILS Cat-l.
These guidelines for establishing Ihe AOM take full account of Ihe following provisions
of ICAO Annex 6 Part-l Para 4-2.7.2.which are as follows :-
.
. .,
.m ., i) The type, perlor~nancea ~ l dhandling characterihics o l the aeroplane;
..-.-
- ...
..,-.,.
...."
,. .. ii) The corrrpsiliol~of tllc niylil crcw, lhcir compctcncc and oxpcricnw:
....
,... iii) The dimensions and characteristics of the runways which may be selected for
---.-
.... .-
..... use;
....
.- .<
:::5
....I
d
.
x
.
2
: iv) The adequacy and performance of the available visual and non-visual ground
aids;
v) The equipmed available on the 'aeroplane for the purpose of navigation
!
andlor coatrol of the flight path during the approach to landing and Ihe missed
. approach;
vi) The obstacles in the approach and missed approach areas and the obstacle
, .
clearance aliludcn~cighllor !Ile instrumed,spproach proccdurcs;
vii) Thc means uscd to ~ C ~ L ' I I ~ I ~and conditions; and
I I C . ICI)OI( ~neteoroloyical .
viii) Thc obstacles i r l~ l ~ c :cli~lll)oul arc:\:; aid ncccssnry clcarsr~cr:~nnrgins
During inter, the chances of encountering wealher minima below CAT-I conditiotls
Increase. To make optimum use of available crew on board and their CAT-IIICat-Ill
quatiions and to 'prevent defaysldiversions, the followingprocedure must be
adopted.
.,
1. When the designated PIC is not Cat-llllll qualified bul the 2ndCommander and
First Officer are Cat4 I1II1 qualified. I
hj l u c~
['I c-dcpa~ : 2"' cur 1 l r 1 1JI 1JUI will lakc uvcr as PIC for Illat lliylll ar ld
suilable information is lo be given to ATCIDespatch.
2. When Firsl Officer is no! CAT-IIII II qualified but PIC and 2"d Commander are
CAT 11/11 qualified.
In both the cases, the 2"4Commander will function as a PNF for Ihe phase of
flight where the First Olficer is not suilably certified. Changeover must take
...,
.... :;
AIR INDIA CHMTEm LJMITED
.-......
...
sp.y OPERATIONS MAWAL .
>-! ...- .
,
PACE 7-12 AERODROME MINIMA- CHAPTER 7 ' 1
: 1
1 'placewhen aircraft is stopped on ground or in stabilized flight before
I
I
I
commm6ng the approach procedure. .
It t; to be ,ensued .that logging of hours by the crew do nd violate any, provisions
WM are laid dorm by the DGCA.
A TR INDIA CHARTERS LIMITED
--OPERATIONS MANUAL .
~ ~ E R B REFUELLING W I T H PASSENGERS ON BOARD PAGE 8-1 I
8.1.1 Refuelling wit%pax. On board .
. . . . . ,
. .
QUOTE
(1) No pcrson shall ,fill or replcnislr tire fuel tanks ,a; an aircraft from vchiclcs or vessels
mtaining pelmleiim in bulk or from fuel hydrant installations except' fron~vehicles or
inslallations of a lype approved by the Chief Inspector of Exptosives bi from baiges licensed
trrldor tlrc I'ctrolcun~Rt~tcs,1937.
1..
) l ~ I I I ~ I I(I~~~*lli~\!t
J :vliit:l~I 11:ly i ~ ~ r 11: 11-
(jj~~-l~;lli,xv;, l ~ fiIIil ifJ 01 41ai11i119nf (1ir.l tn~lliz,IIw (c~llnwiri~~
~~rccautions slidl bc obscrvcd :-
(a) Fuelling of airaart shall be donq:'outdoors arid not less than 15 meters from any building.
(c) Smoking or use of an appliance employing naked flame or use of an appliance capable of
producing a spark or in any other way igniting, li1,eI vapours.shall no1 be permitted wilhln 30
,. .
rrictcrs OC tl~r!aircraf or fuclli~lgcqt riprnanl
(d) Aircraft engines shall nol bs s t a r t 4 clr kmed a d ignilion switches shall be placed in the
*CII:l:" [~os~bor~.
(e) Aircraft cledrical radar an3 radio systenls shall no! be oper.ated and Ihe switches relating
(hereto shall remain in the "OFF" position:
Provided that Ihis clause shall not apply I? cteztrical swilclr~scontro!ling llle foilo~iiringcircuits
ji) power and light essential Tor fuelling opcralions;
(ii) minimcmarnount of cabin lig t lling;and
(iii) steady yarking ligllts. Such switcl~csshall r ~ obe
t operated during Ihe fuslling
opcralimis.
. .
AIR I I V D ~ CIIAR
A TERS LIMITED
(0 The use of ground paver supply unit$ airconditioning units, traclors and similar
equipmen! shall bt3 W s i b t e subjed to compliance with the following conditions:-
- ..(i).Flexible'trainingmMes suitable lor use In hazardous areas shall be used.
I
(II) They shall be located outside h e Danger Zone. 'Danger Zone" is defined as [he area
vn'thin the largesl polygon oMainable by joining points 3 meters away from Ihe wings
and thg fueling vehicle.
(iii)The units, Inchdug the assodated electrical equipment, shall be flame-proof and of a
' typeapprovw bythechief lnsped~~o~Explosives,othenvisethey shalI be stafioned
at a distance dfm! less than 15 meters. in Ihe case of gasoline or wide oul fuels and
6 metek,In tha case of straight kerosine, from Ro aircraft and the fuelling vehicle.
(iv) They shall not
.. - - bswitchedmmOK
or "OFFuduring fuel transfer. ,
(g) The klelling'.&uipment and the a h a i l shall be banded to each olher and bolh shall bo
earthed. _. .
(h) No person other @an the staff of Ihe operator, fuelling company and officials of ilie Civil
Aviation Uepaitmleiil, Customs and Police, shall be permitted within 15 meters of ihe aircraft.
.. '
v 0) Passengdk may IE pernlitld to en~l)ark,discr~~l~ark,
or remain i r ~fhc cabin subject
lo Ute following conditions :-
(i) an attendanl shall remain on duty in tl~ccabin of the aircraft. ' I ' l l ~altendanl
.. shall - .
fii) ensure Ural no 'smoking lakes placr: or other source of ignilion is allowed lo
occur anrl shall assist in d ~ removal
e of passengers in the event 01 lire;
(iii) the passenger loading ramp shall,be correctly posilioned at l l ~ ecabin cxil
door and dequate provision shaII be made to maintain the equilibrium of f l ~ c
aircraft in w e all passengers alternpt Lo leave by one ex$;
(iv] in -case of marine aircraft; adequalc means o i water transpod 511311 t ) ~
stationed at cabin cxit door.
0) The,handling of freight and I~aggagein and around the aircraft sliall not proceed
simultaneously wilh lueging unless adequab precautions llave beerr laken lo eli~t~i~latc
fi['c
risk.
(k) No aircraft maintenance shall bc conducted Midl may provide a source of ignilion for
fuel vapow during bellirq opcralio~rs.
(I) Fire extinguisl~ersof adcyualc capdly and ol suilablc lypr, approved by t l ~ cOm(:lor-
General shall be avzilaMe for immediale use near !I& aircraft.
(m)In the event of fuel being spilled, fuelling must cease &d the engine of i ~ r & ~ r o upl ~odw c ~
supvly ~rnitsmr~sth?slnpp~d,hilt tile ~lactricnlcirc~~ilq ?nd switches shntdrl nn rh accn8inl
be loudled except for llle purpose 01 stoppic~glllc power u~lil.Prior to I ~ C O I I I ~ I I ~ I ~ C ~ ~ I $ J
tucllirlg, aclion rl~usfhc,lakcr~lo clcarr lllc spilled ILICI
(.'\rcI I I I L I S r~i o l tc wasl1c3 itblo s c w c ~
r;
or drains.
1 AIR INDIA CHARTERS LItIiITE'D
..,.
OPERATIONS MANUAL .
, < T
NOTE - The,requirementsof clause (f) o i sub-rule (2) above shall not apply to (he uie of
ground batteries as an auxiEary sburce 31 electric supply to the aircraft provided they are not
a~eded or d~swnnecledduring fuelling operation.
UNQUOTE
Safely Precautiqns :-
I . Passcngcrs may b pcn~?ilcd lo embark. rliscrnbark qr rcrnain i" tllc cabin
during refuelling, unless otherwise notified by the ~ i r ~ & % u l l l o r iof
t ~ India.
2 . 'I'l~c ~ g Exit Sigtrs sllall be illul~~irlaled.
N o - S r ~ \ o k i ~and
3. The entrance door must be gpn.
4 . The station engineer or a - p r s a n delegated by himlher shall be responsible for
establishing' and maintaining a two-way cor~~munication belwcen the flighl deck
and fuelling personnel.
5. The =bin crew in charge must h notified by the Flight crew or the AME that
fuelling will lake place. ..
6 . Tl~cflight deck mikt be manned by a( least one Flight crew or all
aulhorised Engineering personnel, who will l ~ cresponsiblc lor ir~iliaiirig an
c n ~ c r ~ s l ~cvaanliri!~.
cy
7. Thc comn~enccmer~l
'of cn~barkalionnrust LH: co-coordinated betweer1 tl~eFligl I ( ,
cfcw, or AME, C ~ U I ill clia~ycarid l l w i J I U traffic
qrcw ~ stall.
8. Cabin crew niusl nolify the FIigM crcwl AME, if Ihe prcscnsc of fucl vapour is
detected i~sidethe aircraft or any olher hazard arises during refuelling.
9. Access to door exits the aislzs and line sCde- deployment area must
not be obslructed.
10. The slepladder must be correclty and safely pos,ilioned at the Fwd "
and Aft enlr-4 door, will1 a cabin crew manning lhe doors.
11. l r ~Il~r!event Ihe Aft entry door is not i~szdfor passenger e-mbarkalion or
disembarkation, lhen the door must be armed and mannedby a cabin crcw.
12. I'asscrlgcrs rirust h irrstructcd lo u ~ ~ l a s l U
c r i~r scnlt~cltsand Illat smokir~l;is 1101
pcm~ilted..
13. The tiandling -01 baggage in ari'd around Ihe aircrafl sllall not proceed
si~~~ullaneously with iuelting unless adequale precauli5ns have been laken io
eliminaie lire risk. . ,
8-2.1 : - ~ f ; L F N G I D E - m T E L L W GWITH
PASSENGERS ON BOARD AT
I
I m
W I N *NG A
< :,
.. . ,AND DURING EMBARKAT I O N I D I S ~ M B ~ T I O N
:I
:.<. ...
--
.... . i- .,I -: .I ,
q
Ground ~&hces 0epar(ment mi e&&e thzt one of the following is provided :-
1. Twostepladde~al~o~onlsftsideola~ircraf~.'
2. Two Jetlips at two exils
3, One Jetty y d one step ladder.
Note :
1) For passengu boardinghpnposes,only an; door m a y be used and the olher
could.e m a h dosed.
2) Ground SBPJlCjng adivitie should be conducted in such a manner Ihat they do
not create a hazard or obsinrct'exisb.
p I N ENT
N
I .
OPERATTONS DEPARTMENT
Whenever afiy nigh! mew member is in the cockpit :-
refueling.
3) wt~enevcrinformed of an emergency situalon by the Engineering personnel,
order the Infight. Supe~sorlCabln Attendant to , commence passenger
evawation.
ii) Provision is made for sale evacuation of passengers via at least two o l Ilw
main passwe! exit doors in the event of the emergency. The attendanls
shalt man h e exits in order to superviselassist evacualion of passengers, if
needed.
iii) If during fueling, the presence of fuel vapur is detected in the aircraft inlcri~r,
or any other hazard arises, lueling should be stopped.
.. - -
, ,. - . -. - -'- 1 a ._
V) Ground servicing ai:tivilias and work wilhin ltle aircraft shou'ld be corlduc!cd irl
such a mannar that lhf y do :lo! create a hazard or obstrucl exilsf
vii) Access lo and egress tronl the areas where aircrafi escape chules may be
'
8-2,3 W W T - Or N S OF M $ . J
. .'
The regdaims al mmy airports ;equire manning o l usable d0ors.i.e. nornlally two
doors connected by step #adders or aerobridges; two cabin aHendants (ar olher
.- personnel when eaMn attendants are not available), mus! be on board to ensure
Wpliance with NO SMOKING sign, ete.
8-2.4 AVOTI) MIXING P U E t S
..
All precautions slwld Lw lakctt by 1110 Elrgir~acrirlgDivisiorl to avoid r ~ ~ i x i of
r ~I-uels
g
i AIR INBIA CHAR TERS IJ~UIED
:~;<i.
,..
.,,.
--.
.
1 CHAFER9 -
GROUND IUNDLING PACE 9-1 j
. - -4
A flighl wilI not be c;ornrnenced unless the ground facyilies available and directly
required 'Tor safe operation of the aircraft are adequate for the intended opcralion.
'Facililics available and dircdly rcquircd' Is inlclidcd lo bxcli~dc!omor0cnr.y tncilitir
such as those for fire lighting and scarch and rescue
h addilion, after landing a detailed report should be raised about the inadequacy .
observed by Ihe flight crcw in tho form ol Pilot's Special Report(PSR). PSR Ccll will
take follav up action fer rectification of ab~vernenlionedinadequacy.
b) All airlines and handling agents wit11 wlbon~Air-India enters ir~log r o ~ ~ r Ilarldc~n:~
ld
conlracl shaB b i covored under llle Ground Iia~\dlingagree~lrenl.
-....
! b; A4 airlines and handlingagcnls will1 wrho~nAir-India ellie;j: irito grwnd Imr~dlirgu>~llr,lct:;:I L~ !:
ACCIDENT ' . .
(Refer lCAO Arinex 12, Chapter 5) - '
Keep in sight the aircraft in dislress until such lime as presence is no loriger
necessary.
If position is not known witjtcetaihty, take such action as will facilitate !he
determination of il.
1 M I N ~ ~ UCRNV
M REQUIREMENT :- . . '
Capacity
1541170
150- 199
equipment capable of providing inslant :(nd continuous ground position of the aircraft
and adequate stanct-by' arrangement$, shall carry on b a r d a Flight Navigator
licensed in accordance with the Sch&ule Ill if the tbtal'distance between any two
consecutive radio navigational fujng ails located withln thirty NMs of the mute of the
proposed flight and capable of being,:~sedby the aircraft ismmore than six hundred
NMs.(Rrrle38 A, Aircraft Rule 1937).
11-2 PILOT-IN-COMMAND
During flight in the event of any unl.>wardincident happening to the Captain (Pilotin-
Command) the following is the ordt!.of succession in co'mmand of the aircrall.
a) 'ACM Examiner 1 lnstrudor I Check Pilot rated on aircraft, if
available.
b) 'ACM line Captain raled on arcraft, if available.
c) First officer.
AIRmpXA C H A R T E R S r n D
., . .
-... . 0-TIONSMANUAL .
c...:?
....
..,.-4.
-
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1
I PAGE11 r 2 C w c O M ~ O S ~ OPILOT
W SUCCESSl0.N CHAPTER 11 . ---A
'\
.Nde:i)'ACM ~ t sOPC&~,
l if availrble shall assist the 'First O M .
II .Ii) If,Saf&y PildtsmiCb!e, heshall take overthe Cgmmand.
.I
. .. 1 .
..,
:>:tJ
'..
.' T w Comrmnleatlon Rule (Igcapacitation)
.>:<:
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.-
When i q h t a9w meml er doas not respond normally or appmpblely to h ~ v e r b a l
,
w t i q n q h e a p a c ~ l a t l o nbe
. ~ s m e d . Ineapadbtkn ,aholdd also be
suspeded W a, m mlm.Wdoes not 'respond to any .wW ~omnication
-led a @dfhnt deviation from the intended flfghtpath,
.- .
.
.. - .
. Adion lo b'fa h In Cas.3 Oi Pht Incapacitation
.-....
-,...
. ,- ,
,.- -- 5.
. .-
. . m u r e a Safe corrdltron of fliqht
..
,-,.-..
.,
~ake #wrbd of the aircraft, tld the auto-pilot.
....
....
. ..., ,
<,
~hekk of a tl essential controls and switches.
Restraintfie uew ;-lember in the seat and slide the seat afl
Mareanmergeiey,~ainingthesituation.
i Have the W e d c rew member removed from the seai, if possi bte.
I . . - .
Perldrmapproach arlo fqal checks eariier-lharinormal. .
~th~AL#afffromyo.xnwmalposit)on:donotchangesaals.
I
...-..-.-,, R$queat &tance' f r m~ ATC if n m r y add makg an autopilot coupled
.... .appmaehII pdsslble.
<
..
....
,.,. ,.
,
a, ...
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....
.. I
, , I
- Fly a completely auto+!lot assisted approach.and dkngage ihe aulopllol
.j:I when the airlield Is In :.'ght and landing is assured in terms of a stabilized
. . ,;. .'
---.I
.'.:, -.
' pf~flle.
I
4 .Plan procedure for after landing
M e r the AlrcraR Is slappd on the,runway and4mkes are-set, change seat
to tad, ilnecessary.
Get Inqadtated crew member off loaded to the ambulance as qui,cklyas
possible. Thls could be at the gate I bay.
~ o t :-
e Incapawlion ~ h c c k ~ i1:s-ovidod
t on board the aircran
FUGHT C R W
Oetaik are provided in Training Manual Volume 1
CA8IH CREW , .&-*
MALARIA
__ - -- - .. to take anti
Crew members rostered to fly into malaria. prone areas are ?dvised
malaria pills as a preventive measure.
11.5.4 ETHYL ALCOHOL (ETHANOL)
Studies have shown degradation in piloling skills up to 4 8 to 72 hours aller eltlyl I
alcohol (ethanol) .consumption. Ttle Company recommends that ' all aircrew
discontinue use of ehanol for a 24 hours period prior to duty.
11.5.5 ANTiHISTAMINES
There are several prescriplions and over Ihe counter preparations o l aniihistamincs.
These drugs may be included eilher in conlhination with other drugs or alone. Some
... .. . combination drugs niay include relercnce on Ihe pac~ageto [lie generiz chemical
.,....
-
-
..
...
.>
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->.,.-T.
7
. AIR~J13I.A~ ~ S
. .
,. . ,OP~TIONSMANUAL -
.-.
....
u
-.
-.
a. m. ,
. ,.
- *tion. Mad anti allergy drugs, m!d .and some cough medieation contain
. , anWbmlnes. - ?hest drugs ean impair thinking, cause dIzu'm, drowsiness and
lnlpalred vision,
...,
-. ... I 11a.6 - 6 . .
-.-.--.-,
-,
:I:-:, Bdadonna, a w n e ; banthlne etc and many similar drugs prescribed alone or in
. .? -Uon with olher drugs for slomach, bowel or digestive dsmlers may dilate the
, pupis and te,m@mdlyprevent adaptation from distance to near vision. They can
mental &n, under scfess situations. Some antidiarheal over -1he -
countw rnediqatkns contain drugs.
. . -.
.... . 11.6.7 . sEDATIv€s, SLEEPING PILLS,TRANQUILIZERS
....
- ..
<.
.': .:
,,
., have a long, drlralion of action with .a cumulative effect if repeatedly used. Use of
.....,
..:..:
,<
..-.
.. these shouM only be under medical subrvision.
--
-.....
;:
PRE'-FLIGHT
Crew membqs shiuld not operate on an emp$ stomach. A meal should be taken
one or two hour'sberore take off; preferably a tight meal -sting of carbohydrate
and protein, but low in fat. Gas forming foods,condiments, gravy, fried dishes, cream,
shelltkh, fatty ch&e and any foods not easy to digest should be avoided prior to
flight. - .' .
-.
-
...,..'.,
. .....
.... 4
--.,
...
. . 11.5.13 DURING FLIGHT
Crew members should drink plenty of fluids, preferably water which is as neutral as
! possible and fruit juices, but carbonated drinks should be avoided. Consumption of
coffee and tea should be kept to a minimum. Crew should eat sparingly and avoid
fermentable foods. Meals are not advisable on
board short and middle distance flights B should be taken before the flighl..On long
distance flights, when passenger meals are served, they should be eaten sparir~gly,
avoiding the dishes mentioned previously Light meals or snacks should also be
available on board. At transit stops, snacks and fruit are adequate. Crew should take
at least one hot meal afier every eight hours of flight. ,
EVERYDAY DIET
In tropiwt countries food should be less rich in calories than in cold or temperate
zones. However, it is necessary to drink plenty ell water ,( three to four lilcrs a day) in
order to maintain a good fluid I eleclrolyte balance and sufficient diuresis. To avoid
sodium chloride deficiency, 3-4 grams of colleiion salt should be taken per day; in
cases where there is profuse swealing ,,,.an .adddlional 1 0 grams .wauld be required
unless a salt restrictjon has been imposed. - I
Diet should not be too rich in calories in order to avoid obesily. An average male
would require about 3000 caloriesf day & an average- female would require about
2200 calories/ day. The proportion between the main components of the meals
should be well balanced, though some individual varialions are allowed. The
approximate percentage composition of Proleins, Carbohydraies and Fals in Ihe diel
are as follows:
AIR,IlV2IL.A CHARTERS LMlTED
_...
......
:.
.I
OPERATIONS -M A ~ U A L - --CHAPTER---
:,.fx:
x.- : ~ P A G- IE ~ ~ CRW COMPOSITIONI PILOT SUCCESS[ON 11 1 .. .-
a) Protein - about 15 %. ..
b) Carbohydrate - about 5560%.
c) Fak-about2&30% (preferably ofvegetable origin).':'.
1) No person acting as, or carried in aircrall for the purpose of acting as pilot,
commander, navigator, engineer, cabin crew or other operating member of the
crew thereof, sl~allhave taken or used any alcoholic drink, sedative, narcotic or
stimulant drug or preparation within twelve hours of the commencement of the
flight or take or use any such preparatioc in the course of the flight, and no such
person shall, while so acting or carried, be in a state of intoximtion or have
detectable blood alcohol whatsoever in the breath,, urine or blood alcohol' . . -.
I
analysis or in a state in which by reason bf having taken any alcoholic, sedative,, . Y'
. narcotic or stimulant drug or preparation, capacity so lo act is impaired, and no:'
other person while in a state of intoxication shall enter or be in aircraft.
2) No operator operating a domestic air [ransport service in India shall scwc any.
alcoholic drink on board such an air transport service, and no passenger
[raveling on such a service shall consume any alcoholic drink while on board.
3) The holders of licenses shall not exercise the privileges of their licenses and .
related ratings while uniler'the influence of any psychoactive substance( see
note below) which might render (hem unable to safely-andproperly exercise the
privileges of the licenses and ratings.
4) The holders of licenses' shall not engage in problematic use'of substances.
.. . -. ..
Alcoliol, opiates, cannabinoids, sedatives 2nd hypnolics, cocaine, olher psycho
stimulant, hailucinogcns and volalilc solvents arc cqnsidered to be psycl~otropic
substances, whereas coffee ana lobacco are excl~rrlcd
....
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... OPERATIONS MANUAL'
,.,,
,. . 1 CHAPTER 14 CREW COMPOSITIOW PILOT SUCCESSION PAGE 1.1-7. . I
*
1f .S.18 PRE-FLIGHT MEDICAL
"Ru!e 24 of the Aircraft Rule, 1937, requires .!hat flight crew (Pilot, co - pilot I.
Navigator I Flight Engineer) or =bin crew and other operating member of Vle crew
. ..
. .
. . shall nbt have used any alcoholit drinks, sedative, narcotic or stimulant drugs within
-.. 12 burs of the ammencement of the flight or takp or-use any such preparations
, .
:1
-:
-...
*...
'
during the course of the flight.
To monltor the above requlremwrt flight crew Icabin 'crew Isupernumerary crew shall
-
be subject to a random pre flight medical examination by the Company Doctor for
detedable tram of.atcoho! In Mood, breath or urine
before operating the flight. The PIC I DGCA representative at discretion may order a
brealhalyzer check Or any of.the crew prior to or on completion of a flight.
Any uew if afier reporting for duly, reports sick, when breathalyler checks are carried
out, will also be subjected to the breathalyzer check. If any crew refuses to subject
himself I herself .for this check the crew shall be treated as alcohol positive and his I
her name shall be reported to DGCA and kept 'OFF' the roster as per DGCA
guidelines.
~ o u t i n epre - night medical examination of all flight crew for each 'flight dutymby the
Company Doctor is mandatory. Proper records will be maintained by the Company
Doctor.
8
. '.. . I..
These tests' will be conducted iith courtesy, in maximum possible privacy and' with =
appropriate dignity.
The crew traveling supernumerary for the purpose of positioning or return to base
'
will not be subjected to this test:
The crew' arz advised not to smoke, eat anything or coi~sumeluse any kind of
medication, mouth-wash, spray, after shave lotion, cough syrup, mouth fresheners
etc for at least 15 minutes prior to the Prel Post medical examination. However, it
will be their responsibility to inforrn.the atterrtlrng' Medical dftider, if they have
consumed any of lh; above items within 15 minutes prior to such Examinations.
Pre-flight medical examination: The tests will be conducted on crew members at
the time of their inilial reporting. In case confirmatory tests become necessary the
crew m~rnberswill be subjected lo further lests in the presence of the Captainl
suilable witness If confirmatory tests a r e required on the Captain the same will be
done in tlie presence of a suilable wilness.
Post-flight rnedical cxaminalion: This will be carried out ill privacy, in Ihc aircraft
alter disembarkalion of all passengers1 Flighl Despatch, and within the stipulated
duty hours. Informalion regarding the 8rzalh'~lcoholTesl on the assigned night
defect .ancl -the f e y fiighli are necessary only i ~ operational.reasons
r the C h i d of
,Operstions may all&,4the !*' flight an& taking into consideration all aspects.
i. R&rd.of all hd~ flights shall be haintamed by Maihlinanck.
auhdiisikj'~hd'fchyjlidht.
!.:II
....,
..
- ) PRECAUTIONS:
.:, . The lirniitims recommended in the relwnt ME'UCM the aiicrafl manual etc. should rot
.,' :,>,,-. . ~wjlybe eceeded. Hownuer,each4csreof any lin35ti0n MEW CDL . . shall
, - etc
. - .,.
a
. ....
!
- 7 ::A'.j
be:jdge'c! on'bmerii. ilk shall have tfkpCor' &i.larrrme~:6f-the~#eghnal
AiMrthiiess
. ,
,
::.....
. ><
:>
- e S~
- :A ferry g h l is d e w for Ihb p&pase-of.:~ '
. . . .
To ensure that the Ferry .crew selected are competent ard experienced enough .lo pedorm
the terry Wer the designated route, the Chief ot Operalions will, amongst other factors,
onsure the eligibibly requiremenls and nominate Ihe 'pilols.'
Procedure
1. When a (eny flighl has to be pdorrned,,Chjel of Operaljons after a-ssessing the economic-
considerations and,the.availqb$ty'ol pilots al Lhe departure lomtion,shal! identify crew required
2. The folloysing wouM be assessed as to whclhr;
The rolhe requires piior opeiational,experience.. ,
Acceptance or Trainiy crew are:akedy available to perform the ferry at or near the
international localion.
AIR-INDIA CHARTERS LIMITED
OPERATIONS MANUAL
PAGE 17-28 S.0.F C H A F E R 17
The crewing requirement of the base in which the pilot is operating from is able to ,..
release himlher for the ferry. This should be at the minimum cost to the Company.
There is a Technical IOperational requirement for the ferry to be performed by a n
Instructor1Examiner1Management Pilot.
3. With approval of Chief of Operations the crew member(s) pre-trave! formalities will be initiated.
a) Minimum total cockpit experience level of the PIC and the Co-Pilot should not be less
than 500 hours on type.
b) No supervised take-offs and landings in actual adverse weatherlmonsoon conditions.
c) Approach briefing prior to top of descent shall include wetlcontaminated Landing
Distance Required calculation. A quick analysis tabje for wetlcontaminated LDR shall be
made available to crew before the on set of monsoon. (flight crew can refer PI-QRH to
cross check landing distance requirement). . . .
d) Full IAL procedures should be carried out, as far as possible. ILS approaches are to be
prefemed to Non-precision approaches. In case of Non-precision approaches, emphasis
may be given on Constant Angle Non-precision Approach (CANPA), Refer Operations
Circular 1 of 2005.
e) Greater emphasis on stabilized approaches (Refer Operations Circular No. 1 of 2003 on
"AIAR India Training Tool Kit" and Circular No. 9 of 2009 - Standard Operating
Procedures.
f) PAN OPS procedures for speed control in terminal areas must be followed.
g) Flight Manual limitations and Company SOPS must be strictly adhered to.
AIR-INDIA CHARTERS LIMITED
OPERATIONS MANUAL
I CHAPTER - 17 S.0.P PAGE 17-29
h) Go around procedures, wind shear procedures, stall and recovery must be reviewed as
per Operations circular 2 of 2001.
i) Documentation about upset recovery technique for specific airplane must be reviewed.
j) Full flap landing and adequate usage of Reverse thrust and consideration of extra en-
routelterminal fuel computation shall be adhered to. (Type specific manufacturers
guidance accepted).
k) The crew should familiarize themselves with all the related training material ICompany
documents before the onset of monsoon.
; I) Only those Pilots, including expatriate crew, who have been cleared for monsoon
operations, should be rostered for flying during the monsoon period.
rn) Additional fuel uplift should be considered, keeping in mind the 15% increase in landing
distance for wet runway conditions and possible reduction in braking action.
17.9.2.1 The following items even though unserviceable, could be accepted "to return direct to base
station for maintenance' (i.e. one landing only) subject to acceptable weather condition at
departure and destination station.
c) One Thrust reversers provided other decelerating devices are serviceable - subject to
additional margin of minimum 1000 ft to field length requirements for Take-OR and
Landings
;.....--
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AIR-INDIA CHARTERS LIMITED
OPERATIONS MANUAL
I PAGE 17-30 S.0.P CHAITER 17
e) Wind shield wipers- subject to the PIC side (LHS) being serviceable
-
f ) Anti-icing and de-icing subject to performance limitations
Note:- Clubbing c) and d) is not permitted. So also, any system degradation casing impact
on flight controlslthrust reverserstanti skid must be carefully weighed
17.9.2.2 The above waivers to the MEL restrictions will in any case never be applied if the MEU
other regulatory requirements are not permitting the same for any other specific
operations.
17.9.2.3 All flight crew are to familiarise themselves with precautions to be taken for
Aquaplaning, turbulence and thunderstorms.
17.9.4 IN-FLIGHT
2. All take offs must be in accordance Lvith Standard Instrument Departures wherever
applicable. No intersection or tail wind takeoffs are permissible unless an adequate
performance margin exists.
3. Bird activity increases duririg monsoon season. Therefore necessary precautions
should be taken in this regard.
4. Avoid entering-intosevere weather conditions.
5. Circumnavigate all radar returns.
- Storm cells shall be cleared by at least :-
- 10 NM when OAT is warmer than freezing
- 15 NM when OAT is cooler than freezing
- 25 NM when at or above 25,000ft.
6. Special precautions should be taken to ensure the safety of passengers and cabin
crew in case of in-flight turbulence is expected.
7. Review of approach procedure be done before Topof descent and review must
also include the specific actions and phraseology associated with normal go-
aroundlwind shear go-aroundlapproach to stall and recovery.
8. Pilots should not hesitate to go around in case of unstabilised approach or hold for
improvement in weather.
AIR-INDIA CHARTERS LIMITED
OPERATIONS MANUAL
-
CHAPTER 17 S.0.P PAGE 17-31
9. Auto Brakes if available are to be used for Ianding in the appropriate mode as
under :-
- Abnormal landings - when speed has inadvertently increased beyond the
approach speed limits.
- When the landing runway is wet.
- - When runway length is less than 6000'.
Auto Brakes are an optional part of the Aircraft Braking System and can be carried
fonvard under MEL.
Flight crew should pay special atlention to all EGPWS warnings and take action as per
the Standard Operating Procedures.
Weather messages from Flight Despatch through SSB will relay METARs,
serviceability status of ApproachlLanding Aids.
ii> VOLMET broadcasts from Mumbai, Delhi, Karachi and AT1S broadcasts from
all enroute and terminal stations should also be monitored closely.
AIR-INDIA C H A R T E ~ SLIMITED
OPERATIONS
- . MANUAL .
1 CHAFER-48 USE OF NORMALCHECKUm PACE 18-1 I
USE OF NORMAL CHECKLISTS
Pilots are Qulioned against mupliW of the ailical checklists wiUl airkft
maneuvering and ATC communications. The before takeoff and landing c t w s t '
shwld be mpleted well in time. The checklists once started should not be .
interrupted. In &se of inle'rmption if the airplane configurnlion does no1 agree wit
the needed mfguration:
Alter cdn~pletionof each checklisl, ille pilo! reading the checklist calls,
m
CHECKLIST COMPLETE'
AIR-IIVDIA C . ARTERS LIMITED
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:.-.. OPERATIONS MANUAL '
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..- Im ~ - f 9 Departure Contingency Procedures PAGE194 I
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.19.1 SINGLE ENGINE PROCEDURES- TAKEOFF ,
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As-required by fCAO Annexure 61 DOC 8168 to ensure safety of operations, ' One
Engine In~p@veTakeoW procedures have been established for all runways.
A summary eard of these procedur~for all runways .is placed at beginning of
Jeppesen Rode Guide.
A? these p r w u r e s except Special Procedures are a d ~ i s oin- ~nalure.
Speaal procedures are mandatwy lo ensure adequaie obstacle clear=nce, unless
due 10 some factors Captain uses his emergency autllority to disregard these in the
interest of safety.
These single engine profiles ate 'based on performance calculalions which assame
engine out manehering al a maximum of 15 deg b a ~ kangle below 1500 ft above
takeoff surface or achieving enroute configuration ( Clean), whichever is later.
It is clarified that in case of an engine failure during takeoff SID compliance may not
be achieved al performance limited"conditicns as.all SlDs are established will1 all
engine operaling. .
For the noise abatement takeoff lor the 737-800, the NORMAL takeoff profile
satisfies the typical noisc abatemcr~lrcquircrnents and meets Ilm requiren~eril
lor minimum noise tevel.
AIR-INDIA CHARTERS LIMITED ,
OPERATIONS MANUAL .
lnstrychns for the use of Automatic flight syslems are coblained in the FCTM,
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Chapter 1 AFDS procedures.
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AIR-INDIA CIjARTERS LIMITED '
. . OPERATIONS MANUAL -
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I W R 22 ACCEPTANCE OFATC CLEAlUNCE .PAGE22-1 I
10. Usc corrcct FIT Freqilcricy procedures and discifiline at all lii~~cs.
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AIR-INDIA CHARTERS LLMITED
OPERATIONS: MANUAL
1 CHAPTER-23 T-FF AND APPROACIi BRIEFING PAGE23-1 I
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23-1 TAKE OFF BRIEFING
A complete takeoff deparlu6 briefing shall be given by the PIC in accordance with
Normal Prmdures as per B737 AFM Volume 1.
The PF will any out an approach briefing in amrdanoe with Normal Procedures
as per 0737AFM Volume IlATR SOP.
Descent speeds stipulated in the appmpriate AOM . I Airtine Policy are to be
adhered to, .unless ATCnraff~considerations n-itate change of speed. ATC
may waive off' speed rslrictions by using standard .terms such as 'No speed
controt' or 'Climb unrestrided'
The PIC has the discretion lo the descent led~niquein order to meet ihe
. Company's I ATC -requirements.' Fasien Seat Oclt'sign shall be swilched on wllen
desccrrdirlg (hrouglb 10,000 It for 8737
i
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AIR-IrJPrA CHARTERS LIMITED . -
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OPERATIONS MANUAL
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I T E l t 24 . , R O I..TTI?/DL'INATiON
....--- .-... ...........-... FAMILIARI W1'ION
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The pilol shall execute an im~nediatemissed approach under Ihe following condilions:
Crew duties and work load sharing are in the following documents.
' O~ERATIONSMANUAL, -
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30-1.1 The installation of ihe Ground Proximity Warning Systen~(GPWS) can reduce CFIT
accidents and is one of the major tools in CFlT prevenlion. The GPWS warning is
normally the flight aeMs last opportunity to avoid CFIT. Incidents IAccidents have
occurred because flight c ~ havew failed to make timely and correct responses to
. GPWS warnings. The availabie time has increased between initial warning 'and
aeroplane impact since the first version of the GPWS. However, Ihis lime shoold
not be used to .analyze the situation. With the early versions, there was a little as 5
seconds warning, and not at all if the impact poinl was on a relatively steep dope of
a mounlain. There may be as much as 30 seconds for riewer and future GPWS
versions. In the absence of standard operating procedures or, aeroplane
rnanufadurer'guidance, the followingmaneuver should b i executed in response lo
. a GPWS warning, except in clear dayligl~t. I VMC when the flight crew can
..
immediately and unequivocally confirm that an impact with the ground, water or an
obstacle will no1 take place:
React immediately fo a GPWS waming
Positively apply maximum thrust and rotate to the appropria:e pilch altitude.
Pull up wilh wings level to ensure maximum aeroplane
If.terrain remains a threat, continue rotation upto the. pitch
. . limil indicat~r(if
available) or stick sliaker or inilia! buffet.
Always respecl the stick shaker.
Do not change gear or flap &nfiguralion until terrain ieparalipn is assured.
Monitor radio altlude for sustained or increasing terrain separ8Jion.
When clear of terrain, slowIy decrease the pitcl; atlitude and accelerate the
escape maneuver should Ilc continued until climbing to sector emergency
safe altitude or until visual verification can be made that the aeroplar~ewill
clear Ihe terrain or obstade, even i f the GPWS warning stops.
b) i)Avoid very shallow (1.0 lo 1.7 dcgrcc) dcscerrl profiles in visual and non
precision approaclies
ii) NDB approaclies a1 e ~):ollibiledat nigh!.
c) Instantaneous go-around aclion in response to [node 2 cr 2 A tvlr.3rr1irigc;l tiic
-GPWS MK V as ir~stallcd in co111,1nr1;8 airciall. II (IIC Cliytil proT~Ie is
cor~~pletelyvisuai and definitely 1\01i r ~any cor~flictwl~atsoever-,wiiliterrain
'
. .
; . d) Immediate corrective ad& in response to FPWS alelt in Modes
! 20, 3 , 4 or 7.
i e ) Report-inthe Pilot sector Report all GPWS alerts inLanymode.
'strict,adherence to techniques outlined for Visual Approaches.
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tn-house CVR moniloring shall specifcaly
GPWS warnings..
. .report on activation q r absence of any
30-1.3 STRAIGHT IN ILS APPROACHES IN IMC MAY BE ATTEMPTED ONLY FROM :
..., a)kadar
. vectors.
. . . or .
..-. .. b) OM€ arcs when published, or
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. c ) DM€ descenl'@rofillenot below m e published Minimum Sector Allilude (MSA).
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It is the'responsibili& of the flightirew toensure that they have been positively
identified by the radar controller and unless radar contact is confirmed,changes
in direction and height are not to be executed. If Ihe aircraft is assigned an
!
altitude i.e. Lower than either MEA, MORA or MSA, the crew must confirm from
::>;y4
?:.A
the conlroller that the alliIudc,assigned is above the Minimum Vectoring Al!itudc
... :.-:I MVA. If not satisfied with any assigned altitude or heading the instruc:ions of
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.radar conlrcller can be relt~sedand a set heading and alIitude requested.
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.-.A.m,
:. Coliision al~oidancewith other aircrafl and terrain, remains the responsibility of
the flight crew even under radar c~ntrol.It is good airmanship TO SEE and BE
SEEN.
OPEUTIONS MANUAIL- . - .
30-2.5 APPROACHES
All approaches, precision or ion-precision will be stabilized approaches. TI ie
<onlpany policy on monitoring approaches, monitoring -- inslrurnents during
,approach are mandatory requircrnents. Standard callouts lor significar~l
devialion from programmed speed and rate of descent mast be called out by
tllc pilot r~ot
Ilyir~g(PNF).
Avoidance of collision wilh ground is the responsibility of the Pitol. The provisior~sill
ICAO documents are explained below :
31-1.3 INTRODUCTION
-
I. Annex I 1 to the Chicago Convention slates that objectives of the Air Traffic
Control Service are lo :
fhc s&c or;ncx also providcs thal Air ~ialficClearance shall he related solcly to
Iulfling 1t1eahvc objectives.
a) , Position;
b) tllc lrirc track actually fo!lowcd by ltle aeroplar~eand any subsequenl iritericled
alterations ;
c) Lcvcl; I
They are furllizr advised to check lheir subsequent flight path; lollowing,.upon any'
position they may have determined, to ensure that they are maintaining heir intended
sate lrack to Ule aerodrome or to the poinl of joining the approach patlerrl.
PURPOSE
This advisory circular is issued for ihe purpose of alerting all Pilols t~ the polential
hazards of mid-air mllision and near rnid-air collision, and to emphasise Ihose basic
problem areas relaled to (he human causal factors where improvernenls in pilot
educa!ion, operating pradices, proceduies, and improved' scanning techniques are
needed to reduce mid-air mnflicls.
a) Frarn 1978 through Odobgr 1982 a tolal of 152 Mid Air mllisions (MAC) occurred
in the United States resulting in 377 fata.lities. Throughout tlri-i approximate 5 -
year ti!~~eperiod tllc ycarIy stalislics rcrnained fairly constanl. with a rccorded
high ot 38 accidents in 1978 and a low of 25 in bolh 1980 and 1981 . During this
same lime period there were 2,242 reporled near midair collisions (NMAC).
Statistics indica!e lhal the majority o l these midair collisions and near midair
collisions, occurred in good weather and during :he hours of dayligl~l.
b) The f:M has introduced several significant programs designed to reduce Ihe
polen(ia1for midair and near midair coltisicns. The advisory circular is bul on= of
those programs and is directed lowards all pilots operating in rhe Nalional
Airspace System, with emphasis on the need lor recognilian of Itie hi~trlan
factors associaled with midair conflicls
The following areas warranl special altention an:: co:~tinuingactior, on (Ilc part of all
ii~volvedi ! a~rllidair cor~llicl.
pilois tc avoid h a rossibility ol becon~ir~g
AIR-RVDU CHARTERS LIMITED-
OPEMTIONS MANUAL --
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31 A ~ / r C * S . rhcr 31 3
a) 'Scc and AvoId" Concept
i) The flight rules set forlh the'conceplo l 'See and Avoid". This concept requires
that vigilance shalt =be maintained at all times, by each person operating an
aircraft, regardless of wheber the operation is conducted under lnshment Flighl
Rules (IFR) or ~isualRight Rules (VFR).
0) Pilots should also keep in mind their responsibility for coqtinuously maintaining a
vigilant lookout regardless of the type or airuall k i n g ilown. Remember H u t
most MAC accidents arid reported NMAC incidents occurred during VFR weather
conditions and during the hours ol daylighi.
b) Visual Seannlnq
I) Pilots should reniain constantly alert lo all traflic iovernent within their field or
vision, as weI as periodi-lly scalrning the entire v~sua!field oulside of their
aircraR to ensure deieiiori b;f confliding traffic. Remember that the prformance
capabililies b i many aircrafl, in both speed and rates o l climb Idescent, resuli in
high dosure rates limiting iha'iime available for de!ection. decisinn and evasive
action.
2) The probability of spoKing a potential mllision Ihreat incrcascs with the time spcril
looking oulside, but certain techniques may be used to increase thc
eflediveness of !hescan time. The human eyes tend lo focus somewhere, even
in a ~~~~~~~~~~~~sky. In ordcr lo be most effective. (he $lot should shin glanccs
and refocus at intervals, Most pilols do this in the pFocess of scanning the
instrument panel, but il is also imponant to focus clutside to sel up the visual
system lor effective targel aoquisitian.
3) Pil.ots should also realize Ittat their eyes may require several seconds to focus
when switching views between items in [he cockpil and distant objects. Proper
scanning requires [lie constanl sharing al atlention wilt1 other piloting tasks, thus
it is easily degraded by such psychophysiological condilions such as fatigue, .
boredonr, iltncss, nnxicly, or prcoccupalion. .
. ...
I) Effeclivc scanning is accomplished wilh a series of she?, .~~~gularly-spacedeye
movemenb that bring successive areas of the sky inlo the central visual field.
Each movement should no1 exceed 10 degrees, and each'area should bc
observed lor al least 1 second lo enable deteclion. Almough horizontal back-
and-forlh eye rnoven~erltsseem prelerred by most ~ilots, each pilot should
.- _. _con~lod&le
develop a scanning palierrl t!~atis r~losl . --- -I
and then adt~erc!l o i i lo
assure oplin~unrscanning
c : a I cari bc 111os1userul in spolling collision Ihrcals h n l olhr:r
li) l y c ~ ' i ~ ~ l ~visior~
aircraft.. Each tinl~.a zcan is slopped and ine eyes are refocused. llie peripheral
vision lakes on more inlpcrlance because it is Ihrough this elenlcnl I t ~ a l
lliovernenl is delecled. Apparenl n~ovenienlis alnlost always Ill@-firsl percepliorl
of a collision l l ~ r c aarid
l probably tljc n~oslimportant, because il i s Ihe discovery
o l a tlrreal Ihn( t:iygcrs I l ~ ccvenls Icadit~glo pr-opercvasive aclior~. II is esserllial
lo rerncr~~ber,I!owev~r, (ha1 i l anoll~cr aircraft appears- to have no relalivc
- motion, it is likely lo be on a collisior~course will1 you. If the other airuall shows
[lo Ialerd gr verlical motion, but is ii~creasingin size, lake irtuuediale eilasilie
acl~orl
AIRW D I A . C ~ ~ T E LIMITED
RS
OPERATIONS MANUAL
I PAGE314 ACAS rCCAS - CHAPTER31 I .
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7 Lack of brightness and color contrast In daytime artd conffiding ground lights at
night Increase (he difficulty of detecting other aircraft.
.a.
i) ~ g o lq
r laing into a rynway or landing area lor lake-off. scan the approach
orcas for. ppssilric ilandirlg IrqIlic by r~~anoeuvrir~g
llte aircraft to provide a clear
'view of$u$l areas. II is important (hat this is ammplished even though a taxi or
take-off cJearanmhas been received.
ii) During climbs and descents in flight conditions which permil visual detection of
other traffic, exeade gentle banks-left and right at a frequency which permits
continuous visual scanning 91 the airspace aboul them. .:.%
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iii) Execute appropriate clearing proocedures bebre ali turns. abnormal manoeuvres.
or acrobaom.
. . '
d) Airspace, Fliql~t
Rulcs, and Operational Errvirorirt~cr.t
1) Pilots should be aware of the type of airspace in which they inlend to operate in
order to'comply wilh the flight rules appjicabfe 40 that airspace. Aeronaulical
inforrnatibn konarning. llle National Airspace Syslcni is disser~linaledLy tllrec
methods . : aeronautikl charts ( primary ); IIle Airman's Inforn1a:ion Manual
(AIM) and the Ndice to Airnien (NOTAM) syslem. .Ths general operating and
. . of aircraft within the United Slates are
flighl ru1e.s. governing the operations
conlained in pad 91 of Ille FAR.
2) Pilots should : ..
ii) Nolc and undersland the aeronadlical legend and char1 syn~bols rclaled lo
airspace informalion depicled on aeronaulical charts.
US@ (he AIM. The Basic Flight Information and ATC procedures dascribe l l c
ailspace segments and the hasic pilot responsibilities ,-for operaling in such
airspam.
Pilots should also he familiar wih, and, exerase cablion'; In lhose operational
environmenls where they :may expect to find a high'bluinn of trafic or special
types d a aircraft operation. These areas include ~ e r d h a Radar
l Service ,Areas
(TRSA'S),alrporf tramc paw-ems, particularly af'airpohs without a control lower;
airporttramd areas (below 3,000 feel above the surface diltrin rive slatuk milcs ol
an a i w G t h an owrating control lower);terminal control arcas; control zones,
incl~rdingany extensions; Federal airways; vicinity of VOR's; ccslrictcd arcas;
wamiq areas: alert arcas: Military OpcraIing Arcas (M0A);intcnsivz sludcnl jcl
Irairring areas; military low-level I~igli-speedtraining routes; instrument approach
areas; and areas of high density jel arrival I deparlure roulings, especially in Ihe
vicinity of major lerminals and military bases. :-
Pilols should :
-, . _ __ ._..-- . *
a) The basic AIM conlains a section dealing with se:vices available lo pilols.
. ir~cludinginformation on VFR advisory senkesr, radar traffic informzlian services
lor VFR pilots, and rccommcnded Iralfic advisory piaclices at non tower airpor:~.
ACAsrCCAS
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, CHAPTER 31 I
iii) Initia!e radio contad with the appropria!e terminal radar or non radar'facilitywhen
operating withln the perimeters of th&.advertised service areas or dthin 15 miles
of the facility when no service area is specified.
, .
when K ' i i ria( practical to inil:ale kdip conlad for traffic information, at least.
monitor the' appropiate ladlily comrnunihlion frequency, particularly when
. . In. or through arrival Idepadure roules and instrurnenl approach areas.
opemlkg
, . .
~ernernbbrthat controller observation of aircraft in the lerminal area is often
. limited by distance, depth perceplion, aircraft wnspicuily, and other normal visual
amity-problems. Umltations of radar ( when available), lraffic volume, mntroiler
workload; unknown traffic, etc., may prevent Ihe contro!ler (rom providing timely
traffic advisory Information. TraKic advisories are secondary to the controllers'
primary &ties (which are separaiing aircraft under their; control and issuing safety
advisoiies &WJI aware af safetyconflicts). Therfore, Ihe pilot is responsible for
seeing, and, avolding other t a f c . Trafic advisories should be requested and
used when available lo assist the pilot to see and avoid other traffic by assisting,
bul,~t:s,ubstilutionh any way; fhe pilot's own visual scanning. It is importanl'to
remerrlkr.\hat advisories which air tramc control may -provide are no1 intended to
lessen: in: any manner the pilolts obligation to properly scan lo see and avoid
tralfic.
Pilots should :
ii) When entering a known lraiJic pattern al a non toher airpod, keep a sharp
lookout for other aircraft in the paltern. Enter the paltem in level fligH and allow
plcr'ily of spacing to avoid overtaking or cutlir~yany air-craRoul of the palterfl.
iii) Wllerl approadling an unlan~iliarairporl, fly ovcr or circle ltle airport al leas1 500
feel above trafic patkrir allitirde (usually at 2000 :?c t or more above the surface)
I0 observe the airporl layout, any local traffic in Ihe area. and Ihe wind and traflic
direclion indicators. Never descend inlo. lb ([altic nattern Iran1 direcily above (he
airport.
Be particularly alert before turriing to the bas€ leg, final approad1 course, and
during the final approach to landing. At non lower airporls. avoid enlering tho
lrallic pattern on [lie base leg 3r frcnl a siraigt\t-in approach lo the latrdinn
lullway.
P
uon?pensate lor b!ind spots due lo aircrafl dcsigrr arid fligt~latlitud-2 L:;. nlovin3 ,
- OPrnTIONS MANUAL
I CHAPTER31 ACASPCAS PACE 31-7 1
1 g. ~ l ' v i n qin Formation I -b
i1
1) Several midair collisions have o c c u k d which involved aircraft on the salrlc
, . mission, with each pilot aware ~f h e ,othets presence. :'.
. 2) Pilots who are required, by the nature of. Iheir operations, to fly in pairs or in
formalion are cautioned to : .. .
2) Flight inslructors should set an example by carefully obsenring ali regulations and
recognized safely practim; since sludenls consciously and unconsciously imitalc
the flying habits of their Instmctors.
ii) I3e particularly alert during the condl~ztof simdatcd instrument lligllt where Il~crc
is a lendency l o ''look inside".
iii) Place special Iraining emphasis on those basic problem areas of conerr1
mentioned irl this advisory circular where in~provements ill pilo1 educalicn,
__
.- - - are .needed.10
apcrali~lgpracticcs, procedures, a r. ~ d(ecl~~riques .
.reduce midair
conflicts.
Iv) Notify Ihc control tower operatclr. at airports where a toher is manncd, regarding
studen! first solo flights.
v) Explain the availabilily of and zncouraie tlre use of expanded radar setvices lor
depa~lingaircraft a l terrnina1 airports where Ihis szrvice is availallle,
arriving a [ ~ d
as well as, Ihe use of radar traffic advisory setvices for tra:lsiting lermirral areas or -
[lying belween en -route points.
vij ' Understand and explain the lirnilalions of radar h a t ma;{ frtquenlly liniil 0:
prevenl (he issuance ol radar advisorizs ti;] arr Iraff~cconr:ol!ers ( R e f ~ lo
r AIM)
OPERATIONS MANUAL
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ii) Oired attention to the applicant's knowledge cl lhe airspace, available FAA air
- 1raHic services and facilities, essential rules, good operating practices,
,
pracedlires, and techniques that are necessary to achieve hlgh slandards of air
salely; . '
Airborne Collision Avoidane System (ACAS) also known as Traffis Aled and Collision
Avoidance Systern(TCAS) is an independ~nlairborne system designed as a back up to .
the ATC System on 'See and Avoidgconcept.
ACAS lilted on aircraft in our fIeel consists aircraR mounted anlennas, a conlputer,
Mbde S Transponder and displaylcontrol unit in cockpit and is designaled as,TCAS It.
AGAS continuously surveys the airspace around the aircraft through lransponder
signals, Replies received are displayed in the cockpil.
ACAS II generates two typei of Advisories, signals Traffic AdvisoryVA) and Resolution
Aduisory(RAJ:to and provides rear time advisory and position information.
These advisories are genera!ed against iritrcder aircraft fined wilh Mode C and S
Iransponders.
TRAFFIC ADVISORY
TA is generally displayed 20.48 secorids before intrudsr aircraft is predicted lo cntcr
the aircraft'sprotected volume. TA is announced aurally. The traffic displayed include
range, bearing and altitude of the intrqdcr aircraft. Crew shouid usc this inforination b
visually locate Ihe inbuder. .
RESOLUTION AUIILSORY
RA is displayed 15-35 seconds before the..intrtlder-aircraw is predicted-to enfcr lhe
aircraft's collisirjn area. RA is announced aurally. The RA would be irl (he fort11 of a
correclive Advisory or Preventive Advisory.
Crcw are authorised to devialu Ir.orll tl~ectlrrcnt A1C clearance lo [lie exlcnl necessary
to cornply v:ilh HA. Once ACAS enunciale 'clear of conAicl" aircralt should reiurrl lo
t l or'iginal
~ fliglil level.
i
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OPERATIONS MANUAL,' '
I l C A S PACE 31-9 I
,.-:.:.-q,
Name. . Telephone
SSR
Aircraft ID ~ircrait"~~~e
:
WT- LONG
-..---------------
---------------I--..-I.--------
I-..- I- *A+----*.**.*-* -----.--..-------------
Phase of fliqkt
TA Information
TA issued? YES NO
Visibitily NM
Air Traffic scnicc providcd : En-route control
Aerodron~elapproachconlrol Flight intomhation
3.---------- -.--- * -----d------------------- ------ ---*+ ------ ------
Remarks ..
NOTE :
The report should be f0rwarded.h the Director of Air Sabty. Ollice of the Oireclor
General of Civil Avialion, Opp. Safdajung Airporl, New Deihi - 110 003 (Phone 462
0272, Fax No. 463 3140)
Wilh a copy to the Direclor of ~ i r ' ~ o u t and
e s Aerodrome [Operations), Airport Authority
of India, h j i v Gandlri Bhavan, SaMarjung Airport, Ncw Oolhi-- 110 003 (Phons 463
1684, Fax 462 9567)
restricted, prohibited, danger areas and when no deviation is made from flight plan
route and a listening watch is belnggrnalntainedon approprbte ATS ftequency.
..3j
-5:l
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%
Pilots are warned, however, [hat should the o&sion arise they must comply wilh the
<
:.:
vi,sual signalslradio Ins~ruclionsgiven by thelntercgpting aircraR.
G
321.3 RESPONSES BY INTERCEPTED AIRCRAFT
Sorles 4
.,. ..
.. .
.I.
Intercepting Aircraft signals,
........,.,.
...... Rocking wings from a position in front and, normally; to !he left of intercepied aircraft
1
:.
...,
-:.-.,
-.
.... and, af!er acknowledgment. a slow level turn. normally to thg left, on to the desired
.-..
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'.?.-. heading. -. . .
.....
-.
-..,.,.
......
.... Meaning : You have been intercepted Follow -
intercepted Aircraft responds.
Aircrafl Rocking wings and 'following.
I Mcaning Understood will cornply
-.. Note :- i ) Meteorological conditibns or terrain may require the intercepting aircraft to take up
a position in front and to the right of the inlercepted aircraft and to make the
. , -..
subsequent turg to the right.
- -,
(ii) I f the intercepted aircraft is not able to keep pace with the intercepting aircraft, the, - 1.
latter is expected to fly a series of racetrack patlerns and to r o e its wings e a ~
time it passes the intercepted aircraft. ' .
Series 2
lnterccptirrg Aircraft Signals.
(Day or Night) - an abrupt break away maneuver from the intercepted aircraft
consisting of a climbing turn of 90 deg or more without crossing the line of flight of
the intercepted aircraft.
Meanii~g : You may proceed.
Inlerce'pled Aircraft responds.
Aircra H : (Day or Nigh!) - rocking wings.
Meariing : Understood will comply.
--Series2
aer.or!rorne, lowering landing gear and over flying runway in directi~n
(Day) - cil.cl~r~g
of landinp. (Night) -same and; in addilion, showing sleady-laadug lights. - .
Meaning : Land a1 I l ~ e aerpdrame. Intercepted ~ i r c i a f l r e s ~ o n d s .
Aircraft :(DAY) -Lowerihg landing gear following the intercepting aircraft and, if after
~verflying runway landirig is considered sale, proceeding lo land.
(NIGHT) - in addition, showing sleady landing lights (if carried).
Mzaning : Understood will comply.
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321.4 SIGNALS INITIATED BY INTERCEPTED A I R C ~ ~ FAND
T RESPONSES BY
INTERCEPTING AIRCRAFT. . ,
series 1
' Intercepted Aircraft Slgnals. .
a) DAY - ~bislriglanding gear while passlng over,landing runway at a height
exceeding 300mts.(1000 PC.) but not exceeding GOOrnts. (2000ft.)above the
aerodrome level and continuing to circle the aerqdrome.
b) NIGHT - flashing landing lights while passing over landing runway at a height
exceeding 300mts. (1000 ft.) but not exceeding 600mts. (2000 ft.) above the
aerodrome fevel, and continuing to clrde the aerodrome. If unable to flash landing
- lights, flash any ofher lights available.
Meailing : Aerodrome you tyve designated is - inidequate. Intercepted Aircraft
responds.
a) Day or Night- If it is desired- !hat the inlercepfed 'aircraft follow the intercepting
aircraft to an allernate aerodrome the intercepting aircraft raises its landing gear
and uses the Series I signals prescribed for interepting aircraft.
b) It il is decided lo release the intercepted aircraft, the intercepting aircraft uses the
Series 2 signals prescribed for intercepting aircraft.
Meaning :Understood Follow me. Understood You ma-jproceed.
Series 2
Intercepted Aircraft Signals.
DAY or.NIGHT - Regular switching on and off all available lights but in such a manner
as to be distincl from flashing lights.
Meaning : Cannot comply.
Intercepted Aircraft resporids: Day or Night - Uses Series 2 signa!~. .
Meaning : Understood.
Series 3
lntercepled Aircraft Signals.
DAY or NIGHT - Irregular flashing of all available lights.
MEANING : In distress.
Intercepted Aircraft responds.
Day or Night -Use Series 2 signals prescribed'lor'iflt'Er'ce'pting aircrafl.
Meaning : U nderslood.
AIR-BVDU CHARTERS LIMYTED
OPERATIONS MANUAL
[ CHAPTER 33 AIC INTENDEO TQ BE OPERATED ABOVE 49000' PAGE 33-1 ]
AEROPLANES lNTENOEb TO BE OPERATED ABOVE
33-1.1 Air India charters Ltd. Aircraft do -not operate above 15000M149,000'.
<;y
.L.. I . detalls are available I n Air Safety Manual. 5
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fhe Rules of the Air specified under Rule' 16 of the Aircraft Rules 1937 and CAR
Section 4, Series 'E', Pt I dated 15 July 2004 require cimpliance.
Excepi when necessary for taking-off or landing or except by permission from the
appropriate Air Traffic Control Unit, aircrall shall not be flown -
AJrcrafi shall not be flown In a. pmhlbted area, Or in a sestricted area, the particulars of
whlcti have been duly publfshed, except in accordance with the conditions of the
restrlctlohs or by permlsklon of the State over whose territory the areas are established.
' 1
It is important that vigilanbe for the purpose of deteeling potential collisions be not
relaxed on board an airc.raft in ffight and whlle operating on m e manoeuvring area of an
aerodrome.
9 RIGHT-OF-WAY
The aircraft (hat has h e right-of-way shall maintain its heading and speed bul nothing
in these rules shall relieve the Pilot-in-Command of an aircraft from the responsibility of
taking such acHon as wjll.best abed collision. An aircraft that is obliged by the following
rules to keep out of k g ,way of another shall avoid passing over or under the olher, or
crossing ahead of It, unlass It. passes well dear and takes into amunt the eHect of
aircraft-make turbulene.
34-1 .I.I0 APPROACHING HEAD-ON
When two aircraft are approaching head-on or approximately so and there is danger of
collision. each shall alter its heading to Re right.
- . I . LANDING
1) An aircraft in flight, or operating on the ground or water, shall give way to aircraft
landing or in the nnal stages of approach to land.
ii) When two or more heavier-than-air aircrall are approaching an aerodrome for the
Purpose of landing, aircraft at the higher altitude, shall give way to aircrafl at Ihe
lower altitude bul the latter shall not take advantage of this rule to cu!-in i?!ront of
another which is in the final stages of at,-appro3ch 'tz%nz
or to overtake that
aircraft. Neverlheless, power driven heavier-!han-air aircraft shall give way lo
gliders.
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ICHAPTER -34 ACCIDENT PREVENTION 8 FLIGHT SAFETY PROGRAMME PAGE 34-3 1
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j 34-1.1.1 2 OPERATION IN VICINITY OF AN AERODROME
I
i a)
An aircrafl operated on or in the vicinity of an aerodrome shall, whether or not
within an aerodrome traffic zone -
observe dher aerodrome tra'mc for'the purpose of avoiding collision;
b) conform wiih or avoid the pattern of traffic formed by other aircraft in operalion:
C) make all turns to the let? when approaching for a landing and after taking off,
unless otherwise instructd;
d) land and lakeoff Into the wind unless safety, the rdnway configuration or air traffic
consideitions determine that a different direction is preferable.
A ilighl plan required by the Instrument Flight Rules or when submitted for facilitating
search and rescue or for any other reason shall be in the prescribed form. No deviation
shali be made from a flight plan without informing the appropriate air Iraftc services
unit'as soon as practicable.
A report of amval shall be made lo the appropriate air fraflic services unit at the earliest
practicable moment after the amval of any flight for which a flight plan has been
provided.
An air traffic control clearance shall be obtained prior to operating an IFR flight or a
portion of the flight as an IFA flight in controlled airspace. Such clearance shal; be
requested through the submission of a flight plan to an air traffic conltol unit. No
deviations shall be made from the reqqirgumts,sf- an air tramc conlrol clearance
unlcss an emergency situation arises necessilalir~gimmediate action, in wtricll case, as
soon as possible afler such emergency is exercised, the appropriate Air Traffic C o n l d
. Unit shall be notified of the deviations and, if necessary, obtain an amend& clearance.
The time and level of passing each' designa!ed reporting poi~li.or the reporling points
specified by the appropriate air traffic cqntrol unit, together with any othsr required
information, shall be reported by radio as soon as possible to the appropriate Air Traffic
C0n;rol Unit. In the absence of designated reporting points, position reports shall be
. . . . . .
IPAGE344
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ACCIDENT PREMM~ON
b ~ G H ST A F PROGRAMME
~ A CHAPTER- 34 1,
J. f
General.
1
When an IFR flight oSating under the alr Lrafic control services has landed, or leaves
a controlled airspace-ahd Is no- bnger subjed to air traffic control senice, the
.appropriateAir -TraHicControl Unit shall be notified as soon as possible.
. '.
When an aircraft decides to change from compliance with Instrument Flight Rules to
compliance with Visual Flight Rules whlle wlthlncontrolled airspdce, the appropriate air
traffic; conlrol unit shall be notified.
An aircraft shall not be flown on an IFR flight within controlled airspace unless a
continuous listening watch is maintained on the appropriate radio frequency of, and
two-way communication can be established as necessary with the appropriate Air
Traffic Control Unit.
COMMUNICATION FAILURE
If a radio failure precludes compliance with 13-1 -4.1 the aircraft shall :
- 11 .
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.. . ii) arrange the flight so as lo airive as closely as possible to its estimated time of
arrival; and 0
-:
, -iii) commence descent as nearly as possible to, the expected approach time last
received and acknowledged; or, if no. expected approach time has been
! , . ' received and acknowledged, as nearly as possible to the estimated time of
s -.-...,I arrival specified in the flight plan. .
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-,.. 341.5 , LANDING PEWISSIONS
Bilateral agreements between India and other couhtries goyern the scheduled landing
of our fllghts at various airports. Far charter flights, special permission is obtained from
the authorities concerned.
Aircrafl of countries signatory to the Internalional Air Services Transit Agreement (ol
lCAO Convention) are mutually permitted to overlly their respective couniries in so far
as scheduled flights are concerned by prior notification. Specific permission is not
necessary in the normal course.
For non-scheduled or charter flighls, specific' $k?mEsion should' be sought from Ihe
countries concerned. Generally, notice of 72 hours should be given logether wilh
details on dateltimk of entry auldexit, nature of flight, call sign, type of aircraft. etc.
C o ~ i l o r ~ i ~with
i l y Ille followirlg g ~ o doperating praclices will oreally help achieving safe
operation :
IPAGE 344 ACCIDENT PRECrENTlON & FLIGHT S A F m PROGRAMME CHAPTER-34 1
34.1.7.1 IFR FLIGHTS
*
: Pian and canduct an' IFR 'flight at all times. Change from IFR to VFR flight can only be
effected-gtthe : specific request of h e Pllot-in-command, ,Clearances to a wntrolled
flight to fly maintaining.ownseparation In VMC can be given only at the request of Ihe
pilot-in-command during daylight and durlng dimb or descent and for a specific portion
of the flight, There is therefore no wmpulslon to accept such a clearance ifsuggested
by ATC. Before awpting such a clearance the ability to comply with Visual Flight
Rules vith reference to.horizontal and vertieal distance from clouds must be carefully
considered, and ATC should be Informed at any time when compliance is not
possible.
Though air traffic conkot service is aesigned to prevent collision between aircraft in the
air or in the manoeuvring area of an aerodrome, there is scope for human error.
Maintain a continuous scan for obstructions and for other traffic with as many eyes as
. possible, Maintain a listening watch with as many ears as possible.
Position reports should be made when over or as soon a s possible after passing each
designated compulsory I-eporting points, unless othenvise required by countries
overflown. Air .Traffic Control System is predicted on the receipt of position reports
from aircraft and therefore, use all available meam gf c~vffunicationto. transmit
position reports. Non-receipt will lead to initialjon of emergency procedures by ATC.
Added precaution ,and preplanning are necessary 'when conducting a flight with any
equEpment Inoperative, ' C M everything when you fly normally. and 'Cross check'
, , when flying with an inoperative item. Do not hesitate to ask for assistance from an air
traffic controfse~ce,when necessary.
88 alert at all)imes, especially when the weather is good. Most pilols pay allenlioi~
when they are operating in IFR weather conditions. but strangely, air collisions and
accidents have occurred under ideal weather conditions.. Uplimiled visibility appears to
encourage a sense of security which Is not at all justified. Eternal vigilance is the price
of safety.
._.
34-1.7.8 APPROACH-TO~AND
' .
In view of many incidents i accidents during landing, it is recommended that if the
approach Is not stabilized in all respects. both vertically and laterally, approach speed, .
visual cues, etc., it is advisable to execute a missed approach rather than attempling
a risky landing which might jeopardize the safety of aircraft.
The harmony behveen man and machine had been lacerated by a most insidious
factor, which wmes in a variety of disguises. Sometimes it poses as overconfidence;
at other limes boredom, and at still others, it is indistinguishable from inattention. I t is
a state o l mind characterised by contentmenl, In this respect it is unlike other rnenlal
stresses; as a matter of fact, you might consider it a kind of 'anti-stress'.
'
As a pilot's learning cum* in a new machine begins to .flatten out, decisions 5ecome
easier and flying becomes more routine.
The earliest ~ f f e c l sof complacency are sub:le erosions of the desire lo remain
proficient. The pre-flighl check becomes less carnplete and more aul~rnalic.The pilo!
is less altenlivc lo Itle care of ! i s oxygen mask and sur,vival equipnienl. Hems dealing
with his personal safely are i l ~ o s emost frequenlly neglecled by the complacent pilot.
In addiiion, ' because of his success in mastering his environment, he becomes
A I R - m u . CHARTERS L M E D
OPERATIONS MANUAL
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physlcal pragr'ammes.
. .
Like a pilot who suffers from hypojda, !he complacent pllit Is unnwnm af the
gradual delerioration - in. his performance. He loses the abllity lor critical self-
appraisal. His adrenal glands seem to have become drowsy. B~l0d0mand inattention ,
are the chief cock@ manifestations of complacency. 'Flat, dumb and happy', sums
up Re condition better than any mouthful of erudite psychological terms. To
make matters ,worse, cpmplacency is reinforced by an airllnds good safety
record and the adtndedged mechantcal rellabllity of ,a particular aircrafi.
Not Infrequently an airline goes for long perlod without a major accident only
10 have a rash of accidents which can offen be traced back to a complacent
attitude, Instead of profiting from )he incidents and accidents of others,. the
complacent pilot says, 'This can't happen to me'. These cherished thoughts about
one's immortality may bolster the ego, but-they can't expose ifie flesh to a variety of
adversttles. Although complacency tnay be the cause of a major event like a mid-alr
wlllslon or an eplsode of fuel emaustion, for the most part it Induces minor accidents
atid incidents. Taxi accidents and other minor ground incidents are frequently the
result of a camplacent pllotwsadions.
Complacency is easier to prevent than cure. The pilot may help prevent wmp!acency
- by developing a very high standard of perfection, not only for his flying pedormance
but for his physical and mental condition as well. Because. of the disarming of - -\*
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mmpfacency and because it is associated wilh experience and confidence both .. .
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34-1-8 HYDROPLANING
34-1.1.4 GENERAL
It is recognised .that a film. or water on. runways can seriously affect aircraft ground
~ntrnlIabiIityand braking efficiency. As the sped of the aircraft and the depth of the
water increase, the water layer builds up an increasing resistance lo displacement,
resulting in the formation of'a wedge of water beneath the iir~me+erticalcomponent
of this resistance progressively lifls the :tire decreasing the area In cantact with the
runway until, with cerlain aircraft configurations and depths, the tire is completely out of
contact with the runway surface and starts hydroplaning on a film of water. In this
condition, the tires no longer contribute to directional cantrol and braking action is nil.
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CHAPTER -34 ACCIDENT PREVENTION & FLIGHT SAFETY PROGRAMME PAGE 34-9 I
I) -The first is dynamic hydroplaning which occurs when there is standing water on
the runway surface.'Water about one-tenlh of an inch deep acts to lift the tire off
the runway as explained above. - ,
ii) The second type is viscous hydroplaning. <&: to the viscous properties of water.
In this type, a thin film of nuid not more than one-thousandth of an Inch in depth
ennot be penetrated by the tire and the tire rolls on top of the film. This can
occur at a much lower speed than dynamic hydropl~ingbut requires a smooth or
smooth ading sutface.
iii) The third type,- knowcas reverted rubber hydroplaning, requires a prolonged
locked wheel skid, reverted rubber, and a wet runway surface. The reverted
rubber aits as a seal between the tire and theminwayand delays water exit from
the tire footprint area. The water heats and. Is converted to steam and the steam
supports the tire off the pavement.
crosswinds'act over the entire side area of aircraft and p;oduce side farces which tend
to push aircraft OH the down wind side of runways. These forces arc proporlional to the
square of the crosswind velociiy; thus, a 10 knot crosswind would quadruple the side
force developed by a 5 knot crosswind on an aircraft. Generally, the center of pressure
of this crosswind acts aft of the center of rotalion (main landing gear) so thal a yawing
nWnent which tends lo make the aircrett weathercock or wealhervane into (he wind; is
usually produced.
One of the worsl conlrsl situations occurs when there is a crosswind in conjuction w i l t ~
wet runways. and Ihe conditions thal are encountered prdduce tolal lire hydroplaning
FAA-NASA tesls with a Isur-engine jet transport demonstrated a loss in dircclional
conlrol and an approximate doubling or tripling of the dry runway slopping dislance
(without use of reverse thrusl) when hydroplaning' occurred.
In tne approach, the pilot can be [lying solely by instruments and his attention is
concentrated entirely within his, cockpit. Suddenly he breaks oul an "minimrrm" and
must make inslantzneous transition to visual flight; and he must inimediately tl-lereafler
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AGE 34-10 ACCIDENT PREVENtlON& FLIGHT SAFEW PROGRAMME CHAPTER- 34 ,.
touch down on a nmway,of unknown slipperiness. This is one of the worst situations.
possible, but it can frsquently be encountered with water-covered runways when
' .
visibility is poor.
Consider the landing shown,.if Fig. 1, where the aircraft touches down on runway
headlng and wnterllns: Thls touchdown Is akornpllshed In a crosswind by either e
Wred down! or 'crabu correction. Since the touchdovljn speed is greater thao the total
hydroplaning s p e d (see Tabte 1), the lire-ground traetlon Is rill: With no pilot
corrections, Ule aircraft.wlll probably weathmck into the WIND and drift toward the
downwiad side of the iunway. In this situation, application of reverse thrust increases
the drift dowriviind, slnce the side oomponenl of reverse thrust acts In the sam direction
as the wlnd force.(see.vector dlagram, Flg.1). I f thls.wndition 1s: allowed to continue
and the crosswind component Is'hrge enwgh,'the alrcraft will'drlft off h e side of the
runway with perhaps -thbusands of feet of usable .runway'.remaining. Only three
alternatives are available to the pllot :
4 ..
I he can continue,as before'and run off the slde.of the runway,
2) he -ti apply enough.forwardthrust to malntaln the airkafl In the center of the
nmway, or
3) he can yaw the aircraft dqwnwind and apply reverse thrust.
The second increases the stopping distance appreciably, and the thlrd would seem to
be contrary to any manoeuvre a pilot has attempted before. Fortunately, In most cases,
the aircraft can be slowed below the hydroplaning speed before R is pushed off the side
gf the. runway. Then the tires can begin to take part of the load, maintain aircraft
control, and,help to a slow the aircraft. It should be remembered, however, that aircraft
braking tests have demonstrat@ that stopping distance3 (without reverse thrust) can
be increased 60 percent on wet runways wflhout hydroplanlng occurring.
Landing :At the high touchdown speeds, tire ground traction is nil (Tires hydroplaning).
After touchdown, airvafl weather vanes into,wind. Wind force tends to drift aircraft off
right side of runway.
The purpose of this has been lo point out some of the probleo~sand principlas involved
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4 ' , during landing opera!ions in crosswinds on slippery. runways. and not to advise -.-.
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....I experienced pilot on how to conlrol their own familiar aircraft. The strongest and most
AIR-INDIA CHABTERS LIMITED
OPERATIONS.MANUAL
CHAPTER 9 4 ACCIDENT PREVENTION &~FLlOHTSAFETY P R Q ( ~ ~ M M E PAGE34-11 1
Important fad.-he ~llot'.shouldremember h to ~ l a n
.ahead, If the destination has a
known a pwnd Cbndilion and the ecdhons to. be ericountered can possibly cause
gre- hydroplanlog, he should thlnk Mce before landing 'there. In a marginal situation
whhaut prlor planning there may be InsuMclent tlme foi the-pliot to analyse what is
happening adtake the propet correctii action. If the landing must be accomplished
, in these conditions, the pllot should make sire-thatthetapproach.k not high or fast and
that the actions-of the alrcrafi after touchdown are antldpaied with subsequent pilot
, reactions planned.
34-1.9 OPERATlONS FROM RUNWAYS CONTAMINATE3 WITH SNOW, SLUSH OR
WATER
34-1.9.2 OPERATIONAL'FACTORS
A) The runway surfice condition Is &ported by the following method. The depth of
snow or slush is measured'by a standard depth ,gauge;readings'being taken at
epproximately 300 meter intervals, between 5 and 10 meters from the runway
centerline and dear. of the effects of rufiing. Oeipth is reported in millimeters for
'each thlrd of the runGay length. A subjective assessment is 'also made of the
nature of the surface dntemlnant, on the following scala :
, ,. I .
6) The ~resenceof water on a runway will be reporled to the pilot using the following
descdptions :
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ACCIDENT PREVENTK)N 8 ~LIOHT SMEW PROORAMME CHAPTER- 34
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C) Depthsgreater than 3 nm of water, dush or wet snow, or 10 mrn of dry snow, are
. likely to have a'slgnifimt effect on the performance of aeroplanes; h e main
effects are :
. drag. . v
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a) additi0m-idrag irelardation effeds on h e wheels, and spray impingement
A water depth of less than 3 mm is n o m i during and after heavy rajn, and in'
such wnditione, na cbrredione to lakeoff performance are necessary other than
the allowance, where applicable, for the effect of -wet or slippery surface.
-
However, on such a r u w y where the water depth is less than 3 mm and where
the F8rformanw effed (a) above is insignificant, IsoIaled patches of standing
wat& or slush' of deplh in excess of 15 mrn located In the area of h e runway
wheri the aeroplane approaches V1 on takeoff, may slill lead to ingestion and
temporary power,fluctuations which could Impair safety.
When operations from contaminated runways are can!zmplated the following '
procedures are recornmei#ed :
Take-offs should no1be attempted in depths of dry snow greater than 60 mm or depths
of water, slush or wet snow greater than i5 mm.If the snow is very dry, a depth of nd
- more Ihan 80 rnm is acceptable.
OPERATIONS-MANUAL
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When manoeuvring on contaminated taxiways prlor to take-off, care should be taken in '
'
the use of rwirsa thrust, to avold oontamlnation.ofthe wing teading edges. . .
' Appropriate field length pedormence conections shohld be made.
~ o r k atakeoff
l configuretion sho"ld be used 'and all devites on the aeroplane which
cantributes to braklng performance (reverse thiust, lift dump, etc.) should be
senriceable.
..
Madmum takeoff power obtaina bIe should be used.. .
I
Take-off should not be attempted In tail-winds. .
The =uses of CFlT ac&lenls due to vertical profile errors include lack of pilot
understanding of ATC clearanas, - mlsreadlng apprqach charts andlor pbor altimeter
setllng procedures. -
I
Crew must be aware at gll'.timeof aircraft po#ion and minimum sector allitude. w i l e '
obeying'ATC lnstructlons do not assuine hat the Controller will keep the alrcraft
adequately clear of high ground..Always doss check .your posltlon to high ground. If In
doubt ask the oontroller, he may be pre occupled wlth other aircraft and mlnlmum
sector altltude g h In alrport chart Is upto 25 NM. From airport or DME. However,
radar vectoring may commence beyond 25 NM. Therefore Grid MOW of the entire
area must be noted PF to use RADAR mode selected and PNF must select TERRAIN
mode below 20,000AGL. .
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scc:tr.s WEATHER
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Weather and visibility usually play -a -role in CFlT accidents. Low ceiling. 'poor
r j night operatl~nsare normally present when a CFlT accident or incident
~ ~ l b l l lor
takes place. Avoidance of such accurrenws depends on how the flight crew adhere
to the cockpit procedures. The, prime fador in this category of occurrences is
a descent below mlnhum during an instrument approach causing the airplane
to wnlact the ground before it reaches the runway. The, de'cision of flight
,Crew to descend below minimum is either due to lack of
position awareness or lack of discipline. They may know the airplane's posilion but are
hesitant to execute a missed approach when the situation requires. '
~ n a l y s i sof CFIT accidents reveals that avoidance of a collision often requires pilot to
initiate a pull-up manoeuvre within seconds of the GPWS- with no time for
troubleshooting or lor other assessments. When in I.M.C. many of these accidents
have taken place due to slow or inadequate pilot response to-GPWS warnings.
34-t.11.5
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FLIGHT CREW COMPLACENCY
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.v- At times of increased workldad, ATC and flight crew may communicate with each other
,.:A:].t
---I by uslng a ahort or.nonslandard phrase, which can lead to misunderstandings, between
ATC and Ihe' pllots. Clearance meant for one airplane may have been given lo
another, resulting lnto CFIT accidents.
Modern airplanes equipped with latest ai&ome equipment like flight directors, aula-
pilots, autdhrottles, Flight Management Computers etc: have helped to reduce Ihe
workload of Ihe flight crew to keep track of altitude, airspeed and approach flight path.
However, flight crew may hiknowingly misuse these deivces or operate them with
faulty data.
Factors .causing Controlled Flight Into Terrain (CFIT) accidents are therefore
summarised as follows :
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I
With the increased awareness ol above mentioned areas of improvement in the human
<
:1 factors, Ilighlcrew can significantly contribute to the reduction of CFIT accidents.
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34-1.11.8 ENHANCEDGROUNDPROX~M~TYWARN~~GSYSTEM(EGPWS)
The installation of the Enhanced Ground Proximity Warning Syslem (EGPWS) can
reduce CFIT accidents. It is one of.the majw-tools-irrtheCFlT prevention methods.
The EGPWS warning is normally the flight crew's last opportunity to avoid CFIT.
IncidentslAccidents have occurred because flight crews have failed to make timely and
correct responses to the EGPWS .warnings. The available time has increased behveen
inilial warning and aeroplane impact since the tirsl version of the EGPWS. Howcver.
this time should not be used to analyse Ihe silualion. With the early versions, lhere
Was as liltle as 5 seconds warning, and none at all if the impact point was on a
relatively steep slope of a mountain. There may be as much as 30 seconds for newer
and future EGPWS versions. In Ihe absence of slandard operating procedures or
OPERATIONS MANUAL
I PAGE.34-46 ACCIDENT PREVENTION & FLIOHT S A F m PROGRAMME -CHAPTER- 34 1 . -.,- .
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a) React immediately tir a EGPWS warning
b) ' . Positivdy apply maximum thrust and rotate to the approprlatc pitch attitude.
h) When c!ear of terrain, slowly decrease the pitch attitude and accelerate.
The escape manoeuvre shbuld de continued until &bing lo the ,s&lor emergency
safe altitude or .unlil visual verification can be made that the aeroplane will clear the
terrain or obstacle, even if the GPWS warning stops; , ,
RETRACTED I
I -
- I~ h ' espeed
n a hove VLS and VIS posltive :
- C h n up aircraft as required.
' . .
.
"SINKRA?E''
- Adjust pitch attitude and thrust to silence the Gaming.
. "DON'T SINK"
- Adjust pitch atlllude and thrust to maintain level cr dimblng flight.
Amber :GIs" tighl o: Red "GPWS"light with any or (he aural alerls listed above.
The fqllgwlng paragraphs describe' in general instructions and guidance on the duties
an InddentlAccldent.
. and obligations of personnel following
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2,:j 34-21 REPORTlNG QF ACCIDENTS
.-:-1.
4:
94-2.1.I f i . . b
In aecordance with the eldstlrig provisions in Rule 60 of the Alreraft Rules 1937,
.-.,,
eccldents .Involving. death or .serlobs Injury to persons an Ward the aircraft or
......
...
- .,
:.:.2 . slibdantial damage to th; airwp are to be reported to the DPCA within 24 hours of
::.'I,:
.:,.: thboqrrence of the a ~ l d e n t ;
. . -' .
-
.
f
.
--
.
..
2 ..
.,
34-2.1.2 RESPONSIBILIITY OF COMMANDER
....,;
..I.
. 1
.4;:;- . . - .
-TheCMuMndbr shall be respoFlble far notlfyhg tbe nearest appropriate authority by
available-means of.gny acddent lnvolvlng the alretaft resulting in Injury or
'thetheq$lckeat
death of; any persons gr-substantlal damage to aircraft or property. The Director-
0praba'ns IGeneial Manageraps., shall be slmul~aneouslynalified of the accident by
the qulckest available means-$bin 24 hours. This notideation shall indude the
followiq details :
c) Dateandlime(UTC)oftheaccident;
Nature of \he accident and the extent of damage to the aircraft as far as is
..
known ;
h) Name of the Commander.
The Commander shall take all measures to render assistance to passengers and crew
and protecting the aircraft and property and shall ,askthe Manager I Flight Despatcher
of fh'e nearest station to belp him In this regard. . .
The Flight Despatcher nearest the scene of acciderit shall send a telex giving details of
the accidenl as above, followed .up by a rep06 to' the Director- Operaf ons !General
Manager-Qps., at the eartiest opportunity. . .
.
34-2.2 REPORTING OF INCIDENTS .> . .
,
34-2-21 ' GENERAL - .-
,
In accordance wlth Rule 778 of the Aircraft Rules 1937, in addition to reporting
accidents, the Pilot-in-Command & Air lndia are required to notify the incidents to the
following officers within 48 hours of the occurrence of the incident.
3 ~ € 6 1DIRECTOR
. OF AIR SAFETY, OGCA 91 11-2469-0321
{OEL) OR
4 . REGL. DlRECTOR OF AIR SAFETY, DGCA 9133-25118374
(CCU) OR
5 REGL. DIRECTOR OF AIR SAFETY, DGCA 9144-256-1338
(MI
6 REGL. DIRECTOR OF AIR SAFETY, DGCA 94 22-2675-7007
(MUMBAI)
. ,
The list of the occurrences lo be reported is given separately iri this chapter.
34-2.2.2 DOCUMENTS
1. FlighI Plans
2. Take oll Data Card
3. Fligl~tDespatchers Pre flight briefing sheet
4. Pre flight information sheet B737-800
5. Nolams
6. picture (when available)
MET ~orderl~atellite
AIR-LZVD1A ,cHARTERS'WMITED ..
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: OPER~T~ONS MANUAL . .
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:.- '3
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... ,, IPAGE 3420 ACCIDENT PREYENTION& FLIGHT S A F m PROGRAMME CHAPTER-34 1
7. Loadsheet .. ..
! b Fuel reoelpt ',
,
!, 9. ~ecuw
ciearand~e~ria ~e
certificate -
Durfng the c o u p of Uw flight, tho ciew ralses the following documents :
I. Sector PageCFlight Report
2. 2.Pilota Report '.
3. . Pilots Speclal R e p 0 (when req"lred.)
4. Operational lrlcldent Report (In case of repurtable intldentlaccldenl.]
5. 'Landingbrd- -
6. Blrd Strike Performa (ln'case of bird sbike ) etc.
7, General AlerVBoqb Threat Performa (as applicable) a
It 1s mandatory that all these document by retained for varying periods as dipulated by
the regulations, Therefore, it has to be ensured that all these documents are deposited
in the envelops kept for.thls purpose - on board for onward fomrarding -to Operations .
(HQ).
In the event of any reportable Incident, efter'dsseminaling the information (PSR,OIR)
as per thehedsting practice, the OfficerslAsst. Officers-Flight Operations, must ensure
that all .the above documents are available by checking against a list of documerlts.
Further, i i kase of rejected take-off, the Takedff Data Card, Flight Oespatchers Pre-
flight Briefing Sheet, PSRIOIR (after fain4 to concerned authorities), should be sealed
and sent lo-Director-AirSafely thereafter. : 'j
C'
34-2.2.3 DEFINITION
'Incident" in relation to an aircraw means an occurrence which takes place either on
the ground or In flight (Refer to the list of occurrences.) .
PAGE 34-21 1
I
m ' .
! 1 34-2.3.2 POWERS OF DGCA
;2) Damage whlch necessltates repair before further flight, due to, for example.
Ingestion, collision," meteorological conditions, hard or overweight landing,
overheating, incorrect techniques or practices, etc.
. .
34 Any failure d non-primary structure which endangers the airuaff.
4) . Any part of the aircraft beconiing detached-inflight.
8 INJURY TO A PERSON :
7) The use, other than for training or test purpose, of any emergency
eq~ipmentor prescribed emergency procedures.
- OPERATlONS MANUAL' . ' ,
equipment. .
24) Fallure of ice-protection equipment.
25) Warning d insecbre hatches'and doors durhg flight.
26). Smoke, toxic or noxious.fumesIn crew, passenger or. frelght compartments.
27) Englne surglng (sufficient to cause Loss of power. or require subsequent
remedial action).
F)@@
AIRCRA- IN FUGHT BY ITS FLIGHT CREW:
33) Unintentional contack with the ground, including touching down before ihe
runway threshold. . .
34) Over-running the ends or sides of the runway or landing strip.
AIR-JINUIA CIIARTERSWMITED '
OPERATIONS MANUAL . I
. .
a Failure of inadequacv of :
43) Aids to navigation.
94) Communication services.
45) Prescribed laid down procedures.
46) .Meteorological reporting and hrecasting service.
'
from :
The marking of obstructions or hazards on the manoeuvring area.
Facilities and procedures forming pad of the AIS system.
Receipt of incorrect or inadequate information from a ground source (AIS,
Mct~ardogicalbroadcast etc. 1.
Tire incorrect transmission, receipt or inlerpretation of a radio lelephone
message ( air-to-ground or ground-to-air ).
.
Provision of an incorrect akimeter setting.
Misidentification of aircraft in the use of radar.
The setting of an Incorred SSR code.
Flight at a level, or on a route, different from that allocated.
The separation between aircraft was less than that prescribed for the
situati~n.
Less than the prescribed lerrainclea~ancewas provided.-
I .
R 1 H) W
- .-FUEL . . 4 .
74) Any Incident adsing from incorrect .or misleading Infomallon on maps and
charts.
75) Use of incorrect oil, hydraulic fluid or other essential fiulda.
It is Alr India poticy that crew report all hazardous flight condifions to the appropriate
ATC without delay.
AIR-INDM CIIAZZTERS LIMITED
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OPERATIONS MANUAL
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.I . . I CHAPTER -34 ACCIDENT PREVENTION & FLtGHT SAFEW PROGRAMME PAGE 34-25 1
i
34-2.5 AIR TRAFFlC I~CIDENTS
s -
Rules of the Air and Air ?;affic Procedures ol ICAO,-requirereporting of Air Traffic
Incidents on radio as and when it occurs in flibl~land bymiwrittenreport on lermination of
the flight
34-2.6.2 DEFINITION
. .
Air TraHic incident" means a serious occurrence involvikg air (raffi~, such as (a) Near
- collision ( airmiss ) (b) Serious dificulty caused by :
. .'
{i) faulty procedures or lack of compliance with-applicableprocedures, or
(ii) failure of ground facilities.
An inlllal report is to be made by radio which shall contain the following information
An Air Traffic Incident Report Form as per Appendix shall be filed with the ATC Unit
after arrival to confirm a radio report ; a copy will be sen! to General Manager-Ops.,
concerned to bc forwarded lo Ihe Director-Operations.
The Diredor General 01 Civil Aviation, India requires that in the event of an
aircraft encountering a bird strike.
a) a bird slrike lncidenl Report Proforma is filled by the crew, and
b) Crew reporls.the bird strike incidenl to l t ~ eATC unit I~andlir~g
the flight at that
time
The above procedme sl~ouldbe followed in all suspected bird strikes also.
34-2.5.3.1 Furlher, ill Ihc cvcrll ol air aircrafl encour~terinya bird strike, a Bird Strike ncident Report
Form is required to be filled in by the Commander as prescribed.
I PAGE 34-26 ACCIDENT PREVENTION & FLIGHT SAFEW P'ROGRAMME CHAPTER- 34 I
Commanders shall therefore submit this Report to the General Manager-Dps.,
concerned in case of a bird strike occurring when flying anywhere in our network.
As and when.a bird strike is reported over Indian airspace, copies of these reports will
be forwarded tq !he following : .
a) Dlrictor of Alr Safety, DGCA
b) Airport Director, ~ll~fficer-in-charge
of the airfield. .
..
34-2.5.4.1 FOR AIR TRAFFIC INCIDENT
AIR MISS REPORT
(For use by Pilots reporting close proximity of another aircrafl in flight and by Air TraFfic
Control Omcers receiving such reports by telephone)
SECTION I .
Airline Operator C
Aircraft type E
Radio Call sign . IF I
Aerodrome of Destinalion H
r Type of FIiaht
-...A
---_Plan
.--..-...I-.----.
_-
-----
I d - .
'AIR-INDM CHARTERS LIMTTED
OPERATIONS MANUAL
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1CHAPTER-34 ACCIDENT PREVENTION8 FLIGHT SAFETY PROGRAMME PAGE 34-27 1
SECTION I1
Date :
Send to :- The Direor General of Givll Avialion, Safdadung Airport, New Delhi
(Attention : Director of Air Safety)
.....
,Operator... .:.....................:. .........
.. Effect on Flight
. 01102
Aircraft makelmodel........................... none-32
03104
Englne rnakelmodel........................... aborted takc-of(-33
05/06
Aircraft Registration........................... precautionary landing--34
07
Date day.........month......year ............ engines shut down-35
08
Local Time ...................................... other ( s p e c i l y ) 3 6
09 ..'
dawn a day b dusk c night d ........... sky condition.........37
10
Aerodrome Name .............................. no cloud-a
I111 2
Runway - used.................................. some cloud-b
13
. Location if eproute............................ overcastc
14 '
-
L
Other . 31 ...........:.......................................
(specifi) ..........
- 2 -
NOTE :
1 The Pilots should' indicate if deparlure was delayed, flight cancelled or flight plan
changed in the remaining column.
2. Injuries to crew member should also be reported in the remarks column.
3. financia! losses incurred by .operator duelo bird hits to 'aircraft should be reported lo
the OGCA as soon .as possible preferably within 8 weeks of occurrence of the incident.
The following procedure will be applicable for dealing with instances of bomb threalsr
34-2.6.1.1 Bomb threats are classified into (a) specific threats and (b) non-specific threats. The
specific threats are those where the airline is identified, specific flight number or
aircraft is mentioned, date and titne.is-stated;-o-r?gin andlor destination of flighl is
given. etc and non-specific threats are those where the airline or flighuaircraft or date
Hime or other informalion which can be directly related to a particular flight I aircrafl are
not indicated.
34-2.6.1.2 Ail specific bomb thieals will be trealed as genuine and the procedures prescribed
Selbw for dealing with such (hreats shculd be followed. Non-speciiic Ihreats should be
carefully evalualed and the b o m b threal inspection praeedc~res lollov~ed v~llell
considered necessary.
AIR-INDhl CHARTERS LIMYTEU
OPERATIONS MANUAL
/PAGE 34-30 ACCIDENT PREVENTION & FLKHT SAFFTY PROGRAMME' CHAPTER- 34 1
I ' 34-2.6.2 O I S S E M I N I
The person re&Iviiwtg the bomb threat wil handle the inlormation discreetly and
.- inform his superior immediately. Further action will be taken as under:
:.:q.., At Bombay
...-
._-,-.
C..l
The message should be conveyed to Operations ~ l i g b t~espatch
' (Movement
MGadrOpef4tjan'$J ,. .
-.~r.;er
@&tjr. .
.tat thefr ri$id;eri&) ...
a At Outstations
The person receiviFig Bomb Threat information should convey the same to the
bca1,Manager or his Deputy who will in turn advise the following Departments as
necessary for Cudher action:
For more datails please refer Ghapler 18.5 of Operations Manual Part-I, Val-2.
The following areas havebeen identified a; least risk bomb location in aircraft -
There have been instances, when Flight Crew have not raised Operational Incident
Reports (OIR) on notifiable incidents in time. . We reproduce the list of notifiable
incidents and the procedure thereof, as mentioned in circulars No. OM(CD)1519-
5011685 of 05.12.1 994 and DAS123-7105 dated 10.06.1 998.
The Pilot-inxommand and Air lndia Charters Ltd. (Air lndia Express) are
requlred to notlfy all incidents in prescribed proforma, within 48 hrs. of their
occurrence to the office of DGCA
All Flight Crew are required to comply with above and forward OIR to S.No. 2, 3, 4
and S.N. 9 within 24 hrs. of its .occurrence by fax,' with the assistance of Air Port
Managers. During weekends Iholidays Flight Despatch, Murnbai will.ensure its further
transmission to these officersloffices.
Flight Despatch Delhi ITrivandrum J Madras also
will ensure that Regional DirectorJControlter of Air Safety, DGCA and senior executives
(any one of S.No. 1 to 4) of Department of Air Safety (AIL) have been informed on
telephones and I or by fax.
-.. ..... for its speedy administrative disposal. It is needless to repeat that AME attending the
....
. . arrival may be advised to remove CVR and DFDU for investigation and this fact should
. .,,
... be reflected in PSR. In case of any dqubt, crew must repart the occurrence to avoid
..<.,......
-.
.. ...
:p:.
,.,,
possible non-compliance of Aircraft Rules, 1937.
- .
Appendix- to this circular is a reproduction of Air Safety Circular no. 5182 by the ofice of .
Director General of Civil Aviation on incident -n'otification. It,also Includes list of all
occurrenws required to be reported and which are likely to endanger the safety of
aircraft operatlons.
iI NOTIFICATION OF INCIDENTS
.
An incident, .defined as an, occurrence other than an accident, which affects the safety - ,
. The experience has, however, revealed .that, at times,. the incidents have not been
-. - .--, -- ... .,, m t i f ~ dby. -incidentwhich occurred in--- ----- -. +-.
- a n y m e of the involvedhagencies.-.-An.unreported --- -
the recent past pertains to a scheduled flight which landed at an aerodrome under
%eather conditions below the prescribed minima'. The pilot-in-command of the aircraft
made numerous attempts to land under adverse weather conditions even though Duty
. -..1
-..- .. Air Traffic Control Officer had advised him to divert to other airfield. The pilot, &;::;j %
.
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AIR-INDIA CHARTERS LIMITED
OPERATIONS MANUAL
I CHAPTER -34 . ACCIDENT PREVENTION 8 FLIGHT SAFETY PROGRAMME PAGE 34-33 1
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. however, persisted in his attempts to land at the airport and ultimately landed. This
incident could have resulted into a catastrophe. It is perhaps ironical to state that such
critical situation was brought to the notice of the Director General of Civil Aviation by a
passenger after a few days of the occurrence.
The occurrences listed below, which are likely to endanger the safety of aircraft
operations would come under the category of incidents and shall be reported to the
-Director General of Civil Aviation (Attention Director of Air Safety) as-well as to the
concerned Regional Controller of Air Safety'stationed at Delhi, Bombay, Hyderabad
and Calcutta Airports depending upon the location of occurrence. These occurrences
shall be reported'by the Pilots, Engineers, Air Traffic Controllers, Operators and Civil
Aviation Officials, as soon as they know or have reasons to'believe that occurrence has
taken place. The information related to the incidents' should be passed to all
concerned by the fastest means possible, e.g. telephone, telex etc. etc.
The use of FDWCVR data will be made where it is necessary for the proper
investigation of .'more significant occurrences'. The type of occurrences for which flight
recorders could ,be most useful are those in which deviation from normal flight path or
normal flight parameters have taken place. Modem aircraft use more comprehensive
recorders, which are capable of, providing additional va~uabledata on wider range of
occurrences and judicious use of the same by the investigator will enable him to
determine the circumstances and precise cause of the incidents.
The bird strike incide-ntand air-misses are not listed in the appendix. These incidents
will continue to be reported in the existing forms and procedures.
35.1.1 JIEFIN~ION
... .
The Dangerous Gods (DG) are adides or substances which are capable o l posing a
significanl risk to health, safety or lo properly when transpoded by air.
1. Those Mvflicl~are ACCEPTAOLE for Air transporlation, provided all the provisions
of the lATA ~eguldionsare complied with.
2. Those which are FORBlOOEN for Air-transpodation.
3. Those which are EXPECTED from the provisions nf the instructions.
Dangerous goods are classified into nine classes reflecting the type of risk involved.
but Ihe order In which they are listed does not irnply a relative degree of danger.
Class 1 Explosives
Class 2 Gases
Class 3 Flammable Liquids
Class 4 Flammable Solids
Class 5 Oxidsing substances & Organic peroxides
Class 6 . Toxic (Poisorcous) 8 Infectious subslafices
Class 7 ' .' Radioactive materials
Class 8 Carrosjves
Class 9 Misc. D.G's; like magnetized materials, acelaldehyde anrmonia,
expandable polystyrene beads and lhe'otherswhich are nol covered it1
abave classes.
PACKING
The packaging rnalerial must I>c01 good qual~lya;id the packaging well conslructcd All
encinsures nlrlst 112 S ~ C U I Oer~ougl~
10 ensi!rT: llial no leakage will he caused t j y
vihatizl) 01 I l y sliil~lgcsi r l I ~ I I ~alu~c.
~JC I
Iiuri~id~ty,!)~
1 ) ~c s s u r c
- ., - ., .- - . .
<,\I ! , ~~!:.-I.;
. OPEEWTIONS MANUAL
I PAGE35-2
..
DANGEROUS GOODS . - CHAPTER 35 1
A package must be marked with proper .Shipping Name and UN .number, In case of
Overpack Inner marking must be clearly visible. Proper marking shotrld be there for
packages containing Explosives, Radioactive MateriaIs, Refrigerated Liquilied gas.
. . Carbon Dioxide Sotid (Dry Ice).
Packases Orientation Label: Packages bearing this, label must always be handled &
Stpwed In the upright position as Indicated by the snbw
35.1.7 HANDLING
Unit load devices must be inspecled and found free from any evidence of leakage from
or damage to any DG cdntaio therein.
Packages o l Dangerous Goods niust be sscured to prevent movement iri fligli(.
Darlgarous Goods nlusl be carried in at3 Aircraft Callin occi~picdby (Ias:ir:ngcrs of' or1
l l ~ cI-lrylll Deck of an Aircrart, expccl'as permitted for excepled DG and for excepted
Radioactive material. DG may be carried in a Main- Deck Cargo Cornpartmen1 of a
Passenger Alrcrafl provided that the Cornpadment meets all the certification
requiremenls for' a Class 0 cargo compartment. A class 8 -Compartment must be
accessible lo the crew members , il must have a smoke' or fire detection system to
give warning on t h e flight deck and rnusl be.fitled with fire resislant liners.
. .\
Packages bearing ' ~ a ~ n e l i r e Malerial
d' Labels" rnusl not :be loaded in such a position I
thal they v;ill have a significant eflecL on thc reading rnagnelic compasses or on Ihc .
--i
master conlpass delector units.
Not more lhan one sell-inflating life-raft or a ircrafl survival kit or aircra it evacua(i0n
slide 111aybe loaded in any in accessible cargo hold.
I Packages bearing the package orientalion 'This Way Up" must be stowed accordingly.
i
Poisonous or infectious substances must not be stored in the same hold with animals,
substances marked as or known to be lood-slulfs, feeds or otl?er edible materiais. This
does not apply if the Poisons and tocd-stuffs are.toaded in separale unit load devices
and cullen slov~edor1 Ihe aircra A , 'are not adjacenl lo each ,other, or if thc Poisons or
infectioussubsta~rcesare loaded in one closed crnil load devices and lhc Ii~n&-sl~rff :rrc
l 3i1clIlic1closed urlil load dev~ce. -
I ~ s d c r111
. -
Loading and stcvv.age o[ Radioac!ive Materials is based on I l ~ -Transporl-Index
e (Tlj .
The 1-1 is a convenient unit lor indicalillg radialion level of a package cunlaillirlg
_ . * _ _.
-.-.-
radioaclive materials.
A lolal 01 riol rno:e Ilia11 ;OOkys. riel nrass ol expmdal~lcpoIyslyrcn:? :lcz.:ls cs;
~llateria!.may be carried in any' in-accessible Ilotrl 01 all:!'
granules 01 plaslic r~louldi~~g
aircra f I
A I R - W I A CHARTERS =ED
OPERATIONS MANUAL..'
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..- -.. I CHAPTER 35 , DANGEROUS GOODS . ' PAGE 55-3 1
- 4. 1
An operator musl report DG asddents and incidents to the appropriate authority of Ihe
- stale in which the accident or iddent has ocwrred. This information is required to
minimise any hazards that might be-created due lo damage to the Dangerous Goods.
'
All ihe pilots are required to comply with the ICAO provlsions and are also advi'sed the
following :
a) Follow t t ~ ?quick reference hand book (QRH) 61 the respective aircraft' in case
of smokelfire.
b) Ensure ihal all crew (induding cabin crew lhrough IFS) have been informed
. regarding location of dangerous goods on board as per NOTAC (Nolificalion
tq Commander).
C) In case olemergency landingfor landing at non schedule airporl, ensure that
wmpartrnenl in which dangerous goods are being carried is cordoned off and
ground personnellemergency services oT the airport are informed.
35-2.3 PROVISION OF INFORMATION TO FLIGHT C E
The Pilot -In-command should be notified prior to departure, written inrormat ion
coricerning Dangerous Goods .(DG). The 'Special Load Notihation To Caplain' musl
be ieadily available lo the commandel- during fligtit, this gives-informationwhich is very
usefulin case of'an In-flight emergency. ihis gives l l ~ ecorrect name & the UN number.
the ch-araderisticsB emergency response drill code of a DG, which helps to handle Ihc
DG and to inform the ATC. _ __ -.--- - - .-
When taking over an aircraft at-transit stop, the pilot-in-comr;~andmus: ensure lhat he
receives the viritlen nt~lificationform for those OG. which remain on board, as well as
for any just loaded.
PiIot.in-Command must be aware about the localion o f a n y wheel chairs with spillable
b a t l e r i ~ sinstalled or of any packed spillable balleries laken froni r*rhee! chairs.
In addiljon to, . and, in certain ailua'ioons, prior lo, reporting arb incident or accident
'involving
. . hazardous ~aterials,certain actions may be necessary to prevent further
damage or to proted pefsohs Qr property.
, . .
J n Event of Fire
inforn~ationofaerodrome autl~orities.
----
Nolily ATC atleast UN number of any Dangerous Gods on board for tllc
<, - . -
After Innding dlscnrbsrk passcrigcrs iirld Crew belore opening any cargo
cornpadment doors.
AIR-IWLA CHARTERS L J M T T E ~
,
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I CHAPTER35 DANGEROUS GOODS . PAGE 35-5 1
1
.
.$ Notify Pilot-In-Command ,
P ldentifytheltem
In case of Clra:
P - Use standard procedure1check use of water
In case of splllage or leakage:
P Collect surgiwlgloves( From physician i it)/ asbes'tas'gloves
P Don rubber gloves & smoke hood or use lull face mask-portable oxygen .
P Move passenger away form area & distribule we1 towcts or cloths
P Plaee dangermrs goods Item in polyethylene bags
P Stow polyethylene bags
P Treat affected seat cushipnsl covers In the same manner as DG item. Cover
spillage on carpet/ floor
P ' Regularly insm items slowed away1 contaminated furnishings.
After Landing
'
Identify to ground personnet OG ilern.& where stowed . .
Make appropriate en!ry in mainlenance lag
... ,,
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' PAGE)5;6
.
: :DANOEUOUSOWDS . . . .. .
. ",..:. CHAPTER 35
, .
Radiolsotoplc erdlac pamakers o r other devices, lnduding those powered by
lilhlum batteries, Impjanted Into a person, or radio-pharmaceuticals contained.
.. within the body of 8 person as the result of medical beatment. Hair curlers --
I'contalnlng hydrbrbon gas, no more than'one pernpassengeror crew m a b e * '
- '! - provided that lha safety-war Is seelirety fitted over the heating element. These
:<... halr curlers must not be used on board fie air~raffat any time. Gas refills for
-,.\-.
I<:
-...a
such c.u,de~ are-not pemktd In checked or drry-gn baggage.
-
g) :\he B p p v a j of, tha operator(s), . small
.W.@ . gaseous .owgen ar air cylinders
.
rer&lied'fd.r rnedikl, use'. . .
-
:; -I
--...
.,..
.. 1
: , .'i
:.:.:
:..:
!
3.
. help lo avoid fear&lation of wntaminated air. Air-conditioning systems shourd
be operated al'maximum capacity and all cabin air vented overboard (no
recirculation of air) in arder lo reduce the cmncentration o l any contamination in
the air and to avoid recirculalion of contaminated air.
Reducing altitude will reduce Ihe rale of vaporbation of liquid and m a y reduce Ihe
rale of leskage, bul it may increase the rate of burning. Conversely, increasing
>>>-' .- . altilude may reduce Ihe rate of burning but m y b ~ ~ ~rate t oh e
f vaporisalion
..>y/
: ._.I
Or leaking. If there is structuraI damage or'the risk of an explosion, considera!ion
+,,:>>,:.id
,.... should be give! to keeping the differential pressure as low as possibIe.
4. The rate. of ventilalion should not be reduced in an attempl lo extinguish a hre, as
tnis will have an incapacitaling effect on the passengers.without signilicantly
afecling t h e fire. Passengers are likely lo suffocate through lack of Oxygen
before a fire is exlinguished. Passenger suriival chance,^ are greatly enhanced
by ensuring maximum cabin venlilation.
i
AIR-INDU C . TLIM
~ ~ED
OPERATIONS MANUAL,'
qi rj
:c:.
., . [ CHAPTER 35 DANGEROUS GOODS PAGE 35-7 1
5. Gas-tight breathing e'quipmeni should always b e worn when attending an incident
lnvolvlng fire or fumes. The use of therapeutic;' masks with portable oxygen
bottles or the passenger drdwut oKygen system ,to assist passengers in a
smoke-or fume-fillad cabln shouid ,not be considered. Since considsrable
quantities of fumes or smoke would, be Inhaled through Ihe valves or holes in the
masks. A more effective aid 'to,. passengeis in a . smoke- or fume-filled
environment would be [he.use of wet towet or doth held over the mouth and nose.
A wet towel or doth aids in filtering Is more effective at doing this than a dry towel
or cloth. Cabin crew should take prompt action: If smoke or fumes develop and
move passengers away from Ihe are: involved and, if necessary, provide wet
towels or cloths and give Inslruclions to brealhe through hem.
6. In general, water should not be used on z spillagk or when fumes are present,
since it may spread Ihe spillage or increase the rate of fuming. Consideration
should alsb. be given to the possible presence of eleclrical components when
using water exlingu1shers;'b;ul see 10)
-7. Besides the mandatory emergency equipment that'is carried on an, aircrafi and
the emergency response kit provided by soma operators,,many other i:ems tan
bc lou:~dtllal can be pul to good use. These include :
w bar or catering b x e s
H over gloveslfire resistant gloves
r polye!hytene bags . I
H blankets -
r lowels
...,
-,._.
,I -..
, 35-6 P w G u ROU$GOODSCA3l1N
Apart ,from the. exciptions. listed in Pad-9 of lhe Technical Instructions, dangerous
goods are not permmed in the passenger cabin. Nevertheless, dangerous goods may
be carried into the cabin by passengers who are unaware of or deliberately ignore, the
requirements of the Technial lnslnrdions concerning passangers and their baggage,
It Is also possible that en Item to which a passenger Is legitimately entitEd ;e.g. an item
far medical puiposes) may cause an Incident.
. ,
Note : Cabin crew checklist for dangergus .goods incidenls in the passenger cabin
during flight.
Smoke or fire: in an underfloor cargo compartment may not have origicsled from any
dangerous goods loaded in that comparlrnent. Such goods, however, may bs af[ecled
by any fire. Standard aircsaft emergency proceduresshould -afmysbe lolloded to d ~ a I
with the smoke or fire. '
In some aircraH there is access from inside the aircrall l o underlloor Class 0 cargo
compartqenls. In gemral, even if access is possible, an entry should no! be made
since this will allow.air:'to enler the compartment, which may cause a worsening of the
situalion. .
, . OPERATIONS MANUAL -'
.*-.,
. 1 CHAPTER 35 DANGEROUS G 0 0 0 S ' PAGE 3 5 8 1
If an hadent ha.s a&en h an underlloor cargo compartment, Re passengers and crew
should be evacuated from the aircraft before any attempt Is made to open the cargo
wmpar~rnent'doow. The cargo compadment doors should . . be ope
emergency wdces :inaHendanm.
.
PLIGHT CREW CHECKLISTFOR DANGEROUS GOODS INCIDENTS
H Follow the appropriate a m f l arnergenw procedLres for fire or smoke
:removal
M No smoking sign ON
Self explanatory.
NO SMOKING ON
':rL
A smoking ban should be introduced men-fum3-o'r .vapours ale present and be
dontinued'forthe remainder of 'the.flighl.
CONSIDER LANDING PS SOON AS POSSlBLE
! NON-ESSENTIALELECTRICALPOWER
CONSIDERTURNING~FF
!
!
- As the lnddent may be caused'by elec&ical pmblems or a eleclrical systems may be .
i
I affeq@ by any i-t, and parlieulady as fmhting a.&vIties,etc., hay damage
....
electric systbms: hnn 'off all rion%rientlalele-1 Items. Retain power pnly to,those
.'...-
...--::< 1 lnsttqmen6.(iys?emsand kpntpli n m s a r y formthe'cpntlnued safety of the aircraft. bd
...
.-..]
<:
..-
<- .. I - .. 'not testore power &titlL Is poslUvely sere to do so.
.. . .
- I
. DETERMINESOURCEOFSMOK~FUMES~IRE
:r '
The sour& of any smokelfumesllire may be da(lwl1 lo 'delermlne. Effedive fire:
.....
- -.
fighting or containment procedures can best ba ammplished mn the source of the
,
Incldenl is Identified. , .
-.
.-.
- .,
....
-. .
,'+-
.' .
., .
. , - 1 . FOR OANGEROUSGOODS INCIDENTS' IN PASSENGER CABIN. SEE CABIN
- - ..
;
.
:
y
I
CREW CHECKLIST AND CO-DROINATE CQCKPIT!CA,BIV CREW ACTIONS.
...I
?:';I
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.
8
lncldents in (he .passenger cabh sh&ld be daaM with by lhecabln crew using the
appropriate deddist and procedm, It is ,essentislthat me caWn crew and the fllghl
u e w madinate the$ ,actions and that Bach:k kept fully.informed of the othefs
i adions and Intentions,
. .., - ..
,
- USE GUIDANCE FROM AIRCRAFT EMERGENCYRESPONSE
DRILLS CHART TO
....
,
. . .i HELP :DEAL WITH INCIDENT
....:j
...
:;.:I
-1I he drill wde assigned to an item of dangerous gwds consisls of a number lrom 1 to
! ,lo, plqs.3 single letter. Referring to the charttof emergency response drills, each drill
number corresponds 'lo a line of information mcorning the risk posed by that
!
substance and guidance'on ihe preferable actipn&_hjlshwIdhe taken. ,The drill letter
...... is' shown separately .on the drilL chart; It indicates other possible hazards of the
-.....,
..,.
-...-.
*.*.
...... -.-
*
substance. In some cases the .guidance.glven by Ihe drill number may be further
......
..-.
.. -.-."
1
given by Ihe drill letter.
refined by the lr~formali~n
14
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:.
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1 'CHAPTER 35
OP~RATIONS 'MANUAL.I
. . DANGEROUS GOODS PRGE 3 5 - f I 1
tF TIME AVAICABLE, NOTIFY ATC OF ATLEAST UN NUMBER OF ANY
DANGEROUS GOODS BEING CARRIED
If'an ffllghl emergenq.oocufs, the Pilot-In-Cammand should hlorm the appropriate air
.Mfflc Services unit, for h e infomation of aerodrome authorities, of any dangerous
goods on board. If the situatlon permlts, the infomatjon should include the proper
shipplng names, dass .and subsidiary risks for wfilch labels are required, he
compatibility group for Class 1 and the quantity and location aboard Ihe aircraft of the
dangerous good$. If a lengthy message Is Imposslbk, Identify the-dangerous goods on
board by lransmlttingthe UN numbers (Annex 18.9.5).
. ,
. .
AFTERLANDING . I
Even it has not been necessary to mmptete an emergency evacuation after landing.
passengers and crew should disembark before any atlempt is made fo open the cargo
compartment d ~ o r sand before, any further action i$ taken La dcal with a dangerous
Qoods inddent. The cargo compartment doors should be opened with the emergency
seryices in attendane.
Upon arrival,.take the necessary steps to Identify to Ihe ground staff where the item is
stowed. Pass on by (he 'quickest available means all information about Ule item
including,when appropriale, a copy ol the notification to Pilot-in-Comnland.
'An entry should be made in the maintenance tog thal a check needs to be carried out
10 ensure Wat any leakage of spiiage of dangerous' goods has not damaged the
aircrafl structure or systems and that some airmfl equipme'nt (e.g. fire extinguishers,
emeigency response kil, elc.) may need replenishing or replacing.
35-10 ~ C A ~ X N C R E W C I ~ E C K L
IN TIIE PASSENGER CA5IN DUMPJG-l%WT I r
INITlAL ACTION
Noliry Pi!ot-in-Conrmand
Identify the ilem
. ,
NOTIFY PILOT-IN~OMMAND'
I
I
IDENTIFY THE ITEM
Ask the passenger concerned' lo identify the item and indicate its potenlial hazards.
. . f he passengermmay be able to ilve some guldance on the hazard($) invotved and how
h8se could be dealt with: If the.passenger can Identify [he item, refer to Sectian 4 for
appropriate emergency response drill.
On aircrait with only one cabln crew member, consuIt with the Pilot-in-Command as to
whether the aid of a passenger should be sought in dealing wilh the incident. '
! AIR-mu
'CHARTERSLIMITED .
.i
...- OPERATlONS MANUAL .
..,
CHAPTER 35 ' DANGEROUS GOODS . PAGE 35-13 1
COLLECTEMERGENCYRESPONSEKIT OR OTHER USEFUL ITEMS
Collect,emergency response Wt, if provided, or collect. for use in dealing with the
SpIttage or leakage. I,
..' .
r a supply of wper towels dr ne&spapers.or other absorben1,paper fabric (e.g.
seat cushion covers, head rest protectors); , . ,
. .. oven gloves u lire-reslstant gloves, if available;
ratleasthAl~~polyeth~newasteblnbagS;and . '
atbast three smaller polyethylene..bagr,sukh as mate used for duly-he or
,barsales or, U none avallable, alrtdckness bags. .
prepare two bigs by rolling up the sides and placing them on the floor;
place Ihe item inside the firs1 bag wilh the closure or the ilen!. or the poinl from
which it is leaking lrom its container. at the lop; '
take-off the rubber gloves whilst avoiding skin contact wilh any contamination
on Ihe~n;
place Lhe rubtxr gloves in the second bag;
dsse [he [irsl bag whilsl squeezing out l l ~ excess
e air;
l ,open end of the iirs! bag and use a bag 'lie lo lie it sufficienlly liglll (0
l n ~ sIhe
be secure bul nol so tig hl thal gressure equal~sationcannot lake place;
. ..
....
0P.ERATIONS MANUm
. .- ,
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>.7,..
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,
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PAGEJS-14 , -
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. .. DANGEROUS GOODS
I
CHAPTER 35 I , /.-,-
?
. . - . ,j
place the first bag (wntalning the item) in the, second bag, which already .
.. contains the' q b k r gloves and secure the open end in the same mailnet as
that used forthe first bag. '
..:j..
.?. , Wi?hno emetgenci.re'sponse
, .... . klt. .
?- :,,
-. ~i=k-up the kern and &ce It in a'poyetthylene bag. €~suiethe receptacle urntaining
' - the dangerous goods-lskept uptjght or the.area of lsakage ls.at the top. Using paper
p spillage, afier having 'asoertained there will.be no
towels, newspaper, etc. i n d p ~ ~the
reactlon bekeen what. Is to b e used to mbp up-and the dangerous goods. Place the
soiled towals, ete. ~n-anofierpoIye&ylene bag. Place *e'g!oves'and bags used to
. - profed the hands elthgr In a separate small polyethylene bag ot wlth the soiIed towels.
. If 61?ra bags are not-avatlable, pram the towels, gloves, etc. In the same bag as the
Item. Expel excess air.,fromthe bags and-close tightly so as lo be secure but no so
tight mat 'pressure equalialion cannot tska'place.
STOW POLYETHYLENE BAGS
I .'
If there is a catering or bar box on board, empty any contents and place the box on the
floor,with the door upward; Place the bag(s) containing the item andany soiled towels,
etC. In the box and close the door. Take the box or, if ltwre Is no box, the bag(sj to a
position as far away as possible from the flight deck .and passengers. If a galley cr
toilet is fitted; consider taklng the box or bag(s) against Ihe pressure bulkhead or
fusdag0 wall. If a galby Is used, the box or bag(s) can be stowed In an emply waste
bin container. If a tollet is used, h e box can be placed on (he floor or (he bag(sj
stowed In an empty waste container. The toilet door should be locked from the outside.
In a pressurlsed alrcrafi, If a tollet is used, any funlss will be vented away from
passengers. Howeve?, If the airwaft Is unprassurised there may not be posilive
pressure in a toilel to preventlumes away from entering the passenger cabin.
. Ensure m e " movlng a box Ihat the opening is kept upward or when moving a bag thal
either receptacle containing the dangerous goods is kept uprigM or the area o l laakage
is kepi at the top.
Wherever the box or bag[s) have been located, wedge them firmly in place to prevent
them from moving aid'to keep the ilem upright. Ensure (hat the position of tlre box or
bags will nal impede disembarkation from the aircraft.
Seat cushions, seat ,backs ar other furnishings which have been contaminated by a
spillage shoclld be remaved from their fixtures and placed in a large bin bag or other
polyelhylsne bag. together with any bags u s ~ diniiially to cover them. They should be
stowed away in the same'rnanner as (he dangerous goods ilem cmsing the incident.
. .
.,
I CHAPTER 35 i
,. DANGEROUSGOODS .. . :;r
&.
PAGE 35-1 5 1
. COVER SPILMGE ON CARPEflFLOOR a
Cover any spnlage on the carpet or fumlshlngs wilh a.waste bag or other polye!hylene
bags, .if available, If not;use airsickness bags opened out so that the plastic side
coversthe spltlage or use the plastf~covered emergency Information cards. ,
---
.>
.-..
.-I.-,
...,.
.
.... . ,
.-
.,....*,
a
Carpel which has b a n contaminated by splllage and which is still causing fumes
despite being m e r e d , should be roll& up, If .pas-stble, and placed In a largo bin ba,g or
.-.
..I
other polyethylene hag. It should. t !a placed In a waste'bln and stowed, when possible, :
either in the reac tobt or rear galley, If the carpet canriot be,removed it shoutd remaln
covered by a large bin bag or polyethyiene bags, etc, and additional bags should be
usedtoieducethefumes. -'
'
1. COMPLETE APPROPRIATE AIRCRAFT EMERGENCY PROCEDURES.
2. CONSIDER LANOlNG AS SOON AS PRACTICABLE
3. USE DRILL FROM THE CHART BELGW
DRILL INHERENT RISK TO RISK TO SPILL OR LEAK FIRE- ADOlT!O?rAL
HO
1.
RISK AIRCRAFT