Air India Operations Manual Part A

AI-OPS-001
AIR INDIA
OPERATIONS
MANUAL
PART-A
Issue-4,Revision-0,October 2014
AI -OPS-001
OPERATIONS
MANUAL
PART-A
Accountable Executive
Chairman and Managing Director
Issue-4,Revision-0,October 2014
OPERATI ONS MANUAL AI – OPS - 001
PART - A Chapter 0
PREFACE I ssue 4 Rev 0 15 Oct 2014
AIR INDIA LIMITED
The Operations manual Part ’A’ is issued in compliance with

with Rule 140(B) of the Aircraft Rules 1937 and has been
complied in accordance with the requirements of CAR Section 8
Series ‘O’ Part VII Issue 1 dated 17 Jan 2013 and CAP 8100.The
manual has been re- issued taking into consideration all
operational aspects of both the Airbus and Boeing fleet.
Every attempt has been made to ensure that the manual is

comprehensive and contains all operational policies and
procedures. Human factor principles have been incorporated to
make it easy to refer and use whenever required.
The Manual is a dynamic document which reflects on the

day-to -day operational functioning of the Department and it’s
various Divisions. The Manual would be subject to periodic
reviews based on regulatory requirements and also to reflect
I ndustry standards.
I t is incumbent on the user of this Manual to ensure that the

Manual is always kept updated with the latest amendments as
and when published by the Department.
(Capt. S.P.S.Suri)
Executive Director-Operations
PART - A Chapter 0
PREFACE I ssue 4 Rev 0 15 Oct 2014
I ntentionally Left Blank

Intentionally left blank
PART - A CHAPTER - 0
CORPORATE SAFETY POLICY I ssue 4 Rev 0 15 Oct 2014
POL-1
CORPORATE SAFETY POLICY I ssue 4 Rev 0 15 Oct 2014
POL-2
CORPORATE QUALITY POLICY I ssue 4 Rev 0 15 Oct 2014
POL-3
CORPORATE QUALITY POLICY I ssue 4 Rev 0 15 Oct 2014
POL-4
CORPORATE SECURITY I ssue 4 Rev 0 15 Oct 2014
POLICY
POL-5
CORPORATE SECURITY I ssue 4 Rev 0 15 Oct 2014
POLICY
POL-6
Corporate Environment Policy I ssue 4 Rev 0 15 Oct 2014
POL-7
DISTRIBUTION LIST I ssue 4 Rev 0 01 Oct 2014
FOLLOWI NG ARE THE HOLDERS OF THE CONTROLLED COPY
OF THI S MANUAL
COPY
SL. NO. NAME
NUMBER
Director General of Civil
DGCA 01-
01-02 Aviation (HQ),
02
New Delhi (Hard Copy)
Director of Airworthiness,
03 DGCA 03
Mumbai (Hard Copy)
Director of Air safety, Mumbai
04 DGCA 04
(Hard Copy)
05 to 10 Reserved
Executive Director-Operations
11 ED-Ops 01
(Hard Copy)
Executive Director- Flight
12 ED-FS 01
Safety (Hard Copy)
Executive Director – Training
13 ED-TRG 01
(Hard Copy)
14 to 18 Reserved
General Managers and other GM-01 to

19 to 49
Executives (Hard Copy) 30
50 to Aircraft Copies(Hard Copy) AC-01 to

300 250
Quality Management System
301 QMS 01
(Hard Copy)
Document Management
302 DMS 01
System (Hard Copy)
Electronic version (in PDF format) of the Operations Manual - Part A
are distributed to all Operations personnel(Crew, Despatchers,
Technical officers ,EFB administrator and I nstructors etc.), flight
Despatch offices and all online stations.These are controlled copies
and all other copies are uncontrolled.
The Operations Manual is also available in our website:
www.airindiaops.com and www.dms.airindia.in. I ndividual crew can
access Operations Manual through this website. Each crew is
provided access to this website.
DL-1
DISTRIBUTION LIST I ssue 4 Rev 0 01 Oct 2014
DL-2
PART - A Chapter 0
HISTORY OF REVISIONS I ssue 4 Rev 0 15 Oct2014
Issue Revision Date of Effective Brief Description

No. No. Revision Date Of Change
I ssue-1 Rev 0 12.02.2011 12.02.2011 Merger of Air I ndia and
I ndian Airlines
I ssue-2 Rev 0 01.09.2011 20.09.0211 Format Change
I ssue-2 Rev 1 10.01.2012 13.01.2012 I OSA Compliance-2011
I ssue-2 Rev 2 21.05.2012 17.07.2012 B787 I nclusion
I ssue-3 Rev 0 01.07.2013 26.08.2013 CAP 8100 Compliance
I ssue-4 Rev 0 15.10.2014 DGCA Recertification
HR-1
PART - A Chapter 0
RECORD OF REVISIONS I ssue 4 Rev 0 15 Oct 2014
Revision Date Entered Name of person making revision

No.
Rev 0 15.10.2014
RR-1
PART - A
CONTENTS I ssue 4 Rev 0 15 Oct 2014
Ch
. Page
SUBJECT
No No.
.
Title page 1
DGCA Acceptance 1
Preface
ADMINISTRATION AND CONTROL OF
0. 1
OPERATIONS MANUAL
Pol-1
Corporate Safety Policy to Pol-
2
Pol-3
Corporate Quality Policy to Pol-
4
Pol-5
Corporate Security Policy to Pol-
6
Corporate Environment Policy Pol-7
Corporate Social Responsibility-Policy Pol-8
DL-1 to
Distribution List
DL-2
History of Revisions HR-1
Record of Revisions RR-1
TOC-1
Table of Contents to
TOC-20
LEP-1
List of Effective Pages to LEP-
14
Abbreviations ABB-1
DEF-1
Definitions to DEF-
40
Administration and Control of Operations
0.0 0-1
Manual
0.1 Operations Manual 0-1
0.1.1 I ntroduction 0-1
0.1.2 Authority and compliance 0-1
0.1.3 Distribution of Operations Manual 0-3
TOC-1
PART - A
0.1.4 Carriage of Operations Manual on board 0-3

0.1.5 Parts of the Operations Manual 0-3
0.1.6 Control of Operations Manual Part A 0-6
0.1.7 Common language for communication 0-6
I dentification of specific aircraft type
0.1.8 0-6
procedures
0.2 System of Amendment and Revision 0-7
OPERATIONS ADMINISTRATION AND

1.
SUPERVISION
Responsibilities of Operations personnel
1.0 pertaining to the conduct of Flight 1-2
Operations
1.1 Organization and Responsibilities 1-2
1.1.2 Supervision & control of the operation 1-4
Promulgation of additional operational
1.1.3 1-21
instructions and information
Accident prevention and safety
1.1.4 1-22
programme
1.1.5 Operations Control 1-22
1.1.6 Approved personnel 1-25
1.1.7 General 1-27
Authority, duties & responsibilities of Pilot
1.1.8 1-43
in Command / Commander
Duties and responsibilities of other crew
1.1.9 1-49
members
1.2 Crew Discipline – General 1-56
1.2.1 Reporting to the Commander 1-56
1.2.2 Customs clearance on arrival 1-56
1.2.3 Crew change station 1-56
1.2.4 Layover station 1-57
Operation of flights with an additional
1.2.5 1-57
crew member
1.3 Operational Staff Responsibilities 1-59
General Responsibility of Flight
1.3.1 1-59
Despatcher
1.3.2 Flight clearance / Crew Briefing 1-60
1.3.3 Flight Plan Folder 1-62
1.3.4 Co-ordination for passenger boarding 1-63
1.3.5 Flight and Crew Monitoring 1-64
TOC-2
PART - A
1.4 Last time for take-off (Special cases) 1-65

Airports equipped with night landing
1.4.1 1-65
facilities
Airports not equipped with night landing
1.4.2 1-65
facilities – Eastern region
1.4.3 Monitoring crew movement 1-66
1.4.4 Actions to be taken after delayed flights 1-66
1.4.5 Monitoring aircraft movement 1-67
1.5 Flight supervision (Flight following) 1-70
1.5.1 Normal flights 1-70
1.5.2 EDTO/ ETOPS flights 1-71
Company communication/ SSB/ ACARS
1.6 1-72
operation
1.7 Emergency action and special reports 1-73
1.7.1 Pilot’s Special Report 1-74
1.7.2 Emergency action 1-75
1.8 Movement control 1-75
1.8.1 Crew movement control 1-76
1.9 Scheduling/ Licencing/ Training Section 1-81
1.9.1 Crew Scheduling Section 1-81
1.9.2 Pilots licencing and Training Section 1-83
Duties and responsibilities of non-
1.9.3 1-84
management personnel
Duties and responsibilities of Ground
1.9.4 1-84
Operations personnel
1.10 Leasing of aircraft 1-84
1.10.1 Wet lease operation 1-85
1.10.2 Requirements of wet lease operations 1-85
1.10.3 Briefing to lessor crew 1-85
1.10.4 Operations Supervision checks 1-85
1.10.5 Supervision 1-86
1.11 Dry lease operations 1-86
1.11.1 Supervison 1-86
1.12 Special extra section/ extra section flights 1-86
Common criteria for selection of team
1.12.2 1-87
members and all crew
1.12.3 Criteria for selection of cockpit crew 1-88
1.12.4 Requirements for cockpit crew 1-89
1.12.5 Training requirements for Cabin crew 1-90
TOC-3
PART - A
1.12.6 Criteria for selection of Flight Despatchers 1-90

1.12.7 Calculation of block times 1-91
1.12.8 Minimum runway length requirements 1-92
1.12.9 Attending functions held by the VVI P 1-92
RAMP inspection by foreign regulatory
1.13 1-92
agencies
1.14 Acceptance/ Delivery flights 1-93
I ntegrated operational control centre
1.15 1-94
(I OCC)
1.16 Document Management System 1-94
1.17 Air operators permit 1-96
1.18 Quality assurance 1-97
1.19 Audit/ surveillance check 1-98
Operational Risk Management and Safety
1.20 1-98
Management System
FLIGHT CREW & CABIN CREW FLIGHT AND

2.
DUTY TIME LIMITATIONS
Flight and Duty Time Limitation (FDTL) &
2.0 2-1
Rest Requirements
2.1 I ntroduction/ Management of Fatigue 2-1
2.2 The scheme 2-1
2.3 Definitions 2-1
2.3.1 Augmented flight crew 2-1
2.3.2 Duty 2-1
2.3.3 Duty period (DP) 2-1
2.3.4 Fatigue 2-2
2.3.5 Flight Duty Period (FDP) 2-2
2.3.6 Flight time (FT) 2-2
2.3.7 Home base 2-3
2.3.8 Local night 2-3
2.3.9 Neighbouring countries 2-3
2.3.10 Night operations 2-3
2.3.11 Positioning 2-3
2.3.12 Reporting time 2-3
2.3.13 Rest period 2-3
2.3.14 Split Duty (Break) 2-3
2.3.15 Standby 2-3
2.3.16 Ultra Long Range (ULR) Operations 2-4
TOC-4
PART - A
2.3.17 Unforeseen operational circumstances 2-4

2.3.18 Window of Circadian low (WOCL) 2-4
Requirements for domestic and
2.4.1 2-5
neighbouring countries operations
2.4.2 Cumulative flight time limitations 2-5
2.5 Requirements for international operations 2-6
Daily maximum flight time limitations for
2.5.1 2-6
international operations
2.5.2 Cumulative flight time limitations 2-6
Maximum daily flight duty period-Two
2.5.3 2-7
pilot operations
2.5.4 Augmented crrew 2-7
2.6 Duty period (DP) 2-8
2.7 Rest 2-8
2.7.1 Minimum rest (before a flight) 2-8
2.7.2 Rest after return to base 2-9
2.7.3. Weekly rest 2-10
2.8 Reporting time 2-10
2.8.1 Preflight Reporting time 2-10
2.9 Split Duty (Break) 2-10
2.10 Standby 2-11
2.10.1 General 2-11
2.10.2 Standby period 2-11
2.10.3 Rest period after standby 2-12
2.11 Positioning 2-12
2.12 Unforeseen operational circumstances 2-13
2.12.3 Variation-3 2-13
2.13 Consecutive night operations 2-13
2.13.1 Variation-4 2-13
2.14 Ultra long flights 2-15
2.15 Records 2-15
2.16 General Requirements 2-15
2.16.2 Training flights 2-15
2.16.3 Logging of Flight Time 2-16
2.17 Ultra long flights 2-16
2.17.1 Definitions 2-16
ULR-RDA For DGCA Approval as per
2.18 2-19
Section 15.2 Of Car Section 7, Series ‘J’
TOC-5
PART - A
FDTL – Cabin crew – DGCA & Air I ndia

2.19 2-20
Minimum & I nflight Rest
2.19.1 Minimum Cabin crew complement 2-20
2.19.2 I nflight rest 2-22
2.19.9 Reporting time 2-29
2.19.10 Standby duties 2-30
2.19.11 ARMS 2-31
2.20 Controlled rest on the flight deck 2-31
2.20.1 Procedures for controlled rest 2-32
2.20.2 Flight Path Management 2-33
2.20.3 Flight Deck – Cabin Communication 2-33
2.20.4 Post Rest Period Management 2-33
2.19 DGCA Regulations for Cabin Crew (FDTL) 2-20
Flight Duty Time Limitation/ FTL
2.20 Requirements for Operations to USA & 2-24
CANADA:
FDTL/ FTL Operations of Flight Beyond 11
2.21 2-26
hours for operations to Australia
2.22 Carriage of Cabin Crew 2-27
2.23 Cabin Crew Requirements 2-28
2.24 Crew Complement 2-30
2.25 Reporting for a Flight 2-32
2.26 Reporting Time 2-32
2.27 Stand By Duties 2-33
2.28 ARMS 2-34
2.29 Controlled Rest on the Flight Deck 2-34
3. NAVIGATION EQUIPMENT
3.0 Navigation Equipment 3-1
On Board/ Ground based equipment
3.1 3-1
Requirements
3.1.1 NDB Approach 3-1
3.1.2 VOR/ DME Approach 3-2
3.1.3 I LS Approach 3-2
3.1.4 GPS Approach 3-3
3.1.5 CANPA/ CDFA 3-3
3.1.6 Low visibility operations 3-3
3.1.7 Performance Based Navigation (PBN) 3-4
TOC-6
PART - A
Required Navigation Performance

3.1.8 3-4
(RNP) equipment requirement
3.1.9 MNPS 3-6
3.2 Navigation Procedures 3-6
Navigation Database management
3.3 3-7
process.
3.3.1 Navigation Database 3-8
PERFORMANCE BASED NAVIGATION AND

4.
EXTENDED OPERATIONS
Performance based navigation procedures
4.0 4-1
& extended time / range operations
4.0.1 Performance Based Navigation (PBN) 4-1
Extended Diversion Time/ Extended Range
4.1 4-3
Operations (EDTO)/ (ETOPS)
4.1.1 MMEL/ MEL 4-3
4.1.2 Maintenance Release for EDTO / ETOPS 4-3
4.1.3 Rectification of aircraft defects 4-4
4.1.4 Degrading to “NON- ETOPS” status 4-5
4.1.5 EDTO / ETOPS Flight Dispatch 4-6
4.1.6 EDTO / ETOPS Dispatch weather minima 4-6
4.1.7 Alternate Aerodrome 4-6
4.1.8 Period of validity 4-9
4.1.9 Communication and navigation facilities 4-9
4.1.10 Pre-flight check list and inflight procedures 4-10
4.1.11 I n-flight forecast monitoring 4-10
EDTO / ETOPS – Commander/ Crew
4.1.12 4-10
responsibilities
4.1.13 Crew Training approval 4-11
4.1.14 EDTO / ETOPS fuel policy 4-11
4.1.15 Dispatch fuel requirements 4-11
4.1.16 EDTO / ETOPS fuel monitoring 4-12
Flight crew documentation – Flight crew
4.1.17 4-12
briefing folder
Additional flight crew documentation and
4.1.18 4-13
forms
4.1.19 Operations flight watch 4-13
4.1.20 Navigation monitoring 4-13
4.1.21 Diversion decision making 4-13
4.1.22 Diversion speed 4-14
TOC-7
PART - A
Crew duties and decision making before

4.1.23 4-14
reaching EEP
4.1.24 Diversion conduct 4-15
4.1.25 Engine failure procedures 4-15
Reporting of operational events and
4.1.26 4-15
aircraft defects
4.1.27 Single EDTO/ ETOP alternate – Despatch 4-16
4.1.28 Changing alternate in flight 4-17
EDTO/ ETOPS range categories and
4.1.29 4-17
requirements of CAR
4.1.30 Crew training and evaluation 4-17
4.1.31 Dispatch considerations 4-17
4.1.32 Recovery of passengers and crew 4-18
Minimum Navigation Performance
4.2 4-19
Specification – MNPS
4.3 Area of Magnetic Unreliability (AMU) 4-19
4.3.1 Polar flights 4-19
Reduced Vertical Separation Minimum
4.4 4-19
(RVSM)
4.4.2 Advantages of RVSM 4-20
4.4.3 RVSM airspace classification 4-21
4.4.4 RVSM approvals 4-21
4.4.5 Flight crew operations procedures 4-24
4.4.6 Priorities 4-26
4.4.7 RVSM Controller – Pilot Phraseologies 4-27
4.4.8 Monitoring 4-27
4.5 Data Link Communication (CPDLC) 4-28
4.6 Airways Navigation 4-28
4.7 Global Positioning System (GPS) 4-28
5. RADIO LISTENING WATCH

5.0 Radio Listening Watch 5-1
Acceptance And Read Back Of ATC
5.0.1 5-1
Clearance
Maintenance of air ground voice
5.1 5-2
communication
Responsibility for R/ T / Radio Listening
5.1.1 5-2
Watch
TOC-8
PART - A
Monitoring of Emergency Frequency 121.5

5.1.2 5-2
MHZ
5.1.3 Communication Loss with Aircraft I n Flight 5-3
5-8
5.1.4 Radiotelephony Distress Communications
5.1.5 Radiotelephony Urgency Communications 5-11
5.1.6 Communication 5-14
5.1.7 Communication for Operational Supervision 5-17
5.1.8 Selcal Codes 5-19
5.1.9 Listening watch on Company Frequency 5-19
5.1.10 Record of Communications 5-20
Flight Following / Flight
5.1.11 5-20
Tracking
5.1.12 Data Link Communication 5-21
5.1.13 Standard Phraseology 5-24
6. MINIMUM FLIGHT ALTITUDES

Method for determination Of Minimum
6.0 6-1
Flight Altitudes
Description of method for determination
6.1 6-1
and application Minimum Flight Altitudes
Minimum heights for commencing a turn
6.2 6-3
after take-off
6.3 Normal operation 6-3
6.4 Abnormal operation 6-3
6.5 Minimum flight altitude corrections 6-4
6.5.1 Corrections for temperature 6-4
6.6 Altimeter setting procedure 6-4
6.6.1 Altimeter setting reference datum 6-5
6.6.2 Altimeter serviceability checks 6-5
7. AERODROME OPERATING MINIMA

Method for the determination of
7.0 7-1
Aerodrome Operating Minima
Determination of Aerodrome Operating
7.1 7-1
Minima
7.1.1 Calculation of Normal DH/ MDH 7-1
TOC-9
PART - A
Determination of RVR/ CMV/ Visibility

7.1.2 minima for Category 1, APV and non- 7-2
precision approaches
Failed or downgraded equipment – effect
7.1.3 7-6
on landing minima
Presentation of Aerodrome Operating
7.2 7-8
Minima (AOM) General
7.2.1 Boeing fleet (B744/ B777/ B787) 7-8
7.2.2 Airbus fleet (A320 family / A330) 7-9
Aerodrome Operating Minima (AOM) -
7.3 7-9
General
7.3.1 Considerations for calculation of AOM 7-10
7.3.2 Flight crew and Air Operator qualification 7-10
7.3.3 Approach and landing conditions 7-11
Commencement and continuation of
7.3.4 7-11
approach (Approach Ban Policy)
7.3.5 Stabilized Approaches 7-12
7.3.6 Non-precision Approaches 7-12
Conversion of Reported Meteorological
7.3.7 7-12
Visibility to RVR/ CMV
7.4 Low Visibility Operations – General 7-14
Low Visibility Operations – Aerodrome
7.4.1 7-14
considerations
Low Visibility Operations – Training and
7.4.2 7-14
Qualifications
Low Visibility Operations – Operating
7.4.3 7-14
Procedures
Low Visibility Operations – Minimum
7.4.4 7-15
Equipment (Aircraft)
7.5 Aerodrome Operating Minima – Landing 7-15
7.5.1 Normal Aerodrome Operating Minima 7-15
7.5.2 Restricted Aerodrome Operating Minima 7-16
7.5.3 Circling Approach Minima 7-16
7.5.4 VFR Operating Minima 7-17
7.5.5 Visual approach 7-18
Category I , APV (Approach procedure with
7.5.6 vertical guidance) and Non-Precision 7-18
Approach Operations – General
Precision Approach – Category I I
7.5.7 7-19
operations
TOC-10
PART - A
Precision Approach – Category I I

7.5.8 7-20
operations
7.5.9 CAT I I / I I I Minima with multiple RVR 7-22
7.6 Aerodrome Operating Minima – Take off 7-23
7.6.1 Visual reference 7-23
7.6.2 Required RVR/ Visibility 7-23
7.6.3 RVR/ Visibility for Take-off 7-24
Low Visibility Take-off Minima – Additional
7.6.4 7-25
information
7.7 Planning Minima – Alternate Aerodrome 7-26
Planning Minima for take-off alternate
7.7.1 7-26
aerodrome
Planning Minima for destination alternate
7.7.2 7-27
aerodrome
7.7.3 Enroute Alternate Aerodrome 7-28
Clearance of flights under EDTO
7.8 7-29
regulations
7.9 CAT I I & CAT I I I Minima 7-39
7.10 I nflight 7-45
7.11 Cruise 7-45
7.12 Approach 7-45
7.12.1 Descent below minimum altitude 7-45
7.13 Missed Approach 7-46
7.13.1 Precision Approach 7-46
7.13.2 Non-precision approach 7-46
Continuous Descent Final Approach
7.13.3 (CDFA) / Constant Angle Non-Precision 7-46
Approach (CANPA)
7.14 Landing Minima – Emergency 7-46
7.14.1 Landing runway length requirements 7-46
7.14.2 Touchdown 7-46
7.14.3 Temporary Notam changes : Crew Action 7-47
7.15 Higher Minima due severe down draughts 7-47
7.16 Conversion Table - RVR/ Visibility 7-47
7.17 Commander’s Responsibility 7-48
Preferential System for Destination
7.18 7-49
Alternates
7.18.1 Planning 7-49
7.18.2 I nflight 7-49
7.18.3 Good weather conditions 7-50
TOC-11
PART - A
7.18.4 Designation of good weather alternates 7-50

Lists of Destination Alternate Airports in
7.19 7-51
Preferential order
7.20
Take-off alternate 7-57
7.21 A320 Family / A330 7-62
Presentation of Aerodrome Operating
7.21.1 7-62
Minima
7.22 Landing Minima 7-62
7.22.1 CATI I and CATI I I Landing Minima 7-62
7.22.2 Landing in emergency - Minima 7-63
Alternate Airports for Departures Using
7.23 Take-off Minimums lower than Landing 7-64
Minima
7.24 List of Enroute Alternates 7-68
7.25 List of Destination Alternates 7-69
List of Adequate Airports(Destination /
7.26 7-70
Enroute Alternate / Destination Alternate)
7.27 Aerodrome Operating Minima (Airbus fleet) 7-73
Special Operation CATI I / CATI I I A/ CATI I I B
7.28 7-93
I LS Procedures
7.29 Dispatch Minima 7-94
7.30 Take off Minima 7-96
7.31 Low Visibility Take Off Minima 7-98
8. REFUELING WITH PASSENGERS ON BOARD

Safety precautions during refueling with
8.0 8-1
passengers on board
General precautionary and safety
8.0.1 8-1
measures
8.0.2 Company policy 8-2
8.0.3 Regulation of Airports Authorities 8-5
8.1 Description Of Fuelling Procedure 8-6
8.2 Fuel Requirements 8-9
8.3 Brand Names And Characteristics 8-9
Fuel Characteristics – Requirement &
8.4 8-10
Relaxation
8.5 Normal Supply 8-11
8.6 Mixing of Fuels 8-11
8.6.1 Acceptance of wide cut fuel 8-11
TOC-12
PART - A
8.6.2 Characteristics of wide cut fuel 8-11

Additional precautions for using wide cut
8.6.3 8-12
fuel
GROUND HANDLING ARRANGEMENTS &

9.
PROCEDURES
Ground Handling Arrangements And
9.0 9-1
Procedures
9.0.1 Passengers Requiring Special Attention 9-1
9.0.2 Very I mportant Persons (VVI P, VI P, CI Ps) 9-2
9.1 Handling procedure 9-3
Unaccompanied children/ minors/ infants
9.1.1 9-3
children
Carriage of sick/ invalid/ person with
9.1.2 disability and/ or person with reduced 9-5
mobility
9.1.3 Transportation of inadmissible passengers 9-7
9.1.4 Transportation of deportees 9-7
Carriage of prisoner/ person under judicial
9.1.5 9-8
custody / administrative control (prisoners)
9.1.6 Expectant mothers 9-9
9.1.7 New born baby 9-10
9.1.8 Blind passengers 9-11
9.1.9 Stretchers 9-11
9.1.10 Mentally retarded passengers 9-12
9.1.11 Passengers from yellow fever area 9-12
Persons suffering from mental disorder or
9.1.12 9-13
epilepsy
9.1.13 Unruly passenger 9-14
9.1.14 Passengers without passport 9-21
9.1.15 Size in weight of hand baggage 9-21
9.1.16 Loading and securing of items 9-22
Special loads and classification of load
9.1.17 9-25
compartments
9.1.18 Positioning of ground equipment 9-25
9.1.19 Operation of aeroplane doors 9-25
9.1.20 Safety on ramp 9-25
Start up, departure and arrival
9.1.21 9-25
procedures
9.1.22 Servicing of aeroplanes 9-26
TOC-13
PART - A
9.1.23 Aeroplane handling documents 9-26

9.1.24 Multiple occupancy of aeroplane seats 9-26
9.2 Procedures for Refusal of Embarkation 9-26
9.2.1 Refusal of embarkation – Enroute offload 9-26
I ntoxicated persons (Rule 24A of Rules,
9.2.2 9-27
1937)
9.3 Upgradation of Passengers 9-27
9.4 Maximum Number Of Passengers 9-28
Release of Jump Seats/ Crew Seats for
9.5 9-28
SOL travel B744/ B777/ B787
9.6 Travel Of Operating Cockpit Crew 9-29
9.7 Passenger Seating/ Exit Row Seating 9-29
9.8 Standard Weights – Passengers and Crew 9-32
9.9 Carriage of pets 9-32
9.9.1 I n baggage hold 9-33
9.9.2 I n the cabin 9-34
9.10 Carriage of live animals 9-35
9.10.1 I ATA & DGCA permissions 9-35
9.10.2 I mportant point to remember 9-35
9.11 Carriage of Mails ( Postal) 9-36
9.12 Diplomatic Mail and Cargo 9-36
9.12.1 General 9-37
9.12.2 Categories 9-37
9.12.3 Manifest 9-37
9.12.4 Loading 9-37
9.12.5 Priority 9-38
9.12.6 Handling/ Security of diplomatic air mail 9-38
9.12.7 Diplomatic lockers 9-42
9.13 Precious/ Valuable Cargo 9-43
9.14 Carriage of Meat/ Perishable Cargo 9-47
Carriage of Arms , Ammunition, Weapons
9.15 9-48
Etc.
9.15.1 Carriage of security items 9-48
9.16 I llness/ I njury During Flight 9-49
9.17 Death During Flight 9-50
9.18 Carriage of Human Remains 9-51
9.18.1 Conditions 9-51
9.18.2 Certification 9-51
9.18.3 Export permission 9-52
TOC-14
PART - A
9.18.4 I mport permission 9-52

9.18.5 Advance notice 9-52
9.18.6 Packing requirements 9-52
9.18.7 Arrival formalities 9-53
Ground handling agreements for AI flights
9.19 9-54
at online stations
9.19.1 Responsibility and authority 9-54
9.20 Cargo flights 9-54
PILOT-IN-COMMAND OBSERVING AN
10.
ACCIDENT
10.0 Pilot-I n-Command Observing An Accident 10-1
10.1 Procedures 10-3
10.2 Search and Rescue Signals 10-7
10.3 General 10-10
10.4 Satellite Aided Search and Rescue 10-10
10.5 State of Emergency 10-11
10.5.1 Definition – Emergency phases 10-11
10.5.2 Circumstances in state of emergency 10-11
10.5.3 Rescue condition 10-12
10.6 Declaring an Emergency 10-13
10.6.1 Responsibility 10-13
Action in an emergency (Flight
10.6.2 10-13
Despatcher)
10.7 General I nstructions for All Emergencies 10-14
10.8 Flight Overdue and Unreported 10-14
Flight Past PNR and I nsufficient Fuel for
10.9 10-15
Destination
Mechanical Difficulty or Fire Aboard
10.10 10-15
Aircraft
Probability of Ditching I n Water or
10.11 10-15
Emergency Landing
10.12 Termination of Emergency 10-16
10.12.1 Action by Commander 10-16
10.12.2 Action by Flight Despatcher 10-16
11 CREW FOR OPERATIONS

11.0 Crew for Operations 11-1
11.1 Crew Composition 11-1
TOC-15
PART - A
11.1.1 Minimum Crew Complement 11-1

11.1.2 Variation in Crew Complement 11-1
11.1.3 Minimum Crew for Ferry Flights 11-1
11.1.4 Cabin Crew 11-1
Experience, Recency and Qualification of
11.1.5 11-2
the Crew Members
Minimum total experience of PI C and Co-
11.1.6 pilot in the cockpit for scheduling pilots 11-2
for line operation
Designation of the Commander (Pilot-in-
11.1.7 11-3
Command)
11.2 Succession of Command 11-3
11.2.1 Flight crew 11-3
11.2.2 Cabin crew 11-4
Operation of More than one type of
11.3 11-4
aircraft
11.3.2 Cabin crew 11-4
11.4 Qualification Requirements 11-4
11.4.2 Cabin Crew 11-8
Training, checking and supervision
11.4.3 11-8
personnel
Training of Other Operations Personnel -
11.4.4 11-8
Flight Despatcher
11.5 Crew Health Precautions 11-9
Guidance to crew members concerning
11.5.1 11-10
health
11.5.2 Pre-flight medical 11-12
11.6 Medical Assessment 11-14
Policy on operation to critical airport and
11.7 11-14
high density route
11.8 Maximum age limit for professional pilots 11-14
12 FUEL AND OIL REQUIREMENTS

12.0 Fuel requirements for flights 12-1
12.1 Procedure to determine fuel 12-5
12.1.1 Sabre Flight Plan Manager 12-5
12.2 Factors Considered for Flight Planning 12-8
12.2.1 Alternate selection process 12-8
TOC-16
PART - A
12.2.2 EOPS fuel reserves 12-9

12.2.3 Additional fuel 12-10
12.2.4 Extra fuel 12-10
12.3 Fuel Conservation and Economy 12-12
12.3.1 Fuel Saving 12-12
12.3.2 Fuel conservation measures 12-13
12.3.3 Re-despatch Flight Planning 12-14
12.3.4 Economic tinkering of fuel 12-16
12.3.5 Use of cost index 12-17
12.4 Seasonal/ Historical Flight Plan 12-18
12.5 I nflight procedure – Fuel Monitoring 12-20
12.5.3 Low Fuel State/ Declaration of emergency 12-20
13. OXYGEN REQUIREMENTS

Conditions Under Which Oxygen Shall Be
13.0 Used And The Amount Of Oxygen 13-1
Determined
Conditions under whch oxygen must be
13.1 13-1
provided
Oxygen requirements – Crew and
13.2 13-2
passengers
13.3 Responsibility of Commander 13-2
13.4 Responsibility of Cabin crew 13-3
13.5 Maintenance of Cabin Altitude at 10000 ft. 13-3
13.6 Use of Oxygen Mask by Flight Crew 13-3
Precaution when passenger emergency
13.7 13-3
oxygen in use
13.8 Portable Oxygen Cylinder 13-4
13.9 Protective Breathing Equipment 13-4
Supplement Oxygen For Passenger
13.10 13-4
(Threpautic Use)
INSTRUCTIONS FOR MASS AND BALANCE

14.
CONTROL
14.0 I nstructions on Mass and Balance control 14-1
14.1 Weight & Balance 14-1
14.1.2 Mass and centre of gravity 14-1
General Principles of mass and centre of
14.1.3 14-2
gravity
TOC-17
PART - A
14.1.4 Updates for weight and balance data 14-4

14.1.5 Specific gravity of fuel and oil 14-4
14.1.6 Last minute change procedures 14-4
14.1.7 Standard weights – Passengers and crew 14-5
14.1.8 Seating Policy/ Procedure 14-6
14.1.9 Load and Trim Sheet Requirements 14-6
14.2 Payload 14-12
14.3 Aircraft Structural Limitations 14-12
14.4 Aft Loading of Aircraft 14-14
14.4.1 Explanation 14-14
15. COLD WEATHER OPERATIONS

I nstructions For Conduct And Control Of
15.0 15-1
Ground Deicing/ Anti-I cing Operations
15.1 Ground Deicing of Aircraft 15-1
15.1.1 Guidelines to holdover times 15-2
15.1.2 Methods of Frozen Deposit Removal 15-2
15.1.3 Critical Aircraft Surfaces 15-5
15.1.4 Representative Aircraft Surfaces 15-6
Deicing/ Anti icing of of Aircraft with
15.1.5 15-6
Engines Operating
15.1.6 Anti-icing Measures 15-7
15.1.7 I nspection after Deicing Operations 15-8
Suggested Practices for Safe Cold
15.1.8 15-9
Weather Operation
Suggested Practices to ensure the Clean
15.1.9 15-10
Aircraft Concept
15.1.10 Operation with De-icing / Anti I cing Fluids 15-11
15.1.11 Holdover Tables 15-12
16. OPERATIONAL FLIGHT PLAN

16.0 Operational Flight Plan 16-1
16.0.1 Policy Of Operational Flight Plan 16-1
Failure of Computerized Flight Planning
16.0.2 16-1
Systems
16.0.3 Flight plan under MEL/ CDL 16-1
16.0.4 Flight plan alternate 16-1
16.0.5 Change of aircraft 16-1
16.0.6 Zero Fuel Weight changes 16-2
TOC-18
PART - A
16.0.7 SI Ds & STARs 16-2

16.0.8 Operational flight plan forms 16-2
Operational Flight Plan (Fuel flight plan)
16.1 16-2
Preparation and Responsibility
16.1.1 Sabre Flight Plan Manager 16-4
16.1.2 EDS Flight Planning System 16-36
Seasonal Flight Plans (Manual Flight
16.2 16-45
Plans)
16.2.1 Nil wind flight plan 16-46
16.2.2 Forecast wind flight plan 16-46
16.2.3 Seasonal/ Historical Flight plans 16-47
16.2.4 Alternate Flight Plan 16-48
16.2.5 Specifications of seasonal flight plan 16-49
STANDARD OPERATING PROCEDURES –

17.
GENERAL CONSIDERATIONS
17.0 Standard Operating Procedures 17-1
Flight Preparation I nstructions – All
17.1.0 17-1
Operating crew
17.1.1 Minimum flight altitude 17-5
Criteria for determining the usability of
17.1.2 17-5
aerodromes
Methods for the determination of
17.1.3 17-10
Aerodrome Operating Minima
17.1.4 Enroute operating minima for VFR flight 17-10
Presentation and application of
17.1.5 aerodrome and enroute operating 17-10
minima
I nterpretation and decoding of
17.1.6 17-10
metrological information and forecast
Determination of quantities of fuel & oil
17.1.7 17-11
carried
17.1.8 Weight and Balance control 17-11
17.1.9 ATS flight plan 17-11
17.1.10 Operational/ ATS flight plan 17-12
17.1.11 Aircraft Technical Log (ATL) 17-12
List of documents to be carried on
17.1.12 17-14
board the aircraft
Ground handling arrangement and 17-24
17.2
procedures
TOC-19
PART - A
17.2.1 Ground operations 17-24

Aircraft ground handling
17.2.2 17-25
communications (General)
17.2.3 General conditions for Pushback 17-25
17.2.4 Prior to taxi 17-28
Wearing of high visibility jackets in
17.2.5 17-29
operational areas
17.3 Flight procedure 17-30
17.3.1 I FR/ VFR policy 17-30
17.3.2 Navigation procedures 17-31
17.3.3 Altimeter setting procedures / Limits 17-33
17.3.4 Altitude alerting system procedures 17-36
I nflight Fuel Management and time
17.3.5 17-37
checks
Adverse weather and potentially
17.3.6 hazardous atmospheric condition 17-37
operations
17.3.7 Wake turbulence 17-52
Crew members at their duty stations/
17.3.8 17-54
absence from flight deck
Use of seat belts for crew and
17.3.9 17-56
passengers
Admission to flight deck / Use of
17.3.10 17-58
Observers (Jump) seat
17.3.11 Use of vacant crew seats 17-62
17.3.12 I ncapacitation of crew member 17-62
17.3.13 Cabin Safety requirements` 17-68
17.3.14 Passenger briefing and announcements 17-72
17.3.15 I ntentionally Left Blank 17-81
17.3.16 I ntentionally Left Blank 17-81
Procedures for aeroplanes operated
17.3.17 whenever cosmic detection equipment 17-81
is carried
17.4 All weather operations 17-81
17.5 ETOPS/ EDTO 17-81
Use of Minimum Equipment List (MEL)
17.6 and configuration deviation list 17-81
(CDL)/ CB reset policy
17.6.1 Concept 17-81
17.6.2 Use of MEL / CDl 17-82
TOC-20
PART - A
17.6.3 Flight release under MEL 17-83

17.6.4 CB reset policy 17-84
MEL entry into Aircraft Technical Log
17.6.5 17-84
(ATL)
17.6.6 Pilot’s acceptance certificate 17-85
17.7 Non-revenue flights 17-85
17.7.1 Training flights 17-86
17.7.2 Test flights 17-86
17.7.3 Delivery flights 17-88
17.7.4 Ferry flights 17-88
17.7.5 Demonstration flights 17-89
17.7.6 Positioning flights 17-89
Releasing the aircraft onn damaged
17.7.7 17-90
ferry flight
17.8 Long range / Multiple crew operations 17-91
17.8.1 Multiple crew rest cycle 17-91
17.8.2 Logging of hours (multiple crew) 17-92
Supervised take off and landing
17.9 17-92
requirements
Performance criteria for determining
17.10 17-94
usability of aerodromes
17.10.1 Method of presentation 17-94
17.10.2 Take-off performance 17-94
17.10.3 Landing performance 17-95
17.10.4 Operation to a new airport / route 17-95
17.10.5 Airport Analysis 17-96
Use of Mobile/ Cellular phones Portable
17.11 17-96
Electronic Devices (PEDs)
17.12 Medical supplies 17-97
17.12.1 Medicall kits onboard 17-97
Proforma of certificate first aid kit /
17.12.2 17-97
Medical kit / Universal Precaution kit
Responsibility of Maintenance /
17.12.3 Replenishment of the first aid kit / 17-98
Medical kit
Aerodrome rescue & Fire fighting
17.13 17-98
facilities (Status of fire fighting services)
Aircraft compatibility with rescue and
17.13.1 17-102
fire fighting aerodrome category
17.13.2 Responsibility of airport authorities 17-102
TOC-21
PART - A
17.13.3 Standard criteria for operation 17-102

17.13.4 Responsibility of operator 17-103
Digital Flight Data Recorder (DFDR) and
17.14 Solid State Cockpit Voice Recorder 17-103
(SSCVR)
Guidelines for conditions and actions to
17.15 be taken by crew members based on 17-104
turbulence intensity
17.16 Collection of technical documents 17-107
17.17 Regulated Take-off Weight (RTOW) 17-107
17-107
17.18 Critical phases of flight (Sterile cockpit)
Activities prohibited during critical
17.18.1 17-107
phases of flight
17.19 Crew members at their stations 17-108
17.20 Scheduled flight/ Non-scheduled flight 17-108
17.21 Air Traffic Control Clearance 17-109
17.21.1 Adherence to flight plan 17-109
17.21.2 Position reports 17-110
17.21.3 Termination of control 17-111
17.21.4 Communications 17-111
17.21.5 Time 17-111
17.22 PI C mandatory checks 17-111
17.22.1 General procedures 17-112
17.23 Crew Resource Management 17-113
17.24 Route Guides 17-113
17.24.1 Maps 17-116
Minimum altitude for each route to be
17.24.2 17-116
flown
17.25 Use of headsets 17-116
17.26 Use of Aircraft radios 17-116
17.27 Responsibility for R/ T 17-116
17.28 Fasten seat belt sign 17-117
17.28.1 Procedural use 17-117
17.31 Policy on Air Traffic Control clearance 17-118
17.32 Take off 17-118
17.32.1 Wind Limitations 17-119
17.33 Reject take off 17-119
17.34 Climb 17-120
17.35 Air Speed Restrictions 17-120
TOC-22
PART - A
17.36 Scanning of instruments 17-120

17.37 Enroute 17-120
17.38
17.38.1 I nflight Announcements 17-120
17.38.2 I nflight Medical Emergencies and illness 17-122
17.39 Emergency Landing Guidance 17-124
17.40
17.40.1 Precautionary Landing Guidance 17-124
Emergency/ Abnormal/ Non-Normal
17.41 17-125
Procedures
Pilot-in- command’s use of emergency
17.41.1 17-126
authority
Distress And Urgency Radio Telephony
17.42 17-126
Communications Procedures
Crew Responsibility at Airports of
17.43 17-126
Diversion
Unscheduled landing/ Diversion of
17.43.1 17-126
aircraft
17.43.2 Overflying of stations 17-127
Reporting And Classification Of Aircraft
17.44 17-127
Defects
17.44.1 Cabin snags 17-129
17.44.2 Exterior aircraft inspection 17-129
Convert climb gradient to climb rate
17.45 17-130
(roc):
Guidance Procedures and Performance
17.46 17-130
data
17.46.1 Surface wind limitations 17-131
17.46.2 Auto Land surface wind limitations 17-132
Aircraft Performance For All Phases of
17.47 17-133
Flight
17.48 Runway I ncursion 17-133
17.49 General procedure for B787 17-136
17.50 Appendix -1 17-137
17.51 Appendix- 2 17-141
INSTRUCTIONS ON THE USE OF NORMAL

18.
CHECKLISTS
I nstruction on the Use of Normal
18.0 18-1
Checklists
TOC-23
PART - A
18.1 Checklists 18-1

18.2 I mportance of Checklist 18-2
18.2.2 Proper use of checklist 18-3
18.3 Normal Checklists 18-3
18.4 Non-Normal Checklists 18-3
18.5 Modification of Checklists 18-4
18.6 Aircraft Type specific Normal Checklist 18-4
18.7 Critical Actions 18-4
19. DEPARTURE CONTINGENCY PROCEDURES

19.0 Departure Contingency Procedures 19-1
19.1 Departure Procedures 19-1
19.2 Special Airport Procedures 19-2
Special Airport Procedures (A320
19.3 19-2
Family)
19.3.1 Bagdogra Airport 19-2
19.3.2 Calicut Airport 19-4
19.3.3 Coimbatore Airport 19-5
19.3.4 Dehradun 19-7
19.3.5 Dimapur 19-7
19.3.6 Guwahati Airport 19-8
19.3.7 I mphal Airport 19-9
19.3.8 Jammu Airport 19-10
19.3.9 Kathmandu Airport 19-11
19.3.10 Kabul Airport 19-13
19.3.11 Lengpui Airfield 19-13
19.3.12 Mumbai Airport 19-15
19.3.13 Muscat Airport 19-16
19.3.14 Portblair Airport 19-17
19.3.15 Srinagar Airport 19-18
19.3.16 Tirupati Airport 19-18
19.3.17 Vishakhapatnam Airport 19-19
19.4 Leh Operations 19-20
19.5 Delhi (Simultaneous Use of Runways) 19-26
One Engine I noperative
19.6 19-26
Acceleration(B744,B777 &A310)
Adherence To Noise Restriction At
19.7 19-26
Airports
TOC-24
PART - A
20. ALTITUDE CALL OUTS

I nstruction on the maintenance of
altitude awareness and the use of
20 20-1
automated or flight crew altitude call
outs
20.0.1 Standard Call-outs 20-1
20.1 Altitude awareness 20-2
20.1.1 Barometric Altimetry 20-3
20.1.2 Altitude Awareness Procedures 20-4
QFE and/ or Metric Altimeter setting
20.1.3 20-4
procedure
21. AUTOPILOT AND AUTO THROTTLES

I nstructions on the use of Auto Pilot
21 21-1
and Auto throttle in I MC
21.0.1 Auto throttle / Auto thrust 21-1
21.0.2 Auto Pilot 21-1
21.1 Auto-Flight Systems 21-1
21.2 Supervising Automation 21-2
22. ATC CLEARANCES

Clarification and acceptance of ATC
22.0 22-1
clearances
22.0.1 ATC clearances 22-1
General rules for communication with
22.0.2 22-1
ATC
Acceptance of ATC clearance where
22.0.3 22-1
terrain clearance is involved
Adherence to flight plan/ Air Traffic
22.0.4 22-2
Control clearances
22.1 Deviations from ATC clearances 22-2
23. BRIEFINGS
23.0 Departure and Approach Briefings 23-1
23.1.1 Briefing procedures for departure 23-1
Briefing procedures for approach and
23.1.2 23-2
landing
23.1.3 Diversion briefing 23-3
23.2 Crew Briefing 23-3
23.2.1 Meteorological information 23-4
TOC-25
PART - A
23.2.2 Aeronautical information 23-4

23.2.3 Thru Flight plan 23-4
23.2.4 Notams 23-4
23.2.5 Briefing by incoming flight to ATC 23-5
23.3 Briefing by Flight Despatcher 23-5
23.4 Briefing by Cabin Crew 23-6
23.5 Briefing by Traffic / Cargo 23-6
23.6 Commander’s Action 23-6
23.7 Pre-Flight Briefing to Cabin Crew 23-6
23.8 Take-off & Landing Data 23-7
24. ROUTE & DESTINATION FAMILIARISATON

24.0 Route & Destination Familiarization 24-1
Route & Destination familiarization for
24.0.1 24-1
long range airplanes
Procedure for relaying weather
24.0.2 24-2
information
Route & Aerodrome Qualifications/
24.1 24-2
competence
24.1.1 Route and airport qualification 24-3
Route competence/ Aerodrome
24.1.2 24-4
competence
24.2 Classification of aerodromes 24-5
24.2.1 Airfield wise categories 24-7
25. STABILIZED APPROACH PROCEDURES
25.0 Stabilized Approach Procedure 25-1
Conditions required to obtain stabilized
25.1 25-1
approach
25.1.1 Significant deviation 25-2
25.1.2 Company policy on stabilized approach 25-3
Minimum altitude for stabilized
25.2 25-3
approach
25.3 Monitored approach 25-3
25.4 Decelerated Approaches 25-4
26. HIGH RATES OF DESCENT

Limitations – High Rates of Descent at
26.0 26-1
near the surface (low altitudes)
26.0.1 Rate of Descent Policy 26-1
TOC-26
PART - A
Limitations and procedures on high

26.1 rates descent at near the surface (low 26-1
altitudes
27. INSTRUMENT APPROACH PROCEDURES

27.0 I nstrument Approach Procedures 27-1
Conditions Required To Commence Or
27.0.1 27-1
To Continue An I nstrument Approach
Acceptance/ commencement,
27.1 continuance, discontinuance of 27-1
instrument approaches
Required Visual Reference - Descent
27.1.1 27-3
Below MDA/ DA
Discontinued Approaches (including non
27.1.2 27-4
precision)
27.1.3 Mandatory Missed Approach 27-4
27.1.4 Subsequent Approaches 27-5
Conditions Required To Commence Or
27.1.5 27-5
Continue A Visual Approach
28. PRECISION / NON PRECISION PROCEDURES

Precision & Non-Precision I nstrument
28.0 28-1
Approach Procedures
28.0.1 Approach Procedures 28-1
28.1 Precision / Non-Precision Approaches 28-6
28.1.1 Precision Approaches 28-6
Continuous Descent Final Approach
28.2 28-8
(CDFA)
28.2.1 Background 28-8
28.2.2 Stabilized Approaches 28-9
Approach Designs and Continuous
28.2.3 28-9
Descent
28.2.4 Definition of CDFA 28-9
28.2.5 Advantages of CDFA 28-10
Operational procedures and flight
28.2.6 28-10
techniques
28.3 CDFA General Procedures For All Airports 28-14
29. CREW WORKLOAD
TOC-27
PART - A
Crew Workload during night and I MC

29.0 I nstrument approach and landing 29-1
operations
29.0.1 Crew Coordination 29-1
29.0.2 Take-offs and landings by First Officers 29-1
Night and I MC instrument approach and
29.1 landing operations procedures and safety 29-1
precautions
29.1.1 Standard Call Outs- Altitude,track,profile 29-2
29.1.2 I MC/ VMC standard Call outs 29-2
29.1.3 Visual I llusions 29-3
29.1.4 Other I llusions 29-5
CONTROLLED FLIGHT INTO TERRAIN &

30. ENHANCED GROUND PROXIMITY WARNING
SYSTEM
Ground Proximity Warning System
(GPWS) Procedures and instructions for
30.0 30-1
avoidance of Controlled Flight into
Terrain (CFI T)
Enhanced Ground Proximity Warning
30.1 System (EGPWS)/ Terrain Aviodance 30-2
And Warning Systems (Taws)
30.1.1 GPWS / EGPWS training 30-2
30.1.2 Reporting procedures 30-3
30.1.3 Classification of occurrence reports 30-3
Prevention Of Controlled Flight I nto
30.2 30-4
Terrain Accidents
30.2.1 Causes of CFI T accidents 30-4
Factors that contribute to CFI T
30.2.2 30-5
accidents
30.2.3 Altimeter setting factors 30-5
Altimeter setting units of measurement
30.2.4 30-6
factors
30.2.5 Safe altitudes 30-6
30.2.6 Air Traffic Control factors 30-7
30.2.7 Flight crew complacency 30-7
30.2.8 Procedural factors associated with CFI T 30-8
30.2.9 Descent, Approach and landing factors 30-8
30.2.10 Auto Flight System factors 30-9
TOC-28
PART - A
30.2.11 Training factors/ briefing 30-10

30.2.12 Auto-flight systems 30-11
30.2.13 Route and Destination familiarisation 30-11
30.2.14 Altitude awareness 30-12
30.2.15 Barometric altimetry 30-13
30.2.16 Use of callouts 30-13
30.2.17 Charts 30-13
30.2.18 CFI T traps 30-14
30.2.19 Acceptance of ATC clearance 30-14
30.2.20 Chart supply 30-15
30.2.21 Use of checklists 30-15
30.2.22 Rate of descent policy 30-15
30.2.23 Stabilised approaches 30-15
30.2.24 Standard Operating Procedures 30-16
30.2.25 Communication 30-16
30.2.26 Airport facilities 30-16
30.2.27 Sharing information 30-16
30.2.28 Flight crew functions and action 30-16
31. AIRBORNE COLLISION AVOIDANCE SYSTEM

Airborne Collision Avoidance System
31.0 (ACAS) / Traffic Alert & Collision 31-1
Avoidance System (TCAS)
Policy And Procedures For The Use Of
31.1 31-1
TCAS/ ACAS
31.2 TCAS / ACAS Requirements 31-1
31.2.1 Definitions 31-2
Functional Requirements Of ACAS I And
31.3 31-4
ACAS I I
31.4 Operational Requirements 31-4
31.5 Training Requirements 31-5
31.5.1 Academic training 31-5
31.5.2 Flight training 31-5
31.6 Flight Crew Functions And Action 31-6
32. INTERCEPTION OF CIVIL AIRCRAFT

32.0 I nterception of Civil Aircraft 32-1
32.1 I nterception Procedures 32-1
32.2 Visual signals and their meanings 32-3
TOC-29
PART - A
Signals initiated by intercepting aircraft

32.2.1 32-3
and responses by intercepted aircraft
Signals initiated by intercepted aircraft
32.2.2 32-5
and responses by intercepting aircraft.
AEROPLANES OPERATED ABOVE 15000m

33.
(49000 FT)
For Aeroplanes I ntended To Operate
33.0 33-1
Above 15 000 M (49 000 Ft)
ACCIDENT PREVENTION AND POST ACCIDENT

34.
ADMINISTRATON
34.0 Accident prevention program 34-1
34.0.1 Proactive program 34-1
34.0.2 I nternal Safety Audit 34-1
34.0.3 Spot check and surveillance 34-2
34.0.4 Mandatory spot checks/ I nspections 34-4
34.0.5 Reactive program 34-12
34.1 Flight safety analysis program 34-13
Aircraft accident/ incident and hazard
34.1.1 34-13
reporting
Anonymous / confidential/ voluntary
34.1.2 34-17
reporting
34.2 List Of Reportable Occurances 34-19
34.2.1 Occurences required to be reported 34-19
34.2.2 List of reportable incidents 34-19
34.2.3 Classification of occurrence 34-26
34.3 Format for submitting initial report 34-27
34.4 I ncident/ Accident I nvestigation 34-44
34.4.1 I ncident PI B investigation 34-44
Composition of routine Permanent
34.4.2 34-44
I nvestigation Board
34.4.3 Special PI B 34-45
Procedure For I nvestigation Of I ncident By
34.5 34-46
PI B
34.5.1 Documentation 34-46
34.5.2 Brief narrative of incident 34-47
34.6 Aircraft Rule 2012 34-48
34.6.1 Sub-rule 5 : Obligation to investigation 34-48
34.6.2 Sub-rule 6 : Participation 34-49
TOC-30
PART - A
Sub-rule 7 : Protection of evidence,

34.6.3 custody, removal and preservation of 34-50
damaged aircraft
Sub-rule 8: Aircraft accident investigation
34.6.4 34-52
Bureau
34.6.5 Sub-rule 9 : Preliminary investigation 34-55
Sub-rule 10 : Powers of aircraft accident
34.6.6 34-55
investigator
34.6.7 Sub-rule 11 : Committee of inquiry 34-56
34.6.8 Sub-rule 12 : Formal investigation 34-56
34.6.9 Sub-rule 13 : I nvestigation of incident 34-58
34.6.10 Sub-rule 14 : Consultation and final report 34-59
34.6.11 Sub-rule 15 : Reopening of investigation 34-59
34.6.12 Sub-rule 16 : Obstruction of proceedings 34-60
34.6.13 Sub-rule 17 : Non-disclosure of records 34-60
Sub-rule 18 : Mandatory incident reporting
34.6.14 34-61
system
Sub-rule 19 : Voluntary incident reporting
34.6.15 34-62
system
Sub-rule 20 : Maintenance of an accident
34.6.16 34-63
and incident database
34.6.17 Sub-rule 21 : Saving 34-63
34.6.18 Sub-rule 22 : Penalties 34-63
34.6.19 Schedule A : Serious incidents 34-63
Schedule B : Guidance for determination of
34.6.20 34-65
aircraft damage
34.7 I nvestigation 34-67
34.8 Findings 34-67
34.9 Format For Final I nvestigation Report 34-68
34.9.1 Factual information 34-68
34.9.2 Findings 34-70
34.9.3 Conclusion 34-71
Safety Enhancement
34.9.4 34-71
Recommendations(S.E.R.)
34.9.5 Action Taken Report (ATR) 34-71
34.9.6 Appendices 34-71
34.10 Recommendations 34-72
34.11 Definition Of Terminology I n Pib reports: 34-72
34.12 Concurrence By Members 34-73
34.13 Approval Of PI B Report 34-73
TOC-31
PART - A
Action Taken On The Recommendations

made in the PI B Report and their
34.14 34-73
Communication to Regional Office / DAS
HQRS
Authority I ssuing Order for the
34.15 investigation of accident and serious 34-74
incidents
Role / Duty of Operator in assisting the
investigation by an I nquiry Officer /
34.16 34-75
I nspector of Accidents / Committee of
I nquiry / Court Of I nquiry
Responsibilities of Operator in Accident/
34.16.1 34-75
I ncident investigation
Family assistance programme (crew &
34.17 34-78
pax):
35. CARRIAGE OF DANGEROUS GOODS

35.0 Carriage of Dangerous Goods 35-1
I nformation, instructions and general
35.1 guidance on the carriage of dangerous 35-1
goods
35.2 Carriage of weapons, ammunitions etc. 35-3
35.2.1 Carriage of weapons 35-3
Company Policy as to carriage of arms
35.2.2 35-5
etc by passengers
Company Policy as to carriage of kirpan
35.2.3 35-6
by passengers
35.3 Carriage of radioactive material 35-6
36. SECURITY INSTRUCTIONS & GUIDANCE

36.0 Security I nstructions and Guidance 36-1
Security I nstructions and Guidance of
36.1 36-1
Non-confidential Nature
Unlawful interference - Acts likely to
36.1.1 36-2
imperil the safety of aircraft
36.1.2 Bomb threats and sabotage 36-16
Security of unaccompanied baggage,
36.1.3 36-16
mail, cargo, diplomatic mail bags
36.1.4 Security of catering items 36-16
36.1.5 Boarding pass 36-17
TOC-32
PART - A
36.1.6 Transit passes 36-18

36.1.7 Handling of passengers 36-18
36.1.8 I dentity cards 36-18
Checking of toilets/ hat-racks/ catering
36.1.9 36-19
items etc.
36.1.10 Maintenance Section 36-19
36.1.11 Standard Security Measures 36-21
36.1.12 Pre-Flight Security 36-22
36.1.13 Categorisation of airports 36-27
36.1.14 Company directives 36-29
36.1.15 Carriage Of Security Removed I tems 36-32
36.1.16 Sky Marshals 36-33
36.1.17 Security Check Of Crew Members 36-34
36.1.18 Additional Security Measures 36-35
36.1.19 Hypersensitive Airports 36-36
36.1.20 BCAS Directives 36-37
Preventive security measures and
36.2 36-38
training
37. SUSPECTED SABOTAGE

37.0 Suspected Sabotage 37-1
37.0.1 Aircraft Search Procedure Checklist 37-1
37.1 Sabotage / Bomb Threats 37-2
37.1.1 General 37.2
Classifications of Sabotage / Bomb
37.1.2 37-3
threats
37.1.3 Emergency 37-4
37.1.4 Suspicious Object on board 37-7
37.1.5 Aircraft Search Procedure 37-7
37.1.6 Dissemination of Bomb Threat Procedure 37-12
37.1.7 I nspection Proforma / Release Certificate 37-14
37.1.8 Anti Sabotage Precaution 37-16
Explosive Devices Versus Chemical /
37.1.9 37-16
Biological Weapons
37.1.10 Hijacking 37-22
37.1.11 Accident/ I ncident Notification Procedure 37-22
HEAD-UP DISPLAYS(HUD)/ENHANCED VISION

38.
SYSTEMS(EVS)
TOC-33
PART - A
38.0 Head Up Display (HUD) 38-0

38.1 Enhanced Vision System (EVS) 38-1
TOC-34
PART - A
LIST OF EFFECTIVE PAGES I ssue 4 Rev 0 15 Oct 2014
Page Last date of Effective date LIST OF
nos. revision of revision EFFECTIVE PAGES
CORPORATE POLICIES LEP
POL-1 15.10.2014 LEP-1 15.10.2014
POL-2 15.10.2014 LEP-2 15.10.2014
POL -3 15.10.2014 LEP-3 15.10.2014
POL -4 15.10.2014 LEP-4 15.10.2014
POL -5 15.10.2014 LEP-5 15.10.2014
POL -6 15.10.2014 LEP-6 15.10.2014
POL -7 15.10.2014 LEP-7 15.10.2014
POL -8 15.10.2014 LEP-8 15.10.2014
LEP-9 15.10.2014
DISTRIBUTION LIST LEP- 15.10.2014
DL -1 15.10.2014 10
DL -2 15.10.2014 LEP- 15.10.2014
11
HISTORY OF REVISIONS LEP- 15.10.2014
HR -1 15.10.2014 12
LEP- 15.10.2014
RECOED OF REVISIONS 13
RR -1 15.10.2014 LEP- 15.10.2014
14
TABLE OF CONTENTS
ABBREVIATIONS
TOC-1 15.10.2014 ABB-1 15.10.2014
TOC-2 15.10.2014 ABB-2 15.10.2014
TOC-3 15.10.2014 ABB-3 15.10.2014
TOC-4 15.10.2014 ABB-4 15.10.2014
TOC-5 15.10.2014 ABB-5 15.10.2014
TOC-6 15.10.2014 ABB-6 15.10.2014
TOC-7 15.10.2014 ABB-7 15.10.2014
TOC-8 15.10.2014 ABB-8 15.10.2014
TOC-9 15.10.2014 ABB-9 15.10.2014
TOC-10 15.10.2014 ABB-10 15.10.2014
TOC-11 15.10.2014
TOC-12 15.10.2014
TOC-13 15.10.2014
TOC-14 15.10.2014 DEFINITIONS
TOC-15 15.10.2014 DEF-1 15.10.2014
TOC-16 15.10.2014 DEF-2 15.10.2014
TOC-17 15.10.2014 DEF-3 15.10.2014
TOC-18 15.10.2014 DEF-4 15.10.2014
TOC-19 15.10.2014 DEF-5 15.10.2014
TOC-20 15.10.2014 DEF-6 15.10.2014
DEF-7 15.10.2014
DEF-8 15.10.2014
DEF-9 15.10.2014
LEP-1
PART - A
DEF-10 15.10.2014 1-2 15.10.2014
DEF-11 15.10.2014 1-3 15.10.2014
DEF- 12 15.10.2014 1-4 15.10.2014
DEF-13 15.10.2014 1-5 15.10.2014
DEF-14 15.10.2014 1-6 15.10.2014
DEF-15 15.10.2014 1-7 15.10.2014
DEF-16 15.10.2014 1-8 15.10.2014
DEF-17 15.10.2014 1-9 15.10.2014
DEF-18 15.10.2014 1-10 15.10.2014
DEF-19 15.10.2014 1-11 15.10.2014
DEF-20 15.10.2014 1-12 15.10.2014
DEF-21 15.10.2014 1-13 15.10.2014
DEF-24 15.10.2014 1-14 15.10.2014
DEF-25 15.10.2014 1-15 15.10.2014
DEF-26 15.10.2014 1-16 15.10.2014
DEF-27 15.10.2014 1-17 15.10.2014
DEF-28 15.10.2014 1-18 15.10.2014
DEF-28 15.10.2014 1-19 15.10.2014
DEF-29 15.10.2014 1-20 15.10.2014
DEF-30 15.10.2014 1-21 15.10.2014
DEF-31 15.10.2014 1-22 15.10.2014
DEF-32 15.10.2014 1-23 15.10.2014
DEF-34 15.10.2014 1-24 15.10.2014
DEF-35 15.10.2014 1-25 15.10.2014
DEF-36 15.10.2014 1-26 15.10.2014
DEF-37 15.10.2014 1-27 15.10.2014
DEF-38 15.10.2014 1-28 15.10.2014
1-29 15.10.2014
1-30 15.10.2014
1-31 15.10.2014
1-32 15.10.2014
1-33 15.10.2014
1-34 15.10.2014
1-35 15.10.2014
1-36 15.10.2014
0-1 15.10.2014 1-37 15.10.2014
0-2 15.10.2014 1-38 15.10.2014
0-3 15.10.2014 1-39 15.10.2014
0-4 15.10.2014 1-40 15.10.2014
0-5 15.10.2014 1-41 15.10.2014
0-6 15.10.2014 1-42 15.10.2014
0-7 15.10.2014 1-43 15.10.2014
0-8 15.10.2014 1-44 15.10.2014
0-9 15.10.2014 1-45 15.10.2014
0-10 15.10.2014 1-46 15.10.2014
CHAPTER 1 1-47 15.10.2014
1-1 15.10.2014 1-48 15.10.2014
1-49 15.10.2014
LEP-2
PART - A
1-50 15.10.2014 1-98 15.10.2014
1-51 15.10.2014 1-99 15.10.2014
1-52 15.10.2014 1-100 15.10.2014
1-53 15.10.2014 1-101 15.10.2014
1-54 15.10.2014 1-102 15.10.2014
1-55 15.10.2014 1-103 15.10.2014
1-56 15.10.2014 1-104 15.10.2014
1-57 15.10.2014 1-105 15.10.2014
1-58 15.10.2014 1-106 15.10.2014
1-59 15.10.2014 1-107 15.10.2014
1-60 15.10.2014 1-108 15.10.2014
1-61 15.10.2014 1-109 15.10.2014
1-62 15.10.2014 1-110 15.10.2014
1-63 15.10.2014 1-111 15.10.2014
1-64 15.10.2014 1-112 15.10.2014
1-65 15.10.2014 1-113 15.10.2014
1-66 15.10.2014 1-114 15.10.2014
1-67 15.10.2014 1-115 15.10.2014
1-68 15.10.2014 1-116 15.10.2014
1-69 15.10.2014 1-117 15.10.2014
1-70 15.10.2014 1-118 15.10.2014
1-71 15.10.2014 1-119 15.10.2014
1-72 15.10.2014 1-120 15.10.2014
1-73 15.10.2014 1-121 15.10.2014
1-74 15.10.2014 1-122 15.10.2014
1-75 15.10.2014 1-123 15.10.2014
1-76 15.10.2014 1-124 15.10.2014
1-77 15.10.2014 1-125 15.10.2014
1-78 15.10.2014 1-126 15.10.2014
1-79 15.10.2014 1-127 15.10.2014
1-80 15.10.2014 1-128 15.10.2014
1-81 15.10.2014 1-129 15.10.2014
1-82 15.10.2014 1-130 15.10.2014
1-83 15.10.2014 1-131 15.10.2014
1-84 15.10.2014 1-132 15.10.2014
1-85 15.10.2014 1-133 15.10.2014
1-86 15.10.2014 1-134 15.10.2014
1-87 15.10.2014 1-135 15.10.2014
1-88 15.10.2014 1-136 15.10.2014
1-89 15.10.2014 1-137 15.10.2014
1-90 15.10.2014 1-138 15.10.2014
1-91 15.10.2014 1-139 15.10.2014
1-92 15.10.2014 1-140 15.10.2014
1-93 15.10.2014 1-141 15.10.2014
1-94 15.10.2014 1-142 15.10.2014
1-95 15.10.2014 1-143 15.10.2014
1-96 15.10.2014 1-144 15.10.2014
1-97 15.10.2014 1-145 15.10.2014
LEP-3
PART - A
1-146 15.10.2014 2-16 15.10.2014
1-147 15.10.2014 2-17 15.10.2014
1-148 15.10.2014 2-18 15.10.2014
1-149 15.10.2014 2-19 15.10.2014
1-150 15.10.2014 2-20 15.10.2014
1-151 15.10.2014 2-21 15.10.2014
1-152 15.10.2014 2-22 15.10.2014
1-153 15.10.2014 2-23 15.10.2014
1-154 15.10.2014 2-24 15.10.2014
1-155 15.10.2014 2-25 15.10.2014
1-156 15.10.2014 2-26 15.10.2014
1-157 15.10.2014 2-27 15.10.2014
1-158 15.10.2014 2-28 15.10.2014
1-159 15.10.2014 2-29 15.10.2014
1-160 15.10.2014 2-30 15.10.2014
1-161 15.10.2014 2-31 15.10.2014
1-162 15.10.2014 2-32 15.10.2014
1-163 15.10.2014 2-33 15.10.2014
1-164 15.10.2014 2-33 15.10.2014
1-165 15.10.2014 2-34 15.10.2014
1-166 15.10.2014
1-167 15.10.2014
1-168 15.10.2014 CHAPTER 3
1-169 15.10.2014 3-1 15.10.2014
1-170 15.10.2014 3-2 15.10.2014
1-171 15.10.2014 3-3 15.10.2014
1-172 15.10.2014 3-4 15.10.2014
1-173 15.10.2014 3-5 15.10.2014
1-174 15.10.2014 3-6 15.10.2014
3-7 15.10.2014
3-8 15.10.2014
CHAPTER 2 3-9 15.10.2014
2-1 15.10.2014 3-10 15.10.2014
2-2 15.10.2014
2-3 15.10.2014
2-4 15.10.2014 CHAPTER 4
2-5 15.10.2014 4-1 15.10.2014
2-6 15.10.2014 4-2 15.10.2014
2-7 15.10.2014 4-3 15.10.2014
2-8 15.10.2014 4-4 15.10.2014
2-9 15.10.2014 4-5 15.10.2014
2-10 15.10.2014 4-6 15.10.2014
2-11 15.10.2014 4-7 15.10.2014
2-12 15.10.2014 4-8 15.10.2014
2-13 15.10.2014 4-9 15.10.2014
2-14 15.10.2014 4-10 15.10.2014
2-15 15.10.2014 4-11 15.10.2014
4-12 15.10.2014
LEP-4
PART - A
4-13 15.10.2014 5-30 15.10.2014
4-14 15.10.2014 5-31 15.10.2014
4-15 15.10.2014 5-32 15.10.2014
4-16 15.10.2014
4-17 15.10.2014 CHAPTER 6
4-18 15.10.2014 6-1 15.10.2014
4-19 15.10.2014 6-2 15.10.2014
4-20 15.10.2014 6-3 15.10.2014
4-21 15.10.2014 6-4 15.10.2014
4-22 15.10.2014 6-5 15.10.2014
4-23 15.10.2014 6-6 15.10.2014
4-24 15.10.2014
4-25 15.10.2014
4-26 15.10.2014 CHAPTER 7
4-27 15.10.2014 7-1 15.10.2014
4-28 15.10.2014 7-2 15.10.2014
7-3 15.10.2014
7-4 15.10.2014
CHAPTER 5 7-5 15.10.2014
5-1 15.10.2014 7-6 15.10.2014
5-2 15.10.2014 7-7 15.10.2014
5-3 15.10.2014 7-8 15.10.2014
5-4 15.10.2014 7-9 15.10.2014
5-5 15.10.2014 7-10 15.10.2014
5-6 15.10.2014 7-11 15.10.2014
5-7 15.10.2014 7-12 15.10.2014
5-8 15.10.2014 7-13 15.10.2014
5-9 15.10.2014 7-14 15.10.2014
5-10 15.10.2014 7-15 15.10.2014
5-11 15.10.2014 7-16 15.10.2014
5-12 15.10.2014 7-17 15.10.2014
5-13 15.10.2014 7-18 15.10.2014
5-14 15.10.2014 7-19 15.10.2014
5-15 15.10.2014 7-20 15.10.2014
5-16 15.10.2014 7-21 15.10.2014
5-17 15.10.2014 7-22 15.10.2014
5-18 15.10.2014 7-23 15.10.2014
5-19 15.10.2014 7-24 15.10.2014
5-20 15.10.2014 7-25 15.10.2014
5-21 15.10.2014 7-26 15.10.2014
5-22 15.10.2014 7-27 15.10.2014
5-23 15.10.2014 7-28 15.10.2014
5-24 15.10.2014 7-29 15.10.2014
5-25 15.10.2014 7-30 15.10.2014
5-26 15.10.2014 7-31 15.10.2014
5-27 15.10.2014 7-32 15.10.2014
5-28 15.10.2014 7-33 15.10.2014
5-29 15.10.2014 7-34 15.10.2014
LEP-5
PART - A
7-35 15.10.2014 7-83 15.10.2014
7-36 15.10.2014 7-84 15.10.2014
7-37 15.10.2014 7-85 15.10.2014
7-38 15.10.2014 7-86 15.10.2014
7-39 15.10.2014 7-87 15.10.2014
7-40 15.10.2014 7-88 15.10.2014
7-41 15.10.2014 7-89 15.10.2014
7-42 15.10.2014 7-90 15.10.2014
7-43 15.10.2014 7-91 15.10.2014
7-44 15.10.2014 7-92 15.10.2014
7-45 15.10.2014 7-93 15.10.2014
7-46 15.10.2014 7-94 15.10.2014
7-47 15.10.2014 7-95 15.10.2014
7-48 15.10.2014 7-96 15.10.2014
7-49 15.10.2014 7-97 15.10.2014
7-50 15.10.2014 7-98 15.10.2014
7-51 15.10.2014 7-99 15.10.2014
7-52 15.10.2014 7-100 15.10.2014
7-53 15.10.2014
7-54 15.10.2014
7-55 15.10.2014 CHAPTER 8
7-56 15.10.2014 8-1 15.10.2014
7-57 15.10.2014 8-2 15.10.2014
7-58 15.10.2014 8-3 15.10.2014
7-59 15.10.2014 8-4 15.10.2014
7-60 15.10.2014 8-5 15.10.2014
7-61 15.10.2014 8-6 15.10.2014
7-62 15.10.2014 8-7 15.10.2014
7-63 15.10.2014 8-8 15.10.2014
7-64 15.10.2014 8-9 15.10.2014
7-65 15.10.2014 8-10 15.10.2014
7-66 15.10.2014 8-11 15.10.2014
7-67 15.10.2014 8-12 15.10.2014
7-68 15.10.2014
7-69 15.10.2014
7-70 15.10.2014 CHAPTER 9
7-71 15.10.2014 9-1 15.10.2014
7-72 15.10.2014 9-2 15.10.2014
7-73 15.10.2014 9-3 15.10.2014
7-74 15.10.2014 9-4 15.10.2014
7-75 15.10.2014 9-5 15.10.2014
7-76 15.10.2014 9-6 15.10.2014
7-77 15.10.2014 9-7 15.10.2014
7-78 15.10.2014 9-8 15.10.2014
7-79 15.10.2014 9-9 15.10.2014
7-80 15.10.2014 9-10 15.10.2014
7-81 15.10.2014 9-11 15.10.2014
7-82 15.10.2014 9-12 15.10.2014
LEP-6
PART - A
9-13 15.10.2014
9-14 15.10.2014
9-15 15.10.2014 CHAPTER 10
9-16 15.10.2014 10-1 15.10.2014
9-17 15.10.2014 10-2 15.10.2014
9-18 15.10.2014 10-3 15.10.2014
9-19 15.10.2014 10-4 15.10.2014
9-20 15.10.2014 10-5 15.10.2014
9-21 15.10.2014 10-6 15.10.2014
9-22 15.10.2014 10-7 15.10.2014
9-23 15.10.2014 10-8 15.10.2014
9-24 15.10.2014 10-9 15.10.2014
9-25 15.10.2014 10-10 15.10.2014
9-26 15.10.2014 10-11 15.10.2014
9-27 15.10.2014 10-12 15.10.2014
9-28 15.10.2014 10-13 15.10.2014
9-29 15.10.2014 10-14 15.10.2014
9-30 15.10.2014 10-15 15.10.2014
9-31 15.10.2014 10-16 15.10.2014
9-32 15.10.2014
9-33 15.10.2014
9-34 15.10.2014 CHAPTER 11
9-35 15.10.2014 11-1 15.10.2014
9-36 15.10.2014 11-2 15.10.2014
9-37 15.10.2014 11-3 15.10.2014
9-38 15.10.2014 11-4 15.10.2014
9-39 15.10.2014 11-5 15.10.2014
9-40 15.10.2014 11-6 15.10.2014
9-41 15.10.2014 11-7 15.10.2014
9-42 15.10.2014 11-8 15.10.2014
9-43 15.10.2014 11-9 15.10.2014
9-44 15.10.2014 11-10 15.10.2014
9-45 15.10.2014 11-11 15.10.2014
9-46 15.10.2014 11-12 15.10.2014
9-47 15.10.2014 11-13 15.10.2014
9-48 15.10.2014 11-14 15.10.2014
9-49 15.10.2014 11-15 15.10.2014
9-50 15.10.2014 11-16 15.10.2014
9-51 15.10.2014 11-17 15.10.2014
9-52 15.10.2014 11-18 15.10.2014
9-53 15.10.2014 11-19 15.10.2014
9-54 15.10.2014 11-20 15.10.2014
9-55 15.10.2014 11-21 15.10.2014
9-56 15.10.2014 11-22 15.10.2014
9-57 15.10.2014 11-23 15.10.2014
9-58 15.10.2014 11-24 15.10.2014
9-59 15.10.2014 11-25 15.10.2014
9-60 15.10.2014 11-26 15.10.2014
LEP-7
PART - A
14-11 15.10.2014
14-12 15.10.2014
CHAPTER 12 14-13 15.10.2014
12-1 15.10.2014 14-14 15.10.2014
12-2 15.10.2014
12-3 15.10.2014
12-4 15.10.2014 CHAPTER 15
12-5 15.10.2014 15-1 15.10.2014
12-6 15.10.2014 15-2 15.10.2014
12-7 15.10.2014 15-3 15.10.2014
12-8 15.10.2014 15-4 15.10.2014
12-9 15.10.2014 15-5 15.10.2014
12-10 15.10.2014 15-6 15.10.2014
12-11 15.10.2014 15-7 15.10.2014
12-12 15.10.2014 15-8 15.10.2014
12-13 15.10.2014 15-9 15.10.2014
12-14 15.10.2014 15-10 15.10.2014
12-15 15.10.2014 15-11 15.10.2014
12-16 15.10.2014 15-12 15.10.2014
12-17 15.10.2014 15-13 15.10.2014
12-18 15.10.2014 15-14 15.10.2014
12-19 15.10.2014 15-15 15.10.2014
12-20 15.10.2014 15-16 15.10.2014
12-21 15.10.2014 15-17 15.10.2014
12-22 15.10.2014 15-18 15.10.2014
CHAPTER 16
16-1 15.10.2014
16-2 15.10.2014
CHAPTER 13 16-3 15.10.2014
13-1 15.10.2014 16-4 15.10.2014
13-2 15.10.2014 16-5 15.10.2014
13-3 15.10.2014 16-6 15.10.2014
13-4 15.10.2014 16-7 15.10.2014
16-8 15.10.2014
16-9 15.10.2014
CHAPTER 14 16-10 15.10.2014
14-1 15.10.2014 16-11 15.10.2014
14-2 15.10.2014 16-12 15.10.2014
14-3 15.10.2014 16-13 15.10.2014
14-4 15.10.2014 16-14 15.10.2014
14-5 15.10.2014 16-15 15.10.2014
14-6 15.10.2014 16-16 15.10.2014
14-7 15.10.2014 16-17 15.10.2014
14-8 15.10.2014 16-18 15.10.2014
14-9 15.10.2014 16-19 15.10.2014
14-10 15.10.2014 16-20 15.10.2014
LEP-8
PART - A
16-21 15.10.2014 17-10 15.10.2014
16-22 15.10.2014 17-11 15.10.2014
16-23 15.10.2014 17-12 15.10.2014
16-24 15.10.2014 17-13 15.10.2014
16-25 15.10.2014 17-14 15.10.2014
16-26 15.10.2014 17-15 15.10.2014
16-27 15.10.2014 17-16 15.10.2014
16-28 15.10.2014 17-17 15.10.2014
16-29 15.10.2014 17-18 15.10.2014
16-30 15.10.2014 17-19 15.10.2014
16-31 15.10.2014 17-20 15.10.2014
16-32 15.10.2014 17-21 15.10.2014
16-33 15.10.2014 17-22 15.10.2014
16-34 15.10.2014 17-23 15.10.2014
16-35 15.10.2014 17-24 15.10.2014
16-36 15.10.2014 17-25 15.10.2014
16-37 15.10.2014 17-26 15.10.2014
16-38 15.10.2014 17-27 15.10.2014
16-39 15.10.2014 17-28 15.10.2014
16-40 15.10.2014 17-29 15.10.2014
16-41 15.10.2014 17-30 15.10.2014
16-42 15.10.2014 17-31 15.10.2014
16-43 15.10.2014 17-32 15.10.2014
16-44 15.10.2014 17-33 15.10.2014
16-45 15.10.2014 17-34 15.10.2014
16-46 15.10.2014 17-35 15.10.2014
16-47 15.10.2014 17-36 15.10.2014
16-48 15.10.2014 17-37 15.10.2014
16-49 15.10.2014 17-38 15.10.2014
16-50 15.10.2014 17-39 15.10.2014
16-51 15.10.2014 17-40 15.10.2014
16-52 15.10.2014 17-41 15.10.2014
16-53 15.10.2014 17-42 15.10.2014
16-54 15.10.2014 17-43 15.10.2014
16-55 15.10.2014 17-44 15.10.2014
16-56 15.10.2014 17-45 15.10.2014
17-46 15.10.2014
17-47 15.10.2014
CHAPTER 17 17-48 15.10.2014
17-1 15.10.2014 17-49 15.10.2014
17-2 15.10.2014 17-50 15.10.2014
17-3 15.10.2014 17-51 15.10.2014
17-4 15.10.2014 17-52 15.10.2014
17-5 15.10.2014 17-53 15.10.2014
17-6 15.10.2014 17-54 15.10.2014
17-7 15.10.2014 17-55 15.10.2014
17-8 15.10.2014 17-56 15.10.2014
17-9 15.10.2014 17-57 15.10.2014
LEP-9
PART - A
17-58 15.10.2014 17-106 15.10.2014
17-59 15.10.2014 17-107 15.10.2014
17-60 15.10.2014 17-108 15.10.2014
17-61 15.10.2014 17-109 15.10.2014
17-62 15.10.2014 17-110 15.10.2014
17-63 15.10.2014 17-111 15.10.2014
17-64 15.10.2014 17-112 15.10.2014
17-65 15.10.2014 17-113 15.10.2014
17-66 15.10.2014 17-114 15.10.2014
17-67 15.10.2014 17-115 15.10.2014
17-68 15.10.2014 17-116 15.10.2014
17-69 15.10.2014 17-117 15.10.2014
17-70 15.10.2014 17-118 15.10.2014
17-71 15.10.2014 17-119 15.10.2014
17-72 15.10.2014 17-120 15.10.2014
17-73 15.10.2014 17-121 15.10.2014
17-74 15.10.2014 17-122 15.10.2014
17-75 15.10.2014 17-123 15.10.2014
17-76 15.10.2014 17-124 15.10.2014
17-77 15.10.2014 17-125 15.10.2014
17-78 15.10.2014 17-126 15.10.2014
17-79 15.10.2014 17-127 15.10.2014
17-80 15.10.2014 17-128 15.10.2014
17-81 15.10.2014 17-129 15.10.2014
17-82 15.10.2014 17-130 15.10.2014
17-83 15.10.2014 17-131 15.10.2014
17-84 15.10.2014 17-132 15.10.2014
17-85 15.10.2014 17-133 15.10.2014
17-86 15.10.2014 17-134 15.10.2014
17-87 15.10.2014 17-135 15.10.2014
17-88 15.10.2014 17-136 15.10.2014
17-89 15.10.2014 17-137 15.10.2014
17-90 15.10.2014 17-138 15.10.2014
17-91 15.10.2014 17-139 15.10.2014
17-92 15.10.2014 17-140 15.10.2014
17-93 15.10.2014 17-141 15.10.2014
17-94 15.10.2014 17-142 15.10.2014
17-95 15.10.2014 17-143 15.10.2014
17-96 15.10.2014 17-144 15.10.2014
17-97 15.10.2014 17-145 15.10.2014
17-98 15.10.2014 17-146 15.10.2014
17-99 15.10.2014 17-147 15.10.2014
17-100 15.10.2014 17-148 15.10.2014
17-101 15.10.2014
17-102 15.10.2014
17-103 15.10.2014 CHAPTER 18
17-104 15.10.2014 18-1 15.10.2014
17-105 15.10.2014 18-2 15.10.2014
LEP-10
PART - A
18-3 15.10.2014 22-4 15.10.2014
18-4 15.10.2014
CHAPTER 23
CHAPTER 19 23-1 15.10.2014
19-1 15.10.2014 23-2 15.10.2014
19-2 15.10.2014 23-3 15.10.2014
19-3 15.10.2014 23-4 15.10.2014
19-4 15.10.2014 23-5 15.10.2014
19-5 15.10.2014 23-6 15.10.2014
19-6 15.10.2014 23-7 15.10.2014
19-7 15.10.2014 23-8 15.10.2014
19-8 15.10.2014 23-9 15.10.2014
19-9 15.10.2014 23-10 15.10.2014
19-10 15.10.2014
19-11 15.10.2014 CHAPTER 24
19-12 15.10.2014 24-1 15.10.2014
19-13 15.10.2014 24-2 15.10.2014
19-14 15.10.2014 24-3 15.10.2014
19-15 15.10.2014 24-4 15.10.2014
19-16 15.10.2014 24-5 15.10.2014
19-17 15.10.2014 24-6 15.10.2014
19-18 15.10.2014 24-7 15.10.2014
19-19 15.10.2014 24-8 15.10.2014
19-20 15.10.2014 24-9 15.10.2014
19-21 15.10.2014 24-10 15.10.2014
19-22 15.10.2014
19-23 15.10.2014 CHAPTER 25
19-24 15.10.2014 25-1 15.10.2014
19-25 15.10.2014 25-2 15.10.2014
19-26 15.10.2014 25-3 15.10.2014
CHAPTER 20 25-4 15.10.2014
20-1 15.10.2014
20-2 15.10.2014 CHAPTER 26
20-3 15.10.2014 26-1 15.10.2014
20-4 15.10.2014 26-2 15.10.2014
20-5 15.10.2014
20-6 15.10.2014 CHAPTER 27
CHAPTER 21 27-1 15.10.2014
21-1 15.10.2014 27-2 15.10.2014
21-2 15.10.2014 27-3 15.10.2014
21-3 15.10.2014 27-4 15.10.2014
21-4 15.10.2014 27-5 15.10.2014
27-6 15.10.2014
CHAPTER 22
22-1 15.10.2014 CHAPTER 28
22-2 15.10.2014 28-1 15.10.2014
22-3 15.10.2014 28-2 15.10.2014
LEP-11
PART - A
28-3 15.10.2014 31-1 15.10.2014
28-4 15.10.2014 31-2 15.10.2014
28-5 15.10.2014 31-3 15.10.2014
28-6 15.10.2014 31-4 15.10.2014
28-7 15.10.2014 31-5 15.10.2014
28-8 15.10.2014 31-6 15.10.2014
28-9 15.10.2014 31-7 15.10.2014
28-10 15.10.2014 31-8 15.10.2014
28-11 15.10.2014
28-12 15.10.2014 CHAPTER 32
28-13 15.10.2014 32-1 15.10.2014
28-14 15.10.2014 32-2 15.10.2014
28-15 15.10.2014 32-3 15.10.2014
28-16 15.10.2014 32-4 15.10.2014
32-5 15.10.2014
CHAPTER 29 32-6 15.10.2014
29-1 15.10.2014
29-2 15.10.2014 CHAPTER 33
29-3 15.10.2014 33-1 15.10.2014
29-4 15.10.2014 33-2 15.10.2014
29-5 15.10.2014
29-6 15.10.2014 CHAPTER 34
29-7 15.10.2014 34-1 15.10.2014
29-8 15.10.2014 34-2 15.10.2014
29-9 15.10.2014 34-3 15.10.2014
29-10 15.10.2014 34-4 15.10.2014
34-5 15.10.2014
CHAPTER 30 34-6 15.10.2014
30-1 15.10.2014 34-7 15.10.2014
30-2 15.10.2014 34-8 15.10.2014
30-3 15.10.2014 34-9 15.10.2014
30-4 15.10.2014 34-10 15.10.2014
30-5 15.10.2014 34-11 15.10.2014
30-6 15.10.2014 34-12 15.10.2014
30-7 15.10.2014 34-13 15.10.2014
30-8 15.10.2014 34-14 15.10.2014
30-9 15.10.2014 34-15 15.10.2014
30-10 15.10.2014 34-16 15.10.2014
30-11 15.10.2014 34-17 15.10.2014
30-12 15.10.2014 34-18 15.10.2014
30-13 15.10.2014 34-19 15.10.2014
30-14 15.10.2014 34-20 15.10.2014
30-15 15.10.2014 34-21 15.10.2014
30-16 15.10.2014 34-22 15.10.2014
30-17 15.10.2014 34-23 15.10.2014
30-18 15.10.2014 34-24 15.10.2014
34-25 15.10.2014
CHAPTER 31 34-26 15.10.2014
LEP-12
PART - A
34-27 15.10.2014 34-75 15.10.2014
34-28 15.10.2014 34-76 15.10.2014
34-29 15.10.2014 34-77 15.10.2014
34-30 15.10.2014 34-78 15.10.2014
34-31 15.10.2014 34-79 15.10.2014
34-32 15.10.2014 34-80 15.10.2014
34-33 15.10.2014
34-34 15.10.2014 CHAPTER 35
34-35 15.10.2014 35-1 15.10.2014
34-36 15.10.2014 35-2 15.10.2014
34-37 15.10.2014 35-3 15.10.2014
34-38 15.10.2014 35-4 15.10.2014
34-39 15.10.2014 35-5 15.10.2014
34-40 15.10.2014 35-6 15.10.2014
34-41 15.10.2014
34-42 15.10.2014 CHAPTER 36
34-43 15.10.2014 36-1 15.10.2014
34-44 15.10.2014 36-2 15.10.2014
34-45 15.10.2014 36-3 15.10.2014
34-46 15.10.2014 36-4 15.10.2014
34-47 15.10.2014 36-5 15.10.2014
34-48 15.10.2014 36-6 15.10.2014
34-49 15.10.2014 36-7 15.10.2014
34-50 15.10.2014 36-8 15.10.2014
34-51 15.10.2014 36-9 15.10.2014
34-52 15.10.2014 36-10 15.10.2014
34-53 15.10.2014 36-11 15.10.2014
34-54 15.10.2014 36-12 15.10.2014
34-55 15.10.2014 36-13 15.10.2014
34-56 15.10.2014 36-14 15.10.2014
34-57 15.10.2014 36-15 15.10.2014
34-58 15.10.2014 36-16 15.10.2014
34-59 15.10.2014 36-17 15.10.2014
34-60 15.10.2014 36-18 15.10.2014
34-61 15.10.2014 36-19 15.10.2014
34-62 15.10.2014 36-20 15.10.2014
34-63 15.10.2014 36-21 15.10.2014
34-64 15.10.2014 36-22 15.10.2014
34-65 15.10.2014 36-23 15.10.2014
34-66 15.10.2014 36-24 15.10.2014
34-67 15.10.2014 36-25 15.10.2014
34-68 15.10.2014 36-26 15.10.2014
34-69 15.10.2014 36-27 15.10.2014
34-70 15.10.2014 36-28 15.10.2014
34-71 15.10.2014 36-29 15.10.2014
34-72 15.10.2014 36-30 15.10.2014
34-73 15.10.2014 36-31 15.10.2014
34-74 15.10.2014 36-32 15.10.2014
LEP-13
PART - A
36-33 15.10.2014
36-34 15.10.2014
36-35 15.10.2014
36-36 15.10.2014
36-37 15.10.2014
36-38 15.10.2014
CHAPTER 37
37-1 15.10.2014
37-2 15.10.2014
37-3 15.10.2014
37-4 15.10.2014
37-5 15.10.2014
37-6 15.10.2014
37-7 15.10.2014
37-8 15.10.2014
37-9 15.10.2014
37-10 15.10.2014
37-11 15.10.2014
37-12 15.10.2014
37-13 15.10.2014
37-14 15.10.2014
37-15 15.10.2014
37-16 15.10.2014
37-17 15.10.2014
37-18 15.10.2014
37-19 15.10.2014
37-20 15.10.2014
37-21 15.10.2014
37-22 15.10.2014
37-23 15.10.2014
37-24 15.10.2014
37-25 15.10.2014
37-26 15.10.2014
37-27 15.10.2014
37-28 15.10.2014
CHAPTER 38
38-1 15.10.2014
38-2 15.10.2014
LEP-14
PART - A Chapter 0
ABBREVIATIONS I ssue 4 Rev 0 15 Oct 2014
AAL Above Aerodrome Level

AC Advisory Circular,
A/ C Aircraft
ACARS Aircraft Communication Addressing and Reporting System
ACAS Airborne Collision Avoidance System
ACMS Aircraft Condition Monitoring System
ACN Aircraft Classification Number
AD Airworthiness Directive
ADS Automatic Dependent Surveillance
ADV Advisory
AFM Aeroplane Flight Manual
AFS Automatic Flight System
AFTN Aeronautical Fixed Telecommunication Network
AGL Above Ground Level
AH Alert Height
AI P Aeronautical I nformation Publication
AI REP Aircraft Report
AI S Aeronautical I nformation Service
ALS Approach Light System
ALT Altitude
ALTN Alternate
AMSL Above Mean Sea Level
AOC Air Operator Certificate
AOG Aircraft On Ground
A/ P Auto-Pilot
APU Auxiliary Power Unit
ARI NC Aeronautical Radio I nc.
ASAP As Soon As Possible
ASDA Accelerate-Stop Distance Available
ATA Actual Time of Arrival
ATC Air Traffic Control
ATD Actual Time of Departure
ATI S Automatic Terminal I nformation Service
ATM Air Traffic Management
ATL Aircraft Technical Logbook
ALTPL Airline Transport Pilot License
ATS Air Traffic Services
AWO All Weather Operations
AWY Airway
BARO Barometric
ABB -1
PART - A Chapter 0
BRG Bearing
BRK Brake
BRNAV Basic Area Navigation
C Celsius, Centigrade
CAPT Captain
CAR Civil Aviation Requirements
CAS Calibrated Airspeed
CAT Clear Air Turbulence
CAT I Landing Category ( I , I I or I I I )
CB Cumulonimbus
CBT Computer Based Training
CCI C Cabin Crew I n charge
CDL Configuration Deviation List
CDU Control Display Unit
CFI T Controlled Flight I nto terrain
CFP Computerised Flight Plan
CG Centre of Gravity
C/ L Check List
CMD Command
CMP Cofiguration, Maintenance and Procedures Standard
CNS Communication, Navigation, Surveillance
COM Communication
CP Critical Point (EDTO / ETOPS)
CPDLC Controller Pilot Data Link Communications
CRM Crew Resource Management
CRT Cathode Ray Tube
CRZ Cruise
CSS Cockpit System Simulator
CTR Centre
CVR Cockpit Voice Recorder
DA Decision altitude
DDG Dispatch Deviation Guide
DEG Degree
DEST Destination
DFDR Digital Flight Data Recorder
DGCA Director General of Civil Aviation
DGPS Differential GPS
DH Decision Height
DI ST Distance
DME Distance Measuring Equipment
DMS Document Management System
ABB -2
PART - A Chapter 0
DOC Document
DOI Dry Operating I ndex
DOW Dry Operating Weight
ECON Economic
ED Executive Director
EDP Electronic Data Processing
EDTO Extended Diversion Time Operations
EEP EDTO / ETOPS Entry Point
EFI S Electronic Flight I nstrument System
EFOB Estimated Fuel On Board
EGPWS Enhanced GPWS
ELT Emergency Locator Transmitter
EMM Emergency Management Manual
EMER Emergency
ENG Engine
ENGG Engineering
EPR Engine Pressure Ratio
EST Estimated
ETA Estimated Time of Arrival
ETD Estimated Time of Departure
ETOPS Extended Twin Engine Operations
ETP Equi Time Point
EXP EDTO / ETOPS Exit Point
EXT External
F Fahrenheit
FAA Federal Aviation Administration
FADEC Full Authority Digital Engine Control
FAF Final Approach Fix
FANS Future Air Navigation System
FAP Final Approach Point
FAR Federal Aviation Regulations
FBS Fixed Base Simulator
FCOM Flight Crew Operating Manual
FCTM Flight Crew Training Manual
FCU Flight Control Unit
FD Flight Director
FF Fuel Flow
FFS Full Flight Simulator
FI R Flight I nformation Region
FL Flight Level
FLT Flight
ABB -3
PART - A Chapter 0
FM Flight Manual
FMGS Flight Management and Guidance System
FMS Flight Management System
F/ O First Officer
FOB Fuel On Board
FOD Foreign Object Damage
FOQA Flight Operations Quality Assurance
FQI Fuel Quantity I ndication
ft, FT Foot (Feet)
FWD Forward
GEN Generator
GMT Greenwich Mean Time
GMU GPS (height) Monitoring Unit
GNSS Global Navigation Satellite System
GPS Global Positioning System
GPU Ground Power Unit
GPWS Ground Proximity Warning System
GS Ground Speed
G/ S Glide Slope
GW Gross Weight
HDG Heading
HF High Frequency (3 to 30 MHz)
Hg Mercury
HI High (altitude or intensity)
HI ALS High I ntensity Approach Light System
HI RL High I ntensity Runway Lights
HMU Height Monitoring Unit
HP High Pressure
HOP Hand over to purser / PI C
hPa hecto Pascal
HQ Head Quarter
HSI Horizontal Situation I ndicator
HUD Head Up Display
HYD Hydraulic
Hz Hertz (cycles per second)
I AF I ntermediate Approach Fix
I AP I nstrument Approach Procedure
I AS I ndicated Air Speed
I ATA I nternational Air Transport Association
I CAO I nternational Civil Aviation Organisation
ID I dentity (Number)
ABB -4
PART - A Chapter 0
I DENT I dentification
I DG I ntegrated Drive Generator
I FR I nstrument Flight Rules
I FS I n-Flight Supervisor
I FSD I n-Flight Shut Down
I FTB I n-Flight Turn Back
I LS I nstrument Landing System
I MC I nstrument Meteorological Conditions
in, I N I nch(es)
I NFO I nformation
I NI T I nitialisation
I NOP I noperative
I NS I nertial Navigation System
I RS I nertial Reference System
I SA I nternational Standards Atmosphere
I SO I nternational Standards Organisation
kg, KG kilogram
kHz kilohertz
km, KM kilometre
kt, KT knot
l, L Litre
LAT Latitude
lb pound (weight)
LCD Liquid Crystal Display
LCN Load Classification Number
LDA Landing Distance Available
LDG Landing
LEP List of Effective Pages
LLZ Localizer
LO Low
LOAS Line Operations Assessment System
LOC Localizer
LOFT Line Oriented Flight Training
LONG Longitude
LP Low Pressure
LRNS Long Range Navigation System
LRU Line Replaceable Unit
LVL Level
LVP Low Visibility Procedures
M Mach
ABB -5
PART - A Chapter 0
m, M metre
MAC Mean Aerodynamic Chord
MAG Magnetic
MAI NT Maintenance
MAP Missed Approach Point
MAX Maximum
mb, MB Millibar
MCT Maximum Continuous Thrust
MDA/ H Minimum Descent Altitude / Height
MEL Minimum Equipment List
MET Meteorological
METAR Meteorological Aerodrome Report
MHz Megahertz
MI ALS Medium I ntensity Approach Light System
MI N Minimum, Minute
MI RL Medium I ntensity Runway Light
MLS Microwave Landing System
MLW Maximum Landing weight
mm, MM Millimetre
MMEL Master Minimum Equipment List
MMO Maximum Operating Mach
MMR Multi Mode Receiver
MNPS Min. Navigation Performance Specification
MOCA Minimum Obstruction Clearance Altitude
MORA Minimum Off-Route Altitude
MRVA Minimum Radar Vectoring Altitude
MSA Minimum Safe (or Sector) Altitude
MSG Message
MSL Mean Sea Level
MSN Manufacturer's Serial Number
MTOW Maximum Take Off Weight
MWE Manufacturer's Weight Empty
MZFW Maximum Zero Fuel Weight
N/ A Not Applicable
NAI Nacelle Anti I ce
NAT North Atlantic
NAV Navigation
NAVAI D (Radio) Navigation Aid
ND Navigation Display
NDB Non Directional Beacon
ABB -6
PART - A Chapter 0
NI L No I tem Listed (Nothing)

NM Nautical Miles
NORM Normal
NOPAC North Pacific
NOTAM Notice To Airmen
NOTOC Notice To Crew
------------------------------------
OAT Outside Air Temperature
OCA/ H Obstacle Clearance Altitude / Height
OEB Operations Engineering Bulletin
OEW Operating Empty Weight
OM Outer Marker
OM Operations Manual
OPT Optimum
OTS Oceanic Track System
OXY Oxygen
PA Passenger Address
PAC Pacific
PACOTS Pacific Oceanic Track System
PANS Procedures for Air Navigation Services
PAPI Precision Approach Path I ndicator
PAR Precision Approach Radar
PAX Passenger
PB Pushbutton
PCN Pavement Classification Number
PDR Pilot Defect Report
PERF Performance
PF Pilot Flying
PFD Primary Flight Display
PI C Pilot I n Command
P/ N Part Number
PNR Point of No Return
PNF Pilot Not Flying
POH Pilot Operating Handbook
PROC Procedure
PPR Prior Permission Required
PSI Pounds per Square I nch
PSR Pilot Special Report
PT Point
PTS Polar Track System
ABB -7
PART - A Chapter 0
PVI Para visual I ndicator

PWR Power
QA Quality Assurance
QAR Quick Access Recorder
QFE Field elevation atmosphere pressure
QNE Sea level standard atmosphere (1013 hPa or 29.92" Hg)
QNH Sea level atmosphere pressure
QRH Quick Reference Handbook
------------------------------------
RA Radio Altitude/ Radio Altimeter
RA Resolution Advisory
RAI M Receiver Autonomous I ntegrity Monitoring
RAT Ram Air Turbine
REF Reference
REV Reverse
RH Right Hand
RMI Radio Magnetic I ndicator
RNAV Area Navigation
RNP Required Navigation Performance
RPL Repetitive flight plan
RPM Revolutions Per Minute
RQRD Required
RTA Required Time of Arrival
RTO Rejected Take Off
RTOW Regulatory Take Off Weight
RVR Runway Visual Range
RVSM Reduced Vertical Separation Minima
RWY Runway
SARPS Standards And Recommended Practices
SAT Static Air Temperature
SATCOM Satellite Communication
SATVOI CE Satellite Voice Communication
SB Service Bulletin
SEL Selector
SELCAL Selective Calling
SEPM/ SEPH Safety and Emergency Procedure Manual/ Handbook
SI I nternational System of units
SI D Standard I nstrument Departure
SI GMET Significant Meteorological report
SOD Staff On Duty
ABB -8
PART - A Chapter 0
SOL Staff On Leave

SOP Standard Operating Procedures
SOPAC South Pacific
SPECI Aviation selected special weather report
SRA Surveillance Radar Approach
SRE Surveillance Radar Element of precision approach radar
system
SSR Secondary Surveillance Radar
STAR Standard Terminal Arrival Route
STD Standard
SYS System
t, T Ton, Tonne, Temperature
TA Traffic Advisory
TACAN Tactical Air Navigation
TAF Terminal Aerodrome Forecast
TAS True Air Speed
TAT Total Air Temperature
TAWS Terrain Awareness and Warning System
TBD To Be Determined/ Defined
TCAS Traffic alert and Collision Avoidance System
TDZ Touch Down Zone
TEMP Temperature
TEMPO Temporary
TERPS (US) Standards for Terminal I nstrument Procedures
THR Thrust
TLA Thrust Lever Angle
TMA Terminal Maneuvering Area
T/ O Take-Off
TOC Top Of Climb
TOD Top Of Descent
TODA Take-Off Distance Available
TOGA Take-Off/ Go-Around
TORA Take-off Run Available
TOW Take-Off Weight
TR Temporary Revision
TRK Track
TWR Tower
TWY Taxiway
UHF Ultra High Frequency (300 - 3000 MHz)
UI R Upper I nformation Region
ABB -9
PART - A Chapter 0
ULD Unit Load Device

US United States
U/ S Unserviceable
UTC Universal Time Coordinated
V1 Critical engine failure speed
V2 T/ O safety speed
VAL Valuable
VAPP Final Approach Speed
VASI Visual Approach Slope I ndicator
VDF Very high frequency Direction Finding
VDR Very high frequency Data Radio
VFE Maximum Velocity Flaps/ slats Extended
VFR Visual Flight Rules
VFTO Velocity Final T/ O
VHF Very High Frequency (30 - 300 MHz)
VI P Very I mportant Person
VVI P Very Very I mportant Person
VMC Visual Meteorological Conditions
VMCA Minimum Control Speed in the Air
VMCG Minimum Control Speed on Ground
VMI N Minimum Operating speed
VMO Maximum Operating speed
VOR VHF Omni-directional Range
VR Rotation speed
VREF Landing Reference speed
VS Stall speed
V/ S Vertical Speed
VSI Vertical Speed I ndicator
WBM Weight and Balance Manual
WPT Waypoint
WX Weather
WXR Weather Radar
XFR Transfer
XMTR Transmitter
Z Zulu time (UTC)
ZFW Zero Fuel Weight
ABB -10
PART - A Chapter 0
DEFINITIONS I ssue 4 Rev 0 15 Oct 2014
DEFINITIONS
Absolute ceiling The maximum height above sea level at which an
aircraft can maintain horizontal flight under standard atmospheric
conditions i.e., when the rate of climb is zero.
Aerobridge A mechanically operated, adjustable ramp to provide
direct access between aircraft and airport terminal.
Aerodrome, controlled An aerodrome at which air traffic control
service is provided to aerodrome traffic. Note. The term controlled
aerodrome indicates that air traffic control service is provided to
aerodrome traffic but does not necessarily imply that a control zone
exists (I CAO Annex 2, 11, PANS-RAC).
Aerodrome control tower (TWR) A unit established to provide
air traffic control service to aerodrome traffic (I CAO Annex 2,3,11,
PANS-RAC). This includes, in particular, the control of aircraft
arriving at, or departing from the aerodro
me, i.e., during actual take-off and landing and entering or
leaving the traffic circuit, taking into consideration the dimensions
of the circuit, as well as control service to aircraft on the
maneuvering area (runways and taxiways) of the aerodrome.
Synonymous with Air Traffic Control tower.
Aerodrome Operating Minima: The limits of usability of an
aerodrome for:
a)take-off, expressed in terms of runway visual range and / or
visibility and, if necessary, cloud conditions;
b)landing in precision approach and landing operations,
expressed in terms of visibility and/ or runway visual range and
decision altitude/ height (DA/ H) as appropriate to the category
of the operation;
c)landing in approach and landing operations with vertical guidance,
expressed in terms of visibility and/ or runway visual range and
decision altitude/ height(DA/ H);and
d)landing in non-precision approach and landing operations,
expressed in terms of visibility and/ or runway visual range,
minimum descent altitude/ height (MDA/ H) and, if necessary, cloud
conditions.
Aircraft Operating Manual A Manual, acceptable to the DGCA
containing normal, abnormal and emergency procedures, checklists,
limitations, performance information, details of the aircraft systems
and other material relevant to the operation of the aircraft.
Note:- The aircraft operating manual is the part of the Operations
Manual.
d)
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Air Operator Permit/ Certificate/ Certificate (AOC) A Permit/
Certificate/ Certificate authorising an operator to carry out specified
commercial air transport operations.
Airworthy: The status of an aircraft, engine, propeller or part when
it conforms to its approved design and is in a condition for safe
operation.
Airborne collision avoidance system (ACAS) An aircraft system
based on secondary surveillance radar (SSR) transponder signals
which operates independently of ground-based equipment to provide
advice to the pilot on potential conflicting aircraft that are equipped
with SSR transponders (I CAO PANS-OPS).
Aircraft ground handling The processing of passenger,
baggage, cargo and mail, including aircraft crew, by an airline or
its appointed handling agent at an airport. I ATA industry standards
and procedures covering aircraft ground handling practices and
procedures, and functional specifications for ground support
equipment
g) are contained in the I ATA Airports Handling Manual.
Guidance material on aircraft ground handling procedures and
practices, including load control, handling of special loads and unit
load devices, is contained in the I ATA Principles of Aircraft
Handling.
Aircraft performance data The performance data of an aircraft
detailed in the flight manual t o provide the operator with the
necessary information to determine the total mass of the aircraft
on the basis of the values, peculiar to the proposed flight, of the
relevant operational parameters, in order that the flight may be
made with reasonable assurance that a safe minimum performance
for that flight will be achieved (I CAO Annex 8).
Airlines
i) Aircraft
For the purpose of these instructions, the term Airlines Aircraft
includes any aircraft belonging to Airlines or any aircraft belonging to
another Operator which is on lease/ charter to the Airlines.
Alerting post: Any facility intended to serve as an intermediary
between a person reporting an emergency and a rescue coordination
centre or rescue sub centre.
Alert phase: A situation wherein apprehension exists as to the
safety of an aircraft and its occupants.
Alert height. An alert height is a height above the runway threshold
based on the characteristics of the aeroplane and its fail operational
landing system, above which a Category I I I operation would be
discontinued and a missed approach initiated if a failure occurred in
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one of the redundant parts of the landing system, or in the relevant
ground equipment.
All weather operations. Any surface movement, take-off,
departure, approach or landing operations in conditions where visual
reference is limited by weather conditions.
Alternate Aerodrome: An aerodrome to which an aircraft may
proceed when it becomes either impossible or inadvisable to proceed
to or to land at the aerodrome of intended landing where the
necessary services and facilities are available, where aircraft
performance requirements can be met and which is operational at
the expected time of use. Alternate aerodromes include the
following:
Take-off alternate: An alternate aerodrome at which an aircraft
would be able to land should this become necessary shortly after
take-off and it is not possible to use the aerodrome of departure.
En-route alternate: An alternate aerodrome at which an aircraft
would be able to land in the event that a diversion becomes
necessary while en route.
Destination alternate: An alternate aerodrome at which an aircraft
would be able to land should it become either impossible or
inadvisable to land at the aerodrome of intended landing.
Note: The aerodrome from which a flight departs may also be an en-
route or a destination alternate aerodrome for that flight .
Altimetry system error (ASE) The difference between the altitude
indicated by the altimeter display, assuming a correct altimeter
barometric setting, and the pressure altitude corresponding to the
undisturbed ambient pressure.
Accelerate-stop distance available (ASDA): The length of the
take-off run available plus the length of stop way, if provided.
Approach ban point . Point on an approach segment where the
reported weather conditions at the runway must meet the
applicable minima, so as to be able to meet regulatory
requirements for continuing an instrument approach to a landing.
Approach fix/point, final (FAF/FAP) That fix or point of an
instrument approach procedure where the final approach segment
commences (I CAO annex 4).
Approach funnel A specified airspace around a nominal approach
path within which an aircraft approaching to land is considered to be
making a normal approach (I CAO PANS-RAC).
Approach, initial (INA) That part of an instrument approach
procedure consisting of the first approach to the first navigational
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facilities associated with the procedure, or to a predetermined fix
(I CAO Air Traffic Services Planning Manual (ATSPM) Doc 9426).
Approach limit, Automatic The point along the approach path at
which automatic approach is discontinued because of unacceptable
I LS guidance (I CAO Manual on Testing of Radio Navigation Aids Doc
8071).
Approach mode, final (FA) The condition of DME/ P operation
which supports flight operations in the final approach and runway
regions (I CAO Annex 10).
Approach mode, initial (IA) The condition of (PAPI ) An indicator
informing pilots on the precise position of the aircraft on the
prescribed glide path. This system is replacing the VASI S system and
its main advantages are :
i) it is more accurate;
ii) it can be flown closer to the threshold; and
iii) it is cheaper to acquire, install and maintain.
Approach phase The operating phase defined by the time during
which the engine is operated in the approach operating mode (I CAO
Annex 16).
Approach point, missed (MAPT) That point is an instrument
approach procedure at or before which the prescribed missed
approach procedure must be initiated in order to ensure that the
minimum obstacle clearance is not infringed (I CAO Annex 4, PANS-
OPS).
Approach procedure, instrument (IAP) A series of
predetermined maneuvers by reference to flight instruments with
specified protection from obstacles from the initial approach fix, or
where applicable, from the beginning of a defined arrival route to a
point from which a landing can be completed and thereafter, if a
landing is not completed, to a position at which holding or en-route
obstacle clearance criteria apply (I CAO Annex 2,4 PANSOPS, PANS-
RAC).
Approach procedure, missed The procedure to be followed if the
approach cannot be continued (I CAO Annex 4, PANS-OPS, PANS-
RAC).
Approach procedure, precision An instrument approach
procedure utilizing azimuth and glide path information provided by
instrument landing system (I LS) or precision approach radar (PAR)
(I CAO Annex 4, PANS-OPS).
Approach procedure, racetrack A procedure designed to enable
the aircraft to reduce altitude during the initial approach segment
DEF -4
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and/ or establish the aircraft inbound when the entry into a reversal
procedure is not practical (I CAO PANS-OPS).
Approach procedure, reversal A procedure designed to enable
aircraft to reverse direction during the initial approach segment of an
instrument approach procedure. The sequence may include
procedure turns or base turns (I CAO Annex 4, PANS-OPS).
Approach segment, final That segment of an instrument approach
procedure in which alignment and descent for landing are
accomplished (I CAO Annex 4, PANS-OPS).
Approach segment, initial That segment of an instrument
approach procedure between the initial approach fix and the
intermediate approach fix or, where applicable, the final approach fix
or point (I CAO Annex 4, PANSOPS, PANS-RAC).
Approach segment, intermediate That segment of an instrument
approach procedure between either the intermediate approach fix
and the final approach fix or point, or between the end of a reversal,
racetrack or dead reckoning track procedure and the final approach
fix or point, as appropriate (I CAO Annex 4, PANS-OPS).
Approach sequence The order in which two or more aircraft are
cleared to approach to land at the aerodrome (I CAO PANS-RAC).
Approach slope indicator system, visual (VASIS) A system that
provides guidance to aircraft on a visual approach to a runway.
Guidance material on the visual approach systems is contained in the
I CAO Aerodrome Design Manual (Doc 9157), as described in Part 6.
Approach time, expected (EAT) The time at which ATC expects
that an arriving aircraft, following a delay, will leave the holding point
to complete its approach for a landing. Note. The actual time of
leaving the holding point will depend upon the approach clearance
(I CAO Annex 2, PANS-RAC).
Approach, visual An approach by an instrument flight rules (I FR)
flight when either part or all of an instrument approach procedure is
not completed and the approach is executed in visual reference to
terrain (I CAO PANS-RAC).
Guidance material on the visual approach systems is contained in the
I CAO Aerodrome Design Manual (Doc 9157).
Approaches, dependent parallel Simultaneous approaches to
parallel or near -parallel instrument runways where radar separation
minima between aircraft on adjacent extended runway center lines
are prescribed (I CAO Annex 14, PANS-OPS, PANS-RAC).
Approaches, independent parallel Simultaneous approaches to
parallel or near-parallel instrument runways where radar separation
minima between aircraft on adjacent extended runway center lines
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PART - A Chapter 0
are not prescribed (I CAO Annex 14, PANS-OPS, PANS-RAC).
Approach and landing operations using instrument
approach procedures.
I nstrument approach and landing operations are classified
As follows:
Non-precision approach and landing operations:An instrument
approach and landing which utilizes lateral guidance but does not
utilize vertical guidance.
Approach and landing operations with vertical guidance. An
instrument approach and landing which utilizes lateral and vertical
guidance but does not meet the requirements established for
precision approach and landing operations.
Precision approach and landing operations: An instrument approach
and landing using precision lateral and vertical guidance with minima
as determined by the category of operation.
Note: — Lateral and vertical guidance refers to the guidance

provided either by:
a)a ground-based navigation aid; or
b) computer generated navigation data.
Categories of precision approach and landing operations:
Category I (CAT I ) operation:
A precision instrument approach and landing with :
a) a decision height not lower than 60 m (200 ft); and
b) with either a visibility not less than 800 m or a runway visual
range not less than 550 m.
Category I I (CAT I I ) operation:
A precision instrument approach and landing with:
a)a decision height lower than 60 m (200 ft), but not lower than 30
m (100ft),; and
b) a runway visual range not less than 300 m.
Category I I I A (CAT I I I A) operation:
A precision instrument approach and landing with:
a) decision height lower than 30 m (100 ft) or no decision height;
and
b) a runway visual range not less than 175 m.
Category I I I B (CAT I I I B) operation: A precision instrument approach
and landing with:
a) a decision height lower than 15 m (50 ft), or no decision height;
and
b) a runway visual range less than 175 m but not less than 50 m.
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Category I I I C (CAT I I I C) operation : A precision instrument approach
and landing with no decision height and no runway visual range
limitations. Note. — Where decision height (DH) and runway visual
range (RVR) fall into different categories of operation, the instrument
approach and landing operation would be conducted in accordance
with the requirements of the most demanding category (e.g. an
operation with a DH in the range of CAT I I I A but with an RVR in the
range of CAT I I I B would be considered a CAT I I I B operation or an
operation with a DH in the range of CAT I I but with an RVR in the
range of CAT I would be considered a CAT I I operation).
Auxiliary Power Unit (APU). A gas turbine engine intended for
use as a power source for driving generators, hydraulic pumps and
other aeroplane accessories, equipment and/ or to provide
compressed air for aeroplane pneumatic system.
Area navigation (RNAV): A method of navigation which permits
aircraft operation on any desired flight path within the coverage of
ground - or space- based navigation aids or within the limits of the
capability of self-contained aids, or a combination of these.
Note. — Area navigation includes performance-based navigation as
well as other operations that do not meet the definition of
performance-based navigation.
Automatic flight control system (AFCS) with coupled
approach mode. Airborne system which provides automatic
control of the flight path of the aeroplane during approach.
Automatic landing system. The airborne system which provides
automatic control of the aeroplane during the approach and
landing.
Categories of aeroplanes. The following two categories of typical
aeroplanes have been established based on 1.3 times the stall speed
in the landing configuration at maximum certificated landing mass.
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PART - A Chapter 0
Category A — less than 169 km/ h (91 kt)

I AS
Category B — 169 km/ h (91 kt) or more but
less than 224 km/ h (121 kt) I AS
Category C - 224 km/ h (121 kt) or more but B777-200LR,
less than 261 km/ h (141 kt) A319,A320,
A321,A330
Category D -261 km/ h (141kt) or more but B777-300ER,
less than 307 km/ h (166 kt) B747-400,
B787
Category E — 307 km/ h (166 kt) or more
but less than 391 km/ h (211 kt)
I AS
Ceiling The height above the ground or water of the base of the
lowest layer of cloud below 6,000m, (20,000 ft) covering more than
half the sky (I CAO Annex 2, PANS-RAC).
Celsius, degree (ºC) The special name for the unit Kelvin for use in
stating values of Celsius temperature (I CAO Annex 5) .
Cabin crew member A crew member who performs, in the interest
of safety of passengers, duties assigned by the airline or the pilot-in-
command of the aircraft, but who shall not act as a flight crew
member
Center of gravity (CG) The point at which the total weight of an
aircraft may be considered to act as a concentrated force. See also
index unit.
Center of lift (CL) The point at which a mass in equilibrium may be
said to be supported.
Center of pressure (CP) The point on an immersed surface at
which the pressure resultant may be taken to act.
Circling approach. An extension of an instrument approach
procedure which provides for visual circling of the aerodrome prior to
landing.
Clearance, en-route A clearance covering the flight path of an
aircraft after take-off to the point at which an approach to land is
expected to commence.
Note. I n some circumstances it may be necessary to subdivide this
clearance, e.g., into sections divided by control area boundaries or
into the departure, climb or descent phases of flight (I CAO Air Traffic
DEF -8
PART - A Chapter 0
Services Planning Manual (ATSPM) Doc 9426).
Clearway (CWY) A defined rectangular area on the ground or water
under the control of the appropriate authority, selected or prepared as a
suitable area over which an aero-plane may make
a portion of its initial climb to a specified height (I CAO Annex 4, 14).

Climate The average condition of the atmosphere at a given location
or over a specific region which is determined by the daily weather
events and their seasonal pattern. The main climatic features include
temperature, duration of sunshine, humidit y, amounts of cloud, rain,
fog and frost, wind duration and velocity, and thunderstorms.
Climb gradient The height gained by an aircraft expressed as a
percentage of the horizontal distance covered. The net gradient of
climb is the expected gradient of climb (the standard performance
for the type in the relevant conditions, such as altitude, mass and
temperature), diminished by the maneuver performance (i.e. that
gradient of climb necessary to provide power to maneuver) and by
the margin (i.e. that gradient of climb necessary to provide for those
variations in performance which are not expected to be taken explicit
account of operationally) (I CAO Annex 6).
Climb phase The operating phase defined by the time during
which the engine is operated in the climb operating mode (I CAO
Annex 16).
Cloud (CLD) A visible aggregation of minute water droplets and/ or
ice particles. The ten main cloud groups, listed according to their
height, are:
i) cirrus (CI ), cirrocumulus (CC) and cirrostratus (CS)
classified as high clouds (mean heights 5000 to 14,000 m (16500 to
45000 ft);
ii) altocumulus (AC) altostratus (AS) and nimbostratus (NS)
classified as middle clouds (mean heights 2,000 to 7,000 m
(6,500 to 23,000 ft);and
iii) stratocumulus (SC), stratus (ST), cumulus (CU) and
cumulonimbus (CB) classified as low clouds (mean heights to 2000 m
(0 to 6,500 ft).
This cloud classification is subdivided into 14 species based on their
shape and structure and 9 general varieties based on their
transparency and geometrical arrangement. Detailed information on
cloud classification and coding, including an I nternational Cloud
Album for Observers in Aircraft, is published by the World
Meteorological Organization (WMO).
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Communication, air-ground Two-way communication between
aircraft and stations or locations on the surface of the earth (I CAO
Annex 10, 11, PANSRAC), See also SI TA Air Ground
Telecommunication Services in Part 4.
Control area (CTA) A controlled airspace extending upwards from
a specified limit above the earth (I CAO Annex 2,3,11 PANS-RAC). I n
a control area other than one formed by a system of airway, a
system of routes may be established to facilitate the provision of air
traffic control. See also control sector, control zone and flight
information region (FI R).
Co-pilot (CP) A licenced pilot serving in any piloting capacity other
than as pilot-in-command (PI C) but excluding a pilot who is on board
the aircraft for the sole purpose of receiving flight instruction (I CAO
Annex 1).
Course bend, localizer A course bend is an aberration of the
localizer course line with respect to its nominal position (I CAO Annex
10).
Commercial air transport operation An aircraft operation
involving the transport of passengers, cargo or mail for remuneration
or hire.
Configuration deviation list (CDL) A list established by the
organization responsible for the type design with the approval of the
State of Design which identifies any external parts of an aircraft type
which may be missing at the commencement of a flight, and which
contains, where necessary, any information on associated operating
limitations and performance correction.
Continuing airworthiness: The set of processes by which all
aircraft comply with the applicable airworthiness requirements and
remain in a condition for safe operation throughout their operating
life.
Continuous Descent Final Approach (CDFA).
A technique, consistent with stabilized approach procedures, for
flying the final approach segment of a non-precision instrument
approach procedure as a continuous descent, without level -off, from
an altitude/ height at or above the final approach fix altitude/ height
to a point approximately 15 m (50 ft) above the landing runway
threshold or the point
where the flare maneuver should begin for the type of aircraft flown.
This is also referred to as CANPA (Constant Angle Non-Precision
Approach)
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PART - A Chapter 0
Converted Meteorological Visibility (CMV). A value equivalent
to an RVR which is derived from the reported meteorological
visibility, as converted in accordance with the specified requirement s
in the CAR.
Crew, deadheading A crew member positioned by the airline in
flight or by surface transport (I CAO Annex 6).
Crew member A person assigned by an airline to duty on an
aircraft during a flight duty period.
Crew member, standby A defined period during which a crew
member may be called for a duty with a minimum notice (I CAO
Annex 6).
Cruise relief pilot A flight crew member who is assigned to perform
pilot tasks during cruise flight, to allow the pilot -in-command or a co-
pilot to obtain planned rest.
Cruising level A level maintained during a significant portion of a
flight.
Dangerous goods Articles or substances which are capable of
posing a risk to health, safety, property or the environment and
which are shown in the list of dangerous goods in the Technical
I nstructions or which are classified according to those I nstructions.
Note. — Dangerous goods are classified in Aircraft (Carriage of
Dangerous Goods) Rules, 2003.
Decision altitude/height (DA/H) A specified altitude or height in
the precision approach or approach with vertical guidance at which a
missed approach must be initiated if the required visual reference to
continue the approach has not been established.
Note 1- Decision altitude (DA) is referenced to mean sea level (MSL)
and decision height (DH) is referenced to the threshold elevation.
Note 2- The required visual reference means that section of the
visual aids or of the approach area which should have been in view
for sufficient time for the pilot to have made an
assessment of the aircraft position and rate of change of position, in
relation to the desired flight path. I n Category I I I operations with a
decision height the required visual reference is that specified for the
particular procedure and operation.
Note 3. — For convenience where both expressions are used they
may be written in the form “decision altitude/height” and
abbreviated “DA/H”.
Decibel (dB) A unit for measuring sound levels which expresses
the ratio of two power levels on a logarithmic scale. One decibel
equals one tenth of a Bel (B).
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PART - A Chapter 0
Distress phase. A situation wherein there is a reasonable

certainty that an aircraft and its occupants are threatened by
grave and imminent danger and require immediate assistance.
Ditching. The forced landing of an aircraft on water.
Distance measuring equipment (DME) system A system that
provides for continuous and accurate indication in the cockpit of the
slant range distance of an equipped aircraft from an equipped
ground reference point. The system comprises two basic
components, one fitted in the aircraft, the other installed on the
ground. The aircraft component is referred to as the interrogator and
the ground component as the transponder. I n operation,
interrogators shall interrogate transponders, which shall, in turn,
transmit to the interrogator replies synchronized with the
interrogations, thus providing means for accurate measurement of
distance (I CAO Annex 10). For additional information, see navigation
systems in this Part.
Distances, declared
i) Take-off run available (TORA). The length of runway
declared available and suitable for the ground run of an aeroplane
taking off. Note. This in most cases corresponds to the physical
length of the runway pavement (Note contained in I CAO Doc 9051).
ii) Take-off distance available (TODA). The length of the
take-off run available plus the length of the clearway, if provided.
iii) Accelerate-stop distance available (ASDA). The length of
the take off run available plus the length of the stop-way, if
provided.
iv) Landing distance available (LDA). The length of runway which is
landing. Note. The calculation of declared distances is described in
I CAO Annex 14 (I CAO Annex 6, 14). The landing distance available
commences at the threshold and extends for the length of the
runway after the threshold. I n most cases, this corresponds to the
physical length of the runway pavement. However, the threshold
may be displaced from the extremity of the runway when it is
considered necessary to make a corresponding displacement of the
approach surface by reason of obstructions in the approach path to
the runway (I CAO Airworthiness Technical Manual Doc 9051).
Distress phase A situation wherein there is a reasonable certainty
that an aircraft and its occupants are threatened by grave and
imminent danger or requires immediate assistance.
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PART - A Chapter 0
NOTE: The code word DETRESFA is used to designate a distress
phase (I CAO Annex 11,12, PANS-RAC). A distress phase exists
when:
i)following the alert phase further unsuccessful attempts to
establish communication with the aircraft and more widespread
unsuccessful inquires point to the probability that the aircraft is in
distress; or
ii)the fuel on board is considered to be exhausted, or to be
insufficient to enable the aircraft to reach safety; or
iii)information is received which indicates that the operating
efficiency of the aircraft has been impaired to the extent that a
forced landing is likely; or
iv)information is received or it is reasonably certain t hat the aircraft
is about to make or has made a forced landing. Diversion,
technical The landing of an aircraft at an airport other than the
airport of origin or destination
as a result of the malfunction or suspected malfunction of any item
on the aircraft.
DME distance The line of sight distance (slant range) from the
source of a DME signal to the receiving antenna (I CAO PANS-OPS).
Downwash The downward thrust of air by an airfoil perpendicular
to its direction of motion that assists in providing lift for the
aircraft.
Drag As applied to heavier-than-air aircraft, an aerodynamic force
exerted by the air upon an aircraft in a direction opposite to the
direction of the aircraft’s motion which retards its speed.
Drift (D) A lateral deviation from an aircr aft’s projected course.
Emergency phase A generic term meaning, as the case may be,
uncertainty phase (I NCERFA), alert phase (ALERFA), or distress
phase (DETRESFA) (I CAO Annex 11, 12, PANS-RAC).
Emergency locator transmitter (ELT) A generic term describing
equipment which broadcast distinctive signals on designated
frequencies and, depending on application, may be automatically
activated by impact or be manually activated. An ELT may be any of
the following:
Automatic fixed ELT (ELT(AF)) . An automatically activated ELT
which is permanently attached to an aircraft.
Automatic portable ELT (ELT(AP)). An automatically activated ELT
which is rigidly attached to an aircraft but readily removable from the
aircraft.
Automatic deployable ELT (ELT(AD)). An ELT which is rigidly
DEF -13
PART - A Chapter 0
attached to an aircraft and which is automatically deployed and
activated by impact, and, in some cases, also by hydrostatic sensors.
Manual deployment is also provided.
Survival ELT (ELT(S)). An ELT which is removable from an aircraft,
stowed so as to facilitate its ready use in an emergency, and
manually activated by survivors.
Engine: A unit used or intended to be used for aircraft propulsion.
I t consists of at least those components and equipment necessary
for functioning and control, but excludes the propeller/ rotors (if
applicable).
Enhanced vision system (EVS): A system to display electronic
real-time images of the external scene achieved through the use of
image sensors
Emergency response center (ERC) a center established by
individual airlines to provide communications facilities and a central
point of contact and control for the handling of emergency
situations arising from an aircraft accident/ incident or security
incident.
Engine shutdown, in flight I n-flight shutdown is when an engine
ceases to function (when the airplane is airborne) and is shutdown,
whether self-induced, flight crew initiated or caused by an external
influence. The DGCA considers I FSD for all causes: for example,
flameout, internal failure, flight crew initiat ed shutdown, foreign
object ingestion, icing, inability to obtain or control desired thrust or
power, and cycling of the start control, however briefly, even if the
engine operates normally for the remainder of the flight .
Extended diversion time operations (EDTO). Any operation by
an aeroplane with two or more turbine engines where the diversion
time to an en-route alternate aerodrome is greater than the
threshold time established by the DGCA.
Note- EDTO may be referred as ETOPS in some documents.
EDTO Configuration, Maintenance and Procedures (CMP)
Standard. The particular aeroplane configuration minimum
requirements including any special inspection, hardware life limits,
master minimum equipment list constraints and maintenance
practices found necessary to establish the suitability of an airframe
engine combination for an EDTO.
EDTO critical fuel. The fuel quantity necessary to fly to an en-route
alternate aerodrome considering, at the most critical point on the
route, the most limiting system failure.
DEF -14
PART - A Chapter 0
EDTO-significant system. An aeroplane system whose failure or
degradation could adversely affect the safety particular to an EDTO
flight, or whose continued functioning is specifically important to the
safe flight and landing of an aeroplane during an EDTO diversion.
Final approach. That part of an instrument approach procedure
which commences at the specified final approach fix or point, or
where such a fix or point is not specified,
a)at the end of the last procedure turn, base turn or inbound turn
of a racetrack procedure, if specified; or
b)At the point of interception of the last track specified in the

approach procedure; and ends at a point in the vicinity of an
aerodrome from which:
1)A landing can be made; or
2)A missed approach procedure is initiated.
Final approach segment (FAS). That segment of an instrument
approach procedure in which alignment and descent for landing are
accomplished.
Flash point I n the transport of dangerous goods, the lowest
temperature of a liquid at which flammable vapor is given off in a
test vessel in sufficient concentration to be ignited in air when
exposed momentarily to a source of ignition (I CAO Technical
I nstructions for the Safe Transport of Dangerous Goods by Air Doc
9284). This does not mean the temperature at which a liquid ignites
spontaneously.
a)
Flight control system, automatic (AFCS) with I LS coupled
approach mode Airborne equipment which provides automatic
control of the flight path of the aeroplane by reference to the
instrument landing system (I LS) (I CAO Manual of All Weather
Operations Doc 9365).
Flight, controlled Any flight which is subject to an air traffic
control clearance (I CAO Annex 2, 11, PANS-RAC). A controlled
flight shall be under the control of only one air traffic control unit
at any given time (I CAO Annex 11).
Flight controls Thos units and components which furnish a means
of controlling the flight attitude, characteristics of an aircraft, such as
the ailerons, elevator, flaps, rudder, stabilizers and spoilers. I n most
present-day commercial aircraft, these flight controls are fully
automated.
Flight crew member A licensed crew member charged with duties
essential to the operation of an aircraft during a flight duty period.
Flight Data Analysis A process of analysing recorded flight data in
DEF -15
PART - A Chapter 0
order to improve the safety of flight operations.
Flight duty period The total time from the moment a flight crew
member commences duty, immediately subsequent to a rest period
and prior to making a flight or a series of flights, to the moment the
flight crew member is relieved of all duties having completed such
flights.
Flight information region (FIR) An airspace of defined
dimensions within which flight information service and alerting
service are provided (I CAO Annex 2, 3,4,11, PANS-RAC) . Where it is
desirable to limit the number of flight information regions or control
areas through which high flying aircraft would otherwise have to
operate, a flight information region or control area, as appropriate,
should be delineated to include the upper airspace within the lateral
limits of a number of lower flight information regions or control areas
(I CAO Annex 11).ht or series of flights.
Flight Manual A manual, associated with the certificate of
airworthiness, containing limitations within which the aircraft is to be
considered airworthy, and instructions and information necessary to
the flight crew members for the safe operation of the aircraft.
Flight operations officer/flight dispatcher A person
designated by the operator to engage in the control and
supervision of flight operations, whether licensed or not, suitably
qualified in accordance with CAR Section 7 Series ‘M’ Part II, who
supports, briefs and/ or assists the pilot-in-command in the safe
conduct of the flight.
Flight Plan Specified information provided to air traffic services
units relative to an intended flight or portions of a flight of an
aircraft.
Flight Recorder Any type of recorder installed in the aircraft for
the purpose of complimenting accident/ incident investigation.
Flight safety documents system A set of inter-related
documentation established by the operator, compiling and
organizing information necessary for flight and ground operations,
and comprising, as a minimum, the operations manual and the
operator’s maintenance control manual.
Flight simulation training device: Any one of the following
three types of apparatus in which flight conditions are simulated
on the ground:
A flight simulator, which provides an accurate representation of
the flight deck of a particular aircraft type to the extent that the
mechanical, electrical, electronic, etc. aircraft systems control
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functions, the normal environment of flight crew members, and
the performance and flight characteristics of that type of aircraft
are realistically simulated;
A flight procedures trainer, which provides a realistic flight deck
environment, and which simulates instrument responses, simple
control functions of mechanical, electrical, electronic, etc. aircraft
systems, and the performance and flight characteristics of aircraft
of a particular class;
A basic instrument flight trainer, which is equipped with appropriate
instruments, and which simulates the flight deck environment of an
aircraft in flight in instrument flight conditions.
Flight time- aeroplane The total time from the moment an
aeroplane first moves under its own power for the purpose of taking
off until the moment it finally comes to rest at the end of the flight.
Note. — Flight time as here defined is synonymous with the term “block
to block” time
or “chock to chock” time in general usage which is measured from the
time an aeroplane first moves for the purpose of taking off until it
finally stops at the end of the flight.
Flight visibility. The visibility forward from the cockpit of an aircraft
in flight.
General aviation operation: An aircraft operation other than a
commercial air transport operation or an aerial work operation.
Glide path (GP) A descent profile determined for vertical guidance
during a final approach (I CAO Annex 4, PANS-RAC).
GLS. An instrument approach operation that is based on GBAS.
Ground-based augmentation system (GBAS). An augmentation
system in which the user receives augmentation information directly
from a ground-based transmitter.
Ground handling Services necessary for an aircraft’s arrival at, and
departure from, an airport, other than air traffic services.
GRID MINIMUM OFFROUTE ALTITUDE (Grid MORA)
An altitude derived by Jeppesen or provided by State Authorities. The
Grid MORA altitude provides terrain and man-made structure clearance
within the section outlined by latitude and longitude lines. MORA does
not provide for navaid signal coverage or communication coverage.
a. Grid MORA values derived by Jeppesen clear all terrain
andman-made structures by 1000 feet in areas where the highest
elevations are 5000 feet MSL or lower. MORA values clear all terrain
and man-made structures by 2000 feet in areaswhere the highest
elevations are 5001 feet MSL or higher. When a Grid MORA is shown
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as “Unsurveyed” it is due to incomplete or insufficient information. Grid
MORA values followed by a + / - denote doubtful accuracy, but are
believed to provide sufficient reference point clearance.
b. GridMORA (State) altitude supplied by the State Authority
provides 2000 feet clearance in mountainous areas and 1000
feet in non-mountainous areas.
Ground visibility. The visibility at an aerodrome as reported by an
accredited observer or by automatic systems.
Head- up display (HUD): A display system that presents flight
information into the pilot’s forward external field of view.
Head-up display (HUD) approach and landing guidance
system (HUDLS). An airborne instrument system which presents
sufficient information and guidance in a specific area of the aircraft
windshield, superimposed for a conformal view with the external
visual scene, which permits the pilot to manoeuvre the aircraft
manually by reference to that information and guidance alone to a
level of performance and reliability that is acceptable for the category
of operation concerned.
Holding pattern An oval pattern flown by reference to ground -
based navigation aids, for the purpose of having an aircraft wait over
a specific air traffic control fix. Holding patterns are used to hold or
delay aircraft until they can be cleared for approach and landing. See
also holding stack.
Holding point A specified location, identified by visual or other
means, in the vicinity of which the position of an aircraft in flight is
maintained in accordance with air traffic control clearances (I CAO
PANS-RAC).
Holding procedure A predetermined maneuver which keeps an
aircraft within a specified airspace while awaiting further clearance
(I CAO Annex 4, PANS-OPS, PANS-RAC).
Holding stack A ladder of holding patterns, separated vertically by
one or more thousand feet. Aircraft enter the holding pattern at the
higher altitudes.
Air traffic control takes aircraft out of the bottom holding pattern
and clears them for an approach. Every time one is cleared from the
bottom of the stack, all the others descend an appropriate interval
under ATC guidance. Holding stacks are the overflow reservoir for
aircraft waiting to land.
Human Factors Principles: Principles which apply to aeronautical
design, certification, training, operations and maintenance and
which seek safe interface between the human and other system
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components by proper consideration to human performance.
Human performance: Human capabilities and limitations which
have an impact on the safety and efficiency of aeronautical
operations.
In - Flight Shutdown (IFSD). When an engine ceases to function
in flight and is shutdown, whether self-induced, crew initiated or
caused by some other external influence (i.e. I FSD for all cases; for
example due to flameout, internal failure, crew
initiated shutoff, foreign object ingestion, icing, inability to obtain
and/ or control desired thrust etc.).
Instrument meteorological conditions (IMC):
Meteorological conditions expressed in terms of visibility, distance
from cloud, and ceiling (CAR Section 4, Series ‘E’ Part 1) less than
the minima specified for visual meteorological conditions.
Note – The specified minima for visual metrological conditions are
contained in CAR Section 4, Series ‘E’ Part 1
ILS critical area. An area of defined dimensions about the localizer
and glide path antennas where vehicles, including aircraft, are
excluded during all I LS operations. The critical area is protected
because the presence of vehicles and/ or aircraft inside its boundaries
will cause unacceptable disturbance to the I LS signal-in-space.
ILS sensitive area. An area extending beyond the critical area
where the parking and/ or movement of vehicles, including aircraft, is
controlled to prevent the possibility of unacceptable interference to
the I LS signal during I LS operations. The sensitive area is protected
to provide protection against interference caused by large moving
objects outside the critical area but still normally within the airfield
boundary
ILS glide path That locus of points in the vertical plane containing the
runway center line at which the difference in depth of modulation
(DDM) is zero, which, of all such loci, is the closest to the horizontal
plane (I CAO
Annex 10).
ILS glide path angle The angle between a straight line which
represents the mean of the I LS glide path and the horizontal (I CAO
Annex 10).
ILS glide path angle, indicated The angle above the horizontal
plane of the indicated I LS glide path (I CAO Annex 10).
ILS glide path, false Those loci of points in the vertical plane
containing the runway center line at which the difference in depth of
modulation (DDM) is zero, other than that locus of points forming the
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PART - A Chapter 0
I LS glide path (I CAO Annex 10).
ILS glide path intercept altitude The altitude (MSL) proposed or
published in approved let-down procedures at which the aircraft
intercepts the I LS glide path and begins descent (I CAO Manual on
Testing of Radio Navigation Aids Doc 8071).
ILS glide path sector The sector in the vertical plane containing the
I LS glide path and limited by the loci of points nearest to the glide path
at which the difference in depth of modulation (DDM) is 0.175.
NOTE: The I LS glide path sector is located in the vertical plane
containing the runway center line, and is divided by the radiated glide
path in two parts called upper sector and lower sector, referring
respectively to the sectors above and below the glide path (I CAO
Annex 10).
ILS sensitive area. An area extending beyond the critical area where
the parking and/ or movement of vehicles, including aircraft, is
controlled to prevent the possibility of unacceptable interference to the
I LS signal during I LS operations. The sensitive area is protected to
provide protection against interference caused by large moving objects
outside the critical area but still normally within the airfield boundary.
Instrument Approach and Landing Operations.
I nstrument approach and landing operations are classified as follows:
Non-precision approach and landing operations.
An instrument approach and landing which utilizes lateral guidance
but does not utilize vertical guidance.
Approach and landing operations w ith vertical guidance. An
instrument approach and landing which utilizes lateral and vertical
guidance but does not meet the requirements established for precision
approach and landing operations.
Precision approach and landing operations. An instrument approach
and landing using precision lateral and vertical guidance with minima
Note. — Lateral and vertical guidance refers to the guidance

provided either by:
b) A ground-based navigation aid; or
c) Computer generated navigation data.
Categories of precision approach and landing operations:
Category I (CAT I) operation. A precision instrument
approach and landing with:
a) A decision height not lower than 60 m (200 ft); and
b) With either a visibility not less than 800 m or a
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PART - A Chapter 0
runway visual range not less than 550 m.
Category II (CAT II) operation. A precision instrument approach

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

Category IIIA (CAT IIIA) operation. A precision instrument
a) A decision height lower than 30 m (100 ft), but not

lower than 15 m (50 ft); and
b) A runway visual range not less than 175 m.
Category IIIB (CAT IIIB) operation. A precision instrument

a) A decision height lower than 15 m (50 ft), or no
decision height; and
b) A runway visual range less than 175 m but not less
than 50 m.
Category IIIC (CAT IIIC) operation. A precision instrument

approach and landing with no decision height and no runway visual
range limitations.
Note. — Where decision height (DH) and runway visual range (RVR)
fall into different categories of operation, the instrument approach
and landing operation would be conducted in accordance with the
requirements of the most demanding category (e.g. an operation
with a DH in the range of CAT I I I A but with an RVR in the range of
CAT I I I B would be considered a CAT I I I B operation or an operation
with a DH in the range of CAT I I but with an RVR in the range of
CAT I would be considered a CAT I I operation).
Instrument approach procedure. A series of predetermined
manoeuvres by reference to flight instruments with specified
protection from obstacles from the initial approach fix, or where
applicable, from the beginning of a defined arrival route to a point
from which a landing can be completed and thereafter, if a landing is
not completed, to a position at which holding or en-route obstacle
clearance criteria apply. I nstrument approach procedures are
classified as follows:
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Non-precision approach (NPA) procedure. An instrument
approach procedure which utilizes lateral guidance but does not
utilize vertical guidance.
Approach procedure with vertical guidance (APV). An
instrument approach procedure which utilizes lateral and vertical
guidance but does not meet the requirements established for
precision approach and landing operations.
Precision approach (PA) procedure. An instrument approach
procedure using precision lateral and vertical guidance with minima
Note. — Lateral and vertical guidance refers to the guidance
provided either by:
a) A ground-based navigation aid; or
b) computer-generated navigation data.

Instrument flight rules (IFR). Regulatory provisions for
instrument flight.
Instrument meteorological conditions (IMC).
Meteorological conditions expressed in terms of visibility, distance
from cloud, and ceiling * , less than the minima specified for visual
meteorological conditions.
Intruder
An SSR transponder -equipped aeroplane within the surveillance
range of ACAS for which ACAS has an established track.
Inquiry
“Inquiry” is a process to determine the facts, conditions and
circumstances pertaining to the accident/ incident with a view to
establishing the probable cause thereof, so that appropriate steps
may be taken to prevent a recurrence of the accident/ incident and
the factors which led to it.
Investigation
I t is a process conducted for the purpose of accident/ incident
prevention which includes the gathering and analysis of information,
the drawing of conclusions, including the determination of cause(s)
and, when appropriate, the making of safety recommendations.
Isolated aerodrome. A destination aerodrome for which there is
no destination alternate aerodrome suitable for a given aeroplane
type.
Joint rescue coordination centre (JRCC) : A rescue
coordination centre responsible for both aeronautical and
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maritime search and rescue operations.
Jump seat A folding seat in the cockpit of an aircraft used for an
extra flight crew member, flight inspector, or an airline/ government
employee on a specific assignment.
Landing distance available (LDA): The length of runway which is
landing.
Lift/drag (L/D) ratio The ratio of lift to drag i.e., a measure of
expressing the aerodynamic efficiency of an airfoil. Note. The term
lift refers to the component of the total aerodynamic force acting
upwards at right angles to the drag to support an aircraft to
become airborne.
Large aeroplane An aeroplane of a maximum certificated take-off
mass of over 5700kg.
Low visibility procedures (LVP). Specific procedures applied at
an aerodrome for the purpose of ensuring safe operations during
Categories I I and I I I approaches and/ or low visibility take-offs.
Low visibility take-off (LVTO). A term used in relation to
flight operations referring to a take-off on a runway where the
RVR is less than 400 m .
Maintenance: The performance of tasks required to ensure the
continuing airworthiness of an aircraft, including any one or
combination of overhaul, inspection, replacement, defect
rectification, and the embodiment of a modification or repair.
Maintenance organization’s procedures manual: A document
endorsed by the head of the maintenance organization which details
the maintenance organization’s structure and management
responsibilities, scope of work, description of facilities, maintenance
procedures and quality assurance or inspection systems.
Maintenance programme: A document which describes the
specific scheduled maintenance tasks and their frequency of
completion and related procedures, such as a reliability programme,
necessary for the safe operation of those aircraft to which it applies.
Maintenance release: A document which contains a certification
confirming that the maintenance work to which it relates has been
completed in a satisfactory manner, either in accordance with the
approved data and the procedures described in the maintenance
organization’s procedures manual or under an equivalent system.
Master minimum equipment list (MMEL) A list established for a
particular aircraft type by the organization responsible for the type
design with the approval of the State of Design containing items, one
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PART - A Chapter 0
or more of which is permitted to be unserviceable at the
commencement of a flight. The MMEL may be associated with special
operating conditions, limitations or procedures.
Maximum diversion time. Maximum allowable range, expressed in
time, from a point on a route to an en-route alternate aerodrome.
Maximum mass Maximum certificated take-off mass.
Minimum descent altitude(MDA) or Minimum descent height
(MDH) A specified altitude or height in a non precision approach or
circling approach below which descent must not be made without the
required visual reference.
Note 1— Minimum descent altitude (MDA) is referenced to mean sea
level and minimum descent height (MDH) is referenced to the
aerodrome elevation or to the threshold elevation if that is more than
2 m (7 ft) below the aerodrome elevation. A minimum descent height
for a circling approach is referenced to the aerodrome elevation.
Note 2— The required visual reference means that section of the
visual aids or of the approach area which should have been in view
for sufficient time for the pilot to have made an assessment of the
aircraft position and rate of change of
position, in relation to the desired flight path. I n the case of a circling
approach the required visual reference is the runway environment.
Note 3— For convenience when both expressions are used they may
be written in the form “minimum descent altitude/height” and
abbreviated “MDA/H”
Minimum equipment list (MEL) A list which provides for the
operation of aircraft, subject to specified conditions, with particular
equipment inoperative, prepared by an airline in conformity with, or
more restrictive than, the MMEL established for the aircraft type.
MINIMUM ENROUTE IFR ALTITUDE (MEA)
The lowest published altitude between radio fixes that meets
obstacle clearance requirements between those fixes and in many
countries assures acceptable navigational signal coverage. The
MEA applies to the entire width of the airway, segment, or route
between the radio fixes defining the airway, segment, or route.
MINIMUM SAFE ALTITUDE (MSA)
Altitude depicted on an instrument approach chart and identified
as the minimum safe altitude which provides 1000 feet of obstacle
clearance within a 25 NM radius from the navigational facility
upon which the MSA is predicated. I f the radius limit is other than
25 NM, it is stated. This altitude is for EMERGENCY USE ONLY and
does not necessarily guarantee navaid reception. When the MSA
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PART - A Chapter 0
is divided into sectors, with each sector a different altitude, the
altitudes in these sectors are referred to as “minimum sector
altitudes”.
MINIMUM SECTOR ALTITUDE (MSA)(ICAO)
The lowest altitude that may be used under emergency conditions
that provides a minimum clearance of 300 meters (1000 feet)
above all obstacles within a sector of a circle of 46 kilometers (25
NM) centered on a navigational aid.
MINIMUM OBSTRUCTION CLEARANCE ALTITUDE(MOCA)
The lowest published altitude in effect between radio fixes on VOR
airways, off airway routes, or route segments which meets obstacle
clearance requirements for the entire route segment and in the USA
assures acceptable navigational signal coverage only within 22
nautical miles of a VOR.
MINIMUM OFF-ROUTE ALTITUDE (MORA)
This is an altitude derived by Jeppesen. The MORA provides known
obstruction clearance 10 NM either side of the route centerline
including a 10 NM radius beyond the radio fix reporting or mileage
break defining the route segment. For terrain and man-made
structure clearance refers to Grid MORA.
MINIMUM VECTORING ALTITUDE (MVA)
The lowest MSL altitude at which an I FR aircraft will be vectored by a
radar controller, except as otherwise authorized for radar
approaches, departures and missed approaches. The altitude meets
I FR obstacle clearance criteria. I t may be lower than the published
MEA along an airway of J-route segment. I t may be utilized for radar
vectoring only upon the controller's determination that an adequate
radar return is being received from the aircraft being controlled.
Charts depicting minimum vectoring altitudes are normally available
only to the controllers, not to pilots.
MISSING AIRCRAFT
An aircraft is “missing” when its position is unknown and with the
supply of fuel known to be carried or normally carried, it can no
longer be airborne.
Missed approach point (MAPt). That point in an instrument
approach procedure at or before which the prescribed missed
approach procedure must be initiated in order to ensure that the
minimum obstacle clearance is not infringed.
Missed approach procedure. The procedure to be followed if the
approach cannot be continued.
Navigation specification: A set of aircraft and flight crew
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PART - A Chapter 0
requirements needed to support performance-based navigation
operations within a defined airspace. There are two kinds of
navigation specifications:
Required navigation performance (RNP) specification. A
navigation specification based on area navigation that includes the
requirement for performance monitoring and alerting, designated by
the prefix RNP, e.g. RNP 4, RNP APCH.
Area navigation (RNAV) specification. A navigation
specification based on area navigation that does not include the
requirement for performance monitoring and alerting, designated by
the prefix RNAV, e.g. RNAV 5, RNAV 1.
Note 1. — The Performance-based Navigation (PBN) Manual (Doc
9613), Volume I I , contains detailed guidance on navigation
specifications.
Note 2. — The term RNP as previously defined as “a statement of
the navigation performance, necessary for operation within a
defined airspace”, has been removed from this Anne x as the
concept of RNP has been overtaken by the concept of PBN.
The term RNP in this Annex is now solely used in context of
navigation specifications that require performance monitoring and
alerting. E.g. RNP 4 refers to the aircraft and operating
requirements, including a 4 NM lateral performance with onboard
performance monitoring and alerting that are detailed in the PBN
Manual (Doc 9613).
Night The hours between the end of evening civil twilight and the
beginning of morning civil twilight or such other period between
sunset and sunrise as may be prescribed by the appropriate
authority.
Note - Civil twilight ends in the evening when the centre of the sun's
disc is 6 degrees below the horizon and begins in the
morning when the centre of the sun's disc is 6 degrees below the
horizon.
Notice to airmen (NOTAM) A notice containing information
concerning the establishment, condition or change in any
aeronautical facility, service, procedure or hazard, the timely
knowledge of which is essential to personnel concerned with flight
operations. Note. Class I distribution. Distribution by means of
telecommunication. Class I I distribution. Distribution by means of
telecommunication. Class I I distribution. Distribution by means other
than telecommunication (I CAO Annex 10,11,15, PANS-RAC).
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PART - A Chapter 0
Guidance material relating to NOTAMs is contained in the I CAO
Aeronautical I nformation Services Manual (Doc 8126).
Obstacle clearance altitude (OCA) or obstacle clearance
height (OCH) The lowest altitude or the lowest height above the
elevation of the relevant runway threshold or the aerodrome
elevation as applicable, used in establishing compliance with
appropriate obstacle clearance criteria.
Note 1— Obstacle clearance altitude is referenced to mean sea level
and obstacle clearance height is referenced to the threshold
elevation or in the case of non-precision approaches to the
aerodrome elevation or the threshold elevation if that is more than 2
m (7 ft) below the aerodrome elevation. An obstacle clearance height
for a circling approach is referenced to the aerodrome elevation.
Note 2— For convenience when both expressions are used they may
be written in the form “obstacle clearance altitude/height” and
abbreviated “OCA/H”.
Obstacle clearance altitude (OCA) or obstacle clearance
height (OCH). The lowest altitude or the lowest height above
the elevation of the relevant runway threshold or the aerodrome
elevation as applicable used in establishing compliance with
appropriate obstacle clearance criteria.
Note 1. — Obstacle clearance altitude is referenced to mean sea
level and obstacle clearance height is referenced to the threshold
elevation or in the case of non-precision approaches to the
aerodrome elevation or the threshold elevation if that is more than
2 m (7 ft) below the aerodrome elevation. An obstacle clearance
height for a circling approach is referenced to the aerodrome
elevation.
Note 2. — For convenience when both expressions are used they
may be written in the form “obstacle clearance altitude/ height”
and abbreviated
“OCA/H”.
Obstacle free zone (OFZ). The airspace above the inner
approach surface, inner transitional surfaces, and balked landing
surface and that portion of the strip bounded by these surfaces,
which is not penetrated by any fixed obstacle other than a low -
mass and frangibly mounted one required for air navigation
purposes.
Operational control The exercise of authority over the initiation,
continuation, diversion or termination of a flight in the interest of the
safety of the aircraft and the regularity and efficiency of the flight.
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PART - A Chapter 0
Operational flight plan The operator’s plan for the safe conduct
of the flight based on considerations of aeroplane performance,
other operating limitations and relevant expected conditions on the
route to be followed and at the aerodromes concerned.
Operations Manual A manual containing procedures, instructions
and guidance for use by operational personnel in the execution of
their duties.
Operator A person, organization or enterprise engaged in or
offering to engage in an aircraft operation.
Operator’s maintenance control manual: A document which
describes the operator’s procedures necessary to ensure that all
scheduled and unscheduled maintenance is performed on the
operator’s aircraft on time and in a controlled and satisf actory
manner.
Operations specifications The authorizations, conditions and
limitations associated with the air operator certificate and subject
to the conditions in the operations manual.
OVERDUE AIRCRAFT (IFR/VFR)
An aircraft operating in accordance with I FR/ VFR is considered
“overdue” when communications with such aircraft or radar
identification cannot be established within 30 minutes after it:
i) Falls to report over an ATC specified reporting
point or over a compulsory reporting point along the route of
flight, whichever is earlier; or
ii) Becomes overdue at the point of intended landing.
Performance-based navigation (PBN) Area navigation based
on performance requirements of aircraft operating along an ATS
route, on an instrument approach procedure or in a designated
airspace.
Note. — Performance requirements are expressed in navigation
specifications (RNAV specification, RNP specification) in terms of
accuracy, integrity, continuity, availability and functionality needed
for the proposed operation in the context of a particular airspace
concept.
Pilot-in- command The pilot designated by the operator, or in the
case of general aviation, the owner, as being in command and
charged with the safe conduct of a flight.
Point of no return. The last possible geographic point at which an
aeroplane can proceed to the destination aerodrome as well as to an
available en route alternate aerodrome for a given flight.
Pressure-altitude An atmospheric pressure expressed in terms of
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altitude which corresponds to that pressure in the Standard
Atmosphere.
Procedure turn. A manoeuvre in which a turn is made away
from a designated track followed by a turn in the opposite
direction to permit the aircraft to intercept and proceed along the
reciprocal of the designated track.
Note 1.:Procedure turns are designated “left” or “right” according
to the direction of the initial turn.
Note 2.:Procedure turns may be designated as being made either
in level flight or while descending, according to the circumstances
of each individual instrument approach procedure.
Propulsion System. A system consisting of power unit and all other
equipment utilized to provide those functions necessary to sustain,
monitor and control the power/ thrust output of any one-power unit
following installation on the airframe.
Psychoactive substances Alcohol, opioids, canabinoids, sedatives
and hypnotics, cocaine, other psycho-stimulants, hallucinogens, and
volatile solvents, whereas coffee and tobacco are excluded.
Public Transport "Public transport" means all carriage of persons or
things effected by aircraft for a remuneration of any nature
whatsoever, and all carriage of persons or things effected by aircraft
without such remuneration if the carriage is effected by an air
transport undertaking.
Radar approach An approach, executed by an aircraft, under the
direction of a radar controller (I CAO PANS-RAC).
Radar contact The situation which exists when the radar blip or
radar position symbol of a particular aircraft is seen and identified on
a radar display (I CAO PANS-RAC).
Radar control Term used to indicate that radar-derived information
is employed directly in the provision of air traffic control service
(I CAO PANSRAC).
Radar heading A magnetic heading given by a controller to a pilot
on the basis of radar -derived information for the purpose of
providing navigational guidance (I CAO Air Traffic Service Planning
Manual (ATSPM) Doc 9426).
Radar monitoring The use of radar for the purpose of providing
aircraft with information and advice relative to significant deviations
from nominal flight path (I CAO PANS-RAC).
Radar, precision approach (PAR) Primary radar equipment used
to determine the position of an aircraft during final approach, in
terms of lateral and vertical deviations relative to a nominal approach
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PART - A Chapter 0
path, and in range relative to touchdown. Note. Precision approach
radars are designated to enable pilots of aircraft to be given
guidance by radio communication during the final stages of the
approach to land (I CAO PANS-RAC).
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Radar, Primary (PR) i) A radar system which uses reflected
radio signals (I CAO PANSRAC). The term blind velocity refers to
the radial velocity of a moving target such that the target is not
seen on primary radars fitted with certain forms of fixed echo
suppression (I CAO Air Traffic Services Planning Manual (ATSPM)
Doc 9426).
ii) The radar that displays echoes of radio energy reflected by
aircraft targets; sometimes called raw radar. Unless special
features are designed into the radar, it will also display terrain
and clouds.
Radar, primary surveillance (PSR) The technique of
transmitting a pulse of high-frequency radio energy in a narrow
beam, and measuring the time it takes from the energy reflected
from an aircraft to return to the associated receiver. The time
difference is converted to range and the bearing is recorded as
the angle of the antenna at the time of the transmission.
Radar, secondary surveillance (SSR) A system of secondary
radar using ground transmitters/ receivers (interrogators) and
airborne transponders conforming to specifications developed by
I CAO.
NOTE: The SSR code is the number assigned to a particular multiple
pulse reply signal transmitted by a transponder (I CAO PANS-RAC) .
Secondary surveillance radar (SSR), which had its beginnings in
wartime identification friend or foe (I FF) systems, transmits pulses of
energy which trigger response from an airborne transponder, with
range and bearing obtained in the same way as primary radar (PR).
A new application of SSR is mode S which stands for selective. The
major difference is that every aircraft will have its own permanent
discrete code, instead of one of the present 4096 codes assigned for
short periods of time in different airspaces.
Radar separation (RSP) The separation used when aircraft
position information is derived from radar sources (I CAO PANS-RAC).
Radar vectoring Provision of navigational guidance to aircraft in the
form of specific headings, based on the use of radar (I CAO Annex 4,
PANS-RAC).
Repair The restoration of an aeronautical product to an airworthy
condition to ensure that the aircraft continues to comply with the
design aspects of the appropriate airworthiness requirements used
for the issuance of the type certificate for the respective aircraft
type, after it has been damaged or subjected to wear.
Rescue. An operation to retrieve persons in distress, provide for
DEF -31
PART - A Chapter 0
their initial medical or other needs, and deliver them to a place of
safety.
Rescue coordination centre (RCC). A unit responsible for
promoting efficient organization of search and rescue services and
for coordinating the conduct of search and rescue operations within a
search and rescue region.
Rescue sub-centre (RSC). A unit subordinate to a rescue
coordination centre, established to complement the latter according
to particular provisions of the responsible authorities.
Reporting Station
The ‘Reporting Station” is normally the station at which the
reportable accident/ incident occurs or the nearest station in the
company network. I f an aircraft becomes overdue or missing, the
Reporting station for signal action is the next intended station of call.
I f it subsequently transpires that an accident has happened, the
nearest station becomes the Reporting Station for Post Accident
Action.
Reporting Officer
The “Reporting Officer” is the Airlines Officer-in-Charge of the
Reporting Station or an appointed Agent.
Resolution Advisory (RA)
An indication given to the flight crew recommending:
a) a manoeuvre intended to provide separation from all
threats; or
b) a manoeuvre restriction intended to maintain existing
separation.
RA is displayed 15-35 seconds before the intruder aircraft is
predicted to enter the aircraft’s collision area. RA is announced
aurally. The RA would be in the form of a corrective Advisory or
Preventive Advisory.
Crew are authorised to deviate from the current ATC clearance to
the extent necessary to comply with RA. Once ACAS enunciate
“clear of conflict”, aircraft should return to the original flight level.
Concerned ATC should be informed of the manoeuvre, as soon as
possible. However, it is mandatory for Pilot -in-Command to raise
incident report as per proforma given at the end of the chapter.
ACAS I
An ACAS which provides information as an aid to ‘see and avoid’
action but does not include the capability for generating resolution
advisories.
DEF -32
PART - A Chapter 0
ACAS I I
An ACAS which provides vertical resolution advisories in addition
to the traffic advisories.
Required communication performance (RCP): A statement
of the performance requirements for operational communication in
support of specific ATM functions.
RCP type: A label (e.g. RCP 240) that represents the values
assigned to RCP parameters for communication transaction time,
continuity, availability and integrity.
Required navigation performance (RNP) A statement of the
navigation performance necessary for operation within a defined
airspace.
Note. — Navigation performance and requirements are defined for
a particular RNP type and/ or application
RNP type A containment value expressed as a distance in
nautical miles from the intended position within which flights
would be for at least 95 per cent of the total flying time.
Example. — RNP 4 represents a navigation accuracy of plus or
minus 7.4 km (4 NM) on a 95 per cent containment basis.
Area navigation (RNAV) A method of navigation which permits
aircraft operation on any desired flight path within the coverage of
ground- or space based navigation aids or
within the limits of the capability of self-contained aids, or a
combination of these.
Note. — Area navigation includes performance-based navigation as
well as other operations that do not meet the definition of
performance-based navigation.
Navigation specification: A set of aircraft and flight crew
requirements needed to support performance-based navigation
operations within a defined airspace. There are two kinds of
navigation specifications:
RNP specification. A navigation specification based on area
navigation that includes the requirement for performance
monitoring and alerting, designated by the prefix RNP.
RNAV specification. A navigation specification based on area
navigation that does not include the requirement for performance
monitoring and alerting, designated by the prefix RNAV,e.g. RNAV
5, RNAV 1.
Rest period Any period of time on the ground during which a flight
crew member is relieved of all duties by the operator.
Route, ATS A specified route designed for channeling the flow of
DEF -33
PART - A Chapter 0
traffic as necessary for the provision of air traffic services.
Note. The term ATS route is used to mean variously, airway,
advisory route, controlled or uncontrolled route, arrival or departure
route, etc. (I CAO annexure 2, 4,11 PANS-RAC)
Runway holding position. A designated position intended to
protect a runway, an obstacle limitation surface, or an I LS
critical/ sensitive area at which taxiing aircraft and vehicles shall stop
and hold, unless otherwise authorised by the aerodrome control
tower.
Note.: I n radiotelephony phraseologies, the expression “holding
point” is used to designate the runway-holding position.
Runway visual range (RVR). The range over which the pilot of
an aircraft on the centreline of a runway can see the runway surface
markings or the lights delineating the runway or identifying its
centreline.
Runway surface condition (RSCD) Whenever water is present
on a runway, a description of the runway surface conditions on
the center half of the width of the runway, including the possible
assessment of water depth and slippage, where applicable, should
be made available using the following terms:
i) damp the surface shows a change of color due to
moisture;
ii) wet the surface is soaked but there is no standing
water;
iii) water patches significant patches of standing water
are visible; and
iv) flooded extensive standing water is visible.
Runway visual range (RVR) The range over which the pilot of an
aircraft on the centre line of a runway can see the runway surface
markings or the lights delineating the runway or identifying its centre
line.
Safe forced landing Unavoidable landing or ditching with a
reasonable expectancy of no injuries to persons in the aircraft or on
the surface.
Safety management system A systematic approach to managing
safety, including the necessary organizational structures,
accountabilities, policies and procedures.
Safety programme An integrated set of regulations and activities
aimed at improving safety.
Small aeroplane: An aeroplane of a maximum certificated take-
off mass of 5 700 kg or less.
DEF -34
PART - A Chapter 0
Search. An operation normally coordinated by a rescue coordination
centre or rescue subcentre using available personnel and facilities to
locate persons in distress.
Search and rescue aircraft. An aircraft provided with specialized
equipment suitable for the efficient conduct of search and rescue
missions.
Search and rescue facility. Any mobile resource, including
designated search and rescue units, used to conduct search and
rescue operations.
Search and rescue service. The performance of distress
monitoring, communication, coordination and search and rescue
functions, initial medical assistance or medical evacuation, through
the use of public and private resources, including cooperating aircraft,
vessels and other craft and installations.
Search and rescue region (SRR). An area of defined dimensions,
associated with a rescue coordination centre, within which search and
rescue services are provided.
Search and rescue unit. A mobile resource composed of trained
personnel and provided with equipment suitable for the expeditious
conduct of search and rescue operations.
Stabilised Approach. (SAp). An approach which is flown in a
controlled and appropriate manner in terms of configuration, energy
and control of the flight path from a pre-determined point or
altitude/ height down to a point 50 feet above the threshold or the
point where the flare manoeuvre is initiated if higher.
Stowaway a person who hides aboard a vehicle, ship, or aircraft in
order to gain free passage.
Straight-in Approach. An approach with the final approach track
aligned within 15 degrees for Category ‘C’ and ‘D’ aircraft of the
extended centerline of the runway of intended runway.
State of Registry The State on whose register the aircraft is
entered.
Note— I n the case of the registration of aircraft of an international
operating agency on other than a national basis, the States
constituting the agency are jointly and severally bound to assume
the obligations which, under the Chicago Convention, attach to a
State of Registry.
State of the Operator The State in which the operator’s principal
place of business is located or, if there is no such place of business,
the operator’s permanent residence.
DEF -35
PART - A Chapter 0
Surveillance radar. Radar equipment used to determine the
position of an aircraft in range and azimuth.
Secondary Surveillance Radar (SSR):
A Surveillance Radar System which uses transmitters/ receivers
(interrogators and transponders).
Synthetic flight trainer: Any one of the following three types of
apparatus in which flight conditions are simulated on the ground:
A flight simulator, which provides an accurate representation of the
flight deck of a particular aircraft type to the extent that the
mechanical, electrical, electronic, etc. aircraft systems control
functions, the normal environment of flight crew members, and the
performance and flight characteristics of that type of aircraft are
realistically simulated;
A flight procedures trainer, which provides a realistic flight deck
environment, and which simulates instrument responses, simple
control functions of mechanical, electrical, electronic, etc. aircraft
systems, and the performance and flight characteristics of aircraft of
a particular class;
A basic instrument flight trainer, which is equipped with appropriate
instruments, and which simulates the flight deck environment of an
aircraft in flight in instrument flight conditions.
Target level of safety (TLS): A generic term representing the level
of risk which is considered acceptable in particular circumstances.
Technical Instructions means the Technical I nstructions for the
Safe Transport of Dangerous Goods by Air issued by the
I nternational Civil Aviation Organization;
Threshold time. The range, expressed in time, established by the
State of the Operator to an en-route alternate aerodrome, whereby
any time beyond requires an EDTO approval from the State of the
Operator.
Note: The threshold time for EDTO established by DGCA is
60minutes for two engine aeroplanes.
Total vertical error (TVE): The vertical geometric difference
between .the actual pressure altitude flown by an aircraft and its
assigned pressure altitude (flight level).
Touchdown zone (TDZ) . The portion of a runway, beyond the
threshold, where it is intended landing aeroplanes first contact the
runway.
TRAFFIC ADVISORY (TA)
An indication given to the flight crew that a certain intruder is a
DEF -36
PART - A Chapter 0
potential threat.
TA is generally displayed 20-48 seconds before intruder aircraft is
predicted to enter the aircraft’s protected volume. TA is announced
aurally. The TA displayed includes range, bearing and altitude of the
intruder aircraft. Crew should use this information to visually locate
the intruder.
Vertical Navigation (VNAV). A method of navigation which
permits aircraft operation on a vertical flight profile using altimetry
sources, external flight path references, or a combination of these.
Visibility. Visibility for aeronautical purposes is the greater of:
a)the greatest distance at which a black object of suitable
dimensions, situated near the ground, can be seen and recognized
when observed against a bright background;
b)The greatest distance at which lights in the vicinity of 1000
candelas can be seen and identified against an unlit background.
Note 1. — The two distances have different values in air of a given
extinction coefficient, and the latter b) varies with the background
illumination. The former a) is represented by the meteorological
optical range (MOR).
Note 2. — The definition applies to the observations of visibility in

local routine and special reports, to the observations of prevailing
and minimum visibility reported in METAR and SPECI and to the
observations of ground visibility.
Visual approach. An approach by an I FR flight when either

part or all of an instrument approach procedure is not completed and
the approach is executed by visual reference to terrain.
Visual flight rules (VFR). Regulatory provisions for visual flight.
Uncertainty phase: A situation wherein uncertainty exists as to the

safety of an aircraft and its occupants.
UN number The four-digit number assigned by the United Nations

Committee of Experts on the Transport of Dangerous Goods to
identify a substance or a particular group of substances;
Universal Time, Coordinated (UTC) A time system whereby the

time is expressed in hours and minutes of the 24 hours day
beginning at midnight (I CAO Annex 11). UTC has replaced
Greenwich Mean Time (GMT) as the accepted international standard
DEF -37
PART - A Chapter 0
for clock time. I t is the basis for civil time in many countries and is
also the time used in the worldwide time signal broadcasts used in
aviation.
Visual meteorological conditions (VMC) Meteorological

conditions expressed in terms of visibility, distance from cloud, and
ceiling, equal to or better than specified minima.
DEF -38
PART - A Chapter 0
ADMINISTRATION I ssue 4 Rev 0 15 OCT 2014
AND CONTROL
OF OPERATIONS MANUAL
0.0 ADMINISTRATION AND CONTROL OF OPERATIONS
MANUAL
0.1.1 INTRODUCTION
As Air I ndia is a scheduled operator, this Operations Manual
is in conformity with the guidelines and provision of:-
a) Rule 140B of the I ndian Aircraft Rule, 1937;
b) CAR Section 8, Series ‘O’, Part VII, I ssue I , dated 17th
Jan, 2013 and CAP 8100 dated 14.06.2013.
c) I CAO Annex 6 part I , and;
d) Guidance given in the I CAO Doc 9376 –AN/ 914.
The Operations Manual Part A also meets the conditions

mentioned in the Air Operators Permit.
The design of the Operations Manual is based on the General
Guidelines and Human Factors principles given in I CAO DOC
9683.
0.1.2 AUTHORITY AND COMPLIANCE

The Operations Manual is a legal and confidential document.
I t is issued under the authority of the Executive Director –
Operations (ED-Ops) and Executive Director – Training (ED-
Trg). The Operations Manual Part - A,B&C are centrally
managed and controlled by GM- Ops(HQ/ Boeing) and GM-
Ops(HQ/ Airbus), as delegated by ED-Ops.
The Operations Manual Part - D is centrally managed and

controlled by GM- Trg(Boeing) and GM- Trg(Airbus),as
delegated by ED-Trg.
A coordinator coordinates with GM- Ops (HQ/ Boeing) and

GM- Ops(HQ/ Airbus) and ED- (Trg), to ensure all the
requirements and procedure are complied with regulations.
All other documents referred in the Operations Manual

containing information and / or guidance relevant to all flight
Operations Personnel are managed and controlled by the
respective issuing authority.
All personnel connected with Flight Operations shall comply

with the prescribed method of operations as laid down in the
Page 0-1
PART - A Chapter 0
AND CONTROL
Operations Manual, the abovementioned documents as well
as any mandatory circulars issued from time to time by the
Company.
The Operations Manual provides necessary information and

instructions on policies, procedures, duties and
responsibilities and other relevant information for compliance
of Operations Personnel. I ts contents may require
amendments from time to time which are to be incorporated
immediately and the Manual should be kept updated. All
flight crew and Operations personnel are required to be fully
conversant with the relevant contents of the Manual. All
employees, when aboard, must comply with Laws,
Regulations and Procedures of those States in which
operations are conducted other applicable authorities. The
Policies, Procedures, checklist , instructions, guidance and or
information relevant to flight crew functions and
responsibilities are published or referenced in this Manual. As
minimum the OM shall define the content of onboard library.
Under routine conditions strict compliance is required with all

applicable Government regulations, operating limitations
specified by the manufacturers and / or DGCA for each type
of aircraft operations. There shall be no deliberate violation
of Company operational safety standards by any person
concerned with flight operations. Non-compliance shall be
dealt with as per Company Rules/ Regulatory Authority
requirements.
At all times CRM principles should be applied in line

operations by all personnel.
Nevertheless nothing in this Manual however carefully

outlined and precisely adhered to, can replace the exercise
of good judgment in case of emergency or when conditions
dictate.
Page 0-2
PART - A Chapter 0
AND CONTROL
0.1.3 DISTRIBUTION OF OPERATIONS MANUAL
Distribution of the Operations Manual Part A shall include,
but is not limited to the following:
1. D.G.C.A. (I NDI A)
2. All Management post holders in Operations Dept.
3. GM - Quality Management System
4. Each Flight Crew Member
5. Document Management System
6. On board each aircraft
7. All Flight Despatch stations
8. All Flight Despatchers
9. Any other person, department, agency, etc. that the
Operations Dept considers such issuance is
necessary.
0.1.4 CARRIAGE OF OPERATIONS MANUAL ON BOARD

Operations Manual referred under para 0.1 shall be carried
onboard the aircraft.
0.1.5 PARTS OF THE OPERATIONS MANUAL

The Operations Manual consists of the following separate
parts:
Part A General
Note: The Flight Despatch (Operational Control) Manual
is volume –I I of Part A
Part B Aircraft Operating I nformation
Part C Routes & Aerodromes
Part D Training
Part A , B & C and some volumes of Part D are mandatory to

be available on board each aircraft.
0.1.5.1 PART A - OPERATIONS MANUAL PART A

The Operations Manual Part A is compiled for the use and
guidance of personnel connected with flight operations for
the proper discharge of their duties and contains general
information and instructions on the manner in which the
Company operations are to be conducted. The rules and
regulations, standards, general practices and procedures laid
Page 0-3
PART - A Chapter 0
AND CONTROL
down in this Manual reflect Company operating policies and
are in accordance with the regulations of the DGCA and the
States through which our flights are operated.
Masculine gender is used at all places. However it will mean

to apply for both masculine and feminine gender.
The printing font used is “Tahoma” and Size is “10”.

The contents of the Operations Manual shall not be deemed
to supersede any instructions contained in:
1. Aircraft Manual (I ndia)
2. Civil Aviation Requirements (CAR)
3. Aeronautical I nformation Publication (AI P) (I ndia)
4. Aeronautical I nformation Circulars (AI C)
5. Air Safety Circulars
6. DGCA Circulars
7. Airplane Flight Manual
0.1.5.2 PART B – AIRCRAFT OPERATING INFORMATION

 Airplane Flight Manual (AFM) including the Configuration
Deviation List (CDL).
 Minimum Equipment List (MEL).
 Flight Crew Operating Manual (FCOM), Flight Planning
Performance Manual (FPPM) and Quick Reference
Handbook (QRH).
 Weight and Balance Manual (WBM).
 Regulated Take-off weight (RTOW) Handbook
 All weather and Special Operations Manual
 Aircraft specific Standard Operating Procedures (where
applicable).
 Electronic Flight Bag – Operating Procedure
 Safety & Emergency Procedure Manual (SEPM & QRH)
 PBN Manual
The approved Airplane Flight Manual contains all relevant
information regarding normal procedures, emergency
procedures, checklists, aircraft limitations, systems operation
and aircraft handling. I t also contains a checklist for use of
the Flight Crew, prepared by the manufacturer. The
manufacturer usually ensures that Human Factors Principles
Page 0-4
PART - A Chapter 0
AND CONTROL
are observed in the use of checklist e.g. Smoke Evacuation
Checklist provided by the manufacturer.
The Weight and Balance Manual & RTOW Handbook are
prepared by Flight Operations Section and information in
these Manuals will be kept update at all times by this
Section.
The SEPM, Cold weather operations/ de-icing/ anti-icing
Manual, All weather and Special Operations Manual and
aircraft specific SOPs are prepared by Training Department
and information in these Manuals will be kept update at all
times by Training Department.
Further, the Operations Engineering Process Handbook
(OEPH), Crew Scheduling Handbook and Administration
Process Handbook describe various processes involved in the
respective areas.
0.1.5.3 PART C – ROUTE MANUAL

The Route Manual consists of the Jeppesen Route Manuals.
They contain all relevant information regarding Air Traffic
Services and communications, navigation aids, lighting and
emergency services.
0.1.5.4 PART D - TRAINING MANUAL

The Training Manual contains information concerning training
requirements, such as Ground Training , Simulator Training
and Flight training.
Operations Training Manual(OTM) consists of two subparts
i.e. Subpart A is OTM (Airbus Fleet)and Subpart B is OTM
(Boeing Fleet). I t consists of the following:
S.No. Details
1 Policies
2 Simulator Proformae
3 SEP Training Manual
4 DGR Training Manual
5 Instructor’s Manual
Page 0-5
PART - A Chapter 0
AND CONTROL
0.1.6 CONTROL OF OPERATIONS MANUAL PART A
The Operations Manual Part A, including soft copy, will be
distributed as controlled copies as per the list of controlled
copy holders. Each person to whom a Manual or appropriate
part thereof is furnished has an assigned serial number and
shall keep it up-to-date with the changes and additions
furnished. The revisions will be inserted when received.
Documentation Section of Operations Department will keep
the record of distribution of all controlled copies of the
Operations Manual.
0.1.7 COMMON LANGUAGE FOR COMMUNICATION

The common medium of communication for all personnel
related with the operations of flights will be English. English
as the common language is used in carrying out the following
activities:
i) On the flight deck during line operations.
ii) Communication between cabin crew and flight crew and
vice versa during line ops.
iii) During flight crew training and evaluation activities.
All the Pilots in Air I ndia are holding I ndian CPL/ ALTP and
having passed their written papers and VI VA in English
language only are English Level 4 or 6 compliant. I n case of
any exigency of having Expatriate Pilots, AI C 17 is conducted
in DGCA along with the Company’s representative to ensure
that the Expatriate Pilots achieve English Level 4
competency. The following words are used to give the
meaning as indicated against words.
“shall” or“must” - Compliance is mandatory
“will” - The action referred to will not take place at the

present moment but there is commitment to comply with the
requirement.
“should”- Compliance is recommended but not compulsory
“may” - There is discretion for the user to apply alternate

means of compliance or to ignore the requirement.
Page 0-6
PART - A Chapter 0
AND CONTROL
0.1.8 IDENTIFICATION OF SPECIFIC AIRCRAFT TYPE
PROCEDURES
This Manual is applicable to all fleet, however some specific
aircraft type procedures are indicated as given below .
Airbus Fleet: AIRBUS Text in header.
Boeing Fleet: BOEING Text in header.
0.2 SYSTEM OF AMENDMENT AND REVISION
0.2.1 The Executive Director – Operations (ED-Ops) will be

accountable and responsible for all amendments and
revisions as is necessary to ensure that the information
contained therein is kept up to date. This authority is
delegated to GM- Ops (HQ/ Boeing) and GM- Ops
(HQ/ Airbus).
Approval authority Delegated authority
OM Part- A,B,C ED- Operations GM-Ops(HQ/ Boeing)
and
GM-Ops(HQ/ Airbus)
OM Part- D ED- Training GM-Trg (Boeing) and
GM-Trg (Airbus)
0.2.2 Two copies of Operations Manual shall be submitted to

DGCA, Hqrs. At least Two months prior to the expected date
of issuance of AOP for review and acceptance. Subsequently,
any revisions shall also be provided to DGCA Hqrs. in
quadruplet for review and acceptance/ approval.
0.2.3 Each manual will have a record of amendments and revisions

with insertion dates and effective dates. I t will be the
responsibility of each copy holder to enter the revision date
and corresponding revision number in the Record of
Revisions after insertion of each revision.
0.2.4 No handwritten amendments and revisions are permitted

except in situations in which in the interest of safety
immediate amendment / revision is required. The formal
amendment revision will be incorporated on receipt.
Page 0-7
PART - A Chapter 0
AND CONTROL
0.2.5 Each page of the Operations Manual contains t he Company
logo, Part name, Document number, Chapter name, chapter
number , revision, issue number and effective date at the
top of the page and page number at the bottom of the page.
The page number is preceded by Chapter number with the
hyphen .
0.2.6 A list of effective pages will be issued for incorporation in the

Manual.
0.2.7 The Operations Manual shall be reviewed twice a year. All

circulars/ Company Advisories valid upto 31 st March / 31st
October every year shall be incorporated in the Manual and
the Manual be submitted to DGCA in May/ November for
acceptance. The next issue / revised Manual shall be effective
June/ January every year.
0.2.8 All amendments and revisions to the Operations Manual will

be distributed to holders of the Manual. Personnel becoming
aware that amendments or revisions have been made, but
not in receipt of those amendments, should obtain the same
from the Technical Library, Old Airport as soon as possible.
Documentation Section, CSI A, shall ensure that all relevant
changes are incorporated into the document s on board the
aircraft.
0.2.9 The Manual will be provided in a ring binder outer cover for
easy incorporation of amendments.
0.2.10 The manual will be in A5 size so that it is conducive to easy

handling and study in the cockpit.
0.2.11 When immediate amendments or revisions are required in

the interest of safety, they may be published with the verbal
approval of CFOI , FSD DGCA, I ndia. I n such an instance the
amendment must be forwarded to DGCA, I ndia within two
working days for formal evaluation at DGCA.
0.2.12 Air I ndia Operations Manual shall incorporate all

amendments and revisions required by the DGCA,I ndia.
Page 0-8
PART - A Chapter 0
AND CONTROL
0.3 All efforts have been made while issuing this manual to
incorporate latest DGCA CAR and other regulatory
informations. All Pilots Cabin Crew Flight Despatchers and
Technical Officers and Users of this manual are required to
check for revised procedure at www.airindiaops.com and
current DGCA CAR's at www.dgca.nic.in. Also refer latest
respective Aircraft AFM/ FCOM/ FCTM/ SOP.
0.4 Typical plan and layout

Typical plan and layout of the Manual is given below :
MANUAL
PART – A, B, C, etc.
SUB PART – A, B, C, etc.
VOLUMES – I , I I , I I I , etc.
SECTI ONS - 1,2, 3, etc.
CHAPTERS – 1,2,3, etc.
PARAGRAPH – (e.g. 7.1 – para no. 1 of Chapter 7)
SUB-PARAGRAPH – (e.g. 7.1.4)
SUB-SUB-PARAGRAPH – (e.g. 7.1.4.6)
Page 0-9
PART - A Chapter 0
AND CONTROL
Intentionally Left Blank
Page 0-10
PART - A Chapter 1
OPERATIONS I ssue 4 Rev 0 15 Oct 2014
ADMINISTRATION
AND SUPERVISION
NAME OF COMPANY : AI R I NDI A LI MI TED
ADDRESS OF : 113, GURUDWARA

REGISTERED OFFICE RAKABGANJ ROAD
NEW DELHI - 110001, I NDI A
TEL NO. : EPABX + 91-11-23422000
TEL / FAX NOs. :+ 91-22-26157030/ 26157059/

+ 91-11-24697390
ACCOUNTABLE EXECUTIVE/ : Shri. Rohit Nandan

MANAGER CMD
E-MAIL : Rohit.Nandan @airindia.in
ED – OPS : Capt. S.P.S. Suri
E-MAIL : SPS.Suri@airindia.in
DGCA Nodal Officer :i) Shri. P. Balachandran
E-MAIL : P.Balachandran@airindia.in
Page 1-1
PART - A Chapter 1
ADMINISTRATION
AND SUPERVISION
1.0 RESPONSIBILITIES OF OPERATIONS PERSONNEL

PERTAININGTO THE CONDUCT OF FLIGHT OPERATIONS
The scope, structure and functionality of Operations
Management system depicting lines of authority, duties,
responsibilities and inter-relations of functions and activities are
as under so as to maintain functional continuity with the
Operations Management System in line with Company policy.
1.1 ORGANISATION AND RESPONSIBILITIES
1.1.1 ORGANI SATI ON STRUCTURE
Page 1-2
PART - A Chapter 1
ADMINISTRATION
AND SUPERVISION
Page 1-3
PART - A Chapter 1
ADMINISTRATION
AND SUPERVISION
1.1.2 SUPERVISION & CONTROL OF THE OPERATION
1.1.2.1 GENERAL POLICY

The Operations Department shall advise feasibility of all Flight
Operations. No operation shall be undertaken which jeopardizes safety
& security and is in contravention of the State Rules, the Company` s
Operations Manual, Aircraft Flight Manual. The watchword of all
operations shall be "Safety First". The Organisational policy commits
the Organization to a culture that has safety & security as fundamental
operational priority. We also endeavour for continual improvement of
management system.
1.1.2.2 OPERATIONS POLICY, MISSION AND GOALS

The Airline Operations Policy and Mission will be:
• Safety
• On Time Performance
• Courtesy
• Passenger Comfort
• Economy
All the employees of the organization must be actively committed to
the highest standards of organizational quality and safety. The
organization culture should be such that quality, safety and security
are fundamental operational priorities. Quality is a culture to be
developed, affecting everybody in the company. Therefore, the
responsibility for safety and quality does not rest with a specific
department or with specific persons. Every person in our airline has
the responsibility to ensure that our airline is a high quality and safe
airline.
Our airline promotes a philosophy of continual improvement in

safety, quality and service to customers. We also demand that our
staff do things the right way and need to fulfil our customers’
expectations without compromising the safety and quality of our
operations. Our communication system will be open for any
suggestions for improvement in quality and safety.
All of us must comply with laws, as well as, regulations and

procedures of the airline and the regulatory bodies. Similarly, all of
us must also comply with the laws, regulations and procedures of
those states in which the operations are conducted.
Page 1-4
PART - A Chapter 1
ADMINISTRATION
AND SUPERVISION
Quality performance is a commitment to excellence by each

employee of our airline. I t is achieved by teamwork and a process of
continuous improvement and it should be the endeavour of all of us,
at all times, to maximize customer satisfaction, without
compromising on safety. The convenience, speed and comfort of air
transportation cannot be viable without Safety, which is air
transport's priority. The price of carelessness or neglect in the air is
so much greater than it is on the surface. Safety is the responsibility
of everyone connected with air transport system. Management at all
levels should provide means for prompt corrective action in the
elimination of unsafe acts, conditions, etc.
I t is obligatory on the Airline to provide "On Time Performance" with

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

compliance with the procedures established by the State, the Company
Operations Manual (Part A, B, C & D) and Aircraft Flight Manual and
also to provide necessary resources for the conduct of such
operations. No instructions shall conflict with the authority of the
Commander. I t is the responsibility of all Operations Personnel to bring
to the attention of the Executive Director (Operations)/ General
Managers (Operations) any violation of the Operations Manual.
1.1.2.4 SUPERVISION OF OPERATIONS
The Operations Department is headed by the Exec. Director –

Operations. He is assisted by General Managers – Ops from various
Regions/ HQ / Flight Despatch / CMS / Technical. During his absence
the duties and responsibilities of the Exec. Director-Operations shall be
delegated to the respective General Managers(HQ). During their (GMs)
Page 1-5
PART - A Chapter 1
ADMINISTRATION
AND SUPERVISION
absence, the same shall be carried out by the Addl. General Managers
/ Jt. General Managers/ Dy. General Managers / Sectional Heads of the
respective Sections. I n the absence of any these Executives, the senior
most in the Section will carry out the duties of the Section.
1.1.2.5 LICENCE AND QUALIFICATION VALIDITY
Refer Operations Manual part- D.
1.1.2.6 COMPETENCE OF OPERATIONS PERSONNEL
Refer Operations Manual part- D.
1.1.2.7 CONTROL ANALYSIS AND STORAGE OF RECORDS,

FLIGHT DOCUMENTS
The Regional General Manager (Ops.)/ General Manager-CMS will

authorise an officer who will be responsible for the m anagement &
control, analysis and storage of Flight Operations records pertaining
to all flight documents and operational control & operational security
in accordance with requirement of authority as applicable to each
operation.
All records pertaining to the operation of a flight such as flight
report, Sector pages, pilot’s reports, flight plans, weather briefings,
load & trim sheets, fuel & oil records and all other flight documents
shall be retained for a period of six months. Relevant data pertaining
to flight times, operating crew, estimated & actual fuel uplifts etc.
shall be electronically stored and a daily back-up of such data shall
be maintained by the Management I nformation System (MI S) Cell.
These records shall be maintained in such a manner so as to ensure
ease of identification, retention and retrieval, protection and security.
The historical data shall be archived periodically.
The Regional General Manager (Ops.)/ General Manager-Crew

Scheduling is also responsible for the management and control of
flight operations records to ensure the content and retention of such
records is in accordance with the requirement of authority as
applicable and he ensures operational records are subjected to
standardized processes for:
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PART - A Chapter 1
ADMINISTRATION
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i) I dentification by Employee Name & Number

ii) I dentification by Flight Number
iii) Legibility
iv) Maintenance
v) Easy Retention and Retrieval
vi) Protection and Security ( in a secure area)
vii) Disposal and Deletion
This record shall be maintained for a period of Six months. The

disposal of records shall be by means of shredder.
Additional information, flight planning data etc. will also be
controlled, issued and analysed by this section.
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BOEING
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1.1.2.7.1 DOCUMENT MANAGEMENT SYSTEM (WB/BOEING)
Safety critical and/ or operationally significant information, either

Technical or Administrative, is distributed to all flight crew, flight
despatchers and flight operations personnel through
circulars/ Company Advisories.
A distribution & control system and review process of various
documents like Operations Manual, aircraft Manuals, circulars,
company advisories is in place. Such system includes:
i) a means of identifying the version and revision number of the
documents;
ii) a distribution process that ensures availability of the current
version of documents/ circulars to appropriate personnel.
iii) review & issue revisions as necessary to maintain the currency of
information contained in the documents:
The Manuals issued by Air I ndia are periodically reviewed by Flight
Operations Section/ Fleet Captains, during Standardisation meetings,
for changes and timely revisions issued, as appropriate. Notices are
displayed at all Flight Despatch stations regarding issuance of
Revisions.
Company Advisories and circulars are reviewed periodically and
incorporated into the Operations Manual, Standard Operating
Procedures (SOPs) for respective aircraft, or the
relevant Manual(s).
iv) retention of documents that permits easy reference and
accessibility:
Documents are maintained in the Operations Technical Library and
are available for easy reference.
They are accessible to all flight crew, flight despatchers and all flight
operations personnel.
v) identification and disposal of obsolete documents :
All documents are identified by their names and are retained in the
Technical Library until their validity period. Records of distribution
are kept for a minimum period of 1 year. Once incorporated into
various Manuals as mentioned in ii) above, the Company Advisories
and circulars will then be deleted and a list of effective circulars
issued.
vi) reception of documentation and / or data from external sources
to ensure information is received in time to satisfy operational
requirements.
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BOEING
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The Documentation Section ensures the receipt of documents in a

timely manner which is issued to flight crew and all concerned by
hard as well as soft copies or website, as applicable, for all safety
critical operational information to personnel within and external to
the to Flight Operations.
Documents received from external sources include the following, as
a minimum:
1. DGCA regulations and those published by other states/ regulatory
authorities;
2. I CAO documents;
3. Airworthiness directives;
4. AI Ps/ NOTAMs;
5. Flight Crew Bulletins or directives;
6. Manufacturer’s documents such as AFM, FCOM, checklists,
MMEL/ CDL, weight & balance Manual and any other publications.
The above documentation system shall address as a minimum:
i) the OM
ii) other documents referenced in the OM that contain
information and / or guidance relevant to the flight crew
iii) the onboard library
All documents used directly in the conduct or support of Flight
Operations must ensure the following:
a) Containing information that is legible and accurately
represented
b) Written in English language understood by all our Flight
Operations Personnel.
c) I s presented in usable format that meets the needs of
Flight Operations Personnel
d) I f required, is approved by DGCA.
1.1.2.7.1.1 DOCUMENT DISTRIBUTION
i) The Company Advisories are available on the Air I ndia Operations
website and are included as part of the flight despatch documents
for each flight for crew reference.
ii) All circulars, applicable Manuals and other Company documents
are available and distributed by the Documentation Section the
through:
a. Air I ndia Operations website.
b. Recent circulars are available on board the aircraft in the I nterim
files and are also displayed on the Notice Boards at all Air I ndia
Flight Despatch offices in the network.
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c. Circulars are also forwarded through emails to all flight crew, flight
despatchers and flight operations personnel.
d. Printed copies of the circulars are available at the Documentation
Section, for reference.
ii) The latest revisions to the documents / circulars/ bulletins issued
by Air I ndia will be reflected on the Crew Reporting Forms and the
Air I ndia Operations website www.airindiaops.in.
iii) Crew must refer to all updates and sign for the same in the Crew
Reporting Form.
1.1.2.7.1.2 FEEDBACK PROCEDURES

Flight crew, flight despatchers and all flight operations personnel are
encouraged to forward their comments/ suggestions with regard to
the documents/ circulars/ company advisories through email/ fax to
the General Manager- Technical / G.M – Ops.
1.1.2.7.1.3 TECHNICAL CIRCULARS

I nformation on technical matters is disseminated to the crew and
other flight operations personnel by means of technical
notices/ circulars, such as:
i) Policies and procedures laid down by the Company;
ii) Recommendations of airframe/ engine/ and other aircraft related
system manufacturers on operational practices;
iii) Manufacturer’s bulletins;
iv) Security alerts and bulletins;
v) Airworthiness Directives;
vi) Aircraft/ systems modifications relevant to crew;
vii) Highlights of investigation reports.
viii) Any other pertinent matter relevant to flight operations, which is
supplementary to the information given in the Aircraft Operations
Manual.
All circulars shall follow a system of preparation, review & checking

before issue and will be signed by the officials who have prepared/
checked and the issuing authority.
1.1.2.7.1.4 ADMINISTRATIVE/OPERATIONAL NOTICES
Matters concerning crew administration/ crew rostering and other
administrative subjects are being issued to all concerned by means
of circulars.
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1.1.2.7.1.5 COMPANY ADVISORIES

Company Advisories are computerised and are generated for each
flight as part of the briefing folder.
I nformation of following nature is disseminated to the crew by
means of Company advice.
i) I nformation relevant only to a particular route.
ii) I nformation relevant to the origin/ destination/ enroute airport for a
particular flight.
iii) I nformation which is of temporary nature and of short duration or
alert the crew regarding changes in procedures/ highlight the
issuance of some important circulars.
iv) Any other information including NOTAMs received after office
hours, affecting safety of operations.
1.1.2.7.1.6 OPERATIONAL DOCUMENT MANAGEMENT

A flow chart giving the documentation management and distribution
process is as follows:
DGCA/ Regulatory Authority
Page 1-11
BOEING
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Note : 1) On receipt of documents from aircraft manufacturers or

other sources given in the above flow chart, the document
updates/ revisions will be sent to Documentation Section at CSI A for
updating the documents carried on board the aircraft. This shall be
done within 3 working days from the date of receipt at Operations
Documentation Section, Old Airport.
2) Documents and Company Circulars/ Advisory in digital form will be
made available to all concerned through www.airindiaops.in within
two days of receipt. The document placed in the website has a
backup server , maintained by DI T.
3) The documents that require re-printing will be handed over for
outsourced printing within 3 working days of receipt of documents
with instructions to the printer to complete printing and deliver it
within 2 weeks.
4) Distribution of printed copies as per the distribution list will
commence immediately on receipt from the Printers and the process
should be complete within one week.
5) Detailed instructions for document management have been issued
to the Documentation Section.
1.1.2.7.1.7 DUTIES AND RESPONSIBILITIES OF ELECTRONIC

FLIGHT BAG (EFB) ADMINISTRATOR
The EFB Administrator is the person appointed by Flight Operations
who is responsible for the administration of the EFB system within
the company. The role of t he EFB Administrator is a key factor in the
running of the EFB system.
i) He/ She will be responsible for ensuring that hardware confirms to
the required specification and that no unauthorised software is
installed.
ii) He/ She will be responsible for ensuring that only the current
version of the application software and data packages are
installed on the EFB system.
iii) He/ She will need to receive appropriate training in the role and
should have a good working knowledge of the EFB system
hardware and operating system.
iv) He/ She should identify, in consultation with the EFB system
supplier, as to which parts of the system can be accessed and
modified by the EFB Administrator and which parts are only
accessible by the supplier.
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v) He/ She may further delegate tasks to the Engineering and

Operations personnel for changes and modifications related to
the EFB system hardware and software.
vi) The EFB Administrator should establish procedures to ensure that
these guidelines are strictly adhered to and that no unauthorised
changes take place.
vii) The EFB Administrator will also be responsible for conducting
audits and for ensuring that Company procedures are complied
with by all personnel. This should include systematic
audits/ checks against the procedures and random checks of
reports to ensure that any detected errors are correctly followed
up.
viii) He/ She will ensure that all matters related to EFB
hardware/ software applications will be routed through the EFB
Administrator. I n this regard he/ she will ensure liaison with the
manufacturer and engineering department.
1.1.2.7.1.8 DISTRIBUTION OF OPERATIONAL DOCUMENTS
The distribution of printed/ electronic copies of documents to the

Flight Crew, Flight Despatchers, Flight Despatch stations, Ground /
Navigation I nstructors etc. will consist the following as a minimum:
FLIGHT CREW:
Flight Crew Training Manual FCOM / FPPM
Quick Reference Handbook SOP with Performance Guidelines
Operations Manual Part A SEPM

RTOW TRG HANDBOOK All weather Operations & Special
Ops Manual
CRM Manual ETOPS Manual

All weather and Special Operations Manual
FLIGHT DESPATCHERS:
FCOM / FPPM Operations Manual Part A
SOP with Performance Guidelines Flight Despatch Manual
FLIGHT DESPATCH STATIONS:

FCOM / FPPM Operations Manual Part A
SOP with Performance Guidelines Flight Despatch Manual
Page 1-13
BOEING
PART - A Chapter 1
ADMINISTRATION
AND SUPERVISION
Flight Crew Training Manual Quick Reference Handbook

MEL / DDG AI Weight & Balance Manual
RTOW Handbook ETOPS Manual
Polar Operations (at
BOM, DEL & JFK)
OUTSTATIONS WHERE FLIGHT DESPATCH IS NOT

AVAILABLE:
Since there are no Operations personnel available at these stations
to amend and update the documents, crew should refer to onboard
documentation for flight preparation.
GROUND TECHNICAL & OPS TRG INSTRUCTORS:

Flight Crew Training Manual FCOM / FPPM
Quick Reference Handbook All weather Operations &
SOP with Perf guidelines Special Ops Manual
ETOPS Manual
Operations Manual Part A All weather and Special Operations
Manual
The Executive Director – Ops / Training, as applicable, will be

responsible for issuing instructions with regard to training, technical
and operational matters both general and type specific through
Circulars and Type specific Technical Circulars. These will be
disseminated through the Regional General Managers under
signature to concerned Operations personnel. A master file and
records will be maintained for minimum 6 months period. These
circulars will have an effective date, validity and will be placed in
appropriate Manuals, viz., Operations Manual, SOPs, SEPM, etc.
Page 1-14
AIRBUS
PART - A Chapter 1
ADMINISTRATION
AND SUPERVISION
1.1.2.7.2 DOCUMENT MANAGEMENT ( NB/AIRBUS)

A distribution and control system and review process of documents,
which are used directly in the conduct, or support of our operations
is in place. I t includes:
i) The documents / information / data from the
Manufacturer are received by the CTE Hyderabad /
Engineering, who then forward these to the Regional
Documentation Cell for retention, timely updation and
dissemination. The documents from Jeppesen are received
in the Cargo and the same are retrieved by Regional Stores
department, who then forwards it to Regional
Documentation cell for timely updation and dissemination.
The documents from other Agencies like I CAO, DGCA and
Airports Authority are either received at HQ (Technical)
Operations Department ,Safderjang ,Delhi or directly at
Regional Documentation Cell .
The above documentation system shall address as a

minimum:
 the OM
 other documents referenced in the OM that contain
information and / or guidance relevant to the flight
crew
 the onboard library
 DGCA Regulations
 Regulations of other states as applicable to
Operations
 I CAO I nternational Standards and Recommended
Practices, as applicable
 Airworthiness Directives
 Aeronautical I nformation Publications and NOTAMS, as
applicable
 Manufacturers approved Flight Manual, including
performance data, weight and balance data/ manual,
checklists and MMEL/ CDL
 Manufacturers operational communications, as applicable
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AIRBUS
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ii) I dentifying the version of operational documents with the

help of I ssue, effective date and revision number given by
issuing authority;
iii) Review and issue revisions as necessary to maintain the
currency of information contained in the documents .I ssuing
Authority for the document is the authority responsible for
review and revision to maintain the currency of information
contained in the document. Notices are displayed at all flight
despatch stations regarding issuance of revisions.
iv) Documentation cell in Region maintain a Library adjoining
Flight Despatch, where individual glass cupboard are
earmarked for retention of specific documents for easy
reference and accessibility in hard copy or soft copy or both
as available.
Documents are accessible to all flight crew, flight
despatchers and all flight operational personnel.
I dentification and disposal of obsolete documents:
I n the Technical library all documents are identified by the

names and are retained until their validity period. The record
of distribution is kept for a period of 6 months. The obsolete
documents are identified by means of LEP. The operationally
relevant documents have a validity period and as such are
required to be disposed off on receipt of updations. Obsolete
documents are destroyed by suitable means .
The above documentation system shall also address
documents from external sources to include as a minimum:
 DGCA Regulations
 Regulations of other states as applicable to
Operations
 I CAO I nternational Standards and Recommended
Practices, as applicable
 Airworthiness Directives
 Aeronautical I nformation Publications and NOTAMS,
as applicable
 Manufacturers approved Flight Manual, including
performance data, weight and balance data/ manual,
checklists and MMEL/ CDL
 Other manufacturers operational communications, as
applicable
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AIRBUS
PART - A Chapter 1
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v) All documents used directly in the conduct or support of

Flight Operations, are ensured to be:
a) Containing information that is legible, written in English
Language and presented in usable format.
This shall be ensured by a process of :
i) Using only original documents issued by the
manufacturer/ Jeppesen.
ii) Printed documents duly approved and accepted by
authority are used.
iii) No hand written documents should be used.
The above documentation system shall address as a minimum:

i) the OM
ii) other documents referenced in the OM that contain
information and / or guidance relevant to the flight crew
iii) the onboard library
All documents and publications necessary for provision of technical

support on operational matters will be maintained by this Cell. List of
documents/ publications that requires t o be maintained for this
purpose is given below:
Document Revisions to be received from
a) Aircraft Flight Manual CTE
b) FCOM CTE
c) FCTM CTE
d) RTOW Charts folders CTE
e) Checklist ( QRH –Normal and Abnormal) CTE
f) MEL/ CDL Engg.
g) Operations Manual Flt Ops HQ
h) Flight Despatch Manual Flt Ops HQ
i) Emergency Management Manual QMS
j) GOC and Operations Circular (Aircraft Type Specific) CTE
k) Bulletins from Manufacturer CTE
l) Technical Circular/ Airworthiness Directives for each type of aircraft
Engg
m) I ndian Aircraft Manual DGCA
n) AI P/ AI Cs/ AI P Supplement AAI
o) NOTAM Folders Region
p) Civil Aviation Requirements DGCA
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AIRBUS
PART - A Chapter 1
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q) Jeppesen Route Manual Region

r) I CAO Annexures/ Documents Flt Ops HQ
s) Defence Airfields I AL Charts Flt Ops HQ
t) AAI - Airport Directory AAI
Note: Any other relevant documents/ publications including security
alerts and Flight Crew Bulletins.
The Document Cell in liaison with HQ (Technical) and CTE

Hyderabad shall regularly review LEPs and ensure availability of
current version of all operationally relevant documents and safety
critical information for distribution to Operations personnel and flight
crew. A record of revisions received and action taken should be
maintained by this Cell.
1.1.2.7.2.1 DOCUMENT DISTRIBUTION

This Documentation Cell is responsible for timely distribution of
relevant documents/ circulars to appropriate operations personnel
and flight crew. The same may be in hard copy/ soft copy or both as
applicable.
This cell also ensures dissemination of safety critical information to
all concerned. A record of all such receipts and issues shall be
documented in a register or equivalent format and the signatures of
the flight crew to be taken as an acknowledgment.
1.1.2.7.2.2 FEEDBACK PROCEDURE

All flight crew, flight despatcher and operational personnel are
encouraged to voluntarily forward their comments on any
operational aspect through written communication, email, flight
despatch/ movement control logbooks etc. I n addition the
Documentation Cell will:
- Keep Flight Despatch informed regarding any change in routing,
intimation regarding closure or any change in the operations of
an airfield, any change in the let down procedure or any other
mandatory circular information for the safe operation of the
flight.
- Provide the Flight Despatch with arrival/ departure format on
new schedules in order to monitor the flight movement.
- Provide Flight Despatch with up-to-date met minima, NOTAMS
etc. for all the airfields where flights are operated.
- Provide MEL for all the aircraft operating within the region.
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AIRBUS
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- Keep and maintain a file in the Flight Despatch Section for

various circulars on emergencies, hijacking, bomb scare and
incidents/ accidents.
- Keep Flight Despatch informed regarding changes in the
frequencies of HF-SSB Company Channel, timings of operations
or any other information regarding the communication with
other stations.
- Keep the mandatory NOTAMS copies ready with the Flight
Despatch Section where the dissemination of information is very
essential for the next day's flight and pilot must be informed.
They will also place the mandatory circulars on the notice board
of Flight Despatch.
- Keep authenticated copy of the RTOW Charts which are placed
on board the aircraft for reference.
- All documents as specified for on board library are to be carried
on every flight and placed in the cockpit for easy access of
crew.
 Cockpit Documentation Bag containing AOM, FCOM, OM,
MEL/ CDL, Cabin Safety and Emergency procedure, QRH,
RTOW charts, Dangerous Goods Guide to be kept in
cockpit behind the seat of Co-Pilot
 OFP and ATS, applicable, departure, navigation and
approach chart, Route and airport instruction and
information, evacuation routes to be carried by cockpit
crew.
 Load and Trim sheet to be kept on board for easy access
and reference by crew by Commercial Department.
- Ensure revision and currency of following documents of on-
board library:
_AOM / FCOM
_MEL / CDL
_Safety and Emergency Procedure
_Dangerous Goods Guide
_Operations Manual
_As and when Dangerous Goods are transported, I ATA
Dangerous Goods Manual is brought to the cockpit for
perusal of cockpit crew.
The Management and control of following other documents of on-
board Library is as under :
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AIRBUS
PART - A Chapter 1
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1. Aircraft specific weight and balance instructions / data

(including loadsheet) – By Commercial Department
2. OFP and ATS for each flight - Flight Despatcher / Captain
3. The applicable departure, navigation and approach chart as
required by the AFM – Operating flight crew
4. Route and airport instruction and information (flight crew
member route guide) for each flight to include, as a minimum:
- departure airport;
- destination airport
- en-route alternate airports
- emergency airports
This shall be carried by operating flight crew.
5. The evacuation routes used in case of decompression in an
area of high terrain (if applicable) – by Flight Despatcher /
Operating Flight Crew Wherever the Flight Despatch functions
have been outsourced or at the night stopping stations for flying
crew on the company network, the relevant Technical cell on
behalf of Regional GM (Ops.) concerned is responsible for
providing the operationally relevant data to outsource agency &
company Airport Manager:
iv) A Cockpit Documentation Bag containing updated operational
documents ( as applicable ) for their reference and information.
Page 1-20
PART - A Chapter 1
ADMINISTRATION
AND SUPERVISION
1.1.3 PROMULGATION OF ADDITIONAL OPERATIONAL

INSTRUCTIONS AND INFORMATION
The Executive Director (Operations) will be responsible for having a
communication system in place that enables and ensures an
effective exchange of operationally relevant information including
safety critical operational information either or technical or
administrative, throughout the flight operations management
system, among flight crew, flight despatchers, flight operational
personnel and other appropriate personnel external to flight
operations through various meetings held within the department and
with other departments including Training committee/ flight safety
subcommittee/ Standardization meetings and also through written
communication which includes circulars, instructions and
memorandums etc. .
He shall also issue additional operational and administrative
instructions. This information shall be disseminated to all operations
personnel through the respective General Manager (Ops.) who will be
responsible to maintain a record of such information separately.
The detailed dissemination process listed in process book shall ensure

that issues affecting operational safety and security are coordinated
among operational personnel to include:
i) Operational Control / Flight Despatch through Regional GM(Ops)
ii) Human Resources to include operational personnel in liaison with
HR department
iii) Regulatory Authority (DGCA etc.)
The other areas that are coordinated for Flight Operations are:
i) Accident Prevention and Flight Safety - ED ( Flight Safety)

ii) Cabin Operations – ED (customer Services)
iii) Engineering and Maintenance – ED(Engg.)
iv) Operations Engineering – GM –Tech / ED(Ops)
v) Ground Handling- ED(Ground Handling)
vi) Cargo Operations- ED(Cargo)
vii) DGR – ED(Ops.) & ED (Commercial)
a)Manufacturers (AFM/ AOM, Operational and Safety
Communications) – ED (Ops.), ED(Training) & ED(Engg.)
b)Quality assurance – Head of QMS
Page 1-21
PART - A Chapter 1
ADMINISTRATION
AND SUPERVISION
1.1.4 ACCIDENT PREVENTION AND SAFETY PROGRAMME

1.1.4.1 ACCIDENT PREVENTION ADVISOR
Executive Director - Flight Safety is the Accident Prevention Adviser
to the Airline. The Flight Safety Department is responsible to deal
with all Air Safety matters related to Aircraft Operations inclusive of
investigation of accident/ incidents prevention, safety measures, its
implementation and monitoring Safety Audit, etc.
Executive Director (Flight Safety) is assisted by General Managers
(Flight Safety), Dy. General Managers (Flight Safety).
Executive Director (Flight Safety) will be responsible to the Chairman
and Managing Director for all safety related issues. He will work in
close coordination with the Executive Director (Operations) and
Executive Director (Training).
He will be administratively under the Chairman & Managing Director.
The main responsibilities of Executive Director (Flight Safety) are:
- Accident Prevention by risk identification with the ultimate objective
of risk elimination - Establishing Accident Prevention Programme
including mandatory and voluntary reporting of incident.
- Flight Operations Quality Assurance (FOQA) through monitoring of
Aircraft recorders and flight parameters exceedence.
- Liaisoning with DGCA, Airports Authority, I nternational Airline and
Flight Safety Foundation(USA) for all matters concerned with safety.
- Monitoring Permanent I nvestigation Board
- Supervising the Flight Safety Sub-Committee
- Monitoring Safety Audit to the Company’s operations
- I nstituting a system for dissemination of Safety Critical Operational
information for the appropriate personnel within and external to
flight operations organization.
1.1.5 OPERATIONS CONTROL
Company retains full responsibility (and accountability) for the

overall operational control of each flight.
Operational control is defined as the exercise of authority (Within the

context of operational control, authority is defined as the power or
right to give orders, make decisions, grant permission and/ or provide
approval) to initiate, continue, divert or terminate a flight in the
interest of the safety and security of the aircraft and its occupants.
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PART - A Chapter 1
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I n order to practically exercise operational control of flight operations

Air I ndia delegates the authority for the initiation, continuation,
diversion or termination of each flight in the interest of the safety of
the aircraft to the PI C as per DGCA requirements. Flight Despatchers
/ Operations Controller to work in conjunction with Air India’s system
of operational control in a support capacity.
As per the company policy PI C has an unquestionable authority over

the other crew members regardless of their seniority/ experience or
qualification. PI C should receive co-operative inputs from the other
crew member in accordance with the standard procedure and his
authority should never be diluted by anyone’s over bearing a ctions.
Whenever two qualified commander fly together, care should be
taken to ensure that there is no dilution of responsibility and
authority of the PI C.
The Flight Despatcher supports operational control by assisting the

Pilot in carrying out such functions, duties or tasks such as pre-flight
planning, load planning, weight and balance, delay, despatch
release, diversion, termination, etc by co-coordinating with the
various agencies such as Load control, Maintenance Control. Crew
Control (Scheduling). ATC, Meteorological Communication,
Commercial, Ground Handling, Cargo, etc.
Operations Controller shall support, brief, and/ or assist the PI C and

provide necessary assistance to PI C to decide over the initiation,
continuation, diversion or termination of a flight. PI C and Operations
Controller will communicate with each other and external entities on
the operational information using VHF/ HF/ ACARS or any means
available throughout the duration of the flight.
While exercising the flight supervision and control, the Operations

Controller shall render assistance/ guidance to aircraft during
emergency/ abnormal operation. Flight Despatch, shall also assist the
Operations Controller in discharge of his duties as required.
En-route amendments to the OFP if required, must be coordinated

and verified by means of relevant log under signature made by the
operations controller, the relevant log also must contain a recorded
agreement of the PI C.
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A flight shall not continue towards the airport of intended landing

unless the latest available information indicates, at the expected time
of arrival, a landing can be made at that airport or at least one
destination alternate airport.
Operations Controller with responsibilities for operational control

need to have current and accurate information available, to allow
informed decision making on completing the mission that would
include at least:
_ weather information, both en-route and at the airport of intended

landing, to include hazardous phenomena such as thunderstorms,
turbulence, icing and restrictions to visibility.
_ be conversant with the Company’s Aerodrome Operating Minima,

field conditions, such as runway condition and availability and
status of navigation aids.
_ en-route navigation systems and facilities where possible failures

might occur that could affect the safe continuation or completion of
the flight.
_ fuel supply, including actual en-route consumption compared to

planned consumption, as well as the impact of any changes of
alternate airport or additional en-route delays.
_ aircraft equipment that becomes inoperative, which results in an
increased fuel consumption or a performance or operational
decrement, is to be considered and planned for, to ensure the
aircraft makes a safe landing at an approved airport.
_ Air traffic management issues, such as re-routes, altitude or speed

restrictions and facilities or system failures or delays.
_ security issues that could affect the routing of the flight or its
airport of intended landing.
Page 1-24
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1.1.6 APOROVED PERSONNEL
ACCOUNTABLE EXECUTIVE: Shri. Rohit Nandan

The Chairman and Managing Director is the accountable executive
for all functions of Airline.
EXECUTIVE DIRECTOR-OPERATIONS
Capt. S.P.S. Suri, ED-Ops is the approved executive responsible for
Flight Operations.
GENRAL MANAGER -OPERATIONS (HQ/Boeing) :

Capt. Arvind Kathpalia
General Manager - Operations (HQ/ Boeing) is the approved
executive responsible for all matters pertaining to Boeing Flight
Operations (B777/ B747/ B787 fleet).
GENRAL MANAGER -OPERATIONS (HQ/Airbus) :

Capt. Amitabh Singh
General Manager -Operations (HQ/ Airbus) is the approved executive
responsible for all matters pertaining to Airbus Flight Operations
(A320Family and A330 fleet).
EXECUTIVE DIRECTOR (TRAINING) : Capt. A. S. Soman

Executive Director (Training) is the approved executive responsible
for all matters pertaining to Training.
EXECUTIVE DIRECTOR (FLIGHT SAFETY) :

Capt. Subodh Nigam
Executive Director (Flight Safety) is the approved executive
responsible for all matters pertaining to Flight Safety.
EXECUTIVE DIRECTOR (ENGINEERING) :

Shri A. K. Mathew
Executive Director (Engineering) is the approved executive
responsible for all engineering aspects of aircraft operations.
DIRECTOR (COMMERCIAL & CARGO) :

Shri Pankaj Srivastav
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Executive Director (Commercial & Cargo) is the authorized executive

responsible for all ground operations involving the handling of
passengers, freight and mail.
HEAD – QUALITY, SAFETY AND ENVIRONMENT

MANAGEMENT SYSTEM:
Mrs. Harpreet A De. Singh
Head - Quality Management System (QMS), Safety and Environment

Management System is the approved executive responsible for all
matters pertaining to Quality Management And Environment
Management.
EXECUTIVE DIRECTOR (CUSTOMER SERVICES)

Mrs. Harpreet A De. Singh
Executive Director (Customer Services) is the authorized executive

responsible for all Customer Service activities of the airline including
cabin services.
EXECUTIVE DIRECTOR (GROUND HANDLING)

Mr. S. S. Uberoi
Executive Director (GH) is the authorized executive responsible for

all ground support activities of the airline.
DGCA NODAL OFFICER/ COORDINATOR :

Shri. P. Balachandran
DGCA Nodal Officer is the authorized person to interact with DGCA

for various approvals/ acceptance. He shall have relevant subject
knowledge and ensure that papers submitted to DGCA for approvals/
acceptance are complete in all respect and are in accordance with
relevant provisions of applicable CARs.
The official coordinates with ED (Ops)/ G M - Ops (I n charge-
WB/ Boeing) and G M -Ops (I n charge-NB/ Airbus)
The official also coordinates with ED (Trg)/ G M - Trg (WB/ Boeing)

and G M - Trg (NB/ Airbus)
Page 1-26
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1.1.7 RESPONSIBILITIES AND DUTIES OF OPERATIONS

MANAGEMENT PERSONNEL
1.1.7.1 GENERAL
The Operations Department has a management system for the flight
operations organization that ensures control of flight operations and
the management of safety and security.
The Executive Director (Operations) has overall authority and
responsibility for the management and supervision and security of all
flight operations activities. The Executive I ncharge (G.M-Ops(WB) &
G.M-Ops(NB) ) is normally assisted by other Managers.
I t is necessary to establish the responsibilities and functions of the
different individuals involved and their relationship to each other, both
within the Flight Operations area and within the Organization as a
whole.
The maintenance of safety and efficiency of Flight Operations requires
that all personnel be fully aware of the area of responsibility of the
different Managers.
As per Company policy, if in Operations Department any of the post
holders is on leave/ vacant for a given period, one of his immediate
deputies nominated by him/ company will exercise the powers
delegated to the post holder. I f for any reason, post holder is unable
to do so, his immediate subordinate officer shall exercise the powers
till further advice. I n general all executives / non-executives to ensure
that functions are carried out seamlessly even in their absence.
Specific jobs to be handed over t o their sub-ordinates with proper
briefing
to sub-ordinates / Superiors.
All flight crew and training captains shall use documents for the
conduct of training and evaluation that are authorised and published
by the company/ manufacturer for such use.
1.1.7.2 RESPONSIBILITY AND DUTIES OF OPERATIONS

The following functions which are relevant to Flight Operations shall
be under the control of the Operations Management Personnel
i) Fleet Operations
ii) Line Operations
iii) Documentation Control
iv) Fleet Crew Scheduling
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PART - A Chapter 1
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v) Flight Crew Rostering

vi) Operations Control; and
vii) Flight Despatch
The other functions relevant to Flight Operations shall be under the
control of the Management Personnel of other department as given
below:
i) Human Resources - HR Dept
ii) Risk Analysis (Operational risk) - Flight Safety Department
iii) Risk Analysis ( Organisational risk) – QMS Department
iv) Accident Prevention and Flight Safety – Flight Safety Dept.
v) Quality Assurance – QMS
vi) Security – Security Department
vii) Load and Trim – Operations and Commercial Department
viii) Operations Engineering –EDO / ED ( Training)
ix) Flight Crew Training – ED ( Training )
1.1.7.3 DUTIES AND RESPONSIBILITIES OF EXECUTIVE

DIRECTOR (OPERATIONS)
The Executive Director – Operations shall be a pilot and has
overall responsibility of Operations Control and supervision for
smooth, safe and efficient conduct of flight operations, flight
operations functions and other associated activities. He is also
responsible for the safety and security of flight operations. He
should be a Pilot, who is an Executive in the Operations Department.
He is accountable to the Chairman & Managing Director. I n all
operational matters he acts as liaison between the Company & the
Civil Aviation Administration. The Exec. Dir – Operations, may at his
discretion, interchange/ assign/ entrust a specific duty/ additional
function to any of the General Managers/ Addl. Gen. Mgrs. for
convenience or in his absence, as the situation warrants. They will
have the necessary Qualifications and are entrusted with the
responsibility and accountability to ensure
i) The management and supervision of all flight operations
activities;
ii) The management of safety and security in flight
operations;
iii) Flight operations are conducted in accordance with
conditions and restrictions of the Air Operator Certificate
(AOC) /Air Operator’s Permit, and in compliance with
applicable regulations and standards of the Airline.
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His major duties & responsibilities include:
i) To ensure that all flight operations are conducted as per

existing procedures and rules laid down by the DGCA,
I ndia or the Regulatory Authority of the countries/ areas

where Air-I ndia flights operate.
ii) To ensure compliance with the conditions and
restrictions of the Air Operator’s Permit.
iii) To plan and recruit flight crew, keeping in view the
operational requirements to sustain our existing
operations and cater for future expansion programs.
iv) To ensure the existence of a physical infrastructure and
work environment that satisfies operational
requirements.
v) To ensure that positions in Operations Department are
filled by personnel having appropriate knowledge, skills,
training and experience appropriate to the position in
liaison with personnel department as per HR policy of
Company. Also to ensure that these personnel maintain
competence on the basis of continued education and
training and continue to satisfy required technical
competency requirement in liaison with ED (Training) .
The selection criteria should meet as a minimum, the
Regulatory Authority’s requirements.
vi) To implement operational policies and flight procedures
so as to maintain a high standard of flight operation.
vii) To ensure that all flight crew maintain a high standard
of airmanship and proficiency in day-to-day operation.
viii) To ensure that national and international regulations
affecting operations of aircraft are complied with.
ix) To ensure facilities and services required for safe and
efficient operation of scheduled and non-scheduled
flights throughout our network are adequate.
x) To ensure that proper documents i.e. technical,
operational and administrative circulars, maps, charts &
manuals are issued for the safe and efficient operations
of flights.
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xi) To ensure prompt distribution of information as regards

flight safety issues received from DGCA, I ATA,
manufacturers etc.
xii) To ensure all operational requirements for operations to
new airports/ new routes are met with.
xiii) To ensure that hotel accommodation and fuel
arrangements are made in accordance with the existing
standard policy of the Management.
xiv) To act as Chairman of Standing Committee and overall
in-charge of the special extra section flights.
xv) To negotiate and deal with Associations/ Guilds etc. on
all matters.
xvi) To liaise with the regulat ory authorities, original
equipment manufacturers and other external agencies
to ensure ongoing compliance with regulations,
organisational standards and other applicable rules and
requirements.
xvii) To ensure maintenance of full & up to date records of
the training and licensing status of the Flight
Operations personnel.
xviii) To ensure that proper Operational circulars for all types
of aircraft operated by the Company are prepared and
kept up to date taking into consideration latest
operating techniques, experience, instructions and
directions of the DGCA.
xix) To ensure harmonious working relationship amongst
flight crew and ground staff and maintain discipline at
all levels.
xx) To ensure smooth functioning of Flight Despatch at all
stations.
xxi) To ensure flight crew are scheduled for flights confirm
to all DGCA regulations.
xxii) Recruitment of operational personnel to meet
operational requirements with special emphasis on
recruitment of Pilots and Flight Despatchers. To ensure
in liaison with Personnel department that operational
positions within flight operations are filled by personnel
on the basis of knowledge, skills, training and
experience appropriate for the position as per HR policy
of Company.
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The candidates prior to being employed as flight crew

members are screened for the purpose of reviewing
and/ or assessing:
- technical competencies and skill
- aviation experience
- credentials and licenses verifications including
verification of authenticity of licences- interpersonal
skills (By means of Group discussions/ interview and
psychological analysis)
- security background by Personnel Department
- common language i.e. English (Level-I V) which
includes aviation English language fluency necessary
for ensuring effective communication.
- medical fitness as per DGCA and company
requirement
- Screening / testing prospective flight crew member for
Psychoactive substances. For process details refer
Medical Department manual.
xxiii) He shall be responsible for safety & security of flight
operations within the greater context of the Comp any’s
overall and corporate safety and/ or security
management plan & Safety Management System. He
shall liase with other department of airlines for
development of processes, training of personnel &
following procedures.
xxiv) Exercise financial powers as per Company Policy to
ensure operations activities are provided with necessary
resource.
xxv) Review Management system in liaison with Personnel
Department, keeping in view findings of QMS Audits.
xxvi) To initiate I nternal Checks of Operations Department
and mitigate the findings.
xxvii) To formulate the budgetary requirements for the
Operations for the forthcoming financial year and
submit the same for financial allocation.
xxviii) To regularly review the Risk Analysis Programme in
liaison with Executive Director (FS).
xxix) To continuously endeavor to improve upon the existing
management system by review of operational standards
Page 1-31
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be it for procedures or operational personnel depending

on the requirement.
xxx) To coordinate with other departments for
smooth operations.
xxxi) To centrally manage and control issuance and revision
of Ops Manual.
While exercising such functions, Operations Controller shall maintain

liaison with other departments and perform functions in close
coordination.
Operations Controller is responsible for disruption/ crisis

management and to coordinate the activities of other interacting
departments.
1.1.7.4 GENERAL MANAGERS – OPERATIONS DEPARTMENT
1.1.7.4.1 GENERAL MANAGER – OPERATIONS(HQ)

(Boeing/ Airbus)
The General Manager – Ops shall be a pilot and is
responsible for the following:
i) To ensure discipline among the officers and staff of
Operations and various Divisions of the Operations
Department.
ii) To select the names of the Pilots for PI C as per the eligibility
criteria laid down by the Company / as agreed to with Pilots
Union in mutual agreement. The detailed eligibility criteria
for selection of PI C are provided in Training Manual.
iii) To liaise with General Manager – Ops (CMS) with regard to
scheduling of crew.
iv) To co-ordinate with the G.M. – Admin/ G.M. - Trg with
matters pertaining to Operations.
v) To plan recruitment of flight crew to meet operational
requirements and flight despatchers,operation engineering
personnel and other administrative personnel.
vi) To liaise with the Training Department for crew training and
plan / maintain availability of adequate crew strength to
sustain our existing operations and cater for future
expansion programs.
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vii) To ensure that Operations personnel maintain competency

on the basis of continued education and training and
continue to satisfy required technical competency
requirement in liaison with ED (Training) / GM-Trg.
viii) To deal with Unions/ Associations/ Guilds on all matters in
consultation with the Exec. Dir- Operations.
ix) To ensure that hotel accommodation arrangements are
made in accordance with the existing standard policy of the
Management.
x) To ensure harmonious working relationship amongst flight
crew and ground staff and maintain discipline at all levels.
xi) To assist the Exec. Dir- Operations in matters pertaining to
administration, planning, formulation of policies and
I ndustrial Relations. To review the system regularly for
continual improvement of the Operations’ Management
System.
xii) To plan recruitment of Technical Officers & Flight
Despatchers.
xiii) He/ She is responsible to EDO to ensure necessary facilities,
workspace, equipment and supporting services, as well as
work environment necessary for safe and secure operations.
This should be procured through normal established
procedure.
xiv) He/ She is responsible to EDO to ensure management and
non-management positions within the flight operations
organization that require the performance of functions
relevant to the safety and security of aircraft operations are
filled by personnel on the basis of knowledge, skills, training
and experience appropriate for the position.
xv) Any other matter assigned by the Exec. Dir-Operations.
xvi) To recommend operations policies and flight procedures to
the Exec. Dir- Operations so as to maintain a high standard
of flight operations.
xvii) To ensure that all flight operations are conducted as per
existing procedures and rules laid down by the DGCA, I ndia
or the Regulatory Authority of the countries/ areas where
Air-I ndia flights operate.
xviii) To ensure compliance with the conditions and restrictions of
the Air Operator’s Permit.
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xix) To ensure compliance with the standards established by Air

I ndia are met with by the flight crew and flight operations
personnel.
xx) To co-ordinate with the Flight Safety Department on various
activities relating to Permanent I nvestigation Board, Safety
promotions and other safety related issues pertaining to
flight operations.
xxi) To ensure that all flight crew maintain a high standard of
airmanship and proficiency in day to day operations.xxii) To
ensure that national and international regulations affecting
operations of aircraft are complied with.
xxiii) To liaise with the regulatory authorities on operational issues,
original equipment manufacturers and other external
agencies to ensure ongoing compliance with regulations,
organisational standards and other applicable rules and
requirements.
xxiv) To ensure issues that affect operational safety and security
are co-ordinated among personnel with expertise in the
appropriate areas within flight operations and relevant areas
such as, cabin operations, flight despatch, human resources,
ground handling, cargo operations, dangerous goods,
equipment manufacturers & regulatory authorities.
xxv) To liaise with Engineering Department with regard to
technical issues concerning performance, systems,
navigation, MEL/ CDL, fleet configurations, cockpit layout,
etc.
xxi) He will, as appropriate, issue technical, operational,
administrative & navigational circulars, maps, charts, Flight
Manuals and all other documents necessary for the safe and
efficient operation of a flight and ensure up-to-date status of
Flight Manuals and all other documents.
xxii) He will ensure prompt distribution of information with regard
to flight safety and aviation security issues received from
DGCA, I ATA, manufacturers etc.
xxiii) To supervise the functions of the SSB.
xxiv) To take action on flight crew reports pertaining to Flight
Ops.
xxv) To liaise with GM – Ops(Trg) with regard to matters
pertaining to operating crew proficiency and flight crew
training.
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xxvi) To supervise & ensure that all flight operations are conducted
as per existing procedures.
xxv) To carry out internal Checks of flight operations activities.
xxvi) To ensure that contracts / agreements are executed with
external service providers and includes appropriate clauses
for Air I ndia to monitor and ensure that the requirements
that affect the safety of flight operations are being fulfilled.
xxvii) To ensure that the data acquired from such external service
providers, which directly affect the safety of flight
operations, is reviewed and cross checked to meet the
required technical specifications prior to being utilised for
operations.
xxviii) To ensure supervision and control of all flights,
operational control functions and other associated activities
xxix) To formulate Flight Despatch (operational control) policies
and supervision of Flight Despatch activities throughout
Airindia network.
xxxi) To ensure the Flight Despatch (Operational Control) Manual
is amended and kept up to date and revisions sent to
DGCA for obtaining approval.
xxxii) To ensure the Flight Despatch (Operational Control) Manual
is amended and kept up to date and revisions sent to
DGCA for obtaining approval.
xxxiii) To ensure positions within the organization relevant to the
operational control of flights are filled by personnel on
the basis of knowledge, skills, training and experience
appropriate for the position.
xxxiv) To supervise the Despatch and Operational control.
xxxv) Any other matter assigned by the Exec. Dir-Operations.
Page 1-35
PART - A Chapter 1
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1.1.7.4.2 GENERAL MANAGER – TECHNICAL/ADDITIONAL

GENERAL MANAGER – TECHNICAL
The General Manager – Technical shall be a Technical officer
with engineering background and is responsible for the
following:
i) To determine whether the facilities and services required
for efficient operation of scheduled and non-scheduled
flights throughout our network are adequate and initiate
action for their improvement as deemed necessary.
ii) To analyse delays, diversions, technical landings etc. and
take technical corrective action as applicable.
iii) To assist the Exec. Dir- Operations in matters pertaining
to planning and formulation of operational policies with
General Manager-Flight Ops.
iv) To address various technical queries from the DGCA,
Ministry etc.
v) To ensure that all documentation, including revisions
thereof, required for the onboard library and distribution
to the flight crew and other flight operations personnel is
updated and distributed in a timely manner.
vi) He will ensure all technical requirements for operations
to new airports/ new routes are met with.
vii) To assist the Exec. Dir-Operations with technical matters
pertaining to aircraft selection, fleet planning etc in
coordination with GM (Flt Ops).
viii) To ensure that all technical requirements for operation
of Special Extra Section (Ferry/ SESF/ Charters) flights are
met with and necessary technical arrangements made in
this regard.
ix) To ensure that renewals of the Air Operator’s Permit,
Aircraft I nsurance are obtained in a timely manner.
x) To estimate the annual Revenue and Capital budget
expenditure towards fuel consumption for all aircraft.
xi) To co-ordinate with Engineering/ GSD/ Planning Dept. in
aspects of flight operations including dry lease/ wet
lease of aircraft.
xii) Evaluation & finalisation of jet fuel contracts for all
online/ alternate airports in our network.
xiii) To liaise with the regulatory authorities, Airport
Authority, original equipment manufacturers and other
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PART - A Chapter 1
ADMINISTRATION
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external agencies as applicable, under the direction of

EDO.
xiv) To supervise Operations Engineering activities as
described in the Operations Engineering Process Hand
book.
xv) To supervise the Technical functions of the SSB.
xvi) Any other matter assigned by the Exec. Dir-Operations /
GM (HQ).
xvii) Monitoring & revising of DGCA CARs and other
regulations in the Manual
xviii) Supervison of NAVDATA Performance
xix) Supervision of preparation of RTOW tables and
distributions.
xx) Supervision on ATRs on PSRs
xxi) Co-ordination of all audits pertaining to Operations
Department.
1.1.7.4.3 GENERAL MANAGER - OPERATIONS (CMS)

The General Manager-Ops. (CMS) shall be a pilot and is
responsible for the following:
i) To ensure the safe, regular and efficient operation of flights
and to maintain high standards in work and discipline
amongst all staff of the Crew Scheduling.
ii) To maintain high standards in work and discipline amongst
all officers/ staff of the MI S cell.
ii) He will be responsible for all crew scheduling work and
compliance of Flight Duty Time Limitations (FDTL) and
maintenance of these records.
iii) To release the crew, as and when advised by G.M. – Ops
(Trg) for local checks, Simulator, route checks, refresher
courses, etc. as the case may be.
iii) To release the crew for periodic medical checks as advised
by G.M. – Ops (Trg).
iv) To ensure adequate distribution of flying amongst crew (as
per FDTL/ agreements with Pilots Union) with a view to
minimise shortfall payment.
v) Formulating crew rostering pattern and postings, when
required.
vi) Releasing the flight programme. Releasing crew route
pattern in accordance with network.
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PART - A Chapter 1
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vii) I mplement, supervise the activities concerning Crew

Management System.
viii) Any other matter assigned by the Exec. Dir-Operations.
1.1.7.4.4 GENERAL MANAGER (GROUND OPS)
GM (Ground Ops) shall be a DGCA approved Flight

Despatcher who shall report to ED-Ops/ GM –HQ (Ops). The
duties and responsibilities of GM (Ground Ops) would include
the following:
i) Ensure that Flight Despatchers are trained and qualified

according to the established procedures in co-ordination
with training.
ii) Ensure all Flight Despatchers have successfully
completed DRM/ CRM (Human Factors) training as per
regulatory requirements, once during every 12- months
period.
iii) Review the annual performance appraisals (APA) of
the Flight Despatchers, Ground Officers and staff as
per existing corporate policy.
iv) To work in close collaboration with other Divisions and

the Commercial (Traffic) and Engineering
Departments in matters of mutual interest.
v) To administer the requirements of Flight

Despatchers / Flight Despatch facilities / offices
throughout the network.
vi) To ensure a l l flight Despatch offices have the
necessary facilities, workspace, equipment and
supporting services as well as work environment to
satisfy operational control safety and security
requirements necessary to deliver safe and
secure Flight Despatch.
vii) For all non-management functions, personnel from
the Operations Department would be preferred over
other departments. However, it must be ensured that
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non-management personnel are not given any safety

related operational control functions.
viii) Prior to assigning operational control tasks to
Administrative assistants (Officer / Asst Officer –
Flight Operations), when utilized for assisting in
operational control functions, are given necessary on
the job training for the functions/ responsibilities
defined in Movement Control of this manual.
ix) To ensure Route Planning for schedule & non-
schedule flights are obtained and conveyed to all
concerned.
x) To ensure compliance with standard of Air I ndia and

requirements of DGCA and other applicable regulatory
authorities in consultation with GM-Ops(HQ).
xi) To plan duties of Officers (Ops) on round-the-clock
basis during low visibility seasons.
xii) To exercise management and control for the retention
of records that document the fulfillment of
requirements of flight despatchers associated with
operational control.
( Not e: The training and qualification requirements of

Flight Despat cher s are maintained in Training
Division, Old Airport under the control of General
Manager-Training, for those qualified in
B777/ B747/ B787 fleet of aircraft and by the Regional
offices for Flight Despatchers qualified in A330/ A320
family of aircraft. The Operational information and
data for each flight, Operational Control
communications records, signed copy of the OFP and
data link communications are maintained by the MI S
Cell for B777/ B747/ B787 fleet of aircrafts and by the
Regional offices for A330/ A320 family of aircrafts.
xiii) Any other matter assigned by the Exec. Director-
Operations and GM-HQ (Ops).
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1.1.7.4.5 GENERAL MANAGER –OPERATIONS (REGIONAL)

{EAST(KOLKATA),WEST(MUMBAI),NORTH(NEW
DELHI) and SOUTH(CHENNAI)}
General Managers-Operations (Regional) shall be pilots
and will functionally assist the Executive Director
(Operations) in his duties. They shall carry out any other
duties assigned to them by the Executive Director
(Operations). I t will be their responsibility to liaise withthe
regions and collect all facts and information necessary for
functioning of the office of Executive Direct or (Operations)
and have the following responsibilities:
i) He shall be responsible for taking the necessary measures to

ensure compliance of standards of the company and
requirements of the state and other applicable authorities
including authorities that have jurisdiction over the high seas
or within a foreign country
ii) He shall ensure supervision and control of all flights,
operational control function and other associated activities
within his region.
iii) He shall formulate Flight Despatch (operational control)
policies and supervision of Flight Despatch activities
throughout regional network.
iv) He shall be responsible for safety and security of flight
operations within in the greater context of airlines overall
corporate safety and/ or security management plan in liaison
with ED(Ops)/ Other departments.
v) He shall be responsible for liaison with Regulatory authorities
and other external agencies on issues relevant to Operations
Control in his region. For Original Equipment Manufacturers,
he shall liaise with ED(Training).
vi) To ensure a delegation of authority and assignment of
responsibility within the management system for liaison
with local regulatory authorities, original equipment
manufacturers and other external entities relevant to
operational control.
vii) Maintain crew schedules and crew records directing
operations including line operations related activities within
his region.
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viii) To take up with concerned authorities any deficiencies

observed in respect of aerodromes, route facilities,
communications, radio aids, navigation, meteorological
services, ATC units, etc.
ix) Ensuring that all flight safety precautions are observed.
x) To ensure the delegation for authority for operation
control of each flight only to suitably qualified individual,
through monitoring that all personnel are trained and
meet the recency requirements.
xi) Ensuring that crew training programmes are maintained
xii) I mplement the procedures as finalized by the Executive
Director (Operations), Executive Director (Training),
Executive Director (Flight Safety).
xiii) Preparing budget estimates for his regions.

xiv) Ensure compliance of Crew FDTL.
xv) Ensure copies of communication records associated with
Operational Control, operational information and data for
each flight is retained for a period of 6 months
xvi) GM at Delhi to liaise with the Government, DGCA for matters
pertaining to flight crew licences/ medical etc and any other
issues related to Operations.
xvii) To plan duties of Officers on round-the-clock basis during
low visibility seasons to take prompt decisions & liase with
the Control Cell/ Commercial/ Engineering Departments for
optimum operations during diversions etc.
xviii) To identify the necessary facilities, workspace, services,
equipment and supporting services, as well as work
environment necessary for safe and secure operations.
xix) He shall endeavour to provide for the same in liaison with
other Department within greater context of the airline or
corporate overall safety and security management plan as
per Company policy.
xx) He shall also be responsible for implementation of
processes, training of personnel and follow procedures as
per corporate safety and security management plan.
xxi) To liaise with ED (Ops.)/ ED (Trg.) and other departmental
heads both at Hqrs. Level and Regional level and to attend
related coordination meetings for smooth operation.
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xxii) I n case the Regional General Manager is not at the Base, the
above functions are to be performed by Dy.G.M. (Ops) of the
base as nominated by Regional General Manager(Ops).
xxiii) Voluntary and timely reporting of unsafe acts or hazards are
encouraged.
xxiv) Wherever the Flight Despatch functions have been
outsourced the relevant Regional GM (Ops.) concerned is
responsible for providing the operationally relevant data to
outsource agency.
xxv) A copy of the agreements signed with the hoteliers is kept in
the office.
xxvi) A Cockpit Documentation Bag containing updated
operational documents (as applicable)shall be kept
under the custody of the Airport Manager for night stopping
stations for the flying crew for their reference and
information.
xxvii) Management control and supervision of the documentation

system relating to Flight Operations of the Region.
xxviii) To ensure that Operational personnel performing

operationally critical function maintain competence on the
basis of continued education and training and continue to
satisfy required technical competency requirement in liaison
with ED (Training).
xxix) He shall be responsible for mitigating the findings that
results from audits of operational control function which
ensures, identification of root causes, development of
corrective and preventive actions to address the findings as
appropriate, implementation of corrective action in
appropriate areas and evaluation of corrective action to
determine effectiveness are taken to ensure safety, quality
and efficiency within the department.
xxx) He shall be responsible for briefing the ED(Ops)/ Regional
Executive Director on all operationally relevant information
within his region. The operationally relevant information shall
also be exchanged by him through regional Co-ordination
meeting, flight sub-committee meeting etc.
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xxxi) To ensure that a list of personnel to be informed in case of

an accident involving an aircraft is kept updated at all times.
xxxii) To ensure the safety and security in Flight Despatch &
Operational Control and compliance with the Safety
Management System (SMS) of Air I ndia (as defined in
SMS policy of Air I ndia), DGCA and other regulatory
requirements.
xxxiii) To supervise the Despatch and Operational control.
xxxiv) To ensure that copies of Operations Manuals,
Technical Manuals, Route Facility Manuals, etc. held
and used in the Division are amended from time to
time and maintained up-to-date.
xxxv) To ensure that the documents / manuals required for
a flight, are updated and carried onboard the aircraft
prior to despatch from base.
xxxvi) To ensure management and control for documentation

and control of records.
1.1.7.4.6 FLEET CAPTAIN
Refer to Training Manual
1.1.8 AUTHORITY, DUTIES AND RESPONSIBILITIES OF

PILOT IN COMMAND / COMMANDER
1.1.8.1 PILOT IN COMMAND / COMMANDER- GENERAL
The Commander is responsible for operating an aircraft in
accordance with the Rules of the Air and has final authority as to the
disposition of the aircraft while in command.
The Commander of the aircraft whether operating the controls

or not is responsible for the operation of the aircraft in accordance
with the Rules of the Air, and as per procedures laid down in the
Aircraft Manual (I ndia), Aircraft Flight Manuals, Airlines Operations
Manual and Mandatory Circulars issued from time to time. He is
responsible for the operation and safety of the aircraft at all times,
except that he/ she may depart from these rules in circumstances
that render such departure absolutely necessary in the interest of
safety.
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There should be no ambiguity at any stage of a flight as to who is in

control of the aircraft. The Commander/ Training Captain should
make it clear when taking over control of the aircraft by saying "My
Controls" and the Co- Pilot/ Pilot under check should acknowledge
clearly by saying "Your Controls" so that the duties and the
responsibilities of the Pilot Flying and the Pilot -Not- Flying (PNF)/
Pilot Monitoring (PM) will be clearly understood.
The commander shall ensure that a flight will not be commenced
unless it has been ascertained, to the extent possible, that conditions
and ground facilities required for the flight are adequate for the type
of operation.
1.1.8.2 STATUS AND CONDUCT

For each flight one Pilot is designated to act as PI C (Pilot-in-
Command) whose name shall be indicated in the Roster/ Flight Plan.
A Commander is a senior official of the Airline. He/ she is expected
at all times to act as such in relation to his/ her duties and
responsibilities. I n addition to setting and maintaining a high
standard of self discipline, the Commander is responsible that his/ her
crew attain an equally high standard. He/ she must ensure that
orders are correctly given and are always promptly
obeyed and do his/ her utmost to develop a high level of "Espirit de
Carps".
Our Company’s Flying Crew are professional and are required t o

conduct themselves in a manner consistent with the higher
professional standards. The inherent nature of our operations
requires the maintenance of the highest level of safety and public
confidence.
The discipline required to maintain these extremely high standards
calls for the constant attention of both management and pilots.
When dealing with any breach of personal conduct it is recognized
that no two situations are quite alike and that, therefore, apparently
different treatment may be required for circumstances that may be
facially similar. Thus, judgment must be used in dealing with any
breach of professional conduct.
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1.1.8.3 PERIOD OF COMMAND / FLIGHT

INFORMATION
The designated Commander assumes command the moment he/ she
enters the aircraft with the intention of carrying out a flight, or when
he/ she first signs the aircraft papers whichever is earlier. His/ her
command continues until the termination of the flight when he/ she
completes all post flight documents and leaves the aircraft.
The Pilot in command is responsible for recording the following
information for each flight in the Pilot Sector Report Book (PSR/
Technical Log Book) kept in the Cockpit:
i) Aircraft Registration
ii) Date
iii) Flight Number
iv) Flight Crew Names and duty assignment
v) Departure and Arrival Airports
vi) ATD, ATA, Flight Time
The Pilot in Command may designate the Co-Pilot to do the above
recording on his behalf.
1.1.8.4 AUTHORITY OF THE COMMANDER

I t is the responsibility to the pilot-in-command (PI C) for:
a) The safety of all crew members, passengers and/ or cargo
onboard the aircraft when the doors are closed;
b) The operation and safety of the aircraft from the moment
the aircraft is ready to move for the purpose of taking off
until the moment it finally comes to rest at the end of the
flight and the engine(s) are shut down;
c) Ensuring all (normal and non-normal / abnormal) checklists
are complied with.
d) The Commander has the necessary statutory authority to
carry out his/ her responsibilities during his/ her, period of
command and exercise this authority over all crew at any
stage when on duty. This authority is without question and
any disagreement shall be furnished in writing after
compliance. The authority of the Commander is irrespective
of the rank of the passengers or the crew.
The Commander shall have the final authority as to the disposition of

the aircraft while in Command.
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The Commander shall supervise and direct other members of the

crew in the proper discharge of their duties while under his/ her
command, it is incumbent on all crew members to carry out the
instructions of the Commander at all time.
All crew are subject to the disciplinary control of the Commander
from the time they report to him at the airport till the completion of
the flight duty and return to home base. All crew are responsible to
the Commander for their competence, knowledge of emergency
procedures as well as the location and use of emergency equipment.
They are responsible to him for their action in the event of an
emergency. The Commander has the necessary authority to ensure
that the above responsibilities of air crew are enforced.
The Commander has the authority to offload any operating crew if in
his/ her opinion, the concerned crew member's behavior, actions,
attitude etc. may affect the safety or discipline of the flight. He/ She
shall submit a report with reasons to the Regional General Manager
(O) immediately after completion of the flight.
The Commanders are cautioned that while taking this decision, they
shall exercise "sound judgment". Offloading without justifiable
reasons may entail disciplinary action.
At outstations other than major base stations all crew are directly
responsible to the Commander for their flight roster. He/ She will
intimate them directly or through the Station Manager of any
changes in their flight schedule. Air Crew are not permitted to
change their flight schedule without the direct permission of the
Commander. However, at the major base stations, all crew will come
under the administrative control of the regional General Manager
(Operations) / Rostering/ Scheduling Executive.
At a lay over station other than major base stations a crew member
is required to take the permission of the Commander before leaving
the station. The following instructions should be observed at lay over
station:
Members of the crew will not stay away overnight from the hotel
without prior permission of the Commander. I f the Commander
considers that regularity of the flight will be adversely affected
he/ she should not permit such a stay.
When so authorised, the crew member will leave his/ her address,
telephone number and other particulars with the Commander and
Station Manager prior to leaving the hotel.
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At base stations crew require the permission of General Manager

(Operations) to stay away from the hotel and if so permitted should
leave their address, etc. with Movement Control.
Crew members staying away from the hotel will be responsible for
reaching the airport on time for flight duty
1.1.8.5 DUTIES AND RESPONSIBILITIES

Duties and responsibilities of the Commander are laid down in
various parts of this Manual. This section is not intended as, nor can
it be, an exhaustive list of all the Commander's responsibilities. I t is,
however, intended to mention the important aspects of the
Commander's responsibilities in the operation and conduct of a
flight.
Commanders are expected to carry out established policies and

procedures unless they have urgent or compelling reasons to adopt a
non-standard practice. These policies and procedures have stood the
test of time and should not be abandoned lightly in the heat of the
moment. Nevertheless, a degree of flexibility is essential in air
operations and the Commander has the discretion to deal with the
unexpected, unforeseen or unusual circumstances which are not
covered by standard practice.
I t is incumbent on the Commander to comply with Laws, Regulations

and Procedures of the State in which the aircraft is flown including
overflying countries. This includes complying with all Health, Custom
and I mmigration laws in force. He/ she shall ensure that no crew
violates any of these laws and no contraband or unauthorised
articles are placed anywhere on board an aircraft. I f an emergency
situation arises which endangers the safety of the aircraft or
personnel and necessitates taking of action which involves violation
of local regulation or procedures, the Commander shall notify the
appropriate local authority without delay. A report shall be submitted
of any such emergency action to the DGCA through the General
Manager (Operations)/ ED(Operations) as soon as possible.
i) The Commander shall be responsible for the safety of the
crew members, pax and cargo on board the aircraft when
the doors are closed.
ii) He shall be responsible for the operation and safety of the
aircraft from the moment the aircraft is ready to move fort
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the purpose of taking off until the moment it finally comes to

rest at the end of the flight and the engine(s) are shut
down.
iii) I t is the Commander's responsibility to ensure that
passengers and crew are seated and strapped during take
off and landing and when the seat belt sign is 'ON'.
iv) The Commander shall ensure that all briefings are carried
out and also ensure that the approved checklists are
complied with. For details, refer SOPs.
v) The Commander 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
vi) person or substantial damage to the aeroplane or property.
vii) The Commander shall be responsible for reporting all known
or suspected defects in the aeroplane at the time of
termination of the flight.
viii) The Commander shall be responsible for certifying the
PSR/ PDR or equivalent document.
ix) The Commander shall file a debriefing report on completion
of every flight duty.
All crew members will report to Commander to enable him/ her to

check their turn out and give to each crew member specific
instructions, if any, regarding the conduct of the flight. He/ she shall
ensure that the crew are on board well in- time and all pre-departure
drills and safety checks are completed. Should a
Commander's duties detain him/ her and he/ she is unable to board
the aircraft before the passengers, he/ she must ensure that all
preparations are made by the rest of the crew so that departure can
be made on schedule.
The Commander in liaison with Cabin Crew I ncharge, is responsible

for ensuring that all passengers are fully briefed on safety
procedures and that all safety EXI TS are kept clear during the flight.
The primary responsibility of the Commander is that he/ she must not
commence a flight when in his/ her judgment the aircraft is not in a
satisfactory condition and to conduct the flight in a safe manner in
order to maintain a high level of safety. I t is his/ her obligation to
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report any areas of operation which could be detrimental to safety.

This includes but is not limited to items such as mechanical problems,
weather, crew proficiency, airport facilities or ATC problems. This is to
permit the airline to initiate follow up action. The Commander is
responsible for filling debriefing reports and ensuring reporting of
accident/ incident as per laid down procedures.
After landing the Commander should do a post flight inspection and

report if anything observed to be reportable.
I n the absence of Airlines ground personnel the Commander during

his/ her period of command is also responsible for the safety of the
aircraft, passengers, crew and their comfort while on the ground.
He/ she shall make all efforts to mobilise available resources until
company’s personnel are available to take over and resume their
responsibilities.
1.1.8.6 COMMANDER’S EMERGENCY AUTHORITY

Nothing contained in this manual is to be construed as
relieving a Commander of his responsibilities to take any
action in an emergency or under unusual circumstances, in
order to preserve the safety of the aircraft, its occupants,
mail and freight.
1.1.8.7 NON-SIMULATION OF EMERGENCY IN PASSENGER

FLIGHT
The Commander shall ensure that when passengers are
carried, emergency situations affecting the flight
characteristics of the aircraft are not simulated.
1.1.9 DUTIES AND RESPONSIBILITIES OF OTHER CREW

MEMBERS
1.1.9.1 CREW ADVOCACY

I t is the responsibility of all aircrew to bring to the attention of the
Commander any departure from prescribed procedures and safe
practices. This is essential so that the Commander is aware and
understands the particular situation to enable him to take appropriate
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action. This is especially relevant to all co-pilots, who due to large

experience/ age gap may be hesitant. The Co- Pilot shall bring any
potentially unsafe flight condition immediately to the attention of the
Commander.
1.1.9.2 FLIGHT CREW MEMBER EMERGENCY DUTIES

The duties and Responsibilities of all crew members have been given
in this manual. However, during an emergency, the crew members
are required to have proper co-ordination and discharge their
functions as necessitated as per FCOM/ FCTM/ POH/ CCTM and follow
the respective checklist.
1.1.9.3 DUTIES AND RESPONSIBILITIES OF FLIGHT CREW

MEMBERS
I t is the duty of flight crew members to inform the scheduling
section/ movement control, prior to being assigned / undertaking
duty whenever they are affected by factors that could impair human
performance,
to include, as a minimum:
i) Pregnancy
ii) I llness, surgery or use of medication(s)
iii) Blood Donation
iv) Deep underwater diving
v) Fatigue
Flight crew are prohibited from exercise of duties while the influence
of psychoactive substances. Any problematic use of psychoactive
substances by flight crew is prohibited. Flight crew are required to
bring it to the notice of regional GM(Ops) and company medical
department of any such use.
1.1.9.4 CO-PILOT/ FIRST OFFICER

The CO-PI LOT/ FI RST OFFI CER shall remain at his/ her station at all
times during flight except when authorized to leave his station by the
Commander. He/ she shall not normally alter any flight condition,
controls, switches etc. without the knowledge and approval of the
Commander except where such alteration is necessary in an
emergency. The CO-PI LOT/ FI RST OFFI CER shall read out the check
list at the appropriate time and ensure its compliance. The CO-
PI LOT/ FI RST OFFI CER shall normally maintain a listening watch on
R/ T when within Area, Approach or Airport Control boundaries and
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shall make position reports as and when required. The CO-PI LOT/
FI RST OFFI CER shall periodically obtain destination and alternate
weather.
i) CO-PI LOT/ FI RST OFFI CERs, are considered to be potential
Commanders, they shall understand and study the duties and
responsibilities of the Commander in addition to their own, at all
times.
ii) The most valuable instruction is the experience gained in actual
flight operations and therefore, flight operation.
iii) Any methods or procedures which are not thoroughly understood
shall be requested from the Commander to be explained.
iv) I n case of a two man crew, and as applicable, to carry out transit
certification.
v) The First Officer should be familiar with the documents required
to be carried on board and their location, which should be
presented to the I nspection Authorities, if so desired by them, i.e.
C of A, Radio licence, Air Operator’s Permit, MEL, DDG, Cabin
Safety / Emergency Procedures Handbook, Dangerous Goods
Regulations, AFM etc.
vi) Any other duties assigned by the Company or the Commander.
The CO-PI LOT/ FI RST OFFI CER is under the direct supervision of the
Commander and shall carry out all duties pertaining to the
operations of a flight as directed by him and any other duty as may
be assigned from time to time. The CO-PI LOT/ FI RST OFFI CER and
PI C are jointly responsible for the navigation of the aircraft .
However, Any deviation from track shall be brought to the attention
of the Commander. I f track deviation occurs due to
circumnavigation, weather etc., the CO-PI LOT/ FI RST OFFI CER Shall
keep a track of the aircraft position at all times. The CO-PI LOT/
FI RST OFFI CER shall be thoroughly conversant with the duties of
cabin crew and shall maintain a strict supervision on their
performance when called for. He does not have authority to directly
reprimand the cabin crew, but shall bring the lapses to the notice of
the Commander.
1.1.9.5 CABIN CREW

1.1.9.5.1 CABIN IN CHARGE/CIC
As in the case of all other cabin crew, the cabin incharge or senior
most will also be under the direct command and supervision of the
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Commander during the period of duty and at layover stations, other

than the major base stations. The cabin incharge will carry out the
following additional responsibilities:
- The CI C and the cabin crew are responsible for passenger

comfort and safety as laid down in the Flight Safety manuals and
also for in-flight service to passengers as laid down from time to
time.
- Allocate duties to other cabin crew, and maintain proper team
work and coordination on board, in consultation with the
Commander.
- Check turn out of all cabin crew and report, if necessary.
- Do pre-flight briefing to all cabin crew about service
- procedure and timings to be followed.
- Prior to first flight/ after cabin crew change/ if aircraft was left
unattended for any period of time, during pre flight cabin
inspection to ensure availability, accessibility and serviceability of
aircraft cabin emergency system & equipment and report to
commander.
- Take report from all cabin crew regarding emergency equipment
and report to Commander.
- Take report from all cabin crew regarding status of galleys,
toilets, cabin, catering stocks, etc.
- Check Cabin Defect Report Book and make appropriate entries, if
necessary.
- Ensure that all necessary announcements ate made on time.
- Ensure that cabin services are carried out as per norms.
- Take and advice all clearances to the Commander.
- Attend to any complaints or problem on board.
- Report any incident/ accident on board to the Commander.
- Complete the Cabin Crew Flight Report and submit on arrival.
- Also refer to Cabin Crew Operations Manual (CCOM).
1.1.9.5.2 CABIN CREW

The Cabin Crew detailed for a flight will be under the direct
command and supervision of the Commander during the period of
their duty and at lay over station other than the major base stations.
The Cabin Crew shall keep their seat belt/ harness fastened during
taxi, take off, landing and whenever the Commander so directs. The
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Commander shall make a suitable announcement for them to occupy

their "stations" before take off, landing and in anticipated
turbulence.
Cabin crew rostered for a particular flight shall report to the

Commander at the Movement Control/ Aircraft; whichever is earlier,
who will brief them on any special procedure. The senior most cabin
crew allocates them their duty station with the concurrence of the
commander. The duty station of any cabin crew may be changed by
the Commander during the course of the flight.
He/ She shall submit a report with reasons to the Regional General
Manager (Operations) immediately after completion of the flight. The
duties and responsibilities of Cabin Crew are laid dawn in detail in
Cabin Attendant Manual but notwithstanding anything mentioned.
Therein the cabin crew shall:
- All other categories of cabin crew are responsible to t he

Commander through the CI C.
- Co-operate at all times with other members of the crew to ensure
the highest possible standard of safety and efficiency during
flights.
- At all times be conversant with the Regulations and instructions
as outlined by the Company and carry out all duties allotted by
immediate superiors.
- Be fully familiar with the location and use of emergency
equipment and other emergency procedures.
- Be fully conversant with in-flight and ground duties.- Cabin crew
are responsible for maintaining the highest standards of service
to passengers.
- Handle carefully all the Company property entrusted to their care.
- Carry all documents pertaining to a flight.
- Ensure that they maintain the highest standard of discipline
courtesy, decorum and turn out.
- Report any deficiency noticed in cabin, emergency equipment,
cabin cleanliness, catering stocks etc to the Commander through
the senior most cabin crew.
- I f required by the Commander, ensure by means of head count
that the number of passengers on board tallies with the number
reflected on the trim sheet.
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- Ensure that the passengers are fully briefed with regard to

emergency procedure etc. before take off and landing and a
report made thereof to the Commander. During in- flight
emergency, shall instruct the passengers regarding the
emergency actions to be taken as appropriate to the
circumstances.
- Ensure that all crockery and cutlery are removed before take off
and landing from the cockpit/ passenger cabin unless instructed to
the contrary by the Commander.
- Ensure that all doors are armed and disarmed on instructions
from the Cockpit.
- Ensure that no unauthorized person has access to the Cockpit.
- Ensure that they are seated and strapped for take off and landing
and during a declared emergency. They shall also ensure that
they are seated and strapped whenever the seat belt sign is
switched on unless authorized by the Commander to continue the
service or move about. This does not preclude them from taking
any action that may be required for the comfort and safety of
passengers or in an emergency.
- I mmediately bring to the notice of the Commander any suspicious
article that may be carried by a passenger, any act of rudism,
drunkenness or any violation of "Passenger notice" etc.
- Bring to the notice of the Commander any strange noise or
anything which in their opinion may cause passenger
apprehension or affect the safety of the flight.
- Be responsible for receipt, safe custody and delivery of diplomatic
bags, pouches and high value consignments or other security
removed items on behalf of Commander and keep at safe place
so that they are inaccessible to any person during flight. Do not
enter the cockpit in flight unless called to attend. This does not
preclude entry into the cockpit in an emergency or to make
reports which are required under their duties and responsibilities.
- The senior most cabin crew must ensure to make suitable
announcement to passengers as per announcement booklet
provided to each cabin crew. These announcements must include
usage of seat belt, location of emergency exits, availability and
usage of oxygen masks and life jackets and the safety cards
available in each pocket. No smoking, non-usage of electronic
devices and mobile/ cellular telephones.
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- Ensure that the passengers fasten their seat belts whenever the
seat belt sign is "ON".
- Ensure that no passenger smokes on the flight.
- Ensure that no passenger uses mobile/ cellular telephone on
board and uses any electronic device, during take off, landing and
whenever seat belt sign is "ON".
- Ensure that passenger baggage is property stowed and aisles/
emergency exits are cleared of all baggage and obstructions.
Check with the Commander before starting any meal/ snack
service.
- Ensure that cabin door is kept guarded if open and the door
safety strap is attached when pax. ramp has been removed. The
door should be closed immediately after removal of the ramp.
- Ensure that they do not leave the aircraft without the permission
of the Commander at transit stations.
- Ensure that they do not contravene any custom and censorship
instructions.
- I n case any flight is delayed on ground, carry out any service
including meal service to the passengers as directed by the
Commander.
- Report to the Commander after the flight for debriefing
- Seek authority from the Commander to stay away from
designated hotel.
- Also refer to SEPM for ‘Cabin Crew Briefing to Commander of the
flight.
- Also refer to Cabin Crew Operations Manual (CCOM).
1.1.9.5.3 PRE-FLIGHT BRIEFING
All cabin Crew shall report to the Commander in Movement
Control/ Aircraft and introduce themselves and shall be briefed on the
following:
i) Any changes from the normal pattern of operation
ii) Passengers requiring special handling
iii) Allocation of duty station(s)
iv) Any other aspect of the flight.
After getting the brief from commander, the cabin crew shall
immediately proceed to the aircraft.
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1.2 CREW DISCIPLINE - GENERAL
1.2.1 REPORTING TO THE COMMANDER

On arrival at the Airport, all members of crew should report
to the Commander to enable him to check their turn-out and
give to each crew member specific instructions, if any,
regarding the conduct of the flight. Cabin crew will report to
the Cabin I n-charge, and fill in Customs Declaration Form.
I n-flight Supervisor will then report to the Commander and
get the form signed and receive any briefing or special
instructions. He will take the Form for flight crew also for
submission to Customs Officer. The Cabin I n-charge (CI C)
will introduce the cabin crew to the Captain.
NOTE: I f the Commander is not present for any reason and

the cabin crew is ready to board the aircraft, in order to
avoid delays, the CI C should depute a member of the cabin
crew to await the Commander at the Customs desk, for the
Commander’s signatures on the relevant documents. All
other cabin crew will proceed to the aircraft. The CI C will
report to the Commander as soon as he boards the aircraft
for instructions. Subsequently the cabin crew will introduce
themselves to the Commander on board the aircraft (on
ground) at the discretion of the Commander.
1.2.2 CUSTOMS CLEARANCE ON ARRIVAL
All crew will ensure that they do not leave the Customs
enclosure until and unless they have cleared their respective
luggage.
The Operations Assistant on duty will direct the duty

Movement Assistant to collect the aircraft document bags
from the aircraft or position them in the aircraft, if required.
Any irregularity in the documents is likely to result in recall

of the crew concerned from his residence, in respect of any
misplaced documents.
1.2.3 CREW CHANGE STATION

At a crew change station, all cabin crew will report to the
Commander at the Traffic counter at the time of checking in
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for the flight. The note in para 1.5.1 will also be applicable in
this case.
1.2.4 LAYOVER STATION

At a layover station, a crew member is required to take the
permission of the Commander before leaving the station.
I n addition the following instructions should be observed at

layover stations: -
a) Members of the crew will not stay away overnight from
the hotel without informing the Commander. I f the
Commander considers that regularity of the flight will be
adversely affected, he will not permit such a stay.
b) I n the event of the Commander himself having to go out
of town, he should inform the Flight Despatcher at the
station concerned and leave instructions with the Second-
in-Command, i.e. First Officer so that he exercises this
authority.
c) When so authorised, the crew member will leave his
address, telephone number and other particulars with the
Commander prior to leaving the hotel.
d) The crew member concerned will report back at the hotel
atleast 12 hours prior to the departure of the flight.
e) Crew members are advised not to expose themselves to
unnecessary risks by participating in unfamiliar sports.
f) Commander should not permit any crew member to make
their own private arrangements for crew transportation
between the hotel and the airport at layover station.
1.2.5 OPERATION OF FLIGHTS WITH AN ADDITIONAL CREW

MEMBER
Director General of Civil Aviation, vide their lett er No. 3-
3/ 78/ L-1 dated 23rd April, 1990, has indicated that Air-I ndia
should follow the procedure given below with regard to
flights operated with additional crew member : -
a) Logging of flying hours

I ndividual flight crew member should log his flying hours
for the period he has actually flown the aeroplane.
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However, for the purpose of payment of allowances, full

flight time will be considered for all the operating
crewmembers, as per the current practice.
Note : For multi pilot operation the sum total time
logged by all the pilots should not exceed twice the
flight time.
b) Responsibilities of crew member

The flight crew members actually flying the aeroplane
will be responsible for their respective actions and
omissions during the period of their flying the aeroplane.
Further, the DGCA has advised that Air-I ndia should
issue a detailed Circular specifying the responsibilities of
each crew member and laying down clear guidelines in
respect of in-flight taking-over/ handing-over,
briefing/ debriefing procedures, acceptance of flight plan
aircraft, signing of trim-sheet, submission of flight
reports, reporting of snag, etc.
1.2.6 As advised by the DGCA, the following guidelines must

be complied with in respect of the procedures to be
followed for flights, which would be operated with Two
Commanders and one Co-Pilot.
The Senior Commander as per line seniority on board

will be designated as the PI C for the flight except when
he himself is under check. I n that case, the Check Pilot
will be designated as the PI C. The designated PI C is
totally responsible for the flight except the period during
which the relief Commander is actually at the controls.
The flight crew members actually at the control will be
responsible for the respective action and omission during
the period they are at the control.
i) All Briefing/ Flight Documentation
All the crew members are required to take the briefing
for the flight from the concerned agencies as applicable.
The designated PI C will finalise the fuel requirements
and accept the flight plan/ aircraft and sign all the
relevant flight documents.
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ii) Take-off and Landing

All take-offs and landings will be carried out by the
designated PI C. The designated PI C should remain at
the control for a minimum period of ONE HOUR after
take-off and ONE HOUR prior to landing.
iii) I n-flight taking-over/ handing-over
When the designated PI C is taking rest, the relief
Commander will be at the control till such time he is
relieved by the designated PI C. During this process, the
handing-over Commander should brief the taking-over
Commander regarding the salient points of the flight, so
that, the transition will be smooth and efficient. For this
purpose, it is recommended that during the period of
change-over, it is a good practice for the handing-over
Commander to stay in the Cockpit atleast for a period of
30 minutes. When the relieving Commander is at the
control, he/ she should report any abnormalities in flight,
to the designated PI C who is in over-all command of the
flight. The designated PI C will decide the relieving of
crew members for rest during the flight.
(I n view of the above, the handing-over Commanders
shall stay in the Cockpit for a period of 30 minutes after
the taking-over Commander has taken the command.)
iv) Reporting of snags

Whenever any snag is noticed, during the period when the
relieving Commander is at the control, the same should be brought
to the attention of the designated PI C who will then take the
necessary action.
1.3 OPERATIONAL STAFF RESPONSIBILITIES
1.3.1 GENERAL RESPONSIBILITY OF FLIGHT DESPATCHER

The flight crew shall be briefed by the Flight Despatch on all aspects
of the flight.
The briefing should contain at least the following elements: -
i) Route, NOTAMs, Operational and ATC Flight Plan.
ii) Departure, destination, Enroute and alternate weather, (actual
and forecast).
iii) Fuel requirements.
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iv) Aircraft status/ and items under MEL/ CDL.

v) Special load notification by Commercial.
vi) I ntimation of VI Ps and CI Ps etc. travelling.
vii) Aircraft performance, weight and mass
viii) Any other factors affecting the operation of the flight.
The Flight Despatch set up is responsible for flight planning,

flight preparation and flight supervision to provide safe,
efficient, economical & properly co-ordinated air transport
services.
All Flight Despatchers are required to familiarise themselves

with the operational safety information which is available in
the Flight Safety Manual & Contingency Plan. These manuals
are available at each flight despatch station and also in our
websites.
Flight Despatch set up is working round the clock to

maintain continuous flight watch in the network & monitor
the progress properly. Manager on duty provides a liaison
between the flight crew on the one hand and the various
departments of the Company, Air Traffic
Control/ Meteorological Department etc. on the other hand.
Refer Flight Despatch Manual for further information on

Flight Despatchers duties, responsibilities and functions.
To initiate actions as given in Flight Despatch Manual
1.3.2 FLIGHT CLEARANCE/CREW BRIEFING

Planning and preparation for a flight are of paramount importance.
The successful completion of the flight, both in terms of efficiency
and safety would largely depend on how meticulous and foresighted
has been the preflight preparation. Mandatory requirements of the
regulatory authorities have to he complied with. The procedures laid
down by the Company are to be observed. Particular attention
should be paid to the following:
i) The aircraft is airworthy and the maintenance release is obtained;
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ii) The duly qualified/ licenced crew as authorised for the fight are
available;
iii) Documents/ Manuals/ equipment required for the flight are carried;
iv) Meteorological conditions at destination and alternate and
enroute are satisfactory;
v) Careful study of NOTAM appropriate to the routes and
destination/ alternates;
vi) Fuel uplift is adequate;
vii) Passengers/ cargo are properly distributed and safely secured and
Load Sheet is correctly prepared;
viii) An operational flight plan is prepared for the flight. This can be a
manually prepared plan or a computer generated plan or a
standard seasonal plan;
ix) ATC/ Customs/ I mmigration/ Health formalities are complied with:
x) Overflying/ landing permissions are obtained from countries the
flight is planned to overfly;
xi) Navigation/ communication equipment etc. are adequate for the
flight.
xii) Take-off and landing facilities available meet the performance of
the aircraft;
xiii) Fire Fighting facilities
xiv) VI P movement,
xv) Any other relevant information.
The flight crew must be briefed on the following :

- I f the METAR is not received from the Met Office, the same
should be obtained either on STD, HF/ SSB, CRT or any other
means for briefing the flight crew.
- I f there is any deterioration observed in the trend forecast, the
information alongwith action taken by the Flight Despatch should
be informed to the crew.
- I nformation regarding closures of the airfield, VI P/ VVI P
Movements etc. should be brought to the notice of the crew.
- I f any extra fuel is required, in consultation with the Commander
ensure that information regarding extra fuel figure is given to all
concerned.
- if the weather is, marginal at destination/ alternate, the Met
Minima be brought to the notice of the Commander.
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- Any relevant information regarding Check flight/ Familiarisation

flight/ SOD Crew/ VI P on board should be brought to the notice of
the crew.
- I f the flight is being operated with less than the standard cabin
crew complement, the Commander should be informed.
- After showing the prognostic Charts and the Surface Charts,
consultation should be made with the Commander regarding any
adverse trend forecast or terminal forecast.
- Any weather/ operationally significant information received from
another aircraft flying on the same route shall be brought to the
attention of the flight crew.
- Any information regarding bomb-scare/ hijacking/ any threats etc.
be brought immediately to the attention of the Commander.
- The Flight Plan Folder should be prepared by the Flight
Despatcher on dut y and handed over to the crew after detailed
briefing.
1.3.3 FLIGHT PLAN FOLDER

- FLI GHT PLANS: Departure to destination and Destination to
alternate, any other relevant Flight Plan required
- CLEARANCE FORMS:
a) ATC Clearance obtained from the ATC units.
(b) Set of return clearance, if required
(c) A spare copy of the clearance for any diversion
- MET FOLDER
(a) Prognostic Charts
(b) TAFORS for destination and alternate
(c) Destination/ alternate METARs
(d) AI REP form
- SPEED CARDS
- NOTAMS - bulletin collected from the ATC Office must be kept in
the folder
At airports where Flight Despatch is not established it will be the

responsibility of the Commander to ensure that the ATC Flight Plan is
filled and clearance obtained and a complete briefing taken on all
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factors which are likely to affect the flight. The Commander may
authorise the Co-pilot to obtain the clearance and briefing.
1.3.4 CO-ORDINATION FOR PASSENGER BOARDING
The Commander shall inform Flight Despatch if it is considered

necessary to delay the boarding of the passengers and if, in his
opinion, the flight is likely to be delayed due to weather/ operational
reasons.
As per standing instructions, if no department has conveyed any
limitations, Commercial shall announce the boarding of the
passengers 30 minutes, before scheduled/ revised departure.
Flight Despatch shall ensure that no flight is cleared by "Operations":

(i) I f the latest Met Report renders the departure airport or
destination and alternate both below the company minima.
(ii) Unless at least 02, 03, 06, 05,04 and 04 cabin crew are on board
the A320, A330, B747-400, B777-300ER , B777-200LR and B787-
8 respectively, before any passenger boards.
(iii) Unless the flight crew has reported for duty.
At outstations, the Airport Manager shall check with the Commander
before boarding passengers.
The Duty Managers (Flight Despatch) on duty before departure of
the flight shall:
- Ascertain the Engineering status of the aircraft for briefing the

Commander
- Liaise with the Commercial Department regarding carriage of any
commercial load requiring Special Load notification.
- Collect the latest meteorological data from concerned agencies
and thoroughly analyse the possible effects of the weather on the
route to be flown in the light of meteorological reports and
forecasts for the destination and alternate aerodromes; recent
weather reports and forecasts for the route and areas adjacent to
it; and current weather maps. Provide the meteorological briefing
to the flight crew.
- Collect the latest available data on standard instrument
departures, enroute facilities, noise abatement operational
procedures, navigation aids. aerodrome facilities. ATC and
communications procedures. NOTAM. runway conditions, search
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and rescue facilities and other I nformation and regulations likely

to affect the flight and brief the flight crew as required.
- Make necessary amendments to the ATC/ Navigation Flight Plan
as desired by the Commander.
- Sign the Operational Flight Plan and ensure that, I t along with
along with all relevant documents. are kept on board the aircraft.
- Advise Commercial and Engineering the fuel required/ RTOW for
the flight and brief the Commander accordingly.
- Obtain signatures of the Commander in the register provided for
having obtained briefing about all essential aspects of the flight.
This will be retained for a period of six months.
1.3.5 FLIGHT AND CREW MONITORING

A flight will not commence unless it has been ascertained by every
reasonable means available that the ground facilities available and
directly required on such flights, for the safe operation of the aircraft
and the protection of the passengers, are adequate for the type of
operation under which the flight is to be conducted and are
adequately operated for this purpose. The Aerodrome meteorological
office will supply the required weather information and the
Aeronautical I nformation Service will provide NOTAM and
Aeronautical I nformation Circulars (AI Cs). The Company will provide
information, normally through Circulars to Flight Crew regarding –
- temporary operational information,

- internal Company operational matters, and
- matters affecting air4vorthiness of aircraft, etc.
- The following pre-flight information should be available in Flight
Despatch/ Technical Section as provided by ATC and Met Office: -
- Aeronautical I nformation Publications (A1Ps) including
amendments,
- Supplement to the AI Ps,
- NOTAMS and Pre-flight I nformation Bulletins,
- Aeronautical I nformation Circulars (AI Cs), Maps and charts,
- Additional current information relating to the aerodrome of
departure,
- Presence of other temporary hazards including those created by
birds,
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- Failure or irregular operation of part or all of the aerodrome

lighting system including approach, threshold, runway, taxiway,
obstruction and maneuvering area and aerodrome power supply;
- Failure, irregular operation and changes in the operational status
of I LS (including markers), SRE, PAR, DME, SSR, VOR, NDB, VHF
aeronautical mobile channels, RVR observing system, and
secondary power supply,
- I nformation concerning the level of safety protection provided at
an aerodrome for aircraft rescue and fire fighting purposes,
- Current and forecast upper winds, upper-air temperatures,
Tropopause heights and maximum wind information,
- Expected significant en-route weather phenomena and jet stream
information,
- A forecast for take-off,
- Aerodrome reports and aerodrome forecasts,
- Written or printed documentation for use during flight and
appropriate to the duration of flight by Technical cell.
1.4 LAST TIME FOR TAKE-OFF (SPECIAL CASES)
1.4.1 AIRPORTS EQUIPPED WITH NIGHT LANDING

FACILITIES
KATHMANDU
The last time of take-off from Kathmandu is kept as local Sunset
time because of the availability of night landing facilities.
1.4.2 AIRPORTS NOT EQUIPPED WITH NIGHT LANDING

FACILITIES - EASTERN REGION
The last take-off time from Eastern Sector, for the aerodromes not
equipped with night landing facilities is 15 minutes before the local
sunset. However, the availability of alternates for departure within
one hour’s flying time on a single engine, under still air conditions,
must be ensured.
PORT BLAIR
The last time for take-off out of Port Blair is kept as 1 hour 45
minutes and 2 hours 30 minutes before local sunset for flights to
Kolkata and Chennai respectively.
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OTHE AIRPORTS
The last time for landing at airports without night landing facilities is
kept as local sunset time.
1.4.3 MONITORING CREW MOVEMENT

To keep a watch on the crew arrivals for operating flights, Flight
Despatch/ Movement Control should ensure that the forms placed in
Movement Control are filled up by the crew members mentioning
time of their arrivals. I n case crow does not report,. arrangements
for replacement be made by utilising the Station Duty crew or
otherwise.
Flight Despatch/ Movement Control should :

- I nform the crew members of any Company information essential
for the flight;
- Hand over necessary documents (various forms required) for
domestic as well as international flights.
- Ensure that the hotel accommodation for night -stopping crew is
arranged and crew is sent to the. Scheduled hotel;
- Whenever a crew member desires to stay on his/ her own, or at
any place other than the scheduled hotel, the necessary forms
must be filled up and signed by the crew concerned and
forwarded to Operations Administration Section for further
necessary action and entry to this effect be made in the Briefing
diary. Also inform the hotel concerned for cancellation of the
accommodation arranged for that day.
NOTE - Crew are not to be sent to hotel with which the Airline has
no contract. However, during exigencies hotel accommodation may
be arranged for crew with other hotels
1.4.4 ACTIONS TO BE TAKEN AFTER DELAYED FLIGHTS

The following action should be taken by Flight Despatch/ Movement
Control:
Whenever a flight is delayed, the crew members concerned must be
informed sufficiently well in time whenever possible. Crew must be
stopped at their residence/ hotels especially if the delayed departure
involves FDTL. I n case of marginal delays of less than one hour
information need not be given to the crew. I f possible they may
informed by telephone:
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I f the incoming flight is delayed by 2 hours or more (up to 2200 hrs)

messages must be sent to the residence of crew members giving the
approximate arrival time, A delay of 1 hour or more beyond 2200 hrs
must be intimated to the residence of the crew either by telephone
or by transport.
Changes in the crew roster for the following day must be handed
over to the incoming crew. Transport messages must be sent to the
crew residence for changes sufficiently well in time. I n case a flight
is returning after 2200 his movement of the crew for the next day
must be checked and replacement made if necessary;
Casual leave/ Sick leave cannot be granted, except with the consent
of the concerned authorities. Whenever a crew m ember requests for
leave, log entries are to be made accordingly.
The I ncoming CRT message received must be read carefully and
actioned. I f immediate action is required, the authority concerned
may be contacted on telephone and action taken. I n case the
authority concerned is not available, the next person I ncharge or the
Section-head be consulted for action.
- CRT messages meant for different sections must be sent to them

without delay. I n case immediate action is required, the officer
concerned should be informed on telephone or by transport.
- Whenever new schedules are made, they must be studied
carefully and requirement of outstation crew members being
positioned for operating the flights with effect from the date of
change of schedules, must be met.
- Whenever difficulty arises regarding FDTL or otherwise regarding
the outstation crew members, action should be taken in
consultation with Crew Roster.
- Arrival/ Departure board shall be maintained. I t is not
recommended that any official correspondence is handed over to
the Flight Crew before their departure on a flight unless the
correspondence is of operational/ urgent nature. Correspondence
should normally be handed over after the arrival from the flight.
- Correspondence from the crew to the General Manager
(Operations) outside office hours is to be accepted under a log
entry and all such correspondence is to be sent to the office for
follow up action.
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1.4.5 MONITORING AIRCRAFT MOVEMENT

- To obtain the ETA's of the aircraft from CRT/ SSB/ ACARS and
convey it to the other Departments concerned after making
necessary entries in the Briefing Diary.
- Ensure that the CRT messages are sent to the Station concerned,
regarding departure/ arrival/ delay of the flights.
- Ensure that messages regarding delays to the flight are conveyed
to Commercial/ Engineering/ Catering and Ground Support.
- To keep in touch with the Flight Despatch regarding movement of
all flights and disseminate the information whenever required.
- After studying the aircraft Route pattern, to assist the Shift -
incharge in deciding the departure time of subsequent flight to be
operated with the same aircraft and inform crew concerned.
- Keep proper watch on the walkie-talkie and disseminate
information to other departments.
- I nform Transport Section of flight delays and revised ETA/ ETD of
flights for their crew pick up/ drop action.
Flight Despatch Section is required –
- To obtain information regarding outbound aircraft including the

previous aircraft movement and keeping the shift -in-charge of
Flight Despatch informed.
- To receive the ATI S information regarding weather.
- To obtain the destination/ alternate weather.
- To obtain information regarding carry forward snag; if any, and
inform the shift-in-charge Flight Despatch, Engineering
Department and the Commander of the outgoing flight.
1.4.5.1 AIRCRAFT ENROUTE
- To maintain watch of the aircraft in area of jurisdiction: - to

initiate action to pass to aircraft any information on latest
weather conditions or other messages, as required, for safe
conduct of the flight.
- To provide any information required by the Commander and to
pass on the messages received from the aircraft to various
departments concerned.
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- To maintain watch on the progress of flight through

ACARS/ HF/ VHF/ SELCAL/ CRT or ATC and keep other departments
informed.
- Areas where there is no coverage of ACARS/ ADS-B, for effective
tracking of the aircraft flight Despatcher/ Flight Follower shall
take position reports within every 15 minutes. and While flying
over such areas, the flight crew should report the aircraft
coordinates, speed and altitude at an interval of not exceeding 15
minutes.
1.4.5.2 LOSS OF COMMUNICATION
Contact may be established with other aircraft flying in the vicinity or
through ATC units to convey the message to t he aircraft concerned.
1.4.5.3 COORDINATION CELL

A central and regional Coordination Cells have been established. The
Central Coordination and Regional Coordination Cells will co ordinate
with all other operating departments and keep them informed of any
delays, aircraft grounding, diversions and accident/ incident that may
effect the schedule. The Coordination Cell should take proper action
regarding re-planning of flights.
1.4.5.4 LIAISON WITH OTHER DEPARTMENTS
The senior-most Flight Operations Officer present on duty will take
over the duties as Shift-in-Charge and liaise with other departments
like Engineering, Commercial, Ground-support etc. He will supervise
the functions of the Movement Control and ensure that the
information is conveyed to everyone concerned. He will be overall
responsible for any avoidable delay to flights. Any lapse on part of
any of the officers/ staff concerned should be brought to the notice of
the superiors.
He will initiate action on the information received. I n case of
emergency. he will take over control and will assume powers
delegated to hint, as per rules rind will ensure smooth working by
taking proper action.
1.4.5.5 AIRCRAFT ARRIVAL

- To provide information to the aircraft on latest w eather

conditions, serviceability of aids and Services, at Aerodrome of
arrival and its alternates.
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- To assist the Commander in calculating fuel endurance and any

diversion action when required.
- To liaise with other department ATC and MET on aircraft arrival
and on diversion if any
- To obtain debriefing from the flight -crew and pass on any
significant items to ATC/ MET and departments concerned and
arrange for FSR- 1, Airmiss, Bird-strike proforma to be filled up.
- I nform the Captain regarding any Company information (for e.g.
change of crew, arrangements of hotel accommodation, transport
etc.)
1.4.5.6 POST FLIGHT DUTIES

The Dy./ Asstt. Managers(Flight Despatch) on duty shall:
- Obtain a de-briefing report from the Commander and initiate any

action on any change in airfield/ Nav.Aids status affecting safe
operation.
- Ensure that any Report filed by the Commander is logged and
sent to the Sr. Manager(Flight Operations).
- Ensure collection of all documents in case of incident/ accident
duly completed by the Commander.
CAUTION: The Flight Despatcher must not take any action which
conflicts with the Procedures of ATC, MET and Communication
Services.
1.5 FLIGHT SUPERVISION (FLIGHT FOLLOWING)

I t is essential to carry out Flight Following by monitoring the
progress of the flight, as detailed below:
1.5.1 NORMAL FLIGHTS

The Flight Despatcher should monitor the Flight Following Procedure
for departure as well as arrival for all flights. I n order to achieve this
the Flight Despatcher should make optimum utilization of
communication facilities such as HF/ VHF/ SELCAL/ ACARS/ CRT (GI
Pages)/ Fax and Phone. Before the departure of the flight, the
SELCAL Serviceability Check will be carried out by the Flight
Despatcher and the Pilot. After the departure of the flight, the
Commander should give the airborne time to the Flight Despatch,
failing which the same should be obtained by the Flight Despatch
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either through SELCAL or ATC. The Commander shall ensure that the
position of the aircraft is conveyed to the Flight Despatcher as
follows :
(a) TOC
(b) FI R Crossing (wherever applicable)
(c) Any reportable snag
(d) TOD
(e) Touch down time and time of parking at the bay.
The Commander should check the "Fuel Left" at the following

positions and convey the same to the Flight Despatcher:
(a) FI R Crossing (wherever applicable)
(b) TOD
(c) Landing
Whenever the flight crew report for duty at the flight despatch, the
Flight Despatcher -should brief the crew regarding the Flight Follow
Procedure and the reporting requirements to be conveyed to the
Flight Despatcher enroute. The Flight Despatcher should ensure that
the CRT (GI Pages) are regularly updated.
I n case the position reports are not received from the Commander as
stated above, the Flight Despatcher should give a SELCAL. I n case
there is no response, the Flight Despatcher should check with the
ATC. The Flight Despatcher should maintain a log of all the
communications with the aircraft, ATC and other agencies.
Whenever any information regarding hazardous conditions relating
to aerodromes, navigation aids, etc. and significant changes in
forecast weather is received, the Commander is to be notified
Enroute on Company Channel.
1.5.2 EDTO/ETOPS Flights

The Flight Despatcher is to follow the procedure given below for
each EDTO/ ETOPS flight.
1. Concerned Area Radio Broadcast (e.g. Bombay Radio, Karachi
Radio and Bangkok Radio) broadcast weather reports on HF at
specified times. Monitor the Weather Broadcasts for enroute
alternate airport.
2. Contact aircraft every 30 minutes on the company channel
specified for EDTO/ ETOPS Flight using SELCAL/ ACARS/ CPDLC.
(a) Relay the Weather Broadcasts
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(b) I nform any change in status of facilities at the Enroute

alternate airport
(c) Obtain operational status of aircraft
(d) Fuel status in terms of fuel quantity below Flight Plan Fuel at
the Reporting Points
(e) I nform the Pilot Enroute regarding hazardous conditions
relating to aerodromes, navigation aids, etc. and significant
changes in forecast weather.
3. I n the event of diversion,
(a) Keep continuous listening watch on the specified company
channel and monitor progress of flight and commanders
requirements, if any.
(b) Contact diversion airport (ATC/ Handling agents) and request
for necessary assistance to the flight. Obtain METARs and
status of facilities of the diversion airport and relay to the
aircraft.
4. Obtain operational status of aircraft at ETOPS exit point and ETA
destination.
The Pilot is to notify:
i) Any reportable snag.
ii) Significant changes from forecast weather
iii) Significant deviation from route
iv) Fuel status in terms of fuel quantity below Flight Plan Fuel at
the Reporting Points.
v) Time of entry and exit of ETOPS segment.
vi) Touchdown time.
vii) I n the event of diversion –
a) I ntended diversion airfield
b) ETA
c) Nature of emergency
d) Touchdown time
I t will be the responsibility of the Flight Despatcher to ensure that
the Flight Follow Chart is completed in all respects. Records of all
completed documents namely Flight Follow Chart, Log Entries,
CRT Messages, etc. should be maintained for a period of one
month.
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1.6 COMPANY COMMUNICATION/SSB/ACARS OPERATION

The Dy./ Asstt. Managers(Flight Despatch) / SSB Operator / ACARS
shall:
- Hold a valid RTR Licence
- Use standard RT procedure and terminology and maintain a log
of all communications.
- Use the SSB/ VHF/ ACARS for operational messages.
- Have all relevant weather information available for transmission
to aircraft on request.
- Pass any change in airfield status(VI P movements etc.) forecast
of significant weather etc. to he aircraft concerned by SELCAL.
- Forward all requirements transmitted by an aircraft to the
concerned Deptt./ Person.
- Check aircraft serviceability on first contact and pass on
arrival/ departure message to Movement Control/ Coordination
Cell.
1.7 EMERGENCY ACTION AND SPECIAL REPORTS

I t is company policy that all flight crew members submit a written
report :
 when an occurrence that could potentially have an adverse
effect all the safety of flight operations has been observed
 PI C to report any hazard flight condition to the appropriate ATC
facility without delay that may include following conditions.
Generic Hazard Report Description
Meteorological Un-forecast or severe weather, icing,
Conditions windshear, severe turbulence.
Geophysical Events Volcanic ash observed or encountered
Security Breaches Air Piracy or other hostile acts that threaten
the safety of the aircraft or its passengers.
Wildlife Birds or large animals in the vicinity of the
airport or runways.
Facilities and I nadequacy of navigational facilities or
infrastructure undesirable navigational aid performance,
Braking Action or other irregularity in
navigational or ground facilities.
Lasers Unmanned free balloons, downed aircraft
observation or ELT broadcast.
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 PI C must notify the nearest authority by the quickest means

available of any accident or serious incident resulting in injury,
death, or substantial aircraft damage.
 The PI C must notify appropriate local authority without delay in
the event of any emergency situation that necessitated action
in violation of local regulations and / or procedures
 The PI C must submit, if required by the state of occurrence, a
report the appropriate local authority and also to the Authority
of the State of the Operator.
1.7.1 PILOT’S SPECIAL REPORT

Many Pilot’s Special Reports are received regarding
shortcomings/ lapses on technical problems. These are dealt with on
the merits of the case and information available. The technical
section has to clear the difference from the documents/ charts
concerned and make the information available. Suggestions are
received from the pilots regarding various problems on technical
matters. These are to be evaluated and taken up with the authorities
concerned for further necessary action. All these suggestions are to
be brought to the notice of the departmental head concerned.
Wherever necessary the block timings are to be reviewed with the
change in routing, change in arrival/ departure procedures and AL
procedures. The matter is to be referred to the Regional
Director/ ED(Operations) for such increase/ decrease in block timings.
I t is also essential for Pilots and Management to maintain an efficient

and comprehensive system of communication. This communication
requirement is fulfilled mainly by the use of a number of specialised
reports, documents and log s. The Commander’s Special Report
which is in the nature of a Confidential Report to Management is
intended to be used for reporting any matter connected with the
operation of a service. I t serves as a direct channel between the
Commander and regional General Manager (Operations) for:
- providing information
- submitting complaints or criticism (which should be constructive)
- making suggestions concerning matters arising in the course of a
Commander’s duties.
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The satisfactory operation of the system is considered to be

absolutely essential in the interest of efficient airline operations. The
administration of the Commander’s Report System is the
responsibility of the General Manager (Operations), who will deal
with all such reports. From the point of view of action required,
these Reports form a number of distinct categories. Some are purely
informative and don’t require specific comment or action, whereas
others are such that a General Managers (Operations) can supply the
necessary answer from his own knowledge of the subject involved.
The difficult categories are those which necessitate investigation
and/ or action which cannot be undertaken by the General Manager
(Operations) himself. However, General Managers (Operations) are
to be aware of the need for prompt action in dealing with a
Commander’s Report and every effort should be made to overcome
unnecessary delay. I t is impossible to eliminate the varying degrees
of delay in providing satisfactory replies to many of the matters
raised but pending a full reply, Commanders will receive an interim
acknowledgment indicating what action is being taken.
1.7.2 EMERGENCY ACTION

Flight Despatch Section is required —
- to initiate action in case of an emergency to aircraft in liaison with

ATC/ MET and other departments as per rules notified in circulars
and emergency procedures.
- to advise Senior Executives of the Company regarding the same
by quickest possible means giving details of the emergency as per
procedure prescribed.
1.8 MOVEMENT CONTROL

The Movement control reports to Duty Manager-Flight Despatch.
The movement control is divided into 2 sub-units for ease of
Operations, viz. the Aircraft Movement Control and the Crew
Movement Control in view of the difference in responsibilities
they have been dealt with separately.
The Aircraft Movement control co-ordinates with the various

ground agencies such as Traffic, Engineering, Ground Services
Department, I n-Flight Service Department – Cabin Crew, I n-
Flight Service Department – Catering Services, Cabin Stores,
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Field Service Stores, Transport, Fuel Company, Representatives

of Other carriers handled by Air I ndia Ltd, etc.
For Departure and arrival activities, diversion and delays

etc, this section sends movement messages and also maintains
flight progress chart that assists in an effective flight watch on all
Air I ndia flights : based on the movement messages or
information received through SSB.
This section also ensures all pre-flight reporting papers are

prepared and kept ready prior to crew reporting. The section
also ensures that the Aircraft COCKPI T DOCUMENT BAG is
complete in all respects with the manuals/ documents. I t is
duly checked by the crew member and sent on board along with
the Route Manuals (JEPPESEN) prior to departure. They also
ensure that all the contents of the Aircraft COCKPI T DOCUMENT
BAG are received back on arrival at base stations.
1.8.1 CREW MOVEMENT CONTROL

Crew movement control is responsible for the following at domestic
airports:
- - Keep a track of all crew movement
- - Advise air crew of any delay to flights in excess of 1 hour and
ensure that crew are not brought to the airport earlier than
necessary when flights are delayed.
- - Coordinate with Catering Department regarding crew meals.
- - I nform Commercial of the travel of any supernumerary or
additional crew for mentioning in the trim sheet.
- - Ensure that Operations advises Commercial not to commence
passenger boarding unless the flight crew has reported to the
airport and 2 Cabin Crew for A320 and 3 Cabin Crew for A330 are
on board.
- - Maintain log books for Roster and Operations Department and
log all operationally relevant entries. Co-ordinate with Transport
Section to ensure that crew pick up and drop has been arranged
as per the standing instructions.
- - I n the absence of Roster Staff be responsible for informing crew
of Roster changes, arranging for crew for flight duty, arranging
replacement and additional crew for flights.
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- - I f the rostered cabin crew does not report by 20 minutes before

departure standby crew shall be detailed far the flight and if the
scheduled crew reports later they shall be put on standby.
- Be responsible for the movement of crew baggage to and from
the aircraft.
- Ensure that in case of delayed flights, flight crew FDTL is not
exceeded by any crew member and take necessary action well in
advance to arrange replacement crew.
- Arrange the crew Hotel Accommodation as per standing
instructions - While taking over the duty, the staff must go
through the entries made in the Briefing Diary by the previous
shift. Notings of the action to be taken by the shift must be made
and action taken be noted and ticked;
- I f the staff is reporting for duty after a gap of a day or two or few
days leave, it is advisable to go through different
circulars/ instructions issued during the period of absence;
- CRT message book and the file containing CRT Messages, SOD
tickets to be gone through carefully and necessary action taken;
- I f any crew member is travelling as SOD, tickets to be obtained
sufficiently in advance and boarding-cards obtained prior to the
departure:
- Arrival/ Departure board should be written legibly and correctly,
SUNSET and SUNRI SE time should be written on the board;
- ARR/ DEP Diary should be tilled up with the help of Pilots sector
Reports and ensure that no mistakes are committed. The names
of all air crew must be depicted as shown in the PSR.
- I nking out the crew charts for departures/ arrivals, marking leave,
Sick and Fit Reports, etc should be done immediately on receipt
of information;
- Staff of the previous shift will not leave the place of duty unless
duly relieved by the Shift-in-Charge/ Officer on duty;
- Prior to leaving Movement Control the outgoing staff must liaise
with "lie incoming staff for any instruction/ action to be taken;
- All telephone calls must be answered immediately in a courteous
manner with "NAMASKAR" and the staff should identify himself/
herself to the caller. Correct information should be relayed,
- To ensure that the crew/ other requirement for any Charter
Flights/ Extra (additional) flights/ Training flights/ Test flights is
met with;
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- To collect the Pilots Sector Reports and arrange them properly

before forwarding them to the office of Manager (Flight
Operations), for necessary action and onward submission to
Administration Section.
- While taking over the duty, the staff must go through the entries
made in the Briefing Diary by the previous shift. Notings of the
action to be taken by the shift must be made and action taken be
noted and ticked;
- I f the staff is reporting for duty after a gap of a day or two or few
days leave, it is advisable to go through different circulars/
instructions issued during the period of absence;
- CRT message book and the file containing CRT Messages, SOD
tickets to be gone through carefully and necessary action taken;
- I f any crew member is travelling as SOD, tickets to be obtained
sufficiently in advance and boarding-cards obtained prior to the
departure;
- Arrival/ Departure board should be written legibly and correctly,
SUNRI SE and SUNSET time should be written on the board;
- ARR/ DEP Diary should be filled up with the help of Pilots sector
Reports and ensure that no mistakes are committed. The names
of all air crew must be depicted as shown in the PSR.
- I nking out the crew charts for departures/ arrivals, marking leave:
Sick and Fit Reports: etc should be done immediately on receipt
of information;
- Staff of the previous shift will not leave the place of duty unless
duly relieved by the Shift-in-Charge/ Officer on duty;
- Prior to leaving Movement Control the outgoing staff must liaise
with the incoming staff for any instructions/ action to be taken;
- All telephone calls must be answered immediately in a courteous
manner with "NAMASKAR" and the staff should identify himself/
herself to the caller. Correct information should be relayed.
- To ensure that the crew/ other requirement for any Charter
Flights/ Extra (additional) flights/ Training flights/ Test flights is
met with;
- To collect the Pilots Sector Reports and arrange them properly
before forwarding them to the office of Manager (Flight
Operations), for necessary action and onward submission to
Administration Section.
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The functions and responsibilities of Movement Control are as following

at international airports:
1. Advise the names of the operating crew for each flight
after confirming the same from Crew Scheduling/ pick
up list in the form of telex/ email to Traffic Admin for
generation of Crew GD, Catering Department for Crew
Meals.
A copy of this telex/ email is also given to AI Medical
Officer for PFME.
Any subsequent changes in the crew names are also
advised in the same manner.
2. To keep the pre-flight forms ready before the crew
reports for the flight.
3. Assembling and checking t he cont ent s of Aircraft
COCKPI T DOCUMENT BAG as per checklist and Route
Manuals (Jeppesen) necessary for the safe
completion of the aircraft pattern of operation. I n
case of any discrepancy the Duty Manager/ Shift in
charge should be informed immediately and action
taken as per his instructions.
4. Transmission of movement messages for Air I ndia and
other carriers handled.
5. Maintaining records of all arrival/ departure vis-à-vis
schedule and actual and reasons for variations.
6. Keep proper watch on the walkie-talkie and
disseminate information.
7. I n case of Ramp Return / Air turn back, diversions
and over flying, in consultation with the Shift in
charge, coordinate with the ground agencies and
inform the stations concerned including the new
destination in case of diversions and over flying.
8. Coordinating activities pertaining to training/ test
flights.
9. This section co-ordinates with the various ground
agencies viz. Traffic, Engineering, Ground Services
Dept., I n-Flight Service Dept.-Cabin Crew and
Catering Services, Stores-Bond and Field Service,
Transport, re-fuelers and with representatives of
other carriers handled by Air I ndia for departure and
arrival activities, diversions and delays. All
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coordination is carried out by monitoring the

walkie-talkie as well as telephone/ telex/ email.
10. Maintain log of all action taken and to be taken.
11. Assist the Duty Manager/ Shift in charge/ Flight

Dispatcher.
12. Advise the names of the operating crew for each

flight after confirming the same from Crew
Scheduling/ pick up list in the form of telex/ email to
Traffic Admin for generation of Crew GD, Catering
Department for Crew Meals.
A copy of this telex/ email is also given to AI Medical
Officer for PFME.
Any subsequent changes in the crew names are also
advised in the same manner.
13. To keep the pre-flight forms ready before the crew
reports for the flight.
14. Assembling and checking t he cont ent s of Aircraft
COCKPI T DOCUMENT BAG as per checklist and Route
Manuals (Jeppesen) necessary for the safe
completion of the aircraft pattern of operation. I n
case of any discrepancy the Duty Manager/ Shift in
charge should be informed immediately and action
taken as per his instructions.
15. Transmission of movement messages for Air I ndia and
other carriers handled.
16. Maintaining records of all arrival/ departure vis-à-vis
schedule and actual and reasons for variations.
17. Keep proper watch on the walkie-talkie and
disseminate information.
18. I n case of Ramp Return / Air turn back, diversions
and over flying, in consultation with the Shift in
charge, coordinate with the ground agencies and
inform the stations concerned including the new
destination in case of diversions and over flying.
19. Coordinating activities pertaining to training/ test
flights.
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20. This section co-ordinates with the various ground

agencies viz. Traffic, Engineering, Ground Services
Dept., I n-Flight Service Dept.-Cabin Crew and
Catering Services, Stores-Bond and Field Service,
Transport, re-fuelers and with representatives of
other carriers handled by Air I ndia for departure and
arrival activities, diversions and delays. All
coordination is carried out by monitoring the
walkie-talkie as well as telephone/ telex/ email.
21. Maintain log of all action taken and to be taken.
22. Assist the Duty Manager/ Shift in charge/ Flight

Dispatcher.
1.9 SCHEDULING/LICENCING/TRAINING SECTION
1.9.1 CREW SCHEDULING SECTION

Flight Crew Scheduling is based on the following parameters:
a) FDTL, Rest Period, Periodical Flight Time Limitations.

b) Proficiency Checks requirement
c) Medical Examination dates
d) Route qualification
e) Cockpit experience for Commanders and Co-Pilots
The Flight Crew Scheduling programme is issued for each type of

aircraft in our fleet and the crew scheduling primarily takes into
consideration the DGCA requirements.
I n addition to the above, the flight crew scheduling process shall

ensure that flight crew members, prior to being assigned to flight
duties are qualified and current in accordance with the flight crew
qualification requirements.
I t is the responsibility of the flight crew concerned to collect the

flight programme and ensure that all their proficiency checks,
licence, medicals etc. are valid prior to undertaking any fight. Flight
crew are also additionally responsible to keep their travel documents
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such as visa/ passport current for the operation of flights. However,

the Management will extend
necessary assistance in processing licence renewal documents as
well as travel documents. Whenever the flying licence is under
submission for renewal, crew may operate domestic and
international flights provided they are in possession of an
acknowledgement received from the DGCA regional office, duly
signed and sealed by a DGCA authorized signatory.
A change in crew pattern / movement EX base, requires the prior
written/ verbal consent from the office of the GM – Crew Scheduling
I n order to monitor the Flight Time, FDTL, Rest Period

Limitations, it is necessary for the flight crew to record their
respective reporting time in the Pilot’s Special Report which will
also include information with regard to flight time, delays if any
etc. All the above data is entered in the computer to get the
required printouts, which are periodically checked to ensure
whether the prescribed DGCA limitations are strictly adhered to .
The objective of the Scheduling/ Licencing/ Training Section is to
provide adequately trained and qualified cockpit and cabin crew
for the operation of all flights in keeping with standards laid down
by DGCA and Executive Director (Operations), Executive Director
(Training). Scheduling / Rostering section will prohibit Flight Crew
from operating an aircraft if not qualified for duty. To achieve
optimum utilisation of Cockpit and Cabin Crew the Authorized
Officers and Staff in this section must:
I ) liaise with DGCA with regard to issue and renewal of Pilots
licences;
I I ) to liaise with DGCA approved Medical Board regarding medical
examinations of flight crew;
I I I ) to plan and provide training to Cockpit and Cabin Crew.
- Provide appropriately qualified cockpit and cabin crew to

operate flights according to schedules and ensure adherence to
operational standards as laid down by the DGCA and Airlines
Headquarters. For this purpose, the training section shall keep
record that the flight crew qualifications requirement are met
before assigning the flight crew members to duty. Flight crew
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Certification, qualifications training and currency requirements, to

include the following in liaison with Training Department :
a) licences / certification
b) specific qualifications (LVP, RVSM Etc.);
c) equipment qualifications (TCAS/ ACAS, GPWS/ EGPWS, HGS)
d) recency-of-experience
e) medical status, including Medical Assessment Certificate having
validity period not exceeding 12 months.
f) initial training and checking / line check / proficiency check /
recurrent training and checking results;
g) right seat qualification;
h) type(s) qualification;
i) airport and route competence (including special airports);
j) instructor/ evaluator/ line check airman qualification;
k) CRM / Human Factors training: (ref SOP / CRM manual/ Training
Manual )
l) Dangerous goods training
m) Security training
n) Accrued flight time, duty time, duty periods and completed rest
periods for the purposes of fatigue risk management and compliance
with operator or State flight and/ or duty time limitations
The successful and unsuccessful flight evaluations shall be recorded
and retained by ED (Training)/ GM Ops (Training), refer Operations
Manual Part-D. Such records shall be kept for lifetime till the flight
crew is employed with the Company.
- To assist ED Training in achieving targets of the Training
Programme;
- To coordinate with other regions for making the Training
Programme of cockpit crew and cabin crew.
1.9.2 PILOTS LICENCING AND TRAINING SECTION

- Licencing and Training Section shall maintain Master Records of
licences, endorsements and ratings of the Flight Crew.
- The monthly statement of Training planned/ carried out in the
Region should be sent to the General Manager (Operations) and
ED (Operations)/ ED (Training).
- A Daily/ Weekly Programme of Training is to be issued indicating
name of crew, type of check and time.
- Pilots whose licences are due to expire in the ensuing month
should be listed in a statement and should be exhibited on notice
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Board, a copy of which is to be given to the Schedule / Roster

Section and person concerned.
- I n regard to t he Medical examination of Cockpit crew, the Medical
Board should be informed 3 months in advance. The Medical
appointment should be arranged at DGCA approved Medical
Boards.
- The validity of licences, certification, qualification, training &
currency etc shall be intimated to the Scheduling section.
- The Licencing and Training Section and the Scheduling / Roster
section shall ensure that Flight Crew members, prior to being
assigned to duty are qualified and current.
- The validity of Flying Licences indicating aircraft type giving
validity of licence/ I R/ LR, FRTO/ COP / English Language
Proficiency is to be prepared bi-monthly.
- Refresher/ Training programmes received from CTE are to be
intimated to the concerned crew, Roster Section and necessary
action taken for booking SOD seats.
- A Register of Route Check with all the route checks carried out
are to be maintained. Training Section must ensure that all
instructions regarding Flight Checks are adhered to.
- The statement of crew licences, renewal fees and licences
renewal/ deduction advice is to be maintained.
- ALTP Register giving information of dates of passing is to be
maintained.
- Training Section shall ensure that all instructions from DGCA/ ED-
Ops./ ED-Training relating to training of Flight Crew are strictly
followed and documents submitted to DGCA for issue/ renewal of
Licences are correctly handled and expeditiously cleared.
- Training Section shall initial all Flight Crew logbooks for correct
entries before having them certified by the competent authority.
- I f any licence is sent for endorsement/ renewal, the Flight crew
will be issued with a certification mentioning this and giving
details of the Licence, Endorsement and validity.
1.9.3 DUTIES AND RESPONSIBILITIES OF NON-

As given in department process manual and also as delegated by
respective General Manager. The non-management personnel in
operations department are also responsible to their immediate
superior that they carry out their functions keeping in mind safety
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and security of aircraft operations and in accordance with applicable

regulations and standard of the Airline.
1.9.4 DUTIES AND RESPONSIBILITIES OF GROUND

OPERATIONS PERSONNEL
As delegated by respective General Manager
1.10 LEASING OF AIRCRAFT
GENERAL
The entire lease of aircraft and operation is conducted according to
CAR. Section 3, Series ‘C’ Part I issue III, dated 29th Jan., 2010 and
any other document issued by regulatory authorities.
1.10.1 WET LEASE OPERATION

The wet lease agreement is generally on ACMI basis (Aircraft, crew,
maintenance and insurance). The operation is governed by
requirements of DGCA, I ndia or the state of registry, whichever is
more stringent.
While entering into an agreement with lessor, it shall be ensured
that the lessor agrees to authorize AI R I NDI A and DGCA, I ndia
officials to conduct the maintenance and operational surveillance,
supervision and spot checks, including CVR/ DFDR monitoring. These
surveillance checks shall be carried out in the same manner as they
are carried out in case of AIR INDIA’s own aircraft. The deficiencies
observed shall be brought to the attention of the lessor who shall be
required to take appropriate corrective action to the satisfaction of
AI R I NDI A and DGCA, I ndia. The deficiencies observed that the
corrective action taken should be reported to DGCA, I ndia. I f these
corrective action are not taken within a reasonable time period this
shall be considered as a
breach of contract with AI R I NDI A and treated as per the terms of
contract.
1.10.2 REQUIREMENTS OF WET LEASE OPERATIONS

Air I ndia will strictly monitor.
i) Flight Duty Time Limitation and Flight Time as prescribed by
state regulatory authority.
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ii) The Qualification/ Experience/ License/ Medical/ Technical and

Flight Safety.
iii) Training/ Refresher Courses regarding Cockpit & Cabin Crew
iv) Captain’s reports on flights.
v) Any other training as required .
1.10.3 BRIEFING TO LESSOR CREW

Air I ndia gives briefing to the crew on the Company policies, DGCA
requirements. Folders containing documents pertaining to Bomb
Scare/ Hijack procedures, Fuel Policy, CAR/ AI C, weather minima,
I ncident reporting, Monsoon operation and any other relevant topic.
Nontype briefing is given to Cabin crew on one-time basis, on flight
safety aspects.
1.10.4 OPERATIONS SUPERVISION CHECKS

Supervision Checks would be carried out with regard to observance
of these procedures by personnel specified in the relevant
CAR/ Operation. Any deviation from these stipulations is brought to
their notice for corrective action.
1.10.5 SUPERVISION
Executive Director (Operations) / General Manager (Operations) – HQ
is responsible for overseeing the wet lease Operations in all aspects
of Flight Operations.
1.11 DRY LEASE OPERATIONS

Air I ndia has dry leased A319, A320, A330 type of aircraft.
As required by the DGCA C.A.R., the dry leased aircraft are

registered in I ndia. The entire responsibility of the airworthiness,
maintenance and operations will rest with AI R I NDI A and the aircraft
will be subjected to airworthiness certification, maintenance and
inspection procedures prescribed by the DGCA, in conformity with
the above C.A.R.
1.11.1 SUPERVISION
Executive Director – Operations is responsible for the lease
operation. However, ED-Ops has delegated this responsibility to
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General Manager (Operations) and General Manager (Technical) to

oversee the lease operations in all aspects of Flight Operations.
1.12 SPECIAL EXTRA SECTION / EXTRA SECTION

FLIGHTS
The Exec. Director-Operations is the Chairman of the Senior
Level ‘Coordination’ (Standing) Committee and overall in -
charge of the Special Extra Section Flights (SESF), which are
operated on behalf of the Government of I ndia. Considering
the sensitive nature of these flights, it is important that the
team member (s) selected for these flights must be capable
of effectively carrying out their duties whilst on such
assignments. The mandatory requirements are as follows:
a).The Exec. Commander and the operating crew members
ex-Delhi (total 04 individuals) are required to meet the Exec.
Dir.Ops. (together) with prior appointment, before leaving
Mumbai.
b).The Exec. Commander must email a debrief of the flight

to the Exec.Dir.Ops. within 72 hrs. of reaching Mumbai. Any
incident / occurrence must be mentioned therein.
c).I t is the responsibility of each crew member to ensure

that all associated requirements viz: passport, visae,
training, experience, currency, medical and any other
requirement are in order before operating the SESF. Please
cross check the Operations Manual.
d).The Exec. Commander must conduct a briefing with all

Departmental reps., before and after each sector of the
SESF.
e).Each crew member is responsible to ensure that proper
decorum and protocol are maintained throughout the
duration of the SESF. The individual (s) concerned and the
Exec. Commander will be held responsible / accountable, if
any adverse complaints are received during / post SESF.
f).No family members are permitted to stay in the hotel or at

the station of SESF (accompany).
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g).Failure to comply with any one of the above requirements

may debar an individual from being considered for future
SESF.
1.12.1 The office of the Exec. Director –Operations / Gen. Manager

– Crew. Sked. will decide the cockpit crew for flights other
than scheduled.
1.12.2 COMMON CRITERIA FOR SELECTION OF TEAM

MEMBERS AND ALL CREW
a) I n his capacity as the Chairman of the Senior Level
Standing Committee, the Exec. Director-Operations will
be the final authority to decide on the composition of the
team members including the crew to operate these
flights. A list of the team members & the cabin crew
operating the said flight(s) will be provided to the Exec.
Dir-Operations and may be altered if conditions so
warrant.
b) The selection of the team members and crew will not be
based on seniority alone, unless backed by reputation,
competence and suitability for such assignments (Ref.
Letter No. 1291/ DCP/ P&S/ 2006 dated 20.09.2006 from the
office of the Dy. Commissioner of Police and such other
similar letters with regard to the Special Extra Section
Flights). Additionally, they must not have any blamew orthy
record with our Vigilance / Security Department for being
involved in acts where the image of the airline was marred.
c) I D cards and Travel documents:
i) Visas for all sectors should be valid for Operating
& Standby crew.
ii) The team members and crew must ensure that
they possess valid I D cards (both, Company &
BCAS) along with other travel documents.
iii) The passport must be valid for atleast the next 6
months with sufficient pages (for grant of visas),
before submitting the passport for visas, ECNR, etc.
iv) The Health Card / validity for yellow fever and /
or other vaccinations when required must be
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ensured. Yellow fever vaccination must be taken at

least 10 days prior to arrival into the affected area.
d) Reference letter No. RDDR/ D / 301 dt d 01.11.2007,
from the office of the RDDR to the CMD, no Vigilance
official should accompany the special extra section
flights, unless specified otherwise.
1.12.3 CRITERIA FOR SELECTION OF COCKPIT CREW

Additionally, the criteria given below must be follow ed for
the selection of cockpit crew to operate the Special Extra
Section flights:
i) The cockpit crew should not have been involved in any

incident (s) related to air-safety, indiscipline, airmanship,
CRM such as, interpersonal conflict(s), lack of
cooperation etc. and issues related to moral turpitude, or
awarded any punishment arising out of any disciplinary /
administrative action. They should not have failed an
LC/ I R, Route Check or failed during Command Training
in the preceding 3 years. They must have an
unblemished service record and must be without any
history of repeatedly reporting sick for duties, causing
disruption of flights / avoidable shortfall. The Crew must
have consistently displayed a high standard of
professionalism and discipline. The crew licences must
be void of any adverse endorsements by the DGCA.
Training Captains & First Officers with ALTP will be given
preference.
ii) Experience
a) The Pilot-in-Command must have a minimum flying
experience of 4000 hours as PI C on Multi-Engine
Transport Aircraft, out of which over 1000 hours
must be on type. The Pilot -in-Command must
possess a minimum of 100 hours of flying
experience as PI C during the preceding six months
on the type of aircraft to be flown, of which at least
10 hours must be during the preceding 30 days.
b) The CAT-I I / I I I qualification / validity will also be
considered.
c) Standby Crew
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I f any one of the two rostered Commanders has not

operated such a flight before, then the standby crew
selected must have operated a Special Extra Section
Flight earlier.
iii) The licence(s), rating(s), medical and proficiency
checks must be valid.
The minimum crew complement will consist of 2

Commanders & 2 Co-pilots.
I n case need be, the Exec. Director- Operations or a

nominated senior Captain, in the grade of Gen.
Manager or above may be authorized to accompany the
flight, as an Exec. Commander, having operational and
administrative control over such flights.
1.12.4 REQUIREMENTS FOR COCKPIT CREW

i) The Extra Section briefing must cover the RTOW tables.
ii) The GTR and Safety and Emergency Procedures training
is required to be conducted if the crew have not
undergone this training for Special Extra Section
Flight(s) in the preceding 60 days. The Safety and
Emergency Procedures Training would require to be
repeated even within the above 60 days if the aircraft
VI P configuration is changed.
ii) Simulator practice is required if the crew have not
undergone this briefing for the same airport(s) in the
preceding 90 days.
iv) The Safety and Emergency Procedures training should
include:
(a) Familiarization with change of aircraft configuration.
(b) Special evacuation procedure for VVI P.
(c) Any other special briefing for VVI P which is to be
informed to the VVI P via SPG / PMO.
(d) Familiarization with the loading / lashing of
equipment to prevent loose articles in the cabin.
1.12.5 TRAINING REQUIREMENTS FOR CABIN CREW

The Safety and Emergency Procedures training is required to
be conducted if the crew have not undergone this training
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for Special Extra Section Flight(s) in the preceding 60 days.

The Safety and Emergency Procedures training would
require to be repeated even within the above 60 days if the
aircraft VI P configuration is changed.
The Safety and Emergency Procedures training should
include:
(a) Familiarization with change of aircraft configuration.
(b) Relocation of emergency equipment(s).
(c) Special evacuation procedure for VVI P.
(d) Any other special briefing for VVI P which is to be
informed to the VVI P via SPG / PMO.
(e) Familiarization with the loading / lashing of equipment in
the cabin, to prevent loose articles in the cabin.
1.12.6 CRITERIA FOR SELECTION OF FLIGHT DESPATCHERS

The criteria given below must be followed for selection of
Flight Despatchers for the Special Extra Section flights:
i) They should not have been involved in any incident,
involving air safety indiscipline, lack of CRM, such as,
interpersonal conflict(s), lack of cooperation etc., and /
or issues related to moral turpitude, or awarded any
punishment arising out of any disciplinary /
administrative action, in the preceding 3 years. They
must have an unblemished service record and must be
without any history of repeatedly reporting sick for
duties.
ii) The Flight Despatchers must have consistently displayed
a high standard of professionalism and discipline.
iii) I ndividual(s) who conduct the survey of a particular
station must necessarily be prepositioned at the same
station, unless it is unavoidable and has the concurrence
of the Exec. Director-Operations.
iv) Flight Despatchers on Standby: The individual(s) who are
selected as standby, should have been briefed for the
assignment. They should have either handled a Special
Extra Section Flight earlier or should have handled such a
mission as an understudy.
v) The standby Flight Despatcher, or as deputed by the
RMFD, must ensure that all despatch related NOTAMs,
Company Advisories, weather minimas, minimas as
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applicable to the crew, ATC flight plan, fuel flight plan, fuel
requirements are cross-checked at Mumbai, prior to the
flight release and significant factors informed to the
Despatcher handling the flight at the station(s).
vi) The final clearance of the special extra section flights must
bear the concurrence of RMFD.
1.12.7 CALCULATION OF BLOCK TIMES

The estimated block times are worked out with a total ground
time of 40 to 45 minutes, consisting of engine start / push
back / taxiing; and an elapsed time, at O.85 Mach. The logic is
that a buffer, which is not flyable, should not be built into the
block time and instead by using a variable mach technique,
the plan can be flown to cover respective delays during the
flight by flying a variable Mach number. This is to cater for the
door opening time. A mach no. greater than 0.86 or less than
0.85 may not provide efficient burn off.
NOTE: THE ABOVE CALCULATI ONS ARE APPLI CABLE FOR

B747-400. FOR OTHER TYPES OF AI RCRAFT, BLOCK TI ME
CALCULATI ONS WI LL BE I N CONSULTATI ON WI TH THE EXEC.
DI RECTOR- OPERATI ONS, AT THE PLANNI NG STAGE I TSELF.
1.12.8 MINIMUM RUNWAY LENGTH REQUIREMENTS
AIRCRAFT TYPE MINIMUM RUNWAY LENGTH (ft)

B747-400 8000
B777,B787,A330,A 321 7000
A319/ A 320 FAMI LY 5500
1.12.9 ATTENDING FUNCTIONS HELD BY THE VVIP

Whenever Air I ndia crew and / or officials are invited to
attend post flight functions hosted by the VVI P at Delhi, their
travel, for such purposes, is considered as travel on duty and
all travel arrangements should be made as per their
entitlements. Travel for the spouse, when invited, should be
arranged by the same class as per the entitlement of the
crew / official. However, when accompanied by children,
travel for the whole family shall be arranged by Economy
class.
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1.13 RAMP INSPECTION BY FOREIGN REGULATORY

AGENCIES
I n accordance' with Article 16 of the Convention on
I nternational Civil Aviation (Chicago Convention), the
appropriate regulator authorities of each contracting state
have the right to search aircraft of the other contracting
states and to inspect its documents. Making use of this
provision, several states have already begun to conduct
ramp inspection of foreign aircraft.
The extract of inspection procedure is as follows :
"'Procedure
I nspector will:
- enter the aircraft and / or facilities related to its operation
or maintenance,
- inspect the aircraft, the aircraft flight logbooks, other
documents and / or any other materials related thereto, and/ or,
- question any person concerned with the aircraft or its
operation safety.
Action to be taken in the case where any significant

discrepancy is found :-
When any significant discrepancy directly affecting operation
safety is found, inspectors will require the personnel(s) and/ or
organisation(s) concerned to take appropriate corrective actions
prior to further flights in accordance with the applicable
provisions.
CHECKLIST
Operation items :-
- Competence Certificate / Aviation Medical Certificate
- Aircraft Flight Logbook
- Certificate and other Documents necessary for Aircraft
Operation
- Required Equipment in Cockpit / Cabin
- Markings including Emergency Pass Lights, etc.
- Passenger emplaning / deplaning
- Dangerous Goods
- Aircraft Marshalling and Towing
Maintenance Items :-
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- Aircraft Flight Logbook

- Discrepancy Status concerning aircraft and appliances
- Certificate and other Documents necessary for Aircraft
Operation
- Aircraft Exterior Condition
- Required Equipment in Cockpit/ Cabin
- Cargo Container
- Fueling
- De-icing / Anti-icing
1.14 ACCEPTANCE/DELIVERY FLIGHTS

The following qualification(s)/ selection criteria are applicable
for such flights:
1. The commander (Line/ Training Capt ain) must have at

least 2000 hrs. Command experience on company
aircraft. The First Officer must have at least 500 hours
experience on type.
2. The commander/ First Officer must have undergone a
briefing by a commander, who has undertaken such
flight(s) in the past.
3. Due cognizance must be observed during selection, to a
crew member's past record as a First Officer, Commander
and Training Captain (as applicable), within the preceding
three years.
4. Special consideration will be given, if required, for
specific routes.
1.15 Integrated Operational Control Centre (IOCC)
The primary objective of I OCC is that all Air I ndia Flights operates
smoothly and on time. I n order to achieve this I OCC has a well laid
operation centre at Terminal 3 in New Delhi with all required
infrastructure including office space. The centre has connectivity with
all operating bases of Air I ndia through out the world. Availability of
Aircraft and Operating Crew including standby are being tracked by
I OCC at least 72 hours in advance. Any issues in this regard are
being immediately resolved by the centre in liaison with the
department concerned. Decisions with regard to any disruptive /
cancelled flight are being taken in real time and communicated to
concerned personnel.
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1.16 Document Management System

Air I ndia has established a Document management system which
meets the regulatory and other requirements. The Documentation
Management System (DMS) ensures the receipt of documentation
for all safety critical operational personnel of the Organisation in a
timely manner by hard as well as soft copies or website, as
applicable. The primary purpose of document control is to ensure
necessary, accurate and up-to date documents are available to all
those personnel who require to use them. A centrally generated and
controlled system ensures standardized documentation product
throughout the Organisation. All documents conform to a corporate
standards, thus ensuring an Organisation wide consistency in
documentation philosophy, format and present ation of content.
Air I ndia has implemented I BM File Net Document Management
System that provide organization-wide integrated Document
Management System for managing documents and manuals
electronically. I t also provides automated workflow for business
process which can be tracked and defined as per operational
requirements. DMS also helps Air I ndia in fulfilling its vision of
moving to a paperless office from a current physical document -
intensive process to achieve higher cost efficiency and transparency.
Air India’s Operations Dept., facilitates all operational personnel
including pilots, dispatchers, Cabin Crew etc. to access Operations
Documents through its website and DMS website. This website can
be accessed by all operational personnel through a unique I D and
password. All OEM documents, circulars, revisions, etc. relating to
the both the fleet are uploaded on this website and all concerned
personnel intimated accordingly. DMS has backups from the
Production site will be taken at regular intervals to ensure the same
is available. Restoration of data can be done using this back up
image.
The Operations Department complies with Corporate Document
Management System Manual which complies with DGCA CAR and
Circulars on Flight Safety Documentation System, Public Records
Act 1993, Public Records Rules 1997, DGCA Air Safety Circulars and
Guidelines published in CAP 8100. I t follows the Corporate DMS
processes to include proper verification and Quality Control of all
Manuals and documents.
Time Critical and Time Sensitive information be issued through
Company advisories, Circulars on the Website through the “ARMS”
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Crew Scheduling System, through email as well as through copies

available in Movement Control. They are also available at
www.airindiaops.com. All pilots are required to be familiar with the
latest circulars and have to sign the Crew Reporting form stating “ I
have read and understood” after having read the same.
Any Documents / Circular which are introduced / revised after due
verification and clearance by Operations Department would be
uploaded into the DMS Server for all concerned personnel.
For further information refer Corporate Document Management
System Manual.
1.17 AIR OPERATOR'S PERMIT
The Air Operator's Permit (AOP) defines the scope of our operations.
I t is obtained by the Airline from DGCA after fulfilling all the laid
down requirements. The conditions mentioned in the permit must be
complied with by the concerned departmental heads. A copy of the
AOP is available onboard each aircraft and in Operations
Department. The AOP shall include:
i) Operator identification (name and location)
ii) Date of issue and period of validity
iii) Description of types of operations authorised
iv) Type(s) of aircraft authorised for use
v) Authorised areas of operation or routes
vi) Exemptions, deviations and waivers (listed by name)
vii) Special authorizations, to include, as applicable :
a) Low visibility takeoff (LVTO);
b) CAT I I and/ or I I I approaches;
c) Head-up displays (HUD) and enhanced vision systems
(EVS) operations (if such systems are used to gain
operational benefit);
d) GPS approaches;
e) EDTO/ ETOPS;
f) RVSM operations;
g) MNPS operations;
h) RNAV/ RNP operations, to include approved applications
and, when applicable,the associated approved RNP
levels required to operate within a defined airspace;
i) Transport of dangerous goods (if AOC authorization is
required for the transport of dangerous goods);
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j) Electronic Flight Bag (EFB) operations (if approval for

such operations is required by the Authority).
h) ADS- B, ADS-C and CPDLC
The Air Operator Permit is issued by DGCA, which cover above
aspects :
i) Permit
ii) Operations specifications
All the conditions mentioned in Operations specifications shall be
strictly followed and violation of these conditions is not allowed
without prior permission from the Regulatory Authority.
This also includes special authorizations and limitations, carriage of

dangerous goods, ETOPS, Aerodrome Operating Minima, I LS
Category I I , I I I operations, NAT-MNPS, RVSM, RNP5/ 10, RNP-1,
RNAV-1 / 10 etc.
Timely updates shall be carried out by Flight Operations Section/
Technical, in coordination with G.M-OPS (NB) for inclusion / deletion
of aircraft from Company fleet, inclusion of new approvals etc.
For inclusion or deletion of an aircraft including Dry/ Wet Lease

aircraft, documents are received from GM(Engg) -Quality Control, of
respective Aircraft base. Local DGCA clearance/ approval is also
obtained for the modification. The documents are duly deposited
with DGCA (HQ) for any amendment to the AOP. A lead time of 3
days is required by DGCA for endorsement on the AOP. On receipt of
revised AOP , a copy is to be sent to all concerned. The copies in the
aircraft are placed by Engineering Department. These copies are
attested by an Executive of Operations Department or QC Manager-
Engineering of region.
1.18 QUALITY ASSURANCE
The Quality Management System (QMS) has a yearly
assurance programme that provides for auditing and
evaluation of Operations and all functions, to ensure that
Operations Department : -
i) complies with regulatory and internal requirements;
ii) satisfies stated operational control needs;
iii) produces desired operational control safety and quality
outcomes;
iv) identifies hazards, undesirable conditions and areas
requiring improvement.
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Significant issues arising from the quality assurance audit of

Operations Department are subject to regular review by
senior management of the Operations Department and
discussed during the standardization meetings.
I dentification of root causes, development of corrective and

preventive actions to address the findings as appropriate,
implementation of corrective action in appropriate areas and
evaluation of corrective action to determine effectiveness are
taken to ensure safety, quality and efficiency w ithin the
Department.
The QMS auditing includes monitoring and control of

external organizations also. QMS has an audit planning
process and sufficient resources to ensure audits are
scheduled at regular intervals and are completed within a
specified time period.
Contracts or agreements are signed with external service

providers for Operations, as applicable. Contracts shall
identify measurable specifications that are monitored by the
QMS to ensure that requirements that affect the safety or
security of flight operations are being fulfilled by the service
providers. The QMS monitors such external service providers
to ensure that safety and security requirements are fulfilled.
They are audited as a process for monitoring.
These typically include Quality Audits, Product Audits,

Supplier Audits, Random Samplings, and other monitoring
methods. Besides the internal audits carried out by QMS
Department, external audits carried out by DGCA, the
Standardization meetings would also review and discuss
quality improvement in the Operations Department.
1.19 AUDIT / SURVEILLANCE CHECK

I nternal audits / surveillance checks are carried out by the Flight
Safety Department / Quality Management System with regard to
Flight Operations and observance of Standard Operating Procedures.
Any deviations from these stipulations are brought to the notice of
concerned personnel for corrective action.
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1.20 OPERATIONAL RISK MANAGEMENT AND SAFETY

MANAGEMENT SYSTEM
SMS (Safety Management System) and Risk Management is
an integral part of every area of work and therefore an
integral part of the entire organization. The corporate policy
commits the Organisation to a culture that has safety,
security and quality as fundamental operational priorities and
to continual improvement of the management system.
1.20.1 Safety Accountability
The Executive Director- Operations of Operations
Department is accountable and responsible for safety of his
functional and operational area as a part of the Safety
Management System. He will be responsible for : -
a) identification of safety hazards within his Department;

b) Hazard analysis to determine the existing and safety
potential risk to aircraft operations.
c) Assessment of safety risks to determine the risk
mitigation action and when required risk mitigation
actions are developed and implemented in operations.
d) ensuring that remedial action necessary to maintain an
acceptable level of safety is implemented;
e) providing for continuous monitoring and regular
assessment of the safety level achieved; and
f) aiming to make continuous improvement to the overall
level of safety.
g) coordinating with the Flight Safety Department / QMS as
applicable.
While all Departmental and functional Heads are responsible

for safety in their own functional area, ED-Flight Safety will
be overall responsible for all safety functions in the
organisation. Flight Safety Department will deal with all
safety matters and operational risk.
QMS will deal with Organisational Risk, including

Organisational policies, programmes, processes, procedures
with the aim of continuous improvement.
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Accident and incident prevention is also the responsibility of

all individuals. The Department shall follow a proactive
approach to safety management.
Flight operation Department has a Safety Management

System based on the corporate safety policy that is
implemented and integrated throughout the organization to
address the safety of aircraft operations.
Any hazard reported/ identified would be brought to the

notice of SMS nodal officer. I t would be his responsibility to
bring the issue to the notice of incharge of the area
concerned. On doing the Risk Factor Assesment if the risk is
acceptable, the operations may continue with intimation to
the General Manager of the area concerned. I f the risk is
marginal and the operation can continue with certain risk
controls and monitoring actions then the complete process
of mitigating the marginal risk factor would be documented
and records be maintained. This would also help the flight
ops department in building data base. I n such cases General
Manager of the area concerned would be responsible and
accountable for clearing the operation. However, if the GM
concerned is unable to clear the operation then the matter
be brought to the notice of Executive Director Operation for
clearance/ rejection.
1.20.2 Safety Management

Safety is a condition in which the risk of harm or damage is
limited to an acceptable level. The safety hazards creating
risk may become evident after an obvious breach of safety,
such as an accident or incident, or they may be proactively
identified through formal safety management programmes
before an actual safety event occurs. Having identified a
safety hazard, the associated risks must be assessed. With
a clear understanding of the nature of the risks, a
determination can be made as to the “acceptability” of the
risks. Those found to be unacceptable must be acted upon.
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Safety Management is centered on such a systematic

approach to hazard identification and risk management – in
the interests of minimising the loss of human life, property
damage, and financial, environmental and societal losses.
The process of hazard identification and risk management

would be mandatorily completed and documented for each
safety relevant activity to be undertaken. The department
will maintain a log of each Hazard I dentified, its associated
Risks and mitigation measures, if any, proposed to be
implemented. Whenever mitigation measures are proposed,
their implementation would be audited and a periodic review
of their effectiveness as well as possibility of better
mitigation strategies will be undertaken.
1.20.3 The Seven Step Assessment process

The risk assessment is to be carried out as per the following
seven step process : -
Step 1 : Development of a complete description of the

system to be evaluated and of the environment, in which the
system is to be operated;
Step 2 : I dentification of Hazards;
Step 3 : Estimation of the severity of the consequences of a
hazard occurring;
Step 4 : Estimation of the likelihood of a hazard occurring;
Step 5 : Evaluation of risk;
Step 6 : Mitigation of risk; and
Step 7 : Development of safety assessment documentation.
1.20.4 Risk Management Process :

 The Risk Assessment Team within the Department will
develop and document the understanding of hazards and
its risk. Further, the team would develop mitigation for
the hazards and determine the level of risk acceptance.
On the basis of risk probability and risk severity, a risk
rating matrix / risk factor assessment will be prepared and
risk tolerability will be determined.
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 Risk probability is the chance that a situation of danger

might occur.
 Risk severity are the possible consequence of a situation of

danger taking as reference the worst forcible situation.
 Mitigation are the measures taken to eliminate a potential

hazard or to reduce the risk probability or severity.
 Controls : The controls in place to ensure the objective is

met.
 System Safety Deficiency : The circumstance that permit

hazards of a like nature to exists.
The Operations Department , in consultation with Flight Safety

Department, is responsible for setting performance measures as a
means to monitor the safety performance of the Operations and to
validate the effectiveness of risk controls.
1.20.5 RISK PROBABILITY
Probability of occurrence
Qualitative
Meaning Value
definition
Likely to occur many times (has
Frequent 5
occurred frequently)
Likely to occur some times (has
Occasional 4
occurred infrequently)
Unlikely, but possible to occur (has
Remote 3
occurred rarely)
Very unlikely to occur (not known to
I mprobable 2
have occurred)
Extremely Almost inconceivable that the event
1
improbable will occur
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1.20.6 LIKELIHOOD - IATA

Category Description
5 Frequently
4 Likely
3 Occasionally
2 Seldom
1 Rarely
1.20.7 RISK SEVERITY

Severity of occurrences
Aviation
Meaning Value
Definition
 Equipment destroyed
Catastrophic 5
 Multiple deaths
 A large reduction in safety
margins, physical distress or a
workload such that the operators
cannot be relied upon to perform
Hazardous their tasks accurately or 4
completely.
 Serious injury or death to a
number of people.
 Major equipment damage
 A significant reduction in safety
margins, a reduction in the
ability of the operators to cope
with adverse operating
conditions as a result of increase
Major 3
in workload, or as a result of
conditions impairing their
efficiency.
 Serious incident.
 I njury to persons.
 Nuisance.
 Operating limitations.
Minor 2
 Use of emergency procedures.
 Minor incident.
Negligible  Little consequences 1
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1.20.8 RISK SEVERITY - IATA

Severity Probability / Frequency
5 – Catastrophic 5 – Certain / I mmitent
4 – Severe 4 – Probable
3 – Major 3 – Likely
2 – Minor 2 – Occasional
1 – Negligible 1 – Remote / Unlikely
1.20.9 RISK FACTOR ASSESSMENT
Severity and probability may be viewed in five grades, which
users can define by money, damage or any other useful
concept.
Risk Severity
Catast Hazar Neglig
Risk Probability Major Minor
rophic dous ible
5 4 3 2 1
5 – Frequent 25 20 15 10 5
4– Occasional 20 16 12 8 4
3 – Remote 15 12 9 6 3
2 – Improbable 10 8 6 4 2
1 – Extremely
5 4 3 2 1
improbable
1.20.10 RISK ACCEPTABILITY
Unacceptable (Red)
Undesirable (Orange)
Acceptable – with action (Amber)
Acceptable with monitoring (Green)
Acceptable (Light Green)
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Risk Factor Values range from 1 to 25. The acceptable level

of risk is from 1 to 4. The unacceptable level of risk is from
15 to 25. The levels in between are acceptable only after
reducing the risk factor by suitably mitigating the risk and
establishing controls. Generally between 4 to 8 risk is only
acceptable after review of the operations and suitable
monitoring. Between 9 and 14 risk control and mitigation is
required which may require a management decision as
follows:
Risk
Action taken by
Factor
1-4 SMS Nodal Officer
5-8 GM - FLT OPS
9-14 ED-OPS
An Operational Risk Assessment for safety critical tasks will

be carried out internally by every Department (using their
own SMS members) and decisions will be taken by the
Departmental Heads to mitigate the risk.
On doing the Risk Factor Assessment, if the risk is

acceptable, the operations pertaining to the Department can
be undertaken. I f the risk is marginal, then the operation
can only be acceptable with certain risk controls and
monitoring actions, in coordination with the Flight Safety
Department as applicable. This could be done by the Flight
Safety representative in the Standardization Meetings or by
formally presenting to the Flight Safety Department a written
report giving the risk matrix and seeking the approval of the
Flight Safety Department. I f the operational risk mitigation
requires amendment of a policy and / or process, QMS
representative shall be involved. I n such a case, the written
report giving the risk matrix shall be forwarded to QMS. I f
the risk is unacceptable, then the operation pertaining to the
Department will not be undertaken.
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1.20.11 RISK MANAGEMENT FLOW PROCESS

A safety concern is perceived
Identify hazards and assess

Feedback &
risks
record the
hazard
identification Define the level Define the level
& assessment of severity of probability
and / or / risk
mitigation Define the level
of risk
Is the risk level acceptable No

Take action & ?
continue the Yes
operations
Can the risk be eliminated ? No
Take action & Yes

continue the
operations Can the risk be mitigated?
Yes
Yes Can the residual risk

be accepted (if any) ? No
Take action &

continue the Cancel the
operations operation
1.20.12 The Hazard Identification
The department encourages all individuals for proactive

participation in accident and incident prevention. I f any
individual notices any event which can potentially lead to an
accident / incident, he / she is encouraged to report the
same. Such reports shall be welcomed.
Hazards relevant to the conduct of aircraft operations are
typically associated with weather (e.g. adverse, extreme and
space), Geophysical events (e.g. volcanic ash, earthquakes,
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tsunamis), ATM congestion, Mechanical failure, Geography

(e.g. adverse terrain, large bodies of water, polar), Airport
constraints (e.g. isolated, runway closure, RFFS
capability)any other condition(s) that would pose a safety
risk to aircraft operations (e.g. radiation).
I n addition to the Risk Management process by the Risk

Management Team, individuals may report such risks in a
Hazard Identification Form(Annexure ‘C’). The Hazard
I dentification form shall be forwarded to the ED-Flight
Safety.
The Department concerned shall take the necessary action

to mitigate the hazard based on the recommendation(s) of
the Flight Safety Department. The action taken report should
be forwarded to the Flight Safety Department without delay.
1.20.13 Safety Data Collection
Air I ndia Ltd has a Corporate Safety Management System

and Air I ndia AOP has its own Safety management System
to implement SMS. Processes are implemented in the
Operations Department that include a combination of
reactive and proactive methods for safety data collection and
analysis to ensure existing and potential hazards to aircraft
operations are identified.
Predictive safety data collection systems are essentially

statistical systems, whereby a considerable volume of
operational data, which alone are largely meaningless, are
collected and analyzed, and combined with data from
reactive and proactive safety data collection systems.
Some sources of safety data are:

a) Hazard/ Voluntary/ Confidential and incident reports
b) Data link , Text and Radio Messages
c) Quality and Safety audit findings reports
The SMS Nodal Officer is responsible for the collection of
reports who analyses along with the concerned within the
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department. The key issues are taken up in the Safety

Action Group meeting along with Flight Safety Department.
The Department Safety Management System has the

integration of reactive, proactive and predictive safety data
reports .
1.20.14 FRMS
Air I ndia follows a methodology for the management of fatigue-
related safety risks to ensure fatigue occurring in one flight,
successive flights or accumulated over a period of time to ensure
that it does not impair a flight crew member‘s alertness and ability to
safely operate an aircraft or perform safety-related duties.
The DGCA has issued a Civil Aviation Requirement which

incorporates the methodology and consists of flight time, flight duty
period, duty period and rest period limitations.
1.20.15 OPERATIONAL SAFETY REPORTING SYSTEM

Air I ndia has a Operational Safety Reporting system that is
implemented throughout the organization in a manner that:
a. Encourages and facilitates feedback from personnel to

report safety hazards, expose safety deficiencies and
trace safety or security concerns.
b. Ensures mandatory reporting in accordance with
applicable regulations.
c. I ncludes analysis and management action as necessary
to address safety issues identified through the reporting
system events that have occurred as well as proactive
reports that help us in accident and incident prevention.
I f any individual notices a situation or an event which
can potentially lead to an accident / incident, he / she is
encouraged to report the same.
The confidential safety reporting system is implemented

throughout the Air I ndia in a manner that encourages and
facilitates the reporting of hazards or concerns resulting
from or associated with human performance in operation. All
employees shall report unpremeditated or inadvertent errors,
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safety hazards and safety risks or other potentially

hazardous conditions timely for which no disciplinary or
punitive action shall be taken unless such errors result from
illegal activity or willful misconduct.
The safety reporting systems are classified

into following two groups:
a) Mandatory Reporting System

b) Voluntary Reporting System
1.20.16 MANDATORY REPORTING SYSTEM

Mandatory Reports are as required by DGCA. The details of
these reports are provided in Operations and Flight Safety
Manual.
1.20.17 VOLUNTARY SAFETY REPORTING SYSTEM

I n order to encourage voluntary reporting of
occurrences by personnel Voluntary Reporting System has
been established which could be an event or Hazard. Under
this system, anyone who witnesses or is involved or has
knowledge of an event, hazard or situation which he or she
believes to have posed a risk to safety or a potential threat
to safety may report the same. I t encompasses basic
principles of provision of confidentiality & possibility of
feedback. The system provides assurance that no punitive
action will be taken on such voluntary reporting made unless
infringement relates to unlawful/ criminal/ deliberate gross
negligent unsafe actions.
a) Voluntary Report
An individual may come across an event, safety hazard or
observation which does not come under the purview of a
Mandatory report. However, he feels that reporting the same
could enhance safety or allow others to gain from his
experience. I n such cases a Voluntary Report can be raised.
The report has a field for name, email etc so that feedback
could be given with respect to the report. The Voluntary
Safety Report is a non-confidential mode of reporting and a
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non-reprisal policy is followed unless the event has resulted

from illegal activity or wilful misconduct.
A sample specimen form is available at the end of the Chapter

as Annexure “A”.
b) Confidential Report
Confidential Report aims to protect the identity of the

reporter. This is one way of ensuring that voluntary
reporting system is Non-punitive. Confidential incident
reporting system facilitates the disclosure of hazard leading
to human error, without fear of retribution or
embarrassment, and enable broader acquisition of
information on hazards. The Confidential reports are de-
identified on receipt to ensure confidentiality.
A sample specimen form is available at the end of the

Chapter as Annexure “B”
1.20.18 SYSTEM OF REPORTING

Hazard is a situation that poses a level of threat to persons,
property or environment. Most hazards are dormant with a
potential for risk or harm. The Voluntary Safety Report and
Confidential Safety report shall be used to report any safety
hazard observed by the personnel.
Report may be submitted by the following means: -

a) I nternet → GOOGLE ‘FLIGHT SAFETY AIR INDIA’
and go to “WELCOME TO AI R I NDI A FLI GHT SAFETY
WEBSI TE” link. On the website, in place of Staff No.
type – ‘flightsafety’ & in the password field type
‘safety’ & click LOGIN.
A page opens, giving you various options. Second

option is “Online Reporting”. Click on it. Use the
‘VOLUNTARY REPORT or CONFIDENTIAL REPORT
and click “Submit”.
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Physical (Hard) copies: Fill up the paper copies of the above

forms available in the department at convenient places or
with SMS Nodal Of ficers and place in the ‘VOLUNTARY
SAFETY REPORTS’ Drop Boxes in the Department.
1.20.19 Safety Performance Measures

Air I ndia Limited has processes for setting performance
measures as a means to monitor the operational safety
performance of the organization and to validate the
effectiveness of safety risk controls. These safety
Performance indicators will be reviewed regularly during
Safety Action Group Meetings. Target are set for each SPI’s
is to decrease/ increase from present value/ rate, in
coordination with Corporate SMS and Flight Safety
Department. All the Safety Performance parameters are
detailed in Flight Safety Manual.
Some of the Safety Performance I ndicators (SPI ) include:

a) Flight Planning deviation (Error in fuel calculation,
routing, weather information, ATC information,
different flight level assigned etc)
b) SMS training (percentage of staff trained on SMS)
c) Flight following (Diversion due to flight dispatch /
operation control, pertaining to safety consideration)
1.20.20 Safety Action Group/ Safety Review Meeting
The Chief of Flight Safety would internally set up an SMS

Team which would function like a Safety Action Group. This
Team would submit a monthly progress report to the
Corporate SMS. The nominated Safety Officer of the
Department will be part of the action group. Detailed
guideline and role of SAG described in the Flight Safety SMS
Manual. The Operational Department Head, or his
representative, will attend Safety Review Meetings.
Each department of Air I ndia shall nominate a SMS Nodal
Officer and alternate SMS nodal officer.
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1.20.21 Duties of SMS Nodal Officer / Alternate Nodal

Officer
The duties of the SMS nodal / alternate nodal officers are as
below:
a) Shall appraise the Executive Director Operation on

the Safety Management System (SMS) performance
of the Department.
b) Shall attend the monthly SAG / Special SAG
meetings.
c) Shall discuss all safety reports and issues concerning
their department at the SAG.
d) Shall follow – up and ensure that the
recommendations of SAG are implemented and the
ATR submitted in the stipulated time.
e) Shall review the Safety Hazards reported in the
department regularly and on this
information shall set safety performance indicators
for the Department.
Shall appraise the respective EDs every month about the

Safety trends depending on the Performance I ndicators and
aim for a target improvement goal set by their Department.
1.20.22 Safety training and education

Everyone in the organisation has responsibility for aviation
safety. I t is important that all personnel are competent to
carry out their roles and responsibilities.
This is achieved through training and ongoing assessment of

individuals. SMS training is included as a part of the ab-intio
as well as Refresher / Recurrent training.
1.20.23 Continuous improvement of the safety system

Air I ndia has, as part of the SMS safety assurance activities,
developed and maintain formal processes to identify the
causes of substandard performance of the SMS, determine
the implications on its operations, and rectify situations
involving substandard performance in order to ensure
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continuous improvement of the SMS. Continuous

improvement of the Departments SMS include:
a) proactive and reactive evaluations of facilities,

equipment, documentation and procedures, to verify
the effectiveness of strategies for control of safety
risks; and
b) proactive evaluation of the individual’s performance, to
verify the fulfillment of safety responsibilities
This will be ensured by regular overview meetings, Safety

Action Group meeting and auditing by QMS and Flight
Safety.
1.20.24 Safety Communication
I t is important that all staff members, either employed or

volunteers, are fully aware of SMS and safety matters
affecting our organization. Relevant safety information will
also be distributed to other users and contractors working
for the organisation. Effective communication ensures that
all staff members are fully aware of including safety critical
information related to analyzed hazards and assessed risks.
All staff members should understand why particular actions
are taken and why safety procedures are introduced or
changed. Regular staff meetings where information, actions
and procedures are discussed for the purpose of
communication on safety matters. This will be also achieved
through meetings, safety bulletins, information sheets using
organisation website. Some of the information made
available to all are as follows.
a) Flight Safety web site, News letter
b) Document Management System Website
c) Quarterly summary of safety report analysis
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Annexure ‘A’
VOLUNTARY REPORT
(INCLUDES EVENTS, POTENTIAL HAZARD AND
HUMAN FACTORS)
CONTACT
NAME: EMAIL ID:
NO:
STAFF NO. STATION: DEPT:
PLACE OF
DATE OF EVENT:
EVENT:
IF FLIGHT RELATED
FLT NO.: A/C TYPE: SECTOR:
REGN: PHASE OF FLIGHT:
CAPTAIN:
FIRST
OFFICER:
SAFETY HAZARD/EVENT DETAILS
HAZARD/EVENT
TYPE:
CONCERNED
AREA:
NOTE: PLEASE USE CONFIDENTIAL SAFETY REPORT IF
REPORT IS TO BE TREATED AS CONFIDENTIAL AND
YOUR DETAILS HAVE TO BE DE-IDENTIFIED FROM THE
REPORT
DESCRI PTI ON OF HAZARD/ EVENT: (WRI TE I N BLOCK
LETTERS)
SUGGESTI ON(S) TO PREVENT HAZARD/ EVENT:
Signature
Date:
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GUIDELINES:
1. A VOLUNTARY REPORT must be raised whenever you

witness or are involved or has knowledge of an
occurrence, hazard or situation which poses potential
threat to flight safety.
2. Please note that an online report is auto-forwarded to the

email address(s) provided.
3. The services of Station Manager/ Airport Manager/

Commercial Staff/ Hotel may be utilized to forward the
report to the Flight Safety Department.
VOLUNTRAY REPORT MUST BE SENT TO THE

FLIGHT SAFETY DEPARTMENT UTILIZING ANY OF
THE FOLLOWING:
1. Website: flightsafety.airindia.in
2. Fax: +91 22 2615 7027 (BOEING)/ +91
11 24628938
(AIRBUS)
3. E-mail: airsafety@airindia.in (MENTION
‘VOLUNTARY REPORT’ IN THE SUBJECT)
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Annexure ‘B’
CONFIDENTIAL REPORT
CONTACT
NAME: EMAIL ID:
NO:
STAFF NO. STATION: DEPT:
DATE OF
PLACE OF EVENT:
EVENT:
IF FLIGHT RELATED
FLT NO.: A/C TYPE: SECTOR:
PHASE OF
REGN:
FLIGHT:
CAPTAIN:
FIRST OFFICER:
SAFETY HAZARD/EVENT DETAILS
HAZARD/EVENT TYPE:
CONCERNED AREA:
THIS REPORT IS TREATED AS CONFIDENTIAL
(YOUR DETAILS WILL BE DE-IDENTIFIED FROM THE
REPORT BEFORE ANY FURTHER ACTION)
DESCRI PTI ON OF HAZARD/ EVENT: (WRI TE I N BLOCK
LETTERS)
SUGGESTI ON(S) TO PREVENT HAZARD/ EVENT:
Signature
Date:
GUIDELINES:
1. A CONFI DENTI AL REPORT must be raised whenever you witness
or are involved or has knowledge of an event, hazard or
situation which poses potential threat to flight safety.
2. Please note that an online report is auto-forwarded to the email

address(s) provided.
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3. The services of Station Manager/ Airport Manager/ Commercial

Staff/ Hotel may be utilized to forward the report to the Flight
Safety Department.
VOLUNTRAY REPORT MUST BE SENT TO THE FLIGHT

SAFETY DEPARTMENT UTILIZING ANY OF THE
FOLLOWING:
2. Fax: +91 22 2615 7027 (BOEING)/ +91 11
24628938 (AIRBUS)
3. E-mail: airsafety@airindia.in (MENTION
‘CONFIDENTIAL REPORT’ ON THE SUBJECT)
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Annexure ‘C’
AIR INDIA
FLIGHT SAFETY DEPARTMENT
HAZARD IDENTIFICATION REPORT (HIR)
FOR COCKPIT CREW
FLT NO: HAZARD: DATE:
SECTOR: PHASE OF FLIGHT : TIME:
A/C TYPE: CMDR: POSITION:
REGN: F/O: DAY/NIGHT:
DESCRI PTI ON OF HAZARD: (WRI TE I N BLOCK LETTERS)
SUGGESTI ON(S) TO PREVENT HAZARD:
YOUR VALUED I NPUT TOWARDS ENHANCI NG THE SAFETY

MANAGEMENT SYSTEM HAS BEEN APPRECI ATED
Capt._______________ Capt. _______________

(Commander) (First Officer)
Contact No. Contact No.
Email: Email:
RECOMMENDATIONS OF THE FLIGHT SAFETY DEPARTMENT:
____________________________________________________________________
_____________________
____________________________________________________________________
____________________________________________________________________
____________________________________________________________________
____________________________________________________________________
Date: ED-FS/ Mitigating Officer
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GUIDELINES:
1. A Hazard Identification Report (HIR) must be
raised whenever Crew deem necessary, to bring to
the attention of the Flight Safety Department, any
safety related occurrence/event, other than
those which require an OIR to be raised.
2. Please note that occurrences / events of an administrative

nature require a PSR (Pilots Special Report) to be raised.
3. The crew may raise an independent or joint HI R as deemed

appropriate. The First Officer requires prior permission of the
Commander to raise an independent HI R.
4. A soft / hard copy of the HI R must be retained by the

Commander and First Officer.
5. Please note that an online HI R is auto-forwarded to the email

address(s) provided.
6. HIRs are sent to the Flight Safety Department in order to

mitigate hazards; and NOT REQUIRED TO BE REPORTED
OR SENT TO DGCA.
7. The services of Station Manager/ Airport Manager/

Commercial Staff/ Hotel may be utilized to forward an HI R to
the Flight Safety Department. To facilitate this, the
Operations Department may be contacted.
HIR MUST BE SENT TO THE FLIGHT SAFETY DEPARTMENT

UTILIZING ANY OF THE FOLLOWING:
2. Fax: +91 22 2615 7027
3. E-mail: airsafety@airindia.in (MENTION HIR AND FLIGHT
DETAILS IN
THE SUBJECT)
4. Telex: OMOSAI (MENTION HIR AND FLIGHT DETAILS)
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1.21 GENERAL ORDERS/ DISCIPLINE
The airline has a process for screening candidates for the

position of PI C, ensuring prerequisite minimum level of
experience that is acceptable to the Authority. For further
details, refer Training Manual.
1.22 RECORDING OF DEPARTURE TIME / DELAYS
I n order to ensure uniformity and accuracy, the following

procedure will be adopted by all concerned in reporting
delays in the departures of our flights:
For ‘On Time’ Departure, the doors will be closed at 10
minutes before the scheduled time of departure i.e. D-10.
This cushion of 10 minutes is intended to cover push-back,
starting of engines, obtaining ATC Clearance etc. and if the
aircraft moves within this time, no delay will be logged, as
the aircraft would have left on schedule.
I f, however, the doors are closed later than 10 minutes
before scheduled departure time, or if the departure is
delayed after the doors are closed for any reason, the nature
of delay will be recorded accurately in the Pilot’s report,
giving details.
I n stations where push back is involved before taxying the
aircraft, the departure time will be noted at the time when
the aircraft is taxied out on its own power. Any delay to the
extent of time taken for push back from 10 minutes after the
closure of the door till the time the aircraft taxies out on its
own power will be indicated as delay due push back.
1.22.1 REPORTING OF DELAYS/ UNSERVICEABILITY

The responsibility of initiating delay/ snag related messages
and taking proper follow-up actions which should be done in
consultation with the Commander of the aircraft, the Station
Head and the Resident Engineer, will rest with the
concerned Flight Despatch. Where a Flight Despatch set up
is not available, this responsibility will rest with the Station
Head to ensure that suitable action is taken in consultation
with the Commander and the Station Engineer.
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At places, where we do not have our own Ground Agencies,

such as an alternate airfield, the Commander of the aircraft
himself will be responsible for initiation and follow -up action
of all delay / snag related messages.
While reporting the delays, the Commander will indicate,
Departure time, total delay with respect to scheduled
departure and the quantum of delay occurred due weather,
ATC, Operations, Commercial, Engineering etc as given in
the Pilot’s report.
I n case of delays to our flights, it is reiterated that suitable

announcements must be made to the passengers over the
PA system stating the factual position of the factor(s)
causing the delay(s), to the extent that the passengers
would not get concerned but see reason for the delay(s) and
not feel neglected. I t is recommended that the PA
announcements are made in both English & Hindi.
Crew are advised that while announcing delays due to ATC

constraints, the phraseology used to communicate such
delays to passengers should be ‘delay is due to air traffic
congestion’.
1.22.2 DELAYS DUE REFUELING

Crew should consider the following points in order to avoid
delays due to refuelling:
i) By reporting to the aircraft latest by D-30 min.
ii) By conveying the fuel figures to the AME/ refueler prior to
D-25 min.
iii)By not changing the fuel figures after the bowser has
been disconnected. Cruising at LRC could be considered
instead of delaying the departure.
1.22.3 MONITORING OF DELAYS

Delays are monitored and analyzed by the delay monitoring
committee, comprising of the Departmental Heads and
chaired by the CMD. I n order to improve the on-time
performance and evolve a more efficient system, it has been
decided that individuals will be identified and made
accountable for any avoidable delays to both Air I ndia and
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Air I ndia Express flights. I f the reasons stated by the

concerned individuals are not found acceptable by the
Committee, it will lead to disciplinary action and / or
monetary penalty.
I t is clarified to all crew that delays attributed to Operations
Dept. by following procedures contrary to what are specified
in the Operations Manual / SOP/ Circulars/ Company
Advisories, will be attributed to the concerned crew and
action, as deemed fit by the Delay Monitoring Committee will
be initiated. All concerned are advised to carry out their job
functions in an efficient and professional manner.
1.22.4 A/C RAMP RETURN – SIGNING OF SECURITY

RELEASE FORM
I n case of a ramp return, prior to opening thrust for take-off,
it is clarified that the same security release form can be used
and the time can be amended by the concerned agencies,
depending on the reasons for the ramp return. The
Commander can re-sign the same form along with the
revised timings.
1.22.5 AIR TURN BACK / DIVERSION – BAGGAGE ON BOARD

WITHOUT PASSENGERS
I f it is reported at any time that baggage is loaded on board

the aircraft without the passengers being on
board, to whom it belongs, the Commander shall land at the
nearest suitable airport.
1.23 ADDITIONAL CREW MEMBERS (ACM) - TRAVEL

ACM travel is not permitted hence forth.
1.24 FLIGHT PROGRAMME
The crew flight programme is issued every week. I t will be
the responsibility of the crew member to collect their copy of
the flight programme and all other documents intended for
them. I ntimation of sickness or any other unavoidable delay
should be notified on telephone immediately to the
Movement Control which is open on a 24 hour basis; this
intimation should invariably be followed up by a letter stating
the expected duration of absence, etc.
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1.24.1 STAND-BY CREW

Crew members shown as a “Stand - by” will be
available at their residence two hours prior to the ETD
of the flight and also for four hours after the actual
departure in the case of international flights, and two
hours after the actual departure in respect of domestic
flights.
Crew members shown as a “Stand- by” are expected to
be available on telephone for being informed about
operational requirements. Should this not be possible, the
crew transport will be positioned at the crew residence for
bringing the crew to the airport for operational
requirements. I n cases of doubt,
delay or urgency, the crew should make it a point to contact

the Movement Control over the telephone.
1.24.2 SUPENUMERARY CREW

The flight programme must be specific to indicate when
crew are programmed for supernumerary flight for training
purposes as SUPY (TRG) or supernumerary for positioning as
SUPY (POS).
Crew rostered for Supernumerary flights for training will also
be subjected to breathalyser test.
1.24.3 LAST MINUTE CHANGES TO FLIGHT PROGRAMME/

GENERAL DECLARATION/ CREW REPORTING FORM
Last minute changes to the flight programme and / or
General Declaration / Crew Reporting Forms will be
authorised by; Crew Scheduling in-charge of related fleet
and confirmed by either GM- Ops (Crew Scheduling) / GM-
Ops (Admin) or Exec. Director- Operations, if available.
Changes to the list provided to the Doctor conducting the
breathalyser test, must be signed by the Duty Officer, Flight
Despatch or the Airport Manager on duty, if no Flight
Despatcher is available.
1.24.4 SIMULATOR TRAINING, PRACTICE FLIGHT AND TEST

FLIGHTS
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I nformation regarding simulator training, practice flights or

test flights will be notified to the crew with the respective
flight crew programme every week. I n the event of any
alterations or delays, the crew concerned should contact the
Movement Control and ascertain the latest position.
1.24.5 RECEIPT OF MESSAGES

I t will be the responsibility of crew members to make
arrangements at their residences for receipt of Company’s
messages. I f a crew member leaves t he station, during
“time- off”, definite and proper arrangements should be
made at the normal place of
residence to receive any instructions that may be sent by the
Company.
A letter-box with the correct name of the crew member must
be fixed on the door or entrance of flat or house so that the
Company’s “D/R” can place the messages in the event it is
not possible for him to deliver the same personally to the
individual due to his having gone out or the time being late
at night, etc. The entire responsibilit y of collecting and
acting on the “D/R” messages will be that of the crew
member concerned.
Crew member must be available, ready to undertake any
duties, including flight duties, from the moment his time-off
period expires.
Contact address of the crew member must be left behind for
use in an extreme emergency.
1.24.6 REPORTING ON RETURN FROM LEAVE, ON RELEASE

FROM TRAINING, ETC.
Crew member returning from permanent / temporary
postings, after release from Training Division / Sick Leave,
etc., should report to the Movement Control / Divisional
Officers/ Pilot-in-Charge at outstations, to enable scheduling
on flights, etc.
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1.24.7 MISSING HOURS

Whenever a crew member is taken off a flight once his name
appears on the printed flight programme, due to his non-
availability which is attributable to him, then the total
number of his scheduled block hours, subjected to a
maximum of 10 hours will be added to the hours used for
calculating his shortfall.
1.24.8 POSTING
I f a crew member is scheduled to proceed as passenger to
undertake a series of flights to and fro, from the station he is
being positioned for one week or more, as per existing
practice and return as passenger to base, it will be construed
as posting.
NOTE: Under certain circumstance, the management
reserves the right to position a crew member at outstation
on a slip pattern to undertake a series of flights, depending
on available crew strength, wherein, time-off on returning
back to base is affordable.
1.25 CLASS OF TRAVEL FOR STAFF

All flight crew and some other staff above a particular grade
are entitled to First Class/ Executive Class while on leave,
duty. However, under no circumstances, should any
category on SOD/ SOL be given preference over revenue
passengers in the first class/ executive class even though the
staff concerned could have made their bookings well in
advance and hold confirmed seats in respective class.
1.25.1 PRIORITY FOR STAFF TRAVEL

A. SOL STAFF AND OTHER FREE TRAVELLERS
Free and concessional tickets issued to staff on duty, staff on
transfer and executives of other airlines, agents, business
associates, technical advisors, etc. will always have priority
over free and concessional tickets issued to staff on leave
under the Regulations.
B. PRIORITY FOR EMPLANEMENT
Priority for emplanement between staff travelling under the
Regulations will be in the following order:
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1) Staff returning from leave on concessional tickets.

2) Staff returning from leave on free tickets.
3) Staff proceeding on leave on concessional tickets.
4) Staff proceeding on leave on free tickets.
1.25.2 TRAVEL IN CREW REST AREA

Staff on duty and staff on leave can be accommodated in
the crew rest area of aircraft after obtaining prior
concurrence of the Commander. However, it must be
ensured by Traffic staff that the total number of passengers
on board does not exceed the total number of seats
available for the flight. I t should also be ensured that Crew
Rest Seat is not allotted to a fare paying passenger.
1.26 CREW TRAVEL
1.26.1 CLASS OF TRAVEL

Class of travel and priority for travel are governed by the
Regulations of the Company. Pilots and Flight Engineers are
eligible for travel by First Class whilst on flight duty as per
Agreement and on leave as per Passage Regulations. This is,
however, subject to availability of First Class seats on a
particular flight, depending on priority laid down by the
Company. I f First Class seats are not available, flight crew
will be required to travel in Executive/ Economy Class. Whilst
on duty, a definite passenger seat will be reserved for flight
crew. Even if crew members hold confirmed First Class
tickets and seats were protected, they will have to travel in
Executive/ Economy Class if First Class seat is not available
depending upon priority. Crew operating relief flight will be
provided with facilities for horizontal rest or a First Class
seat.
1.26.2 SUPERNUMERARY TRAVEL

Whenever a crew is scheduled as passenger, a seat is
protected and the Traffic are advised to issue necessary
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ticket. Accordingly, the names of such crew members are

reflected in the passenger manifest on confirmed basis.
Many a times the crew member concerned informs at the
last minute that he would like to travel as supernumerary
and his name should be reflected in the crew manifest. The
last minute change creates considerable amount of
confusion and waste of labour, such as, cancelling the
tickets, deleting the names from the passenger manifest and
adding the same in the crew manifest.
All crew members, who are scheduled to travel as
passengers, are requested to inform Crew Scheduling
Section at least a day in advance whether they would like to
travel as passenger or supernumerary so that the Traffic
Personnel could be advised accordingly to avoid any last
minute inconvenience.
The above instructions apply for intermediate stations also
when prior permission or authority from the Division should
be obtained for changing the status from supernumerary
crew to passenger or vice versa.
1.26.3 CREW TRAVELLING AS PASSENGERS ON DUTY

I n the event of crew travelling as passengers on duty are at
any intermediate point for reasons beyond their control, they
will be entitled to daily or hourly rates of Halting Allowance
as may be admissible to them at the place of detention,
unless the cost of their boarding and lodging are borne by
the Company. I n normal circumstances, boarding and
lodging will be borne by the Company.
1.26.4 CREW TRAVELLING AS PASSENGER ON DOMESTIC

SECTORS
Crew travelling as passenger on Domestic Sectors, at tim es,
take time to leave the aircraft instead of deplaning after
reaching the destination. Crew are requested not to stay
onboard when not required while travelling as passenger
and to deplane along with other disembarking passengers at
the destination to avoid wrong headcounts and harassment
of passengers.
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Further, crew travelling as passengers are requested not to

display their I D to avoid misleading security personnel and
those responsible for headcount of deplaning passengers.
1.27 SALE OF CIGARETTES/LIQUOR TO CREW MEMBERS

IN FLIGHT
Sales will only be made after fully meeting the demands of
passengers and if import of liquor by crew members will not
contravene the laws of the country in which they disembark.
1.28 CREW UNIFORM
Uniformed staff of the Company has to observe certain
norms whilst in uniform. Uniform regulations to be observed
by crew are given below:
1.28.1 GENERAL –Uniform and Dress-Code.

i) Uniform is worn by crew members to facilitate members
of the public to recognise their position, status and authority.
Uniform and dress code is specified in order to instil a feeling
of team sprit
and a sense of discipline. Both team spirit and
discipline promote CRM and Flight Safety.
Apart from being staff of Air I ndia, crew members
represent I ndia in foreign countries. There should,
therefore, be no room for criticism or unfavorable
comparison with crew of other international operators in
the manner of wearing uniforms.
When crew members are occupying crew rest area in
the view of First Class passengers, it is important that
there is no cause for passenger complaints in regard to
appearance or behaviour. Crew occupying passenger
seats should change their uniform shirt and wear a non-
uniform shirt, etc. to avoid unfavourable passenger
reaction.
ii) Special attention should be paid to the cleanliness and
well-preserved appearance of uniform. Uniform should
be kept in good condition at all times.
iii) Uniform must always be kept clean and well-pressed. I t
is mandatory that all crew wear freshly-laundered shirts
on every flight.
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iv) No alterations likely to change the style, appearance or

out of the Company’s standard specifications are
permissible. I ndividuality in manner of dressing is not
permitted, as it would lead t o departures from set
standards.
v) Too many items of jewellery should not be worn. There
is no objection to wearing a simple chain for
identification on the wrist or a ring.
vi) Wearing of articles such as coloured scarves, ornamental
jewellery, badges, chains (other than Company’s
insignia), mascots, etc., including visible wallets in
pockets, are against uniform regulations.
vii) Shirt sleeves, should be rolled down and buttoned up
when walking through cabin during flight or at any time
when in public view, in order to avoid adverse comments
from our travelling public and to create a good
impression all round with regard to the turn-out.
viii) Caps are to be worn in the presence of
passengers/ members of the public. Caps are not to be
held in hand, on the trolley or kept away in bags.
ix) Male crew are not permitted to have long hair or long
side burns and intimidating moustache or very long
unkept beards and to affect a pony tail of hair or ear
rings and nose ring in uniform.
Lady pilots maintaining long hair (longer than the nape
of the neck) are required to properly tie up their hair (in
a bun, roll etc.) whilst on flight duties.
x) Drinking of alcoholic liquor is not permitted when in
uniform.
xi) Commanders have the responsibility to set an example
to other crewmembers and to ensure strict observance
of uniform regulations.
xii) Commanders must make it a practice to report to their
immediate Divisional Head any irregularity observed in
wearing of uniform by crew members, to enable the
authorities to take corrective action.
xiii) When crew are scheduled to travel as passenger when
being positioned for flight or returning to base on
completion of flight, they are treated as travelling on
duty and must be properly dressed. Crew should wear a
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suit or a jacket and tie when travelling to cold places like

Europe/ U.S.A./ Japan, etc. When travelling in summer or
to tropical places crew must wear full/ half sleeve shirts
tucked in trousers and formal socks & shoes. Clothing
such as jeans, tee/ bush shirts, kurtas, sport
shoes/ sandals/ chappals etc must not be worn. Female
pilots must be similarly attired in equivalent
formal/ semiformal dress.
xiv) Simulator/ training flight/ visit to office premises.
Crew reporting for simulator, practice flying or visiting
office premises for personal work or refresher training
must be similarly attired as in para xiii) above.
1.28.2 UNIFORMS
Flying Staff should pay particular attention to smart and
courteous department as well as to the conditions of their
uniform. The efficiency and the image of the Airline is to a
large extent measured by the public on the appearance,
deportment and general bearing of its personnel particularly
its flying staff. I t behooves air crew, therefore, to ensure
that they maintain the highest possible standard.
1.28.3 STRIPES
Air Crew shall wear stripes of rank on their uniforms as laid
down by the Airline. Personnel wearing
incorrect/ unauthorized stripes will be liable for disciplinary
action. I t will be the responsibility of the Regional General
Managers / Admin-I ncharge to intimate the Uniforms Stores
Department about the stripes to be issued to each Air Crew.
1.28.4 METHOD OF WEARING UNIFORMS

i) The cap must be worn with metal badge and no
alterations are to be made.
ii) The cap is to be worn almost squarely on the head. The
cap must not be bent or distorted out of its original
shape.
iii) Shirts with slip-on epaulettes should be worn and
sleeves should be worn full length. Shirts must normally
be worn with long sleeves and cuffs correctly buttoned.
Collar “bone stays” should be used to keep the collar in
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position. Folding of sleeves whilst in the passenger cabin

or in view of the public is prohibited.
iv) (a) All rank stripes, badges, and wings should be kept
bright and shiny. Epaulettes should be clean and shiny.
Desire to show ‘seniority’ with old epaulettes is
discouraged.
(b) Flight crew who wish to display Service Pin awarded
by the Company should observe the following
regulations:
- Only one Service Pin shall be worn any time.
- When wearing uniform jacket, the Pin shall be worn
on the right hand lapel of the jacket.
- When not wearing jacket, the Pin may be worn on the
upper part of the uniform tie.
v) Jacket should / should not be worn following the
instructions of the Commander. There should be
“uniformity” in the wearing of uniform.
vi) Uniform tie issued by the Company should be worn.
vii) If a belt is worn, it should be a plain black belt of 1/2” -
1” width with plain buckle. Flight crew have an option to
have extension belt plus two side buckles or a separate
belt. I n case of extension belt with side buckles, there
should be no loops.
viii) Black socks and plain black leather / synthetic leather
shoes (with or without lace) should be worn.
1.28.5 CARRIAGE OF UNIFORM

i) Operating crew when proceeding on duty from one
Division to another for short periods for training,
refresher course, etc. should carry their uniforms, as
they may be asked to undertake flight duties.
ii) Crew members should carry their jackets on all
international flights throughout the year, as the same
might be required at any time for various reasons.
1.28.6 UNIFORM WHEN TRAVELLING SUPERNUMERARY

Crew manifested as supernumerary crew must be in
uniforms to facilitate clearance through immigration,
customs formalities, etc. However, crew members should
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change into civilian clothes in flight to avoid unfavourable

passenger reaction.
1.28.7 OPERATING FLIGHTS WITHOUT UNIFORM

I n case of a crew member having to operate a flight due to
any operational reason at short notice, without uniform, the
consent of either GM- Ops (Crew Scheduling), GM- Ops
(Admin) or Exec. Director- Operations, if available, will be
required.
1.29 CREW DISCIPLINE WHEN DEALING WITH

PRESS/FOREIGN AGENCIES
The Government of I ndia has issued inst ructions that in the
event of an incident/ accident involving our aircraft, crew
members and staff should never give statements to the
press or to foreign police organisations, except with the
government’s express permission and approval.
Flight Crew and other staff of Operations Department are
required to strictly comply with the above instructions of the
government.
1.29.1 RULES TO REMEMBER WHEN APPEARING AS

WITNESS
I n the event of any incident/ accident involving our aircraft
which necessitates giving evidence before a Commission or
Tribunal, it would be advisable to keep the following rules in
mind :
1) Answer to the point .
2) Stick to the facts you know.
3) Don’t hesitate to say “I don’t know”.
4) Avoid temptation to show off your knowledge.
5) Adhere strictly to your functions in cockpit.
6) Take your own time to answer.
7) Don’t refuse to answer.
8) ATC clearances are taped and hence preface your
answers with “as far as I remember”.
9) Avoid references to cockpit chatter, about which no
one knows unless you mention.
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10) I n case of hijacking, emphasise the threats at every

stage, which provides the only justification for all
crew actions.
1.30 PASSPORT AND LICENCES
1.30.1 VALIDITY
I t is the responsibility of individual flight crew members to
ensure that their licences/ endorsements/ I nstrument Rating
Checks/ I nstrument Flying and Route Checks are current at
all times so that they can undertake flights. I f any of these
checks has expired/ lapsed, or the medical examination
validity has lapsed, the flight crew member cannot exercise
the privileges of his licence, and it will be a violation of the
Aircraft Rules 1937 to do so.
Note – A minimum of one instrument precision approach and / Or
one non- precision approach in preceding 90 days is
recommended by the company.
1.30.2 CARRIAGE OF FLIGHT CREW LICENCES

I t is mandatory under the Rule 7 of Aircraft Rules 1937 for
flight crew to carry their licences which are liable for
inspection. Licences are also accepted in lieu of passport and
visa by many countries. Flight Crew should, therefore, carry
their licences/ certificates i.e. Medical Certificate, Training/
LC/ I R record card etc. at all times whilst on flights.
When licences are sent for renewal, a certificate to that

effect shall be obtained from Training Division and carried on
flights in lieu of licences.
1.30.3 FLIGHTS INTO USA

Under the new I mmigration Security Law, if any crew
member arrives at JFK with improper documents, he will be
deported immediately and Air I ndia would be fined heavily.
FAA has informed that surprise checks will be made on
arrival/ departure of Air-I ndia flights. Therefore, crew are
required to ensure currency and availability of their
documents into USA.
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Under the new US regulation crew operating / travelling

SUPY to USA are required to submit their passports at the
Traffic check-in counter at LHR in order to verify passport
details and forward the same to US immigration Authorities.
All crew operating to USA, while filling up US Customs Form
5129 must indicate their permanent address in I ndia and not
the name of the Hotel.
I mmigration Authorities in USA require License / Passport

particulars of crew who are initially operating to USA. Crew
must contact Crew Scheduling and furnish these details.
1.30.4 PRIVILAGE OF LICENCES

Though flight crew are endorsed on more than one type of
aircraft in the company, they are required to exercise their
privilege of the licenses to operate only one type of aircraft
on which they are currently qualified
1.31 CREW BAGGAGE
1.31.1 LOSS, DAMAGE AND MISHANDLING OF CREW

BAGGAGE - PAYMENT OF COMPENSATION
The following procedure is laid down in respect of
mishandled/ damaged crew baggage whilst on flying duties.
BAGGAGE ENTITLEMENT (OPERATING/ TRAVELLING
SUPY)
A) Personal baggage of the crew will normally consist of
one suitcase (to be carried in the aircraft hold), one
overnight suitcase and personal briefcase. However,
during winter months and on slip flights, two suitcases
may be carried in addition to personal briefcase and
overnight case.
B) The term crew baggage implies that the crew kit should
contain only the necessities required for day-to-day use
while on flight duty at outstations. The crew are not
supposed to carry luxury items and such other articles
which do not form part of the normal crew baggage. Any
baggage in excess of this will be carried subject to load
and charged for at the normal excess baggage rates.
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HANDLING OF BAGGAGE
I t has been decided that the details of the crew baggage
tags will be recorded in the General Declaration Form by the
traffic staff at all crew change stations. These forms will be
filed and record will be maintained by the Traffic in their
office. I t is emphasised that all crew should indicate their
names on the plastic label supplied to them for crew
baggage purpose, for easy identification.
MISHANDLED BAGGAGE
The following will be the reimbursement for Mishandled
baggage for Executive pilots/ Pilots of both Wide Body and
Narrow Body operations:
i) I n case of missing baggage or over carriage of crew
baggage at the layover station, the Pilots will be eligible for
a non-refundable amount of US$ 400 or its equivalent in
local currency as the maximum relief for buying minimum
clothing and essential articles of daily necessities, toilet
requisites etc. and will include the cost of a suitcase.
I f the suitcase is damaged and beyond repair and unfit for
transportation for personal belongings, the crew concerned
will be given an advance of US$ 150 or its equivalent in local
currency to enable him to purchase a new suitcase for
carrying his baggage to his next station. On return to
base the advance is to be regularized with supporting
documents.
ii) The actual transportation charges, if any, incurred by the
Pilots to collect their mishandled baggage will be reimbursed
by the Company.
iii) The procedure as laid down in the Operations Manual will
have to be followed by the Pilot, whose baggage has been
mishandled.
iv) However, for any loss of baggage in domestic operations the
existing
guidelines (Reference DO-N-9763 dated 23rd January, 2014
will apply. The amount of compensation payable to pilots for
loss of personal baggage will be Rs. 7000/ - .
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DAMAGED SUITCASE
a) I f on arrival at a crew change station / terminal / base
station, flight crew discovers that his suitcase is
damaged, this should be reported to the Traffic Staff /
Duty Officer / Airport Manager who will ensure that the
P.I .R. is completed with full details in all respects
indicating exact nature of the damage, and a copy of the
same should be handed over to the crew.
b) I t is imperative that the crew concerned endeavours to
have the damaged suitcase repaired at the layover
station and present the repairs bill for reimbursement of
the amount prior to departure and advise General
Manager-Ops(HQ) office within 15 days of return to
base. The transportation charges, if any, incurred by the
crew members in connection with the repairs to
damaged suitcases will be reimbursed by the Company.
c) No advance will be given for the above purpose.
d) I f the damaged suitcase is beyond repairs and unfit for
transportation of personal belongings, only then the
crew members will be advanced an amount of Sterling
Pounds 50/ - or its equivalent in local currency to enable
them to purchase a new suitcase for carrying their
baggage to the next station. This amount will be
adjusted against the depreciated value of the damaged
suitcase when the claims are settled as mentioned in
Clause 3 (f) above.
e) There may be occasions when damage to the crew
baggage may occur on a holiday or at odd hours of the
day when shops at that particular station are closed,
under such circumstances the crew will be provided with
an Air-I ndia overnight suitcase to enable him/ her to fly
to the next layover station or base station as the case
may be.
f) The damaged suitcases must be surrendered to the
General Manager -(Admin) office for inspection and
disposal. I f this is not done, then the claim for payment
of compensation will not be entertained by the
Company. Actual transportation expenses, if any,
incurred by the crew when required to deposit damaged
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Suitcases in any of the above offices will be reimbursed

by the Company.
g) Normally, the following yardstick will be applied for
deciding compensation considering the normal wear and
tear and depreciated value of the damaged suitcase :
i) Suitcase less than 1 year old-90% of the original cost
ii) Suitcase over 1 year old but less than 2 years old -
80% of the original cost.
iii)Suitcase over 2 years old - 50% of the original cost.
Normally all claims arising out of loss or damaged

suitcase will be settled as far as possible within 3
months from the date of receipt of the original claim
letter.
1.32 CREW TRANSPORT FOR FLIGHT DUTIES
Crew will be provided transport upto the city limits

prescribed from time to time.
Crew members should be ready for the pick-up and the

transport should under no circumstances be kept waiting, as
this will inconvenience others. The transport will call at the
residence of crew members only and not at any other
addresses. I n the event of transport failing to turn up by the
appointed time, crew should ring up the Movement Control
to ascertain the position regarding the flight. Crew members
residing outside the pick-up limits should make their own
arrangements to reach the airport and submit their claims
for transport expenses accordingly.
Crew transports for the arriving crew are normally expected

to leave the airport not later than one hour after arrival time
(chocks on time) of the aircraft. Strict instructions are being
issued to the crew coach drivers to adhere to the above rule
except on occasions when the Commander of the flight has
good reasons to deviate from this procedure.
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FOR TRAINING FLIGHTS

Crew will be provided transport when called for local training
flights.
1.33 CREW LEAVE AND SICKNESS
1.33.1 REPORTING OF ILLNESS / DISABILITY
REQUIREMENT OF DGCA
The Director General of Civil Aviation, I ndia requires monthly
and half-yearly return of illness / disability among crew to be
submitted to his office on a regular basis.
The following information is required to be shown in the

returns in respect of every illness / disability both of minor
and serious nature :
i) Date and time illness / disability occurred.
ii) Nature of illness / disability.
iii) Number of days illness / disability lasted.
iv) Number of days absented from duty on account of
illness / disability.
v) Name(s) and address(es) of Doctor(s) who attended.

vi) Sickness and fitness certificates.
RESPONSIBILITY OF CREW
I n view of the above mandatory requirements, all crew are
required to submit all the above particulars to Movement
Control whenever they report sick.
LEAVE AND SICKNESS CERTIFICATES
The leave entitlements of crew are governed by the service
Regulations of the Company.
Application for privilege leave should normally be submitted

at least 30 days prior to the commencement of the 6
monthly shortfall cycle i.e. before 28 th Feb. and 31st August.
No leave of any kind will be granted during time off by

extending it; however leave may be suffixed to time off
period by prior sanction.
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All cockpit crew based in Mumbai are only registered at the

Old Airport Medical Centre. The Doctors are available there
between 8 a.m. and 5 p.m. on all working days. While the
crew can obtain treatment from any clinic in emergencies,
certificate of sick leave and fitness to return to flight duties
will be issued to them only from the Old Airport Medical
Centre.
All sick leave of whatever duration must be supported by a

Medical Certificate of the Company’s Medical Officer and or a
certificate obtained from a Registered Medical Practitioner
acceptable to the Company’s Medical Officer at the Old
Airport.
Flight crew members are required to submit a “FIT”

certificate from the Company’s authorised Medical Officer
even if he or she has availed sick leave for one day to return
to flight duties.
1.33.2 SICKNESS AT OUTSTATION

I n the event of sickness at outstation, affected crew is
required to contact Air I ndia Retainer Doctor as well as the
Flight Despatch. I n case retainer Doctor does not exist or
not available contact Hotel Lobby Manager / Guest Relations
for Hotel Doctor. All leaves at outstation must be
recommended by Air I ndia Retainer/ Full time Doctor. Fitness
and final confirmation of Sick Leave must be granted only by
company permanent medical officer (Full time/ part time) at
the base.
I f a crew member reports sick within last two (2) hours

before the departure of a flight, only a valid certificate from
Hospital and / or that of physical examination by a Company
Doctor will be accepted.
1.33.3 PREGNANCY LEAVE & ALTERNATE EMPLOYMENT –

WOMEN PILOTS
I n cases where pregnancy is confirmed by the Medical
Officer of the Company, the concerned lady pilot w ill be
grounded.
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However such women pilots may apply for ground duties,

such as flight despatch duties, administrative duties etc,
subject to Air I ndia doctor certifying them fit for ground
duties, till they proceed on Maternity leave. Applications in
this regard must be forwarded to Exec. Dir.-Operations/
General Manager – Ops (HQ).
1.33.4 FITNESS FOR FLYING DUTIES DURING PREGNANCY

During the second trimester, a lady pilot, without any
complications based on accredited opinion by a
Gynaecologist, could go for a licence renewal (Simulator &
Ground Technical refresher) during this period in case of
licence expiry falling in this period.
1.33.5 FITNESS FOR FLYING DUTIES AFTER PREGNANCY

Fitness for flying duties will be 135 days after the delivery,
subject to renewal of licence with ‘FIT’ medical certificate.
1.34 CREW MEAL

1.34.1 MEAL SCHEDULES
Meal schedules are published by the Company from time to
time and crew are required to avail of their meals on the
sector for which meal uplift is made. I t may not be possible
to carry such meals to another sector, as complete galley
change is effected at certain stations.
All flight crew should therefore ensure that they avail of their
meals on the sector when passengers are served meals as
far as practicable in order to avoid inconvenience to all
concerned. Commanders should adhere to the Meal
Schedules laid down by the Company and should not
authorise meal uplift on their own.
1.35 PILOT LOG BOOKS

Every flight crew shall maintain a personal log book in the
form prescribed by the DGCA and all flight times shall be
logged therein. All entries in the log books shall be made in
ink. Log books shall be preserved for not less than 5 years
after the date of the last entry therein.
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Every member of the flight crew shall certify the accuracy of

the entries in his log book with respect to flight time at least
at the end of each calendar month. At the end of every
quarter i.e. at the end of March, June, September and
December log books shall be certified for correctness of
entries therein by the competent authorities such as the
General Manager(Ops)/ Dy. General Manager (Ops).
No person shall destroy, mutilate, alter or render illegible,

any entry made, or wilfully make or procure or assist in the
making of any faulty or fraudulent entry in or omission from
any log book.
The Log Book should be maintained such that –
a) Flying hours is to be correctly logged under P1/ P2 or as
appropriate (under supervision) Columns, the total of
which should be correctly updated and carried forward.
b) I nstrument Flying done on each sector and as
appropriately shown under the ‘IF’ column in the Pilot
Report must be logged correctly in the individual Flying
Log Books.
c) Aircraft types recorded in the Log Book are to be
mentioned as B747-400, B777,B787, A320,A321,A319 &
A330. No other nomenclature is to be used to indicate
the aircraft type.
d) Grand total of flying hours must be indicated.
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Quote
Rule 67 A of Indian Aircraft Rules, 1937
Log Books of Flight Crew Personnel and logging of flight
time:
i) Every member of the Flight Crew licensed under these rules
shall maintain a personal log book, in the form prescribed by
the Director General and all flight times shall be logged
therein.
ii) All entries in log books shall be made in ink.
iii) Log books shall be preserved for not less than 5 years after
the date of the last entry therein.
iv) Every member of the Flight Crew shall certify the accuracy of
the entries in his log book with respect to flight time t least
at the end of each calendar month. The pilot -in- command
during dual instruction shall certify entries with respect to
flight time during such dual instruction. At the end of every
quarter in a year. that is, at the end of March, June,
September and December, log books shall be certified for
correctness of entries therein by competent authorities, such
as, the Operations Manager, Deputy Operations Manager or
Chief Pilot of the Company or Corporation concerned, in the
case of professional pilots, by the Chief Flying I nstructor, in
the case of members of the Club, and by Officers
designated by Director General of Civil Aviation in the case
of all other persons.
v) Flight time during which a pilot is under dual instruction shall
he entered In his log book as dual’ and the pilot giving
instruction shall make entries in the log book of the pilot
under instruction showing the nature of the instruction
given.
vi) Flight time spent in performing, under supervision at a Pilot -
in-Command, the duties and functions of a Pilot -in-
Command may be logged as Pilot -in-command provided the
persons is entitled and authorised to fly in command of that
type of aeroplane by virtue of the ratings and privileges of
hrs pilot’s licence. In all other cases, such flight time shall be
logged as co-pilot with appropriate indication in the remarks
column.
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The holder of a Student Pilot’s Licence may log as pilot -in-

command only that portion of the flight time during which he
is the sole occupant of an aircraft provided that, in the case
of an aircraft which requires more than one pilot in
accordance with sub (7) of rule 38A and rule 6B, he may log
as pilot-in-command that portion of the flight time during
which he acts as Pilot-in-Command of the aircraft.
vii) The holder of a Private Pilot’s Licence may log as pilot -in-
command only the flight time during w hich he acts as pilot
in-command.
viii) The holder of a Commercial, Senior Commercial or
Airline Transport Pilot’s Licence may log as Pilot-in-Command
the flight time during which he acts as a Pilot -in-Command.
He shall log as co-pilot the flight time during which he acts
as co-pilot.
ix) A Flight I nstructor may log as Pilot -in-Command the flight
time during which he acts as an I nstructor but the log
entries shall indicate in the remarks column that the flight
time was flown as an I nstructor.
x) I nstrument flight time may be logged by the pilot
manipulating the controls of an aircraft in flight only when
the aircraft is flown solely by reference to instruments, either
under actual or simulated instrument flight conditions. Over-
the-top flying shall not be logged as instrument flying time.
xi) I nstrument ground time may be logged in full by the pilot
while flying solely by reference to instruments, in any
recognised synthetic device which simulates instrument flight
conditions.
xii) A pilot who acts as Examiner or Check Pilot may log as pilot-
in-command the flight time during which he so acts,
provided he is entitled and authorised to fly in command of
that type of flying machine by virtue of the ratings and
privileges of his pilot’s licence.
Unquote
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1.36 GENERAL INSTRUCTIONS

i. Pilots scheduled for LC/ I R, Route Check(R/ C) must
ensure that they carry their Log Book and R/ C card for
certification.
ii. I t is mandatory for Under Training pilots to carry their
training records on all training schedules and produce
the same to Check Pilots/ I nstructors/ Examiners. Crew
may contact the Training Division for further details.
iii. As per DGCA requirements, all crew to ensure that they
carry current identity cards issued by BCAS. They must
also carry Air I ndia identity card, license, passport (with
ECNR), visa, health documents, crew member certificate
etc. as required by various countries.
iv. Crew must contact the Navigation Section of the
Training Divn. with regard to CAT-I I / I I I / CRM/ EGPWS/
RVSM/ BR-NAV/ TCAS/ ALAR/ Security training etc.
v. All certified crew to carry out practice CAT-I I / I I I
approaches, whenever possible/ authorised, to maintain
CAT-I I / I I I recency. The auto land report report which is
available on the AI website must be raised without
delay. The name of the First Officer must also be
reflected in the autoland reports. All crew practicing
CAT-I I / I I I must mention their CAT-I I / I I I landing
performance in the remarks column of the Pilot’s Report.
vi. I t is mandatory for crew appearing for Medical to submit
their papers to Training Divn. as soon as the Medical is
completed.
vii. Pilots scheduled for Ground Technical/ Flight Safety must
ensure that they carry their training completion
certificate for updating their records. Pilots reporting for
FS are required to continue with GTR on the same day.
They must also carry
RTOW charts, relevant performance documents and
QRH for the GTR.
viii. Crew must ensure that their licenses are current in all
respects and their Flight Safety (FS) , Dangerous Goods
(DG) and Ground Technical Refresher (GTR) are valid.
(Validity of FS and GTR – one year & DG – two years
from the last date done.)
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ix. Crew operating flights to Jeddah must ensure that their

passport has a validity of not less than 6 months.
x. All First Officers must inform Crew Scheduling their
logged hours on type on a regular basis.
xi. Carriage of mobile phones with cameras is banned into
the Kingdom of Saudi Arabia.
xii. Crew must liaise with Crew Facilitation Unit, CSI A for
processing all visas. Delhi based crew to liaise with Delhi
Flight Despatch for obtaining the same.
xiii. All flight crew with nil check-in baggage must inform the
crew baggage check-in counter, or, contact the load
control/ Traffic Admin. Section and inform that no
baggage check-in is required.
xiv. I n case of crew proceeding to Delhi and operating the
same flight from Delhi, they must ensure that they hand
over their BOM/ DEL boarding card to Delhi Traffic
immediately on landing at Delhi. Similar procedure must
be followed for travel to other stations.
xv. Crew laying over at Delhi should not stay in any other
hotel, except as arranged by the Company.
xvi. All crew to ascertain simulator programme from the
weekly flight programme and no D/ R will be sent to that
effect.
xvii. All crew travelling on AI flights as SUPY must collect
their boarding cards from the crew check-in counter
even if they do not have any check-in baggage.
xviii. Pattern of operations is issued for administrative ease
and can be changed due to operation reasons.
xix. Tel. nos. for CSI A: Movement Control office – 26829604/
28318733/ 34, Crew Facilitation Unit – 26829583, Flight
Despatch – 26829580.
xx. All crew operating to Shanghai should collect their USD
allowance at CSI A, prior to departing from BOM, since
USD payments cannot be made at PVG.
Simulator Training:
i. Counter signature from the respective Training Captain
must be obtained by all pilots for the following entries:
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a) All profiles on FFS Training/ profile test or FFs test /

circuits & landings.
b) LC/ I R, LC, Route Check.
c) Corrective training.
d) CA 40 A(J) or CA 40 B(J)
e) Assessment check (clearance check for PI C-I &
PI C- I I ).
f) PI C-I and PI C-I I .
g) Suitability check
NOTE:
1. Crew scheduled for Simulator must assemble for briefing
in the Simulator briefing room 30 minutes prior to the
session.
2. Crew should not ask for any change in Simulator
Programme.
3. All pilots are required to bring with them the Jeppesen
training kits, personal log book and LC/ I R record cards
for certification.
4. Crew programmed for Simulator must be familiar with
latest circulars, manufacturer’s amendments, CARs, AICs,
Operations circulars issued by DGCA.
5. Changes, if any, to the simulator programme, will be
intimated by the Training Division.
1.37 PROHIBITION OF PILFERAGE OF ITEMS ON BOARD THE

AIRCRAFT
Pilferage of perishable/ non-perishable items, consumables
as well as bonded items, on board the aircraft is not
permitted. Surprise checks could be carried out by the
Authorities, both at I ndian as well as foreign stations.
However, the crew may carry their meals served during the
flight, if so desired and if permitted by the local Authorities.
1.38 SUBMISSION OF RESIGNATIONS BY FLIGHT CREW

i) Pilots who wish to resign must first deposit the training
cost with the Finance Department, if applicable. After
receipt of which, the resignation will be considered for
acceptance by the office of the CMD.
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ii) Once the resignation is accepted by the office of the CMD,

the crew would be informed accordingly and the six
months notice period will then commence.
iii) During the notice period of six months, the crew should
be available for normal flight duties.
iv) A Pilot, seeking NOC from the Company, will be issued
such a document on completing all monetary and
procedural formalities.
v) The ‘No Objection Certificate’ (NOC) whenever issued
to a flight crew, must indicate the reason(s) for the
resignation. I ssues related to any incident/ accident, CRM
etc must be mentioned, if applicable.
1.39 AIR TRAFFIC CONTROL RULES & PROCEDURES

The Rules of the Air shall apply to aircraft bearing
Nationality and Registration marks of a contracting State,
wherever they may be, to the extent that they do not
conflict with the Rules published by the State having
jurisdiction over the territory over flown.
1.39.1 COMPLIANCE WITH THE RULES OF THE AIR

The operation of an aircraft either in flight or on the
manoeuvring area of an aerodrome shall be in compliance
with the general Rules and, in addition, when in flight, either
with the:
a) visual flight rules, or
b) instrument flight rules.
NOTE: A Pilot may elect to fly in accordance with

I nstrument Flight Rules (I FR) in visual meteorological
conditions or he may be required to do so by appropriate
ATS authority.
1.39.2 RESPONSIBILITY OF COMMANDER FOR COMPLIANCE

WITH RULES OF THE AIR
The commander of an aircraft shall, whether manipulating
the controls or not, be responsible for the operation of the
aircraft in accordance with the Rules of the air, except that
he may depart from these Rules in circumstances that
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render such departure absolutely necessary in the interest of

safety.
PRE-FLI GHT-ACTI ON Before beginning a flight, the Pilot -in-
Command of an aircraft shall familiarise himself with all
available information appropriate to the intended operation.
Pre-flight action for flights away from the vicinity of an
Aerodrome, and for all I FR flights, shall include a careful
study of available current weather reports and forecasts,
taking into consideration fuel requirements and an
alternative course of action if the flight cannot be completed
as planned.
1.40 GENERAL RULES OF THE AIR
1.40.1 NEGLIGENT OR RECKLESS OPERATION OF AIRCRAFT

An aircraft shall not be operated in a negligent or reckless
manner so as to endanger life or property of others.
1.40.2 MINIMUM HEIGHTS

Except when necessary for take-off or landing or except by
permission from the appropriate authority, aircraft shall not
be flown over the congested areas of cities, towns or
settlements or over an open air assembly of persons, unless
at such a height as will permit, in the event of an
emergency arising, a landing to be made without undue
hazard to persons or property on the surface.
1.40.3 CRUISING LEVELS
The cruise levels at which a flight or a portion of a flight is
to be conducted shall be in terms of:
a) Flight levels, for flights at or above the lowest usable
flight level or, where applicable, above the transition
altitude;
b) Altitudes, for flights below the lowest usable flight
level or, where applicable, at or below the transition
altitude.
1.40.4 PROHIBITED AND RESTRICTED AREAS

Aircraft shall not be flown in a prohibited area, or in a
restricted area, the particulars of which have been duly
published, except in accordance with the conditions of the
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restrictions or by permission of the State over whose

territory the areas are established.
1.40.5 AVOIDANCE OF COLLISIONS

I t is important that vigilance for the purpose of detecting
potential collisions should not be relaxed on board an
aircraft in flight and while operating on the manoeuvring
area of an aerodrome.
1.40.6 PROXIMITY
An aircraft shall not be operated in such proximity to other
aircraft as to create a collision hazard. Aircraft shall not be
flown in formation except by pre arrangement.
1.40.7 RIGHT OF WAY

The aircraft that has the right of way shall maintain its
heading and speed, but nothing in these rules shall relieve
the Pilot-in Command of an aircraft from the responsibility of
taking such action as will best avert collision. An aircraft that
is obliged by the following rules to keep out of the way of
another shall avoid passing over or under the other, or
crossing ahead of it, unless passing well clear.
1.40.8 APPROACHING HEAD ON

When two aircraft are approaching head-on or
approximately so and there is danger or collision, each shall
alter its heading to the right. The flight crew will maintain
vigilance for conflicting visual traffic ( See & Avoid) at all
stages of flight.
1.40.9 CONVERGING
When two aircraft are converging at approximately the same
level, the aircraft that has the other on its right shall give
way, except as follows:
a) Power-driven heavier-than-air aircraft shall give way to
airships, gliders and balloons.
b) Airships shall give way to gliders and balloons
c) Gliders shall give way to balloons
d) Power-driven aircraft shall give way to aircraft which are
seen to be towing other aircraft or objects.
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1.40.10 OVERTAKING
An overtaking aircraft is an aircraft that approaches another
from the rear on a line forming an angle of less than 70
degrees with the plane of symmetry of the latter, i.e. is in
such a position with reference to the other aircraft that at
night it should be unable to see either of the aircraft’s
left(port) or right(starboard) navigation lights. An aircraft
that is being overtaken has the right -of-way and the
overtaking aircraft, whether climbing, descending or in
horizontal flight, shall keep out of the way of the other
aircraft by altering its heading to the right, and no
subsequent change in the relative positions of the two
aircraft shall absolve the overtaking aircraft from the
obligation until it is entirely past and clear.
1.40.11 LANDING
An aircraft in flight, or operating on the ground or water
shall give way to aircraft landing or in the final stages of an
approach to land.
When two or more heavier-than-air aircraft are approaching

an aerodrome for the purpose of landing, aircraft at the
higher level shall give way to aircraft at the lower level, but
the latter shall not take advantage of this rule to cut in front
of another which is in the final stages of an approach to
and, or to overtake that aircraft.
1.40.12 EMERGENCY LANDING

An aircraft that is aware that another is compelled to land
shall give way to that aircraft.
1.40.13 TAXIING
An aircraft taxiing on the manoeuvring area of an
aerodrome shall give way to aircraft taking off or about to
take off.
1.40.14 SURFACE MOVEMENT OF AIRCRAFT
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I n case of danger of collision between two aircraft taxiing on

the manoeuvring area of an aerodrome the following shall
apply:
(a) When two aircraft are approaching head on, or
approx. so, each shall stop or where practicable
alter its course to the right so as to keep well clear.
(b) When two aircraft are on a converging course, the
one which has the other on its right shall give
way.
(c) An aircraft which is being overtaken by another
aircraft shall have the right of way and the
overtaking aircraft shall keep well clear of the other
aircraft.
1.40.15 LIGHTS TO BE DISPLAYED BY AIRCRAFT
1.40.15.1 SUNSET TO SUNRISE OR DURING ANY OTHER

PERIOD WHICH MAY BE PRESCRIBED BY THE
APPROPRIATE AUTHORITY ALL AIRCRAFT IN
FLIGHT SHALL DISPLAY:
(a) anti-collision lights intended to attract attention to the
aircraft; and
(b) navigation lights intended to indicate the relative path of
the aircraft to an observer and other lights shall not be
displayed if they are likely to be mistaken for these
lights.
1.40.15.2 EXCEPT AS PROVIDED BY 1.40.15.5 FROM SUNSET

TO SUNRISE OR DURING ANY OTHER PERIOD
PRESCRIBED BY THE APPROPRIATE AUTHORITY.
(a) All aircraft moving on the movement area of an
Aerodrome shall display navigation lights intended
to indicate the relative path of the aircraft to an
observer and other lights shall not be displayed if
they are likely to be mistaken for these lights.
(b) Unless stationary and otherwise adequately
illuminated, all aircraft on the movement area of an
Aerodrome shall display lights intended to indicate
the extremities of their structure.
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(c) All aircraft operating on the movement area of an

aerodrome shall display lights intended to attract
attention to the aircraft; and
(d) All aircraft on the movement area of an aerodrome
whose engines are running shall display lights which
indicate that fact.
NOTE: I f suitably located on the aircraft, the navigation
lights referred to 1.40.15.1(b) may also meet the
requirements of 1.40.15.2(a) Red anti-collision
lights fitted to meet the requirements of
1.40.15.1(a) may also meet the requirements of
1.40.15.2 (c) and 1.40.15.2(d) provided they do
not subject observers to harmful dazzle.
1.40.15.3 EXCEPT AS PROVIDED BY 1.40.15.5 ALL AIRCRAFT

IN FLIGHT AND FITTED WITH ANTI-COLLISION
LIGHTS TO MEET THE REQUIREMENT OF 1.40.15.1
(A) SHALL DISPLAY SUCH LIGHTS ALSO OUTSIDE OF
THE PERIOD SPECIFIED IN 1.40.15.1
1.40.15.4 EXCEPT AS PROVIDED BY 1.40.15.5 ALL

AIRCRAFT:
(a) Operating on the movement area of an aerodrome
and fitted with anti-collision lights to meet the
requirements of 1.40.15.2 (c) or
(b) On the movement area of an aerodrome and fitted
with lights to meet the requirement shall 1.40.15.2
(d) display such lights also outside the period
specified 1.40.15.2
1.40.15.5 A PILOT SHALL BE PERMITTED TO SWITCH OFF

OR REDUCE THE INTENSITY OF ANY FLASHING
LIGHT FITTED TO MEET THE REQUIREMENTS OF
1.40.15.2, 1.40.15.3 AND 1.40.15.4 IF THEY DO OR
ARE LIKELY TO:
(a) adversely affect the satisfactory performance of duties;
or
(b) subject an outside observer to harmful dazzle.
1.40.16 SIMULATED INSTRUMENT FLIGHTS

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An aircraft shall not be flown under simulated instrument

flight conditions unless:
(a) Fully functioning dual controls are installed in the aircraft;

and,
or
(b) A qualified Pilot occupies a control seat to act as safety
pilot for the person who is flying under simulated
instrument conditions. The safety Pilot shall have
adequate vision forward and to each side of the aircraft,
or a competent observer in communication with the
safety Pilot shall occupy a position in the aircraft from
which the observer’s field of vision adequately
supplements that of the safety Pilot.
1.40.17 OPERATION ON AND IN THE VICINITY OF AN
AERODROME
An aircraft operated on or in the vicinity of an Aerodrome
shall, whether or not within an aerodrome traffic zone:
(a) observe other aerodrome traffic for the purpose of

avoiding collision;
(b) confirm with or avoid the pattern of traffic formed by
other aircraft in operation;
(c) make all turns to the left, when approaching for a
landing and after taking off, unless otherwise instructed;
(d) land and take off into the wind unless safety, the
runway configuration, or air traffic considerations
determine that a different direction is preferable.
1.41 MARSHALLING SIGNALS

Refer Jeppesen Manual
1.41.1 FROM THE PILOT OF AN AIRCRAFT TO SIGNALMAN
NOTE
i) These signals are designed for use by a Pilot in his
cockpit with hands plainly visible to the signalman,
and illuminated as necessary to facilitate observation
by the signalman.
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ii) The aircraft engines are numbered in relation to the

signal man facing the aircraft, from his right to his
left (i.e. No. I engine being the port outer engine).
1. BRAKES
NOTE: The moment the fist is clenched or the fingers are ex
tended indicates, respectively, the moment of brake
engagement or release.
a) Brakes engaged: raise arm and hand, with fingers
extended, horizontally in front of face, then clench
fist.
b) Brakes released: raise arm, with fist clenched,
horizontally in front of face, then extend fingers.
2. CHOCKS
a) I nsert chocks: arms extended, palms outwards,
move hands inwards to cross in front of face.
b) Remove chocks: hands crossed in front of face,
palms out wards, move arms outwards.
3. READY TO START ENGINE(S)

Raise the appropriate number of fingers on one hand
indicating the number of the engine to be started.
1.42 SUSPENSION OF PRIVILEGE OF LICENCES
The DGCA by order in AI C number 19/ 1985 dated 1st

October, 1985 has directed, for the purpose of securing the
safety of the aircraft operations that no Pilot -in-Command or
Co-Pilot of an aircraft involved in any accident required to be
notified under Rule 68(1) of the Aircraft Rules, 1937 shall
exercise or be allowed by the airline to exercise, the
privileges of his Pilot’s licences without specific authorisation
in this behalf from the DGCA.
Quote
Rule 68 (1) of Indian Aircraft Rules, 1937

Notification of accidents
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An accident in which an aircraft is involved shall be

notified in accordance with the provisions of sub-rules (3),
(4) and (5) of this rule if between the time any person
boards the aircraft with the intention of flight until such time
as all such persons have disembarked.
a) any person suffers death or serious injury as a result
of being in or upon the aircraft or by direct contact with the
aircraft or anything attached thereto, or
b) the aircraft receives substantial damage.
Unquote
The above authorisation may be granted by the DGCA only

if the basic circumstances contained in the preliminary
investigation reported by the inspector of Accident, “Prima
Facie” reveals that the Pilot’s Proficiency is not in doubt.
Provided that in cases where a Committee of Enquiry or a
Court is appointed by the Govt. to investigate into the
circumstances or causes of the accident, the DGCA will issue
such authorisation after consulting the committee or the
court, as the case may be.
Provided further that such authorisation would be without
prejudice to any action to which such Pilot might be liable to
on conclusion of the enquiry/ investigation.
1.43 CREW CONDUCT AND GENERAL OBLIGATIONS

GENERAL
I t is expected that all Flight Operations personnel when
dealing with the public and other Company’s employee will
conduct themselves in a professional manner which will
reflect credit upon the airline as a whole.
All air crew and operations staff are expected to behave
courteously and respectfully with senior officers of the
airline. Sound inter-personal relationship is necessary for
smooth and safe flight. All air crew should have these
objectives always in mind and behave with personnel of
other departments in a manner conducive to harmony. No
disrespect will be shown to the uniform. I ndiscipline on the
part of air crew and operations staff shall be viewed
seriously.
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crew members are strictly prohibited to deal with the

Press, News or Television media for conveying any company
information. Air crew must obtain approval from t he
Regional Director prior to participating in any interview or
making public statement or releasing any material for
publication in News Papers/ Magazines.
All air crew and operations staff must be in possession of

the Company’s identity card and Civil Aviation Security
Personnel identity card which shall be displayed at all times
while on duty and when moving in and around the sterile
area. As a standard practice the identity card should be
attached to left lapel of the uniform coat or the left pocket
flap on the shirt. Female staff shall attach the identity card
on the left side below the wing/ name plate. Any loss of
identity cards should be immediately reported to the nearest
Police Station and a copy of the FI R submitted to
COMPANY’S. Security. I n case a temporary identity
card is needed before duty contact Movement Control for
the necessary action.
1.44 PASSPORT
All air crew are required to be in possession of current
passports. The airline will assist in obtaining the passport
and its renewal.
1.45 CUSTOM REGULATIONS

All air crew shall comply with the regulations imposed by the
Customs. Air crew are reminded of the serious
consequences of any attempted evasion of custom
regulations in any country to which they operate. Each of
the following offences are liable for disciplinary action.
I rrespective of any criminal court action which may be taken
by the authorities.
i) Smuggling of goods
ii) Aiding or abetting others in smuggling
iii) Carrying goods in aircraft with the object of profit
trading.
iv) Trading in foreign currency
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v) Dealing in narcotics
1.45.1 CUSTOMS REGULATIONS (INDIA)

Crew Member of aircraft are subject to submit correct
declaration before Customs Authorities with respect to the
Currency, Gold Ornaments and Electronic goods etc. in their
possession on Arrival as well as on Departure. They are
allowed to bring I tems like Chocolate, Cheese, Cosmetics
and other petty gifts for their personal or family use upto
value of Rs 600/ - only at the returning of the aircraft from
foreign journey. However, a crew member on final payoff or
at the termination of his engagements with the airline shall
be eligible for allowances as common passenger.
1.45.2 HEALTH IMMUNIZATION CERTIFICATES

All flying crew who are in possession of current passport
must be in possession of the health immunization certificates
as may be necessary. The Airline Medical Section will assist
in this regard.
1.45.3 FOREIGN EXCHANGE CONTROL ORDERS

Any transaction in respect of foreign exchange control orders
shall be in accordance with the rules framed by the
Government of I ndia
1.45.4 CORRESPONDENCE
All departmental/ inter-departmental correspondence and
that with other Government agencies shall be through the
proper channel.
1.45.5 VIOLATION OF ORDERS

Whenever an air crew violates any order or restriction
unintentionally and realizes he/ she has done so, he/ she shall
report this to his Operations Manager at once to make it
possible for the wrong to be corrected without delay.
1.46 DOCUMENTS/ PERSONAL EFFECTS/ EQUIPMENT TO BE

CARRIED BY AIR CREW FOR A FLIGHT
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All crew at all times when on flying duty must have in their
possession:
PILOTS
- Personal Flying Licences
- Valid Passport
- Valid Company I D Card
- Jeppesen Manual (Avigation Manual) as applicable
- Normal and Emergency Procedures and Check Lists as
applicable
- One serviceable torch as applicable
- Company Aerodrome Operating Minima as applicable
- Defence Airfield I nstrument Let Down Charts as
applicable
- CA-35 Form (Certificate issued by relevant Medical
Board) / Medical Assessment
- Last Two (2) Route Check Reports, I R/ LR, Proficiency
Check Report, CRM, DGR, Technical and
Performance Refresher Report
- RNP, RVSM, CAT-I I / CAT-I I I , LTOM, ETOPs certificates
- Night Kit
CABIN CREW
- Cabin Crew Emergency hand book/ Emergency Check
List
- Announcement Book
- First Aid Book
- One serviceable torch easily accessible at each cabin
crew station as applicable.
- Personal cosmetics
- Flight and Meal Schedule
- Night kit
1.47 CREW NOTICE BOARDS

A major source of information are the crew bulletin boards
of flight operations. Each crew member is to keep
himself/ herself aware of all posted notices.
1.48 CARRIAGE OF COURTESY MAIL

I t is Company Policy to discourage crew members from
getting involved in the carriage or delivery of packages,
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letters etc. due security reasons. However, if and when

such articles are carried their contents must be checked by
the involved crew member and permission of the
Commander is required. Such packages must be subjected
to a security check.
1.49 OFF LOADING OF CREW

The Pilot-in-Command has the authority to off load any
operating crew member from an aircraft under his command
if in his opinion the concerned crew member’s behaviour,
actions, attitude etc. will effect the safety or discipline of the
flight.
Commanders are cautioned that while taking this decision

they shall exercise “sound judgement” keeping in mind the
Company’s Rule of 5. Off loading of a crew member without
justifiable reasons may entail disciplinary action.
Whenever a crew member is off loaded the Commander

shall submit a report to the Regional General Manager after
completion of the Flight, indicating the reasons for his
action. Any crew member off loaded will only be utilized for
flight duty after being authorized by Region General
Manager.
Any crew off loaded at outstation shall be taken off duty and
will be brought back to base as a passenger. Only in very
exceptional circumstances implicating the safety of flight
operations should the off loaded member be not permitted
to travel back to base as a passenger on the same flight. I n
this case the Station Manager/ Flight Dispatch is to be
instructed to send the off loaded crew member back to base
by First Available Service(FAS).
1.50 OPERATION OF OTHER AIRCRAFT

Flight crew shall not operate any aircraft other than those
belonging to the Airline for hire or reward unless specifically
permitted to do so. Flight crew may own and operate
Licenced Aircraft for flying for pleasure provided it does not
interfere with their duties. I n any event, the necessary
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permission has to be obtained from the Executive Director of

Operations.
1.51 PERMISSION FOR HOBBY/TRAINING FLYING

Air crew desiring to undertake hobby flying/ flying training
are required to give an undertaking confirming their
acceptance of the following conditions:
- He/ She will not be provided any insurance coverage on
behalf of COMPANY’S. while carrying out the above
flying.
- He/ She will not be entitled to any transport facilities for
carrying out the above flying.
- His/ her flying in any way will not interfere with his/ her
normal duties with COMPANY’S.
- He / She will not be eligible for any compensation
payable under the rules for death or injury/ disability,
directly or indirectly arising out of such flying.
- He/ She will not be entitled to rehabilitation benefits if
he/ she becomes medically unfit for flying duties directly
or indirectly as a consequence of his/ her during the
above flying.
- Coverage of his/ her licence insurance will become
automatically null and void in case of involvement in any
accident while engaged in the above flying.
- He/ She will ensure that he/ she is available to the G.M. of
his/ her region at all times for duties which may have to
be assigned to him/her by COMPANY’S. as and when
required.
- I n case of flight crew such flying shall not be in violation
of any FDTL that may be stipulated by the DGCA. All
such flying shall be recorded in the personal flying log
book and intimated to the respective G.M.
- No flight crew will indulge in any form of Commercial
Flying outside the company unless specifically authorized
by the Company. I n case, authorized so will be taken
into account for calculation of FDTL.
1.52 FEMALE AIRCREW-PREGNANCY

Once pregnancy is confirmed the female Air Crew will report
to the Airline Medical Officer. I n case of female Flight Crew
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it will be her responsibility to bring this fact to the attention

of Company Medical Officer as early as possible. The
concerned flight crew will also inform the regional GM(Ops)
of the pregnancy in writing, who in turn will inform
scheduling section not to utilize the concerned flight crew
for flight duties.
The Company Medical Officer shall decide whether or not to

declare the female Air Crew temporarily unfit. Once
declared Unfit it will be for the remaining period of
pregnancy or until abortion occurs or the concerned crew
undergoes medical termination of pregnancy.
After abortion, medical termination of pregnancy or post

delivery the female Air Crew shall remain unfit for a period
of at least 42 days. After the expiry of the aforesaid period
female cabin crew shall report to the Company Medical
Officer within three days. Female flight crew shall report to
a DGCA approved medical board for the licence renewal
medical examination.
Upon being declared medically fit, the female Air Crew shall
report for duty from the date she is so declared. Failing to
do so will be treated as unauthorized absence.
Female air crew reporting for duty after

delivery, if they so desire, shall be scheduled to operate only
Day Return Flights until the child is six months old.
1.53 CREW SICK REPORTING

The following procedures should be followed in case any
crew member reports sick.
- I f the crew member falls sick in flight, the Commander
will inform Flight Dispatch/ Station Manager through
Company channel/ ATC, who, in turn will arrange for the
Company’s doctor to be available on the arrival of the
flight. The concerned crew member shall be dealt with
as advised by the doctor.
- I f a crew member reports sick at the airport, Flight
Dispatch/ Station Manager will immediately arrange to
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send the sick crew member to the Company’s doctor or

arrange the Company’s doctor to be available at the
airport.
- I f a crew member reports sick during layover at the
hotel he/ she may seek the help of the hotel doctor and
inform Flight Dispatch/ Station Manager, who will make
arrangements to send the Company’s doctor to the hotel
for further action. Normally the Commander shall also
be kept informed.
The Company’s doctor will be the authority to take a

decision, as to whether the sick crew member should be
hospitalized or not. I n case the question of hospitalization
does not arise, the concerned crew member shall be sent
back to base by the first available service, after necessary
treatment. Air crew shall not retain the hotel
accommodation under any circumstances after reporting sick
at outstation . After reporting sick a crew member has
to obtain a fitness certificate from Company’s doctor
before rostered.
1.54 PROCEDURE TO BE ADOPTED AT THE END OF LEAVE

After termination of leave, crew must inform the scheduling
section/ movement control that they are available for duty.
They will be required to make a log entry for the attention of
crew roster. Failure to report to Operations may lead them
to believe that you are still not available for duty.
1.55 MEDICAL EXAMINATION

The flight crew members will not operate company aircraft
unless issued a medical assessment in accordance with the
requirements of the DGCA. Such certificate shall not be
valid for a period greater than 12 months.
The responsibility for undergoing Licence Renewal Medical

Examinations by a DGCA approved Medical Board well before
the expiry of a licence shall lie solely with the individual. I f
any individual is declared Temporary/ Permanently Medically
unfit he/ she shall contact the Airline Medical Section as soon
as possible for follow up action/ any medical treatment.
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No flight crew shall exercise the privileges of his licence

without being declared fit after a fresh medical examination
in the event of his having.
- A sickness or injury involving incapacity for a period of
fifteen days or more for the work for which he is licenced ;
or
- An injury sustained in any accident occurring during the
exercise of the privileges of his licence or otherwise and
which is likely to cause incapacity or impair his efficiency in
the discharge of his duties.
Each flight crew shall immediately notify all details of such
sickness or injury to the Director (Operations) for onward
intimation to the D.G.C.A. The Licence of the concerned
flight crew shall be deeded to the invalid until the holder
passes a fresh medical by an approved medical board.
No flight crew shall exercise the privileges of his licence

during any period when he is aware t hat his physical
condition has deteriorated below the standard required for
that category of licence.
1.56 SICKNESS AND INJURY ON BOARD

I n case of sickness, injury to the passenger/ crew on board,
the Commander shall take suitable action to preserve lif e
and should divert or land, taking into consideration the
safety of the person concerned and the aircraft.
1.57 BIRTH AND DEATH ON BOARD THE COMPANY

AIRCRAFT
I n case of Birth or Death likely to occur or occurred on
aircraft during flight, the Commander will immediately send
a message to Flight Dispatch/ the next destination stating
the incident of Birth/ the cause of Death, if known or
suspected. The deceased passenger will not be moved
unless it is necessary for the convenience of other
passengers or for the safety of the aircraft. The Commander
shall furnish a report giving the details of birth, place of
death and cause if known with name, nationality, age, date
of the passenger and assistance rendered on board, if any.
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Any death onboard has to be reported as FSR i.e. flight

safety report .
1.58 CREW HEALTH PRECAUTIONS
1.58.1 GUIDANCE CONCERNING HEALTH

INTERNATIONAL REGULATIONS
The Commander must report all cases of illness on board
aircraft (excluding cases of airsickness and accidents) on
landing at an airport. The details are to be given in the
appropriate part of the Aircraft General Declaration. Cases of
ill passengers disembarked during the flight must also be
reported on arrival.
QUARANTINE REGULATIONS
When a passenger on board shows symptoms w hich might
indicate the presence of a major disease, the Commander of
an arriving flight must ensure that the airport medical or
health authority have been informed.
I t is the responsibility of the airport medical or health

authority to decide whether isolation of the aircraft, crew
and passengers is necessary.
On arrival of the aircraft, nobody shall be permitted to board

the aircraft or disembark or attempt to off load cargo or
catering until such time as authorised by the airport medical
or health authority.
Each station, in conjunction with the airport medical or
health authorities will devise a plan that would provide,
when necessary, for:
- The transport of suspected cases of infectious diseases
by selected ambulance to a designated hospital.
- The transfer of passengers and crew to a designated
lounge or waiting area where they can be isolated from
other passengers until cleared by the airport medical or
health authorities.
- The decontamination of the aircraft, passenger baggage,
cargo and mail and any isolation lounges used by
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passengers or crew suspected of having infectious

diseases.
IMMUNISATION
Medical advice is to be sought concerning the period to be
observed before returning to flying duties following
immunisation
All crewmembers are responsible for the validity of their

vaccination certificates. All data concerning the period of
validity of a vaccination are given in the respective
document. All crewmembers shall present their vaccination
certificates to the appropriate authorities when required t o
do so.
DEEP DIVING
Flying in pressurised aircraft after deep diving can result in
the bends (decompression sickness). A crewmember should
not practice deep diving to a depth exceeding 10 metres
within 48 hours before a flight assignment.
BLOOD DONATION
Medical studies have shown that the body needs
approximately three weeks a complete physiological
recovery after donating blood. Although the physical effects
may not be noticeable at sea level, they may become
apparent when flying at high altitudes.
For this reasons, pilots are not permitted to donate blood

while on active status as it can adversely affect their flying
ability. I f, however, a pilot needs to donate blood, he must
take written permission from regional GM (O), so as to make
necessary arrangements by the company to ensure that he
is not required for flying duties for at least 3 weeks following
his blood donation.
SCUBA DIVING
Medical studies have also shown that if not enough time
allowed to eliminate the excess nitrogen stored in the body
following scuba diving, altitude decompression sickness can
occur. For this reason, pilots are not permitted to undertake
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a flying duty unless at least 24 hours after scuba diving have

elapsed. Due to the complex nature of decompression
sickness, for better safety, a surface interval of 48 hours is
recommended.
SYMPTOMS AND TREATMENT OF POISONING

The character and severity of the symptoms depend on the
nature and dose of the toxin and the resistance of the
patient. Onset may be sudden. Malaise, anorexia, nausea,
vomiting, abdominal cramps, intestinal gurgling, diarrhoea
and varying degree of prostration may be experienced. Bed
rest with convenient access to bathroom, commode, or
bedpan is desirable. Severe cases should be hospitalised.
Treatment is mostly symptomatic and all cases should be
seen by a medical doctor.
VISION CORRECTION
All flight crew members who are required by the licensing
authorities to wear corrective lenses in order to satisfy visual
requirements laid down for granting of licences, are required
to carry a spare pair of spectacles with them on all
occasions whilst operating their licence.
Spectacles, either corrective or anti-glare, when worn by

flight crew during flight should be of a type of frame that
allows maximum peripheral vision. The examination for the
prescription of a spectacle correction should ideally be
carried out by an examiner with some understanding of the
problems of vision in aviation.
 Near vision correction

Where the only correction necessary is for reading, pilots
should never use full lens spectacles while flying - because
the pilot's task requires frequent changes from near to
distant vision and the latter is blurred by reading glasses.
Half moon spectacles or lower segment lenses with a neutral
upper segment should be used in these circumstances.
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 Near and distant vision correction

Where correction for both near and distant vision is required,
bifocal lenses are essential and pilots should discuss with
their medical examiner the shape and size most suitable for
each segment. Where triple correction is necessary for
reading, the instrument panel range and distant vision, then
specialist advice is required.
HUMIDITY
The relative humidity of cabin air is much lower in flight than
that to which we are accust omed.
Coffee and especially black coffee, being a diuretic (kidney

stimulant) can exacerbate the effects of reduced humidity.
Symptoms resulting from low humidity are dryness of the
nose, mouth and throat and general tiredness.
DIURNAL RHYTHM
I t is a well-established fact that our bodies have a diurnal
cycle or rhythm. This means that our chemical, psychological
and physiological activity are high during our normal waking
hours, and are low during our normal sleeping hours. They
reach the lowest point at about 4 a.m. When we fly across
time zones, that is either east -west or west-east, we may
interrupt our diurnal cycle. However, there is no proof that this
is harmful to our health.
To minimise the tiring effects of interruption to our day-night

biological cycle we should:
- when away from home adhere as much as possible to
home time for sleeping, eating and bowel function
- take adequate rest before flight
- eat light snacks at three or four hourly intervals to
increase alertness.
FATIGUE
Any crew member shall not commence a flight duty or
continue a flight duty after an intermediate landing if he is
aware that he is too fatigued or will be too fatigued before
next landing. The basic responsibility in fatigue management
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rests with the individual crew member who should report for
duty in a reasonably rested state and in an emotionally fit
state to perform his expected duty. This includes attention
to such factors as sleep, personal fitness and health, life
style and activities prior to flight. Due allowance for any
adverse effects of these factors should be taken into
account to ensure that fatigue which would significantly
affect operating performance is not encountered during
flight duties.
I n case of fatigue Crew Member must consult qualified

doctor.
1.58.3 COMPANY POLICY – USE OF PSYCHOACTIVE

SUBSTANCES
No person whose function is critical to the safety of aviation
(safety-sensitive personnel) shall undertake that function
while under the influence of any psychoactive substance, by
reason of which human performance is impaired. No such
person shall engage in any kind of problematic use of
substances.
Flight Crew are prohibited from exercise of duties while

under the influence of psychoactive substances.
Problematic use of psychoactive substance by Flight Crew is

prohibited.
Flight crew who are identified in engaging in any kind of

problematic use of psychoactive substances shall be
removed from safety critical functions. Such flight crew
shall be identified in liaison with company medical
department / DGCA.
Education regarding the use of psychoactive substances;
 I dentification, treatment and rehabilitation;
 Employment consequences of problematic use of
psychoactive substances;
 Biochemical testing ( as per medical standards).
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Re-instatement to safety critical duties of such flight crew

members could be possible after:
i) obtaining medical clearance from company medical
department / DGCA regarding cessation of the
problematic use upon determination by ED(Ops)
that continued performance is unlikely to jeopardize
safety.
1.58.4CONSUMPTION OF INTOXICATING AND
PSYCHOACTIVE SUBSTANCES
The DGCA prohibition on consumption of intoxicating and
psychoactive substances is stipulated in Rule 24 of the
Aircraft Rules, 1937.The intoxicating and psychoactive
substances these are given below.
ALCOHOL
Under no circumstances may any crew member consume
alcohol in any form or have detectable alcohol in his blood
before commencing flight duty and until the end of the flight
duty. Furthermore alcohol of any type may not be consumed
while in uniform in public places.
NARCOTICS
The consumption of narcotics is not allowed for
crewmembers unless approved by the medical department.
DRUGS, SLEEPING TABLETS AND

PHARMACEUTICAL PREPARATIONS
Crewmembers should not undertake flying duties while

under the influence of any drug that may adversely affect
performance. Pilots should know that many commonly used
drugs have side effects liable to impair judgement and
interfere with performance.
I deally crewmember should not fly on duty whilst taking any

medication. When in doubt pilots should contact the medical
department to establish whether medication being taken
precludes flight duties or not.
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The following are some of the types of medication in

common use which may impair reactions. There are many
others and when in doubt a pilot should consult the medical
department.
 Hypnotic (Sleeping Tablets)

Use of hypnotic must be discouraged. They may dull the
senses, cause confusion and slow reactions.
 Antihistamines
All antihistamines can produce side effects such as sedation,
fatigue and dryness of the mouth. Quite commonly they are
included in medication for treatment of the common cold,
hay fever and allergic rashes or reactions. Some nasal
sprays and drops may also contain antihistamines.
 Tranquilliser, Antidepressants and Psychotic
Drugs
All these types of drugs preclude crewmember from flight
duties because of the underlying condition for which they
are being used as well as the possible side effects resulting
from them. Flight duties should not be resumed until
treatment with these types of drugs has been discontinued
and until the effects of the drugs have entirely worn off.
This can take several days in some instances.
 Antibiotics
The underlying condition for which antibiotics are being
taken may prevent a pilot from flying. However, most
antibiotics are compatible with flying. Obviously, where any
hypersensitivity is feared, the suspect antibiotic must not be
used. A pilot should have previous experience of the
antibiotic prescribed, or, alternatively, have a trial of it for at
least twenty four hours on the ground before using it during
flight duties.
 Analgesics (Pain killers)
With a lot of analgesics and anti-inflammatory agents, there
is risk of gastric irritation or haemorrhage. I deall y doctor’s
advice should be sought before using them.
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 Steroids (Cortisone, etc.)

Use of steroids, with few exceptions, precludes flight duties.
 Anti-malarial
Most anti-malarial preparations used for prevention and
taken in recommended dosage are considered safe for flight
duties.
 Anti-diarrhoeas
As a lot of medications used in treating symptoms of gastritis
and enteritis (diarrhoea) may cause sedation, blurring of
vision, etc., great care must be exercised in their usage by
crew members. I n most cases grounding for a time may be
necessary.
 Appetite Suppressants
These preparations can affect the central nervous system
and should not be taken during flight duties.
 Anti-hypertensive (Drugs for treating blood
pressure)
Certain therapeutic agents are compatible with flying
activity. They should be prescribed only by a doctor
experienced in aviation medicine, and sufficient time must
be allowed to assess suitability and freedom from side
effects before resumption flight duties.
 Alcohol
Alcohol, combined with most of the types of medication is a
most undesirable and dangerous combination.
1.58.5 ADDITIONAL INFORMATION ON ALCOHOL & ITS

EFFECTS
A) I t is known that even when the blood alcohol levels are
zero, there could be some effects of hang-over which
are mainly due to congeners. These congeners may take
15 to 18 hours to get dissipated and may produce ill-
effects for upto 36 hours depending upon the amount of
alcohol consumed. Even 12 hours after a bout of
drinking, when blood alcohol level was zero, there was
decrement in task performance.
Therefore, in the present state of our knowledge the

level of blood alcohol compatible with safe flying is
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‘Zero’. It is equally important to intensify the educational

programme for aircrew regarding the inherent dangers
of flying after consumption of alcohol. Alcohol even in
small quantities jeopardises flight safety on several
counts and is likely to adversely affect an aviator well
into the ‘Hangover’ period.
B) 2 small drinks (30ml x 2 = 60ml) of whisky/ Rum/ Gin or

a large can of 500ml of beer or 2 glasses (100ml x 2 =
200ml) of wine, all contain the same amount of alcohol
in different concentrations and raise the blood alcohol
level to approximately 0.04% (40mg per 100ml of
blood).
C) Alcohol interferes with the enzymatic cellular process or

oxidation; consequently it causes hypoxia and reduces
the individual tolerance to altitude. I t is known that a
low alcohol blood level between 30 mg% to 50 mg%
disturbs the sensor-motor, visual and cortical reactions.
Moreover alcohol remains longer in the brain than in the
blood. There is significant deterioration in psychomotor
performance even at relatively low blood alcohol
concentrations.
D) Alcohol is a depressant drug. Low levels of alcohol in the

blood stream cause the drinker to be unable to
accurately assess his performance. I t decreases the
amount of spare mental capacity available to deal with
the many essential secondary tasks involved in safe
flight. Should an emergency occur, the crew who has
alcohol in his system is just that much less capable of
dealing with the problem.
E) The I CAO-recommended rule therefore is that crew

should not perform aviation duties as long as they have
any detectable blood alcohol whatsoever. Similarly
chronic alcoholism is incompatible with flying dut ies and
is a cause for permanent grounding.
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1.58.6 ADVISORY RECOMMENDATION ON

CONSUMPTION OF ALCOHOL
1.58.6.1 Research has shown that the proper time interval
between the intake of alcoholic beverages and safe
flying cannot be precisely defined. I t is also recognised
that longer recovery periods are required for recovery
from consumption of larger amounts of alcohol and it is
also affected by many other factors such as the
relationship of drinking to eating, time of the day when
alcohol is consumed and the capacity of the liver of an
individual to metabolize alcohol. The following Table
gives approximate alcohol blood levels in relation to
body weight and the number of drinks consumed:
Body Number of drinks (Av. 45 ml of liquor)

Weight 1 2 3 4
(Kgs) % % % %
64 0.027 0.054 0.080 0.107
72 0.023 0.047 0.070 0.094
80 0.021 0.042 0.063 0.083
90 0.019 0.038 0.056 0.075
The above values are reached within the first 30 minutes of

imbibitions. A healthy individual metabolizes alcohol so that
the blood alcohol level falls by 0.010% to 0.015% (15mg
alcohol per 100 ml blood) each hour thereafter. I ndividuals
begin to show signs of intoxication at blood alcohol levels
varying from 50 mg% to 100 mg% .
1.58.6.2 I n the light of the above, crew is advised to strictly

observe compliance of abstinence from alcohol 12 hours
prior to the flights and also ensure that their capacity to
perform their duties at any time is not impaired due to
consumption of alcohol.
1.59 Wilful and deliberate violation of Flight Operations

Organizational policies and / or procedures by Flight
Operations personnel will attract suitable action as deemed
fit by Executive Director-Operations.
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Page 1-174
PART - A Chapter 2
FLIGHT CREW & CABIN CREW I ssue 4 Rev 0 15 Oct 2014
FLIGHT AND DUTY TIME
LIMITATIONS
2.0 Air I ndia Flight crew flight and duty time limitations is laid down
as per DGCA CAR SECTI ON 7, SERI ES J, PART I I I , I SSUE I I
DATED 11-08-2011 and DGCA Approval vide No.
AV.22012/ 10/ 2013-FSD (AI ) Dated 18-03-2013.
2.1 INTRODUCTION/MANAGEMENT OF FATIGUE

The Company, for the purpose of managing its fatigue related
safety risks, is required to establish flight time, flight duty periods,
duty period and rest period limitations that are within the
prescriptive fatigue management regulations established by the
State.
2. 2 THE SCHEME
The “Scheme” governing the Flight and Duty Time Limitations and
Rest requirements of flight crew is applicable to all Flight Crew of
Air I ndia and is prepared in accordance with DGCA CAR Section 7
Series ‘J’ Part III issued on 11.08.2011 and clarifications received
from the office of the DGCA.
2.3 DEFINITIONS
2.3.1 Augmented flight crew
A flight crew that comprises more than the minimum number
required to operate the aeroplane and in which each flight crew
member can leave his or her assigned post and be replaced by
another flight crew member, who shall hold qualifications which
are equal to or superior to those held by the crew member who is
to be replaced for the purpose of in-flight rest .
2.3.2 Duty
Any task that flight crew members are required by the operator to
perform, including, for example, flight duty, administrative work,
training, positioning and standby when it is likely to induce
fatigue.
2.3.3 Duty period (DP)

A period which starts when a flight crew member is required by
an operator to report for or to commence a duty and ends when
that person is free from all duties.
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The following shall be considered as duty time for the purposes of
calculating the Flight & Duty Time Limitations and determining
the required rest periods:
i) Entire duration of the flight;
ii) Pre-operating deadhead time;
iii) Training periods such as Simulator/ Training flights/ Ground
classes;
iv) Office time prior to a flight, I t will be the responsibility of the Pilot
to inform Crew Scheduling of their office duties, if performed prior
to operating a flight. The Pilot should ensure that they avail a
minimum of 8 hours of clear after performing office duties prior to
operating a flight.
v) I n case of combined Office / Ground and Flight Duty, the
applicable FDTL shall be followed.
The office duty records for the Executives will be maintained by
the respective administrative support office.
2.3.4 Fatigue
A physiological state of reduced mental or physical performance
capability resulting from sleep loss or extended wakefulness,
circadian phase, or workload (mental and/ or physical activity) that
can impair a crew member’s alertness and ability to safely
operate an aircraft or perform safety related duties.
2.3.5 Flight Duty Period (FDP)

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

The total time from the moment an aeroplane first moves for the
purpose of taking off until the moment it finally comes to rest at
the end of the flight.
Note. —“Flight time” as here defined is synonymous with the term
“block to block” time or “chock to chock” time in general usage
which is measured from the time an aeroplane first moves for the
purpose of taking off until it finally stops at the end of the flight.
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2.3.7 Home base
The location nominated by the operator to the crew member from
where the crew member normally starts and ends a duty period
or a series of duty periods.
2.3.8 Local night

A period of eight hours between 0000hrs and 0800hrs local time.
2.3.9 Neighbouring Countries

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

Operations conducted during the period of eight hours between
0000 hrs to 0800 hrs local time. All FDTL provisions for night
operations shall be applicable during this period. The period
between 0801 hrs to 2359 hrs shall be governed by the FDTL
provisions for Day operations.
2.3.11 Positioning
The transferring of a non-operating crew member from place to
place as a passenger at the behest of the operator.
Note— “Positioning” as here defined is synonymous with the term
“Deadheading”.
2.3.12 Reporting time

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

An uninterrupted and defined period of time during which a crew
member is free from all duties and airport standby.
2.3.14 Split Duty (Break)

A period free of all duties, which counts as duty, being less than a
rest period.
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2.3.15 Standby
I t is a defined period of time during which a flight crew member
is required by the operator to be available to receive an
assignment for a specific duty without an intervening rest period.
However, it shall not include any time during which an operator
requires a crew member to be contactable for the purpose of
giving notification of a duty which is due to start 10 hours or more
ahead.
2.3.16 Ultra Long Range (ULR) Operations

Continuous non-stop flights between the specific city pairs having
a flight time of over 16 hours OR duty periods between 18 and 22
hours.
2.3.17 Unforeseen operational circumstance

An unplanned event, such as unforecast weather, equipment
malfunction, or air traffic delay that is beyond the control of the
operator.
2.3.18 Window of Circadian Low (WOCL)

The hours between 0200 and 0600 for individuals adapted to a
usual day-wake/ night sleep schedule. This estimate of the
window is calculated from scientific data on the circadian low of
performance, alertness, subject report (i.e., peak fatigue), and
body temperature. For flight duty periods that cross 3 or fewer
time zones, the window of circadian low is estimated to be 0200
to 0600 home-base/ domicile time. For flight duty periods beyond
3 or more time zones, the window of circadian low is estimated to
be 0200 to 0600 home-base/ domicile time for the first 48 hours
only. After a crew member remains more than 48 hours away
from home-base/ domicile time, the window of circadian low is
estimated to be 0200 to 0600 referred to local time at the point of
departure.
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2. 4 REQUILREMENTS FOR DOMESTIC AND

NEIGHBOURING COUNTRIES OPERATIONS
Daily maximum flight time limitations during any 24 consecutive
hours:
Crew Complement Maximum Flight Time Limitation/

Max Number of Landings*
Two-Pilot Operations 8 hours/
up to 6 landings
For day operations
9 Hours/ up to 3 landings
For night operations
* Maximum Number of Landings is further dependent on Flight Duty
Period.
2.4.2 Cumulative flight time limitations

Cumulative Period Flight Time Limitation (Hours)
I n 7 consecutive days 35
2.4.3 Maximum Daily Flight Duty Period – Two Pilot

Operations
2.4.3.1 Maximum Daily Flight Duty period for two pilot operations
shall be as per the following table:
Maximum Daily Flight Maximum

Maximum Number of
Duty Period (FDP) Flight Time
landings
Limitation** Limitation
2 for night operations
12.5 hours 9 hours
3 for day operations
12 hours 4
11.5 hours 5 8 hours
11 hours 6
* * Reduction of Flight duty period due to operation in WOCL
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2.4.3.2 When the FDP starts in the WOCL, the maximum FDP stated in
above table shall be reduced by 100 % of its encroachment up to
a maximum of two hours. When the FDP ends in or fully
encompasses the WOCL, the maximum FDP stated in above
points shall be reduced by 50 % of its encroachment.
2.5 REQUIREMENTS FOR INTERNATIONAL OPERATIONS
2.5.1 Daily maximum flight time limitations for international

operations during any 24 consecutive hours:
Crew Complement Maximum Flight Time Limitation/

Max Number of Landings**
10 hours/ up to 1 landings
Two-Pilot Operations For day operations
For night operations
Three-Pilot Operations 12 Hours/ 1 landing
Four-Pilot Operation 16 Hours/ 1 landing
Four-Pilot ULR Operations* More than 16 hours
* ULR Operations as per DGCA approvals based on City Pairs and case-
to-case basis
** Maximum Number of Landings are further dependent on Flight
Duty Period
2.5.2 Cumulative flight time limitations

Cumulative Period Flight Time Limitation
(Hours)
I n 7 consecutive days
35
(only for two pilot operations)
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2.5.3 Maximum Daily Flight Duty Period – Two Pilot Operations
2.5.3.1 Maximum Daily Flight Duty period for two pilot operation
shall be as per the following table:
Maximum Daily Flight Maximum Number Maximum Flight

Duty Period (FDP) of landings Time Limitation
Limitation**
13 hours 1 10 hours
2 for night operations
12.5 hours 9 hours
3 for day operations
* * Reduction of Flight duty period due to operation in WOCL
2.5.3.2 When the FDP starts in the WOCL, the maximum FDP stated in
above points shall be reduced by 100 % of its encroachment up
to a maximum of two hours. When the FDP ends in or fully
encompasses the WOCL, the maximum FDP stated in above
points shall be reduced by 50 % of its encroachment.
2.5.4 Augmented Crew

2.5.4.1 The maximum flight duty period may be extended in
accordance with the following table in case of the flight crew is
augmented
Maximum extension of the FDP

Rest facility available
Augmented crew Double crew
(3 Pilots) (4 Pilots)
Rest seat 2H 4H
Bunk 4H 6H
(a) I n flight, rest of less than 03 hours doesn't allow for the extension
of the FDP. However in case crew is not in the cockpit and unable
to receive required rest of 03 hours, then extension of FDP is
acceptable.
(b) The applicable Flight Duty Period may be increased up to a
maximum of 16 hours in case of Rest Seat and up to a maximum
of 18 hours in case of Bunk. I n case of double crew, rest facilities
shall be available for both pilots not on active duty.
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(c) I n case of augmented/ double flight crew, the division of duty and
rest between the flight crew members being relieved will be kept
in balance.
(d) Rest Seat will be at least a ‘First/Business Class’ seat reclining to
at least 40° back angle to the vertical, outside the cockpit and
separated from passengers by a dark curtain.
(e) Crew shall be allowed to return to controls only after 30 minutes
of waking after bunk/ seat rest, which may be part of the rest of 3
hours.
(f) I n case of Augmented Crew the Flight Time will be counted only
when crew is “on controls”; other times will be part of FDP.
2.6 Duty Period (DP)

Following shall be duty time limitation:
(a) 190 duty hours in any 28 consecutive days, spread evenly as
practicable through out this period;
(b) 100 duty hours in 14 consecutive days; and
(c) 60 duty hours in any seven consecutive days.
2.7 Rest
2.7.1 Minimum Rest (Before a flight)
2.7.1.1 The minimum rest, which must be provided before

undertaking a flight duty period, shall be:
At least as long as the preceding duty period, OR

(a) 12 hours,
(b) 14 hours on crossing 3 time zones, or, 36 (c) hours crossing 8
time zones whichever is the greater;
Note : Time zone difference shall be between the Departure station
Local Time & Destination station Local Time.
2.7.1.2 I f the preceding duty period, which includesany time spent

on positioning, exceeds 18 hours, then the ensuing rest period
shall include a local night.
2.7.1.3 Period of transportation to and from an airport shall neither

be counted towards duty time nor rest period.
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2.7.1.4 The transportation time will be 45 minutes to 60 minutes,
unless specified otherwise.
2.7.2 Rest after return to base
2.7.2.1 An operator shall ensure that effects on crew members of

time zone differences will be compensated by additional rest as
specified below.
2.7.2.2Minimum rest including local nights shall be given,

according to the table below, when coming back to home
base/ domicile time, to any crew member who has been away
from the home base in such a way that the WOCL had to be
modified. WOCL is considered to be modified after 48 hrs (or) or
“Time zone difference” more than 03.
Variation-1 A reduced rest of 20 hrs ensuring the crew gets a rest of

One Local night, in case a crew returns from an international
flight within 48 hours will be provided. As a risk mitigation to
ensure level of safety remains equivalent or better, this reduced
rest provision shall be applied not more than once a week. The
Duty cycle for the Reduced Rest pairing shall be preceded by a
minimum rest of 18 hrs at Homebase.
Time Away from Time zone Hours of Local

Base/Domicile Time difference rest nights
Less than 48 hrs 3-7 20* 1
More than 48 hrs 3-7 36 2
More than 48 hrs Beyond 7 72 3
* To be preceded by minimum 18 hours rest at Homebase
"Time zone difference" in this table is the time zone difference

between the starting and finishing points of the initial duty.” This
means the difference between the home base time zone and the
farthest time zone away from home base that a flight crew has
had a layover, whilst on duty.
Page 2 -9
PART - A Chapter 2
LIMITATIONS
2.7.3 Weekly Rest
The Minimum rest is increased periodically to a weekly rest
period, being a 36-hour period including two local nights, such
that there shall never be more than 168 hours between the end
of one weekly rest period and the start of the next.
Variation-2 Weekly rest to be planned by 144 hrs so as to have a

safety margin to ensure that there shall never be more than 168
hrs between the start of duty and the beginning of the next
weekly rest period.
I f due to the nature of operations, the flight rest is falling at the

end of 168 hrs, preventing the weekly rest compliance, then, the
weekly rest shall be given first, followed by flight rest. I n any case
the 168 hrs rule has to be complied with.
I f time zone difference is less than 03, then the weekly rest in
accordance with Para 2.7.3 is inclusive of the Flight Rest. I f time
zone difference is 03 or more then the weekly rest shall be in
addition to the flight rest.
2.8 REPORTING TIME:

2.8.1 Preflight Reporting Time: For I nternational Flights
Minimum 60 minutes and for Domestic and Neighboring Countries
Minimum 45 minutes.
2.8.2 An allowance of 30 minutes shall be added at the end of flight

time to allow for the completion of checks and records.
2.8.3 For record purposes, the pre-flight report time shall count both
as duty and as flight duty, and the post -flight allowance shall
count as duty.
2.9 SPLIT DUTY (Break)

Consecutive hours of break Maximum Extension of the FDP
Less than 3H NI L
A period equal to half the
Between 3H and 10H
consecutive hours break taken
> 10H No extension permitted
Page 2 -10
PART - A Chapter 2
LIMITATIONS
(a) Post-flight and pre-flight duties will not be counted as part of rest
(b) I f the break is more than 6 consecutive hours or encroach on the
WOCL, then operator will provide suitable accommodation
(c) Parts of the FDP before and after the break shall not exceed ten
hours.
2.10 STANDBY
2.10.1 General
2.10.1.1 Standby shall be included as part of the regular rosters

and concerned crew shall be kept notified.
2.10.1.2 In case of exigencies when ‘Standby’ duty may go beyond

the roster, that concerned crew shall be notified in advance.
2.10.2 Standby Period
2.10.2.1 Standby period shall not extend beyond 12 hours.

However, a maximum standby at airport (with or without sleeping
quarters) shall not exceed 8 hours.
2.10.2.2 I f the standby period is at the airport and

(a) Standby culminates into a flight duty then the total period
(i.e. 100% ) shall be counted towards the flight duty period and
also towards cumulative duty period
(b) Standby does not culminate into a flight duty then the
total period (i.e. 100% ) shall be counted towards cumulative duty
period
2.10.2.3 I f the standby period is at home or in a hotel and

culminates into duty: -
(a) Within first 6 hours then no part of standby shall be
considered as part of flight duty period or cumulative duty period
(b) At 6 hours or later then flight duty period shall be reduced
by 50% of the standby time.
2.10.2.4 I f standby period is at home or in a hotel does

not culminate into a duty then, 25% of its time shall be
considered under cumulative duty.
Page 2 -11
PART - A Chapter 2
LIMITATIONS
2.10.3 Rest period after Standby:
2.10.3.1 When any period of standby finishes, during which a call-

out has not occurred, at least 10 hours rest shall follow prior to
the next duty period.
2.10.3.2 When standby culminates in to a duty, then the rest period

shall be decided based on total period of duty i.e. the duty plus
the percentage of standby counted for duty.
2.11 POSITIONING
2.11.1 All the time spent on positioning shall be counted as duty.
2.11.2 Positioning time shall be part of a flight duty period when it

immediately precedes (i.e., without an intervening rest period) a
flight duty period in which that person participates as a flight
crew member.
2.11.3 Positioning after operating a flight duty period without an

intervening rest period shall be counted for determining rest
period.
2.11.4 Positioning shall not count as a landing for purposes of

determining ‘Flight Duty Period’.
2.11.5 Positioning shall be counted as a landing if, after a positioning

journey, the crew member spends less than a minimum rest
period at suitable accommodation provided by the operator, and
then extends FDP using ‘Split Duty’.
Page 2 -12
PART - A Chapter 2
LIMITATIONS
2.12 UNFORESEEN OPERATIONAL CIRCUMSTANCES
2.12.1 For an unplanned event, such as unforecast weather,
equipment malfunction, or air traffic delay that is beyond the
control of the operator ‘Flight Time’ and ‘Flight Duty Period’ may
be extended as follows:
(a) Flight Time by maximum of 1½ hours and FDP by
maximum of 3 hours subject to a cumulative limit of maximum of
3 hours and maximum of 6 hours respectively in 30 consecutive
days.
(b) Subject to the maximum limit of extension of FDP i.e. 3 hours
on individual event and 6 hrs on cumulative basis, extension shall
be decided between PIC and ‘Head of Operations’ of operator.
(c) PI C in consultation with the other crew members and cabin
crew will convey their willingness (or consent) to the Executive
Director of Operations or in his absence the authorized Head of
Operations for operating the flight. The PI C will submit the report
to Executive Director of Operations or in his absence the
authorized Head of Operations who will file to DGCA along with
his comments.
2.12.2 Whenever the flight duty period gets extended, the rest period
shall be pro-rata increased by twice the amount of extended time
of flight duty period.
2.12.3 Variation-3 For unforeseen circumstances the responsibility

lies with the Pilot in Command. For Aircraft recovery/ retrieval in
case of unforeseen circumstances one additional landing is
allowed provided the flight is completed within the extended
Flight Duty Time and Duty Period without any additional crew.
2.13 CONSECUTIVE NIGHT OPERATIONS

2.13.1 Variation-4
For Domestic and Neighbouring countries operations no flight
crew shall be deployed nor a flight crew shall undertake any flight
duty between period embracing 0000 to 0500 hours local time if
during the previous day he/ she performed duty between the
period embracing 0000 to 0500 hours local time;
Page 2 -13
PART - A Chapter 2
LIMITATIONS
Two consecutive night operations are allowed for I nternational

Flight Pattern only (not for mixed operation of separate flight duty
periods of domestic / neighbouring countries flight patterns &
international flight pattern) wherein the second consecutive night
operation(Reduced FT 8hrs/ FDP 12 hrs) is not from home
domicile time zone. However it shall be ensured that the crew has
not undertaken any duty between the periods embracing 0000 hrs
to 0500 hrs local time on the night prior to the first night of
I nternational Operation.
Eg. Two consecutive night operations are allowed where crew

operates BOM/ DEL/ RUH in the first duty period embracing 0000
hrs to 0500hrs local time and subsequent consecutive night
operation is not from home domicile time and operates
RUH/ DEL/ BOM in the second flight duty period.
2.13.2 Cargo operations shall be permitted during period embracing

0000 to 0500 hours for two consecutive nights provided:
2.13.2.1 The minimum rest period before the start of such a series of
duties is 24 hours.
2.13.2.2 The duty shall not exceed 8 hours, irrespective of the sectors
flown.
2.13.2.3 At the finish of such A series of duties crew members shall

have a Minimum of 54 hours free from all duties.
2.13.2.4 There shall not be 4 such duties in any 7 consecutive days.
2.13.2.5 Crew members shall be free from all duties by 2100 hours
local time before covering the block of consecutive night
duties, such that they may t ake a rest period during a local
night.
Note :I f the crew member remains within the first 48 hours from
Home base / domicile time then the Local time shall be referred
with respect to Home base.
The provision shall be applicable for any flight duty from its
departure to arrival embracing 0000 to 0500 hours.
2.14 ULTRA LONG FLIGHTS (explained in 2.17)

Page 2 -14
PART - A Chapter 2
LIMITATIONS
2.15 RECORDS
2.15.1 For better fatigue management system, records shall be
kept for 18 months of the duties performed and rest periods.
These records include for each flight crew member:
(a) the start, duration and end of each flight duty period;
(b) the start, duration and end of each duty period;
(c) rest periods; and
(d) flight time.
2.15.2 A record will also be kept of occasions when discretion

was used by the PI C to extend the prescribed limits.
2.15.3 I f discretion was used for similar reasons on more than 20
percent of occasions when a particular route or route pattern is
flown, then the Air india crew Scheduling dept. shall review and
change the schedule or the crew scheduling arrangements so as
to reduce the frequency at which such events occur.
2.15.4 I n addition, DGCA may require submission of copies and
analysis of records in the manner deemed fit.
2.15.5 Flight crew members shall maintain a personal record of their
daily flight time, duty period, flight duty period and rest periods.
2.16 GENERAL REQUIREMENTS

2.16.1 I f all sectors of a flight are within the neighbouring
countries, then requirements for ‘domestic operations’ shall be
followed and in case even one sector of the flight falls in
international operation then for the full/ entire flight requirements
of ‘international Operations’ shall be followed.
2.16.2 Training Flights
Whenever training flight is conducted before or after operating a
commercial operation entire such period including training flight
shall count for Flight Duty Time / Flight Time. The restrictions in
regard to number of landings are not applicable to flight crew
engaged in training flight. I f the training flight is conducted after
public transport operation(s) during any 24 hour period, the
number of landings shall not be the limiting factor for calculation
of FDTL, but the total flight and duty time shall not exceed the
specified FDTL. Whenever public transport operation is conducted
after a training flight, number of landings and flight and duty time
of training flight shall be considered for calculating the FDTL.
Page 2 -15
PART - A Chapter 2
LIMITATIONS
2.16.3 Logging of Flight Time
I n case of Augmented/ Double Crew, Flight Time for each crew
will be calculated as Total FT* 2/ number of crew. However, the
same will be updated as per the actual time logged by the each
crew member in the Pilots’ Report.
2.17 ULTRA LONG FLIGHTS

I n continuation to the Air India “Scheme v 3A” submitted
governing the Flight and Duty Time Limitations and Rest
requirements of flight crew prepared in accordance with DGCA
CAR Section 7 Series ‘J’ Part III issued on 11.08.2011 and
clarifications received from the office of the DGCA. The following
section 2.14, pending in the above mentioned scheme regarding
‘ULTRA LONG FLIGHTS’ is detailed below.
Definition of Ultra Long Range (ULR) Operations

(as per DGC ACAR Section 7 Series ‘J’ Part III issued on 11.08.2011)
Continuous non-stop flights between the specific city pairs having a

flight time of over 16 hours OR duty periods between 18 and 22 hours.
Air I ndia operates to North America on the following routes:
SECTORS PRESENT PERMISSIBLE AS
SCHEDULE PER CAR WITH
AUGMENTED CREW
(2 P1 & 2 P2)
FT FDP DP FDP
BOM-EWR 16:15 17:45 18:15 17:00
DEL-JFK 15:30 17:00 17:30 17:00
DEL-ORD 16:00 17:30 18:00 17:00
Since the FDP is either crossing the permissible FDP for
augmented crew or on the border, we are considering these
operations as ULR operations.
2.17.1 Definitions:
(a) “Duty Flight Crew” means those members of the flight crew who
are on duty in the cockpit.
(b) “In- flight Rest Period” means a period of time within a flying duty
time, which is to give a crew member an opportunity to rest
Page 2 -16
PART - A Chapter 2
LIMITATIONS
before commencing or recommencing duty as a duty flight crew.
(c) “Rostered Duty Assignment (RDA)” means asequence of Flight
Duty Periods, off-duty periods, standby duty periods, crew
positioning and rest periods for which flight crew are rostered
when assigned to operate a ULR flight.
2.17.2 Designated flight crew rest facilities shall be provided on board

aircraft. These rest facilities shall comprise not less than two
independent rest areas with horizontal bunks and shall provide an
environment that is conducive to rest/ sleep.
2.17.3 Each ULR flight is to be operated by no less than four (4)

pilots of whom two (2) must be pilot-in-command qualified for the
route. The duty flight crew shall comprise at least two pilots of
which one crewmember is pilot-in-command qualified.
2.17.4 The Operations Manual shall contain specific instructions to

ensure that the ULR flight meets the following requirements:
2.17.4.1 I mmediately prior to commencing the ULR RDA, the crew

shall be rostered for a rest period of no less than 48 hours, which
shall include two (2) local nights, free from flying duties.
2.17.4.2 The in-flight rest plan shall provide for at least two (2) rest
periods, one of which shall not be less than four (4) hours.
2.17.4.3 I n the ULR RDA, the scheduled period free of flying duties
away from base shall be at least 48 hours, with at least two (2)
local nights.
2.17.4.4 The ULR flight crew shall be provided with four (4)
consecutive local nights of rest free of duty on completion of the
ULR RDA, before the crew may be rostered for another ULR flight
or other flights.
Page 2 -17
PART - A Chapter 2
LIMITATIONS
2.17.4.5 Variation-5 I f the flight crew is transshipped within the
same time zone change with seat protected, rest period of 10 hrs
shall be provided after transshipment, prior to operating a ULR
flight. I t will be ensured that the said crew has availed pre ULR
rest as mentioned in 2.17.4.5 prior to transshipment. Example: A
BOM base crew being positioned to DEL for a ULR flight shall get
the Pre ULR rest as per 2.17.4.5 at BOM & then 10 hrs rest after
being positioned to DEL prior to ULR Duty.
Variation-6 At outstation or station of temporary posting, after

returning from a flight pattern (0-7time zones) a rest period of 24
hrs including one local night shall be provided prior to operating a
ULR flight. Upon completion of the ULR flight additional rest of 24
hrs inclusive of a local night shall be given to the crew member.
Example I n case a BOM base crew operates DEL/ EUROPE/ DEL or
DEL/ FAR EAST/ DEL flight rest at DEL prior to operating a ULR
flight shall be 24 hours including one local night. Upon completion
of the ULR, the crew shall be given their flight rest plus an
additional 24 hours including one local night and weekly rest as
applicable.
Variation-7 Presently the majority flight operations is out of Delhi

where crew is positioned for duty assignment with a mix between
non-ULR and ULR flights. I t may not be practical to give a weekly
rest as outlined in the provisions of the scheme 3A. I n such a
event the weekly rest applicable be TWO such weekly rest
periods being 60 hrs including 3 local nights in a period of
15days from the start of duty subsequent to the earlier weekly
rest period.
2.17.4.6 On completion of a ULR Duty the crew maybe de-

positioned to his home base after a local night rest and avail post
ULR rest as detailed in 2.17.4.4, 2.17.4.5 and 2.17.4.6 at home
base.
Page 2 -18
PART - A Chapter 2
LIMITATIONS
2.18 Details of the City Pair and Schedules for Ultra Long Flights:
2.18.1 ULR-RDA FOR DGCA APPROVAL AS PER SECTION 15.2
OF CAR SECTION 7, SERIES ‘J’
PART III DATED 11.08.2011
(I) DETAILS OF FLIGHT
(II) ROSTERED DUTY ASSIGNMENT (RDA) :
CITY PAIRS BOM/ EWR/ BOM

DEL/ JFK/ DEL
DEL/ ORD/ DEL
DEL/ YYZ/ DEL
TYPE OF AIRCRAFT
BOEI NG 777-200LR/ 300ER
REST FACILITY ON
TWO I NDEPENDENT BUNKS
BOARD
FOUR PI LOTS (MI NI MUM TWO PI C
CREW COMPLEMENT
QUALI FI ED FOR THE ROUTE)
FREQUENCY
DAI LY
FROM I NDI A 1900 UTC/ 0030LT TO
2300 UTC / 0430LT
FROM EWR 2030 UTC/ 1530LT TO
0030 UTC/ 1930LT
SCHEDULED FROM JFK 1830 UTC/ 1330LT TO
DEPARTURE 2230 UTC/ 1730LT
WINDOW FROM ORD 1830 UTC/ 1230LT TO
2230 UTC/ 1630LT
FROM YYZ 1830 UTC/ 1330LT TO
2230 UTC/ 1730LT
The sequence of Flight Duty Periods, off-duty periods, standby
duty periods, crew positioning and rest periods for which flight
crew are rostered when assigned to operate a ULR flight will be
within the provisions of the Air I ndia Scheme v 3A point 14 and
sub-points as detailed there under.
(III) UNFORSEEN REQUIREMENT :
1. I n case of unforeseen circumstances due inclement weather, crew
sickness etc crew may need to be positioned to / from cities in
USA / CANADA and would operate USA / CANADA to I NDI A after
applicable positioning rest as per provisions of CAR 8.3.1.1 (a),
however ULR pre-flight rest would be given either prior or post
positioning.
Page 2 -19
PART - A Chapter 2
LIMITATIONS
2. I n case of unforeseen circumstances due inclement weather,
crew sickness etc crew may need to be positioned to cities in USA
/ CANADA from I NDI A and would operate USA / CANADA to
I NDI A after applicable positioning rest as per provisions of CAR
point 8.3.1.1 (c ).
2.19 FDTL - CABIN CREW – DGCA & AIR INDIA MINIMUM &
INFLIGHT REST
This is with reference to DGCA FDTL CAR, Section 7,
Series J, Part I , issued I I dated 25 th March 2014 (Effective
14th June, 2014) , which is applicable for all Cabin Crew.
I n accordance with aforesaid CAR, the following applies :-
2.19.1 MINIMUM CABIN CREW COMPLEMENT
I t has been decided to have an Air I ndia Minimum Cabin Crew
complement to ensure Air I ndia maintains the highest standards
of safety and efficiency.
Tables below indicate the DGCA CAR 38B requirement as well as
the Air I ndia Minimum.
LESS THAN 06 HOURS OF FLYING TIME
(Sector Flight time upto 06 hours)
Type of DGCA (CAR Air India
aircraft 38B) Minimum
Minimum
B747-400 1* + 8 = 9 1* + 11 = 12
(2 FC + 2 Exe + 3 Ecy 830 compl. + 5
Ecy1694 compl.)
B777-300ER 1* + 6 = 7 1* + 9 = 10 (2 FC + 3 Exe+ 5 Ecy)
B777-200LR 1* + 4 = 5 1* + 7 = 8 (2 FC + 3 Exe + 3 Ecy)
B787 1* + 5 = 6 1* + 7 = 8 (3 Exe + 5 Ecy)
A 330 1* + 5 = 6 1* + 7 = 8 (3 Exe+ 5 Ecy)
A 321 1* + 3 = 4 1* + 4= 5 (Exe / Ecy - As per Aircraft
configuration)
A 320 1* + 3 = 4 1* + 3= 4 (Exe / Ecy - As per Aircraft
configuration)
A 319 1* + 2 = 3 1* + 2 = 3 (Exe/ Ecy - As per Aircraft
configuration)
* CCI C
Page 2 -20
PART - A Chapter 2
LIMITATIONS
MORE THAN 06 HOURS OF FLYING TIME

(Sector Flight Time more than 06 hours)
Type of DGCA (CAR Air India
Minimum
B747-400 1* + 9 = 10 1* + 12 = 13
(2 FC + 3Exec + 3 Ecy 830 compl. + 5
Ecy. 1694 compl. )
777-300ER 1* + 7 = 8 1* + 10 = 11 (2 FC + 3 Exec + 6 Ecy)
777-200LR 1* + 5 = 6 1* + 8 = 9 (2 FC + 3 Exec. + 4 Ecy)
B787 1* + 6 = 7 1* + 8 = 9 (3 Exec. + 6 Ecy.)
A 330 1* + 6 = 7 1* + 8 = 9 (3 Exe+ 5 Ecy)
A 320/ 321 1* + 4 = 5 1* + 4 = 5 (Exe / Ecy - As per Aircraft
configuration)
A 319 1* + 3 = 4 1* + 3 = 4(Exe/ Ecy - As per Aircraft
configuration)
* CCI C
FLIGHTS 11 -14 HOURS AND ABOVE

(Sector Flight Time 11 – 14 hrs. & above)
Type of DGCA (CAR AirIndia
Minimum
B747-400 2* + 11 = 13 2* + 12= 14
( 2 FC + 3Exec + 3 Ecy 830 compl. + 6
Ecy. 1694 compl. )
B777-300ER 2* + 9 = 11 2* + 10= 12
(2 FC + 4 Exec. + 6 Ecy.)
B777-200LR 2* + 7 = 9 2* + 8 = 10
(2 FC + 4 Exec. + 4 Ecy.)
B787 2* + 7 = 9 2* + 8 = 10
(3 Exec. + 7 Ecy.)
* CCI C
All Cabin Crew to note the Air I ndia Minimum Crew Complement
for operating flights.
Page 2 -21
PART - A Chapter 2
LIMITATIONS
For service, keeping the crew availability in mind, additional
crew may be planned for certain international sectors. However,
Crew must ensure that no flight is delayed or cancelled when
the Air I ndia minimum requirements of crew complement is
available for flights, and OTP must be ensured at all times.
I n case of exigency, on a case to case basis, the DGCA

minimum of Rule 38 B can be applied. This will generally be
applied only in case of retrieval of flights and not from base.
The crew are required to be familiar with SEP circular no. SEPC
02 of 2014 dated 19.6.2014 for Boeing and circular nos.77 of
A319 and 46 of A321 aircrafts dated 12/ 06/ 2014 for Airbus
aircraft in this regard.
The CCI C will assign the responsibilities as per the tasks

allocated. The CCI C can change t he task allocation, if
necessary, depending on passenger load / safety requirements /
inflight rest requirements etc.
2.19.2 INFLIGHT REST

I nflight rest will be as per the DGCA CAR requirements for
flights more than 11 hours and for ULH flights i.e. Flight more
than 14 hours.
The minimum I nflight Rest Requirements are as follows: -
Flight Min.Inflight Min.Inflight Min. Min. Inflight
Time rest on rest on Inflight rest on B747-
B777-200 B777-300 rest on 400
LR ER B787
11-14 Published Published Published Published block
hours block time block time – block time – Minus 11
Minus 11 Minus 11 time – hours + addl 1
hours hours + addl Minus 11 hour
1 hour hours +
addl 1
hour
Beyond 4 hours 5 hours 5 hours 5 hours

14 hours
Page 2 -22
PART - A Chapter 2
LIMITATIONS
I n the light of the Air I ndia minimum requirements, the rest
period will be divided in two shifts to ensure that the minimum
rest requirements are met. I n case the crew complement is
more than the minimum, then the CCI C is required to ensure
that the rest is provided in two/ three shifts to meet the DGCA
and Air I ndia requirements and rest is provided equitably.
I n the event, when rest cannot be taken inflight due to
unforeseen/ exceptional circumstances, rest may be given on
ground in a quiet place conducive to rest. I n such cases, the
CCI C will immediately inform the Crew Scheduling/ Roster after
landing if inadequate rest is provided to any of the crew
members to ensure that they are given the rest.
2.19.3 All crew to note the Minimum Air I ndia requirements for
operation of flights , with immediate effect. For service
purposes, keeping the crew availability in mind, additional crew
may be planned for certain international sectors (Ref.para 4).
However, crew must ensure that no flight is delayed or
cancelled when the Air I ndia Minimum requirement of crew
complement is available for flights and OTP must be ensured at
all times.
Page 2 -23
PART - A Chapter 2
LIMITATIONS
2.19.4. The full complement as per standard force is as follows:
Type of Standard Crew Deployment
aircraft
Domestic I nternational ULH/ AUS Flts.
B747- 12 14
400 (2 FC + 2 Exe + 3 (2 FC + 3 Exe + 3 Ecy
Ecy 830 compl. + 5 830 compl. + 6
Ecy1694 compl.) Ecy1694 compl.)
B777- 10 13 16
300ER (2 FC + 3 Exe+ 5 (3 FC + 3 Exe+ 7 Ecy) (4 FC + 4 Exe+
Ecy) 8 Ecy)
B777- 08 11 13
200LR (2 FC + 3 Exe + 3 (3 FC + 3 Exe + 5 Ecy) (3 FC + 4 Exe
Ecy) + 6 Ecy)
B787 08 09(3 Exe + 6 Ecy) 13(4 Exe + 9
(3 Exe + 5 Ecy) Ecy.)
A 330 08 09
(3 Exe+ 5 Ecy) (3 Exe + 6 Ecy.)
A 321 05 06
(2 Exe + 3 Ecy.) (2 Exe + 4 Ecy)
A 320 04 05
(2 Exe + 2 Ecy.) (2 Exe. + 3 Ecy.)
A 319 04* (2 Exe + 2 05
Ecy.) (2 Exe + 3 Ecy.)
* I f the flt is all
Economy then it is
3
The CCI C will assign the responsibilities as per the tasks

allocated. The CCI C can change the task allocation, if
necessary, depending on passenger load / safety requirements /
in-flight rest requirements etc.
Page 2 -24
PART - A Chapter 2
LIMITATIONS
2.19.5 FDTL/FTL OPERATIONS OF FLIGHT BEYOND 11 HOURS
FOR OPERATIONS TO AUSTRALIA
These limitations are prescribed by DGCA vide it’s letter
No.AV.Cabin Safety/ AI / 2011-CS dated 30th July, 2012 which
continue to exist specifically for Australia operations with 2
landings for the return operations from Australia to I ndia sector
as approved by DGCA
QUOTE “
The FDTL requirements for the Cabin Crew for flying hours 11-16
hours will be as :-
APPLICABLE REQUIREMENTS
Flight Time 11 to 16 Hours
Flight Duty Time 18 Hours
(Max.) (Planned)
Flight Duty Time 20 Hours
(Max.) Day of
Operation
Landing 1
Extra Landing for 1
unforeseen
circumstances
Rest before Flight Minimum of 22 Hours of rest which should
include one local night
Rest after Operating 24 Hours of rest including one local night
the sector
Rest At Base A minimum of 48 Hours including two
local nights
Rest On Board A minimum of 2 Hours of rest in the
Economy Seat when the flight time
exceeds 11 Hours
Crew Complement Beyond 11 Hours flight time 1.5 times the
floor level exits
Calculation of Flight Actual operated hours
Time
UNQUOTE
Page 2 -25
PART - A Chapter 2
LIMITATIONS
2.19.6 CARRIAGE OF CABIN CREW
Rule 38 B of the Aircraft Rules, 1937 (hereinafter referred
to as the Aircraft Rules), stipulates the requirements for
carriage of cabin crew on aircraft operated for public
transport of passengers. Further, the rule also specifies
the minimum requirements to be ensured by the operator
for cabin crew induction including training programme.
This CAR is issued under the provisions of Rule 133A of
the Aircraft Rules for guidance and compliance in a
uniform manner. The requirements contained in this CAR
are applicable to airline/ operator who are required to
carry cabin crew in accordance with the aforesaid rule.
Excerpts from Rule 38B of the Aircraft Rules 1937

1) No aircraft registered in I ndia shall be operated for public
transport of passengers unless the following minimum
number of cabin crew are on board the aircraft for the
purpose of performing such duties as may be assigned in
the interest of the safety of passengers, by the operator or
the Pilot-in-command of the aircraft, namely: -
i. For an aeroplane having One Cabin Crew
A seating capacity of not
less than 10 and not more
than 50 passengers
ii. For a helicopter having One Cabin Crew

a seating capacity of not
less than 20 and not more
than 50 passenger
iii. For an aeroplane or a Two Cabin Crew

Helicopter having a seating plus one cabin
capacity of more than 50 crew for each
passengers. Unit (or part of unit)
of 50 pax seats above
a seating capacity of
99Passengers.
Page 2 -26
PART - A Chapter 2
LIMITATIONS
2) The cabin crew shall be located-
i. During take-off and landing as near as possible to the
floor lever exits and
ii. At any other time, at a suitable place in the aircraft, so as
to provide the most effective exit of passengers in the
event of emergency evacuation.
2.19.7 CABIN CREW REQUIREMENTS
2.19.7.1 A minimum number of cabin crew members required for

each aircraft type is specified. This cabin crew
specification is
i) based on aircraft seating capacity or number of passengers

carried
ii) in accordance with minimum cabin crew requirement s of
the DGCA
iii) ensures the minimum number of cabin crew members
necessary to effect a safe and expeditious evacuation of
the aircraft.
2.19.7.2 Designation of a cabin crew leader who has overall responsibility

for the conduct and co-ordination of normal and emergency
cabin procedures for flights with more than one cabin crew
member is ensured by nominating a qualified cabin crew in-
charge for all such flights.
2.19.7.3 The cabin crew member's alertness and ability to perform

safety related cabin crew duties follows the DGCA
guidelines, SMS guidelines, which includes a methodology
for management of fatigue related safety risks. This
ensures that fatigue occurring in one flight, successive
flights or accumulated over a period of time does not
impair a cabin crew member's alertness and ability to
perform safety related cabin duties. This methodology
consists of flight time, flight duty period, duty period, and
rest period limitations that are in accordance with the
applicable prescriptive fatigue management regulations of
the DGCA and applicable Fatigue Risk Management
System of Air I ndia.
Page 2 -27
PART - A Chapter 2
LIMITATIONS
2.19.7.4 Scientific and knowledge within the FRMS is used to

maintain fatigue related safety risks, as specified by DGCA
& SMS which include FRMS Policy, Risk Management
Process for fatigue hazard identification, FRMS safety
assurance process and effective FRMS promotion process.
2.19.7.5 For fatigue related safety risks, the SMS Nodal Officers
from cabin crew as well as cabin crew nominated by DGCA
as cabin ops. Nodal Officer participate in the
organisational activities related to the same along with the
flight safety (if applicable), in the SAG meeting (refer
chapter no.9 on SMS).
2.19.7.6 Following are considered as duty time for the purpose of

determining required rest period and calculating duty time
limitation for operating cabin crew
i) entire duration of flight.

ii) Pre-operating dead heading time will be part of total FDTL
but will not be part of Flight Time.
iii) Training period prior to a flight.
iv) The time spent in performing office functions / duties prior
to performing duties in connection with operation of flight
(for flight crew members that serve in a management
function) shall be considered for calculation of flight duty
time.
The rest period will be given as per the regulatory

requirement.
2.19.7.7 Cabin crew members, prior to being assigned to duties will

not be affected by the factors that could impair human
performances (refer Para 1.1.4, 1.1.5, 1.1.3, 1.1.2 of
chapter 1 in SEPM) such factors include as a minimum :
i) Pregnancy
ii) I llness / surgery or use of medication(s)
iii) Blood donation
iv) Deep under water diving
Page 2 -28
PART - A Chapter 2
LIMITATIONS
2.19.8 REPORTING FOR A FLIGHT
On reporting for a flight, the CCI C will confirm that the
minimum crew complement is available and will liaise with
CCMCO/ Movement Control to ensure that the standby
crew are pulled out to meet the minimum requirement.
The Commander of the flight must be informed of the

number of crew operating the flight. During a layover, the
CCI C will also monitor minimum crew complement
requirements when the pattern of operations is disrupted
or the availability of crew is affected due to other
exigencies like Crew Reporting Sick etc.
The CCI C name is on the programme to operate the

flight. I f there is a last minute exigency wherein the CCI C
does not report, in that case the qualified CCI C would be
nominated as the CCI C for operational continuity. I n case
of incapacitation of the CCI C on board, the same will
apply. I n case there is no other qualified CCI C, the senior
most Cabin Crew will function as CCI C.
NOTE: I FS whenever assigned, will be designated as CCI C

with applicable duties. I FS is a terminology which will no
longer be used after the existing I FS retire.
2.19.9 REPORTING TIME
2.19.9.1 Reporting time for narrow body (A319/ A320 family/ A330)
Cabin Crew is 45 minutes before scheduled time of
departure in case of domestic flights and flights to
Neighbouring countries and 1 hr 30 mins. in case of
international flights.
2.19.9.2 Reporting time for wide body (B747-400/ B777/ B787)

Cabin Crew at Mumbai & Delhi is 1 hr 45 mins. before
scheduled time of departure for I ND/ USA-CANADA-I ND
flights and 1 hr 30 mins. for all other flights. At all other
stations it is 1 hr 30 mins. before scheduled time of
Page 2 -29
PART - A Chapter 2
LIMITATIONS
departure of I ND/ USA-CANADA-I ND flights and 1 hr
before scheduled time of departure for all other flights.
2.19.10 STAND BY DUTIES
Cabin crew is required to do Stand by duties as part of
their Flight duties. During standby duties they are required
to be ready to operate any flight they may asked to
operate at short notice. As per current practice Stand by
duties are performed in following manner. However,
pattern of standby duties may change as per DGCA
requirement.
2.19.10.1 STANDBY PATTERN 1

Under this pattern, standby duties are undertaken at
residence wherein cabin crew are required to be ready to
undertake flight duties at short notice. I n this pattern,
cabin crew are assigned pool standby duties in 3 shifts in
a day, to undertake any schedule, non scheduled,
rescheduled, diverted or delayed flights, reporting time of
which falls in the shift timing. The shift timings are as
under:
Shift 1 From 0001 hrs to 0800 hrs
Shift 2 From 0800 hrs to 1600 hrs
Shift 3 From 1600 hrs to 2400 hrs.
Cabin crew are required to be available at home and accept
flight duties on phone during standby period. Any
dereliction or non acceptance will be treated as
misconduct. I n order to give advance intimation and
preparatory time crew may be notified prior to
commencement of shift.
Stand by duties are not counted as Flight duty time. A
gap of 12 hours is given between two duties.
2.19.10.2 Standby Pattern 2

I n this pattern cabin crew are required to do Airport
Standby duties which are given as per the departure and
the timing of the flights.
I t is a defined period of time during which a cabin crew
member is required to be available at the airport to receive
an assignment for a specific duty without an intervening
Page 2 -30
PART - A Chapter 2
LIMITATIONS
rest period. The standby duty would commence from the
time the cabin crew signs in at the crew dispatch.
Standby duty performed is counted in Flight duty time.
2.19.11 ARMS
Flight time, flight duty period, duty periods and rest period
for cabin crew members are recorded electronically by
ARMS Software and retained for a minimum period of 5
years. The records consist of
 The start, duration and end of each flight duty period.
 The start , duration and end of each duty period.
 Rest periods.
 Flight time.
ARMS Software is used for cabin crew planning and scheduling and
this software provides appropriate warning when the individual
flight segments or series of flight segments are projected to
exceed applicable DGCA rules.
2.20 CONTROLLED REST ON THE FLIGHT DECK

Controlled rest on the flight deck is based on DGCA Operations
Circular 8 of 2013.
Controlled rest on the flight deck is an effective fatigue mitigation

tool for flight crews and is a way of managing unavoidable
excessive tiredness in-flight. This involves the use of short sleep
periods (naps) by one pilot, during low workload phase of the
cruise segment, whilst seated at the controls of the aircraft, and
the other pilot performing duties of PF and PM. Controlled rest is
not a substitute for proper pre-flight sleep or for normal crew
augmentation, but intended as a response to unexpected fatigue
experienced during operations. Controlled rest is one more
element in a fatigue management program and another line of
defense to manage fatigue risks. I t is observed that short sleep
periods of only 25 minutes can improve performance for hours
afterwards.
Page 2 -31
PART - A Chapter 2
LIMITATIONS
2.20.1 Procedures for Controlled Rest
i) Controlled rest shall be used on a flight sector with a minimum
duration of 3 hours.
ii) Controlled Rest shall not be used as a scheduling tool or a
means of deferring duty or extending a flight duty period
iii) Only one flight crew must take controlled rest at the discretion
of the PI C and at a time in his/ her operating seat.
iv) Controlled rest must be used during periods of low workload in
cruise flight when weather conditions are benign and weather-
related deviation is not required or expected.
v) Controlled rest shall commence after reaching Top of Climb
(TOC) and will terminate 30 minutes before planned Top of
Descent.
vi)Controlled rest shall not be longer than 40 minutes with another
20 minutes for operational orientation before resuming flight deck
duties; these 20 minutes may be part of 30 minutes prior to TOD
as mentioned in v) above.
vii) Controlled rest shall not be used over the flight segments that
require the use of decompression escape routes, while manual
fuel transfer/ fuel balancing is taking place or any other
operational requirement wherein a pilot crosscheck is required.
viii) The PI C should brief on criteria under which rest is to be
terminated. Any flight crew depending on the circumstances may
terminate the rest at any time.
ix) Prior to undertaking controlled rest, a short period of time shall
be allowed for rest preparation (approximately 5 minutes). This
should include an operational briefing, completion of tasks in
progress, and attention to any physiological needs of either crew
member.
x) The resting pilot shall keep his seat belt and harnesses fastened
and move the seat aft to such a position that unintentional
interference with the controls is minimized.
xi) The non-resting pilot must not leave his seat for any reason,
including physiological breaks.
xii) During controlled rest, the non-resting pilot shall keep his seat
belt and harness fastened; wear a headset with the cockpit audio
speaker adjusted to normal volume.
xiii) The resting pilot may use equipment such as eyeshades,
earplugs and neck support.
Page 2 -32
PART - A Chapter 2
LIMITATIONS
xiv) On flight sectors longer than 3 hours, subject to the conditions
above, flight crew may take more than one rest period.
2.20.2 Flight Path Management
i) During controlled rest, the non-resting pilot must perform the
duties of the PF and the PM, be able to exercise control of the
aircraft at all times and maintain full situational awareness of
his surroundings.
ii) The autopilot and auto-thrust systems shall be operational.
iii) LNAV / NAV is the preferred lateral mode during controlled
rest.
iv) FMS / FMGS manipulations must be kept to a minimum.
v ) Altitude changes are not permitted during controlled rest.
vi) I n the event of any abnormal condition, the non-resting pilot
shall wake the resting pilot.
vii) Any system intervention which would normally require a cross
check according to multi crew principles must be avoided until
the resting crew member resumes his duties
2.20.3 Flight Deck – Cabin Communication

Following procedures to be followed to monitor alertness of non-
resting flight crew members during controlled rest :
i) The PI C shall inform the CCI C of the intention of the flight crew
member to take controlled rest, and of the time of the end of that
rest.
ii) The CCI C must establish a frequent check on the flight crew by
means of the interphone system. Preferably, and in order not to
disturb the resting crew member, the non-resting flight crew
member should call the cabin crew approximately every 20 minutes
(night) or 30 minutes (day).
iii) The CCI C shall call the non-resting flight crew member or shall
make a physical check if no communication has been established in
the given time.
Page 2 -33
PART - A Chapter 2
LIMITATIONS
2.20.4 Post Rest Period Management

At the end of a controlled rest period, the non-resting crew
member shall conduct a full operational briefing to the flight crew
member that was resting which should include at least the
following:
i) Route progress, ETAs, estimated and actual FOB figures.
ii) Aircraft status.
iii) En-route and terminal weather.
iv) Operational occurrences during the rest period.
Page 2 -34
PART - A Chapter 3
NAVIGATION EQUIPMENT I ssue 4 Rev 0 15Oct2014
3.0 NAVIGATION EQUIPMENT
All Air I ndia aircraft meet the Navigation equipment
requirements as stipulated in CAR Section 8, Series O, Part
I I , Para 7.
For aeroplanes in Air I ndia fleet, Navigation is provided by
I RS and FMS. The details of Navigation systems, Equipments
and the functioning are found in the respective aircraft
FCOM.
3.0.1 All aircraft in the fleet are equipped with:

i. I nstrumentation and/ or avionics, readily visible to the
intended pilot flight crew member, necessary to conduct
operations and meet applicable flight parameters,
maneuvers and limitations;
ii. Equipment necessary to satisfy operational
communication requirements, including emergency
communication;
iii. Avionics, equipment and/ or components necessary to
satisfy applicable navigation requirements, provide
necessary redundancy and, as applicable, authorized by
the State for use in PBN, MNPS and/ or RVSM operations.
All the instruments required for Special Operations e.g.
PBN, RVSM, MNPS etc. are stated in their respective
Manuals.
iv. Avionics, instrumentation and/ or radio equipment
necessary to satisfy applicable approach and landing
requirements;
v. Other components and/ or equipment necessary to
conduct operations under applicable flight conditions,
including instrument meteorological conditions.
3.1 ON BOARD / GROUND BASED EQUIPMENT
REQUIREMENTS
Refer respective Aircraft FCOM
3.1.1 NDB APPROACH
Aircraft Equipment: 2 Onboard independent serviceable
NDB/ ADF receivers (except in case of emergency), Morse
code receiver / decoder, Stop watch, Radio Magnetic
I ndicator (RMI ).
Ground Equipment: Serviceable NDB. Equipment on Test

basis will not be used.
Page 3 -1
PART - A Chapter 3
3.1.2 VOR/DME APPROACH
VOR/ DME receivers (except in case of emergency), Morse
code receiver / decoder, Stop watch, Radio Magnetic
I ndicator (RMI ), Horizontal Situation I ndicator (HSI ) Omni
Bearing selector.
Ground Equipment: Serviceable VOR/ DME. Equipment on

Test basis will not be used.
3.1.3 ILS APPROACH
Company is presently authorized for ILS category

I/II/III A & B operations.
I LS/ DME receivers (except in case of emergency) Morse code
receiver / decoder, Stop watch, Radio Magnetic I ndicator
(RMI ), Horizontal Situation I ndicator (HSI ) along with Glide
Slope I ndicator Marker beacon receiver/ ADF Receiver
Ground Equipment for CAT 1

1 Localiser
2 Glide Slope
3 Approach Lighting System
a- No ALS or ALS upto 419 Mts for Minima of 1200 Mts,
b- High I ntensity ALS length from 420 Mts upto 739 Mts
for Minima upto 800 Mts
c- High I ntensity ALS 740 Mts and above for Minima
upto 550 Mts
4 Marker Beacons or Locators or I LS DME
5 Runway Edge Lights
a- Runway Edge Lights for minima upto 1200 Mts
b- High I ntensity Runway Edge Lights for Minima 800
Mts or below
6 RVR reporting below 800 Mts (Manual or I nstrument
upto 550 Mts)
7 Marker Beacons/ Locators or I LSDME
Ground Equipment for CAT 2

1 Localiser
2 Glide Slope
3 High I ntensity Runway Lighting System
Page 3 -2
PART - A Chapter 3
4 Mandatory for Cat I I I LS- High I ntensity Approach
Lighting System of Length greater than 740 Mts. Along
with appropriate Touch down zone lights
5 I nstrument RVR transsmiso-meter (Touch Down , Mid )
6 Center Line Lighting
Ground Equipment for CAT III A/B

1 Localiser
2 Glide Slope
3 High I ntensity Runway Lighting System
4 Approach Lights not required for Cat I I I A/ B operations
but touchdown zone lightings are required
5 I nstrument RVR transsmiso-meter (Touch Down, Mid,
Roll out)
6 Center Line Lighting
3.1.4 GPS APPROACH

Not authorized.
3.1.5 CANPA/CDFA
CANPA/ CDFA is authorized only for non-precision
approaches. Refer Chapter 28 for procedure details.
Aircraft Equipment: 2 Onboard independent serviceable HSI

(except in case of emergency)
VNAV Capability
DME Receiver
3.1.6 LOW VISIBILITY OPERATIONS

Aircraft Equipment:
1 Two independent Localiser I ndicator, inbuilt in the
Attitude I ndicator or Primary Flight Display (PFD). For
Visibility/ RVR 800 mt or below.
2 Two operational flight directors
3 Aircraft specific list as mentioned in FCOM/ QRH for I LS
CAT I I / I I I .
Page 3 -3
PART - A Chapter 3
3.1.7 PERFORMANCE BASED NAVIGATION (PBN)
Refer PBN Manual and respective aircraft FCOM/ FCTM/ SOP.
Refer FCOM for aircraft specific limitations and equipments.
FUNCTIONALITY REQUIREMENTS
I n addition to the accuracy, integrity, and continuity
requirements, navigation systems comply with functionality
requirements covering:
- FMS flight path definition and construction
- FMS functions
- Navigation database
- Navigation display
- APs and FDs, etc.
- Monitoring and Alerting
MEL REQUIREMENTS
MEL requirements are based on the type of RNP airspace:
- For airspace within radio navaid coverage: one RNAV
system is required, taking into account that
conventional navigation from navaid to navaid and
radar guidance remain available in case of system
failure.
- For airspace outside radio navaid coverage: two
RNAV systems are required to ensure the
appropriate redundancy level.
NON COMPLIANCE WITH PBN REQUIREMENTS

I n the event the aircraft is unable to comply the RNP
requirement the flight crew should:
(i) Notify ATC of contingencies (equipment failure,
weather, etc.) and state intentions and obtain
revised clearances.
(ii) I f unable to notify and obtain prior ATC clearance for
deviating from assigned flight path, crew should
follow established contingency procedures and
obtain ATC clearance as soon as possible.
3.1.8 REQUIRED NAVIGATION PERFORMANCE (RNP)

EQUIPMENT REQUIREMENT
RNP 1
RNP 1 is the aircraft and operator approval requirement that
is introduced for RNAV procedures in Terminal Airspace.
Terminal Airspace procedures that require RNP1 approval are
Page 3 -4
PART - A Chapter 3
designed following common principles which ensure that
procedure design and execution are fully compatible.RNP1-
Shall provide a 95% containment value of + - 1NM(+ - 1.85
Kms). This level of navigation accuracy can be achieved
using DME/ DME, GPS or VORDME. I t can also be maintained
for short periods using I RS (the length of time that a
particular I RS can be used to maintain RNP-1 accuracy)
without external update is determined at the time of
certification.
RNAV5
RNAV 5 is the fore runner of the RNAV programme. I t was
introduced to enable capacity gains to be achieved through
modifications to the en-route structure. RNAV 5 shall provide
a 95% containment value of ± 5 NM (± 9.26 Km).This level
is similar to that currently achieved by aircraft without RNAV
capability on ATS routes defined by a VOR or VORDME,
when VOR’s are less than 100 NM apart.
I n this airspace, radio navaid coverage is assured to support
RNAV 5 accuracy. The minimum required equipment to enter
RNAV 5 airspace is:
- One RNAV system, which means:
- One FMGC / FMC
- One MCDU
- One VOR or one GPS receiver for FM navigation update
- One DME or one GPS receiver for FM navigation
update
- One I RS
- Flight Plan Data on two NDs
RNP-10 IN OCEANIC OR REMOTE AREAS

I n this kind of airspace, the aircraft is expected to fly for a
long period of time outside radio navaid coverage.
Minimum required equipment to enter RNP-10 airspace is:

- Two Long range navigation systems which means:
- Two FMGCs / FMCs
- Two MCDUs / FMS CDUs
- One GPS, required by flight time outside radio
navaid coverage
- Two I RS
Page 3 -5
PART - A Chapter 3
Also refer to the regional supplementary procedures I CAO
DOC 7030 for specific requirement in a particular airspace.
AIRCRAFT WITHOUT GPS PRIMARY

For these aircraft, navigation performance depends on radio
navaid updating and on the time since the last radio update
or I RS ground alignment. This is based on the assumption
that the ground radio NAVAI D infrastructure supports the
level of accuracy.
Outside radio NAVAI D coverage, navigation performance is

determined by the I RS drift rate, which implies a time
limitation in direct relation to the RNP value to be achieved.
3.1.9 MNPS
For detailed equipment requirement refer NAT (MNPS)
Manual.
However, as per CAR Section 2, Series ‘O’ Part IX , our

aircraft are equipped for MNPS Operations.
3.1.10 RVSM
For detailed equipment requirement refer RVSM Manual.
3.2 NAVIGATION PROCEDURES

Navigation procedures are dependent on the aircraft
equipment, the route being flown and ATS requirements.
The Aeronautical radio navigation service comprises all types
and systems of radio navigation aids in the I nternational
aeronautical service. An aircraft be provided with navigation
equipment which will enable it to proceed: -
i) I n accordance with the Operational Flight Plan; and
ii) I n accordance with the requirements of Air Traffic
Services.
The DGCA may issue any special directions relating to
navigation of aircraft. I t shall be obligatory for all owners,
crew of aircraft to comply such directions. These special
directions may be published in Notices to Airmen (NOTAMS),
Aeronautical I nformation Publications (AI P) or Civil Aviation
Requirements (CAR).
An aeronautical radio navigation aid which is not in

continuous operation shall, if practicable, be put into
Page 3 -6
PART - A Chapter 3
operation on receipt of a request from an aircraft, any
controlling authority on the ground, or an authorized
representative of an aircraft operation agency. Aircraft
stations shall normally make requests for bearings, courses
or positions, to the aeronautical station responsible, or to the
station controlling the direction-finding network. To request
a bearing, heading or position, the aircraft station shall call
the aeronautical station or the direction-finding control
station on the listening frequency. The aircraft shall then
specify the type of service that is desired.
3.3 NAVIGATION DATABASE MANAGEMENT PROCESS

Navigation Database Management Process includes
Procurement, Generation and Distribution of Database
required for updating Navigation Database for aircraft on a
28 days cycle basis. The process is as follows:
1) Updated database will be made available 8 days before
commencement of next AI RAC cycle and need to be
downloaded from the respective vendor website.
2) The down loaded database is accessed for a level of data
integrity commensurate with the intended application by
using the Software tool as given by the vendor.
3) The accessed data is decoded by and verified by using
license given by the vendor.
4) Initial Data Validation: Following checks are carried out
to ensure the resulting path matches with the published
procedures.
a. Compare the Navigation data for the procedure(s) to be
loaded into the flight management system with the published
procedure compatible with the intended function of
equipment.
b. Validate the loaded navigation data for the procedure in
the simulator to compare the depicted procedure on the map
display with the published procedure.
c. Maintain a copy of the validated navigation data for
comparison to subsequent data updates.
5) Data Updates: Comparing the update to the validated
procedures upon receipt of each navigation data update and
before sending to the engineering dept in electronic media to
allow insertion of current and unaltered electronic navigation
data into the aircraft.
Page 3 -7
PART - A Chapter 3
3.3.1 NAVIGATION DATABASE
All our aircraft are equipped with two Flight Management Guidance
Computers (FMGC) / Flight Management Computer (FMC). The detail
system description are in respective FCOM. The airline updates this
part every 28 days, and is responsible for defining, acquiring,
updating, loading, and using this data. The updating operation takes
20 minutes to complete or 5 minutes if cross load from the opposite
FMGC / FMC.
The updating of database in the aircraft is done by the Engineering

Department.
a) On Ground: the FMS would automatically sequence to a new Nav
data base cycle; at 0901Z, on the effective date. (I t does not happen
I n-Flight). The new cycle can be activated by selecting Line select
key 2 Right (LSK2R).
b) I f the current Nav data base has not been activated, the system
would select the new Nav data base at power up after 0901Z of the
effective date. Also,
c) At power up after 0901Z on the effective date, the color display of
the new Nav data base, would change from amber to green (at
LSK2R), and can be activated when the Line key is selected.
Note: Dependent upon location, the date on FMS may not be in
synch with Local date. Most FMS are configured to display GPS time
and date on the I dent page. d) On the effective date: the flexibility
to switch to the new cycle as per regulations regarding effective
time(s) in our respective areas of operations. I f the flight is
scheduled to be operated midway between switch-over time(s); crew
may take a call on switching over to the new cycle, either before
takeoff; or, after landing at destination. (Cycle switch over is not
recommended in flight).
During pre-flight check, the pilot will ensure the database validity. I f
the Navigation Database (NDB) is not current and if it is permitted in
the MEL, the pilot can use the old database provided:
- Current Aeronautical Charts are used to verify Navigation
fixes prior to dispatch.
- Verify status and suitability of Navigation facilities used to
define route of flight as given in the OFP, and Approach Navigation
Radios are manually tuned and identified. Refer aircraft specific MEL
for validity of database.
Page 3 -8
PART - A Chapter 4
PERFORMANCE BASED I ssue 4 Rev 0 15Oct2014
NAVIGATION AND EXTENDED
OPERATIONS
4.0 PERFORMANCE BASED NAVIGATION PROCEDURES &

EXTENDED TIME / RANGE OPERATIONS
Refer respective Aircraft PBN Manual/ FCOM/ FCTM / EDTO

Manual MEL/ DDG/ SOP and Jespersen Manual.
4.0.1 PERFORMANCE BASED NAVIGATION (PBN)
4.0.1.1 Air india aircraft shall not be operated along ATS routes, on
an instrument approach procedure, or in a designated
airspace where a Navigation Specification has been
prescribed unless:
a) The Air I ndia has received authorization from the DGCA

via Operations Specification for respective aircraft eg. RNP 10
Oceanic, RNP 5/ 4 Airways and RNP 1 Terminal. Refer
respective Aircraft AOP ops spec.
b) The aircraft is equipped with the navigation equipment to

enable it to operate in accordance with the prescribed
Navigation Specification; and
c) The aircraft is equipped with navigation equipment that

continuously provides information to the flight crew of
adherence to or departure from track with respect to the
required degree of accuracy at any point along that track.
d) Air I ndia shall not operate an aircraft unless it has

sufficient navigation equipment that will enable the aircraft
to navigate in accordance with paragraph 4.0.1.1 above,
such that in the event of the failure of any piece of
navigation equipment at any stage of flight, the remaining
equipment will enable the aircraft to continue to a
destination or an alternate destination.
4.0.1.2 ELECTRONIC NAVIGATION DATA MANAGEMENT

Air I ndia shall not employ electronic navigation data products
that have been processed for application in the air and on
the ground unless the FSD has approved.
Page 4 -1
PART - A Chapter 4
OPERATIONS
4.0.1.3 PBN FUNCTIONALITY REQUIREMENTS

I n addition to the accuracy, integrity, and continuity
requirements, navigation systems must comply with
functionality requirements covering:
- FMS flight path definition and construction
- FMS functions
- Navigation database
- Navigation display
- APs and FDs, etc.
4.0.1.4 MEL REQUIREMENTS

MEL requirements are based on the type of RNP airspace:
- For airspace within radio navaid coverage: one RNAV
system is required, taking into account that conventional
navigation from navaid to navaid and radar guidance
remain available in case of system failure.
- For airspace outside radio navaid coverage: two RNAV

systems are required to ensure the appropriate
redundancy level.
4.0.1.5 Dispatch Requirements:

The dispatch requirements are given in the relevant aircraft
type FCOM and MEL.
4.0.1.6 In-flight Contingency Procedures:

The in-flight contingency procedures are given in the
Respective aircraft FCOM/ PBN Manual.
4.0.1.7 PERFORMANCE BASED NAVIGATION

AUTHORIZATION AND CODES
For DGCA Authorization on PBN, refer Air Operator Permit,

which is on board document. For PBN indicator and codes in
ATS flight plan, refer Jeppesen Manual.
Page 4 -2
PART - A Chapter 4
OPERATIONS
4.1 EXTENDED DIVERSION TIME / EXTENDED RANGE

OPERATIONS (EDTO / ETOPS)
Refer respective Aircraft EDTO Manual/ FCOM/ FCTM /

MEL/ DDG/ SOP and Jeppesen Manual
4.1.1 MMEL/MEL
The respective Aircraft MMEL contains all the dispatch

requirements applicable to EDTO / ETOPS operations.
The EDTO / ETOPS dispatch conditions (provisos) are

identified and the maximum allowable range with the stated
condition (proviso) is stated therein, e.g., ‘…… flight should
remain within ….. minutes of landing at a suitable airport…’.
The operator’s Minimum Equipment List (MEL),

developed based on the respective Aircraft MMEL and
customized by the operator as a function of the
operator’s operational policies and state operational
requirements. The MEL may also reflect the particular
nature of the area of operation in terms of:
- Maximum and average diversion time,
- Redundancy and equipment of the en-route alternate
airports,
- Navigation and communication means,
- Prevailing meteorological conditions,
- Other criteria, as applicable.
The MEL requirements specific to EDTO / ETOPS flights are

clearly identified. Deviations from the MEL items relating to
180 minute EDTO / ETOPS require re-routing of the flight to
follow a 120 minutes, 90 minutes or NON-ETOPS route as
necessary.
4.1.2 MAINTENANCE RELEASE FOR EDTO / ETOPS

An aircraft can be dispatched for an EDTO / ETOPS flight
only if a formal Maintenance Release for EDTO / ETOPS has
been entered in the aircraft logbook. This Maintenance
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Release for EDTO / ETOPS provides the flight crew with the
assurance that:
- The aircraft configuration has been checked and

confirmed to comply with the configuration standards set
forth in the CMP document,
- The aircraft condition has been checked and confirmed
to comply with the EDTO / ETOPS dispatch requirements
set forth in the company MEL,
- The EDTO / ETOPS Service check has been
accomplished.
The company EDTO / ETOPS Maintenance Procedures

Manual (or equivalent) defines the content of the EDTO /
ETOPS Service Check and the procedures associated with the
EDTO / ETOPS Maintenance Release.
Defects affecting the “ETOPS Serviceability” of the aircraft

must be rectified before the next EDTO / ETOPS flight, or the
aircraft degraded to NON-ETOPS.
The malfunctions observed during EDTO / ETOPS and NON-

ETOPS flights must be reported by the Flight Crew using the
Technical Log to enable verification and rectification by a
relevant ground test. A verification flight may be required by
Maintenance Control and notified to Flight Operations.
MEL items should be entered in the noticeable item

document whether or not there is an operation procedure
required. Maintenance control is responsible for alerting
Flight Operations in case of dispatch under ER MEL item.
Flight Operations must notify the Flight Crew of any ER MEL
item and confirm that the flight preparation has taken this
item into account.
4.1.3 RECTIFICATION OF AIRCRAFT DEFECTS

The crew must report in the Technical Log any aircraft and
engine defects being significant to ETOPS flights. Such
entries must be fully investigated and rectified before the
next EDTO / ETOPS flight.
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Rectification may be verified by:

(a) Specified ground checks i.e. system or function checks
with the aircraft on the ground.
(b) A NON-ETOPS flight.
(c) An EDTO / ETOPS flight subject to verification of an
outstanding rectification before reaching the EEP.
(d) A specific verification flight.
Defects which occur only during flight or which are

intermittent in nature require verification as per (b), (c) or
(d) above.
Verification as per (b), (c) or (d) above is also required:
- Following an engine change

- After an engine or oil system breakdown or
major component change, if verification action is to be
carried out as prescribed in (c) above, the rectification
must be certified in the Technical Log and the following
statement added: “Aircraft certified for ER / EDTO /
ETOPS subject to verification of (system/ component,
etc.) in next flight before reaching EEP”.
Maintenance control must inform flight operations and the

flight crew should be contacted at least one hour before
departure to get their agreement and to allow the normal
dispatch of the aircraft.
4.1.4 DEGRADING TO “NON-ETOPS” STATUS

I f the MEL cannot be complied with for ER / EDTO / ETOPS,
or if the aircraft configuration does not comply it must be
placarded as “NON- ETOPS” on the outside cover of the
Technical Log. The defect should be entered as a deferred
defect and the “NON- ETOPS” status will be carried over the
log. This must be carried out by the approved ER / EDTO /
ETOPS engineer responsible for the aircraft. A re-grading of
the aircraft to “NON- ETOPS” should be advised to flight
operations and entered in the Noticeable I tems Document
(“Aircraft Briefing Card”).
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Flight operations may either re-schedule the flight using a

NON-ETOPS route or request a replacement aircraft to be
allocated by Fleet Scheduling.
4.1.5 EDTO / ETOPS FLIGHT DISPATCH

Before each EDTO / ETOPS flight, in addition to the normal
preparation of any flight the dispatcher on duty must:
- Ensure that for the EDTO / ETOPS sector, the selected
en-route alternate airports (adequate airports) are
suitable
- Determine the position of each equitime point and its
associated fuel requirement.
4.1.6 EDTO / ETOPS DISPATCH WEATHER MINIMA

An EDTO / ETOPS flight cannot be dispatched unless the
meteorological forecast at En-route alternate airport for a
period starting at the earliest expected time of arrival and
ending at the latest expected time of arrival, meets the
weather minima.
To declare an en-route alternate airport to support a given

flight, the weather conditions forecast (TAF, SPECI and
SI GMET messages), in terms of ceiling and visibility, must be
checked to comply with the EDTO / ETOPS dispatch weather
minima, as given in Chapter 7 of this manual and also in
EDTO / ETOPS Training Manual Chapter 3, during the entirety
of the required period of validity.
4.1.7 ALTERNATE AERODROME
An aerodrome to which an aircraft may proceed when it

becomes either impossible or inadvisable to proceed to or to
land at the aerodrome of intended landing where the
necessary services and facilities are available, where aircraft
performance requirements can be met and which is
operational at the expected time of use. Alternate
aerodromes include the following:
4.1.7.1 Take-off alternate: An alternate aerodrome at which an

aircraft would be able to land should this become
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OPERATIONS
necessary shortly after take-off and it is not possible to

use the aerodrome of departure.
4.1.7.2 Detailed explanation on Take-off Alternate and the

required minima at such an airport are given in the All
Weather Operations CAR Section 8 – Aircraft Operations,
Series ‘C’ Part I, Issue I dated 13th June 2011 (Effective
1st November 2013). The said CAR also states “The take -
off alternate aerodrome should be located within the
following distances from the aerodrome of departure:
(a) aeroplanes with two engines: one hour of flight time

at a one-engine inoperative cruising speed,
determined from the aircraft operating manual,
calculated in I SA and still-air conditions using the
actual takeoff mass; or
(b) aeroplanes with three or more engines: two hours of

flight time at an all-engines operating cruising
speed, determined from the aircraft operating
manual, calculated in I SA and still-air conditions
using the actual take-off mass; or
(c) aeroplanes engaged in extended diversion time

operations (EDTO): where an alternate aerodrome
meeting the distance criteria of (a) or (b) is not
available, the first available alternate aerodrome
located within the distance of the operator’s
approved maximum diversion time considering the
actual take-off mass.
Note: To be “engaged in EDTO operations” means that

the aircraft and operator have been approved for EDTO
operations and the aircraft has been dispatched in
accordance with applicable EDTO requirements.”
4.1.7.3 En-route alternate: An alternate aerodrome at which an

aircraft would be able to land in the event that a
diversion becomes necessary while en route.
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OPERATIONS
4.1.7.4 Destination alternate: An alternate aerodrome at which

an aircraft would be able to land should it become either
impossible or inadvisable to land at the aerodrome of
intended landing.
Note: For the purpose of EDTO, the take-off and/ or

destination aerodromes may be considered en-route
alternate aerodromes.
4.1.7.5 The en-route alternate airport should meet the following

considerations at the expected time of use:
 Availability of the airport,

 Over-flying and landing authorisations,
 Capability of ground operational assistance (ATC,
meteorological and air information services offices,
lighting),
 Availability of nav-aids such as I LS, VOR, NDB,
 Airport category for rescue and fire fighting (CAR

Section 8, Series ‘O’, Part II). Refer table below for
RFF category applicable to Air I ndia aircraft.
 Weather minima (as given in Chapter 7 of this
Manual and Chapter 3 of EDTO / ETOPS Training
Manual).
The following criteria may also be considered:
 Capability of technical assistance,

 Ground Communications
 Medical Facilities
 Capability of handling and catering (fuel, food, etc.),
 Ability to receive and accommodate the passengers,
 Other particular requirements applicable to the
airlines.
RFF category:
Aircraft type ICAO recommended *ICAO
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PART - A Chapter 4
OPERATIONS
Aerodrome RFF acceptable

category(n) Aerodrome RFF
category(n-1)
B777 / B744 9 8
B787/ A330 8 7
A321 7 6
A319/ A320 6 5
* For planning purpose.
4.1.8 PERIOD OF VALIDITY
To declare an adequate en-route alternate airport as suitable

to support a given flight, the ceiling and visibility forecast must
be checked to meet the EDTO / ETOPS dispatch weather
minima during a required period of validity, as explained in
EDTO / ETOPS Training Manual.
4.1.9 COMMUNICATION AND NAVIGATION FACILITIES

An aircraft shall not be dispatched on an EDTO / ETOPS flight
unless:
- Communications facilities are available to provide, under

all expected conditions of propagation at the one-engine-
inoperative cruise altitudes, reliable two way voice
communications between the aircraft and the appropriate
air traffic control unit over the planned route of flight and
the routes to any suitable alternate to be used in the
event of diversion; and
- Non visual ground navigation aids should be available for
the planned route and alternate flight path. Visual and
non-visual aids should be available at the specified and
alternate airports for the authorised types of approaches
and operations minima.
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OPERATIONS
4.1.10 PRE-FLIGHT CHECK LIST AND IN-FLIGHT

PROCEDURES
Pre-flight checklist and in-flight procedures are adapted for
EDTO / ETOPS. The items of checklist and procedure being
specific to EDTO / ETOPS are identified. The flight crew must
verify that the aircraft has not been re-graded to NON-ETOPS
and must acknowledge the ER / EDTO / ETOPS release from
line maintenance.
EDTO / ETOPS crew procedures are provided in EDTO /

ETOPS Training Manual.
4.1.11 IN-FLIGHT FORECAST MONITORING

The applicable en-route minima at each alternate airport
(ceiling and visibility) for en-route decisions are the normal
published minima or company minima, taking into account
serviceable landing Nav. Aids and crew qualification. The
EDTO / ETOPS dispatch minima do not apply once in flight.
During the course of the flight, the flight crew is to continue

to remain informed of any significant changes in conditions
at designated en-route alternates. Prior to proceeding
beyond the extended range entry point, the forecast
weather for the window of suitability, aeroplane status,
runway surface conditions, landing distances and aerodrome
services and facilities at designated en-route alternates
should be evaluated. I f any conditions are identified (such as
weather forecast below landing minima) which would
preclude safe approach and landing, then the pilot should
take an appropriate course of action.
I f flight crew cannot obtain weather/ NOTAMs information

during the flight, dispatcher on duty must be able to provide
them to the flight crew by radio (HF) or SATCOM.
4.1.12 EDTO / ETOPS – COMMANDER / CREW

RESPONSIBILITIES
The Commander and crew are responsible for:
- ensuring that the weather forecast and reports for the
proposed operating area and flight duration indicate that
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PART - A Chapter 4
OPERATIONS
the flight may be conducted in accordance with company

operating minima;
- ensuring that sufficient fuel is carried, to meet the
requirements of the EDTO / ETOPS sector, considering
destination and en-route alternate fuel requirements;
- confirming that all necessary en-route charts and
approach charts for destination and en-route alternates,
are carried on board the aircraft;
- when routing on the MNPS NAT track system, ensure that
the requested flight planned routing/ track, coincides with
the allocated track, as issued by air traffic control;
- ensuring that any re-routing requested, by ATC or the
commander, does not involve deviation from the
authorised area of operations; and
- Ensuring that EDTO / ETOPS maintenance dispatch is
correctly carried out.
4.1.13 CREW TRAINING APPROVAL
All Crew undertaking EDTO / ETOPS flights must be trained
as per the training programme mentioned in EDTO / ETOPS
Training Manual.
4.1.14 EDTO / ETOPS FUEL POLICY
All EDTO / ETOPS flights must adhere to EDTO / ETOPS fuel
policy, that is explained in-detail in EDTO / ETOPS Training
Manual.
4.1.15 DISPATCH FUEL REQUIREMENTS
The fuel planning should be in line with the Critical Fuel

Scenario requirement. A computerised flight plan is normally
used to calculate the fuel requirements.
I n case of necessity the fuel calculation may be manually

performed by the dispatcher on duty or the flight crew using
the respective Aircraft FCOM data. Refer to FCOM "One
engine inoperative" and "Flight planning" chapters.
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OPERATIONS
4.1.16 EDTO / ETOPS FUEL MONITORING
During EDTO / ETOPS flights, the standard operator's fuel

monitoring policy is applicable.
I n the frame of the Quality system, when overflying the

computed ETOPS Critical Point (CP) the flight crew may record
the following fuel quantities:
- Fuel On Board (FOB), based on FQI ,

- Required minimum diversion fuel, based on the CFP log.
The above fuel quantity records will be processed through a

statistical analysis (mainly for those flights where additional
EDTO / ETOPS fuel reserve requirements are applicable) and
the results of this analysis will be used to reassess the
standard and/ or ETOPS fuel policy(ies), as required.
4.1.17 FLIGHT CREW DOCUMENTATION - FLIGHT CREW

BRIEFING FOLDER
The Flight Crew Briefing Folder for an ETOPS and NAT Tracks
flight comprises the following documents (as applicable):
- NAT-Tracks message (OTS CATEGORY DI SPLAY) if

necessary,
- NOTAMs,
- TAF, METAR messages (SPECI , SI GMET and SNOWTAM
messages, as applicable),
- Significant Weather Chart(s),
- Wind aloft charts (700, 500, 300, 250 and 200 mbs),
- Satellite pictures (as available),
- ATC flight plan,
- CFP log including EEP, ETPs, CP and EXP
- Plotting chart or orientation chart with area of operations
limit,
- Waypoints list,
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OPERATIONS
- Dispatch information (only required where and / or when

no personal dispatch briefing is provided).
4.1.18 ADDITIONAL FLIGHT CREW DOCUMENTATION AND

FORMS
I n addition to the documents required to be provided in the

above Flight Crew Briefing Folder, the following documents or
forms may be provided (available in the dispatch check-in
room and in the on-board "forms folder"):
- AI REP reporting form,

- Airport weather summary form,
- Re-routing log,
- Reclearance form,
- Post-flight I RS monitoring form.
-
- EDTO / ETOPS dispatch checklist
4.1.19 OPERATIONS FLIGHT WATCH

The Operations Flight Watch service is provided to all EDTO /
ETOPS flights by the Company using ARI NC, HF and VHF
communication means.
The use of VHF/ ACARS/ SATCOM is also possible, as a function

of each individual aircraft equipment.
4.1.20 NAVIGATION MONITORING

Navigation monitoring during EDTO / ETOPS flights is
conducted in accordance with the standard navigation
monitoring policy, applicable to all long range flights, as
defined in Navigation procedures, as well as in accordance
with the respective aircraft FCOM/ FCTM.
4.1.21 DIVERSION DECISION MAKING

A re-routing or diversion will be considered in specific cases,
as discussed in EDTO / ETOPS Training.
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PART - A Chapter 4
OPERATIONS
4.1.22 DIVERSION SPEED

I n case of diversion, the Commander has the authority to
deviate from the planned one engine out operating speed
after completion of assessment of the actual situation, even if
the diversion time exceeds the one granted by the Authority.
The most important consideration being safe conduct of the
flight to the diversion destination.
When deviating from planned speed, special attention shall be

also focused on the fuel monitoring.
4.1.23 CREW DUTIES AND DECISION MAKING BEFORE

REACHING EEP
Before reaching the EEP, the flight crew obtains from Flight
Watch, or by their own means, a weather up-date (METAR,
TAF, SI GMET, SPECI messages) for the declared en-route
alternate airports.
I n addition and as available, any updated NOTAM or

SNOWTAM, relevant to the availability of the declared en
route alternate airports, is transmitted to the crew.
Weather minima at the estimated time of arrival at respective

en route alternate airport are checked to be above the
company or crew en route minima.
Should the forecast minima at one or more of the declared

en-route alternate airport(s) be lower than the company or
crew en route minima or should one or more of the declared
en-route alternate airport(s) become not available for
whatever cause, the area of operation will be reassessed
(based on the remaining available en-route alternate airports)
and a re-routing or turn-back will be considered, as required.
The aircraft systems status is checked with reference to the

EI CAS, STATUS and SYS pages.
Based on the overall assessment of the aircraft and weather

situation, the pilot in command confirms the decision to
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PART - A Chapter 4
OPERATIONS
continue, re-route or turn-back and proceeds, accordingly, in

accordance with the relevant procedures, as defined in the
EDTO / ETOPS Training Manual and in the present Operations
Manual.
The flight crew is (or not) required to provide an AI REP

position and fuel status report to the Flight Watch, even in
case of re-routing or re-clearance, unless a special assistance
is expected.
4.1.24 DIVERSION CONDUCT

I n case of a diversion, the procedures defined in the
respective Aircraft EDTO / ETOPS Training Manual as well as
in this chapter shall be adhered to.
Depending on the cause of the diversion, the diversion

strategy (in terms of speed and altitude) may be adapted by
the flight crew as a function of the assessment of the overall
situation (i.e. fire, structural damage).
I n case of a diversion within an MNPS/ OTS area, the relevant

diversion procedures, as defined in, are applicable.
4.1.25 ENGINE FAILURE PROCEDURES

Engine Failure procedures and one engine inoperative
performance data is published in the respective aircraft
FCOM/ QRH. Pilots are to refer to the EDTO / ETOPS Training
Manual.
4.1.26 REPORTING OF OPERATIONAL EVENTS AND

AIRCRAFT DEFECTS
All ER / ETOPS significant defects (i.e. which would prevent

the aircraft to be dispatched on an EDTO / ETOPS flight in
compliance with the MEL) will be duly reported in the Log
book for maintenance assessment and corrective action, as
required.
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PART - A Chapter 4
OPERATIONS
4.1.27 SINGLE EDTO / ETOP ALTERNATE – DISPATCH

Certain routes require only one EDTO / ETOP en-route
alternate. For example, either MAA or HKT (Phuket) as
single EDTO / ETOP alternates can cover MAA/ KUL,
MAA/ SI N, HYD/ SI N, SI N/ BLR, SI N/ HYD, KUL/ MAA &
SI N/ MAA sectors. Similarly BOM or SLL or MCT as single en-
route alternates can cover any route between Gulf &
Southern I ndia. However, MCT as single ETOP alternate does
not cover flights via UL425 between Southern I ndia and
Saudi Arabia.
Flight Planning: I n order to work out an EDTO / ETOP

flight plan and ETP requirement, the Flight planning system
needs 2 alternates. I n other words the second EDTO / ETOP
alternate that is used for generating computer flight plan, is
dummy. Hence it need not have the qualifications that are
required for an “EDTO / ETOPS En- route Alternate Airport”.
However it must have all the requirements that are required
for any other airport, si nce it is still “AN ALTERNATE” that is
required under one hour requirement.
Briefing: While briefing it should be clear to the crew as to

which En-route Alternate is for EDTO / ETOPS purpose and
and which one is for flight planning purposes only. A
notation must be made in the REMARKS column/ first page
of the flight plan stating “ONLY XXXX IS CONSIDERED AS
ETOP ALTERNATE” in conspicuous/ bold letters by the flight
dispatcher or in case of remote dispatch, it must be
mentioned and made clear in the flight plan release
message. The earliest/ latest arrival time and validity periods
will not be applicable in such cases. I CAO ATS plan will also
need to be modified under item/ field 18 prior to
transmission to concerned ATCs.
4.1.28 CHANGING ALTERNATE IN FLIGHT

There is no restriction on the Commander in changing the
alternate in flight, after taking into consideration all factors,
provided the aforesaid conditions are satisfied. I n an
emergency, the Commanders can act in the best interest of
the Company and occupants of the aircraft.
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PART - A Chapter 4
OPERATIONS
4.1.29 EDTO / ETOPS RANGE CATEGORIES AND

REQUIREMENTS OF CAR
The Extended Diversion Time Operations are covered under
various categories viz. 90 min, 120 min & 180 min diversion
time. The requirements to be fulfilled to be approved under
these categories are given in CAR Section 8, Series ‘S’,Part I.
4.1.30 CREW TRAINING AND EVALUATION

The flight crew training programme is approved by DGCA
which covers initial and recurrent training on various aspects
including standby generator as a sole power source.
Established contingency procedures are emphasised for each
area of operation intended to be used. Flight crews are
trained to evaluate probable engine and airframe system
failure. Object of this training is to establish crew
competency in dealing with most probable operating
contingencies (diversion decision making).
Training also covers proficiency checks in performance like

flight planning procedure on diversion, abnormal and
emergency procedures, air start of propulsion system, crew
incapacitation, etc.
The detailed Training Policy is covered in EDTO / ETOPS

Training Manual.
4.1.31 DISPATCH CONSIDERATIONS

While dispatching the aeroplane for EDTO / ETOPS, the
following factors apart from airworthiness aspects are
specifically considered:
a. System redundancy levels appropriate to extended

range operations are as specified in the MEL
b. At normal conditions of propagation and normal one
engine inoperative cruise altitude reliable two-way
voice communications between aeroplane and
appropriate ATC unit over the planned route should
be available.
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PART - A Chapter 4
OPERATIONS
c. Non-visual ground navigation aids should be

available for the planned route and alternate flight
path. Visual and non-visual aids should be
available at the specified and alternate airports for
the authorised types of approaches and operating
minima.
d. Should have fuel reserves necessary to fly to the
most critical point and execute a diversion to a
suitable alternate airport under various operating
conditions.
e. Required take-off destination and alternate airports
to be used in the event of engine or other
mechanical failures as identified and reflected in the
related documents.
f. Operational limitations like route of operation,
maximum diversion time, minimum altitude to be
flown, airports authorised for use etc.
g. The weather information system being utilised can be
relied upon to forecast terminal and enroute weather
with a reasonable degree of accuracy and reliability
in the proposed area of operation.
The above is in conformity with CAR Section 8, Series ‘S’,
Part I I ssue I I , dated 04.09.2014.
4.1.32 RECOVERY OF PASSENGERS AND CREW
4.1.32.1 On-line Stations: Station Manager will co-ordinate the

recovery of passengers and crew with I OCC / Flight
Dispatch. I f required, additional man-power, equipment
and other material shall be dispatched from Mumbai /
Delhi / other suitable station.
4.1.32.2 Off-line Stations: I f the Station Manager is available, he

would be required to follow the procedure as outlined for
on-line stations, above.
I n case of non-availability of Station Manager, the PI C of the

affected flight shall inform the I OCC / Flight Dispatch through
fastest possible means. Thereafter, it will be the
responsibility of the Flight Dispatch / Maintrol (Maintenance
Control) to co-ordinate the recovery of passengers and crew.
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PART - A Chapter 4
OPERATIONS
4.2 Minimum Navigation Performance Specification –

MNPS
MNPS is applicable to the North Atlantic region. All aircraft
being RNP-10 capable fulfill the MNPS requirements, for
more details refer NAT MNPS Manual.
4.3 Area of Magnetic Unreliability (AMU): Company Does

not authorize flights into Area of Magnetic Unreliability.
Company Authorizes flights only upto :
A320 Family: 73 degrees North & 60 degrees South
Latitude
A330: 82 degrees North or South Latitude
B744/B787:78 degrees North on 60 degrees South
Latitude.
4.3.1 Polar Flights: Polar flights are not authorized.
4.4 REDUCED VERTICAL SEPARATION MINIMA - RVSM
RVSM is approved for company aircraft. For procedures and

requirements refer to the relevant aircraft type FCOM.
I t is ensured in RVSM airspace, all aircraft authorized

for such operations are equipped to:
i) I ndicate to the flight crew the flight level being flown;
ii) Automatically maintain a selected flight level;
iii) Provide an alert to the flight crew when a deviation occurs
from the selected flight level, with the threshold for such
alert not to exceed 90 m (300 feet);
iv) Automatically report pressure altitude.
v) For further details refer All Weather and Special
Operations Manual.
4.4.1 INTRODUCTION
RVSM ( Reduced vertical Separation Minima) is an acronym
used to refer to the use of a of 1000ft for approved aircraft
operating betweenFL290 and FL410 inclusive in designated
airspace.
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PART - A Chapter 4
OPERATIONS
The documents which can be referred for application of

reduced minima are : -
(a) I CAO Document 9574, Manual on I mplementation of
RVSM.
(b) Aeronautical I nformation Publication Supplement No.
24/ 2003 dated26 September 2003.
(c) Civil Aviation Requirements (CAR) Section 2 Airworthiness
Series'O', Part XI dated 29TH October, 1999
(d) NAT Doc 007 relating to MNPS Operations.
4.4.2 ADVANTAGES OF RVSM

i) I t makes available 6 new flight levels.
ii)I t increases airspace capacity while maintaining the
required target level of safety as set by I CAO.
ii)I t reduces ATC workload, as mode C transponder is a must
for RVSM compliant aircraft.
iv)I t allows aircraft to operate at more optimum flight levels
and thus improving fuel efficiency.
4.4.3 RVSM AIRSPACE CLASSIFICATION

RVSM Airspace refers to airspace between FL 290 & FL 410 both
inclusive. Categorized as EXCLUSIEVE AIRSPACE, where only
RVSM compliant aircrafts are permitted and NON EXCLUSIVE
AIRSPACE, in which all aircrafts are permitted.
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PART - A Chapter 4
OPERATIONS
4.4.4 RVSM APPROVALS
To have RVSM approval applied to their operations, operators must

meet certain requirements; Airworthiness, Flight crew training,
Approval by State of Registry or State of Operator and Mandatory
equipment.
RVSM Approval status of Aircraft can be classified under three

heads:-
(a) RVSM APPROVED. To have RVSM operational approval

applied to their operations, operators must meet certain
requirements. The airworthiness, flight crew training, approval
by State of Registry or State of Operator & mandatory
equipment.
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PART - A Chapter 4
OPERATIONS
(b) NON RVSM-APPROVED. Where an aircraft does not possess an

approval or does not meet requirements, including a failure of any
mandatory equipment, she becomes – NON RVSM-APPROVED.
(c) APPROVED NON-RVSM. Where an aircraft does not posses an

approval or does not meet RVSM approval requirement but is still
permitted to enter exclusive airspace, she becomes - APPROVED
NON-RVSM. To gain the APPROVED NON-RVSM status, the operator
shall, obtain approval from the Watch Supervisory Officer (WSO) of
the Area Control Centre (ACC) where the flight will first encounter
RVSM airspace. A request for such approval shall normally be made
not less than 4 hours and not more than 72 hours from the intended
time of departure. This approval only permits flight planning in
exclusive airspace. APPROVED NON-RVSM aircraft do not possess an
RVSM approval and must be separated by 2000ft, from other aircraft.
Level allocation in the RVSM flight level band is subject to traffic and
hence ATC clearance. Allocation of RVSM flight levels to ‘NON
RVSMAPPROVED or APPROVED NON-RVSM aircraft is subject to
traffic & hence controller’s decision – ‘discretion’. Despite RVSM
making more levels available, each NON RVSM approved aircraft will
effectively occupy 3 RVSM levels. Therefore - RVSM aircraft have
priority over Non airspace Transit (Climb/ Descent) Thru RVSM band.
NON RVSM-APPROVED aircraft may operate above or below RVSM
airspace. They may also climb above FL410 or descend below FL290,
provided that they do not climb or descend at less than the normal
rate for the aircraft and also not level off at an intermediate flight
level while passing through the RVSM flight level band.
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PART - A Chapter 4
OPERATIONS
Once approval is gained, the operator shall include the following in

item 18 of the I CAO flight plan :
“STS/[Category of operations] (ie:
FERRY/ HUMANI TARI AN/ MI LI TARY/ CUSTOMS/ POLI CE)/ APVD NON-
RVSM”.
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PART - A Chapter 4
OPERATIONS
The following aircraft will be approved non RVSM: -

(i) which is being initially delivered to the State of Registry or State
of the Operator; or
(ii) was earlier RVSM approved but has experienced an equipment
failure and is being flown to a maintenance facility; or
(iii) which is transporting a spare engine mounted under a wing; or
(iv) which is being used for mercy or humanitarian purposes; or
(v) which is a State (Military) or VI P aircraft.
4.4.5 FLIGHT CREW OPERATING PROCEDURES
4.4.5.1 FLIGHT PLANNING
Flight crew should, verify aircraft is RVSM –approved, be aware of

reported and forecasted weather on route of flight. Be aware of
minimum equipment requirements pertaining to height –keeping
systems, review flight plan for correct annotation for approved
MNPS/RVSM flight(‘X’ for MNPS,’W’ for RVSM) in item 10 of the flight
plan.
4.4.5.2 PREFLIGHT PROCEDURES.
The flight crew should:
(a) Review aircraft snag book and sector report book to ascertain the
condition of equipment required for flight in RVSM airspace;
(b) During the external inspection check the condition of the Pitot
static ports that have been demarcated in red on the fuselage skin in
the vicinity of each static source;
(c) While carrying out check list items, set the altimeter to local
altimeter (QNH) settings which should display known elevation within
limits specified i.e. within 75 feet;
(d) Before take-off, check that the equipment required for RVSM
operation is operational, and indications of malfunction should be
resolved.
(e) Remember that connecting altimeters to a single ADC does NOT
meet the criteria of two independent altimetry systems.
Page 4 -24
PART - A Chapter 4
OPERATIONS
4.4.5.3 INFLIGHT PROCEDURES
The flight crew should:

(a) Comply with aircraft operating restrictions related to RVSM
airworthiness approval as given in the limitation section of the AFM.
(I t may be noted that MMO should not exceed 0.90m.)
(b) Promptly set the sub-scale on all primary and standby altimeters
to 29.92 in. Hg/ 1013.2 (hpa) when passing through the transition
altitude and recheck for proper altimeter setting when reaching the
initial CFL.
(c) Ensure that except in contingency or emergency situations, the

aircraft should not intentionally depart from CFL without a positive
clearance from ATC.
(d) During cleared transition between levels, ensure that the aircraft
is not allowed to overshoot or undershoot the CFL by more than 150
ft. (I t is recommended to use the altitude capture feature of the
automatic altitude-control system for level off)
(e) Keep vertical speeds between 500-1000ft / min.
(f) Ensure that an automatic altitude-control system is operative and

engaged during level cruise.
(g) Ensure that the altitude-alerting system is operational.
(h) Ensure that at intervals of approximately one hour, cross-checks

between the primary altimeters are made. A minimum of two should
agree within 200 ft. (Failure to meet this condition to be notified to
ATC). Record initial check before entering RVSM airspace. I n all such
cases suitable entry should be made in the Flight Report Book.
(j) During the normal pilot scan of cockpit instruments, pay greater
attention to cross check the altimeters.
(k) Ensure that at least the initial altimeter cross check is recorded
in the vicinity of the point, where RVSM complaint airspace begins.
The readings of primary and standby altimeters should be recorded
and available for use in contingency situations.
Page 4 -25
PART - A Chapter 4
OPERATIONS
(l) Normally select the altimetry system being used to control the
aircraft to provide the input to the altitude reporting transponder
transmitting information to ATC.
(m) I f advised in real time that the aircraft has been identified
exhibiting Total Vertical Error(TVE) greater than 300 ft. and/ or
Altimetery System Error(ASE) greater than 245 ft. then follow
established regional procedures to protect the safe operation of the
aircraft.
(n) I f notified by ATC of an Assigned Altitude Deviation (AAD) error
which exceeds 300 ft, then the crew should return to Cleared Flight
Level (CFL) as quickly as possible.
Post Flight I n making maintenance log book entries of malfunctions

in height-keeping systems, the pilot should provide sufficient detail to
enable maintenance, to effectively troubleshoot and repair the
system. The pilot should record the actual defect in detail, and the
action taken to isolate and rectify the fault.
4.4.5.4 CONTINGENCY PROCEDURES

4.4.5.4.1 Degradation in flight.
Pilot to notify ATC when aircraft I s no longer RVSM compliant due to
equipment failure, experiences loss of redundancy of altimetry
system or encounters turbulence that effects capability to maintain
assigned flight level. A pilot must report a failure of mandatory
equipment using the keywords “UNABLE RVSM”. On each flight
before entering the RVSM flight level band, pilots of RVSM approved
aircraft must check to ensure that all mandatory equipment is
operating normally. After entering the RVSM level band, pilots are
required to report RVSM related equipment failures. Failure of one
primary altimetry system is only a loss of redundancy and as such,
RVSM may still be applied.
4.4.6 Priorities
Under normal circumstances, the following traffic priorities shall
apply, an aircraft which is first able to use the manoeuvring area or
desired airspace in the normal course of operation shall be given
priority except that an RVSM approved aircraft shall be given priority
for level requests, within the RVSM band, over aircraft that are non
RVSM approved.
Page 4 -26
PART - A Chapter 4
OPERATIONS
4.4.7 RVSM Controller-Pilot Phraseologies

Message Phraseology
For a controller to ascertain the [ call sign] CONFI RM

RVSM approval status of an RVSM APPROVED
aircraft:
For a pilot to report the approval status of [ call sign] NEGATI VE
a non RVSM approved aircraft;on the initial RVSM
call on any frequency within RVSM airspace
(controllers shall read back with this same
phrase), andin all requests for flight level
changes pertaining to flight levels within
RVSM airspace; andin all readbacks to flight
level clearances pertaining to flight levels
within RVSM airspace; and additionally,
except for State aircraft, pilots shall include
this phrase to read back flight level
clearances involving the vertical transit
through FL 290 or FL 410.
For a pilot to report an aircraft as AFFI RM RVSM
being RVSM approved.
For a pilot of a non RVSM approved State NEGATI VE RVSM
aircraft to report non RVSM approval STATE
status, in response to the phrase (call sign) AI RCRAFT
CONFI RM RVSM APPROVED.
4.1.9.7.1 Important phraseologies
(a) Confirm RVSM approved.
(b) Affirm RVSM.
(c) Negative RVSM [ State aircraft ]
(d) Unable RVSM due
(e) Report able to resume RVSM.
(f) Ready to resume RVSM.
4.4.8 Monitoring
System performance monitoring is necessary to ensure that the
implementation and continued operation of RVSM meet safety
objectives. Monitoring is the responsibility of Regional Monitoring
Units (RMU). The RMU will conduct monitoring of different
aircraft/ operators periodically to ensure that aircraft height keeping
Page 4 -27
PART - A Chapter 4
OPERATIONS
performance requirements continue to be met. Tw o accepted

methods of monitoring aircraft height keeping performance: -
(a) Height Monitoring Unit (HMU) – Ground based system comprising

a master and slave stations which receive SSR Mode C signals
measuring to accuracy of 50ft compared with met data to determine
TVE.
(b) GPS Monitoring Unit (GMU) – portable box containing GPS unit
and recording device. Post flight analysis. A network of GMUs will
make up the GPS Monitoring System (GMS).
For further information refer FCOM/ FCTM.
4.5 DATA LINK COMMUNICATION (CPDLC) -

AIR INDIA is authorized for the use of CPDLC for
B777 / B744/B787
Future Air Navigation Systems (FANS) is an advanced system
of Communication, Navigation, Surveillance, Air Traffic
Management (CNS/ ATM) utilizing data link and satellite
communications, navigation and surveillance systems, taking
into account validated operational experience with modern
technology.
4.5 AIRWAYS NAVIGATION

The available radio aids should be selected for navigation
purposes. These aids are mentioned on the navigation flight
plans. During approaches and landings all available radio
aids should be used irrespective of the type of approaches
being flown, visual or instrument.
4.6 GLOBAL POSITIONING SYSTEM (GPS)

Refer respective FCOM / FCTM/ Jeppesen Manual
Page 4 -28
PART - A Chapter 5
RADIO LISTENING WATCH I ssue 4 Rev 0 15Oct2014
5.0 RADIO LISTENING WATCH
An aircraft shall not be flown on an I FR flight within
controlled airspace unless a continuous listening watch is
maintained on the appropriate VHF radio frequency. A two-
way communication be established with the appropriate air
traffic control unit.
I t is the responsibility of the commander to ensure that at
least one crew member continuously monitors the
appropriate ATC frequency at all times. One VHF
communication set should be tuned to the Emergency Guard
Frequency 121.5 MHz and a continuous listening watch
maintained.
To avoid loss of communication, cockpit loud speakers must
be at an audible level when the headsets are not in use and
proper crew coordination and CRM must be observed in
respect of inter-cockpit and ATC communication.
Over water and uncontrolled / advisory airspace, a radio
listening watch must be maintained by one of the crew on
appropriate primary HF frequency of the concerned Flight
I nformation Centre. The provision of SELCAL on HF/ RT is
deemed to satisfy this condition. I n addition a listening
watch is to be maintained on appropriate common frequency
used for in-flight communication in designated airspace
without ATC coverage.
5.0.1 ACCEPTANCE AND READ BACK OF ATC CLEARANCE

i) Use full RT call sign at all times and use standard
radio phraseology.
ii) Correct RT frequency procedures and discipline at all
times:
iii) Correct RT frequency selection and discipline shall
be maintained
iv) I f in doubt about an ATC instruction, do not use
read-back for confirmation:
v) Positively confirm instructions with ATC, if any doubt
exists between flight crew members:
vi) Use headsets during times of high RT frequency
loading:
vii) Do not clip transmissions:
viii) Confirm unexpected instructions for any particular
stage of flight:
Page 5 -1
PART - A Chapter 5
ix) Advice ATC if it is suspected that another aircraft
has misinterpreted an instruction, ATC may be
unaware of this fact:
x) Exercise particular caution when other members of
the flight crew are involved in other tasks and may
not be monitoring the RT communication:
xi) At critical stages of flight actively monitor ATC
instructions and compliance with them.
5.1 MAINTENANCE OF AIR GROUND VOICE

COMMUNICATION
PI C is responsible to maintain continuous air-ground voice

communication watch on the appropriate communication
channel of, and establish two-way communication as
necessary with, the appropriate air traffic control unit, except
as may be prescribed by the appropriate ATS authority in
respect of aircraft forming part of aerodrome traffic at a
controlled aerodrome.
5.1.1 RESPONSIBILITY FOR R/T / RADIO LISTENING

WATCH
I n the normal course of flight, the First Officer shall be
responsible for operating the R/ T. However, this does not
restrict the Commander from carrying out the R/ T.
Monitoring of the R/ T is the responsibility of both the Pilots.
During the flight, in order to maintain two-way
communication/ continuous Radio listening watch, one of the
pilots must be at his station all the time.
All aircraft in Air I ndia fleet have been modified to comply

with Eurocontrol requirement to implement 8.33 KHZ VHF
channel spacing.
5.1.2 MONITORING OF EMERGENCY FREQUENCY 121.5

MHZ
Communication channel no.3 for Airbus aircraft and centre
VHF for Boeing aircraft should be imperatively
be tuned to emergency frequency 121.5 MHZ and monitored
during all phases of flight. Any monitoring of air to air
frequency 123.45 MHZ / company VHF frequency should be
Page 5 -2
PART - A Chapter 5
done on communication channel no. 2 for Airbus and right
VHF for Boeing aircraft.
5.1.2.1 I n airspace which is without ATC coverage, monitor and

broadcast on I FBP / Common communication crew
frequency.
5.1.2.2 On long-range over-water flights or on flights that require

the carriage of an emergency locater transmitter (ELT),
except during those periods when aircraft are carrying out
communications on other VHF channels, or when airborne
equipment limitations or flight deck duties do not permit
simultaneous guarding of two channels;
All Air I ndia aircraft are equipped with a minimum of one

automatic ELT that operates on 121.5 MHz, 243 MHz and
406 MHz simultaneously.
5.1.2.3 I f required by the applicable authorities, in areas or over

routes where the possibility of military intercept or other
hazardous situations exist.
5.1.3 COMMUNICATION LOSS WITH AIRCRAFT IN FLIGHT

On investigation of many communication loss incidents with
aircraft, it has been found that in a number of cases it was
found that this happened due to the Pilot’s accidentally
changing the frequency to a previous pre-set frequency,
instead of that allocated by ATC. I n other cases, it was
found that the Pilots had switched off the cockpit speaker,
due to various reasons, Some causes are enumerated below:
i) Captain making a P.A. announcement and First
Officer monitoring R/ T on headset with cockpit
speakers turned off. On completion of this action,
both Pilots have removed the headset but forgotten
to turn the speakers on.
ii) First Office monitoring the weather on another

frequency on headset with the cockpit speaker
turned off or volume reduced to minimum. On
completion of this action, headset was removed and
speaker status remained off/ volume at minimum.
Page 5 -3
PART - A Chapter 5
iii) Pilots have missed the call by ATC to change

frequency and remained on the earlier frequency
and gone out of range.
Crew are therefore advised to be extremely cautious when

any cockpit speaker has been switched off or the volume
turned down for any reasons. Whenever the cockpit speaker
is switched off or volume turned down, the pilots must
announce clearly on headset “speaker switched OFF”. Whilst
removing the headset announce, “speaker switched ON
headset removed”.
Whenever frequency change is advised by ATC, change to

the new frequency but maintain the old frequency on the
standby, till communication is established on the new
frequency. I n addition to this, if no conversion is heart on
R/ T for a reasonable period of time, crew must investigate
and if everything seems OK, a call should be given to ATC
for a Radio check.
5.1.3.1 TOTAL COMMUNICATION FAILURE

The total Radio Communication Failure Procedure for each
country which differs with the I CAO procedures is given in
the Emergency Section of the Jeppesen Airway Manual. The
procedure given below is the general I CAO procedure for
the guidance of pilots. Both pilots are required to be familiar
with any changes in the radio communication failure that
may exist for their departure aerodrome , arrival aerodrome
and enroute segment.
GENERAL ICAO PROCEDURE

I n case of total communication failure the aircraft shall:
i) if in the visual meteorological conditions:

a) continue to fly in visual meteorological
conditions; and
b) land at the most suitable aerodrome.
c) report its arrival by the most expeditious means
to the appropriate air traffic control unit.
Page 5 -4
PART - A Chapter 5
ii) if in instrument meteorological conditions or when
weather conditions are such that does not appear
feasible to complete the flight in accordance with(i) above:
a) proceed according to the current flight plan,
maintaining the last acknowledged assigned
cruising level (or levels) for the portion of the
route for which the aircraft has received
clearance and thereafter at the cruising level (or
levels) indicated in the current flight plan; and
b) arrange the flight so as to arrive as closely as
possible to the estimated time of arrival; and
c) commence descent as nearly as possible to the
expected approach time last received and
acknowledged; or, if no expected approach time
has been received and acknowledged, as nearly
as possible to the estimated time of arrival
specified in the flight plan.
d) complete a normal instrument approach
procedure as specified for the designated
navigation aid; and
e) land, if possible, within 30 mts. of the estimated
time of arrival specified or the last
acknowledged expected approach time,
whichever is later.
5.1.3.2 AIR-GROUND COMMUNICATIONS FAILURE

i) When an aircraft station fails to establish contact
with the aeronautical station on the designated
frequency, it shall attempt to establish contact on
another frequency appropriate to the route. I f this
attempt fails, the aircraft station shall attempt to
establish communication with other aircraft or other
aeronautical station on frequencies appropriate to
the route. I n addition, an aircraft operating
within a network shall monitor the appropriate VHF
frequency for calls from nearby aircraft.
ii) I f the attempts specified under (a) above fail, the
aircraft station shall transmit its message twice on
the designated frequency(ies), preceded by the
phrase “TRANSMITTING BLIND” and, if necessary,
Page 5 -5
PART - A Chapter 5
include the addressee(s) for which the message is
intended.
5.1.3.3 RECEIVER FAILURE

i) When an aircraft station is unable to establish
communication due to receiver failure, it shall
transmit reports at the scheduled times or positions,
on the frequency used, preceded by the phrase
“TRANSMITTING BLIND DUETO RECEIVER
FAILURE”. The aircraft station shall transmit the
intended message following this by a complete
repetition. During this procedure, the aircraft shall
also advise the time of its next intended
transmission.
ii) An aircraft which is provided with Air Traffic Control
or advisory service shall, in addition to
complying with (a) above, transmit information
regarding the intention of the pilot-in-command with
respect to the continuation of the flight of the
aircraft.
iii) When an aircraft is unable to establish
communication due to airborne equipment failure t
shall, when so equipped, select the appropriate SSR
code to indicate radio failure.
5.1.3.4 TRANSPONDER PROCEDURES — RADIO

COMMUNICATION FAILURE
The pilot of an aircraft losing two-way communications shall
set the transponder to Mode A code 7600.
5.1.3.5 DISTRESS AND URGENCY - RADIO TELEPHONY

COMMUNICATION PROCEDURES
The provisions of Article 39 of the I TU Radio Regulations are
generally applicable in the event that radiotelegraphy may
still be employed in the aeronautical mobile service, and are
also applicable to radiotelephony communications between
aircraft stations and stations in the maritime mobile service.
A) Distress and urgency traffic shall comprise all

radiotelephony messages relative to the distress and
Page 5 -6
PART - A Chapter 5
urgency conditions respectively. Distress and urgency
conditions are defined as :
i) Distress: a condition of being threatened by serious
and/ or imminent danger and of requiring immediate
assistance.
ii) Urgency : a condition concerning the safety of an
aircraft or other vehicle, or of some person on board
or within sight, but which does not require
immediate assistance.
B) The radiotelephony distress signal MAYDAY and the

radiotelephony urgency signal PAN PAN shall be used at
the commencement of the first distress and urgency
communication respectively.
At the commencement of any subsequent
communication in distress and urgency traffic, it shall be
permissible to use the radiotelephony distress and
urgency signals.
C) The originator of message addressed to an aircraft in

distress or urgency condition shall restrict to the
minimum the number and volume and content of such
messages as required by the condition.
D) I f no acknowledgment of the distress or urgency

message is made by the station addressed by the
aircraft, other stations shall render assistance.
Note: “Other stations” is intended to refer to any other
station which has received the distress or urgency
message and has become aware that it has not been
acknowledged by the station addressed.
E) Distress and Urgency traffic shall normally be maintained

on the frequency on which such traffic was initiated until
it is considered that better assistance can be provided by
transferring that traffic to another frequency.
Note: 121.5 MHz or alternative available VHF or HF
frequencies may be used as appropriate.
F) I n cases of distress and urgency communications, in

general, the transmissions by radiotelephony shall be
Page 5 -7
PART - A Chapter 5
made slowly and distinctly, each word being clearly
pronounced to facilitate transcription.
List of conditions in which MAYDAY & PANPAN call should be

made:
MAY DAY PAN PAN
Electric Emergency
Configuration
Uncontrolled / Undetected Landing with slats/ flaps/
Smoke / Fire rudder/ stabilizer jammed
Dual Hydraulic Failure Landing with abnormal landing gear
Unreliable air speed Engine tail pipe fire
Uncontrolled Fuel leak Tail Strike
Engine Failure/ Fire Uncontrolled high engine vibration
Emergency decent I n-flight medical emergency
Ditching
Forced landing
Emergency evacuation
Bomb on board
Volcanic ash encounter
Hijack
Fuel emergency
5.1.4 RADIOTELEPHONY DISTRESS COMMUNICATIONS
A) ACTION BY THE AIRCRAFT IN DISTRESS

I n addition to being preceded by the radiotelephony distress
signal MAYDAY, preferably spoken three times, the distress
message to be sent by an aircraft in distress shall :
a) be on the air-ground frequency in use at the time:

b) consist of as many as possible of the following elements
spoken distinctly and, if possible, in the following order:
i) name of the station addressed (time and
circumstances permitting);
ii) the identification of the aircraft;
iii) the nature of the distress condition;
iv) intention of the person in command;
v) present position, level (i.e. flight level, altitude, etc.
as appropriate) and heading.
Page 5 -8
PART - A Chapter 5
Note 1: The foregoing provisions may be supplemented by
the following measures :
a) the distress message of an aircraft in distress being
made on the emergency frequency 121.5 MHz or
another aeronautical mobile frequency, if considered
necessary or desirable. Not all aeronautical stations
maintain a continuous guard on the emergency
frequency;
b) the distress message of an aircraft in distress being
broadcast, if time and circumstances make this course
preferable;
c) the aircraft transmitting on the maritime mobile
service radiotelephony calling frequencies;
d) The aircraft using any means at its disposal to attract
attention and make known its conditions (including
the activation of the appropriate SSR mode and code).
e) any station taking any means at its disposal to assist
an aircraft in distress;
f) Any variation on the elements listed, when the
transmitting station is not itself in distress, provided
that such circumstances is clearly stated in the
distress message.
Note 2: The station addressed will normally be that station
communicating with the aircraft or in whose area of
responsibility the aircraft is operating.
B) ACTION BY THE STATION ADDRESSED OR FIRST

STATION ACKNOWLEDGING THE DISTRESS MESSAGE
The station addressed by aircraft in distress, or first station
acknowledging the distress message, shall;
a) immediately acknowledge the distress message;
b) take control of the communications or specifically and
clearly transfer that responsibility, advising the aircraft if
a transfer is made;
c) take immediate action to ensure that all necessary
information is made available, as soon as possible, to:
i) the ATS unit concerned;
ii) the aircraft operating agency concerned, or its
representative, in accordance with pre-established
arrangements;
Page 5 -9
PART - A Chapter 5
Note: The requirement to inform the aircraft operating
agency concerned does not have priority over any other
action which involves the safety of the flight in distress, or of
any other flight in the area, or which might affect the
progress of expected flights in the area.
d) warn other stations, as appropriate, in order to prevent
the transfer of traffic to the frequency of the distress
communication.
C) IMPOSITION OF SILENCE
The station in distress, or the station in control of distress
traffic, shall be permitted to impose silence, either on all
stations of the mobile service in the area or on any station
which interferes with the distress traffic. I t shall address
these instructions “to all stations”, or to one station only,
according to circumstances. I n either case, it shall use:
- STOP TRANSMI TTI NG;

- the radiotelephony distress signals MAYDAY.
The use of the above signals shall be reserved for the
aircraft station in distress and for the station controlling the
distress traffic.
D) ACTION BY ALL OTHER STATIONS

The distress communications have absolute priority over all
other communications, and a station aware of them shall not
transmit on the frequency concerned, unless :
a) the distress is cancelled or the distress traffic is
terminated.
b) all distress traffic has been transferred to other
frequencies;
c) the station controlling communications gives permission;
d) it has itself to render assistance.
Any station which has knowledge of distress traffic, and

which cannot itself assist the station in distress, shall
nevertheless continue listening to such traffic until it is
evident that assistance is being provided.
Page 5 -10
PART - A Chapter 5
E) TERMINATION OF DISTRESS COMMUNICATIONS
AND OF SILENCE
When an aircraft is no longer in distress, it shall transmit a
message cancelling the distress condition.
When the station which has controlled the distress

communication traffic becomes aware that the distress
condition is ended, it shall take immediate action to ensure
that this information is made available, as soon as possible,
to:
arrangements.
The distress communication and silence conditions shall be

terminated by transmitted a message, including the words
“DISTRESS TRAFFIC ENDED”, on the frequency o r
frequencies being used for the distress traffic. This message
shall be originated only by the station controlling the
communications when, after the reception of the message
prescribed above, it is authorized to do so by the appropriate
authority.
5.1.5 RADIOTELEPHONY URGENCY COMMUNICATIONS
A) ACTION BY THE AIRCRAFT REPORTING AN

URGENCY CONDITION
I n addition to being preceded by the radiotelephony urgency
signal PAN PAN, preferably spoken three times and each
word of the group pronounced as the Fr ench word “pan”,
the urgency message to be sent by an aircraft reporting an
urgency condition shall:
a) be on the air-ground frequency in use at the time;
b) consist of as many as required of the following elements
spoken distinctly and, if possible, in the following order;
i) the name of the station addressed;
ii) the identification of the aircraft;
iii) the nature of the urgency condition;
iv) the intention of the person in command;
Page 5 -11
PART - A Chapter 5
v) present position, level (i.e. flight level, altitude, etc.
as appropriate) and headings;
vi) any other useful information.
Note 1: The foregoing provisions of para A are not intended

to prevent an aircraft broadcasting an urgency message, if
time and circumstances make this course preferable.
Note 2: The station addressed will normally be that station

communicating with the aircraft or in whose area of
responsibility the aircraft is operating.
B) ACTION BY THE STATION ADDRESSED OR FIRST

STATION ACKNOWLEDGING THE URGENCY MESSAGE
The station addressed by an aircraft reporting an urgency
condition, or first station acknowledging the urgency
message, shall:
a) acknowledge the urgency message
b) the immediate action to ensure that all necessary

information is made available, as soon as possible, to:
arrangements;
Note: The requirement to inform the aircraft operating
agency concerned does not have priority over any other
action which involves the safety of the flight in distress,
or of any other flight in the area, or which might affect
the progress of expected flights in the area.
c) if necessary, exercise control of communications.
C) ACTION BY ALL OTHER STATIONS

The urgency communications have priority over all other
communications, except distress, and all stations shall take
care not to interfere with the transmission of urgency traffic.
Page 5 -12
PART - A Chapter 5
D) ACTION BY AN AIRCRAFT USED FOR MEDICAL
TRANSPORTS
The use of the signal described below shall indicate that the
message which follows concerns a protected medical
transport pursuant to the 1949 Geneva Conventions and
Additional Protocols.
For the purpose of announcing and identifying aircraft used
for medical transports, a transmission of the radiotelephony
urgency signal PAN PAN, preferably spoken three times, and
each word of the group pronounced as the French word
“panne”, shall be followed by the radiotelephony signal for
medical transports MAY-DEE-CAL, pronounced as in the
French “medical”. The use of the signals described abo ve
indicates that the message which follows concerns a
protected medical transport. The message shall convey the
following data:
a) the call sign or other recognised means of identification

of the medical transports;
b) position of the medical transports;
c) number and type of medical transports;
d) intended route;
e) estimated time en-route and of departure and arrival, as
appropriate; and
f) any other information such as flight altitude, radio
frequencies guarded, languages used, and secondary
surveillance radar modes and codes.
E) ACTION BY THE STATION ADDRESSED OR BY

OTHER STATIONS RECEIVING A MEDICAL
TRANSPORTS MESSAGE
The provisions of Paras B) and C) shall apply as appropriate
to stations receiving a medical transports message.
Page 5 -13
PART - A Chapter 5
5.1.6 COMMUNICATION
5.1.6.1 INTRODUCTION
All aircraft required to be operated in accordance with
VFR/ I FR conditions shall be provided with communication
equipments which are capable of conducting two-way
communication at all times with those aeronautical stations
and on those frequencies as prescribed by the appropriate
authority. The communication equipment so provided shall
be of a type approved by the Airworthiness Authority of the
country of manufacture of aircraft and acceptable to
Director General of Civil Aviation.
5.1.6.2 TIME SYSTEM

Coordinated Universal Time (UTC) shall be used by all
stations in the aeronautical communication service. Midnight
shall be designated as 2400 for the end of the day and 0000
for the beginning of the day.
A date-time group shall consist of 6 figures, the first two

figures representing the date of the month and the last four
figures the hours and the minutes in UTC.
When transmitting time, only the minutes and the hour

should normally be required. Each digit should be
pronounced separately. However, the hour shall be included
when any possibility of confusion is likely to result.
5.1.6.3 LANGUAGE TO BE USED

The Company has designated English as the common
language for use by all flight crew members for
communication:
i) on the flight deck during line operations:
ii) between the flight crew and cabin crew during
line operations
iii) during flight crew training and evaluation
activities.
5.1.6.4 RT OPERATING TECHNIQUE

English shall be used as the universal language in
radiotelephony.
Page 5 -14
PART - A Chapter 5
BEFORE TRANSMISSION observe the following points:
- Check selection of correct frequency
- Listen before transmitting
- Know what you are going to say before you are
going to transmit.
DURING TRANSMISSION observe the following points:

- A short pause might be necessary after pressing the
mike button to ensure that the first word is
transmitted.
- Do not shout, maintain a normal voice level.
- Speak distinctly and at a moderate rate.
- Always use standard I CAO phraseology, and be
brief.
- Be alert for stuck mike buttons. I f suspected it
might he necessary to select intercom or unplug the
mike. Leave Radios ‘On’ intercom/Off’ when leaving
the aircraft.
- DURI NG RECEPTI ON ensure that the transmissions
are intended for you. When in doubt ask the station
to clarify or “say again”. If necessary use phonetic
alphabet’s to spell out words.
5.1.6.5 RT DISCIPLINE
All Flight Crew operating the R.T. shall maintain strict R.T.
discipline. All aircraft should use VHF 128.95 MHZ, for
communication between aircraft. Normal ATC frequencies
shall not be congested by irrelevant/ non operational
communications.
5.1.6.6 TESTS
For test transmission the word “RADIO CHECK” shall be
used. I n the reply to a test transmission the following
numbers will be used to indicate the readability of the test
transmission:
1. Unreadable
2. Readable now and then
3. Readable but with difficulty
4. Readable
5. Perfectly readable
Page 5 -15
PART - A Chapter 5
5.1.6.7 USE OF ABBREVIATIONS AND CODES
Abbreviations and codes shall be used in the international
aeronautical telecommunication service whenever they are
appropriate and shorten or otherwise facilitate
communication.
5.1.6.8 PRIORITY OF MESSAGES

The following is the priority of messages to be
communicated to ATC/ Company:
a) Distress messages
b) Urgency messages
c) Other messages concerning known or suspected
emergency and radio communication failure
messages
d) Movement and control messages
e) Flight I nformation messages
5.1.6.9 COMMUNICATIONS — COMPANY/RADIO

The nature of flight operations is such that an essential part
of effective operational supervision is a reliable company
communications network.
I n order to provide upto date information concerning

movement and serviceability of aircraft, radio frequencies
have been designated for the Company’s use.
5.1.6.9.1 INFORMATION NORMALLY REQUIRED

- Arrival/ Departure messages
- Delay messages
- Serviceability of aircraft and “Men/Material”
requirement
- Requirements of passengers and crew due
unavoidable deviation from normal schedules.
- Operational status of facilities essential for safety or
regularity of aircraft operation.
- Non-routine landing made by aircraft
- Meteorological information.
Page 5 -16
PART - A Chapter 5
5.1.7 COMMUNICATION FOR OPERATIONAL SUPERVISION
As an effective operational supervision, our Flight
Operations is well connected with the fastest means of
communication facilities such as telex, telephone, fax,
Company VHF/ HF, SSB, SELCAL, ACARS/ SATCOM.
5.1.7.1 VHF, HF/SSB COMPANY COMMUNICATION

Use of Company frequencies for non-operational/ personal
messages is a violation of Govt. regulations. All personnel
shall desist from using Company HF/ SSB, VHF Channels for
personal communications.
Company Radio frequencies are monitored from outside by
Govt. sources. All personnel operating on Company R/ T
should bear this in mind when reporting unusual
occurrences.
VHF
I. Air to Ground/ 130.70 MHz (NB) AND
Ground to Air 131.9(WB)
II. Air to Air 128.95 MHZ
HF/SSB(NB)
I. Air to Ground 3001.0 KHz } Night 2331-0730 I ST
Ground to air 4657.0 KHz } Night 1931-2330 I ST
8840.0 KHz } Day 0731-0930 I ST
11357.0 KHz} Day 0931-1930 I ST
II. Ground to Ground 2831.5 KHz } Night

10223.5 KHz) Day
III. Confidential 11321.0 KHz } Day 0800-2000 I ST

(Despatch Aircraft) 2917.0 KHZ } Night 2000-0860 I ST
HF/SSB (WB)
Air to Ground 10072.0 KHz } 24 HOUR
Ground to air 8930.0 KHz } 24 HOUR
13357.0 KHz } Day 0800-2000 I ST
6637.0 KHz} Night 2000-0800 I ST
Page 5 -17
PART - A Chapter 5
5.1.7.1.1 COMPANY PROCEDURE
GENERAL
- All Ground to Ground communications between A
stations shall be on the appropriate ground
frequency. Only messages effecting safety and
operation of aircraft are to be transmitted on the
Air/ Ground frequency to other Ground stations.
- All Air to Ground Company communication on VHF
shall be on 130.7/ 131.9 MHZ.
- All Air to Ground Company communication on HF-
SSB shall be on the appropriate frequency.
- All Air to Air communication between aircraft shall
be on 128.95 MHZ.
AIRCRAFT PROCEDURE
Departure
- All aircraft shall transmit ATD, Airborne time, and
ETA to t he destination station and the regional
Flight Dispatch..
Arrival
- All aircraft shall inform the concerned station ETA,
transit load, fuel requirements, aircraft serviceability
and any other relevant information.
GROUND STATIONS
- All ground stations shall promptly reply to any
aircraft call
- Ground station shall ensure availability of latest
METARs, changes in status of any airfield, radio and
NAV AI D facility.
- Ground Stations shall maintain a log of radio
communication.
R.T. CALL SIGN

The R.T. I dentification allotted by I CAO to company is AI R
I NDI A. For all training, non-scheduled/ ferry flights etc. the
call sign shall be AI R I NDI A followed by the last two letters
of the aircraft registration e.g. AI R I NDI A-PAPA BRAVO.
Page 5 -18
PART - A Chapter 5
SELCAL PROCEDURES
SELCAL is utilized by suitably equipped stations for ground to
air selective calling on en-route HF radio channels.
The SELCAL code shall be included in the flight plan

submitted to the appropriate air traffic services unit.
The aircraft shall ensure that the HF aeronautical station has

the correct SELCAL code information by establishing
communications temporarily with the HF aeronautical station
while still within VHF coverage.
A SELCAL function check shall be performed whenever

deemed necessary after refueling has been completed.
Should the SELCAL check reveal that either the ground or

airborne SELCAL installation is inoperative, the aircraft shall
maintain a continuous listening watch on its subsequent
portion of flight until SELCAL again becomes available.
The aircraft shall ensure that the aeronautical stations

concerned with its flight are immediately made aware of any
malfunctioning of its SELCAL installation and that voice
calling is necessary.
5.1.8 SELCAL CODES

Designated name of aeroplane (as applicable), registration
number and SELCAL codes are allotted to our aircraft .
5.1.9 LISTENING WATCH ON COMPANY FREQUENCY

All aircraft shall maintain listening watch while on ground on
VHF 130.7/ 131.9 MHZ at stations where the frequency is
provided.
All ground stations shall maintain a listening watch on the

appropriate HF-SSB/ VHF frequency.
Central Co-ordination Cell/ I OCC shall maintain a listening

watch on the company confidential frequency which shall be
used only in case of Emergencies, Hijacking, Bomb threats
and any other urgent and confidential communication. Other
Page 5 -19
PART - A Chapter 5
ground stations are prohibited from using this frequency
unless specifically required to act as “relay”.
5.1.10 RECORD OF COMMUNICATIONS
A telecommunication log, written, or automatic shall be
maintained in each station having facilities of the
aeronautical telecommunication. I f an aircraft station is
using radiotelephony in direct communication with an
aeronautical station, it need not maintain a
telecommunication log.
When a record is maintained in an aircraft station, either in

a radiotelephone log or elsewhere, concerning a distress
communications such a record should be associated with
information concerning the time and the position, and
altitude of the aircraft.
Telecommunication logs, written or automatic, shall be

retained for a period of at least thirty days.
5.1.11 FLIGHT FOLLOWING / FLIGHT TRACKING

M/ s SI TA is the service provider for SATCOM voice/ data and
VHF data communication. A trial communication software
AI RCOM has been installed at DI T and a client version of
the software has been loaded in the Duty Manager and
Regional Manager-Flt Despatch office at CSI A Mumbai.
The B777, B747, B787, A330, A321 and A319 aircraft are
equipped with SATCOM and ACARS.
With regard to other aircraft, which are not fitted with

ACARS, the flight following is done by the aircraft position
based on Flight Plan and EET.
The AI RCOM server sub-application called aircraft situation

display (ASD) provides the aircraft position display on a
worldwide map. The AI RCOM application typically provides
a means to communicate with the aircraft and also to
receive the messages sent from the aircraft.
a) The process of flight following for ACARS

equipped aircraft is as follows:
Page 5 -20
PART - A Chapter 5
To determine the phase of the flight, ACARS equipped
aircraft sends out four messages which represents state of
the aircraft and are identified as OOOI state. These states
represent the real world situation and a typical flight phase
starts when the aircraft is at the bay followed by pushback /
taxi out, take-off, touch down and into gate. These states
are in ACARS terminology identified as OUT, OFF, ON and
I N.
On receipt of OUT and OFF report, the aircraft position is

displayed on the map and for B777/ B787 with the OFF
report generated, a message is sent to the aircraft to
automatically send a position report every 15 minutes. On
B747-400, this should to be done through a manual query by
sending a manual position report request by the Despatcher
or by the person who is monitoring/ tracking the flights.
b) The process of flight following for aircraft not

equipped ACARS is as follows A330/A320/A321/
A319);
For those aircraft which are not equipped with ACARS, the
flight plan route data including lat/ longs and waypoints are
sent through a specific request from EDS which is stored in
the AI RCOM server. This will get activated when once the
aircraft movement message is received by the AI RCOM
server. Hence, the position of the aircraft is displayed based
on the flight plan data. The aircraft route as per the flight
plan will be displayed on the ASD.
A detailed instruction for Flight Despatchers with regard to
flight following, use of AI RCOM server application has been
issued.
5.1.12 DATA LINK COMMUNICATION

AIR INDIA is authorized for the use of CPDLC for
B777 / B744/B787
Future Air Navigation Systems (FANS) is an advanced system
of Communication, Navigation, Surveillance, Air Traffic
Management (CNS/ ATM) utilizing data link and satellite
communications, navigation and surveillance systems, taking
into account validated operational experience with modern
technology.
Page 5 -21
PART - A Chapter 5
5.1.12.1 CNS / ATM Global Concept
FANS uses satellites not only for navigation but also for
communication and traffic control.
FANS is also called CNS / ATM (i.e. C : Communication, N :
Navigation, S : Surveillance and ATM : Air Traffic
Management).
The air/ ground data communications can be made through
the three following communication media :
– VHF
– SATCOM
– HF (AOC datalink only)
5.1.12.2 Communications
One of the key features of the CNS based ATM system is the
availability of two-way data communications between the
aircraft and the ATC system. The vailable
of communication between ground and air are VHF voice,
HF voice, Controller Pilot Data Link Communications (CPDLC)
and satellite voice. CPDLC is a means of communications
between controller and pilot using data link for ATC
communications.
5.1.12.3 Navigation
The level of aircraft navigation capability required for FANS
varies for the specific route and/ or airspace but RNP 4
accuracy is the most common standard.
5.1.12.4 Surveillance
I n the FANS environment, surveillance is also provided by
Automatic Dependent Surveillance (ADS). ADS allows an
aircraft to send flight identification, position, predicted route
and weather data addressed to a specific ATS unit at
specified intervals, or on the occurrence of a specific event
at the request of the ATS unit. I t can replace voice position
reporting in specific areas.
5.1.12.5 Aircraft Setting

Data communication are ensured by Data link service
provider(s) between the concerned aircraft and the following
entities :
ATC (Air Traffic Control) Centres.
Page 5 -22
PART - A Chapter 5
– I nformation services.
– Airline Operations Centres.
– Or part of them in function of the operated area or the
required services.
5.1.12.6 Operational Documentation

The FCOM provides information to the flight crew to
operate FANS.
5.1.12.7 DATA LINK MESSAGES

Full automated flight monitoring system is in place for all
types of aircraft which are equipped with ACARS.
All ACARS data link messages from aircraft to ground

stations and from ground stations to aircraft are received
and recorded in the SI TA AI RCOM Server, which are
installed in Air I ndia, DI T data-center.
The data storage in AI RCOM Servers is being done as RAI D

(Redundant Array of I ndependent Disks) mode storage
technology that provides increased reliability and
redundancy. The multiple hard-disks replicate data among
multiple physical drives for achieving reliability and
redundancy (backup) feature.
Despite, the reliable data storage with redundancy, the
data is also backed-up on CD medium on a monthly basis.
Event log: The event log (the events logged by the server
and the clients about everything with the system,
communications, traffic, configuration and security) are
stored for 30 days in the online database.
Traffic log: The traffic log (all messages sent and received
by AI RCOM Server), are stored for 30 days in the online
database. After 30 days, Traffic log messages are moved to
historic database, which is currently maintained for five
years.
Page 5 -23
PART - A Chapter 5
5.1.13 STANDARD PHRASEOLOGY
General Procedures
Introduction
Radiotelephony provides the means by which pilots and
ground personnel communicate with each other. Used
properly, the information and instructions transmitted are of
vital importance in assisting in the safe and expeditious
operation of aircraft. However, the use of non-standard
procedures and phraseology can cause misunderstanding.
I ncidents and accidents have occurred in which a
contributing factor has been the misunderstanding caused
by the use of non-standard phraseology. The importance
of using correct and precise standard phraseology
cannot be over-emphasized.
Transmitting Technique
The following transmitting techniques will assist in ensuring
that transmitted speech is clearly and satisfactorily received.
a) Before transmitting check that the receiver volume is set
at the optimum level and listen out on the frequency to
be used to ensure that there will be no interference with
a transmission from another station.
b) Be familiar with microphone operating techniques and
do not turn your head away from it whilst talking or vary
the distance between it and your mouth. Severe
distortion of speech may arise from:
i) talking too close to the microphone
ii) touching the microphone with the lips
iii) holding the microphone or boom (of a combined
headset / microphone system).
c) Use a normal conversation tone, speak clearly and
distinctly.
d) Maintain an even rate of speech not exceeding 100
words per minute. When it is known that elements of
the message will be written down by the recipients,
speak at a slightly slower rate.
e) Maintain the speaking volume at a constant level.
f) A slight pause before and after numbers will assist in
making them easier to understand.
g) Avoid using hesit ation sounds such as ‘er’.
Page 5 -24
PART - A Chapter 5
h) Depress the transmit switch fully before speaking and
do not release it until the message is complete. This will
ensure that the entire message is transmitted. However,
do not depress transmit switch until ready to speak.
i) Be aware that the mother tongue of the person
receiving the message may not be English. Therefore,
speak clearly and use standard radiotelephony (RTF)
words and phrases wherever possible.
One of the most irritating and potentially dangerous

situations in radiotelephony is a ‘stuck’ microphone button.
Operators should always ensure that the button is released
after a transmission and the microphone placed in an
appropriate place that will ensure that it will not
inadvertently be switched on.
After a call has been made, a period of at least 10 seconds

should elapse before a second call is made. This should
eliminate unnecessary transmissions while the receiving
station is getting ready to reply to the initial call.
Transmission of Letters
The words in the table below shall be used when individual
letters are required to be transmitted. The syllables to be
emphasized are underlined.
Page 5 -25
PART - A Chapter 5
Page 5 -26
PART - A Chapter 5
Transmission of Numbers
The syllables to be emphasized are underlined.
Numbers, shall be transmitted by pronouncing each digit

separately as follows:
a) When transmitting messages containing aircraft call signs,
altimeter settings, flight levels (with the exception of FL 100,
200, 300 etc. which are expressed at ‘Flight Level (number)
HUN DRED’), headings, wind speeds/directions, pre ssure
settings, transponder codes and frequencies, each digit shall
be transmitted separately; examples of this convention are
as follows:
Page 5 -27
PART - A Chapter 5
Number Transmitted as Pronounced as

b) All numbers used in the transmission of altitude, height,
cloud height, visibility and runway visual range information
which contain whole hundreds and whole thousands shall be
transmitted by pronouncing each digit in the number of
hundreds or thousands followed by the word HUNDRED or
TOUSAND as appropriate. Combinations of thousands and
whole hundreds shall be transmitted by pronouncing each
digit in the number of thousands followed by the word
THOUSAND and the number of hundreds followed by the
word HUNDRED; examples of this convention are as follows:
Numbers containing a decimal point shall be transmitted as

prescribed in 4.1 with the decimal point in appropriate
sequence being indicated by the word decimal.
Page 5 -28
PART - A Chapter 5
NOTE: Only the first five figures are used when identifying
frequencies separated by 25 kHz. See Chapter 9 for
phraseology for operations in 8.33 kHz environments.
When it is necessary to verify the accurate reception of

numbers the person transmitting the message shall request
the person receiving the message to read back the numbers.
Transmission of Time
When transmitting time, only the minutes of the hour are

normally required. However, the hour should be included if
there is any possibility of confusion. Time checks shall be
given to the nearest minute. Co-ordinated Universal Time
(UTC) is to be used at all times, unless specified. 2400 hours
designates midnight, the end of the day, and 0000 hours
the beginning of the day.
Page 5 -29
PART - A Chapter 5
 Standard Words and Phrases

The following words and phrases shall be used in
radiotelephony communications as appropriate and shall
have the meaning given below:
Page 5 -30
PART - A Chapter 5
* Not normally used in U/ VHF Communications.

* * Not used by Air/ Ground Communication Service
Operators (c/s “Radio”).
‡ Not used by Air/Ground Communication Service Operators

(c/s “Radio”) or Flight Information Service Officers (c/ s
“Information”).
Page 5 -31
PART - A Chapter 5
Call signs for Aeronautical Stations
Aeronautical stations are identified by the name of the
location followed by a suffix except that the name of the
rig/ platform/ vessel is normally used by offshore mineral
extraction agencies. The suffix indicates the type of service
being provided.
Page 5 -32
PART - A Chapter 5
5.1.14 Automatic Dependent Surveillance-Broadcast
(ADS-B)Operations
ADS-B provides air traffic control (ATC) with a means of
surveillance in designated airspace, which allows application of
reduced separation standards for more efficient use of the
airspace. Currently, ADS-B provides surveillance coverage in
several regions of the world, including portions of Australia,
Canada, and in the Asia-Pacific region. Additional I nternational
Civil Aviation Organization (I CAO) regions and Member States
are expected to implement ADS-B in their airspace and/ or on
specific airways and routes in the future.
5.1.14.1 ADS-B SYSTEM DESCRIPTION

ADS-B System Architecture.
The ADS-B system architect ure is composed of aircraft avionics
and a ground infrastructure. Onboard avionics determine the
position of the aircraft, typically by using the Global Navigation
Satellite Systems (GNSS) and transmitting this and additional
information about the aircraft to ground stations for use by
ATC; to ADS-B equipped aircraft; and to other aviation service
providers.
5.1.14.2 ADS-B Operating Frequencies.

The ADS-B system operates on two frequencies: 1090 or 978
megahertz (MHz).
• 1090 MHz Frequency. The 1090 MHz frequency is
associated with current Mode A, C, and S transponder
operations. ADS-B information is included in Mode S
transponders’ Extended Squitter (ES) transmit messages, and
referred to as 1090ES in this OC.
• 978 MHz Frequency. ADS-B equipment operating on 978
MHz are referred to as Universal Access Transceivers (UAT) .
5.1.14.3 ADS-B Avionics Operating Modes.

ADS-B avionics can have the ability to both transmit and receive
information
ADS-B OUT. The transmission of ADS-B information from
aircraft is known as ADS-B OUT.
• ADS-B IN. The receipt of ADS-B information by an aircraft is
known as ADS-B I N.
Page 5 -33
PART - A Chapter 5
5.1.14.4 OPERATING PROCEDURES
For Operating Procedure, Refer respective aircraft FCOM
5.1.14.5 OPERATIONAL AUTHORIZATION TO CONDUCT

ADS-B OPERATIONS
For Operational Authorization to conduct ADS-B Operations,
Refer AOP
5.1.14.6 Pilot Training.

Pilots conducting operations under this authorization must be
trained in the use and limitations of the installed ADS-B system,
unless one of the crewmembers is an ADS-B-trained trainer, as
appropriate. For training details refer Operation Manual Part -D
5.1.14.7 Dispatcher/ Flight Follower Training.

Dispatcher/ Flight Follower must be trained in the use of ADS -B.
For training details refer Operation Manual Part -D.
Page 5 -34
PART - A Chapter 5
5.1.15 Use of Data Link Communication
5.1.15.1 DEFINITIONS
Air Traffic Data Link Service. A data communication capability

comprising
air/ ground and ground/ ground data network services, specified data
link message sets and protocols, aircraft equipment, ATS Facility
equipment, and operational
procedures intended to provide primary or supplemental ATS
communications.
Special Data Link Event. For the purpose of this OC, a special
data link event is one or more of the following occurrences or
situations related to data link:
(a) I n-flight traffic conflicts or potential conflicts as determined by a
flight crew member in which use of a data link service is suspected
to be contributing cause.
(b) Near mid-air collisions (NMAC) or Air Proximity situations in
which the use of a data link service is suspected to be a contributing
cause.
(c) Data link system performance below that of normal operation or
required by the operational procedure (e.g., RCP 240).
(d) ATC operational error involving the use of data link associated
with a data link procedure or operation.
(e) Other occurrences or situations in which use of a data link
service is suspected to compromise continued operational safety.
Loss of standard ATC separation resulting from a procedure or
maneuver where a data link transaction, failure, or unmonitored
error is suspected to be a factor.
(f) Use of the data link service that caused excessive crew workload.
(g) A data link service that provides reasonable information but is
subsequently verified to be erroneous.
(h) An excursion of 500 feet or more from an assigned flight
level/ altitude, or a lateral/ longitudinal deviation exceeding ATS
minimum separation criteria in which use of a data link service is
suspected to be a contributing cause.
Data Link Service Academic Training. Training that exclusively

addresses knowledge requirements (rather than skills), and is usually
related to achieving satisfactory knowledge of data link service
Page 5 -35
PART - A Chapter 5
concepts, RCP types, systems, limitations, or procedures. The
academic training on data link services is generally accomplished
using a combination of classroom methods (stand up instruction,
slide/ tapes, computer-based training (CBT), tutorial, etc.), flight
manual information, bulletins, or self-study.
Data Link Service Use Training. This is training that addresses all
of the skills related to the operational use of data link services
including knowledge and skills needed to receive information
provided by data link services, and appropriately accept, reject,
cancel, or defer a response to that information. I n addition, this
training includes the knowledge and skills needed to load, store,
formulate, andrequest information from the data link service.
Data Link System. The different systems include ATN-Baseline 1, a

digital system and FANS-1A, which is basically an analog based
system. At the present time the digital operation is known as VDL-
Mode 2 system. The analog operation is known as the VDL-Mode
0/ A. The FANS 1/ A system uses both digital and analog components.
The data link applications are digital and binary encoded, and then
processed by the ACARS convergence function (ACF) for
transmission over a character-oriented network.
5.1.15.2 RCP CONCEPT.
5.1.15.2.1 The RCP Concept.
The concept of RCP relates to the communications component of the

Communication, Navigation, and Surveillance / Air Traffic System
Management (CNS/ ATM) framework, and complements Required
Navigation Performance (RNP) and Required Surveillance
Performance (RSP). I n general, the
requirements for operation in a defined airspace, or performance of
a defined procedure, include elements of CNS functionality and
performance, as well as ATM functionality and performance. The
guidance provided in this OC regarding
RCP is consistent with I CAO Doc 9869, Manual on RCP. RCP is a
statement of the performance requirements for operational
communication in support of specific ATM functions. The RCP is
determined by cognizant authorities in consideration of air traffic
operations, target levels of safety, separation assurance, AFS and
Page 5 -36
PART - A Chapter 5
functional hazard analysis associated with the airspace, operation or
procedure. Thus, RCP is operationally derived and not based on any
specific technology, or combination of technologies, that may be
utilized for communications. The performance of a communications
is generally accepted as comprising communication transaction time,
integrity, continuity, and availability.
5.1.15.2.2 RCP Type.
An RCP type is a label (e.g., RCP 240) that represents the values
assigned to RCP parameters for communication transaction time,
continuity, availability and integrity.
Communication transaction time. The maximum time for the

completion of the operational communication transaction after which
the initiator should revert to an alternative procedure.
Continuity. The probability that an operational communication

transaction can be completed within the communication transaction
time.
Availability. The probability that an operational communication

transaction can be initiated when needed.
Integrity. The probability of one or more undetected errors in a

completed communication transaction.
5.1.15.2.3 RCP Type Allocation.
RCP type allocation is the process of apportioning the various RCP

type values to the various parts of the system. The results of this
process are RCP type allocations that are used to:
-฀Assess viability of different technologies to meeting operational
requirements;
-Approve the provision of air traffic services supported by
communication systems;
-Determine when to initiate contingency procedures;
-Design, implement and qualify communication services;
-Design, implement, qualify and approve aircraft type designs;
-Approve aircraft operators for RCP operations when required; and
Page 5 -37
PART - A Chapter 5
-฀Operationally monitor, detect and resolve non -compliant
performance.
5.1.15.2.4 Performance-Based Communications.
Performance-based communications is based on one or more RCP

type(s) and their allocations, and any other functional and
performance criteria for the intended operation, for example:
-฀ Specific message set or phraseology and transaction types;
-I nteractive capability of voice communication;
-Air-ground integration capability of data communication;
-฀ Interoperability criteria for a data link system, including its sub -
networks; and
-฀ Procedures for non-compliant performance and contingency.
5.1.15.2.5 RCP Specifications.
An RCP specification provides the criteria for a particular RCP type,

its allocations, and any other specific criteria. RCP specifications can
be found in international standards and guidance material, such as
RTCA DO-306/ ED-122 as augmented by regional documentation.
5.1.15.2.6 Actual Communications Performance (ACP).
• ACP is the dynamic assessment of the actual operational

performance a communication system, with human performance and
technical performance included in the assessment. Human
performance considers such factors as training, procedures and
Human Machine I nteraction (HMI ). Technical performance comprises
the installed elements of communication performance operating
together and is
used to demonstrate that the technical part of the operational
communication system meets the intended function. ACP is assessed
in the same terms and parameters as an RCP type, its allocations
and other relevant operational criteria provided by an RCP
specification.
• Initially, for aircraft type design approval and ATS provider
approval, the expected communication performance is determined
based on validating any assumptions and demonstrating with
representative elements of the complete system that the aircraft’s or
Page 5 -38
PART - A Chapter 5
ATS unit’s actual performance complies with appropriate allocations
provided in the RCP specification.
• The results of these activities are provided as evidence of
compliance, which is used to qualify for the different types of
approvals.
5.1.15.3 AUTHORIZATION TO USE DATA LINK

COMMUNICATIONS IN FLIGHT OPERATIONS.
Refer AOP
5.1.15.4 FLIGHT CREW QUALIFICATION FOR USE OF DATA

LINK COMMUNICATIONS
For training details refer Operation Manual Part -D
5.1.15.5 DATA LINK COMMUNICATIONS OPERATIONAL USE.
5.1.15.5.1 General.
Pilot Training. Pilots conducting operations under this authorization

must be trained in the use of Data Link Communications. For training
details refer Operation Manual Part -D
Dispatcher/ Flight Follower Training.

Dispatcher/ Flight Follower must be trained in the use of Data Link
Communications. For training details refer Operation Manual Part -D.
5.1.15.5.2 Pilot Responsibilities.
Data link communications are intended to serve as either a primary

or supplementary communication means as designated for the
operations being conducted. For data link communications to work
as designed, prompt and correct
initiation response to data link advisories is important. Flight crews
using data link communications should respond in accordance with
the following guidelines:
• Prompt initiation of messages where needed.
Page 5 -39
PART - A Chapter 5
• Prompt response to messages where appropriate (e.g., RCP -240).
Appropriate crew coordination so that each crewmember receives
pertinent information needed.
• Appropriate retention of messages (archive) requiring lat er action
(printer copies of oceanic clearances etc.).
• Appropriate resolution of message uncertainty.
• Appropriate use of data link and voice, respectively, where
circumstances or operations dictate (e.g., voice for backup or
clarification of non-normal situations).
• If an ATC data link clearance contradicts a voice clearance, comply
with the voice clearance.
5.1.15.5.3 Data Link Communications Good Operating

Practices.
The following data link communications "good operating practices"

have been identified:
• To preclude unnecessary communication and possible interference
with ground facilities, data link communications should be used only
in conjunction with facilities specified for the route or procedure to
be flown. An example would be
as follows: data link communications with other than designated
ground facilities should be accomplished only as necessary to
support flight plan or flight operations requirements.
• Free text data link messages should use standard aeronautical
terminology, accepted abbreviations, and be written in English.
• When appropriate, verify data link communication functions prior
to departure.
5.1.15.5.4 Operator Responsibilities.
Operators have the following general responsibilities regarding data

link communications:
• Verify data link communications functionality for each environment
to be used and when new or modified components or software are
introduced.
• Assure follow up and evaluation of exceptional data link events.
• Periodically assess data link communications training, checking,
and maintenance programs to ensure their correctness, pertinence,
timeliness, and effectiveness.
Page 5 -40
PART - A Chapter 5
5.1.15.5.5 ATC Responsibilities.
The operator can expect ATC to adhere to the following procedures.

• Ensure that controllers do not knowingl y issue data link instructions
that are contrary to voice instructions when data link is being used.
• Be aware of pertinent data link communication program changes.
• Train ATC specialists about data link expected flight crew
responses to data link advisories.
• When requested by the flight crew, provide clarification or
confirmation of data link messages and assist in returning to the
assigned clearance, if appropriate. I ssue additional clearance
instructions when necessary.
• Advise pertinent DGCA offices via data link communications
questionnaires about airspace or airports where data link
communication problems occur. This facilitates initiation of corrective
actions related to data link communication enhancements,
procedures, and airspace adjustments.
• Advise DGCA of other hazardous conditions, situations, or events
which may be related to data link communications.
5.1.15.6 DATA LINK EVENT REPORTING.
5.1.15.6.1 General.
Operators and manufacturers are encouraged to develop procedures
to ensure effective identification, tracking, and follow up of data link-
related events, as appropriate. Such procedures should focus on
providing useful information to:
• Properly assess the importance of data link events.
• Follow up on information related to specific data link events as
necessary.
• Keep the industry and DGCA informed on the performance of data
link in I ndian airspace and international operations.
5.1.15.6.2 Pilot Reports.
• “Data Link-Specific" Reports. Pilots should make the following
reports for unusualdata link events, as necessary:
-Upon query from ATC, or after an inadvertent deviation from an
ATC clearance, make radio communications as appropriate to report
the event.
Page 5 -41
PART - A Chapter 5
- Reports, as specified by the operator, concerning data link
anomalies, procedural difficulties, or system failures typically are
made by pilots through one or more of the following methods:
i. Pilot/ observer questionnaire,
ii. Logbook entry,
iii. ACARS, etc, and
iv. Other record used by that operator (such as a "Captain's
Report").
• Other Reports Incidental to Data Link.
-Near Mid-Air Collision, Air Proximity Reports. Flight crews should
continue to submit Air Proximity reports in accordance with existing
policies and procedures.(Crews should be aware that there is no
requirement to submit an Air Proximity report solely due to a data
link event).
-Air Safety Reporting System Reports. reports may be filed at the
discretion of the flight crew.
-Operator/ Maintenance Department Reports. Operator maintenance
department personnel should make data link-related reports as
necessary. Submit reports of frequent or systematic data link
problems that may relate to system performance, manufacturers,
and/ or data link vendors to the Regional Office (Airworthiness
I nspector), as appropriate.
-Data Link Manufacturer Reports. Data link avionics manufacturers
report problems found with specific data link systems in accordance
with established Service Difficulty Report (SDR) procedures.
Page 5 -42
PART - A Chapter 6
MINIMUM FLIGHT I ssue 4 Rev 0 15Oct 2014
ALTITUDES
6.0 METHOD FOR DETERMINATION OF MINIMUM FLIGHT
ALTITUDES
I t is the Company Policy that the Pilot -in-Command will
ensure that the minimum flight altitude applicable for all
phases of flight is met.
For information and definition regarding Minimum flight
altitude such as Minimum Safety Altitude (MSA), Minimum
En-route Altitude (MEA), Minimum Obstruction Clearance
Altitude (MOCA), Minimum Off-Route Altitude (MORA)
Minimum Vectoring Altitude (MVA) are published in
Jeppesen Manual and every flight shall be planned to
operate at or above these stipulated altitudes.
Note1:- These minimum altitudes will be in compliance with

the respective state regulatory stipulation.
Note 2: -I n respect of airfields that are not covered by
Jeppesen manual, the above minimum flight altitudes shall
be as published by state or its designated authority.
All flights shall be planned to operate at or above the
stipulated Minimum altitudes on a published route when
operating or deviating from published routes.
6.1 DESCRIPTION OF METHOD FOR DETERMINATION

AND APPLICATION MINIMUM FLIGHT ALTITUDES
6.1.1 For operation on routes to be flown, where the minimum

flight altitude has not been determined and published by
Airports Authority of I ndia or by the responsible State in
which the route flown over lies, the Air I ndia while
establishing the minimum flight altitude for such routes shall
take into account the probable effects of the following
factors on the safety of operation:
a) Accuracy and reliability with which the position of the
aeroplane can be determined
b) The inaccuracies in the indications of the altimeters used.
c) The characteristics of the terrain e.g. sudden change in the
elevation
Page 6 -1
PART - A Chapter 6
ALTITUDES
d) The probability of encountering unfavorable meteorological
conditions e.g. Severe Turbulence, down draughts,
extreme cold temperature operations like Srinagar, Leh etc.
e) Possible inaccuracies in the aeronautical charts.
f) Airspace and altitude restrictions.
6.1.2 Where the minimum flight altitude is determined by the Air

I ndia for routes where such minimum flight altitudes are
NOT determined by Airports Authority of I ndia
or the responsible State in which the route to be flown over
lies, such minimum flight altitudes shall not be lower than as
prescribed below:
a) For I FR flights over high terrain or in mountainous
areas and at 7000 feet and above, at a level which is at
least 600 metres (2000 feet) above the highest obstacle
within 10 nm of the estimated position of the aircraft in
the route.
b) For I FR flights elsewhere than as specified in 6.1.2 (a)
at a level which is at least 450 metres (1500 feet)
above the highest obstacle located within 10 nm of the
estimated position of the aircraft in the route.
I n addition to the above, Air I ndia shall ensure that the

estimated position of the aircraft in the route takes into
account the navigational accuracy which can be achieved on
the relevant route segment having regard to the navigational
facilities available on the ground and in the aircraft.
All commercial flights shall be operated at or above specified

minimum altitudes as defined above, except in direct
connection with take-off, initial climb, approach and landing.
Also in case when an aircraft is being radar vectored the
radar vectoring altitude may be lower than the Grid MORA.
I n case of any doubt pilot must cross check with the radar
controller.
6.1.3 For VFR flights as specified in the Aircraft Rules 1937 in
Section 3, Schedule I V and CAR Section 9 , Series C, Part I ,
para VFR flights.
Page 6 -2
PART - A Chapter 6
ALTITUDES
6.2 MINIMUM HEIGHTS FOR COMMENCING A TURN
AFTER TAKE-OFF
The minimum height for commencing a turn after take-off
must not be less than 400 ft AGL.
6.3 NORMAL OPERATION

En-route I FR fights levels or altitudes should be higher than
the published Minimum En-route I FR Altitude (MEA)
indicated on en-route charts.
I f available and not limiting (e.g. restricted airspace), the

grid MORA may be used as minimum flight altitude.
These minimum altitudes shall not be violated along the
track with all engines operative unless a procedure has been
approved to cope with depressurization. During flight
preparation, the en-route minimum altitudes must be
established for all the route segments.
I t is Company policy to conduct all flight operations under

the I nstrument Flight Rules and all flights will be planned
and conducted at I FR minimum altitude.
6.4 ABNORMAL OPERATION

I t may be necessary to establish diversion procedure for
critical cases taking into account the topography along the
route and the requirements mentioned below (engine
failure, depressurization).
 Pressurization Failure:
For depressurization, it may be necessary to descent
below the en-route minimum altitude determined for
normal operation in order to cope with passenger
oxygen requirements (refer respective FCOM
/ FCTM/ QRH ). At any time, the aircraft gross
(actual) flight path must vertically clear all the
obstacles by 2000 ft.
 Engine Failure
For engine failure, the net flight path as defined in
the respective FCOM/ FCTM must be considered.
Page 6 -3
PART - A Chapter 6
ALTITUDES
6.5 MINIMUM FLIGHT ALTITUDE CORRECTIONS
I n order to determine the true altitude of the aircraft and
thus ensure adequate obstacle clearance, corrections have
to be applied when Outside Air Temperature and/ or
pressure differ from standard atmosphere.
6.5.1 CORRECTIONS FOR TEMPERATURE

The calculated minimum safe altitudes/ heights must be
corrected when the OAT is significantly lower than that
predicted by the standard atmosphere.
The correction has to be applied on the height above the

elevation of the altimeter setting source. The altimeter
setting source is generally the atmosphere pressure at an
airport, and the correction on the height above the airport
has to be applied on the indicated altitude.
Cold Temperature Altitude Corrections:
With respect to altitude corrections the following

procedures apply:
- I FR assigned altitudes may be either accepted or
refused. Refusal in this case is based upon the
pilot’s assessment of temperature effect on
obstacle clearance.
- When altitude corrections are applied to any
published procedure altitude, pilot shall advise
ATC how much of a correction is to be applied.
For these corrections refer to respective aircraft
FCOM.
6.6 ALTIMETER SETTING PROCEDURE

These procedures provide vertical separation from other
aircraft and, in conjunction with correct navigation
procedures ensure adequate terrain clearance during all
phases of flight.
Page 6 -4
PART - A Chapter 6
ALTITUDES
6.6.1 ALTIMETER SETTING REFERENCE DATUM
Three altimeter settings may be used as shown in the table
below. The indicated vertical distance above the selected
reference datum assumes I nternational Standard
Atmosphere conditions. Errors become significant at
extremely low temperatures.
Altimeter Reference Datum Altimeter

Setting Indication
Standard 1013.25 hPa. 29, 92 inch Flight level
QNH Local mean seal level Altitude
pressure
QFE Aerodrome (or threshold) Height above
Elevation Reference elevation
6.6.2 ALTIMETER SERVICEABILITY CHECKS

1) During cockpit preparation the pressure scales of all
altimeters shall be set to the actual QNH of the
aerodrome, they must read to be within the type specific
tolerances, including maximum allowable barometric
altimeter errors.
2) The altimeter indications thus obtained shall be observed
and checked against the elevation of the aerodrome at
the location of the aircraft.
3) When the altimeter does not indicate the reference
elevation or height exactly, but is within the tolerance
specified in the relevant aircraft type FCOM, no
adjustment of this indication shall be made at any stage
of the flight.
4) After each setting of altimeters the readings on the flight
deck shall be compared. This shall include the standby
and metric (if installed) altimeters when these are used.
5) I f an altimeter indication is not within the specified
tolerance follow the procedure outline in the respective
aircraft FCOM or MEL.
6) All aircraft of Air I ndia are installed with Altimeters which
are meeting the requirements of RVSM limitations.
Page 6 -5
PART - A Chapter 6
ALTITUDES
Page 6 -6
PART - A Chapter 7
AERODROME OPERATING I ssue 4 Rev 0 15 Oct 2014
MINIMA
7.0 METHOD FOR THE DETERMINATION OF AERODROME
OPERATING MINIMA.
DGCA CAR Section 8, Series C, Part I Rev. 5, dated 3rd Jun’14
lays down the All Weather Operations policies, method of
computing AOM and the procedure of obtaining its approval.
Computation of AOM is based on above CAR and I CAO Doc

9365-AN/ 910 3rd edition. Currently two different presentations of
AOM are in practice for Boeing fleet and Airbus fleet.
Method For The Determination Of Aerodrome Operating Minima

involves two steps, first calculate DH/ MDH then calculate
Visibility / RVR.
7.1 DETERMINATION OF AERODROME OPERATING MINIMA.
7.1.1 Step 1: Calculation of Normal DH/MDH:

A) Calculation of Normal DH
While calculating Decision height (DH), it must be ensured
that the decision height to be used for an approach is not
lower than ) the minimum height to which the approach aid
can be used without the required visual reference;
i) Note OCH for the I nstrument Approach Procedure as

notified by AAI / state or its designated authority.
ii) Note the OCH for the category of aeroplane;
iii) Note 200 ft for Category I approach operations;
iv) ) Note the lowest decision height specified in the
Aeroplane Flight Manual (AFM) or equivalent document.
Take whichever is higher.
B)Calculation of Normal DH/MDH:

(i) Note the OCH for the category of aeroplane.
(ii)Note the system minimum from the
Table 1.
(iii) Note the minimum descent height specified in the
Aeroplane Flight Manual (AFM) if stated.
Take whichever is higher.
Page 7 -1
PART - A Chapter 7
MINIMA
Table 1- System Minima vs Instrument Approach Procedures
Lowest DH /
I nstrument Approach Procedure
MDH
I LS/ MLS/ GLS CAT I 200 ft 1
RNAV with approved vertical guidance 200 ft
Localizer with or without DME 250 ft
SRA (terminating at ½ NM) 250 ft
SRA (terminating at 1 NM) 300 ft
SRA (terminating at 2 NM or more) 350 ft
RNAV without approved vertical 300 ft
guidance
VOR 300 ft
VOR/ DME 250 ft
NDB 350 ft
NDB/ DME 300 ft
VDF 350 ft
Note 1.-200 ft is the lowest authorized DH for Category I operation

unless an equivalent level of safety can be achieved through use of
additional procedural or operational requirements.
Note 2. - A lowest DH of 200 ft for RNAV with approved vertical
guidance approaches shall only be used if full SBAS capability is
available. Otherwise a DH of 250 ft is required.
7.1.2 Step 2: Determination of RVR/CMV/Visibility minima

for Category 1, APV and non-precision approaches.
i) Determine whether Basic, I ntermediate or Full facilities
are available
ii) Calculate Visibility/ RVR V/ s MDH as given in table -2 and
table - 3. The minimum RVR/ CMV/ Visibility shall be the
highest of the values derived from Table 2 or Table 3,
but not greater than the maximum values shown in
Table 3 where applicable. The values in Table 2 are
derived from the formula below with the length of the
approach lighting system taken into account as part of
the formula for derivation of RVR;
Required RVR/ Visibility (m) = [ (DH/ MDH (ft) x 0.3048) /

tanα] - length of approach lights (m);
Page 7 -2
PART - A Chapter 7
MINIMA
where α is the calculation angle, being a default value of

3.00° increasing in steps of 0.10° for each line in Table 3 up
to 3.77° and then remaining constant.
7.1.2.1 I n order to qualify for the lowest allowable values of RVR

detailed in Table 2 (applicable to each approach grouping), the
instrument approach procedures should be flown as an
instrument approach and landing operation and shall meet at
least the following facility requirements and associated
conditions:
(a) I nstrument approaches procedures with a designated vertical

profile up to and including 3.77° for Category C and D
aeroplanes, unless other approach angles are approved by
DGCA, where the facilities are:
i) I LS/ MLS/ GLS/ PAR; or

ii) RNAV with approved vertical guidance; and
where the final approach track is offset by not more than 5
degrees for Category C and D aeroplanes.
(b) I nstrument approach procedures flown using the CDFA technique

with a nominal vertical profile up to and including 3.77° for
Category C and D aeroplanes, unless other approach angles are
approved by DGCA, where the facilities are NDB, NDB/ DME,
VOR, VOR/ DME, LOC,LOC/ DME, VDF, SRA or RNAV/ LNAV, with a
following criteria:
i) the final approach track is offset by not more than 15 degrees

for 5 degrees for Category C and D aeroplanes; and
ii) the FAF or another appropriate fix where descent is initiated is

available, or distance to THR is available by FMS/ RNAV or
DME; and
iii) if the MAPt is determined by timing, the distance from FAF to

THR is < 8 NM.
Page 7 -3
PART - A Chapter 7
MINIMA
7.1.2.2 An RVR as low as 550 m as indicated in Table 2 may be
used for:
(a) Category I operations to runways with FALS (see Table 4),

runway touchdown zone lights (RTZL) and runway centre
line lights (RCLL); or
(b) Category I operations to runways without RTZL and RCLL

when an approved HUDLS, or equivalent approved system,
or when conducting a coupled approach or flight -director-
flown approach to the DH; or
(c) RNAV with approved vertical guidance approach procedures

to runways with FALS, RTZL and RCLL when using an
approved HUD.
Table 2: Lowest Straight-in Approach Minima for Instrument

Approach and Landing Operations Other Than CAT II or CAT
III
Class of Lighting Facility

DH or MDH FA LS IAL S BAL S NALS
(ft) (metres)
See para 7.4.6.5.4 for RVR < 750 m
200 - 210 550 750 1000 1200
211 - 220 550 800 1000 1200
221 - 230 550 800 1000 1200
231 - 240 550 800 1000 1200
241 - 250 550 800 1000 1300
251 - 260 600 800 1100 1300
261 - 280 600 900 1100 1300
281 - 300 650 900 1200 1400
301 - 320 700 1000 1200 1400
321 - 340 800 1100 1300 1500
341 - 360 900 1200 1400 1600
361 - 380 1000 1300 1500 1700
Page 7 -4
PART - A Chapter 7
MINIMA
381 - 400 1100 1400 1600 1800
401 - 420 1200 1500 1700 1900
421 - 440 1300 1600 1800 2000
441 - 460 1400 1700 1900 2100
461 - 480 1500 1800 2000 2200
481 - 500 1500 1800 2100 2300
501 - 520 1600 1900 2100 2400
521 - 540 1700 2000 2200 2400
541 - 560 1800 2100 2300 2500
561 - 580 1900 2200 2400 2600
581 - 600 2000 2300 2500 2700
601 - 620 2100 2400 2600 2800
621 - 640 2200 2500 2700 2900
641 - 660 2300 2600 2800 3000
661 - 680 2400 2700 2900 3100
681 - 700 2500 2800 3000 3200
701 - 720 2600 2900 3100 3300
721 - 740 2700 3000 3200 3400
Class of Lighting Facility

DH or MDH FA LS IAL S BAL S NALS
(ft) (metres)
See para 7.4.6.5.4 for RVR < 750 m
741 - 760 2700 3000 3300 3500
761 - 800 2900 3200 3400 3600
801 - 850 3100 3400 3600 3800
851 - 900 3300 3600 3800 4000
901 - 950 3600 3900 4100 4300
951 - 1000 3800 4100 4300 4500
1001 - 1100 4100 4400 4600 4900
1101 - 1200 4600 4900 5000 5000
1201 and above 5000 5000 5000 5000
Page 7 -5
PART - A Chapter 7
MINIMA
Table 3: Minimum and Maximum RVR for Instrument
Approaches down to CAT I Minima
Facility/ Conditions RVR/ Aeroplane Category
CMV C D
(m)
I LS/ MLS/ GLS, PAR, and Min According to Table 2
RNAV with approved vertical Max 2400 2400
guidance
NDB, NDB/ DME, VOR, Min 750 750
VOR/ DME, LOC, LOC/ DME,
VDF, SRA, RNAV without
approved vertical guidance
Max 2400 2400
with a procedure which fulfils
the criteria in paragraph
7.1.2.1 (b)
For NDB, NDB/ DME, VOR, Min 1200 1200
VOR/ DME, LOC, LOC/ DME, According to Table 2, if
VDF, SRA, RNAV without flown using the CDFA
approved vertical guidance: - technique, otherwise an
Not fulfilling the criteria in add-on of 200/ 400 m
Max
paragraph 7.1.2.1 (b), or - applies to the values in
With a DH or MDH ≥ 1200 ft Table 4 but not to result
in a value exceeding 5000
m.
7.1.3 Failed or downgraded equipment – effect on landing

minima
Table 3a contains instructions concerning failed or
downgraded equipment and consequential effect on landing
minima. The table has instructions intended for use both
pre-flight and in-flight. I t is however not expected that the
PI C would consult such instructions after passing 1 000 ft
above the aerodrome. I f failures of ground aids are
announced at such a late stage, the approach could be
continued at the PIC’s discretion. If failures are announced
before such a late stage in the approach, their effect on the
approach should be considered as described in Table 3a, and
the approach may have to be abandoned.
Page 7 -6
PART - A Chapter 7
MINIMA
Table 3a:Failed or downgraded equipment effect on landing minima
Failed or downgraded Effect on landing minima
equipment 1 Cat I APV, NPA
I LS standby transmitter No effect
Outer marker No effect if APV - Not applicable
replaced by NPA with FAF: No
height check at effect unless used as
1 000 ft FAF
I f FAF cannot be
identified (e.g. no
method available for
timing of descent),
NPA cannot be
conducted
Middle marker No effect No effect unless used
as MAPt
RVR assessment systems No effect
Approach lights Minima as for NALS
Approach lights except Minima as for BALS
the last 210 m
Approach lights except No effect Minima as for I ALS
the last 420 m
Standby power for No effect
approach lights
Edge lights, threshold Day: no effect Night: Not allowed
lights and runway end
lights
Centre line lights No effect if F/ D or No effect
auto land;
otherwise RVR
750m
Centre line lights spacing No effect
increased to 30m
Touchdown zone lights No effect if F/ D or No effect
auto land;
otherwise RVR
750 m
Page 7 -7
PART - A Chapter 7
MINIMA
Taxiway lighting system No effect
Note1 – Conditions applicable to Table 3a:

(a) Multiple failures of runway lights other than indicated in
Table 3a are not acceptable;
(b) Deficiencies of approach and runway lights are treated
separately;
(c) For Category I I or I I I operations , A combination of
deficiencies in runway lights and RVR assessment equipment
are not permitted; and
(d) Failures other than I LS affect RVR only and not DH.
Table 4: Approach Lighting Systems

Class of facility Length ,configuration and intensity of
approach lights
FALS (full approach Precision approach CAT I lighting system
light system) (HI ALS > 720m) distance coded
centreline, barrette centreline
I ALS (intermediate Simple approach lighting system (HI ALS
approach light system) 420-719m) single source, barrette
BALS (basic approach Any other approach lighting system
light system) (HI ALS, MI ALS or ALS 210-419m)
NALS (no approach Any other approach lighting system
light system) (HI ALS, MI ALS or ALS < 210m) or no
approach lights
7.2 PRESENTAION of AERODROME OPERATING MINIMA

(AOM) GENERAL
7.2.1 Boeing Fleet (B744/B777/B787): Computation of AOM

as mentioned in CAR is outsourced to M/ s Jeppesen for CAT I
only.
CAT I: Jeppesen customized AOM pages are indexed as 11-0 or

21-0 with Air I ndia logo are provided for destinations and at
least for two preferred alternate airports. For countries which
use the computation of AOM based on I CAO Doc 9365-AN/ 910,
3rd edition, like India, only a cross reference note ‘the minima
shown in the approach charts are compliant with I ndian DGCA
Page 7 -8
PART - A Chapter 7
MINIMA
Regulations’ is mentioned in 11-0 or 21-0 and minima reflected
on the approach charts are applicable.
CAT II/ CAT IIIA/CAT IIIB : State minima is reflected on

Jeppesen approach charts whereas Air I ndia minima's are
mentioned in Para 7.7, and crew are required to follow
whichever is higher.
Note: For other non-scheduled foreign airports for which

Jeppesen customized pages are not provided, state minima as
published in standard Jeppesen Approach charts are to be used.
I t is the responsibility of Flight Operations Engineers to ensure

that
i. The AOM is computed by Jeppesen and published in
Jeppesen charts for flight crew use.
ii. That AOM for any airport of intended use shall not be lower
than the state minima.
iii. That the tailored charts published by M/ s Jeppesen depicts
minima calculated as per I CAO All Weather Manual
Operations (latest edition of DOC 9365 AN/ 910) or state of
the aerodrome whichever is higher.
7.2.2 Airbus Fleet (A320 Family /A330): Computation of AOM,

as mentioned in CAR for scheduled airports is done in-house for
Airbus fleet and same are made available in this Chapter (Refer
Para 7.27)
The AOM presentation for Airbus fleet will also be outsourced to
Jeppesen in due course.
7.3 AERODROME OPERATING MINIMA (AOM) GENERAL

To enable the Scheduled Operators of Aeroplane to operate
safely at an Aerodrome under limiting weather conditions,
Aerodrome Operating Minima are promulgated. There are two
sets of Aerodrome Operating Minima for I ndian Airports; Normal
Aerodrome Operating Minima and Restricted Aerodrome
Operating Minima. Since Air I ndia is schedule operator, in
general, normal Aerodrome Operating Minima is applicable to
the company.Restrictive Minima is also applicable under certain
conditions (refer para 7.5.2.1).
Page 7 -9
PART - A Chapter 7
MINIMA
7.3.1 COSIDERATIONS FOR CALCULATION OF AOM
While establishing the aerodrome operating minima which will
apply to any particular operation, the following shall be accounted
for:
a) the type, performance and handling characteristics of the
aeroplane;
b) the composition of the flight crew, their competence and
experience;
c) the dimensions and characteristics of the runways which may
be selected for use;
d) the adequacy and performance of the available visual and
non-visual ground aids;
e) the equipment available on the aeroplane for the purpose of
navigation and/ or control of the flight path during the
approach to landing and the missed approach;
f) the obstacles in the approach and missed approach areas and
the obstacle clearance altitude/ height for the instrument
approach procedures;
g) the means used to determine and report meteorological
conditions; and
h) the obstacles in the climb-out areas and necessary clearance
margins.
i) The flight technique to be used during the final approach.
7.3.2 Flight Crew and Air Operator Qualification
i) The PI C and Co-pilot must hold an instrument rating for
flights under I FR and meet the requirements for recent
experience;
ii) All flight crew members should be qualified and trained for
take-off, instrument approaches and operations to the lowest
Cat-I / I I / I I I minima as applicable;
iii) The flight crew members should have completed all
necessary proficiency checks including demonstration of
proficiency using the relevant types of instrument
approaches;
iv) The Operations Manual instructions are appropriate to the
operation and reflect the mandatory procedures and/ or
limitations contained in the respective aircraft Flight Manual/
FCOM/ QRH/ FCTM;
Page 7 -10
PART - A Chapter 7
MINIMA
v) a system of records is maintained to ensure that the
necessary qualifications of the flight crew members are
being met on a continuing basis; and
vi) The PI C must have gained command experience of 100
hours in the relevant aeroplane type with restricted AOM
before using normal AOM.( For restricted AOM refer Para
7.5.2)
7.3.3 APPROACH AND LANDING CONDITIONS

Before commencing an approach to land, the PI C must satisfy
himself/ herself that, according to the information available to
him/ her, the weather at the aerodrome and the condition of
the runway intended to be used should not prevent a safe
approach, landing or missed approach, having regard to the
performance information contained in the Operations
Manual.(Refer Performance section of respective Aircraft
FCOM/ FCTM)
7.3.4 COMMENCEMENT AND CONTINUATION OF APPROACH

(APPROACH BAN POLICY)
7.3.4.1 The PI C shall not commence an instrument approach if the
reported RVR/ Visibility is below the applicable minimum.
7.3.4.2 I f, after commencing an instrument approach, the reported
RVR/ Visibility falls below the applicable minimum, the
approach shall not be continued:
(i) below 1 000 ft above the aerodrome; or
(ii) into the final approach segment in the case where the
DA/ H or MDA/ H is more than 1 000 ft above the
aerodrome.
7.3.4.3 Where the RVR is not available, RVR values may be derived
by converting the reported visibility.
7.3.4.4 I f, after passing 1000 ft above the aerodrome elevation, the

reported RVR/ visibility falls below the applicable minimum,
the approach may be continued to DA/ H or MDA/ H.
7.3.4.5 The approach may be continued below DA/ H or MDA/ H and

the landing may be completed provided that the required
Page 7 -11
PART - A Chapter 7
MINIMA
visual reference (refer 7.5.6.4) is established at the DA/ H or
MDA/ H and is maintained.
7.3.4.6 The touch-down zone RVR is always controlling. I f reported

and relevant, the mid-point and stop-end RVR are also
controlling. The minimum RVR value for the mid-point is 125
m or the RVR required for the touch-down zone if less, and
50 m for the stop-end. For aeroplanes equipped with a stop-
end (roll-out) guidance or control system, the minimum RVR
value for the mid-point is 50 m.
Note: “Relevant”, in this context, means that part of the

runway used during the high speed phase of the landing
down to a speed of approximately 60 knots.
7.3.5 Stabilized Approaches.

All approaches shall be flown as stabilized approaches (SAP)
unless otherwise approved by DGCA for a particular approach
to a particular runway.
7.3.6 Non-precision Approaches.

All non-precision approaches shall be flown using the
Continuous Descent Final Approaches (CDFA) technique
unless otherwise approved by the DGCA for a particular
approach to a particular runway. When calculating the
minima it shall be ensured that applicable minimum RVR is
increased by 400m for Cat C/ D aeroplanes for approaches not
flown using the CDFA technique, provided that the resulting
RVR/ CMV value does not exceed 5000m.
7.3.7 Conversion of Reported Meteorological Visibility to

RVR/CMV.
Horizontal visibility reported by the meteorological office
could be different from the slant visibility observed by the
pilot due to factors such as low lying haze and a smoke
layer. The reported visibility has inherent limitations due to
the fact that it is reported at a site that is removed from the
point at which a pilot makes the approach to land and is
expected to acquire the visual reference to continue the
approach. An RVR is a bet ter representation of the expected
Page 7 -12
PART - A Chapter 7
MINIMA
distance that the pilot may acquire visual cues on approach.
As RVR and meteorological visibility are established
differently, a ratio can be identified between the two. Effect
of lighting intensities and background luminance play a role
when establishing an RVR. I n cases where the RVR is not
reported, a pilot may derive RVR/ CMV by using a
mathematical conversion depending upon the type of
approach lighting and day/ night conditions. The RVR/ CMV
derived from the table below may be used by Flight Crew to
commence or continue an approach to the applicable
DA/ MDA.
Note: Flight crew / Flight despatchers shall ensure

that a meteorological visibility to RVR conversion is
not used for :
a) Takeoff,
b) For calculating any other required RVR minimum
less than 800 m,
c) For visual/circling approaches,
d) When reported RVR is available.
When converting meteorological visibility to RVR in all other

circumstances than those in sub-paragraph above, an
operator should ensure that Table 1 below is used:
Note. — I f the RVR is reported as being above the maximum
value assessed by the aerodrome operator, e.g. “RVR more
than 1500 meters”, it is not considered to be a reported
value for the purpose of this paragraph.
Table 1: Conversion of Meteorological visibility to RVR
Lighting elements in operation RVR Reported= Meteorological
Visibility x
Day Night
HI approach and runway lighting 1·5 2· 0
Any type of lighting installation 1·0 1· 5
other than above
No lighting 1·0 Not applicable
Page 7 -13
PART - A Chapter 7
MINIMA
7.4 LOW VISIBILITY OPERATIONS - GENERAL(B744,B777-
200LR,B777-300ER, A319, A320, A321, A330)
Air I ndia is authorized for low visibility operations in I ndia for

take-off, approach and landing by DGCA. For I nternational
Operations, flight crew must check All Weather & Special
Operations Manual (Cat I I and Cat I I I chapter) and company
circulars/ advisory.
7.4.1 LOW VISIBILITY OPERATIONS — AERODROME

CONSIDERATIONS
(a) Crew shall not use an aerodrome for Category I I or I I I
operations unless the aerodrome is approved for such
operations.
(b) Crew shall verify that low visibility procedures (LVP) have
been established, and will be enforced, at those aerodromes
where low visibility operations are to be conducted.
7.4.2 LOW VISIBILITY OPERATIONS — TRAINING AND

QUALIFICATIONS
Refer Operations Manual Part -D.
7.4.3 LOW VISIBILITY OPERATIONS — OPERATING

PROCEDURES
(a) The procedures and instructions to be used for low visibility
take-off, Category I I and I I I operations are given in All
Weather & Special Operations Manual (Cat I I and Cat I I I
subpart). All Weather & Special Operations Manual contain
the duties of flight crew members during taxiing, take-off,
approach, flare, landing, roll-out and missed approach as
appropriate.
(b) The PI C shall satisfy himself/ herself that:
i) The status of the visual and non-visual facilities is sufficient
prior to commencing a low visibility take-off, Category I I or
I I I approach;
ii) Appropriate LVPs are in force according to information
received from Air Traffic Services, before commencing a low
visibility take-off, Category I I or I I I approach; and
Page 7 -14
PART - A Chapter 7
MINIMA
iii) The flight crew members are properly qualified and trained
prior to commencing a low visibility take-off (in an RVR of
less than 400 m), Category I I or I I I approach.
iv) The PI C and Co-pilot should have gained experience of 100
hours in the relevant aeroplane type as PI C and released Co-
pilot respectively before being authorized to use LVTO
minima up to the limiting RVR.
(c) Full thrust take off rating is to be used for LVTO.
(d) Supervised take-off and landing are not be permitted in low
visibility conditions.
7.4.4 LOW VISIBILITY OPERATIONS – MINIMUM

EQUIPMENT (AIRCRAFT)
(a) The Commander shall check, the minimum equipment that
has to be serviceable at the commencement of a low
visibility take-off, Category I I or I I I approach in accordance
with the respective aircraft AFM/ MEL/ DDG or All Weather &
Special Operations Manual.
The following aircraft systems equipment listed as

applicable/ installed which are critical for LVTO Operations
shall be fully serviceable: -
i) Windshield wipers (where fitted) for both PI C and Co-pilot.
ii) Window heat system for all heated cockpit windows.
iii) Anti-skid system.
iv) Thrust reversers for all engines.
(b) The PI C shall satisfy himself/ herself that the status of the
aeroplane and of the relevant airborne systems is
appropriate for the specific operation to be conducted.
7.5 AERODROME OPERATING MINIMA - LANDING

7.5.1 Normal Aerodrome Operating Minima
Normal AOM are calculated based on the latest information
available regarding airport facilities and OCAs. Flight Operations
Engineers shall ensure that only information promulgated by the
Airports Authority of I ndia (AAI ) through the Aeronautical
I nformation Service is used for calculation of AOM at civil and
defence aerodromes. The method of determination of such
minima must be approved by DGCA and shall be consistent with
the provisions of the CAR and I CAO Doc 9365 Manual of All
Page 7 -15
PART - A Chapter 7
MINIMA
Weather Operations Doc 9365/ AN/ 910 (3rd edition). Such
minima shall not be lower than any that may be established for
such aerodromes by the State in which the aerodrome is
located, except when specifically approved by that State.
7.5.2 Restricted Aerodrome Operating Minima
Restricted AOM consists of additives of height and visibility to
the normal AOM as below;
Restricted AOM = Normal AOM DA(H)/ MDA (H) + 100 ft and

normal AOM Visibility/ RVR + 400 m .
7.5.2.1 Restricted Aerodrome Operating Minima is to be

applied in the following cases: -
(i) By PI Cs till they have gained command experience of 100
hours on type.
(ii) By PI Cs when operating to an aerodrome as required by
CAR Section 8 Series O Part I I Para 9.4.3.3 (a), which is quoted
below:
Quote"
9.4.3.3 A pilot-in-command shall have made an actual
approach into each aerodrome of landing on the route,
accompanied by a pilot who is qualified for the aerodrome,
as a member of the flight crew or as an observer on the
flight deck, unless:
a) The approach to the aerodrome is not over difficult
terrain and the instrument approach procedures and aids
available are similar to those with which the pilot is familiar,
and a margin approved by DGCA is added to the normal
operating
Minima, or there is reasonable certainty that approach and
landing can be made in visual meteorological conditions;
Unquote"
7.5.3 CIRCLING APPROACH MINIMA
Circling approach and the associated minima will be
authorized for Air I ndia by Flight Standards Directorate as
per the training programme implemented by Air I ndia.
Without authorization from DGCA circling approach cannot
be carried out. Air India is NOT authorized for circling
approaches.
Page 7 -16
PART - A Chapter 7
MINIMA
7.5.4 VFR OPERATING MINIMA
(Refer also chapter 17 para 17.61)
Special VFR flights are not permitted for commercial air
transport aeroplanes. PI C shall ensure that VFR flights are
conducted in accordance with the Visual Flight Rules and in
accordance with Table below.
Table : Minimum Visibilities for VFR Operations
Altitude Band Airspace Class Flight Visibility Distance from
Cloud
At or above A3 B C D E F G 8 km 1500 m
3050m (1000 horizontally
ft) AMSL 300 m (1000
ft) vertically
Below 3050 m A3B C D E F G 5 km 1500 m
(10000 ft) and horizontally
above 900 m 300 m (1000
(3000 ft) ft)
AMSL, or vertically
above 300 m
(1000 ft)
above terrain,
whichever is
the higher.
At or below A3 B C D E 5 km 1500 m
900 horizontally
m (3000 ft) 300 m (1000
AMSL, or 300 ft)
m vertically
(1000 ft) FG 5 km2 Clear of clouds
above and
terrain, with the
whichever surface in
is the higher sight
Note 1 - When the height of the transition altitude is lower than 3
050 m (10 000 ft) AMSL, FL 100 should be used in lieu of
10 000 ft.
Note 2 - When so prescribed by the appropriate ATS authority:
a) flight visibilities reduced to not less than 1 500 m may be
permitted for flights operating:
Page 7 -17
PART - A Chapter 7
MINIMA
1) at speeds that, in the prevailing visibility, will give adequate
opportunity to observe other traffic or any obstacles in time to
avoid collision; or
2) in circumstances in which the probability of encounters with
other traffic would normally be low, e.g. in areas of low
volume traffic and for aerial work at low levels.
Note 3 - The VMC minima in Class A airspace are included for

guidance to pilots and do not imply acceptance of VFR flights
in Class A airspace
7.5.5 VISUAL APPROACH

A visual approach is that when either part or all of an
instrument approach is not completed and the approach is
executed by visual reference to the terrain. Such approaches
are permitted with an ATC approval.
For visual approach, the Crew shall use higher of the

associated non-precision approach minima or minimum
visibility/ RVR 3200 m for Category C (A320 family & A330)
aeroplanes and 3600 m for Category D (B747,B777,B787)
aeroplanes. I f visual approach is requested for a runway
which has only a circling approach, the ground visibility
should not be less than 5 Km. Visual approach cannot be
planned for visibility less than 5 km
7.5.6 Category I, APV (Approach Procedure with Vertical

guidance) and Non-Precision Approach Operations -
General
7.5.6.1 A Category I approach operation is a precision instrument
approach and landing using I LS, GLS (GNSS/ GBAS) or PAR
with a decision height not lower than 200 ft and with an
RVR not less than 550 m.
7.5.6.2 A non-precision approach (NPA) operation is an instrument
approach using any of the facilities described on Table 1
(System Minima) with a MDH or DH not lower than 250 ft
and an RVR/ CMV not lower than 750 m unless accepted by
DGCA.
7.5.6.3 An APV (Approach Procedure with Vertical guidance)
operation is an instrument approach which utilizes lateral
Page 7 -18
PART - A Chapter 7
MINIMA
and vertical guidance, but does not meet the requirements
established for precision approach and landing operations,
with a DH not lower than 250 ft and a runway visual range
of not less than 600 m unless approved by DGCA.
7.5.6.4 Visual reference.
A pilot may not continue an approach below MDA/ MDH
unless at least one of the following visual references for the
intended runway is distinctly visible and identifiable to the
pilot:
(a) elements of the approach light system;
(b) the threshold;
(c) the threshold markings;
(d) the threshold lights;
(e) the threshold identification lights;
(f) the visual glide slope indicator;
(g) the touchdown zone or touchdown zone markings;
(h) the touchdown zone lights;
(i) runway edge lights
7.5.7 Precision Approach – Category II Operations
7.5.7.1 A Category I I operation is a precision instrument approach

and landing using I LS with:
(a) A decision height below 200 ft but not lower than 100 ft;
and
(b) A runway visual range of not less than 300 m.
7.5.7.2 Decision Height

An Crew must ensure that the decision height for Category I I
operations is not lower than:
(a) The minimum decision height specified in the AFM, if stated;

or
(b) The minimum height to which the precision approach aid can
be used without the required visual reference; or
(c) The OCH for the category of aeroplane; or
(d) The decision height to which the flight crew is authorised to
operate; or
(e) 100 ft.
whichever is higher.
Page 7 -19
PART - A Chapter 7
MINIMA
7.5.7.3 Visual reference
A pilot may not continue an approach below either the
Category I I decision height unless visual reference
containing a segment of at least 3 consecutive lights being
the centre line of the approach lights, or touchdown zone
lights, or runway centre line lights, or runway edge lights, or
a combination of these is attained and can be maintained.
This visual reference must include a lateral element of the
ground pattern, i.e. an approach lighting crossbar or the
landing threshold or a barrette of the touchdown zone
lighting.
7.5.7.4 Required RVR

The lowest minima to be used by Crew for Category I I
operations is 300 m for a DH of 100 ft .
Note - For Manual landing (CAT I I ) of CAT D aeroplane RVR
350 m shall be used.
7.5.8 Precision Approach – Category III Operations

7.5.8.1 Category I I I operations are subdivided as follows:
(a) Category I I I A operations. A precision instrument approach
i) a decision height lower than 100 ft; and
(ii) a runway visual range not less than 175 m.
(b) Category I I I B operations. A precision instrument approach
(i) a decision height lower than 50 ft, or no decision height;
and
(ii) a runway visual range lower than 175 m but not less
than 50 m.
Note: Where the decision height (DH) and runway visual range
(RVR) do not fall within the same Category, the RVR will
determine in which Category the operation is to be considered.
7.5.8.2 Decision height.

For operations in which a decision height is used, an operator
must ensure that the decision height is not lower than:
(a) the minimum decision height specified in the AFM, if stated;
or
Page 7 -20
PART - A Chapter 7
MINIMA
(b) the minimum height to which the precision approach aid can
be used without the required visual reference; or
(c) the decision height to which the flight crew is authorised to
operate.
7.5.8.3 Visual reference.

(a) For Category I I I A operations, and for Category I I I B
operations conducted either with fail-passive flight
control systems a pilot may not continue an approach
below the decision height unless a visual reference
containing a segment of at least three consecutive lights
being the centerline of the approach lights, or
touchdown zone lights, or runway centreline lights, or
runway edge lights, or a combination of these is attained
and can be maintained.
(b) For Category I I I B operations conducted with fail-
operational flight control systems using a decision height
a pilot may not continue an approach below the decision
height unless a visual reference containing at least one
centreline light is attained and can be maintained.
(c) For Category I I I B operations conducted with fail-
operational flight control systems
without a decision height, there are no requirements for
a visual verification prior to landing.
7.5.8.4 Required RVR.

The lowest minima to be used by an operator for Category
I I I operations depend on the decision height and aeroplane
systems as shown in Table 6 below:
Table 6: RVR for Category III operations minima
Category Decision Height Roll-out control/ RVR

guidance system
IIIA Less than 100 ft Not required 175 m
IIIB Less than 50 ft Fail-operational 50 m
or no DH
Page 7 -21
BOEING
PART - A Chapter 7
MINIMA
7.5.9 CAT I I / I I I MI NI MA WI TH MULTI PLE RVR:
Touch
Mid Roll Out
Approach DH Down
RVR RVR
RVR
200 FT.
CAT-I 550 M 125M 125M
B744/ B777/ B787)
300 M*
CAT-I I 100 FT. 125M 125M
(B744/ B777)
CAT-I I I A 50 FT. 175 M 125M 125M

(B744/ B777)
NO DH & With DH
(Less than 50 ft)
CAT-I I I B 50 M 50 M 50 M
(B744/ B777) with
roll out guidance
* Touchdown Minimum RVR for Cat I I with Manual landing is

350 meters.
Note1: For Cat I -TDZ RVR, for Cat I I -TDZ & Mid RVR and for
Cat I I I TDZ, Mid & Roll-out RVR are required. I n all
cases, touch-down zone will always be controlling,
however if any other RVR is reported and is relevant, it
also becomes controlling.
Note 2: The values in bold font are required for the type of
operation.
Note 3: State Minima will be valid, if higher, published in

Jeppesen Manual.
Note 4: B787 CAT I I / CAT I I I operation will commence after

necessary approval from DGCA.
Page 7 -22
PART - A Chapter 7
MINIMA
7.6 AERODROME OPERATING MINIMA – TAKE OFF
Take-off minima established by the Air I ndia is expressed in
visibility or RVR limits, taking into account all relevant factors
for each aerodrome planned to be used and the aeroplane
characteristics. Where there is a specific need to see and avoid
obstacles on departure, take-off minima may include cloud base
limits. Where avoidance of such obstacles may be accomplished
by alternate procedural means, such as use of climb gradients
or specified departure paths, cloud base restrictions need not
apply.
The commander shall not commence take-off unless the

weather conditions at the aerodrome of departure are equal to
or better than applicable minima for landing at that aerodrome
unless a suitable take-off alternate aerodrome is available. The
take-off alternate aerodrome should have weather conditions
and facilities suitable for landing the aeroplane in normal and
non-normal configurations pertinent to the operation. I n
addition, in the non-normal configuration the aeroplane should
be capable of climbing to, and maintaining, altitudes which
provide suitable obstacle clearance and navigation signals en
route to a take-off alternate aerodrome. For an aerodrome to
be selected as a take-off alternate the available information
shall indicate that, at the estimated t ime of use, the conditions
will be at or above the operator’s established aerodrome
operating minima for that operation, and in any case not lower
than Cat I minima. Any limitation related to one-engine-
inoperative operations shall be taken into account.
7.6.1 Visual reference.
The take-off minima must be selected to ensure sufficient
guidance to control the aeroplane in the event of both a
discontinued take-off in adverse circumstances and a
continued take-off after failure of the critical power unit.
7.6.2 Required RVR/Visibility

For multi-engine aeroplanes, whose performance is such that,
in the event of a critical power unit failure at any point during
take-off, the aeroplane can either stop or continue the take-off
to a height of 1 500 ft above the aerodrome while clearing
obstacles by the required margins, the take-off minima
Page 7 -23
PART - A Chapter 7
MINIMA
established by Air I ndia are expressed as RVR/ Visibility values
not lower than those given in the table below. Use of these
minima is based on the following factors:
a) Flight characteristics and cockpit instrumentation typical of
multi-engine turbine aircraft;
b) Comprehensive programmes for crew qualification which
address use of the specified minima;
c) Comprehensive programmes for airworthiness, with any
necessary equipment operational (MEL);
d) Availability of specified facilities for the respective minima,
including programmes for assurance of the necessary
reliability and integrity;
e) Availability of air traffic services to ensure separation of
aircraft and timely and accurate provision of weather, NOTAM,
and other safety information;
f) Standard runway, airport, obstruction clearance, surrounding
terrain, and other characteristics typical of major facilities
serving scheduled international operations;
g) Routine low visibility weather conditions (e.g. fog,
precipitation, haze, wind components, etc.) which do not
require special consideration; and
h) Availability of alternate courses of action in the event of
emergency situations.
7.6.3 RVR/Visibility for Take-off
Take-off RVR/ Visibility
Facilities RVR/ VI S1
Adequate Visual reference 2 (Day only) 500m
Runway edge lights or Runway centerline 400m
markings 3
Runway edge lights and Runway centerline 300m
markings 3
Runway edge lights and Runway centerline lights 200m
Runway edge lights and Runway centerline lights 150m
and relevant RVR information 4
High intensity Runway edge lights and Runway
centerline lights (spacing 15 m or less) and 125m
relevant RVR information 4
Page 7 -24
PART - A Chapter 7
MINIMA
Note 1 – The TDZ RVR/ VI S may be assessed by the pilot. The
governing RVR shall be the lowest of the reported
RVRs.
Note 2 - Adequate Visual reference means, that a pilot is able to
continuously identify the take-off surface and maintain
directional control.
Note 3 - For night operations at least runway edge lights or
centre line lights and runway end lights are available.
Note 4 - The required RVR must be achieved for all relevant
RVR reporting points (touchdown, mid- point and stop-
end/ roll-out). The governing RVR shall be the lowest
of the reported RVRs
7.6.4 LOW VISIBILITY TAKE-OFF MINIMA ADDITIONAL

INFORMATION
The following criteria will be applicable to use Low Visibility
Take-off minima (LVTO) when the Visibility/ RVR is lower than
400 m:
i) When multiple RVR observations are reported for
the runway. The RVR shall not be less than 125 meters
for Low Visibility Take-off.
ii) Suitable designated take-off alternate airport should be
available and filed with the ATC as a take-off alternate
for departure.
iii) Prior to commencement of low visibility take-off the PI C
shall ensure that sufficient visual reference guidance is
available to control the aeroplane in both the situations
i.e. discontinued take-off in adverse circumstances and
a continued take-off after a failure at critical speeds.
iv) PI C should inform ATC and intention to use Low
Visibility Take-off Minima for that particular take-off.
v) Pilot Flying ( PF ) and Pilot Monitoring ( PM ) should
have undergone specific training for low visibility take-
off and landing as per training syllabi and be current, if
RVR is blow 400m.
vi) Supervised take-off and landing are not be permitted in
low visibility conditions.
vii) Full thrust take off is to be used for LVTO.
Page 7 -25
PART - A Chapter 7
MINIMA
Note: I f the RVR is less than CAT I minima and RVR more than
or equal to 400M at the departure stations and take off
alternate criteria being met, the take off could be
performed by pilots who are not qualified for LVTO / CAT
I I & I I I , subjected to a runway equipped with runway
edge lights or runway centerline marking for day
operations and for night at least runway edge lights or
centre line lights and runway end lights are available.
7.7 PLANNING MINIMA - ALTERNATE AERODROME
7.7.1 PLANNING MINIMA FOR TAKE-OFF ALTERNATE

AERODROME
A take-off alternate aerodrome shall be selected and
specified in the operational flight plan if either the
meteorological conditions at the aerodrome of departure are
below the operator’s established aerodrome landing minima
for that operation or if it would not be possible to return to
the aerodrome of departure for other reasons. The take-off
alternate aerodrome should have weather conditions and
facilities suitable for landing the aeroplane in normal and
non-normal configurations pertinent to the operation. I n
addition, in the non-normal configuration the aeroplane
should be capable of climbing to, and maintaining, altitudes
which provide suitable obstacle clearance and navigation
signals en route to a take-off alternate aerodrome. For an
aerodrome to be selected as a take-off alternate the
available information shall indicate that, at the estimated
time of use, the conditions will be at or above the operator’s
established aerodrome operating minima for that operation,
and in any case not lower than Cat I minima. Any limitation
related to one-engine-inoperative operations shall be taken
into account . . The take-off alternate aerodrome should be
located within the following distances from the Aerodrome of
departure:
a) Aeroplanes with two engines : one hour of flight time at a
one-engine inoperative cruising speed, determined from the
aircraft operating manual, calculated in I SA and still-air
conditions using the actual takeoff mass; or
Page 7 -26
PART - A Chapter 7
MINIMA
b) Aeroplanes with three or more engines : two hours of flight

time at an all-engines operating cruising speed, determined
from the aircraft operating manual, calculated in I SA and still-air
conditions using the actual take-off mass; or
c) Aeroplanes engaged in extended diversion time operations

(EDTO): where an alternate aerodrome meeting the distance
criteria of (a) or (b) is not available, the first available alternate
aerodrome located within the distance of the operator’s
approved maximum diversion time considering the actual take-
off mass.
Note: To be “engaged in EDTO operations” means that the aircraft
and operator have been approved for EDTO operations and the
aircraft has been dispatched in accordance with applicable EDTO
requirements.
7.7.2 PLANNING MINIMA FOR DESTINATION ALTERNATE
AERODROME
For a flight to be conducted in accordance with the instrument
flight rules, at least one destination alternate aerodrome shall
be selected and specified in the operational and ATS flight
plans, unless:
i)The duration of the flight and the meteorological conditions

prevailing are such that there is reasonable certainty that, at
the estimated time of arrival at the aerodrome of intended
landing, and for a reasonable period before and after such
time, the approach and landing may be made under visual
meteorological conditions; or
ii)The aerodrome of intended landing is isolated and there is no
suitable destination alternate aerodrome.
7.7.2.1 DESTINATION ALTERNATE AERODROME
i) One destination alternate aerodrome operations:
A flight shall be dispatched with one Destination
alternate aerodrome which shall be selected and
specified in the OFP and ATS flight plan for operation of
a flight under I nstrument Flight Rules. The forecast
meteorological conditions are at or above the
Established operating minima as per Table -7 for the
Page 7 -27
PART - A Chapter 7
MINIMA
operation at the estimated time of use, both at the
destination and alternate;
ii) Two destination alternate aerodromes operations:
Two Destination alternate aerodromes shall be selected
and specified in the OFP and ATS flight plan if the
destination aerodrome, at the estimated time of use, is
forecast to be below operating minima as per Table
-7.
a) A flight may be permitted to operate to a destination

aerodrome based on the presence of conditional remarks
(TEMPO or PROB ) that are below operating minima in the
forecast for the destination and/ or first alternate. I n that case
a second alternate is nominated on the operational and ATS
flight plan, which is above Established operating minima as per
Table -7 for the operation at the estimated time of use.
b) When two destination alternates are considered, it should be
ensured that the fuel caters for the farthest planned alternate.
7.7.3 ENROUTE ALTERNATE AERODROME

Enroute alternate airport means a suitable airport to which a
diversion can be safely accomplished. The aerodrome should be
available and equipped with necessary ancillary services such as
ATC, sufficient lighting, communications, weather reporting,
navigation aids, emergency services, etc. An adequate
aerodrome may be usable for destination alternate, en-route
alternate or for destination aerodrome when isolated, if the
weather reports or forecasts indicate that, during a period
commencing 1 hour before and ending 1 hour after the
estimated time of arrival at the aerodrome, the weather
conditions will be at or above per Table -7 for the operation at
the estimated time of use. Enroute Alternates have to specified
on the Operational Flight Plan (OFP).
Page 7 -28
PART - A Chapter 7
MINIMA
Table - 7 Alternate (Destination and Enroute) Aerodrome
Operating Minima for Dispatch
Approach Facility Ceiling DA/ H or RVR
Configuration MDA/ H
For airports supporting Authorized DA/ H or Authorized
one approach and landing DA/ H plus an visibility plus
operation. increment of 400 ft an increment
of 1 500 m
For airports supporting at Authorized DA/ H or Authorized
least two approach and MDA/ H plus an visibility plus
landing operations, each increment an increment
providing a straight-in of 200 ft of 800 m
approach and landing
operation to different,
suitable runways
For airports with a Cat I I procedures, a Cat I I , a
published Cat I I or Cat I I I ceiling visibility of at
approach and landing of at least 300 ft, or least
operation, and at least for Cat RVR 1 200 m
two approach and landing I I I procedures, a or, for Cat
operations, each ceiling of I I I , a visibility
providing a straight-in at least 200 ft of at least
approach and landing RVR 550 m
operation to different,
suitable runways
Note: Alternate aerodrome operating minima is to be used as a

planning tool for dispatch of a flight. After commencement of
flight, the authorized DA/ H or MDA/ H for the approach and
associated visibility/ RVR may be used.
7.8 CLEARANCE OF FLIGHTS UNDER EDTO REGULATIONS

For the despatch release of flights operated under EDTO
Regulations, the forecast for the designated EDTO enroute
alternates should be above the EDTO dispatch minima for the
period starting one hour before the earliest expect ed time of
landing to one hour after the latest expected time of landing.
Page 7 -29
BOEING
PART - A Chapter 7
AERODROME OPERATING I ssue 4 Rev 0 15Oct 2014
MINIMA
The list of EDTO alternates and their dispatch minima is given
below:
EDTO dispatch minima
Non-
Precision
Precision
Sr. Approach
No.
Country City name ICAO Approach
RVR/
DH MDH Vis
CAT Vis*
(ft) (ft) (m)
(m)
1
AFGHANI STAN BAGRAM OAI X ------ 690 2500 1060 4100
2 AFGHANI STAN KABUL OAKB ------ 720 2600 1170 6000
3 AFGHANI STAN KANDAHAR OAKN ------ 600 2350 830 3100
ANTI GUA &
4
BARBUDA
ST. JOHNS TAPA ------ ------ ------ 910 4400
5 AUSTRALI A DARVI N YPDN ------ 610 2400 810 3800

6 AUSTRALI A ALI CE SPRI NG YBAS ------ 620 2400 770 4200
7 AUSTRALI A MELBOURNE YMML ------ 410 1350 830 4000
-- CAT I I 300 1200 ----- ------
-- CAT I I I 200 550 ----- ------
8 AUSTRALI A SYDNEY YSSY ------ 410 1350 600 2900
-- CAT I I 300 1200 ----- ------
-- CAT I I I 200 550 ----- ------
9 AZERBAI JAN BAKU UBBB ------ 400 1350 660 3200
-- CAT I I 300 1200 ----- ------
10 AZORES LAJES LPLA ------ 650 3200 1120 4800
11 CANADA CALGARY CYYC ------ 410 1600 750 3600
12 CANADA CHURCHI LL CYYQ ------ 650 2800 700 4000
13 CANADA EDMONTON CYEG ------ 400 1350 640 2400
14 CANADA GANDER CYQX ------ 400 1350 550 2400
15 CANADA GOOSE BAY CYYR ------ 600 2150 850 3200
16 CANADA HALI FAX CYHZ ------ 400 1350 650 2400
Page 7 -30
BOEING
PART - A Chapter 7
MINIMA
Non-
Precision
Precision
Sr. Approach
No.
RVR/
DH MDH Vis
CAT Vis*
(ft) (ft) (m)
(m)
17 CANADA MONCTON CYQM ------ 400 1350 610 2800
18 CANADA MONTREAL CYUL ------ 400 1350 730 3200
19 CANADA QUEBEC CYQB ------ 600 2150 780 3200
20 CANADA REGI NA CYQR ------ 600 2150 870 4000
21 CANADA ST JOHN CYYT ------ 400 1350 860 4000
22 CANADA STEPHENVI LLE CYJT ------ 660 2800 870 4000
23 CANADA TORONTO CYYZ ------ 400 1350 ------ ------
-- CAT I I 300 1200 ------ ------
-- CAT I I I 200 550 ------ ------
24 CANADA WI NNI PEG CYWG ------ 400 1350 800 2900
-- CAT I I 300 1200 ------ ------
25 CHI NA GUANGZHOU ZGGG ------ 400 1350 ------ ------
KUNMI NG,CHAN
26 CHI NA
GSHUI
ZPPP ------ 400 1350 ------ ------
27 DENMARK COPENHAGEN EKCH ------ 410 1350 620 2100
-- CAT I I 300 1200 ----- ------
28 FI NLAND HELSI KI EFHK ------ 400 1350 640 2400
-- CAT I I 300 1200 ----- ------
29 FRANCE BREST LFRB ------ 600 2150 850 3100
-- CAT I I 300 1200 ----- ------
30 GEORGI A TBI LI SI UGTB ------ 600 2150 990 3800
31 GERMANY BERLI N EDDT ------ 400 1350 760 2700

-- CAT I I 300 1200 ------ ------
Page 7 -31
BOEING
PART - A Chapter 7
MINIMA
Non-
Precision
Precision
Sr. Approach
No.
RVR/
DH MDH Vis
CAT Vis*
(ft) (ft) (m)
(m)
-- CAT I I I 200 550 ------ ------
32 GERMANY FRANKFURT EDDF ------ 400 1350 690 2500
-- CAT I I 300 1200 ------ ------
-- CAT I I I 200 550 ------ ------
33 GREENLAND KANGERLUSSAQ BGSF ------ ------ ------ 750 2800
34 I CELAND KEFLAVI K BI KF ------ 400 1350 480 2100
-- CAT I I 300 1200 ------ ------
35 I NDI A AMRI TSAR VI AR ------ 700 2250 810 3100
-- CAT I I 300 1200 ------ ------
36 I NDI A MUMBAI VABB ------ 410 1350 810 3200
37 I NDI A DELHI VI DP ------ 400 1350 660 2300
-- CAT I I 300 1200 ------ ------
-- CAT I I I 200 550 ------ ------
38 I NDI A CHENNAI VOMM 700 2350 1160 4600
39 I NDI A KOLKOTA VECC ------ 410 1550 620 2000
-- CAT I I 300 1200 ----- ------
40 I NDONESI A BALI WADD ------ 660 2300 760 3600
41 I RAN ESFAHAN OI FM ------ 630 2400 570 2400
42 I RAN SHI RAZ OI SS ------ 710 2600 730 2800
43 I RAN TABRI Z OI TT ------ 660 2400 ------ ------
44 I RAN TEHRAN OI I E ------ 430 1350 630 2400
-- CAT I I 300 1200 ------ ------
45 I RAN TEHRAN OI I I ------ 650 2320 840 4000
Page 7 -32
BOEING
PART - A Chapter 7
MINIMA
Non-
Precision
Precision
Sr. Approach
No.
RVR/
DH MDH Vis
CAT Vis*
(ft) (ft) (m)
(m)
46 I RELAND DUBLI N EI DW ------ 600 2150 780 2900
-- CAT I I 300 1200 ------ ------
47 I RELAND SHANNON EI NN ------ 600 2150 720 2600
-- CAT I I 300 1200 ------ ------
48 KAZAKHSTAN AKTAU UATE ------ 600 2150 710 3600
49 KAZAKHSTAN ASTANA UACC ------ 600 2150 740 3200
-- CAT I I 300 1200 ------ ------
50 KAZAKHSTAN ATYRAU UATG ------ 600 2150 740 3200
51 LATVI A RI GA EVRA ------ 600 2150 770 2900
52 MALASI A KUALA LAMPUR WMKK ------ 400 1350 800 3200
53 MYANMAR MANDALAY VYMD ------ 730 2700 760 3200
54 MYANMAR NAYPYI TAW VYNT ------ 600 2150 730 3200
55 NETHERLANDS AMSTERDAM EHAM ------ 400 1350 700 2500
-- CAT I I 300 1200 ------ ------
-- CAT I I I 200 550 ------ ------
56 NORWAY BERGEN ENBR ------ 600 2150 690 2500
57 NORWAY OSLO ENGM ------ 400 1350 790 2700
-- CAT I I 300 1200 ------ ------
-- CAT I I I 200 550 ------ ------
58 NORWAY STAVANGER ENZV ------ 410 1550 670 3000
-- CAT I I 300 1200 ------ ------
59 OMAN MUSCAT OOMS ------ 630 2400 930 3600
60 PAKI STAN I SLAMABAD OPRN ------ 710 2600 800 3000
Page 7 -33
BOEING
PART - A Chapter 7
MINIMA
Non-
Precision
Precision
Sr. Approach
No.
RVR/
DH MDH Vis
CAT Vis*
(ft) (ft) (m)
(m)
2200
61 PAKI STAN KARACHI OPKC ------ 420 1600 590
62 PAKI STAN LAHORE OPLA ------ 420 1400 590 2600

-- CAT I I 300 1200 ------ ------
63 POLAND WARSAW EPWA ------ 420 1350 610 2100
-- CAT I I 300 1200 ------ ------
64 PORTUGAL SANTA MARI A LPAZ ------ 600 2150 800 3000
65 RUSSI A CHELYABI NSK USCC ------ 600 2150 760 3200
66 RUSSI A DOMODEDOVO UUDD ------ 400 1350 550 2400
-- CAT I I 300 1200 ------ ------
67 RUSSI A I RKUTSK UI I I ------ 600 2150 750 3200
68 RUSSI A MOSCOW UUEE ------ 400 1350 550 2400
-- CAT I I 300 1200 ------ ------
69 RUSSI A MOSCOW UUWW ------ 400 1350 ------ ------
-- CAT I I 300 1200 ------ ------
70 RUSSI A ST PETERSBURG ULLI ------ 400 1350 550 2400
-- CAT I I 300 1200 ------ ------
71 RUSSI A ULYANOVSK UWLW ------ 600 2150 780 4800
72 SI NGAPORE SI NGAPORE WSSS ------ 400 1350 800 3200
73 SPAI N SANTI AGO LEST ------ 640 2800 880 3300
-- CAT I I 300 1200 ------ ------
74 SWEDEN GOTEBORG ESGG ------ 600 2150 800 2900
-- CAT I I 300 1200 ------ ------
75 SWEDEN STOCKHOLM ESSA ------ 400 1350 ------ ------
Page 7 -34
BOEING
PART - A Chapter 7
MINIMA
Non-
Precision
Precision
Sr. Approach
No.
RVR/
DH MDH Vis
CAT Vis*
(ft) (ft) (m)
(m)
-- CAT I I 300 1200 ------ ------
-- CAT I I I 200 550 ------ ------
76 THAI LAND BANGKOK VTBS ------ 400 1350 1000 4000
77 THAI LAND CHI ANG MAI VTCC ------ 780 3000 1190 5600
78 TURKEY ANKARA LTAC ------ 400 1350 730 2800
-- CAT I I 300 1200 ------ ------
79 TURKEY ERZURUM LTCE ------ 400 1350 940 4300
-- CAT I I 300 1200 ------ ------
80 TURKEY I STANBUL LTBA ------ 400 1350 580 2200
-- CAT I I 300 1200 ------ ------
81 TURKEY SAMSUN LTFH ------ 600 2150 840 3100
-- CAT I I 300 1200 ------ ------
82 TURKEY TRABZON LTCG ------ 700 2500 ------ ------
TURKMENI STA
83
N
TURKMENBASHI UTAK ------ 1000 3800 ------ ------
84 UKRAI NE SI MFEROPOL UKFF ------ 600 2150 780 3000
UNI TED ARAB
85
EMI RATES
ABU DHABI OMAA ------ 400 1350 590 2000
-- CAT I I 300 1200 ------ ------
UNI TED ARAB
86
EMI RATES
DUBAI OMDB ------ 400 1350 770 2900
-- CAT I I 300 1200 ------ ------
UNI TED
87
KI NGDOM
BELFAST EGAA ------ 600 2150 800 2900
-- CAT I I 300 1200 ------ ------
-- CAT I I I 200 550 ------ ------
Page 7 -35
BOEING
PART - A Chapter 7
MINIMA
Non-
Precision
Precision
Sr. Approach
No.
RVR/
DH MDH Vis
CAT Vis*
(ft) (ft) (m)
(m)
UNI TED
88
KI NGDOM
BI RMI NGHAM EGBB ------ 600 2150 870 3300
-- CAT I I 300 1200 ------ ------
-- CAT I I I 200 550 ------ ------
UNI TED
89
KI NGDOM
GLASGOW EGPF ------ 600 2150 890 3300
-- CAT I I 300 1200 ------ ------
-- CAT I I I 200 550 ------ ------
UNI TED
90
KI NGDOM
LONDON EGKK ------ 600 2150 ------ ------
-- CAT I I 300 1200 ------ ------
-- CAT I I I 200 550 ------ ------
UNI TED
91
KI NGDOM
LONDON EGLL ------ 400 1350 ------ ------
-- CAT I I 300 1200 ------ ------
-- CAT I I I 200 550 ------ ------
UNI TED
92
KI NGDOM
MANCHESTER EGCC ------ 400 1350 650 2300
-- CAT I I 300 1200 ------ ------
-- CAT I I I 200 550 ------ ------
UNI TED
93
KI NGDOM
PRESTWI CK EGPK ------ 600 2150 800 2900
UNI TED
94
KI NGDOM
STANSTED EGSS ------ 600 2150 ------ ------
-- CAT I I 300 1200 ------ ------
-- CAT I I I 200 550 ------ ------
UNI TED
95
KI NGDOM
STORNOWAY EGPO ------ ------ ------ 720 2600
Page 7 -36
BOEING
PART - A Chapter 7
MINIMA
Non-
Precision
Precision
Sr. Approach
No.
RVR/
DH MDH Vis
CAT Vis*
(ft) (ft) (m)
(m)
96 USA BANGOR KBGR ------ 600 * 2400 840 3200

-- CAT I I 300 1200 ------ ------
-- CAT I I I 200 550 ------ ------
97 USA CHI CAGO KORD ------ 400 * 1600 ------ ------
-- CAT I I 300 1200 ------ ------
-- CAT I I I 200 550 ------ ------
98 USA DENVER KDEN ------ 400 * 1600 ------ ------
-- CAT I I 300 1200 ------ ------
-- CAT I I I 200 550 ------ ------
99 USA FARGO KFAR ------ 600 * 2400 820 3200
100 USA LOS ANGELES KLAX ------ 400 * 1600 ------ ------
-- CAT I I 300 1200 ------ ------
-- CAT I I I 200 550 ------ ------
101 USA MI NNEAPOLI S KMSP ------ 400 * 1400 ------ ------
-- CAT I I 300 1200 ------ ------
-- CAT I I I 200 550 ------ ------
102 USA SALT LAKE CI TY KSLC ------ 400 * 1600 700 2500
-- CAT I I 300 1200 ------ ------
-- CAT I I I 200 550 ------ ------
SAN
103 USA
FRANCI SCO
KSFO ------ 400 * 1600 850 3200
-- CAT I I 300 1200 ------ ------
-- CAT I I I 200 550 ------ ------
Page 7 -37
BOEING
PART - A Chapter 7
MINIMA
Non-
Precision
Precision
Sr. Approach
No.
RVR/
DH MDH Vis
CAT Vis*
(ft) (ft) (m)
(m)
104 UZBEKI STAN KEI V UKBB ------ 400 1350 560 3000
105 UZBEKI STAN TASHKENT UTTT ------ 400 1350 590 2500
106 VI ETNAM HANOI VVNB ------ 400 1350 860 4000
-- CAT I I 300 1200 ------ ------
Note- 1- When determining the usability of an I AP, wind plus gust

must be forecast to be within operating limits, including
reduced visibility limits, and should be within the
manufacturer’s maximum demonstrated crosswind value.
2- Conditional forecast elements need not be considered,
except that a PROB40 or TEMPO condition below the
lowest applicable operating minima must be taken into
account.
3 - When dispatching under the provisions of the MEL, those
MEL limitations affecting instrument approach minima must
be considered in determining ETOPS alternate minima.
4- For operations outside United States, because of variations
in the international metric weather forecasting standards,
700m may be used in lieu of 800m.
Page 7 -38
BOEING
PART - A Chapter 7
MINIMA
7.9 CAT II & CAT III Minima
MI NI MUMS
AI RPORT
I CAO RWY I LS
CATEGORY B777/ B744
DH (RA) RVR
FT. M / FT (for
US
Airports)
* * * ABU DHABI 13L II 100 (107) 350
OMAA 31L II 100 (94) 350
31L IIIA 50 200
31R II 100 (105) 350
06 II 100 (103) 300
18C II 100 (101) 300
18R II 100 (100) 300
AMSTERDAM 36C II 100 (100) 300
EHAM 36R II 100 (102) 300
06, 18C, IIIA 50 200
18R, 36R,
36C
27 II 100 (101) 300
27 IIIA 50 200
AMRI TSAR 34 II 100 350
VI AR
01L
* * * BANGKOK 01R
(SUVARNABHUMI I NTL) 19L II 100 (100) 350
VTBS 19R
* * * BANGKOK
(BANGKOK I NTL) 21R II 100 (100) 350
VTBD
04R II 100 (99) 1200 FT
33L II 100 (116) 1200 FT
BOSTON
04R IIIA 50 700 FT
KBOS
04R IIIB NO DH 300 FT *
BI RMI NGHAM 15 II 110 (106) 300
EGBB 33 II 100 (98) 300
Page 7 -39
BOEING
PART - A Chapter 7
MINIMA
50 200
15, 33 IIIA
* * * BRUSSELS 25L II 113 (123) 300

EBBR 25R II 100 (104) 300
25L / R IIIA 50 200
09L II 100 (104) 1200 FT
10 II 100 (95) 1200 FT
14L II 100 (102) 1200 FT
14R II 100 (110) 1200 FT
27R II 100 (101) 1200 FT
CHI CAGO 27L II 100 (102) 1200 FT
(O’HARE INTL) 28 II 100 (100) 1200 FT
KORD 10,28, 09L
14L / R 50 700 FT
IIIA
27L / R
10, 28
14L / R IIIB NO DH 300 FT *
27L / R
11 II 100 (102) 300
28 II 100 (95) 300
DELHI 29 II 100 (92) 300
(I NDI RA GANDHI I NTL) 11, 28, 29 IIIA 50 175
VI DP
11, 28, 29 IIIB NO DH 50
04L/ R II 100(101) 1200 FT

03R II 100 (101) 1200 FT
DETROI T 03R, 50 700 FT
IIIA
KDTW 04L/ R
03R,
04L/ R IIIB NO DH 300 FT *
* * * DUBAI 12L II 100 (100) 350
OMDB 30R II 100 (100) 350
12L, 30R IIIA 50 200
07L II 133 (131) 400
07R/ 07C II 100 (101) 300
FRANKFURT 25L II 100 (94) 300
(FRANKFURT MAI N) 25C II 100 (98) 300
EDDF 25R II 131 (144) 400
07L / R / C
IIIA 50 200
25L / R / C
Page 7 -40
BOEING
PART - A Chapter 7
MINIMA
GENEVA
23 II 100 (108) 300
LSGG
07L II 100 (100) 350

07R II 100 (99) 350
HONG KONG
25L II 100 (100) 350
VHHH
25R II 100 (100) 350
25R IIIA 50 200
05L II 100 (118) 1200 FT
I NDI ANAPOLI S 05R II 100 (131) 1200 FT
KI ND 05L / R IIIA 50 700 FT
05L IIIB NO DH 300 FT *
KOLKATA
VECC 19L II 100 (100) 300
* * * KUWAI T 15L II 100 (102) 300

OKBK 15R II 100 (100) 300
33L II 100 (102) 300
33R II 100 (96) 300
09L / R II 100 (100) 300
27L / R II 100 (102) 300
LONDON
09L / R
(HEATHROW) IIIA 50 200
27L / R
EGLL
09L / R
IIIB NO DH 100
27L / R
LONDON 26L II 100 (102) 300
(GATWI CK) 08R II 100 (96) 300
EGKK 08R, 26L IIIA 50 200
24R II 100 (115) 1200 FT
25L II 100 (107) 1200 FT
LOS ANGELES 24R, 25L IIIA 50 700 FT
KLAX NO DH 300 FT *
24R, 25L IIIB
MANCHESTER
23R II 102 (105) 300
EGCC
05L, 23R IIIA 50 200
35 II 110 (107) 1200 FT
12L II 100 (115) 1200 FT
Page 7 -41
BOEING
PART - A Chapter 7
MINIMA
12R II 100 (106) 1200 FT
30L II 110 (--) 1200 FT
MI NNEAPOLI S 12L/ R, 35 IIIA 50 700 FT
KMSP 12L, 35 IIIB NO DH 300 FT *
MONTREAL
(MI RABEL) 06 II 100 (100) 1200 FT
CYMX
22L II 100 (99) 1200 FT
NEWARK
04R II 100 (100) 1200 FT
(NEWARK I NTL)
04R IIIA 50 700 FT
KEWR, 18 FT.
NEW YORK 04R, 22L II 100 (113) 1200 FT

(KENNEDY I NTL) 13L II 150 (151) 1600 FT
KJFK, 13 FT. 04R, 22L IIIA 50 700 FT
04R. 22L IIIB NO DH 300 FT *
* * * OSAKA
(KANSAI ) 06L / R 100 (100) 350
II
RJBB 24L / R
08L II 100 (99) 300
08R II 100 (103) 300
09L II 100 (104) 300
09R II 100 (105) 300
26L II 100 (104) 300
PARI S 26R II 100 (102) 300
(CHARLES DE GAULLE) 27L II 100 (100) 300
LFPG 27R II 100 (103) 300
08L/ R
26L / R
IIIA 50 200
09L / R
27L / R
08L/ R
26L / R
IIIB 20 100
09L / R
27L / R
PARI S (ORLY) 06 II 100 (95) 300
LFPO 26 II 100 (102) 300
50 200
06, 26 IIIA
27R II 100 (102) 1200 FT
PHI LADELPHI A
09R II 100 (109) 1200 FT
KPHL
09R IIIA 50 700 FT
Page 7 -42
BOEING
PART - A Chapter 7
MINIMA
NO DH 300 FT *
09R IIIB
SAN FRANCI SCO 28R II 100 (113) 1200 FT

KSFO 28R IIIA 50 700 FT
17L II 100(102) 350
SHANGHAI ZSPD/ PVG
35R II 100(101) 350
SHARJAH OMSJ 30 II 107 (102) 350
15L/ R
II
33L/ R 100 (106) 300
15L/ R
SEOUL 33L/ R
(I NCHEON) 16/ 34 IIIA 50 175
RKSI 16/ 34 II 100 (105) 300
15L/ R
33L/ R IIIB NO DH 75
16/ 34
SEOUL
(GI MPO) 14R II 100 (100) 300
RKSS 14R IIIA 50 175
SI NGAPORE 02L II 105 (131) 350

(CHANGI ) 20C 100 (102) 350
WSSS
II
TOKYO 16R II 100 (101) 350

(NARI TA) 16R IIIA 50 200
RJAA 16R IIIB NO DH 100
TOKYO
(HANEDA) 34R II 100 (100) 350
RJTT
05 IIIA 50 600 FT
TORONTO
05 II 100 (103) 1200 FT
(PEARSON I NTL)
06L II 100 (140) 1200 FT
CYYZ
06L IIIA 50 600 FT
WASHI NGTON 19R II 100 (103) 1200 FT
(DULLES I NTL) 01L II 100 (97) 1200 FT
KI AD 01R II 100 (94) 1200 FT
Page 7 -43
BOEING
PART - A Chapter 7
MINIMA
19C II 100 (108) 1200 FT
01C II 100 (96) 1200 FT
19L II 100 (100) 1200 FT
01L / R 50 700 FT
IIIA
19R, 19C
01L / R NO DH 300 FT *
IIIB
19R, 19C
* As per US FAA, Foreign operations Specs.

* * * - CAT I I / I I I actual approach not authorized for B777
N/ A – Not authorized
Page 7 -44
PART - A Chapter 7
MINIMA
7.10 INFLIGHT
A flight shall not be continued towards the aerodrome of
intended landing, unless the latest available information
indicates that at the expected time of arrival, a landing can
be effected at that aerodrome or at least one destination
alternate aerodrome, in compliance with the operating
minima.
7.11 CRUISE
Monitor weather (VOLMET, VHF, CO FREQ) for destination,
enroute / ETOPS alternates, destination alternates. Keep
information up-to-date.
7.12 APPROACH
Except in emergency, the prescribed minima shall not be
infringed. The following conditions must be considered, as a
minimum, before commencement or continuing an approach
to a landing:
i) Crew qualification requirements;
ii) Onboard equipment requirements;
iii) Ground based equipment requirements;
iv) Operating minima.
7.12.1 DESCENT BELOW MINIMUM ALTITUDE

During departure and approach, crew should not descend
below the Minimum Sector Altitude (MSA) or minimum
altitude depicted on the Jeppesen SI D/ STAR, I nstrument
Approach chart for the departure/ approach being
conducted. However, during radar vectoring crew should
be aware of the Minimum Vectoring Altitude (MVA). MVA
charts are not always available in the Jeppesen Airport
charts, although they are available to the radar controllers.
I n case the crew are directed by the radar controller to
descend below MSA and MVA charts are not available,
crew must bring it to the notice of the radar controller. I f
in doubt, crew should not descend below MSA.
Page 7 -45
PART - A Chapter 7
MINIMA
7.13 MISSED APPROACH

7.13.1 PRECISION APPROACH:
A missed approach must be initiated at DA(H), if the
Required Visual Reference to continue the approach has not
been established.
7.13.2 NON-PRECISION APPROACH:

A missed approach must be carried out, latest by MAP, if the
Required Visual Reference to continue the approach to land
is not found to be at MDA(H).
7.13.3 CONTINUOUS DESCENT FINAL APPROACH

(CDFA)/CONSTANT ANGLE NON-PRECISION
APPROACH (CANPA):
Derived Decision Altitude (DDA) will be used in lieu of MDA
for Non precision approaches as per procedure in the
respective Aircraft SOPs.
For CDFA approaches, 50 ft. is to be added on the given
value of MDA (MDH).
7.14 LANDING MINIMA- Emergency

Except in case of emergency, AOM will not be infringed and
an approach to land shall not be continued below DH/ MDH,
if the required visual reference has not been established and
maintained.
7.14.2 LANDING RUNWAY LENGTH REQUIREMENTS
Pilots should bear in mind, landing runway length
requirements when operating with low minima values.
Actual landing distance is calculated from respective aircraft
QRH.
7.14.3 TOUCHDOWN
Touch Down Zone (TDZ) is defined as beginning from 500 ft
from threshold to 3000ft from threshold. Final approach shall
be adjusted so as to achieve touchdown in the TDZ with due
considerations for obstructions in the approach area, runway
length, runway conditions, etc. I f touch down cannot be
accomplished within the TDZ, a go-around shall be initiated.
Page 7 -46
PART - A Chapter 7
MINIMA
7.14.4 TEMPORARY NOTAM CHANGES : CREW ACTION
When temporary Notam changes for OCA increment are
issued, normally along with that, revised DA (H) and MDA
(H) are also indicated by the State of the aerodrome.
However, if the above referred DA(H) / MDA(H) values are
not given then crew will be required to carry out manual
calculation of descent limits as per method given in para 7.1
or seek the help of flight dispatcher .
From the revised DA(H) / MDA(H) values the VI S / RVR
minima should be calculated as per procedure.
Similarly, when temporary change downgrading App / RWY
lighting system is issued, the procedure for raising VI S / RVR
minima is shown at para 7.1.
7.15 HIGHER MINIMA DUE SEVERE DOWN DRAUGHTS
When the topographical features in a particular runway
environment frequently produce down draughts in the
approach area, then the minima may be increased for DH
by 100 feet and RVR/ VI S by 200 meters.
7.16 CONVERSION TABLE - RVR/Visibility

The following table provides accepted equivalent values to
RVR/ Visibility in different units of measurement : -
VISIBILITY RVR
(M) STATUTE MILE (M) (FT)
400 ¼ 100 300
800 ½ 150 500
1200 ¾ 200 700
1600 1 300 1000
2000 1¼ 350 1200
2400 1½ 500 1600
2800 1¾ 550 1800
3200 2 600 2000
3600 2¼ 800 2400
4000 2½ 1000 3000
4400 2½ 1200 4000
4800 3 1600 5000
Page 7 -47
PART - A Chapter 7
MINIMA
7.17 COMMANDER’S RESPONSIBILITY
It is the Commander’s responsibility to evaluate through his
own observations that the actual conditions at the time of
take off/ landing are at least equal to or better than the
prescribed minima even though ATC has given him
clearance. Even if reported MET conditions meet the
prescribed minima, the Commander may use his discretion
to delay a take off or hold (fuel permitting) during approach
& landing or divert to a suitable airport.
Page 7 -48
BOEING
PART - A Chapter 7
MINIMA
7.18 PREFERENTIAL SYSTEM FOR DESTINATION
ALTERNATES
A revised system for selection of destination alternates has
been formulated and a list of alternates for all our
destinations presently on our network is given in para
7.19.5, providing a sequential order for alternates according
to criteria explained as follows :
7.18.1 Planning
A. The distance-wise listing sequence of alternates is made
as per distance from the destination, via applicable
routing. As such these distances are approximate.
B. For Flight Planning, alternate selection to be given
priority as per sequence in the list. A change in the
planning order, i.e. from No.1 to 2 and so on, will be
made only when the airport is not available at the
expected time of operation either due to NOTAM,
weather or any other prior operational notice.
C. Airports marked with asterisk are not suitable as
alternates for 747 type of a/ c.
D. Hours of operation of an airport should be checked before
selection of the same as an alternate.
7.18.2 INFLIGHT
A) Regulations permit in-flight re-planning of destination
alternate, provided fuel requirements of flying to the new
alternate from the point of diversion plus 30 minutes of
holding fuel at 1500 ft. above the alternate aerodrome are
adequately met.
B) When extra fuel is carried due to destination weather or
otherwise, the additional reserve should be judiciously used
to hold over either the destination, if the trend indicates
improvement within the available holding time, or that fuel
may be used towards diversion to a Company preferred
alternate as per calculation of sub-para(A) above.
Page 7 -49
BOEING
PART - A Chapter 7
MINIMA
7.18.3 GOOD WEATHER CONDITIONS:
I f the appropriate forecast and weather reports (TAFORs)
indicate that during a period commencing one hour before
and ending one hour after the estimated time of arrival at
the airport is at or above the aerodrome operating minima,
and there is no forecast of significant weather such as
thunderstorms, rain, fog, dust, mist etc. during this period, it
can be considered as good weather condition.
7.18.4 DESIGNATION OF GOOD WEATHER ALTERNATES:

(B777 / B744 /B787)
I f the conditions in 7.19.3 are met with at the destination
airport, designating closer alternates should be considered.
Airports which can be classified as closer alternates are
those typically within 100 Nm radius air distance from the
destination. Such alternate airports should essentially be
adequate airports. They may not have the required technical
handling facilities for the aircraft type or Company personnel
which are needed as a commercially viable alternate.
Additionally, it must be ensured that at the estimated time of

arrival at the alternate, the weather at the alternate airport
shall not be less than that required for an available and
appropriate non-precision approach and in no case, it shall
be less than 2000 metres.
Based on the above parameters, the list of destination

alternates in preferential order has been reviewed and the
same is appended here. However, the criteria mentioned in
Para A & B above shall apply only when alternate airports
are available within 100 Nm flying distance from the
destination.
Page 7 -50
BOEING
PART - A Chapter 7
MINIMA
7.19 LIST OF DESTINATION ALTERNATE AIRPORTS IN
PREFERENTIAL ORDER
I n order to reduce the alternate fuel carried on our flights,
one of the fuel saving measures recommended by a team of
experts from I ATA who conducted a Fuel Efficiency Gap
Analysis (FEGA) for Air I ndia, was to designate closer
alternates during ‘good weather conditions’ at the
destination airport.
NOTES:
1. Although the given preferential alternates are to be used
for planning purposes, it does not preclude the
Commander from re-designating any other alternate
during flight, considering fuel requirements/ weather/
operational requirements, safety criteria and handling
facilities.
2. Hours of operations of alternate airports should be
checked before selection of alternates.
3. The alternate distances shown are based on SI Ds and
routings at the time of publication. As such, these
distances are approximate.
4. Jeppesen charts for the alternate airports are available
either in the Commander or in the
Alternate/ Supplementary Folder.
Page 7 -51
BOEING
PART - A Chapter 7
MINIMA
DESTI NATI ON DI ST CO. DESTI NATI ON ALTERNATE

(NM) SEQ
ABU DHABI 50 AL MAKTOUM (OMDW)
(OMAA) 77 DUBAI (OMDB)
100 RAS-AL-KHAI MAH (OMRK)
100 FUJAI RAH (OMFJ)
85 ALAI N (OMAL)
105 SHARJAH (OMSJ)
245 MUSCAT (OOMS)
AHMEDABAD 349 MUMBAI (VABB)
(VAAH) 316 JAI PUR (VI JP) *
419 DELHI (VI DP)
587 HYDERABAD (VOHS)
AMRITSAR 301 DELHI (VI DP)
(VIAR) 385 JAI PUR (VI JP)*
490 LUCKNOW (VI LK)*
674 AHMEDABAD (VAAH)
780 MUMBAI (VABB)
BAHRAIN 82 DAMMAM (OEDF)
(OBBI ) 147 DOHA (OTBD)
257 KUWAI T (OKBK)
295 AL MAKTOUM (OMDW)
317 DUBAI (OMDB)
286 ABU DHABI (OMAA)
BANGALORE 176 CHENNAI (VOMM)
(VOBL) 232 CALI CUT (VOCL)
240 COCHI N (VOCI )
320 TRI VANDRUM (VOTV)
CALICUT 116 COCHI N(VOCI )
(VOCL) 199 TRI VANDRUM (VOTV)
272 BANGALORE (VOBL)
320 CHENNAI (VOMM)
CHENNAI 147 BANGALORE (VOBL)
(VOMM) 321 COCHI N (VOCI )
362 TRI VANDRUM (VOTV)
Page 7 -52
BOEING
PART - A Chapter 7
MINIMA
CHICAGO 88 MI LWAUKEE(KMKE)
(KORD) 234 DETROI T (KDTW)
320 MI NNEAPOLI S (KMSP)
184 I NDI ANAPOLI S (KI ND)
254 ST. LOUI S (KSTL)
COCHIN 96 CALI CUT (VOCL)
(VOCI) 137 TRI VANDRUM (VOTV)
323 CHENNAI (VOMM)
DAMMAM 93 BAHRAI N (OBBI )
(OEDF) 221 RI YADH (OERK)
209 DOHA (OTBD)
350 DUBAI (OMDB)
DELHI 155 JAI PUR (VI JP)*
(VIDP) 285 AMRI TSAR (VI AR)
284 LUCKNOW(VI LK) *
444 AHMEDABAD(VAAH)
660 MUMBAI (VABB)
DOHA 131 BAHRAI N (OBBI )
(OTBD) 240 AL MAKTOUM (OMDW)
245 DUBAI (OMDB)
255 SHARJAH (OMSJ)
182 DAMMAM (OEDF)
DUBAI 30 SHARJAH (OMSJ)
(OMDB) 34 AL MAKTOUM (OMDW)
57 RAS-AL-KHAI MAH (OMRK)
75 FUJAI RAH (OMFJ)
77 ABU DHABI (OMAA)
124 AL AI N (OMAL)
238 MUSCAT (OOMS)
FRANKFURT 100 COLOGNE (EDDK)
(EDDF) 133 NUREMBERG (EDDN)
192 MUNI CH (EDDM)
247 BRUSSELS (EBBR)
266 BERLI N (EDDT)
272 PARI S (LFPG)
HONG KONG 50 MACAU(VMMC)
(VHHH) 51 SHENZHEN(ZGSZ)
105 GUANGZHOU(ZGGG)
388 KAOHSI UNG(RCKH)
Page 7 -53
BOEING
PART - A Chapter 7
MINIMA
HYDERABAD 266 BANGALORE (VOBL)

(VOHS) 432 MUMBAI (VABB)
304 CHENNAI (VOMM)
492 COCHI N (VOCI )
JAKARTA 38 HALI M I NTL (WI HH)
(WIII) 276 SOLO (WARQ)
340 PALEMBANG (WI PP)
509 SI NGAPORE (WSSS)
539 JOHOR BAHRU (WMKJ)
644 KUALA LUMPUR (WMKK)
JEDDAH 104 TAI F(OETF)
(OEJN) 206 MADI NAH (OEMA) * *
540 RI YADH (OERK)
746 DAMMAM (OEDF)
761 KUWAI T (OKBK)
482 LUXOR (HELX)
KOLKATA 160 DHAKA (VGZR)
(VECC) 510 LUCKNOW (VI LK)*
739 DELHI (VI DP)
KUALA 199 SI NGAPORE (WSSS)
LUMPUR 139 JOHOR BAHRU (WMKJ)
(WMKK) 208 PENANG (WMKP)
221 MEDAN (WI MM)
KUWAIT 253 DAMMAM (OEDF)
(OKBK) 294 RI YADH (OERK)
271 BAHRAI N (OBBI )
387 DOHA (OTBD)
524 DUBAI (OMDB)
LONDON-LHR 87 GATWI CK(EGKK)
(EGLL) 100 BI RMI NGHAM (EGBB)
218 PARI S-CDG (LFPG)
151 MANCHESTER (EGCC)
220 BRUSSELS (EBBR)
LUCKNOW * 230 DELHI (VI DP)
(VILK) 386 JAI PUR (VI JP)*
473 AMRI TSAR (VI AR)
523 KOLKATA (VECC)
607 AHMEDABAD (VAAH)
Page 7 -54
BOEING
PART - A Chapter 7
MINIMA
MUMBAI 277 AHMEDABAD (VAAH)

(VABB) 434 HYDERABAD (VOHS)
643 DELHI (VI DP)
615 CHENNAI (VOMM)
NAIROBI 258 MOMBASSA (HKMO)
(HKJK) 389 DAR-ES-SALAAM (HTDA)
156 KI LI MANJARO (HTKJ) *
NEWARK 90 NEW YORK(KJFK)
(KEWR) 204 BOSTON(KBOS)
243 WASHI NGTON (DULLES)
(KI AD)
115 PHI LADELPHI A (KPHL)
130 BRADLEY (KBDL)
NEW YORK 90 NEWARK (KEWR)
(KJFK) 204 BOSTON(KBOS)
243 WASHI NGTON (DULLES)
(KI AD)
115 PHI LADELPHI A (KPHL)
130 BRADLEY (KBDL)
OSAKA 54 OSAKA I NTL (RJOO)
KANSAI INTL 110 OKAYAMA (RJOB) +
(RJBB) 324 NARI TA (RJAA)
300 HANEDA (RJTT)
299 FUKUOKA (RJFF)
PARIS-CDG 48 PARI S-ORY(LFPO)
(LFPG) 208 LONDON-LHR(EGLL)
196 LONDON-LGW(EGKK)
272 FRANKFURT (EDDF)
166 BRUSSELS (EBBR)
RIYADH 221 DAMMAM(OEDF)
(OERK) 490 JEDDAH(OEJN)
257 BAHRAI N(OBBI )
296 DOHA(OTBD)
Page 7 -55
BOEING
PART - A Chapter 7
MINIMA
SEOUL 47 SEOUL(RKSS)
INCHEON 213 BUSAN(RKPK)
INTL 334 FUKUOKA(RJFF)
(RKSI) 495 KANSAI I NTL(RJBB)
SINGAPORE 83 PAYA LEBAR(WSAP)

(WSSS) 100 JOHOR BAHRU (WMKJ)
230 KUALA LUMPUR (WMKK)
53 BATAM(WI DD)
SHANGHAI 54 SHANGHAI (HONGQI AO)
(ZSPD) (ZSSS)
120 HANGZHOU (ZSHC)
185 NANJI NG (ZSNJ)
422 WUHAN (ZHHH)
TOKYO 52 HANEDA (RJTT)
NARITA INTL 280 OSAKA I NTL(RJOO)
(RJAA) 296 KANSAI I NTL(RJBB)
375 OKAYAMA (RJOB) +
538 FUKUOKA(RJFF)
TORONTO 52 HAMI LTON (CYHM)
(CYYZ) 227 OTTAWA (CYOW)
304 MONTREAL (CYUL)
332 NEWARK(KEWR)
348 NEW YORK(KJFK)
197 DETROI T (KDET)
409 CHI CAGO(KORD)
TRIVANDRUM 142 COCHI N(VOCI )
Thiruvananth 199 CALI CUT (VOCL)
apuram 338 BANGALORE(VOBS)
(VOTV) 362 CHENNAI (VOMM)
561 HYDERABAD (VOHY)
(* ) Should not be considered as an alternate for B744 / B777
operations.
(* * ) Should be considered as an alternate ONLY during HAJ

Operations.
(+ ) Not to be used for B777-300ER
Page 7 -56
BOEING
PART - A Chapter 7
MINIMA
7.20 Take-off alternate :

S. Dep. Airfield Take-off alternate
No.
1 ABU DHABI AL MAKTOUM (OMDW)
(OMAA) DUBAI (OMDB)
RAS-AL-KHAI MAH (OMRK)
FUJAI RAH (OMFJ)
ALAI N (OMAL)
SHARJAH (OMSJ)
MUSCAT (OOMS)
2 AHMEDABAD MUMBAI (VABB)
(VAAH) DELHI (VI DP)
3 AMRI TSAR DELHI (VI DP)

(VI AR) LUCKNOW (VI LK)*
4 BAHRAI N DAMMAM (OEDF)

(OBBI ) DOHA (OTBD)
KUWAI T (OKBK)
AL MAKTOUM (OMDW)
DUBAI (OMDB)
ABU DHABI (OMAA)
5 BANGALORE CHENNAI (VOMM)
(VOBL) CALI CUT (VOCL)
COCHI N (VOCI )
HYDERABAD (VOHS)
TRI VANDRUM (VOTV)
6 BI RMI NGHAM LONDON(EGLL)
(EGBB) MANCHESTER (EGCC)
7 CALI CUT COCHI N(VOCI )
(VOCL) TRI VANDRUM (VOTV)
BANGALORE (VOBL)
CHENNAI (VOMM)
8 CHENNAI BANGALORE (VOBL)
(VOMM) COCHI N (VOCI )
HYDERABAD (VOHS)
TRI VANDRUM (VOTV)
Page 7 -57
BOEING
PART - A Chapter 7
MINIMA

No.
9 CHI CAGO MI LWAUKEE(KMKE)
(KORD) DETROI T (KDTW)
MI NNEAPOLI S (KMSP)
I NDI ANAPOLI S (KI ND)
ST. LOUI S (KSTL)
11 DAMMAM BAHRAI N (OBBI )
(OEDF) RI YADH (OERK)
DOHA (OTBD)
DUBAI (OMDB)
ABU DHABI (OMAA)
AL MAKTOUM (OMDW)
12 DELHI JAI PUR (VI JP)*
(VI DP) AMRI TSAR (VI AR)
LUCKNOW(VI LK) *
AHMEDABAD(VAAH)
MUMBAI (VABB)
13 DOHA BAHRAI N (OBBI )
(OTBD) AL MAKTOUM (OMDW)
DUBAI (OMDB)
ABU DHABI (OMAA)
SHARJAH (OMSJ)
DAMMAM (OEDF)
14 DUBAI SHARJAH (OMSJ)
(OMDB) AL MAKTOUM (OMDW)
RAS-AL-KHAI MAH (OMRK)
FUJAI RAH (OMFJ)
ABU DHABI (OMAA)
AL AI N (OMAL)
MUSCAT (OOMS)
Page 7 -58
BOEING
PART - A Chapter 7
MINIMA

No.
15 FRANKFURT COLOGNE (EDDK)
(EDDF) NUREMBERG (EDDN)
MUNI CH (EDDM)
BRUSSELS (EBBR)
BERLI N (EDDT)
PARI S (LFPG)
16 HONG KONG MACAU(VMMC)
(VHHH) SHENZHEN(ZGSZ)
GUANGZHOU(ZGGG)
KAOHSI UNG(RCKH)
17 HYDERABAD BANGALORE (VOBL)
(VOHS) MUMBAI (VABB)
CHENNAI (VOMM)
18 JAKARTA HALI M I NTL (WI HH)

(WI I I ) SOLO (WARQ)
PALEMBANG (WI PP)
19 JEDDAH TAI F(OETF)
(OEJN) MADI NAH (OEMA)
20 KOLKATA DHAKA (VGZR)

(VECC)
21 KUALA LUMPUR SI NGAPORE (WSSS)
(WMKK JOHOR BAHRU (WMKJ)
) PENANG (WMKP)
MEDAN (WI MM)
22 KUWAI T DAMMAM (OEDF)
(OKBK) RI YADH (OERK)
BAHRAI N (OBBI )
DOHA (OTBD)
23 LONDON-LHR GATWI CK(EGKK)

(EGLL) BI RMI NGHAM (EGBB)
PARI S-CDG (LFPG)
MANCHESTER (EGCC)
BRUSSELS (EBBR)
Page 7 -59
BOEING
PART - A Chapter 7
MINIMA

No.
24 LUCKNOW DELHI (VI DP)
(VI LK) JAI PUR (VI JP)
AMRI TSAR (VI AR
25 MUMBAI AHMEDABAD (VAAH)
(VABB) HYDERABAD (VOHS)
26 MELBOURNE CANBERRA(YSCB)
(YMML) ADELAI DE(YPAD)
27 NAI ROBI MOMBASSA (HKMO)
(HKJK) DAR-ES-SALAAM (HTDA)
KI LI MANJARO (HTKJ)
29 NEWARK NEW YORK(KJFK)
(KEWR) BOSTON(KBOS)
WASHI NGTON (DULLES) (KI AD)
PHI LADELPHI A (KPHL)
BRADLEY (KBDL)
30 NEW YORK NEWARK (KEWR)
(KJFK) BOSTON(KBOS)
WASHI NGTON (DULLES) (KI AD)
PHI LADELPHI A (KPHL)
BRADLEY (KBDL)
31 OSAKA KANSAI OSAKA I NTL (RJOO)
I NTL OKAYAMA (RJOB) +
(RJBB) NARI TA (RJAA)
HANEDA (RJTT)
FUKUOKA (RJFF)
32 PARI S-CDG PARI S-ORY(LFPO)
(LFPG) LONDON-LHR(EGLL)
LONDON-LGW(EGKK)
FRANKFURT (EDDF)
BRUSSELS (EBBR)
33 RI YADH DAMMAM(OEDF)
(OERK) JEDDAH(OEJN)
BAHRAI N(OBBI )
DOHA(OTBD)
Page 7 -60
BOEING
PART - A Chapter 7
MINIMA
No.
34 SEOUL SEOUL(RKSS)
I NCHE BUSAN(RKPK)
ON FUKUOKA(RJFF)
I NTL
(RKSI )
35 SI NGAPORE PAYA LEBAR(WSAP)
(WSSS) JOHOR BAHRU (WMKJ)
KUALA LUMPUR (WMKK)
BATAM(WI DD)
36 SHANGHAI SHANGHAI (HONGQI AO) (ZSSS)
(ZSPD) HANGZHOU (ZSHC)
NANJI NG (ZSNJ)
37 TOKYO NARI TA HANEDA (RJTT)
I NTL OSAKA I NTL(RJOO)
(RJAA) KANSAI I NTL(RJBB)
OKAYAMA (RJOB)
38 TORONTO HAMI LTON (CYHM)
(CYYZ) OTTAWA (CYOW)
MONTREAL (CYUL)
NEWARK(KEWR)
NEW YORK(KJFK)
DETROI T (KDET)
CHI CAGO(KORD)
39 TRI VANDRUM COCHI N(VOCI )
Thiruvananthap CALI CUT (VOCL)
uram BANGALORE(VOBS)
(VOTV) CHENNAI (VOMM)
Note: Please refer OFP for the Take-off alternate for

respective flights of that day.
Page 7 -61
AIRBUS
PART - A Chapter 7
MINIMA
7.21 A320 FAMILY / A330
7.21.1 PRESENTATION OF AERODROME OPERATING

MINIMA
This is as per AOM published by Operations Performance
Training , Central Training Establishment, Hyderabad and Let
down Charts issued by M/ s Jeppesen for incorporation in the
individual Jeppesen Manual.
7.22 LANDING MINIMA

Refer Para 7.27 Aerodrome Operating Minima
7.22.1 CAT II AND CAT III LANDING MINIMA
RVR for CAT II/III approach versus DH and roll-out
control/guidance System
Approach DH Touch FMA Mid RVR Roll Out
Down RVR
RVR
CAT-I 200 FT. 550 M CAT1 125M 125M
Cat I I 100FT. 300 M* CAT2 125M 125M
(VI DP,VECC
and Foreign
Airfield). 100 FT.
Cat I I (VI LK, 350 M* CAT2
VI AR)
CAT-I I I A 50 FT. 175 M CAT3 125M 125M
Single
CAT-I I I B NO DH 75 M CAT3 75 M 75 M
With DH Dual
(less than
50 FT.
* Touchdown Minimum RVR for Cat I I with Manual landing is

350 meters.
Note1: For Cat I -TDZ RVR, for Cat I I -TDZ & Mid RVR and for
Cat I I I TDZ, Mid & Roll-out RVR are required. I n all
cases, touch-down zone will always be controlling,
Page 7 -62
AIRBUS
PART - A Chapter 7
MINIMA
however if any other RVR is reported and is relevant, it
also becomes controlling.
Note 2: The values in bold font are required for the type of
operation.
Note 3: State Minima will be valid, if higher, published in

Jeppesen Manual.
Note 4: B787 CAT I I / CAT I I I operation will commence after

necessary approval from DGCA.
7.22.2 LANDING IN EMERGENCY - MINIMA

All operations below the filed minima are strictly prohibited.
No aircraft shall commence or continue an approach to
landing at an airfield if the reported visibility/ RVR is below
minima. Landing below the minima is only permissible in an
emergency. I n such cases a report shall be made to
Executive Director Operations / General Manager (Ops.)
within 24 hours.
Page 7 -63
AIRBUS
PART - A Chapter 7
MINIMA
7.23 Alternate Airports for Departures Using Take-off
Minimums lower than Landing Minima
( A-320 Family & A-330 aircraft )
Aircraft Departure Alternate Airport
Airport
A-320 Abu Dhabi Sharjah/ Dubai/ Muscat
A-320 Agartala Dhaka/ I mphal/ Kolkata
A-320 Ahmedabad Mumbai/ Vadodara
A-330 Ahmedabad Mumbai
A-320 Aurangabad Mumbai/ Nagpur
A-320,A-330 Amritsar Delhi/ Chandigarh
A-320 Al-Ain-I ntl Muscat/ Abu Dhabi/ Dubai/

Sharjah
A-320 Bagdogra Patna/ Kolkata/ Varanasi/ Guwah
ati
A-320,A-330 Bahrain Dhahran/ Doha/ Abu Dhabi
A-320,A-330 Bangalore I ntl Chennai/ Hyderabad/ Cochin

I ntl.
A-320,A-330 Bangkok Rayong/ Yangon
A-320 Bhopal Delhi/ Gwalior/ Nagpur
A-320 Bhubaneshwar Kolkata/ Ranchi
A-320 Bhuj Bhavnagar/ Ahmedabad
Page 7 -64
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A-320,A-330 Calicut Bangalore I ntl/ Chennai/ Cochin
I ntl.
A-320 Chandigarh Delhi/ Amritsar
A-320,A-330 Chennai Bangalore I ntl.

/ Hyderabad/ Cochin I ntl.
A-320 Chittagong Dhaka/ Kolkata
A-320,A-330 Cochin I ntl. Thiruvananthpuram/ Bangalore

I ntl./ Calicut
A-320 Coimbatore Bangalore/ Chennai/ / Cochin
I ntl.
A-320 Colombo Chennai/ Thiruvananthapuram/
Madurai
A-330 Colombo Chennai/ Thiruvananthapuram
A-320,A-330 Dammam Bahrain/ Doha
A-320 Delhi Jaipur/ Jodhpur/ Lucknow/ Gwali

or
A-330 Delhi Jairpur/ Lucknow
A-320 Dimapur Guwahati/ I mphal/ Dhaka
A-320,A-330 Dhahran Bahrain/ Dubai/ Sharjah
A-320,A-330 Dhaka Kolkata/ Guwahati/ Chittagaon
A-320,A-330 Doha Bahrain/ Abu Dhabi/ Dubai
A-320,A-330 Dubai Muscat/ Abu Dhabi/ Doha
Page 7 -65
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A-320,A-330 Fujairah Sharjah/ Dubai/ Muscat
A-320 Gaya Lucknow/ Ranchi/ Kolkata/ Varan

asi
A-330 Guwahati Dhaka
A-320 Guwahati Dhaka/ I mphal/ Patna
A-320,A-330 Hyderabad(VOH Chennai/ Nagpur/ Bangalore

S) I ntl.
A-320 I mphal Guwahati/ Dhaka/ Kolkata
A-320,A-330 Jaipur Delhi/ Ahmedabad
A-320 Jamnagar Ahmedabad/ Mumbai
A-320,A-330 Jeddah Madinah
A-320 Jodhpur Ahmedabad/ Jaipur
A-320 Khajuraho Agra/ Delhi/ Jaipur
A-320,A-330 Kolkata Dhaka/ Bhubaneshwar/ Ranchi
A-320,A-330 Kuala Lumpur Singapore/ Penang
A-320,A-330 Kuwait Bahrain/ Dhahran/ Doha
A-320 Lahore Amritsar/ Delhi
A-330 London London (Gatwick)

(Heathrow)
A-320 Lucknow Delhi/ Varanasi/ Ranchi
Page 7 -66
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A-330 Lucknow Delhi/ Ranchi/ Kolkata
A-320 Madurai Thiruvananthapuram/ Cochin

I ntl./ Chennai
A-320 Male Thiruvananthapuram
A-320 Mangalore Goa/ Calicut/ Bangalore I ntl
A-320,A-330 Muscat Abu Dhabi/ Dubai/ Sharjah
A-320 Mumbai Ahmedabad/ Pune/ Hyderabad
A-330 Mumbai Ahmedabad/ Hyderabad/ Jodhp

ur
A-320 Nagpur Hyderabad/ Mumbai/ Ranchi
A-330 Paris Orly
A-320 Pune Hyderabad/ Mumbai
A-320 Raipur Nagpur/ Bhubneshwar/ Ranchi
A-320 Ranchi Kolkata/ Bhubaneshwar/ Nagpur
A-320,A-330 Ras-AI -Khaimah Sharjah/ Dubai/ Abu Dhabi/

Muscat
A-320,A-330 Riyadh Doha/ Bahrain/ Dammam
A-320,A-330 Sharjah Muscat/ Abu Dhabi/ Dubai
A-320,A-330 Singapore Kuala Lumpur
Page 7 -67
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A-320 Surat Ahmedabad/ Mumbai
A-320,A-330 Thiruvananthap Chennai/ Bangalore I ntl./

uram Cochin I ntl.
A-320 Udaipur Ahmedabad/ Jaipur/ Jodhpur
A-320 Vadodara Ahmedabad/ Mumbai
A-320 Varanasi Lucknow/ Gaya/ Patna
A-320,A-330 Yangon Bangkok/ Chittagong
7.24 LIST OF ENROUTE ALTERNATES

DOMESTIC INTERNATIONAL
Ahmedabad Abu Dhabi
Amritsar Bahrain
Bangalore Bangkok
Bhubaneshwar Chittagong
Calicut Dammam
Chennai Dhaka
Cochin Doha
Delhi Dubai
Goa Karanchi
Guwahati Kualalumpur
Hyderabad Kuwait
Jaipur Muscat
Jamnagar Meddinah
Kolkata Riyadh
Lucknow Sharjah
Mumbai Singapore
Nagpur Yangoon
Ranchi
Trivandrum
Vadodara
Page 7 -68
AIRBUS
PART - A Chapter 7
MINIMA
7.25 LIST OF DESTINATION ALTERNATES
DOMESTIC INTERNATIONAL
Ahmedabad Abu Dhabi
Amritsar Bahrain
Bangalore Bangkok
Bhubaneshwar Chittagong
Chennai Dammam
Cochin Dhaka
Calicut Doha
Delhi Dubai
Goa Gatwick
Guwahati Karachi
Hyderabad Kualalumpur
Jaipur Kuwait
jamnagar Muscat
Kolkata Meddinah
Coimbatore Osaka
Lucknow Orly
Mumbai Riyadh
Nagpur Sharjah
Ranchi Singapore
Tiruchirappalli Yangoon
Trivandrum
Vadodra
Page 7 -69
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7.26 LIST OF ADEQUATE AIRPORTS(DESTINATION /
ENROUTE ALTERNATE / DESTINATION ALTERNATE)
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7.27 AERODROME OPERATING MINIMA ( Airbus Fleet)
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The Aerodrome Operating Minima of airports are given
below:
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7.28 Special operation CAT II/ CAT IIIA/ CAT IIIB ILS
Procedures
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7.29 Dispatch Minima
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7.30 Take - off minima
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7.31 Low visibility take off minima
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PART - A Chapter 8
REFUELING WITH I ssue 4 Rev 0 15Oct 2014
PASSENGERS ON BOARD
8.0 SAFETY PRECAUTIONS DURING REFUELING WITH

PASSENGERS ON BOARD
Refer SEPH Chapter 1, and CAR Section 8 Series ‘O’ Part II.
QUOTE
4.3.8 REFUELING WITH PASSENGERS ON BOARD
4.3.8.1 An aeroplane shall not be refueled when passengers
are embarking, on board or disembarking unless it is
properly attended by qualified personnel ready to initiate
and direct an evacuation of the aeroplane by the most
practical and expeditious means available.
4.3.8.2 When refueling with passengers embarking, on

board or disembarking, two way communication shall be
maintained by the aeroplane's intercommunication system or
other suitable means between the ground crew supervising
the refueling and the qualified personnel on board the
aeroplane.
Note 1.-- The provisions of 4.3.8.1 do not necessarily
require the deployment of integral aeroplane stairs or the
opening emergency exits as a prerequisite to refueling.
Note 2.-- Provisions concerning aircraft refueling and
guidance on safe refueling practices are contained in CAR
Section 2, Series H-Part I I .
Note 3.-- Additional precautions are required when
refueling with fuels other than aviation kerosene or when
refueling results in a mixture of aviation kerosene with other
aviation turbine fuels or when an open line is used.
4.3.8.3 The operator shall also adhere to all precautions laid
down in Rule 25 A of the Aircraft Rule 1937 regarding
fuelling of aeroplane.
UNQUOTE
8.0.1 GENERAL PRECAUTIONARY AND SAFETY MEASURES

The following conditions which are in conformity with the
I CAO Annnx-6, Para 6.3 should be observed. These
requirements are also in conformity with CAR
For departures from the major base, Movement Control
must ensure that full complement of cabin crew should be
Page 8 -1
PART - A Chapter 8
PASSENGERS ON BOARD
on board failing which at least the minimum compliment of

the cabin crew should be on board before they authorize the
boarding of passengers in the absence of the Commander.
The Cabin Crew will man the exits for any emergency
evacuation. The minimum requirement of cabin crew is
appended below in Table 1:
Table 1
TYPE OF A/C MINIMUM NO. OF CABIN
CREW REQUIRED
A-320 family 02
A-330 03
B747-400 06(05 Main Deck+ 01 Upper Deck)
B777-300ER 05
B777-200LR 04
B787 04
8.0.2 COMPANY POLICY

A flight crew member or trained Engineering personnel shall
remain on board and stationed in the flight deck during re-
fuelling / de-fuelling operation. The CCI C must be informed
of the commencement of re-fuelling/ de-fuelling operations.
This policy is in compliance with CAR Section 8, Series O,
Part ‘II’
I n coordination with concerned departments, the following

procedure has been evolved whenever re-fuelling / de-
fuelling is carried out with passengers on board/ during
passengers boarding: -
ENGINEERING DEPARTMENT
I n the event that re-fuelling/ de-fuelling operation has to be
commenced with passengers on board, but the flight crew is
not in the cockpit, trained Engineering personnel shall
remain in the cockpit. Such a person shall remain in contact
with ground personnel supervising the re-fuelling/ de-fuelling
operation, through the aircraft two-way communication
channel; and shall inform the cabin crew about evacuation of
passengers, if so directed by the Aircraft Maintenance
Engineer in-charge of re-fuelling/ de-fuelling.
Page 8 -2
PART - A Chapter 8
PASSENGERS ON BOARD
AME in-charge of the re-fuelling/ de-fuelling shall be

responsible for deciding the need for evacuation of
passengers in case of a situation arising out of re-
fuelling/ de-fuelling operation.
Ground services / CABIN SERVICES / Engineering

Departments
I t shall be ensured that at least one cabin crew is positioned
near the boarding doors.
1) CCI C will commence/ initiate evacuation procedure
whenever ordered by flight crew/ trained Engineering
personnel in the cockpit respectively.
2) At transit stations, all cabin crew or at least the
minimum number of cabin crew shall remain on duty
in the cabin of the aircraft. The cabin crew shall
ensure that No Smoking takes place nor other
source of ignition is allowed to occur.
3) I f during fuelling, the presence of fuel vapour is
detected in the aircraft interior, or any other hazard
arises, fueling should be stopped.
4) An airplane shall not be refueled when passengers
are embarking, on board or disembarking unless it is
properly attended by qualified personnel ( Flight
Crew / Cabin Crew/ Aircraft Maintenance engineer/
Technician) ready to initiate and direct an
evacuation of the airplane by the most practical and
expeditious means available. Provisional will be
made for safe evacuation of passengers via at least
two of the main passenger exit doors in the event of
an emergency. I t does not necessarily require the
deployment of integral airplane stairs or the opening
of emergency exit as a prerequisite to refueling. The
area outside at least one secondary exit remains
clear during fuelling operations.
5) When refueling with passengers embarking, on
board or disembarking, two way communication
shall be maintained by aeroplane inter
communication system between the ground
personnel supervising the refueling and the qualified
personnel on board the aeroplane.
Page 8 -3
PART - A Chapter 8
PASSENGERS ON BOARD
6) During refueling, either a cockpit crew or a qualified

engineering personnel will be on board
a) I f cockpit crew member on board
The cockpit crew shall :
i) Maintain two-way communication with
ground personnel who is supervising the
refueling.
ii) Brief and order the cabin crew to
commence passenger evacuation in case
of an emergency.
iii) Cockpit crew should not delay the
boarding of passengers, due to fueling
being in progress, unless safety is a
concern.
b) I f qualified engineering personnel on board-
The qualified engineering personnel on board will
maintain two-way communication with the ground
personnel supervising the refueling and shall
inform the senior-most cabin crew on board in
regard to :
i) Commencement and completion of
refueling.
ii) Any emergency requiring passenger
evacuation.
iii) On receiving information requiring
evacuation, the senior. Most cabin crew
shall initiate and order the other cabin
crew to carry out evacuation by the most
practical and expeditious means available
including opening usable doors in ARM
position after assessing outside
conditions.
7) Ground servicing activities and work within the aircraft
should be conducted in such a manner that they do not
create a hazard or obstruct exits.
9) Ground Services Department will ensure that one of the
following is provided: -
1. Two step ladders at two exits on left side of aircraft.
2. Two Jetties at two exits
3. One Jetty and one step ladder.
Page 8 -4
PART - A Chapter 8
PASSENGERS ON BOARD
Note :
1) For passenger boarding purposes, only one door
may be used and the other could remain closed.
2) Ground servicing activities should be conducted in
such a manner that they do not create a hazard
or obstruct exits.
10) Access to and exit from the areas where aircraft escape
chutes may be deployed should be kept clean.
11) When passengers are embarking or disembarking
during fuelling, t heir routes should avoid areas where
fuel vapours are likely to be present and be under the
supervision of Engineering Official. “NO SMOKING”
should be enforced strictly during such passenger
movements.
12) Aircraft Ground Power generators or other electrical
ground power supplies shall not be connected or
disconnected.
13) External battery charges shall not be connected,
operated or disconnected.
14) I f auxiliary power unit (APU) is stopped for any reason
during refueling, it shall not be restarted until the flow
of fuel has ceased and there is no risk of igniting fuel
vapours.
15) A normal APU shutdown must be completed if a fuel
spillage has occurred during refuelling / defueling.
16) Photographic equipment / mobile communications shall
not be used within 5 metres of the refueling equipment.
17) Refueling shall be immediately suspended when there
are lightning discharges within 8 km. of the vicinity of
the airport.
18) ‘Seat Belt’ sign must be off.
8.0.3 REGULATIONS OF AIRPORT AUTHORITIES

The regulations at many airports require manning of usable
doors i.e. normally two doors connected by step ladders or
aerobridges; two cabin attendants (or other personnel when
cabin attendants are not available), must be on board to
ensure compliance with NO SMOKI NG sign, etc.
Page 8 -5
PART - A Chapter 8
PASSENGERS ON BOARD
8.1 DESCRIPTION OF FUELLING PROCEDURE

FUELLING OF AIRCRAFT
I n accordance with Rule 25A I ndian Aircraft Rules 1937 :
No person shall fill or replenish the fuel tanks of an aircraft
from vehicles or vessels containing petroleum in bulk or
from fuel hydrant installations except from vehicles or
installations of a type approved by the Chief I nspector of
Explosives or from barges licensed under Petroleum Rules,
1937.
A) SAFETY PRECAUTIONS DURING REFUELLING
During fuelling operations, which may include filling or
draining of fuel tanks, the following precautions shall be
observed :
(a) Fuelling of aircraft shall be done outdoors and not less
than15 mtrs. from any building.
(b) A “NO SMOKING” notice shall be prominently be
displayed
(c) Smoking or use of an appliance employing naked flame
or use of an appliance capable of producing a spark or
in any other way igniting fuel vapours shall not be
permitted within 30 mtrs. of the aircraft or fuelling
equipment.
(d) Aircraft engines shall not be started and ignition
switches shall be placed in ‘OFF’ position.
(e) Aircraft electrical, radar and radio systems shall not be
operated and the switches relating thereto shall remain
in the ‘OFF’ position. (As per AIC 01/04 of DGCA,
Kuwait, on the subject matter, following are the
additional requirements to be met while refuelling/
defuelling with passengers on board. A qualified flight
deck crew member shall be on board and stationed in
the flight deck. Known high energy equipment such as
High Frequency (HF) radios shall not be operated.
Weather-mapping radar equipment in the aircraft shall
not be operated. Auxiliary power units which have an
efflux discharging into the zone shall not be started after
filer caps are removed or fuelling/ de-fuelling connections
are made).
Provided that this shall not apply to electrical switches
controlling the following circuits: -
Page 8 -6
PART - A Chapter 8
PASSENGERS ON BOARD
(i) Power and light essential for fuelling operations

(ii) Minimum amount of cabin lighting ; and
(iii) Steady parking lights.
Such switches shall not be operated during the fuelling
operations.
(f) The use of Ground Power supply units, Air-conditioning
units, Tractors and similar equipments shall be
permissible subject to compliance with the following
conditions :
(i) Flexible trailing cables suitable for use in hazardous
areas shall be used.
(ii) They shall be located outside the Danger Zone.
“Danger Zone” is defined as the area within the
largest polygon obtainable by joining point 3 meters
away from the wings and the fuelling vehicle.
(iii) The units, including the associated electrical
equipments, shall be flame-proof and of a type
approved by the Chief inspector of Explosives;
otherwise they shall be stationed at a distance or
not less than 15 meters, in the case of gasoline or
wide out fuels and 6 meters in the case of straight
kerosene, from the aircraft and the fuelling vehicle.
(iv) They shall not be switched “ON” or “OFF” during fuel
transfer.
(g) The fuelling equipment and the aircraft shall be bonded
to each other and both shall be earthed.
(h) No person other than the staff of the operator, fuelling
company and officials of the Civil Aviat ion Department,
Customs and Police, shall be permitted within 15 meters
of the aircraft.
(i) Passengers may be permitted to embark, disembark, or
remain the cabin subject to the following conditions : -
i) an attendant shall remain on duty in the cabin of the
aircraft. The attendant shall ensure that no smoking
takes place or other source of ignition is allowed to
occur and shall assist in the removal of passengers
in the event of spillage or fire;
ii) the passenger loading ramp shall be correctly
positioned at he cabin exit door and adequate
provision shall be made to maintain the equilibrium
Page 8 -7
PART - A Chapter 8
PASSENGERS ON BOARD
of the aircraft in case all passengers attempt to

leave by one exit;
iii) in case of marine aircraft, adequate means of water
transport shall be stationed at the cabin exit door.
(j) The handling of freight and baggage in and around the
aircraft shall not proceed simultaneously with fuelling
unless adequate precautions have been taken to
eliminate fire risk.
(k) No aircraft maintenance shall be conducted which may
provide a source of ignition for fuel vapour during
fuelling operations.
(l) Fire extinguishers of adequate capacity and of suitable
type, approved by the Director-general shall be available
for immediate use near the aircraft.
(m) I n the event of fuel being spilled, fuelling must cease
and the engine of the ground power supply units must
be stopped, but the electrical circuits, and switches
should on no account be touched except for the purpose
of stopping power unit. Prior to recommencing fuelling,
action must be taken to clean the spilled fuel. Fuel must
not be washed into sewers.
(n) Fuelling operations shall cease when a turbo-jet aircraft
maneuvers so as to bring the near jet outlets within 43
meters of the fuelling equipment or the aircraft.
Note: The requirements of clause (f) of sub-rule(2) above
shall not apply to the use of ground batteries as an auxiliary
source of electric supply to the aircraft provided they are not
connected or disconnected during fuelling operation.
B) REFUELLING AND DEFUELING
For refueling and defuelling with APU running is permitted as
long as the procedures laid down in the FCOM are followed.
The airline does not recommend refueling/ defueling with one
engine running. I n case of an emergency situation special
permission will be required from the General Managers
(Operations) and Engineering and all recommended
precautions are to be applied.
C) PRECAUTIONS AGAINST MIXING OF FUELS
The pilot is to refer to the Limitation chapter in his FCOM
wherein, the desired information on type of fuel, grade,
specific gravity and mixing of fuel is given.
Page 8 -8
PART - A Chapter 8
PASSENGERS ON BOARD
8.2 FUEL REQUIREMENTS

While refueling the aircraft, it should be ensured that the
planned fuel load is on board. This means that besides
checking quantities on the aircraft gauges there must be an
independent check to ascertain the required fuel load is on
board. For cross checking on the required total fuel load is
given to Engineering personnel who will refuel the aircraft as
per the fuel quantity gauges and cross check with the fuel
bowser quantities delivered. I n all aircraft, if any such
quantity gauge is suspected or inoperative, refueling must
be done by measuring stick. I n addition, if aircraft has been
on ground for three hours or more, water from aircraft fuel
tanks must be drained prior to refueling; also if the last
sector of the flight was of 3 hours or more duration, water
from aircraft tanks must be drained prior to refueling.
As a cross check of the correct fuel uplift, the First
Officer will cross check that the actual fuel uplift
corresponds with the estimated fuel uplift. This is
determined by the following illustrative method:
E.g. Fuel required for flight = 40,000 kgs.
Fuel remaining after last flight= 20,000 kgs. (from Technical
Log)
Estimated fuel uplift = 40,000 – 20,000= 20,000 kgs.
Estimated uplift in liters = 20,000 / Specific Gravity
e.g. if specific gravity = 0.79
Estimated uplift = 20,000/ 0.79 = 25,316 lts.
This figure should be the same as the fuel receipt obtained
from the Engineering staff.
Page 8 -9
PART - A Chapter 8
PASSENGERS ON BOARD
8.3 BRAND NAMES AND CHARACTERISTICS

Fuel specifications are laid down by various agencies and the
fuels are also designated differently as under:
DESTINATION KEROSENE WIDE CUT
Freeze point -40 0 C -50 0 C -50 0 C
American Jet A Jet A-1 Jet B
Petroleum
I nstitute
British Joint -- AVTUR AVTAG
Services DERD 2494 DERD
2486
USA Military JP – 1 JP – 1 JP – 4 (Mil-T-

5624)
USA Civil Type A Type – A1
(ASTM-D- (ASTM-D- 1655) Type B
1655) (ASTM – D-
1655)
Russian -- TS-1 or TC-1 T2 (Gost 10227)
T1(Gost 10227)
17(Gost 12806)
8.4 FUEL CHARACTERISTICS – REQUIREMENT &

RELAXATION
The important fuel characteristics and relaxations accepted
by I ATA from time to time are given below :
Specifications Kerosene Wide Cut
Required Relaxed Required Relaxed
Aromatics 20 22 20 22
(Vol% ) Max
Smoke Point 20 19 -- 19
(mm) Min
Naphthalene -- 3 -- 3
(Vol% ) Max
Freeze Point min. -50 0C (Jet A1) -47 0 C -50 0C --

-40 0C (Jet A)
Flash Point Min. + 380C + 380C -- --
Page 8 -10
PART - A Chapter 8
PASSENGERS ON BOARD
8.5 NORMAL SUPPLY

Normally our aircraft are supplied with Jet A1 fuel.
However, due to supply position, other types of fuel, viz. Jet
A, Jet B (Wide Cut) or TS-1 may be supplied and it is
acceptable subject to observance of certain precautions,
particularly with regard to wide-cut fuel and fuel with low
freeze point. AVOI D WI DE CUT FUEL I F POSSI BLE.
8.6 MIXING OF FUELS
8.6.1 ACCEPTANCE OF WIDE CUT FUEL

With worldwide shortage of fuel in general and Aviation
kerosene (Jet A, Jet A1 or JP1) in particular, occasions may
arise to uplift wide cut fuel (Jet B or JP 4) on our B747
airplanes. All concerned must be aware that Boeing, Airbus
industries and engine manufacturers, both Pratt & Whitney
and General Electric have approved unrestricted use of
either of the above fuels. Wide cut fuels may be used either
separately or for replenishing JP 1 fuel remaining in tank.
Similarly, it is permissible to uplift JP1 fuel separately or for
replenishing JP 4 fuel remaining in tanks. Uplift of JP 4 can
be avoided by tankering additional fuel at previous airport.
8.6.2 CHARACTERISTICS OF WIDE CUT FUEL

Following characteristic of this fuel must be noted in case its
use becomes inevitable:
1) Fire Hazard
a) Wide cut fuel due to its greater volatility and lower
flash point poses a greater fire hazard, particularly
when large quantities such as used on current jet
aircraft are involved.
b) Because of various factors associated with fuel
additives and filter elements used on the refueling
bowsers, JP 4 fuel is known to generate increased
static charge for given fuel flow through bowser filter
elements and hoses.
2) Affinity for water
The wide cut fuel has greater affinity for water with
following consequent adverse effects:
Page 8 -11
PART - A Chapter 8
PASSENGERS ON BOARD
a) Lower lubricity due to presence of water, resulting in

reduced life of fuel system components such as fuel
pumps.
b) I f water drainage of fuel tanks is not adequate,
greater fungus growth in fuel tanks due to presence
of water resulting in corrosion of component, fuel
quantity indication errors and blockage of fuel
filters/ orifices, etc.
8.6.3 ADDITIONAL PRECAUTIONS FOR USING WIDE CUT

FUEL
Better appreciation of the above characteristics, strict
compliance with normal precautions while carrying out re-
fuelling/ de-fuelling operation and controlling the fuelling
rate, would be adequate to take care of the shortcomings of
the JP 4 fuel. Some of these fuelling/ de-fuelling precautions
and the rate requirement which assume more importance
while handling JP 4 fuel are highlighted below:
1) BONDING
Bonding of aircraft , fueling equipment nozzle and fueling
equipment must be ensured prior to commencing
fuelling or de-fuelling and the same must not be
disturbed until the fuelling/ de-fuelling operation is
completed.
2) FUELING RATE
While using JP 4 fuel, the fueling rate must not be
greater than either half the rated flow capacity of the
refueling/ de-fuelling equipment or the full rated fueling
rate capacity of the aircraft, whichever is less. This not
only reduces generation of static charges due to
splashing but also allows, more time for dissipation of
the charges.
Page 8 -12
PART - A Chapter 9
GROUND HANDLING I ssue 4 Rev 0 15 Oct 2014
ARRANGEMENTS AND
PROCEDURES
9.0 GROUND HANDLING ARRANGEMENTS AND
PROCEDURES
The commercial department is responsible for the intake and
outgo process i.e. the checking-in of passengers, baggage,
freight and ensuring their security checking, baggage
identification, transportation to the aircraft and orderly
boarding / loading. I t is also responsible to load the aircraft
within the mass and balance limits. I t is also responsible for
passenger deplaning, their transportation to the terminal and
the delivery of all passenger baggage, freight and mail.
Ground handling of all airlines aircraft is undertaken by the

Ground Handling Department of the airline or their agents.
The responsibility for correct and safe handling, with
appropriate equipment is the responsibility of the Ground
Handling Department. Ground Handling Procedures are laid
down in the Airport Handling Manual in detail.
9.0.1 PASSENGERS REQUIRING SPECIAL ATTENTION

The following categories of passengers will be accorded
special attention:
i) Government Dignitaries (VVI Ps and VI Ps)
ii) Passengers of Commercial I mportance (CI Ps)
iii) Unaccompanied children and infants (UNM’s)
iv) Expectant mothers
v) I nvalids
vi) Mentally retarded passengers
vii) Seeing-eye-dog/ Passengers with impaired vision
viii) Stretcher cases
I n addition to the above, the following categories, due to
their nature, will be handled with caution and given due
attention:
i) I ntoxicated passengers
ii) I nadmissible persons and deportees
iii) Prisoners
iv) Persons with reduced mobility.
Page 9 -1
PART - A Chapter 9
ARRANGEMENTS AND
PROCEDURES
9.0.2 VERY IMPORTANT PERSONS (VVIP, VIP, CIPs)
Sometimes, certain passengers because of their status, age
or physical condition need special attention. The special
attention may vary with different kinds of passengers.
However, by giving this service to some passengers, in no
case should we neglect the service to other passengers.
VVI Ps are Very Very I mportant Persons.
VI Ps are Very I mportant Persons.

The airline treats the following dignitaries as VVI Ps and VI Ps:
VVIP
The President of I ndia
The Prime Minister of I ndia
The Vice President of I ndia
Ambassadors of other countries in I ndia
High Commissioners of Commonwealth countries
VIP
The Speaker of the Lok Sabha
The Chief Justice of I ndia
Speakers of State Legislatures.
CIPs are Commercially I mportant Persons.
Extra security measures are required when dignitaries such

as the President, Vice President, and Prime Minister of I ndia
are travelling on a flight (usually travel on special aircraft).
The presence of a VI P on board is conveyed to the cabin

crew. I nformation to Commander regarding VI Ps and CI Ps
on board is given in dispatch briefing.
A VI P is normally boarded last and deplaned first.
The number of pieces of baggage and the location of the

baggage of VI P shall be checked with the commercial staff.
A senior officer of the Commercial Department may travel on
the flight to supervise arrangements.
Page 9 -2
PART - A Chapter 9
ARRANGEMENTS AND
PROCEDURES
VI Ps will be introduced to the Commander at originating
station or crew change station by Airport Manager
concerned. I f this is not possible, Commander will be
informed of the presence of VI P on board and the seat
number.
VI P shall be made comfortable without letting other

passengers feel neglected.
Disembarkation of the VI P shall be arranged first at the

terminal station.
Ground staff shall be informed about the VI P and introduced

to the receiving officer to him or her by the cabin crew.
I nformation about the number and location of the VI Ps
baggage as soon as the door opens shall be provided to the
ground staff.
9.1 HANDLING PROCEDURE

9.1.1 UNACCOMPANIED CHILDREN / MINORS / INFANTS
CHILDREN
Unaccompanied children / minors upto the age of 15 years
should be given special handling because they are:
a) Children / minors and need to be looked after.
b) Future prospective passengers of Air-I ndia.
Unaccompanied children / minors must be given special
handling at all points of contact with Air-I ndia.
An unaccompanied child needs to be entertained as well as

guarded over during a flight. The following measures should
be taken in his or her case.
The person leaving the child at the airport should record his
name, address and phone number (both office and
residence) on UNM – Unaccompanied Minor form.
Two copies shall be handed over to cabin crew and one

copy to be retained by the customer service staff.
Page 9 -3
PART - A Chapter 9
ARRANGEMENTS AND
PROCEDURES
I f the child is very young, charge of his passport, health
document, keys, money and other possessions (in the case
of an international flight) shall be taken by the cabin crew.
The unaccompanied child must be under observation all the

time during flight.
As much time as possible time shall be spent with the child.
He/ She shall be assisted in fastening the seat -belt.
Magazines etc. should be offered.
He/ She should be served the meal early and assistance

should be offered.
Also assistance should be offered in filling of forms and other

formalities.
The child shall not be seated near the emergency exit, and
shall not be let go to the toilet alone.
He or she should remain on board during transit stops,

unless accompanied by a cabin crew.
On arrival at the destination, the child should be handed

over to the customer service staff against signature on
unaccompanied child form.
Engage the assistance of the porter, if necessary. I f the

customer service staff does not report on arrival, the UNM
must be handed over to the duty officer inside terminal
building.
Mentioning in flight report shall be done.
INFANTS
Carriage of infants, i.e. children below 2 years of age will be
as follows:
Passengers carrying infants on board the company aircraft
shall be seated as per the plan given below. However no
passenger carrying an infant shall be located near any
emergency exit.
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i)The accompanying passenger with the infant will not be
allotted the exit row seats.
ii)Additional oxygen mask must be available in the allotted
seat row.
iii)I nfants sitting on the lap must not be secured by the belt
of the accompanying passenger.
iv) I nfant strollers, if carried, must be folded and placed in a
secure section of the cabin.
9.1.2 CARRIAGE OF SICK/ INVLID/ PERSON WITH

DISABILITY AND/ OR PERSON WITH REDUCED
MOBILITY
Sick / invalid passenger
A Sick / invalid passenger is one whose physical, medical
or mental condition requires individual assistance (on
embarkation and disembarkation, during flight, in an
emergency evacuation, during ground handling) that is
normally not extended to other passengers.
Person with disability means any individual who has a

physical or mental impairment that, on a permanent or
temporary basis, substantially limits one or more major life
activities, has a record of such impairment , or is regarded as
having such impairment.
Note: (a) Physical or mental impairment means:
(1) any physiological disorder or condition, cosmetic
disfigurement, or anatomical loss affecting one or more of
the following body systems: neurological, musculoskeletal,
special sense organs, respiratory including speech organs,
cardio-vascular, reproductive, digestive, genito-urinary,
hemic and lymphatic, skin, and endocrine; or
(2) any mental or psychological disorder, such as mental
retardation, organic brain syndrome, emotional or mental
illness, and specific learning disabilities.
The term physical or mental impairment includes, but is
not limited to, such diseases and conditions as orthopaedic,
visual, speech, and hearing impairments; cerebral palsy,
epilepsy, muscular dystrophy, multiple sclerosis, cancer,
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heart disease, diabetes, mental retardation, emotional

illness, autism, drug addiction, alcoholism and geriatric
disabilities.
(b) Major life activities means functions such as caring for
one’s self, performing manual tasks, walking, seeing,
hearing, speaking, breathing, learning and working.
(c) Has a record of such impairment means has a history
of, or has been classified, or misclassified, as having a
mental or physical impairment that substantially limits one or
more major life activities.
A person with reduced mobility (PRM) means any person
whose mobility when using transport is reduced due to any
physical disability (sensory or loco motor; permanent or
temporary), intellectual disability or impairment, or any other
cause of disability, or age, and whose situation needs
appropriate attention and the adaptation to his or her
particular needs of the service made available to all
passengers.
9.1.2.1 The presence of all categories of persons with disability or

reduced mobility along with their escorts, if any, and any
special arrangements made/ required for them while on
board, shall always be referred to the PI C / cabin crew in-
charge.
9.1.2.2 I t shall be the responsibility of the cabin crew in-charge to

ensure briefing to persons with disability or reduced mobility
including their escorts, if any, before take-off on the
emergency procedures, cabin layout and specialized
equipment on board the aircraft to cater for their needs.
Blind passengers shall be briefed verbally. Braille brochures
may be provided as a back-up of such briefing. I nstructions
in large print may also be made available for persons with
low vision.
For emergency evacuation procedures and handling of
persons with disability or reduced mobility, refer Safety and
Emergency Procedures (SEP) Manual.
9.1.2.3 CCI C shall ensure that persons with disability or reduced
mobility are boarded separately (normally prior to all other
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passengers) as well as disembarked separately (normally
after all other passengers have left the cabin) in order to
facilitate the procedure of embarkation and disembarkation
and to provide the necessary assistance to them.
To ensure safety of aircraft operations, the maximum

number of non-ambulatory persons with disability or
reduced mobility permitted to travel in a single flight shall
not be more than the number of cabin crew except when
such passengers are accompanied by trained escorts.
9.1.3 TRANSPORTATION OF INADMISSIBLE PASSENGERS

I nadmissible passengers are those who are refused
admission to a country by its Government Authority due to
improper travel documents (lack of Visa, expired passport,
etc.), lack of sufficient funds, suspicion of intent to take
illegal employment etc.
9.1.4 TRANSPORTATION OF DEPORTEES

A deportee is a person who is not permitted to enter the
station of his destination by the Government authorities.
This may be due to invalid documents, i.e., passport, visa,
entry permit etc. I n such cases the airline is required to take
the passenger back to his station of origin. Such persons are
seldom escorted, hence, it is very important for cabin crew
to ensure that the person gets off at the right destination.
I n order to help cabin crew keep a watchful eye, these
passengers are seated in the last row of the aircraft.
Sometimes the deportee’s passport/documents will be given
to the cabin crew for safe-keeping either by the government
authorities or our traffic staff. I n the former case, the senior
most cabin crew may be instructed by the government
authority to return the passport/ documents to the passenger
after take off. Commercial staff may ask the cabin crew to
hand the passport/ documents over to traffic at the station of
destination. I n both cases, appropriate comments should be
made in the cabin crew report.
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At destination cabin crew should hand over the deportees to
the traffic staff, but it should be done in such a way that the
passenger is not embarrassed.
Stations handing over the deportee will send a message to

the destination station, so that the flight can be met and the
deportee with documents handed over.
The Company does not hold responsibility for the non-arrival

of the deportee at the destination.
9.1.5 CARRIAGE OF PRISONER / PERSON UNDER JUDICIAL
CUSTODY / ADMINSTRATIVE CONTROL (PRISONERS)
Rule 24B of I ndian Aircraft Rules, 1937 deals with carriage of
prisoners in aircraft.
QUOTE
24B. Carriage of prisoners in aircraft- No prisoner shall
be taken aboard or carried on an aircraft except under and
in accordance with a permit in writing issued by the Director-
General, a Deputy Director-General, the Director of
Regulations and I nformation or any other officer of the Civil
Aviation Department authorized by the Central Government
in this behalf and subject to such conditions, if any, as he
may specify in the permit.
Explanation - The term "prisoner" means a person who is
confined in any prison and includes a person who is arrested
under any law for the time being in force.
UNQUOTE
Further Bureau of Civil Aviation Security (BCAS) circular no.

42/ 2005 dated 24.10.2005 lays down the guidelines to be
followed for carriage of Prisoner/ Person under judicial
custody/ administrative control (Prisoners).
The contents of the above mentioned circular are of need to

know basis in nature. The general guidelines for persons in
Custody and their escorts refer to Chapter 4 of Airline
Security Programme. Security Department shall ensure that
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these guidelines are provided to flight crew before they
undertake such flight.
No prisoner shall be carried on board except in accordance

with a permit issued by the DGCA.
As far as possible, persons in custody / inadmissible persons
/ deportees when carried, are to be seated near the galleys
where they are under the watch of the Cabin Crew working
in the area. Restraint devices carried on board must be
repositioned, if so required, to be accessible to the crew for
use without undue delay. Movement of such passengers in
the aircraft must be closely monitored by the Cabin Crew,
and any suspicious behaviour must immediately be curtailed
by warning / restraint and the Captain informed accordingly.
The Captain may consider forewarning the arrival station as
required. Alcohol is not to be served to such persons.
Additionally, he should be briefed that he must inform the
Cabin Crew prior to leaving his seat and the Cabin Crew
should escort his movements.
I nadmissible persons are those who are refused admission

to a country by its Government Authority due to improper
travel documents (lack of visa, expired passport, etc.), lack
of sufficient funds, suspicion of intent to take illegal
employment etc.
9.1.6 EXPECTANT MOTHERS

No cases of complex pregnancies will be accepted after the
32nd week. Complex pregnancies refer to cases where on
previous occasions a mother has experienced difficulty and
complicated delivery.
Expectant mothers in good health are accepted for

transportation upto and including the 32nd week of
pregnancy. When an expectant mother is travelling, it must
be ensured that supplementary oxygen is invariably carried
on board the aircraft.
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I f the pregnancy is advanced beyond the 32nd week, in case
of normal pregnancy, the expectant mother may be accepted
for transportation upto and including the 35th week of
pregnancy, i.e. upto a day 5 weeks before their expected
date of confinement. A normal confinement is taken to be of
duration of approximately 40 weeks. Before accepting an
expectant mother upto and including the 35th week of
pregnancy, a certificate must be obtained from the physician
attending to her at the time of booking, stating that she is fit
to undertake the journey.
From 36th week to 38th week, expectant mothers in

normal health can be accepted for travel with a
medical certificate from concerned doctor certifying
her fitness to travel in sitting position. The passenger
will also have to submit an indemnity as in the case of
MEDA passenger
In abnormal condition, regardless of the number of
weeks an expectant mother is required to submit a
medical certificate from the concerned doctor
certifying her fit to travel in sitting position and
indemnity as in case of a MEDA passenger.
I f more than one month lapses between the date of booking

and the date of departure, a further certificate should be
submitted not more than 3 days before the departure. No
cases of complex pregnancies will be accepted after the
32nd week. Complex pregnancies refer to cases where on
previous occasions a mother has experienced difficulty and
complicated delivery.
9.1.7 NEW BORN BABY

New born baby and mother can be accepted for travel only
after seven days of delivery. However, in the case of normal
delivery, this can be accepted after 48 hours of delivery
provided the treating obstetrician certifies mother (in sitting
position) and paediatrician certifies child as fit to travel by
air.
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Exceptionally, for life saving treatment for the new born, the
mother and child can be accepted for travel within seven
days of delivery, against a medical certificate of the
obstetrician and a paediatrician. These passengers have to
be accompanied by a doctor. I n such cases also, an
indemnity has to be obtained from the passengers as in case
of MEDA (Medical Assistance (oxygen)) passengers.
They should be deplaned after other passengers and their
seat-belts should be fastened above the abdomen, after a
blanket or a pillow has been placed over it.
9.1.8 BLIND PASSENGERS

Blind passengers should be provided assistance as in the
case of Disabled Passengers. I n addition, the blind
passenger should be briefed separately about the nearest
location of emergency exit. At destination, Commercial
should be informed for assistance on ground.
9.1.9 STRETCHERS
For carriage of passengers on stretchers the Commander
shall be informed by means of a Special Load Notification.
A stretcher case must be accompanied by at least one able

bodied adult attendant who is qualified and will provide
enroute care to the passenger on the stretcher.
A medical certificate stating that the passenger can travel by

the air and would not endanger the health of other
passenger is required
The following procedures are to be used whenever disabled
passengers are on board the flight:
- On any scheduled service the number of such
passengers will normally be limited to 15. This number
will allow teams or groups to travel together
- For 3 or more disabled passengers, specific seat rows
will be allocated. An attendant is required to accompany
each passenger.
- For whole aircraft charters one attendant must
accompany each ten disabled passengers
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For the number of stretcher passengers on the seats
allocation, please refer to Airport Handling Manual
9.1.10 MENTALLY RETARDED PASSENGERS

The following action will be taken prior to acceptance of such
passengers:
i) Brief the sponsors about the mandatory requirement
of a suitable attendant.
ii) Arrange for the passenger’s doctor to prescribe a
suitable sedative.
iii) Ensure that the required quantity of the sedative is
carried and administered to the mentally retarded
passengers by the accompanying attendant prior to the
departure and in flight. I f necessary, give the passenger
suitable sedative in flight and at enroute stations.
iv) Brief the cabin crew concerned suitably in advance.
v) I n addition make a notation on the Cabin Crew
I nformation Sheet along with seat numbers.
vi) An additional Hostess will not be provided to look
after mentally retarded passengers.
9.1.11 PASSENGERS FROM YELLOW FEVER AREA
9.1.11.1 GENERAL
I t is in order to accept "quarantined passengers" who have
been authorised to travel on our domestic flights by the
Airport Health Officer on the following basis:
"The responsibility of the Airline to carry a "quarantined

passenger" who has not complied with regulations regarding
yellow fever vaccination certificate from one domestic airport
to another will be nothing less than those normally bestowed
upon the air transport agencies/ carriers to carry any other
ordinary passenger. Generally such a "quarantined
passenger" under the purview of yellow fever
regulations/ requirements is a healthy person but has been
kept under observation for a specific period. He cannot
transmit the disease to co-passengers/ crew, provided the
aircraft is kept free of the relevant transmitting mosquito
species. For this reason the aircraft is disinfected if such a
"quarantined passenger" is to travel by the aircraft. No
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established case of yellow fever is allowed to be transhipped
from one airport to other. Therefore, under these
circumstances, there cannot be any risk of transmission of
the "Disease" falling within purview of quarantine diseases.
However, such passenger should be transported only to
destination where a yellow fever quarantine station exists in
I ndia. He should not be allowed to disembark along with
others, and the Airport Health Officer at the destination
should be contacted immediately who will take charge of the
"quarantined passenger" for follow-up quarantine measures.
9.1.11.2 RESPONSIBILITY OF COMMANDER

The Commander of the aircraft has no other responsibility
beyond what has been stated above.
9.1.12 PERSONS SUFFERING FROM MENTAL DISORDER OR

EPILEPSY
Rule 24A of I ndian Aircraft Rules, 1937 deals with carriage of
persons suffering from mental disorder or epilepsy, in
aircraft.
QUOTE
No person shall knowingly carry or permit to be carried, or
connive at the carriage of a person suffering from any
mental disorder or epilepsy in any aircraft. This prohibition
shall not apply if the person is certified by a registered
medical practitioner to be fit to travel by air without being a
risk to other passengers or to the aircraft and in addition:
a) has not taken or used any alcoholic drink or preparation
within twelve hours of the commencement of the flight;
b) is kept under proper sedative, if in a state of excitement,
during the flight and enroute stopovers; and
c) is accompanied by an attendant, provided that in case
he has been in a state of excitement requiring sedation
within two weeks preceding the date of commencement
of the flight he shall be accompanied by a registered
medical practitioner and adequate escort who shall
individually and collectively be responsible for ensuring
that no alcoholic drink or preparation is taken by the
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person in their charge and that such a person is kept
suitably sedated during the flight and enroute stopovers.
UNQUOTE
9.1.13 UNRULY PASSENGER

GENERAL
One of the problems with the implementation of an effective
and consistent strategy on unruly passengers is the difficulty
of taking legal action against serious offenders due to the
problem of legal jurisdiction. Many Stages legal systems do
not include jurisdiction to charge a person for an offence
that has not taken places in its own territory. This means
that it is often impossible to lay charges against the offender
if an offence is taking in the State of arrival.
POLICY FOR UNRULY PASSENGERS

Over the last couple of years, the Airline I ndustry as a whole
has experienced a significant increase in incidents of
disruptive and unruly behaviour by passengers.
These include –
a) Verbal (Abusive) and / or physical attacks against fellow
passengers, Crew Members and Airline Staff
b) Alcohol related problems (I ntoxicated)
c) Non-adherence to Crew instructions
d) Non-compliance with the smoking policy
e) Thefts on board
f) Damage to the Company’s property and so on.
Although such incidents are small as compared to the

number of passengers we carry, it must be recognized that
some of these Disruptive and Unruly passengers have the
potential to jeopardize the safety and security of our
operations and to harm the image of the company.
Unruly passengers are the concern of every Airline staff

involved in one of the many activities of flight operations. I t
begins at check – in and ends at the arrival of a flight at the
destination. I t is, therefore, necessary to have a coherent
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policy and procedures for all services involved, be it on
ground and in the air.
Who is Considered As A Disruptive & Unruly

Passenger:
The passenger who creates or has the potential to create
disturbance either on board the aircraft or on ground and in
the process could endanger the safety of the aircraft, fellow
passengers, Crew members, Airline staff or property thereby
hampering the operations.
Causes:
Besides other factors, the following are the main causes for a
passenger becoming unruly.
a. Excessive drinking
b. Nicotine starvation due to smoking restrictions
c. Resentment of authority
d. Unreasonable high expectations
e. Flying Phobia and
f. Travelling in crowded environment for extended time.
Policy:
Our Company Policy with reference to the handling of unruly
passengers can be summarized as under:
a. The carriage of passengers who have the potential for

creating disturbance on board the aircraft thereby
endangering the safety of the aircraft or fellow
passenger must be discouraged. For this, the staff
directly related with passenger handling should be
trained in techniques and procedures that will assist
them in identifying such unruley passengers so that
steps could be taken to deny them boarding through
appropriate measures. I f such a passenger is found on
board the aircraft, the Cabin Crew should promptly
inform the Pilot in Command and handle the situation at
the intial stage without the involvement of Flight Deck
Crew. The Flight Deck Crew should, under no
circumstances, be physically involved to bring the
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disturbance in the cabin under control while the aircraft
is in flight.
b. The Tokyo Convention of 1963 bestows powers on the
Pilot in Command in respect of offences and certain
other acts committed on board the aircraft. These
powers include the right to refuse passage, to restrain
an offender and / or to off-load the offender and deliver
him/ her to the appropriate Authorities at the place of
landing. The Pilot in Command is to be made aware of
these powers and advised to use them judiciously as the
situation demands including use of restraint on the
passenger. The Commander must convey to Air I ndia
Traffic through Company/ ATC channel, requesting to
arrange off-loading of such passenger with the
assistance of Company’s Security if available and local
Law Enforcement Authorities.
The Company policy is:
a. To empower Crews and Ground personnel to take all
possible steps so as to prevent disruptive and unruly
behaviour of passenger and on its occurrence, to deal
with it as effectively as practicable. I n order to achieve
these objectives all Crews & Ground Personnel dealing
with passenger handling is adequately trained.
b. To encourage Law Enforcement Agencies to prosecute
disruptive and unruly passengers in cases where there
have been assaults on our Airline staff, co-passengers
and destruction to the Airline property.
c. To assist and support Crew members & Ground
personnel who may be required after an incident to give
evidence to the Policy or to appear in Court proceedings
when unruly passengers are prosecuted.
d. To deny future carriage of habitual offenders on our
flights.
e. To make the passenger aware of the safety hazards and
consequences an Air Rage incidents, a detailed warning
should be inserted in the SWAGAT Magazine, on the
ticket jackets, besides suitable announcement be made
in flight.
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Procedure on ground:
As in any Airline, it is the Traffic staff and the Crew who
interacts mostly with passengers. The following guidelines
will help them in dealing with the situation involving
disruptive and unruly passengers.
a. Staff should, at all the time be observant during check-
in/ lounge/ boarding of any unusual passenger behaviour.
I f noticed the same should be promptly brought to the
notice of the immediate supervisor.
b. The Supervisor should tactfully inter-act with the
passenger, assess the situation and if in his/ her opinion
the passenger is unfit for travel, he/ she should brief
his/ her Duty Manager / Station Manager.
c. I f in the opinion of Duty Manager / Stations Manager the
passenger is considered a safety risk, he/ she should be
denied boarding and the Management should fully
support their action.
d. Should such an incident occur, the Airline
Security/ Airport Security Police should be informed and
all the formalities, including off-loading of baggage
should be complied with.
e. Should such passenger be accepted for travel, the Traffic
Department should advise the Pilot in Command and the I n-
flight Supervisor of such passenger and their concurrence
must be obtained for boarding the passenger. Passenger
should also be told that his acceptance on board is on
condition that no alcoholic drinks will be served to him/ her
on the flight and that he/ she is forbidden to partake of any
alcohol from any other source during the flight.
Procedure in Air:
I f such a passenger is found on board the aircraft, the cabin
crew should promptly inform the Commander through the
cabin incharge and should handle the situation at the initial
stage without the involvement of flight deck crew.
I n the event of a passenger becoming disruptive and unruly

on board the aircraft, the following steps should be taken.
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a. Oral warning to be given to the passenger by Senior
Crew Member. Stop service of alcoholic beverage and
also remove any alcohol including passenger’s duty free
alcohol for safe custody.
b. A printed warning letter signed by the Commander to be
issued to the unruly passenger by the I nflight
Supervisor.
c. I f the passenger becomes too violent to be controlled his
movement must be restricted until the passenger is
handed over to the Law Enforcement Authorities on
landing into the next station of arrival.
d. I n accordance with the Tokyo convention of 1963, if the
situation so warrants, the Pilot in Command can use his
discretion to land the aircraft at the nearest suitable
Airport and off-load the unruly passenger.
Simultaneously, through GHA, the Commander should
inform the local Law Enforcement Authorities to meet
the aircraft and deal with such passengers. Besides
furnishing the statements, reports, etc. all other
necessary assistance should be extended to the Local
Law Enforcement Authorities. I n such an eventuality,
the cost incurred will be recovered from the
passenger(s).
e. Every flight must carry at least few passengers’ restraint
as standard equipment, which will be used only with the
concurrence of the Pilot in command. On reaching the
base station, the Pilot in Command should submit a
Pilots’ Special Report on the incident. Based on this an
FI R will be prepared.
On reaching the base station, the Pilot in Command should

submit a Pilots’ Special Report on the incident.
Guidelines For Liquor Service :

Drunken passengers are a danger to themselves and others
when on board the aircraft. I t is in the best interest of
everyone that the passengers do not exceed the limit of
drinks, which can impair their judgment, more so in the
event of emergency situation. The broad guidelines to
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prevent any Air Rage caused due to alcoholism on board the
aircraft are as under :
i) Passengers should be served liquor at their seats only
and consumption of their own liquor on board the flight
should be discouraged. They should also be discouraged
from coming to the galleys and serve themselves.
ii) Serve only one drink at a time. A drink is defined as a
12-ounce beer, a full ounce glass of wine or champagne,
or one miniature bottle of liquor.
iii) Under no circumstances, should be passenger under 18
years of age be served liquor, irrespective of whether
accompanied by parents or guardians.
iv) Restriction on service of liquor should be made aware to
the passenger through adequate notification. On any
flight where the flight duration is less than four hours,
not more than two drinks be served to the passenger.
On longer sectors, the quantum of liquor served to the
passenger can be proportionately increased as one drink
per every additional hours of flying. However, there
must be a break of at least three hours for giving
additional drinks once three drinks are served to the
passenger. These restrictions may not be applied to
passengers traveling in Executive Class. However, the
crew should exercise their discretion in the continuous
service of liquor to these passengers.
v) Cabin Crew should stop the service of liquor to the
passenger when noticed to be inebriated or intoxicated
and the I n-flight Supervisor should be promptly informed
of the same. I n such an event and as an abundant
precaution the duty free liquor, which the passenger
may have with him, should be removed for safe custody
and restored to the passenger at the destination.
Authority for use of restraints:

a. I f the passenger becomes too violent to be controlled his
movement must be restricted until the passenger is
handed over to the Law Enforcement Authorities on
landing into the next station of arrival.
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b. I n accordance with the Tokyo Convention of 1963, if the
situation so warrants, the Pilot in Command can use his
discretion to land the aircraft at the nearest suitable
Airport and off-load the unruly passenger.
Simultaneously, through GHA, the Commander should
inform the local law Enforcement Authorities to meet
the aircraft and deal with such passengers. Besides
furnishing the statements, reports, etc. all other
necessary assistance should be extended to the Local
Law Enforcement Authorities. I n such an eventuality,
the cost incurred will be recovered from the passenger.
c. Every flight must carry at least few passengers’ restraint
as standard equipment, which will be used only with the
concurrence of the Pilot in command. On reaching the
base station, the Pilot in Command should submit a
Pilots’ Special Report on the incident. Based on this a
FI R will be prep ared on the Pilot’
d. The decision to prosecute the passenger or otherwise is
always at the discretion of the Police Authorities.
Regardless of the decision of the Police Authorities, the
Crew members and Ground staff should extended all
possible co-operation by way of statements, reports, etc.
and thereafter give evidence in the Court, if need be,
without which no prosecution is possible.
e. Whenever Crew or other staffs are required to present
themselves as witnesses in a case of prosecution of a
disruptive passenger the Airline will make the necessary
arrangements and such movement will be construed as a
tour of duty/ duty hours and they will be eligible for
applicable remuneration.
Reporting Procedures (Other Measures);

As a deterrent, Commercial Direct or, after a full assessment
of the passenger profile, may blacklist such passenger
whereby he / she will not be accepted on any Air I ndia
flights for a minimum period of three years and also their
names will be communicated to other Airlines who have a
similar declared Policy in dealing with disruptive passengers.
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9.1.14 PASSENGERS WITHOUT PASSPORT

No person-in-charge of any aircraft shall allow such aircraft
to enter I ndia from a place outside I ndia unless all persons
on board the aircraft are in possession of valid passports as
required by rules for the time being in force.
Where an aircraft is brought into I ndia in contravention of
sub-rule, any authority empowered by the Central
Government generally or specially in this behalf may direct
the owner or the person in-charge of the aircraft to take on
board and remove from I ndia, or otherwise arrange for the
immediate removal from I ndia of the person or persons
without valid passports, and the owner, or as the case may
be, the person in-charge, of the aircraft shall comply with
such directions.
9.1.15 SIZE IN WEIGHT OF HAND BAGGAE

9.1.15.1 RESTRICTIONS ON CARRIAGE OF HAND BAGGAGE
The Director General Civil Aviation vide their regulation No.
9-3/ 71-ARI (Vol. VI I I ) dated September 13, 1976 has
stipulated regulations regarding carriage of hand baggage by
a passenger to only one piece of permitted size and weight.
The regulation is quoted below: -
“No passenger shall be permitted to carry more than one
piece of hand baggage. This will be exclusive of:
a) a ladies hand bag or a pocket book;

b) an overcoat or wrap;
c) a rug or a blanket;
d) a camera or a pair of binoculars ;
e) a reasonable amount of reading material for the
flight ;
f) an umbrella or a walking stick ;
g) infant food for consumption during the flight and
infant's carrying basket whenever an infant is
carried ; and
h) collapsible wheel chair and/ or a pair of crutches or
braces for a passenger's use if dependent on these.
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All the foregoing items including the hand baggage shall be
subject to security check.”
DGCA vide their Air Safety Circular No. 3 of 1999 has

emphasised that the size and weight of cabin baggage
should be within permissible limits.
Non compliance with these requirements could result in

aircraft overloading and consequently possible exceeding of
RTOW limits.
Further, oversized hand baggage in aisles could also be

safety hazard in emergency by obstructing free movement
for evacuation.
Therefore, size of the hand baggage in the cabin should be

restricted to the dimension of the overhead bins or that of
the space under the seats.
9.1.15.2 COMPANY POLICY ON CARRIAGE OF HAND

BAGGAGE
At all stations, traffic staff, security personnel and cabin crew
must ensure that the restrictions on carriage of hand
baggage are strictly followed.
Excess hand baggage increases the workload of security

staff and slows down the security checks. I t causes
inconvenience to other passengers and hampers the service
on-board rendered by Cabin Crew.
All baggage carried into the aeroplane & taken into the
passenger cabin is to be properly stowed and secured.
The maximum limit size of 115 cms (sum of length, breadth

and height) of hand baggage is permitted by DGCA.
9.1.16 LOADING AND SECURING OF ITEMS

The aircraft loading is the sole responsibility of the
Commercial Department.
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The weight and balance check shall be the sole responsibility
of the Commander of the aircraft.
The Airline has designated authorised representatives to

fulfil this task, their signatures on the weight and balance
sheet (trim sheet) thereof, may be accepted in good faith as
proof of the task having been done.
The Commander will ensure:

i) The load is such that the gross weight of the aircraft
before take-off does not exceed : -
- The maximum certified take-off weight and the max.
zero fuel limits as shown in the Aircraft Flight
Manual.
- The weight a; which performance requirements can
be met for the flight concerned.
ii) The distribution of load is such that : -
- The structural loading limitations for each load
location are not exceeded.
- The limitations on location of the centre of gravity(C
of G) of the loaded aircraft, laid down in the Aircraft
Flight Manual are satisfied.
iii) The stowage of the load is such that : -
- I t is secured and cannot shift or break
loose.
- I t cannot damage the aircraft or otherwise en-
danger its operations.
- I t does not obstruct aisles, doors or emergency
exists, or those passage ways of the holds that
needs to be left clear in order to permit a crew
member access to emergency equipment in-flight.
I f the Commander suspects that an aircraft is not loaded in

accordance with the laid down procedure and limitation he
may order weighing of all Commercial load. I f the aircraft is
found overloaded it shall be re-loaded as per the
Commander s instructions. I n such cases the Commander
shall file a report to the General Manager(Operations) and fill
a FSR-1 form for a reportable incident.
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9.1.16.1 LOADING CARGO AND MAIL
As Company’s Policy, any cargo or baggage carried in t he
cabin should be weighed, and found fit for carriage by air.
Packing should be sufficiently strong to ensure transportation
with ordinary care in handling. As a Rule, not more than 75
kgs. of weight shall be placed on any passenger's seat in the
cabin. Such load should be properly netted, lashed and
secured. Any suspect/ disputed cargo shall be dealt with
according to the Commander's instructions.
i. All freight except newspapers will be held back for 36
hrs. period and only then dispatched. Special care must
be taken to ensure that this rule is not violated. Cargo, if
X-rayed or examined physically can be carried without
cooling off restrictions.
ii. Newspapers will be accepted only if they are in open
packing. They should be so bound as to make it possible
for a quick Visual or manual check to ensure that they do
not contain anything other than newspapers.
iii. All mail will be checked by the P & T Department who
will hold parcels mail for 36 hrs. before dispatch.
9.11.16.2 LOAD PRIORITY/OFF LOADING
The following are the guideline for off-loading to meet load
and trim requirements. The Commander has the authority to decide
on the order of priority keeping in mind the Company’s Rule of 5 :-
i) Company Stores.
ii) Free Passengers
iii) Ordinary Cargo
iv) Passengers paying rebated fare
v) Excess baggage
vi) Short shipped cargo
vii) Diplomatic Cargo
viii) Valuable Cargo
ix) Perishable Cargo
x) Newspapers
xi) Post Office Mail
xii) Staff on Duty
xiii) AOG, Company Stores
xiv) Paying passengers and their baggage
xv) Diplomatic Mail.
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9.1.17 SPECIAL LOADS AND CLASSIFICATION OF LOAD
COMPARTMENTS
Commercial shall give prior intimation to Commander
whenever goods requiring special load notification are
intended to be carried. Any such load will be signed for by
the Commander. Special loads include carriage of arms,
ammunition, weapons, animals, human remains, precious
cargo, diplomatic mail, etc.
For classification of load compartments the pilot may refer to

the respective Aircraft load and trim sheet.
9.1.18 POSITIONING OF GROUND EQUIPMENT

Refer Ground Handling Department Manual.
9.1.19 OPERATION OF AEROPLANE DOORS

For guidance on this issue please refer to :
(i) Respective aircraft FCOM/ SEPM
(ii) Ground Support SOPs.
9.1.20 SAFETY ON RAMP

(i) Ground Support Manual.
(ii) Quality Control Manual
9.1.21 START UP, DEPARTURE AND ARRIVAL PROCEDURES

Prior to engine start all aircraft doors must be closed and
armed , cargo doors closed , wheels chocked and engine
vicinity cleared. Ground staff must be on ground interphone
connect. ATC permission is required to start engines. Once
ATC has cleared and ground staff has given clearance;
FCOM stipulated engine start procedures are to be followed.
I n case of Push back, stipulated procedures are to be
followed.
Prior to ramp departure ATC clearance has to be obtained

and also clearance from ground. Minimum power is to be
used to avoid jet blast damage.
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PART - A Chapter 9
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9.1.22 SERVICING OF AEROPLANES
(i) Ground Handling Department Manual.
(ii) Quality Control Manual - Engineering
9.1.23 AEROPLANE HANDLING DOCUMENTS

(i) Quality Control Manual - Engineering
(ii) Traffic Manual-Commercial
9.1.24 MULTIPLE OCCUPANCY OF AEROPLANE SEATS

The airline policy does not permit multiple occupancy of aircraft
seats except in the case of infants in arms.
The number of passengers carried must not, in any
circumstances, exceed the number for which seating
accommodation is provided, except, however, that infants under
the age of two years carried in the arms of passengers may be
left out of account for this purpose.
All crew, passengers and cargo carried on each flight must be

manifested. A copy of the manifests shall be kept on board the
aircraft and shall also be retained at the departing station, which
shall be preserved at least for 30 days.
9.2 PROCEDURES FOR REFUSAL OF EMBARKATION

The commander is also authorised to refuse carriage of any
person in the aircraft if such a person tampers with aircraft
or its equipment or commits any act likely to imperil its
safety.
9.2.1 REFUSAL OF EMBARKATION- ENROUTE OFF LOADING
The Commander has the authority to off-load a passenger, if
in his opinion a passenger who is travelling or is intending to
travel and who may by virtue of his action intent, behaviour,
jeopardise the safety/ orderly conduct of a flight or behave in a
disorderly manner. Such action may be necessary for one of
the following additional reasons:
i. Safety.
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PART - A Chapter 9
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ii. To prevent violation of any applicable laws, regulations or
orders of any state or country to be flown from I ndia or
over I ndia.
iii. I f conduct, status, age or mental/ physical condition of a
passenger is such as to render him incapable of caring for
himself/ herself without special assistance from the
company.
iv. Cause discomfort or make himself/ herself objectionable to
other passengers.
v. I nvolve any hazard or risk to himself / herself or to other
persons or property.
vi The Commander may in addition, refuse to carry any
passenger who is in a state of intoxication.I n addition to
the above justifiable reasons the Commander may off-
load a passenger(s) for reason due to illness or for
reduction of load necessitated by operational conditions.
The decision of the Commander in such circumstances
shall be final. Whenever the Commander off-loads
passenger(s) and/ or other commercial loads he shall
submit a Special Report giving reasons thereof.
9.2.2 INTOXICATED PERSONS (RULE 24A OF AIRCRAFT

RULES, 1937)
No person while in an intoxicated condition shall enter or be
in an aircraft. The Corporation's officers empowered to
authorize emplaning are therefore imposed with the
responsibility to refuse to allow any intoxicated person to
enter an aircraft.
Since the ultimate responsibility for the safety of passengers
and aircraft, as well as for maintenance of discipline on
board the aircraft rests with the Commander, he should be
consulted in all cases of doubt.
I n every case, diplomacy must be exercised, proper decorum
maintained and inconvenience to other passengers reduced
to the barest minimum.
9.3 UPGRADATION OF PASSENGERS

Passengers are upgraded to a higher class due to
commercial reasons. Upgradation of passengers is a
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function carried out by the Commercial / Traffic Services.
Cockpit/ Cabin crew must refrain from carrying out this
function.
As the upgraded Passenger is also a bona-fide passenger, no

security issue arises by way of up gradation of a passenger,
unless specifically informed otherwise. No upgrades can be
done after doors are closed/ which are not stated in the load
sheet.
9.4 MAXIMUM NUMBER OF PASSENGERS
I t is airline policy that no passenger or crew member shall
travel unless he has been provided a seat with a safety belt.
Our present Seating Capacity as authorised by the DGCA for
carriage of passengers is as given below
Aircraft Type Seating Capacity
B744 423
B777-200LR 238
B777-300ER 342
B787-8 256
A-330 279
A-319 (Owned) 122
A-319 (Leased) 144* / 120* *
A-320 (Owned) 146
A-320 (Leased) 146
A-321 172
* VT-SCA/ SCB/ SCC * * VT-SCD/ SCE
9.5 RELEASE OF JUMP SEATS/CREW SEATS FOR SOL TRAVEL

B744/ B777/ B787
The number of non-revenue seats that can be released by
PI C only for SOL travel (jump seats) should be limited to the
total number of non-revenue seats minus the number of
cabin crew scheduled for that sector(s). I t must also be
ascertained that this number does not exceed the cabin crew
seat requirements on the subsequent sector(s), where a
cabin crew change is scheduled/ required.
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The minimum number of jump seats available for SOL travel
for each a/ c type is derived below:
A/ c Total Normal cabin Max no.

VT- number crew of JMP
of non- complement seats avbl
revenue for SOL
seats travel
available
B747-400 27 16 11
B777-300ER 22 14/ 16* 8/ 6*
B777-200LR 22 13/ 14* 9/ 8*
B787 14 8 6
*I NDI A/ USA-CANADA/ I NDI A
9.6 TRAVEL OF OPERATING COCKPIT CREW

Booking for planned SOD travel of operating crew will be
done by the office of GM (Ops.)-Scheduling / Rostering crew
facilitation.
Operating crew travelling on duty must be accommodated on
the flight on top priority.
Check-in formalities of operating SOD crew will be carried
out by a responsible staff of the Operations Department or
crew themselves.
The boarding cards of operating crew travelling on duty will

be obtained by the Operations staff/ crew at least 45 mts.
before schedule departure of the flight.
Operating crew members travelling as SOD will have to be

provided seats in ‘J’ class after accepting all revenue
passengers. They will enjoy priority over the other SOD
travel. In the event when ‘J’ class seats cannot be offered
the aircraft front row of “Y” class should be blocked.
9.7 PASSENGER SEATING/EXIT ROW SEATING
As per Civil Aviation Requirement, the passengers should not
be allotted seat near to exit row unless he is able to perform
the applicable functions. The seat near the exit row should
not be allotted to –
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a) Persons who are invalid/ disabled.
b) Persons below 15 years of age.
c) Persons who are not able to read and understand
instructions related to emergency evacuation provided in
printed, handwritten or graphic form or the ability to
understand oral crew commands.
Each passenger shall comply with instructions given by a

crew member. I n the event of an emergency in which a
crew member is not available to assist a passenger
occupying an exit seat may use, if called upon, to perform
the following functions:
i) Locate the emergency exit.
ii) Recognize the emergency exit opening mechanism.
iii) Comprehend the instructions for operating the
emergency exit.
iv) Operate the emergency exit.
v) Follow oral directions and hand signals given by a
crew member.
vi) Stow or secure the emergency exit door so that it
will not impede use of the exit.
vii) Pass expeditiously through the emergency exit; and
viii) Assess, select, and follow a safe path away from the
emergency exit.
Before taxi or pushback crew member should verify that no

exit seat is occupied by a person who may be unable to
perform the applicable functions.
The passenger occupying the exit row seat be properly

briefed by the cabin crew regarding the emergency exit
procedures. Wherever applicable, the weight of the
emergency exit shall also be specified.
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Exit Rows are :
AIRCRAFT EXIT ROWS
A330 7 AB & JK
29 AB & JK
A320 11ABC and DE

(except VT-EYL) 12ABC and DEF
(* on VT-EYL) * 7ABC and DEF
* 8ABC and 8DEF
A319
(VT- SCA/ B/ C) 11ABC and DEF
(VT-SCD/ E) 16ABC and DEF
(VT-SCF) 9 ABC and DEF
A321 7ABC and 7DEF

8ABC and 8DEF
20ABC and 20DEF
21ABC and 21DEF
B747-400 42ABC, 42HJK (Door 2)

(VT-EVA/ B,ESN/ P/ O) 56ABC, 56HJK (Door 3)
67ABC, 67HJK (Door 4)
15ABC, 15JK (Upper Deck Doors)
B777-200LR (VT-ALA/ B/ C/ D/ E/ F/ G/ H)
B777-300ER (VT-ALJ/ K/ L/ M/ N/ O/ P/ Q/ R/ S/ T/ U)
41AB, 41HK (Door 4)

B787 11 ABC,11GHJ(DOOR 2) & 30ABC,30GHJ (DOOR 3)
All the Cabin crew are to check the compliance of the above
restrictions before closing the doors. I f there is any
deviation, the same may be brought to the attention of the
Commercial Department personnel for the necessary
change.
All Commercial Staff / Officers are to strictly follow the above
Civil Airworthiness Requirements.
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9.8 STANDARD WEIGHTS – PASSENGERS AND CREW
The following standard weight will be applied for the basis of
load calculation in all aircraft:
A320 family/ A330

For Adult passenger 75 Kgs.
For Children of either sex between 35 Kgs.
2 yrs. and 12 yrs. of age
For I nfants under 2 yrs. of age 10 Kgs
NOTE: The above weights include hand baggage.
For Crew 95 Kgs.
B744/ B777/ B787

For Crew 85 Kgs.
9.9 CARRIAGE OF PETS

I n accordance with Rule 24C of Aircraft Rules, 1937 :
No animal, bird or reptile shall be taken aboard or carried on
any aircraft to, from and within I ndia, except under and in
accordance with a general or special permit in writing issued
by the Director General in this behalf, and subject to such
conditions, if any has may be specified therein.
Carriage of pets in the hold or cabin is not permitted on ultra
longhaul (ULH) flights (I NDI A / USA / I NDI A & I NDI A),
Except for service dogs , which are permitted in the cabin.
Carriage of pets in the hold or cabin is permitted on all other
flights, subject to compliance with DGCA rules and as
permitted by the local regulatory authority at the departure
& destination airport. The commander must ascertain from
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AI representative(s), whether all DEP. & DEST. Reqmts in
this regard have been complied with.
Live animals may be carried only in the cargo holds of the

aircraft carrying passengers provided there is no direct
access to the passengers compartments and provided
further that the requirements specified by the DGCA are
complied with. All carriage of pet animals in the cabin of an
aircraft shall be with the prior permission of the
Commander. When any animal/ bird/ pet etc. is carried, a
special load notification shall be sent to Flight Dispatch. This
notification. shall be approved and signed by the
Commander..
Concurrence from the Flight Safety Department must be
obtained prior to accepting carriage of pets on our flights.
Following governs the carriage of pets like dogs, cats, etc. in
the aircraft:
9.9.1 IN BAGGAGE HOLD

There are occasions when pets (dogs) accompanying
passengers have to be carried in the baggage hold in crates,
I t has been decided that dogs may be carried, if properly
crated, in the baggage hold of the flight in which the
passenger is travelling under the following conditions :
i) Passenger must accompany the dog on the same flight.
ii) A letter of no claim on Air-I ndia should be obtained.
iii) Strict adherence to I ATA rules governing cages, feeding,
watering of the dog is observed.
iv) The passenger should be requested to visit the dog during
the transit stops - where permissible - with our staff to see
to the welfare of the dog.
The airport office should inform the transit and destination
stations of the hold in which the crated dog is located and
the name and seat number of the passenger.
All animals/ birds etc. being carried in the aircraft holds
shall be located at AFT Compartment.
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9.9.2 IN THE CABIN
Accompanied pets, small in size are permitted to be carried
in the cabin of an aircraft, provided the regulations for the
carriage of such pets are complied with. Some countries
however prohibit the carriage of pets in the cabin. I n such
cases, the laws/ regulations of that country obviously apply.
Necessary instructions have been issued to the Traffic

Services that the Commander should be informed before the
flight about accompanied pets.
No animals other than small inoffensive pets and trained

guide dogs may be carried in the passenger compartments
provided that:
i) Not more than two pets are carried at a time.
ii) The pets and guide dogs are not allowed to occupy
a passenger seat.
iii) A moisture absorbent mat is placed under the
pet/ guide dog.
iv) Other passengers do not object to the presence of
the pets/ guide dogs in the passenger
compartments.
v) The guide dog is properly restrained and
muzzled
vi) Pets other than such dogs are carried in suitable
containers or in the lap of a passenger.
No animal shall be carried in a pressurised aircraft if the

atmosphere in the passenger or flight deck compartments is
likely to be contaminated by the animal to such an extent
as to affect the health of the passengers or crew.
9.9.2.1 RESTRICTIONS
The carriage of pets is restricted to one each in the last rows
of Executive Class and in the last row of Economy Class
cabins. One pet may be carried in the last row of the First
Class and in the Upper Deck of a B747 aircraft. Dogs will be
muzzled and on a leash. Other pets like cats, will be
accepted in crates not exceeding 34" x 25" x 19”.
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PART - A Chapter 9
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Prior permission of the relevant Space Control Station should
be obtained before accepting the carriage of pets in the
cabin.
However, the carriage of pets in the cabin has been banned
to/ through UK and pets should be carried as freight and
manifested as cargo when destined to the UK. I f the pets are
in direct transit through UK for transportation to points
beyond the UK, they may be carried as "Accompanied
Baggage" against an excess baggage ticket in the cargo
hold, as per the instructions laid down in the Traffic
I nformation Manual.
The airline is liable to a fine upto UK £1000 for non-
compliance of the above regulation.
The rules governing the import of pets vary from country to
country and stations should comply with these regulations as
listed in the Travel I nformation Manual (TI M) and as
required by the Govt. laws of the country.
9.10 CARRIAGE OF LIVE ANIMALS
9.10.1 IATA & DGCA PERMISSIONS

The carriage of live animals is permitted on aircraft subject
to the conditions and regulations laid down in the I ATA
Manual for the Carriage of Live Animals by Air, including
packing and labelling. DGCA has issued a permit to Air-I ndia
to carry animals, birds and reptiles in the aircraft.
9.10.2 IMPORTANT POINTS TO REMEMBER

a) Greatest care must be taken when handling live animals
and birds to protect their welfare. Travelling has an
unsettling effect on animals and hence they should be
disturbed as little as possible and given the greatest
possible sense of security. Domesticated animals and
most (but not all) birds prefer dim light.
b) As animals and birds are affected by temperature
extremes, the different climatic factors prevailing during
a journey should always be considered when arranging
the routing and carriage of live animals.
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c) The requirement to feed the animals and birds during
the course of the journey must be kept to a safe
minimum, consistent with the safeguarding of the
welfare of the animals. The feeding requirements will
depend upon the species of the animal and the length of
the journey. Generally, it will be in the best interest of
the animal to avoid feeding during the journey. I t is the
shipper’s responsibility to specify the feeding and
watering arrangements required.
d) All live animals will be loaded or unloaded with due care
and attention. They should not be left unnecessarily in
the open near standing aircraft when the departure is
delayed.
e) Live animals should never be stowed in the vicinity of
other cargo which can cause them harm, e.g. radioactive
material, dry ice, etc.
f) Live stock consignments and radio-active materials
Group 1 and 2 must not be loaded in the same Zone
under any circumstances.
g) Hold lights will be kept switched on, especially when
birds are being carried, so that they are in a position to
eat/ drink and the chances of mortality due to starvation
enroute are minimised. Hold lights will be ON when the
door is in locked position.
h) Commander will be informed when live-stock of any kind

is carried in the aircraft so that the cargo compartment
temperature can be maintained at the optimum level.
9.11 CARRIAGE OF MAILS ( POSTAL)

I n accordance with Rule 10 of I ndian Aircraft Rules : -
No person shall carry mails or allow mails to be carried in
any aircraft except with the consent in writing of the Director
General of Posts and Telegraph.
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9.12 DIPLOMATIC MAIL AND CARGO
9.12.1 GENERAL
The carriage of Diplomatic Mail is normally on behalf of the
Government of I ndia and handled by the Ministry of External
Affairs in I ndia and the I ndian Embassy,
the Consulate or Legation in other countries.
However, Diplomatic Mail can be carried on behalf of other

Governments and in all cases Diplomatic Mail Category "A"
must be given the highest priority.
9.12.2 CATEGORIES
Diplomatic Mail and Cargo is classified as under :
Category A - Diplomatic Airmail Bags
Category B - Diplomatic Cargo Bags
Category C - Diplomatic Cargo (Periodicals) Bags.
9.12.3 MANIFEST
Diplomatic Mail Category "A" will be manifested on a
separate manifest, bearing the heading "Government of
I ndia Diplomatic Mail Manifest".
All relevant details will be entered on the manifest. Under

no circumstances, will items other than Government of I ndia
Diplomatic Mail - Category “A” bags be entered on this
manifest.
Diplomatic Mail can be carried on behalf of other
Governments and in all cases Diplomatic Mail Category "A"
must be given the highest priority.
Diplomatic Cargo Categories “B” and “C” will be manifested

on the usual Cargo Manifest in the normal manner. The
correct nomenclature and category of the bags will be clearly
indicated on the Manifest.
9.12.4 LOADING
Diplomatic mail category “A” bags will be carried in the
diplomatic locker.
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The Government of I ndia diplomatic mail bags cate gory “B”
and “C” will be loaded in destination containers. Pallets may
be utilised for this purpose provided it is necessary and
convenient to do so.
9.12.5 PRIORITY
Diplomatic Air Mail Category "A" bags will be accorded the
highest priority from the time of acceptance to the time of
delivery.
Diplomatic Category “B" and "C" are booked as normal cargo

and will be handled as such.
9.12.6 HANDLING/SECURITY OF DIPLOMATIC AIR MAIL
CATEGORY "A"
a) Diplomatic Air Mail Category "A" bags will be accorded
the maximum security from the time of acceptance upto
the time of delivery and will be carried in the custody of
the CCI C of the aircraft. On Air-I ndia aircraft, special
lockers have been fitted for the storage of these bags.
I n case the locker is unserviceable the Commander shall
decide the carriage of diplomatic category "A" mail. All
efforts shall be made to ensure carriage of such mail.
b) The Traffic Services Division, Santa Cruz, Mumbai, will
hold charge of all keys to these lockers. Additionally,
each Air-I ndia station will hold a spare key to the lockers
for use only in the case of loss or misplacement of the
key issued to the CCI C of the aircraft by the Traffic at
the station of origin.
c) The bags will be delivered by a representative of the
I ndian Government to the Traffic/ Cargo Officer. The
Receiving Traffic/ Cargo Officer will sign on all copies of
the I nvoice and the consignor's copy of the I nvoice
bearing the signature of the Receiving Traffic/ Cargo
Officer will constitute the carrier's official receipt for the
bags.
d) At the station of origin, the bags will be deposited in
the diplomatic locker of the aircraft by the Traffic/ Cargo
Officer and the locker locked in the presence of the
CCI C/ Senior Flight Purser of the aircraft and the
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representative of the I ndian Government delivering the bags.
The locker key will then be delivered by the Traffic/ Cargo
Officer to the CCI C/ Senior Flight Purser for his personal
retention and the CCI C’s / Senior Flight Purser's signature
obtained on the relevant copy of the Manifest retained by
the station.
e) At an intermediate station, the bags for the station and
those required for transhipment will be delivered by the
CCI C/ Sr. Flight Purser to a Traffic/ Cargo Officer, against
signature on the relevant copy of the Manifest retained by
that station.
f) The CCI C will keep the Diplomatic Mail in the cockpit in
an exigency where the DI P locker key is not available.
Handing over the DI P mail to the relief CCI C at crew
change station will be the responsibility of the CCI C.
g) At a station of transhipment, the bags will be transferred
by the Traffic/ Cargo Officer to the receiving carrier under
the Transfer Manifest procedure and the signature of the
Commander of the aircraft (or any other responsible
officer) of the receiving carrier obtained on an additional
copy of the Transfer Manifest which will be forwarded to
the station of origin for record.
h) Where transhipment is effected from one Air-I ndia aircraft
to another, the bags will be delivered by the CCI C/ Sr.
Cabin Crew to a Traffic/ Cargo Officer as in sub-paragraph
(a) above. The receiving CCI C’s/ Sr. Cabin Crew ’s
signature will be obtained by the Traffic/ Cargo Officer on
the station copy of the Manifest.
i) During transhipment from one Air-I ndia aircraft to
another or when receiving from or transferring to another
carrier, if the Seal of a Diplomatic Bag, category “A” is
noticed by the staff to be damaged, action should be
taken to reseal the bag, prior to its on-carriage to the
destination concerned, so as to safeguard the contents of
the bag. I n such cases, the station effecting the resealing
should advise the Ministry of External Affairs, Government
of I ndia, New Delhi, through our Delhi office and the
I ndian Mission concerned, accordingly.j) I n the case
of crew change, the key of the locker will be handed over
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ARRANGEMENTS AND
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personally by the CCI C/ Sr. Cabin Crew to the relieving
CCI C/ Sr. Cabin Crew, against receipt. I n the event it is
not possible for the CCI C/ Sr. Cabin Crew to hand over the
key personally to the relieving CCI C/ Sr. Cabin Crew, the
key will be handed over to a Traffic/ Cargo Officer, against
receipt, who will hand over the key to the relieving
CCI C/ Sr. Cabin Crew, against receipt.
k) I n the event of Customs inspection of the special lockers
(which are also utilised for the carriage of valuable cargo)
fitted in Air-I ndia aircraft, the CCI C/ Sr. Cabin Crew will be
present to ensure immunity of Diplomatic Air Mail
Category "A" bags from Customs examination.
l) At the station of destination, the bags and the locker
key will be delivered by the CCI C/ Sr. Cabin Crew to a
Traffic/ Cargo Officer against signature on the relevant
copy of the manifest retained by th signature obtained on
the relevant copy of the Manifest retained by the station.
m) At the station of delivery, the Embassy representative or
the representative of the Ministry of External Affairs, as
appropriate will be present at the airport to collect the
bags upon arrival of the aircraft and a printed form of
receipt (to be supplied by the I ndian Government
representative) indicating the exact time of delivery of the
bags to the representative will be signed by the
Traffic/ Cargo Officer and the I ndian Government
representative. The carrier's copy of this receipt will be
forwarded to the station of origin together with one copy
of the Bordereau containing the consignee's signature.
n) I n the event the I ndian Government representative
is not present at the airport to collect the bags upon
arrival of the aircraft, Category "A" bags will be taken
charge of by the senior most Traffic/ Cargo Officer on duty
who will in turn hand over the same to the Manager/ Asst
Manager for safe custody, pending delivery.
o) Provision for safe custody, whether on the ground or in
the air must be made at all times by the Traffic/ Cargo
staff and aircrew of all participating carriers.
p) It is the responsibility of the Commander to see
that when there is imminent danger to the aircraft
Page 9 -40
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during flight, the diplomatic mail is destroyed in
the first instance in any manner deemed fit.
q) The commander of the aircraft need not sign for
the valuable cargo as he would have already
signed “The special load notification to the
Captain” wherein valuable cargo/diplomatic
mail would also be included.
r) I t may however be noted that in case of diversion
Commander will take steps to ensure safeguard or
special load till a representative of the Commercial
Department arrives and takes over the responsibility for
the same.
s) The Traffic Officer/ Shift I ncharge thereafter will dispatch a
message by TP or WT to the destination station to collect
the valuable Cargo/ diplomatic mail.
t) TP message in regard to the carriage of diplomatic
bags/ valuable cargo should be given top priority for
transmission.
u) The Duty Officer/ Shift I ncharge of the destination station
will on receipt of the items, confirm receipt of the items,
by TP.
v) I n order to ensure safe carriage of the bags/ valuable

cargo, it is necessary that acknowledgment is
obtained at every stage.
w) I n regard to delays or hold up where relief aircraft is to
take over from a detained aircraft or in case of night stop
of aircraft due weather conditions or due some other
reasons (at station other than the origin/ dest ination
station), the Duty officer/ Shift I ncharge of a station
where the aircraft is delayed/ night stopping shall collect
diplomatic mail/ precious cargo from the commander of
the flight, or his nominee, against signatures and shall
keep the diplomatic mail/ precious cargo in his custody.
Duty officer/ Shift I ncharge shall hand over the
diplomatic mail/ valuable cargo to the commander of
the relief aircraft or his nominee, or to the commander of
the flight night stopped, or his nominee, as per the
procedure laid down above.
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x) I n case of shortage of diplomatic mail bags or other
valuable articles (precious cargo) immediate
information should be given to the police having
jurisdiction with a view to make prompt enquiry to locate
the missing article.
y) The Pilot-in-Command should be advised of any
valuable cargo/diplomatic mail bag ‘A’ category,
location and quantity on board the aircraft in the form of
‘Special Load Notification to Captain’.
9.12.7 DIPLOMATIC LOCKERS

The primary purpose of the Diplomatic Locker is for the
carriage of:
- Diplomatic Mail Category "A"
- Small parcels containing precious, stones or other
valuables.
9.12.7.1 HANDLING OF DIPLOMATIC LOCKER ITEMS Due to
the special nature of the items carried in the Diplomatic
Locker, the following procedures will be followed in the
handling of these items :
i) All the items will be listed on the Receipt prepared for
items deposited in the Diplomatic Locker by the
Traffic/ Cargo Staff.
ii) The items will be handed over to the cabin crew member
against a signature on the Receipt.
iii) At the destination, the items will be collected from the
cabin crew by the Traffic/ Cargo staff deputed for this
purpose, against Receipt.
iv) I t is in order for the CCI C to keep the Diplomatic Mail in
the cockpit in an exigency where the DI P locker key is
not available. Handing over the DI P mail to the relief
CCI C at crew change station will be the responsibility of
the CCI C.
I t is essential that the staff deputed for collecting the arrival
consignments takes custody of the same promptly. Even on
occasions when a flight is delayed on ground or terminates,
the staff will take custody of these items promptly.
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9.12.7.2 DIPLOMATIC LOCKER KEYS
The keys of the Diplomatic Locker held in the charge of
Manager-Cargo, AI Cargo Complex.
I n addition, all Airport Managers will hold a reserve key for
use in case of an emergency. The procedure for handling
the Diplomatic Locker Key will be as follows :
i) The Cargo Duty Officer at AI Cargo Complex will ensure
that the Diplomatic Locker Key is handed over to
concerned cabin crew member on ALL flights irrespective
of whether there is any Diplomatic Mail/ Precious cargo or
not.
ii) At the destination station, the Traffic/ Cargo staff will
take charge of the Diplomatic Locker Key and will ensure
that the same is again put on board the flight after turn-
around.
iii) The Cargo Duty Officer at AI Cargo Complex will ensure
that the Diplomatic Locker key is taken over from the
cabin crew on arrival of the flight.
9.13 PRECIOUS/VALUABLE CARGO
Precious/ Valuable Cargo is defined as a consignment which
has an actual value of US $ 1000 or equivalent per gross
kilogram or more or which contains gold, platinum, traveller’s
cheques, bank notes, securities/ shares, precious stones etc.
The procedure to be adopted for the handling of

precious/ valuable cargo at stations will depend upon various
factors, viz. whether self-handling or by handling agents,
local Customs procedures, warehouse location, vulnerability
of the airport to armed attacks, etc.
Valuable cargo means a consignment, which contains one or

more of the following articles:
 any article having declared value for carriage of US
$1,000 (or equivalent) or more, per gross kilogram for
I nternational and Rs. 8,000/ - or more, per gross
kilogram for Domestic.
 gold bullion (including refined and unrefined gold in
ingot form), dore bullion, gold specie and gold only in
the form of grain, sheet, foil, powder, sponge, wire, rod,
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tube, circles, mouldings and castings, platinum, platinum
metals (palladium, iridium, ruthenium, osmium and
rhodium) and platinum alloys in the form of grain,
sponge, bar, ingot, sheet, rod, wire gauze, tube and
strip (but excluding those radioactive isotopes of the
above metals and alloys which are subject to restricted
articles labelling requirements);
 legal banknotes, traveller’s cheques, securities, shares,
share coupons and stamps (excluding mint);
 diamonds (including diamonds for industrial use), rubies,
emeralds, sapphires, opals and real pearls (including
cultured pearls);
 jewellery consisting of diamonds, rubies, emeralds,
sapphires, opals and real pearls (including cultured
pearls);
 jewellery and watches made of silver and/ or gold and/ or
platinum;
 articles made of gold and/ or platinum, other than gold
and/ or platinum-plated.
I n addition, the following items should be regarded as

vulnerable cargo and be handled as valuable cargo:
 goods for which no value is declared but which obviously
require security handling;
 blank airline documents, e.g. MCOs, AWBs, tickets, etc.
shipped to airline offices/ stations or General Sales
Agents;
 diplomatic bags (when declared as valuable);
 Narcotics (drugs such as opium and derivatives), etc.
However the following guidelines will be followed at all
stations for handling precious/ valuable cargo:
Movement of Precious/Valuable Cargo

Precious/ Valuable Cargo must be escorted between the
aircraft/ Customs warehouse by our Security staff or any
other appointed agency.
I n areas where "hold ups" are a more common occurrence

and also where the movement of precious/ valuable cargo is
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involved outside the operational area, an armed escort would
be advisable.
The precious/ valuable cargo will be listed on the "Receipt for

Valuable Cargo deposited in the Precious Locker" by the
Cargo staff and Diplomatic Locker procedures will be
followed.
A telex message will be sent to the destination and all

enroute stations regarding the movement of
Precious/ Valuable Cargo indicating the location.
On receipt of the telex at the destination, a Traffic/ Cargo

staff will be deputed to collect the Precious/ Valuable Cargo
and ensure that it is deposited safely in the strong-
room/ vault under proper documentation.
All Stations/Locations shall prepare a “Valuable Cargo

Receipt Form”, which is commonly known as “HOP” receipt
also, to cover the movement of such cargo from aircraft to
warehouse and vice-versa.
A register is maintained to contain the signatures of the staff

who has handled the cargo at each location of the handling
process, plus those who transported the cargo between
locations.
Officer/Staff shall obtain the signature of Senior most

Cabin Crew/Cabin Crew Incharge of the flight on
which valuable cargo is moving on “Valuable Cargo
Receipt Form” (HOP) and shall ensure that such
goods are kept in valuable cargo locker in his/her
presence and locked.
A copy of the HOP receipt from duly signed by Senior
most Cabin Crew/Cabin Crew Incharge shall be filed
with ship papers at the origination/destination
station.
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On loading/ unloading at the aircraft side, verification of the
number of pieces of valuable cargo handled, by tallying with
the number shown on the ‘HOP’ receipt form shall be done.
Area Marketing Managers/ Cargo Managers/ Representatives
are responsible to ensure that valuable shipments are
adequately guarded during transportation between the
warehouse and the aircraft and vice-versa as well as after
loading and before departure.
As per the message received that valuable cargo is on

board a transit aircraft, the Area Marketing Manager
/ Representative must arrange to have the valuable
guarded during the entire transit time.
As per message received that valuable cargo is on board a

terminating aircraft, the Area Marketing Manager
\ Representative must arrange to have the valuable cargo
under continuous surveillance from the moment the hold
door is opened until the valuable is verified and off loaded.
The valuable stowed in the ‘VAL” locker must be off loaded

first from the aircraft by a responsible staff immediately after
passengers disembark.
As far as possible all shipments of valuable cargo should be

carried in the valuable cargo locker. I n case it is not
possible to do so, then the following stowing precautions
must be taken:
a. On multisector routes valuable cargo should be stowed
behind other cargo for the same destination.
b. Valuable cargo should be stowed away from the
entrance to cabin or compartments of the aircraft.
c. Valuable cargo should whenever possible, not be loaded
together with passengers accompanied baggage.
d. Valuable cargo should whenever possible, not to be
loaded in the cabin or in compartment accessible to
passengers.
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e. When stowed on pallets, valuable cargo must be
loaded away from the nets to prevent access by
insertion of the hand.
The captain of the aircraft shall be informed where the

valuable cargo is loaded by means of “Special Load
Notification to Captain” form.
I mmediately after the aircraft is loaded, the Station of

loading shall send a safeguard message to:
 Area Marketing Manager/ Cargo Manager at the Station

of unloading (CO/ KF)
 General Manager (Commercial) of loading and unloading
stations (CQ)
 Enroute stations of a through flight may also be advised
(CO).
The message shall contain the following information:

- Flight number
- The code ‘VAL’
- Number of pieces and weight
- AWB Number
- Compartment number prefixed the abbreviation CPT,
ULD, number, or LOK if stowed in security locker.
The Commander will give prior intimation to destination
station informing them of such carriage. The Commander
has the authority to refuse carriage of valuable cargo if the
valuable cargo locker is unserviceable.
9.14 CARRIAGE OF MEAT/PERISHABLE CARGO

Shipments of meat/ perishable goods are carried on our
aircraft. These shipments are specially packed and dry iced
to prevent deterioration for a period of approximately 24
hours provided that the pallets are kept in a cool area and
also that cargo heat to the aft cargo hold is not turned "ON"
in flight.
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9.15 CARRIAGE OF ARMS , AMMUNITION, WEAPONS ETC.
Bureau of Civil Aviation Security, Government of I ndia have
accorded permission under Rule 8 of the Aircraft Rules 1937
for Special Protection Group (SPG), PSOs to carry on their
person/ hand baggage fully unloaded arms and ammunitions,
both kept separately to enable SPG protectors to discharge
their responsibilities only when they accompany their
protectors during their journey by commercial flight.
All cabin crew should be aware of the person(s) carrying

weapons; the number of such personnel and their locations
on board the aircraft must be informed to the Commander.
These personnel should not be served alcohol; they should
be briefed not to use any fire arms in flight. The information
about the type of weapons and / or the persons carrying the
weapons should not be told to / mentioned to other
passengers.
9.15.1 CARRIAGE OF SECURITY ITEMS

The following procedure has been introduced for carriage of
security items detained by Security / Anti-hijacking personnel
from our passengers prior to their departure on a flight :
i) A special steel box with red and yellow stripes marked
‘SEC’ will be provided for the carriage of Security Items.
ii) Each item wi ll be labelled with a ‘hand baggage’ label
with the passenger’s name, seat number and destination
clearly marked.
iii) All items for one destination will be placed in one
polythene bag and the bag will be labelled with the
destination ‘baggage identification
iv) Transit stations will follow the same procedure as in
paras (i) and (ii) above, using fresh polythene bags for
items loaded by them and will not tamper with the bags
loaded by the previous stations.
v) All the polythene bags will be placed in the special ‘SEC’
box and the box will be locked.
vi) The originating station will hand over the key of the lock
to the CCI C.
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PART - A Chapter 9
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vii) At terminating stations, Traffic Staff will collect the
key from the CCI C.
viii) A separate telex message will be sent by stations
destination wise giving details of the number of
bag(s)/ number of items in the bag(s).
ix) At all station, it will be the responsibility of the Traffic
Staff to collect the key of the box and check the box if
there are any items for their stations irrespective of the
fact whether a message has been received from the
previous station or not.
x) The delivery of the items to the passengers will be
processed by Traffic Staff as per local Rules/
Requirements.
xi) I n the event of Security items, arms and ammunitions
that are carried by authorised persons the pertinent
sections as per I ndian Aircraft Rules 1937 and / or the
FAA Regulations No. 121 will prevail.
xii) I t will be ensured that arms will be unloaded before
acceptance and ammunitions will be carried subj ect to
I ATA laid down regulations.
9.16 ILLNESS/INJURY DURING FLIGHT

i) When a passenger falls ill suddenly, first aid will be given
by the cabin crew and assistance will be sought from
amongst the passengers for a doctor.
ii) A message will be sent by the Commander to the next
enroute station with as much details as possible.
iii) On receipt of such a message, the Airport Manager will
make available the services of a doctor, nurse and
ambulance, as necessary.
iv) I f on medical advice the passenger cannot continue his
journey, he will be offloaded and sent to a hospital along
with a staff. The passenger's baggage will be offloaded.
A message informing the station of embarkation and
destination regarding details of the offloading will be
sent immediately.
v) Whenever injuries are sustained by passengers whilst in
flight or any other incidents on board the flights by
which the passenger could claim compensation from the
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PART - A Chapter 9
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Company, it is necessary for the Commander to ensure
that such cases are promptly reported to the Exec. Dir. -
Operations.
9.17 DEATH DURING FLIGHT

i) I n case death has occurred on board an aircraft during
flight, the Commander will immediately send a message
to the next enroute station. This message will also state
the cause of death if known or suspected. The deceased
passenger will not be moved unless it is necessary for
the convenience of other passengers or for the safety of
the aircraft.
ii) On receipt of such a message, the Airport Manager will
advise the Local Police, Health and other Public
authorities.
iii) The local police must be assisted in taking further action
according to local laws.
iv) The commander, other crew and passengers, if required,
witnessing the death will furnish necessary information
regarding the time, circumstances of death, etc.
v) The Airport Manager will inform the station of
embarkation/ destination of the passenger to enable
them to inform the next of kin. The name and address of
the next of kin are also available from the deceased's
passport to which the message must be addressed.
vi) The Consulate of the country to which the deceased
passenger belonged must also be informed without
delay.
vii) The unchecked baggage and checked baggage and all
other personal belongings of the passenger must be
taken charge of and an inventory made in the presence
of the Customs and Police authorities.
viii) All such baggage will be sealed and kept in safe custody
either with the local authorities pending
disposal instructions or collection by the next of
kin.
ix) Each station will take appropriate action for completion
of all formalities and disposal of the belongings and such
Page 9 -50
PART - A Chapter 9
ARRANGEMENTS AND
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other instructions from the next of kin and in liaison
with the local authorities.
x) A report will be made by the Commander to the EDO
(Ops)/ ED (FS).
9.18 CARRIAGE of HUMAN REMAINS

Human remains or ashes of cremated dead persons may be
carried on Air-I ndia aircraft only after sufficient prior notice is
given .
Human Remains shall not be carried along with passengers
in the cabin or in any holds accessible to the passengers
The Commercial Department will ensure that the conditions

laid down by the DGCA are complied with before accepting
such carriage. Human Remains may only be carried as
freight in the baggage holds in accordance wit h conditions
laid down by the DGCA.
On Domestic Sectors, the carriage of Human Remains shall

be only under special arrangements and is subject to
furnishing of a death certificate, police clearance as may be
necessary. The Commander shall be informed of such
carriage.
Carriage of Human Remains on domestic and international
sectors is not limited but includes following conditions:
9.18.1 CONDITIONS
Human remains will be transported only after they are
embalmed or properly crated. Bodies of persons who have
died of yellow fever, plague, anthrax or such other
communicable diseases as may be notified by the
Government of I ndia from time to time will be carried by us
only as properly cremated ashes.
9.18.2 CERTIFICATION
Human remains or cremated ashes, shall be accompanied by
a certificate issued by a responsible Municipal or
Governmental authority of the country of export and
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PART - A Chapter 9
ARRANGEMENTS AND
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endorsed by the diplomatic representative of the country to
which the deceased belonged.
The certificate will state the full name/ nationality and

passport number of the deceased, age at the time of death,
the date, place and cause of death and will indicate that the
packing conforms to and has been sealed in accordance with
the “Packing Requirements”.
9.18.3 EXPORT PERMISSION

Written permission from the competent authority of the
country of export such as the Police, Public Health Office,
District Magistrate or Municipal Commissioner will be
submitted and other requirements, if any, of the country of
export will be fulfilled.
9.18.4 IMPORT PERMISSION

I mport permission will be made to the Diplomatic
Representative of the country of destination and where there
are no such representatives, to the Health Officer at the
Airport of destination. Approval of such application is a prior
condition for acceptance on Air-I ndia for such transportation.
9.18.5 ADVANCE NOTICE

The consignee and the carrier are required to notify the
Health Office at the Airport of destination at least 48 hours
prior to the arrival of the dead body, human remains or
cremated ashes. Uplift stations will ensure that the
destination stations are notified with all details such as name
and address of relatives and any special arrangements for
reception. Transit stations will be notified in advance of the
presence of such consignments on board.
9.18.6 PACKING REQUIREMENTS

i) Ashes or Remains :
Ashes of dead bodies or human remains properly
cremated will be placed in an urn or casket with an outer
cover of suitable material. The urn or casket or the outer
packing must be hermetically sealed.
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ii) Embalmed Bodies or Remains :
A corpse which has not been buried will be enclosed in a
shell of zinc or other suitable metal with all joints so
soldered as to seal them hermetically and prevent the
escape of obnoxious gases or fluids. The shell will be
packed in a teak or hard wood coffin and the coffin will be
enclosed in zinc or tin lined wooden packing case filled
with saw dust impregnated with carbolic acid.
iii) Exhumed Body :
A coffin that has been exhumed and is in tact, sound and
free from offensive odour will be enclosed in hermetically
sealed zinc or tin lined wooden packing case filled with
saw dust impregnated with carbolic acid.
The contents of a coffin that has been exhumed and is not in

fact, sound and free from odour will be packed as specified
for an unburied corpse.
Care will be exercised in packing to ensure that the package

arrives at destination sealed and in a sound condition. The
package will bear an inscription that it contains infected
material.
9.18.7 ARRIVAL FORMALITIES

On receipt of intimation, the station of destination will notify
the relatives or the addresses of the consignment, the
Airport Health Authorities and such other parties as are
required by local law and regulations. On arrival of the
aircraft the consignment will be handed over to the Airport
Health Officer. Under no circumstances will the relatives or
mourners be permitted near the aircraft.
NOTE: The above are extracts from the Aircraft (Public
Health) Rules 1954 of the Government of I ndia and they are
applicable only when dead bodies or human remains are
brought into I ndia. Procedures applicable in other countries
must be ascertained before carrying dead bodies or human
remains into such countries.
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9.19 GROUND HANDLING AGREEMENTS FOR AI FLIGHTS
AT ONLINE STATIONS
a) Air-I ndia enters into handling contract with
Airlines/ Handling agents to take care of ground handling
services to our flights at I ndian and foreign stations.
b) All airlines and handling agents with whom Air-I ndia
enters into ground handling contracts shall be covered
under the Ground Handling agreement.
c) The procedure is applicable to handling contracts and
agreements division of GSD and interfaces h the
standing committee members representing various
Departments.
9.19.1 RESPONSIBILITY AND AUTHORITY

a) The responsibility for processing and monitoring of
handling agreements with Airlines/ Handling agents in
I ndia and abroad shall be of the Standing Committee for
handling agreements and charges.
b) Standing Committee for handling agreements and
charges shall have the authority to form sub committees
to process the handling agreements with
Airlines/ Handling agents in I ndia and abroad.
9.20 CARGO FLIGHTS

Whenever Supernumeraries / Cargo Attendant(s) are carried
in the Main Deck, one of such personnel is to be designated
as I n-charge for communication between the cockpit and the
Main Deck and made familiar with the communication
equipment / procedure.
The occupant(s) in the Main Deck will be briefed before each
Take Off by one of the crew members as to their location
and use of the emergency exits and emergency equipments.
Such personnel must confirm from the ground agent about

the Cargo compartment readiness prior to closure of the
door and intimate the same to the Captain.
The procedure for arming / disarming of the Main Deck door
is to be briefed by the crew to the nominated Attendant and
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he / she is to communicate the same to the Captain on
receiving instructions to arm / disarm the door.
All personnel traveling in the Main Deck are to be briefed of
the location of cabin signs and instructed to
abide by the same to preclude possibility of any injury in
case of turbulence.
The location of First Aid Kit is to be brought to the notice of

Attendant(s) and they are to be briefed to immediately
inform the Captain of the nature of any medical situation.
For any abnormal situation, the occupant(s) must be briefed
to abide by the instructions received over the Passenger
Address System.
The occupant(s) must be briefed to ensure that all baggages
are stored in the designated area only.
The 9G barrier must be secured on ground by the ground

personnel. I nflight, it should only be opened if instructed by
the Cockpit crew and accordingly re-secure on completion of
the exercise and confirmed to the Captain.
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Page 9 -56
PART - A Chapter 10
PILOT-IN-COMMAND I ssue 4 Rev 0 15 Oct 2014
OBSERVING AN ACCIDENT
10.0 PILOT-IN-COMMAND OBSERVING AN ACCIDENT
As per I CAO ANNEX 12 and DGCA CAR SECTI ON 9 SERI ES
‘S’ PART I , following quoted procedures to be followed:
QUOTE"
5.6 Procedures at the scene of an accident
5.6.1 When multiple agencies/ facilities are engaged in
search and rescue operations on-scene, the rescue
coordination centre or rescue subcentre shall designate one
or more units on-scene to coordinate all actions to help
ensure the safety and effectiveness of air and surface
operations, taking into account facility capabilities and
operational requirements.
5.6.2 When a pilot-in-command observes that either

another aircraft or a surface craft is in distress, the pilot
shall, if possible and unless considered unreasonable or
unnecessary:
a) keep the craft in distress in sight until compelled to
leave the scene or advised by the rescue coordination
centre that it is no longer necessary;
b) determine the position of the craft in distress;
c) as appropriate, report to the rescue coordination centre
or air traffic services unit as much of the following
information as possible:
– type of craft in distress, its identification and
condition;
– its position, expressed in geographical or grid
coordinates or in distance and true bearing from a
distinctive landmark or from a radio navigation aid;
– time of observation expressed in hours and minutes
Coordinated Universal Time (UTC);
– number of persons observed;
– whether persons have been seen to abandon the
craft in distress;
– on-scene weather conditions;
– apparent physical condition of survivors;
– apparent best ground access route to the distress
site; and
Page 10 -1
PART - A Chapter 10
d) act as instructed by the rescue coordination centre or
the air traffic services unit.
5.6.2.1 I f the first aircraft to reach the scene of an accident is
not a search and rescue aircraft, it shall take charge
of on-scene activities of all other aircraft
subsequently arriving until the first search and
rescue aircraft reaches the scene of the accident. I f,
in the meantime, such aircraft is unable to establish
communication with the appropriate rescue
coordination centre or air traffic services unit, it
shall, by mutual agreement, hand over to an
aircraft capable of establishing and maintaining such
communications until the arrival of the first search and
rescue aircraft.
5.6.3 When it is necessary for an aircraft to convey information to

survivors or surface rescue units, and two-way
communication is not available, it shall, if practicable, drop
communication equipment that would enable direct
contact to be established, or convey the information by
dropping a hard copy message.
5.6.4 When a ground signal has been displayed, the aircraft
shall indicate whether the signal has been understood or
not by the means described in
5.6.3 or, if this is not practicable, by making the appropriate visual
signal.
5.6.5 When it is necessary for an aircraft to direct a surface craft to

the place where an aircraft or surface craft is in distress, the
aircraft shall do so by transmitting precise instructions by
any means at its disposal. I f no radio communication can be
established, the aircraft shall make the appropriate visual
signal.
5.7 Procedures for a pilot-in-command intercepting a
distress transmission
Whenever a distress transmission is intercepted by a pilot -
in-command of an aircraft, the pilot shall, if feasible:
a) acknowledge the distress transmission;

b) record the position of the craft in distress if given;
c) take a bearing on the transmission;
Page 10 -2
PART - A Chapter 10
d) inform the appropriate rescue coordination centre or air
traffic services unit of the distress transmission, giving all
available information; and
e) at the pilot’s discretion, while awaiting instructions, proceed to
the position given in the transmission.
"UNQUOTE
10.1 PROCEDURES
As per I CAO ANNEX 12 and DGCA CAR SECTI ON 9 SERI ES
‘S’ PART I ,following quoted Operating procedures to be
followed:
QUOTE
5 OPERATING PROCEDURES
5.1 Information concerning emergencies
5.1.1 Any authority or any element of the search and

rescue organization having reason to believe that an
aircraft is in an emergency shall give immediately all
available information to the rescue coordination
centre concerned.
5.1.2 Rescue coordination centres shall, immediately upon receipt

of information concerning aircraft in emergency,
evaluate such information and assess the extent of the
operation required.
5.1.3 When information concerning aircraft in emergency is

received from other sources than air traffic services
units, the rescue coordination centre shall determine to
which emergency phase the situation corresponds and
shall apply the procedures applicable to that phase.
5.2 Procedures for rescue coordination centres during
emergency phases
5.2.1 Uncertainty phase
Upon the occurrence of an uncertainty phase, the

rescue coordination centre shall cooperate to the utmost
with air traffic services units and other appropriate
agencies and services in order that incoming reports may
Page 10 -3
PART - A Chapter 10
be speedily evaluated.
5.2.2 Alert phase
Upon the occurrence of an alert phase the rescue

coordination centre shall immediately alert search and
rescue units and initiate any necessary action .
5.2.3 Distress phase
Upon the occurrence of a distress phase, the rescue
coordination centre shall:
a) immediately initiate action by search and rescue units in
accordance with the appropriate plan of operation;
b) ascertain the position of the aircraft, estimate the degree

of uncertainty of this position, and, on the basis of this
information and the circumstances, determine the extent
of the area to be searched;
c) notify the operator, where possible, and keep the operator

informed of developments;
d) notify other rescue coordination centres, the help of

which seems likely to be required, or which may be
concerned in the operation;
e) notify the associated air traffic services unit, when the

information on the emergency has been received from
another source;
f) request at an early stage such aircraft, vessels, coastal

stations and other services not specifically included in the
appropriate plan of operation and able to assist to:
1) maintain a listening watch for transmissions from the
aircraft in distress, survival radio equipment or an
Emergency Locator Transmitter (ELT);
Note. — The frequencies for ELTs are 121.5 MHz and 406
MHz.
2) Assist the aircraft in distress as far as practicable; and
3) inform the rescue coordination centre of any developments;
g) from the information available, draw up a detailed plan of
action for the conduct of the search and/ or rescue
operation required and communicate such plan for the
Page 10 -4
PART - A Chapter 10
guidance of the authorities immediately directing the
conduct of such an operation;
h) Amend as necessary, in the light of evolving
circumstances, the detailed plan of action;
i) notify the appropriate accident investigation authorities; and
j) notify the State of Registry of the aircraft.
The order in which these actions are described shall be

followed unless circumstances dictate otherwise.
5.2.4 Initiation of search and rescue action in respect

of an aircraft whose position is unknown
I n the event that an emergency phase is declared in

respect of an aircraft whose position is unknown and
may be in one of two or more search and rescue regions,
the following shall apply:
a) When a rescue coordination centre is notified of the

existence of an emergency phase and is unaware of
other centres taking appropriate action, it shall
assume responsibility for initiating suitable action in
accordance with 5.2 and confer with neighbouring
rescue coordination centres with the objective of
designating one rescue coordination centre to assume
responsibility forthwith.
b) Unless otherwise decided by common agreement of the

rescue coordination centres concerned, the rescue
coordination centre to coordinate search and rescue
action shall be the centre responsible for:
– the region in which the aircraft last

reported its position; or
– the region to which the aircraft was proceeding
when its last reported position was on the
line separating two search and rescue
regions; or
– the region to which the aircraft was destined
when it was not equipped with suitable two-
way radio communication or not under
Page 10 -5
PART - A Chapter 10
obligation to maintain radio communication; or
– the region in which the distress site is located as
identified by the Cospas-Sarsat system.
c) After declaration of the distress phase, the rescue

coordination centre with overall coordination
responsibility shall inform all rescue coordination
centres that may become involved in the operation
of all the circumstances of the emergency and
subsequent developments. Likewise, all rescue
coordination centres becoming aware of any information
pertaining to the emergency shall inform the rescue
coordination centre that has overall responsibility.
5.2.5 Passing of information to aircraft in respect of which

an emergency phase has been declared
Whenever applicable, the rescue coordination centre
responsible for search and rescue action shall forward to
the air traffic services unit serving the flight information
region in which the aircraft is operating,
information of the search and rescue action initiated, in order
that such information can be passed to the aircraft.
5.3 Procedures where responsibility for operations

extends to two or more Contracting States
Where the conduct of operations over the entire search and
rescue region is the responsibility of more than one
Contracting State, each involved State shall take action in
accordance with the relevant plan of operations when so
requested by the rescue coordination centre of the region.
5.4 Procedures for agencies in the field
The agencies immediately directing the conduct of operations
or any part thereof shall:
a) give instructions to the units under their direction and
inform the rescue coordination centre of such instructions; and
b) keep the rescue coordination centre informed developments.
5.5 Procedures for rescue coordination centres —
termination and suspension of operations
5.5.1 Search and rescue operations shall continue until all

survivors are delivered to a place of safety or until all
Page 10 -6
PART - A Chapter 10
reasonable hope of rescuing survivors has passed.
5.5.2 The responsible rescue coordination centre shall normally be

responsible for determining when to discontinue search
and rescue operations.
5.5.3 When a search and rescue operation has been

successful or when a rescue coordination centre
considers, or is informed, that an emergency no longer
exists, the emergency phase shall be cancelled, the search
and rescue operation shall be terminated and any agency,
facility or service that has been activated or notified shall
be promptly informed.
5.5.4 I f a search and rescue operation becomes impracticable and

the rescue coordination centre concludes that there might
still be survivors, the centre shall temporarily suspend on-
scene activities pending further developments and shall
promptly inform any agency, facility or service which
has been activated or notified. Relevant information
subsequently received shall be evaluated and search and
rescue operations resumed when justified and practicable.
UNQUOTE
10.2 SEARCH AND RESCUE SIGNALS
As per I CAO ANNEX 12 and DGCA CAR SECTION 9 SERIES ‘S’
PART I , appendix:
Quote "
1. Signals with surface craft
1.1 The following manoeuvres performed in sequence by an

aircraft mean that the aircraft wishes to direct a surface
craft towards an aircraft or a surface craft in distress:
a) circling the surface craft at surface craft at least once;
b) crossing the projected course of the surface craft
close ahead at low altitude and:
1) rocking the wings; or
2) opening and closing the throttle; or
3) changing the propeller pitch.
Note. — Due to high noise level on board surface craft, the sound
Page 10 -7
PART - A Chapter 10
signals in 2) and 3) may be less effective than the visual signal in
1) and are regarded as alternative means of attracting attention.
c) heading in the direction in which the surface craft

is to be directed. Repetition of such manoeuvres has
the same meaning.
1.2 The following manoeuvres by an aircraft means that the
assistance of the surface craft to which the signal is
directed is no longer required:
– crossing the wake of the surface craft close astern

at a low altitude and:
1) rocking the wings; or

2) opening and closing the throttle; or
3) changing the propeller pitch.
Note. — The following replies may be made by surface craft to the

signal in 1.1:
– for acknowledging receipt of signals:

1) the hoisting of the “code pennant” (vertical red and
white stripes) close up (meaning understood);
2) the flashing of a succession of “T’s” by signal lamp in the

Morse code
3) the changing of heading to follow the aircraft.
2. Ground-air visual signal code
2.1 Ground-air visual signal code for use by survivors
Page 10 -8
PART - A Chapter 10
2.2 Ground-air visual signal code for use by rescue units
Page 10 -9
PART - A Chapter 10
2.3 Symbols shall be at least 2.5 metres (8 feet) long and shall
be made as conspicuous as possible.
Note 1. — Symbols may be formed by any means such as:
strips of fabric, parachute material, pieces of wood,
stones or such like material; marking the surface by
tramping, or staining with oil.
Note 2. — Attention to the above signals may be attracted by other
means such as radio, flares, smoke and reflected light.
3. Air-to-ground signals
3.1 The following signals by aircraft mean that the ground
signals have been understood:
a) during the hours of daylight:
– by rocking the aircraft’s wings;
b) during the hours of darkness:
– flashing on and off twice the aircraft’s landing lights or, if
not so equipped, by switching on and off twice its
navigation lights.
3.2 Lack of the above signal indicates that the ground signal
is not understood.
"UNQUOTE
10.3 GENERAL
10.3.1 RESPONSIBLE AUTHORITY
Airports Authority of I ndia is responsible for establishment
and provision of search and rescue services in coordination
with other agencies to ensure that assistance is rendered
to persons in distress. Such services shall be provided on a
24-hour basis.
10.3.2 TYPE OF SERVICE

Refer Jeppesen Manual.
10.4 SATELLITE AIDED SEARCH AND RESCUE

I ndia has evolved a Satellite Aided Search and Rescue
programme participation in the COSPAS-SARSAT system.
I t operates on 121.5, 243.0 and 406.0 MHz. Location
accuracy is normally within 20 KM on 121.5 and 243 MHz
and 5 KM on 406 MHz. The system will detect transmission
on any of these three frequencies throughout the I ndian
SRR.
Page 10 -10
PART - A Chapter 10
Under this programme two Local User Terminals (LUT)
have been established, one at Bangalore and the other at
Lucknow, with the I ndian Mission Control Centre (MCC) at
Bangalore, which would be responsible for co-ordinating
with the Rescue co-ordination Centres and other
I nternational Mission Control Centres.
The MCC at Bangalore is connected with the RCCs at

Mumbai, Delhi, Calcutta and Chennai through AFTN
network and any distress alert received from the areas
covered is automatically transmitted to the RCC.
10.5 STATE OF EMERGENCY

10.5.1 DEFINITION - EMERGENCY PHASES
Uncertainty Phase : A situation wherein uncertainty exists as to
the safety of an aircraft and its occupants.
Alert Phase : A situation wherein apprehension exists as
to the safety of an aircraft and its occupants.
Distress Phase : A situation wherein there is reasonable
certainty that an aircraft and its occupants
are threatened by grave and imminent
danger or require immediate assistance.
10.5.2 CIRCUMSTANCES IN STATE OF EMERGENCY

A state of emergency may arise under the following
circumstances:
1. Uncertainty Phase (I NCERFA) when :
a) No communication has been received from an aircraft
within a period of thirty minutes after the time a
communication should have been received or from the time
an unsuccessful attempt to establish communication with
such aircraft was first made, whichever is the earlier, or
when
b) an aircraft fails to arrive within thirty minutes of the
estimated time of arrival last notified to or estimated by Air
Traffic Services Units, whichever is the later, except when
no doubt exists as to the safety of the aircraft and its
occupants.
2. Alert Phase (ALERFA) when :
Page 10 -11
PART - A Chapter 10
a) following in the uncertainty phase, subsequent attempts to
establish communication with the aircraft or inquiries to
other relevant sources have failed to reveal any news of
the aircraft, or when
b) an aircraft has been cleared to land and fails to land within
five minutes of the estimated time of landing and
communication has not been re-established with the
aircraft, or when
c) information has been received which indicates that the
operating efficiency of the aircraft has been impaired but
not to the extent that a forced landing is likely except when
evidence exists that would allay apprehension as to the
safety of the aircraft and its occupants.
3. Distress Phase (DETRESFA) when :

a) following the alert phase further unsuccessful attempts to
establish communication with the aircraft and more
widespread unsuccessful inquiries point to the probability
that the aircraft is in distress, or when
b) the fuel on board is considered to be exhausted or to be
insufficient to enable the aircraft to reach safely, or when
c) information is received which indicates that the operating
efficiency of the aircraft has been impaired to the extent
that a forced landing is likely, or when
d) information is received or it is reasonably certain that the
aircraft is about to make or has made a forced landing,
except when there is reasonable certainty that the aircraft
and imminent danger and do not require immediate
assistance.
10.5.3 RESCUE CONDITION

Under the above circumstances, the Air Traffic Services
Unit concerned shall notify the rescue co-ordination centre
for necessary action in addition to informing the operator.
The rescue co-ordination centre may require from the
operator’s representative information on number, colour
and type of life rafts and pyrotechnics, details of
emergency medical supplies, water supplies and the type
and frequencies of the emergency portable radio
equipment. The Flight Despatch Manager in the area shall
Page 10 -12
PART - A Chapter 10
therefore keep this information readily available at all
times.
10.6 DECLARING AN EMERGENCY
10.6.1 RESPONSIBILITY
The Operations Controller/ Flight Despatcher (at stations
where no Flight Despatcher is posted, this duty develops
on the Station Manager or the Officer-in-charge) may, at
his discretion, declare an emergency when any of the
Emergency phases described above exist.
10.6.2 ACTION IN AN EMERGENCY (FLIGHT DESPATCHER)

Close co-operation, initiative and good judgement on the
part of the Flight Despatcher are required under
emergency conditions.
The Flight Despatcher shall immediately on occurrence of

any of the above circumstances shall inform the General
Manager and the Exec. Dir.-Operations by telex, giving the
following details :
i) I NCERFA, ALERFA or DETRESFA as appropriate to
phase of emergency;
ii) Nature of emergency;
iii) Significant information from flight plan;
iv) Details of last contact;
v) Last position reports;
vi) Action being taken by rescue co-ordination centre.
The General Manager/ Exec. Dir.-Operations shall be kept

informed of further development, including the termination
of the emergency phase.
I f the Flight Despatcher feels that the procedure being
followed by the Commander in an emergency is not the
best possible, he shall so advise the Commander and
recommend an alternative. The responsibility for accepting
or rejecting such a recommendation however lies with the
Commander.
No specific and inflexible procedures can be prescribed to

handle adequately any one or all emergency situations.
Page 10 -13
PART - A Chapter 10
Alertness, co-operation and good judgement on the part of
Flight Despatchers are indispensable. Some of the steps
listed below should be carried out in all emergencies;
others are dependent upon circumstances and the Flight
Despatcher will act in the best interest of safety, bearing in
mind the rules, regulations and other Standing Orders of
the Company. I n so doing, he will not interfere with the
efforts being made by Air Traffic Control Units.
10.7 GENERAL INSTRUCTIONS FOR ALL EMERGENCIES
a) Confirm verbal emergency instructions by written
messages as soon as possible.
b) Notify as soon as possible the Operations Control at
Mumbai/ Exec. Dir.-Operations and act as per their
instruction in informing appropriate Govt. agencies
dealing with aircraft movement and search/ rescue
Operations.
c) Secure the latest weather report and forecast from the
nearest usable airport and general area in which the
aircraft is known or estimated to be.
d) I nitiate the requisite steps should an emergency
situation terminate in an accident.
10.8 FLIGHT OVERDUE AND UNREPORTED

When a flight is overdue and unreported the following
action by the Flight Despatcher is recommended :
a) Attempt to establish radio contact with the flight,
requesting assistance from any communication
agencies desired.
b) Request assistance of the Radar in the vicinity, if
available.
c) Contact communication centres along the estimated
route and request their assistance in obtaining
information on the flight and to standby for possible
emergency action.
d) I f no communication contact has been established
within 30 minutes after the initiat ion of the emergency
measures, advice communication authorities for blind
transmission of pertinent weather and airport
information and any other advice to the flight at 30
minute intervals on all available route frequencies
including HF and VHF.
Page 10 -14
PART - A Chapter 10
e) I f the flight is still unreported one hour after ETA at
point of landing, or one hour after normal time of
position report receipt at ground station, the Flight
Despatcher is to assume that the aircraft is lost or has
met with an accident and shall request all agencies
capable of rendering assistance in the area to initiate
search procedures.
10.9 FLIGHT PAST PNR AND INSUFFICIENT FUEL FOR

DESTINATION
Flight past point of no return with insufficient fuel to fly to
destination or alternates specified in the clearance.
if this type of emergency arise, the Flight Despatcher
should:
a) furnish the Commander with the latest weather
forecast and winds aloft to the closest suitable airport
in point of time,
b) ascertain the Commander’s decision on procedures to
be followed.
c) advise all authorities concerned of the emergency
rerouting.
10.10 MECHANICAL DIFFICULTY OR FIRE ABOARD

AIRCRAFT
I n this type of emergency, there is little which the ground
staff can do to assist the flight crew. However, the flight
despatcher should:
a) take action as the Commander requests.
b) have maintenance personnel available for advice.
c) obtain flight position and advise the Commander of the
nearest suitable airport, furnishing latest weather,
traffic, airway and airport information and request him
to advise the course of action being taken.
d) have appropriate ground assistance at the point of
landing such as maintenance personnel, fire apparatus,
ambulance, etc.
10.11 PROBABILITY OF DITCHING IN WATER OR
EMERGENCY LANDING
The Flight Despatcher should whenever ditching at sea
appears possible, immediately:
a) take- action on the Commander’s requests .
Page 10 -15
PART - A Chapter 10
b) ascertain the aircraft’s position as well as time, place
and cause of intended landing.
c) if the landing should be made at a suitable airport or
emergency ground, ensure that the appropriat e airport
authorities are advised either by the aircraft direct or
through ground communication channels.
d) if the landing appears probable on unsuitable terrain or
in an inaccessible region, notify local search and rescue
agencies of all pertinent operational facts.
10.12 TERMINATION OF EMERGENCY

10.12.1 ACTION BY COMMANDER
Should an emergency terminate in a landing at an off-
route airport, the Commander is responsible for notifying
the Flight Despatcher and Headquarters by the most
expeditious means, of the emergency landing, giving
place, time and cause of landing and conditions of
aircraft, passengers and all essential equipment. He
should advise what assistance is required.
The Commander is responsible for making arrangements

for the welfare and safe custody of the passengers, cargo
and aircraft pending receipt of instructions.
I n the event of an emergency, a detailed written report
by Commander of the aircraft with statements of all flight
crew members must be submitted as early as possible to
Air I ndia Headquarters, Air Safety Department and
DGCA.
10.12.2 ACTION BY FLIGHT DESPATCHER
When it is definitely established that an emergency is
terminated, the Flight Despatcher must notify all
agencies involved.
A detailed report on the emergency must be submitted
by the Flight Despatcher as soon as possible to the
General Manager concerned.
Page 10 -16
PART - A Chapter 11
CREW FOR OPERATIONS I ssue 4 Rev 0 15 Oct 2014
11.0 CREW FOR OPERATIONS
11.1 CREW COMPOSITION
11.1.1 MINIMUM CREW COMPLEMENT
One Commander and one First Officer is the minimum crew
complement on any aircraft type operated by Airline. Refer
respective aircraft AFM.
11.1.2 VARIATION IN CREW COMPLEMENT

The required flight crew complement may be varied as
required by the Company to cater for flight crew
qualifications and flight / duty time limitations. For operation
of charter flights, additional flight crew where provided for,
may be carried, in accordance with the provisions of Flight
and Duty Time Limitations.
Refer Chapter 2 of this Manual.
11.1.3 MINIMUM CREW FOR FERRY FLIGHTS

Aircraft can be flown with the minimum flight crew indicated
above with carriage of minimum one cabin attendant on
ferry flights. However, if any additional person is carried on
board, then one additional cabin attendant will be carried as
per I ndian Aircraft Rule 38B i.e. one cabin attendant for each
unit (or part of a unit) of 50 passenger seats. Such persons
shall be seated together. I n addition, for ferry flights, all
doors may not be armed for the flight. However the doors
closest to such persons are seated shall be manned. All
persons on board shall be briefed regarding the use of
particular doors, in case of evacuation.
No Cabin Crew shall be carried on a “damaged

ferry/substandard flight”.
11.1.4 CABIN CREW

The desired cabin crew complement will vary depending on
the number of sectors, sector length, passenger load factor
and food and beverage services required. These norms will
be communicated before every schedule. However the
availability of cabin crew will influence the final crew
complements which will never be less than the minimum
crew required as laid down in chapter 2.
Page 11 -1
PART - A Chapter 11
Note : The cabin crew should be positioned so as to ‘man’
the available Passenger entry/ exit doors, required for
emergency evacuation and be able to evacuate the aircraft
in the stipulated period of 90 seconds.
For further information Refer Chapter 2 and SEPM.
11.1.5 EXPERIENCE, RECENCY AND QUALIFICATION OF THE

CREW MEMBERS
Details are available in chapter 6 of the Operations Manual
Part-D.
11.1.6 MINIMUM TOTAL EXPERIENCE OF PIC AND CO-PILOT

IN THE COCKPIT FOR SCHEDULING PILOTS FOR LINE
OPERATION
The following minimum total hours of experience of
Commander and Co-Pilot for shall be ensured: -
a) A minimum total experience of not less than 400 hours
on type between the Commander and the Co-Pilot put
together in case the Co-Pilot scheduled for the flight is a
CPL holder.
b) A minimum total experience of not less than 200 hours
on type between the Commander and the Co-Pilot put
together in case the Co-Pilot scheduled for the flight is
an ALTP holder.
c) However, in case both Commander and Co-Pilot are
already type rated as PI C/ Co-Pilot on another aircraft in
the Company, then the minimum total experience of the
Commander and Co-Pilot on the type put together
should not be less than 100 hrs.
d) For monsoon operations, the minimum total cockpit
experience level of PI C and Co-Pilot should not be less
than 500 hrs on type.
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 Co-
Pilots on all types of aircraft remains unchanged.
B777 crew shall not fly 200LR/ 300ER on the same calendar
day.
Page 11 -2
PART - A Chapter 11
A319 / A320 / A321 (A320 Family) ,A330
The airline policy does not permit operation on more than
one type for flight crew. For this purpose, A-320 / A-319 / A-
321 are considered as one family. The scheduling section will
ensure that Pilots are concurrently qualified to operate
aircraft of different types or variants within one type.
Presently the company permits Pilots to change only one
variant on the same day i.e. A320/ A321, A321/ A319,
A320/ A319. The scheduling section in liaison with the
training section will maintain a update list of Pilots who are
allowed to fly the variants and this list will be updated on
weekly basis.
11.1.7 DESIGNATION OF THE COMMANDER (PILOT-

IN-COMMAND)
The Commander designated for the flight shall be the Pilot -
in-Command of the aircraft.
I n case of 2 crew operations, the Commander of the aircraft
is accountable at all times for the operation and safety of the
aircraft. I n case of multiple crew operations, the Pilot who is
at the controls will be accountable for the operation and
safety of the aircraft, for that period of time when he is at
the controls. He shall have the final authority as to the
disposition of the aircraft whilst he is in command.
The Crew Scheduling will specify the PI C of a flight; the ATC

plan will be drawn by the Flight Despatch on that PI C name.
11.2 SUCCESSION OF COMMAND
11.2.1 FLIGHT CREW
I n the event of any untoward incident (Flight Crew
I ncapacitation) happening to the Pilot-in-Command, the Co-
pilot shall immediately assume the Command of the aircraft.
Time permitting, the following is the order of succession of
command of the aircraft until further orders are received
from the Exec. Dir. – Operations or Authorized executive:
i) Type-rated Commander if available;
ii) Pilot relieving the commander, if available;
iii) Type-rated Co – Pilot, if available;
iv) Type-rated Pilot under Supervision, if available;
v) System Panel Operator, if available;
vi) Pilot type rated on variant or other aircraft.
Page 11 -3
PART - A Chapter 11
However, if available, assistance of the following can be used
for the continuance of flight.
i) Qualified Company Crew
ii) Qualified Crew (may not be company pilot)
iii) Qualified Company Engineer/ Technical Personnel
iv) Cabin Crew with or without Pilot License
11.2.1.2 TWO COMMANDER OPERATION

I n the event of any untoward incident happening to the
designated Pilot-in-Command, the second Commander takes
over as Pilot-in-Command and further succession of
command would remain as mentioned above.
11.2.2 CABIN CREW
When the designated Cabin Crew in Charge avails of his/ her
rest period as per DGCA regulations, or is unable to perform
duties (eg., incapacitation), the 2nd CCI C (if available) / the
senior most cabin crew will take over the duties and
responsibilities of the CCI C. The senior most cabin crew will
take over the duties and responsibilities of the CCI C, in case
both the CCI Cs unable to perform the duties , where two
CCI Cs are scheduled for a flight.
The name of such Crew who will act as CCI C during that
period will be intimated to the PI C and the rest of the Crew.
11.3 OPERATION OF MORE THAN ONE TYPE OF AIRCRAFT

11.3.1 FLIGHT CREW
Operations of more than one type of aircraft are not
permitted unless authorized by DGCA.
11.3.2 CABIN CREW
Cabin crew are scheduled to operate, a maximum of three
types of aircraft in the fleet on which they are Safety and
Emergency procedures qualified.
11.4 QUALIFICATION REQUIREMENTS
11.4.1 Flight Crew
Flight crew will not operate an aircraft if not qualified for duty in
accordance with the following requirements as a minimum:
a) licences / certifications;
b) specific qualifications(LVP, RVSM,etc) ;
c) equipment qualifications(TCAS/ ACAS, EGPWS etc.).
d) Certificate of Recency
e) medical status including assessment;
Page 11 -4
PART - A Chapter 11
f) I nitial Training and Checks/ Line Checks/ Proficiency
Checks/ Recurrent Training and Check Certificates.
g) right seat qualification;
h) aircraft type(s) qualification;
i) airport / route qualification;
j) Check Pilot/ I nstructor/ Examiner qualification;
k) CRM / Human factors training;
l) Dangerous Goods training;
m) Security training (Aviation Security (AVSEC) Training)
n) Accrued flight time, duty time, duty periods and
completed rest periods for the purposes of fatigue
risk management and compliance with operator or
State flight and/or duty time limitations.
11.4.1.1 RECENCY REQUIREMENTS
11.4.1.2 PILOT-IN-COMMAND AND CO-PILOT
As per para 9.4.1.1 of the DGCA CAR Section 8, Series ‘O’
Part I I , Air I ndia shall not assign a pilot to act as a PI C or a
Co-pilot to operate at the flight controls of a type or variant
of a type of aeroplane during take-off and landing unless
that pilot has operated the flight controls during at least
three take -offs and landings within the preceding 90 days
on the same type of aeroplane or in a flight simulator
approved for the purpose.
11.4.1.3 FLIGHT AFTER THIRTY DAY BREAK
I t is the airline policy that any Air Crew who has not flown on
Company aircraft for a period of 30 days and beyond, either
due to reasons of illness or privilege leave or any other
factor whatsoever, shall undergo one satisfactory route
check prior to being rostered on route. I t will be his/ her
responsibility to familiarize him/ herself with all instructions,
orders, circulars, etc. issued during his/ her absence.
Additionally scheduling section will ensure that:
a. A Pilot does not act as PI C or SI C of an aircraft unless, on
the same type or variant of aircraft within the preceding
90 days, that pilot has operated the flight controls during
atleast three take-offs and landings in the same aircraft
type or in a flight simulator approved for the purpose by
the regulatory authority.
b. A Pilot does not act in the capacity of a cruise relief pilot
unless, within the preceding 90 days, that pilot has either
Page 11 -5
PART - A Chapter 11
i) operated as PI C , SI C or Cruise relief Pilot on the
same type or variant of aircraft, or ;
ii) completed flying skill refresher training to include
normal, abnormal and emergency procedures
specific to cruise flight on the same type of aircraft
or in a flight simulator approved for the purpose and
has practiced approach and landing procedures,
where the approach and landing procedure practice
may be performed as PNF/ PM.
I n case for any reason, a Pilot who does not meet the above
requirement shall not be utilized for flying duties till such
time he/ she carries out 03 take-offs and landings with the
Training Captains.
11.4.1.4 CRUISE RELIEF PILOT

Air I ndia shall not assign a pilot to act in the capacity of
cruise relief pilot on a type or variant of a type of aeroplane
unless, within the preceding 90 days, that pilot has either:
a) operated as a pilot-in-command, co-pilot or cruise
relief pilot on the same type of aeroplane; or
b) carried out flying skill refresher training including
normal, abnormal and emergency procedures
specific to cruise flight on the same type of
aeroplane or in a flight simulator approved for the
purpose, and has practised approach and landing
procedures, where the approach and landing
procedure practice may be performed as the pilot
who is not flying the aeroplane.
Also Refer chapter 17.
11.4.1.5 ROUTE AND AIRPORT QUALIFICATIONS FOR PIC

As per para 9.4.3.1 of the DGCA CAR Section 8, Series ‘O’
Part I I , Air I ndia shall not utilize a pilot as pilot -in-command
of an aeroplane on a route or route segment for which that
pilot is not currently qualified until such pilot has complied
with the requirements given below:
A) Each such pilot shall demonstrate an adequate knowledge
of the route to be flown, and the aerodromes which are
to be used. This shall include knowledge of:
1) the terrain and minimum safe altitudes;
2) the seasonal meteorological conditions;
Page 11 -6
PART - A Chapter 11
3) the meteorological, communication and air traffic
facilities, services and procedures;
4) the search and rescue procedures; and
5) the navigational facilities and procedures, including
any long-range navigation procedures, associated with
the route along which the flight is to take place; and
6) procedures applicable to flight paths over heavily
populated areas and areas of high air traffic density,
obstructions, physical layout, lighting, approach aids
and arrival, departure, holding and instrument
approach procedures, and applicable operating
minima.
Note- That portion of the demonstration relating to arrival,
departure, holding and instrument approach procedures may
be accomplished in an appropriate training device which is
adequate for this purpose.
B) A pilot-in-command shall have made an actual approach
into each aerodrome of landing on the route,
accompanied by a pilot who is qualified for the
aerodrome, as a member of the flight crew or as an
observer on the flight deck, unless:
a) the approach to the aerodrome is not over difficult
terrain and the instrument approach procedures and
aids available are similar to those with which the
pilot is familiar, and a margin approved by DGCA is
added to the normal operating minima, or there is
reasonable certainty that approach and landing can
be made in visual meteorological conditions; or
b) the descent from the initial approach altitude can be
made by day in visual meteorological conditions; or
c) the operator qualifies the pilot-in-command to land
at the aerodrome concerned by means of an
adequate pictorial presentation; or
d) the aerodrome concerned is adjacent to another
aerodrome at which the pilot -in-command is
currently qualified to land.
C) As per para 9.4.3.5 of the DGCA CAR Section 8, Series
‘O’ Part II, Air I ndia shall not continue to utilize a pilot as
a pilot-in-command on a route or within an area
specified by the operator and approved by DGCA unless,
Page 11 -7
PART - A Chapter 11
within the preceding 12 months, that pilot has made at
least one trip as a pilot member of the flight crew, or as
a check pilot, or as an observer in the flight crew
compartment:
a) within that specified area; and
b) if appropriate, on any route where procedures
associated with that route or with any aerodromes
intended to be used for take-off or landing require
the application of special skills or knowledge.
I n the event that more than 12 months elapse in which a

pilot-in-command has not made such a trip on a route in
close proximity and over similar terrain, within such a
specified area, route or aerodrome, and has not practiced
such procedures in a training device which is adequate for
this purpose, prior to again serving as a pilot -in-command
within that area or on that route, that pilot must re-qualify in
accordance with para A) & B) given above.
For more details on qualifications refer Operations Manual
Part-D.
11.4.2 Cabin Crew

Cabin crew must have undergone a DGCA approved training
program and must be certified to be a part of the cabin crew for
the specific aircraft type. Their safety emergency procedures
training must be current along with their periodic type specific
refresher.
11.4.2.1 CABIN CREW

Details can be found in the Operations Manual Part -D And
CCOM.
11.4.3 TRAINING, CHECKING & SUPERVISION PERSONNEL

For I nformation, refer Operations Manual Part-D.
11.4.4 TRAINING OF OTHER OPERATIONS PERSONNEL -

FLIGHT DESPATCHER
Details can be found in Operations Manual Part-D and Flight
Despatch Manual.
Page 11 -8
PART - A Chapter 11
11.5 CREW HEALTH PRECAUTIONS

a. HEALTH CERTIFICATES
The only vaccination presently required is for yellow fever. I t
is the responsibility of crew members to keep their Health
Certificates current at all times. The Health Certificates may
be required for inspection by local authorities when
necessary. The Health Certificates should always be carried
by crew whilst on flight duties. Also Refer chapter 38
b. VISUAL CORRECTION
While on duty, flight crew members requiring visual
correction will wear, or have available, prescribed glasses as
required by the DGCA approved Medical Board. An extra pair
of glasses will be carried at all times while on duty.
c. NEAR VISION CORRECTION

Where the only correction necessary is for reading, pilots
should NEVER use full-lens spectacles whilst flying because
the Pilot’s task requires frequent changes from near to
distant vision and the latter is seen blurred with reading
glasses. Half-moon spectacles or lower segment lenses with
a neutral upper segment MUST be used in these
circumstances. Also Refer chapter 38
d. NEAR AND DISTANT VISION CORRECTION

Where correction for both near and distant vision is required,
bifocal lenses are essential and pilots are advised to discuss
with their medical examiner the shape and size most suitable
for each segment. Where triple correction is necessary for
reading, viewing the instrument panel and distant vision,
then specialist’s advice is required.
Finally all spectacles restrict peripheral vision and thick

frames should be particularly avoided. Photo-sensitive and
Variolux lenses are not recommended. Good airmanship
requires spectacle wearers to increase their head
movements in scanning for collision. Also Refer chapter 38.
Page 11 -9
PART - A Chapter 11
11.5.1 GUIDANCE TO CREW MEMBERS CONCERCERNING
HEALTH
11.5.1.1 RESTRICTION ON CONSUMPTION OF ALCOHOL &
DRUGS
a. PROHIBITION ON CONSUMPTION OF INTOXICATING

AND PSYCHOACTIVE SUBSTANCES (RULE 24 OF THE
AIRCRAFT RULES 1937)
Rule 24of the Aircraft Rules 1937 is quoted below: -
“No person acting as, or carried in aircraft for the purpose of
acting as Pilot, Commander, Navigator, Engineer ,Cabin Crew
or other operating member of the crew thereof, shall have
taken or used any alcoholic drink, sedative, narcotic or
stimulant drug or preparation within 12 hours of the
commencement of the flight or take or use any such
preparation in the course of the flight, and no such person
shall, while so acting or carried, be in a state of intoxication
or have detectable blood alcohol whatsoever in his breath,
urine or blood alcohol analysis or in a state in which by
reason of his having taken any alcoholic, sedative, narcotic
or stimulant drug or preparation his capacity so to act is
impaired, and no other person while in a state of intoxication
shall enter or be in aircraft;
1. No operator operating a domestic air transport service in
I ndia shall serve any alcoholic drink on board such an air
transport service and no passenger travelling on such a
service shall consume any alcoholic drink while on board;
2. The holders of licences shall not exercise the privileges
of their licences and related ratings while under the
influence of any psychoactive substance which might
render them unable to safely and properly exercise the
privileges of the licences and ratings;
3. The holders of licences shall not engage in problematic
use of substances.”
Flight crew identified as engaging in any kind of problematic
use of psychoactive substances shall be kept off from flying
duties and appropriate administrative action may be taken
depending upon the situation. Also Refer chapter17 & 38.
b. RESPONSIBILITY OF FLIGHT CREW
Flight crew should therefore observe the following strictly:
Page 11 -10
PART - A Chapter 11
i) Within 12 hours before the commencement of the flight,
alcoholic drinks, sedative, narcotic or stimulant drugs
should not be consumed.
ii) Alcoholic drinks, aforesaid drugs, etc. should not be
taken whilst on flight duties.
iii) The question of blood alcohol levels compatible with safe
flying has been considered in depth. On the basis of
present knowledge, it can be safety stated that no
amount of blood alcohol, howsoever small in quantity, is
considered safe for flying duties. I t is known that alcohol
affects mental alertness, finer skills and increases
reaction time.
c. FITNESS FOR FLIGHT DUTIES
Flight crew will not undertake flight duties for the period
mentioned when the following conditions apply.
i) Blood donation – For a minimum period of 48 hrs.
ii) Scuba diving – For a minimum period of 24 hrs.
iii) Surgery - Until clearance received from by the
Medical Board of the Central Medical Establishment
(CME)/ I ndian Aerospace Medicine (I AM).
iv) Fatigue
v) Illness
vi) use of medication(s), Sleeping pills etc.
vii) Pregnancy
“The holder of a license shall not exercise the privileges of
his license during any period when he is aware that his
physical condition has deteriorated below the standard
required for that category of license.”
d. MEAL PRECAUTIONS PRIOR TO AND DURING FLIGHT
Cases of acute food poisoning in the air continue to occur
sporadically and surveys of incapacitation of flight crew in
flight show that of these cases, gastro-intestinal disorders
pose by far the commonest threat to flight safety.
No other illness can put a whole crew out of action so
suddenly and so severely, thereby immediately and severely
endangering a flight, as food poisoning.
Any food, which has been kept in relatively high ambient

temperatures for several hours after preparation, should be
regarded with extreme suspicion. This applies particularly to
the cream or pastry, which is commonly part of a set aircraft
Page 11 -11
PART - A Chapter 11
meal. The re-heating process usually used in aircraft for the
main course of a meal rarely destroys food poisoning
organisms and the toxins they produce. These toxins are
tasteless and cause no unpleasant odours.
Since the most acute forms of food poisoning frequently

come on suddenly 1-6 hours after contaminated food is
eaten, common sense rules should be observed as far as
practicable in respect of meals taken within 6 hours of a
flight.
For any crewmember, before and during flight it is essential
to avoid eating easily perishable foods as well as foods and
drinks served cold. This is most important with milk and
cream products, mayonnaise, sauces, salads, meat pies and
other meat products.
I n order to eliminate, as far as possible, the risk of food

poisoning, the captain and first officer should not partake of
the same dishes before or during a flight.
11.5.2 PRE-FLIGHT MEDICAL
11.5.2.1 PERSONS WHO WILL HAVE TO UNDERGO Pre-flight

Medical /Breathalyzer Test
The persons who will have to undergo PFM/ BT are as follows
:
a. Cockpit / Cabin Crew required for the purpose of
operating the flight.
b. Crew required to travel on board as Supernumerary for
the purpose of training / observation (SUT).
c. Crew traveling ACM / Supernumerary in the cockpit.
However, Such crew member shall be subjected to pre-
flight breathalyzer examination from where he/ she
undertakes the flight.
d. Company authorized personnel travelling in the cockpit
for the purpose of observation.
Page 11 -12
PART - A Chapter 11
11.5.2.2 PROCEDURE FOR MEDICAL EXAMINATION OF CREW
FOR ALCOHOL CONSUMPTION
The DGCA have re-issued the procedure for medical
examination of crew for alcohol consumption vide CAR
Section 5, Series F, Part I I I , I ssue I I , dtd 6 th June 2014. The
same is reproduced in Appendix -1 at end of this chapter.
11.5.2.3 PUNISHMENTS FOR POSITIVE BREATHALYZER TEST

Shall be kept off flying duties as DGCA CAR.
I n addition, following guidelines will be observed:
1st TIME TESTED POSITIVE :

a) Will be referred to EDMS for Counselling / Rehabilitation.
b) Clearance to resume flight duties must be obtained
from:-
i. EDMS
ii. AI FSD
iii. AI TRG Board (ED-OPS, GM-TRG & 1 TYPE
RATED EXAMI NER )
iv. DGCA
2nd TIME TESTED POSITIVE :

a) Will be referred to EDMS for Counselling / Rehabilitation.
b) Clearance to resume flight duties must be obtained
from:-
a. EDMS
b. AI FSD
c. AI TRG Board (ED-OPS, GM-TRG & 1 TPYE RATED
EXAMI NER)
d. DGCA
e. CMD
The above penalties factor in the requirements of DGCA CAR
Section 5 Series F Part I I I , I ssue I I , dated 06.06.2014, on
the procedure for medical examination of crew for alcohol
consumption. The same is reproduced in Appendix -1 at
end of this chapter.
Page 11 -13
PART - A Chapter 11
11.6 MEDICAL ASSESSMENT
Flight crew members will not operate an aircraft unless
issued a medical assessment in accordance with the
requirements of the DGCA; such assessment shall not be
valid for a period greater than 12 months or as Specified by
DGCA.
11.7 POLICY ON OPERATION TO CRITICAL AIRPORT AND
HIGH DENSITY ROUTE
Refer chapter 19 and 24.
11.8 MAXIMUM AGE LIMIT FOR PROFESSIONAL PILOTS

As per the Rule 28A of the Aircraft Rules: -
(1) No person, holding a pilot’s licence issued under these
rules and having attained the age of sixty-five years,
shall act as Pilot-in-Command or Co-pilot of an aircraft
engaged in Commercial air transport operations.
(2) No person holding a pilot’s licence issued under these
rules and having attained the age of sixty years , shall
act as Pilot-in-Command or Co-pilot of an aircraft
engaged in commercial air transport operations unless
it is operated in a multi-crew environment and the
other pilot is less than sixty years of age.
As per policy of the company, the maximum age authorized
is 58 yrs. for flight crew members to operate company
aircraft. The company may allow a flight crew member who
has retired from the company at the age of 58 to operate
company aircraft on contract basis from the age of 58 to 65
yrs. as per he terms of the contract. The DGCA, I ndia
permits flight crew members to operate commercial aircraft
till the age of 65 yrs (G.S.R. 676 (E, RULE 28(A), 17.11.05).
Company shall ensure that pilots who exercise the privileges of their
licence after attaining the age of 60 years for operating commercial
flights(including training, test , ferry flight ) should be in multi crew
environment and shall also ensure that while operating as a Pilot -I n-
Command, the other pilot is less than 60 years of age and is cleared
for supervised take-off and landing.
Page 11 -14
PART - A Chapter 11
11.9 IN-FLIGHT RELIEF OF FLIGHT CREW MEMBERS
1. A flight crew member may be relieved in flight of his/ her duties at

the controls by another suitably qualified flight crew member who
shall hold qualifications which are equal to or superior to those held
by the crew member who is to be replaced for the purpose of in-
flight relief (rest)
2. Relief of the PI C (commander). The PI C may delegate conduct of

the flight to another qualified commander as detailed in paragraph 3
below.
3. Minimum requirements for a pilot relieving the commander:

(a) Valid Airline Transport Pilot License;
(b) Conversion training and checking (including type rating training)
(c) All recurrent training and checking and
(d) Route competence qualification.
4. Minimum requirements for a pilot relieving the co-pilot:

(a) Valid Commercial Pilot License with instrument rating;
(b) Conversion training and checking, including type rating training.
(c) All recurrent training and checking .
Page 11 -15
PART - A Chapter 11
Appendix -1
QUOTE
CAR SECTION 5 - AIR SAFETY, SERIES ‘F’ PART III,
ISSUE II, 6th June 2014.
SUBJECT: Procedure for medical examination of crew
for alcohol consumption
1. INTRODUCTION
1.1 I t is a well known that even when the blood alcohol levels are
zero in the body, there could be some effects of hangover,
which are mainly due to congeners. These congeners may take
15 to 18 hours to get dissipated and may produce ill effects for
up to 36 hours depending upon the amount of alcohol
consumed. Even 12 hours after a bout of drink, when blood
alcohol level remains zero, there is decrement in task
performance. Alcohol present in body even in small quantities
jeopardises flight safety on several counts and is likely to
adversely affect an aviator well into the hangover period.
1.2 Alcohol also interferes with the enzymatic cellular process or
oxidation, causes hypoxia and reduces individual’s tolerance
with increase in altitude. I t is known that a low alcohol blood
level between 30 mg% to 50 mg% disturbs the sensor-motor,
visual and cortical reaction. Consumption of alcohol results in
significant deterioration of psychomotor performance and
decreases the amount of mental capacity available to deal
with many essential tasks involved in the conduct of safe flight.
Should an emergency occur in-flight, the crew member under
the influence of alcohol is not capable of dealing with the
problem.
1.3 Two ounces of whiskey will raise the alcohol level to 50 mg.
The amount of alcohol in a can of beer is approx. the same as
in a single mixed drink. Wine, champagne, ale and other
alcoholic beverages have same effects as liquor, though the
concentration of alcohol varies from one beverage to the other.
1.4 Therefore, in the present state of our knowledge, the level
of blood alcohol compatible with safe flying is ‘Zero’, which is also
recommended by I CAO. I t is equally important to intensify the
educational programme for crew members regarding the inherent
dangers of flying after consumption of alcohol.
Page 11 -16
PART - A Chapter 11
1.5 This Civil Aviation Requirement lays down the procedure to be
followed for the breathalyzer examination of the crew members for
consumption of alcohol and actions to be taken by the operators. I t
also dwells on the procedure to be followed by the authorities
concerned in the event of an accident.
1.6 This CAR is issued under the provisions of Rule 24 read with Rule
133A of the Aircraft Rules, 1937 for information, guidance and
compliance by all concerned.
2. DEFINITIONS
Crew Member - A person assigned by an operator to duty on an
aircraft during a flight duty period.
Flight Crew Member - A licensed crew member charged with duties
essential to the operation of an aircraft during a flight duty period.
Cabin Crew Member- A crew member other than a flight crew
member.
Maintenance Personnel- Aircraft Maintenance Engineer or any other
technically trained person authorized to carry out taxiing of aircraft.
Pre-flight Breathalyzer Examination- Test conducted on crew

member before departure of a flight to measures alcohol in his/ her
exhaled air so as to determine the concentration of alcohol in the
blood.
Post-flight Breathalyzer Examination- Test conducted on crew
member after arrival of a flight to measures alcohol in his/ her
exhaled air so as to determine the concentration of alcohol in the
blood.
3. APPLICABILITY
3.1 I ndian operators engaged in scheduled air transport services for
carriage of passengers, mail or cargo.
3.2 I ndian Non-scheduled/ private category operators/ flying training

institutes, etc.
3.3 Central Government and State Government Civil Aviation

Departments, Public Sector companies under Centre and State
Government.
4. SAFETY REGULATIONS
4.1 As per the provision of Rule 24 of the Aircraft Rules, ‘no person
acting as, or carried in aircraft for the purpose of acting as pilot,
Page 11 -17
PART - A Chapter 11
commander, navigator, engineer, cabin crew or the other operating
member of the crew thereof, shall have taken or used any alcoholic
drink, sedative, narcotic, or stimulant drug preparation within 12
hours of the commencement of the flight or taken or use any such
preparation in the course of the flight, and no such person shall,
while so acting or carried, be in state of intoxication or have
detectable blood alcohol whatsoever in his breath, urine or
blood alcohol analysis or in a state in which by reason of his having
taken any alcoholic, sedative, narcotic or stimulant drug or
Preparation his capacity so to act is impaired, and no other person
while in a state of intoxication shall enter or be in aircraft.’
4.2 The holders of license/ ratings/ authorisation/ approval shall not
exercise the privileges of their licenses/ ratings/ authorisation
/ approval while under the influence of any psychoactive substance
which might render them unable to safely discharge their duties.
4.3 The operator/ crew member/ maintenance personnel shall ensure
that there is no contravention of Rule 24 of the Aircraft Rules, 1937
by conduct of breathalyzer examination before operation of flights in
I ndia as well as outside I ndia.
4.3.1 For all scheduled flights originating from I ndia, each flight crew
and cabin crew shall be subjected to pre-flight breathalyzer
examination.
4.3.2 For all scheduled flights originating from destinations outside
I ndia, post-flight breathalyzer examination of each flight crew and
cabin crew shall be carried out on reaching in I ndia.
4.3.3 For operators other than the scheduled operators, each flight
crew and cabin crew of all flights originating from I ndia shall be
subjected to pre-flight breathalyzer examination. However, where
infrastructure does not exist, the flight crew and cabin crew shall
undergo post-flight breathalyzer examination. I n case the flight crew
and cabin crew are away from base station for more than two days
and operates a flight from there, the operator shall provide facility
for conduct of their pre-flight breathalyzer examination.
4.3.4 I n case of diversion of flights, due to unforeseen
circumstances, to an airport where facility for pre-flight breathalyzer
examination is not available, the flight crew and cabin crew shall
undergo post-flight breathalyzer examination at first landing.
4.3.5 All maintenance personnel shall be subjected to breathalyzer
examination for alcohol consumption before undertaking any taxi
operation of the aircraft.
Page 11 -18
PART - A Chapter 11
4.3.6 No crew member shall consume any drug/ formulation or use
any substance mouthwash/ tooth gel which has alcoholic content. Any
crew member who is undergoing such medication shall consult the
company aero medical doctor before undertaking flying assignment.
4.3.7 Save as provided, representative of Air Safety Directorate/ DMS
(CA) of DGCA at his discretion may order a breathalyzer examination
of any of the crew members prior to or on completion of a flight.
5. EQUIPMENT USAGE
5.1 Operators shall make available at least two serviceable
breathalyzer equipment capable of giving accurate digital value upto
three decimal places with a memory to store and recall at least last
1000 records.
5.2 The breathalyzer equipment shall be used only in auto mode.
5.3 The breathalyzer equipment shall be attachable to a printer. At
least one serviceable printer for the breathalyzer equipment shall be
available at all times.
5.4 The breathalyzer equipment shall be calibrated after 10,000
blows/ six months/ at a frequency as recommended by the equipment
manufacturer from an agency having I SO certification to undertake
the calibration activity. The date of the last calibration shall be
appended on the instrument. Record of such calibrations shall be
maintained by the operator. I t shall be the responsibility of the
operator to ensure continued serviceability of the breathalyzer
equipment and maintain such records.
6. PROCEDURE FOR PRE-FLIGHT AND POST-FLIGHT

BREATHALYZER EXAMINATION
6.1 Operators shall have Doctor holding MBBS degree/ trained

Paramedics/ Emergency Medical Technician (EMT) on full-time
employment of the company to conduct pre-flight breathalyzer
examination at a designated place.
6.2 Post-flight breathalyzer examination shall be carried out

preferably in the aircraft after its arrival. The time consumed in the
post-flight breathalyzer examination shall not be counted towards
duty.
6.3 Before each test, the Doctor/Paramedics/EMTshall run an ‘air
blank’ on the instrument and obtain a reading of 0.000. The
Doctor/ Paramedics/ EMT shall also carry out a control test on daily
basis and keep a record of printout to ensure serviceability of both
the breathalyzer equipment and the printer.
Page 11 -19
PART - A Chapter 11
6.4 Operators shall keep the pre-flight and post-flight breathalyzer
examination record separately in a bound volume with all pages
serial numbered. Breathalyzer examination record shall be
maintained as per the format given in Appendix I . Scheduled airlines
may maintain breathalyzer examination records as per the format
given in Appendix I I .
6.5 I f the breathalyzer examination result is positive, a repeat test

shall be carried out after an interval of maximum 15-20 minutes.
During this time, the subject crew may be permitted to wash his
face and rinse his mouth, if desired. Before the second test is
carried out, a control test must be taken with the same equipment
to verify the serviceability and correctness of the breathalyzer.
Both the readings so obtained shall be recorded and print out
taken. The second test shall be carried out in the presence of a
witness either from flight dispatch or operations department of the
operator, who shall countersign the test report.
6.6 The make, serial number and calibration status of the
breathalyzer shall be recorded in the event the crew
member/ maintenance personnel is detected positive for alcohol
consumption. Under no circumstances third test shall be
conducted.
6.7 I f the second test is satisfactory, the crew member may be
cleared for flight. I f the crew member refuses to undergo the second
test, it shall be recorded and the concerned crew member shall not
operate the flight. I n such case, action against the crew member
shall be taken in accordance with Para 8.1 of this CAR.
6.8 Additional crew member travelling as a passenger on completion

of duty or for positioning to operate flight from the destination may
not undergo pre-flight breathalyzer examination. Such crew member
shall be subjected to pre-flight breathalyzer examination from where
he/ she undertakes the flight.
6.9 All the breathalyzer examination positive cases shall be promptly
reported but not later than 24 hours of occurrence to the concerned
Regional Air Safety Offices of the DGCA and Director of Air Safety
(HQ).
Page 11 -20
PART - A Chapter 11
7. CARRIAGE OF VIP
7.1 Whenever a designated VI P is to be carried on board for the
purpose of flying, the operator shall ensure pre-flight breathalyzer
examination of the crew members assigned to operate such flight.
8. ACTION ON POSITIVE TEST

8.1 Any crew member that tests pre-flight breathalyzer examination
positive for the first time/ refuses to undergo the pre-flight
breathalyzer examination/ refuses to undergo the pre-flight
breathalyzer examination second time upon tested positive during
the first test/ operates the aircraft without undergoing pre-flight
breathalyzer examination/ attempt to evade the pre-flight
breathalyzer examination by leaving the airport premises shall be
kept off flying duty and their licenseapproval suspended for a period
of three months.
8.2 I n case of a repeat violation of the provisions contained in Para

8.1 of this CAR, the license/ approval of the crew member shall be
suspended for a period of three years.
8.3 I n case of second repeat violation of the provisions contained in
Para 8.1 of this CAR, the license/ approval of the crew member shall
be cancelled.
8.4 An I nstructor/ Examiner/ Check Pilot/ Cabin Crew I n-charge
detected positive for alcohol consumption during pre-flight
breathalyzer examination, will lose such ratings/ authorisation for a
period of three years in addition to the action mentioned in Para 8.1
and 8.2 of this CAR.
8.5 Maintenance personnel detected positive for alcohol consumption

during breathalyzer examination shall be off-rostered. Penal action
on such cases shall be taken as per the provisions of Para 8.1 and
8.2 of this CAR.
8.6 All such violations shall be endorsed on the individual’s license by
DGCA. I t shall be the responsibility of Chief of Flight
Safety/ Accountable Manager to submit the license/ authorisation to
DGCA for necessary endorsement.
8.7 Whenever an expatriate pilot, operating in I ndia is detected
positive for alcohol consumption during pre-flight breathalyzer
examination, the FATA shall be cancelled and the expatriate pilot
shall never be considered for issue of the FATA. I n addition, the
concerned license issuing authority of the country shall be informed.
Page 11 -21
PART - A Chapter 11
9. POST-FLIGHT MEDICAL EXAMINATION
9.1 Any crew member who tests positive for alcohol consumption in
a post-flight breathalyzer examination shall have contravened Rule
24 of the Aircraft Rules 1937. The details of his/ her post -flight
breathalyzer examination, licenses, ratings and approvals shall be
immediately submitted along with original
licence/ authorization/ approval to the Director of Air Safety (HQ),
DGCA. Action on such cases shall be taken in accordance with the
proviso of Schedule VI of the Aircraft Rules, 1937. Pending action
under Schedule VI of the Rules, the involved crew member shall
surrender the licenses forthwith.
9.2 I n addition to action indicated in Para 9.1 of this CAR, the

license/ authorization/ approval of person shall be suspended for a
period of one year. I n case of an expatriate pilot, the punit ive action
shall be in accordance with Para 8.7 of this CAR.
9.3 An I nstructor/ Examiner/ Check Pilot/ Cabin Crew I n-charge

detected positive for alcohol consumption during post -flight
breathalyzer examination, will lose such ratings/ authorisation for a
period of three years in addition to the action mentioned in Para 9.1
of this CAR.
9.4 I n case of a repeat violation of the provisions contained in Para

9.1or Para 9.1 in combination with Para 8.1 of this CAR, the
license/ approval of the crew member shall be cancelled.
10. MEDICAL EXAMINATION AFTER ACCIDENT

10.1 I n the event of an accident at an airport or in its near vicinity,
the Officer I n-charge of the airport shall ensure that the crew
members are immediately subjected to medical check-up for
consumption of alcohol. The doctor conducting such check-up shall
take samples of blood, urine, etc. required for detailed chemical
analysis. Such examination and collection of samples shall be done at
the Airport Medical Centre, wherever available.
10.2 I n case where medical centres are not available at the
airports or when the condition of crew members requires
immediate hospitalisation, Aerodrome Officer I n-charge shall
ensure that the sample of the blood, urine, etc. is taken at the
Page 11 -22
PART - A Chapter 11
nearest hospital. These checks should be expeditiously carried out
without any loss of time.
10.3 I n case where accident is at a location far away from the
airport and the police authorities are able to reach the site before
the aerodrome authorities and the crew members are alive, the
procedure for collection of blood/ urine samples shall be performed
by the police at the nearest hospital. Such samples shall be
properly preserved.
10.4 For the purpose of chemical analysis, the sample may be
forwarded to local forensic laboratory giving the details of tests to be
conducted, names of flight/ cabin crew, etc.
11. PRESERVATION OF RECORDS

11.1 The operator shall maintain separate records of pre-flight and
post-flight breathalyzer examination for the flight crew, cabin crew
and maintenance personnel. All the relevant records must be
preserved for a period of one year.
12. GENERAL
12.1 I t shall be the responsibility of the operator to bring to the

notice of its crew members/ maintenance personnel, the provisions of
this CAR during their annual refreshers and records maintained with
the acknowledgement from each crew member.
12.2 Each scheduled and non-scheduled operator shall submit

monthly data of pre-fight and post -flight breathalyzer examination
th
carried out by them by 10 of every month for the preceding month
to the Director of Air Safety (HQ), DDGCA.
Page 11 -23
PART - A Chapter 11
Appendix I
(Name of the Organisation)

Pre-Flight Medical Examination for Alcohol
Sl. No. …………………
To be filled by Cockpit/Cabin Crew/Maintenance

Personnel (in Capital letters)
Name………………………………Flight No…………………Pilot/ Cabin

Crew/ Maintenance Personnel (License No./ Approval No.)
………............Emp. No. …………….…….
Place…………………………………….Date…………………Time……………..Hrs.
…………………………..Signature
To be filled up by the Medical Officer
1. Breathalyzer Result Negative/ Positive

(Reading to be indicated
I n writing)
2. I f found positive
………………………%BAC
3. Result of second test at ..…. hrs ………………………%BAC
Remarks: He/ she is not under/ under the influence of alcohol at

present.
Signature of Witness Signature/ Name of Medical

Officer
Time ………….
Name and Designation Trained Paramedics/

Emergency Medical Technician
Time …………. Time ………….
Page 11 -24
PART - A Chapter 11
Appendix II
PRE-FLlGHT MEDICAL EXAMINATION FOR

ALCOHOL
Place: .………............ Date: ………….......... Name of the

Doctor/ Trained Paramedics/ Emergency Medical Technician:
………………………………
NOTE: I n case Pilot/ Cabin Crew/ Maintenance Personnel is tested

‘Positive’ in screening test, a separate Form is required to be filled up
by the Doctor and countersigned by the witness.
Maintenance Personnel (License No.
Pilot/ Cabin Crew/ Maintenance
Signature of Pilot/ Cabin Crew/
Signature of Medical Officer

Name (in capital letters)of
Maintenance Personnel
BA Reading (in % )
Time of Reporting
Pilot/ Cabin Crew/
Personnel
Flight No.
Remarks
Staff No.
S. No.
Time
UNQUOTE
Page 11 -25
PART - A Chapter 11
Page 11 -26
PART - A Chapter 12
FUEL AND OIL I ssue 4 Rev 0 15 Oct 2014
REQUIREMENTS
12.0 FUEL REQUIREMENTS FOR FLIGHTS
Air India fuel policy is in conformity with CAR Section 8 series ‘O’,
Part I I . The final decision on the fuel to be carried for each flight
shall rest with the Pilot-in-Command.
Proper records of fuel carried on board on each flight shall be

kept by flight dispatch/ MI S for a period of six months.
a) As per DGCA CAR Section 8, series O part I I , para 4.3.6, A flight

shall not be commenced unless, taking into account both the
meteorological conditions and any delays that are expected in
flight, the aeroplane carries sufficient fuel and oil to ensure that it
can safely complete the flight. I n addition, a reserve shall be
carried to provide for contingencies.
The fuel and oil carried in order to comply wit h Section 8 ,series
O, part I I para 4.3.6 shall, in the case of turbine - engined
aeroplanes, be at least the amount sufficient to allow the
aeroplane to complete the planned flight safely and to allow for
deviations from the planned operation.
The amount of usable fuel to be carried shall, as a minimum, be

based on:
i) the following data:
1) current aeroplane-specific data derived from a fuel
consumption monitoring system, if available; or
2) if current aeroplane-specific data is not available, data
provided by the aeroplane manufacturer; and
ii) the operating conditions for the planned flight including:
1) anticipated aeroplane mass;
2) Notices to Airmen;
3) current meteorological reports or a combination of current
reports and forecasts;
4) air traffic services procedures, restrictions and anticipated
delays; and
5) the effects of deferred maintenance items and/ or configuration
deviations.
iii) The pre-flight calculation of usable fuel required shall include:
1) taxi fuel, which shall be the amount of fuel expected to be
consumed before take-off;
2) trip fuel, which shall be the amount of fuel required to enable
Page 12 -1
PART - A Chapter 12
REQUIREMENTS
the aeroplane to fly from takeoff or the point of in-flight re-
planning until landing at the destination aerodrome taking into
account the operating conditions of ii);
3) contingency fuel, which shall be the amount of fuel required to
compensate for unforeseen factors. I t shall be 5 per cent of the
planned trip fuel or of the fuel required from the point of in flight
re-planning based on the consumption rate used to plan the trip
fuel but in any case shall not be lower than the amount required
to fly for five minutes at holding speed at 450 m(1 500 ft) above
the destination aerodrome in standard conditions;
Note.— Unforeseen factors are those which could have an
influence on the fuel consumption to the destination aerodrome,
such as deviations of an individual aeroplane from the expected
fuel consumption data, deviations from forecast meteorological
conditions, extended taxi times before take-off, and deviations
from planned routings and/ or cruising levels.
4) destination alternate fuel , which shall be:
I ) where a destination alternate aerodrome is required, the

amount of fuel required to enable the aeroplane to:
a) perform a missed approach at the destination aerodrome;
b) climb to the expected cruising altitude;
c) fly the expected routing;
d) descend to the point where the expected approach is initiated;
and
e) conduct the approach and landing at the destination alternate
aerodrome; or
I I ) where two destination alternate aerodromes are required, the
amount of fuel, as calculated in iii), sub para 4-I ), required to
enable the aeroplane to proceed to the destination alternate
aerodrome which requires the greater amount of alternate fuel;
or
I I I ) where a flight is operated without a destination alternate
aerodrome, the amount of fuel required to enable the aeroplane
to fly for 15 minutes at holding speed at 450 m (1 500 ft)above
destination aerodrome elevation in standard conditions; or
I V) where the aerodrome of intended landing is an isolated
aerodrome:
Page 12 -2
PART - A Chapter 12
REQUIREMENTS
a) for a reciprocating engine aeroplane, the amount of fuel
required to fly for 45 minutes plus 15 per cent of the flight
time planned to be spent at cruising level, including final
reserve fuel, or two hours, whichever is less; or
b) for a turbine engine aeroplane, the amount of fuel required
to fly for two hours at normal cruise consumption above the
destination aerodrome, including final reserve fuel;
iv) final reserve fuel, which shall be the amount of fuel calculated using
the estimated mass on arrival at the destination alternate aerodrome
or the destination aerodrome, when no destination alternate
aerodrome is required:
1) for a reciprocating engine aeroplane, the amount of fuel required

to fly for 45 minutes, under speed and altitude conditions specified
by the State of the Operator; or
2) for a turbine engine aeroplane, the amount of fuel required to fly

for 30 minutes at holding speed at 450 m (1 500 ft) above
aerodrome elevation in standard conditions;
v) additional fuel, which shall be the supplementary amount of fuel

required if the minimum fuel calculated in accordance with iii) is not
sufficient to:
1) allow the aeroplane to descend as necessary and proceed to an
alternate aerodrome in the event of engine failure or loss of
pressurization, whichever requires the greater amount of fuel based
on the assumption that such a failure occurs at the most critical point
along the route;
i) fly for 15 minutes at holding speed at 450 m (1 500 ft)
above aerodrome elevation in standard conditions; and
ii) make an approach and landing;
2) allow an aeroplane engaged in EDTO to comply with the EDTO
critical fuel scenario as established by DGCA;
3) meet additional requirements not covered above;
Note 1. — Fuel planning for a failure that occurs at the most critical
point along a route( v) ) place the aeroplane in a fuel emergency
situation based on the amount of usable fuel remaining on board is
not less than the fuel required to proceed to an aerodrome where a
Page 12 -3
PART - A Chapter 12
REQUIREMENTS
safe landing can be made with the planned final reserve fuel
remaining upon landing.
Note 2. —Guidance on EDTO critical fuel scenarios are contained in

Attachment D to Annex 6 Part I ;
vi) discretionary fuel, which shall be the extra amount of fuel to be
carried at the discretion ofthe pilot-in-command.
vii) I t is recommended that operators determine one final
reserve fuel value foreach aeroplane type and variant in
their fleet rounded up to an easily recalled figure.
viii) An aeroplane shall not take off or continue from

the point of in-flight replanningunless the usable fuel on
board meets the requirements in iii); if required.
ix) Notwithstanding the provisions in iii); DGCA may,
based on the results of a specific safety risk assessment
conducted by the operator whichdemonstrates how an
equivalent level of safety will be maintained, approve
variations to the pre-flightfuel calculation of taxi fuel, trip
fuel, contingency fuel, destination alternate fuel, and
additional fuel.The specific safety risk assessment shall
include at least the:
a) flight fuel calculations;
b) capabilities of the operator to include:
i) a data-driven method that includes a fuel consumption
monitoring programme; and/ or
ii) the advanced use of alternate aerodromes; and
c) specific mitigation measures.
Note. — Guidance for the specific safety risk assessment, fuel
consumption monitoring programmes and the advanced use of
alternate aerodromes is contained in the Flight Planning andFuel
Management Manual (Doc 9976).
b) The total fuel required is calculated to fulfil the contingency

following the possible failure of a power unit, or loss of
pressurisation, based on the assumption that such a failure
occurred at the most critical point along the route, the Pilot-in-
Command will initiate descent to nearest suitable airport.
Page 12 -4
PART - A Chapter 12
REQUIREMENTS
12.1 PROCEDURE TO DETERMINE FUEL
Advances in computerized flight planning and flight

management systems (FMS) bring increased accuracy and
predictability to operational and fuel planning. These systems
also provide reanalysis capabilities based on actual
conditions. Statistically based fuel consumption programs
accurately predict fuel burn and contingency fuel use.
Alternate selection and fuel planning methodologies have
also evolved steadily over decades of continuous use.
Air I ndia has two computerized flight planning systems,

Sabre Flight Manager and the flight planning system of EDS.
The two systems continue to exist in parallel due to
transition from older system of EDS to the Sabre Flight Plan
Manager. Seasonal/ Historical flight plans are used as back
up for emergency situations where the computerized flight
planning systems are not available due administrative
reasons. (The Sabre Flight Plan Manager was earlier
referred to as F: WZ).
12.1.1 SABRE FLIGHT PLAN MANAGER (For all fleet)
The following will be considered in determining fuel required for a

flight inclusive of reserve.
12.1.1.1 APU FUEL

30 minutes of APU fuel will be boarded and indicated on the OFP
as part of the fuel breakdown.
12.1.1.2 TAXI FUEL

Taxi fuel will be optimized based on statistical taxi times for each
departure airport.
12.1.1.3 Trip fuel,

Trip fuel shall include:
(I ) Fuel for take-off and climb from aerodrome elevation to initial
cruising level/ altitude, taking into account the expected departure
routing; and
(ii) Fuel from top of climb to top of descent, including any step
climb/ descent; and
Page 12 -5
PART - A Chapter 12
REQUIREMENTS
(iii) Fuel from top of descent to the point where the approach is
initiated, taking into account the expected arrival procedures; and
(iv) Fuel for approach and landing at the destination aerodrome.
12.1.1.4 RESERVE FUEL

12.1.1.4.1 ALTERNATE FUEL
Alternate fuel shall include:
(a):
i. Fuel for a missed approach from the applicable MDA/ DH at
the destination aerodrome to missed approach altitude, taking
into account the complete missed approach procedure; and
ii. Fuel for climb from missed approach altitude to cruising
level/ altitude, taking into account the expected departure
routing; and
iii. Fuel for cruise from top of climb to top of descent, taking
into account the expected routing; and
iv. Fuel for descent from top of descent to the point where the
approach is initiated, taking into account the expected arrival
procedure; and
v. Fuel for executing an approach and landing at the
destination alternate aerodrome.
(b) Where two destination alternate aerodromes are required,
alternate fuel should be sufficient to proceed to the alternate
aerodrome, which requires the greater amount of alternate fuel.
Note: Alternate Fuel will be calculated using Cost Index ‘0’
12.1.1.4.2 HOLD FUEL - FINAL RESERVE FUEL
Fuel to fly for 30 minutes at holding speed at 1500 ft (450 m)
above aerodrome elevation in standard conditions, calculated with
the estimated weight on arrival at the destination alternate
aerodrome.
12.1.1.4.3 CONTINGENCY FUEL
Contingency fuel is the fuel required to compensate for
unforeseen factors which could have an influence on the fuel
consumption to the destination aerodrome such as deviations of
an individual aeroplane from the expected fuel consumption data,
deviations from forecast meteorological conditions and deviations
from forecast meteorological conditions and deviations from
planned routings and / or cruising levels / altitudes.
Contingency Fuel will be the higher of a & b
Page 12 -6
PART - A Chapter 12
REQUIREMENTS
a) 5% of the trip fuel, or,
b) An amount to fly for 10 minutes over the Destination
aerodrome at 1500 feet (450 mars) in Standard
Conditions.
12.1.2 EDS – PHOENIX FLIGHT PLANNING (B777, B744,

B787)
12.1.2.1 The following will be considered to determine fuel required

for a flight inclusive of reserve.
i) Taxi fuel
800 kgs for B744 unless specified otherwise;
Note: Taxi fuel for B744/ B777 is 1500 kgs for USA and Canada
and 1000 kgs for Europe, Narita and Shanghai. Refer FPPM page
2.1.1, B744 taxi fuel consumption is 45 kg/ Min. And for B777-
200LR / B777- 300ER taxi fuel consumption are 33 kg/ Min. B787
taxi fuel consumption can be derived from PET. Flight plan fuel is
average of actual taxi times captured thru ACARS data multiplied
by taxi fuel consumption.
ii) Fuel to Destination
Fuel to fly to destination airport and execute an approach and
landing; plus
iii) Reserve Fuel
a) Fuel to fly to alternate specified in the flight plan using LRC
including an approach and a missed approach, at the aerodrome
to which the flight is planned; plus
b) Fuel for 30 mins holding at 1500 ft. over alternate under standard
temperature conditions, and approach and land; plus
c) Contingency fuel at 5% trip fuel under item (ii) above, subject to
a minimum of
2000 kgs for B744
1500 kgs for B777
1000 kgs for B787
iv)Minimum Reserve Fuel
I n no case, the total of items (iii)a, (iii)b & (iii)c above shall be
less than:
10500 kgs for B744
7500 kgs for B777
5000kgs for B787
Page 12 -7
PART - A Chapter 12
REQUIREMENTS
12.2 FACTORS CONSIDERED FOR FLIGHT PLANNING:
While computing the minimum departure fuel as above, at least
the following shall be considered:
a) Meteorological conditions forecast;
b) Expected air traffic control routings and traffic delays;
c) For I FR flight, one instrument approach at the destination
aerodrome, including a missed approach;
d) The procedures prescribed in the operations manual for loss of
pressurization, where applicable, or failure of one engine while en
route; and
e) Any other conditions that may delay the landing of the aeroplane
or increase in fuel and/ or oil consumption.
12.2.1 ALTERNATE SELECTION PROCESS

The following should be considered during the alternate selection
process:
i. Diversions for weather rarely occur and when they do the aircraft
often does not proceed to the flight planned alternate
ii. The cost of carrying the fuel for an alternate is huge
iii. An occasional diversion is often cheaper than always carrying
extra fuel to prevent a diversion. Distance to the alternate airport
equals Alternate Fuel Burn; designating an alternate airport that
is further away from the destination than a closer suitable
alternate directly adds weights to the flight and increases the
cost. With today’s advanced aircraft and modern approach aids
at airports, diversions are a rare event. The primary reasons for
diversions are equally divided among medical emergencies,
maintenance and weather. I t is important to carefully analyze the
best and most efficient alternate for each destination.
To improve the alternate selection process, consider the following

steps:
(i) Designate a primary alternate for every destination.
(ii) Perform a detailed review of all possible alternates for each
new destination.
(iii) List all the available alternates in order of fuel requirements
for reference.
Ensure the information regarding handling details,
communications, approach charts, etc. are available for the
closest alternates. Refer Chapter 17 for guidance for selection of
Alternate airports.
Page 12 -8
PART - A Chapter 12
REQUIREMENTS
12.2.2 EDTO FUEL RESERVES
Requirements for EDTO as given in CAR Section 8, Series ‘O’ Part II.
12.2.2.1 This scenario is based on a failure case occurring at the CP

and requiring a diversion. The point of occurrence is so-called
'critical' because in terms of fuel planning a diversion at this point
is the least favorable.
12.2.2.2 EDTO regulations require the addition of specific fuel

reserves to the EDTO diversion fuel. For the computation of the
EDTO critical fuel reserves and of the complete EDTO critical fuel
planning, the diversion fuels shall include the following fuel
provisions:
i) fuel burn-off from the CP to the diversion airport (understood to be
1500ft overhead the airport),
ii) 15 minutes holding at 1500ft at Green speed,
iii) first (I FR) approach & Go-Around; second (VFR) approach and
land,
iv) 5% of the above fuel burn-off, as contingency fuel,
v) 5% fuel mileage penalty or a demonstrated performance factor,
vi) effect of any CDL and/ or MEL item, effect of icing conditions being
forecast,
12.2.2.3 The fuel provisions considering icing conditions are adjusted

as a function of the horizontal extension of the forecast icing
areas (exposure time). The fuel provision for ice accretion on the
unheated surfaces is (in percentage) three times the forecast
exposure time (in hours). For example, assuming a one-hour
exposure time en-route or at the diversion airport, the fuel
provision is 3% of the fuel burnt during the considered exposure
time. However, in case of moderate icing forecast, the above
mentioned fuel provision is divided by two. I n addition, following
must be accounted for: - For operations above 138 minutes
diversion time, if the effect of ice accretion is less than 5% , this
effect should be rounded-up to 5% to provide a provision for
weather avoidance, - APU fuel consumption, if required as a
power source (MEL).
Page 12 -9
PART - A Chapter 12
REQUIREMENTS
12.2.2.4 NON-MANDATORY FUEL PROVISIONS:
Based on experience, Air I ndia have recommended considerat ion
of the following
i) Effect of a demonstrated performance factor for all standard and
EDTO fuel requirement computations,
ii) Carriage of 2 to 3% contingency fuel from the departure to the
CP, as dictated by the specific aspects of the route or AI’s f uel
policy, when computing the EDTO critical fuel planning.
12.2.2.5 The complete EDTO critical fuel planning for the EDTO
critical fuel scenario (i.e. from the departure to the CP and then
from the CP to the diversion airport) must be compared to the
standard fuel planning (i.e. from the departure to the destination
and destination to alternate) computed in accordance with AI’s
fuel policy and applicable operational requirements. The highest
of both fuel requirements shall be considered as the required
block fuel for the flight. Therefore, the pilot is then assured of
safely completing the flight whatever the flight scenario is
(normal flight or diversion).Air- India’s Fuel Policy takes care of the
critical fuel requirements.
12.2.3 ADDITIONAL FUEL

Additional fuel is the legal fuel catered in the flight plan at the
planning stage for following:
EDTO critical fuel
MEL
12.2.4 EXTRA FUEL

However, during the Crew briefing any uplift of extra fuel to cater
for circumstances such as change in forecast adverse weather
conditions at enroute & destination airports, increase in ZFW,
MEL/ DDG/ CDL considerations, anticipated traffic congestion,
holding delays at enroute and destination airports or any other
operational requirements may be considered as EXTRA fuel.
However, in all such cases, specific justification must be
mentioned in the Flight Plan. e.g. CAD,WXD, etc. I t is required to
annotate the quantity and reasons for any additional fuel uplift
over and above the flight plan fuel, both at the Despatch or when
last minute uplift is done after reaching the aircraft.
Page 12 -10
PART - A Chapter 12
REQUIREMENTS
12.2.4.1 Following code format is to be used for this purpose in Sabre
Flight Plan.
(i) Captain request (CPT)
(ii) Company advice for economic tankering (ETR)
(iii) Company advice for extra uplift other than economic
tinkering (CAD)
(iv) Destination weather if informed by Dispatch (WXD)
(v) Fuel already on board (FOB)
(vi) Expected air traffic control delays (ATC)
Fuel to cater to Arrival delay based on statistics is under a

separate heading ARRDL and for ETK as TANKF.
12.2.4.2 Following code format is to be used for this purpose in EDS

flight plan:-
1. Company advice for Economic tankering - ETK
2. Company advice for extra uplift other than economic tankering –
CAD
3. Destination weather if informed by Despatch - WXD
4. Fuel already on board - FOB
5. I ncrease in flight plan fuel due increase in ZFW- ZFW
6. Additional fuel uplift due selection of further alternate- ALT
7. Additional fuel uplift due performance adjustment -PAD
8. Additional fuel uplift for MEL/ DDG/ CDL considerations – MEL
Due to prolonged taxing, if the actual taxi fuel consumed is more

than that catered for in the flight plan, the availability of
contingency fuel should be borne in mind as it caters for various
unforeseen circumstances.
For all flights operating into airports affected by inclement

weather, anticipated traffic congestion / holding delays :
(1) Judicious extra fuel uplift must be considered.
(2) Selection of close-by alternates should be avoided for planning

purposes.
(3) I f ATC delays are expected on arrival, a suitable closer airport
may be considered for re-designating as an alternate, after
ensuring:
• Suitability of weather conditions
• Traffic congestion
Page 12 -11
PART - A Chapter 12
REQUIREMENTS
• Parking constraints
• Availability of fuel
• Availability of AME
• Transit check qualification of PIC
• FDTL limitations, if any, etc.
(4) Significant snag status / rectification must always be conveyed to

Engineering – BOM, I OCC / destination if possible. Flight
Despatch stations should provide the necessary information as
detailed above, to the crew.
12.2.4.3 The Commander may uplift extra fuel over and above for
operational requirements keeping in mind payload penalties. The
Commander’s decision is final in deciding the amount of fuel to be
carried on each flight. As Commander’s decision is given priority,
he is expected to show professionalism when arriving at such a
decision. He should be aware that the increase in load due extra
fuel will result in an increase in total fuel burnt. The Commander
shall submit a special report with reasons thereof, if his decision
entails offloading of passengers etc.
However, flights should not be delayed to cater for Extra fuel

uplift due to last minute changes in zero fuel weight, economic
tankering or otherwise.
12.2.5 ENDURANCE TIME DUE TO ADDITIONAL FUEL

Any additional/ extra fuel uplift will be converted into endurance
time based on average fuel consumption for that type of aircraft
in the fleet.
12.3 FUEL CONSERVATION AND ECONOMY
12.3.1 FUEL SAVING

The airline is committed to reduce CO2 emissions and protect the
environment, by reducing fuel consumption.
With the steep increase in the aviation fuel prices, the
expenditure on fuel has assumed a major portion of the operating
cost and the airline industry has resorted to all possible means to
reduce fuel consumption and cost.
Reduction of aircraft gross weight (by avoiding extra fuel or other
items) is one of the means by which it is possible to effect a
Page 12 -12
PART - A Chapter 12
REQUIREMENTS
saving in fuel consumption. On a long-haul sector, reduction in
fuel consumption can be as much as 25 to 30% of the aircraft
weight reduction. Though on a short sector the amount of saving
per flight may appear small, the potential saving (taking the
number of sectors and frequencies of operation into
consideration) in terms of fuel and fuel cost is considerable.
I n order to assess the amount of saving that can be achieved for
every 1000 kgs of weight reduction; charts have been prepared
and included in the respective FCOM.
These charts can be used to determine the amount of fuel saving
per 1000 kgs of weight reduction or to determine the penalty of
fuel consumption per 1000 kgs of weight increase (as in case of
economic tanking) for various still air ranges and flight levels.
Flight crew should use their judgement to avoid additional fuel
uplift whenever possible because of the potential saving in fuel
consumption.
12.3.2 FUEL CONSERVATION MEASURES

With a view to economising on fuel consumption, the following
fuel conservation measures should be adopted:
i) Optimum take-off, climb, cruise and descent schedules;
ii) Take-off may be commenced from the intersection of taxiway-

runway, instead of from the runway end. RTOW charts must be
available for such intersection take-offs.
iii) Planning of the flight at optimum altitude;
iv) Trimming of aircraft for aft centre of gravity;
v) Delayed deployment of landing flaps/ gears as per low drag/ low -

power continuous descent approach (CDA) procedures;
vi) Avoiding uplift of extra fuel except when circumstances warrant,

which has to be carefully analysed, and availability of an
adequate airport enroute should be assessed to avoid extra uplift;
vii) I n the case of B747 aircraft where engine bleed output is low with
engines I DLE and with two engines running, use of air-
conditioning packs may be restricted to two;
Page 12 -13
PART - A Chapter 12
REQUIREMENTS
viii) Use of APU or GPU whichever is cheaper as advised from time to
time, APU should be started 15 to 20 mins before departure.
Obtain clearance from ENGG prior to APU start. Switch off APU
after engine start unless required for operations procedure for
take- off. Switch ‘ON’ APU late as arrival – approx 5 Mins before
chocks On.
ix) Aircraft should be trimmed in cruse from time to time by

disconnecting auto-pilot and re-trimming at periodical intervals;
x) I dle power descent at economic descent speed schedule as

mentioned in FCOM should be used to avoid levelling off by
planning descent accurately; and
xi) Use closer alternates for fuel uplift when weather conditions over
the destination are well above minima, particularly during fair
weather conditions.
xii) Use of lower flap setting during take-off not only reduces noise
and fuel consumption but also improves the second segment
climb gradient.
xiii) Use of lower flap setting for landing reduces noise and
environmental pollution. However, a/ c landing weight, runway
length, tail winds, surface conditions and turnaround times must
be taken into account for reduced flap landings.
xiv) Use of idle reverse on landing.
xv) Efficient flying techniques, in addition to the above.
12.3.3 RE-DESPATCH FLIGHT PLANNING
12.3.3.1 CONCEPT
Re-despatch flight planning is used to improve payload on long
haul or ultra long haul sectors or to reduce the fuel uplift as a
part of the fuel conservation measures adopted by the Company
without comprising on the safety of operation.
Essentially, the technique is to identify an enroute airport as the

I nitial Destination (I D) and when the flight approaches a
predetermined waypoint or a designated co-ordinate (Lat/ Long)
Page 12 -14
PART - A Chapter 12
REQUIREMENTS
in the vicinity of the I D, henceforth referred to as Re-despatch
Point (RP), to review the remaining fuel position and to declare
the scheduled destination as the Destination (D). I n other words,
the technique involves evaluating the fuel position at RP and
deciding whether there is sufficient fuel to fly to the destination
with adequate reserves as per the re-despatch flight plan. I n the
re-despatch technique, the contingency fuel from the origin to the
initial destination is essentially used to fly to the destination from
the RP. Hence, determination of the initial destination and the RP
decides the quantum of benefit in terms of payload or in terms of
fuel saving achieved for the flight. The improvement in payload
or reduction in fuel uplift will be maximum when RP is located as
the top of descent point for the initial dest ination. This is typically
about 89% of the trip distance to the destination .
The success of re-despatch flights also depends on

efficient fuel management during the flight.
Air India has DGCA approval for conducting

Re-despatch flights.
12.3.3.2 Re-despatch fuel policy

For the purpose of re-despatch the fuel required for take-off is
greater of the two scenarios as given below:
1. The sum of fuel required:
 Trip fuel from departure airport to destination airport via RP.
 Contingency fuel of 5% of trip fuel from RP to the destination.
 Alternate fuel from DEST to the destination alternate.
 30 mins holding fuel at 1500 ft above destination alternate.
 Any specific additional fuel as required.
2. The sum of fuel required:

 Trip fuel from departure airport to initial destination via re-
despatch point.
 Contingency fuel of 5% of the trip fuel from the departure
airport to initial destination.
 Alternate fuel from initial destination to the alternate airport for
initial destination.
 30 mins holding fuel at 1500 ft above the initial destination
alternate.
 Any specific additional fuel as required.
Page 12 -15
PART - A Chapter 12
REQUIREMENTS
Note 1: For planning purpose, whenever the Contingency Fuel of 5%

from redespatch point to the destination is less than 1500 kgs
then the contingency fuel will be increased to 1500 kgs to meet
the minimum contingency fuel criteria.
Note 2: During in-flight fuel calculation on re-clearance flights, the

following fuel components must be considered when determining
the ‘fuel required’ from re-clearance point to the final destination
(a) flight plan fuel (burn-off)

(b) fuel to alternate
(c) 30 minutes hold over alternate
(d) contingency fuel at 5% burn-off under item (a) above the total of
the above should be checked with the actual fuel at Reclearance
point the 1500 kgs of contingency fuel reflected in the re-
clearance flight plan is only for planning purposes.
Note 2: Additional fuel required for I NDI A-USA -I NDI A and for I NDI A
-EUROPE -I NDI A is 1.0 Ton.
I D – I nitial Destination, RP- Re-despatch Point, DEST-Destination
A and B are alternate airports for I nitial Destination(I D) and
Destination (DEST)
Fuel-1 = Trip Fuel from origin to Destination via RP+ 5% of fuel
from ‘RP’ to Destination as contingency fuel + Fuel to alternate
‘B’ + 30 minute holding fuel over alternate ‘B’ at 1500ft + Extra
fuel if any.
Fuel- 2 = Trip Fuel from origin to Initial Destination via ‘RP’+ 5% of
trip fuel as contingency fuel + Fuel to alternate ‘A’ + 30 minute
holding fuel over alternate ‘A’ at 1500ft + Extra fuel if any
Required Take-Off fuel for the flight is greater of Fuel-1 or
Fuel-2.
12.3.4 ECONOMIC TANKERING OF FUEL
12.3.4.1 B744 / B777/B787

Economic fuel tankering sectors are those which result into a net
saving for additional fuel carried. These sectors are analysed
periodically and reflected as a Company Advisory. Such Advisories
are also issued for wet lease operations, where applicable.
Page 12 -16
PART - A Chapter 12
REQUIREMENTS
The following factors should be taken into account:
1. Additional fuel for economic tankering is to be uplifted only if
payload permits.
2. I ncrease in FAR, landing distance required should be considered, so
as not to infringe upon safety margins.
3. The quantum of additional fuel should be such that: -
a) The landed fuel at the destination is not more than the

minimum fuel required for the next sector (to prevent
defueling).
b) I f the next sector aircraft movement is not known, the
additional fuel uplift should be limited to:
B744 28,000 kgs.
B777 18,000 kgs.
c) The landing weight at the destination should be in the region
of, structural or performance ltd. Ldg. Wt, whichever is
lower, minus: 5000 kgs for B744, B777 and B787.
4. Last minute fuel uplift due to drop in Zero Fuel Wt., to cater for
economic tankering, should be avoided in the interest of on time
performance. De-fuelling should not be resorted to unless the
payload / aircraft performance is adversely affected.
12.3.4.2 A319/A320 FAMILY/A330

Fuel advisories are issued which are based on the following
assumptions:-
Station wise fuel quota/ price and actual uplift is being monitored
continuously by Training Department at CTE Hyderabad.
Uplift is limited to essential Flight requirement. However, crew
has to ensure additional uplift to cater for the Terminal Weather.
The quantum of additional fuel shall be such that the landed fuel
at destination is not more than the minimum fuel required for the
next sector.
12.3.5 USE OF COST INDEX

I t has been evaluated that Cost I ndex based flight planning is
more optimized than a constant cruise Mach technique. I deally,
all calculations made by the Flight Planning System should be
optimized for minimum cost for each operation, including enroute
navigation charges and the cost of delay in the calculation of Cost
Index. Such Dynamic ‘Cost Index’ is introduced along with the
new Sabre flight planning system.
Page 12 -17
PART - A Chapter 12
REQUIREMENTS
Flights equipped with Flight Management System (FMS) will
operate using the planned Cost I ndex values as indicated on the
OFP. Non-FMS aircraft will use the Mach speed as indicated on
the OFP.
Note: Short sectors flight profiles (speed, altitude) will be
optimized by the flight planning system to minimize operating
cost.
Flights which are required to be planned on constant mach should
be based on the following:
B747-400 :0.85 Mach
B777 :0.83 Mach
B787-8 :0.85 Mach
A320 family : 0.78 Mach
A330 : 0.82 Mach
Note: I n EDS flight planning, short sectors with less than one-hour
flight time should normally be planned at LRC with selection of
cruise levels made in such a way that about 1/ 3rd of total flight
time is spent at cruise and at Cost I ndex as advised from time to
time.
I n Seasonal flight plan it is based on Fixed Cost I ndex.
12.4 SEASONAL/HISTORICAL FLIGHT PLAN
12.4.1 Seasonal flight plans for Airbus fleet are kept as a Standby
for emergency situations. The Computation of fuel and oil to be
carried are as under:
12.4.2 I t is company policy that flight crew and flight dispatcher shall
ensure:
i) Before a flight is commenced meteorological conditions, expected
air traffic control routings and expected delays are taken into
account
a) Aircraft carries sufficient fuel and oil to ensure it can safely
complete the flight
b) Reserve fuel is carried to provide for contingencies
ii) for I FR flights one instrument approach at Destination including a
missed approach.
iii) procedures prescribed for en-route loss of pressurization or failure
of one or more engines, as applicable (e.g. EDTO flights)
iv) any other conditions that might cause increased fuel and/ or oil
consumption.
Page 12 -18
PART - A Chapter 12
REQUIREMENTS
(A) SECTOR FUEL A330 A319 A320 A321 I LB

(in Kgs.)
TRI P FUEL
(I nclusive of I FR
1 AS PER FLIGHT PLAN CALCULATION
Approach at
Destination)= a
3% of
trip
PERFORMANCE fuel
2 --- --- ---
FACTOR = b (min
400
Kgs)
6% for forecast winds OFP, 10% for seasonal

winds OFP, Subject to a minimum of 300 Kgs
3 TOLERANCE = c
for A319/ A320, 400 Kgs for A321, 600 Kgs for
A330
4 SECTOR FUEL = (a+ b+ c)
ALTERNATE
(B) AS PER FLI GHT PLAN CALCULATI ON
FUEL
(C) CONTI NGENCY FUEL (in Kgs)
4 TAXI -OUT FUEL 300 150 150 200
5 APU FUEL 400 150 150 200

OVERSHOOT
6 300 100 100 150
FUEL
HOLDI NG FUEL
7 2600 1200 1200 1500
AT ALTERNATE
VFR APPROACH
8 400 100 100 150
AT ALTERNATE
9 TAXI -I N FUEL 200 100 100 100
TOTAL
4200 1800 1800 2300
CONTINGENCY FUEL
TOTAL FUEL = A + B + C
Page 12 -19
PART - A Chapter 12
REQUIREMENTS
12.4.3 Fuel consumption for each flight in accordance with the
airline policy and additionally for MEL requirement will be worked
out by Flight Dispatch. Total fuel required for each flight is pre-
computed and is indicated in the navigation flight plan. This pre-
computed fuel shall be cross checked by the Commander and the
Flight Dispatcher for accuracy.
The minimum fuel for engine failure case refer respective aircraft
QRH Minimum fuel with loss of pressurization respective aircraft
refer QRH. For engine & pressurization failure refer respective
aircraft FCOM .
12.5 INFLIGHT PROCEDURE – FUEL MONITORING
12.5.1 Crew are required to periodically evaluate fuel remaining.

Weather at the destination and designated alternate also should
be monitored. The pilot-in-command shall continually ensure that
the amount of usable fuel remaining on board is not less than the
fuel required to proceed to an aerodrome where a safe landing
can be made with the planned final reserve fuel remaining upon
landing. I n case destination and alternate airfield become
unavailable due to any reason, another alternate should be
designated as the airport of landing. The diversion should be
initiated at a time such that the final reserve fuel remaining upon
landing is available at the alternate.
12.5.2 During the flight, it will be necessary to monitor fuel usage and
to record the fuel on board at stated intervals. The fuel
remaining is to be compared against planned usage or against
the amount of fuel required at destination as diversion fuel.
Recording/ Monitoring will be done by First Officer and reported to
the Captain.
12.5.3 LOW FUEL STATE/ DECLARATION OF EMERGENCY

i) The pilot-in-command shall divert to an alternate aerodrome, if an
anticipated/ unanticipated circumstances may result in landing at
the destination aerodrome with less than fuel required to divert to
an alternate aerodrome plus Final Reserve Fuel (Fuel to fly for 30
minutes at holding speed at 1500 ft (450 m) above aerodrome
elevation in standard conditions).
ATC must be informed about your intention well in advance, so
as to get the necessary clearances. When in contact with the
Page 12 -20
PART - A Chapter 12
REQUIREMENTS
diversion airport, ATC must be informed about the fuel
remaining on board in minutes.
ii) When the pilot calculates that any change to the existing
clearance to the alternate aerodrome may result in landing with
less than the Final Reserve Fuel. The pilot-in-command shall
advise ATC of a minimum fuel state by declaring " MINIMUM
FUEL" when, having committed to land at alternate aerodrome.
iii) The pilot-in-command shall declare a situation of fuel emergency

by broadcasting "MAYDAY, MAYDAY, MAYDAY, FUEL"
a) When the calculated usable fuel predicted to be available

upon landing at the nearest aerodrome where a safe landing
can be made is less than Final Reserve Fuel.
or
b) When the fuel required at nearest aerodrome to land,
reduces to less than Final Reserve Fuel.
Page 12 -21
PART - A Chapter 12
REQUIREMENTS
Page 12 -22
PART - A Chapter 13
OXYGEN REQUIREMENTS I ssue 4 Rev 0 15 Oct 2014
13.0 CONDITIONS UNDER WHICH OXYGEN SHALL BE
USED AND THE AMOUNT OF OXYGEN DETERMINED
Refer FCOM for Oxygen requirement and system description.
The minimum quantity of oxygen required for passengers
and crew are laid down in the respective aircraft
FCOMs/ FPPM.
13.1 CONDITIONS UNDER WHICH OXYGEN MUST BE

PROVIDED
Whenever the cabin altitude goes above 10,000 ft or the
cabin atmospheric pressure is less than 700 hpa , oxygen
must be made available to crew and to passengers when
cabin altitude is above 14,000 ft.
However, passengers may be provided oxygen if supply is

available between cabin altitude 14,000 to 10,000 ft.
Refer to CI VI L AVI ATI ON REQUI REMENTS, SECTI ON 8 –

AI RCRAFT OPERATI ONS, SERI ES 'O', PART I I , I SSUE I .
QUOTE
4.3.8 Oxygen Supply
Note - Approximate altitude in the standard atmosphere
corresponding to the value of absolute pressure used in the
text is as follows:
ABSOLUTE PRESSURE METERS FEET

700 hPa 3000 10000
4.3.8.1 A flight to be operated at flight altitude at which the

atmospheric pressure in personnel compartments will be less
than 700hPa shall not be commenced unless sufficient stored
breathing oxygen is carried to supply:
a) all crew members and 10% passengers for any

period in excess of 30 minutes that the pressure in
the compartment occupied by them will be between
700 hPa and 620 hPa; and
Page 13 -1
PART - A Chapter 13
b) the crew and passengers for any period that the
atmospheric pressure in compartments occupied by
them will be less than 620 hPa.
4.3.8.2 A flight to be operated with a pressurised aeroplane

shall not be commenced unless a sufficient quantity of stored
breathing oxygen is carried to supply all the crew members
and passengers as is appropriate to the circumstances of the
flight being undertaken, in the event of loss of
pressurisation, for any period that the atmospheric pressure
in any compartment occupied by them would be less than
700 hPa. I n addition, when an aeroplane is operated at flight
altitudes at which the atmospheric pressure is less than 376
hPa, or which, if operated at flight altitudes at the
atmospheric pressure is more than 376 hPa and cannot
descend safely within four minutes to a flight altitude at
which the atmospheric pressure is equal to 620 hPa, there
shall be no less than a 10-minute supply for the occupants of
the passenger compartment.
UNQUOTE
13.2 OXYGEN REQUIREMENTS – CREW AND PASSENGERS

The Commander shall ensure that oxygen is available to
crew members and passengers in sufficient quantities for all
flights at such altitudes where a lack of oxygen might result
in impairment of the faculties of crew members or harmfully
affect passengers. Whenever the cabin altitude goes above
10,000 ft or the cabin atmospheric pressure is less than 700
hpa , oxygen must be made available to crew and to
passengers when cabin altitude is above 14,000 ft.
However, passengers may be provided oxygen if supply is

available between cabin altitude 14,000 to 10,000 ft.
The minimum quantity of oxygen required for passengers

and crew are laid down in the respective FCOM / FPPM.
13.3 RESPONSIBILITY OF COMMANDER
Before take-off the Commander will ensure that the oxygen
system on board the aircraft is serviceable and that sufficient
oxygen is on board for flights operated at altitudes greater
Page 13 -2
PART - A Chapter 13
than 10,000 ft., in the event of loss of pressurization and as
outlined in the respective Aircraft Flight Manual.
13.4 RESPONSIBILITY OF CABIN CREW

A demonstration on the location and use of the passenger
emergency oxygen system shall be carried out by the cabin
crew before take-off. I n exceptional cases or when taxi time
is short the demonstration may be carried out after take-off
but before the aircraft reaches 10,000 feet. For flights
planned below 15,000 feet the oxygen demonstration need
not be carried out.
13.5 MAINTENANCE OF CABIN ALTITUDE AT 10000 FT

Normally, all flights will be operated so that the cabin
altitude does not exceed 10,000 ft. I n the event of a cabin
decompression when flying at a higher altitude the aircraft
will be immediately descended to maintain a cabin altitude
not above 10,000 ft. unless a higher cabin altitude is
stipulated in the respective Aircraft Flight Manual or it is
required to fly a higher altitude for safety reasons or to
maintain the minimum safe altitude charted for the route.
13.6 USE OF OXYGEN MASKS BY FLIGHT CREW

All flight crew members, when engaged in performing duties
essential to the safe operation of an aeroplane in flight shall
use breathing oxygen continuously whenever the
circumstances prevail for which its supply has been required
in 13.0.
All our aircraft are equipped with quick donning oxygen
masks for each flight crew member in the cockpit. All flight
crew/ supernumerary crew shall check their respective
oxygen masks and ensure that the oxygen system is
functioning normally.
13.7 PRECAUTION WHEN PASSENGER EMERGENCY

OXYGEN IN USE
Although all our flights are NON-SMOKI NG, it should be re-
ensured that whenever passenger emergency oxygen is in
use, the ‘NO SMOKING’ sign is “ON”.
Page 13 -3
PART - A Chapter 13
13.8 PORTABLE OXYGEN CYLINDER

When turning oxygen “ON”, point cylinder away from body
or other persons and hold at lower end.
Turn oxygen ON before entering passenger cabin.
I n case of fire at the control head, do not turn oxygen OFF,
turn head away from inflammable material, put cylinder into
an empty sink or container not containing grease or water.
13.9 PROTECTIVE BREATHING EQUIPMENT

For protective breathing equipment details refer to Safety
and Emergency Procedures Manual (SEPM)/ FCOM
13.10 SUPPLEMENT OXYGEN FOR PASSENGER
(THREPAUTIC USE)
Refer to Safety and Emergency Procedures Manual
(SEPM)/ FCOM.
Page 13 -4
PART - A Chapter 14
INSTRUCTIONS FOR MASS I ssue 4 Rev 0 15 Oct 2014
AND BALANCE CONTROL
14.0 INSTRUCTIONS ON MASS AND BALANCE CONTROL
14.1 WEIGHT AND BALANCE
14.1.1 INTRODUCTION
One of the requirements for planning for a flight is to ensure
that passengers are evenly allotted seats in the cabin and
cargo load is properly distributed and safely secured. This
objective is achieved by correctly preparing the load sheet.
The weight and balance chart for each aircraft is designed and
prepared by the Operations Department. Along with the
weight and balance chart, the necessary Airport Handling
Manual (AHM) data for computerized load sheet is prepared
and instructions for use of this data are also conveyed by the
Operations Department. These charts are approved by the
DGCA. The same data is also given to the handling agents at
stations where the load sheets are prepared by them.
Traffic Services section of Commercial department undertake

activity pertaining to A320 family fleet & A330 aircraft towards
designing and preparation of Weight and balance chart;
loading instruction format, approval of load sheet from DGCA,
Testing of load sheet etc.
Load and trim sheets generated using the above data are
then tested and approved by Operations Department before
they are used for the actual flights. Engineering Department
prepares weight schedules i.e. Basic Weight / Basic I ndex for
each aircraft, obtains DGCA approval and forwards the same
to Operations Department which then calculates the Dry
Operating Weight (DOW)/ I ndex (DOI ) by addition of certain
standard items weight/ index. This data is then forwarded to
the Commercial Department for generating the load and trim
sheets.
14.1.2 MASS AND CENTRE OF GRAVITY

I n accordance with I CAO Annex 5 and the I nternational System
of Units (SI ), the actual and limiting masses of aeroplanes, the
payload and its constituent elements, the fuel load etc, are
Page 14-1
PART - A Chapter 14
AND BALANCE CONTROL
expressed in JAR-OPS 1 in units of mass (kg). However, in most
approved flight manuals and other operational documentation,
these quantities are published as weights in accordance with the
common language. I n the SI system, a weight is a force rather
than a mass. Since the use of term “weight” does not cause any
problem in the day to day handling of aeroplanes, its continued
use in operational applications and publications is acceptable.
14.1.3 GENERAL PRINCIPLES OF MASS AND CENTRE OF

GRAVITY
DEFINITIONS
Manufacturer’s Empty Weight (MEW): The weight of the
structure, power plant, furnishings, systems and other items of
equipment that are considered an integral part of the aircraft.
I t is essentially a “dry” weight, including only those fluids
contained in closed systems (e.g. hydraulic fluid).
Operational Empty Weight (OEW): The manufacturer’s

weight empty plus the operator’s items, i.e. the flight and
cabin crew and their baggage, unusable fuel, engine oil,
emergency equipment, toilet chemicals and fluids, galley
structure, catering equipment, seats, documents, etc…
Dry Operating Weight (DOW): The total weight of an

aircraft ready for a specific type of operation excluding all
usable fuel and traffic load. Operational Empty Weight plus
items specific to the type of flight, i.e. catering, newspapers,
pantry equipment, extra crew etc…
Zero Fuel Weight (ZFW): The weight obtained by addition

of the total traffic load and the dry operating weight.
Landing Weight (LW): The weight at landing at the

destination airport. I t is equal to the Zero Fuel Weight plus the
fuel reserves.
Takeoff Weight (TOW): The weight at takeoff at the

departure airport. I t is equal to the landing weight at
destination plus the trip fuel (fuel needed for the trip), or to
Page 14-2
PART - A Chapter 14
AND BALANCE CONTROL
the zero fuel weight plus the takeoff fuel (fuel needed at the
brake release point including reserves).
Take-off fuel: The weight of the fuel on board at take-off.
Trip fuel: The weight of the fuel necessary to cover the

normal leg without reserves.
Traffic load: The total weight of the passengers, baggage

and cargo, including non-revenue loads.
TOW = DOW + Traffic load + Reserve fuel* +
trip fuel
LW = DOW + Traffic load + Reserve fuel*
ZFW = DOW + Traffic load
* Reserve fuel = alternate + final reserve
Taxi fuel Taxi Weight
Trip fuel Take-off Weight (TOW)
Reserve fuel Landing Weight (LW)
Traffic load Zero Fuel Weight (ZFW)
Catering, Dry Operating Weight (DOW)
potable
water…
Cabin Operational Empty Weight
equipment, (OEW)
crews
Propulsion Manufacturer’s Empty Weight

(MEW)
Systems
Structure
Page 14-3
PART - A Chapter 14
AND BALANCE CONTROL
14.1.4 UPDATES FOR WEIGHT AND BALANCE DATA
Any changes to the weight schedule due to changes in

passenger/ cargo configuration or modifications that affect the
weight & CG data are given by Engineering Department.
Operations Department effects such changes to the DOW/ DOI
and disseminates the same to the Commercial Department
and concerned agencies for B747/ B777/ B787.
For A330 & A320 Family aircraft the changes are directly given
by engineering department to the concerned departments.
Engineering NB directly provide us DOW as there is no concept

of Basic Weight information.
14.1.5 SPECIFIC GRAVITY OF FUEL AND OIL
The specific gravity of the fuel and oil is provided by the Oil
Vendor prior to refueling. This specific gravity is used for
computing the weight of fuel and oil. The specific gravity is
indicated in the fuel upliftment section of the tech log. The
commander will cross check that the weight of fuel indicated
in the cockpit gauges are in conformity with that indicated in
the tech log.
14.1.6 LAST MINUTE CHANGE PROCEDURES
Communications should be established between ground crew
and flight crew, when last minute change procedures are
used. Passenger head counts and gender identification should
be conducted carefully in order to achieve accurate passenger
figures. (We are following adult weight and not gender base
weight i.e. Male & Female separate).
14.1.6.1 LAST MINUTE CHANGE PROCEDURES

(A320 FAMILY & A330 AIRCRAFT)
The Load and Trim sheet has to be prepared by an authorized
person for the aircraft type. The modification/ revised values
must be within Structural/ Performance/ CG limits and duly
countersigned by the authorized person only. ANY PERSON
OTHER THAN AUTHORI ZED STAFF MUST NOT ALTER TRI M
DOCUMENT
Page 14-4
PART - A Chapter 14
AND BALANCE CONTROL
The quantum of weight due Last Minute Changes (LMC) is
limited to 300 Kgs for A 320 family aircraft and 500 Kgs for
A330 aircraft type on computerised trim sheets.
Aircraft type Last Minute Changes (LMC)

A 320 family aircraft 300 Kgs
A330 aircraft 500 Kgs
A fresh load and trim sheet is required to be generated for any

change greater than these figures.
No LMC is allowed for change in fuel figures.
14.1.6.2 LAST MINUTE CHANGE PROCEDURES

(B744, B777, B787 AIRCRAFT)
The quantum of weight changes due LMC is limited to 500 kgs

for B787 and 750 kgs for B744 and B777 types of aircraft. A
fresh load and trim sheet is required to be generated for any
change greater than these figures. There is no requirement to
make any change to the index value whenever LMC is limited
to the above values, since these weight limits cause no
significant change in index value.
Aircraft type Last Minute Changes (LMC)

B744 and B777 Aircraft 750 Kgs
B787 Aircraft 500 Kgs
No LMC is allowed for change in fuel figures.
14.1.7 STANDARD WEIGHTS – PASSENGERS AND CREW

The following standard weight will be applied for the basis of
load calculation in all aircraft :
A320 family/ A330
Page 14-5
PART - A Chapter 14
AND BALANCE CONTROL
For Crew (A320/ A330) 95 Kgs.
Crew weight includes crew baggage weight as well.
B744/ B777/ B787

For Crew 85 Kgs.
14.1.8 SEATING POLICY/PROCEDURES

Passenger seating policy and procedures are a ground handling
function and these are stipulated in the Commercial ‘Traffic
Manual’. Unless passengers indicate a seat preference at the
time of booking the computerised check-in procedure computer
allocates seats so as to maintain a centre of gravity within limits.
Pilots may also refer chapter 9, Ground Handling and
Procedures.
14.1.9 LOAD AND TRIM SHEET REQUIREMENTS

The Load And Trim Sheet requirements is given below as per
DGCA CAR Sec- 8 Aircraft Operations, Series- D, Part- I ,I ssue
1,dated 03.09.2013.
Load and Trim Sheet is approved by DGCA( DAW) for

respective Aircraft. The DGCA approved person holding current
license for the type of aircraft from Ground Handling
Department is responsible for the preparation of the Load and
Trim Sheet and to ensure that the weight and balance is
within the permissible performance limitations. He must also
ensure (Load and trim staff is not responsible to ensure
adherence of activity being performed by others. This needs
appropriate modification in job responsibility…..) that the
Ground personnel responsible for supervising the loading of
the aircraft has inspected the load and reconciled the actual
load distribution with the aircraft loading instructions or load
report, has checked that the load is properly restrained
Page 14-6
PART - A Chapter 14
AND BALANCE CONTROL
throughout the cargo compartments and then confirms, by
signature, that the load and its distribution are in accordance
with the load and trim sheet.
The paper load/ trim sheet must be prepared in duplicate and

signed for each flight by an Officer of the airline who have the
duty of supervising the loading of aircraft and preparing the
load and trim sheet. The load and trim sheet must also be
signed by the pilot-in-command.
I n all aircraft equipped with ACARS Load and Trim Sheets can
be sent by electronic data transfer(ACARS). When the load
and trim sheet is sent to the aeroplane by electronic data
transfer, a copy of the final load and trim sheet, as accepted
by the pilot-in command, must be available on the ground. A
load and trim sheet sent by electronic data transfer shall be
annotated as “final” to indicate the version to be accepted by
the PI C. I n such case no signature is required from PI C and
loading supervisor/ gate boarding staff. For Step-by-step
description of the ACARS Loadsheet Confirm procedure, refer
respective aircraft FCOM.
14.1.9.1 For aircraft specific weight and balance instructions

and loading of cargo and fuel refer the aircraft specific FCOM.
Flight Dispatcher shall ensure:

i) A planned flight does not exceed performance Take-Off and
Landing weight limits, based upon environmental conditions
expected at times of departure and arrival.
ii) A planned flight does not exceed maximum aircraft
structural Take-Off, en-route and landing weight limits.
Flight Dispatch will inform the commercial the RTOW, Total
Fuel and Trip Fuel.
The commander shall verify the weight and balance and

ensure that the aircraft loading and distribution is done in
accordance with the requirement of Aircraft Rules ,and
weight of the aircraft at the time of take-off does not exceed
the RTOW. Additional information is provided in Loading &
Securing of I tems in OM Chapter 9.
Page 14-7
PART - A Chapter 14
AND BALANCE CONTROL
The specific gravity of the fuel and oil is provided by the Oil
Vendor prior to refueling. This specific gravity is used for
computing the weight of fuel and oil. The specific gravity is
indicated in the fuel uplift section of the tech log. The
commander will cross check that the weight of fuel indicated
in the cockpit gauges are in conformity with that indicated in
the tech log.
14.1.9.2 The form "Special Load – Notification to Captain”

(NOTOC) is to be used whenever it is necessary to inform the
Captain of the presence of specific nature load and its location
on board of the aircraft:
(a) dangerous goods,
(b) live animals,
(c) human remains,
(d) perishable cargo,
(e) valuable cargo, and other special load.
14.1.9.3 The load and trim sheet should normally contain the
following information:
(a) The aeroplane registration and type;
(b) the flight identification number and date;
(c) the identity of the pilot-in-command;
(d) the identity of the person who prepared the document;
(e) the dry operating mass and the corresponding CG of the
aeroplane;
(f) the mass of the fuel at take-off and the mass of trip fuel;
(g) the mass of consumables other than fuel; (not separately
shown as it is part of DOW in NB fleet.
(h) the components of the load including passengers,
baggage, freight and ballast;
(i) the take-off mass, landing mass and zero fuel mass;
(j) the load distribution;
(k) the applicable aeroplane CG positions; and
(l) the limiting mass and CG values.
14.1.9.4 The load/ trim sheet and passenger manifest must at least
contain the following information concerning the loading of
the aircraft at take-off time:
(a) The weight of the aircraft, fuel and oil, cargo and baggage,
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PART - A Chapter 14
AND BALANCE CONTROL
passengers and crew members.
(b) The maximum allowable weight for that flight that must
not exceed the least of the following weights:
(i) Maximum allowable take off weight for the runway
intended to be used (including corrections for altitude,
gradient, wind, and runway surface condition and temperature
conditions existing at the takeoff time.
(ii) Maximum take off weight considering anticipated fuel and

oil consumption that allows compliance with applicable en
route performance limitations.
(iii) Maximum take off weight considering anticipated fuel and
oil consumption that allows compliance with the maximum
authorized design landing weight limitations on arrival at
the destination airport.
(iv) Maximum take off weight considering anticipated fuel
and oil consumption that allows compliance with landing
distance limitation on arrival at the destination and alternate
airports.
(c) The total weight computed under approved procedures.
(d) Evidence that the aircraft is loaded according to an

approved schedule that ensures that the centre of gravity is
within approved limits, during the flight.
(e) Names of passenger including breakup of male, female,

child/ infant.
14.1.9.5 I f after Take-off, any discrepancy is observed in the load

calculation by the concerned personnel on the ground, the
same should be intimated to the Pilot-in-Command
immediately by suitable means (e.g. ACARS, if applicable).
14.1.9.6 LOAD & TRIM SHEET – MANUAL

I n case of any LMC for weight or fuel, the relevant correction
must be reflected in the appropriate boxes / columns of the
Load and Trim sheet as per the procedure in vogue. All
limitations with respect to Structural, Performance and CG
limits must be adhered to.
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AND BALANCE CONTROL
14.1.9.7 LOAD & TRIM SHEET – COMPUTERIZED
(AUTOMATED)
For any change in fuel figures a fresh trim sheet shall be
prepared. For Last Minute Changes (LMC) refer Para 14.7
The Commander shall confirm from Ground Handling that the
passengers on board tally with that reflected on the trim
sheet, I f there is any discrepancy, it has to be ascertained if
the missing passenger has any registered baggage. I f the
baggage can be id entified it should be ‘off loaded”. If not the
stipulated baggage identification drill shall be carried out. This
is a mandatory requirement. As per the existing security
instructions, it is mandatory that the registered baggage of all
passengers is identified before it is loaded on the aircraft. The
Ground Handling department shall provide a certificate to this
effect to the satisfaction of the Commander. The Commander
has the authority for identification of any baggage, if he has
reasons to believe that the security of the aircraft has been
compromised in this regard. Crew baggage should be
identified and loaded on board the aircraft.
For flights departing Jammu/ Srinagar/ Leh passengers are not

allowed to carry hand baggage.(Refer BCAS circular noCAS-
13(10)/ 2001-DI V-I I I B,Dt Nov 2001.
14.1.9.8 COMPUTERISIED LOAD AND TRIM SHEET FOR
AIRCRAFT INDUCTION/CONFIGURATION CHANGE
For any new induction / configuration change following steps
to be followed: -
i) As and when a new aircraft is inducted into the fleet or

configuration changes/ amendments are made in the existing
fleet, the Weight and Balance data is prepared as per the AHM
560 I ATA format and forwarded to Traffics Services Division
DCS (Departure Control Systems) Unit, for incorporation in the
computerized load & trim system.
ii) The DCS Unit prepares Test Load Sheets with various loads of
100% , 75% and 50% . These Load Sheets are cross-checked
with manual Load Sheets prepared with similar loads.
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PART - A Chapter 14
AND BALANCE CONTROL
iii) The Data print-outs and Test Load Sheets are thoroughly
checked by the DCS Unit and forwarded to Operations
Department for approval.
iv) The computerized load & trim sheets are cross checked with
the manual load sheets by Operations Department and
considered accepted only if the difference between the Center
of Gravity (CG) values for take-off & landing, computed by
both these methods, is within 1% CG MAC.
v) Based on the above, DGCA approval is sought for using
computerized load & trim sheets for the type of aircraft.
14.1.9.9 MASS AND BALANCE CALCULATIONS
The type specific FCOMs contain instructions and data for the
calculation of the mass and balance including:
i) Calculation system (e.g. I ndex system)

ii) I nformation and instructions for completion of mass and
balance documentation, including manual and computer
generated.
iii) Limiting masses and centre of gravity for the types
iv) Dry operating mass and corresponding centre of gravity or
index
For further information refer respective aircraft Weight and
Balance Manual.
14.1.9.10 VERIFICATION OF VARIOUS TYPES OF MASS AND
BALANCE DOCUMENTATION
The Commander shall recalculate the Load and Trim sheet
considering possible last minute changes in paying particular
attention to:
i) the flight number, destination, aircraft registration
ii) the date and time of the flight
iii) the correct DOW and index
iv) the number and the distribution of passengers
v) the cargo loading which should be in accordance with the cargo
manifest
vi) the fuel quantity and distribution.
The fuel index given by the Load and Trim sheet takes into
account the fuel specific gravity and assumes that the fuel is
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PART - A Chapter 14
AND BALANCE CONTROL
loaded normally (as mentioned in the AFM) and does not apply
in case of unusual loading.
For aircraft fitted with a trim tank, particular care should be
taken to the actual fuel quantity in the trim tank as any
deviation of fuel quantity in the trim tank has a tremendous
effect on the CG. Check fuel imbalance is within prescribed
limits.
Load and Trim staff get fuel figure in kg and not in litres.
With regards to standard/ sub-standard fuel loading, until,

otherwise specified, Ground Handling finalizes its load sheet
considering that fuel loading is standard.
The Commander shall sign the Load and Trim sheet after having
checked the MTOW, MZFW, associated CG and the expected
landing weight below MLW.
14.1.9.11 IN CASE OF DIVERSION

I n case of diversion or a non-scheduled landing at an airport
where Traffic staff are not available for preparation of trim
sheet, the flight crew themselves will prepare the load sheet
for the flight. One copy of the load sheet will be carried on
board by the First Officer, who will retain it along with his
flight log and another copy will be left behind with the ground
staff at the station of departure.
14.2 PAYLOAD
The amount of payload that can be carried in an aircraft is
dependent on many factors, such as:
a) Performance and operational limitations viz. runway length,
elevation of airport, temperature, winds, range, etc.;
b)Aircraft structural limitations;
c)Volumetric capacity available in cargo
holds/ containers/ pallets and number of seats available.
14.3 AIRCRAFT STRUCTURAL LIMITATIONS
Subject to (a) above, the maximum payload that can be

carried in an aircraft structurally is arrived at by subtracting
the Operating Weight Empty (OWE) i.e. aircraft prepared for
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PART - A Chapter 14
AND BALANCE CONTROL
service weight from the Maximum Zero Fuel Weight (MZFW)
i.e. MZFW-OWE = ZFW limited payload.
This ZFW limited payload is, however, to be checked against

maximum landing weight limited payload which is dependent
on reserve fuel carried for the flight. Where the reserve fuel is
more than the difference between the Maximum Landing
Weight (MLW) and MZFW, the ZFW limited payload will be
reduced by this amount of excess reserve fuel.
14.4 AFT LOADING OF AIRCRAFT
One of the measures adopted by airlines for fuel conservation

is to load aircraft so as to achieve AFT CG position. This
results in fuel savings due to reduction in trim drag.
(What is the fuel efficient CG point for wide body fleet. As far
as narrow body fleet of A320 family is concerned, it is 33%
MAC and for A330 it is 37% MAC.)
14.4.1 EXPLANATION
Longitudinal aircraft balance is maintained by means of the
aerodynamic forces generated by the horizontal stabilizer.
When the centre of gravity of the aircraft is located forward of
the centre of lift, the horizont al stabilizer must generate a
downward force to maintain the balance. This negative lift is
then counter-balanced by additional wing-generated lift which
is obtained by flying at higher angle of attack. The induced
drag associated with the additional lift results in increased fuel
consumption. Therefore by controlling the aircraft CG by
means of appropriate loading of passengers and cargo, trim
drag is reduced and fuel savings are obtained. Trim drag is
minimized when the aircraft’s CG coincides with the af t limit of
stability.
Page 14-13
PART - A Chapter 14
AND BALANCE CONTROL
Page 14-14
PART - A Chapter 15
COLD WEATHER I ssue 4 Rev 0 15 Oct 2014
OPERATIONS
15.0 INSTRUCTIONS FOR CONDUCT AND CONTROL OF
GROUND DEICING / ANTI-ICING OPERATIONS
Pilots are prohibited from initiating take off when snow, ice,
frost i.e contamination is adhering to critical surfaces of an
aeroplane. The PI C is final authority to order De-/ Anti-icing
whenever deemed necessary.
This is referred to as the CLEAN AI RCRAFT CONCEPT. The
pilot is responsible to ensure that the airplane meets the
clean aircraft concept.
Operations to and from a contaminated runway shall be a

per the limitations prescribed in respective aircraft specific
FCOM / POH.
Further it may be noted that operating an aircraft from any
airport with conditions conducive to ground aircraft icing is
prohibited unless the crew are trained, certified and the
aircraft is de-iced and or anti-iced before departure.
I t is company policy that a flight in known or expected
conditions shall not be commenced unless the aircraft is
certified or equipped to be operated in such conditions.
15.1 GROUND DE-ICING OF AIRCRAFT

Deposits of ice, snow or frost on the external surfaces of an
aircraft drastically affect the performance due to:
- Reduced aerodynamic lift and increased drag resulting
from the disturbed airflow.
- The weight of the deposit over the aircraft.
- Freezing of controls, wings, micro switches, pitots,
probes, etc.
- ingestion of ice into the engine.
Since the onboard de-icing systems are not effective on
ground, other means should be adopted on ground to
remove frozen deposits and anti-ice treatment given. Once
these deposits are removed, aircraft should not accumulate
these deposits during ground movements and during initial
stages of flight.
Anti-icing may be considered for the following: -
- upon receipt of frost, snow, freezing rain or freezing fog
warning from Meteorological Service.
- On short turnarounds, when snow or freezing rain is
falling.
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PART - A Chapter 15
OPERATIONS
whenever temperatures are below + 10 and visible moisture
in any form is present.
I n case of cold soaked airplanes, icing could occur at higher
temperatures.
Effective removal of such deposits could be achieved by

using de-icing fluids of correct strength.
The method adopted will depend on the depth and type of
snow i.e. wet and heavy, or dry and light.
The ability of the fluid to achieve the above objectives under
varying atmospheric conditions is dependent upon the
correct mixture strength and methods of application, both of
which should be strictly in accordance with recommended
procedures. For example, while fluid diluted with water may
effectively remove ice, its ability to prevent further formation
will be significantly reduced, and under certain conditions the
fact that the aircraft surfaces are wet, it may actually
enhance the accumulation of wet snow.
15.1.1 GUIDELINES TO HOLDOVER TIMES

Holdover Time Tables for the current season are available in
the Deicing Manual on board the airplane.
Type I ,Generic Type I I and Type I V tables are included in
the Manual.Holdover times given by suitable trained and
authorised personnel could also be used.
15.1.2 METHODS OF FROZEN DEPOSIT REMOVAL

A deposit of frost is best removed by the use of a frost
remover or, in severe conditions, an approved de-icing fluid.
These fluids normally contain glycol and are generally
applied by spraying from special trucks. The process is not
lengthy, as one application is usually sufficient. I t should be
carried out as near to departure time as possible. While hot
water spray is sometimes used, a suitable mixture of
approved heated Type I deicing fluid is usually used.
15.1.2.1 ICE AND SNOW

Probably the most difficult deposit to deal with is deep wet
snow when ambient temperatures are slightly above freezing
point. This deposit should be removed with a brush or
squeezer, care being taken not to damage aerials, vents,
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PART - A Chapter 15
OPERATIONS
stall warning vanes, pitot probes, vortex generators, etc.,
which may be concealed by the snow. Light dry snow in sub-
zero temperatures should be blown off whenever possible;
the use of hot air is not recommended, since this would melt
the snow, which would then freeze and require further
treatment. Moderate or heavy ice and residual snow deposits
should be removed with a de-icing fluid, which may be
successfully applied to any aircraft by spraying; in severe
conditions it may be necessary to spray a final application
immediately before flight. The aircraft nose and cockpit
canopy should normally be left dry to ensure that the
windscreen does not become contaminated with fluid which
could cause smearing and reduced vision. Windscreens
should be cleared by wiping with an alcohol-soaked cloth or
by use of the windscreen anti-icing system.
Notes :
1) No attempt should be made to remove ice deposits or
break an ice bond by force.
2) I t is essential that removal of deposits proceeds
symmetrically.
15.1.2.2 COLD FLUID SPRAY

A cold fluid spray is the simplest method of applying de-icing
fluid, but suffers from several disadvantages which must be
considered in relation to the particular circumstances.
I n very severe conditions one sprayed application of cold
fluid may not be sufficient to remove all the ice and snow;
brushing or rubbing thickly iced areas is usually necessary,
followed by a second or even third application of fluid. As the
ice and snow melts, the fluid is diluted, becomes less
effective and is prone to freezing again quite quickly. This
may have serious consequences if the diluted fluid is allowed
to run into the control surfaces and landing gear
mechanisms. Under these conditions the cold spray method
may be both prolonged and expensive.
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PART - A Chapter 15
OPERATIONS
15.1.2.3 HOT FLUID SPRAY
Many airline operators have dispensed with the use of cold
spraying techniques except at small airports and in an
emergency. They have adopted a hot fluid spraying system
which was developed specifically to
reduce turnaround times and to inhibit the bonding of ice
and snow to aircraft surfaces for a period of time. The
equipment used consists of a static unit, in which quantities
of both water and de-icing fluid are heated, and a mobile
unit which houses an insulated tank, a pump, an
hydraulically-operated boom-mounted platform and several
spray lances.
I n this system, hot fluid is pumped from the static unit to the
insulated tank on the mobile unit, the proportions of water
and de-icing fluid being adjusted to suit prevailing weather
conditions.
The mobile unit is then driven to the site of operations, the

optimum number and disposition of units being found by
experience on a particular aircraft type.
The fluid is normally sprayed at a temperature of 60°C and a

pressure of 700 Kn/ m² (100 lbf/ in² ), holding the nozzle close
to the aircraft skin to prevent heat losses. Heat is transferred
to the aircraft skin, thus breaking the ice bond, and large
areas of ice may be flushed away by turning the nozzle
sideways. I n this way, time is saved and the dilution of fluid
with ice and snow reduced to a minimum. The film of fluid
left on the aircraft skin, being only slightly further diluted, is
effective in preventing ice re-forming.
NOTE :- Overheating, in the de-icing rig, of most de-icing

fluids will result in a gelled formation being deposited on the
aircraft which will not shear off on take-off and may,
therefore, have an adverse aerodynamic effect.
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PART - A Chapter 15
OPERATIONS
15.1.2.4 HOT WATER DE-ICING
Hot water de-icing should not be carried out at temperatures
below -7°C, and the second step must be performed within
three minutes of the beginning of step 1, if necessary area
by area.
Step 1. Snow and ice is initially removed with a jet of hot

water at a maximum temperature of 95°C.
Step 2. A light coating of de-icing fluid is then immediately

applied to the aircraft to prevent re-freezing.
15.1.2.5 HIGH PRESSURE SPRAYS

High pressure sprays used for de-icing are capable of
causing damage to pitot static probes and other sensing
devices. A carelessly directed spray could also result in the
ingress of a considerable quantity of fluid into engine
intakes, drains or vents, possibly resulting in cabin smoke or
malfunction of an associated aircraft system. Where covers
or bungs are provided they should be fitted during de-icing
operations. Where this is not possible care must be taken to
prevent direct impingement of the spray on any vents or
probes.
High pressure sprays can also cause erosion of the aircraft

skin and some aircraft manufacturers recommend a
maximum impingement pressure which is quoted in the
appropriate Maintenance Manual and should not be
exceeded.
15.1.3 CRITICAL AIRCRAFT SURFACES

Following are included but not limited to as critical aircraft
surfaces:
 Wings, slats, flaps, ailerons spoilers;
 Horizontal stabilizer and elevator;
 Vertical stabilizer and rudder;
 Pitot and temperature probes, angle of attack sensors,
static ports, general intakes and outlets, engine and
flight instrument probes, fuel vents;
 Engine & APU inlets and exhausts;
Page 15 -5
PART - A Chapter 15
OPERATIONS
 Landing gear & landing gear doors; control surface
cavities,
A flight crew member or qualified ground personnel must

perform a visual check of the wings before take-off, if
contamination is suspected.
A take-off shall not be commenced unless the critical

surfaces are clear of any deposits that might affect the
performance and / or controllability of the aircraft.
15.1.4 REPRESENTATIVE AIRCRAFT SURFACES

Representative aircraft surfaces are those which when
observed can indicate whether or not frost, ice or snow is
adhering to other aircraft surfaces. The representative
aircraft surface is the inboard section of either the port or
starboard wing, between the inboard engine pylon and the
evacuation walkway. The entire surface must be carefully
observed and cover the
- Wing upper surfaces

- Wing leading edges
- Wing trailing edge
A clean glossy appearance indicates an acceptable surface,

any loss of gloss, dull look, accumulation of surface freezing
would indicate unacceptable contamination on critical
surfaces.
15.1.5 DE-ICING/ANTI ICING OF AIRCRAFT WITH ENGINES

OPERATING
Aircraft ‘taxi- through’ de-icing facilities are presently being
used which de-ice the aircraft with the engines operating.
Environmental conditions and the manner of application
create potentially unsafe conditions. Company and particular
airport laid down procedures must be strictly adhered to.
No spray areas should not be sprayed these include but are

not limited to cockpit windows, pitot, temperature probes,
engines and APU, Flight sensors, hot carbon brakes, general
intakes and outlets, flap tracks etc.
Page 15 -6
PART - A Chapter 15
OPERATIONS
The airplane must be configured for engines on deicing/ anti-
icing as given in the FCOM. This includes switchingoff Packs
and Bleeds which are restored one minute after completion
of deicing/ anti icing.
De-icing fluids have a flashpoint of 139°C to 156°C in their

undiluted state which is within the engine/ APU operating
range. The numerous de-icing fluids available also include
some which have toxic characteristics that could affect
personnel or passengers if ingested by the air-conditioning
system.
All safety instructions of manufacturers of the fluid should be
followed.
15.1.6 ANTI-ICING MEASURES

Approved anti icing Type I I ,I V fluids should be sprayed onto
the aircraft cold and undiluted, either before the onset of
icing conditions or after hot de-icing has been carried out.
This will leave a film of fluid between 1 to 3 mm thick on the

surfaces sprayed and give protection for a time that would
depend primarily on the type of fluid used, the mixture ratio,
the weather condition. The times could be obtained from the
appropriate HOT Tables. The fluid prevents ice and snow
from sticking to the aircraft skin and given time will melt any
fresh precipitation. Newly fallen snow may be quickly
removed by blowing, and heavy ice deposits, such as those
produced by freezing rain, may be removed by a light and
economical spray of hot fluid. Excess fluid will shear off
during the take-off run.
15.1.6.1 INFORMATION TO BE PROVIDED TO FLIGHT CREW

AFTER ANTI-ICING
Following ground de-icing, anti-icing, and inspection by
qualified personnel, information supplied to the flight crew
should include the type of final fluid coating applied, the
mixture of fluid (percentage by volume), and time of
application. This may be transmitted to the Pilot by a four
element code, or given to him as a document and must
include the following.
ELEMENT A – specifies Type I , Type I I , Type I V fluid;
Page 15 -7
PART - A Chapter 15
OPERATIONS
ELEMENT B – specifies the percentage of fluid within the
fluid/ water mixture
ELEMENT C – specifies the local time of the beginning of
the final de-icing/ anti-icing step
ELEMENT D – specifies date (day, month, year)
15.1.7 INSPECTION AFTER DE-ICING OPERATIONS

15.1.7.1 All external surfaces should be examined for signs of
residual snow or ice, particularly in the vicinity of control
surface gaps and hinges. Drainage or pressure sensing
holes and radiator honeycombs should be checked to ensure
that they are not blocked. Where it has been necessary to
physically remove a layer of snow, all protrusions and vents
should be examined for signs of damage. Where possible,
control surfaces should be moved by hand to ascertain that
they have full and free movement. Where this is not
possible, the controls should be gently operated, bearing in
mind that power operated controls exert considerable force
on the control surface and could cause damage if any part of
the circuit is frozen. The landing gear mechanism, doors,
bays and wheel brakes should be inspected for snow or ice
deposits, and the operation of uplocks and microswitches
checked.
I n very severe conditions it is possible for the tyres to

become frozen to the ground; they may be freed by the
application of warm air to the ice (not the tyre) and the
aircraft should then be moved to a dry area.
Snow or rain can enter jet engine intakes after flight and
freeze in the compressor when the engine has cooled. I f
compressors cannot be turned by hand for this reason, the
engine should be blown through with hot air immediately
before starting, until the rotating parts are free.
The low temperatures associated with icing conditions may
also introduce problems apart from those associated with the
clearance of precipitation. Contraction of metal parts and
seals can lead to fluid
leakage and particular attention should be given to landing
gear shock absorber struts and hydraulic jacks.
Page 15 -8
PART - A Chapter 15
OPERATIONS
Tyre and shock absorber strut pressures reduce with
temperature and may require adjustment in accordance with
the loading requirements.
15.1.7.2 CREW ACTIONS FOR ENGINE ON DEICING/REMOTE

BAY DEICING/ANTIICING
I t is important to carry out an inspection of an aircraft after
completion of de-icing operations.
The report to the crew must confirm the airplane is clean,

safe of equipment and include the necessary code.
Thereafter the aircraft condition should also be continuously
monitored by the crew, between completion of treatment
and departure time to ensure it meets the clean aircraft
concept.
NOTE :- The effective duration of anti-icing fluids depends

on concentration/ temperature of application, volume of
snow and ice, etc., subsequent ambient temperature and
time. The HOT Tables are only a guideline and should not be
used to make the final decision for take off if the weather
conditions changed. I n case of any doubt regarding the
airplane being clean it is recommended to carry out a check
of the representative surfaces, or return for a repeat
treatment.
15.1.8 SUGGESTED PRACTICES FOR SAFE COLD WEATHER

OPERATION
15.1.8.1 QUALITY ASSURANCE PROCEDURES
a) Storage limitations are being observed,
b) proper ground de-icing and anti-icing procedures are
utilised.
c) all critical areas are inspected,
d) airplane meets the clean aircraft concept before
departure.
Monitor weather conditions very closely to ensure that

planning information remains valid during the ground de-
icing or anti-icing processes and subsequent aircraft
operations. Deicing/ anti icing fluids, procedures and
departure plans should be altered accordingly. Use fluid
Page 15 -9
PART - A Chapter 15
OPERATIONS
concentrations which will provide adequate holdover times
under the prevailing conditions. Where feasible, use the two-
stage de-icing process where ice deposits are first removed,
and then coat all critical components of the aircraft with an
appropriate mixture of anti icing fluid to prolong
effectiveness. Ensure thorough co-ordination with
maintenance personnel, service provider and ATC,of the
ground de-icing and anti-icing processes so that final
treatments are provided just prior to take-off and adequate
protection times are achieved.
15.1.9 SUGGESTED PRACTICES TO ENSURE THE CLEAN

AIRCRAFT CONCEPT
Be knowledgeable of the adverse effects of frozen
contamination on aircraft performance and flight
characteristics.
Wings, control surfaces, engine inlets and other critical

surfaces of the aircraft must be free of frost, ice and snow
before the beginning of take-off roll.
Be knowledgeable of ground de-icing and anti-icing practices

and procedures being used on your aircraft whether this
service is being performed by your own company, a service
organisation, or operator.
Be knowledgeable of aircraft ice protection system function,

capabilities, limitations, and operation.
Perform additional pre-flight inspections related to de-icing

or anti-icing as may be required.
Be aware that no one can accurately determine the time of

effectiveness of a de-icing or anti-icing treatment because of
the many variables that can influence this time. Be
knowledgeable of the variables that can reduce time of
effectiveness and their general effects.
Ensure that de-icing or the anti-icing treatment is performed

at the latest possible time prior to taxi to the take-off
position.
Page 15 -10
PART - A Chapter 15
OPERATIONS
Be aware that operations in close proximity to other aircraft
can induce snow, other ice particles, or moisture to be blown
onto critical aircraft components, or allow dry snow to melt
and re-freeze.
Do not take-off if positive evidence of a clean aircraft cannot

be ascertained.
Carry out stipulated actions in ground icing conditions which

include but are not limited to
i) Checking full and free movement of control surfaces

ii) Moving the nose wheel steering – to make hot hydraulic fluid
to flow through steering jacks.
iii) Periodic engine run-up during taxi and just before take-off.
Delaying flap deployment until just prior to take off and

completing the Before Take Off check list.
15.1.10 PROPRIETARY OR COMMERCIAL NAMES DE-

ICING/ANTI-ICING OF AND THEIR CHARACTERISTICS
Following De-icing/ anti-icing fluids are commercially available
i) Type I fluid refers to I SO type I per I SO 11075 as well as
SAE type I per AMS 1424.
ii) Type I I fluid refers to I SO type I I per I SO 11078 as well as
SAE type I I per AMS 1428.
iii) Type I I I and type I V fluid only refers to SAE type I I I and
type I V respectively per AMS 1428.
The Characteristics of De-icing/ anti-icing fluids are as follows :
a) Type I fluids have a low viscosity, and are considered
"unthickened". They provide only short term protection
because they quickly flow off surfaces after use. They are
typically sprayed on hot (130–180°F, 55-80°C) at high
pressure to remove snow, ice, and frost. Usually they are
dyed orange to aid in identification and application.
b) Type I I fluids are pseudo plastic, which means they contain
a polymeric thickening agent to prevent their immediate
flow off aircraft surfaces. Typically the fluid film will remain
in place until the aircraft attains 100 knots or so (almost
200 km/ h), at which point the viscosity breaks down due
Page 15 -11
PART - A Chapter 15
OPERATIONS
to shear stress. The high speeds required for viscosity
breakdown means that this type of fluid is useful only for
larger aircraft. The use of type I I fluids is diminishing in
favour of type I V. Type I I fluids are generally light yellow in
color.
c) Type I I I fluids can be thought of as a compromise between
type I and type I I fluids. They are intended for use on
slower aircraft, with a rotation speed of less than 100 knots.
Type I I I fluids are generally light yellow in color.
d) Type I V fluids meet the same AMS standards as type I I
fluids, but they provide a longer holdover time. They are
typically dyed green to aid in the application of a consistent
layer of fluid.
15.1.11 EFFECT OF FLUIDS ON AEROPLANE

PERFORMANCE
i) Residual fluids causes a temporary decrease in lift and
increase in drag during take-off rotation and initial climb out.
ii) Take-off operations with reduced thrust based on the
assumed temperature method are permitted.
For further procedure refer Respective Aircraft FCOM.
15.1.12 PRECAUTIONS DURING USE OF DE-ICING/

ANTI-ICING FLUIDS ON AEROPLANE
i) De-icing treatments shall be symmetrical, that is, left -hand
and right-hand side of the aircraft shall receive the same
treatment, even when only one side of the aircraft is
contaminated. Anti-icing treatments shall always cover the
entire wing and the entire horizontal stabiliser/ elevator on
both sides of the aircraft.
ii) De-icing/ anti-icing fluids shall not be sprayed directly on
wiring harnesses and electrical components (receptacles,
junction boxes, etc.), onto brakes, wheels, exhausts, or
thrust reversers.
iii) De-icing/ anti-icing fluid shall not be directed into the
orifices of pitot heads, static ports or directly onto
airstream direction detectors probes/ angle of attack airflow
sensors.
Page 15 -12
PART - A Chapter 15
OPERATIONS
vi) All reasonable precautions shall be taken to minimise fluid
entry into engines, APU, other intakes/ outlets and control
surface cavities.
vi) Fluids shall not be directed onto flight deck or cabin
windows as this can cause crazing of acrylicsor penetration
of the window seals.
15.1.13 HOLD OVER TABLES
NOTES :
1 No holdover time guidelines exist for this condition for 0 0 C (320
F) and below.
2 Heavy snow, snow pellets, ice pellets, moderate and heavy
freezing rain, and hail.
3 Type I Fluid / Water Mixture is selected so that the freezing point
of the mixt ure is at least 10˚C (18˚F) below outside air
temperature.
4 Use light freezing rain holdover times if positive identification of
freezing drizzle is not possible.
5 Ensure that the lowest operational use temperature (LOUT) is
respected.
Page 15 -13
PART - A Chapter 15
OPERATIONS
6 Use light freezing rain holdover times in conditions of light snow
mixed with light rain.
CAUTI ONS
 The only acceptable decision criterion, for takeoff without a pre-
takeoff contamination inspection, is the shorter time within the
applicable holdover time table cell.
 The time of protection will be shortened in heavy weather
conditions, heavy precipitation rates, or high moisture content.
 High wind velocity or jet blast may reduce holdover time.
 Holdover time may be reduced when aircraft skin temperature is
lower than outside air temperature.
 Fluids used during ground deicing/ anti-icing do not provide in-
flight icing protection.
NOTES :
Page 15 -14
PART - A Chapter 15
OPERATIONS
1. No holdover time guidelines exist for this condition for 00 C
(320 F) and below.
2. Heavy snow, snow pellets, ice pellets, moderate and heavy
3. Type I Fluid / Water Mixture is selected so that the freezing
point of the mixture is at least 10˚C (18˚F) below outside air
temperature.
4. Use light freezing rain holdover times if positive identification
of freezing drizzle is not possible.
5. Ensure that the lowest operational use temperature
(LOUT) is respected.
6. Use light freezing rain holdover times in conditions of light
snow mixed with light rain.
CAUTI ONS
 Fluids used during ground deicing/ anti-icing do not provide in-
flight icing protection.
Page 15 -15
PART - A Chapter 15
OPERATIONS
NOTES :Based on the lowest holdover times of the fluids listed in

Table 5-2 and Table 5-4.
1 Heavy snow, snow pellets, ice pellets, moderate and heavy
2 These holdover times only apply to outside air
temperatures to -10˚C (14˚F) under freezing drizzle and
light freezing rain.
3 Use light freezing rain holdover times if positive
identification of freezing drizzle is not possible.
4 Ensure that the lowest operational use temperature
(LOUT) is respected. Consider use of Type I when Type I I
fluid cannot be used.
5 Use light freezing rain holdover times in conditions of light
6 No holdover time guidelines exist for this condition for 0 0 C
(320 F) and below.
CAUTI ONS:
Page 15 -16
PART - A Chapter 15
OPERATIONS
Fluids used during ground deicing/ anti-icing do not provide in-
flight icing protect.
NOTES :
1 Based on the lowest holdover times of the fluids listed in
Table 5-4.
2 Ensure that the lowest operational use temperature (LOUT)
is respected. Consider use of Type I when Type I V fluid
cannot be used.
3 Use light freezing rain holdover times in conditions of light
4 Use light freezing rain holdover times if positive
identification of freezing drizzle is not possible.
5 No holdover guidelines exist for this condition for 0 0 C (320 F)
and below.
Page 15 -17
PART - A Chapter 15
OPERATIONS
6 Heavy snow, ice pellets, moderate and heavy freezing rain,
and hail.
7 These holdover times only apply to outside air temperatures
to -100 C(140 F) under freezing drizzle and light freezing rain.
Note :
1 Type I Fluid / Water Mixture is selected so that the freezing point
of the mixture is at least 10* C(18* F) below outside air
temperature.
2 May be used below -25* C(-13* F) provided the lowest
operational use temperature (LOUT) of the fluid is respected.
3 These fluids may not be used below -25* C(-13* F) in active frost
conditions.
4 Value in parentheses are for composite surfaces ie B787.
5 Ensure that the lowest operational use temperature (LOUT) is
respected.
CAUTIONS:
Fluids used during ground de/ anti-icing do not provide in flight icing
protection.
For further information, refer to FCOM / FCTM and Cold
Weather Operations Manual (De-icing Manual and Anti icing
Manual).
Page 15 -18
PART - A Chapter 16
OPERATIONAL FLIGHT PLAN I ssue 4 Rev 0 01O ct 2014
16.0 OPERATIONAL FLIGHT PLAN
16.0.1 POLICY OF OPERATIONAL FLIGHT PLAN
Flight Planning is the art of optimizing aircraft performance
and economics. Flights should be planned to operate at the
optimum altitudes. Routes are selected keeping in mind
distances, availability of enroute navigation aids, suitable and
adequate alternate airports etc.
Air I ndia has two computerized flight planning systems,
Sabre Flight Manager and the EDS. The two system
continue to exist in parallel due to transition from older
system of EDS to the Sabre Flight Plan Manager. Seasonal
flight plans are used as back up for emergency situations
where the computerized flight planning systems are not
available. (The Sabre Flight Plan Manager was earlier
referred to as F:WZ).
16.0.2 FAILURE OF COMPUTERIZED FLIGHT PLANNING

SYSTEMS
I n case of system failure, whereby it is not possible to
generate a CFPLN, it is in order to use seasonal / historic
flight plans, while ensuring that,
1) Seasonal flight plan is for the same variant of
aircraft & engine.
2) Performance adjustment if different is accounted
for Additional fuel is catered for on the basis of
estimated wind component, when it is higher than
in the flight plan.
3) Delta correction is applied for difference in ATOW.
16.0.3 FLIGHT PLAN UNDER MEL/CDL

Whenever a flight is dispatched under MEL/ CDL involving
speed/ flight level restrictions, a fresh flight plan is to be
prepared. When an MEL/ CDL dispatch results in only
additional fuel consumption, minimum fuel required
calculation should cater for this additional fuel consumption.
16.0.4 FLIGHT PLAN ALTERNATE

Refer Chapter 7 for destination alternate planning minima.
16.0.5 CHANGE OF AIRCRAFT

I f there is a change of equipment, aircraft and engine type
remaining the same, no fresh flight plan is required to be
Page 16 -1
PART - A Chapter 16
made. Performance adjustment factor, if different, would be
adjusted manually.
16.0.6 ZERO FUEL WEIGHT CHANGES

a) B744
- flight time upto 4 hrs : 8000 kgs or more
- flight time exceeding 4 hrs : 5000 kgs or more
b) B777
- flight time uto 4 hrs : 6000 kgs or more
c) A330
-flight time exceeding 4 hrs : 3000 kgs or more
d) B787
e) A320 family
Note: Flight plans may not be generated when actual zero fuel
wt/ take-off wt is less than the planned zero fuel/ take-off
weights.
16.0.7 SIDs & STARs:

The SI D and STAR included in the flight plan is stored in the
flight planning system data and is used for the purposes of
fuel and time calculations. It should not be construed as
the cleared routing. ATC clearance must be obtained for
the actual routing.
16.0.8 OPERATIONAL FLIGHT PLAN FORMS

All the operational flight plan & ATC forms will be available
at each Dispatch Centre. I f Nil Wind Flight Plans are used it
will be the responsibility of the Dispatch Officer to see that
the Flight Plans are current and updated all the time.
16.1 OPERATIONAL FLIGHT PLAN (FUEL FLIGHT PLAN)

PREPARATION AND RESPONSIBILITY.
An operational flight plan shall be prepared for each
flight. I t is the responsibility of the Flight Operations
officer/ Flight Despatcher to prepare the flight plan.
Copy of the flight plan shall be handed over to PI C
Page 16 -2
PART - A Chapter 16
either by the flight dispatcher or by qualified
handling agent after completion of the flight plan
preparation. The flight plans shall be approved and
signed by the Pilot-in-Command and Flight
Operations officer / Flight Despatcher. This copy is
available with the crew for reference throughout the
flight. Where a Flight Despatcher or qualified
handling agent for preparing Air I ndia flight plan is
not available, remote despatch procedures are
followed. I n case of remote despatch the flight plan
shall have the name of the flight dispatcher and
same to be signed by the PI C.
As per Air I ndia Policy the Operation Flight Plan is to

be accepted after verification and signed by the PI C
and Flight Operations officer / Flight Dispatcher
during the fight preparation process and a copy is
retained for a period of six months at all Stations on
the network from where the flight is dispatched.
Separate copies of OFP must be provided for PF,
PM/ PNF and Supernumerary / Observation Crew.
Flight Dispatch shall ensure that all flight plans shall have
information regarding:
i) take-off alternate.
ii) enroute alternates.
iii) a minimum of one destination alternate.
iv) ETOPS alternate ( as applicable)
I t is ensured in the OFP, by ETP calculations, that if the most

critical engine on an aircraft with two engines become
inoperative at any stage along the planned route of flight,
the aircraft can continue to an airport and land safely without
flying below the minimum flying altitude at any point along
the route.
A sample flight plan based on I CAO format along with the
details of the abbreviations used in the flight plan is given in
this chapter.
Page 16 -3
PART - A Chapter 16
16.1.1 SABRE FLIGHT PLAN MANAGER
16.1.1.1 FRONT/RELEASE PAGE
Page 16 -4
PART - A Chapter 16
16.1.1.2 PAGE OVERVIEW

This page and the first page of OFP are printed in duplicate.
The purpose of this page is to act as a cover sheet and also
provide a “sign off” document which both receiving crew and
dispatcher will sign to validate crew acceptance of the OFP
and Briefing Pack. Once signed, this page along with Page 2
(duplicate of page 2 of the OFP) would be removed and
retained at home base. This page also contains certain crew
entries required after the completion of flight.
16.1.1.3 PAGE HEADER
This header will be generated at the top of every page. I t contains:

OFP ENTRY EXPLANATION
OPERATI ONAL Static text
FLI GHT PLAN
NON-ETOPS This entry will be dependent on the ETOPS
coverage of the flight:
 I f flight is ETOPS at any point, i.e., routing
goes beyond THT (Threshold Time) coverage
then the word ETOPS will be generated
followed by the MDT (Maximum Diversion
Time) value, e.g., ETOPS 180.
 I f the flight does not go ETOPS (remains
within THT coverage) then the entry NON-
ETOPS will be displayed here.
PLAN 02 Plan identification number. This is the unique plan
identifier number used to confirm that the crew has
the valid flight plan when more than one plan has
been transmitted. I t essentially indicates the
number of calculations.
PRT 0452Z Printed time. Updated whenever OFP was last
printed or added to the briefing package.
PG 1/ 2 Page number and total number of pages
16.1.1.4 MESSAGE BODY

Most of the data on this page is static. Data which is system
generated is detailed below.
Page 16 -5
PART - A Chapter 16

DI SPATCH Heading of the document
RELEASE/ FLI GHT
RELEASE
DI SPATCH COPY I ndicates that this sheet will be retained at the
Dispatch (the copy carried on board the flight
will have “FLIGHT COPY” printed here)
AI 131/ 20SEP10 Flight number and date of flight:
 Scheduled block date of departure (UTC) and
commercial call sign is given on top in
heading (between decorative lines in bold
font.
 Estimated block date of departure (UTC) and
ATC call sign is given on the first line of text.
VTALS Aircraft registration.
BOM/ LHR City pair (I ATA airports I Ds)
BOM/ VABB/ MUMB Departure airport I ATA, I CAO I Ds followed by
AI CHHATRAPATI city and airport name
SHI VAJI I NTL
LHR/ EGLL/ LONDO Destination airport I ATA, I CAO I Ds followed by
N HEATHROW city and airport name
VABB Departure airport I CAO I D – Scheduled
2050Z/ 2050L – Departure Time in UTC/ LT – Destination
EGLL airport I CAO I D – Scheduled Arrival Time in
0630Z/ 0730L UTC/ LT (Presently the I ST time is being
printed wrongly - the problem is under
rectification)
DESTI NATI ON Destination alternate (airport used for
ALTERNATE calculation of ALTN fuel, where two alternates
CDG/ LFPG/ PARI S/ have been allocated) I ATA, I CAO I Ds followed
CH. DE GAULLE by city and airport name
Page 16 -6
PART - A Chapter 16
16.1.1.5 DISPATCHER CONTACT DETAILS

….. CONTACT The Tel number / SI TA address / ACARS
DI SPATCH AT / / Code associated with the dispatcher
workstation from where the current OFP
was calculated, will be mentioned here
16.1.1.6 CREW ENTRIES AT THE END OF THE FLIGHT
Space has been provided for the crew to make relevant entries after
the completion of flight.
16.1.1.7 OFP PAGE 2
16.1.1.8 PAGE OVERVIEW

As stated earlier, this page is also printed in duplicate and is
the first OFP page. One copy is retained on the ground with
the Front/ release page.
Page 16 -7
PART - A Chapter 16
This is the first effective page of the OFP and contains a

combination of static data, system generated values and
spaces for crew entry. This page is of a fixed length.
Each page will be bordered and will contain the following

header row at the top
Page 16 -8
PART - A Chapter 16

AI C131 / 20SEP10 Flight number (ATC call sign) and date
of flight:
Date – Estimated blocks date of
departure (UTC)
VTALS / B77W / Aircraft Registration / I CAO ATC Aircraft
GE90-115 subtype ident / Engine type
16.1.1.9 FLIGHT SCHEDULE AND RECORDS SECTION
Page 16 -9
PART - A Chapter 16
Most of this section is for crew entry. However, some values are
calculated and displayed by the system:

Departure airport I CAO and I ATA I Ds.
STD (Scheduled Time of Departure) in
UTC and LOCAL time. (Presently the
I ST time is being printed wrongly –
the problem is under rectification)
Destination airport I CAO and I ATA
I Ds.
STA (Scheduled Time of Arrival) in
UTC and LOCAL time
For crew entries
Estimated Off Block Time (UTC) and

space for crew entry for SLOT Time
Scheduled Block time – difference
between STD and STA.
Calculated flight time
For crew entries
For crew entries
IN Actual Chocks On Time

OUT Actual Chock Off Time
ACT BLOCK Actual Block Time
ON Actual Touch Down Time
OFF Actual Airborne Time
ACT FLT Actual Flight Time
For crew entry
For crew entry
Page 16 -10
PART - A Chapter 16
16.1.1.10 FLIGHT PLAN STATISTICS, PAYLOAD AND

WEIGHTS SECTION

PERF P0.0 Fuel Bias, fuel burn performance factor specific
to the tail no. (Units = % )
CI Cost I ndex.
DI ST 4033NM Total route distance in NM and KM
DI ST 7469KM
GCI 103PCT Great Circle I ndex (Units = % ):
Total Route DI ST / Great Circle DI ST * 100
AV. W/ C M23 Average wind component (Units = kts)
AV. TT 319 Average True Track
ESAD Estimated Still Air Distance (Units = NM)
4238NM
GCD Great Circle distance (Units = NM)
3898NM
ZFW (MAX) Maximum Zero Fuel Weight (from A/ C subtype
record or as amended by dispatcher / MEL)
ZFW (PLAN) Actual Zero Fuel Weight used in OFP
calculation
TOW (MAX) Maximum Take Off Weight (from A/ C subtype
record or as amended by Dispatcher / MEL)
TOW (PLAN) Actual/ estimated Take Off Weight from flight
plan calculation
LDW (MAX) Maximum Landing Weight (from A/ C subtype
record or Flight Page, if amended by
dispatcher/ MEL)
LDW (PLAN) Estimated Landing Weight from flight plan
calculation. This should be equal to the TOW
minus Burn off
PL Payload
DOW Dry operating weight. Sum of Basic Weight
Plus Pantry weight Plus Crew weight.
UNI T = Kg (always)
DOWI Dry Operating Weight I ndex
Page 16 -11
PART - A Chapter 16
FECO Fuel Economy. Used for the purpose of fuel
tankering. Shows approximate saving (+ ) or
cost (-) in USD for carrying one tonne of extra
fuel to the next destination.
16.1.1.11 ROUTING AND FL PROFILE SECTION

RT: Q2 Dispatch Route reference.
VI A: ‘Routing via text’ – a system generated text or
entered by the dispatcher for records purpose.
Shows the route optimization process used.
MAX MSA: 14386 Maximum MSA/ SHT value experienced during
AT GEROR routing between departure and destination
airport with waypoint I D. (UNI TS = Feet AMSL)
VABBR09.APANO2 Routing string. First waypoint is departure
C.SASRO.N895.PA airport I CAO I D with Runway identifier
RTY. …….. immediately afterwards (R27). Then routing is
LOGAN.LAM1Z.EG presented with SI D (if applicable), waypoints,
LLR27R AWY (or ‘..’ for a direct), waypoint etc. Routing
terminates at Destination airport I CAO I D via
STAR (if applicable) followed immediately by
runway identifier (EGLL27R)
F320 SERKA/ F310 Flight altitude profile, including metric levels (if
CHARN/F320 …… applicable).
BUMAR/ F315(096 Climbs/ descents initiated at pseudo-waypoints
0M) …… will be presented as e.g.,
NALAD/ F360 RI KAD/ 00.15/ F380
Waypoint I D, time after waypoint HH.MM, flight
level to be climbed / descended to.
Page 16 -12
PART - A Chapter 16
16.1.1.12 CREW BRIEFING SECTION
This section is entirely static and is used for crew entry of
various flight briefing data
16.1.1.13 FUEL BLOCK, ALTERNATIVE CRUISE SCENARIOS

AND ALTERNATES
This section summarizes the various components of fuel that make
up the final block fuel. I t also displays alternate cruise scenario
information, Captain’s Extra Fuel info and an ALTN summary.

STANDARD This title above the fuel block describes the
contingency fuel policy applied:
 STANDARD – No Special Planning applied.
Contingency fuel is a percentage of trip fuel but not
above or below pre-defined upper and lower limits.
 ERA PLAN XXXX – when EU-OPS FEA special
planning is applied. XXXX = I CAO I D of FEA airport
 RCF VI A DP XXXXX – when RCF / Re-dispatch
planning is applied. XXXXX is waypoint I D of
Decision Point/ POR.
 I SOLATED – when I solated destination planning
has been applied
 NO DEST ALTN – when flight has been planned
without destination ALTN
Page 16 -13
PART - A Chapter 16
FUEL BLOCK – ALL FUEL BLOCK AND THE FOD FUEL VALUES ARE
DI SPLAYED ACCORDI NG TO THE SETTI NGS DEFI NED I N THE A/ C
SUBTYPE RECORDS
TI ME I N HH:MM FORMAT
APU, 120, 00:30 APU fuel. Fuel value and Time will be fixed
values stored in the subtype record.
Not included in Min Fuel but included in Total
Fuel calculations (Note that APU fuel is boxed in
a bold border to signify this fact)
TAXI , 825, TAXI Fuel; Statistical Taxi-out Time for the flight.
00:25 Taxi fuel = fuel flow * Taxi time.
-EGLL, 72036, -I CAO airport I D of destination airport, TRI P fuel,
08:55 trip time. TRI P fuel includes fuel for approach
and missed approach.
CONT, 3602, Contingency fuel, time shown will be the time
00:27 which the CONT fuel would provide for at the
Average trip fuel consumption
-LFPG, 5514, -I CAO airport I D of destination alternate (it will
00:45 always be the alternate used for calculating the
uplifted ALTN fuel when more than one alternate
is selected), ALTN fuel and time from DEST to
ALTN.
HOLD, 3126, Fuel over ALTN airport (Final Reserve fuel).
00:30 Based upon XX minutes hold overhead ALTN
airport at 1500’ AGL in ISA conditions at the
planned landing weight at alternate or at
destination airport if no alternate is used.
Time value will show holding time used in
calculation
Page 16 -14
PART - A Chapter 16
ADD, 0, 00:00 Additional fuel, time shown will be the time
which the ADD fuel would correspond to at the
Average trip fuel consumption.
Where no ADD fuel is required this just shows
ADD. Where ADD fuel is required then a suffix
will be appended to ADD to show for what
reason the ADD fuel is required. These suffixes
are:
 ADD.E – ADD fuel has been added to satisfy a
critical fuel scenario between ETOPS (EA)
airports or from an ETOPS Entry/ Exit point in
the event of unbalanced ETOPS.
 ADD.I – ADD fuel has been added to satisfy a
critical fuel scenario between I ntermediate
(60 minute) airports
 ADD.L – ADD fuel has been added to satisfy
subtype minimum fleet landing fuel
 ADD.T – ADD fuel has been added to satisfy
subtype minimum fleet take off fuel
 ADD.N – ADD fuel has been added to top up
fuel to satisfy fuel policy when no destination
alternate has been planned
 ADD.S – ADD fuel has been added to top up
fuel to satisfy fuel policy when I SOLATED
Destination policy has been applied
 ADD.M – ADD fuel has been added to satisfy
an MEL
 requirement for increased fuel
 uplift (specified value).
 ADD.U – Unusable fuel, if any. This fuel shall
not be considered usable in critical fuel
scenario planning and is effectively “ballast”
fuel.
Note: I f more than one additional fuel category
is considered in fuel planning, only the label
corresponding to the highest value is printed,
with an asterisk ‘*’ appended next to it. The
explanation will be entered in remarks on next
page of the OFP.
Page 16 -15
PART - A Chapter 16
MIN, 80931 This is the minimum Block fuel required to
legally operate the flight. I t is the sum of all of
the preceding fuel values TAXI , TRI P, CONT,
ALTN, HOLD and ADD (does not include APU
fuel).
No time value is created here.
ARRDL, 0, Arrival delay fuel (either automatically populated
00:00 by system based upon arrival time or manually
updated by dispatcher)
Time is holding time which the ARRDL fuel would
provide for holding above destination airport at
expected landing weight at 1500’ AGL in actual
conditions.
TANKF, 0, EXTRA fuel in case of Automatic fuel Tankering
00:00 or manually commanded by the dispatcher (e.g.,
company advisory, fuel contamination or
shortage at destination etc) shall be shown here.
Time shall show holding time which the TANKF

fuel would provide for holding overhead
destination airport at expected landing weight at
1500’ AGL in actual conditions.
EXTRA, 0, EXTRA fuel, other than fuel uplifted for
00:00 tankering. An explanatory note will appear in
remarks on next page. In case of ‘crew extra’,
the fuel quantity and reason would appear in
opposite column (see explanation later in this
section)
Time shall show holding time which the EXTRA

fuel would provide for if holding above
destination airport at expected landing weight at
1500’ AGL in actual conditions.
TOTAL, 85223, Total block fuel. Sum of MIN fuel plus APU
10:37 fuel, ARRDL, TANKF and EXTRA fuel.
Time value here is actually the “endurance”

which crew will report to ATC. This time value
shall be the sum of the time values shown
against: TRIP, CONT, ALTN, HOLD, ADD,
ARRDL, TANKF, EXTRA.
Page 16 -16
PART - A Chapter 16
CENTRAL Reserved for eventual RCF/ Re-despatch
(EMPTY) FUEL planning.
BLOCK
T/ O ALTN VOHS Take Off Alternate. I f a T/ O ALTN has been
allocated then the I CAO I D will show here.
Otherwise, this field will be empty
Alternate CI scenario summary:
CI 0 – Fuel and flight time correction if CI 0 is
flown
CI 438 –Fuel and flight time correction if CI 438 is
flown
+ / - 1000kgs TOW – Fuel correction
Fuel units shall always be in Kg. Time in minutes.

AV. FUEL CONS. Average fuel consumption for the flight.
8078 KG/ HR
FOD: 12242 Fuel Over Destination. Planned arrival fuel.
CREW EXTRA FUEL …….. KG
This will be automatically populated with fuel
value entered in the “Captain’s Extra Fuel”
dialogue and the ‘……..’ will be removed in this
case.
Otherwise, this field is for crew entry of Extra
fuel at the post-dispatch stage.
CREW REASON:
The “Crew Reason” will be automatically
populated, if known beforehand and catered for
by the dispatcher during flight-planning.
Otherwise, this field is for crew entry for the
Extra fuel reason at the post-dispatch stage.
FINAL BLK FUEL: Empty for crew entry of final

block fuel
Page 16 -17
PART - A Chapter 16
ALTN I CAO I D of Alternates 1 and 2 (if
LFPG* allocated).
EGKK Alternate used to drive the ALTN fuel
on OFP will have an asterisk ‘*’ applied
next to its I CAO I D.
DI ST Distance to ALTN used for calculating
ALTN fuel. The distance includes
additional 20 nm as maneuvering
distance each in departure and arrival
phase during flight from Dest to Altn
(i.e., a total of 40 NM). This is to cater
for SI D & STAR as these are not
defined during flight from Dest to Altn.
FUEL ALTN fuel (UNI TS according to subtype
record)
MDF Minimum Diversion Fuel (UNI TS
according to subtype record):
Sum of ALTN fuel plus “HOLD” fuel
(Final Reserve fuel, typically 30 mins
over ALTN))
TI ME Flight time to ALTN
FL Cruise FL during flight to ALTN
MSF Minimum Sector Fuel: Minimum Block
fuel if flight was to be planned with
each of these alternates: sum of TRI P,
CONT, ALTN (for each ALTN), HOLD,
ADD fuel.
16.1.1.14 PAGE 4 (OFP second page and Nav-log)

Each section of this page is of variable length. Waypoints
displayed will not include non-Compulsory reporting points
unless the point:
 I s located where an airway I D changes
 I s located where a heading/ track change takes place
Page 16 -18
PART - A Chapter 16
Page 16 -19
PART - A Chapter 16
16.1.1.15 REMARKS/MEL SECTION
This portion of the flight plan is populated by certain

automatically generated phrases and also provides the space
in which dispatcher remarks (added via the Edit I nfo
dialogue box) will be added.
Automatically generated phrases will only include:

 ETOPS airport string
 MEL item number(s) + effect(s) description

I A:EGLL-EI NN-EA:EI NN- I A – I ntermediate Airports (Adequate
BI KF-CYYT-I A:CYYT- Airports)
KBGR-KJFK EA – Enroute ETOPS Alternate Airports
(Suitable Airports)
I n this case, aircraft is progressively

within the 60 minutes coverage of I As
EGLL & EI NN; thereafter, it enters the
ETOPs segment and is progressively
within the ETOPs MDT coverage of EAs
EI NN, BI KF & CYYT; thereafter, it exits
ETOPs segment and remains
progressively within the 60 minutes
coverage of I As CYYT, KGBR & KJFK
TERRAI N-CRI TI CAL The Decision Points with regard to the
DECI SI ON POI NTS critical terrain, if any, will also be listed
here
Page 16 -20
PART - A Chapter 16
16.1.1.16 ATC FLIGHT PLAN AND FILED STATUS
This section informs flight crew of the status of the flight

plan with ATC:
 I f the flight plan has not been filed with ATC at the
time of OFP generation the text * TO FI LE* will
appear in bold.
 I f the flight plan has been filed then the text
* FI LED* will show in bold followed by the time and
date that the last FPL was transmitted or the Time
and Date at which the ACKnowledge message was
received from euro-control (only if flight enters the
euro-control area).
Page 16 -21
PART - A Chapter 16
16.1.1.17 NAVIGATION LOG
This section describes the various data fields in the OFP nav-log.
Many of these data fields serve different purposes depending on
the type of waypoint being described (airport, official, pseudo-
waypoint etc.)
NAV LOG HEADER EXPLANATION

POSN Position / Waypoint I D
When the Position is the Departure
airport or Destination airport then the
Runway I D will immediately follow the
I CAO airport I D followed by the
coordinates and RWY elevation
(airport elevation where RWY or RWY
elevation is not known).
FREQ I f POSN is an NDB or VOR or VOR
DME / VORTAC, then the frequency
will be displayed next to the waypoint
name, right justified.
Page 16 -22
PART - A Chapter 16
LAT/ LONG Latitude and Longitude of waypoint
(degrees and minute with decimal of
minutes)
NOTE: Where waypoint is the
departure or destination airport (and
Runway in use is known to the
system) the Lat and Long of the
RUNWAY threshold would be
displayed here. Where runway in use
is not known to the system (as is the
case for alternates) then the airport
reference point lat/ long would be
shown.
AWY Airway ident for airway segment.
 I f in SI D or STAR then the
SI D or STAR identifier would
appear here
 If Direct ‘DCT’ would appear
here.
 I f waypoint is an airport then
AWY, SI D or STAR would be
replaced by the Runway
elevation or airport elevation
where runway is unknown
(see above).
TRT, TRM, HDT I nitial True Track, I nitial Magnetic

Track & I nitial True Heading from
previous waypoint.
UNI TS = in Degrees.
DI ST, DTGO Segment distance
Distance to go (To dest) from
waypoint
(UNI TS = NM)
TAS, MACH, G/ S True Air Speed (UNI TS= kt)
Mach number
Ground Speed (UNI TS = kt)
NOTE: During climb and descent
segments these value will not appear
Page 16 -23
PART - A Chapter 16
FL FL (at waypoint).
No value will appear during climb or
descent segments.
SHT Safety Height. Segment safety height
(highest terrain within 10 nm width of
the route plus 2,000 ft buffer). Safety
Height values above 10,000 ft will be
displayed in bold font.
WI ND, OAT/ DEV, Segment atmospheric data:
SR/ TROP  Wind velocity (UNI TS =
degrees true/ kt)
 OAT (Degrees C)
 I SA Deviation (Degrees C)
 SR (Shear rate) –Difference in
wind speed in kt at filed FL
+ / -200ft
 Tropopause height (UNI TS =
FL)
NOTE: Atmospheric data will not show
during Climb or Descent segments
and will be replaced by the statement
“CLIMB” or “DESCENT”
ET, CTM, TMTG Elapsed time for segment from
previous waypoint (format MM)
(preceding zeroes will not be shown)
Cumulative trip time (format HHMM)
(preceding zeroes will be shown)
TMTG – Time to go (format HHMM),

remaining flight time to destination
(preceding zeroes will be shown)
ETA, RTA, ATA Blank fields for crew entry
CBO Cumulative Burn Off – sum of APU,
TAXI and spent TRI P fuel up to that
waypoint
FREM Fuel REMaining – “TOTAL” (Block) fuel
minus CBO
REQF REQuired Fuel – Remaining TRI P fuel
plus ALTN fuel (for planned fuel
alternate) plus “HOLD” (final reserve)
fuel
Page 16 -24
PART - A Chapter 16
BURN, FOB Blank fields for crew entry: for
recording actual burn-off and actual
Fuel On Board.
End of Nav-Log to The above ATI S/ Arrival info box would

Destination airport be generated at the end of the nav-
log to destination. All fields are blank
for crew entry.
16.1.1.18 NAVIGATION LOG INTERRUPTS

Two types of interruptions will occur during the nav-log
Page 16 -25
PART - A Chapter 16
16.1.1.19 ENTERING RVSM AIRSPACE
When the flight enters RVSM from non RVSM airspace, the
following interrupt will be produced
16.1.1.20 ENTERING A NEW FIR

When entering a new FI R the Nav log will generate the
following advisory which contains the FI R I CAO identifier and
the FI R name. The SQ and FREQ fields are blank for crew
entry. Cautionary message regarding “radio check” along
with the time window also appears, where applicable.
16.1.1.21 PSEUDO-WAYPOINTS
The following pseudo-waypoints are required to be
generated and displayed in the same way as normal
waypoints.
16.1.1.22 ETOPS ENTRY
C-EEP (Caution! ETOPS Entry Point).These waypoints would

be generated whenever the flight departs from THT
(threshold time) coverage of an adequate (intermediate, I A)
airport. The I CAO I D of the adequate airport whose
coverage the flight is leaving would be shown in brackets
(OI MM).
Other than the naming of these waypoints all other data

fields appear as they do for normal waypoints.
Page 16 -26
PART - A Chapter 16
16.1.1.23 ETP
C-ETP (Caution! Equi Time Point). These waypoints are

generated between ETOPS (EA) airports. The waypoint
name contains the phrase GO XXXX. The XXXX would show
the I CAO I D of the suitable (enroute, alternate, EA) airport
to which the flight would proceed forward to from / after the
ETP.

Note : ETPs will be generated only between suitable

(enroute, alternate, EA) airports in ETOPS sectors.
16.1.1.24 ETOPS EXIT
C-EXP (Caution! ETOPS Exit Position) These waypoints are

generated when the route of flight re-enters I A coverage and
is no longer ”ETOPS”.
The airport I CAO I D in brackets is the airport which provides

I A coverage from the C-EXP onwards.

16.1.1.25 TOC/TOD
Page 16 -27
PART - A Chapter 16
Top Of Climb waypoints will not show any TAS, MACH, G/ S
or Atmospheric data values.
Top Of Descent waypoints would show all other values as

would be shown for a normal waypoint.
TOC/ TOD waypoint information will also appear whenever

there is a level change in cruise phase, as well.
16.1.1.26 NAV LOG TO ALTERNATE
At the end of the main nav-log to destination, nav-log(s) to

the destination alternate(s) shall be created and displayed.
These, more or less follow the same convention as the main
nav-log. Differences are listed below:
Page 16 -28
PART - A Chapter 16

Since no Runway is used in the
alternate route calculation, no
runway will be added to the airport
I D.
The Lat/ Long will be the airport
reference point.
The elevation will be field elevation
CTM Cumulative Time from Destination
onwards.
CBO Blank
FREM Blank
REQF Fuel to alternate plus reserve
I f second alternate has also been planned, the nav-log to the
second alternate would also be generated.
16.1.1.27 CRITICAL FUEL SCENARIO DATA

After the Nav-log to Alternate(s) table ends and, if the flight
becomes ETOPS, tables are created to show the results of
the critical fuel analyses conducted at the EEP (ETOPS Entry
Point), ETP (Equal Time Point) and EXP (ETOPS Exit Point).
Unbalanced ETOPS Scenario - An EEP and EXP table shall be
created whenever a flight’s routing falls outside of the THT
coverage (Threshold Time) of an I A (I ntermediate Airport) –
i.e. becomes ETOPS – to show critical fuel analysis result
from that point to the relevant airport.
Balanced ETOPS Scenario - ETP table(s) will only be
generated if there are two or more consecutive EA airports.
The data values shown in the tables are the same regardless
of the type of table – EEP, ETP or EXP.
Page 16 -29
PART - A Chapter 16

CRI TI CAL FUEL Generic Header created above each table
SCENARI O
ETOPS 60/ 180 TAS THT and MDT times.
370/ 370 1 engine out TAS which determines the
THT and MDT radius when combined with
the times (UNI TS = Minutes and kts)
Page 16 -30
PART - A Chapter 16
EEP (CYYR) Position type:
 EEP (ETOPS Entry Position)
ETP CYYR-BI KF (GO  EXP (ETOPS Exit Position)
BI KF)  ETP (Equal Time Point)
Followed by either:
 (CYYR) ICAO ID of IA airport’s
coverage you are leaving – for
EEP
 ICAO ID of IA airport’s coverage
you are entering – for EXP
 (CYYR-BI KF) I CAO codes of the
two EA airports which the ETPS if
formed by – for ETP
AT POSN XXXX.XN Latitude and Longitude of EEP/ ETP/ EXP as
XXXXX.XW the case may be.
UNI TS = Degree, minutes and decimals of
minutes (with a decimal place)
BURN, TI ME, DI ST Fuel burn (CBO, so includes APU and TAXI
KJFK TO EEP/ ETP/ EXP fuel), flight time (CTM) and Distance from
departure airport to EEP/ ETP/ EXP, as the
case may be.
KJFK TO EEP/ ETP/ EXP (I CAO I D of
departure airport)
ALTN (TI ME) For ETPs: EA (ETOPS Alternate) I CAO I D
CYYR (1451-1832) and WX suitability required time window
BI KF (1631-1915) for each airport.
For EEP/ EXP: I A I CAO I D (of last I A

providing coverage if EEP; or next I A to
provide coverage if EXP.
(the system will not show an applicable
time window against the I A airport I D
since these airports do not require
weather suitability)
I n unbalanced ETOPS scenarios EEP/ EXP’s

will also show the details for the EA which
provides ETOPS coverage during the next
(EEP) or preceding (EXP) ETOPS
segments of flight.
Page 16 -31
PART - A Chapter 16
TRK Average true track from EEP/ EXP/ ETP to
I A/ EA airport
DI ST Ground distance used in calculation from
EEP/ EXP/ ETP to I A/ EA airport.
SHT Safety Height. Segment safety height
(highest terrain within 10nm width of
routing plus 2000ft buffer)
FL Cruise FL that the diversion leg is
calculated based on
TI ME Flight time from EEP/ EXP/ ETP to I A/ EA
airport
MI NF Minimum fuel required at the
EEP/ EXP/ ETP in order to achieve the
Critical fuel scenario – sum of:
 Trip (from EEP/ ETP/ EXP to I A/ EA)
plus;
 15 minutes holding fuel above I A/ EA
plus;
 Fuel for missed approach.
REQ Required Blocks fuel to depart from
departure airport, fly to EEP/ ETP/ EXP
following flight planned lateral and vertical
profile plus MI NF values for the most
penalizing EA/ I A.
This value would be compared to the

“TOTAL” block fuel and any deficit would
be uplifted as ADD.E fuel in the fuel block.
CRI T The ADD.E fuel would be repeated as

CRI T fuel. This is the extra fuel required
to satisfy the Critical fuel scenario.
RF Remaining Fuel at ETP assuming flight
plan had been followed precisely to that
point
SRP
Surplus fuel – Surplus of fuel at the
EEP/ EXP/ ETP over MI NF (RF minus
highest of MI NF values). Generally if SRP
is zero then ADD.E fuel would have been
uplifted.
Page 16 -32
PART - A Chapter 16
RMK MI NF 1 ENGI NE This remark explains to the flight crew the
AND… parameters which have driven the MI NF
value (these remarks should be
dynamically generated.)
 No. of Engines inoperative
 Decompression
 I CAO I D of airport which has the
greater MI NF value
 Description of any other fuel burn
parameters such as Engine Anti
ice, MEL fuel burn percentage
increase etc.
16.1.1.28 WIND SHEET
The AI R I NDI A wind sheet shall present enroute cruise wind
for all published levels between FL050-390.
The wind sheet shall be generated as part of the OFP,

following on from the Critical fuel scenarios.
The date and time displayed against the flight number shall
be the date and time (UTC) of the observation.
Values in each waypoint “cluster” are as follows:
Page 16 -33
PART - A Chapter 16
ADDITIONAL CONTENTS OF THE BRIEFING PACKAGE

16.1.1.29 ROUTE CHARTS
I n addition to the text information, F:WZ will also generate
charts with several different combinations of information
overlaid. The standard package will typically include three
charts:
16.1.1.30 SIGWX chart with route overlay.

A significant weather chart / prognostic chart would
invariably be provided in the briefing package, with a system
generated route overlaid on the chart.
Note: More than one SI GWX chart may be provided
depending on length of flight.
16.1.1.31 ROUTE CHART (General overview)

A Lamberts conformal / polar stereographic (for polar routes)
projection chart with route and FI Rs boundaries will be
added to the briefing package. Restricted Areas, if any, are
marked in red colour as shown below:
Page 16 -34
PART - A Chapter 16
16.1.1.32ROUTE CHART (Upper winds)
A Lambert conformal projection chart with route, FI Rs
boundaries, Restricted Areas, ETOPS and/ or Non-ETOPS
circles and Upper winds will be added to the briefing
package.
Note: Upper winds will be for the average trip FL, valid at
the mid-point time of flight. The average FL will be depicted
in information box on the chart.
Note: These charts are flight specific, the details of which

can be found in the box provided on the chart (see example
above). I t is advisable to check the information box to
confirm the correct date, flight no. and AC Regn.
16.1.1.33 MET REPORT

The MET pages will contain
 METAR, TAF and SI GMET reports for the relevant
airports used in the flight plan, e.g., Departure,
Destination, Destination alternates (planned and not
planned – as selected by the flight dispatcher), I As
(intermediate airports) and EAs (Enroute / ETOPS
airports).
 FI R significant weathers
Notes: 1. I nformation will not be repeated – only one report
will be shown per airport.
2. Runway direction and length and information will be
provided with each report.
Page 16 -35
PART - A Chapter 16
16.1.1.34 NOTAMS
NOTAMS are positioned on the report pages in the
following order:
 General, Flight number and Leg info –
Containing “Company” NOTAMS only.
 Aerodrome and FI R NOTAMS – Containing both
“Company” and official NOTAMS.
 Aircraft type and registration information –
containing “Company” NOTAMS only
Similar to the MET briefing, the NOTAMS report will only

contain information for airports and FI Rs used in the flight
plan calculation.
The defence internet NOTAM system (DI NS) and the FAA
pilot’s website https:/ / pilotweb.nas.faa.gov/ pilotWeb) will be
utilized for NOTAMS.
16.1.1.35 CRITICAL TERRAIN SCENARIO
A sheet containing ‘Critical Terrain Scenario’ will be attached, if
applicable. This module is not functioning as of now. The detailed
explanation will be provided as and when the module becomes
functional and additional information is made available by F:WZ.
16.1.1.36 SABRE FLIGHT PLANNING SYSTEM FUEL POLICY
The revised Fuel policy is entered into the SABRE flight
Planning system.
16.1.2 EDS FLIGHT PLANNING SYSTEM

Following index numbers and associated information is used
for explanation in EDS CFP of which sample format is in
Appendix ‘A’.
1. RETRI EVAL CODE (RC No.) & FLI GHT PLAN COMPUTED
DATE/ TI ME I N UTC
2. FLI GHT NUMBER
3. AI RCRAFT REGI STRATI ON
4. SECTOR
5. DATE
6. COMMANDER
7. STD/ STA (SCHEDULED TI ME OF DEPARTURE / ARRI VAL)
8. CRUI SE TYPE (ECON/ LRC / M79 / M80) / COST I NDEX
VALUE
Page 16 -36
PART - A Chapter 16
9. ESTI MATED TAKE – OFF WEI GHT
10. LANDI NG WEI GHT
11. ZERO FUEL WEI GHT (PLANNED)
12. PAYLOAD (PLANNED)
13. FUEL OVER DESTI NATI ON
14. PERFORMANCE ADJUSTMENT FACTOR (I N % )
15. DELTA FACTOR (FUEL CONSUMED / SAVED WHEN TAKE
OFF WT I S ABOVE / BELOW PLANNED WEI GHT)
16. ROUTE I D
17. ROUTE DETAI LS
18. FLI GHT LEVELS
19. FUEL REQUI REMENTS (I N 100s of KI LOGRAMMES).
20. TAKE OFF ALTERNATE
21. DETAI LS OF DESTI NATI ON ALTERNATE
22. REASON FOR EXTRA FUEL UPLI FT
23. ROUTE DI STANCE & AVERAGE GROUND SPEED (NM)
24. WI ND COMPONENT P= (PLUS) = TAI LWI ND & M =
(MI NUS ) = HEADWI ND
25. CONSUMPTI ON (1 HR)
26. ENROUTE ALTERNATES
27. DATE / TI ME FLI GHT PLAN COMPUTATI ON
28. AVERAGE MAGNETI C TRACK
29. SPECI AL NOTES (ATC SR.NO./ ADC.NO./ NEXT SECTOR
FUEL REQUI REMENTS I N CASE OF ETK SECTOR)
30. REGULATORY TAKE – OFF WEI GHT
31. BURN OFF (KGS)
32. TI ME NOTATI ONS – CHOCKS OFF, AI RBORNE, ETC.
32a. Actual burnoff/ Actual ET/ Fuel in tanks in 100s of Kgs
(to be filled by Captain at the end of flight).
33. DESPATCHER – NAME & SI GNATURE
34. COMMANDER – NAME & SI GNATURE
35. SECOND ALTERNATE DETAI LS
36. ETP CALCULATI ONS
37. NAV LOG
i) WAY POI NT
ii) SAFETY HEI GHT
iii) LATI TUDE
iv) HEADI NG (T)
v) TRACK (T)
vi) DI STANCE (in NMs)
vii) ELAPSED TI ME
viii) TI ME TO GO
Page 16 -37
PART - A Chapter 16
ix) FLI GHT LEVEL
x) WI ND
xi) CUMULATI VE BURN OFF
xii) AI RWAY
xiii) ENGI NE OUT ALTI TI UDE
xiv) LONGI TUDE
xv) HEADI NG (M)
xvi) TRACK (M)
xvii) DI STANCE TO GO
xviii) ESTI MATED TI ME OF ARRI VAL
xix) ACTUAL TI ME OF ARRI VAL
xx) GROUND SPEED
xxi) OUTSI DE AI R TEMPERATURE/ TEMPERATURE
DEVI ATI ON
xxii) FUEL TO GO
38. BAY NUMBER AND CO-ORDI NATES
39. UPTO TOP OF CLI MB
40. CRUI SE
41. FROM TOP OF DESCEND
42. AI R TRAFFI C CONTROL FLI GHT PLAN (I CAO FORMAT)
43. SECONDARY FLI GHT PLAN DETAI LS GI VI NG ALTERNATE
DI VERSI ON AI RPORT ETC
43a. LRC CZ
43b. ECO CZ
44. FLI GHT PLAN ROUTE TO DESTI NATI ON ALTERNATE
TI LL TOP OF CLI MB
45. CRUI SE TO DESTI NATI ON ALTERNATE
46. FROM TOP OF DESCEND TO DESTI NATI ON ALTERNATE
AI RPORT
47. WI ND I NFORMATI ON AT VARI OUS LEVELS AND
REPORTI NG POI NTS.
Following additional information on OFP (For EDS flight planning
system computation) :
a) Fuel for an approach and a missed approach is included in
the minimum required fuel.
b) APU fuel is reflected separately and added to the total fuel.
c) Delta factor is based on an increase in take-off weight of
(Required for EDS flight plan Program);
15000 kgs for B747 & B777;
12000 Kgs for A330;
10000 kgs for B787
Page 16 -38
PART - A Chapter 16
However, the new flight plan will be generated as per para
16.2.4
d) Route identification in the EDS system to match with those in
the FMC database.
e) Normal en-route alternates are mentioned for the route.
f) Two Equi- time- point (ETP) calculations are displayed;
ETP 1 data is at LRC - applicable for one engine inoperative.
ETP 2 data is at constant Mach – applicable for all engines
operating which could be used for diversions during
emergencies e.g. medical.
g) Two Secondary plans are displayed;
i) Secondary plan 1 computation is based on the same
alternate; the next lower authorized Flight Level and cruise
speed LRC. The keyword input is '/ NSEC/ DMXFL M40/
ACCRZ LRC/ ,.
ii) Secondary plan 2 computation is based on the same Flight
Level and cruise Mach; with a farther alternate. The
keyword input is / NSEC/ ALD XXX/ '.
The first and second alternate can be specified by the
keyword input '/ ALD XXXX/ ALD2 XXXX/ ,.
Page 16 -39
PART - A Chapter 16
` APPX – ‘A’
SAMPLE FORMAT – EDS FLIGHT PLANNING
1
RC 8619 FPL COMPUTED 17/ 0609Z
2 3 4 5 6 7 8
FLI GHT A/ C SECTOR DATE COMMANDER STD/ STA CRZ/ I NDX
AI 111 VT-ALJ VI DP/ EGLL 17/ 11/ 10 ZZZZZZZZZZ 0920/ 1855 ECON/ 029
9 10 11 12 13
ETOW/ 2702 LDG/ 2119 ZFW/ 2030 PAYLOAD/ 0254 FOD / 89
14 15 16
PERF ADJ 0.0 PCT D/ FACTOR 189/ 1000 KG RT DELLHRKB1
17 .
DEL.BUTO4A.BUTOP.A589.ASARI .A466.JHANG..DI .N644.RODAR.UN644.ADEKI .
UN319.I BERI .UN77.BANUT.A277.GAMAN.UN191.USTI L.UL980.RKN.UP20.GORLO.
UL980.LOGAN.LAM3A.LHR
18
DEL/ 0340/ PARAK/ 0350/ ABEKO/ 0348/ RODAR/ 0360/ ADEKI / 0350/ KH/ 0380/
19 20
TAXI 10 T/ O ALTN VAAH
FLT PLAN 583 08.13
CONT 29 00.29 21
ALTN 31 00.21 EGKK/ FL 080/ DI ST 87/ WC M007 RTLHRLGWALT
HOLD 29 00.30
STAT 00 00.00
MI N REQR 682 09.33 I NCLUDES FUEL FOR APP 0800/ MI SSED APP 0400
APU FUEL 2
ADDNL FUEL 22 DUE. . . . . .
TOTAL FUEL
23 24 25
DI ST 3801/ 7038 KMS GS 463/ 858 KMPH WC M006 CONS 071
26
EN-ROUTE ALTERNATES -
27 28
FPL COMPUTED 17/ 0609Z AVE MAG TRK 292
29 (NEXT SECTOR FUEL REQUI REMENTS I N CASE OF ETK

SECTOR)
SPCL NOTES
ATC FI C... ADC NR.....
Page 16 -40
PART - A Chapter 16
30 31
RTOW ................. B.OFF ....................
32
CRT.........UTC C/ OFF ATD EET ETA ATA C/ ON
..... .... 08.13 .... .... .....
32a
ACTUAL B.OFF ACTUAL ET FUEL I N TANKS
........... ......... .............
33 34
DI SPATCHER... XXXXXXXXX CMDR...ZZZZZZZZZ
.................... ..................
35
SECOND ALTERNATE /
TI ME B/ O 00 DI ST FL W/ C
36
- EQUI TI ME POI NT DATA - ECO
ETP N42 07.6 E043 26.2 ETP ALTN DEL / LHR
TO ETP BURN 32500 TI ME 04.04 DI STANCE 1899
FROM ETP BURN 25400 TI ME 04.05 DI ST 1863 TO LHR
AVG WI ND TO DEL P006 TO LHR P001
TOTAL ETP FUEL RQD 59000 FUEL REMAI N AT ETP 35000
- EQUI TI ME POI NT DATA - ECO

ETP N39 45.3 E055 05.2 ETP ALTN DEL / I ST
TO ETP BURN 24500 TI ME 02.54 DI STANCE 1348
FROM ETP BURN 18200 TI ME 02.45 DI ST 1203 TO I ST
AVG WI ND TO DEL P008 TO I ST M008
TOTAL ETP FUEL RQD 43800 FUEL REMAI N AT ETP 42900
37
(i) (ii) (iii) (iv) (v) (vi) (vii) (viii) (ix) (x) (xi)
WYPT SHT LAT HDG(T) TR(T) DI ST ET TMTG FL WI ND CBO
(xii) (xiii) (xiv) (xv) (xvi) (xvii)(xviii) (xix) (xx) (xxi) (xxii)
AWY EOA LONG HDG(M) TR(M) DSTG ETA ATA GS OAT/ DEV FUTG
38
. .BAY . . . . . 3801 08.13 FTP 0672
39
DPN 031 N28 34.0 263 264 000 00.00 08.13 CLB 23005 0009
BUTO4 E077 05.7 262 262 3801 ..... ..... 247 16/ P11 0663
M00.00
TOC 036 N29 12.4 289 297 091 00.16 07.57 CLB 23058 0051
BUTO4 250 E075 40.5 288 295 3710 ..... ..... 240 23/ P10 0621
P01.13
Page 16 -41
PART - A Chapter 16
BUTOP 036 N29 19.7 288 297 017 00.02 07.55 340 24092 0054
BUTO4 249 E075 23.9 287 295 3693 ..... ..... 432 41/ P11 0618
P00.97
ASARI 029 N30 48.3 343 352 090 00.11 07.44 340 24084 0067
A589 251 E075 09.5 342 350 3603 ..... ..... 511 42/ P10 0605
M00.01
ENTERI NG A NEW FI R OPLR LAHORE PAKI STAN
SAMAR 028 N31 20.8 309 317 044 00.06 07.38 340 24067 0075
A466 253 E074 33.9 308 315 3559 ..... ..... 466 43/ P09 0597
M00.60
SAHI L 027 N31 24.0 278 282 016 00.02 07.36 340 25056 0077
A466 253 E074 16.0 276 280 3543 ..... ..... 443 44/ P08 0595
M00.80
PATNI 027 N31 27.0 279 283 013 00.01 07.35 340 25054 0080
A466 253 E074 01.0 278 281 3530 ..... ..... 445 44/ P08 0592
M01.01
RAKAT 028 N31 25.0 260 261 013 00.02 07.33 340 25054 0082
A466 253 E073 46.0 258 259 3517 ..... ..... 437 44/ P08 0590
M01.21
JHANG 028 N31 16.0 262 263 076 00.11 07.22 340 25051 0095
A466 255 E072 18.0 260 261 3441 ..... ..... 441 44/ P09 0577
M02.17
DI 066 N31 54.8 294 298 082 00.10 07.12 340 25046 0108
DCT 256 E070 53.1 292 296 3359 ..... ..... 459 43/ P09 0564
M03.19
PARAK 110 N32 22.2 303 307 045 00.06 07.06 340 25042 0116
N644 256 E070 11.0 302 305 3314 ..... ..... 466 43/ P09 0556
M03.65
ENTERI NG A NEW FI R OAKX KABUL AFGHANI STAN

40
PAVLO 148 N32 52.0 305 308 048 00.06 07.00 350 25037 0124
N644 257 E069 26.0 303 306 3266 ..... ..... 468 44/ P10 0548
M04.10
.....................................................................
.....................................................................
GORLO 026 N51 55.4 263 265 134 00.17 00.24 380 20019 0565
UP20 299 E003 10.3 263 265 0139 ..... ..... 463 60/ M03 0107
Page 16 -42
PART - A Chapter 16
M25.99
REFSO 021 N51 48.6 247 250 020 00.03 00.21 380 19030 0568
UL980 299 E002 40.0 249 251 0119 ..... ..... 456 59/ M03 0104
M26.03
41
TOD 022 N51 47.5 261 265 006 00.01 00.20 380 19033 0569
UL980 300 E002 29.4 263 266 0113 ..... ..... 464 59/ M02 0103
M26.03
ENTERI NG A NEW FI R EGTT LONDON GREAT BRI TAI N
-EGTT 022 N51 47.1 261 267 010 00.01 00.19 DES 18041 0570
UL980 E002 13.5 263 268 0103 ..... ..... 390 58/ M04 0102
M26.10
LOGAN 022 N51 44.9 259 264 023 00.04 00.15 DES 18041 0573
UL980 E001 36.7 261 266 0080 ..... ..... 390 58/ M04 0099
M26.38
LAM 029 N51 38.8 256 264 055 00.09 00.06 DES 17046 0580
LAM3A E000 09.1 259 266 0025 ..... ..... 358 29/ P01 0092
M26.16
LHR 030 N51 28.7 243 246 025 00.06 00.00 DES 18019 0583
LAM3A W000 27.7 245 248 0000 ..... ..... 264 06/ M05 0089
M24.90
VI DFZQZX VABBZTZX VABFZQZX OPLRZQZX OPLAZRZA OAKXZQZX OAKBYAYX
UUUWZDZX UUUUZGZX UTAVZQZX UTAAZQZX UTAAZXZX UTAKZQZX UBBAZQZX
UGGGZQZX UGGGZRZX UGGGZDZX UGGGPOXX URRVZQZX UKFVZQZX UKKKZDZX
EUCHZMFP EUCBZMFP UKBVZQZX UKBVZRZX EPWWZQZX EDUUZQZX EDYYZQZX
EHAAZQZX EGTTZQZX EGTTZGZP VI DPZPZX EGLLZTZX

42
(FPL-AI C111-I S
-B77W/ H-SWRHDI PXYZ/ S
-VI DP0920
-N0493F340 BUTOP A589 ASARI A466 JHANG DCT DI N644 PARAK/ N0490F350
N644 PAVLO/ N0490F350 N644 ABEKO/ N0478F348 N644 RODAR/ N0479F360
UN644 ADEKI / N0476F350 UN319 I BERI UN77 BANUT A277 GAMAN/ N0472F350
UN191 KH/ N0480F380 UN191 SI TBA/ N0474F380 UN191 USTI L UL980 RKN UP20
GORLO UL980 LOGAN LAM3A
Page 16 -43
PART - A Chapter 16
-EGLL0813 EGKK
-EET/ OPLR0035 OAKX0113 UTAV0154 UTAA0211 UTAK0249 UBBA0316 UGGG0344
URRV0425 UKFV0449 UKOV0514 UKBV0527 UKLV0545 EPWW0607 EDUU0655
EDVV0711 EHAA0731 EGTT0754 REG/ VTALJ SEL/ CRFH NAV/ RNP1 COM/ TCAS
-E/ 0933 P/ TBN R/ VU S/ M J/ LF D/ 8 455 C FLUORESCEI N

A/ WHI TE RED
C/ GAGAN DATTA)
43a
SECONDARY FLI GHT PLAN DATA ALTN LGW CZ LRC RC 8619 PLAN 0111
ZFW 2030 FLT PLAN 0605 MRF 0705 DI ST 3801 TI ME 08.09 WC M005 RT KB1

DEL/ 0320/ PARAK/ 0310/ ABEKO/ 0315/ RODAR/ 0340/ ADEKI / 0310/ KH/ 0360/
43b
SECONDARY FLI GHT PLAN DATA ALTN MAN CZ ECO RC 8619 PLAN 0112
ZFW 2030 FLT PLAN 0585 MRF 0694 DI ST 3801 TI ME 08.12 WC M006 RT KB1

DEL/ 0340/ PARAK/ 0350/ ABEKO/ 0348/ RODAR/ 0360/ ADEKI / 0350/ KH/ 0360/ RI MDA/ 0
380/
TO ALTERNATE RC 8619 PLAN 0121
44
WYPT SHT LAT HDG(T) TR(T) DI ST ET TMTG FL WI ND CBO
AWY EOA LONG HDG(M) TR(M) DSTG ETA ATA GS OAT/ DEV FUTG
0087 00.21 FTP 0089
45
TOC 030 192 194 005 00.02 00.19 060 19017 015
MI D4F 302 195 195 0081 ..... ..... 132 03/ M06 0074
P00.13
MI D 030 N51 03.2 194 194 025 00.05 00.14 080 19015 021
MI D4F 302 W000 37.5 196 195 0056 ..... ..... 307 06/ M05 0068
P00.52
MAY 030 N51 01.0 097 094 028 00.06 00.08 080 20014 026
TI MB1 303 E000 07.0 100 097 0028 ..... ..... 325 05/ M05 0063
P00.95
46
TOD 030 302 304 006 00.01 00.07 080 19014 028
TI MB1 303 304 306 0022 ..... ..... 316 05/ M05 0061
P01.17
LGW 030 N51 08.9 300 304 022 00.07 00.00 060 19014 031
Page 16 -44
PART - A Chapter 16
TI MB1 W000 11.4 302 306 0000 ..... 188 03/ M06 0058
P01.59
47
WI ND I NFORMATI ON SECTI ON
DESCENT WI NDS: FL 250 168/ 048 FL 150 177/ 029 FL 050 171/ 021
LAT LONG WAYPT TROP SECTOR W/ V AND SR............. VI DP

F300 F320 F340 F360
N28 34.0E077 05.7 DPN 529
N29 12.4E075 40.5 TOC 527
N29 19.7E075 23.9 BUTOP 526 24078 04 24085 04 24092 03 25095 02
N30 48.3E075 09.5 ASARI 529 24072 03 24078 03 24084 03 25088 02
N31 20.8E074 33.9 SAMAR 518 24056 02 24060 03 24067 04 25073 03
N31 24.0E074 16.0 SAHI L 499 24045 01 24049 02 25056 04 25064 04
N31 27.0E074 01.0 PATNI 487 24043 01 24048 02 25054 04 25062 04
N31 25.0E073 46.0 RAKAT 477 24043 01 24047 02 25054 04 25062 04
N31 16.0E072 18.0 JHANG 452 24042 01 25045 02 25051 04 25058 04
N31 54.8E070 53.1 DI 463 25041 01 25043 01 25046 02 25051 03
N32 22.2E070 11.0 PARAK 494 25035 02 25039 01 25042 01 25043 01
280 310 350 390
N32 52.0E069 26.0 PAVLO 504 25023 02 25029 01 25037 02 25044 01
N33 16.7E068 47.9 MESRA 515 27011 02 26019 02 26030 02 26038 01
N33 32.9E068 25.2 PATOX 498 31007 03 27014 03 26027 03 26036 01
N33 58.8E067 47.0 NEVI V 443 01009 03 30008 03 27020 03 26031 02
N34 32.5E066 55.5 VUVEN 391 02012 02 34007 02 28014 03 26026 02
N36 10.0E064 17.5 LEMOD 391 03014 00 02010 01 31006 03 27020 03
N37 03.4E062 46.7 KENAL 385 04015 00 05014 01 05007 04 28013 03
N37 30.0E062 00.0 MEKOL 371 05014 01 07015 01 08010 03 27009 04
N38 35.7E059 22.0 ABDAN 374 07009 01 09011 01 11009 03 25008 03
N38 53.2E058 37.7 BODBA 374 12007 01 13009 00 13007 02 24008 03
N39 00.0E058 20.0 TABI P 378 15007 00 14009 00 14007 02 24008 02
N39 22.1E056 48.5 KEKAL 378 16010 00 15009 00 15005 02 24008 02
N39 34.5E055 53.9 ABEKO 375 15008 01 18005 01 18005 02 23007 01
N51 55.4E003 10.3 GORLO 368 18019 01 19019 02 20019 02 21019 01
N51 48.6E002 40.0 REFSO 363 18036 01 18033 03 19030 03 20026 02
N51 47.5E002 29.4 TOD 359 18041 01 18037 03 19033 04 20028 03
N51 47.1E002 13.5 -EGTT 359
N51 44.9E001 36.7 LOGAN 359
N51 38.8E000 09.1 LAM 350
................ EGLL
LAST PAGE
RC 8619 PLAN 0101
16.2 SEASONAL FLIGHT PLANS (Manual Flight Plans)

Pre-computed Flight Plans referred to as seasonal/ historic
flight plans are prepared and supplied by the Technical
Section in each region. I t is the duty of the Flight Dispatcher
Page 16 -45
PART - A Chapter 16
to check these plans with the latest available information.
Corrections should be made for forecast w inds and fuel
requirements as and when required.
16.2.1 NIL WIND FLIGHT PLAN

Unless required by the Commander, the Flight Plan for all
flights, for a distance of less than 350 nautical miles for A-
320 family aircraft shall be the standard Nil-Wind Flight
Plans.
For those flights where the flight distance is more than 350
nm for A-320 family aircraft, a Seasonal Wind Flight Plan
using average seasonal wind data published by Met
Department or latest known meteorological conditions is
provided. Seasonal Wind Flight Plans are made for four
seasons, namely March to May, June to September,
October-November and December to February. Care should
be taken to place the correct seasonal Wind Flight Plans on
board the aircraft.
16.2.2 FORECAST WIND FLIGHT PLAN

Seasonal wind flight plans should be checked with latest
upper winds from Met. Charts. Whenever, there is a
variation of 3 minutes or more in flight time or 5 degrees or
more on course due difference in forecast wind and seasonal
wind, a forecast wind flight plan shall be prepared.
I n preparation of the flight plan, estimated TI O Weight to be
used should be the least of:
- MTOW (Performance)
- MLW(Destination) + Burn off fuel
- MZFW + Fuel on Board
- While calculating the fuel required for the flight
instruction contained in the airline fuel policy shall
be followed. A 10% tolerance for the standard Flight
Plans and 6% tolerance for the forecast wind plans
shall be added in addition to maneuver fuel.
Page 16 -46
PART - A Chapter 16
16.2.3 SEASONAL/HISTORICAL FLIGHT PLANS
Appx. ‘B’
OPERATIONAL FLIGHT PLAN

SECTOR: SEASONAL WINDS
TEMP. CLIMB ISA + __ DEG ( )
COND CRUISE ISA + __ DEG DATE.
OFPL Est TOW KGS ELEV. (Ft.) : FLT. NO.
CRUISE TECH 0.78 MACH GRID MORA (Ft.) : CAPT.
CRUISE FUEL FLOW KGS COMPANY ROUTE : A/C REGN
TRK WINDS CO G/S DIST TIME ETA ATA EST FUEL

RTE F/L CHECK POINTS AND RADIO AIDS
(M) WD / WS (M) KTS KTS Pt. No. NM MIN RETA FUEL LEFT
3 150
DESC TO G/L
TOTAL TRIP FUEL
TOLERANCE 10% OR MIN 300 KGS
FUEL FOR PERF. FACTOR 3% or min 400 kgs
SECTOR FUEL
GND TWR C TL RD R APP ATIS C OM PAN Y
VOMM HAND L IG N Zero Fuel Weight
AGENT FOB % MAC
Actual T.O. Weight Total Distance : Kms
TRIM TOB Total Time : Hrs
U/Load PAX Cruising Altitude : M
Fuel at Switch Off Cruising Speed : Kms/Hr.
ATC Delay, if any SUPPLEMENTARY INFORMATION
DATE
Page 16 -47
PART - A Chapter 16
16.2.4 ALTERNATE FLIGHT PLAN
ALTERNATE FLIGHT PLAN NIL WIND

TEMP. CLIMB ISA + __ DEG
COND. CRUISE ISA + __ DEG SECTOR :
FPL Est. TOW KGS ELEV. (Ft.) :
CRUISE TECH LRC GRID MORA (Ft.) :
CRUISE FUEL FLOW KGS COMPANY ROUTE :
TRK WINDS CO TAS G/S Way DIST TIME ETA ATA EST
RTE F/L CHECK POINTS AND RADIO AIDS
(M) WD / WS (M) KTS KTS Pt. No NM MIN RETA FUEL
ALTERNATE
2
3
DESC TO G/L
TOTAL
SECTOR FUEL TRIP FUEL STRUCTURAL LIMITS

ALTERNATE FUEL MLW IAL A/C Lease A/C
30 Min. HOLDING RTOW MTOW 73500 75500
1200
FUEL AT 1500 ft. MZFW 60500 61000
CONTINGENCY FUEL 600 MLW 64500 64500
TOTAL FUEL REQD. Observation / Deviation from
FUEL ON BOARD Flight Plan, if any
FLIGHT DESPATCHER CAPTAIN
Page 16 -48
PART - A Chapter 16
16.2.5 SPECIFICATIONS OF SEASONAL FLIGHT PLAN.
Page 16 -49
PART - A Chapter 16
Page 16 -50
PART - A Chapter 16
Page 16 -51
PART - A Chapter 16
Page 16 -52
PART - A Chapter 17
STANDARD OPERATING I ssue 4 Rev 0 15 Oct 2014
PROCEDURES – GENERAL
CONSIDERATIONS
17.0 STANDARD OPERATING PROCEDURES
The general considerations regarding standard operating
procedures, applicable to all types of aircraft, are given in this
Chapter. For detailed type specific procedures, refer to the
relevant FCOM/ FCTM/ SOP/ SSOP.
For Standard Operating Procedures formulation, the following

are considered :
i) Operating limitations provided by the manufacturer, i.e.,
as described in AFM, FCOM, FPPM, QRH, MEL, DDG and
FCTM of respective aircraft.
ii) DGCA regulations and rules.
iii) Company Policies.
English is designated as the common language for

communication between all personnel related with the
operations of flights:
a) On flight deck during line operations.
b) Between the flight crew and cabin crew during line
operations.
c) During flight crew training and evaluation activities.
No Crew Member shall operate an aircraft unless current as per

the requirements of the State and familiar with AFM, FCTM,
FCOM, QRH, FPPM, SOPs, All Weather Operations Manual as
applicable.
17.1.0 FLIGHT PREPARATION INSTRUCTIONS - ALL

OPERATING CREW
Prior to the commencement of each flight the following must be
ensured:
i) Charts for airports of intended use (origin, destination,
enroute, EDTO & destination alternates) that are found
adequate for operations must be available in the Jeppesen
Route Manual and listed in the beginning of the Manual
along with the number of pages for each airport.
ii) Mandatory requirements of the regulatory authorities and

procedures laid down by the Company have to be complied
with.
Page 17-1
PART - A Chapter 17
CONSIDERATIONS
iii) The aircraft is acceptable, after reviewing and complying
with the required performance/ operational procedures with
respect to the Aircraft Technical Log and the MEL/ DDG/
CDL, after which the maintenance release is obtained,
certifying that the aircraft is airworthy.
iv) The duly qualified/ licensed crew as authorised for the flight
are available;
v) The conditions and ground facilities required for the flight
are adequate for the type of operation.
vi) Documents/ Manuals/ equipment required for the flight are
carried;
vii) Weather information pertaining to departure, destination,
alternate and enroute airports is reviewed and ensured that
the same are at or above the laid down requirements;
viii) Study of NOTAMs appropriate to the routes and destination/
alternates;
ix) Fuel uplift is adequate;
x) The mass of the aeroplane and centre of gravity location are
such that the flight can be conducted safely, taking into
account the flight condition expected; load sheet is correctly
prepared;
xi) An operational flight plan is prepared for the flight. This can
be a manually prepared plan or a computer generated plan
or a standard seasonal plan;
xii) ATC / Customs / I mmigration / Health formalities are
complied with;
xiii) Overflying / landing permissions are obtained from countries
the flight is planned to overfly/ land;
xiv) Take-off and landing facilities available meet the
performance of the aircraft.
xv) The enroute aircraft engine out performance is available in
FPPM and QRH of respective airplane. This Manual
incorporates service ceiling, drift down altitudes. As regards
terrain clearance for engine out altitude, the same is
ensured while making the Computerized/ Manual Flight Plan.
xvi) The Crew must ensure the Ground facilities, including
emergency services required for the Flight are adequate for
the type of operation to the extent possible. I f they are
inadequate, the flight will not be commenced.
Page 17-2
PART - A Chapter 17
CONSIDERATIONS
17.1.0.1 RESPONSIBILITIES OF INDIVIDUAL CREW
MEMBERS
Though the Commander is responsible for overall efficiency

and safety of operation, specific responsibilities of individual
crew members include the following:
COMMANDER CO-PILOT
Familiarisation with required
information for the intended flight. * *
Briefing from the Flight Despatcher,
where necessary. * *
Briefing of Meteorological conditions
at destination/ alternates and * *
enroute.
Briefing of NOTAMs * *
Flight Plan * *
Fuel/ Oil requirements as * *
appropriate
Take-off Data Card / Fuel card * *
Respective Manuals/ equipment * *
Pre-flight check * *
ATC flight plan * *
General Declaration * *
Overflying/ landing permissions* * * *
Load Sheet / Balance Chart * *
NOTE : 1) * applicable to crew concerned

2) * * applicable to Flight Crew / Flight Despatcher
3) I f the actual takeoff weight varies from the expected takeoff
weight, the Take Off Data Card should be re-calculated.
Page 17-3
PART - A Chapter 17
CONSIDERATIONS
17.1.0.2 PREFLIGHT REPORTING AND DUTIES
17.1.0.2.1 REPORTING TIME

Flight Crew duty time will commence from the time he
reports at the airport for the purpose of operating a flight.
For the reporting time Refer chapter 2.
For Practice & Test Flights : 45 minutes before the

flight.
Entry into the aircraft:

a) The crew must board the aircraft at least 30 minutes
(B777/ B787/ B744/ A330) / 20 minutes (A320 family) prior
to scheduled time of departure.
b) For ultra long haul, 45 mins before the scheduled time of
departure.
Entry of reporting timings :

Reporting time at Movement Control/ Flight Despatch
should be entered on the Pilots Report and Crew
Reporting form/ pre-flight register).
17.1.0.2.2 CABIN CREW BRIEFING AT DESPATCH

All crew (Cockpit & Cabin crew) will meet in Flight Dispatch
and have discussion/ briefing about the flight. Flight crew will
advise the cabin crew regarding the weather and the duty
allocation. Cabin crew in turn will brief the flight crew on the
type of service, any special handling required for passenger
(Example- Stretcher / Wheel Chair) requirement etc). Flight
crew may advise the senior most about the "Secret code"
applicable for the flight, which may be used by the cabin
crew in case of a cabin emergency and when they do not
want flight crew to open the cockpit door.
17.1.0.3 CREW BRIEFING / PLANNING OFFICE

Documentation set up maintains all the documents required
to be carried on board and other additional manuals kept in
Flight Despatch office. Current NOTAMS / Weather are
provided by Flight Despatch/ Handling agent/ Airport
Manager to the Crew against signature.
Page 17-4
PART - A Chapter 17
CONSIDERATIONS
17.1.1 MINIMUM FLIGHT ALTITUDE
For information and definition regarding Minimum flight
altitude such as Minimum Safety Altitude (MSA), Minimum
En-route Altitude (MEA), Minimum Obstruction Clearance
Altitude (MOCA), Minimum Off-Route Altitude (MORA)
Minimum Vectoring Altitude (MVA) are published in
Jeppesen Manual and every flight shall be planned to
operate at or above these stipulated altitudes.
17.1.2 CRITERIA FOR DETERMINING THE USABILITY OF

AERODROMES
17.1.2.1 USABLE AERODROME

Alternate, departure and destination aerodromes considered
to be used for operations must be adequate for the type of
aircraft and operation concerned. To be selected for
conducting an operation they should be usable (complying
with given weather minima) at the time of the operation.
An aerodrome is usable if:

- The aerodrome is adequate for the operation
and
- The meteorological conditions satisfy the planning
minima given here after for the expected landing time
and meet the approach, runway and aircraft capabilities
and crew qualifications (associated with meteorological
conditions).
17.1.2.2 ADEQUATE AERODROME

An adequate aerodrome is an aerodrome which the operator
considers to be satisfactory, taking account of the applicable
performance requirements and runway characteristics. I n
addition, it should be anticipated that, at the expected time
of use, the aerodrome will be available and equipped with
necessary ancillary services, such as ATS, sufficient lighting,
communications, weather reporting, NAVAI Ds and
emergency services. I n particular, an aerodrome is adequate
if:
Page 17-5
PART - A Chapter 17
CONSIDERATIONS
- The available runway length is sufficient to meet aircraft
performance requirements (required take-off and
landing distance).
- Aircraft Performance
- Rescue and fire fighting aerodrome category is
compatible with the aircraft .
- The pavement strength is compatible with aircraft
weight
Furthermore, the following items should be considered when
necessary:
- Landing and over-flying permission has been obtained.
- The flight crewmembers have the required qualification,
experience and documentation including up-to-date
approach and aerodrome charts for each pilot.
- At the expected time of use, the aerodrome is equipped
with the necessary ramp handling facilities: refuel, tow
bar, step, cargo loading, ground power unit, air starter,
catering water services, toilet services.
- For international flight, police, custom and immigration
services are available at the expected time of use.
17.1.2.3 SELECTION OF AERODROMES
17.1.2.3.1 DESTINATION AERODROME

An aerodrome may be selected as destination for an
operation, if it is adequate for this operation.
An adequate aerodrome may be usable for destination

(except if the aerodrome is isolated) if the weather reports
or forecasts indicate that, during a period commencing 1
hour before and ending 1 hour after the estimated time of
arrival at the aerodrome, the weather conditions (RVR /
visibility and for Precision/ non-precision or circling
approaches, ceiling at or above MDH) will be at or above the
approach operating minima.
Page 17-6
PART - A Chapter 17
CONSIDERATIONS
17.1.2.3.2 TAKE-OFF ALTERNATE AERODROME
When performance or meteorological conditions preclude
return to departure aerodrome (weather conditions do not
fulfill applicable minima for approach/ landing), a take-off
alternate aerodrome must be selected. This takeoff alternate
shall be usable and located within:
( a) Aeroplanes with two engines : one hour of flight time at
a one-engine inoperative cruising speed, determined from
the aircraft operating manual, calculated in I SA and still-air
conditions using the actual takeoff mass; or
b) Aeroplanes with three or more engines :two hours of
flight time at an all-engines operating cruising speed,
determined from the aircraft operating manual, calculated in
I SA and still-air conditions using the actual take-off mass; or
c) Aeroplanes engaged in extended diversion time
operations (EDTO): where an alternate aerodrome meeting
the distance criteria of (a) or (b) is not available, the first
available alternate aerodrome located within the distance of
the approved maximum diversion time considering the actual
take-off mass.
An aerodrome may be usable for take-off alternate if the

weather reports or forecasts indicate that, during a period
commencing 1 hour before and ending 1 hour after the
conditions will be at or above the applicable landing minima
(Approach operating minima). The ceiling must be taken into
account when the only approaches available are non-
precision and/ or circling approaches.
Any limitation related to one-engine inoperative operation

must be taken into account.
Page 17-7
PART - A Chapter 17
CONSIDERATIONS
TABLE TAKE-OFF ALTERNATE DISTANCE:
Aircraft Type Maximum distance for take-
off alternate (NM)
A-319 394 (60 minutes)
A-320-231 411 (60 minutes)
A-320-214 406 (60 minutes)
A-321 401 (60 minutes)
A-330 430 (60 minutes)
B777-300ER,B777-200LR 415 (60 minutes)
415 (60 minutes)
B787 427 (60 minutes)
B747-400 900 (120 minutes)
Refer Chapter 7 for takeoff alternate planning minima
17.1.2.3.3 DESTINATION ALTERNATE AERODROME

For a flight to be conducted in accordance with the instrument flight
rules, at least one destination Alternate aerodrome shall be selected
and specified in the operational and ATS flight plans, unless:
i)The duration of the flight and the meteorological conditions

prevailing are such that there is reasonable certainty that, at
the estimated time of arrival at the aerodrome of intended
landing, and for a reasonable period before and after such
time, the approach and landing may be made under visual
meteorological conditions; or
ii)The aerodrome of intended landing is isolated and there is no
suitable destination alternate aerodrome.
Two usable destination alternates must be selected

when:
- The appropriate weather reports or forecasts for the
destination indicate that from one hour before to
one hour after the aircraft’s ETA the weather
conditions will be below the applicable planning
minima;
or
- No meteorological information is available.
Refer Chapter 7 for destination alternate planning
minima
Page 17-8
PART - A Chapter 17
CONSIDERATIONS
17.1.2.3.4 ENROUTE ALTERNATE AERODROME
Enroute alternate airport means a suitable airport to which a

diversion can be safely accomplished. The aerodrome should
be available and equipped with necessary ancillary services
such as ATC, sufficient lighting, communications, weather
reporting, navigation aids, emergency services, etc. An
adequate aerodrome may be usable for destination
alternate, en-route alternate or for destination aerodrome
17.1.2.3.5 EDTO EN-ROUTE ALTERNATE

An EDTO En-Route alternate is an airport at which an aircraft
would be able to land after experiencing an engine shutdown
or other abnormal or emergency condition while en-route in
an EDTO operation. Refer Chapter 7 for EDTO En-Route
alternate planning minima.
17.1.2.3.6 ENROUTE EMERGENCY AIRPORTS

Airports charts for those enroute airports which are suitable
for our aircraft operations are provided in the Jeppesen
Manuals. I n case of diversions to such airports (including
airports in remote or sparsely populated areas) in an
emergency, the airport data will be available in the FMS and
additional information, if required, can be obtained from the
Jeppesen Airport Directory Section. RTOW charts will not be
available for such airports and all performance calculations
will be required to be done from the respective AFM/ FPPM/
FCOMs.
An aerodrome is considered suitable en-route/ destination

alternate, if the weather reports or forecasts or any
combination thereof indicate that, during a period
commencing 1 hr. before and ending 1 hr. after the
conditions will be at or above the planning minima.
when isolated, if the weather reports or forecasts indicate
that, during a period commencing 1 hour before and ending
1 hour after the estimated time of arrival at the aerodrome,
Page 17-9
PART - A Chapter 17
CONSIDERATIONS
the weather conditions will be at or above the landing
minima. Enroute Alternates have to specified on the
Operational Flight Plan (OFP).
Refer Chapter 7 for enroute alternate planning minima.
17.1.2.3.7 ISOLATED AERODROME

I solated aerodrome is defined as an aerodrome, which does
not have a suitable/ adequate airport within 60 minutes of
still air flying under I SA conditions. An aerodrome is
considered suitable for I solated destination aerodrome, if the
weather reports or forecasts or any combination thereof
indicate that, during a period commencing 1 hr. before and
ending 1 hr. after the estimated time of arrival at the
aerodrome, the weather conditions will be at or above the
planning minima.
Refer Chapter 7 for I solated aerodrome planning minima.
17.1.3 METHODS FOR THE DETERMINATION OF

AERODORME OPERATING MINIMA
This has been covered in Chapter 7
17.1.4 ENROUITE OPERATING MINIMA FOR VFR FLIGHT

17.1.5 PRESENTATION AND APPLICATION OF AERODORME

AND ENROUITE OPERATING MINIMA
17.1.6 INTERPRETATION AND DECODING OF
METROLOGICAL INFORMATION AND FORECAST
The decoding of MET forecasts and MET reports is covered
during ab-initio training for the pilots and flight despatchers,
as per the procedures contained in I CAO Annex 3 and the
AI P, I ndia. For further informations Refer Jeppesen Manual.
17.1.7 DETERMINATION OF QUANTITIES OF FUEL & OIL

CARRIED
Refer chapter 12 of this Manual.
17.1.8 WEIGHT AND BALANCE CONTROL

Refer chapter 14 of this Manual.
Page 17-10
PART - A Chapter 17
CONSIDERATIONS
17.1.9 ATS FLIGHT PLAN
17.1.9.1 INSTRUCTIONS FOR THE COMPLETION OF THE

ATS FLIGHT PLAN FORM
Flight Plan of standard I CAO Format are available in Flight
Dispatch/ ATC. Adhere closely to the prescribed formats and
manner of specifying data.
Commence inserting data in the first space provided. Where

excess space is available leave unused spaces blank.
I nsert all clock times in 4 figures UTC. I nsert all estimated

elapsed times in 4 figures(hours arid minutes).
Shaded area preceding item 3 to be completed by ATS and

COM services, unless the responsibility for originating flight
plan messages has been delegated.
For instructions for the completion of the flight plan form
refer Jeppesen manual ATC section.
17.1.9.2 RESPONSIBILITY OF FILING

At airports where we have AI Flight Despatch set up or have
arrangements with local handling agents, submission of the
flight plan will be done by them.
I f this arrangement does not exist, the flight crew will

comply with this requirement, depending on the procedures
applicable at a particular airport. I n such cases, it is normally
the responsibility of the First Officer to file the flight plan.
17.1.9.3 ACCEPTANCE BY A.T.S. UNIT

The Air Traffic Service Unit receiving a flight plan shall check
the same and indicate acceptance of the same.
17.1.9.4 CHANGE OF FLIGHT PLAN

a) Prior to commencement of a flight, if any changes are
suggested or warranted by appropriate ATS unit at the
time of filing ATS Flight Plan, it shall be the responsibility
of concerned Flight Despatch to incorporate such
Page 17-11
PART - A Chapter 17
CONSIDERATIONS
changes in the operational/ ATS flight plan and brief crew
accordingly.
b) When any changes are received in filed ATS flight plan
from an ATS unit after the aircraft has taxied out or is in
flight, it will be the responsibility of the PI C to change
the operational Flight Plan accordingly, either with the
use of FMS and/ or the Route Manual.
17.1.10 OPERATIONAL/ATS FLIGHT PLAN

Refer to Chapter 16 of this Manual and Jeppesen Manual.
17.1.11 AIRCRAFT TECHNICAL LOG(ATL)

17.1.11.1 RESPONSIBILITY AND USE OF AIRCRAFT
TECHNICAL LOG(ATL)
The aircraft will be certified serviceable for operations within
its C of A by the concerned aircraft engineer after he has
carried out the requirement inspection / rectification. This
certification will be given by the engineer in the ATL by
appending his signature, approval number, date and time
The commander will review the complete airworthiness state
of the aircraft by ensuring that all reported defects have
been rectified and if not their permissiveness under the MEL
reviewed deferred maintenance and any additional work
carried out. PI C will satisfy that the conditions specified as
par CAR, and append the tech log of his acceptance with
signature date and time.
The PI C ensures the responsibility for recording the following

information for each flight :
i) aircraft registration
ii) date
iii) flight number
iv) flight crew names and duty assignment
v) departure and arrival airports
vi) ATD, ATA, flight time
For any entry in the TECHLOG the flight crew / engineer
must ensure that
i) it is up to date
ii) legible
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PART - A Chapter 17
CONSIDERATIONS
iii) cannot be erased ( must be written with a ball point pen
) and
iv) is correctable in the case of an error provided each correction is
identifiable and errors remain legible. (Errors if any will be
circled and initialed.)
17.1.12 List Of DOCUMENTS TO BE CARRIED ON BOARD THE

AIRCRAFT
I t shall be ensured that the documents that comprise the
onboard library, are carried onboard the aircraft for each
flight and located in a manner that provides for access by
the flight crew.
17.1.12.1 I n conformity with CAR Sec. 2 Series ‘X’ part VII, certain
mandatory documents are required to be carried on board
the aircraft which are quoted below:
QUOTE
2. Requirement
2.1 No person in charge of any aircraft shall allow such
aircraft to be flown unless the following valid
documents, as applicable (in original or attested copies),
are carried on board the aircraft:
i) Certificate of Registration;
ii) Certificate of Airworthiness;
iii) Airworthiness Review Certificate (ARC);
iv) A document attesting Noise Certification of the
aeroplane/ helicopter;
v) Air Operator’s Permit;
vi) Appropriate Licences for each member of the flight
crew;
vii) Aeromobile Radio operation Licence for Radio
Communication apparatus;
viii) Journey Log Book or equivalent documents
approved by the DGCA;
ix) Operations Manual;
x) Minimum Equipment List;
xi) Flight Manual;
xii) Cabin Crew Manual;
Page 17-13
PART - A Chapter 17
CONSIDERATIONS
xiii) Cockpit and Emergency Check List unless these
form part of Flight Manual, carried on board;
(QRH)
xiv) Aeroplane search procedure checklist;
xv) Maintenance Release/ Certificate to release to
service;
xvi) LOPA (Layout of Passenger Arrangement) (SEPM);
xvii) Emergency and Safety Equipment Layout (SEPM);
xviii) Route guides
xix) Current and suitable navigation charts/maps for
the planned flight route and all other routes
along which it is reasonable to expect that the
flight may be diverted;
xx) Weight Schedule ;
xxi) Load and Trim Sheet;
xxii) If carrying passengers, a list of their names and
places of embarkation and destination;
xxiii) If carrying cargo, a manifest and detailed
declarations of the cargo; and
xxiv) If carrying dangerous goods, a list of such
goods. This list must be specifically brought to
the notice of Pilot-in-Command, before the flight.
UNQUOTE
17.1.12.2 JEPPESEN MANUALS

Route Manuals are familiarly known as Jeppesen Manuals.
These manuals have the details about the following
contents:
Route & Airport instructions and information (Departure,
destination, en-route and destination alternates) to include:
a) Airway manuals and charts, including information
regarding communication facilities and navigation aids.
b) Airport charts such as Terminal charts that include SI D,
STAR, Precision & Non- Precision Approach procedures,
Weather Minimas, Airport Layout, instruction on Parking
and Taxing Procedure, MSA … etc.
c) Avigation charts which contains ATS routes, MEA, ADI Z,
an explanation of the differences between prevailing and
or local airspace rules an and I CAO airspace rules,
navigational aids, Air Traffic Services and associated
Page 17-14
PART - A Chapter 17
CONSIDERATIONS
communications instructions about the usage of Special
Airspaces, RVSM limits, Cruising Altitude, Emergency
Services, Communications listing of approach, Tower,
Ground, SSB (HF communication)…etc
The Documentation Section, CSI A, Mumbai is responsible to

keep the onboard documents updated at all times for
B744/ B777/ B787. I t will be the responsibility of the
Commander to ensure the same. Following are the
documents that are carried on each type of aircraft:
17.1.12.3 B747-400
I. COCKPIT DOCUMENTS BAG NO.1
1. Airplane Flight Manual Vol. I & I I

2. Flight Crew Operations Manual Vol I , I I
3. FPPM & Performance Guidelines
4. Fault Reporting Manual
5. Despatch Deviation Guide
6. Operations Manual Part A,B & C
7. Weight and Balance Manual
8. I nterim File.
9. Fuel Carnet Cards } Refer AFM Vol-I
II. COCKPIT DOCUMENTS BAG NO.2
1. Safety Emergency Procedures Manual (including DGR)

2. RTOW Tabulations Handbook
3. CAT I I / I I I Training Manual
4. Minimum Equipment List
5. SOP
8. De-icing/ Anti-icing Manual (As required)
9. All Weather Operations Manual
10. Quick Reference Hand Book (Two Copies)
III MUST GO ENVELOPE NO.1
1. Emergency Response Guide Book I ncluding DG
Page 17-15
PART - A Chapter 17
CONSIDERATIONS
2. Operations security Manual
3. Take Off Data cards/ Total Fuel Required Forms
4. Captain’s Announcement Forms
5. APU Monitoring Forms
6. Balance Chart with Traffic Load Sheets
7. Bomb Threat File with Blank Forms / I nspections
Procedure Sheet.
8. Sealed Envelope for BOMB THREAT CONTI NGENCY
PLAN
IV. MUST GO ENVELOPE NO.2
1. Cockpit Check lists - Qty.2

2. Pilots Reports
3. Empty envelopes
V. ATLANTIC FOLDER (FOR USA/ CANADA FLTS)

(As Required)
1. North Atlantic Operations and Airspace Manual (NAT

Doc 007)
2. FAA US Operations Specifications
3. Atlantic plotting chart
VI. JEPPESEN MANUALS (As Per Route)
VII. ENGINEERING FOLDER
C of A, C of R, ARC, Noise Certificate, I nsurance

Certificate, Communication Certificate & AOP.
VIII. VARIOUS FORMS FOLDER
Flight Safety Reports, Bird Strike, I ncident Reports, Route

Check Report Form, Certificate –Suitability Check,
Pilot/Observer’s RA Reports, Warning letter, Hazard
I dentification Report, FDTL Extension Reporting Forms,
Anonymous Occurrence Reports & Overflying Permits.
Page 17-16
PART - A Chapter 17
CONSIDERATIONS
17.1.12.4 B777
I. COCKPIT DOCUMENTS BAG NO.1

2. Flight Crew Operations Manual Vol. I , I I
3. Minimum Equipment List including DDG
5. FPPM
6. Fuel Carnet Cards} Refer AFM Vol-I
II. COCKPIT DOCUMENTS BAG NO.2
1. RTOW Tabulations Handbook

2. Safety Emergency Procedures Manual (including DGR)
3. Quick Reference Hand Book (Two Copies)
III. MUST GO ENVELOPE NO.1
1. Emergency Response Guide Book

2. Take Off Data / Total Fuel Required Forms
4. Take Off Data Procedure Sheet
5. Balance Chart with Traffic Load Sheets File
6. Bomb Threat File with Blank Forms / I nspections
Procedure Sheet.
7. FAA US Operations Specifications
8. North Atlantic Operations and Airspace Manual (NAT
Doc 007)
IV. MUST GO ENVELOPE NO.2
1. Overflying Permits
2. Empty envelopes
Page 17-17
PART - A Chapter 17
CONSIDERATIONS
VI. JEPPESEN MANUALS (As Per Route)
Atlantic Plotting Chart (I ND/ USA Manuals)

Certificate, Communication Certificate, Fuel Carnet Cards &
AOP.
Flight Safety Reports, Bird Strike, I ncident Reports, RA

Reports, Route Check Report Form, Bomb Scare & Anti
Sabotage Check Report, Altitude Deviation Report,
Warning letter, Wake Turbulence Report, NATS Wake
vortex Report, Hazard I dentification Report, FDTL
Extension Reporting Forms, Anonymous Occurrence
Reports, Overflying Permits & EFB Crew Evaluation Report.
17.1.12.5 B787
I. COCKPIT DOCUMENTS BAG

2. Flight Crew Operations Manual
3. Minimum Equipment List including DDG
5. Safety Emergency Procedures Manual (including
DGR)
6. Quick Reference Hand Book (One Copy)
7. Jeppesen Manuals (Route Specific).
8. Fuel Carnet Cards} Refer AFM Vol-I
II. MUST GO ENVELOPE
2. Balance Chart with Traffic Load Sheets File
3. Sealed Envelope for BOMB THREAT CONTI NGENCY
PLAN
4. EFB Crew Evaluation Report
5. Empty Envelopes
Page 17-18
PART - A Chapter 17
CONSIDERATIONS

Certificate, Communication Certificate, Fuel Carnet Cards &
AOP.

Overflying Permits,Flight Safety Reports, Bird Strike,
I ncident Reports, RA Reports, Altitude Deviation Report,
Warning letter, Hazard I dentification Report, FDTL
Extension Reporting Forms, I mmigration and customs
declaration form ,Anonymous Occurrence Reports, Route
Check Report Form Pilots Reports, Wake Turbulence
Report Form & EFB Crew Evaluation Report.
17.1.12.6 A320 / A319 / A321 / A330
I. COCKPIT DOCUMENTS (Engineering folder)
1. Certificate of flight release

2. Certificate of Registration
3. Certificate of Airworthiness
4. Aeromobile Radio Telephony Licences
5. Weight Schedule
6. Noise certificate
COCKPIT DOCUMENTS BAG (for navigation)
7. Flight Report Book

8. Cabin Defect Report Book
9. A list of dangerous goods if carried. This list must be
specifically brought to the notice of the Commander
(NOTOC)
10. Charts/ Maps for the planned flight route (wherever
required)
11. Crew, Passenger and cargo manifest
12. Operations Manual
13. Operations Circulars
Page 17-19
PART - A Chapter 17
CONSIDERATIONS
14. General Operational Circulars (Mandatory/
Recommendatory/ I nformatory)
15. Safety Emergency Procedures Manual
(I ncluding DGR)
16. Aircraft Flight Manual
17. Aircraft FCOM
18. RTOLW Book
19. Topographical charts where required
20. Minimum Equipment List
21. Load and Trim Sheet
22.NOTOC (if notifiable goods are carried)23. Quick
Reference Handbook (QRH) as applicable
24. I CAO Emergency Response Guide (ERG)
25. RVSM manual and RVSM handout
26. SAR
27. * Various forms
28. Flight Crew Licence
(* Air Contamination Report/ Bird Strike Form/ RA
Form/ Flight Safety Report Form/ Voluntary Reporting/
Airframe vibration form/ Erratic airspeed indication form/
Flight management event reporting/ EGPWS Occurrence
form/ Hazard reporting )
The Documents from serial number 1 to 6 to be

displayed/ kept in the cockpit . Documents from serial number
7 to 28 to be kept in Cockpit Documents Bag on board in the
cockpit.
For A320 / A319 / A321 / A330, it is the responsibilities of

the Technical Cell to ensure documents kept in Cockpit
Documents Bag are updated and latest revisions
incorporated. I t is mandatory for the aircraft documents to
be updated before the aircraft departs a base which has a
functional flight dispatch. (Mumbai, New Delhi, Kolkata,
Chennai, Bangalore, Hyderabad, Calicut).
Page 17-20
PART - A Chapter 17
CONSIDERATIONS
17.1.12.7 RESPONSIBILITY OF CREW MEMBERS FOR
FLIGHT DOCUMENTS
The responsibilities of individual crew members to ensure
carriage of flight documents are given below, however this
does not absolve the accountability to ensure such carriage
on the part of PI C.
DOCUMENTS/EQUIPMENT First
Officer
i) C of R, C of A, Radio License *
ii) Airplane Flight Manual *
iii) Operation Manual *
iv) Fault Reporting Manual *
v) Cockpit Checklist *
vi) Route Manual * +
vii) Aircraft / engine Log, Flight *
Report
viii) Balance Charts, Load Sheet *
ix) Forms, as appropriate : Pilot *
Reports, Flight Plans,
AI REP forms,
x) Licenses , passports, health *+
papers
xi) Torch *
NOTE : 1) * applicable to crew concerned
2) + A320 crew concerned
17.1.12.8 COCKPIT DOCUMENTS BAG CHECKING

Prior to Departure it is to be ensured all documents as
required by regulations and Company are kept on board. I t
is the responsibility of the First Officer as well as the
approved airline staff for the compliance of the above. The
same shall be communicated to the Commander.
NOTE: Due to frequent changes taking place in aircraft
movements, flight crew should ensure that relevant
Jeppesen Manuals are on board the aircraft. I n respect to
A320 family pilots signing in the despatch register imply that
their individual Jeppesen manual up-to-date.
Page 17-21
PART - A Chapter 17
CONSIDERATIONS
17.1.12.9 RETURNING THE COCKPIT DOCUMENTS BAG
On completion of their assignment, flight crew should return
the items to Cockpit Documents Bags intact. Crew would be
liable for strict administrative action as deemed fit as well as
pay the cost of items found missing. I n case crew change
takes place, the incoming crew must check the Cockpit
Documents Bags and if any items are found missing, the
same should be recorded in Pilot ’s Special Report for
necessary action.
17.1.12.10 It is Mandatory to complete and place the pilot’s report,

flight plan, sector log auto land report and trim sheet in the
must go envelope.
17.1.12.11 COCKPIT CLEANLINESS

Sometimes cleanliness of the cockpit leaves much to be
desired. Particularly, when fresh set of crew enter the
cockpit to take over, they find flight documents/ manuals,
paper cups, etc. strewn in the cockpit giving a poor
appearance. Although the cockpit is cleaned by the
cleaners, they first commence with the cabin in order that
the passenger boarding clearance is expedited. Meanwhile
the taking over flight crew arrives and finds the cockpit in a
shabby condition. Hence on completion of the flight, the
crew should ensure that all documents are kept in the
correct place and used cups, water bottles etc. are removed/
placed in the waste bin. News papers, magazines and any
other such material borrowed from the cabin shall be sent
back at the end of flight.
17.2 GROUNG HANDLING ARRANGEMENT AND
PROCEDURES
17.2.1 GROUND OPERATIONS
An aircraft shall not be taxied on the movement area of an
airport unless the person at the controls:
i) has been duly authorised and is fully competent to taxi
the airplane;
ii) is qualified to use the radio telephone or a person
qualified to do so is on board; and
iii) has been duly briefed of the airport layout, routes, signs,
markings, lights, ATC signals and instructions,
Page 17-22
PART - A Chapter 17
CONSIDERATIONS
phraseology and procedures and is able to confirm to
the operational standards required for safe operation of
the aircraft at the airport.
I f, due to any reason, the aircraft has to be towed with

Flight Crew manning the Flight Deck, it has to be like a
normal push back procedure, with facility for communication
between cockpit and ground and between cockpit and ATC
being available. Further, it should also be ensured that nose
wheel pin is in position.
I t may also be noted that engine out taxi is in order provided

the system configuration permits engine out taxi. However,
exercise judgement in confined areas of airport while
parking.
17.2.2 AIRCRAFT GROUND - HANDLING COMMUNICATIONS

(GENERAL)
Ground personnel shall be in inter-phone contact with the
cockpit and shall make sure that all non-essential equipment
are clear of the aircraft before giving clearance to start
engine. Engines shall be started only after clearance from
the authorised ground personnel and ATC has been
received.
17.2.2.1 SIGNALS
The Crew to adhere to the instructions given in the SOP/
Jeppesen.
17.2.2.2 MARSHALLING SIGNALS

Standard pictorial hand signals are given in the Aircraft Rules
para 4, Schedule I V and I CAO Annex 2, Appendix 1. For
further and onboard information, refer Jeppesen Manual.
17.2.3 GENERAL CONDITIONS FOR PUSHBACK
17.2.3.1 PUSH BACK

Should the Captain want the A/ c stopped for any reason
such as ATC requirement, loss of electrical power etc., he
shall advise the ground personnel on intercom to stop. Pilot
Page 17-23
PART - A Chapter 17
CONSIDERATIONS
shall not use the brakes for stopping during push back.
Ground personnel are responsible for aircraft speed,
direction control and obstacle clearance during tow/
pushback.
Nose wheel steering control must not be activated during

pushback.
Flap extension/ control checks etc must not be carried out
during pushback.
Prior to push back the Captain must be on inter phone

contact with ground personnel. Push back shall not be done
without inter phone contact between the cockpit and the
ground personnel.
Push back procedure laid down in the aircraft FCOM/ FCTM
should be followed.
Prior to starting engines the ‘Before Start’ check-list must be

completed.
17.2.3.2 WHEN READY FOR PUSH BACK

- Clearance for push back shall be taken from the
appropriate ground/ tower frequency.
- Ground personnel will advise “ready for push back”
when ready to move the aircraft.
- The Captain will signal that he is ready by advising
“Brakes off” for push back and advise ground pe rsonal
the specific ATC instruction of push back.
The Captain’s signal means:

i) The Marshaller is in sight
ii) ATC clearances has been received to leave gate
iii) The brakes have been released.
- Should the Captain want the aircraft stopped for any
reason such as request from ground control, loss of
external power etc. he shall advise the ground personnel
by interphone to “stop’ the aircraft. Pilot shall not use
the brakes for stopping during push back.. Ground
personnel are responsible for aircraft speed, direction,
Page 17-24
PART - A Chapter 17
CONSIDERATIONS
control and obstacle clearance while the aircraft is being
towed/ pushed backed.
- Hydraulic/ electrical power configuration before push
back shall be as per aircraft FCOM/ FCTM.
- No power/ hydraulic conditions will be altered during
push back.
- Nose wheel steering control must not he activated
during push back because the steering mechanism can
be damaged.
- When push back is completed, ground personnel will
advise “Brake ON”, After the brakes are set the flight
crew will advise ground personnel ‘Brakes ON’.
17.2.3.3 PUSH BACK, START UP AND TAXI OUT

I t is an acknowledged fact in the industry that pushback and
engine start is a hazardous procedure. Misunderstandings
between the cockpit and ground crew can lead to serious
accidents, injury to personnel or damage to aircraft or
equipment. All personnel involved in the operation have to
be extremely vigilant at all times and strictly adhere to the
procedure.
 Clearance for pushback shall be taken from the

appropriate ground/ tower frequency.
 After completion of before start checklist:
o Captain asks the ground “Confirm A/c clear, all
doors Closed.”
o Ground checks and replies “A/c clear all Doors
Closed.”.
o Captain: “Clear to pushback facing…….”
o Ground: “Pushback facing………. Release parking
brakes.”
o Captain: “Parking brakes released.”
o Ground: “Commencing pushback”
I f engine starting is authorised during pushback by the ATC
and by the ground personnel, engine start up may be
accomplished as per the procedure in the FCOM and SOP. I f
one engine is started in the bay and for starting remaining
engines, requires the running engine to be run up above idle
to increase duct pressure, the remaining engine(s) should be
Page 17-25
PART - A Chapter 17
CONSIDERATIONS
started only after completing pushback. Engine should not
be operated above idle during pushback.
17.2.3.4DELAYS IN PUSHBACK / POST PUSHBACK

I n case there is any problem and the tractor has not been
disconnected, the ground personnel will indicate to the
cockpit crew as follows:
“Standby, tractor NOT disconnected….” etc.
17.2.3.5 ENGINE START WHERE NO PUSHBACK REQUIRED

I n this case it must be ensured that chocks are in place and
parking brakes are applied prior to engine start up.
Communication with the ground personnel will be carried out
as given in respective FCOM/ SOP.
17.2.3.6 ONE ENGINE STARTUP AT BAY

At times due to unserviceability of APU, one engine may be
started in the bay. Appropriate clearances must be obtained
from ATC and ground personnel. Engine should be started in
accordance with respective FCOM/ SOP. Remaining
engine(s) should be started on completion of pushback to
avoid stress on the tractor and tow bar.
17.2.3.7 ALL ENGINE STARTUP AT BAY

I t is general policy of the company that not more than one
engine start shall be accomplished at bay prior to pushback.
However only and if only ATC requires specifically for aircraft
to complete all engine start at bay for purposes of
congestion and sequencing of taxi lane, the pilot is permitted
by company to accomplish all engine start at bay prior to
pushback.
17.2.4 PRIOR TO TAXI

The Captain must not release parking brakes until the
mechanic/ marshaller has given thumbs up signal on the
left/ right side, after start checklist is completed and ATC
clearance has been obtained.
All actions must be deliberate and unhurried. There should

be no hurry to taxi out. I t must be ensured that the ground
Page 17-26
PART - A Chapter 17
CONSIDERATIONS
crew has moved away well clear and thumbs up signal has
been obtained. The ground crew on their part must
constantly inform the cockpit crew of all the things that are
happening down below as an extensive portion below the
nose is not visible from the cockpit. I f any operation such as
disconnecting tow bar etc. is interrupted or delayed, the
ground crew must call up on the intercom and inform the
Captain. I n case of no communication with the ground crew
for a reasonable period of time the cockpit crew should also
make all attempts to re-establish communication by
sounding the horn etc. I f there is still no response from the
ground, the ground/ apron control should be contacted on
R/ T. Avoid using ambiguous terminology.
One person from the ground crew must be designated as
marshaller and give thumbs up signal, or at night with
marshalling flash light wand and wait till the aircraft taxies
out.
17.2.4.1 GUIDANCE ON TAXIING AN AEROPLANE

Before commencing taxy, ensure that taxy instructions are
clearly understood by both pilots and the taxy routing is
discussed. I f in doubt, ask ATC again and note down.
Utmost caution and vigilance must be exercised during taxy.
No paperwork, putting away charts, unnecessary
conversation etc. should be carried out during taxy. Taxi
speed should be adjusted to suit conditions and neither be
excessive nor too slow at any time. Avoid coarse use of
nose wheel steering and brakes in order to provide
passengers a comfortable ride.
17.2.5 WEARING OF HIGH VISIBILITY JACKETS IN

OPERATIONAL AREAS
I t is mandatory for all personnel working in the operational
areas of the airport to wear High Visibility Fluorescent
Jackets.
Page 17-27
PART - A Chapter 17
CONSIDERATIONS
17.3 FLIGHT PROCEDURE
17.3.1 IFR/ VFR POLICY

All commercial flights shall be conducted under I FR flight
plan.
All aeroplanes operated in accordance with I FR shall comply

with instrument flight procedures approved by the state in
which the aerodrome is located.
17.3.1.1 CHANGE FROM AN IFR FLIGHT TO A VFR FLIGHT
All commercial flights shall be operated under I FR. However,
AERODROME/ AI RWAYS requiring VFR shall be specifically
authorized by GM-Ops (incharge) and ATC flight plans will be
filed accordingly including change over from I FR to VFR.
17.3.1.2 IFR AIR TRAFFIC CONTROL CLEARANCE AND

ADHERENCE TO IT
An air traffic control clearance shall be obtained prior to
operating an I FR flight or a portion of the flight as an I FR
flight in controlled airspace. Such clearance shall be
requested through the submission of a flight plan to an air
traffic control unit. No deviations shall be made from the
requirements of an air traffic control clearance unless an
emergency situation arises necessitating immediate action,
in which case, as soon as possible after such emergency is
exercised, the appropriate Air Traffic Control Unit shall be
notified of the deviations and, if necessary, obtain an
amended clearance.
17.3.1.3 UNCONTROLLED AIRSPACE / AIRPORTS

Flights into and out of uncontrolled airspace and/ or airports
are not authorised.
17.3.1.4 TERMINATION OF CONTROL
When an I FR flight operating under the air traffic control
services has landed, or leaves a controlled airspace and is no
longer subject to air traffic control service, the appropriate
Air Traffic Control Unit shall be notified as soon as possible.
Page 17-28
PART - A Chapter 17
CONSIDERATIONS
17.3.2 NAVIGATION PROCEDURES
17.3.2.1 STANDARD NAVIGATION PROCEDURES
Standard navigational procedures including policy for
carrying out independent cross-check of keyboard entries
where these affect the flight path to be followed by the
Aircraft, refer respective FCOM.
For aeroplanes in Air I ndia fleet, Navigation is provided by
I RS ,FMS & GPS/ GNSS (As applicable). For further details
refer respective FCOM.
17.3.2.2 NAVIGATION LOG

Flight Plan serves all purposes ( e.g. Time, track ,Fuel etc.)
of navigation Log.
17.3.2.3 LONG RANGE NAVIGATION

Our aircraft are equipped with Long Range Navigation Aids.
The procedures applicable are given below:
The Flight Management System in conjunction with other

interfacing equipment in the airplane, forms an integrated
full-flight regime control and information system which
provides automatic navigation, guidance, thrust
management, map display, and in-flight performance
optimization. I t reduces cockpit workload during each flight
phase by eliminating many routine tasks and computations
normally performed by the crew. When coupled to the auto-
pilot flight director, and auto throttle/ Auto thrust, the FMS
provides automatic guidance through integrated commands
for controlling roll, pitch and engine thrust.
i) FUNCTIONS OF THE FMS

Refer to respective FCOM/ FCTM.
17.3.2.4 MINIMUM NAVIGATION PERFORMANCE

SPECIFICATIONS (MNPS)
Navigation Performance Specification Airspace and aircraft
fitted with approved Navigation equipment are only
permitted to fly in this airspace. MNPS is applicable to the
North Atlantic region. Refer to NAT DOC 007 (North Atlantic
Operations and Airspace Manual) which is Published on
Page 17-29
PART - A Chapter 17
CONSIDERATIONS
behalf of the North Atlantic Systems Planning Group (NAT
SPG) by the European and North Atlantic Office of I CAO.
17.3.2.5 RNAV
Refer Chapter 4 of this manual and PBN manual.
17.3.2.6 IN-FLIGHT RE-PLANNING
I n-flight re-planning may be required for a number of
reasons e.g. destination weather deterioration, in-flight
weather, systems degradation etc. I n such instances the
flight may have to be re-planned to an alternate airport.
Pilots must ensure that there is adequate fuel for the re-
planned flight, the alternate is usable and available and the
weather conditions are adequate. Fuel requirements for in-
flight diversion from any point are given in the FCOM.
17.3.2.7 PROCEDURE IN THE EVENT OF SYSTEM

DEGRADATION
I n case of conditional flights e.g ETOPS, RVSM , RNP any
system degradation may infringe the requirements for
conducting such conditional flights. These requirements are
given in the FCOM.
17.3.2.8 REDUCED VERTICAL SEPARATION MINIMUM

(RVSM)
Refer Chapter 4 of this manual and RVSM manual.
17.3.2.8.1 HEIGHT KEEPING PERFORMANCE
A procedure is in place for the monitoring agencies to
forward a report to Air I ndia whenever our aircraft do not
meet the requirements for operations in RVSM airspace.
Based on these reports, our Engineering Department will
take immediate corrective act ion in this regard.
17.3.2.9 PBN REQUIREMENTS

Rapid and continued growth of aviation places increasing
demands on airspace capacity. This requires optimum
utilisation of available airspace. One of the methods to
achieve this optimum utilisation is through navigational
accuracy.
Refer FCOM/ FCTM/ PBN Manual.

Page 17-30
PART - A Chapter 17
CONSIDERATIONS
17.3.2.10 POSITION REPORTS
The time and level of passing each designated reporting
point, or the reporting points specified by the appropriate air
traffic control unit, together with any other required
information, shall be reported by radio as soon as possible to
the appropriate Air Traffic Control Unit except when advised
by appropriate ATS unit to suspend position reporting. I n the
absence of designated reporting points, position reports shall
be made at intervals specified by the appropriate air traffic
control unit or by the Director-General.
17.3.2.11 IN-FLIGHT NAVIGATION ACCURACY

Crew to crosscheck Enroute navigation accuracy and monitor
navigation performance, verify present position and, if
applicable, maintaining a particular RNP, through suitable
means as described in the respective FCOM / FCTM / SOP.
17.3.3 ALTIMETER SETTING PROCEDURES / LIMITS

It is Company’s policy that QNH will be the sole barometric
altitude reference for the Take Off, Approach and Landing
phases of flight.
The conversion charts for meters – feet- meters and QNH

inches – millibars – inches are available in the ‘Tables &
Codes’ Section of the Jeppesen Manuals.
Refer to respective aircraft Flight Crew operations Manual

(FCOM) for limits to differences in the altimeter readings.
The limits are applicable to for RVSM as well as for Non-
RVSM flight levels.
I t has been therefore decided to fall in line with the general

trend in the industry and the procedures stated below will be
followed at all times except when local regulations require
otherwise :
17.3.3.1 CONVERSION FROM IMPERIAL (FT) TO METRIC
(M)
The detailed procedures for converting, crosschecking and
flying metric levels, when required, are enumerated in the
respective SOPs.
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CONSIDERATIONS
17.3.3.2 ICAO STANDARD PROCEDURES
The I CAO Standard Altimeter setting procedures are based
on the assumptions that during enroute flight, the vertical
separation of an aircraft is expressed in terms of flight levels
and that in the vicinity of an aerodrome at or below the
“transition altitude”, an aircraft is flown at altitudes
determined by QNH setting. The change from “flight level”
to “altitudes” and vice versa is made when climbing at
transition altitude, and when descending at transition level.
QNH is normally made available to aircraft in take-off/ climb
and approach/ landing clearances, and QFE is given on
request only except in UK and East European countries
where QFE is given in the normal course.
17.3.3.3 AIR INDIA ALTIMETER SETTING PROCEDURES

The altimeter setting to be normally adopted by our flight
crew will be as under:
PHASE OF FLIGHT SETTING OF ALTIMETER
COMMANDER STANDBY CO-PI LOT
Take-Off to Transition QNH QNH QNH
Altitude
During Climb, if QNH QNH QNH
cleared upto
Transition Altitude
If cleared above 1013.2 1013.2 1013.2
Transition Altitude mb/ STD mb/ STD mb/ STD
Enroute Cruise 1013.2 1013.2 1013.2
mb/ STD mb/ STD mb/ STD
During descent, if 1013.2 1013.2 1013.2
cleared upto mb/ STD mb/ STD mb/ STD
Transition Level
Cleared to an Altitude QNH QNH QNH
below Transition
Level and while
passing transition
level
Approach / Landing QNH QNH QNH
Missed Approach QNH QNH QNH
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CONSIDERATIONS
For feet to metric level conversion, refer to specific Jeppesen
enroute/ approach chart, ATC sections of the respective country.
17.3.3.4 ALTIMETER CORRECTIONS

For corrections due temperature and altitude variations,
refer respective aircraft FCOM/ Jeppesen supplementary text
– ATC Section- part VI - Altimeter setting procedures.
17.3.3.4.1 QFE AND/OR METRIC ALTIMETER SETTING

PROCEDURE
I n the states where metric system of altimeter setting is
used (refer Jeppesen manual for such states) and at some
Military aerodromes( e.g Royal Air Force), where procedures
are based upon QFE, Transition “Height” is used with
aerodrome QFE as the datum. Th e QFE reference is the “
Aerodrome Elevation”. However, threshold elevation shall
be used as the datum for a precision approach runway and
for a non-precision approach runway if the threshold is 2
meters ( 7 feet) or more below the aerodrome elevation.
I n the above mentioned states dimensions are metric.

Charts for these aerodromes indicate all vertical distances as
altitudes, (QNH), in feet with conversion to heights in feet,
(QFE) and meters (QFE.)
- Air traffic control instructions and flight crew reports
concerning vertical navigation below transition
height/level are expressed in “meters QFE” (height).
- For departure, for Enroute flying at or below
transition altitude / level and for intermediate and
final approach, both altimeters shall be set to QNH
and the QNH/ QFE conversions used to establish and
report vertical position.
- A third altimeter (which may be metric) should be
set to QFE for monitoring.
Note : I n some states Flight Levels are metric and the
complete altimeter reading is used so that 5000 meters
(16400 feet) is stated as “Flight Level 5000 meters
Standard”
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CONSIDERATIONS
17.3.3.4.2 ALTIMETER SERVICEABILITY CHECKS
1) During cockpit preparation the pressure scales of all
altimeters shall be set to the actual QNH of the aerodrome,
they must read to be wit hin the type specific tolerances,
including maximum allowable barometric altimeter errors.
2) The altimeter indications thus obtained shall be observed
and checked against the elevation of the aerodrome at the
location of the aircraft.
3) When the altimeter does not indicate the reference elevation
or height exactly, but is within the tolerance specified in the
relevant aircraft type FCOM no adjustment of this indication
shall be made at any stage of the flight Furthermore, any
error that is within tolerance noted during pre-flight check on
the ground shall be ignored by the Pilot during flight.
4) After each setting of altimeters the readings on the flight
deck shall be compared. This shall include the standby and
metric (if installed) altimeters when these are used (as
applicable ).
5) I f an altimeter indication is not within the specified tolerance
follow the procedure outline in the FCOM or MEL.
6) I t must be ensured the Altimeters are meeting the
requirements of RVSM limitations.
17.3.4 ALTITUDE ALERTING SYSTEM PROCEDURES

Altitude awareness is maintained by the use of standard call
outs for climbing, approaching, maintaining deviating and
leaving an assigned flight level (Automatic altitude deviation
warning systems alerts crew in case of approach to and
deviations from assigned flight levels).
The PF acknowledges all EGPWS voice callouts during approach,
except altitude callouts below minimums. I f automatic electronic
voice call out is not heard by the PF/ PNF/ flight crew, PM/ PNF
will make the call out. Details are provided in the normal
procedures and FCTM.
17.3.4.1 ALTITUDE AWARENESS PROCEDURES

Refer SOP/SSOP/FCOM.
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CONSIDERATIONS
17.3.5 IN-FLIGHT FUEL MANAGEMENT AND TIME CHECKS
I t is Company policy that the quantity of fuel on board is

cross checked before departure, in cruise at every way point
or every 30 minutes whichever is earlier, before commencing
an approach, after go-around, when in holding pattern, after
landing and parking.
The flight crew must ensure that fuel and time checks are
carried out at regular intervals during the flight. Normally
fuel and time checks will be carried out at each way point or
at the time of an “ops normal” call. The remaining fuel and
time must be recorded on the operational flight plan and
evaluated to:
a. compare actual consumption with planned consumption;
b. check the remaining fuel is sufficient to complete the
flight; and
c. determine the expected fuel remaining on arrival at the
destination.
d. compare actual time with the estimated time.
Procedures for fuel management are laid down in the normal

and supplement procedures in the FCOMs.
A319/ A320/ A321 FCOM
A330 FCOM
B747/ B777 FCTM/ QRH/ SOP
B787 FCOM/ QRH
17.3.6 ADVERSE WEATHER AND POTENTIALLY HAZARDOUS

ATMOSPHERIC CONDITION OPERATIONS
Refer FCOM/QRH/FCTM.
17.3.6.1 THUNDERSTORMS
Here’s a summary to consider for added safety during the
Thunderstorm season : -
1. Severe turbulence is associated with the highest water
concentrations and greatest vertical development.
2. Maximum turbulence usually occurs between 12000 to 20000 ft.
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CONSIDERATIONS
3. Severe weather phenomena can be encountered at distances

upto several miles downstream of a large active cell.
4. Each thunderstorm has several separate cells of updrafts and
downdrafts; Updrafts and associated gusts are much stronger
than downdrafts.
5. The strongest downdrafts are to be found within the rain core.
Downdrafts are at low levels and can be hazardous over hilly
terrain and in the heavy rain area directly below the base of
storm.
6. Hail often exists with extremely strong updrafts. Maximum
occurrence is at 10000 to 15000 ft, but hail can be thrown into
clear sky as much as 10 miles from sides of the cells or the
overhang (anvil) at any altitude.
7. There is no positive way to determining whether or not hail will
be associated with a particular storm. While airborne radar will
reveal the presence of liquid water or icy crystals, hail cannot be
successfully detected. However, watch for, identify and avoid
echo patterns which have hooks, fingers, or scalloped edges.
8. Minimum turbulence is beneath these storms; rule of thumb :
1/ 3 the distance surface to cloud base.
9. Turbulence may exist above the formation of cumulonimbus
clouds in clear air.
10. Radar echoes above 30000 ft may not indicate turbulence and
hail as violent as actually encountered.
11. Cloud-to-ground lighting indicates a mature storm; cloud-to-
cloud lighting indicates a dissipating storm.
12. Thunderstorm may appear less vicious when viewed from the
back side (side opposite to direction of movement).
14. Beware of warm front thunderstorms often concealed by stratus
clouds.
15. Thunderstorms associated with cold fronts are normally the
most severe, with the exception of those found along a squall
line.
16. Close avoidance of a heavy T-storm echo to the south or
southwest may produce a negative avoidance skill.
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17.3.6.1.1 AVOIDANCE TECHNIQUES
A) GENERAL TIPS
1. Make every effort to:
a) Fly VFR around thunderstorms.
b) Detour through tops or V’s at highest available advantage
in preflight briefing.
c) Use local ground weather surveillance radar to best
advantage in preflight briefing.
d) Use ground radar for assistance (ATC radar is of limited
value in avoiding T-storms and hail; ATC is responsible for
traffic separation, not weather vectors.)
e) Avoid landing or take-off at any airport in close proximity to
an approaching T-storm or line squall.
f) Detour storms early.
2. When early evasive action is practicable, the following rules
apply :
a) Avoid steep rainfall gradient areas of an echo by at least 5
miles (using 20/ 30 mile range).
b) I ncrease this distance at higher altitudes, also increase
this distance for echoes that are changing either size, shape
or intensity.
c) Above 20000 ft. avoid even weak echoes. Recommended
distance from weak echoes is 5 miles at 20000, 10 miles at
25000 and 20 miles at 30000 and above.
3. a) The stored flight plan route is no by means sacred.
Pilots can and should file another if a weather detour is
practicable.
b) Pilots are not required to stay on established routes.
They may fly from VOR to VOR so long as they remain in
controlled airspace and distance between VORs does not
exceed the criteria shown on the Jeppesen Avigation
Charts.
4. I f flight through T-storms is unavoidable :
a) Attempt to fly through at right angles; do not turn
around after penetration
b) Fly attitude; avoid over controlling
c) Do not chase airspeed
d) Do not try to hold altitude.
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CONSIDERATIONS
e) delay take-off/ landing in heavy rain/ thunderstorm

The landing accidents are mostly attributed to
undershooting or over-running the runway in bad
weather conditions. Whilst human factors and lack of
professionalism have been the main cause of most
accidents during landing phases, weather conditions
have been the contributory factor.
Attempting to land or take-off on ice - covered runway or fog, in
heavy rain or thunderstorm has been the common factor for
many of these accidents; particularly operation in heavy rain or
thunderstorm require careful assessments of prevailing weather
condition, meticulous adherence to operating procedures and
sound judgement and preparation for the next course of action to
be taken in the events of encountering heavy rain or
thunderstorm activity.
Heavy rain is associated with reduced visibility or lack of depth
perception, slipperiness or hydroplaning of aircraft on landing.
Recent studies have indicated possibility of heavy rain causing
loss of lift in certain circumstances.
Thunderstorm in the vicinity of the airport may cause vertical

windshear (Downburst/ Microburst) and horizontal windshear
affecting indicated airspeed. Though efforts are being made for
reporting of windshear based observation by ground station,
Windshear warnings are presently based mostly on aircraft
observation.
I n the interest of safety of operations, aircraft are required to

report to ATC if windshear is encountered during the climb-out or
approach phase of flight with the qualifying terms “moderate”,
“strong”, “severe” based on their subjective assessment of the
intensity of the windshear encountered so that ATC can issue
windshear warning for the other arriving and departing aircraft.
Aircraft receiving windshear warnings not experiencing same
should report back to ATC of their observations so that the
warning can be cancelled.
I n view of increasing numbers of accidents attributed to
heavy rain/ thunderstorm, it is prudent, when heavy rain or
thunderstorm is reported/ encountered.
1. To delay take-off or landing.
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CONSIDERATIONS
2. To execute a go-around, if the aircraft is not stabilised or
visual cues are lost.
17.3.6.2 ICING CONDITIONS

Refer FCOM/ FCTM/ SSOP/ SOP.
For further details on “Cold Weather Operations” please
refer Chapter 15 of this Manual. Also refer to “Cold Weather
Operations Manual”.
17.3.6.3 TURBULENCE
When planning a flight over or close to the high ground
pilots should ensure that the possibility of mountain wave
conditions is considered in their meteorological briefing,
particularly if frontal conditions are present in the area and a
jet stream is expected at altitude. Although areas of
turbulence associated with mountain waves cannot be
forecast with accuracy, Meteorological offices can help pilots
to assess the possibility of mountain waves being
encountered and can give advice on the probable height of
layers of marked stability. Careful attention should be paid to
warnings given in SI GMET messages broadcast during the
flight.
A. MOUNTAIN WAVE - AVOID
I f mountain wave conditions are forecast or known to be
present -
a) do not attempt to approach or penetrate rotor clouds or
likely rotor zones adjacent to mountain range ;
b) when flying over high ground, maintain a clearance
height above the highest ridge at least equal to the
height of the ridge above terrain. This should avoid the
worst of the lower altitude hazards;
c) choose cruising altitudes well away from the base of
layers of marked stability where severe turbulence is
most likely to occur (present information suggests that,
while there may be more than one stable layer, a margin
of 5000 ft. on either side of the base of a stable layer,
including the tropopause, is advisable;
d) be prepared for the occurrence of icing if cloud
formations are present.
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CONSIDERATIONS
B. PRECAUTION TO OPERATE WHEN MOUNTAIN WAVE

EXIST
When flying in an area in which mountain wave conditions
are suspected always be prepared for turbulence, even in
clear air, and take precautions accordingly. These
precautions should include : -
a) setting up the recommended speed for flight in

turbulence;
b) re-trimming the aircraft and noting the trim position so
that any changes that may occur (due to auto trim
action when using the autopilot) can be quickly
detected;
c) ensuring that crew and passengers are securely
strapped in and that there are no loose articles;
d) following the recommendations on the use of auto-pilot,
height and airspeed locks and stability side (yaw
dampers, etc.) as appropriate.
C. PROCEDURE FOR OPERATION INTO TURBULENT
MOUNTAIN CONDITIONS
I f entry is made into turbulent mountain conditions, the
following procedures are advisable, subject to any
recommended operating techniques for the particular
aircraft type :
a) make certain that the passenger seat belt sign is ON and
that the crew are properly strapped in;
b) attempt to maintain a constant pitch attitude, avoiding
excessive control applications; adjust speed slowly and
progressively to that recommended for rough air
penetration (if this has not already been done),
monitoring the auto-pilot very closely if engaged;
c) if the auto-pilot is used, ensure that the height, speed
and Mach locks are disengaged;
d) ignore the minor transient speed and height fluctuations
induced by gusts and maintain a good instrument scan;
correct any steady speed variations at the expense of
altitude, if necessary;
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CONSIDERATIONS
e) do not attempt to chase the gust -induced lateral rocking
but aim to keep the aircraft laterally level to within
reasonable limits; yaw dampers should remain engaged,
however;
f) try to make all control inputs smoothly and gently.
D. TAKE-OFF AND LANDING MANOEUVRES

Pilots should be aware of the danger and severity of
turbulence which may be encountered in the lee of high
ground during takeoff an approach-to-land manoeuvres,
when performance margins may be small.
E. TURBULENCE REPORTING
Whenever the sector report reflects ‘Turbulence
encountered’ during a flight, the Aircraft Maintenance
Engineer carries out maintenance checks corresponding to
the severity of the Turbulence mentioned in the sector page.
Guidelines to assist the crew in logging the severity correctly

are given in Appendix-1. Reflection of the appropriate
severity will help in quicker turn around times and prevent
undue delays, if any.
17.3.6.4 WINDSHEAR
Any abrupt change in wind speed or direction is defined as
wind shear.
Wind Shear encounters near ground are quite a safety
hazard on account of very little time and altitude available to
the crew to realise wind shear and take corrective steps.
Generally at low altitudes i.e. below 500 feet wind

component is horizontal. Horizontal Wind Shear could
improve performance or degrade performance depending on
direction of the shear.I n shear conditions maintaining flight
path is of utmost importance. This could be achieved
through proper use of pitch and thrust. Any pitch increase
would give additional lifting force. I t is pertinent to point out
that the aircraft has residual lift capability even at stick
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PART - A Chapter 17
CONSIDERATIONS
shaker altitudes. I n other words speed should traded for
altitude.
Wind Shear may be identified by means of:
1. When unusual control forces are required.
2. When significant airspeed changes occur.
3. Unusual vertical speed changes
4. Change in pitch altitude
5. Large displacement from glide slope.
6. Requirement of unusual thrust lever position.
Crew Action : Consists of three areas.

1. Avoidance
2. Precautions
3. Recovery
17.32.5.1 PILOT REPORTS
Aircraft encountering windshear shall report the wind
direction and speed and the height at which they were
observed. Pilots are required to submit all meteorological
reports to ATC units and in AI REP form .
WINDSHEAR REPORTING CRITERIA
Low level windshear (up to 1600 Ft. AGL)
5-8 Kts. / 100 Ft. – Moderate
9-12 Kts. / 100 Ft. – Strong
12 Kts. or more / 100 Ft. – SEVERE
I n summary be prepared for any or all of the above

especially during take-off, approach and landing.
For detailed procedures, refer to the aircraft specific FCTM/ QRH.
17.3.6.5 JET STREAMS
Refer FCOM/ FCTM/ QRH.
A jet stream is a narrow band of high speed winds that
reaches its greatest speed near the tropopause (24,000 t o
50,000feet MSL). Typical jet stream speeds range between
60knots and about 240knots. Jet streams are typically
thousands of miles ong, hundreds of mile wide, and a few
miles thick. On the average, two jet streams are found in the
westerlies, the polar front jet stream and the sub-tropical jet
stream. As the name implies, the polar front jet stream is
found near the latitude of the polar front. Similar to the
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PART - A Chapter 17
CONSIDERATIONS
behaviour of the polar front, it is stronger and farther south
in winter and weaker and farther north in summer. The
subtropical jet stream has no related surface frontal
structure and shows much less fluctuation in position. The
subtropical jet stream reaches its greatest strength in the
wintertime and generally disappears in summer. Constant
pressure charts suitable for locating the position of jet
streams are 300mb (30,000feet), 250mb (34,000feet) and
200mb(39,000feet). Certain patterns of upper level, short
wave troughs and ridges produce significant wind shear. The
strongest shears are usually associated with sharply curved
contours on constant pressure surfaces and/ or strong winds.
Stable layers near jet streams and within a few thousand
feet of the Tropopause have the highest probabilities of
strong shears. Occasionally, the shear is strong enough to
cause large airspeed fluctuations, especially during climb or
descent.
17.3.6.5.1 EFFECT OF JET STREAM ON AIRCRAFT
OPERATION
Over I ndian subcontinent following two types of jet streams
are prominently active:
i) Subtropical Westerly Jet Stream (STWJ) occur in winter
season. Since the occurrence of jet stream lies at jet cruising
levels so it severely effect aircraft operations. West bound
flights are adversely affected, facing strong headwind
resulting in more flying time for a given sector whereas east
bound flights gains a privilege of tail wind and less flying
time for the same sector.
ii) Tropical Easterly Jet Stream (TEJ) occur in rainy season.
Since its wind maxima lies above the jet cruising levels
therefore its effect on aircraft operations is comparatively
less. Even then due to reversal pattern of wind flying time is
being significantly affected.
17.3.6.6 VOLCANIC ASH (HAZARDOUS FLIGHT

CONDITIONS)
I f any abnormal atmosphere phenomenon or hazardous
flight conditions are encountered other than those
associated with meteorological phenomenon are noticed by
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PART - A Chapter 17
CONSIDERATIONS
the flight crew, the same should be promptly reported to the
concerned ATC unit. The reports so rendered shall give such
details as may be pertinent to the safety of other aircraft .
A) PRECAUTION AND RECOMMENDED PROCEDURES

Every precaution must be taken to avoid operation in or
around the vicinity of an active volcano. I n the event,
aircraft inadvertently enters a volcanic ash cloud, the
following recommended operating procedures are intended
to maximize engine stall margin and to lower engine turbine
temperature in order to reduce the accumulation of volcanic
material on the turbine vanes:
Disengage auto-throttle (if installed). This will prevent the
auto-throttle engine thrust.
Reduce thrust to idle, altitude permitting. This will provide

additional stall margin and lower engine turbine
temperatures.
Turn on all accessory air bleeds including all air conditioning

packs, nacelle and wing anti-ice. This will provide additional
engine stall margin.
Monitor EGT.
Exit the volcanic cloud as quickly possible.
I n the event an engine shutdown becomes necessary during

volcanic ash ingestion, restart engine using the published
procedures.
I f an engine fails to start, repeated attempts should be made
immediately. A successful engine start may not be possible
until the airplane is out of the volcanic cloud and the
airspeed and altitude are within the airstart envelope.
Remember, engines are very slow to accelerate to idle at
high altitude which may be interpreted as a failure to start or
as an engine malfunction.
Upon exiting the volcanic cloud, resume normal operation.
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For specific procedures, refer to respective aircraft
FCTM/ QRH.
17.3.6.7 AIRCRAFT OPERATIONS DURING MONSOON
The importance of certain procedures and special
precautions to be taken while operating in adverse weather
/ monsoon conditions have been emphasized by DGCA in
their CAR Section 8, Series ‘C’, Part I, Annexure 1 Rev.5 dtd
03.06.14. This Circular supersedes all other Circulars issued
by DGCA on the subject. Relevant extracts of this circular are
being highlighted for guidance and compliance.
A) General conditions:
(i) Minimum total cockpit experience level of the crew as PI C and Co-
Pilot should not be less than 500 hours on type.
(ii) No supervised take-offs and landings in actual adverse
weather/ monsoon conditions.
(iii) Approach briefing prior to Top of Descent shall include
wet/ contaminated Actual Landing Distance calculation.
Scheduled Operators shall prepare a quick analysis table for
wet/ contaminated ALD and 1.15* ALD in view of the high cockpit
work-load environment. For aeroplanes where the ALD is
factored by at least 15% to derive an Operational Landing
Distance, this figure may be used.
(iv) I LS approaches are to be preferred to non-precision
approaches. I n case of nonprecision approaches, emphasis
must be given on CDFA.
(v) Greater emphasis on stabilized approaches (Refer Operations
Circular No. 1 of 2003 on “ALAR India Training Tool Kit and
Circular No.9 of 2009 – Standard Operating Procedures).
(vi) PANS OPS procedures for speed control in terminal areas must
be followed.
(vii) Flight Manual limitations and Company SOPs must be strictly
adhered to.
(viii) Go around procedure in case of wind shear, stall and recovery
must be reviewed as per Operations Circular 2 of 2001.
(ix) Air I ndia is following a non-reprisal policy for Go around and
Diversion,
(x) Documentation about upset recovery technique for specific
airplane must be reviewed.
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CONSIDERATIONS
(xi) Full flap landing and adequate usage of Reverse thrust and
consideration of extra en-route/ terminal fuel computation shall
be adhered to. (Type specific man ufacturer’s guidance
accepted)
B) MEL requirements:
i) General.
Flight Crew shall ensure that the following is fully serviceable for
flights to or from aerodromes with forecast or actual adverse
weather conditions irrespective of the type of aircraft.
(a) Weather radar.
(b) Windshield wipers.
ii) Aircraft certificated for adverse weather performance.
All our aircraft have manufacturer certificated adverse weather
performance with appropriate MMEL for defects/ unavailability of
items are in our MEL and are governed by the limitations and
considerations therein.
ii)For dispatch with ' Manual' Spoilers (”AUTO SPEED
BRAKE” EICAS MSG)
I ncrease landing distance as per QRH.
iii)MEL Requirements for operation to/from Performance
Limited Airports (Field Limit)
Aircraft with following MEL items shall not be permitted:
a) Thrust reverser inoperative
b) Anti-skid unserviceable
c) Spoilers unserviceable
d) Braking devices unserviceable (All Wheel Brakes must be
serviceable)
Note: Applicable , if the Field Limited Weight (RTOW)= Brake
Release Weight
C) All flight crew are to familiarise themselves with precautions to
be taken for Aquaplaning, turbulence and thunderstorms.
D) PRE FLIGHT
1. Check destination, enroute and alternate weather.
2. Observe wet runway limitations.
3. Strictly adhere to Company filed weather minima.
4. Pre-flight inspection should be carried out.
5. At enroute stations, a member of the flight crew & maintenance
engineer will decide on the serviceability of the tyres.
E) IN-FLIGHT
1. Taxy at slow speed so that the aircraft is in control.
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2. All take offs must be in accordance with Standard I nstrument
Departures wherever applicable. No intersection or tail wind
takeoffs are permissible unless an adequate performance
margin exists.
3. Bird activity increases during monsoon season. Therefore
necessary precautions should be taken in this regard.
4. Avoid entering into severe weather conditions.
5. Circumnavigate all radar returns.
- Storm cells shall be cleared by at least : -10NM when OAT is
warmer than freezing
- 15NM when OAT is cooler than freezing
- 25NM when at or above 25,000 ft.
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 the approach procedure be done before Top of
Descent and the review must also include the specific actions
and phraseology associated with normal go-around/ windshear
go-around/ approach to stall and recovery.
8. Pilots should not hesitate to go-around in case of unstabilised
approach or hold for improvement in weather.
9. Auto Brakes if available are to be used for landing 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 forward under MEL.
F) Operation in the vicinity of a thunderstorm is generally associated
with heavy precipitation levels. The major factors that' influence
engine capability in precipitation include altitude, airspeed and
power setting. Engines are more susceptible to flame out in
severe precipitation at higher altitudes, higher airspeeds or lower
power settings (idle). Therefore, flight crew should be aware that
lower airspeed and/ or higher power settings will provide greater
margins to ensure that engine operation can be sustained if
higher precipitation levels are inadvertently encountered.
All efforts should be made to avoid thunderstorms by
circumnavigation. Serviceability of Weather Radar / Windshield
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CONSIDERATIONS
Wipers/ main and alternate Brakes and Antiskid Systems/ Window
Heating and Engine as well as Wing Anti I ce systems should be
ensured before the flight. I n case of unserviceability of any of the
above, care should be taken to follow the appropriate checklist
and abnormal procedures meticulously. Selection of I gnition
Switch to ‘CONT RELIGHT' during landing in rain will ensure
added protection against engine flameouts.
G) Flight crew should pay special attention to all GPWS warnings

and take action as per the Standard Operating Procedures.
H) Following alternates should be considered for fuel/ flight planning

purposes during adverse weather/ monsoon conditions within
I ndia:
DESTI NATI ON ALTERNATE
MUMBAI HYDERABAD / CHENNAI
KOLKATA HYDERABAD/ DELHI
DELHI AHMEDABAD/ MUMBAI
BENGALORE CHENNAI
COCHI N CHENNAI
THI RUVANANTHAPURAM CHENNAI
CALI CUT CHENNAI
However, closer alternates can be considered during fair
weather conditions.
17.3.6.7.1 USE OF MULTIPLE CREW IN ADVERSE WEATHER
CONDITIONS (As applicable)
During Adverse Weather Conditions, to make optimum use
of available crew onboard and their CAT-I I / CAT-I I I
qualifications and to prevent delays / diversions, the
following procedure must be adopted.
1. When the designated PI C is not CAT-I I / I I I qualified but
the relief Commander and First Officer are CAT-I I / I I I
qualified.
a) Pre-departure : Relief Commander will take over as PI C

for that flight and suitable information is to be given to
ATC, Despatch, if applicable.
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b) I n-flight(Approach and Landing) : PI C will hand over the
command to the relief Commander for executing a
successful approach and landing in CAT-I I / I I I conditions.
2. When First Officer is not CAT-I I / I I I qualified but PI C and

relief Commander or relief First Officer are CAT-I I / I I I
qualified, i.e. pre-departure and in-flight.
I n both the cases, the relief Commander / relief First Officer

will function as a PNF / PM for the phase of flight where the
First Officer is not suitably certified. Changeover must take
place when aircraft is stopped on ground or in stabilized
flight before commencing the approach procedure.
The logging / payment etc. will remain unchanged.
17.3.6.8 SAND STORMS

Dust storm causes poor visibility; refer FCOM
/ FCTM/ SSOP/ SOP.
17.3.6.9 OPERATIONS FROM CONTAMINATED RUNWAYS

/LANDING ON SLIPPERY RUNWAYS
The reduced tire/ ground friction available when landing on a
slippery runway limits the braking and tracking force the tire
can generate. This reduces the total stopping force available
and increases the landing roll out distance. Understanding
the capabilities and limitations of the systems that aid the
Pilot in controlling and stopping the airplane will help
prevent overrun accidents by underscoring the need to
properly execute the recommended procedures. For detailed
airplane performance refer to relevant aircraft FCOM/ FCTM/
FPPM/ QRH.
17.3.6.10 WEATHER RADAR

Weather Radar should be kept ON at all times during the
flight. For further information refer FCOM/ FCTM/ SSOP/ SOP.
17.3.6.11 SIGNIFICANT TEMPERATURE INVERSION

During operations in hot weather, flight crew must be aware
that they may be operating at or very close to the
performance limitations of the aircraft. For further
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CONSIDERATIONS
information refer respective Aircraft FCOM. Takeoff weight
may be limited by RTOW and payload restrictions may apply.
Aircraft systems such as APUs and air conditioning systems
may be operating to their design limits during extreme
temperature conditions. Higher start EGT’s due to higher
ambient temperatures may be expected. Flight Crew should
be aware of the brake temperatures and employ techniques
that achieve optimum brake temperatures. Refer respective
FCOM for further information.
17.3.7 WAKE TURBULENCE

Wake Turbulence is generated during flight when the wing
develops lift. Pair of counter-rotating trailing vortices
emanates from the wings, and are usually invisible. This
region of rotating air behind the airplane is where wake
turbulence occurs. The initial strength of the turbulence is
predominantly determined by the weight, speed and wing
span of the aircraft.
For a typical jet transport airplane, the wake descends behind

the generating airplane at approx. 300 to 500 ft/ min for about
30 sec. The descent rate decreases and eventually
approaches 0 at between 500 to 900’ below the flig ht path.
On take-off and approach, the wakes descends below flight
path, enters ground effect and the downward descent
translates to lateral movement.
I n order to avoid consequences of wake turbulence, Pilots

should maintain good situational awareness especially during
landing phase.
Aircraft turbulence categorization and wake turbulence

separation minima are defined by I CAO Doc. 4444 as follows:
- (H) Heavy : MTOW > = 136000 Kg
- (M) Medium : 7000 Kg < MTOW < 136000 Kg
- (L) Light : MTOW < = 7000 Kg
Separation
ATC will apply wake turbulence separation standards as
shown by Table 1 and Table 2, except for:
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CONSIDERATIONS
• Arriving VFR aircraft following a medium or heavy -weight
aircraft;
• IFR aircraft on a visual approach where the pilot has reported
sighting the preceding aircraft and has been instructed to follow or
maintain visual separation from that aircraft.
Note that controllers will give a wake turbulence caution in both

situations.
Table 1 shows the wake turbulence separation applied to all

aircraft in all phases of flight, while under radar control.
These distances apply when one aircraft is operating directly
behind (within 1/ 2 NM laterally) another, or is crossing behind, at
the same level and up to 1000 feet below. I n this same situation
when the separation will be less than 2 minutes, radar controllers
should issue a caution of possible wake turbulence
Table 1 - Cruise
Minimum
Leading Aircraft Following or
Separation
Aircraft Crossing Behind
Distance
Heavy 4NM
Heavy Medium 5NM
Light 6NM
Medium Light NM
I f considered necessary, the pilot may offset from the cleared

track by up to a maximum of 2 NM in order to alleviate the
effects of wake turbulence. ATC should be advised of this
contingency action but will not issue clearance for any such
lateral offset. The aircraft should be returned to cleared track as
soon as the situation allows.
Table 2 shows the non-radar separation standards for arriving

aircraft using the same runway (or parallel runway separated by
less than 760 meters) or if the projected flight paths are
expected to cross at the same altitude or less than 1000 feet
below.
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Table 2 – Arriving Aircraft
Leading
Following Aircraft Minimum Time
Aircraft
Heavy 2 Minutes
Heavy Medium 2 Minutes
Light 3 Minutes
Medium Light 3 Minutes
Table 3 shows the non-radar separation standards for

departing aircraft using the same runway (or parallel
runway separated by less than 760 meters) or if the
projected flight paths are expected to cross at the same
altitude or less than 1000 feet below.
Table 3 – Departing Aircraft
Minimum Spacing at
Time Aircraft are
Airborne
Leading Following Departing
Departing
Aircraft Aircraft from
from same
intermediate
takeoff
takeoff
position
position
Heavy
Heavy Medium 2 Minutes 3 Minutes
Light
Medium Light 2 Minutes 3 Minutes
To avoid Wake Turbulence, Pilots should remember three

basic warnings concerning wake turbulence:
• Do not get too close to the leading aircraft.
• Do not get below the leading aircraft’s flight path.
• Be particularly wary when light wind conditions exist.
I f Wake turbulence is encountered, inform ATC.
17.3.8 CREW MEMBERS AT THEIR DUTY STATIONS /

ABSENCE FROM FLIGHT DECK
I t is Airlines policy that Each flight crew members required to
be on flight deck duty shall be at his station during take-off
and landing and during climb and descent phases of flight.
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He shall also remain at his station during cruise, except
when his absence is necessary for the performance of duties
in connection with the operation of the aircraft or for
physiological needs. No seat changes in the cockpit shall be
made through out the flight.
17.3.8.1 ABSENCE FROM FLIGHT DECK

i) Are only permitted to leave their duty stations during
flight in the performance of duties or to meet
physiological needs.
ii) Do not vacate an aircraft control seat below 10,000 feet
(AGL) for the purposes of transferring duties to another
pilot flight crew member.
iii) During flight when a Pilot transfers control of the aircraft
or leaves the flight deck, a minimum of one Pilot
continuously maintains:
a) Unobstructed access to the flight controls;
b) Alertness and situational awareness
iv) Whenever any Flight Crew leaves the flight deck for any
reason, the cockpit door shall be kept closed and locked.
For safety reason( Crew I ncapacitation etc.), there shall
be a cabin attendant present in the cockpit as long as
there is only one flight crew member in the cockpit.
v) Whenever any of the Flight Crew leaves the flight deck
for any reason (Physiological needs) he will
instruct/discuss with the other Flight Crew on how the
flight is to be conducted in his absence, before leaving
the flight deck commander will ensure the Co-pilots
“Alertness & Situational Awareness” is high.
The Co-Pilot shall be incharge of the aircraft controls

and shall remain at his station until the Commander
returns and resumes command. Each Pilot shall advise
the other if any changes are made in the selection of
radio communication and navigation frequencies.
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17.3.8.2 PROCEDURE WHEN ONE PILOT LEAVES THE
COCKPIT
I - The remaining flight crew members shall :

- Use seat belt and harnesses;
- Use headset
- Shall ensure safe progress of the flight. Ensure proper
communication, navigation and take other necessary
action required;
- Remain vigilant
II - Cabin Crew requirement in cockpit

- A cabin member shall remain in the cockpit till such time
the cockpit crew member returns.
- The cabin crew detailed to remain in the cockpit shall
occupy either the 3rd occupant or 4th occupant seat
(1st observers or 2nd observers seat.)
- The cabin crew in the cockpit will remain vigilant in case
of subtle incapacitation of cockpit crew or any other
situations that requires assistance.
NOTE - I f Observer or Staff on Duty traveling in the cockpit

and familiar with the procedures of opening, closing of the
cockpit door and dealing with situations of crew
incapacitation, he/ she may be considered in lieu of a cabin
attendant.
17.3.8.3 PROCEDURE WHEN COCKPIT CREW RETURNS TO

THE COCKPIT
a The crew can access the cockpit by using the electronic
cabin side code pad by entering the code
b. The crew in the cockpit will then open the cockpit door.
c. After ensuring the returning crew member has resumed
their seat, the cabin attendant will leave the cockpit and
ensure the cockpit door is properly closed and locked.
d. Having resumed his/ her designated seat, the pilot will
take briefing from other crew member in the cockpit,
regarding any changes that may have taken place in
his/ her absence, eg. Communication, Navigation, ATC
I nstructions etc.
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17.3.9 USE OF SEAT BELTS FOR CREW AND PASSENGERS
17.3.9.1 COCKPIT CREW

Flight crew shall keep their seat belt fastened when at their
“station”. The harness shall be worn from cockpit
preparation to 10000 ft MSL and from 10000 ft MSL to
parking and in turbulence.
Note: - Safety harness includes shoulder straps and a seat

belt which may be used independently. For further
information, please refer to respective FCOM/ FCTM/ SOP.
17.3.9.2 CABIN CREW

The Cabin Crew shall keep their seat belt/ harness fastened
during take off, landing and whenever the Commander so
directs.
17.3.9.3 PASSENGERS
The passengers are required to fasten their seat belts prior
to take off, landing and whenever the fasten seat belt sign is
switched ‘ON”. They are also advised to “Fasten seat belt
while seated” as a matter of safety precaution in the event
of an aircraft encountering clear air turbulence which cannot
be predicted. Commander may also advise passengers by
PA announcement to fasten seat belts loosely while seated
for their own safety.
When the aircraft encounters moderate/ severe turbulence,

Commander must put ON the seat belt sign requiring
passengers and cabin crew to take their seats and fasten
seat belts.
Whenever the delay on ground for any reason exceeds 10

minutes the seat belt sign should be switched OFF, so as to
avoid unnecessary inconvenience to passengers.
Cabin Crew shall ensure compliance of this requirement. Any

non-compliance by the passengers shall be brought to the
attention of the commander. The Cabin Crew should politely
request the passenger to fasten his/ her seat belt and explain
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CONSIDERATIONS
the requirement of doing so. They shall not argue with the
passenger.
17.3.10 ADMISSION TO FLIGHT DECK / USE OF OBSERVERS

(JUMP) SEAT
17.3.10.1 DGCA STIPULATIONS - REF. AIC 03/1997 DTD.

20.02.1997
A. I n accordance with DGCA directions in AI C 3/ 1997, for

the purpose of securing the safety of the aircraft
operation, no person shall enter the Flight Deck/ Cockpit
and occupy the Jump Seat of any Company aircraft
during its flight time without the permission of the
Commander. The following are permitted entry to the
Cockpit and use the Jump Seat:
a) A crew member
b) An officer of the Civil Aviation Department or I ndian
Meteorological Department (I MD) authorised in writing
by the DGCA to perform official duties in the cockpit.
c) An officer of Ministry of Civil Aviation of the rank of Joint
Secretary and above who by virtue of his functions may
enter the cockpit for inspection.
d) An employee of the Airline whose duties are such that
his entry into the cockpit is considered necessary by the
Pilot in-command for safe operation of the aircraft.
e) An employee of the airline who has been deputed for
familiarization and better practical understanding and
knowledge of Flight Operation Procedures.
f) A duly authorised representative of the Aircraft
Manufacturer, who is required to observe the techniques
used by pilots, monitor the instruments, monitor the
functioning of navigational aids.
g) Any crew member scheduled as Supernumerary or as
Additional Crew Members.
h) Any other person authorised by DGCA.
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Further to above to ensure the security of the flight deck
the Commander of will:
i) Prevent access to the flight deck by unauthorized
personnel;
ii) I dentify authorized personnel requesting entry into
the flight deck
iii) Monitor the area outside the flight deck door prior to
permitting authorized personnel access to or egress
from the flight deck.
B. The personnel in annexure --seeking permission to

enter the cockpit on official duty must contact Flight
Despatch office/ Operations Office with necessary
documents and introduce themselves to the Pilot -in-
Command and Cabin in-charge prior to the flight, and
obtain the PIC’s permission on ground before boarding.
The person who will be entering the cockpit and

occupying the Cockpit Observer’s seat in-flight must be
briefed of the following, prior to the flight :
1) Baggage : Proper place to store his baggage i.e.

under second observer’s seat or in the cockpit closet or
stored with passenger baggage after accommodating
passenger carry-on baggage.
2) Seatbelt and shoulder harness: Seat belt must be

worn at all times .Shoulder harness must be worn during
T/ O and Landing.
3) Cockpit Protocol: Avoid conversation that may

interfere with Radio communications. I f wearing
headphones remain alert for ATC radio calls. I f necessary
to leave and return to cockpit, arrange re-entry with
crew.
4) Cabin Protocol: Observer may occupy a cabin seat

at the discretion of PI C. Coordinate cabin seating with the
I FS/ CI C. Do not interrupt briefing
or cockpit communication.
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5) Alcohol Consumption: Cockpit observers shall not
consume alcohol even if occupying a cabin seat.
6) Safety Equipment: Location of Safety Equipment
like life jacket, fire extinguisher, crash axe etc.
7) Sterile Cockpit: From push-back to Cruise Altitude
and Top of Descent to Parking in Bay, restrict
conversation. DGCA Regulations restricts conversation to
safety related items only.
8) Audio Selector Panel : Use of Communication
panels if desired & location of headsets, etc.
9) Air – Traffic: Assist crew members in watching for
ground and Air Traffic.
10) Oxygen: Location and use of Oxygen Mask.
The briefing will be carried out as per location of Oxygen
Mask in the cockpit, depending on the aircraft type. For
further information, refer FCOM/ SEPM of respective
aircraft.
11) Normal & Emergency Cockpit Door Opening &
Closing Procedure: (code etc.)
12) Emergency Evacuation procedures to be
discussed: eg. Main Cabin Exits are to be used. I f Cabin
exits are not available, sliding cockpit side window to be
opened (where applicable). For further information, refer
FCOM/ SEPM of respective aircraft.
The Commanders are requested to ensure strict compliance

with the above instructions. I n the event of Officers of the
Ministry of the rank referred to in Annexure - travelling on
our flights, Commanders are requested to extend all co-
operation/ courtesy and invite them to the cockpit w henever
feasible.
Serving of alcoholic beverage in the flight deck to casual
visitors is strictly forbidden.
D. Company procedures:
i) A Pilot, scheduled to be on board as a Supernumerary
Observer i.e. prior to his licence endorsement, as a part of
the training process, shall be allowed on board for the
purposes of route and aircraft familiarisation. He should be
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CONSIDERATIONS
indicated as ‘Supernumerary Observer’ (SO) on the crew
GD.
ii) A Pilot, scheduled to be on board for route and aircraft
familiarisation, as Supernumerary i.e. after his licence
endorsement, should be indicated as ‘Supernumerary’
(SUT) on the crew GD.
iii) Whenever a supernumerary crew is detailed for a flight,
he/ she will report to the Commander of the flight, and
a) Watch the duties and responsibilities of the co-pilot
during the course of the flight.
b) Not touch any equipment unless authorized to do so by
the Commander.
c) Assist regular P1 and P2 as specifically instructed by the
Commander.
iv)I f supernumeraries in the passenger cabin of an aircraft,
the supernumeraries do not impede flight crew members in
the performance of their duties; I f a cabin crew are
designated as supernumeraries, they do not impede cabin
crew members in the performance of their duties.
17.3.10.2 DGCA FLIGHT INSPECTORS

I n conformity with AI C 07/ 2012, for the purpose of securing
the safety of aircraft operations, Air I ndia will block a seat
(free of charge) including the Observer seat on the aircraft
to an Officer of Directorate General of Civil Aviation duly
authorized by the Director General or any other officer duly
authorized in this behalf for the purpose of:
a) Enroute checks relating to crew member inspection
conduct of flight, airport/ heliport inspection and
ATC/ airspace inspection which require the officer to be
in the cockpit;
b) I nspection of operation of an aircraft or of its equipment;
c) I nspection of the design, production, maintenance,
operational or training facilities including service provider
facilities at Enroute or terminal stations; and
d) Such other examination(s) or inspection as may be
necessary for the purpose of securing safety of aircraft
operation.
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17.3.10.3 CABIN CREW ENTRY INTO COCKPIT
To avoid distraction to flight crew in their essential duties
and to ensure efficiency and safety of operations, entry of
cabin crew into the cockpit will be regulated as under :
i) Cabin crew should not be permitted to enter the cockpit
below an altitude of 10000 ft except to report arming of
cabin doors “AUTO” or “MANUAL”, ARMED/DISARMED ,
if applicable;
ii) To report abnormal or emergency situation;
iii) When required by the Commander.
The cockpit door may be opened when necessary for crew
member(s) in the performance of duties or other person(s)
authorized admission to flight deck.
When it is necessary to enter the cockpit the Cabin Crew
must first establish identity by voice interphone or other
prearranged signals with the Cockpit Crew.
The Commander’s permission is required to enter into the
Cockpit. I n case of emergency the Cabin Crew may use the
emergency code to access the Flight Deck.
I f there are no passengers on board such as on ferry flights
the Cockpit door will be kept open at all times.
17.3.11 USE OF VACANT CREW SEATS
Cockpit: Vacant observer’s seats in the cockpit can be
utilised with the permission of the Commander after prior
authorization by the regional General Manager (Ops.) /
Executive Director Operations. Such seats can only be
allocated to flight crew, Flight Dispatchers, Flight ops
technical officers, Ground I nstructor, LOSA observers,
DGCA/ I OSA Auditors and Type Licensed Aircraft Engineers.
Cabin : Vacant seats in the cabin can be utilised for non-

revenue passengers viz. sol/ sod travel, with permission of
PI C. However, it shall be ensured that such personnel are
properly briefed prior to take-off.
17.3.12 INCAPACITATION OF CREW MEMBER

I ncapacitation can best be explained as the inability of a
flight crew to carry out their normal duties because of
physiological factors.
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17.3.12.1 DETECTION OF INCAPACITATION
I ncapacitation generally falls into one of the two groups:
I ) Subtle or I ncomplete incapacitation

•Skills or judgement may be lost with little or no symptoms.
•The victim may not respond to stimulus, may make illogical
decisions, or may appear to be manipulating controls in an
ineffective or hazardous manner.
• Symptoms may be evident only in moments of high stress or
workload
I I ) Obvious or Complete incapacitation

•The first indication of illness may be loss of consciousness,
seizures, severe pain or paralysis.
•Onset may be sudden.
•The victim may interfere with aircraft controls, by (for
example): Gripping controls during a seizure;
a. Slumping forward on the controls, or
b. Behaving in a violent or aggressive manner,
•The victim's condition may deteriorate rapidly. He or she
may be in distress.
Heart attack or stroke are the most common causes of

complete incapacitation. Warning signs include pallor,
sweating, nausea, comment on heartburn, etc. The victim
may deny the severity of the problem.
17.3.12.1.1 TWO COMMUNICATION RULE

Flight Crew members should have a very high index of
suspicion of a ‘Subtle' incapacitation in the following
circumstances :
a. Any time a crew member does not respond
appropriately (within two seconds) to two verbal
communications .
or
b. Any time a crew member does not respond to any
verbal communication associated with a significant
deviation from a standard flight profile.
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17.3.12.2 IMMEDIATE ACTIONS
ANY form of incapacitation is serious. As the actual extent of
impairment cannot be determined, treat all cases as if they
were complete incapacitation.
Crew Members first responsibility is to ensure the safe
operation of the aircraft.
The stricken pilot may be suffering from a life-threatening
illness. Do not let your natural concern for the victim's health
interfere with your primary duty - that of safe aircraft
operation.
The mnemonic CHASE may help organize your actions:

i. Control the aircraft
ii. Help! Declare an emergency and alert I FS/ CI C .
iii. Assess the situation
iv. Secure the victim and cockpit
v. Explain your plan to ATC and other crew members
i) CONTROL THE AIRCRAFT

Take command. (" I have control.")
The stricken pilot may interfere with flight controls. Do whatever is
necessary to maintain control of the aircraft. I f you need to restrain
the victim, do only what is needed to deal with an immediate
threat to control.
Climb to and maintain a safe altitude clear of obstacles and traffic.
I f on an approach which has destabilized, initiate a missed

approach, following standard procedures. Checklist may not be
retrieved immediately, so take extra care to accomplish essential
tasks.
Keep your thoughts organized. Calling out your actions loud may
help you to stay focused. I f the autopilot is serviceable, engage the
autopilot at an operationally safe altitude to improve situational
awareness.
ii) HELP!
 Declare emergency(MAY DAY) as soon as workload permits.
Inform ATC of “ Single Crew Operations”
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PART - A Chapter 17
CONSIDERATIONS
 Ask for discrete frequency in case of RT congestion
 Page for doctor through I FS/ CI C.
iii) ASSESS THE SITUATION

Take time to determine the status of the flight. Decision to continue
or divert should be taken keeping in mind the safety of aircraft and
the maximum time period available to hospitalise the incapacitated
crew member.
iv) SECURE THE VICTIM AND COCKPIT

Undivided attention is required at all times for safe conduct of flight.
I f possible, enlist the help of other crew members to prevent the

victim from interfering with control of the aircraft. Move the victim's
seat to its full aft position, and lock the shoulder harness to prevent
the victim from falling forward.
I f an assistant has successfully removed the victim from his or her
seat, then:
a) Consider whether it would be useful to have an assistant in
the unoccupied seat? I f another pilot/ qualified personal is
onboard, he or she may prove valuable assistance,
regardless of their level of training. Tasks such as ATC
communication increase during an emergency.
b) I t is mandatory for the PF to occupy the seat he/ she is
qualified / trained for.
Strive to return the flight deck to normal operation. The fewer
procedural changes required, the greater the likelihood of a safe
arrival. The victim's chances of recovery are greatest if you land
safely.
PF’s responsibility is to safely fly the aircraft to the nearest suitable

aerodrome for landing.
NOTE : I f the unconscious pilot is to be brought to the

passenger cabin, crew epaulettes and wings should be
removed before doing so.
v) EXPLAIN YOUR PLAN TO ATC AND CREW

When duties permit, advise ATC of the nature of t he
emergency. The controller will coordinate Emergency
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Response Services at the aerodrome of your choice, and
may suggest alternate destinations with superior emergency
services.
The PF should consider the environmental and performance
conditions before deciding on the airport to divert. Add extra
margin of safety for the crew experience level and any
abnormal operating conditions.
On deciding the suitable aerodrome, inform ATC.

I nputs from ATC may be helpful as a pilot under stress might
ignore the obvious.
17.3.12.3 FOLL0W-UP CONSIDERATIONS
17.3.12.3.1 Preparing for the Arrival

Consider the approach and landing, with a view to
minimizing your workload. Avoid any option that involves a
maximum performance approach, landing or missed
approach procedure.
Automation to be used to the maximum possible extent.
Prepare passengers and crew for the possibility of an

emergency landing. I f qualified help is available, delegate
the preparation task to them and concentrate on flying the
aircraft.
Rehearse/ Brief for the approach well in time, and configure

the aircraft as early as possible.
17.3.12.3.2 Approach, Landing and Shutdown

Aapproach and landing to be carried out without any
distraction.
Automation to be used to the maximum possible extent.
Once clear of the runway the aircraft to be brought to t he

complete stop. Taxing with only one qualified crew is not
permitted. The aircraft to be towed to the bay.
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I f possible evacuate incapacitated crew member using high
lift after taking all precautions .
17.3.12.4 EMERGENCY PORECEDURE - INCAPACITATION

OF CREW MEMBERS
In case of pilot incapacitation the emergency

procedure laid down in the emergency section of
FCOM/FCTM/SOP as applicable must be followed.
A319/ A320/ A321/ A330 FCOM/ FCTM
B744/ B777 SOP / FCTM
B787 FCTM
17.3.12.5 INCAPACITATION OF CABIN CREW MEMBERS

I n case of Cabin Crew getting incapacitated the other cabin
crew members will render all possible help. And place the
concerned crew member on appropriate seat along with
safety harnesses. Request for a doctor on board will be
made and the commander will be informed without delay.
17.3.13 CABIN SAFETY REQUIREMENTS

PI C shall ensure that “Cabin and Galley Secured” report is
obtained from CCI C before each take off and landing.
17.3.13.1 CABIN PREPARATION FOR FLIGHT, IN-FLIGHT
REQUIREMENT AND PREPARATION FOR LANDING
Seat Belt Sign operation & Cabin/ Galley Secured
confirmation:
a) During Taxy, Take off and Climb :
1. Cabin Crew shall complete securing galley/ cabin for

Takeoff during the initial stages of Taxy.
I FS/ CCI C shall ensure that the Pax Cabin Safety
Demonstration is completed, Cabin/ galley's are secured
and confirm the same to the Cockpit Crew well in
time to avoid distraction just before Take off, by
suitable means depending upon the type of aircraft.
2. Cockpit Crew shall give "Cabin Crew to Take-Off

stations" call prior to take off, well in advance, so as
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to give sufficient time to cabin crew to complete their
tasks/ before take-off
checks and settle in positions. (Short taxy time and
expeditious take offs must be anticipated).
b) During Descent , Approach & Landing:

I FS/ CCI C shall ensure that cabin/ galleys are secured for
landing and confirm the same to Flight Crew at the
earliest by suitable means.
For further I nformation, refer SEPM / CCOM
17.3.13.1.1 CABIN DOORS

To standardise the procedure in Arming/ Disarming of cabin
doors of all aircraft in our fleet, all the crew are required to
strictly follow the procedure given in the SOP-B777/ B744
and FCOM- B787, A320 family/ A330.
17.3.13.1.2 POLICY ON COCKPIT DOOR OPERATION

I t is Company policy that on all passengers flights, the
cockpit door shall remain closed & locked from The cockpit
doors are to be locked before engine start up and
kept locked throughout the flight except when
necessary to permit access and egress by authorised person.
I t is to ensure complete elimination of access from Cabin to
the Cockpit except for Crew members/ Supernumerary and
other authorised personnel, in performance of duties.(e.g.
delivery flight)
Cabin Crew, however, are permitted to enter the Cockpit

without permission in case of an emergency. The cockpit
door may be opened when necessary for crew member(s) in
the performance of duties or other person(s) authorised
admission to flight deck.
I f there are no passengers on board such as on ferry flights

the Cockpit door may kept opened at all times.
On ground, Cockpit Crew shall ensure locking system for

the reinforced door has been de-energize whenever they
leave the cockpit.
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17.3.13.1.3 COMMUNICATION BETWEEN COCKPIT AND

CABIN
At regular intervals (e.g.30 minutes), the cabin crew must
establish contact with the flight crew to ensure no flight
crew incapacitation has taken place. I n case there is no
response from the flight crew, the cabin crew must use the
Emergency Code to access the cockpit. Whenever the seat
belt light is ‘ON’, the cabin crew must not disturb the flight
crew except in case of exigency. I n case of any suspicious
activity or security breach in the cabin crew must
immediately activate the TT light / cabin alert light, inform
the flight crew regarding the suspicious activity / security
breach using the secret code.
This procedure shall be followed both for the

present/ modified reinforced doors.
NOTE : This secret password should not be confused with

the multidigit emergency code which is used on the cabin
side code pad in the modified reinforced doors.
17.3.13.1.4 EMERGENCY SIGNAL FOR CABIN ATTENTION
I n case of an emergency when I FS/ CCI C is immediately
required in the flight deck for briefing, on possible
emergency situation, he/ she should be summoned to the
cockpit by making the specific announcements such as
“IFS/CCIC REPORT TO THE COCKPIT”.
17.3.13.2 EMERGENCY EVACUATION/ DITCHING

PROCEDURE
17.3.13.2.1 RESPONSIBILITY OF CREW

Commander is responsible for deciding whether or not to
order and when to order an emergency evacuation of
aircraft in an emergency situation. Procedures laid down in
the respective QRH/ FCOM/ SEPM should be followed. I n an
unlikely event all flight deck crew incapacitat ion ,the
CCI C/ I FS can command an evacuation. For further details
refer respective section of SEPM.
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17.3.13.2.2 EVACUATION DUTIES OF CABIN CREW
Refer respective section of SEPM.
17.3.13.2.3 PROCEDURE
I n the event of an emergency evacuation of an air craft,
procedures laid down in respective SEPM should be followed.
17.3.13.2.4 DITCHING EVACUATION

As per guidelines/ procedures given in the respective
FCOM/ QRH.
17.3.13.2.5 CABIN CREW NORMAL, ABNORMAL AND

EMERGENCY PROCEDURES
PROCEDURE FOR CO-ORDINATION BETWEEN FLIGHT

AND CABIN CREW
The normal, abnormal and emergency procedures to be
used by the cabin crew, the checklists relating thereto and
aircraft systems information and the necessary procedures
for the coordination between flight and cabin crew are given
in the FCOM the Cabin Attendant Manual/ SEPH.
17.3.13.2.6 SURVIVAL AND EMERGENCY EQUIPMENT
LIST OF SURVIVAL EQUIPMENT ON BOARD are laid
down in the type specific FCOM and Safety and Emergency
Procedures Manual.
COCKPIT CREW
Emergency and Survival equipments to be carried on
routes, its location and use and the procedure for
checking the serviceability of the equipment ,refer
FCOM / SEPM of respective aircraft.
CABIN CREW
Refer Safety and Emergency Procedures Manual
MINIMUM AMOUNT OF OXYGEN REQUIRED TO BE
CARRIED
This has been covered in Chapter 13.
17.3.13.2.7 CARRIAGE OF LIFE JACKETS/RAFTS

The requirements regarding carriage of Life Jackets/ Life
Rafts for flight over water will be as per the directives laid
down in CAR by DGCA.
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CONSIDERATIONS
Please refer to respective aircraft Safety and Emergency
Procedures Manual.
On all our aircraft life jackets, which have electric
illumination, are provided under each seat on all flights.
17.3.13.3 PASSENGER SEATING PROCEDURE

Cabin Crew to ensure that passengers are seated where, in
the event that an emergency evacuation is required, they
may best assist and not hinder evacuation from the Aircraft,
for procedure refer SEPM.
17.3.13.4 PASSENGER EMBARKATION AND DIS-

EMBARKATION
Refer SEPM/ CCOM of respective aircraft.
17.3.13.5 REFUELLING / DE- FUELLING WITH PASSENGER

EMBARKATION AND DIS-EMBARKATION
Refer Chapter - 8 of this manual and SEPM/ CCOM of
respective aircraft.
17.3.13.6 SMOKING ON BOARD
No person shall smoke in any compartment of the aircraft in
all phases of flight. Smoking is strictly prohibited. ‘NO
SMOKING’ sign is must be displayed in the cabin at all times.
Commanders are to ensure that discipline is observed in this
regard.
17.3.14 PASSENGER BRIEFING AND ANNOUNCEMENTS

Refer relevant CCOM.
A. PRIOR TO TAKE-OFF
Good Morning/ Afternoon/ Evening - Ladies and Gentlemen.
1. On behalf of Air- India & Capt ……………………, we welcome you
on board AI - ……….. to …….. &……………. (In case of delay) We
apologise for the delay and the inconvenience it has caused
you.
2. In flight Supervisor ……………………. & the Cabin Crew are at
your service.
3. Please stow your hand-baggage in the overhead locker or
under the seat in front of you. To comply with safety
regulations, aisles and emergency exits must be kept clear of
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CONSIDERATIONS
hand baggage. Please keep your seat upright, seat belt
fastened, fold back the tray table, and do not smoke.
4. Passengers seated next to the Emergency exits are requested
to familiarise themselves with t he operation of the Emergency
exits. I nstructions are displayed on the exits. For any
clarification, please contact the Cabin Crew.
5. Laptop computers may be used only after consulting the cabin
crew. Electronic items such as Compact Disc Players and
portable telephones must not be used inflight.
6. We request you to retain your boarding card till you have
completed all formalities at your destination.
7. It will take us…………. Hrs & ………….. minutes to cover the
distance of ………….. kms to ………..
8. ………………………. will be served on this sector. We wish you a
pleasant flight.
Thank you.
Para 8
- To be announced only when a meal service is to be
conducted.
B. SAFETY DEMONSTRATIONS - ENGLISH

Announcement for manual safety demonstration is as
follows:
“Ladies & Gentlemen,
We request your attention for the flight safety
demonstration.
1. It is very important that you observe the “No Smoking”
and “Fasten Seat Belt” sign whenever they are switched
on.
2. To fasten the seat belt: Push this fitting into the buckle
then pull the loose end of the strap to tighten it. To
release the seat belt lift this flap.
3. There are * * emergency exits on this aircraft. They are
clearly marked. Please make a note of the one closest to
you.
4. I n an emergency, the floor path will light up and guide
you to the nearest exit.
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5. Oxygen masks are located above your seats. They will

drop automatically in the event of a sudden fall in cabin
pressure. To start the flow of oxygen pull the mask
towards you, cover your nose and mouth, tighten the
elastic band around your head and breathe normally.
After you have secured your own oxygen mask please
attend to children and others seated next to you who
may need help.
6. There is a life vest in a pouch under your seat. I n the
unlikely event of an emergency over water you w ill be
instructed by the crew to remove the life vest from the
pouch, slip it over your head and secure the straps as
demonstrated.
To inflate the vest, pull down sharply on the red toggles

in front. You can also inflate it by blowing into the
rubber tubes at the top. For children, pull down only one
toggle. Life vests should be inflated just before leaving
the aircraft. Each jacket has a light which comes on
when the cord is pulled and the battery comes in contact
with water.
7. Please read the Safety I nstruction Card which is placed
in the seat pocket.
Thank you.
C. TURBULENT WEATHER
Ladies & Gentlemen,
1. Kindly fasten your seat belt as we are flying through
turbulent weather.
2. Our service will resume after the seat belt sign is
switched off.
Thanking you.
Note:
- No.2 above to be announced only when service is being
conducted.
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D. AFTER TAKE-OFF
Ladies & Gentlemen,
1. The ‘Fasten Seat Belt’ signs have been switched off.
For your safety, we suggest that you keep your seat
belt loosely fastened whilst seated.
2. Smoking is not permitted onboard.
3. We offer you audio and video entertainment as well as
duty free shopping. You are welcome to use
I nternational Credit Cards.
The details are in the Namaskar magazine which is in
the seat pocket.
(DOMESTIC SECTOR ONLY)
4. Government regulations do not permit the sale or
service of duty free items to Domestic passengers.
Thank you.
E. 30 MINUTES BEFORE LANDING - LAPTOP

COMPUTERS
Ladies and Gentlemen,
Passengers are now required to stop using their LAPTOP
COMPUTERS.
Thank you.
F. AFTER LANDING
Ladies & Gentlemen,
1. We have landed at …………… airport ………….. The local
time is ……….. minutes after……………… in the
morning/ afternoon/ evening and the temperature is
………… degree Celsius.
2. For your safety please remain seated and do not open
the overhead lockers till the ‘Fasten Seat Belt’ sign has
been switched off.
3. Our ground halt here will be ……….. hrs. & ………
minutes.
a) Transit passengers wishing to deplane are requested to
take with them their passports, tickets, boarding cards
and hand baggage.
OR
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CONSIDERATIONS
b) Transit passengers may please remain on board and

refrain from smoking during our ground halt.
(Para.4 - NOT I NTO JAPAN, USA, UK AND EUROPE)
4. Economy Class passengers should re-confirm their

onward or return reservations if their stopover exceeds
72 hours.
CREW CHANGE
5. There will be a change of crew at ………. It was a
pleasure having you on board, Goodbye and thank you
for choosing AI R-I NDI A.
OR
TRANSIT AND TERMINATING

6. I t was a pleasure having you on board today. Goodbye
and thank you for choosing AI R-I NDI A.
Thank you.
17.3.14.1 PASSENGER CABIN EMERGENCY PROCEDURES
The procedure for many of the emergencies that might arise
in a passenger cabin are detailed in different volumes of
Operations Manual. For example, procedure for smoke
clearance is contained in FCOM/ FCTM/ QRH. Fire in cabin
and cabin crew procedure for its handling are available in
Safety Emergency Procedures Hand book. The emergency
evacuation procedure are also available in the same hand
book, some important aspects are reproduced in the
following paragraphs :
17.3.14.2 LIST OF EMERGENCY/SAFETY EQUIPMENT AND
INSTRUCTIONS FOR ITS USE
List of emergency/Safety equipment is available in manufacturer’s
Operations Manuals. These details are also available in the
Safety & Emergency Procedures Handbook for each aircraft type.
Crew should be thoroughly familiar with their locations & use.
Whenever the aircraft has been left unattended by the Flight
crew or Cabin Crew for period 4 hours or there is a crew change,
it shall be the responsibility of the Commander or the cabin crew
incharge to insure that the cockpit/ cabin emergency equipment is
physically checked.
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All AI aircraft are equipped with 1 life jacket per person, on
board all our flights, which are easily accessible from their seats.
Further, all AI aircraft are also equipped with life saving rafts (
with equipment for making pyrotechnic) signals in sufficient
numbers to carry all persons on board as mandated by CAR.
I t must be ensured that passengers are made familiar with
the location and use of seat belts, emergency exits life
jackets, oxygen dispensing equipment; and other emergency
equipment provided for individual use including passenger
emergency briefing card.
Passengers should also be informed of the location and general
manner of use of the principal emergency equipment carried for
collective use. I t shall be ensured that during take-off and landing
and whenever, by reason of turbulence or any emergency/ non-
normal or regulatory requirement occurring during flight, the
precaution is considered necessary, all passengers on board an
aeroplane shall be secured in their seats by means of the seat
belts or harnesses provided.
17.3.14.3 FLIGHT SAFETY DEMONSTRATION

The mandatory flight safety demonstration to the
passengers is normally carried out using video monitors.
even if one monitor is unserviceable, all VTRs/ I FE to be
switched off and manual demonstration to be carried out in
the cabin.
I FS/ senior Cabin Crew shall confirm this to the Commander

before positioning for take-off, which is a mandatory
requirement. Non compliance of the mandatory flight safety
demonstration, either by video or manual method will be a
“no- go” situation.
Following are the demonstrations to be carried out:
1. Seat belt operation
2. Emergency exits
3. Emergency Floor Path Lights
4. Oxygen mask
5. Life jacket
6. Safety I nstruction Card.
I n addition, cabin crew shall make suitable announcements
about smoking restrictions and use of mobile phones,
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CONSIDERATIONS
electronic toys, radios, portable telephones and televisions
and personal computers/ calculators.
The Captain must ensure that the Cabin Crew carry out the
mandatory safety demonstration, suitable announcements
and pre-landing procedures.
17.3.14.4 ANNOUNCEMENTS OVER PUBLIC ADDRESS

SYSTEM
All PA announcements for passengers must be made in Hindi
in addition to English. A Commander who is not fluent in
Hindi may request the Co-pilot to make the announcement
in Hindi. Passengers may greeted with ‘Namaskar’ while
making such announcements.
17.3.14.4.1 ANNOUNCEMENT ON GROUND

The passengers must be kept informed anytime delay
exceeds 10 mins.:
1) Actual reasons of delay should be conveyed to
Passengers along with the estimated extent. This should
be updated at frequent intervals. Assigning the reason
as "technical" does not convey any meaning to the
passenger and an appropriate level of detail must be
given. The Captain should however use his discretion to
ensure that sensitive information which may cause an
embarrassment to the Company, is handled carefully.
2) A brief announcement prior to anticipated bad
weather/ turbulence and another one to relieve the
anxiety of the passengers, after the occurrence,
explaining briefly the cause (i.e. Clear Air Turbulence /
clouding etc) would be appropriate.
17.3.14.4.2 INFLIGHT ANNOUNCEMENT
A) FLIGHT INFORMATION :
I t is required that while making pre-departure, in-flight and
post arrival announcements in the passenger cabin, the
concerned crew where applicable, must mention the names
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CONSIDERATIONS
of the airports in I ndia as has been notified by the
Government. The Captain must brief the I FS to this effect.
I mportant places of interest or famous geographical features

should be pointed out. However, it should be borne in mind
that such an announcement may be out of place when
Passenger I nformation System is available or when
passengers are sleeping. Scheduling announcements, during
the meal service would ensure that the passengers are not
disturbed while sleeping.
Local information and facilities at the destination must also

be announced by the Cabin Crew.
A specimen announcement is as under :
(Announce in a loud and clear tone with adequate pause

between words)
“Namaskar/Good Morning/Afternoon/Evening”
This is your Captain speaking
We are now flying at ______ Ft. ______ meters. Our speed

(ground speed/ true airspeed whichever is higher) is _____
Knots ____ Km PH.
Estimated time of arrival at _____ is ____ (Local Time) i.e

____ Hours ____ minutes from now. Time at destination at
present is _______________.
Weather enroute is_______.
Weather at destination (if fair only - avoid announcing
adverse weather conditions at destination which might cause
apprehension).
(While there is no restriction on your movements when the

seat belt sign is ‘OFF’; it is a good practice to keep your seat
belt loosely fastened while you are seated.
Short description of Route.

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CONSIDERATIONS
On our route to ______________, we shall be flying over
(mention countries/ cities/ Prominent geographical features,
etc).
NOTE: Remember to make suitable announcement at

periodical intervals while crossing prominent cities, rivers,
etc. is much appreciated by passengers. At least one
announcement on each sector while the passengers are
awake is necessary.
B) DELAYS
Delays due to holding or other ATC reasons may be
announced for benefit of passengers.
C) DEVIATION FROM SCHEDULE

When there are unscheduled stops, diversion,
overflying, aircraft returning to base due
Engineering or other reasons etc. passengers should
be informed over the PA system as to the reason for
such unscheduled deviation. PA announcement should
be discreet and should not be worded as to have a
reflection on the reputation of the Company, its
personnel or other organisations or to make passengers
unnecessarily alarmistic.
D) ANNOUNCEMENT OVER REGIONS DUE CERTAIN

POLITICAL SITUATION
I n case of delicate Political situation in any region
around the world, avoid the use of names of the
countries as a prefix while referring specifically and
instead making generic statement e.g. “We are now
flying over the Gulf” should be sufficient.
E) NON-SCHEDULE STOPS
From time to time, our flights are diverted to make non-
schedule stops for commercial reasons with the
concurrence of the Operations Department.
When a direction is given to the Commander to make a

non-scheduled stop, he should instruct the cabin crew to
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CONSIDERATIONS
explain to the passengers the reason for the non-
schedule stop. The Commander should also make an
announcement over the aircraft PA system giving reason
for a non-scheduled stop.
17.3.14.5 PA ANNOUNCEMENTS REGARDING NON-NORMAL

SITUATIONS
Cabin crew should make suitable PA announcements
regarding any non-normal situation like a medical
emergency on board etc, in consultation with the
Commander of the flight.
17.3.15 INTENTIONALLY LEFT BLANK
17.3.16 INTENTIONALLY LEFT BLANK
17.3.17 PROCEDURES FOR AEROPLANES OPERATED

WHENEVER COSMIC DETECTION EQUIPTMENT IS
CARRIED
Not applicable for our operations.
17.4 ALL WEATHER OPERATIONS

Refer Chapter 7 of this manual for AOM and for AWO
Procedure , refer FCOM/ FCTM/ SOP of respective
aircraft.
17.5 ETOPS/EDTO
Refer Chapter 4 of this manual and for Procedure , refer
EDTO Manual/ FCOM/ FCTM/ SOP of respective aircraft.
17.6 USE OF MINIMUM EQUIPMENT LIST (MEL) AND

CONFIGURATION DEVIATION LIST (CDL) / CB RESET
POLICY
17.6.1 CONCEPT
Modern aircraft are fitted with redundant
equipment/ Systems. Further it is found that some system or
component may not be necessary when the remaining
instruments/ equipments are operative, to ensure safe
operations. I nstruments/ equipment which can be
Page 17-78
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CONSIDERATIONS
unserviceable are listed in the Master Minimum Equipment
List (MMEL) and Configuration Deviation List (CDL). Such
lists are prepared by the aircraft manufacturers and are
approved by regulatory authorities like FAA/ DGCA and
therefore it is perfectly safe to operate within the scope of
these lists. Based on the MMEL, the Company has prepared
its own MEL. Flight crew should be alert in adhering to the
procedures specified under such circumstances and also plan
alternative courses of action, should another
instrument/ equipment fail.
A copy of the MEL, duly approved by the DGCA, I ndia, is

carried on board on each aircraft.
The objective underlying MEL and CDL is to ensure ON TI ME

operation of flights by avoiding delays in rectifying the
snags. Commanders should therefore make every effort to
operate the flight by invoking the provisions of MEL and
CDL, so long as safety of operations is not in jeopardy. For
further details refer QRH/ MEL/ DDG for Boeing Fleet and
MEL/ CDL/ Operations Procedures for Airbus Fleet.
17.6.2 USE OF MEL / CDL

i) The preamble of the MEL gives all guidelines for invoking
an MEL and should be strictly adhered to.
ii) The MEL/ CDL prescribes certain conditions that must be
met before release of a flight. Maintenance has the
responsibility and authority to approve the airworthiness
of the aircraft under the MEL/ CDL.
iii) The MEL/ CDL may not deviate from the requirements of
the Aircraft Flight Manual Limitation Section and
Emergency Procedures or Air worthiness directives.
iv) The existence of the MEL/ CDL in no way absolves the
Pilot-in-Command and Engineer from ensuring that an
aircraft is safe for flight.
v) When an aircraft is operated in accordance with the
MEL/ CDL, the operational and maintenance actions
specified shall be complied with.
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vi) With a view of exercising strict control over release of
aircraft under MEL, detailed procedures are in existence.
Periodical analysis and exchange of data between
Engineering and Operations have been ensured.
vii) Close Operational control / co-ordination among
Engineering , Flight Despatch and Flight crew will be
exercised to ensure that aircrafts are not dispatched
with multiple MEL items inoperative without first
determining that any interface or interrelationship
between the inoperative systems or components will not
result in a degradation in the level of safety or an undue
increase in crew work load.
17.6.3 FLIGHT RELEASE UNDER MEL

Notwithstanding the MEL, an AME need not certify the
aircraft for 'flight' or a Pilot need not accept the aircraft for
flight if it is considered that it is unsafe to do so.
The AME responsible for releasing the aircraft, after invoking

the provisions of MEL shall inform the Pilot of the aircraft of
the same, and also make a mention of it in the technical log
and placard the inoperative system suitably. He should take
maintenance action as prescribed in Despatch Deviation
Guide/ Procedure Manual and crew should take operation
action as mentioned in the above guide.
As a normal practice the defects carried forw ard under MEL
shall be rectified and deficiencies made good at the first
available opportunity where facilities exist.
Whenever aircraft is released invoking MEL under non
standard configuration, it may require :
i) special procedure to prepare and configure the airplane
for the flight
ii) Modified or supplemented operating procedure involving
restrictions on RTOW/ speed/ flight level etc.
I t shall be ensured that an aircraft does not depart with any
defect affecting airworthiness that has not been processed in
accordance with the MEL/ CDL.
I n order to ensure adherence to above requirements, it has
been decided that following entries would be made in the
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CONSIDERATIONS
Flight Report Book, as advised by Director of Airworthiness,
DGCA.
a) Engineering Department : “Released under ME L
item No.______ and DDPG action complied with.
b) Operating Crew : ”______U/S MEL release,
MEL/DDG Limitations noted “
Any deviation/ failure would be viewed very seriously and
punitive action would be initiated on persons failing to
observe the above recording procedure by appropriate
authority/ DGCA.
17.6.4 CB RESET POLICY

I n flight, flight crew reset of a tripped circuit breaker is not
recommended. However, a tripped circuit breaker may be
reset once, after a short cooling period (approximately 2
minutes), if in the judgment of the PI C, the situation
resulting from the circuit breaker trip has a significant
adverse effect on safety.
On the ground, flight crew reset of a tripped circuit breaker

should only be done after maintenance has determined that
it is safe to reset the circuit breaker.
Flight crew cycling (pulling and resetting) of a circuit breaker

to clear a non-normal condition is not recommended, unless
directed by a non-normal checklist.
When a non-normal checklist directs the flight crew to
attempt only one reset of a switch per flight, a second reset
of the switch should not be done until maintenance has
cleared the malfunction.
17.6.5 MEL ENTRY INTO AIRCRAFT TECHNICAL LOG (ATL)

The commander will review the complete airworthiness state
of the aircraft by ensuring that all reported defects have
been rectified and if not their permissiveness under the MEL
reviewed deferred maintenance and any additional work
carried out. PI C will satisfy that the conditions specified as
par CAR, and append the tech log of his acceptance with
signature date and time.
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The engineer and the commander will ensure that for any
deficiency covered under the MEL both (M) and (O)
requirements laid down in the MEL are complied with before
dispatch.
17.6.6 PILOT’S ACCEPTANCE CERTIFICATE
The Commander is required to sign a certificate of
acceptance of aircraft before every take-off.
Copies of Pilot’s Acceptance Certificate are kept in the

aircraft COCKPI T DOCUMENTS BAG.
17.6.7 AUTHORITY OF THE PIC:

PI C is having the authority to reject an aircraft prior to
departure of a flight if dissatisfied with any aspect of the
airworthiness and/ or maintenance status of the aircraft. I n
such cases, the commander should inform the EDO/ GM (Flt
Ops)/ Regional General Manager (Operations) through a
special report/ Edoc.
17.7 NON-REVENUE FLIGHTS
Whenever Air I ndia carries out any flight (Test Flight,
Training Flight, Ferry etc) without cabin crew or carries a
person on board either in the flight deck or in the cabin
under any capacity the Flight Crew Operating the flight will
ensure / carry out the following :
Availability, accessibility and serviceability of aircraft cabin
emergency systems and equipment.
a) Brief the persons being carried on the following:
i) on use of seat belts during taxi, take off and
landing, turbulence and during any emergency if the
situation demands.
ii) emergency exists
iii) Life jackets (individual floating devices)
iv) Life rafts
v) Oxygen masks
vi) Emergency equipment for collective use
vii) Emergency evaluation
viii) Abnormal situations including Medical emergency
ix) Baggage are stored safely and secured
x) No smoking
xi) Not to impede flight crew carrying out their duties
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CONSIDERATIONS
b) Ensure all person and their personnel belongings are
subjected to security screening prior to boarding the
aircraft
c) Arm and disarm the cabin doors.
d) Make all mandatory and safety announcements
(turbulence etc).
17.7.1 TRAINING FLIGHTS
Training flights are under the responsibility of the Training
Manager with the purpose of:
- Commander / pilot qualification / requalification
- Training the abilities of pilots under normal and abnormal
conditions
- I n flight proficiency check.
However, the final decision to carry out the actual training
flight and the responsibility for adherence to Company
instructions described in the Operation Manual in general and
the Training Manual in particular, remains with the designated
Commander.
17.7.2 TEST FLIGHTS

In conformity with the Company’s Inspection Manual, test
flights shall be carried out under the following circumstances:
i) For renewal of Certificate of Airworthiness, a test flight
could be carried out as specified by DGCA in CAR Series ‘T’ Part
I I as amended from time to time.
ii) Subsequent to overhaul, repair conversion or
modification which affects the operational or flight
characteristics of the aircraft.
iii) Subsequent to every major maintenance check/ Check I I in
case of equalized checks and Check I V in case of periodic
schedules.
iv) Subsequent to complete overhaul of the aircraft or on
completion of the complete cycle of the equal ized Check l’s or at
specified period whichever is earlier as applicable to the
different type of aircraft of fleet and as has been decided earlier
with DGCA.
v) For purpose of performance evaluation, tests in regard
to flight characteristics, fuel consumption, engine power checks
or testing Radio, Radar, I nstruments or navigational aid
equipment etc.
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CONSIDERATIONS
vi) Subsequent to a double engine change as specified in
respective Maintenance System Manual of the aircraft, in line
with CAR Series T Part I I requirement s.
vii) Subsequent to the repairs to the aircraft as a result of
major damage.
viii) Subsequent to those aspects of Maintenance when its
satisfactory completion and functions can be determined only
during test flight of the aircraft.
ix) Subsequent to a flight report of abnormal vibration or other
conditions affecting airworthiness the rectification of which
could not be positively established during ground test in order
to facilitate the assessment of the maintenance requirements.
NOTE : Detailed instructions on circumstances of Test Flight are
laid in inspection Manual.
AUTHORITY
(i) The following persons are authorised to decide on the
requirement of a test flight and should be consulted before
release of the aircraft.
General Manager (Engineering).
Dy.General Manager (Engineering) Maintenance
Dy.General Manager (Engineering) OC
Chief Manager (Engineering) QC
(ii) Test flight requirements are laid down in the appropriate
maintenance schedule.
The authority for releasing the aircraft for test flight ( in this case
only) shall be that of the Aircraft Maintenance Engineer who
shall be issuing the certificate of work.
APPLICABILITY
Flight testing should be required only when maintenance has been
affected that could impair the flight performance
characteristics of the aircraft. However, as it is impracticable
to provide adequate test equipment for proving serviceability
of all components on ground, it may be necessary to carry out
a test flight whenever it is impossible to ensure airworthiness
without doing so. Thus a component change, disconnection of
a control or any reported defect does not in itself warrant a
test flight. The deciding factors are whether or not:
- flying characteristics could be affected
- Safety can be established without a flight test.
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CONDITIONS
- Only Examiners/ I nstructors/ Check Pilots on type are
authorized to carry out test flights. Any other pilot with
command endorsement or a co-pilot with minimum 500 hours
experience on type is authorized to act as a co-pilot for the
test fights.
- Full length of runway shall be used for test flights.
- Test flight shall not be carried out in adverse weather/ below
minima conditions / night times.
- The test flight shall be conducted strictly as per the test flight
proforma/ schedule which shall be supplied by the Engineering
Department.
- Only authorised personnel .required to be on board shall be
permitted on test flights.
- For aircraft grounded at outstations only the Regional General
Manager (Operations) may authorise the Commander t o carry
out a test flight. The General Manager (Operations) must keep
in mind the pilot’s experience and nature of defect before
using such discretion.
17.7.3 DELIVERY FLIGHTS

Delivery flights are flights where an aircraft is flown from the
seller’s facility to the airline or vice versa.
Provided all normal requirements are fulfilled, non-revenue
passengers may be carried if this is not excluded on the
certificate of airworthiness and certificate of registration. Full
insurance coverage must be assured. For some delivery
flights, the Authority might only issue a “ferry permit” in lieu
of the certificate of airworthiness and the certificate of
registration. This ferry permit may exclude the carriage of
persons other than flight crew and engineers. Flights with
passengers aboard require full and normal crew complement.
Only Examiners / I nstructors on the specific aircraft type are
to be deputed to ferry the delivery aircrafts alongwith the
team of qualified and trained personnel of quality assurance
from operations and maintenance.
17.7.4 FERRY FLIGHTS

The Procedures/ limitations as specified in the respective FCOM
should be adhered to.
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CONDITIONS
An aircraft will be considered to be on a damaged ferry flight if it is
flown to Major base/ main base, without
passengers/ goods/ mail being onboard when:
a) After carrying out temporary repairs on the aircraft
which has sustained major damage (resulting in
temporary suspension of C of A)
b) To carry out time barred mandatory modification/ I nspection at
main base/ major base where facilities are available
c) To carry out inspection in case of suspected malfunction
defect, damage etc., which may in due course adversely affect
the safety of the flight.
d) Any other reason as felt by Dy.General Manager (Engineering)
QC/ General Manager (Engineering).
17.7.5 DEMONSTRATION FLIGHTS

A demonstration flight may be for a sale / advertising purpose or
to demonstrate flight characteristics. I t may be also a flight
with journalists and customers to introduce a new type of
aircraft.
All flights shall follow the standard procedures described in the
Operation Manual.
I n any case, all flights with passengers aboard require full and
normal crew complement.
17.7.6 POSITIONING FLIGHTS

A positioning flight is a flight to position an aircraft to an
aerodrome for commercial operations.
Positioning flights must be performed with the minimum flight

crew and must follow the standard procedures described on
the Operations Manual. Only crew members of the company
may be transported on the way to or from flight duty (Dead
Heading crews).
In this case, the Commander nominates one crew
member to be responsible for cabin safety checks. The
Commander may dispense with the demonstration of
safety belts, oxygen masks, life vests and emergency
evacuation, if all non operating crew on board are
familiar with the demonstration of their use.
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17.7.7 RELEASING THE AIRCRAFT ON DAMAGED FERRY
FLIGHT
i) The authority for releasing an aircraft without C of A or
C of A suspended rests with DGCA, who would be
approached for permission in individual cases.
ii) General Manager (Engineering)/ Dy.General Manager
(Engineering) of the Parent Base of the aircraft may give
permission for the ferry flight after assessing the
damage, and authorising temporary repair and ensuring
that the aircraft will be safe for the proposed ferry flight.
I n case the safety of the aircraft is not jeopardized due
to mechanical defect and the ferry flight is necessary
only for operational reason the Regional General
Manager (Operations) may allow the ferry flight after
taking into consideration all aspects. General Manager
(Engineering) / Dy. General Manager (Engineering) or
General Manager (Operations)/ Dy.General Manager
(Operations) shall have a consultation regarding
Operational/ Engineering aspects prior to giving
permission for ferry flights.
iii) Record of all such flights shall be maintained by
Engineering Department.
17.7.7.1 CERTIFICATION OF AIRCRAFT PRIOR TO

SUBSTANDARD/ DAMAGED FERRY FLIGHT
The aircraft must be certified by an approved I nspector/ AME
before the aircraft is released for a ferry flight. ED -
(Engineering) or his authorized nominee and DGCA may
stipulate carrying out any special inspection prior to
authorising the ferry flight.
PRECAUTIONS
i) The limitations recommended in the relevant MEL/ CDL,
the Operations Manual etc. should not normally be
exceeded. However, each case of any limitation
exceeding MEL/ CDL etc shall be judged on its merit by
ED- (Operations) in consultation with ED- (Engineering)
or their authorized nominee. This shall have the prior
concurrence of the Regional Airworthiness Authority and
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CONSIDERATIONS
shall be recorded in writing by ED- (Engineering) or his
authorized nominee.
ii) The controls and switches which are not to be operated
shall be suitably placarded.
iii) No passengers/ cargo shall be carried.
iv) Only minimum Flight Crew will be on board.
v) No component shall exceed the stipulated life limits.
vi) The Commander having regard to all
circumstances of the case must be satisfied as to the
fitness of the aircraft for the intended ferry flight.
17.8 LONG RANGE / MULTIPLE CREW OPERATIONS :

When additional crew members are scheduled to provide in-
flight relief during Long Range Operation, they must actively
participate in all activities commencing from crew briefing
onwards till completion of flight. All crew members must
occupy their seats during critical phases of flight, with the
relief commander occupying the first Observer seat and the
relief First Officer occupying the second Observer seat.
They must actively monitor all conversation and RT and call
out any abnormalities / malfunctions noticed by them and
also keep a good look out.
17.8.1 MULTIPLE CREW REST CYCLE :

All crew members should be present in the cockpit upto 30
minutes after take-off and from 30 minutes before landing /
commencement of Descent / Approach briefing. The period
between these times should be equally distributed towards
rest by all crew members ensuring 2 crew members remain
at their station of duty at all times.
During the rest period, Pilots may change into comfortable

clothes other than their uniform, if desired for resting. On
completion of their rest, Pilots should change back into their
uniform before occupying their station of duty. Occupying
their station of duty in clothes other than the company
uniform is not allowed on scheduled flights except with the
specific permission of Executive Director-Operations /
General Manager-Ops(Admin.) in case of contingency or in
an emergency situation.
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Bunk / Rest area is not be used for resting during 2 Pilot

operations.
17.8.2 LOGGING OF HOURS (MULTIPLE CREW)

The sum of the hours logged by all the Pilots should not
exceed twice the flight time. However, for payment
purposes, full block time for the flight will be used. Logged
hours should be the actual hours flown in that capacity.
17.9 SUPERVISED TAKE OFF AND LANDING REQUIREMENTS

I n order to afford co-pilots opportunity to acquire vital
experience in handling the aircraft during critical phases of
take-off and landing it is necessary to specify the conditions
under which the co-pilot may be authorized to effect take-off
and landing under direct supervision of the PI C. The Pilot-
in-command (PIC) is solely vested with the
responsibility of the safety of aircraft and
passengers. The Supervised Take Off and Landing
Requirements procedure shall be followed as given in DGCA
CAR Series 'F', Part I I I , I ssue I , dated 3rd Sep, 2013.
Quote"
3. Eligibility requirements for Flight Crew
3.1 PIC. The PI C who permits a co-pilot to effect take-off

and landing shall have;
(a) Minimum flying experience – 3000 hours.
(b) Minimum command experience – 1000 hours.
(c) Minimum PI C experience on type – 300 hours.
(d) Blameworthy free accident/ incident record for preceding
3 years.
(e) Recent flying experience of 10 hours in preceding 30
days.
(f) Been suitably trained and assessed for supervised take-
off and landing in a level C/ CG/ D/ DG simulator by the
operator.
3.2 Co-pilot. The co-pilot who effects takeoff and landing
shall have;
(a) Been suitably trained and assessed for supervised take-
off and landing in a level C/ CG/ D/ DG simulator by the
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CONSIDERATIONS
operator.
(b)Completed type rating syllabus including base
training/ ZFTT simulator session as applicable.
4. Procedure
4.1 Examiners, I nstructors and Check Pilots may authorize a Co
pilot to effect take-off and landing during all flights.
4.2 Pilots, other than the Examiners, I nstructors and Check Pilots
who are eligible for supervised take-off and landing as
mentioned in Para 3.1 above, may authorize Co-pilots to
effect take-off and landing once the co pilot has been cleared
for unsupervised line flying duties.
Note: Unsupervised line flying duties refer to flights after co-pilot
release for line flying with pilots other than
examiners/ instructors/ check pilots
4.3 The PI C has sole responsibility for safety and shall take over
controls at any stage of supervised take-off and landing to
ensure this by announcing “I have controls”. The co -pilot will
acknowledge by announcing “You have controls” and will
continue to fly the aircraft safely till a positive control input is
made by the PI C.
5. Responsibility
5.1 Air I ndia -The Airline shall ensure that;
(a) The Operations Manual contains instructions, requirements
and the procedure laid down for supervised take-off and
landing consistent with this circular .
(b) Pilots are suitably trained and assessed for supervised take-
off and landing in a level C/ CG/ D/ DG simulator.
(c) List of pilots authorized for supervised take-off and landing
is maintained and disseminated to all concerned.
5.2 Pilot-in-command. The PI C shall ensure that;
(a) The aircraft is established on the correct approach profile by
1000 feet above the aerodrome elevation. He shall also
ensure that the aircraft is stabilized during approach at the
correct approach speed and aligned with the runway
centerline and maintain a rate of descent within the specified
limits for the type of aircraft and approach being made
(b) Due consideration shall be given to the aircraft serviceability
status and factors such as snags carried forward under
minimum equipment list that affect take-off and landing
handling or performance.
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(c) The co-pilot is adequately briefed for take-off and landing.
5.3 Co-pilot. The co-pilot shall ensure that;
(a) Adequate briefing for take-off and landing has been done.
(b) The PI C is advised without delay of any circumstance that
may adversely affect take-off or landing conducted by the
co-pilot.
6. General requirements
6.1 Supervised take-off and landing shall not be permitted;
(a) During an emergency/ precautionary landing.
(b) During actual monsoon/ adverse weather conditions.
(c) I n Category C aerodromes.
(d) When the LDA is less than ALD* 1.15 plus margin of 1000
feet.
(e) When the runway surface is wet.
6.2 The meteorological minima for supervised take-off and landing
shall be;
(a) Visibility - 500 m higher than applicable minima.
(b) Cloud base - 200 ft above MDA/ DA.
(c) Cross/ tail wind component - maximum 10 kts.
"Unquote
17.10 PERFORMANCE CRITERIA FOR DETERMINIMG

USABILITY OF AERODROMES
Aeroplane Flight Manual, Flight Crew Operations Manual, Jeppesen
Manual and Technical Circulars on aerodrome issued by the Company
from time to time generally cover all aspects on aeroplane
performance. The flight operations engineering has a process and
mentioned in OEPH.
17.10.1 METHOD OF PRESENTATION

I nformation on aircraft performance is presented in tabulated ,
graphical formats and in OPT with instructions on use of graph/
tabulations / OPT where applicable. Consider conservative value
between them .(e.g. RTOW tables/ OPT/ graphical formats)
17.10.2 TAKE-OFF PERFORMANCE

Detailed information is available in Aeroplane Flight Manual and Quick
Reference Graph/ Tabulations in the Flight Crew Operations Manual.
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For all on-line stations, Regulated Take-off Weight tabulations are
provided by the Company.
While computing the RTOW, following are the line-up allowances used
for our aircraft as per recommendations from Boeing & Airbus
I ndustries.
A/C RWY Threshold LINE-UPALLOWANCE FOR

TODA(FT.) ASDA(FT.)
B744
90o TURN 76 155
180o TURN ON 60M R/ W 156 235
B777- 200LR / -300ER
90o TURN 74/ 83 159/ 185
180o TURN ON 60M R/ W 167/ 222 252/ 324
B787
90o TURN 69 145
180o TURN ON 60M R/ W 124 196
A319
90o entry 11.5 M 22.6M
180o entry 15.1M 26.2M
A320
90o entry 10.9 M 23.6M
180o entry 16.5M 29.1M
A321
90o entry 12.0 M 28.9M
180o entry 20.9M 37.8M
A330
90o entry 25.8 M 48.0M
180o entry 31.9M 54.1M
17.10.3 LANDING PERFORMANCE

Weight limitations to be observed in order to meet approach
climb requirements, landing climb requirements and landing
fields length requirement for the intended landing weight are
provided in the Aeroplane Flight Manual and Flight Crew
Operating Manual.
17.10.4 OPERATION TO A NEW AIRPORT/ ROUTE

The requirements for commencing operations to any new
airport as defined in CAR section 3, series E, part I , issue I
are to be complied with.
Feasibility of operations to any new airport / new
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CONSIDERATIONS
route is the responsibility of the ED - Operations or other
authorized executives by ED- Operations. A complete airport
& route analysis shall be carried out before commencing
operation of a new route/ airport as per the checklist given
in the Flight Operations Process Handbook.
17.10.5 AIRPORT ANALYSIS
The airport analysis shall include runway suitability, obstacle
clearance, navigational aids & lighting, emergency services,
weather reporting etc.
A safety assessment is also required to be carried out for
operations to new airports in company’s schedule. A copy of
the safety assessment must be submitted to DGCA.
17.11 Use of Mobile/Cellular Phones Portable Electronic

Devices (PEDs)
Flight crew members shall not use their personal wireless
communications device or laptop computer for personal use
while at their duty station on the flight deck while the aircraft
is being operated, unless it is in accordance with DGCA
approved operational procedures. This prohibition is intended
to ensure that non-essential activities do not affect flight deck
task management or cause a loss of situational awareness
during aircraft operation. This prohibition does not apply to a
person occupying a flight deck jump seat.
The use of mobile phones is allowed on ground with the
aircraft doors open provided aircraft refuelling is not in
progress. At stations outside I ndia local rules may differ and if
they are more restrictive than above, the same shall be
followed.
Use of Mobile/ Cellular phones and PEDs inside the aircraft,
during flight, have resulted in erratic behaviour of cockpit
instruments which could be a safety hazard to the aircraft.
Reportedly, there have been instances, where use of these
electronic devices has resulted in disengagement of auto-pilot
during approach and uncommanded turn during take-off.
The intent of the relevant CAR is to highlight the adverse
effect of electromagnetic emissions from these devices on
airplane navigation, control and communication system as
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CONSIDERATIONS
these devices do not comply with any electromagnetic
emission standards.
For further information, Refer Appendix - 1
Use of mobile phones after landing: As per the revised
procedures, issued by the DGCA the use of mobile phones
on board the aircraft has been permitted after the aircraft
has landed and cleared the active runway, except in cases
when low visibility conditions exist at the airport.
The PI C, having cleared the active runway after landing,
with no other runway/ intersections to cross, in visual flight
conditions and when the PI C is comfortable, will intimate the
Cabin Crew I n-charge, on the intercom, to make the
announcement for the passengers regarding use of mobile
phones.
17.12 MEDICAL SUPPLIES

As provided in Car series refer appendix – 2 end of this
chapter ’.
17.12.1 MEDICAL KITS ONBOARD
The First Aid Kits and Medical Kits available on board in each
type of aircraft. Refer to respective aircraft Safety and
Emergency Procedures Manual.
CONTENTS OF KITS
The contents of each First Aid Kit and Medical Kit will be in
accordance with the guidelines as per the Civil Aviation
Requirements (CAR) Section 2 - Airworthiness Series ‘X’ Part-
I I I , I ssue-I I I , Rev.4 dated 23 rd September 2010 from DGCA.
Details of the contents of the First Aid kit and Medical kit are
available in Chapter 4 of the Safety Emergency Procedures
Manual( including DGR ).
17.12.2 PROFORMA OF CERTIFICATE FIRST AID KIT /

MEDICAL KIT / UNIVERSAL PRECAUTION KIT
Certified that the contents of first aid kit / medical kit /

universal precaution kit are in accordance with the items as
listed in Civil Aviation Requirements Section 2 - Airworthiness
Series ‘X’ Part III, and sealed in my presence.
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CONSIDERATIONS
Signature of the Registered

Medical Practitioner / Medical Officer.
DATE :
Name and Registration No.:
NOTE :
 Validity of FI RST AI D KI TS - 6 months from the date of
certificate.
 Medical Kits - 3 months from the date of certificate.
17.12.3 RESPONSIBILITY OF MAINTENANCE/

REPLENISHMENT OF THE FIRST AID KIT / MEDICAL
KIT
The kits are filled with medicines and accessories as per the
prescribed list by the Medical Services Department. I t is
responsibility of customer services department to
place/ remove (for replenishment) the kits on board in
respect of Boeing family and in respect of Airbus Fleet
engineering department will ensure placing/ removing(for
replenishment) on board the aircraft. I n both cases
engineering department is responsible to check the validity
before release the flight subject to MEL conditions.
17.13 AERODROME RESCUE & FIRE FIGHTING FACILITIES

(STATUS OF FIRE FIGHTING SERVICES)
It is the Company Policy to operate aircraft with passengers on
board to or from a place where Minimum acceptable aerodrome
category for rescue and fire fighting is complied with CAR Section-8,
Series ‘O’ Part II appendix ‘F’, which is quoted below(Adopted)
“QUOTE
RESCUE AND FIRE FIGHTING SERVICES (RFFS)
LEVELS
1. Purpose and scope
1.1 I ntroduction
The purpose of this Appendix is to provide guidance for assessing
the level of RFFS deemed acceptable by Air I ndia using aerodromes
for different purposes.
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1.2 Basic concepts
1.2.2 I f an aerodrome is exposed to a temporary reduction of its
RFFS capability, CAR Section 4, Series B Part I , Para 2.11.3 requires
that: “Changes in the level of protection normally available at an
aerodrome for rescue and fire fighting shall be
notified to the appropriate air traffic services units and aeronautical
information services units to enable those units to provide the
necessary information to arriving and departing aircraft. When such
a change has been corrected, the above units shall be advised
accordingly ”.
1.2.3 The following guidance is intended to assist operators in

making the assessment required by para 4.1.4. I t is not intended
that this guidance limit or regulate the operation of an aerodrome.
2. Glossary of terms
Aerodrome RFFS category. The RFFS category for a given
aerodrome, as published in the appropriate Aeronautical I nformation
Publication (AI P).
Aeroplane RFFS category. The category derived from CAR Section
4, Series B Part I , Table 9-1 for a given aeroplane type.
RFFS category. Rescue and fire fighting services category as
defined in CAR Section 4, Series B Part I .
Temporary downgrade. RFFS category as notified, including by
NOTAM, and resulting from the downgrade of the level of RFFS
protection available at an aerodrome, for a period of time
not exceeding 72 hours.
3. Minimum acceptable aerodrome RFFS category

3.1 Planning
3.1.1 I n principle, the published RFFS category for each of the
aerodromes used for a given flight should be equal to or better than
the aeroplane RFFS category. However, if the aeroplane RFFS
category is not available at one or more of the aerodromes required
to be specified in the operational flight plan, an operator should
ensure that the aerodrome has the
minimum level of RFFS which is deemed acceptable for the intended
use in accordance with the instructions contained in the operations
manual. When establishing acceptable levels of
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CONSIDERATIONS
minimum RFFS for these situations, the operator may use the criteria
in Table F-1.
3.1.1.1 I ntended operations to aerodromes with RFFS categories
below the levels specified in CAR Section 4, Series B Part I Para
9.2.3, should be coordinated between the aeroplane operator and
the aerodrome operator.
Table F-1 Minimum acceptable aerodrome category for RFF.

Aerodromes Minimum acceptable aerodrome RFFS
(Required to be category
specified in the (Based on published aerodrome RFFS
operational flight category)
plan) (1)
Departure and RFFS category for each aerodrome should be
destination equal to or better than the aeroplane RFFS
aerodrome category.
One category (2) below the aeroplane RFFS
category may be accepted where provided as
a remission in accordance with CAR Section 4,
Series B Part I , Para 9.2, but not lower than
Category 4 for aeroplanes with maximum
certificated takeoff mass of over 27 000 kg
and not lower than Category 1 for other
aeroplanes.
Departure and One category (2) below the aeroplane RFFS
destination category may be accepted where provided as
aerodrome in case a remission in accordance with CAR Section 4,
of temporary Series B Part I , Para 9.2 but not lower than
downgrade and Category 4 for aeroplanes with maximum
Take-off alternate, certificated takeoff mass of over 27 000 kg
destination and not lower than Category 1 for other
alternate and en- aeroplanes.
route alternate
aerodromes
ETOPS en-route One category (2) below the aeroplane RFFS
alternate category, but not lower than RFFS Category 4
aerodrome for aeroplanes with maximum
certificated take-off mass of over 27 000 kg
or not lower than Category 1 for all other
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aeroplanes, under the condition that

aerodrome is in operation (applicable within
I ndia) and for outside I ndia at least 30
minutes notice will be given to the aerodrome
operator prior to the arrival of the aeroplane
provided the State of Authority
approved/ accepted.
(1) -I f an individual aerodrome serves more than one purpose, the
highest required category corresponding to that purpose at the time
of expected use applies.
(2) - Refer para 9.2.3 of CAR Section 4, Series B Part 1 – Aerodrome
Design and Operations which is quoted below:
9.2.3 The level of protection provided at an aerodrome for rescue
and fire fighting shall be appropriate to the aerodrome category
determined using the principles in 9.2.5 and 9.2.6, except that,
where the number of movements of the aeroplanes in the highest
category normally using the aerodrome is less
than 700 in the busiest consecutive three months, the level of
protection provided shall be not less than
one category below the determined category.
Note. — Either a take-off or a landing constitutes a movement.
UNQUOTE”
17.13.1 Aircraft compatibility with Rescue and fire fighting

aerodrome category
For the aircraft fleet the I CAO recommended airport categories for
the Rescue and fire fighting aerodrome services are:
Aircraft B747 B787 A319 A320 A321
B777 A330
Recommended 9 8 6 6 7
category
To categorise the aeroplanes using the aerodrome refer Jeppesen
Manual. For further information ,Refer to I CAO Doc 9137-AN/ 898 -
Part 1: Airport Services Manual - Rescue and fire fighting.
17.13.2 RESPONSIBILITY OF AIRPORT AUTHORITIES

The I CAO provisions are only recommendatory for the
guidance of airport authorities who are required to publish
information concerning the level of protection available at an
airport and also notify any significant changes in this level.
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17.13.3 STANDARD CRITERIA FOR OPERATION

The standard criteria for operation while determining the
applicability of aerodrome category for the type of aircraft
under operation, the Flight operations/ Operations HQ is
required to adhere to the following guidelines: -
i) I f NO fire fighting services are available at an airport for any
reason, operations to that airport cannot be conducted.
ii) The category of an aerodrome, where the fire fighting
facilities are available, is required to be determined for the
type of aircraft under operation as per referred CAR.
Note for Flight Crew:
I f aircraft has encountered mechanical problem and it is
operationally advisable and feasible to divert to another
airport where better facilities are available to meet any
eventually, it may be considered depending on
circumstances.
17.13.4 RESPONSIBILITY OF OPERATOR

As far as the responsibility of aircraft operators is concerned,
I CAO has provided that while they should ensure availability
of various facilities directly required for the safe operation of
aircraft, they are specifically excluded from this responsibility
in so far as “emergency facilities such as those for fire
fighting and search and rescue” are concerned.
17.14 DIGITAL FLIGHT DATA RECORDER (DFDR) AND

SOLID STATE COCKPIT VOICE RECORDER (SSCVR)
The DFDR shall not be disabled or switched OFF or erased
during flight, nor should the recorded data be erased after
the flight in the event of an accident or incident.
The SSCVR shall not be disabled or switched OFF during the
flight unless the Commander has reasons to believe that the
recorded data, which otherwise would be erased
automatically, should be preserved for incident or accident
investigations.
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17.15 GUIDELINES FOR CONDITIONS AND ACTIONS TO BE
TAKEN BYCREW MEMBERS BASED ON TURBULENCE
INTENSITY.
TYPES OF CONDITIONS ACTION

TURBULENCE
SEAT BELT SIGN ON - CAPTAIN’S DISCRETION
Light Chop –  Occupants may Captain:
Turbulence that feel a slight  FASTEN SEAT BELT
causes slight, rapid strain against SIGN ON at captain’s
and somewhat seat belts. discretion.
rhythmic bumpiness  Unsecured Cabin Crew:
without appreciable objects may be  Verify passenger seat
changes in displaced belts fastened and
altitude/ attitude. slightly. bassinets unoccupied.
Light Turbulence–  Food service  Verify infant/ child is
Turbulence that may be secured in approved
momentarily causes conducted. seat.
slight, erratic  Little or no  Secure unattended
changes in difficulty carts, loose cabin,
altitude/ attitude. encountered in service and galley
walking. items.
 Verify lavatories are
unoccupied.
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SEAT BELT SIGN - MUST BE ON

Moderate Chop –  Occupants feel Captain:
Turbulence that is definite strain  FASTEN SEAT BELT
similar to light chop against seat sign must be ON.
but of greater belts.  Confer with Cabin
intensity. I t causes  Unsecured Crew to determine if
rapid bumps or jolts objects are service should be
without appreciable dislodged. interrupted and Cabin
changes in aircraft  Food service crew is seated.
altitude/ attitude. may be difficult.  Make PA instructing
Moderate  Difficulty in passengers and Cabin
Turbulence – walking. Crew to be seated,
Turbulence that is followed by
similar to light interphone call to
turbulence but of Cabin Crew.
greater intensity. Cabin Crew:
Changes in  Sit down and secure
altitude/ attitude seat belts.
occur but the  I f possible, advise
aircraft remains in passengers to sit
positive control at down and fasten seat
all times. I t usually belts.
causes variations in
indicated airspeed.
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Severe  Occupants are Captain:

Turbulence – forced violently  FASTEN SEAT BELT
Turbulence that against seat belts. sign must be ON.
causes large,  Unsecured objects  Make PA instructing
abrupt changes in are tossed about. passengers and Cabin
altitude/ attitude.  Food service is Crew to be seated,
I t usually causes impossible. followed by interphone
large variations in  Walking is call to Cabin Crew.
indicated impossible. Cabin Crew:
airspeed. Aircraft  Sit down immediately
may be and secure nearest
momentarily out seat belt.
of control.  If possible, advise
Extreme passengers to sit down
Turbulence – and fasten seat belts.
Turbulence in
which the aircraft
is violently tossed
about and is
practically
impossible to
control. I t may
cause structural
damage.
Clear Air  A variety of the Captain:
Turbulence – above conditions  Take appropriate action
When other than may occur based on intensity of
light turbulence is depending on the turbulence.
encountered severity of clear  Cabin Crew: Take
unexpectedly. air turbulence. appropriate action
based on intensity of
turbulence.
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17.16 COLLECTION OF TECHNICAL DOCUMENTS
I t will be the responsibility of individual flight crew members
to obtain all revised Technical documents before every flight.
These documents can be collected from the Technical
section on 24 hour basis. I t will be the responsibility of the
Flight Dispatch Officer (Shift I n charge) to provide the
relevant documents to the flight crew.
17.17 REGULATED TAKE-OFF WEIGHT (RTOW)

Refer to FCOM/ FPPM/ SOP for determination of RTOW.
17.18 CRITICAL PHASES OF FLIGHT (STERILE COCKPIT)

Sterile cockpit is defined from the time the aircraft doors are
closed and preparation for the conduct of the flight has
started till 10,000 ft AGL during climb and from 10,000 ft
AGL till Engine Shutdown.
17.18.1 ACTIVITIES PROHIBITED DURING CRITICAL

PHASES OF FLIGHT
i) Reading material not related to proper conduct of flight
ii) Paper work not related to safe operation of flight
iii) Engaging in non-essential conversation within the
cockpit and nonessential communication between the
Cockpit and Cabin Crew.
iv) Eating meals and drinking beverages.
v) Announcement to passengers promoting the Airline or
pointing out sites of interest.
vi) Non-operational communication on Company Channels.
vii) No crew member shall engage in any activity in the
critical phases of flight which could distract the other
flight crew member from the performance of his/ her
duties. I n an emergency and if the situation so w arrants
the Commander has the authority to deviate from these
rules and initiate any action in the interest of safe
operation.
viii) No person shall enter the Cockpit in the critical phases
of flight unless permitted by the Commander
ix) The Seat Belt Sig n shall be kept “ON” during the critical
phases of flight.
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x) Except in case of exigency no transfer of flight control
below 10,000 ft for the purposes of transferring duties to
another pilot .
xi) Use of Mobile Phones are prohibited once the aircraft
doors are closed for Engine start till engine shut down
after the flight except in case of Emergency in which
case the PI C has to make a special report.
17.19 CREW MEMBERS AT THEIR STATIONS

The Commander shall always occupy the aircraft left seat
and the co-pilot the right seat. However, Co-Pilots doing
command training are permitted to occupy the left seat
when flying with Training Captains during UOE/ Route
Checks. Flight Crew required to be on the flight deck shall be
at their “stations” during the critical phases of flight. They
shall also remain at their “stations” during cruise except
when their absence is necessary in connection with the
operation of the aircraft or for physiological needs. No flight
crew will leave his/ her station during the flight w ithout the
permission of the Commander. I n giving such permission the
Commander shall ensure that at least one Pilot remains in
control at all times.
Cabin crew shall be at their stations(the dedicated jump

seats manning the nearest exit) for takeoff, landing and
when the seat belt is “ON and they have been instructed to
fasten their Seat Belts by the Commander.
17.20 SCHEDULED FLIGHT/NON-SCHEDULED FLIGHT

SCHEDULED FLIGHT
Scheduled air transport service means an air transport
service undertaken between the same two or more places
and operated according to a published time table or with
flights so regular or frequent that they constitute a
recognizable systematic series, each flight being open to use
by members of public.
NON SCHEDULED FLIGHT
Flights other than Scheduled shall be treated as Non-
Scheduled flights.
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17.21 AIR TRAFFIC CONTROL CLEARANCE
An air traffic control clearance shall be obtained prior to
operating a controlled flight, or a portion of a flight as a
controlled flight. Such clearance shall be requested through
the submission of a flight plan to an air traffic control unit.
NOTE:
a) A flight plan may cover only part of a flight, as necessary,
to describe that portion of the flight or those maneuvers
which are subject to air traffic control. A clearance may
cover only part of a current flight plan, as indicated in a
clearance limit or by reference to specific maneuvers such as
taxiing, landing or taking off.
b) I f an air traffic control clearance is not satisfactory to a
Commander of an aircraft, he may request and, if
practicable, will be issued an amended clearance.
Whenever an aircraft has requested a clearance involving
priority, a report explaining the necessity for such priority
shall be submitted, if requested by the appropriate air traffic
control unit.
17.21.1 ADHERENCE TO FLIGHT PLAN
17.21.1.1 The crew will adhere to the Flight Plan clearance till the
time the PI C or the controller changes the Flight Plan.
17.21.1.2 INADVERTENT CHANGES – FLIGHT PLAN

I n the event that a controlled flight inadvertently deviates
from its current flight plan, the following action shall be
taken:
a) Deviation from track if the aircraft is off track action shall

be taken forthwith to adjust the heading of the aircraft to
regain track as soon as practicable.
b) Variation in true airspeed, if the average true airspeed at
cruising level between reporting points varies or is expected
to vary by plus or minus 5% of the true airspeed, from that
given in the flight plan, the appropriate air traffic services
unit shall be so informed.
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c) Change in time estimate, if the time estimate for the next
applicable reporting point, flight information region boundary
or destination aerodrome whichever comes first, is found to
be in error in excess of three minutes from that notified to
air traffic services, or such other period of time as is
prescribed by the appropriate ATS authority or on the basis
of air navigation regional agreements, a revised estimated
time shall be notified as soon as possible to the appropriate
air traffic services unit.
17.21.1.3 INTENDED CHANGES –FLIGHT PLAN

Requests to ATS units for flight plan changes shall include
information as indicated hereunder:
a) Change of cruising level: aircraft identification, requested
new cruising level and cruising speed at this level,
revised time estimates (when applicable) at subsequent
flight information region boundaries.
b) Change of Route:
i) Destination unchanged: aircraft identification; flight
rules; description of new route of flight including related
flight plan data beginning with the position from which
requested change or route is to commence; revised time
estimates; any other pertinent information.
ii) Destination changed: aircraft identification, flight
rules, description of revised route of flight to revised
destination aerodrome including related flight plan data,
beginning with the position from which requested
change of route is to commence, revised time estimates,
alternate aerodrome(s), any other pertinent information.
17.21.2 POSITION REPORTS

Unless exempted by the appropriate ATS authority or by the
appropriate air traffic services unit under conditions specified
by that authority, a controlled flight shall report to the
appropriate air traffic services unit as soon as possible, the
time and level of passing each designated compulsory
reporting point, together with any other required
information. Position reports shall similarly be made in
relation to additional points when requested by the
appropriate air traffic services unit. I n the absence of
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CONSIDERATIONS
designated reporting points, position reports shall be made
at intervals prescribed by the appropriate ATS authority or
specified by the appropriate air traffic services unit.
17.21.3 TERMINATION OF CONTROL

When a controlled flight has landed, or is no longer subject
to air traffic control service, the appropriate air traffic control
unit shall be notified as soon as possible.
17.21.4 COMMUNICATIONS
An aircraft operated as a controlled flight shall maintain
continuous listening watch on the appropriate radio
frequency of, and establish two-way communication as
necessary with, the appropriate air traffic control unit,
except as may be prescribed by the appropriate ATS
authority in respect of Aircraft aft forming part of aerodrome
traffic at a controlled aerodrome.
NOTE: SELCAL or similar automatic signaling devices satisfy

the requirement to maintain a listening watch.
17.21.5 TIME
Coordinated Universal Time (UTC) shall be used and shall be
expressed in hours and minutes of the 24 hour day
beginning at midnight.
A time check shall be obtained prior to operating a controlled

flight if GPS clock is not available and at such other times
during the flight as may be necessary.
17.22 PIC MANDATARY CHECKS

The Commander shall ensure that the amount of fuel on
board, is not less than the minimum fuel required.
The Commander shall sign the aircraft acceptance certificate
after he is satisfied that the following conditions have been
complied with, before the commencement of any flight.
- Valid Flight Release in respect of the aircraft signed by
the departure Engineer.
- The aircraft is equipped with the prescribed instruments
and equipments.
- The flight controls of the aircraft are working freely.
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- Sufficient quantity of fuel and oil of correct grade is
available on board for the proposed flight.
- The view of the Pilot is not interfered and the Pilot’s
windscreen is clean.
- Any deferred maintenance must be ascertained and
maintenance/ operational action on items under MEL
must be complied with.
- Must ensure that all inoperative systems are placarded.
The Commander should sign the load and trim sheet after
ensuring that the aircraft is satisfactorily loaded with respect
to total load and distribution of the load (CG location) is
within approved limits and that load is properly fastened and
secured. The Load and Trim sheet has to be prepared by an
authorized person for the aircraft type. The
modification/ revised values must be within
Structural/ Performance/ CG limits and duly countersigned by
the authorized person only. ANY PERSON OTHER THAN
AUTHORI ZED STAFF MUST NOT ALTER TRI M DOCUMENT
17.22.1 GENERAL PROCEDURES

No Airport is inherently safe, nor is it inevitable that a
particular airport will be dangerous. Each one has particular
characteristics that need to be analysed and understood by
the Pilot-in-Command. Airport survival begins with the
knowledge and mental attitudes that are established on the
ground. I n fact, the airport environment demands the most
scrupulous discipline from the Pilot.
I n aviation, each journey begins with preflight briefing, taxi,
take off and area departure. The time these first steps
consume is relatively short considering the length of most
flights but that time is filled with unique safety challenges.
Far too many accidents occur on take off and departure for
far too many reasons.
Each departure is an amalgam of airfield limitations, aircraft
performance, crew coordination, ATC procedures,
Pilot/ Controller communications, masses of technical data
and, that ever present intangible, human factor. Every take
off therefore, demands the ultimate in man and machine to
avoid inevitable errors and complications that accompany
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intricate work from being amplified into serious hazards.
That is why planning is so important while correct
information is essential.
17.23 CREW RESOURCE MANAGEMENT

Crew Resources Management
Crew Resources Management (CRM) is the effective
utilization of all available resources(e.g. crew members,
aircraft systems, and supporting facilities to achieve safe and
efficient operation).
The objective of CRM is to enhance the communication and
management skills of pilots. Emphasis is placed on the non-
technical aspects of flight crew performance. I nitial CRM
training is specified in the Training Manual.
The following elements of CRM are integrated into all

appropriate phases of the recurrent training and are covered
over a period not exceeding 2 years:
– Statistics and examples of Human Factor related
accidents;
– Human perception, learning process;
– Situational awareness;
– Management of workload, tiredness or fatigue, and
vigilance management of stress;
– Company "Standard Operating Procedures";
– Personality type, delegation, leadership, effective
communication skills;
– The CRM Loop;
– Effective communication and co-ordination within the
flight crew, and between crew members and other
operational personnel;
– Error chain and taking actions to break the error chain;
and implications of automation on CRM.
For Details refer to CRM Manual
17.24 ROUTE GUIDES

JEPPESEN AIRWAY MANUAL
Each pilot, operating A319/ A320/ A321, is issued a personal
volume of Jeppesen Airway Manual with revision services.
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The Jeppesen Manual fulfills the requirement of the Route
Guide. I t is the responsibility of the individual pilot to keep
the Jeppesen Manual updated by incorporating all revisions
promptly. Pilots operating B744/ B777/ B787/ A330 will be
provided Jeppesen Airway Manual for reference in the
aircraft.
COMPANY REQUIREMENT
All Pilot should have complete information relating to Met.,
Communication Facilities, Navigation Aids, Air Traffic
Services, and Aerodromes along the route before the
commencement of a flight and also carry the required
Enroute Charts, Charts for Aerodromes, charts containing
information on minimum safe enroute/ sector altitude,
restricted areas and danger area along the route. The Pilot -
in-Command will use Jeppesen Manual for the above
information. I n case the required information is not available
in the Jeppesen Manual, he will have the above information
on appropriate navigation maps before the commencement
of a flight and carry these maps on board the flight.
The Pilot-in-Command will ensure the following information

which is available for briefing :
Route to be flown (destination/ alternate/ enroute alternate)

Take off and landing data for each usable runway at each
destination and alternate aerodrome.
Cruise control information.
Meteorological information at the time of operations and

expected conditions during the season of the operations.
Status of navigation and communication aids along the

route.
Computerized flight planning uses the latest database for
route planning, planning of SI Ds and STARs, computation of
the cruising level etc. All pilots are advised to cross check
this data with the Jeppesen route manual charts for accuracy
during the operation of the flight
Status of Ground Support facilities
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The Pilot and co pilot will refer the updated Jeppesen Airway
Manual with a regular updating/ revision service. This Manual
provides the complete route guide and some of the special
information at departure, enroute alternate, destination and
designated alternate airfields. The following paragraphs
highlight some of the special contents of the Route Guide:
Except during take-off and landing and in an emergency,

aircraft shall not be flown at an altitude lower than the MEA
specified on the Jeppesen Enroute Charts.
While operating on routes specified as airways, the flight

shall be conducted above GRI D MORA / MEA as indicated in
the Jeppesen En route Charts.
No flight, whether operating I MC or VMC may deviate

beyond the limits of the authorised route without the
permission of the designated Air Traffic Control Unit/ Air
Force movement liaison unit / cell. I n case of an emergency
and for reasons of safety, the Pilot may deviate from his
predetermined route but it is his responsibility to bring such
deviation to the attention of the nearest Air Traffic Control
unit as expeditiously as possible.
Prohibited/ restricted areas, their dimensions and height

limitations are given in AI P(I ndia) and also in the Jeppesen
Enroute Charts. These shall be avoided unless a portion of a
route lies over such area and overflying over such areas is
approved by the appropriate air traffic control unit. Any
inadvertent penetration of these areas shall be brought to
the attention of the company and the appropriate ATC unit
with reasons thereof.
I t is the responsibility of the Pilot-in-Command to ensure

that at least one crew member continuously monitors the
appropriate Air Traffic Control frequency at all times while
flying within the controlled air space. While flying over water
and in uncontrolled air space, a radio listening watch must
be maintained on appropriate primary VHF/ HF frequency of
the concerned flight information centre. The provision of
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SELCAL on HF/ RT is deemed to satisfy the condition. One
VHF communication set should be tuned to 121.5 MHz.
17.24.1 MAPS
All aircraft flying in the North Eastern Region and those cross
the Himalayas into Srinagar/ Leh should carry Topographical
maps.
All the pilots who fly into J & K and North East Region are to
be briefed thoroughly by the Examiners of the Region about
the Topographical/ Hill features, other obstruction details and
the precautions that have to be taken in and out of the
Region.
17.24.2 MINIMUM ALTITUDE FOR EACH ROUTE TO BE

FLOWN
Pilots are to refer to the relevant enroute Jeppesen Chart for
the route, route segment for which the minimum altitudes
are depicted. I t is also given in the Operational flight plan
(OFP) covering for that route.
17.25 USE OF HEAD SETS

Head sets must be worn from the Engine start phase till Top
Of Climb and from Top Of Descent till parking.
17.26 USE OF AIRCRAFT RADIOS

Refer to respective aircraft SOP/ SSOP/ FCOM
17.27 RESPONSIBILITY FOR R/T

The PNF/ PM shall be responsible for operating the All RT in
the normal course of flight. However, this does not restrict
the PF from carrying out the R/ T Monitoring. R/ T is the
responsibility of both the pilots. When the Co-pilot is
handling the R/ T, the Commander should exercise
supervisory role.
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17.28 FASTEN SEAT BELT SIGN
17.28.1 PROCEDURAL USE

The Fasten Seat Belt sign sh all be kept “ON” for all ground
operations, taxying, take- off, landing and below 10,000’. The
Commander has a discretion to switch “ON” the fasten seat
belt sign any time during the flight. However during the
departure from Delhi, up to FL 150 or 50 nms whichever
later and during arrival into Delhi from 50 nms or FL 150
whichever comes earlier till parking, seat belt sign should be
kept “ON” and the passengers should not be permitted to
move in the passenger cabin. Whenever the sign is “ON” the
senior cabin crew shall check with the commander if they
can continue normal cabin service. Cabin crew are permitted
to carry out normal cabin duties whenever the Seat Belt sign
is switched “ON” procedurally and authorized by the
commander to do so.
I n case of anticipated turbulence, Commander must put ON

the seat belt sign and shall make suitable PA announcement
to inform Cabin Crew/ Passengers to take their
stations/ seats. (e.g. “Cabin crew and Passenger are to
occupy their seats due to turbulence)
17.29 USE OF CHRONO

The procedure for the use of the CHRONO for engine starts
and take-off shall be as laid down in the respective
FCOM/ FCTM/ QRH.The CHRONO will also be used to time
holding patterns. procedure turns and the down wind leg of
a circuit. This is the responsibility of the Co- Pilot/ PNF.
17.30 SPILLED LIQUIDS ETC.

As a precaution against the possibility of malfunctioning of
electronic or electrical equipment caused by spilled liquids.
beverages served in the Cockpit by the Cabin crew will be
provided in beakers that are not more than half full. The
beakers shall be placed directly in the beaker holders and
not on the control pedestal, or in the hands of operating
crew.
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Air Crew are also reminded of the corrosive effects of salt on
duralumin. Salt spilt on the floor may penetrate joints in the
floor covering to set up pockets of corrosion on the dural
floor.
Cabin Crew should ensure that there is no liquid

overflow/ spillage from the galley onto the cabin floor. Such
spillage can damage sensitive electronic equipment below
the floor. No beverages will be served during climb &
descent except for water.
17.31 POLICY ON AIR TRAFFIC CONTROL CLEARANCE
I t is company policy that all flight crew must be present in
the flight deck & wearing head sets to accept and read back
an ATC clearance. All flight crew members must understand
and be in agreement/ confirmation of the ATC clearance
especially in cases of:
i) in areas of high terrain
ii) that include heading, flight level, frequency, route/
waypoint changes
iii) that includes instructions for holding short of runway
iv) to cross any runway
v) before commencing an instrument approach
vi) before engine start/ taxi out/ take off roll/ landing
vii) clarifies clearances with ATC, whenever any flight crew
member is in doubt regarding the clearances and the
instructions received.
17.32 TAKE OFF

The Company’s policy of reduced/flex/ Derated thrust take-
off” and “derated climbs” will be followed wherever possible,
subject to the FCOM / Airline limitations. The Commander has
the discretion to execute a full thrust take-off, if in his
opinion, it is necessary to do so. Noise abatement
procedures laid down in the FCOM/ FCTM should be executed
at airfields where such procedures exist. I t is the
Commander’s responsibility to abandon the noise abatement
procedure in case a condition affecting the safety of the
aircraft arises.
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The Flight Crew shall endeavour to “Clean Up” the aircraft as
early and efficiently as possible and transit to automatic
flight.
Unless a special procedure specifies or in an emergency no

turn after take off shall be executed below 4 00’ AGL.
Whenever the Commander is not doing the take off he will

perform all PNF duties.
At all airports that have published standard instrument
departure (SI Ds) the following rules apply:
- SI Ds procedure shall a be reviewed and flown as charted
unless deviation(s) are specifically cleared by ATC.
- SI Ds may or may not form part of ATC clearances.
- It is the Pilot’s prerogative to request to fly the SI D
procedure if it is not part of the clearance.
- Any ATC clearance which does not include a SI D is
acceptable only if the Pilot is satisfied that terrain
clearance is assured.
- SI Ds are only valid with all engines operating. Where
terrain problems exist, Special Engine Out Standard
I nstrument Departures (EOSI Ds) are to be followed.
These supersede the normal SI Ds following engine
failure.
17.32.1 WIND LIMITATIONS

I t is recommended that all take off should be into wind. ATC
clearance shall not be considered as superseding limitations
imposed by the FCOM and aircraft capabilities. The
maximum tail wind limitations for take off shall not exceed
those laid down in the FCOM / FCTM/ SOP/ SSOP.
17.33 REJECT TAKE OFF

Reject take-off procedures shall be followed as laid down in
the respective aircraft FCOM/ FCTM/ QRH.
Every reject take off when possible shall be followed by

returning to bay , engines shut down and entry made in the
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defect report. Only after correct rectification of the snag by
the AME, the aircraft shall be accepted for the further flight.
17.34 CLIMB
The enroute climb phase starts from 1500` AGL or after the
flaps and slats are retracted and climb thrust or MCT is
selected. For Climb schedule , refer respective aircraft
FCOM/ FPPM/ QRH.
17.35 AIR SPEED RESTRICTIONS

When operating below 10,000 ft 250Kts will not be exceeded
unless required to do so by Airspace Classification/ ATC or for
safe operation of aircraft/ performance of aircraft.
Assigned speed restrictions in terminal areas will not be

exceeded unless authorised by ATC.
I f the minimum safe speed for any particular operation is

greater than the maximum speed laid down by ATC, the
aircraft shall be operated at the minimum safe speed and
ATC should be advised accordingly.
17.36 SCANNING OF INSTRUMENTS

The airline policy emphasizes scanning of flight/ engine
instruments in all phases of flight. I t is stressed that cross
checking of instruments and alerting the other crew
members of any deviation is of paramount importance and
the responsibility of each flight crew member.
17.37 ENROUTE
CRUISE :
Refer respective aircraft SOP / FCOM / FCTM
17.38.1 INFLIGHT ANNOUNCEMENTS

Appropriate inflight announcements help in breaking the
monotony of a long flight. Commanders should ensure
suitable inflight announcements are made as frequently as
possible but not below 10000 ft. While exercising their
discretion, Commanders should ensure that the passengers
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are not disturbed if they are likely to be asleep. A suitable
announcement shall also be made, if there are excessive
delays due ATC, holding etc. When there are unscheduled
stops, diversions, overflying, precautionary landings etc.,
due mechanical or other reasons, passengers should be
informed over the PA system as to the reasons for such
unscheduled diversions. PA announcements should be
discrete and not worded so as to have a reflection on the
reputation of the Airline, its personnel or other organisations.
At least 5 mts. before landing, an announcement shall be
made advising Cabin Crew to return to their duty "stations".
All pilots shall use discretion while making announcements in

an emergency situation so as not to cause passenger
apprehension.
Whenever the Seat belt sign is switched "ON" the cabin crew
shall make an announcement requesting passengers to
fasten seat belts. I f cabin crew also require seat belts an
announcement must be made for cabin crew to return to
their "Stations" and fasten their seat belts by the
Commander.
I n the event of an electrical failure or non-availability of PA

system, the Cabin Crew should use the hand megaphone
provided.
PA ANNOUNCEMENTS REGARDING NON-NORMAL

SITUATIONS
I n case of non-normal/ abnormal/ emergency situation and
matter pertaining to safety, the flight crew will make
appropriate announcements for:
i) Passengers
ii) Supernumerary/ Observers
iii) Cabin crew
CCI C may also make suitable PA announcements regarding

any non-normal/ abnormal situation like a medical emergency
on board etc, in consultation with the Commander of the
flight.
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17.38.2 IN-FLIGHT MEDICAL EMERGENCIES AND ILLNESS
Diversion for Medical Reasons
When a passenger or crewmember becomes acutely ill and
apprehension exists about the passenger’s ability to survive
the flight, diversion to the nearest appropriate facility must
be considered. The Commander should bear in mind that his
cabin crew has all been suitably trained in first aid, and may
accept their advice accordingly. I n an attempt to limit the
number of diversions to those that are essential, an effort
should be made to obtain some medical opinion on the
necessity to divert.
1) I f there are any medical practitioners, and/ or nursing

sisters on the aircraft, and they are willing to help,
obtain their opinion on the passenger's conditions and
necessity for urgent medical treatment.
2) Remember, in a diversion to an alternate airport that
there may not be any medical facilities at the airport,
and up to an hour may elapse before the patient gets
medical attention at that airport – it may often be more
prudent to continue to the destination and radio ahead
for medical facilities on arrival. I f possible, Operations
should be contacted (via SATCOM, Company VHF,
ACARS) at the earliest opportunity stating the nature of
the problem and the intentions of the Captain. I f
applicable, Operations should be asked to alert the
Medical Unit at the destination airport, giving relevant
medical details and whether or not an ambulance is
required.
3) The Company should be informed, if possible, by direct

radio contact.
Ascertain the following:

– Age;
– Symptoms i.e. of what does the passenger
complain;
– I s there any complaint of pain? I f so where and how
severe;
– Any past history or similar illness;
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– I s he/ she taking any medication – if so, what;
– What is the pulse rate;
– What is the colour of the lips;
– What is the conscious state? alert, drowsy,
unconscious;
– Since cabin crew became aware of the passenger's
condition, has it: deteriorated; remained static;
improved
– What measures have cabin staff taken to treat the
passenger.
Medical Conditions that may Require an Unscheduled

Landing
The items listed below are only for reference, they are not
the only condition that may require for an Unscheduled
Landing:
• Stoppage of breathing and pulse.
• Unconsciousness.
• Severe shock.
• Uncontrollable bleeding.
• I nternal bleeding.
• Heart attack.
• Recurrent Epileptic fits.
• Retained Placenta.
Advisory on food
Captain, whenever possible must be served different main
and subsidiary dishes from those served to the First Officer
and preferable at staggered times. This applies equally to
pre-flight and in flight meals and includes sandwiches.
Suspect Food Poisoning

I f a meal, whether presented to a crew member for
consumption, or to a passenger, is suspected of being the
cause of food poisoning in flight, the meal, or the remains of
it, should be retained separately by the Cabin Crew and
Operations must be contacted, with a request to arrange
collection of the meal and subsequent analysis and also to
alert the Airport Health Control Unit. Arrangements can be
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made with the public health authorities to have suspect
meals analysed on request. This service is only to be used
for genuine suspected cases of food poisoning, not for food
which is unappetizing or badly presented.
17.39 EMERGENCY LANDING GUIDANCE

I n an emergency situation that requires immediate decision
and action, the Commander may take any action that he
considers necessary under the circumstances. I n such a
case, he may deviate from the prescribed rules, operational
procedures and methods, etc., to the extent required in the
interest of safety. Some emergency situations require
immediate decision and action, but this must st ill be based
on mature, professional judgment. Declaring an emergency
is not an action to be taken lightly. The following situations
would normally be considered emergencies:
Engine fire/ failure or shutdown, failure of a primary or a

secondary flight control system which may affect the safe
handling of the aircraft, indication of uncontrollable or
continuous smoke/ fire in the cockpit or cabin, or which may
be affecting any aircraft system, a low fuel condition, and if
at any time the Commander is in doubt about the safety of
the aircraft.
17.40.1 PRECAUTIONARY LANDING GUIDANCE

As a general guide, precautionary procedure should be
used unless aircraft or personnel are considered to be at
risk. Situations that are not normally regarded as so
serious as to justify the declaring of an emergency may
require a precautionary non-scheduled landing. This
includes :-
- A malfunction indication when all other items are
verified as normal and the aircraft is not judged to
be in danger.
- Any malfunction that does not affect the safety of
the aircraft and which, in the Commander’s opinion,
requires a return for maintenance action/ inspection
before the flight is continued to destination.
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- I n case of inflight medical emergency, the cabin and
cockpit crew must immediately determine if a
diversion be made to preserve the life of the
passenger. I f a qualified doctor is available on
board, his advice must be sought.
17.41 EMERGENCY/ABNORMAL/NON-NORMAL
PROCEDURES
All flight crew shall be thoroughly familiar with necessary
procedures (including task sharing) which are to be
performed in an emergency. They should also be familiar
with aircraft emergency equipment location and use of
emergency equipment.
All actions shall be taken as per procedures laid down in the

Aircraft FCOM/ FCTM/ QRH.
I t is essential for the safety of the flight that ATC be

informed by announcing MAY DAY / PAN PAN as appropriate
and also inform ATC the course of action.
The transponder will be set to the mode and code

appropriate to the emergency or as instructed by ATC. The
position and nature of emergency will be reported.
The cockpit crew will keep the cabin crew updated regarding
the progress of the flight and coordinate the actions, brief
the time available, whether an evacuation is required or not.
For communications use standard language, terminology,
signals and/ or verbal commands for coordination between
the flight crew and cabin crew as an integral part of handling
of normal, specific abnormal and/ or emergency procedures.
As regards to informing regulatory authority and company

,refer FLI GHT SAFETY MANUAL.
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17.41.1 PILOT-IN-COMMAND’S USE OF EMERGENCY
AUTHORITY
The Commander of an aircraft has the necessary
responsibility and authority to take any action in an
emergency or under unusual circumstances to preserve the
safety of the aircraft, its crew, passengers, mail and freight.
The Company requires a detailed report as to the use of and
reason thereof when a Commander has used his emergency
authority.
17.42 DISTRESS AND URGENCY RADIO TELEPHONY

COMMUNICATIONS PROCEDURES
Refer Relevant Pages from Jeppesen Airway Manual
17.43 CREW RESPONSIBILITY AT AIRPORTS OF DIVERSION
(a) AIRPORT WHERE COMPANY’S STAFF IS

AVAILABLE
Crew will be responsible for the safety of the aircraft till the
station qualified maintenance and commercial staff arrive to
perform their designated function.
(b) AIRPORT WHERE COMPANY’S STAFF IS NOT

AVAILABLE
The Flight Crew shall look after all aspects of ground
handling of the aircraft under instructions of the Pilot -in-
Command
17.43.1 UNSCHEDULED LANDING/DIVERSION OF AIRCRAFT

(a) I n case of an unscheduled landing and grounding of an
aircraft, all air crew shall remain at the airport until the
Engineering decides the status of the aircraft. The
Commander and Crew shall render all assistance that
may be required by the ground staff in such
circumstances.
(b) The Commander shall maintain a close liaison with the
station Airport Manager regarding
serviceability/ rectification of the grounded aircraft. All
efforts should be made to bring the aircraft after
rectification, at the earliest.
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(c) I n the case of an unscheduled night stop it is the
responsibility of the Station Manager to arrange
transportation and hotel accommodation for the Crew of
the grounded aircraft. The standard of the hotel shall be
as per the Company’s Policy. The Station Manager shall
liaise with the Commander and the Engineer before
fixing subsequent departure of the flight.
17.43.2 OVERFLYING OF STATIONS

The Commercial Department will deal with the passengers
who have been over carried due to any reasons whatsoever.
When the Commander of a flight is aware that he will not be
able to land at the next station he should advise the
passengers destined for that station, of the fact and offload
them at the originating/ last station in case of an inordinate
delay to a flight.
TRANSIT ‘A” CHECK BY FLIGHT CREW AFTER

DIVERSION
Presently Flight Crew is not authorized to carry out Transit
“A” Check.
17.44 REPORTING AND CLASSIFICATION OF AIRCRAFT

DEFECTS
The Commander is responsible for notifying all known and
suspected defects in the aircraft affecting operation of an
aircraft to the Ground Engineer on duty at the next point of
landing. He shall ensure that all the details in the Flight
Report book (Airplane Technical Log) are duly filled up and
defects, if any, are recorded and signed for. Snag reporting
will be carried out in capital letters and any corrections will
be circled and countersigned. The purpose of above to
ensure original entry remains legible yet not applicable. I n
case of nil defects, NI L should be written in the defects log
and countersigned.
First Officer shall report any snag with the approval of

Commander in the aircraft to the Ground Engineer for
rectification. For reporting the defects FRM/ MEL/ DDG/ CDL
may be referred to where applicable.
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Crew are requested to communicate details of snag to

destination, Main bases and originating station, through
suitable means as it would enable Engineering Department
to attend to snag immediately on aircraft arrival.
To enable effective monitoring of aircraft and engine

functioning and to ensure proper rectification of defects
observed by the crew during preflight, inflight and post flight
periods flight reports are to be completed as per the
procedure given below:
i) Flight crew must record all parameter readings as indicated

by the respective instruments under the appropriate
columns of the flight report book. This will be the
responsibility of the Pilot-in-Command.
iii) These recordings should be made at least once in each
sector of the flight, under stabilised cruise conditions and
also in the event of emergency conditions of flight.
However, on flight sectors of short duration, where the
aircraft is unable to obtain the stabilized cruise conditions
of flight, recording of parameter readings may be omitted,
unless unusual parameters are observed during climb or
descent phases. All defects observed by the flight crew
during preflight, inflight and post flight periods must be
recorded, signed by the Commander and dated. Full details
and nature of the defects experienced must be given
clearly and legibly in the Pilot Defect Report (PDR)
Book/ Aircraft Tech Log (ATL). I n case of training aircraft
making a series of flights on a single day, the defects may
be recorded after the last flight unless a serious defect
occurs requiring immediate action. The columns of the PDR
book must indicate the necessary details of the defect and
the necessary work carried out by the AME under his dated
signature with licence number.\ I f no defect or abnormality
during any phase of operation is observed throughout the
flight, a “NIL’ Report must be entered in the PDR. This
must be countersigned by the concerned AME for having
“NOTED” the same. All abnormal occurrences like heavy
landing, flight through severe turbulence, bird strikes,
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lightning strikes shall be recorded in the PDR. Before
accepting an aircraft the Commander-must ensure that all
previous PDRs have been attended. I f entries are found to
be incomplete or not recorded the aircraft should not be
considered airworthy.
When the PDR Book is changed the new book should

indicate all the deferred maintenance or a signed
statement indicating ‘NO DEFERRED MAINTENANCE” from
previous book. The acceptable deficiencies/ minimum
equipment list (MEL) as approved by the DGCA is compiled
with a view to assist the pilots and engineers to determine
where basic installations may be deficient of certain items
without affecting the safety and airworthiness of the
aircraft. I t is however, emphasized that existence of the list
in no way absolves the Captain or Engineer from ensuring
that the aircraft is safe for proposed flight, taking into
consideration all the aspects and circumstances of the
flight. The cabin crew must report to the pilot -in-command
any defect observed in the cabin before, during or
completion of the flight and should record the same in
cabin Defect Report.
17.44.1 CABIN SNAGS

Whenever there is a snag entered into the cabin log book,
the following actions shall be taken:
i)The cabin log book shall be countersigned by the
Commander of the flight or a person designated by him.
ii)Flight crew should carry out I n-flight cabin inspection to
look into the reported snag, whenever possible.
iii)All flight related snags from the cabin log should then be
transferred to the aircraft Flight Report book.
iv)Flight crew should communicate snags to the Ground
Engineer in detail to facilitate prompt and adequate
rectification.
17.44.2 INTERIOR AND EXTERIOR AIRCRAFT INSPECTION

Prior to each flight, it shall be ensured that interior and
exterior aircraft inspection (walk around) is performed by
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any of the flight crew members that focuses on safety-
critical areas of the aircraft and ensures, as a minimum:
i) Pitot and static ports are not damaged or obstructed;
ii) Flight controls are not locked or disabled (as applicable,
depending on aircraft type);
iii) Frost, snow or ice is not present on critical surfaces;
iv) Aircraft structure or structural components are not
damaged.
For further information refer respective Aircraft FCOM/ SOP.
This inspection must be carried out as per SOP/ FCOM

before any originating or through flight, or when the crew is
changed. Whenever a significant time lapse occurs after the
preflight check is carried out, due delay to the flight another
interior/ exterior inspection must be conducted to ensure that
no damage has occurred.
17.45 CONVERT CLIMB GRADIENT TO CLIMB RATE (RoC):

1-To convert climb gradient to climb rate , multiply the
gradient by the airspeed in knots.
Climb rate(fpm) = Climb gradient (% ) x Airspeed (kts)
Assumes :
1 % climb gradient over a mile = 60 ft ( 1% of 6000ft= 1nm)
No wind; ground speed = airspeed
Example: Climb gradient = 5.5% and
airspeed = 220knots
Climb rate = 5.5 x 220 = 1210 feet per minute
2- To convert the climb gradient to the climb rate in
hundreds of feet ,divide your current ground speed by 60 and
multiply by climb gradient .
Example : I f you want to gain 200 ft per nm and have 150kts
ground speed , your rate of climb in hundreds of feet is
500.(150/ 60 * 200 = 500)
17.46 Guidance Procedures and Performance data

The process to determine and maintain guidance procedures and
performance data, applicable to each aircraft type, for applicable
departure, destination and alternate airports, which will enable
the Flight Crew to determine or compute the following details
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are mentioned in respective SOP/ FCOM/ FCTM/ FPPM/ QRH/
AFM/ OEPH:
i) Maximum structural weights (taxi, takeoff, landing);

ii) Takeoff performance (accelerate – stop, close-in obstacles)
that also ensures charting accuracy is accounted for, when
necessary, in assessing takeoff performance in the event of
a critical power unit failing at any point in the takeoff;
iii) Maximum brake energy and minimum cooling time;
iv) Climb performance (distant obstacles);
v) Landing performance (minimum landing distance, go-
around);
17.46.1 SURFACE WIND LIMITATIONS
17.46.1.1CROSS WIND/ TAIL WIND LIMITATIONS

(B777/B787/B747):
Limitations for Cross- wind component for
B777/B787/B747 is as follows:
AFM limitations, if more rest rictive, will super cede
the below.
Runway condition (Take-off and landing):

DRY runway 25 kts
WET runway 20 kts
Slush/ wet snow/ ice covered runway 15 kts
OR Landing minima lower than CAT I .
SLI PPERY runway * (see note below) 10 kts

TAI L WI ND- Any runway condition 10 kts
17.46.1.2 CROSS WIND/ TAIL WIND LIMITATIONS(A320

Family/A330)
Runway condition (Take-off and landing):
DRY runway(Gust I ncluded) 30 kts
WET runway(Gust I ncluded) 30 kts
TAI L WI ND 15 kts
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17.46.2 AUTO LAND SURFACE WIND LIMITATIONS:
Maximum surface wind component limits for
Autoland:
AFM limitations, if more restrictive, will super cede
the above.
B777B744 B787 A320 Family/A330
Headwind 25 kts 25 kts 30 kts (40 kts
without auto land)
Crosswind 25 kts 25 kts 20 kts (25 kts
(WET 20 kts) without auto land)
Crosswind
in CAT I / I I / 15 kts 15 kts 20 kts (25 kts
III without auto land)
conditions
Tailwind 10 kts 10 kts 10 kts
17.47 AIRCRAFT PERFORMANCE FOR ALL PHASES OF

FLIGHT
The process to determine and maintain guidance, data and
procedures applicable to each aircraft type that will enable the
flight crew to determine and / or compute aircraft performance
for all phases of flight which shall ensure that the flight crew
considers all relevant factors affecting the aircraft performance
including the following details are mentioned in their respective
SOP/ FCOM/ FCTM/ FPPM/ QRH/ AFM/ OEPH:
i) Aircraft weight (mass);

ii) Operating procedures;
iii) Pressure altitude;
iv) Temperature;
v) Wind;
vi) Runway gradient;
vii) Runway contamination/ braking action;
viii) Obstacle data;
ix) NOTAMs (including airport NOTAMs);
x) Ass applicable, MEL/ CDL information;
xi) Aircraft configuration (wing flap setting);
xii) Anti-ice usage and, when applicable, ice accretion;
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xiii) As applicable, runway length used for aircraft alignment prior
to takeoff;
xiv) As applicable, fuel freeze considerations during extended
operations.
17.48 RUNWAY INCURSION

Runway incursion is defined as any occurrence at an
aerodrome involving the incorrect presence of an aircraft,
vehicle or person on the protected area of a surface,
designated for the landing and take-off of aircraft.
With the growth in traffic runway incursions have been
showing a growing trend the world over, and have been
causing safety concerns. Prevention of runway incursions has
become a priority area.
Runway incursion prevention programme involves 4 groups of

persons/ services.
1. Pilots of aircraft.
2. Drivers of vehicle / Pedestrians/ Personal working at the
airports.
3. Aerodrome owner/ operator.
4. Air Traffic Controllers.
Miscommunication between controller and pilot, improper use of

I CAO phraseology, read back and hear back error, lack of
knowledge of the operational area by airport staff engaged in
different airport operations were found to be the contributory
factors.
I n order to avoid Runway incursion causing safety hazard which

may eventfully lead to serious incident/ accident this AI C details
guidelines to be observed by all concerned while operating at
I ndian Airports.
Guidelines for Pilots :

Detailed investigations of runway incursions have identified three
major areas where pilots can help.
 Communications
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 Airport knowledge
 Cockpit procedures for maintaining orientation.
1. Communications: Effective pilot/ controller communications

are key to safe surface operations. Clear understanding of
instructions should never be compromised, especially during busy
times when the frequency is congested.
a) Listen before you transmit.

b) I f able, monitor RT communication to have mental picture of
Airport activity.
c) Keep communications with the controller clear and concise.
d) Ensure you understand all instructions. Never assume.
e) Read back runway hold short instructions verbatim.
2. Airport knowledge: Ground operations can be the most

demanding and complex phase of the flight.
a) Review airport diagrams before taxing or landing.

b) Keep the airport diagrams including taxi routings
readily available.
c) Be alert to airport vehicle and pedestrian activity.
d) Maintain situational awareness of proximity to
Runway at all times.
e) Comply with Holding Point markings/ signage
3. Cockpit procedures: Pilots can use proven and effective

procedures in the cockpit to help conduct
safe operations on the ground and during takeoff and landing.
a) Avoid unnecessary conversation, during
movements, takeoff, and landing.
b) Constantly scan outside the cockpit, especially when
on runways.
c) I f lost notify Air Traffic Control immediately.
d) Make your aircraft visible by proper use of aircraft
lights.
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e) I f unfamiliar with the airport do not hesitate to
request progressive taxi I nstructions.
f) I nsure proper radio telephony operation and check
audio panel, volume control and squelch settings.
4. Stay alert especially when visibility is low: Extra

vigilance is required when visibility decreases and the ability
for pilots and controllers to maintain desired level of situational
awareness becomes significantly more difficult.
5. Report confusing or deteriorating surface markings

and signs : Report confusing or deteriorating surface
markings and signs and inaccurate airport diagrams to the
tower or airport manager.
17.49 General procedure for B787

Procedure for flight despatch performance calculations using
the EFB OPT application:
a) Only full power and assumed temperature take-offs are
permitted.
b) The flight despatcher must use the opt to calculate the
MTOW for the given runway and environmental conditions and
cross check this weight for landing weight limited RTOW. The
lower of the two values must be entered in the the pre-flight
briefing form. The type of limitation will be indicated as P for
performance or L for landing wt limited.
c) The flight despatcher must calculate take-off speeds & N1
for the ETOW and keep it ready on-screen for discussion with
the crew, during briefing, the max. assumed temperature, as
given by the OPT application must be used, unless otherwise
requested by the PI C.
d) A printout of the finalised take-off performance calculations
must be signed and handed over to the crew along with the
flight number & name of the flight despatcher.
e) The crew must perform independent OPT calculations on
board the A/ C and cross check with the data provided by flight
despatch. a reference takeoff CG% of 23% must be used for
take-off performance calculations only. The final to CG% must
be inserted in the EFB after receipt of the load sheet.
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f) Final take-off and landing performance data must be noted
by the crew in the data fields provided on the flight plan. as
such, use of the take-off and landing data card is discontinued
for B787.
g) Electronic copies of all the onboard documents, alongwith other
company documents are available in the EFB.
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17.50 Appendix- 1
QUOTE
OFFI CE OF THE DI RECTOR GENERAL OF CI VI L AVI ATI ON,
TECHNI CAL CENTRE, OPP. SAFDARJUNG AI RPORT,NEW DELHI
CAR, SECTI ON 5- AI R SAFETY, SERI ES 'X', PART I , Rev.1
23rd April, 2014 EFFECTI VE: FORTHWI TH
Subject : Safety Hazard – Use of Mobile/Cellular

Telephones inside the aircraft during flight.
1. INTRODUCTION
1.1 Safety information internationally exchanged reveals specific
cases where use of mobile telephone by passengers inside the
aircraft cabin had caused erratic performance of aircraft
airborne equipment leading to serious safety hazards during
the flight of the aircraft.
1.2 Typical instances include automatic disengagement of the
autopilot at an altitude of 400 feet above ground level during
an auto pilot assisted approach. The commander, however,
continued the approach as the runway was in sight to land
uneventfully. I n another case, after getting airborne with the
Heading and VNAV selected, the flight director commanded a
right turn while the aircraft was still on the runway heading.
Subsequently at 1DME when a left turn was selected and
heading selector (HDG SEL) was pressed, there was no output
and the flight director still commanded a right turn. An
immediate public announcement was made for any passenger
using mobile/ hand phone to switch off the set immediately.
The cabin crew in this case confirmed use of the mobile phone
by a passenger in seat Row No. 3 when the above public
announcement was being made.
1.3 M/ s Boeing Co. had in one of their Service Letter to all
operators on the subject of passenger carry-on electronic
devices conveyed concern of the operators on the adverse
effect of electromagnetic emissions from these devices on
airplane navigation, control and communication system. This is
because that the portable electronic devices carried on board
airplane by passengers are not guaranteed to meet the
stringent electromagnetic emission standards imposed on
certified airborne equipment. Many of these portable electronic
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CONSIDERATIONS
devices have shown significant radio frequency emissions in
excess of allowable levels within the frequency band of aircraft
communication and navigation systems. The Boeing Co. have,
therefore, suggested to the operators that any passenger
electronic device which intentionally transmits radio
signals should be prohibited for use by passengers at all
times while on board airplane. These electronic devices
include mobile/ cellular phones, amateur radio transceivers, CB
radios and transmitters that control devices such as toys, etc.
The other type of passenger carry on electronic devices
which is not an intentional transmitter of radio signals
such as laptop computers, video cameras, electronic
entertainment devices, electric shavers, etc. should also be
prohibited for use during taxi, take-off, climb out,
descent, final approach and landing phases of the flight
in transmitting mode.
1.4 Federal Aviation Administration (FAA) and European Union
Aviation Safety Agency (EASA) has determined that airlines can
safely allow use of Portable Electronic Devices (PEDs) by
passengers during all phases of flight and have provided the
airlines with implementation guidance. The usage of PEDs is
recommended only in flight/ airplane mode during flight. The
above decision is based on the advancement in technology and
research on usage of mobile phones in air, inputs from airlines,
aircraft manufacturers, travelling public, pilots, cabin crew and
mobile technology companies.
1.5 I n order to ensure safety of aircraft operation in flight, this
Civil Aviation Requirement is issued under the provisions of Rule
29B read in conjunction with Rule 133A of the Aircraft Rules,
1937.
2. APPLICABILITY
2.1 This Civil Aviation Requirement is applicable to all persons
on board all I ndian Civil Registered aircraft and to all I ndian
operators engaged in scheduled and non-scheduled operations.
3. REQUIREMENTS
3.1 No person shall use any electronic device, which
intentionally transmits radio signals like mobile/ cellular phones,
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CONSIDERATIONS
amateur radio transceivers, etc. at all times while on board an
aircraft for the purpose of flight.
3.2 Electronic devices, intentionally transmitting radio signals
like mobile/ cellular phones, amateur radio transceivers, etc., if
carried on board, shall be kept in non-transmitting mode
(commonly referred to as Flight/ Airplane Mode).
3.3 Passenger carry on electronic devices which are not
intentional transmitter of radio signals such as laptop computers,
video cameras, electronic entertainment devices, electric shavers,
etc., if carried on board, shall not be used by any person, as
announced by the cabin crew, inside the aircraft during taxy,
take-off, climb out, descent, final approach and landing phases of
flight.
3.4 All operators shall by suitable means address passengers on
board their aircraft emphasising the above mentioned prohibition
regarding the use of mobile/ cellular phones and other carry on
electronic devices inside the aircraft prior to commencement of
the flight highlighting safety aspect.
3.5 Cabin crew, besides their other duties, during the flight shall
keep a watch on the passengers to ensure compliance of the
above prohibitory requirements.
3.6 Any violation of these requirements during the flight should
be brought to the notice of the Commander by the cabin crew
and recorded in the flight report book for subsequent action by
the operator against the defaulting person.
3.7 All operators shall include contents of this Civil Aviation
Requirement in their company policy document and other
operational documents like Operations Manual, Cabin Crew
Manual, etc. for compliance by their concerned personnel.
3.8 All operators shall report PED events related to suspected
or confirmed PED interference, smoke or fire caused by PED to
DGCA (Kind Attn: DAS Hqrs.). They shall also evaluate their
aircraft as being transmitting PED resistant.
4 GUI DELI NES FOR CREW TRAI NI NG
All operators shall develop training program for crew on the

following aspects:
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CONSIDERATIONS
• PEDs, if any, that cannot be used on board.
• Situation where PEDs are to be switched-
off/ on/ kept in non-transmitting mode.
• Stowage of PEDs during take-off and landing.
• Applicability on type of aircraft.
• Update on PED policy of the operator.
• Procedure for handling PED interference
normal, abnormal and during emergency.
• Procedures to recognize, respond and report
suspected PEDs interference.
• Cabin crew responsibilities and procedures
concerning use of PEDs.
• CRM and workload issues.
UNQUOTE
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17.51 Appendix- 2
QUOTE
CAR, SECTION 2–AIRWORTHINESS, SERIES ‘X’ PART III
12TH JUNE, 1997
st
EFFECTIVE: 1 DECEMBER 2010
File No. 11-690/CAR X-II/2010/AI(2)
Subject: PROVISION OF MEDICAL SUPPLIES IN
AIRCRAFT.
1. INTRODUCTION:
Rule 57 of aircraft rules, 1937 requires that every aircraft shall
be fitted and equiped with the instrument and equipment
including radio apparatus and special equipment as may be
specified according to the use and circumstances under which
the flight is to be conducted. This part of Civil Aviation
Requirements lays down the requirement for placement and use
of First-aid Kit, Medical Kit and Universal Precaution kit on
aircraft registered in I ndia, and is issued under Rule 133A of the
aircraft rules.
2. DEFINITIONS
2.1 First-aid kit: A kit containing such items which can be used
for the purpose of first-aid treatment of injuries which may occur
in flight or as a result of minor accidents.
2.2 Medical kit: A kit containing such life saving drugs intended
to be administered only by a qualified medical practitioner if and
when available.
2.3 Universal precaution kit: A kit for the use of cabin crew
members in managing incidents of ill health associated with a
case of suspected communicable disease, or in the case of illness
involving contact with body fluids
3. REQUIREMENT OF MEDICAL SUPPLIES:

3.1 All I ndian Registered aircraft shall carry medical supplies as
follows:
(a) First-aid kits for carriage on all aircraft,
(b) Medical Kit for carriage where the aircraft is authorized to
carry more than 100 passengers, on a sector length of more
than two hours, and
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(c) a universal precaution kits for carriage on all aircraft that
require a cabin crew member.
3.2 The number of first-aid kits, Medical Kit and Universal

Precaution kits should be appropriate to the number of
passengers which the aircraft is authorized to carry:
Passenger First aid kits Medical kit
0 -- 100 1 -
101 -- 200 2 1
201 -- 300 3 1
301 -- 400 4 1
401 -- 500 5 1
More than 500 6 1
Universal Precaution kit:-- For routine operations, one
universal precaution kit should be carried on aircraft that are
required to operate with at least one cabin crew member, (two
for aeroplanes authorized to carry more than 250 passengers).
Additional kit(s) should be made available at times of increased
public health risk, such as during an outbreak of a serious
communicable disease having pandemic potential. Such kits may
be used to clean up any potentially infectious body contents
such as blood, urine, vomit and faeces and to protect the cabin
crew members who are assisting potentially infectious cases of
suspected communicable disease.
4.CONTENTS OF THE FIRST-AID KIT:
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5. MEDICAL KIT:
5.1 Large public transport aircraft, capable of carrying more
than 100 passengers, shall in addition to the First -aid kit be
equipped with Medical kit which shall contain the life saving
drugs.
5..2 All Scheduled Airlines operating transport category
aircraft when engaged in domestic commercial flights, shall on
the basis of a risk assessment, taking into account the
particular need of operation, number of passengers and
duration of sector lengths, may carry one approved Automated
External Defibrillators(AED) to provide the option to treat any
serious medical events during flight time. The operators may
carry Automated External Defibrillators because they offer the
only effective treatment for cardiac fibrillation. Also the
present generation AEDs have voice instructions which need to
be followed by cabin crew/ doctor on board.
5.2.1 All Scheduled Airlines operating transport category
aircraft when engaged in I nternational commercial flights of
duration more than 2 hours shall carry Automated External
Defibrillators.
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5.2.1 The approved Automated Ext ernal Defibrillators if
carried:
i. May be stored in the passenger cabin
ii. Shall meet Technical Standard Order or equivalent
requirements for power sources for electronic devices used in
aviation.
iii.Be maintained in accordance with the manufacturers
specifications
iv Should be operated by a cabin crew trained for this purpose.
5.3 CONTENTS OF MEDICAL KIT
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6. CONTENTS OF UNIVERSAL PRECAUTION KIT
7.PERIODIC EXAMINATION OF THE KIT:

7.1 The stowage and the intact condition of the seal of the
First-aid kits, Medical kits and Universal precaution kit, as
applicable, shall be ensured prior to every flight by a
person designated by the organisation. The responsibility
of the designated person with regard to this check shall
be included in the Operations Manual.
7.2 The contents of such Kits shall be examined and certified
by Registered Medical Practitioners/ Medical Officers
holding atleast MBBS degree once in a year. I n case any
of the content of such kit has life expiry before one year,
the validity should be restricted to that date.
8. TRAINING OF CREW MEMBERS IN THE

APPLICATION OF FIRST-AID:
8.1 I n the case of transport aircraft engaged in scheduled
and non-scheduled services, it will be the responsibility of
the owner/ operator to ensure that cabin crew are
adequately and properly trained in the proper use of
Page 17-141
PART - A Chapter 17
CONSIDERATIONS
equipment in accordance with CAR Section 7 Series M
Part I .
9. GENERAL REQUIREMENT
9.1 The First-aid kits, Medical kits and Universal precaution kit
containers must be moisture and dust-proof and readily
accessible to cabin attendants/ flight crew, in flight, except in
the case of gliders, where it can be located at any practically
convenient place.
9.2The First-aid kits, Medical kits and Universal precaution kit
containers shall marked with a white cross of size at least 5 Cm
to 5 Cm in green background and the words "FI RST-AI D
KIT"/”MEDICAL Kit”/“UNIVERSAL PRECAUTION KIT” , as the
case may be in prominent letters shall appear on the front
surface of the container.
9.3 First-aid kits, Medical kits and Universal precaution kit shall
be sealed and the contents duly certified and signed by a
Registered Medical Practitioner/ Medical Officer holding at least
an MBBS degree and also sign Appendix 'A'.
must remain sealed till the time of its use. After use it must be
replenished and certified by a medical practitioner and resealed.
I f the seal is broken during bomb threat inspection or due
security reasons or due to usage of the kit and cannot be
recertified due to non availability of qualified doctor, the kits
may be carried on board in unsealed condition provided it is
recertified at the first available opportunity or arrival at base,
which ever is earlier.
containers must bear a Sl. No. given by the Operator for the
purpose of identification.
9.6 First-aid and universal precaution kits should be distributed
as evenly as practicable throughout the passenger cabins. They
should be readily accessible to cabin crew members.
9.7 The stowage locations shall be similarly (as in para 10.2)
and conspicuously marked for easy identification.
9.8 When a First-aid Kit or Medical Kit or a universal precaution
kit is opened, a cabin log entry shall be made by the cabin crew
indicating the purpose of breaking the seal and requesting
replacement as p er Appendix “B”
Page 17-142
PART - A Chapter 17
CONSIDERATIONS
APPENDIX “A”
CERTIFICATE
FIRST AID KIT / MEDICAL KIT / UNIVERSAL PRECAUTION

KIT
Director General of Civil Aviation

Certified that the contents of the First Aid Kit / Medical Kit
/ Universal Precaution Kit are in accordance with the
items as listed in Civil Aviation Requirements Section 2 –
Airworthiness, Series “X” Part – I I I and sealed in my
presence.
Signature of the Registered Medical
Practitioner/ Medical Officer
Name and Registration No.
Page 17-143
PART - A Chapter 17
CONSIDERATIONS
APPENDIX “B”
FORM “A”
Page 17-144
PART - A Chapter 17
CONSIDERATIONS
17.52 Guidelines for Operation to/from Performance Limited
Airports
17.52.1 Introduction
Temperature, pressure, prevailing wind pattern, elevation of
airport, runway condition (wet/ dry)), runway slope, runway
dimensions, clearway, stop way, obstacles, aircraft status
(MEEL/ CDL), etc. all influence aircraft performance during take-off
and landing.
Further, high pressure altitude conditions due to higher
temperature, airfield elevation and humidity results in reduced air
density and thus affects the aircraft performance to an extent
leading to increased take-off distance, reduced rate of c limb,
increased True Air Speed (TAS) on approach and landing and
increased landing distance.
Another factor affecting aircraft performance is aircraft operations on
wet runways where a 15% factor is required to be added to the dry
landing distance requirements. Therefore, landings on a wet or
contaminated runway will require at least an additional 15% in the
runway length unless the Aircraft Flight Manual I ndicates otherwise.
All the above conditions affect the performance of large transport

aircraft especially to/ from airports having runway length limitation
which greatly limits the payload during high pressure altitude
conditions.
Therefore, it is of utmost important that at no stage all-up-weight of

the aircraft at the time of take-off exceeds the RTOW. I t is equally
important to ensure that the aircraft landing weight is not more than
the permissible weight for landing or approach climb limitation. This
aspect becomes more important for aircraft operations to/ from
performance limited airports.
17.52.2. REQUIREMENTS
17.52.2.1 Aircraft Performance Related:

a) RTOWs should be worked out meticulously keeping in view
temperature, altitude, prevailing wind, runway condition and
QNH requirement.
b) Compensation in RTOW should be made for non-availability of
Runway End Safety Area (RESA), wherever applicable.
Page 17-145
PART - A Chapter 17
CONSIDERATIONS
c) Flight crew should carry out full thrust take-off and also apply
plus 2° C temperature correction to the reported Outside Air
Temperature (OAT) while computing RTOW for operations in
a time band between 1230 hrs to 1630 hrs.
d) While computing RTOWs, it should be ensured that all the
obstacles falling within the I nner Horizontal Surface and
Outer Horizontal Surface of the airport including those
reported by the flight crew are considered.
17.52.3 Operational:
a) During the approach phase, if the approach becomes
unstable at any time, the flight crew shall carry out a go
around.
b) The flight crew shall carry out appropriate flap landing
keeping in view specific operational limitations at all
performance limited airports. The selection of landing flaps
should commensurate with approach climb limitation as per
AFM.
c) Operation of thrust reverser shall be mandatory after landing.
d) Braking devices shall be serviceable and pilot shall ensure
braking action consistent with adequate margin for stopping
the aircraft.
e) The flight crew shall carry out “engine bleeds- off” take-off.
f) Whenever standard runway strip/ shoulder is not available,
narrow runway limitations should be incorporated for
operation during wet runway conditions.
g) Before every take-off and landing, the flight crew shall
review one engine inoperative procedure and actions
required thereto as part of crew briefing.
17.52.4 Aircraft Specific:
17.52.4.1 Aircraft with following MEL items shall not be permitted:
a) Thrust reverser inoperative
b) Anti-skid unserviceable
c) Spoilers unserviceable
d) Braking devices unserviceable
17.52.4.2 Aircraft should not be dispatched with a condition which
affects directional control.
17.52.5 Training
Operations Manual Part-D
Page 17-146
PART - A Chapter 18
INSTRUCTIONS ON THE USE I ssue 4 Rev 0 15 Oct 2014
OF NORMAL CHECKLISTS
18.0 INSTRUCTIONS ON THE USE OF NORMAL CHECKLIST
I t is company policy that procedure/ checklist (Paper/ Electronic)/
circulars are developed/ issued for the use of Flight Crew and
carry on board "Cockpit check List" and "Emergency Check List"
as specified in DGCA CAR Section 8 - Aircraft Operations, Series-
D Part I I , I ssue-1, dated 3-09-2013. Normal procedures shall be
listed and called "Cockpit Check List" and emergency procedures
shall be listed and called "Emergency Check List". The design and
utilization of paper and electronic checklists shall observe Human
Factors principles. The definitions of checklists are given below:
(i) " Cockpit Check list" means a list containing items of

inspection/ action to be performed by the flight crew, in the order
as listed, and in the circumstances as indicated for ensuring safe
operation of aircraft.
(ii) " Emergency Check List" means a list containing items of
action to be performed by the flight crew in the order as listed,
whenever emergent situations develop in flight on account of
failure/ malfunction of aircraft systems / components and
requiring extra alertness on the part of flight crew, for ensuring
safe operation of aircraft.
(iii) “Electronic Checklist (ECL)” means checklist that is
displayed to the flight crew by means of some electronic device.
Cockpit and emergency checklists may be presented in an ECL.
18.1 CHECKLISTS
Check Lists to be followed are given by the aircraft manufacturers
in the respective Aircraft FCOM / FCTM / QRH / SOP for all
phases of flight.
Normally the cockpit check system and the emergency procedures

to be followed are given by the aircraft manufacturers in their
Operations Manual/ Crew Operating Manual/ Flight Manual. The
Airline shall use the check lists provided by the manufacturers,
under intimation to the Flight Standards Directorate. Any
deviations from the manufacturer's procedures shall be followed
only after obtaining approval of DGCA and such deviations with
proper justification shall be forwarded to the DGCA. Such Check
Lists shall have the concurrence of FSD, DGCA before acceptance
and adoption.
Page 18 -1
PART - A Chapter 18
Paper check lists in the laminated form shall be carried in the
cockpit of each aircraft which is readily accessible to the flight
crew in flight. An updated copy of check list for each Aircraft is
issued individually to each Flight crew.
Drills that are to be initiated from Memory must subsequently be

checked by reference to the Check List. I t will be the
responsibility of the Commander to ensure that on every occasion
the appropriate Check list is completed.
The crew should ensure that the recorders are switched ON (As
applicable) during cockpit preparation check list, which should not
be switched OFF during flight.
During take-off and landing, PM/ First Officer shall keep the
appropriate page of the Emergency Evacuation check list ready
for immediate reference.
As part of standard procedure, all flight crew members will review

the engine fire, passenger evacuation check list and the reject
take off procedure prior to the first departure of the day. This
review must be collective with each crew member reviewing their
respective actions and responsibilities.
Pilots are cautioned against tight coupling of the critical check

lists with aircraft maneuvering and ATC communications. The
before take-off and landing check list should be completed well in
time.
The checklist once started should not be interrupted. I f so, it
should commence from the beginning to avoid missing/ skipping
any critical item.
18.2 IMPORTANCE OF CHECKLISTS

Appropriate checklist shall be used by Flight Crew during
corresponding phases of flight. The Crew should follow all laid
down procedures as per FCOM / SOP or other documents
associated with Certificate of Airworthiness (C of A) in the use of
Checklist. I t will be the responsibility of the PI C to ensure that
these checklists are completed in detail.
Page 18 -2
PART - A Chapter 18
18.2.1 Flight Crew Members are to call out, cross check and confirm all
critical actions before their execution. All verbal callouts during
each phase of flight are standardized and Crew are required to
refer the respective FCOM / SOP/ QRH. As part of standard
procedure, all the flight crew members review the rejected take-
off procedures, engine fire, passenger evacuation checklists on
reaching the aircraft for the first departure of the day. This
review shall be collective with one crew reading the checklist
aloud with others listening to it (Mock exercise).
18.2.2 PROPER USE OF CHECKLIST

The use of an up-to-date cockpit checklist for normal and
emergency operations is compulsory. I t is a cockpit tool which, if
used properly, can help to compensate for some of the human
failings. The key to how well it does is in how well the pilot
understands how it should be used.The following paragraphs
explain the philosophy of checklists in detail and will help crew
better understand their importance : -
a) Crew members must follow the procedure of "challenge and

response” while using the "Cockpit Check List". The check lists
indicate the function of each flight crew member vis-a-vis each
item of the list, to avoid confusion.
b) Attitude towards checklist: Recognize the normal checklist for
what it really is; your safety net. Treat it with respect that it
deserves. Do not read it like an incantation, but in the manner
of a true double check.
c) Understanding of checklist or lack thereof: Know your non-
normal recall items thoroughly and completely and have a
good working knowledge of all non-normal reference
checklists.
d) Basic philosophy of checklist usage: Know and apply the
proper checklist action philosophy when execut ing a normal or
non-normal checklist.
18.3 NORMAL CHECKLISTS
Refer FCOM / QRH of respective aircraft.
18.4 NON-NORMAL CHECKLISTS

When a non-normal situation occurs, it should be positively
identified before any action is taken. The crew member
observing a non-normal indication should call out the condition.
Page 18 -3
PART - A Chapter 18
The Pilot Monitoring shall only cancel the audio / visual warnings
so as not to disturb the Pilot Flying (PF). Refer FCOM / QRH of
respective aircraft.
18.5 ALTERATIONS /MODIFICATION OF CHECKLISTS

Alterations to the Check List on the basis of Air I NDI A's own
experience must be carried out only after obtaining concurrence
of the DGCA. DGCA may a require alterations to check lists, based
on operational experience, which shall be carried out by Air I ndia.
Any deviations to the procedures and checklists as provided by

the manufacturer will be based on operational considerations and
experiences. Revisions to the Normal Checklist will be done only
after the same have been reviewed in the Standardization
Committee meetings/ Flight Safety recommendations and also by
the Examiners/ Flight I nstructors of the respective fleet. The
review process shall ensure consideration and incorporation of
Human Factors principles. This review/ addition to the Normal
Checklist are then informed to the respective aircraft
manufacturer. This checklist is also approved by the DGCA before
it is implemented.The Non-Normal / Emergency Checklists will be
as provided by the manufacturer.
18.6 AIRCRAFT TYPE SPECIFIC NORMAL CHECKLIST
For each aircraft type, the checklist required for pre-flight, pre-
departure taxi, take-off, climb, cruise descent, approach and
landing are laid down in respective aircraft FCOM / QRH/ SOP.
18.7 CRITICAL ACTIONS
Crew members are required to cross check and confirm the
following critical actions (refer SOP of the respective fleet):-
i) Aircraft configuration changes (landing gear, wing flaps, speed
brakes);
ii) Altimeter bug and airspeed bug settings, as applicable;
iii) Altimeter subscale settings;
iv) Altitude (window) selections;
v) Transfer of control of the aircraft;
vi) Changes to the Automated Flight System (AFS)/ Flight
Management System (FMS) and radio navigation aids during
the departure and or approach phases of flight;
vii) Weight/ mass and balance calculations and associated
AFS/ FMS entries;
viii)Performance calculations or inputs, including AFS/ FMS entries.
Page 18 -4
PART - A Chapter 19
DEPARTURE CONTINGENCY I ssue 4 Rev 0 15 Oct 2014
PROCEDURE
19.0 DEPARTURE CONTINGENCY PROCEDURES
19.1 DEPARTURE PROCEDURES
(a) STANDARD DEPARTURE PROCEDURES

Departure procedures promulgated for airports are laid down
in the AI P and these procedures are depicted pictorially and
in paraphrase for each airfield i n the Jeppesen’s Airway
Manual and is made available to each crew. Airfields for
which departure procedures have not been promulgated;
ATC issues the required departure instructions. I n these
circumstances it is the airline policy that no turn will be
initiated below 400’ AGL if an immediate turn is required.
Normally the take-off will be on runway track upto 1500’ AGL
and thereafter the required turn will be initiated. Certain
airfields require special departure procedures due to terrain,
security or climb gradient limitations. These airfields and the
respective procedures are given in para ‘c’ below. TERR
display shall be used on PM‘s MFD/ND during
Departure and Arrival into special airfields with
terrain around them.
(b) NOISE ABATEMENT PROCEDURE

The noise abatement take-off procedure is laid down in
aircraft‘s specific FCOM. Certain airfields require noise
abatement procedures at a particular time of the day or for
departures from a particular runway. These requirements of
a noise abatement procedure for a particular airport are
described in the Jeppesen Manual. I t is imperative to keep in
mind that safety of aircraft operations takes precedence over
noise abatement and if for safety considerations the noise
abatement procedure cannot be followed ATC is to be
informed.
(c) SPECIAL PROCEDURES

The Special procedures are laid down in the form of mandatory
circulars pertaining to each type of aircraft operating for that
specific area/ airport subsequently to be incorporated in this
Manual.
Page 19 -1
PART - A Chapter 19
PROCEDURE
19.2 SPECIAL AIRPORT PROCEDURES
Specified airports require special arrival / departure and engine-
out procedures. These procedures are formulated by the
Executive Director-Training/ Flight Operations (as applicable)
and issued by him under mandatory circulars/ RTOW
tabulations (ForB747-400, B777, B787, and A320 family/ A330)
for compliance by crew.
19.3 SPECIAL PROCEDURE AIRPORTS (A320 FAMILY)

1 Bagdogra
2 Calicut
3 Coimbatore
4 Dehradun
5 Dimapur
6 Guwahati
7 I mphal
8 Jammu
9 Kathmandu
10 Kabul
11 Lengpui
12 Mumbai
13 Muscat
14 Port blair
15 Srinagar
16 Tirupati
17 Vishakhapatnam
19.3.1 BAGDOGRA AIRPORT
DEPARTURE PROCEDURE
The following procedure is formulated in order to avoid
aircraft entering into Bangladesh Airspace while taking-off
from Runway 18, and to avoid hills while taking off from
Runway 36.
Rwy 18:
(a) For East Bound Flights:
Turn right after take-off, home-on to VOR BBD 116.6
and then proceed on radial 101 or as instructed by
ATC.
(b) For Flights via KG:

Page 19 -2
PART - A Chapter 19
PROCEDURE
After take-off, turn right to intercept radial 211 ‘BBD’
VOR.
Rwy 36: Climb on runway heading upto 1000 ft.

(a) For East Bound Flights:
Turn right and proceed on Radial 101 ‘BBD’.
(b) For Flights via KG:
Turn right to come overhead VOR and then proceed
on Radial 211º ‘BBD’.
SPECIAL TAKEOFF PROCEDURE WITH ONE ENGINE
INOPERATIVE
Rwy18:
- Engine failure prior to V2, accelerate to V2 and
maintain
- Engine failure after V2, maintain achieved speed
upto max. of V2 + 15 and T/ O config.
- Climb on runway heading:
In VMC
- Turn left to join visual circuit for Rwy 18 at 1900 ft
and Rwy 36 at or above 1200 ft.
SPECIAL TAKEOFF PROCEDURE WITH ONE ENGINE

INOPERATIVE
Rwy 36:
maintain.
- Engine failure after V2, maintain achieved speed upto
max. of V2 + 15 kts and T/ O Config.
- Climb on runway heading.
- At 800 ft, turn right on to Hdg 180º , keeping high
terrain positively in sight.
Page 19 -3
PART - A Chapter 19
PROCEDURE
19.3.2 CALICUT AIRPORT
GENERAL
a) The runway is a tabletop with a steep fall on both ends.
b) Being a hilly area, wind conditions are variable and it rains
heavily during the SouthWest and NorthEast monsoon
periods i.e., from June to October.
Special Takeoff Procedure with one engine

inoperative Runway-10
- Engine failure prior to V2, accelerate to V2 and maintain.
- Engine failure after V2, maintain achieved speed upto
max. of V2 + 15 Kts and T/ O Config.
- Turn left on Hdg 080º . In VMC
- Carryout visual circuit at 2300 ft and land only day not
authorized south of runway.
In IMC
- At 1400 ft. or 6 DME whichever is earlier, turn left and
home on to VOR.
- Level off at 2200 ft.
- Proceed on Radial 306º .
- At 8 DME, turn left to intercept final approach track of
106º (VOR DME 10) or (I LS APP)
- Descend as per profile of VOR DME, RWY 10 I AL
procedure or G/ S I LS RWY 10.
NIGHT OPERATIONS
1. Only established I AL procedures e.g. Precision
Approach, Non-Precision approach e.g. VOR/ DME,
VOR LOC (G/ S inop) procedures are permitted while
executing I AL approach procedure during night
operations to Calicut. Visual approach is not
permitted.2. Whenever R/ W 10 is in use,
established I AL procedure is to be followed.
However, for take off from R/ W 10, I LS may be
tuned for R/ W 28 to obtain LOC lateral guidance
during take off which would prevent drift into hilly
terrain.
3. While departing from RWY 10, avoid turning towards
right until reaching 3600 ft.
Page 19 -4
PART - A Chapter 19
PROCEDURE
4. I n case of cross wind effect, while taking off from
RWY 10 maintain Left turn on heading 080º at or
above 650 ft.
5. All turn, strictly to be maintained towards left while
taking of from RWY 10 to avoid hilly terrain on the
right. This may be considered for engine failure
cases also.
6. No NDB approach is permitted whatsoever.
7. While approaching RWY 28, extra care is to be taken
in case aircraft is drifting towards left to avoid hilly
terrain.
8. No visual approach is permitted at Night.
9. PAPI must be available at all times.
10. Black Hole approach for Runway 10 & 28 (refer
Chapter 29, for details on Black Hole effect).
Airfield Qualification
Pilots who are operating first time to Calicut should conduct
I nstrument Approach only. I t should be the responsibility of
the Regional General Manager (Ops) of the Base that Pilots ,
before operating to Calicut for the first time should be
briefed thoroughly regarding Calicut Airfield covering aspects
of Table Top Operations and single engine procedures on
Take-off and landing.
Refer Operations Manual Part -D.
19.3.3 COIMBATORE AIRPORT

SPECIAL TAKE-OFF PROCEDURE WITH ONE ENGINE
INOPERATIVE
Rwy 23:
maintain
- Engine failure after V2, maintain achieved speed up
to max. of V2+ 15 kts and T/ O Config.
- Climb on runway Hdg:
In VMC
- Carryout visual circuit at 2900 ft and land.
In IMC
Page 19 -5
PART - A Chapter 19
PROCEDURE
- Continue climb to 3200 ft. as per the following
procedure
- At 6 DME, turn left to home to VOR, and proceed on
radial 028º
- At 8 DME, commence right base turn to intercept the
localizer for VOR I LS Rwy 23 procedure. OR
- I ntercept final approach track of 226º .
For VOR DME RWY 23 procedure

- Descend as per profile of the IAL procedure

INOPERATIVE
Rwy 05:
maintain.
- Engine failure after V2; maintain achieved speed up
- Climb on runway Hdg.
In VMC
- Carryout visual circuit at 2900 ft and land.
In IMC
- Continue climb to 3200 ft. as per the following
procedure.
- Track out on radial 048º .
- At 7 DME, commence left procedure turn to intercept
the localizer for VOR I LS DME 23 procedure. OR
- I ntercept final approach track of 226º for
VOR DME RWY 23 procedure.
- Descend as per profile of the I AL procedure.
NOTE: I n case of strong tailwind component, carry out

visual approach for Rwy 05 subject to visibility.
Page 19 -6
PART - A Chapter 19
PROCEDURE
19.3.4 DEHRADUN
INOPERATIVE
Rwy 26
RWY-26 FOLLOW ENGI NE OUT ESCAPE PROCEDURE AS

MENTI ONED BELOW; -
MAI NTAI N V2 OR Maximum OF V2+ 15 KTS I N Take Off
Configuration UPTO 3600 Feet.
IN CASE OF ENGINE FAILURE AFTER Take Off

I NTERCEPT Radial 254 OUTBOUND FROM DDN VOR
CONTI NUE ON Radial 254 TI LL 10 DME AND JOI N HOLD AT
10 DME DDN. ON Radial 254 (I NBOUND 074) Right Turns ,
UPTO Maximum OF 15 DME. MI NI MUM HOLDI NG ALTI TUDE
(MHA) I S 5600 FEET.
Maintain Visual contact with terrain and return back for
Landing on runway 08 at Dehradun
19.3.5 DIMAPUR – SPECIAL TAKE-OFF PROCEDURE WITH

ONE ENGINE INOPERATIVE
RUNWAY 12
-฀ Engine failure prior to V2, accelerate to V2 and
maintain
upto a maximum of V2+ 15 until cleanup height is
reached.
- At safe Altitude/Min. 400’ AGL but not later than 3
DME initiate a left turn with a bank not exceeding
15º , home towards VOR.
In VMC
Carry out a visual approach for Rwy 12 at 2000 ft.
In IMC
- After crossing VOR proceed on heading 269º for 1
minute and join the hold climbing to 6100’.
- After reaching 6100’ proceed outbound for ILS Rwy
12.
Page 19 -7
PART - A Chapter 19
PROCEDURE
19.3.6 GUWAHATI AIRPORT
INOPERATIVE
Rwy 02:
maintain.
- Turn left on Hdg 345º .
In VMC
- Carry out Visual Circuit at 1700 ft and land. Not
authorized east of runway .
In IMC
- Climb to 3000 ft. as per the following procedure.
- Climb straight ahead to 1500 ft. or 4 DME whichever
is earlier, turn left to home on to VOR. From VOR
(GGT) proceed out bound on Radial 218º .
- At 10 DME, turn left to intercept localizer or, final
approach track of 026º for VORDME (I f I LS is not
available).
- Descend as per profile of I nstrument approach
Procedure being carried out, for landing on Rwy 02.
Rwy 20:
maintain.
In VMC
- Carry out Visual Circuit at 1700 ft and land.
Not authorized east of runway .
In IMC
- Climb to 3000 ft. as per the following procedure:
- Straight ahead to 1000 ft or 5 DME (whichever is
earlier) turn right to VOR. Proceed for VOR DME /
VOR RWY 20.
- Descend as per profile of I nstrument Approach
Procedure being carried out.
19.3.7 IMPHAL AIRPORT
Page 19 -8
PART - A Chapter 19
PROCEDURE
INOPERATIVE
Rwy 04
maintain.
- Climb to 5300 ft. as per the following procedure :
- After take-off, turn right on the heading 050º . At 5
DME, turn left, home to VOR
- At 9 DME, commence left base turn to intercept
localizer or, final approach track of 035º for VOR
DME procedure If ILS is not available.
- Descend as per profile of I nstrument Approach
Procedure being carried out.
INOPERATIVE
Rwy 22
maintain.
- Climb to 5300 ft. as per the following procedure:
- Track out on VOR Radial 215º .
- I n case unable to climb to 5000 ft. by 5 DME, turn
left and home on to VOR, thereafter, join the VOR
holding pattern.
- Proceed for I LS / VOR I nstrument Approach
Procedure Rwy 04.
Note: For night operations from Imphal, landing is

permitted on R/W 04 and take off is restricted to
R/W 22, subject to AFM limitations.
Page 19 -9
PART - A Chapter 19
PROCEDURE
19.3.8 JAMMU AIRPORT
INOPERATIVE
Rwy 18:
maintain.
upto a maximum of V2 + 15 kts with T/ O Flap
Setting.
In VMC:
Level off at 2000 ft and carry out visual circuit.
Note: Field limit weight for landing with Config. FULL
on Rwy 18 with 10 Kt Tail Wind Component is 67,557
Kgs.
In IMC:
a) Turn left to intercept VOR Radial 152º and continue
climb to 3000 ft. At 6 I LS DME, turn right to intercept
localizer and descend as per I nstrument Approach
Procedure, for landing on Rwy 36.
b) Alternate: Turn left to maintain 4 DME ARC (JJU)
climbing to 3000 ft, Return to JJU VOR proceed on
Radial 152º . At 6 I LS DME Turn right to intercept
localizer and descend as per I nstrument Approach
Procedure for landing on Rwy 36.
Rwy 36:
maintain.
upto a maximum of V2+ 15 kts until clean up height
is reached.
- Climb on take-off Hdg, at 4 I LS DME, turn left to
home onto Jammu VOR.
a) In VMC
Level off at 2000 ft. and carry out a visual Circuit
and land.
b) In IMC
- Continue to Climb to 3000 ft.
Page 19 -10
PART - A Chapter 19
PROCEDURE
- Proceed on Radial 152º . At 6 I LS/ DME turn to
intercept localizer and descend as per I nstrument
Approach Procedure for landing on Rwy 36.
Note: During the above procedure, aircraft to remain

within 9 DME (JJU) positively in order to avoid entry
into Pakistan air space.
19.3.9 KATHMANDU AIRPORT
Refer to GOC M-99.

Generic information:
CAUTIONS:
(a) Remember that the maximum time permitted for
TOGA on one engine is 10 minutes.
(b) Switch “ ON” “Terrain on ND” and copilot to monitor
the terrain.
(c) Set Thrust reduction and Engine Out Accelarations to
9500 ft.
(d) Do not leave 4 DME ARC, till achieve prescribed
altitudes.
(e) Discuss/ revise with in cockpit the R/ T failure
procedure
(f) FMGS data base does not have the hold over Dharke
Lctr. Should manually create the same.
(g) Departure turns are limited to MAX I AS of 180 kts,
by keeping V2 + 15kts,
(h) Constraint button should be “ON” during Approach.
(j) Be cautious against bowl effect in hills
(k) Keep a constant watch on RA, for height above the
terrain and obstacles.
DEP FROM KTM _- CAUTIONS:

1. Modify Acceleration Alt to 9500’ on Performance
take-off page so as to get SRS mode till 9500’.
2. Maximum speed during turns is 180 Kts. On
Performance climb page, speed is by default 180
Kts. (I n case not there then put close-in turn speed
180 Kts).
3. PF selects weather radar display and PNF selects
terrain display on respective NDs.
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PART - A Chapter 19
PROCEDURE
4. Do not select APU bleed off in case of single engine.
(Select “OFF “ after selecting MCT on live engine).
MISSED APPROACH FROM MAPt FOR Rwy 02

- I n case runway is not in sight at MAPt, missed
approach procedure may be initiated
- After go-around flap and positive climb, gear up,
manage procedure.
- Climb STRAI GHT AHEAD to KTM VOR, continue
climb outbound on R-022 to D 2.0.
- Then climbing RI GHT turn onto 4 DME Arc to
intercept and follow R- 106 inbound to VOR.
- Then proceed via outbound R-289 to cross LDK Lctr/
D 13.5 at or above 10, 500 ft and join holding
pattern and proceed thereafter as directed by the
ATC.
- Take note that the holding pattern over LDK Lctr is
not in the FMGS data base and hence the crew have
to create the hold manually, whenever required.
LOSS OF ENGINE DURING MISSED APPROACH

If an engine is lost during the process of missed
approach,
- Carry out primary ECAM action .
- Climb STRAI GHT AHEAD to VOR KTM.
- Continue climb outbound on R-022 to D 2.0, then
climbing RI GHT turn onto 4 DME Arc to intercept
and follow R-106 inbound to VOR.
- Then proceed via outbound R-289 to cross LDK Lctr/
D 13.5 at or above 10, 500 ft and join holding
pattern and follow the procedure as explained in
Dharke 1B/ follow ATC directions thereafter
- I n case of single engine, remember the thrust
should be at TOGA for maximum 10 mins and then
thereafter at MCT throughout.
Page 19 -12
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PROCEDURE
19.3.10 KABUL AIRPORT
I NTENTI ONALLY LEFT BLANK
19.3.11 LENGPUI AIRFIELD

AIRFIELD RESTRICTIONS
The runway is unidirectional use. Runway 17 will be used for
landing and runway 35 for take-off.
Caution
After take-off from Runway 35, Left hand turn is prohibited.
NORMAL DEPARTURE (RUNWAY 35)
After take-off from RWY 35 climb to 500 feet, turn right to fly
over the river Twlang thereafter climbing to 4000 feet,
thereafter, turn left and report over VOR at or above 4000 feet.
Climb in the hold to 8500’ and set course to destination.
SINGLE ENGINE PROCEDURE
I n case of Engine failure after V1 continue take-off heading and
maintaining V2. At a safe altitude, not less than 200’ AGL, turn
right maintaining take-off flap and follow the river uptil point
“A” R-360 at 10 DME. From point “A” keep climbing on heading
360 deg. to 4000’ on reaching carry out a left turn maintaining
30 deg. Angle of a bank and return to VOR. IF below 4000’
route back via point “A” R-360 at 10 DME to VOR. Carry out
another single engine visual circuit.
I n case if landing back at Lengpui is not possible due reasons of
safety or due deterioration of weather, it is recommended that
the flight be divert to Silchar. Minimum Altitude should not be
less than FL 85. Aircraft will climb overhead to FL 85 and then
set course. The crew may consider Flap 1 + G for achieving
better climb gradient, as the weight of the aircraft as such
would be well below performance weight (RTOW) due to
landing weight restricted takeoff weight.
LANDING PERFORMANCE
Lengpui has no restrictions on Landing performance. Flight
Manual limitations however would apply.
ARRI VAL PROCEDURE (RWY 17)
Caution:
 Satellite airfield Turial is located 12 Nms on R-115
from (LLP)
VOR, positive identification of Lengpui mandatory by using
all available navigational aids. All aircraft bound for Lengpui
are required to check over the VOR (LLP) at 8500’ and if
Page 19 -13
PART - A Chapter 19
PROCEDURE
VMC descend to 4000’, staying clear of all the obstacles and
join left hand circuit for RWY 17. The circuit for Rwy 17 is a
left hand circuit only to the East of the runway. The circuit is
limited to 2.5 Nms laterally from the runway, to keep clear of
all obstacles by sufficient margin. Right hand Circuit for Rwy
17 is prohibited.
Obstacles in Approach and Take Off Areas are :
Runway Type Elevation From Physical
Extremity of Rwy
Distance Bearing
(m)
17 Tree on 3352’ 4.06 Nms 335- 00’
Hill Top
17 Tree on 3096’ 5.80 Nms 342- 30’
Hill Top
17 Hill Top 3034’ 7.30 Nms 342- 15’
35 Tree on 1938’ 1.43 Nms 195
Hill Top
35 Tree on 2883’ 5.14 Nms 146- 15’
Hill Top
35 Tree on 2913’ 6.24 Nms 185
Hill Top
35 Tree on 3214’ 6.27 Nms 152- 15’
Hill Top
35 Hill Top 3792’ 7.92 Nms 187- 30’
35 Hill Top 4871’ 9.00 Nms 185- 15’
The highest obstacle with in 25 Nms of Lengpui is 6249 ft
and is located 18 Nms from LLP on radial 100฀ . This obstacle
does not infringe on any of the routes to and from Lengpui.
AERODROME OPERATING MININA
OCA/ Aerodrome Operating Minima
Aerodrome Elevation : 1407 feet
OCA (H) Circling : 3240 (1833 feet)
ENROUTE PERFORMANCE
Engine Faislure Enroute

The Net level off altitudes at different Gross weights is given
below :
Page 19 -14
PART - A Chapter 19
PROCEDURE
The lowest usable safe altitude is the route MORA which
provides 2000’ obstacle clearance in the areas where the
highest obstacle is 5001’ or more.
However, descent is recommended t o MEA (Minimum
Enroute Altitude) since it ensures acceptable navigational
signal coverage also.
SECTOR MEA Route MORA
Lengpui-Agartala FL 100 7700’
Lengpui-I mphal FL 120 10300’
Lengpui-Silchar FL 100 7700’
19.3.12 MUMBAI AIRPORT

LANDING ON R/W 09 AT MUMBAI AIRPORT
There restrictions on clearance to approach and land on R/ W
09 at Mumbai Airport. Depends up on traffic conditions and
wind component. ATC would permit approach and landing
R/ W 09.
- Rwy 09 has I LS DME and VOR DME / VOR

approaches.
- The landing distance for R/ W 09 is 10,997 ft/ 3551
meters.
- The proximity of Juhu airport on approach path to
R/ W 09 should be borne in mind.
- ATC will permit landing on R/ W 09 on pilots request,
subject to prevailing traffic conditions.
USE OF R/W 14- MUMBAI

Before Take-Off from Rwy 14 Pilot will select Rwy Heading
on FCU so that after Take- Off aircraft maintains “Runway
Track” (Aircraft compensates for winds automatically).
I n case of SI D departure from Rwy 14, follow the published
SI D procedures. I n case of single engine, aircraft shall
maintain Runway track and request ATC for radar vectors or
Home on to the VOR for an I LS/ VOR approach for Rwy 14.
MUMBAI RWY 09 (FOR ALL TYPES)

TAKE -OFF PROCEDURE
1. I n the case of Engine failure prior to V2, accelerate
to V2 and maintain.
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PART - A Chapter 19
PROCEDURE
2. I n the case of Engine failure after V2, maintain
achieved speed up to a maximum of V2+ 15 kts until
clean up height is reached.
3. At 6 DME, commence Right turn with 15º bank on to
heading 215º (M) I n case of DME, I RS, I NS or radar
facility not being available a Right turn is to be
commenced. Two minutes thirty five seconds from
the T/ O engine power is to be stabilized on the take
off roll. The turn has to commence before reaching
the outer locator (SC 345).
4. After crossing BBB radial 180º turn right on to
270º (M). Minimum clean-up height is 800 ft.
Note: pilots to inform ATC that they are disregarding SI D

and carrying out the ESOI D.
ENGI NE OUT STANDARD I NSTRUMENT DEPARTURE (ESOI D)
19.3.13 MUSCAT AIRPORT
STANDARD DEPARTURES
Due to high terrain in the South East, South and South West
of Muscat Airport, the following take off procedure will be
strictly adhered to:
Rwy 08R: Follow Published SI D (MI KE 08) OR As directed

by ATC
Rwy 26L: Follow Published SI D (MI KE 26) or as directed by
ATC.
I t is further emphasized that all A 320 Departures from
Muscat, up to Transition Altitude are to be flown in
SELECTED HDG mode as per SI D/ ATC instructions.
SPECIAL TAKE OFF PROCEDURE – ONE ENGINE

INOPERATIVE
Rwy 08R: Establish on MCT R-080 before 3 DME. At 6 DME
(MCT), or 1000 ft. whichever is earlier, turn LEFT on to
00Hdg 360º .
Rwy 26L: (a) With DME – Climb straight ahead to MCT
VOR DME, turn RI GHT to maintain MCT R-270. At 2.5 DME
(MCT) turn Right on to Hdg 360º .
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PART - A Chapter 19
PROCEDURE
(b) Without DME – Climb straight ahead to MCT VOR DME,
turn RI GHT to maintain MCT R-271. One Minute after MCT
VOR, turn Right on to Hdg 360º .
Note: Subsequently, aircraft should carry out Visual Circuit

to land or climb to Minimum holding Altitude over the sea, or
as directed by ATC.
19.3.14 PORTBLAIR AIRPORT

INOPERATIVE
Rwy 22:
maintain.
to a maximum of V2
+ 15 kts until clean up height is reached.
- Climb straight ahead on runway Hdg to 2700 ft. then
turn right to join VOR holding or as instructed by
ATC.
CIRCUIT ALTITUDE
I f require to make a left hand down wind circuit pattern due
to ATC requirement or otherwise, it is to be done at 2200 ft.
altitude to provide sufficient clearance from hilly terrain and
to prevent activation of EGPWS warning.
CONTINGENCY PLAN ENROUTE
Point of No Return (PNR) and Critical Point (CP) to be
established.
For Chennai - Portblair flight CP is as follows:
Critical Point Time Distance
Nil Wind 52 min 371 NM
With 30Kts of Headwind 57 min 396NM
With 30 Kts of Tailwind 48 min 348 NM
For Kolkata - Portblair flight CP is as follows:
Critical Point Time Distance

Nil Wind 47 min 351 NM
With 30Kts of Headwind 51 min 379 NM
With 30 Kts of Tailwind 44 min 320 NM
TAIL WIND LIMITATION
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PART - A Chapter 19
PROCEDURE
Port Blair has uni directional Rwy, landing on Rwy 04 and
Take off from Rwy 22. During Southwest monsoon season
i.e., from last week of May till September, strong Tail Wind
component is expected during landing on Rwy 04. The Tail
Wind limitation must be noticed as per the FCOM/ AOP (Air
Operator Permit)
19.3.15 SRINAGAR AIRPORT

All Take-off, to be carried out from runway 13 and all
Landing, on runway 31. Aircraft performance to be
considered before Take-off / Landing

INOPERATIVE
Rwy 13:
maintain.
- Engine failure after V2; maintain achieved speed up
to a maximum of V2+ 15 until clean up height is
reached.
- Climb on Radial 134º .
- At 8500 ft. or 8 DME whichever is earlier, execute a
procedure turn to right 180º / 360º to intercept Final
Approach Track of 314º and descend as per
I nstrument Approach procedure profile.
19.3.16 TIRUPATI AIRPORT
APPROACH AND LANDING AT TIRUPATI

The Minimum sector altitude on Eastern sector between 180
and 360 degrees is 4500 ft. and in the western sector
between 360 and 180 degrees is 5900 ft. The I nitial
Approach Altitude for Cat C is 5900 ft. Visual circuit to be
carried out subject to visibility criterion , at OCA (H) 1680
(1341) ft with DME, and 1930 (1591) ft. without DME. The
filed AOM for above procedures is 5000m.
DEPARTURE PROCEDURE – NORMAL OPERATION

(BOTH ENGINES)
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PART - A Chapter 19
PROCEDURE
After take-off, climb overhead to MORA for the sector before
setting Course.

INOPERATIVE
RWY – 08: Continue Climb on 'TTP' VOR Radial 080º . At
1500 ft. or 5
DME (2 Mts after take-off) whichever is earlier, turn left to
home on to 'TTP' VOR. After overhead 'TTP' VOR, join right
down-wind for landing on Rwy 08.
RWY – 26 : Continue Climb on Take-off Hdg. At 1500 ft. or

5 DME (2 Mts after take-off) whichever is earlier, turn left to
join down wind for landing on Rwy 26.
ENGINE FAILURE IN IMC

- Climb in the Holding Pattern to 5900 ft.
- Carry out VOR DME OR Divert to Chennai.
NOTE:
i) Aircraft to commence turn at 5 DME and should not
cross 7 DME while turning VOR, during departure,
with normal operations/one engine inoperative
procedure.
19.3.17 VISHAKHAPATNAM – SPECIAL TAKE-OFF

PROCEDURE WITH ONE ENGINE INOPERATIVE
RUNWAY 28
maintain.
upto a maximum of V2+ 15 until cleanup height is
reached.
- Keeping in view of the hill obstacles in the take off
funnel :-
o 90 seconds after commencement of wheels

role, preceded by take-off power set and
stabilized, A left turn be made on to heading
210฀ .
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PART - A Chapter 19
PROCEDURE
o On Hdg heading 210฀ . Aircraft be flown at
speed not exceeding V2+ 15, bank angle not
exceeding 15฀, to establish radial 240 (VSP)
to reach 4000 ft. till 9.9 VVZ DME.
Thereafter home on to VSP on radial 215
VSP and abide by AC instructions.
19.4 LEH OPERATIONS

DEPARTURE FROM DELHI
Pre-flight Preparation
Select Company Route Delhi-Leh (DELLEH 1) and check the
Flight plan on MCDU.
Route information is as follows:
REPORTI NG RADI AL/ DME

AMRI TSAR LAHORE
SARSAWA 127/ 170 129/ 180
N 30.00.0 E 077 26.0
LELAX 072/ 149 071/ 173
N 32.23.5 E 077 38.0
LEH 041/ 201 043/ 226
N 34 08.0 E 077 32.0
In-Flight
Since the database is programmed for destination LEH, the
Cabin Pressure Controller (CPC) will attain cabin attitude as
per destination. I n case of cabin climb, the Master warning
will not be triggered when the cabin is climbing through
9550 ft. Data base updating has to be cross checked (POSN
Monitor) over last radio fix which is SP. A VORDME has been
installed at Leh airport (LEH 115.7MHz). As the figure of
merit is still ONE, there will not be any automatic position
update. Each way point has to be checked through data
monitor, with the help of visual reference (if possible) and
the VOR/ DME for Lahore/ Amritsar.
Descent
The descent planning should be such that the aircraft arrives
overhead LEH at 14500 ft. with landing gear down, config.2.
Join Visual circuit (left hand down wind for Rwy 07). On
Page 19 -20
PART - A Chapter 19
PROCEDURE
reaching overhead select both Flight Directors (FDs) "Off"
and select FPV. I n down wind, select config.3 and descent to
cross the hill (12834), at 13,500 ft. Continue descend upto
11,700 ft.to be over the I ndus river for final approach Rwy
07. On finals, the sink rate has to be adjusted in accordance
with the slope of the hill. During descent on final approach,
the radio altimeter height in no case shall be lower than 300
ft. Since the approach and landing is in VMC, there will be
Aural/ Visual warning as "PULL UP" and/ or "TERRAI N" by the
GPWS. As the terrain below and the hills on either side of the
track are visible, the alert may be regarded as cautionary
and approach may be continued. While crossing I ndus River
select config. "FULL" and readjust the profile. The entire
approach may be carried out with the help of Auto thrust
without allowing the sink rate to exceed 1000 ft per minute
in order to avoid the thrust going to I dle, however the main
and final criteria is the target height which must be attained.
Go-around
I f situation warrants, the "Go-around" must be initiated
between I ndus River and Gompha with the normal go-
around procedure. The right turn must be initiated by half
way down the runway in order to reach 15000 ft. in the
I ndus valley maintaining config.2 for the radius of turn and
to join the normal circuit pattern as per Appendix - 'A'.
During Go-around the speed should not exceed V ref + 17
kts.
Departure from Leh

High Altitude Operation procedures given in FCOM VOL.2
(2.04.30 page 1&2) are to be followed.
Thrust Reduction/Acceleration Altitude

Taking into account the obstacles present in the initial take
off path, it is advisable to set Thrust reduction/ Acceleration
altitude as 2500 ft. AGL.
SET THE RED/ ACCEL ALT = 13,200 FT. ON PERF TAKE OFF
page.
Speed Limit
Page 19 -21
PART - A Chapter 19
PROCEDURE
On routes LEHDEL/ LEHSXR/ LEHI XJ/ LEHI XC, the initial MORA
is 22,200 ft.
As a consequence it is recommended to set:
SPD LI M = Green Dot/ FL 200 at VERT REV at PPOS page (in
order to accelerate initially to Green dot speed at ACCEL ALT
and reach FL 200 as early as possible).
The take-off has to be performed ex-LEH in Config.2 and the
thrust at TOGA to cater for obstacle clearance and radius of
turn with better maneuverability in case of engine failure.
ENGINE OUT SID (Climb to 12200 ft.)
I f any failure occurs in take off phase requiring a turn back
to LEH (Example: Engine failure), the recommended circuit is
as depicted on attached Appendix - "B".
This circuit goes North of the Policeman hill (13,353 ft.) in
order to have better lateral and vertical clearance.
At the time of Departure ex-LEH, if it is observed that it will
not be possible to climb in VMC over Nimu, it is advised that
after take-off maintain Config. "1+ F". proceed North of
Policeman Hill (13353 ft.), and turn left to LEH in GREEN
DOT speed to attain 20000 ft. before setting course for
Nimu.
NOTE:
The APU Ground operation limit is upto 12000 ft. (Ref FCOM
VOL 3,3.01.49 page 2).
ENROUTE
Pressurization failure
The following vertical procedure and lateral procedure
(applied simultaneously) ensures obstacle clearance and
sufficient passenger oxygen in case of pressurization loss.
Vertical Procedure
I nitiate emergency descent to FL250 and at FL250 maintain
Vmo for 11.5 mts. From the time the pressurization failure
occurred. Thereafter initiate emergency descent to FL100 or
MORA and cruise at FL100 or MORA.
Lateral Procedure
Positions
324600N "N" R068/ 155 DME "AAR"
115.5MHZ
0773500E R066/ 179DME "LA"
112.7MHZ
Page 19 -22
PART - A Chapter 19
PROCEDURE
32500N "O" R046/ 094DME "AAR"

115.5MHZ
076100E R049/ 120DME "LA"
112.7MHZ
R135/ 100DME "SNG"
115.9MHZ
On Sector Delhi Leh

a) Pressurization failure at or before point "N", divert to
Chandigarh / Delhi (via Chandigarh) or Amritsar (via
point O).
b) After point "N", proceed to Leh.
Note: All turns should be LEFT only (due high terrain

on the right side).
Diagram for lateral procedure covering point "N" and

"O" is attached as Appendix "C".
On Sector Leh-Delhi
a) I f failure occurs at or before 60 NM from Leh, turn
left and proceed to Leh.
b) I f failure occurs after 60 NM from Leh, proceed to
Amritsar (via point O) or Chandigarh / Delhi (via
Chandigarh).
ENGINE FAILURE
Divert to nearest suitable alternate.
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PROCEDURE
Page 19 -24
PART - A Chapter 19
PROCEDURE
ENGINE FAILURE
Divert to nearest suitable alternate.
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PART - A Chapter 19
PROCEDURE
19.5 DELHI (SIMULTANEOUS USE OF RUNWAYS)
I NTENTI ONALLY LEFT BLANK
19.6 ONE ENGINE INOPERATIVE ACCELERATION (B744,

B777, & B787)
I n event of an engine failure at or after V1, a specific engine
failure departure procedures and minimum flap retraction
height are provided in the RTOW tabulations for a runway
where applicable. For runways where specific departure
procedures are not provided crew to follow the standard
operating procedures in the event. I nform ATC.
19.7 ADHERENCE TO NOISE RESTRICTION AT AIRPORTS

Flight Crew shall ensure that laid down noise limitation are
complied with as stipulated by respective Airport Authorities.
Page 19 -26
PART - A Chapter 20
ALTITUDE CALL OUTS I ssue 4 Rev 0 15 Oct 2014
20 INSTRUCTION ON THE MAINTENANCE OF ALTITUDE
AWARENESS AND THE USE OF AUTOMATED OR FLIGHT
CREW ALTITUDE CALL OUTS
20.0.1 STANDARD CALL-OUTS
a) I ncidents/ accidents have occurred in the airline industry where

aircraft have been at the wrong altitude, making an approach
from an unidentified navigational aid and landing at a wrong
airport or runway. Standard call outs are used to improve
crosscheck, coordination and mutual crew member awareness.
Standard call-outs ensure that all flight crew members are
aware of altitude, airplane position and instrument indications.
I t shall be ensured that standard call outs are made and
acknowledged by the other crew during each phase of flight.
b) The Pilot Monitoring (PM)/ Pilot Not flying(PNF) will accomplish

the appropriate call-out based on instrument indications at the
relevant time and the PF flying the aircraft will verify the
condition/ location from his instruments and acknowledge. He
will also monitor communications and altitudes and watch for
visual clues while approaching DH/ MDH. He should be alert
for a missed approach and for any other factors affecting
safety. Flight crew should cross-check Radio and Pressure
Altimeters whenever possible.
c) All call-outs above minimums will be based on Pressure

Altimeter and the altitude call-outs of 100ft and below will be
given on Radio Altimeter.
d) I n case the PM fails to give any of the altitude call-outs of

1000 ft and 500 ft above airfield elevation, 100 ft to minimums
and minimums, the PF will give that call-out and PM will cross-
check the altitude of the aircraft at the particular moment to
ensure maintaining correct profile on approach.
e) The approach and minimums shall be discussed before

commencing descent and the PM shall be made aware of the
airfield/ threshold elevation as the case may be and the
minimums applicable for the approach to enable him to
monitor the above altitude call-outs.
Page 20 -1
PART - A Chapter 20
f) All the standard call-outs applicable to the respective type of
aircraft are indicated in the FCOMs which are carried on board.
g) I t is imperative that all the standard and additional Radio

Altitude call-outs as prescribed are invariably made so that the
crew are aware of the altitude the aircraft is passing through
at all times.
20.0.2 INSTRUCTIONS ON CLEARENCE AND MAINTENANCE

OF ALTITUDE
I t is Company policy to:
- To follow all standard callouts/ use altitude alert/ FCOM /
SOP procedures to avoid altitude bust
- To use full aircraft call sign during altitude clearance
acceptance and read back with ATC
- To report cleared flight level on first contact with ATC
unless specifically requested “Not to do so” by ATC
- To take the benefit of the use of automated or verbal
flight crew altitude callouts and any other actions to be
taken by the flight crew to maintain altitude awareness.
Further:
- A crosscheck that the assigned altitude is above the
minimum safe altitude;
- “1000 to go” as Standard Callout or as per relevant
FCOM
- Pilot Not Flying(PNF)/ Pilot Monitoring (PM) will
respond to ATC Clearances & Pilot Flying will cross check
and be in agreement before changing any altitude.
- “Double point” to altitude window (both pilots physically
point to and confirm the new altitude set).
20.1 ALTITUDE AWARENESS

I t is essential that flight crew always appreciate the altitude
of their aeroplane relative to t errain and obstacles and the
assigned or desired flight path. Flight crew need to receive
and use procedures by which they will monitor and cross-
check assigned altitudes as well as verify and confirm
altitude changes. Deviations from assigned altitudes are
alerted to the crew by the aircraft altitude alert system. Crew
must not get dependent on the altitude alert system.
Page 20 -2
PART - A Chapter 20
As a minimum, use the following procedures in the absence
of any other guidance:
a) Ascertain the applicable MSA reference point.
b) Know the applicable transition altitude or transition level.
c) Use a checklist item to ensure that all altimeters are
correctly set in relation to the transition altitude/ level.
Confirm altimeter setting units by repeating all digits and
altimeter units in clearance read backs and intra-cockpit
communications.
d) Call out any significant deviation or trend away from
assigned clearances.
e) Upon crossing the final approach fix, outer marker, or
equivalent position, the pilot not flying will cross-check
actual crossing altitude/ height against altitude/ height as
depicted on the approach chart.
f) Follow callout procedures.
20.1.1 BAROMETRIC ALTIMETRY
The loss of vertical situational awareness is the cause of
many CFI T accidents. The contributing factors associated
with this cause often have to do with the barometric
altimeter. These factors range from mis-interpretation of the
three-pointer and drum- pointer altimeter to confusion
resulting from the use of different altitude and height
reference systems, as well as altimeter setting units of
measurement.
During climb on crossing transition altitude both altimeters

will be set to the standard altimeter setting and the reading
of both altimeters cross checked. During descent when
cleared to an altitude below Transition level and a level flight
is not expected above Transition level or on crossing
transition level both altimeters will be set to the aerodrome
altimeter setting (QNH) and the reading of both altimeters
cross checked. For operation in areas where a regional /
area QNH is determined both altimeters are to be set to the
area QNH when above airfield transition altitude in climb and
below area transition level in descent or in level flight. On
crossing airfield transition level the aerodrome QNH is
required to be set. An aerodrome QNH is valid only within
the aerodrome control area in most airfields in I ndia this is
Page 20 -3
PART - A Chapter 20
limited to 25/ 30 nm from the aerodrome ARP. Beyond these
limits the aerodrome QNH is not valid.
During approach the PNF/ PM will maintain altitude

awareness at all times. The PNF / PM will call 1500’, 1000’
and 500’ on pressure altimeter above the aerodrome altitude
if auto callouts are not present.
20.1.2 ALTITUDE AWARENESS PROCEDURES
The value of the field elevation translated into hPa as follow :
Each 27.5 feet = 1 hPa
Airfield Runway Elevation e.g. VI DP ( Rwy 28) 777 / 27.5 = appx
28.25 hPa
Company Policy for Altimeter Setting Procedures
PHASE OF FLIGHT SETTING OF ALTIMETER
COMMANDER STANDBY CO-PI LOT
Take-Off to Transition QNH QNH QNH
Altitude
During Climb, if QNH QNH QNH
cleared upto
Transition Altitude
If cleared above 1013.2 1013.2 1013.2
Transition Altitude mb/ STD mb/ STD mb/ STD
Enroute Cruise 1013.2 1013.2 1013.2
mb/ STD mb/ STD mb/ STD
During descent, if 1013.2 1013.2 1013.2
cleared upto mb/ STD mb/ STD mb/ STD
Transition Level
Cleared to an Altitude QNH QNH QNH
below Transition
Level
Approach / Landing QNH QNH QNH
Missed Approach QNH QNH QNH
20.1.3 QFE and/or METRIC ALTIMETER SETTING
PROCEDURE
I n the states of the former USSR (except for the Baltic
States), Bulgaria, China, Mangolia and the Democratic
Peoples Republic of Korea and at some Military aerodromes (
e.g Royal Air Force), where procedures are based upon QFE,
Transition “Height” is used with aerodrome QFE as the
datum. The QFE reference is the “Aerodrome Elevation”.
However, threshold elevation shall be used as the datum for
Page 20 -4
PART - A Chapter 20
a precision approach runway and for a non precision
approach runway if the threshold is 2 meters ( 7 feet) or
more below the aerodrome elevation.
I n the above mentioned states dimensions are metric. Charts
for these aerodromes indicate all vertical distances as
altitudes, (QNH), in feet with conversion to heights in feet,
(QFE) and meters (QFE.)
- Air traffic control instructions and flight crew reports

concerning vertical navigation below transition
height/ level are expressed in “meters QFE” (height).
- For departure, for enroute flying at or below transition
altitude / level and for intermediate and final approach,
both altimeters shall be set to QNH and the QNH/ QFE
conversions used to establish and report vertical position.
Page 20 -5
PART - A Chapter 20
* For feet to Metric flight level and vice-versa for country

specific, refer to Jeppesen enroute/ approach chart of
that country.
Page 20 -6
PART - A Chapter 21
AUTOPILOT AND AUTO I ssue 4 Rev 0 15 Oct 2014
THROTTLES
21. INSTRUCTIONS ON THE USE OF AUTO PILOT AND
AUTO THROTTLE IN IMC
21.0.1 AUTO THROTTLE / AUTO THRUST

I t is company policy to use Auto-throttle/ Auto thrust as far
as possible during all phases of flight within the limitations
and as per the procedures laid down in the respective
AFM/ FCOM/ SOPs. However in case of suspected malfunction
of the system, crew should not hesitate to disengage the
automation and fly the aircraft and control the flight path.
21.0.2 AUTO PILOT

I t is the airline policy that the aut o pilot when available and
serviceable will be used within the limitations and as per the
procedures laid down in the respective AFM / FCOM / SOPs.
The auto pilot must be engaged as early as possible after
take-off and disengaged as late as possible as per the
approach procedures laid down in the respective FCOMs.
21.1 AUTO-FLIGHT SYSTEMS

Proper use of modern auto-flight systems reduces workloads
and significantly improves flight safety. These systems keep
track of altitude, heading, airspeed, and flight paths with
unflagging accuracy. To assist in preventing CFI T, the proper
use of auto- flight systems is encouraged during all
approaches and missed approaches, in I MC, when suitable
equipment is installed. I lls incumbent upon operators to
develop specific procedures for the use of auto-pilots and
auto-throttles during precision approaches, non-precision
approaches, and missed approaches and to provide
simulator-based training in the use of these procedures for
all flight crews.
I n some modern glass-cockpit aircraft, the flight guidance

system has the capability to display flight path vector/ flight
path angle. Use of this mode enables a stabilized approach
to be flown at the required slope during a non-precision
approach, with automatic correction for the effects of wind.
Flight management systems also have the capability to
provide a computed profile for a non-precision approach.
Required conditions for the use of lateral and vertical
Page 21 -1
PART - A Chapter 21
THROTTLES
navigation functions for this purpose are that the approach
profile is included in the database, that it is verified in
accordance with obstacle clearance criteria, and that the
EMS accuracy is confirmed to be high. The use of these
techniques, in conjunction with the auto-flight system,
reduces crew workload and should ensure a higher level of
safety. Crew should be adequately trained, both in the
simulator and in flight, to use the procedures associated with
these features.
The advancement of technology in today’s modern

aeroplanes has brought the flight directors, auto-pilots, auto-
throttles, and flight management systems. All of these
devices are designed to reduce flight crew workload. With
the help of these instruments, the flight crew can keep track
of altitude, heading, airspeed and the approach flight path.
When used properly, this technology has made significant
contributions to flight safety. But technology can increase
complexity, and it can also lead to unwarranted trust or
complacency. Autoflight systems can be misused, may
contain database errors, or may be provided with faulty
inputs by the flight crew. The flight crew may unknowingly
misuse these devices or operate them with faulty data. This
may fly perfectly good aeroplane into the ground.
21.2 SUPERVISING AUTOMATION

Supervising automation is simply “Flying with your eyes“,
observing cockpit displays and indications to ensure that the
aircraft response matches your mode selections and
guidance target entries, and that the aircraft attitude, speed
and trajectory match your expectations, i.e. :
• During capture phases, observe the progressive

centering of FD bars and the progressive centering of
deviation symbols (i.e., during localizer and glideslope
capture);
Enhancing the supervision of automation during capture

phases – and crosscheck with raw data, as applicable -
enables the early detection of a false capture or of the
Page 21 -2
PART - A Chapter 21
THROTTLES
capture of an incorrect beam (e.g., I LS in maintenance mode
emitting a permanent on-glideslope signal);
• Do not attempt to analyze or rectify an anomaly by

reprogramming the AFS or FMS, until the desired flight
path and/ or airspeed are restored;
• I n case of AP uncommanded disconnection, engage the

second AP immediately to reduce PF’s workload (i.e.,
only dual or multiple failures may affect both APs
simultaneously);
• At any time, if the aircraft does not follow the desired

flight path and/ or airspeed, do not hesitate to revert to
a more direct level of automation, i.e.:
− revert from FMS-managed modes to selected modes;

or,
− disconnect AP and follow FD guidance (if correct);

or,
− disengage FD, select FPV (as available) and hand fly the
aircraft, using raw data or visually (if in VMC);
and/ or,
− disengage the A/THR and control the thrust manually.
Page 21 -3
PART - A Chapter 21
THROTTLES
INTENTIONALLY LEFT BLANK
Page 21 -4
PART - A Chapter 22
ATC CLEARANCES I ssue 4 Rev 0 15 Oct 2014
22.0 CLARIFICATION AND ACCEPTANCE OF ATC CLEARANCES
22.0.1 ATC CLEARANCES

Air Traffic Control clearances are based on known traffic
conditions only. They do not constitute authority to violate any
regulations established by the appropriate authority for
promoting safety of flight operation. I f an air traffic control
clearance is not suitable, the Commander may request and, if
practicable, obtain an amended clearance. I t is good to make a
written record of ATC clearances. The objectives of Air Traffic
Control service do not normally include prevention of collision
with terrain. I t is solely the responsibility of the Pilot-in-
Command to ensure adequate terrain clearance at all times,
irrespective of ATC clearances received.
The following air traffic clearances are required :

1. Pre-departure clearance (if available)
2. Push back and start up clearance
2. Taxi clearance
3. ATC Clearance
4. Departure ( Take-off ) clearance
5. Altitude and level change clearance
6. Enroute clearance
7. Descent clearance
8. Approach and landing clearance
All air traffic control clearances will be read back to

ensure and clarify that the clearance has been correctly
understood.
22.0.2 GENERAL RULES FOR COMMUNICATION WITH ATC

Standard radio phraseology should be used at all times. I n
general all clearances must be read back verbatim in full and
with the full call sign to avoid any ambiguity.
Acknowledgement of instructions is not be transmitted by the
use of a mere call sign. The call sign is only used for
identification and not as a means of acknowledgement.
Clearances issued shall be monitored and confirmed by both
the pilots especially in areas of high terrain, areas that include
heading, altitude/ flight level, frequency or route/ waypoint
changes, instructions for holding short of a runway.
Page 22 -1
PART - A Chapter 22
ATC CLEARANCES I ssue 4 Rev 0 15 Oct 2014
22.0.3 ACCEPTANCE OF ATC CLEARANCE WHERE TERRAIN
CLEARANCE IS INVOLVED
I t is the responsibility of the Commander to ensure adequate
terrain clearance as collision avoidan ce with obstacle is the pilot’s
responsibility even though an ATC clearance may have been
given. The Commander can reject an air traffic control clearance
and request an alternate clearance if in his judgment and air
traffic control clearance would result in inadequate terrain
clearance. When under Radar Control it must be ensured that all
altitudes accepted are above the minimum vectoring altitude.
22.0.4 ADHERENCE TO FLIGHT PLAN/ AIR TRAFFIC CONTROL

CLEARANCES
The Commander shall adhere to the flight plan unless a change
has been made by or with the approval of the Air Traffic Control
Unit or unless an emergency situation arises necessitating
immediate action by the Commander, in which case the ATC Unit
should be notified as soon as possible.
I t is essential to adhere to Air Traffic Control clearance at all
times, except when deviation is considered necessary in the
interest of safety in which case ATC must be informed
immediately. There must always be some reason behind Air
Traffic Control clearances, imposing certain restrictions and
unless it is unsafe to comply, arguments over R/ T should be
avoided and the matter could be sorted out on ground.
I f a non-standard clearance is received or a clearance is
ambiguous/ unclear or if a flight level assigned is unacceptable,
ATC can be asked for clarification/ re-clearance.
22.1 DEVIATIONS FROM ATC CLEARANCES
Pilot may deviate from an ATC clearance in an emergency
situation by evoking his emergency authority. ATC must be
informed of the nature of emergency and the proposed course of
action.
Whenever compliance with an air traffic control clearance triggers
the EGPWS – ‘Terrain, Terrain” call immediate corrective action
will be initiated and ATC informed.
Whenever an ACAS resolution advisory (RA) is triggered the
pilot is required to follow the RA and is authorized to deviate
from an ATC clearance however ATC is to be informed as soon
as possible.
With prior permission of ATC a pilot may deviate from and ATC
clearance to avoid turbulent weather in his flight path.
Page 22 -2
PART - A Chapter 23
BRIEFINGS I ssue 4 Rev 0 15 Oct 2014
23.0 DEPARTURE AND APPROACH BRIEFINGS
23.1.1 BRIEFING PROCEDURES FOR DEPARTURE/TAKE OFF
Before take-off and landing, briefing should be carried out by
Pilot flying. Departure briefing should include, as a minimum,
aircraft technical status i.e. MEL issues, performance
limitations, if any, normal and non-normal considerations,
jump seat occupant briefing etc.
For the first take-off a full briefing must be given and that for
subsequent take-offs with the same flight crew, the use of
the phrase “Standard briefing” is acceptable provided there
are no operationally significant differences. Before landing
detailed briefing should be given and reviewed.
The following items should be considered for special mention
depending upon the circumstances:
- Airfield restrictions and obstructions
- Safe Altitude, emergency turn procedure, routing and
operational intentions after completion of emergency
turn.
- Flap setting, V-Speeds, runway heading and power
settings
- Weather including runway surface conditions and
crosswind.
- Anti-ice requirements.
- Noise abatement Procedure
- Radio Aids Selection and course cursor settings.
- Terrain clearance.
All these items, but particularly runway condition or change,

should be reviewed and updated if necessary.
The first brief of the day is to include a review of the reject
take off procedure, emergency evacuation procedure and fire
drill.
23.1.1.1 TAKE-OFF
The briefing for take-off should typically include actions in
the event of an emergency before, at or after decision speed
(V1); identification of non-standard procedures such as
emergency or compulsory turns after take-off; non-standard
height for fourth segment (acceleration segment); standard
instrument departure; departure routing; radio aids for
departure; etc.
Page 23 -1
PART - A Chapter 23
Duties and responsibilities should be clearly spelled out
during briefing when the Co-Pilot or Pilot under check is
flying the aeroplane, such as the actions to follow in the
event of emergency.
The decision and action to reject the take-off must be made
by the Pilot-in-command. I n case the PI C is not the pilot
flying, after the thrust has been set by the Co-pilot/
Commander under check, he must remove his hand from the
throttles. The throttles must be held by the PI C to enable
him to quickly retard them in the event of a rejected take-
off.
Note: Refer Chapter 30 for takeoff briefing.

23.1.2 BRIEFING PROCEDURES FOR APPROACH AND
LANDING
Before commencing descent for the approach, the briefing
should typically include minimum safe altitude, standard,
arrival routes (STARS); Radio Aids for approach, aerodrome
operating minimas, minimum sector altitude, actions to
follow in the event of engine failure, missed approach and
radio aids to be used; review of holding procedures and fuel
requirement for diversion to selected alternate, etc.
Approach and landing briefing should also include the aircraft
technical status i.e. MEL issues, performance limitations, if
any etc.
The following points should be stressed upon :
a) Normal go-around and missed approach procedure.
b) Wind shear recovery procedure.
c) Recovery from an inadvertent approach to stall
d) All standard call outs must be made and acknowledged
by the other crew.
Note: 3600 turn in the final approach phase is prohibited.
I n all briefings, the most important consideration is the need
to identify and brief for those factors in the take-off or
landing that differ from the standard procedure.
APPROACH BRIEFING
- Position of top of descent
- Weather
- Anti-ice requirements
- Approach Chart Number and Date
Page 23 -2
PART - A Chapter 23
- Type of Approach
- Terrain Clearance
- Routing Altitude and Speed Restrictions
- Transition Level
- Vertical and horizontal approach pattern including hold.
- Radio Aid Selection
- DNMDA
- Missed Approach Procedure
- Runway Surface condition and crosswind
- Airfield restrictions, obstructions and abnormalities
Note: Also refer to Chapter 30, Approach briefing.
23.1.3 DIVERSION BRIEFING

The Commander shall ensure that the Co-Pilot is aware of:
- The nominated alternate airfield and descent
approach procedures.
- The routing to the alternate
- Fuel requirement for the diversion bearing in mind,
air distance, weather, anticipated ATC delay.
- Time to alternate
23.2 CREW BRIEFING

The object of crew briefing is to ensure that the Flight Crew
are aware and agree with a proposed plan of action. Briefing
should be as short as possible but should give a clear
understanding of the intentions. I t is normally unnecessary
to repeat Standard Operating Procedures, but it is vitally
necessary to cover any special requirements. This produces
an environment in which the PNF/ PM can carryout his prime
function of monitoring the flight with the greatest efficiency.
I f the recipient of a briefing is unsure of the intentions he
must make sure the points are clarified. When discussing a
navigational procedure both Pilots must be referring to the
same charts. The date and serial no. of each Pilot’s Chart
should be crosschecked to ensure that the latest charts are
being used. Because of the varying circumstances it is not
practicable to lay down the standard form of briefing.
However, it is possible to list a number of items which should
be considered.
Page 23 -3
PART - A Chapter 23
23.2.1 METEOROLOGICAL INFORMATION
Weather reports are exchanged between Airport MET offices
depending on flights normally operated at an airport. I n case
of flights to airports, which are not normally operated to,
advance information of intended operation, should be given
to the Airport MET office.
I t is normally the responsibility of the Flight Despatcher to

obtain the MET data and charts from the MET office for flight
planning and briefing of the flight crew. Where Flight
Despatch arrangement does not exist, it is the responsibility
of the Airport Manager to obtain the MET folder for the flight
and handover to the Commander. The route and aerodrome
forecasts should be analyzed carefully and alternative course
of action should be kept in mind.
23.2.2 AERONAUTICAL INFORMATION

Exchange of NOTAM on aeronautical information between
airports exists on a predetermined basis. I f operation to a
new airport is envisaged, advance intimation should be given
to the AI S Unit at the airport.
I t is the responsibility of the Flight Despatcher to obtain the
latest aeronautical information from the AI S unit, covering
work in progress, if any, in the maneuvering areas at airport
of departure, destination and alternates, status of Navigation
and Communication and other airport facilities and services,
runway condition affecting braking effectiveness, etc. and
brief the flight crew accordingly. I n the absence of Flight
Despatcher, the Airport Manager shall obtain this information
and inform the Commander.
23.2.3 THRU FLIGHT PLAN

When THRU Flight Plan is filed, the briefing should cover all
the sectors covered by the THRU Flight Plan.
23.2.4 NOTAMS
NOTAMS are provided by the various Civil Aviation
Authorities, which relate to availability and serviceability of
various aerodrome facilities, enroute navigational information
etc. sector NOTAMS pages are available from Company
database, which are being updated in Mumbai every day
during the office hours. I t is the responsibility of the Flight
Page 23 -4
PART - A Chapter 23
Despatcher to obtain the sector NOTAMS for a particular
route, origin, destination and alternate airports and make
them available to the flight crew during briefing.
23.2.5 BRIEFING BY INCOMING FLIGHT TO ATC

Flight crews of incoming flights are required to report to ATC
their observations on weather conditions enroute and also
deficiencies in ground facilities. This information is also
disseminated to a departing flight. Further, ATC has direct
speech facilities with adjacent FI Rs e.g. Mumbai/ Bahrain via
Satellite circuit and therefore aircraft can request ATC for
current operational information when circumstances warrant.
23.3 BRIEFING BY FLIGHT DESPATCHER

Details of flight briefing are given below : -
Where Flight Despatcher is available :

i) A/ c Performance (ii) Met Briefing (iii) Notams (iv)
Fuel/ Weight analysis, RTOW, etc. based on Computer
Flight Plan.
Where Flight Despatch is by Remote :

Weather - TAFS - destination, alternates and
significant weather
i) SI G Notams
ii) RTOW based on Ldg Limits
The Flight Despatcher is responsible to brief the flight crew

on the following :
i) T/ O performance – Take-off data card will be prepared
by the First Officer and presented to the Commander for
his approval. When the trim/ load sheet is presented to
the Commander before departure, the take off data card
should be updated accordingly.
ii) Landing Performance - By First Officer
iii) Fuel requirements and alternates; T/ O alternate,
Destination alternate, and Enroute alternates where
applicable.
iv) Aircraft status, as received from Engineering and / or
outgoing crew;
Page 23 -5
PART - A Chapter 23
First Officer shall carry out pre-flight check and inform
the Commander regarding snags, if any, and record the
same in the Flight Report for rectification.
v) Any other information affecting the flight.
23.4 BRIEFING BY CABIN CREW

The CCI C will report to the Commander and brief him on any
items of importance (eg. VVI P, VI P etc) concerning the
flight.
23.5 BRIEFING BY TRAFFIC / CARGO

The Traffic / Cargo staff is responsible to inform the
Commander regarding :
i) Details of traffic load;
ii) Travel of CI P / VI P / VVI Ps;
iii) Animals, birds, etc. carried;
iv) Restricted articles, arms, etc. carried;
v) Deportees, sick passengers etc. carried.
vi) Carriage of Dangerous Goods
vii) Carriage of Dead Bodies/ Human Remains
23.6 COMMANDER’S ACTION

The Commander shall issue necessary instructions to other
crew members based on the information received as above.
23.7 PRE-FLIGHT BRIEFING TO CABIN CREW

The Commander shall brief the CCI C of the following points,
besides the usual briefing. The CCI C in turn will brief the
cabin crew .
1. Method of communication to be used between cockpit
and cabin under threat perception. The method by which
the cabin crew would indicate to the cockpit of a
perceived threat when being seen/ heard by the
perpetuators.
2. Method of entry into the cockpit.
3. Safety/ emergency procedures/ dangerous goods being
carried.
4. Any VI P/ CI P on board.
5. Weather expected enroute and planning of the meal
service so as to avoid scheduling meal service during
predicted bad weather/ turbulence.
Page 23 -6
PART - A Chapter 23
23.8 TAKE-OFF AND LANDING DATA
The take-off speeds V1, VR, V2, the engine power settings
etc. are to be derived from the respective FCOM / FPPM /
QRH.
Onboard Performance Tool (OPT) is used to derive V1, VR,
V2 and Engine thrust for B787.
The take off data card will be prepared by the First Officer
and will present the same to the Commander for his
approval. When the trim/ load sheet is presented to the
Commander before departure, the take off data card should
be updated accordingly.
While preparing for landing, before descent the Commander

is required to brief the other crew the landing procedures for
that airport. The destination and Alternate Weather vis- a-
vis the Minima should be discussed. The relevant Notams
should be reviewed by all the crew members.
PRE FLIGHT BRIEFING:

Planning and preparation for a flight are of paramount
importance. The successful completion of t he flight, both in
terms of efficiency and safety, would largely depend on how
meticulous and foresighted has been the preflight
preparation.
(OPERATI ON OF COMMERCI AL AI R TRANSPORT –

AEROPLANES,CAR, SECTI ON 8 – AI RWORTHI NESS,SERI ES
'O', PART I I )
Mandatory requirements of the regulatory authorities have to

be complied with. The procedures laid down by the Company
are to be observed. Particular attention should be paid to the
following:
i) The aircraft is airworthy and the maintenance release is
obtained;
ii) The duly qualified/ licensed crew as authorised for the
flight are available;
iii) The Flight Dispatcher & PI C shall utilize a common set of
flight documents for each planned flight and
Documents/ Manuals/ equipment required for the flight
are carried:
Page 23 -7
PART - A Chapter 23
iv) Meteorological conditions at destination and alternate and
enroute are at or above the laid down requirements;
Flight is planned to depart only when current

Meteorological reports or a combination of reports and
forecasts indicate that conditions at the airport of
intended landing or where a destination alternate is
required, atleast one destination alternate airport will at
the estimated arrival time, be at or above operating
minima.
Before a flight is commenced, meteorological conditions

and expected delays are taken into account and
a) Aircraft carries sufficient requires fuel and oil to
ensure that it can safely complete the flight in addition it
caters for:
- Meterological conditions
- Expected ATC routing and delays
- For I FR flight, one I nstrument approach at
destination including a missed approach.
- Procedures prescribed for en-route loss of
pressurization or failure of one or more engines, as
applicable.
- Any other conditions that might cause increased
fuel and / or oil consumption.
b) Reserve fuel is carried to provide for contingencies
(refer Type specific fuel policy for minimum fuel
requirements.
Monitoring of fuel / oil supply on ground are the

responsibility of Engineering Section)
v) Careful study of NOTAM appropriate to the routes and
destination/ alternates/ enroute alternates
vi) Fuel uplift is adequate;
vii) Passengers / cargo are properly distributed and safely
secured and the load sheet is correctly prepared;
(weight and mass)
viii) An operational flight plan is prepared for the flight. This
can be a manually prepared plan or a computer
generated plan or a standard seasonal plan;
ix) ATC / Customs / I mmigration / Health formalities are
complied with;
Page 23 -8
PART - A Chapter 23
x) Overflying / landing permissions are obtained from
countries the flight is planned to overfly/ land;
xi) Navigation / communication equipment, etc. are
adequate for the flight;
xii) Take-off and landing facilities available meet the
performance of the aircraft. (aircraft performance)
xiii) RTOW is calculated keeping atmosphere factor like QNH,
Temperature, Anti-I ce, Landing Weight and Zero Fuel
Weight etc. For details refer Chapter 17. Flight
Dispatcher / Flight Crew must ensure that a planned
flight does not exceed maximum performance and
landing weight limits, based upon environmental
conditions expected a the time of departure and arrival.
xiv)To ensure a flight to be operated in known or expected
icing conditions shall not be commenced unless the
aircraft is certified and equipped to be operated in such
conditions.
xv) To ensure a suitable take-off alternate aircraft is selected
and specified in the OFP whenever either:
The weather conditions at the airport or departure
are at or below the applicable airport operating
landing minima or other operational conditions exists
that would preclude a return to the departure
airport.
Take off alternate will be designated by the Flight
Dispatch / PI C Airport suitability includes acceptable
weather and operational conditions (i.e. Approaches,
Runway configuration, terrain, distances etc.) t / o
alternate airport are at our operating minima for
intended operation 1 hour before to 1 hour after the
latest time of arrival.
xvi) For a flight – when required for drift down terrain
clearance or operational under ETOPS, en-route
alternate airports are:
- Selected and specified on the operational flight plan
(OFP)
- Specify on ATS flight plan (ETOPS) where required
by the state or the ATS system in use.
- When en-route alternate airports
xvii) To ensure enroute alternate airport selected and
specified on the OFP are available for approach and
landing and the forecast at those airports is for
Page 23 -9
PART - A Chapter 23
conditions to be at or above the operating minima
approved for the operation.
Detailed flight preparation procedures are provided in

the respective aircraft SOP / Normal Procedures as per
FCOM.
Page 23 -10
PART - A Chapter 24
ROUTE AND DESTINATION I ssue 4 Rev 0 15 Oct 2014
FAMILIARIZATION
24.0 ROUTE AND DESTINATION FAMILIARIZATION
I t is airline policy to ensure each pilot, prior to being used as a
PI C in operations, is currently qualified for operations into
airports of intended landing in areas, on routes or route
segment to be used in operations for the Air I ndia as per
Training Manual based on Operations Circular 2 of 2012.
I f an instrument approach is required into an airport for which

the PI C has not made an actual approach, the PI C shall be
accompanied by a pilot flight crew member or pilot observer
on the flight deck who is qualified for the airport unless either:
i) The approach to the airport is not over difficult terrain
and the instrument approach procedures and aids
available are similar to those with which the pilot is
familiar, and the normal operating minima are
adjusted by a process that adds a margin of safety
that is approved or accepted by the State, or there is
reasonable certainty that the approach and landing
can be made in visual meteorological conditions, or
ii) Descent from the initial approach altitude to landing at
the airport can be made by day in VMC, or
iii) The Air I ndia qualifies the PI C to land at the airport by
means of a pictorial representation approved or
accepted the Authority, or
iv) The airport is adjacent to another airport at which the
PI C is currently qualified to land.
For further information, refer Training Manual.
24.0.1 ROUTE & DESTINATION FAMILIARISATION FOR LONG

RANGE AIRPLANES
ROUTE GUIDES
Route Manuals/ Guides and its amendments are being obtained
from M/ s. Jeppesen. Amended copies of Route Manuals
covering the entire leg of the flight, including alternates, are
kept on board. Crews are required to check the Route
Manuals Charts, etc., during briefing/ pre-flight checks.
AVAILABILITY OF INFORMATION
a) Jeppesen Manuals on board the aircraft provide
information on Regulations and Procedures of the areas to
Page 24 -1
PART - A Chapter 24
FAMILIARIZATION
be traversed, aerodromes to be used and associated air
navigational facilities.
b) I nformation on meteorological facilities: - Crew are briefed
before departure about MET information available and
AI REP submitted by arriving crew. Frequencies/
broadcasting station information are available in Jeppesen
Avigation Route Charts and Route Manual Vol.I .
CHARTS
Aircraft shall carry current and suitable charts to cover the
route of the proposed flight and any route along which it is
reasonable to expect that the flight may be diverted. The
required charts shall be carried as part of the Route Guide.
This will be the duty of First Officer to check that the required
route guides and charts are available in the briefcase.
NOTAM Section of Operations Department, CSI A, is

responsible for updating the Route Charts and relevant Airport
Charts.
24.0.2 PROCEDURE FOR RELAYING WEATHER INFORMATION

Weather messages from Flight Despatch through SSB will
relay METARs, serviceability status of Approach/ Landing Aids.
i) Flight crew are advised to establish HF contact with Air-
I ndia, Mumbai soon after departure and maintain SELCAL
watch to receive weather messages.
ii) VOLMET and ATI S broadcasts from Mumbai, Delhi and
Karachi should also be monitored closely.
24.1 ROUTE & AERODROME QUALIFICATIONS/

COMPETENCE
I t is company policy not to continue to utilize a Pilot as PI C on
a route or within an area specified by the company and
approved by DGCA unless, within the proceeding twelve
months, that Pilot has made at least one trip as a Pilot
member of the flight crew, or as a check pilot, or as an
instructor/ Examiner Pilot or as an observer in the flight crew
compartment;
a) Within that specified area; and
b) I f appropriate, on any route where procedures associated
with that route or with any aerodromes I ntended to be used
Page 24 -2
PART - A Chapter 24
FAMILIARIZATION
for take-off or landing required the application of special
skills or knowledge.
I n the event that more than twelve month elapses in which a

PI C has not made such a trip on a route in close proximity and
over similar terrain, within such a specified area, route or
aerodrome, and has not practiced such procedures in a
training device which is adequate for this purpose, prior to
again serving as a PI C within that area or on that route, that
Pilot must re-qualify. This is applicable to all pilots
including training captains.
24.1.1 ROUTE AND AIRPORT QUALIFICATION

Route and Airport Qualification is carried out during the pilot’s
post endorsement Supervised Line Flying (SLF). A pilot shall
make himself familiar with the route to be flown, airport layout
and all instrument approach to land (I AL) procedures and
standard instrument arrival/ departure procedures before he
undertakes a flight.
However, the airline requires a pilot to have special
qualification for laid down routes and airports. This is laid
down in Training Manual.
A pilot shall normally execute only I AL procedures where such
procedures are promulgated unless VFR conditions permit a
visual approach.
A Commander with less than 100 hrs. experience on type shall

only execute an I AL procedure while landing at any airport
where such procedures are promulgated.
24.1.1.1 I n addition to the above Crew Qualifications, GM-Trg. / GM-

Flt. Safety / Regional GMs may impose additional restrictions
/ Training / Briefing for the Crew.
24.3 SPECIAL QUALIFICATION

Special airport qualification and the minimum experience on
type is required before a Commander / Co-pilot is scheduled
out in Command or as co-pilot to any of the airports, Refer
Training Manual.
Page 24 -3
PART - A Chapter 24
FAMILIARIZATION
24.1.1.2 RECENCY / RE-QUALIFICATION
A Commander who though previously qualified for any airport
requiring qualification will, however, be required to re-qualify
if he has not operated to that airport in the preceding 12
months. For list of airport categories refer training manual.
This is applicable to all pilots including training

captains.
24.1.2 ROUTE COMPETENCE/ AERODROME COMPETENCE
24.1.2.1 ROUTE COMPETENCE

For route competence the PI C must have knowledge of:
a) Terrain and minimum safe altitudes
b) Seasonal meteorological conditions;
c) Meteorological, communication and air traffic facilities,
services and procedures
d) Search and rescue procedures; and
e) Navigational facilities associated with the route along
which the flight is to take place
Note:
The following method of familiarization will be used.
a) For the less complex routes, Familiarization by self briefing

with route documentation
b) For the more complex routes, I n-flight familiarization as a
co-pilot, or observer, or pilot under supervision, or
familiarization in a simulator using a database appropriate to
the route concerned as decided by the Regional G.M. (Ops).
24.1.2.2 AERODROME COMPETENCE

Prior to operating to any aerodrome a PI C must brief himself on
the parameters indicated below:
- Aerodrome layout
- Radio aids
- Standard instrument arrival and departure procedure
- Local weather and Company minima
- Emergency and Safety Services
- Obstacle and minimum safe altitudes
Page 24 -4
PART - A Chapter 24
FAMILIARIZATION
24.2 CLASSIFICATIONS OF AERODROMES
Aerodromes are classified according to the type of navigational
facilities, aerodrome lighting and terrain in take-off and
approach path.
Aerodrome Categories
Aerodromes are categorised in ascending order of difficulty
from category A to category C.
• Category A aerodromes satisfy all of the following
requirements:
a) An approved instrument approach procedure;
b) At least one runway with no performance limited
procedure for take-off and/ or landing;
c) Published circling minima higher than 1000 ft
aerodrome level; and
d) Night operations capability.
• Category B aerodromes do not satisfy the Category A

requirements or require extra considerations such as:
a) Non-standard approach aids and/ or approach
patterns; or
b) Unusual local weather conditions; or
c) Unusual characteristics or performance limitations; or
d) Any other relevant considerations including
obstructions, physical layout, lighting etc.
Prior to operating to a Category B aerodrome, the commander

should be briefed, or self-briefed by means of programmed
instruction, on the Category B aerodrome(s) concerned and
should certify that he has carried out these instructions.
The Company will ensure that the Pilot -in-Command has

operated to Category B airfields once at least in the preceding
365 days.
• Category C aerodromes require additional

considerations to Category B aerodrome.
Prior to operating to a Category C aerodrome, the

crew should be briefed and undertake a flight to the
aerodrome as an observer and/ or undertake
Page 24 -5
PART - A Chapter 24
FAMILIARIZATION
instruction in a flight simulator with visual database as
prescribed in training manual.
These Aerodromes are referred as Critical Airdrome

and operations to these aerodromes are referred as
Critical Aerodrome operations.
These aerodromes have a significant factor affecting

the complexity and workload of the flight. The
Commander (PI C) shall undergo training and briefing
before flying into these aerodromes.
The training may be in the form of a simulator or a

visit flight into that aerodrome.
Take-off and landing at these aerodromes shall be
done by the Commander (PI C) only. No supervised
Take-Off and Landing are permitted.
The Company will ensure that the Pilot -in-Command

has operated to Category C airfields once at least in
the preceding 12 months.
Page 24 -6
PART - A Chapter 24
FAMILIARIZATION
24.2.1 AIRFIELD WISE CATEGORIES
24.2.1.1 AIRFIELD WISE CATEGORIES (A320 FAMILY/A330)
CATEGORY A CATEGORY B CATEGORY C

Abu Dhabi Agartala Fujairah
Agra Aurangabad Kabul
Ahmedabad Bagdogra Kathmandu
AL Ain I ntl VOBG(Bangalore – Leh
HAL)
Amritsar Bhuj Lingpui
Bahrain Calicut Muscat
VOBL(Bangalore Chang Mai Patna
Bangkok Dimapur Port Blair
Bhavnagar Gaya Srinagar
Bhopal Guwahati Thoise
Bhubaneshwar I mphal
Chandigarg Jaipur
Chennai Jammu
Cochin Jodhpur
Coimbatore Madurai
Dammam Mangalore
Delhi Pune
Dhahran Rajkot
Dhaka Silichar
Dibrugarh Tirupati
Doha Trivendrum
Dubai Vizag
Goa
Gwalior
Hyderabad
I ndore
Jam Nagar
Jeddah
Jorhat
Karachi
Katunayeke
(Colombo)
Khajuraho
Page 24 -7
PART - A Chapter 24
FAMILIARIZATION

Kolkata
Kuala Lumpur
Kuwait
Lahore
Lucknow
Male
Mumbai
Nagpur
Peenang
Phuket
Raipur
Ranchi
Ras-al-Khaima
Riyadh
Sharjah
Singapore
Surat
Shamshabad
Tezpur
Tiruchi
Udaipur
Vadodara
Varanasi
Vijayawada
Yangoon
Page 24 -8
PART - A Chapter 24
FAMILIARIZATION
24.2.1.2 AIRFIELD WISE CATEGORIES (B777/B744/B787)

Abu Dhabi Birmingham Muscat
Ahmedabad Calicut Zurich
Amritsar Hong Kong
Bahrain Mauritius
Bangalore Nairobi
Bangkok Shanghai
Chennai Trivandrum
Chicago
Dammam
Delhi
Dhaka
Doha
Dubai
Frankfurt
Goa
Hyderabad
Jeddah
Kochi
Kolkotta
Kuala Lumpur
Kuwait
London
Los Angeles
Lucknow
Madina
Manchester
Page 24 -9
PART - A Chapter 24
FAMILIARIZATION

Melbourne
Milan
Moscow(Domodedovo)
Mumbai
Newark
New York
Osaka
Paris
Riyadh
Rome
Seoul
Singapore
Sydney
Tokyo(Narita)
Toronto
Page 24 -10
PART - A Chapter 25
STABILIZED APPROACH I ssue 4 Rev 0 15 Oct 2014
PROCEDURES
25.0 STABILISED APPROACH PROCEDURE

A Stabilized Approach consists of accomplishing the following
not later than 1000 ft AFE on a I nstrument Approach/ I MC
and not later than 500 ft AFE on a visual approach/ VMC. I n
case of non-precision circling approach the aircraft should be
stabilized on establishing the ‘Required Visual Segment” and
leaving MDA.
During the approach the altitude alert system shall be set in

the following order:
- Transition level/ cleared altitude
- I nitial approach altitude
- Final approach altitude.
- Missed approach altitude
The radio altimeter shall for all precision approaches be set
to the height above threshold for DH, unless, use of radio
altimeter is not authorised for a particular approach. For a
non-precision approach the radio altimeter should be set to
appropriate obstacle clearance height (OCH). The use of
radio altimeter on non precision approach shall not be used
to identify MDH. I t should only be used for reference.
25.1 CONDITIONS REQUIRED TO OBTAIN STABILISED
APPROACH
1. Aircraft in landing configuration correct flight path.
2. Only small changes in Heading and Pitch are required to
maintain the flight path.
3. On profile (I LS glide slope, published non-precision
profile, or when a Glide path (approach 3 degrees) has
been established visually and conditions have been met
to allow descent below the DA(DH) or MDA(MDH).
4. Speed upto 10 Knots of target speed/ Vapp and not less
than Vapp/ Vref.
5. Rate of descent not in excess of 1000 fpm (> 1000 fpm
authorised on a non-precision approach when conditions
require) and not less than 400 fpm.
6. Thrust setting in the approach would vary with the
approach configuration and the ambient conditions. The
correct thrust during the final approach phase, in landing
configuration, would result in the appropriate CAS.
7. All briefings and checklists have been conducted;
Page 25 -1
PART - A Chapter 25
PROCEDURES
8. Specific types of approaches are stabilized if they also

fulfill the following: I nstrument Landing System (I LS)
approaches must be flown within one dot of the glide
slope and localizer; a Category I I or Category I I I I LS
approach must be flown within the expanded localizer
band; during a circling approach, wings should be level
on final when the aircraft reaches 300 feet above airport
elevation ; and
9. Unique approach procedures or abnormal conditions
requiring a deviation from the above elements of a
stabilized approach require a special briefing.
10. An approach that is not stabilized by 1,000 ft. above
airport elevation (AFE) in I MC or below 500 feet above
airport elevation (AFE) in VMC requires an immediate
Go-around.
11. The landing gear must be down and the landing checklist
must be completed prior to the FAF on an I LS approach,
a non-precision approach, or at the VFR equivalent on a
visual approach unless otherwise stated in aircraft
FCOM/ FCTM/ POH.
12. Speed brakes must be retracted before 1000 ft AGL or
FAF whichever is earlier.
13. During approaches the PNF/ PM shall tune and identify all
radio facilities being used.
25.1.1 SIGNIFICANT DEVIATION

- Rate of descent more than 1000 fpm less than 400 fpm
- Approach speed (Vapp / Target) : + 10 Kts - 0 Kts
- Localiser: 1 dot deviation
- Glide slope : 1 dot deviation
- Thrust: Any significant deviation from average thrust
setting
I n case the above mentioned criteria is not met, then the

approach is considered un-stabilized. I f the aircraft is below
1000 ft in I MC/ 500 ft in VMC, missed approach is mandatory.
NOTE:
1. 360 degree turns in the Final Approach phase be
prohibited and a missed approach be executed whenever
the aircraft is not stabilized during this phase.
Page 25 -2
PART - A Chapter 25
PROCEDURES
2. I t requires a great deal of self discipline for the PNF to

remain ‘heads down’ at DA and below.
3. For approaches into Kathmandu, during the approach
rate of decent of upto 2000 ft per minute will be
considered as normal during intermediate approach. I n
these airfields aircraft must be stabilized by 1000 ft in
case of straight-in approach in I MC conditions, 500 ft for
VMC and 300 ft in case of circle to land. I n any case
EGPWS / GPWS warnings must be respected.
25.1.2 COMPANY POLICY ON STABILIZED APPROACH

I t is Company Policy that flight crew will execute a missed
approach or go around if the aircraft is not stabilized in
accordance with the criteria established in Para
25.0,25.1,25.1.1 and FCOM/ FCTM of the relevant aircraft.
25.2 MINIMUM ALTITUDE FOR STABILISED APPROACH

I f an approach gets destabilized due to any significant
deviation it must be stabilized latest by 1000’ AGL during an
instrument approach, 500’ AGL during a visual approach,
300’AGL during a circling approach.
I n case the above altitude limitation for stabilization is not
achieved the pilot is required to immediately execute the
Missed Approach Procedure.
25.3 MONITORED APPROACH

There exists a greater possibility of re-entering fog at very
low altitude. The low decision heights associated with CAT I ,
CAT I I and CAT I I I A approaches require an instantaneous
decision on visibility, alignment, etc. by the Pilot - Flying. I t is
an Airline Policy that one Pilot will monitor the flight
instruments continuously during approach for out of
parameter excursion. When carrying out an instrument
approach in weather conditions near to or at minimums, the
Pilot Not Flying(PNF)/ Pilot Monitoring (PM) will remain Head
Down” and monitor the flight instruments to touch down and
through the missed approach procedure.
The Pilot flying shall remain on instrument upto 100’ above

minimums but start adjusting his scan for outside visual cues
below 500’.
Page 25 -3
PART - A Chapter 25
PROCEDURES
- The PF shall loudly announce his decision either Landing

or Going around”. If there is no call by PF at DA the
PNF/ PM shall initiate a missed approach.
- The PF will execute a missed approach should visual
cues not be seen or not confirm the alignment of the
aircraft with the runway. During missed approach PNF
shall cross-check attitude on standby horizon.
- The PNF shall at all times remain on instruments and call
out air speed deviations, unusual altitude, etc. to touch
down or through the missed approach and also
appropriate air speed during the roll out.
25.4 DECELERATED APPROACHES

I t is company policy to conduct Decelerated Approaches.
Details of which are mentioned in the aircraft specific
FCOM/ FCTM.
Decelerated approaches should be used to reduce noise and

fuel consumption.
The basic principles apply to all aircraft types with minor

variations depending on specific aircraft characteristics. The
advantages of the decelerated approach are as follows:
• Lower fuel consumption and emissions

• Lower noise levels
• Time savings
• Flexibility and ability to vary speed to suit ATC
requirements.
Page 25 -4
PART - A Chapter 26
HIGH RATES OF DESCENT I ssue 4 Rev 0 15 Oct 2014
26.0 LIMITATIONS - HIGH RATES OF DESCENT AT NEAR

THE SURFACE (LOW ALTITUDES)
26.0.1 RATE OF DESCENT POLICY

High rates of descent in close proximity to terrain are
dangerous. I t is airline policy to discourage high rates of
descent and temporary distraction from altitude monitoring
by unexpected events near the ground that would result in
increased risk of CFI T for:
 Sufficient recognition or alert time to realize that terrain

is rapidly approaching
OR
 Sufficient response time to accomplish an aircraft escape
maneuver once potential terrain conflict is recognized.
 The purpose of reducing Terrain closure rate and
increasing recognition/ response in the event of an
unintentional conflict with terrain.
26.1 LIMIATIONS AND PROCEDUREs ON HIGH RATES

DESCENT AT NEAR THE SURFACE (LOW ALTITUDES)
To minimize the possibility of CFI T, GPWS warnings and to
ensure stabilized approach the following maximum descent
rate must be followed by all Company Pilot’s:
 Below 5000 feet AGL maximum descent rate, 2000 FPM;

 Between 3000 feet AGL and 2000 feet AGL maximum
descent rate, 1500 FPM;
 Below 2000 feet AGL maximum descent rate, 1000 FPM
Airline policy prohibits high rates of descent near the

surface. Normally below 1000’ AGL the rate of descent must
not exceed 1000’ to 1200’ FPM.
Whenever a GPWS warning ‘SINK RATE, SINK RATE’ is

triggered the pilot must immediately reduce the aircraft sink
rate. Whenever the GPWS warning ‘PULL UP, PULL UP’ is
triggered the pilot must immediately initiate a go around.
For approaches into Kathmandu, during the approach rate of

decent of upto 2000 ft per minute will be considered as
Page 26 -1
PART - A Chapter 26
HIGH RATES OF DESCENT I ssue 4 Rev 0 15 Oct 2014
normal during intermediate approach. I n these airfields

aircraft must be stabilized by 1000 ft in case of straight-in
approach in I MC conditions and 500 ft for VMC. I n any case
EGPWS / GPWS warnings must be respected.
For the purpose of reducing terrain closure rate and

increasing recognition / response time, in the event of an
unintentional conflict with terrain, maximum rate of descent
are to be restricted as under, unless otherwise specified : -
MAX. RATE OF DESCENT

ALTITUDE (FEET AGL)
(FEET PER MINUTE)
6000 – 4000 2500
4000 – 2000 2000
2000 – 1000 1500
Below 1000 1000
Page 26 -2
PART - A Chapter 27
INSTRUMENT APPROACH I ssue 4 Rev 0 15 Oct 2013
PROCEDURES
27.0 INSTRUMENT APPROACH PROCEDURES
27.0.1 CONDITIONS REQUIRED TO COMMENCE OR TO

CONTINUE AN INSTRUMENT APPROACH
I t is Company Policy that flight crew :

 Shall not continue an instrument approach to land at any
airport beyond a point at which the limits of the
operating minima specified for the approach in use
would be infringed, also
 Shall not continue an I nstrument Approach beyond FAF,
OM, established on final approach segment etc. unless
the reported visibility, weather conditions or controlling
RVR are equal to or above those specified for the
approach in use.
 Shall ensure RVR (I nstrument or Manual) is reported
before an approach is commenced below visibility of
800M and an approach is not authorised below 800 M if
RVR (I nstrument or Manual) are not reported.
 Will ensure that further I nstrument Approach only will be
conducted at airfields where I nstrument Approach
Procedure has been promulgated and charted and airline
provided procedures and charts are available.
 Ensure the proper use of stabilized constant descent
profile during the final segment of a non-I LS (including
non-precision) approach.
27.1 ACCEPTANCE / COMMENCEMENT, CONTINUANCE,

DISCONTINUANCE OF INSTRUMENT APPROACHES
An instrument approach (I LS/ Non-Precision/ Non I LS e.g.
PAR/ SAR Approach) to land procedure will only be commenced
when the crew are duly qualified ( Restricted/ Normal
Minima/ LVP qualified) weather conditions at the aerodrome
are at or above the filed airline minima for the approach
contemplated. The approach will be continued as long as the
performance of the on board instruments and ground based
aids permit the safe continuance of the approach. I f any of the
above conditions are not met the approach is to be
discontinued and the missed approach executed.
Page 27 -1
PART - A Chapter 27
PROCEDURES
The approach will be discontinued and a missed approach

initiated if the required visual reference before landing is not
acquired or if once acquired is lost.
An instrument approach procedure for landing can be

commenced and executed (except at Australia) if the
reported visibility/ RVR is not less than that laid down for the
respective approach aid, without regard to the reported
ceiling or vertical visibility. However, at Australian airports,
both ceiling and RVR must be above minima for commencing
an approach. Upon reaching the prescribed DH/ MDA, the
approach may be continued and a landing made if the
“required visual reference” has been established, if not, a
missed approach procedure MUST be executed. However,
in a non-precision approach (i.e. other than I LS/ PAR), it is
permitted to level off with a view to establish the “required
visual reference” at a later stage, but before the prescribed
Missed Approach Point (MAP). I n commencing an approach
based on reported RVR/ Visibility criteria only, Commander
should assess the extent of cloud layers of fog/ mist
conditions with a view to ensuring that there is a reasonable
possibility of visual reference at DH/ MDA.Detailed procedures
are outlined in the respective aircraft SOP/ FCOM.
I n addition the following will be applicable
QUOTE
CAR Section -8, series O part I I .
4.4 I n-flight procedures
4.4.1 Aerodrome operating minima
4.4.1.1 A flight shall not be continued towards the
aerodrome of intended landing, unless the latest available
information indicates that at the expected time of arrival, a
landing can be effected at that aerodrome or at least one
destination alternate aerodrome, in compliance with the
operating minima established in accordance with 4.2.7.1.
4.4.1.2 An instrument approach shall not be continued below
300 m (1 000 ft) above the Aerodrome elevation or into the
final approach segment unless the reported visibility or
controlling RVR is at or above the aerodrome operating
minima.
Page 27 -2
PART - A Chapter 27
PROCEDURES
Note. — Criteria for the Final Approach Segment is contained

in PANS-OPS (Doc8168), Volume I I .
4.4.1.3 I f, after entering the final approach segment or after
descending below 300 m (1000 ft) above the aerodrome
elevation, the reported visibility or controlling RVR falls below
the specified minimum, the approach may be continued t o
DA/ H or MDA/ H. I n any case, an aeroplane shall not continue
its approach-to-land at any aerodrome beyond a point at
which the limits of the operating minima specified for that
aerodrome would be infringed.
Note. — Controlling RVR means the reported values of one or
more RVR reporting locations (touchdown, mid-point and
stop-end) used to determine whether operating minima are
or are not met. Where RVR is used, the controlling RVR is
the touchdown RVR, unless otherwise specified by DGCA.
Unquote
27.1.1 REQUIRED VISUAL REFERENCE - DESCENT BELOW

MDA/DA
An aircraft shall not descend below DA/ DH or MDA/ MDH
unless:
The “required visual reference” has been established with

regard to the approach threshold of that runway, or
approach lights or other markings identification with the
approach end of that runway; and the aircraft is in a position
from which, at a normal rate of descent, a landing can be
made on the intended runway, using normal maneuver.
The “required visual reference” means that section of the

visual side or of the approach area which should have been
in view for sufficient time for the pilot to have made an
assessment of the aircraft position and rate of change of
position, in relation to the desired flight path. I f any of the
above requirements are not met after descending below
MDA/ DA, the Pilot shall immediately execute a Go Around.
Page 27 -3
PART - A Chapter 27
PROCEDURES
27.1.2 DISCONTINUED APPROACHES (INCLUDING NON-

PRECISION)
The Commander has the necessary authority to discontinue
an approach and execute a missed approach if,
- the approach is not stabilised.
- 360 degree turn is required on final approach phase at
or below MSA.
- the approach speed is excessive
- a safe landing will not result from the approach
- the aircraft is destabilised during wind shear/ or the Pilot
is unable to maintain the aircraft within the prescribed
flight path.
- sudden weather deterioration
- Bird menace will not permit a safe continued approach.
27.1.3 MANDATORY MISSED APPROACH

On all instruments approaches the Pilot shall execute an
immediate missed approach :-
- I f a Nav. Transmitter or flight instrument failure occurs

which will affect the ability to safely, complete the
approach in instrument conditions.
- When on an I LS approach either the localiser and/ or
glide slope indicator show full deflection in instrument
conditions and if at 100 ft to DA(DH) the glide slope and
localiser show a deviation of more than 1 dot.
- When the instruments show significant disagreement
and visual contact has not been made
- The approach is not stabilised as laid down in Chapter
25.
- Whenever a GPWS pull up’ warning is triggered below
500 ft. in I nstrument Meteorological Conditions (I MC).
- On an RNP based approach and an alert message
indicates that ANP exceeds RNP.
I F THE RUNWAY YOU WANT GETS LOST, OR THE

APPROACH THAT YOU ARE MAKI NG, COULD BE MUCH
BETTER. DO NOT SI T AROUND HOPI NG YOU WI LL SOON
SEE THE GROUND. DO NOT RUSH, BUT DO NOT WAI T
IMMEDIATELY INITIATE A “GO AROUND”
Page 27 -4
PART - A Chapter 27
PROCEDURES
27.1.4 SUBSEQUENT APPROACHES

After a missed approach only one subsequent approach is
permitted. The Pilot Flying before starting subsequent
approach should be confident that the second approach has
a high probability of success. After two missed approaches it
is mandatory to divert.
27.1.5 CONDITIONS REQUIRED TO COMMENCE OR

CONTINUE A VISUAL APPROACH
For any aerodrome where an instrument approach to land
procedure has been promulgated and appropriate minima
established a pilot may elect to execute a visual approach
subject to the following :
The aircraft is below the transition level, the pilot has the
runway in sight and he is certain that he can maintain the
runway in sight. The reported visibility is equal to or higher
than the visibility required for a non-precision approach for
that runway. The visual approach must be discontinued if at
any stage the pilot is unable to maintain the runway in sight
after he has turned base leg or when he has turned on to
finals. I n this case the aeroplane will not be descended
below the non-precision approach, MDA and if a circling MDA
has been established then the circling MDA will be
controlling.
Page 27 -5
PART - A Chapter 27
PROCEDURES
Page 27 -6
PART - A Chapter 28
PRECISION/ NON PRECISION I ssue 4 Rev 0 15 Oct 2014
PROCEDURES
28.0 PRECISION / NON-PRECISION INSTRUMENT

APPROACH PROCEDURES
To enable flight crew to determine the conditions required to
commence or continue an approach to a landing, the
following must be ensured:
 Crew qualification requirements; refer to Operations

Manual Part-D.
 On board equipment requirements, refer FCOMs
 Ground equipment requirements, refer Chapter 9.
 Operating minima, refer Chapter 7.
28.0.1 APPROACH PROCEDURES

A look out should be established for other air traffic and
birds. The Commander should utilize all available flight crew
to assist in “bird watch” when heavy bird activity is reported
around an airfield. For all instrument approaches both Pilots
shall have the relevant instrument approach chart available
for ready reference throughout the approach and full use
shall be made of the navigational equipment. All limitations
of Speed restriction, time and minimum altitudes must be
respected.
For all instrument approaches in I MC the Auto Pilot (if

available) shall be used. The PNF/ PM should handle the ATC
communications and the PF shall monitor them. During the
approach the Co-Pilot and Commander shall promptly inform
each other of all clearances, traffic information and other
information concerning the progress of the flight.
ATC instructions, approach procedures and use of check lists

must be followed.
Pilots are not authorized to carry out direct visual

approaches in marginal weather conditions. As far as
possible it is Airline Policy that all approaches should be
instrument approaches. Both Pilots shall make use of all
available navigation/ terminal aids to ensure identification of
airport and the correct runway. However, Training Captains
are authorized to carry out visual approach as part of
checking the proficiency of other pilots.
Page 28-1
PART - A Chapter 28
PROCEDURES
Descent below DA/ MDA may not be made until visual cues
associated with the type of approach are clearly established.
If a radio facility is listed as “ground checked only awaiting
flight check” it shall not be relied on. During radar vectors
the Commander must ensure that the aircraft has been
positively identified by the Radar Controller. During Radar
vectors it is the responsibility of the Commander to ensure
that adequate terrain clearance is available.
Airport Surveillance Radar (ASR) provides more precise

information on aircraft position. However, it an aircraft is
assigned an altitude that is lower than either the MEA, MORA
or MSA the Pilot should confirm from the Controller that the
altitude is above the Minimum Vectoring Altitude (MVA).
I f the Commander is not satisfied with any altitude assigned

he should refuse the clearance and request the altitude that
he considers to be safe. When operating on an unpublished
route or while being radar vectored and after the Pilot is
“cleared for the approach”, the Pilot must maintain the last
assigned altitude unless a different altitude is assigned by
the ATC or until the aircraft is established on a segment of a
published route or instrument approach procedure. After the
aircraft is so established, published altitudes apply to each
succeeding route or approach segment.
28.0.1.1 APPROACH ANGLE

To ensure adequate gear” clearance over the beginning of
the runway and stopping within the available distance, two
items has to remain constant. I f they are not constant, the
landing will either occur too far down the runway or the gear
may not clear the approach end. The two constants are:
- the touch down 1000 ft target from the approach and

- the angle at which the touchdown target is met.
Target speeds vary with gross weight/ aircraft configuration.

Sink rates vary with wind velocity. Wind shear may cause
large changes in sink rate. But, the angle at which the
touchdown target is met should be adhered to “like going
down a hollow pipe”.
Page 28-2
PART - A Chapter 28
PROCEDURES
When making a visual approach the slot to the 1000 ft target

will be determined visually. The predetermined sink rate
should be used in maintaining the flight path in the visual
profile. When established in the slot and on target air speed
the angular view framed in the wind screen should not
materially change. I f the aircraft is in the slot at target speed
+ 10 kts and the speed is then reduced to target the angular
view in the wind screen will have to change. The body angle,
as read from the ND must be increased if the slot is to be
maintained at the lower speed. Thrust that held target speed
+ 10 kts will not hold target speed because of the drag
increase. Thrust required may be even higher to hold the
target + 10 kts will not give a comparable speed increase
when the speed is reduced to the target speed. The drag
increase at target speed compared to the drag at target + 10
causes a need for more thrust. I f a fast speed reduction is
made close in, the nose must be raised otherwise the aircraft
may slip out of the bottom of the slot and an
undershoot/ hard landing could occur.
There are two main advantages for being in slot and on

target speeds as soon as practical:
- I t removes any need for large pitch/ speed changes

close in.
- Correcting minor speed deviations is easier, since the
aircraft is basically “speed stable”.
When the runway outline is cut off by poor visibility, one’s

ability to judge the flight path angle and the visual slot is
degraded.
28.0.1.2 ESTABLISHMENT OF THE APPROACH SLOT

- Approaching finals, the Pilot should manoeuvre the
aircraft until the desired angular view of the runway,
which from experience indicates is the normal approach
slot, appears in the windshield. At this point a rate of
descent is established to maintain the desired approach
angle to the runway.
- Pilots may regard standard VASI indications as defining
the safe approach path. These indications may be
Page 28-3
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PROCEDURES
followed until the runway threshold disappears under

the nose of the aircraft. Pilots should regard any
departure from the VASI glide slope as a departure from
the ideal approach path except in Cat I l/ I ll conditions.
The following visual illusions can cause an aircraft to be

lower than it appears to be:
 An upslope in either the runway or the approach zone
 Runway lighting set to intensity lower than normal
 Condition affecting depth perception such as haze,
smoke and darkness
 Runway conditions such as snow cover
The ever present possibility of visual illusion makes it
absolutely necessary to use all available means to confirm
the visual impression of the slot.
28.0.1.3 ATTITUDE AND RATE OF SINK

Deviation from the desired visual approach path will be
shown immediately by both attitude and sink rate
indications. Before these indications can be useful, the Pilot
must know what the approx. attitude and sink rate should be
for the anticipated ground speed. With known attitude and
target sink rate, the ADI and VSI can be used as references
to detect a shallowing or a steepening approach. Through
experience the pilot knows the attitude required to maintain
the I LS glide path. This attitude may vary slightly due
variations in glideslope angle and ground speed. The same
target attitude should be used with sink rate for approach.
Rate of sink is an effective aid in recognising the normal
approach path and deviation from normal. Rate of sink will
vary only with the approach angle and/ or the ground speed.
28.0.1.4 THRUST MANAGEMENT

Target speed/ Vapp. must be established early in the
approach and maintained at least upto the start of the flare.
With air speed constant, a variable is eliminated making the
use of attitude and sink rate considerably hmonitoring of the
approach speed and immediate thrust corrections are
required to maintain the target speed. Thrust management
is the all important factor in speed control.
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PROCEDURES
Thrust must be equal to drag to maintain the required air

speed. I f thrust is insufficient, air speed will decrease, and
lift will decrease. The nose will be raised to maintain the slot
leading to an increase in drag and a further decrease in air
speed. Unless thrust is added immediately, the aircraft will
continue to decelerate.
This, further decrease in air speed will require a larger

increase in thrust. The attitude will also have to be
increased. Thus, a close monitoring of air speed is of
paramount important.
I f significant speed decay below target occurs and the

aircraft is allowed to settle due to the decreasing air speed, a
large thrust increase will be required to re-establish the
aircraft in the slot. Changes in air speed and sink rate can be
quickly detected on the instruments. Changes of the visual
appearance of the approach path, however, are not so
readily apparent.
Another important factor that must be considered is engine
“spool up” time. A jet engine at idle requires a significant
amount of time to accelerate to required thrust specially so
far as high by pass ratio engines are concerned.
The importance of engine spool up time and thrust required

can be shown by considering a steep approach/ noise
abatement approach. I f the aircraft were descending to the
slot of target air speed + 5 instead of target + 15 with a
high sink rate and engines at idle, establishing a normal slot
would cause a loss of air speed. Even though the throttles
were advanced, the speed would continue to bleed off until
thrust sufficient to stop the deceleration was developed. The
Pilot could find himself below the desired approach path,
below the target speed and using a large amount of thrust to
stop the deceleration. The thrust required to accelerate back
to target and climb into the slot would be substantial. When
sink rates are high, excess speed is desirable.
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PROCEDURES
28.1 PRECISION /NON-PRECISION APPROACHES
28.1.1 PRECISION APPROACHES
28.1.1.1 ILS APPROACHES – CATEGORY I

Company is presently authorized to carryout I LS CAT I
approach.
- Both Pilots must positively determine that the I LS is
operating normally. I t shall be checked by observing the
movement of the indicator needles, flag warning and by
the coded identification.
- The procedure turn is to be flown as charted.
- A straight in I LS approach is permissible when the
Commander is assured that localiser will be intercepted
at least 3 miles outside the outer maker. This distance
may be reduced if he is satisfied that he can be properly
positioned for the approach by the time he passes the
outer maker.
- I f a circle to land manoeuvre is necessary from an I LS
approach descend will only be made to circling MDA.
- The outer marker locator or other specified final
approach fix must be crossed at the approved altitude.
Positive identification of that point must be made before
descent is initiated. Altimeter must be cross checked
while crossing the final approach fix.
- I f at any time there is any doubt to proper functioning of
either the required airborne or ground operating
equipment the approach shall be discontinued. However,
the Pilot should be prepared at the time of reaching the
outer maker/ FAF to execute an approach without glide
slope to localizer MDA if so authorised in a particular
approach. The pilot should ensure the crossing of
threshold by a safe margin.
28.1.1.2 CATEGORY-II AND CATEGORY-III APPROACHES

Company is presently authorized to carryout I LS CAT I I / I I I A
& B approaches only (B747/ B777/ A320 Family/ A330). This
has been covered in Chapter 7 in detail. Also refer in
respective aircraft FCOM.
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PROCEDURES
28.1.1.4 GPS APPROACH

Company does not presently authorize GPS approaches.
28.1.1.5 PBN APPROACH

Refer AOP for DGCA authorization.
28.1.2 NON-PRECISION APPROACHES
28.1.2.1 RADAR APPROACHES
28.1.2.2 VOR/DME APPROACHES

Company is authorized for VOR/DME approach.
- The ND shall be used in flying the approach.
- The assigned altitude must be maintained until on a
published segment of approach and approach clearance
has been received.
- I f at any time there is an apparent malfunctioning of the
VOR/ DME airborne or ground equipment or the Pilot is
unable to maintain the prescribed track the approach
shall be discontinued.
28.1.2.3 NDB APPROACHES

Company is authorized for NDB approach.
- Passage over the stations must be shown by reversal of
the ADF needles before descent is initiated to the
altitude shown on the approach chart.
- I f at any time there is a malfunctioning of the airborne
or ground equipment, or the Pilot is unable to maintain
the prescribed track the NDB approach shall be
discontinued and the missed approach procedure
initiated.
28.1.2.4 CIRCLING APPROACHES

These approaches are not authorized.
28.1.2.5 TOUCH AND GO LANDINGS

Company is authorized for only during Training
flights. This does not include Balk Landing.
The touch and go manoeuvre is not an approved procedure
for regular Airline operation. “Go- Around” after touchdown
should not normally be considered during regular flights. I t
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PART - A Chapter 28
PROCEDURES
should never be considered, under any circumstances, after

“Thrust Reverse” has been selected, Touch and Go Landings
without
selection of “thrust Reverse” are permitted during Training
Flights.
28.2 CONTINUOUS DESCENT FINAL APPROACH (CDFA)
Presently Air I ndia is authorized to carry out Continuous

Descent Final Approaches ( CDFA) in “selected modes” of
non-precision approach with a valid navigation database.
This CDFA Procedures are applicable to all NPAs published
with a glide-slope / approach path angle/ vertical descent
angle (VDA). I t does not apply to APV approaches and
precision approaches such as I LS, GLS, and PAR.
For aircraft specific procedure/ limitations refer to

SOP/FCOM.
28.2.1 BACKGROUND
Controlled flight into terrain (CFI T) is a primary cause of
worldwide commercial aviation fatal accidents. Unstabilized
approaches are a key contributor to CFI T events. Present
NPAs are designed with and without step-down fixes in the
final approach segment. Step downs flown without a
constant descent will require multiple thrust, pitch, and
altitude adjustments inside the final approach fix
(FAF). These adjustments increase pilot workload and
potential errors during a critical phase of flight. NPAs
designed without stepdown fixes in the final segment allow
pilots to immediately descend to the MDA after crossing the
FAF. I n both cases, the aircraft remains at the MDA until
descending for the runway or reaching the missed approach
point (MAP). This practice, commonly referred to as “dive and
drive,” can result in extended level flight as low as 250 feet
above the ground in instrument meteorological conditions
(I MC) and shallow or steep final approaches.
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PROCEDURES
28.2.2 Stabilized Approaches.
A stabilized approach is a key feature to a safe approach and landing.

Flight Crew are required to use the stabilized approach concept to
eliminate CFI T. The stabilized approach concept is characterized by
maintaining a stable approach speed, descent rate, vertical flight
path, and configuration to the landing touchdown point. An
aeroplane should depart the FAF configured for landing and on the
proper approach speed, power setting, and flight path before
descending below the minimum stabilized approach
Height; e.g., 1,000 feet above the aerodrome elevation and at a rate
of descent no greater than 1,000 feet per minute (fpm), unless
specifically briefed.
28.2.3 Approach Designs and Continuous Descent.
Precision I APs and approach procedures with vertical guidance (APV)

have a continuous descent approach profile in their design. NPAs
were not originally designed with this vertical path, but may easily be
flown using the CDFA technique. Flying NPAs with a continuous
descent profile will provide a safety advantage over flying
approaches using the “dive and drive” technique. Therefore, the goal
of implementing CDFA is to incorporate the safety benefits derived
from flying a continuous descent in a stabilized manner as a standard
practice on an NPA.
28.2.4 Definition of CDFA.
A technique, consistent with stabilized approach procedures, for

flying the final approach segment of a non-precision instrument
approach procedure as a continuous descent, without level-off, from
an altitude/ height at or above the final approach fix altitude/ height
to a point approximately 15 m (50 ft) above the landing runway
threshold or the point where the flare manoeuvre should begin for
the type of aircraft flown.
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PROCEDURES
28.2.5 Advantages of CDFA.
CDFA offers the following advantages:

(a) I ncreased safety by employing the concepts of stabilized
approach criteria and procedure standardization.
(b) I mproved pilot situational awareness and reduced pilot workload.
(c) I mproved fuel efficiency by minimizing the low-altitude level flight
time.
(d) Reduced noise level by minimizing the level flight time at high
thrust settings.
(e) Procedural similarities to APV and precision approach operations.
(f) Reduced probability of infringement on required obstacle
clearance during the final approach segment.
28.2.6 OPERATIONAL PROCEDURES AND FLIGHT

TECHNIQUES.
28.2.6.1 Equipment Requirement.
CDFA requires no specific aircraft equipment other than that

specified in the title of the NPA procedure. Pilots can safely fly
suitable NPAs with CDFA using basic piloting techniques, aircraft
flight management systems (FMS), and RNAV systems. Pilots can use
points defined by a DME fix, crossing radial, GNSS distance from the
runway, etc., on the approach plate to track their progress along
both the lateral and vertical approach paths to the Missed Approach
Point (MAPt). Although an RNAV system may be used to assist in
flying a conventional approach, it is necessary for the navigation
system upon which the procedure is based to be monitored (NDB,
VOR, etc.) to ensure that the obstacle clearance requirements of the
approach are met, and that the procedure is flow n within the
tolerances of the navigation system on which the procedure is based.
28.2.6.2 Identifying the Type of Approach

Whenever the approach minimum is expressed as an MDA the
I nstrument Approach Procedure (I AP) is a Non-Precision Approach. A
NPA does not provide vertical guidance. That is the approach must
not be flown with flight directors as command instruments. Flight
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PROCEDURES
crew should clearly identify the type of approach and the minima
applicable.
28.2.6.3 Preparation
Before conducting a NPA ensure:
(a) The aircraft’s navigation, flight management and instrument
systems have been approved for NPA operations and,
(b) Where required, GNSS Receiver Autonomous I ntegrity Monitoring
(RAI M) is available and verified by NOTAM or a prediction service,
and
(c) Where required the Actual Navigation Performance (ANP) meets
the RNP standard applicable to the instrument procedure being flown
and,
(d) The aircraft manufacturer has approved the aircraft for NPA
operations and the aircraft complies with the minimum equipment
listed to enable the conduct of NPA’s and,
(e) The crew are appropriately qualified and meet all recency
requirements and,
(f) Air I ndia has approval to conduct of NPA for the aircraft type and
the aerodrome and,
(g) The airport meets the applicable runway and lighting standards,
if any.
28.2.6.4 Recommended Operating Procedures
(a) Lateral Navigation/ LNAV

• GNSS or I RS or VOR, LLZ, NDB
• A NPA can be flown with lateral guidance provided by
conventional navigation aids such as VOR, NDB, and LLZ as well as
by using an approved RNAV system. All RNAV operations are
critically dependent on valid data. Air I ndia has in place a quality
processes that ensure database validity.
(b) Vertical Information

• Altimeter
• The approach is flown to the NPA MDA by reference to the
altimeter.
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PROCEDURES
• Where an accurate local QNH source is / is not available the

approach minima may need to be adjusted.
• I n addition to normal SOPs it is necessary for each
crewmember to independently verify the destination altimeter
subscale setting.
(c) Visual
Non-standard temperature effects and subscale setting round off
can cause vertical errors from the nominal path. Crews must
understand this effect and be aware that a lack of harmonization
with visual approach slope aids may occur, and indeed should be
anticipated.
28.2.6.5 Computing Rate of Descent.

CDFA requires use of the published I nstrument Approach Procedure
(I AP), glide slope angle/ approach path angle / vertical descent angle
(VDA). The published VDA may be incorporated in a navigation
database to enable profile deviation information to be presented to
the pilot via the flight directors or the flight management guidance
computers interface. Any such presentation is to be regarded as
advisory only. Aircraft which are equipped with a Flight Path Angle
(FPA) capability allow the pilot to precisely fly the nominated VDA
manually or using the autopilot. Pilots flying aircraft without such
capability must compute a required rate of descent based on the
ground speed, distance to threshold and desired altitude to lose (FAF
altitude – aerodrome elevation + TCH) This computed rate of
descent can be flown manually or using the autopilot.
28.2.6.6 VDA Design.
The VDA is calculated from the Final Approach Fix (FAF) altitude to
the threshold crossing height (TCH). The optimum NPA descent
angle (VDA) is 3.0 degrees although VDA should not exceed 3.77
degrees for Cat C and D aeroplanes. I n some cases, the VDA is
calculated from a step-down fix altitude to the TCH. I n this situation,
the VDA is published on the profile chart after the associated step-
down fix. I n most cases, the descent angle between the FAF altitude
and the step-down fix altitude is slightly shallower than the published
VDA for the segment between the step-down fix and the runway.
Flight Crew should determine how they would like fly such
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PROCEDURES
approaches.
• Option 1: Descend from the FAF at the shallower rate in
order to cross above the step-down fix altitude and then transition to
published VDA, or
• Option 2: Begin descent at a point past the FAF to allow
the aircraft to descend at the published VDA and still clear the step-
down fix altitude.
Note 1: When approach profile information is provided in

association with a NPA the strict adherence by the flight crew to the
limiting or minimum altitudes is essential for obstacle clearance.
Note 2: When conducting a NPA using a flight director system

which provides lateral and vertical displacement information, that
information should be considered advisory only.
28.2.6.7 Timing-Dependent Approaches.
Control of airspeed and rate of descent is particularly important on

approaches solely dependent on timing to identify the MAPt. Pilots
should cross the FAF already configured for landing and at the
correct speed for the final approach segment.
28.2.6.8 Derived Decision Altitude (DDA).
Pilots must not descend below the MDA when executing a missed
approach from an NPA. Flight Crew Should initiate the go-around at
an altitude above the MDA (referred to as a DDA) to ensure the
aircraft does not descend below the published MDA. I t is required
that flight crews add a prescribed altitude increment to the MDA
depending type of aircraft, (minimally 50 feet) to determine the
altitude at which the vertical transition to the missed approach
should be initiated in order to prevent descent below the MDA or
transgression below the OCH past the MAPt. I n such cases, there is
no need to increase the RVR or visibility requirements for the
approach.
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PROCEDURES
28.2.6.9 Decision Approaching MDA.
Flying the published VDA will have the aircraft intersect the plane
established by the MDA at a point before the MAPt. Approaching the
MDA, the pilot has two choices: continue the descent to land with
required visual references, or execute a missed approach, not
allowing the aircraft to descend below the MDA
28.2.6.10 Executing a Missed Approach Prior to MAPt.
When executing a missed approach prior to the MAPT and not

cleared otherwise by an air traffic control (ATC) climb-out instruction,
fly the published missed approach procedure. Proceed on track to
the MAPt
28.2.6.11 Visibility Minima Penalty.
A Visibility Penalty Of 400 M For Cat C and D Aeroplanes Will

Apply To The Published Approach Minima I f Flight Crew Do
Not Use CDFA On NPAs.
28.3 CDFA GENERAL PROCEDURES FOR ALL AIRPORTS

I n order to keep abreast of the latest developments, pilots
should practice the low power/ low drag (LP/ LD), Continuous
Descent Final Approach (CDFA) procedures on a regular
basis. Regular adherence to these procedures also has fuel
saving benefits. I t must be borne in mind that the Radar
Controller while planning an approach assumes a descent
flight path of 300 ft / Nm and a rate of descent of about 800
ft. / min. This could be achieved by various individual
methods of calculation to achieve perfection. The suggested
methods are detailed in respective SOPs.
Fine tuning the descent path may be achieved by judicious

use of V/ S mode to reduce descent rate or flight level
change mode with speed brakes if required to increase
descent.
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PART - A Chapter 28
PROCEDURES
Following points may be borne in mind:
Speed brakes should be considered as a preferred method of

increasing drag to maintain correct descent flight path until
their use is limited by selection of flaps.
Landing Gear: Unless there are other reasons requiring early
selection, landing gear should normally be lowered between
2000 ft and 1800 ft.(AAL).
V/ S Mode should be used to maintain or fly towards the glide

path from below without recourse to level flight. Minimum
rate of descent (ROD) below 6000 ft. should not be less than
200 ft. per min.
I dle Descent (B747-400 FLCH/ A310 LVL/ CH) is not a
preferred means to achieve CDFA due to uncontrolled ROD
in this mode. However, if there is a requirement to increase
ROD from what is possible in idle descent then the same
should be achieved by selecting speed brake in this mode.
Final landing configuration should be achieved by about 1500

ft. (AAL) and all landing dry runs and checklists completed
by 1000 ft. (AAL).
For our operations, full thrust reversers must be applied and

thereafter the reversers should be regulated to
commensurate with deceleration and runway occupancy
requirements, unless the use of reversers is prohibited due
to local noise restrictions, in which case, reversers may be
applied only upto idle.
NOTE: I n spite of the noise restrictions, full reversers may be

used in an emergency.
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PROCEDURES
Page 28-16
PART - A Chapter 29
CREW WORKLOAD I ssue 4 Rev 0 15 Oct 2014
29.0 CREW WORKLOAD DURING NIGHT AND IMC

INSTRUMENT APPROACH AND LANDING
OPERATIONS
29.0.1 CREW CO-ORDINATION

Air I ndia conducts both day & night operations. All
procedures are applicable for I MC irrespective of weather or
day/ night operations. However crew are cautioned to be
extra vigilant during night operations and adverse weather
conditions. Maximum use of automation is encouraged.
Workload should be adequately distributed following CRM
guidelines as conducted in the CRM course and also detailed
in the respective aircraft SOP/ FCOM/ QRH/ FCTM.
The importance of crew co-ordination in all phases of flight

needs no emphasis. Crew co-ordination is nothing but
teamwork, i.e. working together for safety - yours and your
passengers. At all times, crew co-ordination should be
ensured by announcing action initiated by a particular crew
member so that other crew members are aware of the same
and can take follow-up action, if any. This applies equally to
normal, abnormal or emergency procedures.
All critical actions such as aircraft configuration changes,

altimeter and speed settings, barometric settings, altitude
selections, changes to FMS and radio NAV aids during
departure and / or approach phases of flight must be cross-
checked and confirmed.
29.0.2 TAKE-OFFS AND LANDINGS BY FIRST OFFICERS

Detailed information available in Chapter 17- Supervised
Take Offs and Landings.
29.1 NIGHT AND IMC INSTRUMENT APPROACH AND

LANDING OPERATIONS PROCEDURES AND SAFETY
PRECAUTIONS
Night and I MC I nstrument approach procedures require
special care and attention with regard to altitude awareness,
inadvertent descend below MDA and maintaining the
stipulated out bound and in bound approach tracks. These
operations must be carried out with auto pilot and auto
Page 29 -1
PART - A Chapter 29
thrust / auto throttle engaged when these auto flight system

are available and serviceable. Pilots must be aware of the
effect of visual illusions specially the Black Hole Effect. The
term “Black Hole” refers to the terrain below the approach to
the airport, not the air port itself. Simply put a “Black Hole
Approach” is a long, straight - in approach (at night) to a
brightly lit runway over featureless and unlit terrain.
29.1.1 STANDARD CALLOUTS – ALTITUDE, TRACK, PROFILE

I t is Company policy to follow the standardized verbal
callouts (standard callouts) by the flight crew during each
phase of flight. During take-off and approach the PNF/ PM
shall give standard call outs. Some call outs may be modified
or added as per the Aircraft FCOM/ FCTM/ POH. I t is
important that the PNF/ PM only call significant deviations
and not give a running commentary which may distract the
PF. The PNF/ PM shall confirm all configuration changes
commanded by the P F. The PNF/ PM shall bring to the
attention of the PF any significant deviation from
programmed speed, heading, track, flight level (altitude).
Localiser and glideslope callouts will not refer to
displacement errors in dots but will be “Localiser/Glideslope”
Air speed deviation callouts will be with reference to
Vapp/ Target Speed as per FCOM/ POH and will be- “Speed”
(Call Actual Speed) I f the rate of descent is in excess of 1000
fpm or less than 400 fpm the PNF/ PM will call “Sink
Rate”(Call Actual Rate of Descent) “Checked”(To be called as
response)
NOTE : I f the PF does not respond to 2 calls on a significant

deviation the PNF/ PM should be alert for subtle
incapacitation. I f the PNF/ PM does not give the standard call,
the PF shall give the call.
29.1.2 IMC/VMC STANDARD CALL OUTS

I t is company policy that:
1000 ft and 500 ft Standard Calls are based on pressure

altitude above field elevation.
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PART - A Chapter 29
For Non-Precision approach and CAT I I LS, 100 above and

minimums calls are based on pressure altitude.
For CAT I I / I I I A & B I LS, 100 above and minimums calls

are based on radio altitude.
Refer All Weather and Special Operations Manual.
29.1.2.1 TAKE OFF/ CLIMB/ DESCENT/ APPROACH/ LANDING

B744/ B777/ B787 – Refer FCTM/ FCOM/ QRH/ SOP
A319/ 320/ 321 & A330 - Refer FCOM.
29.1.2.2 VFR APPROACHES

PHASE BY CALL OUT RESPONSE BY
1500’
PNF/PM “1500’ CHECKED PF
ABOVE
1000’ 1000’ABOVE
ABOVE PNF/ PM CHECKED PF
SPEED—ROD—
AI R FI ELD
500’
500’ ABOVE
ABOVE PNF/ PM CHECKED PF
SPEED—ROD—
AIRFIELD
SIG.DEVN.
*NO HT CALLS PF
PNF/ PM CHECKED
REQD. WITH
AUTO HT CALLS
29.1.3 VISUAL ILLUSIONS

Although all pilots will have suffered from visual illusions of
one kind or another when flying, the majority of the illusions
will probably have passed undetected unless they lead to
noticeable events. I t is therefore important to recognize that
we are all vulnerable to visual illusions.
The following factors contribute to visual illusions:
optical characteristics of windshields; rain on the windshield;

effects of fog, haze, dust, etc. on depth perception; the angle
of the glide slope makes a runway appear nearer or farther as
does a very wide or very narrow runway; variations in runway
lighting systems; runway slope and terrain slope; an approach
Page 29 -3
PART - A Chapter 29
over water to the runway; the apparent motion of a fixed light

at night (auto kinetic phenomenon). The visual cues by which
a pilot makes judgments about the landing approach are
largely removed if the approach is over water, over snow or
other such featureless terrain or carried out at night. A
particularly hazardous situation is created if circumstances
prevent him from appreciating ground proximity before
touchdown.
The typical illusions in approach are:

a. Depth & distance illusions
b. Sloping terrain
c. Width of the Runway
d. Fog Effect
e. Bright Lights
- Sloping terrain towards the runway may give a feeling of

being too low & vice-versa.
- Sloping Runway can also give a false perception of height.
Upslope may give feeling of being high & vice-versa.
- When runway is wider than the normal it will appear closer
& vice versa.
- Bright approach runway lights may appear closer while dim
light may appear far away.
- While approaching an airport at night over sea, jungle or
desert, when all is dark except the runway & airport light, a
black-hole phenomenon is developed giving a false
perception of height.
- I n Shallow fog on final approach visual ref of R/ W or
approach lights may reduce. This may cause an optical
illusion that the aircraft is “high’, and corrective action may
result in high rate of descent and hard landing.
Preventive measures:
Prior recognition of situation should be reflected by inclusion of
item in routine crew briefing. There is just one way to beat
false interpretation of motion. Put your faith in your
instruments and not in your senses. Refer to the altitude
instruments constantly when flying at night or in reduced
visibility conditions.
Page 29 -4
PART - A Chapter 29
29.1.4 OTHER ILLUSIONS

Other types of illusions can occur as illustrated below:
Figure 1. Normal Approach Glide Path
Sloping Threshold Terrain
• When there is an upslope in either the runway or the

approach zone, expect an ‘above glide path” illusion. You will
be lower than you appear to be.
Figure 2. Illusion of steep approach to runway with

one degree upslope.
 When there is a down slope expect a below glide path

illusion.
You will be higher than you appear to be.
Figure 3. Illusion of flat approach to runway with a

one degree downslope.
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PART - A Chapter 29
I n the first case, correcting for the illusion on the

apparently high approach will result in landing short of the
runway. I n the second, it will result in an overshoot, unless
the Pilot maintains power and airspeed control. I n the later
case, merely ‘pulling the nose up’ could result in flight on
the backside of the power curve and a premature
touchdown. Normally, when a pilot makes a visual
approach he subconsciously judges his approach path from
a combination of his apparent distance from the runway
and his apparent height above the terrain. Through
continuous exposure to precision glide paths, and now
VASI, the pilot becomes “Turned” to a two and one-half to
three degree glide path or, put another way, to seeing a
177 degree relationship between the runway and him self.
This is shown in Figure- 1.
The angular relationships in this, and subsequent figures,

are exaggerated for clarity.
When there is an upslope, as shown in Figure 2, the normal

glide path appears to be too steep arid there is a tendency
to fly a low, flat approach. When the runway has a down
slope, as shown in Figure-3, the normal glide path appears
to be too low and there is a tendency to fly a steep
approach. When the approach zone terrain slopes upwards,
as shown in Figure-4, the aircraft will seem to be higher
than it actually is. The effect can be more or less than the
sloping runway effect, depending on the pilot. Conversely,
if the approach zone terrain slopes downward toward the
threshold the normal glide path will seem too flat, as in
Figure-5.
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Figure - 4 Illusion of steep approach to runway with

upward slope in threshold
Figure 5 – Illusion of flat approach to runway with

downward slope in threshold
Combinations of slopes may amplify or nullify the illusion.

Also, the length of the runway or hazardous terrain at the far
end of the runway may add psychological effects. A desire to
touch down near the approach end could increase the
hazard.
29.1.4.1 ILLUSIONS DUE VISIBILITY RESTRICTIONS

Under conditions of haze, smoke, dust, glare, or darkness,
expect to appear higher than you actually are. Shadows are
one of the key factors in depth perception. Their absence,
when due to visibility restrictions, unknowingly confuses the
pilot. Since he can’t discern the shadows he normally sees at a
given height, he interprets his altitude as being higher than it
actually is. This effect is also encountered during night
(especially blackout) landings. Another serious case is
encountered in a smoke or dust layer lying low across the
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threshold. The effect varies with individuals and is modified by

the intensity and clarity of runway lighting. I t is best
exemplified by the tendency, when on a precision approach, to
reduce power and drop below glide path as soon as the
runway is seen.
Moisture on the windshield interferes with visibility and may
cause any type of “off glide path” illusion. Light rays will
retract (bend) as they pass through the layer of moisture on
the windshield. Depending on the particular aircraft and
pattern of ripples across the windshield, you can ap pear to be
above or below the glide path or, left or right of centre line.
This can be as much as a 200 ft. error at one mile from the
runway which, when combined with the effect mentioned
above could result in touchdown three to five thousand feet
short of the runway.
29.1.4.2 ILLUSIONS DUE RUNWAY LIGHTING

• Expect to appear higher than actual and farther from the
runway when the lights are dim.
• On a straight-in, clear night approach you will be farther
from the runway than you appear to be.
Turn a light upright and it will appear to be closer to you. Dim

it and it will seem farther away. Or more simply, bold colors
advance, dull colors recede. An approach to a brightly lit
runway on a dark, clear night has often resulted in touchdown
far short of the runway. The effect is greatly increased in clear
desert air or when approaching over an unlighted desert or
water surface. An approach over an area where there are
houses or other surface lights will decrease the contrast of the
high intensity runway lights. The absence of approach zone
lighting greatly increases the hazard.
29.1.4.3 ILLUSIONS DUE RUNWAY CHARACTERISTICS

• Expect to be higher than you appear when approaching a
wide runway and closer than you appear to a short, narrow
runway. A pilot bases part of his judgment on a mental
comparison of the run way to which he is accustomed. I f
his experience is with landing on a 12,000 ft by 300 ft
runway, he may touch down well short of a 4,800 ft by 120
ft strip which has the same relative proportions. Out of the
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final approach, he will judge himself farther out and

therefore, higher above the ground than he really is.
I rregularities in runway surfaces can also cause a runway

to appear much shorter when you lose sight of the end
after touchdown due to a hump between the aircraft and
the far end. This sudden ‘shortening’ of the runway could
result in blown tyres or hurried propeller reversal with a
resultant loss of engines, both of which end in a problem of
keeping the aircraft on the runway.
29.1.4.4 ILLUSIONS DUE RUNWAY CONTRAST

• Be alert for problems in depth perception when runway color
approximates that of surrounding terrain. The snow
covered runway, water landing on a glassy sea and night
landing on a dimly lit runway are extreme examples. But
even lesser conditions present severe problems in depth
perception, resulting in over and undershoots. The concrete
runway on a sand surface in bright sunlight or the
macadam strip surrounded by dark jungle foliage will give
similar difficulties. Water on the runway in either of the two
later examples will heighten the effect. Haze or other
visibility restrictions will serve to further reduce runway
terrain color contrast. I llusions and their effects can be
minimised by the Pilot who is aware of the factors which
produce them.
29.1.4.5 BLACK HOLE EFFECT

Night flying has always been more dangerous than day light
flying principally because of the lack of perceptual clues and
we depend on to keep the shiny side up. We are all familiar
with the false perceptions one can fall prey to caused by
using a sloping cloud deck for a level horizon and the
unsettling ambiguity caused by mistaking sparse ground
lights for stars. One can overcome these visual traps,
however by simply referring to the flight instruments on the
panel. The “Black Hole Approach” is different in that a glance
at the flight instruments won’t always clue you into the
danger. A “Black Hole Approach Illusion” can happen during
a final approach at night (no stars on moonlight) over water
or unlighted terrain to a lighted runway beyond which the
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horizon is not visible. When peripheral visual cues are not

available to the pilot to orient himself relative t o the earth he
may have the illusion of being upright and may perceive the
runway to be tilted.
But what makes the “Black Hole Approach” so different and

so lethal? Well, first, referring to altitude indicator, altimeter,
and turn coordinator won’t immediately alert you to the
problem. Pilots who succumb to the “Black Hole Illusion” are
convinced, sometimes, until it is too late, that they are on
the proper glide path and all is going well. Second, although
you may know intellectually that the illusion is taking place
you will still have an overwhelming urge to believe your false
impressions. You can’t take any training to keep from
experiencing this illusion. The best defense is knowledge and
avoidance.
Some conditions make the “Black Hole” effect more
pronounced. Be alert for the I llusion when your observe
these conditions :
 An Airport that is on the near side of a brightly lit city

with few or no terrain features or lights between the
aircraft and the airport. The brightness of the city lights
will give the impression that they are closer than they
actually are.
 An airport that is on the coast or in very sparsely settled
terrain. This is the classic black hole scenario.
 A night with extremely clear air and excellent visibility.
One of the things we use to judge distance is the normal
hazing that distance provides. When the air is extremely
clear, this lack of hazing makes things appear much
closer than they are.
29.1.4.6 COPING WITH BLACK HOLE ILLUSION

The most obvious action to keep from Black Hole I llusion is
to avoid long, straight-in approaches. The Black Hole I llusion
disappears within 2 to 3 miles of an airport. Following
VASI / PAPI indications while approaching will avoid getting
into black hole approach illusion.
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PART - A Chapter 30
CONTROLLED FLIGHT I ssue 4 Rev 0 15 Oct 2014
INTO TERRAIN &
GROUND PROXIMITY
WARNING SYSTEM
30.0 GROUND PROXIMITY WARNING SYSTEM (GPWS)
PROCEDURES AND INSTRUCTIONS FOR AVOIDANCE
OF CONTROLLED FLIGHT INTO TERRAIN (CFIT)
The Ground Proximity Warning System (GPWS) is designed

to alert pilots that the aircraft position in relation to the
terrain is abnormal and, if not corrected, could result in a
controlled flight into terrain (CFI T).
GPWS operational functioning is described in respective

Aircraft FCOM - systems description volume - "Navigation"
chapter. Associated procedures are given in respective
Aircraft FCOM "Emergency procedures" and in the QRH.
I t is the responsibility of the Commander to develop and

implement a plan which employs all available resources to
ensure adequate terrain clearance. I n case of EGPWS/ GPWS
warning the Commander will be the PF and Co Pilot will be
the PNF.
When undue proximity to the ground is detected by any

flight crew member or by a ground proximity warning
system, the Commander or the Pilot Flying shall ensure that
corrective action is initiated immediately to est ablish safe
flight conditions. The GPWS must be “ON” from take-off until
landing.
The GPWS may not be deactivated (by pulling the circuit

breaker or use of the relevant switch) except when specified
by approved procedures. Follow the procedure mentioned in
respective Aircraft FCOM/ QRH.
At Night and in I MC condition all warning are to be taken as

genuine and corrective action taken.
Any GPWS activation must be reported in writing to the flight
operations whether genuine or spurious.
Where such activation indicates a technical malfunction of

the system an appropriate entry should also be made in the
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technical log. Pilots shall be aware of the possibility that a
nuisance warning may be generated by an aircraft flying
below (up to 6500 ft) e.g. during a holding.
Controlled Flight into Terrain (CFI T) accident is one that

occurs when an airplane is inadvertently flown into terrain or
water. This has been one of the major contributing factors
to hull losses and fatalities in commercial aviation.
Analysis of accidents reveals that the area of great concern

in CFI T accidents is approach/ landing phase. I n this aspect,
awareness amongst flight crew of monitoring the
instruments and giving standard call-outs becomes a key
factor.
30.1 ENHANCED GROUND PROXIMITY WARNING SYSTEM

(EGPWS)/ TERRAIN AVOIDANCE AND WARNING
SYSTEM (TAWS)
Refer FCOM/ QRH for detailed procedures.
30.1.1 GPWS / EGPWS TRAINING
ACADEMIC TRAINING
GPWS Training consists of academic training covering the
following:
o Theory of operations
o Alert Thresholds
o Limitations
o I nhibits
o Operating Procedures
o Response Required
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FLIGHT TRAINING
Training in GPWS Procedures will be given on the full flight
simulator During initial/ command simulator profiles and this
training will be reinforced during the bi-annular recurrent
simulator training.
30.1.2 REPORTING PROCEDURES

Verbal reports should be made to the appropriate ATC unit
whenever :
A manoeuvre caused the aircraft to deviate from an ATC

clearance.
Subsequent to the above deviation, the aircraft returned to
the flight path that complies with the clearance.
ATC instructions which, if followed, would cause the crew to
manoeuvre the aircraft towards terrain or obstacle and it is
seen from the display that a potential CFI T is likely to occur.
Written reports must be submitted whenever the aircraft

flight path has been modified following a EGPWS alert.
EGPWS Occurrence reports must be raised whenever an

EGPWS alert has been issued and is believed to be false, or
if an EGPWS alert should have been issued but was not, or
when it was required and was correctly given by the
equipment. The same must be entered in the flight log also.
Blank copies of the occurrence reports are kept in the

aircraft briefcase. Whenever such reports are raised, it is
necessary to forward a copy to the office of the Regional
Safety Office and Director Air Safety, DGCA, HQ, within 48
hrs.
30.1.3 CLASSIFICATION OF OCCURRENCE REPORTS

False means an EGPWS alert issued that could not be
possibly justified by the position of the aircraft in respect to
terrain, and it is a probable fault or failure in the equipment
or input data.
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Nuisance means EGPWS alert issued that was appropriate
but not needed because the flight crew could determine by
independent means that the flight path was safe at that
time.
Genuine means and EGPWS alert issued which was

appropriate and necessary.
30.2 PREVENTION OF CONTROLLED FLIGHT INTO

TERRAIN ACCIDENTS
INTRODUCTION
Controlled Flight I nto Terrain (CFI T) has been and continues
to be the dominant reason for accidents involving aeroplane
hull losses and fatalities. CFI T is defined as an event in which
a mechanically normally functioning aeroplane is
inadvertently flown into the ground, water, or an obstacle.
The operators must be aware of the CFI T problem as well as
trained to avoid these accidents. This is essential because
the number of commercial aeroplane departures is increasing
gradually. I CAO and I ndustry Controlled Flight I nto Terrain
Task Force have recently prepared a document on CFI T
Education & Training Aid. GAO has emphasized that all
personnel involved in civil aviation must understand the CFI T
problem and must be aware of the risk of such accidents.
The training aid developed by I CAO is expected to provide a
major contribution to the prevention of CFI T and hence GAO
has strongly recommended application of the
recommendations of the CFI T Task Force. This Advisory
Circular gives broad guidelines based on the I CAO
recommendations and the experience in I ndia to prevent
CFI T accidents for adoption by operators.
30.2.1 CAUSES OF CFIT ACCIDENTS

There are two basic causes of CFI T accidents; both involve
flight crew situational awareness. One definition of
situational awareness is an accurate perception by flight
crew of the factors and conditions currently affecting the
safe operation of the aircraft. The causes for CFI T are the
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flight crews’ lack of vertical position awareness or their lack
of horizontal position awareness in relation to the ground,
water, or obstacles. More than two-thirds of all CFI T
accidents are the result of altitude error or lack of vertical
situational awareness. Flight crew need to know where they
are and the safe altitude for flight. Flight crew is not going to
knowingly fly into something. CFI T accidents occur during
reduced visibility associated with instrument meteorological
conditions (I MC) darkness, or a combination of both
conditions.
30.2.2 FACTORS THAT CONTRIBUTE TO CFIT ACCIDENTS

There are many factors that lead to CFI T accidents. One set
of contributing factors in these accidents is found primarily in
the operations area. Of equal importance are the factors that
are present in the organisation and its management. The
flight crew has the final responsibility for preventing a CFI T
accident, but ii many of the factors normally associated with
these accidents were eliminated, or at least mitigated, the
potential for flight crew errors would be lessened.
30.2.3 ALTIMETER SETTING FACTORS

The QNH altimeter setting is the standard used around most
of the world. The QFE altimeter setting is the actual surface
pressure, and it is not corrected to sea level. QNE is the
standard setting which is 29.92 inches of Hg or 1013
hpa/ mbars and is set when operating at, climbing through,
or operating above the transition altitude. The QFE altimeter
setting results in the altimeter indicating height above field
elevation, while the QNH setting results in the altimeter
indicating altitude above mean sea level (MSL). There have
been incidents in which a QNH setting has been erroneously
used as a QFE or QNE setting. This results in the aeroplane
being flown lower than the required altitude.
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30.2.4 ALTIMETER SETTING UNITS OF MEASUREMENT
FACTORS
Accidents and numerous incidents have been recorded that
involved the aircraft altimeter. Errors associated with the use
of the barometric altimeter and its settings remain a problem
that is compounded by language, non-standard phraseology,
and the use of different units of measurement. Some air
traffic systems use meters and some use feet for altitude
reference. Most aeroplanes are only equipped with altimeters
that use feet as a reference. The unit of measurement used
depends on the area of the world in which the flight crew is
flying. A problem can arise when a flight crew has been
trained and primarily operates in one area of the world and
only periodically operates elsewhere.
30.2.5 SAFE ALTITUDES

Vertical awareness implies that flight crews know the altitude
relationship of the aeroplane to the surrounding terrain o
obstacles. Obviously, during MC and reduced visibility flight
conditions, it is necessary to rely on altitude information
provided by other than visual means. Weather and visibility
usually play a role in CFI T accidents/ incidents. Low ceiling,
poor visibility or night operations are almost always present
when a CFI T accident or incident takes place. There are
several reasons for the flight crew to descent below
minimums. One is lack of their positional awareness. They
may know the aeroplane’s position but are not sure of the
navigation aid. Or they may know the position of the
navigation aid but are not sure of the aeroplane’s position.
Sometimes the flight crew knows neither and is totally lost.
These are the crew that kept descending while they search
for the runway, whether on a precision or non-precision
approach. The potential for CFI T is greatest in the terminal
areas. Detailed altitude information is important to assist the
flight crews in maintaining situational awareness.
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30.2.6 AIR TRAFFIC CONTROL FACTORS
The inability of Air Traffic Controllers and Pilots to properly
communicate has been a factor in many CFI T accidents. The
lack of English language proficiency can make understanding
controller instructions to the flight crews or requests from
the flight crews to the controllers much more prone to
errors.
Heavy workloads can lead to hurried communications and

use of abbreviated or non-standard phraseology and the
potential for instructions meant for one aeroplane to be
given to another.
When flight crew accept enroute ATC clearance, they also

accept responsibility for maintaining safe terrain clearance.
Airspace constraints that are most prevalent in the terminal
areas many times require Air Traffic Controllers to radar
vector aeroplanes at minimum vectoring altitudes that can
be lower than the sector MSA. Proper vertical and horizontal
situational awareness is vital during this critical phase of
flight. ATC may sometimes issue flawed instructions that do
not ensure adequate terrain clearance. While it may be
difficult for flight crew to know that an error has been made,
it is possible that mistakes can be detected with good flight
crew position and altitude awareness.
30.2.7 FLIGHT CREW COMPLACENCY

Complacency can be defined as self-satisfaction, smugness,
or contentment. One such example of flight crew
complacency is that the pilots gets EGPWS warning while
descending to a lower altitude during approach for an airport
which he has flown a number of times. After years in the
same flight deck, on the same route structure to the same
destinations, a flight crew could become content, smug, or
self-satisfied. Complacency sets in when a flight crew during
flight gets a non-standard clearance to descend to a lower
altitude, in an unfamiliar sector and gets a EGPWS warning.
The flight crew is not sure of his actions, because they have
never experienced this before. I n this scenario, the EGPWS
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warning may not have registered with the flight crew. They
have flown into this airport hundreds of times, but because
of complacency, their brains may very well have disregarded
aural and visual cockpit warnings. At the other extreme,
flight crews may also be exposed to continued false EGPWS
warnings because of a particular terrain feature and a
EGPWS data-base that has not been customised for the
arrival. The flight crew becomes conditioned to this situation
since they have flown the approach many times. This can
also lull the flight crew into complacency, and they may fail
to react to an actual threat owing to the false sense of
security.
30.2.8 PROCEDURAL FACTORS ASSOCIATED WITH CFIT

Many studies show that operators with established, well
thought out and implemented standard operating procedures
(SOP) consistently have safer operations. I t is through these
procedures that the airline sets the standards that all flight
crews are required to follow. CFI T accidents have occurred
when flight crews did not know the procedures, did not
understand them, and did not comply with them or when
there were no procedures established. More than one CFI T
accident has occurred when the flight crew delayed its
response to a GPWS warning under MC. I n the absence of
SOPs, flight crews will establish their own procedures to fill
the void in order to complete the flight. Some crew members
think the weather is never too bad to initiat e an approach. I t
is the responsibility of management to develop
comprehensive procedures and train the flight crews
accordingly. I t is the responsibility of the flight crew to learn
and follow the procedures and provide feedback to
management when the procedures are incorrect,
inappropriate, or incomplete.
30.2.9 DESCENT, APPROACH AND LANDING FACTORS

The majority of accidents occur during the descent,
approach, and landing phases of the flight, though some
accidents have occurred during departures also. CFI T
accidents make up the majority of these accidents.
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Continued capital investment in providing runway with
precision approach and lighting systems and radar facilities
needs to be made to reduce such accidents. Most CFI T
accidents occur during non-precision approaches, specifically
VOR and VORI DME approaches. I naccurate or poorly
designed approach procedures coupled with a variety of
depictions can be part of the problem. Multiple altitude step-
down procedures increase flight crew workload and the
potential for making errors. Difference approach procedure
charting requirements and printing can also make it more
difficult for flight crews to safely fly an approach. High
elevation obstacles and terrain surrounding airports have
been annotated on charts for years, but the actual terrain
has not been depicted. Slowly, the publishing and printing
organisations for aeronautical and approach charts have
begun to use colour and depict terrain or minimum safe
altitude contours. Unstable approaches contribute to many
CFI T accidents or incidents. Unstable approaches increase
the possibility of diverting a flight crow’s attention to
regaining better control of the aeroplane and away from the
approach procedure.
30.2.10 AUTO FLIGHT SYSTEM FACTORS

The advancement of tech nology in today’s modern
aeroplanes has brought the flight directors, auto-pilots, auto-
throttles, and flight management systems. All of these
devices are designed to reduce flight crew workload. With
the help of these instruments, the flight crew can keep track
of altitude, heading, airspeed and the approach flight path.
When used properly, this technology has made significant
contributions to flight safety. But technology can increase
complexity, and it can also lead to unwarranted trust or
complacency. Autoflight systems can be misused, may
contain database errors, or may be provided with faulty
inputs by the flight crew. The flight crew may unknowingly
misuse these devices or operate them with faulty data. This
may fly perfectly good aeroplane into the ground.
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30.2.11 TRAINING FACTORS/BRIEFING
Many of the factors that have been identified are the result
of deficiencies in flight crew training programs. Therefore,
training becomes a significant factor from the plan can be
more readily identified by the non-flying pilot. The approach
briefing should be completed before arriving in the terminal
area so that both pilots can devote their total attention to
executing the plan. Following briefing guidelines may be
used, for further information refer respective Aircraft
FCOM/ FCTM/ SOP/ QRH.
Take-off briefing:
a) Weather at the time of departure.
b) Runway in use, usable length (full length or intersection
take off).
c) Flap setting to be used for take-off.
d) V speeds for take-off
e) Expected departure routing
f) Aeroplane navigation aids setup.
g) Minimum sector altitudes and significant terrain or
obstacles relative to the departure routing.
h) Reject take-off procedure
i) Engine failure after Vi procedures.
j) Emergency return plan.
k) MEL issues, performance limitations.
Approach briefing:
a) Expected arrival procedure to include altitude and
airspeed restrictions.
b) Weather at destination and alternate airports.
c) Anticipated approach procedure to include:
- Minimum sector altitudes.
- Aeroplane navigation aids setup - Terrain in the
terminal area relative to approach routing.
- Altitude changes required for the procedure.
- Minimums for the approach DA/ H or MDA/ H
- Missed approach procedure and intentions.
d) Communication radio setup.
e) Standard callouts to be made by the non-flying pilot.
For further details refer respective aircraft FCOM/ FCTM/ QRH.
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30.2.12 AUTO-FLIGHT SYSTEMS
Proper use of modern auto-flight systems reduces workloads
and significantly improves flight safety. These systems keep
track of altitude, heading, airspeed, and flight paths with
unflagging accuracy. To assist in preventing CFI T, the proper
use of auto- flight systems is encouraged during all
approaches and missed approaches, in I MC, when suitable
equipment is installed. I lls incumbent upon operators to
develop specific procedures for the use of auto-pilots and
auto-throttles during precision approaches, non-precision
approaches, and missed approaches and to provide
simulator-based training in the use of these procedures for
all flight crews I n some modern glass-cockpit aircraft, the
flight guidance system has the capability to display flight
path vector/ flight path angle. Use of this mode enables a
stabilized approach to be flown at the required slope during
a non-precision approach, with automatic correction for the
effects of wind. Flight management systems also have the
capability to provide a computed profile for a non-precision
approach. Required conditions for the use of lateral and
vertical navigation functions for this purpose are that the
approach profile is included in the database, that it is verified
in accordance with obstacle clearance criteria, and that the
EMS accuracy is confirmed to be high. The use of these
techniques, in conjunction with the auto-flight system,
reduces crew workload and should ensure a higher level of
safety. Crew should be adequately trained, both in the
simulator and in flight, to use the procedures associated with
these features.
30.2.13 ROUTE AND DESTINATION FAMILIARISATION

Flight crew must be adequately prepared for CFI T critical
conditions, both enroute and at the destination. Flight crew
must be provided with adequate means to become familiar
with enroute and destination conditions for routes deemed
CFI T critical. One or more of the following methods are
considered acceptable for this purpose:
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a) When making first flights along routes, or to
destinations, deemed CFI T critical, Captains should be
accompanied by another pilot familiar with the
conditions.
b) Suitable simulators can be used to familiarise flight
crews with airport critical conditions when those
simulators can realistically depict the procedural
requirements expected of crew members.
c) Written guidance, dispatch briefing material, and video
familiarization using actual or simulated representations
of the destination and alternatives should be provided.
30.2.14 ALTITUDE AWARENESS

I t is essential that flight crew always appreciate the altitude
of their aeroplane relative to terrain and obstacles and the
assigned or desired flight path. Flight crew need to receive
and use procedures by which they will monitor and cross-
check assigned altitudes as well as verify and confirm
altitude changes. As a minimum, use the following
procedures in the absence of any other guidance:
a) Ascertain the applicable MSA reference point.

b) Know the applicable transition altitude or transition level.
c) Use a checklist item to ensure that all altimeters are
correctly set in relation to the transition altitude/ level.
Confirm altimeter setting units by repeating all digits and
altimeter units in clearance read backs and intra-cockpit
communications.
d) Call out any significant deviation or trend away from
assigned clearances.
e) Upon crossing the final approach fix, outer marker, or
equivalent position, the pilot not flying will cross-check
actual crossing altitude/ height against altitude/ height as
depicted on the approach chart.
f) Follow callout procedures.
30.2.15 BAROMETRIC ALTIMETRY

The loss of vertical situational awareness is the cause of
many CFI T accidents. The contributing factors associated
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with this cause often have to do with the barometric
altimeter. These factors range from misinterpretation of the
three-pointer and drum- pointer altimeter to confusion
resulting from the use of different altitude and height
reference systems, as well as altimeter setting units of
measurement.
30.2.16 USE OF CALLOUTS

Callouts are defined as aural announcements by either flight
crew members or aeroplane equipment of significant
information that could affect flight safety. These callouts are
normally included in an airline’s SOP. In the absence of other
guidance, following callouts can be used to help prevent
CFI T accidents.
A callout should be made at the following times:
a) Upon initial indication of radio altimeter height, at which
point altitude versus height above terrain should be
assessed and confirmed to be reasonable.
b) When the aeroplane is approaching from above or
below the assigned altitude (adjusted as required to
reflect specific aeroplane performance).
c) When the aeroplane is approaching relevant approach
procedure altitude restrictions and minimums.
d) When the aeroplane is passing transition
altitude/ level.
30.2.17 CHARTS
Flight crew be provided with and trained to use adequate
navigation and approach charts that accurately depict
hazardous terrain and obstacles. These depictions of the
hazards must be easily recognisable and understood. On
modern-technology aeroplanes, the electronic displays
should resemble printed chart displays to the maximum
extent feasible.
30.2.18 CFIT TRAPS

Accidents and incidents do not normally happen because of
one decision, or one error. They rarely happen because the
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WARNING SYSTEM
flight crew knowingly disregarded a good safety practice.
Flight crew fall into traps — some of their own making and
some that are systemic. The auto-flight system should be
used, if available, to reduce the workload. While this
technique may mitigate the problem with the approach
procedure, it can create another trap if the flight crew
becomes complacent and does not properly program the
computer, monitor the auto-flight system, make the proper
cockpit callouts, etc. I n another situation, flight crew are
encouraged to use the displays that modern cockpits provide
to assist them in maintaining situational awareness.
However, if they disregard the raw navigational information

that is also available, they can fall into a trap if any position
inaccuracies creep into the various electronic displays. The
importance of take-off and arrival briefings is stressed as a
means to overcome some of the factors associated with
departures and arrivals. However, if the briefings do not
stress applicable unique information or are done at the
expense of normal outside-the- cockpit vigilance, their value
is lost and the flight crew can fall into another trap. I t should
be evident that there is no single solution to avoiding CFI T
accidents and incidents. All the factors are interrelated, with
their level of importance changing with the scenario.
30.2.19 ACCEPTANCE OF ATC CLEARANCE

Sometimes, ATC may issue instructions that do not ensure
adequate terrain clearance. Such clearances are too often
accepted by flight crew without considering consequences. I f
an ATC clearance is given that is likely to conflict with the
flight crew assessment of terrain criteria relative to known
position, the clearance should be re-checked and suitable
action should be taken.
30.2.20 CHART SUPPLY

The flight crew should be provided with adequate current
navigation and approach charts to ensure safety. Each flight
crew should be provided with accurate current charts with
clear depiction of hazardous terrain and minimum safe
Page 30 -14
PART - A Chapter 30
INTO TERRAIN &
GROUND PROXIMITY
WARNING SYSTEM
altitudes, preferably in color, in a manner that is easy to
recognise, understand, and read under cockpit lighting at
night.
30.2.21 USE OF CHECKLISTS

I ncidents and accidents have occurred as a result of non-
completion of relevant checklist(s). I t is, therefore,
imperative that each operator formulate a detailed policy on
the use of checklists and that a strict discipline regarding
their use be maintained. Such policies should require that
checklists be completed early in the approach phase to
minimise distraction while manoeuvring close to the ground.
I n the absence of other guidance, checklists should be
completed not later than 1,000 feet AGL. The majority of
CFI T incidents/ accidents are known to occur at night.
30.2.22 RATE OF DESCENT POLICY

High rates of descent in close proximity to terrain are
dangerous. They result in increased risk of CFI T, high flight
crew workload, and reduced margins of safety.
30.2.23 STABILISED APPROACHES

Analysis of CFI T accidents has revealed that an unstable
approach is a significant contributory factor in CFI T
accidents. A stabilised approach has the following
characteristics:
i) A constant rate of descent along an approximate 3°
approach path that intersects the landing runway
approximately 1,000 feet beyond the approach end and
begins not later than the final approach fix or equivalent
position.
ii) Flight from an established height above touch-down
should be in a landing configuration with appropriate
and stable airspeed, power setting, trim and constant
rate of descent and on the defined descent profile.
iii) Normally, a stabilized approach configuration should be
achieved not later than 1,000 feet AGL in I MC. However,
in all cases if a stabilized approach is not achieved by
Page 30 -15
PART - A Chapter 30
INTO TERRAIN &
GROUND PROXIMITY
WARNING SYSTEM
500 feet AGL, an immediate missed approach should be
initiated.
30.2.24 STANDARD OPERATING PROCEDURES

The Standard Operating Procedures (SOP), which are
developed, must be followed by the crew for safer
operations.
30.2.25 COMMUNICATION
The link between the management of airline and operations
is communication and training. This should be two-way
communication.
30.2.26 AIRPORT FACILITIES

Airports should be equipped with modern precision
instrument approach equipment, VAS! or PAPI lights to
runways, radar, MSAWS and other surveillance facilities.
Standardisation of approach design criteria and procedures
should also be implemented.
30.2.27 SHARING INFORMATION

Airlines, ATC, and other aviation agencies should interact
with each other by being more open with information
regarding new technologies and thinking.
30.2.28 FLIGHT CREW FUNCTIONS AND ACTION

For any GPWS related manoeuvres the commander of flight
is responsible for PF actions and the Co-Pilot for PNF/ PM
actions. For specific GPWS escape manoeuvre refer to
B744 QRH / FCOM
B777 QRH/ FCOM
B787 QRH/ FCOM
A319/ A320/ A321 QRH / FCOM
A330 QRH / FCOM
Page 30 -16
PART - A Chapter 30
INTO TERRAIN &
GROUND PROXIMITY
WARNING SYSTEM
Page 30 -17
PART - A Chapter 31
AIRBORNE COLLISION I ssue 4 Rev 0 15 Oct 2014
AVOIDANCE SYSTEM
31.0 AIRBORNE COLLISION AVOIDANCE SYSTEM

(ACAS)/TRAFFIC ALERT & COLLISION AVOIDANCE
SYSTEM (TCAS)
31.1 POLICY AND PROCEDURES FOR THE USE OF

TCAS/ACAS
Traffic and Collision Avoidance System (TCAS)/ Airborne
Collision Avoidance System (ACAS) description is given in the
systems pages “Navigation Chapter” of the FCOM.
B744 FCOM / QRH
B777 FCOM / QRH
B787 FCOM / QRH
A319/ A320/ A321 FCOM / QRH
A330 FCOM / QRH
Associated procedures are given in FCOM "Emergency

procedures" and in "Procedures and Techniques /
Supplementary Techniques".
31.2 TCAS / ACAS REQUIREMENTS

CAR REF. SECTI ON 2, SERI ES I , PART-VI I I , I SSUE-I , REV-3
,Dated 27.04.2006
Unless otherwise authorized by DGCA, no person shall

acquire for the purpose of operation:
a. All turbine-engine aeroplanes having a maximum certificated take-

off mass in excess of 15000 kg or authorized to carry more than
30 passengers or maximum payload capacity of more than 3
tonnes shall be equipped with an airborne collision avoidance
system (ACAS I I ).
b. All turbine-engine aeroplanes having a maximum certificated take
off mass in excess of 5700 kg but not exceeding 15000 kg or
authorized to carry more than 19 passengers, which are imported
st
on or after 1 April 2006, shall be equipped with an airborne
collision avoidance system (ACAS I I ).
c. All turbine-engine aeroplanes having a maximum certificated take
off mass in excess of 5700 kg but not exceeding 15000 kg or
authorized to carry more than 19 passengers, which are imported
Page 31 -1
PART - A Chapter 31
AVOIDANCE SYSTEM
st
before 1 April 2006, shall be equipped with an airborne collision
avoidance system (ACAS I ).
d. All turbine-engined aeroplanes having a maximum certificated take
off mass 5700 kg or less and authorized to carry 10 to 19
passengers shall be equipped with an airborne collision avoidance
system (ACAS I ).
e. All twin jet-engined aeroplanes having a maximum certificated
take off mass 5700 kg or less and authorized to carry less than 10
passengers shall be equipped with an airborne collision avoidance
system (ACAS I ).
f. I t is recommended that all aeroplanes covered under paras 5.3,
5.4 and 5.5 should be equipped with an airborne collision
avoidance system (ACAS I I ).
31.2.1 DEFINITIONS
AIRBORNE COLLISION AVOIDANCE SYSTEM (ACAS)

An aeroplane system based on Secondary Surveillance Radar
(SSR) transponder signals, which operates independently of
ground based equipment to provide advice to the pilot on
potential conflicting aeroplane that are equipped with SSR
transponders.
ACAS I: An ACAS which provides information as an aid to

'see and avoid' action but does not include the capability for
generating resolution advisories (RAs).
ACAS II: An ACAS which provides vertical resolution

advisories (RAs) in addition to the traffic advisories. TCAS –
I I with change 7 is equivalent to ACAS I I .
Commercial Air transport operation. An aircraft
operation involving the transport of passengers, cargo or
mail for remuneration or hire.
General Aviation Operation. An aircraft operation other
than a commercial air transport operation or an aerial work
operation.
Page 31 -2
PART - A Chapter 31
AVOIDANCE SYSTEM
SECONDARY SURVEILLANCE RADAR(SSR):

A Surveillance Radar System which uses
transmitters/ receivers(interrogators and transponders).
INTRUDER
An SSR transponder-equipped aeroplane within the
surveillance range of ACAS for which ACAS has an
established track.
TRAFFIC ADVISORY (TA)

An indication given to the flight crew that a certain intruder
is a potential threat.
TA is generally displayed 20-48 seconds before intruder

aircraft is predicted to enter the aircraft’s protected volume.
TA is announced aurally. The TA displayed includes range,
bearing and altitude of the intruder aircraft. Crew should
use this information to visually locate the intruder.
RESOLUTION ADVISORY (RA)

An indication given to the flight crew recommending:
a) a manoeuvre intended to provide separation from all
threats; or
b) a manoeuvre restriction intended to maintain existing
separation.
RA is displayed 15-35 seconds before the intruder aircraft is

predicted to enter the aircraft’s collision area. RA is
announced aurally. The RA would be in the form of a
corrective Advisory or Preventive Advisory.
Crew are authorised to deviate from the current ATC

clearance to the extent necessary to comply with RA. Once
ACAS enunciate “clear of conflict”, aircraft should return to
the original flight level.
Concerned ATC should be informed of the manoeuvre, as

soon as possible. However, it is mandatory for Pilot -in-
Command to raise incident report as per proforma given at
the end of the chapter.
Page 31 -3
PART - A Chapter 31
AVOIDANCE SYSTEM
31.3 FUNCTIONAL REQUIREMENTS OF ACAS I AND ACAS

II
ACAS I shall perform the following functions:
a) Surveillance of nearby SSR transponder equipped
aeroplanes; and
b) Provide indications to the flight crew identifying the
approximate position of nearby aeroplanes as an aid to
the visual acquisition.
ACAS I I shall perform the following functions:

a) Surveillance;
b) Generation of TAs;
c) Threat detection;
d) Generation of RAs;
e) Co-ordination; and
f) Communication with ground stations.
Airborne Collision Avoidance System should be of an

approved type meeting the specifications contained in Annex
10 (Volume I V) to the Convention on I nternational Civil
Aviation or FAA TSO C-119 or any other equivalent
specifications acceptable to DGCA.
31.4 OPERATIONAL REQUIREMENTS

I n addition to the other applicable requirements, the
following procedures shall be followed by the flight crew for
the operation of ACAS:
a) The pilots shall not maneuver the aeroplanes in response
to a TA only. The pilots, however, shall search for the
approaching traffic.
b) I n the event of RA to alter the flight path, the search for
the conflicting traffic shall include a visual scan of the
airspace into which own ACAS aeroplane might
maneuver.
c) The alteration of the flight path shall be limited to the
minimum extent necessary to comply with the RA.
d) The pilots who deviate from an ATC clearance in
response to an RA, shall promptly return to the terms of
the previous ATC instruction or clearance when the
conflict is resolved.
Page 31 -4
PART - A Chapter 31
AVOIDANCE SYSTEM
e) The pilots shall, as soon as practicable, notify t he ATC

unit of the direction of the RA, and, when the conflict is
resolved, intimate ATC that they are returning to the
terms of the current ATC clearance.
f) I n case ATC instructions are in conflict with TCAS RA
guidance flight crew must follow TCAS RA guidance and
advice ATC after the situation is resolved.
NOTE: When RA is initiated and in response thereof the pilot
deviates from ATC clearance, he is not considered to be
violating the ATC.
g) I n the operational flight plan, item no.18 supplementary
information must mention ‘Z’ (NAV TCAS II)
h) The ACAS system shall be kept ‘ON’ while operating in the

I ndian Airspace.
i) Every flight plan for a flight in the I ndian Airspace shall
indicate that the aeroplane is equipped with serviceable
ACAS equipment required as per CAR.
j) Any pilot experiencing RA while flying in I ndian Airspace,

shall file a report on R/ T with the handling Air Traffic
Control Unit in I ndia followed by a written report to the
DGCA I ndia and Airports Authority of I ndia as per the
format given at the end of the chapter.
k) The provisions contained in the MEL with regard to
unserviceability of ACAS shall be acceptable. However, in
any case the ACAS shall not be unserviceable for more
than ten days.
31.5 TRAINING REQUIREMENTS
31.5.1 ACADEMIC TRAINING

Academic training on TCAS / ACAS is given during the type
endorsement. This training is re-in forced during the periodic
refresher training the pilot undergoes. Refer Operations
Manual Part- D.
31.5.2 SIMULATOR TRAINING(ACAS/ TCAS)

Simulator Training on TCAS/ ACAS is given during the type /
command simulator training profile. This training is
reinforced during the biannual competency and licence
renewal check.
Page 31 -5
PART - A Chapter 31
AVOIDANCE SYSTEM
31.6 FLIGHT CREW FUNCTIONS AND ACTION

For any TCAS related maneuvers the commander of flight is
responsible for PF actions and the Co-Pilot of PNF actions.
For specific TCAS escape maneuver refer to:
B744 QRH / FCOM

B777 QRH / FCOM
B787 QRH / FCOM
A319/ A320/ A321 QRH / FCOM
A330 QRH / FCOM
PILOT/OBSERVER RA REPORT
Aircraft Operator________Pilot_______ Observer ____
Name________________Telephone________SSR____
Aircraft I D_____________ Aircraft Type ___________
Aerodrome of Departure_______Destination________
Date and time of event______________________UTC
Own aircraft altitude_________________
Own aircraft position

FI R_____VOR______ Radial_____ DME___
Or
LAT______ LONG___________
-------------------------------------------------------------------
Phase of flight
Take-off____ Climb____ Cruise _____

Descent_____ Hold_______
Final___________ Missed approach______________
Clearance_________________ ft/ FL
------------------------------------------------------------------
TA Information
TA issued? YES____________ NO____________

Page 31 -6
PART - A Chapter 31
AVOIDANCE SYSTEM
Visual contact prior to RA? YES_______ NO_________

ATS advisory? YES__________ NO____________
------------------------------------------------------------------
RA Information
Intruder bearing _______________________ o’clock
I ntruder range _______________________ NM
Relative altitude _______________________ ft
Type of RA ______________ (climb, crossing, climb, VSL

500, etc)
Did you follow the RA? YES____ NO_____
I f applicable, did ATS instruction conflict with the RA?

YES__NO_____
Was RA necessary? YES____ NO_____
-----------------------------------------------------------------
General information
Flight conditions: I MC_______ VMC_____ Day____

Night_______
Visibility______________NM
Air Traffic service provided:

En-route control______________
Aerodrome/ approach control_________

Flight information _______
-------------------------------------------------------------------
Page 31 -7
PART - A Chapter 31
AVOIDANCE SYSTEM
The report should be forwarded to the Director of Air Safety,

Office of the Director General of Civil Aviation, Opp.
Safdarjung Airport, New Delhi - 110 003 (Phone 2462 0272,
Fax No. 2463 3140) with a copy to the Director of Air Routes
and Aerodrome (Operations), Airport Authority of I ndia, Rajiv
Gandhi Bhavan, Safdarjung Airport, New Delhi - 110 003
(Phone 2463 1684, Fax 2462 9567) and a copy to ED-Flight
Safety and ED-Operations.
Remarks
a) Forms are to be filled up and submitted to the nearest

Flight Despatch station. I t will be the responsibility of the
Duty Officer in turn to forward the same to ED-
Operations, ED-Flight Safety and DGCA as mentioned
above.
b) Appropriate special report must be made by the PI C on

the Pilot Sector Report or in the form of a Special
Report.
Page 31 -8
PART - A Chapter 32
INTERCEPTION OF I ssue 4 Rev 0 15 Oct 2014
CIVIL AIRCRAFT
32.0 INTERCEPTION OF CIVIL AIRCRAFT
As prescribed in I CAO annex 2, I nterception of civil aircraft
shall be governed by appropriate regulations and
administrative directives issued by Contracting States in
compliance with the Convention on I nternational Civil
Aviation, and in particular Article 3(d) of the Chicago
Convention under which Contracting States undertake, when
issuing regulations for their State aircraft, to have due
regard for the safety of navigation of civil aircraft.
32.1 INTERCEPTION PROCEDURES

The pilot-in-command of a civil aircraft, when intercepted,
shall comply with the Standards as contained in AI P(I ndia)
ENR 1.12, interpreting and responding to visual signals as
specified in para 32.2 given below.
Note— AI P (I ndia) ENR 1.12 contains the General Rules and

Procedures for I nterception of Civil Aircraft – I dentification
and I nterception procedures.
An aircraft which is intercepted by another aircraft shall

immediately: -
1. Follow the instructions given by the intercepting aircraft,
interpreting and responding to visual signals in
accordance with the para 32.2 given below.
2. Notify, if possible, the appropriate air traffic services
unit.
3. Attempt to established radio communication with the
intercepting aircraft or with the appropriate intercept
control unit by making a general call on the emergency
frequency 121.5 MHz giving the identity of the
intercepted aircraft and the nature of the flight; and if no
contact has been established and if practicable,
repeating this call on the HF primary frequency.
4. I f equipped with SSR transponder, Select Code 7700,
unless otherwise instructed by the appropriate air traffic
services unit.
5. I f radio contact with the intercepted aircraft is
established but communication in a common language is
not possible, attempt shall be made to convey essential
Page 32 -1
PART - A Chapter 32
CIVIL AIRCRAFT
information and acknowledgment of instructions by using
the following phrases and pronunciations:
PHRASE PRONUNCIATIONS MEANING
WI LCO VI LL-KO Understood will comply
CANNOT KANN-NOTT Unable to comply
REPEAT REE-PEET Repeat your instructions
AMLOST AM LOSST Position unknown
MAYDAY MAYDAY I am in distress
HI JACK HI -JACK I have been hi-jacked
LAND(name) LAAND I request to land place name
DESCEND DEE SEND I require descent.
NOTE :
1. I n the second column, syllables to be emphasized are
underlined.
2. Circumstances may not always permit, nor make
desirable the use of the phrase “hijack”.
3. The following phrases are expected to be used by the
intercepting aircraft as described above.
FOLLOW FOL-LO Follow me
DESCEND DEE-SEND Descend for landing
YOU LAND YOU-LAAND Land at this aerodrome
PROCEED PRO-SEED You may proceed.
I f any instructions received by radio from any sources

conflict with those given by the intercepting aircraft by
visual/ radio signals, intercepted aircraft shall request
immediate clarification while continuing to comply with the
visual/ radio instructions given by the intercepting aircraft.
The possibility of interception and recourse to the visual
signals given in para 32.2 would not normally arise if there is
strict compliance with requirements of Air Defence
Clearance, avoiding restricted, prohibited, danger areas and
when no deviation is made from flight plan route and a
listening watch is being maintained on appropriate ATS
frequency.
Pilots are warned, however, that should the occasion arise

they must comply with the visual signals/ radio instructions
given by the intercepting aircraft.
Page 32 -2
PART - A Chapter 32
CIVIL AIRCRAFT
32.2 VISUAL SIGNALS AND THEIR MEANINGS
32.2.1 Signals initiated by intercepting aircraft and
responses by intercepted aircraft
I ntercepting Aircraft Signals Meaning I ntercepted Meaning

Aircraft
Responds
1. DAY or NI GHT — Rocking You have DAY or Understood
aircraft and flashing been NI GHT - , will
navigational lights at intercepted. Rocking comply.
irregular intervals (and Follow me. aircraft,
landing lights in the case of a flashing
helicopter) from a navigational
Position slightly above and lights at
ahead of, and normally to irregular
the left of, the intercepted intervals and
aircraft (or to the right if the following.
intercepted aircraft is a
helicopter) and, after
acknowledgement, a slow
level turn, normally to the
left, (or to the right in the
case of a helicopter) on the
desired heading.
Note 1. — Meteorological
conditions or terrain may
require the intercepting
aircraft to reverse the
positions and direction of
turn given above in
Series 1.
Note 2. — I f the intercepted
aircraft is not able to keep
pace with the intercepting
aircraft, the latter is expected
to fly a series of race-track
patterns and to rock the
aircraft each time it passes
the intercepted aircraft.
Page 32 -3
PART - A Chapter 32
CIVIL AIRCRAFT
2. DAY OR NI GHT - An You may DAY OR Understood
abrupt break away proceed NI GHT - , will
manoeuvre from the Rocking comply.
intercepted aircraft
consisting of a climbing turn
of 90° or more without
crossing the line of flight of
the intercepted aircraft.
I ntercepting Aircraft Signals Meaning I ntercepted Meaning

Aircraft
Responds
3. DAY or NI GHT — Land at this DAY or Understood
Lowering landing gear (if aerodrome. NI GHT — , will
fitted), showing steady Lowering comply.
landing lights and overflying landing
runway in use or, if the gear, (if
intercepted aircraft is a fitted),
helicopter, overflying the showing
helicopter landing area. I n steady
the case of helicopters, the landing lights
intercepting helicopter makes and following
a landing approach, coming the
to hover near to the landing intercepting
area. aircraft and,
if, after
overflying
the runway
in use or
helicopter
landing area,
landing is
considered
safe,
proceeding
to land.
Page 32 -4
PART - A Chapter 32
CIVIL AIRCRAFT
32.2.2 Signals initiated by intercepted aircraft and responses
by intercepting aircraft.
I ntercepted Aircraft Meaning I ntercepting Meaning
Signals Aircraft Responds
4. DAY or NI GHT — Aerodrome DAY or NI GHT — Understood,
Raising landing you have I f it is desired that follow me.
gear (if fitted) and designated the intercepted
flashing landing lights is aircraft follow the
while passing over inadequate intercepting
runway in use or . aircraft to an
helicopter landing area at alternate
a height exceeding 300 aerodrome, the
m (1 000 ft) but not intercepting
exceeding 600 m (2 000 aircraft raises its
ft) (in the case of a landing gear (if
helicopter, at a height fitted) and uses
exceeding 50 m (170 ft) the Series 1
but not exceeding 100 m signals prescribed
(330 ft)) above the for intercepting
aerodrome level, and aircraft.
continuing to circle I f it is decided to Understood,
runway in use or release the you may
helicopter landing area. intercepted proceed.
I f unable to flash landing aircraft, the
lights, flash any other intercepting
lights. aircraft
uses the Series 2
signals prescribed
for intercepting
aircraft.
5. DAY or NI GHT — Cannot DAY or NI GHT — Understood.
Regular switching comply. Use Series 2
on and off of all available signals prescribed
lights but in such a for intercepting
manner as to be distinct aircraft.
from flashing lights.
6. DAY or NI GHT — I n distress. DAY or NI GHT — Understood.
I rregular flashing of all Use Series 2
available lights. signals prescribed
for intercepting
aircraft.
NOTE : ABOVE I NTERCEPTI ON PROCEDURES ARE SAME I N MOST
OF THE COUNTRI ES.
Page 32 -5
PART - A Chapter 32
CIVIL AIRCRAFT
Page 32 -6
PART - A Chapter 33
AEROPLANES OPERATED I ssue 4 Rev 0 15 Oct 2014
ABOVE 15000M (49000 FT)
33.0 FOR AEROPLANES INTENDED TO OPERATE ABOVE 15
000 M (49 000 FT)
At present the altitudes are beyond the operating envelope

limitation of the company aircraft.
Page 33 -1
PART - A Chapter 33
AEROPLANES OPERATED I ssue 4 Rev 0 15 Oct 2014
ABOVE 15000M (49000 FT)
Page 33 -2
AI – OPS - 001
OPERATIONS MANUAL PART-A
Chapter 34
ACCIDENT PREVENTION & POST Issue 4 Rev 0 15 Oct 2014
ACCIDENT ADMINISTRATION
34.0 ACCIDENT PREVENTION PROGRAM

Air I ndia Ltd. has an accident prevention program and a
safety risk management programme that includes a
combination of proactive and reactive methods for safety
data collection and analysis that are implemented and
integrated throughout the organization to ensure existing
and potential hazards to aircraft operation are identified
and analyzed.
To promote Flight safety, a proactive rather than a

reactive approach is recommended. The salient features
of Proactive and Reactive measures, undertaken by Air
I ndia Ltd. are mentioned in detail in following pages.
Proactive measures are aimed at identifying problem
areas and implementing corrective measures before
events become incidents and accidents. The aim is to
nurture a safety culture in the airline and ensure the
existence of the necessary facilities, work space,
equipment and supporting services, as well as work
environment, to satisfy operational safety and security
requirements. This is in conformity with DGCA, CAR-
Clause6 of Section 5, Series F, Part I , Rev 2, dtd 17 th April
2009. The procedures followed by the Flight Safety
Department include the following :
34.0.1PROACTIVE PROGRAM
All irregularities or other non-routine operational
occurrences that might be precursors to an aircraft
accident or incident shall be identified and investigated by
the following Proactive Program and through Hazard Risk
Management processes.
34.0.2 INTERNAL SAFETY AUDIT

I nternal Safety Audits of all major bases shall be carried
out at least once in a year and all other stations once in
two years. The scope of this audit shall cover all
operational departments such as Operations, Engineering,
Commercial, Cargo, Ground Services, I n-Flight Service,
Engineering Stores, and Security etc. as per check list
(Annexure “A” of chapter 7 of this Manual). This shall be
Page 34 -1
AI – OPS - 001
Chapter 34
carried by a Team comprising of at least a senior pilot and

an engineer. The Chief of Flight Safety will const itute these
Two Teams, 1) Operations and 2) Engineering, for this
purpose. The Operations Team shall cover areas of
Operations, I n-Flight Services, Cargo and Commercial
(Traffic Services) Departments. The Engineering Team
shall cover areas of Engineering, Ground Services and
Stores Departments.
34.0.3 SPOT CHECK AND SURVEILLANCE
34.0.3.1 SPOT CHECK/SURVEILLANCE TEAM

COMPOSITION
The spot check team shall consist of suitably qualified
officers from the Flight Safety Department. I t shall consist
of at least two members. The lead auditor must be suitably
qualified.
The surveillance check may be carried out by a qualified

flight safety officer.
The Chief of Flight safety/ Dy.Chief of Flight Safety will

ensure competency and suitability of the trainee auditors,
prior to appointing them as an understudy in an audit. A
trainee auditor cannot be the lead auditor.
34.0.3.2 QUALIFICATION AND EXPERIENCE REQUIRED

TO CARRY OUT SPOT CHECK
He/ She shall be a Flight Safety Officer with minimum 3
year aviation experience. He/ She should have undergone
on job training for at least three audits covering Base
audit. He/ She should have carried out a minimum of 3 spot
checks including a base station as understudy along with
the spot check team.
34.0.3.3 SPOT CHECK / SURVEILLANCE REPORT AND ATR
Page 34 -2
AI – OPS - 001
Chapter 34
a. The senior most flight safety officer in the team shall

submit the inspection report.
b. The spot check/ surveillance report shall include the

findings and the recommendations.
c. The spot check/ surveillance report shall be forwarded to

the Station Manager/ concerned department in-charge by
Flight Safety Department for taking corrective measures
which will be followed up by the Action Taken Report
(ATR) team.
34.0.4 MANDATORY SPOT CHECKS/INSPECTIONS
34.0.4.1 INSPECTION OF LOAD AND TRIM SHEET
“Load and Trim Sheet” documents Inspection shall be

carried out @ 0.01% flights per month including
outstations. The inspection shall be carried out for the
requirements laid down in the CAR Section 2- Series F Part
XXI & Series X Part I I . Few of the important requirements
are listed below which are to be mandatorily checked for
conformity in addition to other findings :-
1. Overloading beyond RTOW.

2. Correct recording of baggage weight.
3. Authentic cargo manifestation.
4. Difference in number of passengers between manifest and
trim sheet.
5. Standard weights of crew and passengers are being used.
6. Loading of aircraft is within the limits as per RTOLW charts
with proper Center of gravity.
7. Check weather loading of the aircraft is being supervised.
8. Check to ensure the accuracy and proper filling up of load
and trim sheet for any irregularity.
Further the training and refresher records of the personnel

preparing the Load and Trim Sheet are to be scrutinized. Also to
check whether the manual Load & Trim Sheets are prepared by
each Load Sheeter at least one flight (aircraft type-wise) in a
Page 34 -3
AI – OPS - 001
Chapter 34
month, compared with Computerized Load Sheet and obtained

Flight Commander’s signature on the same. This is essential to
maintain their proficiency so that it will not affect the safety of the
flight when computerized system is failed. The Division/ Section
ensures maintenance of such record and to be made available
during inspections/ spot checks.
34.0.4.2 APRON INSPECTION

The Flight Safety Department shall carry out at least
two apron inspections every month spread out to cover
all stations operated by Air I ndia Ltd. to ensure
adherence to apron discipline and procedures by
ground handling personnel, serviceability of ground
support equipment and other facilities.
34.0.4.3 OVERSIGHT OF ENGINEERING ACTIVITIES

The Flight Safety Department shall carry out spot check
on Engineering Divisions viz. Line Maintenance, Quality
Division, Engineering Hangar and Engineering Stores of
the base stations as per the directions of the Chief of
Flight Safety. Also the Engineering setup of all line
stations is inspected during I nternal Safety Audit . I n
addition, compliance with MEL requirements shall be
ensured and proper documentation shall be maintained.
34.0.4.4. INSPECTION OF PRE/POST FLIGHT MEDICAL

EXAMINATION
Flight safety department shall carry out inspections on
preflight/ post flight medical check facilities in order to
ensure compliance of regulatory requirements. The
inspections shall be carried out as per the direction of
the Chief of Flight Safety.
PFMC shall carry out by Medical Services-Air I ndia as
per CAR SECTI ON 5 – AI R SAFETY SERI ES ‘F’ PART III.,
Refer annexure A and B for the format of Register to be
maintained and Form to be used for positive cases
respectively, while carrying out PFMC.
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in I ndia 100% of ‘flight crew

For flight originating
member’ and 100% of ‘cabin crew member’ shall be
subjected to Pre-flight Medical Check for alcohol
consumption herein after referred as ‘PFMC’.
After reporting to the medical officer for PFMC, the crew

member shall sign the undertaking in the pre-flight
examination book for alcohol that ‘I confirm that I am
not under the influence of alcohol’. Date and time must
also be recorded. Once a crewmember signs the
undertaking, the doctor will carry out the pre-flight
medical examination as per the procedure detailed in
the SECTI ON 5 – AIR SAFETY SERIES ‘F’ PART III .
I n case of positive cases, the second test shall be

carried out in the presence of the Duty officer (Flight
Dispatch) as a witness and result so obtained shall be
recorded and a print out taken as per the above
referred CAR. At outstations where flight
dispatch/ operation office set up is not available, the
Airport Manager/ Duty Officer of Air I ndia Traffic will act
as a witness.
All the positive cases shall promptly be reported by the

Duty Officer-Flight Dispatch or Airport Manager/ Duty
Officer of Air I ndia as the case may be, but not later
than 24 hours of occurrence to the Chief of Flight Safety
of Flight Safety Department, Air I ndia along with all
documents and printouts for reporting to Regional Air
Safety Offices of the DGCA and Director of Air Safety
(HQ). At the same time, the medical services
department should also inform Flight Safety
Department about such cases along with relevant
documents.
Additional crew member travelling as a passenger on

completion of duty or for positioning to operate flight
from the destination may not undergo PFMC. Such crew
member shall be subjected to PFMC from where he/ she
undertakes the flight.
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Any ‘crew member’ who tests positive in a post flight

medical test will also be construed to have acted in
contravention of Rule 24, Aircraft Rules 1937. The
details of their post flight medical check, licenses,
ratings, and approvals shall be immediately intimated to
the Director of Air Safety (HQ) and the concerned crew
member shall not be rostered for further flying. Action
shall be taken against such crew members in
accordance with the proviso of Schedule VI of the
Aircraft Rules, 1937. Pending action under Schedule VI
of the Rules, the involved crew member shall surrender
the licenses forthwith.
For flight originating from destinations outside I ndia

100% PFMC shall be carried out at an interval of 15
days at that station as per Para 3.3.1. This shall be
supplemented by post flight medical check. I t
shall be ensured that all the flights originating from
outstation are covered by post flight medical check
within a period of every 10 days i.e. three times in a
calendar month.
For domestic flights, post flight medical check shall not

be done as a matter of routine. I t shall be ordered by
representatives of Air Safety Directorate/ DMS (CA) of
DGCA and Chief of Flight Safety of Air I ndia.
Separate records of PFMC and post flight medical

check shall be maintained for the cockpit crew and the
cabin crew. All the relevant records must be preserved for
period of six months.
I n all positive cases, the concerned department will take

necessary action for the endorsement of license with
DGCA and other administrative actions initiated, if any, a
copy of the document shall be forwarded to Flight Safety
Department. The action on positive cases shall be
initiated by the department as per CAR Section 5 Series F
Part I I I .The release of crew must be with the
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concurrence of Chief of Flight Safety, Air I ndia after

having completed all the formalities of Counseling,
training, etc as per the regulations laid down by DGCA.
All the documents and the procedures being followed by

Medical Services including the type of instrument used, its
validity, etc. shall be verified during the spot check and
deviations or violations, if any, shall be recorded as
finding for corrective actions.
34.0.4.5 RAMP INSPECTION

The Flight Safety Department shall carry out at least two
ramp inspections per month to ensure compliance of the
laid down requirements.
34.0.4.6 INSPECTION OF FLIGHT DESPATCH /

OPERATIONS OFFICE
The Flight Safety Department shall carry out inspection of
the Flight Despatch Office at base and outstations as per
the directions of the Chief of Flight Safety.
The following items must be checked:
i. Despatchers Training / Ops. Manual for approval,

updating and legibility.
ii. Approval of all despatchers.
iii. Record of refresher training for despatchers
iv. Record of serviceability and adequacy of communication

network namely VHF / Telephone / Fax Machine.
v. Validity of R/ T set license.
vi. Validity of R/ T license held by despatchers.
vii. Aircraft briefcase (carry out random check of full contents

of any aircraft briefcase ready for dispatch) and last
updates of Company guidance manuals.
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viii. There is sufficient over-lap during shift change to ensure

proper continuity & briefing/ debriefing by Duty Manager.
ix. Availability of severe weather procedures, e.g.

Thunderstorm / monsoon.
x. Latest emergency procedures for Bomb Threat / Hi-jack

are available.
xi. Latest local airport Emergency Response plan, AI

Emergency Response plan and off route diversion guide is
available.
xii. Flight planning procedures for conformity with all

mandatory provisions.
xiii. Crew briefing and check for standardization :

1. Validity of NOTAMS.
2. Quality of charts and graphs used for crew briefing.
3. I mportant and recent information like runway closure,
night curfew, etc., are prominently displayed on
appropriate board.
4. Duty Officers log book for readability and relevance.
5. Duty Officer is fully prepared with information and

advisory for a diversion
6. During inclement weather.
7. Efficiency of flight-watch system.
34.0.4.7 FDTL MONITORING

Adherence to laid down limitations of Flight Time Limitat ions
(FTL) and Flight Duty Time Limitations (FDTL) as provided in the
applicable CAR will be monitored. FDTL Exceedance and Violation
reporting form for flight crew is made available on Flight Safety
Website. The report is forwarded to Operations and Flight Safety
Department on submission by the operating crew. FDTL for Cabin
Crew is ensured by the I n-Flight Services Department. However
the reports of adherence and exceedances are monthly sent to
Flight safety Department for monitoring.
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A Flight Safety Officer shall monitor the adherence,

exceedances and violations periodically. Spot Check shall be
carried out on scheduling activities as per the directions of
the Chief of Flight Safety.
34.0.4.8 INSPECTION OF GROUND EQUIPMENT AND

APRON DISCIPLINE
The serviceable ground services equipments holding for the
flight handling purpose are to be inspected for the condition,
presentability, provision/ condition of protective devices are
to be inspected at regular intervals.
The apron discipline should be observed for the various

personnel operating ground support equipment on the
Termac and equipment used on the flight for arrival and
departure activities including their proficiency by way of
checking their equipment operating permit at random. Also
to check the personnel working under the aircraft for the use
of PPEs, Florescent jackets etc.
34.0.4.9 INSPECTION OF TRAINING SETUP

The Flight Safety Department shall ensure that personnel
who perform functions the safety or security of aircraft
operations are required to maintain competence on basis
of continued education and training and if applicable for a
specified position, continue to satisfy any mandatory
technical competency requirements.
The Flight Safety Department shall carry out inspections on

Operations Training, Engineering Training, GSD Training,
Commercial Training and Security training of all personnel
including instructors and respective training facilities.
34.0.4.10 CABIN SURVEILLANCE

The Flight Safety Department shall carry cabin surveillance
as per the directions of the Chief of Flight Safety. The
surveillance shall cover the serviceability of safety
equipment on board the aircraft and cabin crew proficiency
on safety related matters.
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34.0.4.11 COCKPIT SURVEILLANCE

The Flight Safety Department shall carry out cockpit
surveillance as per the directions of the Chief of Flight
Safety. The surveillance shall be carried out by Type Rated
Examiners (TRE) or Type Rated I nstructors (TRI ) of Flight
Safety Department to ensure strict adherence to laid down
procedures and cockpit discipline. The frequency of cockpit
surveillance shall be increased during bad weather
conditions like monsoon, fog etc.
34.0.4.12 ADVERSE WEATHER/MONSOON CHECK

Regular checks shall be carried out for flights especially
during bad weathers, i.e., during monsoon and foggy
weather for detection and prevention of weather minima
violation.
34.0.4.13 COMMERCIAL AND OVERSIZED HAND BAGGAGE

SPOT CHECK
The Traffic services activities and handling/ monitoring of
Hand Bagg for its size and weight restrictions by the
Traffic services shall be checked at regular intervals as
per the directions of Chief of Flight Safety.
34.0.4.14 INSPECTION ON CARGO AND DANGEROUS

GOODS
The Flight Safety Department shall carry inspection of
Cargo and Dangerous Goods facility during the internal
safety audits and spot checks in order to ensure that DG
are being handle as per Dangerous Goods Regulations.
34.0.4.15 FLIGHT OPERATIONS QUALITY ASSURANCE

(FOQA)
The Flight Safety Department shall implement a FOQA
program for ensuring CVR & DFDR Monitoring in order to
ensure compliance with regulatory requirements. I n
addition to this, a quarterly trend analysis of the
exceedances shall be generated by the department and
shared with Operations Training for crew information
and corrective measures if necessary.
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34.0.4.16 LINE OPERATION SAFETY AUDIT (LOSA)

Line Operation Safety Audit (LOSA) shall be carried out
as per DGCA Operations Circular 3 of 2004 in
coordination with Operations Department and QMS by
trained LOSA Observers. The LOSA Observers shall
include line pilots, instructor pilots, safety pilots,
management pilots, members of Human Factors groups
and CRM facilitators.
34.0.5 REACTIVE PROGRAM
34.0.5.1 REPORTING OF ACCIDENTS/ INCIDENTS

I n accordance with Aircraft Rules, 2012 and Air Safety
Circular no. 5/ 82, all operators are required to report
notifiable incidents/ accidents to the office of DGCA. I n
case of an incident, the Report shall be faxed to Flight
Safety Department by the Station Manager/ concerned
Department. I n addition to this, the captain of the flight
shall raise an FSR online within the time stipulated by the
regulatory authority.
34.0.5.2 PERMANENT INVESTIGATION BOARD (PIB)

The Flight Safety Department shall constitute Permanent
I nvestigation Board to investigate all incidents involving
our aircraft, including incidents on ground. A routine PI B
shall be scheduled every fortnight and a special PI B shall
be constituted by the Chief of Flight Safety for incidents
which require detailed investigation where crew & other
concerned personnel need to be called.
34.0.5.3 IMPLEMENTATION OF RECCOMENDATIONS OF

INSPECTOR OF ACCIDENT/ COMMITTEE OF INQUIRY
AND COURT OF INQUIRY
The Flight Safety Department shall ensure that the
recommendations of inspector of accident/ committee of
inquiry/ court of inquiry are implemented. Specific audits
shall be conducted to establish that such
recommendations are implemented.
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34.1 FLIGHT SAFETY ANALYSIS PROGRAM

Chief of Flight Safety shall be the designated manager
responsible for the performance of Flight Safety Analysis
Program and for ensuring communication and
coordination with appropriate Operational Managers. He
shall report directly to Chairman and Managing Director.
The information obtained from Accident Prevention and

Flight Safety Analysis Program shall be maintained in
electronic form as following Data Bases: -
i. Flight Data Monitoring

ii. I ncident / Accident I nvestigation
iii. Audits and I nspections
iv. Anonymous / Confidential Reports
I n order to obtain meaningful lessons, all the above Data

shall be Analyzed and Reviewed quarterly. The purpose is
to identify significant Trends/ Problem Areas, if any, so
that timely measures can be taken to address them. As
required, Chief/ Deputy of Flight Safety shall issue Flight
Safety Bulletins as a means of mitigation.
This review will also help to identify I mprovement or

Decline in the level of Safety.
The data from the flight safety analysis program shall be

disseminated to appropriate
Operational personnel via E mails to appropriate

departments, Flight Safety Website and informatory
circulars.
34.1.1 AIRCRAFT ACCIDENT / INCIDENT & HAZARD

REPORTING
GENERAL
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This Chapter lays down guidelines for Reporting of Aircraft

Accident/ Serious I ncidents/ I ncident and other occurrences which
affect Safety of Aircraft Operation.
34.1.1.1 PROCEDURE FOR REPORTING OF ACCIDENT/
SERIOUS INCIDENT/ INCIDENT :
Aircraft (I nvestigation of Accidents and I ncidents) Rule 2012
reflects the procedure to be followed for the notification
requires when an incident or accident occurs to an aircraft
registered in I ndia or to a foreign registered aircraft when
operating in I ndia or flying over I ndia, then the pilot-in-
command of the aircraft or, if he be killed or incapacitated, the
owner, the operator, the hirer or other person on whose behalf
he was in command of the aircraft, or any relevant person, as
the case may be. As soon as is reasonably practicable but in
any case not later than 24 hours after he becomes aware of
the accident or the incident send notice thereof to the Aircraft
Accident I nvestigation Bureau by the quickest means of
communication available. Further the information is also to be
sent to Bureau by aerodrome operator; officer-in-charge of air
traffic control unit and the watch supervisory officer of air
traffic control unit.
An incident occurrence report must be submitted online/
faxed/ emailed/ telexed without delay to the Flight Safety
Department of AI CL utilizing any of the following:
WEBSITE: www.flightsafety.airindia.in
FAX (Boeing Fleet): +91-22-2615-7027,

Email: airsafety@airindia.in
FAX (Airbus Fleet): +91-11-2462-8938,
Email:aiflightsafetyhqrs@gmail.com
Telex: BOMOSAI (MENTION FSR AND FLIGHT
DETAILS)
The department shall report the incident to the DGCA office

concerned and in addition, shall also utilize the online
Accident I ncident Reporting System (AI RS) for reporting to
DGCA.
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All the occurrences shall be reported on the following

phone numbers and e-mail I Ds of Aircraft Accident
I nvestigation as required by Rule 4 & 18 of the The Aircraft
(I nvestigation of Accidents & I ncidents) Rules 2012.
Phone numbers + 9111 24610843,
24610848
Fax number + 9111 24693963
E-mail opsctrl@aai.aero
I n case the incident is of serious nature, immediately the
information has to be sent to the nominees of Aircraft
Accident I nvestigation Bureau (As per the Appendix G).
The notification shall be in plain language and contain as

much of the following information as is readily available,
i.e.
 for accidents the identifying abbreviation ACCI D,
for incidents I NCI D;
 manufacturer, model, nationality and registration
marks, and serial number of the aircraft;
 name of owner, operator and hirer, if any, of the
aircraft;
 qualification of the pilot-in-command, and
nationality of crew and passengers;
 date and time of the accident or incident;
 position of the aircraft with reference to some
easily defined geographical point and latitude and
longitude;
 number of crew and passengers; aboard, killed
and seriously injured; others, killed and seriously
injured;
 description of the accident or incident and the
extent of damage to the aircraft so far as is
known;
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 physical characteristics of the accident or incident

area, as well as an indication of access difficulties
or special requirements to reach the site; and
 presence and description of dangerous goods on
board the aircraft,
But notification shall not be delayed due to lack of

complete information. However the omitted details or any
other known relevant information shall be forwarded as
soon as it is possible.
Receipt of Incident/accident report within the
organization:-
The flight Safety Department has the accident/ incident
reporting system within the organization through
following channels:
i. Flight Safety Report raised by PI C of the flight.
ii. Air Traffic I ncident Reports.
iii. Air miss Reports
iv. EGPWS Occurrence Reports
Operational Occurrences.
v. Pilot/ Observer RA Reports
vi. Wild Life(Bird/ Animal) Strike Reports
vii. Any other incident reported by PI C.
viii. Preliminary I nvestigation Report raised by QC/ CAM.
– Engineering Occurrences.
The reporting forms are given at 34.3 of this chapter.
The occurrences listed in para 34.2.3, which are likely to

endanger the safety of aircraft operations, would come
under the category of incidents and shall be reported to the
DAS. These occurrences shall be reported by the Pilots,
Engineers and other nominated personnel of the airline to
the Flight Safety Department.
34.1.2 ANONYMOUS/CONFIDENTIAL/VOLUNTERY
REPORTING :
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All personnel are encouraged to bring to t he notice of the

Flight Safety Department any hazards, deficiencies and safety
or security concern including reporting of hazards or concerns
resulting from or associated with human performance.
These reports may be Anonymous or Confidential and should

be forwarded to Chief of flight Safety. These Reports may
be sent through Email or even telephonically to the
Executives/ Officers of Flight Safety Department.
Whenever, a Voluntary Report is received with identity of

reporter, an acknowledgement will be sent before de-
identifying the report. All reports received by Flight Safety
Department will be given reference number after de-
identification. These reports will be closed if no action is
considered necessary after review. However, if any issue is
identified, the report will be marked “OPEN”. It will be closed
only after satisfactory action is taken by the concerned
departments. The corrective action taken shall also be
informed to the personnel who had raised the confidential
report.
I ssues raised in Anonymous / Confidential Reports shall be

analyzed to address Operational Deficiencies, Hazards or
Concerns identified through such reports. I f a safety issue is
identified, a report shall be sent to responsible Operational
Managers for development and implementation of appropriate
action to correct the situation.
Anonymous/ Confidential Reporting is Non-Punitive and

absolute Confidentiality is maintained.
I t is important for the success of this program that all flight

and Cabin crew members share the common organizational
responsibility of identified hazards in order that action is taken
to mitigate them.
The Safety concerns identified through this process along

with the action taken would be disseminated all concerned
personnel through safety bulletin.
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All Anonymous reports should be send to the following

officials as per AI C 08/ 2011: -
The present Coordinator and alternate Coordinator are:
1. A.K.Sharan, Jt. Director General of Civil

Aviation, Tel.No.24611504(Off),
Fax: 24636291, e-mail: ak.sharan@nic.in
2. B.S.Rai, Dy. Director General(Air Safety),Tel:
No. 24629539,
Fax: 24616715 e-mail: bsrai.dgca@nic.in,
safety.dgca@nic.in
I nformation given will be de-identified at the level of

Coordinator and alternate Coordinator.
I t is assured that no punitive action will be taken on such

voluntary reporting made unless infringement relates to
unlawful / criminal / deliberate gross negligent unsafe
action. However, this Voluntary Reporting System is not a
substitute for statutory mandatory incident reporting
system, which will continue to function.
34.2 LIST OF REPORTABLE OCCURANCES:
34.2.1 OCCURRENCES REQUIRED TO BE REPORTED

Occurrences which are likely to endanger the safety of Aircraft
Operations shall be reported to DGCA. The notice and
information of occurrence as stipulated in the Rules shall be
sent as soon as possible by the quickest means available and
in any case within 24 hours by the person in command of the
aircraft or if he be killed or incapacitated the owner, operator,
the hirer or other persons on whose behalf he was in
command of the aircraft to the a) Director General of Civil
Aviation (Attn: Director Air Safety, Hqrs.), the Regional Air
Safety Office(s) where the Operator is based and where the
location of the occurrence falls and b) information to District
Magistrate and the Officer I ncharge of the nearest police
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station. The list of reportable occurrences as per Air Safety

Circular no. 5 of 1982.
34.2.2 LIST OF REPORTABLE INCIDENTS:
A. DAMAGE TO AN AIRCRAFT:
1. Any failure of aircraft primary structure.
2. Damage which necessitates repair before further flight,

due to, for example, ingestion, collision, meteorological
conditions, hard or suspected hard landing, overweight
landing, overheating, incorrect techniques or practices,
etc.
3. Any failure of non-primary structure which endangers

the aircraft.
4. Any part of the aircraft becoming detached in flight.
B. INJURY TO A PERSON:
5. This is intended to include any minor injury sustained

by a passenger or member of the aircraft crew while on
board the aircraft, for example injury to a passenger as a
result of turbulence, or the scalding of a member of the
cabin staff as a result of faulty design, inadequate
servicing, or the incorrect handling of galley equipment.
C. IMPAIRMENT DURING FLIGHT OF THE CAPACITY OF A

MEMBER OF THE FLIGHT CREW TO UNDERTAKE THE
FUNCTIONS TO WHICH HIS LICENCE RELATES:
6. Such impairment could be caused by the onset of

illness (e.g. food poisoning), the injudicious use of
therapeutic drugs, alcohol, etc. Judgment as to whether
such impairment "endangers" the aircraft is relevant in
this case.
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D. THE USE IN FLIGHT OF ANY PROCEDURE TAKEN FOR

THE PURPOSES OF OVERCOMING AN EMERGENCY:
7. Use, other than for training or test purposes, of any

emergency equipment or prescribed emergency
procedures.
8. Use of any non-standard procedure adopted by the

crew to deal with an emergency.
9. Declaration of an emergency situation.
10. An emergency evacuation of the aircraft.
E. FAILURE OF AN AIRCRAFT SYSTEM OR OF ANY

EQUIPMENT OF AN AIRCRAFT
11. Fire or explosion.
12. Fire or smoke warning.
13. I n-flight engine shutdown or significant loss of power.
14. I nability to relight or restart a serviceable engine.
15. I nability to feather or unfeather a propeller, to

shutdown an engine or to control thrust.
16. Malfunction of the thrust reversal system.
17. Fuel system malfunctions affecting fuel supply and

distribution.
18. Malfunctions of the fuel jettisoning system.
19. Significant leakage of fuel, hydraulic fluid, or oil.
20. Occurrences where the use of alternative systems or

procedures has been necessary to obtain the desired
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aircraft configuration for any flight phase, e.g. flaps,

undercarriage, etc.
21. Total inability to achieve the intended aircraft

configuration for any flight phase.
22. Pressurization system malfunction necessitating a

changed flight plan, or the use of emergency or standby
oxygen system.
23. Build up of ice on the aircraft beyond the capability of

the ice-protection equipment.
24. Failure of ice-protection equipment.
25. Warnings of insecure hatches and doors during flight.
26. Smoke, toxic or noxious fumes in crew, passenger, or

freight compartments.
27. Engine surging (sufficient to cause loss of power or to

require subsequent remedial action).
F. ANY REPORTABLE OCCURENCE ARISING FROM THE

CONTROL OF AN AIRCRAFT IN FLIGHT BY ITS FLIGHT
CREW:
28. Abandoned take-off.
29. Unintentional deviation from intended track or altitude

caused by a procedural, systems or equipment defect.
30. Unplanned diversion or unscheduled return to

departure aerodrome.
31. Precautionary or forced landing.
32. Discontinued approach from below decision height

and / or due to ATC I nstructions.
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33. Unintentional contact with the ground, including

touching down before the runway threshold.
34. Over-running the ends or sides of the runway or

landing strip.
35. Serious loss of braking action.
36. Loss of control from any cause, e.g. turbulence.
37. Occurrence of a stall or activation of stick shaker or

stick push, other than for training or test purposes.
38. Operation, whether genuine or spurious, of the stall

warning (stick shaker) system, other than that for training
or test purposes.
39. Stiffness, limitation of movement or poor or delayed

response in the operation of any primary control.
40. Malfunction of any control.
41. Reversion to manual control of powered controls,

other than for training or test purposes.
42. I nadvertent incorrect operation of primary or ancillary

controls.
G. FAILURE OR INADEQUACY OF FACILITIES OR

SERVICES ON THE GROUND USED OR INTENDED TO BE
USED FOR THE PURPOSE OF, OR IN CONNECTION WITH
THE OPERATION OF AIRCRAFT :
(A) Failure or inadequacy of:
43. Aids to navigation.
44. Communications services.
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45. Prescribed letdown procedures.
46. Meteorological reporting and forecasting service.
47. Aerodrome lighting systems.
48. Facilities and procedures forming part of the ATS

system.
(B) Occurrences arising from:
49. Marking of obstructions or hazards on the

maneuvering area.
50. Facilities and procedures forming part of the ATS

system.
51. Receipt of incorrect or inadequate information from

the ground source (ATS, ATI S, meteorological broadcast,
etc.).
52. I ncorrect transmission receipt or interpretation of a

radiotelephone message (air-to-ground or ground-to-air).
53. Provision of an incorrect altimeter setting.
54. Misidentification of aircraft in the use of radar.
55. Setting of an incorrect SSR code.
56. Flight at a level or on a route different from that

allocated.
57. Separation between aircraft was less than that

prescribed for the situation.
58. Activation of Resolution Advisory (RA) on TCAS or

ACAS system.
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59. Less than the prescribed terrain clearance was

provided.
(C) Occurrences associated with the aerodrome environment:
60. Runway obstructed by foreign objects.
61. Major failures of runway guard-bar lighting.
62. Major failure or deterioration of surfaces in aerodrome

maneuvering areas.
63. Significant fuel spillage on the apron.
64. All undershoots, overshoots, or aircraft leaving the

runway paved areas.
65. Collision between moving aircraft and vehicles or any

other ground equipment.
66. Apron jet blast incidents.
H. ANY REPORTABLE OCCURRENCE ARISING FROM THE

LOADING OR THE CARRIAGE OF PASSENGERS, CARGO
(INCLUDING MAIL) OR FUEL:
67. Difficulty in controlling intoxicated, violent, or armed

passengers.
68. I ncorrect fuel loading.
69. Loading of unsuitable or contaminated fuel.
70. Carriage of hazardous or restricted cargo.
71. I ncorrect packaging of cargo.
72. I ncorrect storage of cargo.
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73. I ncorrectly secured cargo.
74. I ncorrect passenger loading.
I. AN OCCURENCE ENDANGERING THE SAFETY OF AN

AIRCRAFT, ITS OCCUPANTS, OR ANY OTHER PERSON:
75. Any incident arising from incorrect or misleading

information on maps and charts.
76. Use of incorrect oil, hydraulic fluid, or other essential

fluids.
J. MISCELLANEOUS OCCURRENCES:
77. Aircraft overdue or missing or when its position

becomes unknown for any period.
78. The safety of the aircraft or its occupants or of any

other person or property is jeopardized in any manner.
79. Tyre failure (Tyre capping detachment and tyre

burst).
80. All occurrences relating to the operation of aircraft

which are likely to receive publicity reflecting adversely on
the efficiency of the organization.
81. Any occurrences which in the opinion of the Director

Air Safety requires reporting action.
82. Hijacking or Bomb Scare.
83. Aircraft leaving the pavement during taxing, thus

aircraft damaging taxi-way or runway lights.
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84. Damage to third party.
85. Air-miss reports and bird hits shall continue to be

reported in the existing prescribed forms.
86. The tail strike incidents irrespective of consequential

damage or not shall be reported.
87. Death on Board.
88. Unauthorized taxiway or runway incursion.
89. Hard or suspected hard landing.
90. Exceedance of Aircraft Operating Limitations.
34.2.3 CLASSIFICATION OF OCCURANCE
As per the DGCA instructions, the information of The

I nternation Civil Aviation Organisation (I CAO) and
Commercial Aviation Safety Team (CAST) developed
common taxonomies and definitions for aviation
accident/ incident reporting system is enclosed herewith
as Appendix H.
34.3 FORMAT FOR SUBMITTING INITIAL REPORT:

Refer APPENDI X A to G below are the formats used for
reporting different occurrences.
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APPENDIX- A
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APPENDIX- B
AIR TRAFFIC INCIDENT REPORT
For use when submitting and receiving reports on air traffic incidents. I n
an initial report by radio, shaded items should be included.
A- AIRCRAFT B - TYPE OF INCIDENT
IDENTIFICATION AIRPROX/PROCEDURE/FACILITY
C-THE INCIDENT
1. General
a) Date & time of incident
…………………………………………………………….UTC
b) Position………………………………………………………………………………………
2. Own aircraft
a) Heading and route
…………………………………………………………………………………..
b) True airspeed…………………...measured in ( )
kt……………. ( ) km/h…………………………
c) Level and altimeter setting
d) Aircraft climbing or descending
( ) Level flight ( ) Climbing
( )Descending
e) Aircraft bank angle
( ) Wings level ( ) Slight bank
( ) Moderate Bank
( ) Steep bank ( ) I nverted
( ) Unknown
f) Aircraft direction of bank
( ) Left ( ) Right
( ) Unknown
g) Restrictions to visibility (select as many as required)
( ) Sun glare ( )Windscreen pillar
( ) Dirty windscreen
( ) Other cockpit structure ( ) None
h) Use of aircraft lighting (select as many as required)
( ) Navigation lights ( ) Strobe lights
( ) Cabin lights
( ) Red anti-collision lights ( )Landing I taxi lights
( ) Logo (tail fin)lights
( ) Other ( ) None
I) Traffic avoidance advice issued by ATS
( )Yes, based on radar ( )Yes, based on visual sighting
( )Yes, based on other information
( ) No
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j) Traffic information issued

( )Yes, based on radar ( )Yes, based on visual sighting
( )Yes, based on other information
( ) No
k) Airborne collision avoidance system - ACAS
( ) Not carried ( ) Type
( ) Traffic advisory issued
( ) Resolution advisory issued
( ) Traffic advisory or resolution advisory not issued
l) Radar identification
( ) No radar available ( ) Radar identification
( ) No radar identification
m) Other aircraft sighted
( ) Yes ( ) No
( ) Wrong aircraft sighted
n) Avoiding action taken
( ) Yes ( ) No
o) Type of flight plan I FR / VFR / none*
3. Other aircraft
a) Type and call sign / registration (if
known)……………………………………
b) I f a) above not known, describe below:
( ) High wing ( ) Mid wing
( ) Low wing
( ) Rotorcraft
( ) 1engine ( ) 2 engines
( ) 3 engines ( ) 4 engines
Marking, colour or other available
details………………………………………………………………..
………………………………………………..………………………………………………..…
…………………………………..………………………………………………..………………
c) Aircraft climbing or descending
( ) Level flight ( ) Climbing
( ) Descending
( ) Unknown
d) Aircraft bank angle
( ) Wings level ( ) Slight bank
( ) Moderate bank
( ) Steep bank ( ) Unknown
e) Aircraft direction of bank
( ) Left ( ) Unknown
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f) Lights displayed
( ) Navigation lights ( ) Strobe lights
( ) Cabin lights
( ) Red anti-collision lights ( ) Landing / taxi
lights
( ) Other
g) Traffic avoidance advice issued by ATS

( ) Yes, based on radar
( ) Yes, based on visual sighting
( ) No ( ) Unknown
h) Traffic information issued
( ) Yes, based on radar ( ) Yes, based on visual sighting
( ) Yes, based on other information

( ) No ( ) Unknown
i) Avoiding action taken
( ) Yes ( ) No ( ) Unknown
4. Distance
a) Closest horizontal distance …………………………………………
b) Closest vertical distance…………………………………………..
5. Flight weather conditions
a) I MC / VMC*
b) Above I below* clouds / fog / haze or between layers'
c) Distance vertically from cloud………………….m / ft'
below…………………………...m / ft* above
d) I n cloud / rain / snow I sleet / fog / haze*
e) Flying into / out of sun
f) Flight visibility…………………………….m / km`
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6. Any other information considered important by

the pilot-In-command.
……………………………………………………………………………………
……….……………………………………………………………………………
……………………………………………………………………………………
………….
D - MI SCELLANEOUS
1. I nformation regarding reporting
aircraft…………………………………………………..
a) Aircraft registration…………………………………….
b) Aircraft type……………………………………………………
c)Operator…………………………………………………………………...
d) Aerodrome of departure…………………………………………
e) Aerodrome of first
landing…………………….destination……………………. ……………
i) Reported by radio or other means
to……………….Name of ATS unit) at time ……………….. UTC
g) Date / time / place of completion of form
…………………………………………………. ……………..
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2. Function, address and signature of person submitting report
a)Function………………………………………………………………………………….…
b)Address…………………………………………………………………………………….
c) Signature ……………………………………………………………………..
d) Telephone Number…………………………………………………………
3. Function and signature of person receiving report
a) Function…………………………B) Signature………………………………….
E- SUPPLEMENTARY I NFORMATI ON BY ATS UNI T CONCERNED
1. Receipt of report
a) Report received via AFTN / radio / telephone / other

(specify)………………………………………….
b) Report received by……………………………….…..(Name of ATS

unit).
2. Details of ATS action
Clearance, incident seen (radar / visually, warning given, result of local

enquiry, etc.
………………………………………………………………………………………………………
………………………………………………………………………………………………………
………………………………………………………………………………………………………
………………………………………………………………………………………………………
DIAGRAMS OF AIRPROX
Mark passage of other aircraft relative to you, in plan on the left and in
elevation on the right, assuming YOU are at the centre of each diagram.
I nclude first sighting and passing distance.
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APPENDIX- C
AIRMISS REPORT
[ For the use by pilots reporting close proximity of another aircraft
in flight and by Air Traffic Control Officers receiving such reports
by telephone]
SECTION - I (A-M): Relevant to reporting pilot and Aircraft only.
TYPES OF MESSAGE A Text of message for
transmission, where
appropriate.
AI RMI SS REPORT
Name Of Pilot B
Airline or operator C
I dentification markings of D
aircraft
Aircraft type E
Radio Call Sign F
Aerodrome of departure G
Aerodrome of destination H
Estimated position of time of I
incident and heading
Date and time of incident (Use J
UTC only)
Altitude and Altimeter Setting K
Type of Flight Plan L
SECTI ON-I I (N-Q): Details of M
I ncident
Flight weather conditions at N
time of incident (Give further
information at item if
necessary)
Description of another aircraft O
(Type markings, coloring,
lighting and other available
details)
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P
Description of incident (Give
full information including
details of respective flight
paths and estimated vertical
and horizontal distance
between aircraft)
Weather incident reported by Q
radio, telephone or teleprinted
and to which ATC
Date:_____________________
Time:______________________of completion of form.
Signature of Pilot making report
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APPENDI X- D
EGPWS OCCURRENCE REPORT
1 Name of Operator :
2 Date and Time of Occurrence :
3 Type of Aircraft :
4 Aircraft Registration :
5 Crew Details :
Captai
n
First Officer :
6 Location (Latitude/ Longitude or :
Geographical position in relation to a
ground feature or Navigation aid)
7 Altitude and flight path :
8 Alert provided :
9 Action taken :
1 Comments of Crew :
0
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APPENDI X- E
PILOT/OBSERVER RA REPORT
Aircraft Operator___________________________________
Pilot Observer
Name___________________________________
Telephone___________
Aircraft I D______________________Aircraft
Type______________
Aerodrome of Departure ______________ Destination

__________
Date and time of event ________________UTC

Own aircraft altitude ___________________________________
Own aircraft position FI R __________ VOR__________

Radial_________ DME____________
Or LAT_____________ LONG_______________
………………………………………………………………………………………………
Phase of Flight
Take-off__________Climb__________Cruise
__________Descent__________Hold________
Final_____________________ Missed approach___________
Clearance________________________________________ft/ FL
………………………………………………………………………………………………
TA Information
TA issued ? YES NO
Visual contact prior to RA ? YES NO

ATS advisory ? YES NO
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…………………………………………………………….………………………………
RA Information
I ntruder bearing : o'clock
I ntruder range : NM
Relative altitude : ft..
Type of RA : (climb, crossing climb, VSL500, etc.)
Did you follow the RA ?
: YES :NO
I f applicable, did ATS instruction conflict with the RA ?
: YES :NO
General information
Flight conditions :
I MC__________VMC__________Day__________Night__________
Visibility : __________ NM
Air traffic service provided : En route control ________
Aerodrome/ Approach control : ____________Flight information
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APPENDI X- F
AIR SAFETY CIRCULAR 2 of 2011 OF DGCA
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APPENDI X- G
REPORTING OF SERIOUS INCIDENT/ACCIDENT
I mmediately the information of incident of serious nature has to

be sent to the following nominees of Aircraft Accident
I nvestigation Bureau.
Name Emails Contact No

asok.kumar@nic
Sh. G. Asok 011
.in
Kumar, JS, 24617692
MoCA
Pujajindal.moca@
Ms. Puja Jindal. 0996827730
nic.in
Dir. MoCA 1
bsr.dgca@nic.in
Shri. B. S. 0987193586
Rai,AAI B 4
Shri.R.S.Passi, rsp.dgca@nic.in 0986820637

AAI B 0
Shri. N. S. nsdagar@aai.aer 0981138542

Dagar, AAI B o 2
Note: The telephonic notifications shall be followed by written

information on the above e-mail I Ds. SMSs will not be taken as
a normal method of intimation as it lacks positive
communication.
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34.4 INCIDENT/ACCIDENT INVESTIGATION:
The sole objective of the investigation of an

accident/serious incident or incident shall be to
identify the root cause and recommend measures
to prevent recurrence.
AI R I NDI A LTD. has a defined process for investigation of
aircraft accidents and incidents and reporting of the same
to the regulatory authority, DGCA.
DGCA CAR SECTI ON 5 SERI ES 'C' PART I Para 5.7 states

that incidents other than the serious incidents shall be
investigated by the Permanent I nvestigation Board of the
Airlines under supervision of Officer of the Regional Air
Safety Office. The attendance of a representative of
Regional Air Safety Office in PI B meetings is mandatory
and the minutes of the meetings to be maintained in the
office for reference purpose. I f regional Air Safety Officer
is not available, the PI B meeting may be conducted with
permission from the regional Air Safety Office.
34.4.1 INCIDENT PIB INVESTIGATION
A Permanent I nvestigation Board has been constituted to

investigate all incidents involving our aircraft, including
incidents on ground. A routine PI B shall be scheduled
every fortnight and a special PI B shall be constituted by
the Chief of Flight Safety for incidents which require
detailed investigation where crew & other concerned
personnel need to be called.
34.4.2 COMPOSITION OF ROUTINE PERMANENT

INVESTIGATION BOARD
The PI B shall consist of members who are pilots, Aircraft
Maintenance Engineers and technical officers trained on
the various aircraft types in the fleet. I n addition, as far
as possible, there should be at least one member in the
PI B trained in Accident/ incident investigation. Members
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from other departments in the PI B should be fully

conversant with their job functions.
CONVENER ALTERNATE
Chief of Flight Safety Dy.Chief of Flight Safety/ CAM
MEMBERS
Chief of Training Sr. Pilot ( I nstructor/ Examiner)
Quality Manager (Engg) Dy. Quality Manager (Engg)
Dy. G.M. – GH (GSD) Asst. G.M. – GH (GSD)
Chief of Cabin Crew Dy. Chief of Cabin Crew
SECRETARY/ COORDINATOR
Asst. GM (Engg) Asst. GM (Tech)
34.4.3 SPECIAL PIB

Director-Air Safety (WR), DGCA or Chief of Flight Safety may call
for Special PI B (SPI B) investigation on any incident which may
deem to be investigated in detail depending on the severity of the
incident or the findings of the routine PI B.
The SPI B shall constitute of Officers from the FSD, Engineering

(Quality), Operations and any other department concerned.
An officer from the regional Air Safety Office of DGCA shall be an
observer.
Chief of Flight safety or Dy. Chief of Flight Safety will have the
power to summon any employee of the Airline to the FSD for
Clarification / Enquiry / I nvestigation in connection with any
Accident, I ncident, Hazard I dentification, Anonymous Report,
Voluntary Report etc. and place on record, statements / answers
from the individual (s) concerned.
NOTES:
1. The Board may co-opt members from other Departments
/ Other Officers from FSD whenever necessary.
2. The Board will investigate all incidents and accidents,
including those involving aircraft dry-leased by Air I ndia
Ltd., and submit its report to the Chief of Flight Safety
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who will forward the Board’s recommendations to the

departments concerned for expeditious implementation.
A copy of the report should be forwarded to the CMD.
3. The departments concerned will submit an Action Taken

Report (ATR) to the Exec. Director- Flight Safety after
recommendations of the PI B, are implemented.
4. All Departments are directed to extend full co-operation

to the PI B.
5. I nvestigations shall be completed within 3 months of the

incident.
6. The DGCA-Air Safety representative will be associated as

an observer.
7. Depending on the availability of personnel / existing

situation, the Chief of Flight Safety reserves the right to
suitably amend the composition of a PI B.
8. The Chief of Flight Safety shall inform the Accountable

Executive on the occurrence of a serious incident.
9. All PI B reports should be forwarded to CMD and DGCA.
34.5 PROCEDURE FOR INVESTIGATION OF INCIDENT

BY PIB
34.5.1 DOCUMENTATION
The investigating officials should obtain all documents
relevant to the incident.
The documents generally required to be examined may
include the following:
1. Flight Safety Report (FSR)
2. Pilots Report (PSR)
3. Hazard I dentification Report (HI R)
4. General Declaration (GD)

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5. Fuel and Navigation Flight Plan.
6. Sector page of Flight Report Book.
7. Load Sheet
8. Fuel / Oil uplift record.
9. Fuelling I nstructions, if any (As prepared

by the PI C)
10. NOTAMS
11. Met. Data
12. Take-off Data Card
13. Landing Data Card
14. Engineering Snag Rectification Record
15. Relevant extracts from the CVR transcript
16. Relevant extracts from the DFDR read-

out
17. ATC Voice Tape Transcript
18. I FS Report
19. Security Release Certificate
20. Training Records of crew involved
21. Any other documents relevant to the

investigation e.g. Passengers Report,
Flight Dispatch log, etc.
34.5.2 BRIEF NARRATIVE OF INCIDENT
This should include accurate description of events in

chronological order. I njuries to persons and damage to
aircraft or any other equipment must be highlighted.
Details of aircraft, flight and personnel involved must be
indicated.
34.6 AIRCRAT RULE 2012
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34.6.1 SUB-RULE 5: OBLIGATION TO INVESTIGATION:-
1. I n case of accident or an incident to an aircraft in the

territory of I ndia not withstanding its registration: -
a. the Central Government shall institute an

investigation into the circumstances of the
accident and shall be responsible for conducting
the investigation;
b. the Central Government shall institute an
investigation into the circumstances of the serious
incident, when the aircraft involved is of a
maximum mass of over 2250 kg or is a turbo-jet
airplane;
c. the Director-General shall institute an
investigation into the circumstances of all
incidents and serious incidents to aircraft not
covered by clause (b).
2. Not with standing anything contained in clause (c) of sub-

rule (1), where it appears to the Central Government that
it is expedient to hold an investigation into circumstances
of any incident or a serious incident covered by clause (c)
of sub-rule (1), it may, by order, institute an investigation
into circumstances of an incident or a serious incident to
any aircraft.
3. Classification by the Central Government of an occurrence

as accident or serious incident or incident shall he final
and binding.
4. I n case an accident or a serious incident to an I ndian

registered aircraft occurs at a location not being a
territory of any State then the Central Government shall
institute an investigation into the circumstances of the
accident or serious incident and shall be responsible for
conducting the investigation.
5. I n case I ndia is the nearest State to the scene of an
accident in international waters to an aircraft not
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registered in I ndia or not operated by an I ndian operator,

then the Central Government shall advise the State of
Registry to institute an investigation and the Central
Government in such a case shall provide assistance to the
extent it is able to and shall, likewise, respond to requests
by the State of Registry.
34.6.2 SUB-RULE 6: PARTICIPATION:-
1. I n case the Central Government has instituted an
investigation of an accident or a serious incident in
accordance with rule 5, then accredited representatives,
who are appointed by the following States, namely: -
a. the State of Registry;
b. the State of the Operator;
c. the State of Design; and
d. the State of Manufacture,
shall be permitted to participate in the investigation
2. The States referred to in sub-rule (1) shall also be entitled

to appoint one or more advisors to assist their accredited
representatives.
3. The States referred to in sub-rule (1) shall have the rights

and entitlements in accordance with the standards
stipulated under Annex 13.
4. A State which has a special interest in an accident by

virtue of fatalities or serious injuries to its citizens shall be
entitled to appoint an expert who shall have rights and
entitlements in accordance with standards stipulated
under Annex 13.
5. The-Central Government on receipt of a notification of an

accident or a serious incident to an I ndian registered
aircraft in the territory of another State, may appoint
accredited representative and advisors to participate in
the investigation and intimate it to the State of
Occurrence.
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34.6.3 SUB-RULE 7: PROTECTION OF EVIDENCE,

CUSTODY, REMOVAL AND PRESERVATION OF
DAMAGED AIRCRAFT:-
1. I n the case of an accident or a serious incident, which is
required to be notified under rule 4, the aircraft shall not,
except by a person under the authority of the Bureau, be
removed or otherwise interfered with:
Provided that-
a. the aircraft or any parts or contents thereof may
be removed or interfered with so far as may be
necessary by persons authorized to conduct
search and rescue operations for the purpose of
extricating persons or animals dead or alive, or
preventing the destruction of the aircraft and its
contents by fire or other cause or of preventing
any damage or obstruction to the public or to air
navigation or to other transport;
b. if the aircraft is wrecked on water, the aircraft or
any parts or contents thereof may be removed to
such extent as may be necessary for bringing it or
them to a place of safety by persons authorized
to conduct search and rescue operations;
c. goods may be removed from the aircraft under
the supervision and with the concurrence of an
officer of the Bureau or a person authorized by
the Bureau;
d. personal luggage of passengers' and crews' may
be removed from the aircraft under the
supervision of a Police Officer, a Magistrate, an
Officer of the Bureau or a person authorized by
the Bureau; and
e. Mails may be removed under the supervision of a
Police Officer, a Magistrate, an Officer of the
Department of Posts and Telegraphs or an Officer of
the Bureau or a person authorized by the Bureau.
2. The Bureau may, for the purposes of any investigation

including preliminary investigation under these rules,
authorize any person or persons to take measures-
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a. to protect the evidence and shall include the

preservation, by photographic or other means, of
any evidence which might be removed, effaced,
lost or destroyed;
b. to maintain safe custody of the aircraft and its
contents and shall include protection against
further damage, access by unauthorized persons,
pilfering and deterioration; and
c. for preservation of the aircraft for such a period
as may be necessary for the purposes of an
investigation.
3. The person or persons authorized by the Bureau under

sub-rule (2) may thereupon have access to examine or
otherwise deal with the aircraft.
4. The owner of the aircraft or his nominated representative

shall have the right to be present during any examination
or other action taken under sub-rules (1) and (2):
Provided that the Bureau shall not be bound to postpone
any action which it may consider necessary under this
rule by reason of the absence of the owner or his,
representative.
5. I f a request is received from the State of Registry, the

State of. the Operator, the State of Design or the State of
Manufacture that the aircraft, its contents, and any other
evidence remain undisturbed pending inspection by an
accredited representative of the requesting State, the
Bureau shall take all necessary steps to comply with such
request, so far as this is reasonably practicable and
compatible with the proper conduct of the investigation
subject to the provisions of sub-rule (1).
6. Subject to the provisions of sub-rules (1), (2) and (3), the

Bureau shall release custody of the aircraft, its contents
or any parts thereof as soon as they are no longer
required for investigation, to any person or persons duly
designated by the State of Registry or the State of the
Operator, as the case may be.
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7. For the purpose of sub-rule (6), the Central Government

shall facilitate access to the aircraft, its contents or any
parts thereof:
Provided that, if the aircraft, it s contents, or any parts
thereof lie in an area within which the Central
Government finds it impracticable to grant such access, it
shall itself effect removal to a point where access can be
given.
34.6.4 SUB-RULE 8:- AIRCRAFT ACCIDENT

INVESTIGATION BUREAU:
1. For the purposes of carrying out investigation into
accidents, serious incidents and incidents referred to in
sub-rules (1), (2) and (4) of rule 5, the Central
Government shall set up a Bureau in the Ministry of Civil
Aviation known as the Aircraft Accident I nvestigation
Bureau of I ndia and appoint such number of officers
familiar with aircraft accident investigation procedures
and other persons, as it deems fit from time to time.
2. The Aircraft Accident I nvestigation Bureau shall funct ion
under overall supervision and control of Government of
I ndia, Ministry of Civil Aviation.
3. The Aircraft Accident I nvestigation Bureau shall discharge
the following functions, namely: -
a. obtaining preliminary report under rule 9 from

any person or persons authorized either under
sub-rule (1) of rule 9 or under sub-rule(2) of rule
7.
b. assisting the Central Government in setting up of
Committee of I nquiry and formal investigation
under these rules;
c. to facilitate the investigation and administrative
work of the Committees and Courts, whenever
necessary.
d. processing of the reports of Courts and
Committees of I nquiry received by the Central
Government, which includes-
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i. forwarding of the reports to the States

for consultation under sub-rule (1) of rule
14;
ii. forwarding the report made public by the
Central Government under sub-rule (2) of
rule 14 to the States as required under
Annex 13;
iii. forwarding the report made public by the
Central Government under sub-rule (2) of
rule 14 to lCAO if the mass of the aircraft
involved in accident or incident is more
than 5,700 kg;
e. follow-up the recommendations made by Courts
and Committees of inquiry and to ensure that are
implemented by the concerned agencies;
f. to process cases for a resolution by the Central
Government of disputes between the Bureau and
any agency regarding implementation of a
recommendation;
g. to formulate safety recommendation on the basis
of safety studies, including induction of new
technology to enhance safety, conducted from
time to time.
h. establish and maintain an accident and incident

database to facilitate the effective analysis of
information on actual or potential safety
deficiencies obtained, including that from its
incident reporting systems, and to determine any
preventive actions required;
i. to process obligations of the Central Government
under Annex 13 to the Convention relating to
I nternational Civil Aviation signed at Chicago on
the 7th day of December, 1944 as amended from
time to time
j. Any other functions, which the Central
Government may ask the Bureau to perform from
time to time under these rules.
4. The Aircraft Accident I nvestigation Bureau may, by
notification in the Official Gazette, and with the previous
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approval of the Central Government, make procedures,

not inconsistent with the provisions of the Act to carry out
the purposes of these rules and the functions referred to
in sub-rule (3).
5. ln particular, and without prejudice to the generality of
the foregoing power, such procedures may provide for all
or any of the following matters, namely: -
a. the persons required to notify the accidents and
incidents;
b. the notifications of accidents and serious
incidents to I nternational Civil Aviation
Organisation and the States for participation in
the investigation;
c. the investigation of aircraft accident and
incidents;
d. the format of preliminary and reports of
Committee of I nquiry and Formal I nvestigation
conducted under these rules;
e. the consolidation and follow-up of safety
recommendations made by the Committee of
I nquiry and Formal I nvestigation with the
agencies required to implement the
recommendations and require action taken
reports from these agencies; and
f. any other matter subsidiary or incidental to
aircraft accident and incident investigation.
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34.6.5 SUB-RULE 9: PRELIMINARY

INVESTIGATION:-
1. The Bureau may authorise any person including an officer
of the Bureau to conduct a preliminary investigation to an
accident or incident and to submit a preliminary report to
the Bureau in a specified format to assess the
classit1cation of the occurrence and t he expertise needed
for detailed investigation under rules 11 or 12, if
considered expedient by the Central Government.
2. The person authorised to conduct the preliminary
investigation shall: -
a. have powers under rule 10 of Aircraft Accident

I nvestigator; and
b. have access examine or otherwise deal with the
aircraft as provided under sub-rule (3) of rule 7.
34.6.6 SUB-RULE 10: POWERS OF AIRCRAFT ACCIDENT

INVESTIGATOR:
For the purposes of investigation of accidents and
incidents an Aircraft Accident I nvestigator shall have
power-
a. to require the attendance of any person, by summons
under his hand, whom he thinks fit to call before him and
examine for such purpose and to require answers or
returns to any inquiries he thinks fit to make;
b. to require any such person to make and to sign a

declaration regarding the true nature of the statements
made by him;
c. to require and enforce the production of all books, paper,
documents and articles which he may consider necessary
for the investigation, and to retain any such books,
papers, documents and articles until completion of the
investigation;
d. to have access to and examine any aircraft and its
components involved in the accident or incident, the place
where the accident or incident occurred or any other
place, the entry upon and examination of which appears
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to the I nvestigator necessary for the purpose of the

investigation.
34.6.7. SUB-RULE 11: COMMITTEE OF INQUIRY:-

1. The Central Government may, at its discretion appoint a
Committee of I nquiry composed of two or more persons
to hold an inquiry into an aircraft accident or a serious
incident and such a Committee shall have the same
powers as an Aircraft Accident I nvestigator under rule 10.
2. The I nquiry shall be held in private.
3. The Central Government may notify in such manner as it
may think fit that an inquiry is being held and :every such
notice shall state that any person who may desire to
make representations concerning the circumstances or
causes of the accident may do so in writing within the
time specified in the notice.
4. When a person other than an officer of Government is
appointed as a member of the Committee of I nquiry he
may be granted such fee and expenses as may be
determined by the Central Government.
5. Every person summoned by the Committee of I nquiry as

a witness in accordance with these rules shall be allowed
such expenses as the Central Government may from time
to time determine.
6. The Committee of I nquiry shall make a report to the
Central Government in the format specified by the Bureau
based on relevant standards of Annex 13.
34.6.8 SUB-RULE 12: FORMAL INVESTIGATION:-

Where it appears to the Central Government that it is
expedient to hold a formal investigation of an accident, it
may, whether or not an inquiry has been made under rule 11,
by order, direct a formal investigation to be held and with
respect to any such formal investigation the following
provisions shall apply, namely: -
1. The Central Government shall appoint a competent
person (hereinafter referred to as "the Court"), to hold
the investigation, and may appoint one or more persons
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possessing legal, aeronautical, engineering, or other

special knowledge to act as assessors. I t may also direct
that the Court and the assessors shall receive such
remuneration as it may determine.
2. On the appointment of the Court, all other investigations
ordered under these rules shall be treated_ as closed and
all relevant material on the subject shall be transferred to
the Court.
3. The Court shall hold the investigation in open court in
such manner and under such conditions as the Court may
think fit for ascertaining the causes and circumstances of
the accident and for enabling it to make the report
hereinafter mentioned:
Provided that where the Court is of opinion that holding

the investigation is likely: -
a. to be prejudicial to the interests of any country;

or
b. to jeopardize the personal safety of a person who
is willing to make any statement or give evidence,
The Court may, hold in camera, the whole or part of the
investigation.
4. The Court shall have, for the purpose of the investigation,

all the powers of a Civil Court under the Code of- Civil
Procedure, 1908 (5 of 1908) and without prejudice to
these powers the Court may: -
a. enter and inspect, or authorize any person to
enter and inspect, any place or building, the entry
or inspection whereof appears to the Court
requisite for the purposes of the investigation;
and
b. enforce the attendance of witnesses and compel
the production of documents and material
objects; and every person required by the Court
to furnish any information shall be deemed to be
legally bound to do so within the meaning of
section 176 of the I ndian Penal Code (45 of
1860).
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5. The assessors shall have the same powers of entry and

inspection as the Court.
6. Every person attending as a witness before the Court
shall be allowed such expenses as the Court may consider
reasonable:
7. Provided that, in the case of the owner or hirer of any
aircraft concerned in the accident and of any person in his
employment or of any other person concerned in the
accident, any such expenses may be disallowed if the
Court, in its discretion, so directs.
8. The Court shall make a report to the Central Government
in the format specified by the Bureau based on relevant
standards of Annex 13.
9. The assessors shall either sign the report with or without

reservations, or state in writing their dissent there from
and their reasons for such dissent, and such reservations
or dissent and reasons, if any, shall be forward to the
Central Government with the report.
34.6.9. SUB-RULE 13: INVESTIGATION OF INCIDENT:

1. The Director-General may order an investigation of any
incident or a serious incident involving an aircraft covered
under clause (c) sub-rule (l)of rule 5, and may appoint a
competent and qualified person as I nquiry Officer for the
purpose of carrying out the investigation.
2. I n case the Central Government decides to investigate the
incident or serious incident under sub-rule (2) of rule 5,
the investigation ordered by Director-General under sub-
rule (1) shall be closed and all relevant material shall be
transferred to the Court or the Committee appointed by
the Central Government for its investigation.
3. The investigation referred to in sub-rule (1) be held in
private.
4. The I nquiry Officer shall have the same powers as an
Aircraft Accident I nvestigator under rule 10.
5. The I nquiry Officer shall make a report to the Director-
General in the format specified by the Bureau based on
relevant standards of Annex 13.
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6. The Director-General shall forward the report of the

I nquiry Officer to the Central Government with such
comments as the Director-General may think fit to make
and the Central Government may, at its discretion, make
the whole or part of any such report public in such a
manner as it may consider fit.
34.6.10. SUB-RULE 14: CONSULTATION AND FINAL

REPORT:-
1. The Bureau shall forward a copy each of the report
received from either the .Court under sub-rule (7) of rule
12 or Committee of I nquiry under sub-rule ( 6) of rule 11
to -
a. the State of registry,
b. the State of operator,
c. the State of design,
d. the State of manufacturer, and
e. the State that participated in the investigation in
accordance with sub-rule (4) of rule 6, inviting
their significant and substantiated comments on
the report within sixty days of its issuance.
2. The Central Government may either amend the report by
inclusion of the substance of the comments received
within sixty days of the issuance of the report or by
appending the comments thereto if so desired by the
State and may cause any such Final Report and
reservation or dissent and reasons, if any, to be made
public, wholly or in part, in such manner as it thinks fit.
3. The Final Report made public by the Central Government
shall be forwarded the States entitled to receive such
report under Annex 13. The report shall also be
forwarded to I CAO, if the mass of the aircraft involved in
the accident or incident is more than 5,700 kg.
34.6.11 SUB-RULE 15: REOPENING OF INVESTIGATION:-

Where it appears to the Central Government that any new
and material evidence has become available after completion
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of the investigation under rule 11 or rule 12, as the case may

be, it may, by order, direct the reopening of the same.
34.6.12 SUB-RULE 16: OBSTRUCTION OF PROCEEDINGS:
1. No person shall obstruct or impede the Court, Assessors
or members of the Committee of I nquiry or any other
person acting in the exercise of any powers or duties
under these rules.
2. No person shall without reasonable excuse fail to comply
with any summons or requisition of a Court or a
Committee of I nquiry or an Aircraft Accident I nvestigator
or any other person holding an investigation or an inquiry
under these rules.
Explanation.- For the purposes of this rule, when a

question arises as to whether a person has a reasonable
excuse, the burden of proving that he has a reasonable
excuse is upon him.
3. Any person, who obstructs or impedes the proceedings,

shall be punishable in accordance with the provisions of
sub-section (2) of section 10 of the Act.
34.6.13 SUB-RULE 17: NON-DISCLOSER OF RECORDS.-

1. The following records shall not be disclosed for purposes
other than the investigation of the accident except when
the Central Government determines that their disclosure
outweighs the adverse domestic and international impact
such action may have on that investigation or any future
investigations:
a. all statements taken from persons by the
investigation authorities in the course of their
investigation;
b. all communications between persons having been
involved in the operation of the aircraft;
c. medical or private information regarding persons

involved in the accident or incident;
d. cockpit voice recordings and transcripts from such
recordings;
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e. recordings and transcriptions of recordings from

air traffic control units;
f. cockpit airborne image recordings and any part or
transcripts from such recordings; and
g. Opinion expressed in the analysis of information,
including flight recorder information.
2. A record referred to in sub-rule (1) shall be included in a

Final Report or its appendices, or in any other report only
when it is relevant to the analysis of the accident or
incident and parts of the records not relevant to the
analysis shall not be included in the Final Report.
3. The Final Report shall not disclose the names of the

persons involved in the accident or incident.
34.6.14 SUB-RULE 18. MANDATORY INCIDENT

REPORTING SYSTEM:-
1. The Aircraft Accident I nvestigation Bureau shall establish
a mandatory incident reporting system to facilitate
collection of information on actual or potential safety
deficiencies.
2. The mandatory incident reporting system shall require the

relevant persons, service providers and stakeholders to
notify all accidents and incidents by most suitable and
quickest means to the Bureau and the Director-General
but in any case not later than 24 hours.
3. The Director-General shall immediately notify the Bureau

about the accidents and incidents containing information
as specified in sub-rule (2) of rule 4.
4. The relevant persons, service providers and stakeholders

specified in sub-rule (2) shall include-
a. the operator and the commander of an aircraft

which has a certificate of airworthiness issued by
the Directorate General of Civil Aviation;
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b. the operator and the commander of a foreign

aircraft operating to, from or through I ndia;
c. a person who carries on the business of
maintaining or modifying an aircraft, which has a
certificate of airworthiness issued by the
Directorate General of Civil Aviation, and a person
who carries on the business of maintaining or
modifying any equipment or part of such an
aircraft;
d. a person who carries on the business of
manufacturing an aircraft or any equipment or
part of such an aircraft, in I ndia;
e. a person who signs a certificate of release to
service for an aircraft, which has a certificate of
airworthiness issued by the Directorate General of
Civil Aviation, and a person who signs a certificate
of release to service for any equipment or part of
such an aircraft;
f. a licensee or manager of a licensed aerodrome or
a manager of an airport;
g. a person who performs a function as an air traffic
controller;
h. the organization which provides Air Navigation
Services;
i. a person who performs a function concerning the
installation. modification, maintenance,
repair, overhaul, flight-checking or inspection of air
navigation facilities which are utilized by a person
who provides an air traffic control service; and
j. a person who performs a function concerning the
ground-handling of aircraft, including fuelling,
servicing, load-sheet preparation, loading, deicing
and towing at an airport.
34.6.15 SUB-RULE 19: VOLUNTARY INCIDENT

REPORTING SYSTEM:-
1. The Aircraft Accident I nvestigation Bureau shall establish
a voluntary incident reporting system to facilitate
collection of information on actual or potential safety
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deficiencies that may not be captured by the mandatory

incident reporting system established under rule 18.
2. The voluntary incident reporting system established under
sub-rule (1) shall be non-punitive and afford protection to
the sources of the information and if considered
expedient by the Central Government, the information
may be collected through any other agency.
34.6.16 SUB-RULE 20: MAINTENANCE OF AN ACCIDENT

AND INCIDENT DATABASE:-
The Aircraft Accident I nvestigation· Bureau shall establish and
maintain an accident and incident database to facilitate the
effective analysis of information on actual or potential safety
deficiencies obtained and shall from its incident reporting
system determine any preventive actions, if required.
34.6.17 SUB-RULE 21: SAVING:-

Nothing in these rules shall limit or otherwise affect the power
of the Central Government regard to the cancellation,
suspension or endorsement of any licence or certificate issued
under the Aircraft Rules, 1937.
34.6.18 SUB-RULE 22: PENALTIES:-

Any person who contravenes, or fails to comply with, any of
these rules, or the regulations made under sub-rule (4) and
(5) of rule 9, or sub-rules (1) and (2) of rule 15 shall be
punishable in accordance with the provisions of the sub-
section (2) of section 10 of the Act.
34.6.19. SCHEDULE A: SERIOUS INCIDENTS:-

1. Serious incident means an incident involving
circumstances indicating that there was a high probability
of an accident and associated with the operation of an
aircraft which, in the case of a manned aircraft, takes
place between the time any person boards the aircraft
with the intention of flight until such time as all such
persons have disembarked, or in the case of an
unmanned aircraft, takes place between the time the
aircraft is ready to move with the purpose of flight until
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such time as it comes to rest at the end of the flight and

the primary propulsion system is shut down.
2. The incidents listed are typical examples of incidents that

are likely to be serious incidents. The list is not exhaustive
and only serves as guidance to the definition of serious
incident.
a. Near collisions requiring an avoidance maneuver

to avoid a collision or an unsafe situation or when
an avoidance action would have been
appropriate.
b. Controlled flight into terrain only marginally

avoided.
c. Aborted take-offs on a closed or engaged runway,

on a taxiway (Excluding authorized operations by
helicopters) or unassigned runway.
d. Take-offs from a closed or engaged runway, from

a taxiway (Excluding authorized operations by
helicopter) or unassigned runway.
e. Landings or attempt landings on closed or

engaged runway, on a taxiway or unassigned
runway,
f. Gross failures to achieve predicted performance

during take-off or initial climb.
g. Fires and smoke in the passenger compartment,

in cargo compartments or engine fires, even
though, such fires were extinguished by the use
of extinguishing agents.
h. Events requiring the emergency use of oxygen by

the flight crew.
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i. Aircraft structural failures or engine

disintegrations including uncontained turbine
engine failures, not classified as an accident.
j. Multiple malfunctions of one or more aircraft

systems seriously affecting the operation of the
aircraft.
k. Flight crew incapacitation in flight.
l. Fuel quantity requiring the declaration of an

emergency by the pilot.
m. Runway incursions classified with severity A. The

Manual on the Prevention of Runway I ncursions
(Doe 9870) contains information on the severity
classifications.
n. Take-off or landing incidents. I ncidents such as
under-shooting, overrunning or running off the
side of runways.
o. System failures, weather phenomena, operations

outside the approved flight envelope or other
occurrences which could have caused difficulties
controlling the aircraft.
p. Failures of more than one system in a

redundancy system mandatory for flight guidance
and navigation.
34.6.20 SCHEDULE B: GUIDANCE FOR DETERMINATION

OF AIRCRAFT DAMAGE:-
1. I f an engine separates from an aircraft, the event is
categorized as an accident· even if damage is confined to
the engine.
2. A loss of engine cowls (fan or core) or reverser
components which does not result in further damage to
the aircraft is not considered an accident.
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3. Occurrences where compressor or turbine blades or other

engine internal components are ejected through the
engine tail pipe are not considered an accident.
4. A collapsed or missing random is not considered an

accident unless there is · related substantial damage in
other structures or systems.
5. Missing flap, slat and other lift augmenting devices,
winglets, etc., that are permitted for dispat ch under the
configuration deviation list (CDL) are not considered to be
an accident.
6. Retraction of a landing gear leg, or wheels-up landing,
resulting in skin abrasion only. I f the aircraft can be safely
dispatched after minor repairs, or patching, and
subsequently undergoes more extensive work to effect a
permanent repair, then the occurrence would not be
classified as an accident.
7. I f the structural damage is such that the aircraft
depressurizes, or cannot be pressurized, the occurrence is
categorized as an accident.
8. The removal of components for inspection following an
occurrence, such as the precautionary removal of an
undercarriage leg following a low-speed runway
excursion, while involving considerable work, is not
considered an accident· unless significant damage is
found.
9. Occurrences that involve an emergency evacuation are
not counted as an accident unless someone receives
serious injuries or the aircraft has otherwise sustained
significant damage.
Note 1.- Regarding aircraft damage which adversely

affects the structural strength, performance or flight
characteristics, the aircraft may have landed safely, but
cannot be safely dispatched on a further sector without
repair.
Note 2.- I f the aircraft can be safely dispatched after

minor repairs and subsequently undergoes more
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extensive work to effect a permanent repair then the

occurrence would not be classified as an accident.
Likewise if the aircraft can be dispatched under the CDL
with the affected component removed, missing or
inoperative, the repair would not be considered as a
major repair and consequently the occurrence would not
be considered an accident.
Note 3.- The cost of repairs, or estimated loss, such as

provided by insurance companies may provide an
indication of the damage sustained but should not be
used as the sole guide as to whetl1er the damage is
sufficient to count tl1e occurrence as an accident.
Likewise, an aircraft may be considered a 'hull loss"
because it is uneconomic to repair, without it having
incurred sufficient damage to be classified as an accident.
34.7 INVESTIGATION
The following aspects should be included / covered:
1. Recording of statements and examination of witnesses;
2. I nspection of Aircraft / Equipment / I nstallations etc.
relevant to the incident.
3. Collection of evidence (Documents, Photographs etc.).
4. Cross-examination of witnesses;
5. Scrutiny of documents
6. Clarification and / or supplementary information from
aircraft manufactures or organizations like DGCA, FAA,
CAA, JAA, I ATA, I CAO etc;
7. Entry in the e-database for type of incident, type of
aircraft and person(s) concerned, etc.
34.8 FINDINGS
The findings should include the following:
1. Most likely cause/ s of the incident;
2. Apportion blame, if any; with identity of person(s) blamed
so that a trend can be monitored.
3. Any other factors indirectly contributing to the incident
such as:
i) Human factors (health, fatigue, emotional state
etc.);
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ii) Technical factors e.g. serviceability of ground

support equipment, airport facilities, etc.
iii) Environmental factors (weather, surface
conditions, etc.);
iv) Previous training, safety record of the crew /
ground personnel;
v) Any erroneous inputs from supporting services
such as Flight Despatch, Traffic, Engineering , Ground
Services , ATC, MET, Security, etc.;
34.9 FORMAT FOR FINAL INVESTIGATION REPORT
AI R I NDI A LTD.
ROUTI NE PI B (RPI B) REPORT REF. # / ______
I ncident - …………
Flight No. / Date / Sector :
Place of incident : ………..
Manufacturer and Model : .……….
Registration : VT- …..
I nvestigation Authority : PI B, AI R I NDI A

LTD.
Representative of DGCA associated in PIB : ………………….
PI B held on date(s) : …………….
34.9.1 FACTUAL INFORMATION
34.9.1 .1 History of the flight:
34.9.1.2 Injuries to persons :
34.9.1.3 Damage to the Aircraft :
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34.9.1.4 Other damage :
34.9.1.5 Personnel Information :
Flight Age License Validity Experience

Crew Type &
No.
)
Comman
der:
) First
Officer:
Pertinent information regarding other personnel, when relevant.
34.9.1.6 Aircraft Information:

a) TSN
b) CSN
c) Brief statement on airworthiness and maintenance of the
aircraft (indication of deficiencies known prior to and during the
flight to be included, if having any bearing on the accident).
d) Brief statement on performance, if relevant, and whether the
mass and centre of gravity were within the prescribed limits
during the phase of operation related to the accident. (I f not
and if of any bearing on the accident give details.)
e) Type of fuel used (if applicable)
34.9.1.7 Meteorological Information

(a) Brief statement on the Meteorological conditions
appropriate to the circumstances including both
forecast and actual conditions and the availability of
meteorological information to the crew.
(b) Natural light conditions at the time of accident/

incident and visibility
(Sun, Light, Moonlight twilight etc.)
34.9.1.8 Aids to Navigation
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I nformation on Navigational aids available including

landing aids such as GCA, I LS etc. and their effectiveness
at the time.
34.9.1.9 Communication
34.9.1.10 Aerodrome Information
34.9.1.11 Flight Recorders
Location of the flight Recorder, installation in the aircraft their

condition on recovery and pertinent data available there from
NOTE: The term flight Recorder is used as a generic term that

includes flight Data Recorder, Voice Recorder and any other such
type of recorder which may be deployed.
CVR :
DFDR :
34.9.1.12 Wreckage & Impact Information :
34.9.1.13 Medical & Pathological Information :
34.9.1.14 Fire
I f fire occurred, information on the nature of the occurrence and
the fire fighting equipment used and its effectiveness
34.9.1.15 Survival Aspects
34.9.1.16 Tests & Research
34.9.1.17 Organizational & Management Information
34.9.1.18 Additional Information
34.9.1.19 Useful or Effective Investigation Techniques
NOTE: - Notifiable fatal accidents are investigated by Court of

enquiry/ Committee of I nquiry. Notifiable non-fatal accidents are
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investigated by I nspector of Accidents and Air I ndia Ltd. Board of

I nquiry, separately.
34.9.2 Findings
34.9.3 Conclusion
Reproduce in (a) and (b) below the test of the report in its
entirety unless it is inadvisable because of length or complexity
(a) Findings: indicate the most significant determination of the
fact-finding and analysis
(b) Cause or probable cause (s)
34.9.4 Safety Enhancement Recommendations (S.E.R.) :
34.9.5 Action Taken Report (ATR) :
34.9.6 Appendices:
SI GNATURE OF THE BOARD MEMBERS WI TH DATES
A LIST OF ANNEXURES TO THE REPORT
(a) Meteorological data.
(b) A sketch plan indicating ground marks and probable path of

the flight prior to accident/ incident.
(c) Photographs of the scene of an accident/ incident.
(d) Statements of the crew and eyewitnesses.
(e) Particulars of any pail or parts which, it is considered may

have a bearing on the cause of accident incident.
(f) Tape transcript of R/ T conversation FDR and Cockpit Voice

Recorder read-outs.
Any other relevant documents.
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NOTE: The following information may also be furnished by the

Board for record purposes:
(a) Date of formation of Al Board of I nquiry ordered by the

authority concerned.
(b) Date of 1st Board meeting.
(c) Date of finalisation of the I nquiry Report
(d) Reasons for delay where applicable, in finalisation of the
inquiry Report (I n this connection,
refer DGCA's letter No. 15029/ 14/ 74-AS dated 23.7.1974).
34.10 RECOMMENDATIONS
Recommendations should include:
1. Preventive actions required to avoid recurrence of similar

incident.
2. To prescribe evaluation/ additional training of personnel;
3. To review any change in policies and procedures;
4. To suggest modifications in equipment / installations;
5. To consider issuance of circular for information of all

concerned;
6. Recommendation should be with regard to both

department and individual concerned.
7. Any other recommendation(s).
34.11 DEFINITION OF TERMINOLOGY IN PIBREPORTS:

SER: Safety Enhancement Recommendation is the
recommendation sent by Flight Safety Department to other
departments for policy or procedure changes to enhance safety.
SET: Safety Enhancement Training is the training module like

simulator training, CRM etc. recommended for crew by the Flight
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Safety Department as safety enhancement measure following

Report/ FOQA Analysis/ Voice Recorder Monitoring etc.
SAC: Safety Awareness Capsule is the awareness program in

which a crew/ crew member is briefed on flight safety using aids
like 3D animation etc.
CT: Corrective Training is the training recommended by the Flight

Safety Department to improve a technique or correct certain
deficiency detected during an I ncident/ Accident I nvestigation or
following analysis of data.
34.12 CONCURRENCE BY MEMBERS
The PI B members are required to sign the reports. I n

case of any difference of opinion, a PI B member may
place a dissent note with the findings and
recommendations for perusal of Chief of Flight Safety.
34.13 APPROVAL OF PIB REPORT
The PI B report, prepared by its convener will be

submitted to the Chief of Flight Safety for approval, which
shall be final. The approved PI B report will be forwarded
to the Chairman & Managing Director, with copy
restricted to the department(s) concerned for
implementation of the recommendations. At no stage, will
parallel enquiries / investigations by other department(s)
be conducted.
A proper procedure is developed to follow ATRs on the
findings / recommendations of the Permanent
I nvestigation Boards. The relevant PI B report will be
closed subsequent to receipt of the ATR, which must
comply with all recommendations. Pending ATRs will be
discussed during PI B meetings.
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34.14 ACTION TAKEN ON THE RECOMMENDATIONS MADE

IN THE PIB REPORT AND THEIR COMMUNICATION
TO REGIONAL OFFICE / DAS HQRS
Six months after receiving the Action Taken Report in
respect of recommendations made in the investigation
report, the effectiveness of the corrective action will be
evaluated by the Secretary of the PI B, in consultation the
PI B convener.
For the purpose of evaluation the incident / accident data

of the proceeding six months will be considered.
The Procedures Manual of Aircraft Accident / I ncident

I nvestigation may be referred for the investigation of Accidents
and/ or Serious I ncidents in I ndia.
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34.15 AUTHORITY ISSUING ORDER FOR THE

INVESTIGATION OF ACCIDENT AND SERIOUS
INCIDENTS
The central govt. at its discretion under aircraft rule 2012,
by general or special order, can appoint any person for
the purpose of carrying out investigation for
accident/ serious incidents.
34.16 ROLE / DUTY OF OPERATOR IN ASSISTING THE

INVESTIGATION BY AN INQUIRY OFICER /
INSPECTOR OF ACCIDENTS / COMMITTEE OF
INQUIRY / COURT OF INQUIRY
The Director-General may specifies the manner in which
the aircraft accidents and incidents are to be notified,
guidelines and modalities to be adopted for classification,
investigation thereto and the responsibilities of various
organisations like the Airlines and other Departments/
agencies at the airport etc. in providing assistance with
regard to investigation. Flight Safety is responsible for
providing all necessary support to DGCA and other
regulatory authorities concerned, in accident
investigation.
Note :- The following information are the extract from the
Aircraft Rule 2012 and relevant section extracted for the
airline are reproduced below.
34.16.1 RESPONSIBILITIES OF OPERATOR IN

ACCIDENT/INCIDENT INVESTIGATION:-
As per Aircraft Rule 2012 following is the responsibility of
the operator during Accident/ I ncident I nvestigation:
1. Whenever an accident occurs, the Owner, Operator, Pilot -
in-Command, Co-pilot of the aircraft shall take all
reasonable measures to protect the evidence and to
maintain safe custody of the aircraft and its contents for
such a period as may be necessary for the purposes of an
investigation subject to the I ndian Aircraft Rules 2012.
Safe custody shall include protection against further
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damage, access by unauthorized persons, pilfering and

deterioration.
2. All the documents relating to the aircraft shall be

segregated and sealed by the Operator and shall be
handed over to DGCA Officers who shall determine the
adequacy of action as deemed appropriate and may seal
any other documents etc. pertinent to the investigation of
the accident as any of the material could be of use to the
investigating authority. The following are the broad
outlines of the records which should be segregated and
sealed as soon as possible after the accident occurs:
a) By Airline:
i. Flight folder consists of Operational Flight Plan, ATC Flight

Plan, MET folder, NOTAMS, Company Advisory, Takeoff
and landing data card.
ii. Training files of the Pilots and Cabin Crew including
recurrency training record.
iii. Past incidents of the Crew and Counseling/ training based
on FOQA monitoring.
iv. Any Breath analyser Positive record.
v. Copy of current SOP, FCOM, Operation Manual etc
vi. Load & Trim Sheet.
vii. Passenger Manifest & GD
viii. AME Training Record & recurrency status.
ix. All documents including log books regarding,
maintenance, servicing etc. of aircraft should be
segregated and sealed by the Operator and handed over
to the I nspector of Accidents or his representative.
x. Documents such as aircraft file, flight reports,
performance reports and concessions granted if any
b) By Air Traffic Services:
i. Log books of all the relevant ATS including Radar

Units.
ii. All messages pertaining to the aircraft including
data like Flight progress strips, etc.
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iii. All messages detailing information passed to the

aircraft.
iv. Log books of all ATS vehicles employed for search
and rescue, fire fighting and visits to the site of
accident etc.
Note: The vehicle log book should be sealed after relevant entries
are made. These entries should be made immediately on return
from the operation.
c) By Aeronautical Communication Service:
i. All tapes containing messages exchanged with

the aircraft.
ii. All tapes containing messages
exchanged/ communicated regarding alerting,
search and rescue and fire fighting etc.
iii. All messages regarding the aircraft.
iv. Relevant records/ log books of all the Nav aids
used just prior to accident.
v. The dairy of Duty Officer of Communication
Centre.
d) By Rescue and Fire Fighting Services:
i. The occurrence book of the Fire Fighting unit

concerned.
ii. Log books of the vehicles engaged in the search
and rescue and actual fire fighting operations.
Note: These books should be sealed after necessary entries

have been made regarding completion of rescue and fire
fighting operations.
e) By Meteorological Department (Aviation):
i. All records pertaining to Metars, TAFORS & ROFORS,

Specis & weather warning which could be of relevance to
the aircraft involved.
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ii. All records forming basis of the information regarding

Metars, Tafors and Rofors.
iii. The special weather observation recorded immediately
after the accident.
iv. Log books of the Duty Officers at different positions.
f) By Fuel Vendor: The sample of fuel/ oil uplifted should be

preserved by the fuel vendor. A separate fuel/ oil sample
should also be collected and sealed by I nspector of
Accidents or his representative.
3. Typically, the operator should provide sufficient support

to the I nspector of Accidents and other personnel in the
initial coordination effort necessary to make
arrangements for the investigation team to reach the site.
Operator should also help with such important items as
travel arrangements, hotels, rental cars, and on-site
administrative support. Whenever possible, the team of
the operator should travel with the investigation team to
the accident site. I t is important that the investigative
process should begin as soon as possible and with the
most current and accurate information.
The following records shall not be disclosed for purposes

other than the investigation of the accident except when
the Central Government determines that their disclosure
outweighs the adverse domestic and international impact
such action may have on that investigation or any future
investigations:
a. all statements taken from persons by the
investigation authorities in the course of their
investigation;
b. all communications between persons having been
involved in the operation of the aircraft;
c. medical or private information regarding persons
involved in the accident/ incident;
d. cockpit voice recordings and transcripts from such
recordings;
e. recordings and transcriptions of recordings from
air traffic control units;
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f. cockpit airborne image recordings and any part or

transcripts from such recordings; and
g. opinion expressed in the analysis of information,
including flight recorder information
34.17 FAMILY ASSISTANCE PROGRAMME (CREW & PAX):
Refer Emergency Management Manual of Air I ndia Ltd.
Page 34 -78
PART - A Chapter 35
CARRIAGE OF DANGEROUS I ssue 4 Rev 0 15 Oct 2014
GOODS
35.0 CARRIAGE OF DANGEROUS GOODS
For the carriage of Dangerous Goods on its flights,
Company` s policy is to follow and implement the provisions
of the Aircraft ( Carriage of Dangerous Goods) Rules,
2003. No person shall engage himself in any manner in the
transport of dangerous goods unless he has undergone
proper training commensurate with his responsibilities.
Refer SEPM / DGR Training Manual.
I n case of emergency, refer to Emergency response
Guidance for Aircraft incidents involving Dangerous Goods,
issued by I CAO, Doc 9481 AN/ 928 which is onboard.
35.1 INFORMATION, INSTRUCTIONS AND GENERAL

GUIDANCE ON THE CARRIAGE OF DANGEROUS
GOODS:
Responsibility for the safe carriage of dangerous goods rests
with Company, which is exercised through its employees and
handling agents. I nformation, instructions and general
guidance regarding individual responsibility is devolved as
follows:
Acceptance Staff
Before accepting dangerous goods for transport by air, the
person accepting the goods is to ensure the Shipper has:
– Properly identified the goods by using the 9 hazard

Classes;
– limited the quantity contained in each package to the

maximum allowed;
– used the correct type of packaging;
– placed the required markings and labels on the package

(including any special handling I nstructions), and that
these are clearly visible on the outside of the package or
container;
– completed and signed a ‘Shippers Declaration of

Dangerous Goods’ form, to certify the goods have been
Page 35 -1
PART - A Chapter 35
GOODS
properly prepared for transport; and is personally
responsible for checking that :
• Packages are free from leakage and damage, and

correctly marked and labelled;
• Each package and accompanying documents are in

order.
Loading Staff
When loading dangerous goods on the aircraft, the loading
staff is responsible for:
– inspecting each package for leakage and damage prior

to loading;
– Correctly positioning, segregating, and securing each
package on board the aircraft;
– ensuring the paperwork accompanying the goods is in
order and is presented to the aircraft Commander prior
to departure.
Commander
The aircraft Commander’s accountabilities with respect to
the carriage of dangerous goods are to ensure:
– Hazard classes are properly segregated;

– Radioactive materials are properly separated from
passengers;
– Packages bearing orientation arrow labels (e.g. ‘This
Way Up’) are stowed and restrained as indicated by the
labels;
– Packages bearing 'Cargo Aircraft Only' labels are not
loaded on the passenger aircraft;
– The correct documentation accompanies the goods.
All information for transportation of dangerous goods is

given to the Commander via a NOTOC.
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GOODS
35.2 CARRIAGE OF WEAPONS, AMMUNITIONS ETC.
Any weapon or object which could be used for unlawful
interference will not be permitted to be carried as hand
baggage.
The carriage on person of all types of knives including

souvenir knives or knives considered illegal by local law
which could be used as a weapon will not be permitted. The
only exception will be passengers of Sikh religion as per
government ruling.
35.2.1 CARRIAGE OF WEAPONS

All tear gas and similar chemicals and gases whether in
canister or other container, any combination of explosives,
incendiaries and any other component which can result into
an explosion or fire which is hazardous to the safety of t he
aircraft will not be permitted.
All items classified as restricted articles as defined in the

Rules of Carriage, such as ice picks, straight razors, scissors
and like, which could be used as a weapon including a toy or
a dummy or a grenade will not be permitted.
Guidelines are mentioned hereunder for manual checks to
be carried out for all passengers. Although these checks can
also be conducted with the assistance of different types of
X-Ray machines, metal detectors, etc., it has been found
that manual inspection, though time consuming, is of course
a more fool-proof method.
A search of hand-baggage has to be carried out to ensure

that no lethal weapon is concealed in any secret
compartments.
Normally, the lethal weapon would weigh more than the

clothing. I t tends to tall at the bottom of the hand baggage
even if it is wrapped in soiled clothes, socks, underwears,
etc. I t is, therefore, necessary to search thoroughly all the
contents including shaving- kits, cigarette cartons, reading
material etc. These weapons could also be concealed in
cameras. Consequently, while carrying out the checks, if any
Page 35 -3
PART - A Chapter 35
GOODS
such items weigh more than normal, they should be
thoroughly searched.
The smallest fire-arm could approximately measure about

two inches or less. I t could be concealed in shirt cufflinks or
in the coat-forearm or even underneath the socks. Such
weapons also could be concealed in a garment which
appears punched up or wrapped around something.
Similarly, magazines and newspapers should also be
checked.
Pill-boxes, medicines, note-books, religious articles, may not

normally be carrying a concealed weapon unless there is an
evidence of tampering or other apparent inconsistency in
which case, they are required to be opened. Thick layers of
packed clothing can be checked by running the hand
between the layers rolled, packed or sealed. Garment bags
and wardrobe hangers need careful checking since a
weapon could be affixed to the hanger or lying in the lower
corner of the wardrobe. Umbrellas should be slightly opened
to ensure that they do not contain any weapon . Likewise,
the umbrella handles should be slightly turned to ensure
that they are rigid. I f not, the handle itself could be
connected with sharp lethal weapons which could be
concealed in the main rod of the umbrella.
Brief cases, suit-cases should be checked for concealed

compartments. This could be accomplished by searching and
feeling the bottom and sides and ascertain that they have
normal thickness. Always look out for any interior which
looks reinforced or repaired.
Stuffed pillows and toys are particularly difficult to inspect.

Stuffing could prevent the checker from detecting the
concealed weapon, who is therefore required to see the
abnormality in the weight of such pillows, toys, etc.
A small lethal weapon or an explosive device could be

concealed even in the shoes. The inspection of the shoes
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GOODS
must include removal of the shoestring to ascertain that
nothing is concealed in the heel of the shoe.
Aerosol cans should be inspected by holding them t o

determine that the weight is consistent with what is
normally expected. I n addition, the cans should be
squeezed, the one that can be tampered with
will dent easily. It the can arouses any
suspicion,
it must be thoroughly checked to clear the suspicion before

being allowed to pass through.
Cameras or photography equipment should be usually

inspected to ascertain that the lens is intact and that there is
no suspicious apparatus which might conceal the muzzle of a
fire-arm.
Electrical equipment, such as tape-recorders, Dictaphones,

phonograph, etc. should also be usually inspected to
determine if there is any unusual apparatus and if the
batteries are intact. Most can be operated as a proof that
they are not tampered with.
35.2.2 COMPANY POLICY AS TO CARRIAGE OF ARMS ETC. BY

PASSENGERS
For the carriage of arms, ammunitions, etc., on its flights,
Company` s policy is to follow and implement the provisions
of the Aircraft ( Carriage of Dangerous Goods) Rules,
2003, and the orders issued by an officer duly empowered
by the Government of I ndia.
Station Manager/ Airport Manager of company, in

consultation with the Security officials, if available, may
permit the carriage of one licensed revolver or pistol or
shotgun and fifty cartridges belonging to a bona fide
passenger in his registered baggage after verification of
valid documents.
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PART - A Chapter 35
GOODS
Authorisation for the purpose is issued from time to time by
the Director General Civil Aviation under the provisions of
Aircraft (Carriage of Dangerous Goods) Rules, 2003.
I n all such cases the following precautions must be taken :
(a) the arms and ammunition shall be carried only in the

registered baggage of the passenger. The ammunition
shall be removed from the weapon and kept
separately;
(b) the registered baggage containing arms/ ammunition

shall be carried only in aircraft having separate
cargo holds so as not to be accessible to passengers ;
(c) arms/ ammunition are so packed, protected and secured

as to avoid the possibility of their being a source of
danger ;
(d) the Station Manager/ Airport Manager shall verify all the
relevant documents to ensure that the arms are licensed
in the name of the passenger concerned ;
(e) the registered baggage shall be made over to the

passenger at the destination only, in the arrival hall and
not on the tarmac.
35.2.3 COMPANY POLICY AS TO CARRIAGE OF KIRPAN BY

PASSENGERS
Refer to Chapter 36.
35.3 CARRIAGE OF RADIOACTIVE MATERIAL

I t is Airline policy not to carry any extra amount of
radioactive material in excess of limitations set by authority.
Page 35 -6
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SECURITY INSTRUCTIONS I ssue 4 Rev 0 15 Oct 2014
AND GUIDANCE
36.0 SECURITY INSTRUCTIONS AND GUIDANCE
Detailed security instructions and guidance is

contained in the BCAS approved Security Manual.
General guidance information is provided below.
Parts of the security instructions are confidential and
not given below.
The duties and responsibilities of concerned personnel are

laid down in the Security Manual.
DGCA/ BUREAU OF CI VI L AVI ATI ON SECURI TY (BCAS)

establishes preventive measures in conformity with I CAO
Annex. 17, to prevent weapons, explosives or any other
dangerous devices which may be used to commit an act of
unlawful interference. The same are circulated to the crew
and other operational staff as and when received for
compliance.
36.1 SECURITY INSTRUCTIONS AND GUIDANCE OF NON-

CONFIDENTIAL NATURE
The aim of aviation security is to safeguard I nternational

Civil Aviation Operations against acts of unlawful
interference. Safety of passengers, crew, ground personnel
and the general public shall be the primary objective in all
matters related to safeguarding against acts of unlawful
interference with I nternational Civil Aviation.
I t is an Airline Policy that all security measures laid down by

the state authorities from time to time are enforced. All
efforts are to be made to avert any security risk during
operations. All crew and staff must carry their identity cards
for entry into the security area. I t should be noted that
under stringent security arrangements, staff not in
possession of authorised identity cards are likely to be
stopped from entering operational area by the authorities
concerned.
ATC authorities require confirmation from the Commander

that all passengers and hand baggages have been security
Page 36 -1
PART - A Chapter 36
AND GUIDANCE
checked. The Commander must ensure complete elimination
of access from Cabin to the Cockpit except for crew
members. The door between Cabin and Cockpit in every
aircraft during the flight must be locked from inside the
Cockpit. Cockpit door will be opened only on instructions
from the Commander when a request is made by the Cabin
Crew over the intercom.
Th e company’s Security Department handles all the security

aspects of the company and the details are contained in
Security Manual. However, certain guidelines are given in
this chapter for the information of crew and Operations
Personnel.
36.1.1 UNLAWFUL INTERFERENCE - ACTS LIKELY TO
IMPERIL THE SAFETY OF AIRCRAFT
(RULE 29 INDIAN AIRCRAFT RULES, 1937)
No person shall interface with the Commander or with a
member of the operating crew of an aircraft or temper with
the aircraft or its equipment or conduct himself in a
disorderly manner in an aircraft or with its passengers or
crew.
36.1.1.1 WHAT IS UNLAWFUL INTERFERENCE

The Tokyo Convention of 1963 (Convention on Offences and
certain other Acts Committed on board Aircraft), defines as
illegal interference wit h international civil aviation, “acts
which, whether or not they are offences, may or do
jeopardize the safety of the aircraft or of persons or property
therein or which jeopardize good order and discipline on
board”.
From the crew’s perspective, the three major forms of
unlawful interference are –
i. Unruly passenger
ii. Hijacking
iii. Bomb threat
36.1.1.2 CLASSIFICATION OF THREATS

A very useful industry developed tool for determining the
seriousness of an unruly or assaultive-passenger incident and
the responses thereby warranted, is a four-tiered scheme of
threat levels. This has permitted the development of a
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AND GUIDANCE
broadly understood reference that can be used to describe
an ongoing incident in a way that facilitates the
understanding of crew and ground personnel as to what
level of seriousness the on-board situation has reached.
Thereby ground can anticipate somewhat are crew response
and what the consequent ground supportive response should
be. The levels are :
Level 1 - Disruptive behavior

Level 2 - Physically abusive behavior
Level 3 - Life-threatening behavior
Level 4- Attempted breach or actual breach of the flight crew
compartment.
36.1.1.3 TOKYO CONVENTION
THE PROVISION OF THE FOLLOWING SHALL ONLY

APPLY TO INTERNATIONAL FLIGHTS.
I n accordance with the Tokyo Convention, the Commander
may if he/ she has reasonable grounds to believe that a
person has committed or is about to commit on board the
aircraft an offence or act that may or does jeopardize the
safety of the aircraft or of persons or property therein or
which jeopardizes good order and discipline, impose upon
such person reasonable measures including restraint which
are necessary:
- to maintain good order or discipline on board.
- to enable him/ her to deliver such persons to competent
authorities or to off-load such person en-route.
The Commander can require or authorise the assistance of
other crew members and may request or authorise, but not
require the assistance of passengers to restrain any person
who he/ she is entitled to restrain.
Measures of restraint imposed upon a person shall not be

continued beyond any point at which the aircraft lands
unless:
- such point is in the territory of a non-contracting state

and its authorities refuse to permit disembarkation of that
person.
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AND GUIDANCE
- the aircraft makes a forced landing and the aircraft
Commander is unable to deliver that person to competent
authorities.
- that person agrees to onward carriage under restraint.
The Commander shall as soon as practicable, and if possible

before landing in the territory of the state with a person on
board who has been placed under restraint, notify the
authorities of such state of the fact that a person on board is
under restraint and of the reasons for such restraint.
36.1.1.4 UNRULY PASSENGERS
I ndividual passengers or groups of passengers with the
potential to behave in a unruly manner generally fall into the
following categories;
 apparently intoxicated or under the influence of drugs or

alcohol to the extent of physical incompetence;
 engage in disorderly or offensive conduct to the
discomfort or distress of other passengers and flight
attendants;
 are violent to the extent that there is a possibility of
injuries to passengers or cabin crew or damage to the
aircraft;
 are apparently of unsound mind;
 are known or suspected of being in possession of
firearms;
 fail to adhere to instructions by Company personnel
One of the problems with the implementation of an effective
and consistent strategy on unruly passengers is the difficulty
of taking legal action against serious offenders due to the
problem of legal jurisdiction. Many States’ legal systems do
not include jurisdiction to charge a person for an offence that
has not taken place in its own territory. This means that it is
often impossible to lay charges against the offender if an
offence is taking place in a State that is not the State of
arrival and on an aircraft that is not registered in the State of
arrival.
36.1.1.4.1 HANDLING OF UNRULY PASSENGERS
AIRPORT HANDLING
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AND GUIDANCE
Airport staff will prevent the boarding of any passengers or
group of passengers whose behavior displays the above
characteristics. Cabin crew observing unruly conduct, in
accordance with the above characteristics, during
embarkation will immediately advise the appropriate airport
staff and the commander. I f necessary, the offending
passenger(s) is to be disembarked. Assistance from airport
police or security staff should be enlisted, if required.
IN FLIGHT
The handling of unruly passengers in flights is at the
discretion of the commander and in co-ordination with the
senior cabin crew member. This discretionary action could
range from a member of the cockpit crew talking to the
disorderly passenger(s), the refusal of cabin crew to serve
alcohol, or to the physical restraint of the passenger. The
Commander has the authority to divert the flight to
disembark the passenger(s) if in his opinion the safety and
orderly conduct of the flight is likely to be affected.
AFTER LANDING
I n case of a serious incident with unruly passenger(s) the
commander will request airport police, or security staff, to
meet the aircraft on arrival and, if necessary, charge the
passenger(s) with an offence.
REPORTING PROCEDURE
I n the situation where a passenger(s) is denied embarkation
or behaves in unruly manner in flight, a writ ten report is to
be submitted by the crew member through the commander.
Once the aircraft is on ground it is responsibility of the officer
in-charge of the station/ airport in co-ordination with the
security Personnel to lodge the necessary reports/ complaints
with the Airport authorities/ airport security/ local police as
required. A report from an independent non-Company
witness is desirable.
The Commander shall submit a special report describing the

occurrence along with copies of any cabin crew/ witness
report. Such report should be forwarded to the General
Manager (Operations) as soon as possible.
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AND GUIDANCE
36.1.1.5 UNLAWFUL/INTERFERENCE (HIJACKING)

Differentiation between “an ongoing attempted hijacking”
and a “hijacking” is a most important distinction as regards
aircraft external response. An “ongoing attempted hijacking”
is just that – the flight crew is still in control of the aircraft. A
hijacking means that the hijackers are in control of the
aircraft. I t is absolutely essential that the flight crew clarify
this distinction with air traffic control, due to the potential
difference in response and resultant risk variables to all on
board the aircraft.
36.1.1.5.1 TYPES OF UNLAWFUL SEIZURE

The following would be the types of unlawful seizure of an
aircraft on the ground or in flight in which the Contingency
Plan would be activated.
(a) I ndian Registered aircraft after hijacking lands at an

I ndian Airport.
(b) I ndian Registered aircraft after hijacking is being taken
outside the country.
(c) I ndian Registered aircraft after hijacking lands at a
foreign airport.
(d) A foreign registered aircraft after hijacking lands at an
I ndian Airport.
(e) An aircraft is hijacked for being used as missile to
attack strategic targets.
The executive responsibility for crisis management would

rest with the Central Committee chaired by the DGCA, and
the Aerodrome Committee, functioning under its guidance
/ supervision at the airport, level, where the hijacked
aircraft lands. Necessary authority and resources would
be available to the Aerodrome Committee for taking on the
spot decisions and actions based on the assessment of the
ground situation.
36.1.1.5.2 ROLE OF PILOT / CREW

(a) I mmediately notify the appropriate ATS Unit of being
subjected to unlawful interference and any significant
circumstance associated therewith and any deviation
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PART - A Chapter 36
AND GUIDANCE
from the flight plan necessitated in order to enable the
ATS Unit to give priority to the aircraft and to minimize
conflict with operations of other aircraft ;
(b) Operate the Secondary Surveillance Radar (SSR)

transponder, if the aircraft is equipped with the same,
in order to indicate that it is threatened by grave and
imminent danger and require immediate assistance : -
1) On Mode A Code 7500, to indicate specifically

that it is being subjected t o unlawful
interference.
2) On Mode A, Code 7700, or
(c) Adhere to the following procedures if the pilot is

unable to notify the ATS Unit of the unlawful
interference:-
1) Unless considerations aboard the aircraft dictate

otherwise, attempt to continue flying on the
assigned track and at the assigned cruising level at
least until he / she is able to notify an ATS Unit or
comes within radar coverage.
2) I f the pilot departs from this assigned track or
assigned cruising level without being able to make
radio telephony contact with the ATS, he should :
3) Attempt to broadcast a warning on the VHF
emergency frequency and other appropriate
frequencies unless considerations aboard the
aircraft dictate otherwise. Other equipment such
as on-board transponders, data links etc. should
also be used when it is advantageous to do so and
circumstances permit, and
4) Proceed in accordance with applicable special
procedures for in-flight contingencies, where such
procedures have been established and
promulgated in Doc 7030 – Regional
Supplementary Procedures.
d) Crew may use any alternate communication facility

installed in the aircraft i.e. HF/ cellular phone / satellite
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PART - A Chapter 36
AND GUIDANCE
based phones/ ACARS etc. to communicate with the
ground.
(e) The Commander / Crew would endeavour to extract as
much information about the hijackers as possible, and
make every possible effort to communicate the
description, number of offenders and arms carried by
them and their intentions to the ATC and all other
relevant developments / information. Pre-determined
codes may also be used for this purpose.
(f) The commander of the aircraft shall make all efforts to
land at an I ndian Airport, preferably an airport
designated for this purpose.
(g) Pilots / Crew should be aware of the various actions
which would be taken by the ground team for the
immobilization of the aircraft, cordoning it etc. in such
a crisis.
(h) The Commander of the hijacked aircraft should contact
his airline at the earliest on VHF / HF link and pass on
details of the situation and his intention.
(i) Detailed procedures to be followed in case of hijack
and the bomb threat procedures are kept in a sealed
envelope on board the aircraft. I n case of a
requirement for the crew to open the envelope, a Pilot
Special Report must be raised. At st ations where AI
Flight Despatch is available, the envelope should be
re-sealed in the presence of the Duty Manager/ Flight
Despatcher on duty and kept in the aircraft briefcase.
At all other stations, the same should be carried out in
the presence of the Airport Manager.
36.1.1.5.3 PROCEDURE BY ATS UNITS
The procedures generally applicable in such
circumstances are as under :
1. The station addressed by an aircraft being subjected

to an act of unlawful interference, or first station
acknowledging a call from such aircraft, shall render
all possible assistance, including notification of
appropriate ATS units as well as any other station,
agency or person in a position to facilitate the flight.
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2. Whenever an unexpected disappearance or change
of an aircraft response is observed on a Controller’s
display, or there is any other reason to assume that
an aircraft may have selected Mode A Code 7500,
ATS Units will verify this assumption by all available
means. Such verification will exclude any I nquiry by
R/ T with the aircraft concerned.
3. Whenever it has been established that an aircraft is
replying on Mode A Code 7500, ATS Units will
assume that the aircraft has been unlawfully
interfered with.
4. Any reference to the special situation detected will
be avoided in air-ground Communications with other
aircraft initiated by ATS Units.
5. ATS Units will as far as possible comply with any
request made by the aircraft concerned.
6. ATS Units will inform the appropriate authorities of
the (suspected) hijacking in accordance with local
instructions.
36.1.1.5.4 REPORTING ACTS OF UNLAWFUL INTERFERENCE

The Pilot-in-Command will submit a report without delay of
such an act as Bomb Threat, Hijacking to the designated
local authority & the office of Exec. Director-Operations,
Exec. Director-Flight Safety.
A critical distinction to be made is “attempted hijack” versus

“suspected hijack” versus “hijack”. While each may have
quite different meanings to the on-board crew, an aircraft
that has clearly diverted from its planned route of flight, is
proceeding toward a major population centre and is not in
communication with ground entities may well be treated as a
hijacking with intended use as a weapon of mass
destruction. The potential cost of allowing the flight crew
compartment door to be breached by a suicidal terrorist
team must be very clearly communicated in training to both
the cabin crew and the flight crew.
Clearly a hijacking in which chemical or biological agents are

being threatened is Level 3 or Level 4.
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AND GUIDANCE
As the circumstances surrounding a hijacking/ unlawful
seizure of an aircraft are highly variable it is not possible to
provide specific information to flight crews. However, the
safety of the aircraft and its occupants must be the
paramount consideration and any occurrence must be dealt
with in accordance with the commander's judgment of the
prevailing circumstances. Unlawful seizure or interference
with an aircraft in service is a crime wherever it occurs and
as such will be dealt with by the police or security forces in
the same manner as any crime of violence. Commanders
should anticipate that the police or security forces who have
the necessary powers of arrest and entry on premises and
property without warrant, will begin to exercise their powers
and their authority to control the future course of events as
soon as the incident is reported. The responsibility of the
commander begins to diminish at this point and he becomes
subject to the instructions of the relevant authorities.
Until this point is reached, the Commander is solely in

command and his actions should be conditioned by the
requirements of the hijacker in a manner which does not
exacerbate the situation or increase risks to the passengers
and crew.
I t is the Commander's responsibility to adhere to the lawful

instructions of the police or security forces to the extent that
he considers this to be consistent with the safety of the
passengers and crew.
36.1.1.5.5 HIJACKER PROFILE

Some hijackers may harbour a desire to die under
spectacular circumstances. They may seem to be confused.
They may fail or refuse to name a destination or persist in
ordering the flight to a destination that it is impossible to
reach. They may create highly unstable situations, changing
orders as the flight progresses.
The crew should attempt to determine the hijacker's

intended destination. A hijacker with no firm destination or a
clearly impossible destination in mind may be considering
suicide. This person creates a high-risk situation. A hijacker
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with a firm, reasonable destination in mind probably creates
a situation of less immediate risk.
36.1.1.6 GUIDELINES IN DEALING WITH HIJACKERS

I f information is received that a suspected or declared
hijacker is on board before take-off, the aircraft should be
returned to the terminal. The crew will not attempt to
evaluate or search suspicious persons. This will be done by
trained security personnel.
Once the hijacker(s) has made his intentions known the

flight attendant should endeavor to keep him from entering
the cockpit. The senior cabin crew member should
immediately advise the Commander on the interphone
system of a hijacker(s) presence in the cabin by using the
international hijack code words " Captain I must come to
the cockpit immediately" or by using the Tell Tale Switch
(TTL).
The hijacker should be kept out of the cockpit at all cost. I f

the hijacker(s) is in the cockpit, crew should endeavor to
communicate the situation to ATC. Generally, hijackers are
aware of the need for communication although they may be
suspicious and demand that communications are monitored.
He should be informed that no resistance will be offered,
although he should be instructed not to touch any aircraft
controls, systems or instruments.
I f the hijacker(s) requests are unreasonable and will place

the flight in danger the consequences of such actions should
be explained in a manner which does not aggravate the
situation. Full account should be taken of the probability of
the hijacker(s) being in a highly emotional state of mind.
Pilots are advised to refrain from unnecessary conversation
or actions which may irritate the hijacker(s).
The Commander should endeavor to land the aircraft using

the pretext of fuel, weather, etc., as a reason.
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Crew members should not disagree with the hijacker(s);
rather every endeavor should be made to relieve his anxiety
in order to maintain an effective dialogue.
I t is important to try and establish that the hijacker(s) does

in fact have a weapon. Some hijacking have been attempted
without a weapon. Crew members should not attempt to use
force unless it is certain that such action will be successful.
After landing the Commander should attempt to stall for time

and try to negotiate the disembarkation of the passengers
and cabin crew.
36.1.1.7 COMMUNICATION PROCEDURES

Where possible an attempt should be made to transmit to
ATC a description of the hijacking/ unlawful seizure of the
aircraft. ATC will maintain normal responses to the aircraft
without any reference to the emergency and will immediately
activate the appropriate emergency procedures.
When circumstances prevent clear and concise radio

transmissions, if possible, the following discrete
communications message/ procedure may be used.
VHF communication is set up as follows:

The captain:
- ensure the captain's speaker is off.
- use his headset
- monitor emergency frequency 121.5 on No.2 / RHS
transceiver
The first officer:

- monitor ATC on No.1 / LHS transceiver
- place the first officer's speaker ON to give the hijacker the
impression that he is receiving all communications.
Discrete code transponder is set as follows:
ON BEING INFORMED OF A HIJACKING ON BOARD

THE CAPTAIN WILL IMMEDIATELY ACTIVATE THE
REMOTE ATC SWITCH ( WHERE INSTALLED)
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Situation Signal Cover Message
- Aircraft being hijacked or subjected to unlawful
interference.
Transponder to code “7500”.
"Transponder seven five zero zero"
- I n the air, when the situation is grave and immediate
assistance is required.
Transponder to code “7700”.
"Transponder seven seven zero zero"
A pilot, having selected Code 7500 and subsequently
requested to confirm this code by ATC shall, according to
circumstances, either confirm this or not reply at all. The
absence of a reply from the pilot will be taken by ATC as
an indication that the use of Code 7500 is not due to an
inadvertent false code selection.
Note: I f the hijacker is entering the cockpit, activate the ATC
emergency mode pushbutton (if installed). Code 7700 will be
activated without any possibility to de-activate it in flight.
36.1.1.2 ANTIHIJACKING SECURITY MEASURES

Completion of check - in formalities, a search of hand
baggage which is limited to one piece per passenger, either
manually or through X-Ray screening followed by frisking is
carried out by the State/ Union Territory Police/ CI SF
authorities under the guidance of BCAS with the intention of
preventing and detecting carriage on board the aircraft of
any lethal weapon or objects or articles which could be used
for unlawful seizure of an aircraft by a potential hijacker.
After the above checks, the security personnel will stamp
and initial the boarding pass and the hand baggage label as
a token of having cleared the passenger and his/ her hand
baggage.
All the checks will be carried in such a manner that they do
not affect the liberty and the dignity of the passenger to any
great extent. As per the Bureau of Civil Aviation Security
(CA) Circular No. 41/ 2005 dated 28.09.2005 the following
VVI Ps/ VI Ps are exempted from pre-embarkation security
checks at civilian airports in the country:
1. President
2. Vice President
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3. Prime Minister
4. Former Presidents
5. Speaker of Lok Sabha
6. Chief Justice of I ndia
7. Judges of Supreme Court
8. Leader of Opposition in Lok Sabha & Rajya Sabha
9. Union Ministers of Cabinet rank
10. Deputy Chairman Rajya Sabha & Deputy Speaker Lok
Sabha
11. Governors of States
12. Chief Ministers of States
13. Chief Justices of the High Courts
14. Lt. Governors of Union Territories
15. Chief Ministers of Union Territories
16. Deputy Chief Ministers of States
17. Deputy Chief Ministers of Union Territories
18. Ambassadors of foreign countries, Charge D’ Affairs and
High Commissioners and their spouses
19. Cabinet Secretary
20. Visiting Foreign dignitaries of the same status as at Sl.
Nos. 1 to 3,5,6,9& 11 above
21. His Holiness the Dalai Lama
22. SPG Protectees
23. Shri Robert Vadra, while travelling with SPG Protectees.
NOTE : Except the categories specified above all other

categories of passengers traveling by Air through the civilian
airports in the country must be subjected to pre-embarkation
security checks without making any exception in the
particular case.
Regarding the hand baggage search, the pieces of hand

baggage carried by the above category of passengers will
not be subjected to security check and will be affixed with a
security stamp “Exempted from Security check” if carried by
the passengers themselves. However, if the hand baggage of
these VI Ps is presented to the security staff by their personal
staff or any other person on their behalf, it shall be
screened.
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Government of I ndia may, from time to time, issue further
instructions on the subject for compliance.
As far as the carriage of firearms by the personal
security staff of such VVIPs/dignitaries is concerned,
the rules regarding the carriage of firearms will be
applicable as has been stated in Rule 8 of the Indian
Aircraft Act Rules under the heading “Conditions for
the Carriage of Arms Explosive or Dangerous Goods”
etc. and instructions issued from time to time.
I n the case of SPG Personal Security Officers (PSO’s), the

Government of I ndia, with a view to enable them to
discharge their responsibilities, has accorded permission to
them to carry on their person/ hand baggage fully unloaded
arms and ammunition, both kept separately. These orders
shall be applicable only when SPG PSO’s accompany their
protectees during air journey by commercial flights.
36.1.2 BOMB THREATS AND SABOTAGE

This has been covered in Chapter 37.
36.1.3 SECURITY OF UNACCOMPANIED BAGGAGE, MAIL,

CARGO, DIPLOMATIC MAIL BAGS
Unaccompanied baggage and other loads such as mail,
company stores, galley equipment etc. booked as cargo. I n
order to prevent weapons, explosives, explosive devices or
any other dangerous devices which may be used to commit
an act of unlawful interference, the carriage or bearing of
which is not authorised, from being introduced by means
whatsoever, in the cargo consignments on-board an aircraft,
any one of the following three security measures shall be
strictly followed by the Company:
(a) X-ray screening

(b) Physically checking
(c) Cooling off for 24 hours
The above procedure has been prescribed by an order issued

by the Commissioner of Security (Civil Aviation), Bureau of
Civil Aviation Security, under Section 5A of The Aircraft Act,
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1934, violation of which is punishable under Section 11A of
the Act.
36.1.4 SECURITY OF CATERING ITEMS

Catering items can be used as a medium for
smuggling of weapons /explosives/explosive devices
or any other component of an explosive device into
an aircraft, which could be used for
hijacking/sabotage. To thwart any such possibility
the following procedure shall be observed by
company for the security of catering items.
At all times, during normal or alert situations, security

officials of company shall be present in the catering
establishment and shall exercise close supervision at the
time of preparation, packing, and pre-setting of catering
items, while these items are being placed in trolleys / meal-
carts/ oven cages/ containers, while loading them into the Hi-
lift Van (HLV), while transporting them from the catering
establishment to the aircraft, and while loading the same
into the aircraft.
While transferring the trolleys/ meal-carts etc., from the HLV

to the aircraft, Company’s Catering officials shall check the
seals affixed on them at the catering establishment and then
hand them over to the cabin crew.
Every meal cart/ trolley/ container, etc., or other items from

the HLV to be handed over to the cabin crew, shall be
opened and checked by compan y’s Catering officials in the
presence of the cabin crew before handing over/ taking over
of the catering items.
36.1.4 BOARDING PASS

All boarding passes are to be treated as ‘Cash Value
Documents’ and kept under lock and key. Boarding Passes
are supplied in sets of equal number as the seats on an
aircraft, except for flights operated with turbo prop aircraft.
One set per flight is taken out and validated for the flight.
Unused passes are to be destroyed after the close of
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counter. All boarding passes are either printed or hand
written showing the name of the station, flight number and
date, and each pass is signed by the issuing staff. The
number of boarding passes issued is to be tallied with the
number of flight coupons uplifted.
Before emplaning, the boarding passes are to be checked by
the Commercial staff on ladder point duty as per the
procedure. Passengers with unstamped boarding passes are
to be taken back for security check and will only be
permitted to board the aircraft after necessary verificat ion /
investigation and subsequent clearance by the Police.
36.1.5 TRANSIT PASSES

All the Boarding Passes issued to the passengers will be pre
printed with the caption reading Retain till Destination’. In
case of passengers disembarking at the transit st ation, such
passengers will produce the subject cards together with the
ticket’ jacket at the check-in-counter and will obtain fresh
boarding passes for the purpose of undergoing fresh security
check before embarkation.
36.1.6 HANDLING OF PASSENGERS

All joining passengers on a stopping flight are to be frisked
by the Security personnel before emplaning. Transit
passengers are to stay on board unless, otherwise notified in
which case they have once again to pass through security
checks.
36.1.7 IDENTITY CARDS

All employees of the company are issued with photo identity
cards by the respective Security Branch. They are required to
display or produce them on demand. I n case of loss, the
employee concerned is required to immediately lodge a
report with the police authorities concerned and submit a
copy of the FI R for the issue of duplicate card as per the laid
down procedure. Employees working in the
apron/ technical/ sensitive areas are issued with Photo
I dentification Cards by the BCAS or by the Aerodrome
Officers on behalf of BCAS. These identification cards are to
be prominently displayed by the staff while on duty. The loss
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of this card is to be dealt with in a manner similar to the loss
of company ‘s card as stipulated above.
36.1.8 CHECKING OF TOILETS/HAT-RACKS/ CATERING

ITEMS ETC.
Toilets, hat-racks and catering items of the departing aircraft
will be checked by the Engineering/ Security personnel and
Cabin Attendants before the departure. Checking of catering
items will be carried out by the Commercial/ Catering/ Cabin
Crew. I n case of definite threat, the company staff will
render necessary assistance and co-ordinate in this task.
36.1.9 MAINTENANCE SECTION

Maintenance Sections will ensure that the aircraft are parked
in well-lit areas. Doors of parked aircraft/ unattended aircraft
must be closed & where possible locked and sealed. Built-in
access steps should be retracted and mobile access stairs,
hi-lift vans, step ladders and the like must be removed from
the vicinity of parked, unattended aircraft.
All the ground equipment should be either removed from the

aircraft or immobilized to prevent their use as a means of
access to unauthorized persons. Aerobridge should, if
practical, be withdrawn from the unattended aircraft parked
adjacent to Passenger Terminal Building. Doors between the
Terminal arid aerobridge should be locked. Security
Department will deploy sufficient security personnel at
Maintenance area to guard the aircraft. All the staff working
near or around the aircraft must display their Photo I dentity
cards at all times and must also be in the proper uniform
issued to them.
Personnel servicing the aircraft during the course of their

normal assignment should check their work area for
suspicious material! baggage and unauthorised movements.
I f anything unusual or adverse is observed it will be brought
immediately to the notice of the security personnel.
I t will be the duty and responsibility of all the staff to verify

challenge the presence of any unauthorised or unidentified
person near or around the aircraft.
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Before any aircraft is placed in service after it has been

parked unattended it should be subjected to a walk-around
examination which includes wheels, wells or other open
cavities.
Any indication that the aircraft has been entered, or

indication that any item has been placed within the plane or
that there has been tampering with any part of the plane,
should be resolved by a thorough inspection by the
responsible personnel.
The operator of the facility in which the parking area is

located should, through appropriate patrols and inspections,
ensure that any foreign items on the tarmac are removed to
prevent damage to aircraft tyres or ingestion of harmful
material into jet-engines.
Checks should be conducted systematically by the staff

familiar with the aircraft wherever possible searches should
be conducted by teams provided with check list and assigned
to the specific area of the aircraft. I n view of the possibility
that explosive devices or substances may be camouflaged as
aircraft equipment or components, it is important that checks
be made by qualified engineering and/ or maintenance
personnel. Details of aircraft security search check list both
technical and non-technical have been formulated as per
decisions taken by the Sub-Committee and issued
by the E.M (OC).
36.1.10 STANDARD SECURITY MEASURES
Unattended aircraft should be parked in a well-lit area. Doors

should be closed and the stairs and jet ways removed from
the aircraft and secured. All the staff in and around the
aircraft in the operational area shall display identity cards
and wear uniform issued to them at all times.
Action - All Departments
Personnel assigned the work on the aircraft should always be

alert and checktheir areas of work for any suspicious article,
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baggage or person. I n case, anything adverse is noticed it
should be brought to the notice of the concerned authority.
I t is the duty and responsibility of all the staff working in and

around the aircraft to challenge the presence of any
unauthorised person and report it to authorities. I n short,
unauthorised access to the aircraft should be denied at all
times.
When aircraft are parked on the apron prior to or after the

various checks, all external doors to be kept locked, step-
ladders, hi-lift vehicles etc. should be removed from the
aircraft or immobilised to prevent their being used as a
means of access by unauthorised persons.
Action – Maintenance/ Engineering
All accessible points should be inspected after an aircraft has

been left unattended for any period of time whether or not
aircraft is due to go on a scheduled flight.
Action – Maintenance/ Engineering
All interiors of the aircraft should be searched prior to the

boarding of passengers by Engineering and immediately
after the deplaning of the passengers at the termination
point by Security at Base Stations and Commercial/ Security
at outstations.
Action - Maintenance/Engineering/Commercial/
Security
Suspicious articles should be brought to the attention of the

appropriate local authority.
Action - Security/Cabin Crew
All trolleys, containers and cargo hold should be checked for

any unauthorised/ suspicious object prior to loading.
Action — Commercial/GSD/Security
All vehicles used for servicing of the departing aircraft should
be searched prior to use if left unattended.
Action – GSD/Engineering
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36.1.11 PRE-FLIGHT SECURITY
36.1.11.1 CREW BAGGAGE SECURITY

All crew and their baggage shall undergo prescribed security
checks as applicable to normal passengers.
All crew baggage shall carry a special label giving full name
and rank of the crew member to distinguish it as crew
baggage.
Crew members must not leave their baggage unattended at

all time specially in hotels outside the room prior to check
out.
Crew members must not accept for carriage sealed parcels

from third parties. Any sealed package belonging to a crew
member shall at all times be carried by the crew member
concerned onto the aircraft personally and shall not be
entrusted to any other crew members.
The individual crew member is responsible for the handling

and security of his personal baggage. Adherence to the
following procedures is required:
 Keep your bags locked when you are not using them.
 Maintain security of all your carry-on bag.
 Before leaving hotel, make sure all items in your bags
belong to you and have not been tampered with.
 Keep your bags in view at all times in public areas such
as lobbies, boarding lounges, restaurant, restrooms,
hotel or terminal buildings.
 Never accept anything for carriage, including letters or
envelopes, given by strangers, fellow employees or
acquaintances.
Crew shall position their baggage at a stipulated location and

ensure that it is correctly tagged, locked, and the flight
number indicated. The flight bag and small hand
baggage carried by the crew on their person shall
pass through pre-embarkation security
check/screening by Airport Security Unit.
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The large-sized crew baggage after security clearance shall

be lined up near the step ladder of the aircraft for
identification by the respective crew members. The crew
baggage which has passed through pre-embarkation security
check by Airport Security Unit shall be placed in the cabin
and the remaining crew baggage shall be loaded in the hold
as per procedure laid down by the Commercial Department.
I t will be the responsibility of the Movement Control/
Commercial at outstations to ensure that crew baggage
reaches the aircraft well before departure of the flight.
All Crew shall display the I dentity Card while on duty and
when moving about in the Security Area. All crew shall
proceed through the stipulated security check enclosure.
36.1.11.2 PASSENGERS AND BAGGAGE SECURITY

The following directions shall be followed to ensure security
during operations:
i) On hopping services, transit passengers will stay on
board. Should they insist on disembarking to visit the
terminal building they will be subjected to personal
search again including the search of any baggage they
may carry with them, before being allowed to re-board
the aircraft.
ii) The frisking of passengers will be done by the Airport
Security Police/company’s Security Staff.
iii) Only one piece of hand baggage per passenger will be
allowed in the cabin. All other baggage will be carried in
the hold of the aircraft after being weighed.
iv) Baby carry cots will be allowed in the Cabin but will be
searched before being put on board.
v) Where the Police authorities feel it necessary, the
passenger may be asked to open his registered baggage
for search.
vi) Once a passenger and his baggage has been checked,
identified and loaded the passenger is not to be allowed
access to any baggage. Strict accounting of boarding
passes, transit cards, checked-in baggage and hand
baggage.
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Action - Commercial
All bonafide passengers whether on domestic or international
routes will report for check-in at the counter and after the
check- in, the boarding card will be issued to the passenger
concerned who will proceed to security/ immigration as the
case may be. Further, in the case of VI P/ VVI P passengers,
the laid down procedure will be followed.
Action - Commercial
I t will be ensured that only the registered baggage with tags

is loaded on the departure aircraft and after being identified
by the passengers.
Action - Commercial
Adequate supervision and surveillance will be maintained at

all times in the baggage make up areas jointly by
Commercial and Security * DELETED * with a view to prevent
insertion or loading of any unauthorised object in the
trolley/ containers.
Action - Commercial/Security
The movement of all the containers and baggage trolleys

from baggage make up area to the loading point on to the
departure aircraft shall be under the joint surveillance of
responsible staff of Commercial and Security. * DELETED * .
Action - Commercial/GSD/Security
I t will be ensured that only registered baggage of the

passengers traveling on board is loaded. Baggage of any
other passengers who do not travel must be off-loaded.
Action – Commercial
Passengers intending to carry fire-arms,

weapons/ ammunition etc. will be treated as security
removed articles and will be carried in the registered
baggage. Necessary instructions such as destination etc. will
be notified to the Station concerned for its subsequent
delivery to the bona fide passenger.
Also refer Chapter 35.
Action – Commercial/Security
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Ensure that cent percent check of the passenger and his
hand baggage is carried out and that only those passengers
whose boarding cards have been security stamped are
allowed to emplane.
Departure passengers will be transported to the departure

aircraft in buses wherever provided. Where such facilities are
not available or where deployment of coaches is not
considered necessary, the passengers will be permitted to
walk up to the aircraft under strict surveillance.
Ensure that the number of passengers who board the aircraft

tallies with the number of passengers checked-in for the
flight. Disembarking transit passengers will be subjected to
necessary check of their person and hand baggage, before
‘re- boarding’ the aircraft.
I n case of international routes, bonded items which will be

put on board will not be left unattended on ground. Ensure
that seals of such bonded items received on board the
aircraft are intact.
Action - Cabin Crew/Catering
36.1.11.3 COMPANY POLICY AS TO CARRIAGE OF KIRPAN

BY PASSENGERS
The issue relating to carriage of Kirpan by Sikh passengers,

while traveling by air, has been reviewed in the light of
requirements of maintenance of public order. I t is decided
that Kirpan may be carried under the following conditions:-
i) Kirpan may be carried only by a Sikh passenger, on his

person, provided the length of its blade does not exceed
15.24 cms ( 6 inches) and the total length of a Kirpan
does not exceed 22.66 cms ( 9 inches);
ii) I t is allowed while traveling by air on I ndian aircrafts
within I ndia; and
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iii) Kirpan is allowed only on domestic routes of fully
domestic flights.
At foreign airports where Airlines operates, the
discretion to permit the carriage of personal
weapon/ammunition in the checked baggage shall
vest with the Airport Manager who shall take a
decision in consultation with Company’s Security
officials, if available. In all such cases, the passenger
shall carry valid documents and the weapon and
ammunition shall be carried subject to the condition
that such carriage does not violate local laws/ rules.
Further detail on the subject is given in BCAS

approved Security Manual of the airline.
36.1.12 CATEGORISATION OF AIRPORTS

36.1.12.1 DOMESTIC AIRPORTS
Normal Airports
i) Aurangabad xi) Madurai
ii) Bhavanagar xii) Porbander
iii) Bhubaneseswar xiii) Portblair
iv) Dehradun xiv) Puttaparthy
v) Gwalior xv) Raipur
vi) I ndore xvi Rajkot
vii) Kanpur(non ops.) xvii) Tirupati
viii) Keshod xviii) Trichy
ix) Khajuraho xix) Umroi (non ops.)
x) Kota (non ops.) xx) Vishakhapatnam
Sensitive Airports
i) Agartala xiii) Dabolim xxv) Ludhiana
ii) Agatti xiv) Dibrugarh xxvi) Mangalore
iii) Agra xv) Dimapur xxvii) Nagpur
iv) Ahmedabad xvi) Diu xxviii) Patna
v) Baroda xvii) Gaya xxix) Pune
vi) Bhopal xviii) Jaisalmer xxx) Ranchi
vii) Bhuj xix) Jamnagar xxxi) Shimla
viii)Bhuntar xx) Jodhpur xxxii) Silchar
ix) Calicut xxi) Jorhat xxxiii) Silchar
x) Chandigarh xxii) Kandla xxxiv) Trivandrum
xi) Cochin xxiii) Lilabari xxxv) Udaipur
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xii) Coimbatore xxiv) Lucknow xxxvi) Varanasi
Hypersensitive Airports
i) Amritsar viii) I mphal
ii) Bagdogra ix) Jaipur
iii) Banglore x) Jammu
iv) Chennai xi) Kolkata
v) Delhi (I GI A) xii) Leh
vi) Guwahati xiii) Mumbai
vii) Hyderabad xiv) Srinagar
36.1.12.2 FOREIGN AIRPORTS

(a) HYPERSENSITIVE AIRPORTS
1. BANGKOK 5. KATHMANDU
2. COLOMBO 6. KUALALAMPUR
3. DHAKA 7. SI NGAPORE
4. KARACHI 8. DUBAI
(b) SENSITIVE AIRPORTS
1. KUWAI T 4. SHARJAH
2. MUSCAT 5. RAS-AL-KHAI MAH
3. BAHARAI N
(c) NORMAL AIRPORTS
1. CHI CAGO
2. DAMMAM
3. DOHA
4. FRANKFURT
5. FUJAI RAH
6. HONGKONG
7. JEDDAH
8. LONDONA
9. MALE
10. NEWARK
11. NEWYARK
12. KANSAI
13. PARI S-CDG
14. RI YADH
15. I NCHEON
16. SHANGHAI
17. NARI TA
18. TORANTO
19. YANGON
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36.1.13 COMPANY DIRECTIVES
Relevant parts of the directive issued by the Chairman &

Managing Director in respect of security measures to combat
the threat of hijacking Sabotage of our aircraft are quoted
below :
i) All passengers shall be searched. The use of metal

explosion detecting devices may be made where
installed.
ii) All hand baggage will be fully searched.
iii) I f required, passengers will identify their checked
baggage near the aircraft before it is loaded. Any
unidentified items shall be removed and contents
examined.
iv) Air Traffic Control will clear aircraft for takeoff only when
the Commander confirms that passengers and their
hand-baggage have been checked and baggage
identified (I ndian stations only).
v) The door between cabin and cockpit of every aircraft in
flight shall be secured from the cockpit side and opened
only when requested by the cabin staff.
vi) All originating aircraft shall be thoroughly checked
against sabotage before passengers board it. Security
guard will be kept in the case of transiting
turnaround/ overnight aircraft.
vii) Transit passengers normally will not be allowed to
disembark. However disembarking transit passengers
will be subject to 100% physical and hand baggage
check. A suitable announcement will be made by the
cabin crew before landing.
36.1.12.1 CONFIRMATION BY TRAFFIC PERSONNEL

Regarding item (iv) above, arrangements have been made
with the Manager-Santa Cruz to confirm to the Commander
about the checking of passengers and their hand baggage,
through Traffic staff presenting the load sheet for
Commander’s signature. Similar procedure is followed at
other I ndian stations.
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36.1.12.2 OFF-LOADING OF PASSENGERS - HANDLING
OF BAGGAGE
The Bureau of Civil Aviation Security guidelines are specific,
in that, the baggage, if any, of a Gate No Show passenger
must be offloaded. This would mean ‘No passenger No
baggage’. There are no exceptions to this rule. This is to
totally eliminate the remote possibility of the baggage of a
passenger with ulterior motive feigning illness or intentionally
carrying improper documents or not complying with the
Government regulations, being carried on board the flight.
(Reference No. SCZ/ 01.17/ 2819 dated 14 th November, 2000

from Director- Security).
36.1.12.3 SECURITY PRECAUTIONS

Commercial Department have issued instructions as under :
i) “Only one hand baggage per passenger” rule will be
strictly enforced at check-in counter and hand baggage
tag issued accordingly.
ii) in the sterile area, no passenger will be allowed to mix
with the passengers except staff authorised by the Duty
Manager / Officer who are directly connected with
handling of the flight.
iii) the Airport Manager will ensure that they exercise
adequate control in the selection of staff allocated to
work in the operational areas.
36.1.12.4 SUPPLEMENTARY STANDARD MEASURES

At all screening points, sign boards will be conspicuously
displayed advising passengers/ individuals that they will have
to undergo pre-embarkation screening, which is a necessary
exercise carried out by the State/ Union Territory Police
before he is permitted to enter/ board the aircraft. I n case of
refusal to undergo the screening exercise, the
passenger/ individual concerned will be denied access to the
aircrafts. I n case of VI P/ VVI P passenger, the laid down
procedure will be followed. These sign boards will indicate
the following: I t is a crime to carry concealed weapons
aboard the aircraft. Government Rules require inspection of
persons and hand baggage passing through the inspection
points.
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AND GUIDANCE
A passenger/ individual will have to undergo screening:-
a) before he enters the sterile area

b) while entering the ground support vehicles
c) while entering an aerobridge
d) while boarding the aircraft, at step ladder.
The sterile area will be appropriately controlled by the Police

against all unauthorised movement of men and material. Any
person who has been screened and has entered the sterile
area but later on exited from it to the public access area for
any reason shall again undergo screening at the time of re-
entry. Necessary inspection will be carried out by the Police
authorities to establish that the sterile area is cleared of the
unauthorised persons, dangerous objects etc.
The Police will also ensure that the sterile area will be
physically separated from all others in a manner to prevent
or to deter unauthorised entry or passing of any lethal
weapons or dangerous device. I n case the presence of the
unauthorised person is detected in the sterile area, the entire
sterile area must be vacated and proper search be carried
out for any concealed dangerous article etc. Besides, fresh
frisking of all the passengers will be carried out before they
are permitted to enter the departure holding area.
All staff on duty should be specially alert for suspicious

passengers. During all transits, members of the cockpit
crew/ cabin crew! Ground Staff will maintain on board
necessary supervision over the persons entering the aircraft
and their movements.
Access into the aircraft will be restricted only to those

persons whose presence is essential and is an operational
requirement. With the exception of the passengers who have
undergone search with their hand baggage before boarding,
whoever else enters! leaves is liable to necessary search
either by crew member operating t he flight or Station
Manager or his representative or the company Security
personnel wherever available.
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AND GUIDANCE
All Ground Support vehicles, catering hi-lift, step ladders,

buses, etc. should be subjected to necessary check for any
suspicious article/ object, which would endanger safety.
All cargo booked will be subjected to necessary cooling off,

examination either through technical aids or manual
methods. Perishable cargo will not be accepted unless
checked.
Only manifested cargo will be loaded on board the aircraft.

Mishandled, Rush or Expedite baggage will not be carried
unless checked. Unaccompanied and transit baggage will be
carried subject to checks. Postal mail will be carried as per
the rules in vogue. Stores Department will ensure that the
company stores put on board are sterile.
Special vigilance will be exercised when carrying out the final

engineering maintenance external checks. All exterior
vulnerable areas should be inspected for suspicious objects.
I n the event of any difficulty being faced in implementation

of these measures, local Managers will immediately report to
the competent authorities concerned.
36.1.13 CARRIAGE OF SECURITY REMOVED ITEMS

For the carriage of security removed items detained by the
Security/ anti hijacking personnel from passengers prior to
departures, the procedures given below will be followed.
Each item will be labeled with a ‘Registered baggage’ label

with the passenger’s name, seat and destination clearly
marked.
All items for one destination will be placed in one polythene

bag and the bag will be labeled with the destination
“Baggage identification label” indicating the station of origin.
Transit stations will follow the same procedure using fresh

polythene bags for items loaded by them and will not tamper
with the bags loaded by the previous stations.
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PART - A Chapter 36
AND GUIDANCE
All the polythene bags will be placed in the special ‘SEC box
which will be locked. The keys for the locks are standard and
supplied to stations in duplicate.
A separate telex message will be sent by stations destination

wise giving details of the number of bag(s) number of items
in the bag(s). At transit stations, it will be the responsibility
of the traffic staff to check the box if there are any items for
their station irrespective of the fact whether a message has
been received from the previous station or not.
The delivery of the items to the passengers will be processed

by traffic staff as per local requirements. I t will be ensured
that arms are unloaded before acceptance and the
ammunition will be carried subject to the I ATA laid down
regulations.
I rrespective of the value, adopt precious cargo handling

procedure for the carriage of fire-arms, if any. Any high
value cargo, to be sent by H.O.P (Hand of Pilot) will be
against signatures with advance communication to the
station of destination. Minimum handling reduces possible
loss due to damage; minimize exposure to theft as a result
of consolidation of cargo. Manager Cargo will ensure
effective implementation of these measures. All company
stores will be examined before they are put on board.
36.1.14 SKY MARSHALS

36.1.14.1 CARRIAGE OF SKY MARSHALS
The SOP is designed and presented by the BCAS to all
AI RPORT SECURI TY UNI TS (APSUs) and Airline Security staff
deployed for airport security to cover all aspects of
coordination and action thereof in regard to the Sky
Marshals.
The airline security department shall ensure that the PI C is
notified prior to the departure of a flight by menas of a
sealed envelope. Such notification shall include :
i) The number of authorized armed persons on board the
aircraft ;
ii) The location (s) of such persons.
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AND GUIDANCE
36.1.14.2 COMMUNICATION BETWEEN SKY MARSHALS AND

AIR CREW IN A SUSPECT HIJACK SITUATION
1. As soon as the cabin crew informs the pilot about the
suspicious passenger, the fasten seat belt sign should be
activated to ensure that passengers are restrained from
leaving their seats. The cabin crew will make an
announcement on PA System instruction passengers to
remain in their seats as seat belt sing is on.
2. Ensure that cockpit door is locked.
3. Cabin crew will immediately park one trolley and block
the forward toilet thereby cutting off the access to the
cockpit.
4. Cabin crew will ensure that curtain in the front galley are
withdrawn and looped.
5. The cabin crew will offer a glass of water (even though
there is no request for this) along with a chit of paper
denoting the seat number of the suspicious passenger to
the Sky Marshal seated nearest behind the suspect.
6. Declare front service toilet is unserviceable thereby
cutting off all access to the cockpit.
7. Cabin crew inform each other about the development
thereby ensuring a watchful eye on the suspect.
8. I n case of hijack, if there I S A DANGER OF HI JACKERS
using an explosive or is Sky Marshals are present, the
Commander should lower the aircraft altitude to 10000 ft
and reduce cabin differential pressure in preparation for
a decompression.
36.1.15 SECURITY CHECK OF CREW MEMBERS

As per Govt. of I ndia requirements, all flight crew are
required to subject themselves to a security check prior to
departure. For this purpose, the crew are to use the normal
security channel provided for passengers except at those
stations where different procedures exist for this purpose.
36.1.15.1 SECURITY REQUIREMENTS

Due to enhanced Security requirements, following procedure
has been adopted:
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AND GUIDANCE
The crew list is printed separately and a copy kept at the
boarding gate to enable the crew members to append their
signature & identify themselves to Security Personnel. A copy
is a1so given to Airport Security at the holding gate. Please
note that these are not copies of G.D. The certified GD
copies in I CAO format are being placed on board as usual.
36.1.15.2 ADDITIONAL SECURITY INSTRUCTIONS

i) The cabin crew during their briefing must be advised to
be more alert and vigilant of any unusual / suspicious
movements, particularly those spending long time in the
aircraft lavatories.
ii) Strict implementation of all laid down security measures

issued from time to time and ensuring more alertness
and vigilance while discharging duties.
36.1.16 ADDITIONAL SECURITY MEASURES

At Airports, which are categorised as SENSITIVE, the
following security measures shall be taken in addition to all
the normal civil aviation security measures prescribed in the
SECURITY MANUAL.
(a) By Airlines—
- Regular briefing of security personnel about all
normal and special security measures.
- I ncreased surveillance of baggage until loaded.
(b) By Airports Authority of India—

- Periodic checking of the contents of dustbins and
other such receptacles placed in public areas.
- Prevent parking of non-attended vehicles within 50
meters of terminal building with the help of Traffic
Police.
- Constant inspection of public and office areas.
(c) By Airport Security Unit—
- Patrolling of alighting area and parking area.
- Patrolling of airside operational areas.
(d) By PIC Committee—
- Frequent checking of PI Cs.
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AND GUIDANCE
(e) By all agencies—
- All employees to search for their own work place for
suspected items. Briefing all employees regularly
about all security measures including special security
measures.
36.1.17 HYPERSENSITIVE AIRPORTS
At Airports, which are categorized as HYPERSENSITIVE,

the following special security measures shall be taken in
addition to all the normal civil aviation security measures
prescribed in the SECURITY MANUAL.
(a) By Airlines—
 Guarding of access to the aircraft.
 Secondary check at ladder point.
 Physical identification of check-in baggage by the
passenger over and above passenger-baggage
reconciliation procedures.
 Questioning of passengers about the contents of the
registered baggage.
 I nspection of containers and aircraft holds before
loading.
 Direct guarding of baggage until loaded.
(b) By Airports Authority of India—
 Replace waste bins with clear plastic containers.

 Close public viewing areas.
 Reinforce security barriers.
 Guarding of key facilities and services inside the
security regulated areas.
(c) By Airport Security Unit—
 Check points on all approaches and exit routes of

the airport.
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PART - A Chapter 36
AND GUIDANCE
 100% manual check of hand baggage after X-ray
screening.
 Guarding of key facilities and services inside the
security regulated areas.
 Perimeter security by static posts and regular
patrols. (For defense controlled airports—by
Defense)
(d) By State/UT Police—
 Striking armed reserve to be stationed at the airport.
I rrespective of the value, adopt precious cargo handling

procedure for the carriage of fire-arms, if any. Any high
value cargo, to be sent by H.O.P (Hand of Pilot) will be
against signatures with advance communication to the
station of destination. Minimum handling reduces possible
loss damage, minimize exposure to theft as a result of
consolidation of cargo. Manager Cargo will ensure effective
implementation of these measures. All company stores will
be examined before they are put on board.
36.1.18 BCAS DIRECTIVES
Bureau of Civil Aviation Security has issued certain directives

for the purposes of securing the safety of aircraft operations.
The relevant extracts from the AVSEC circulars are as
follows:
36.1.18.1 AVSEC ORDER 8/2001

a) Cockpit doors of an aircraft, which is in flight, shall be
kept locked during all phases of flight to deny
perpetrator access to the cockpit.
b) Proper communication system shall also be maintained
both by cockpit and cabin crew during the flight timings
to ensure the safety of the flight and security of the
passengers and their property.
36.1.18.2 AVSEC ORDER 9/2001
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AND GUIDANCE
I f an aircraft registered in I ndia, is hijacked and lands at any
airport in I ndia, it shall not be allowed to take-off. The
aircraft shall be immobilized by any of the under mentioned
procedure found suitable at that time:
i) Positioning vehicles/ fire tenders on the runway.
ii) Deflating of tyres by personnel coming from the rear

end.
iii) Putting off the lights of the runway/ taxi track (at night).
iv) Any other means, without endangering the safety of the

aircraft and the security of passenger.
36.1.18.3 CIRCULAR NO. 22/2001 DATED 14/12/2001

I n the event of an unlawful interference or likelihood thereof,
it is recommended that the flight crew members should
provide maximum possible information to the Crisis
Managers on ground to enable planning of immediate and
effective intervention to terminate the event which will inter -
alia include the following aspects :
a) I dentity of the airline;

b) Number of passengers;
c) I dentity of the hijackers and weapons, if any;
d) Likely destination;
e) Fuel;
f) I nstructions given by the hijackers and their intentions;
g) Other important operational aspects.
36.2 PREVENTIVE SECURITY MEASURES AND TRAINING
"CONFI DENTI AL"
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PART - A Chapter 37
SUSPECTED SABOTAGE I ssue 4 Rev 0 15 Oct 2014
37.0 SUSPECTED SABOTAGE
37.0.1 AIRCRAFT SEARCH PROCEDURE CHECKLIST

The Aircraft Search procedure checklist for bomb/ suspected
sabotage is as per guidelines of I CAO DOC 9811AN/ 766.
Flight crew compartment (Tick when action actioned)

- Seats including seat pouches
- Entire floor including area forward of the rudder pedals
and beneath all seats
- Pedestal and consoles
- Windshield
- All instrument and switch panels
- All circuit breaker fuse panels
- Waste Bin
- All material stowage compartments
- Flight Navigation Bag
- Life Jacket stowage
- Spare lamp stowage
- Crew oxygen masks stowage
- L/ G Pin Box
- General Purpose Receptacles
- Coat/ Baggage closet
- Walls and ceiling including centre aisle stand
Cabin (Tick when action actioned)

- Seats and stowage under seats
- Overhead stowage bins
- Floor – DO NOT remove carpet unless there is evidence of
a foreign body under it
- Light recesses
- Magazine rack
- Attendant seats
- Life jacket stowage's
- I nspect internal area
- Emergency door and mechanism
- Crew rest compartments
- Emergency equipment stowage
- Jump seats and associated stowage
- Video / entertainment compartment
- Doghouses/ stowages that do not need a key to open.
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PART - A Chapter 37
All Toilets (Tick when action actioned)

- Remove soiled and waste materials if not previously
removed
- Waste bin and area under the sink
- Amenities compartment
- Remove and inspect containers under the sink
- I nspect sink and are around sink
- Towel container
- Tissue dispenser
- Toilet seat and lid
- Mirror and compartment
- Ceiling walls and floor
- Door
- All access areas that do not need a tool to open t hem.
All Galley Complexes (Tick when action actioned)

- Remove and inspect all drawer surfaces (inner and outer)
- Open and inspect all panels/ compartment
- All accessible buffet surfaces
- Waste container
- Ceiling, walls and floor
- Ovens
- All serviceable carts
- Standard service unit containers
- Bread warmer
- Hollow ware and hot cups
- Galley stowage's and bustles
37.1 SABOTAGE / BOMB THREATS
37.1.1 GENERAL
It is important that all staff develop a “security conscious”
approach with respect to the company aircraft and other
assets. I n case of receipt of call in flight dispatch, the Flight
Dispatcher on duty must try to obtain the maximum
information as per the enclosed form.
Threats against an aircraft or a particular flight number are

usually received by the local Civil Aviation Authority,
Company or handling agent/ airline office. Sabotage threat
calls will be evaluated, by appropriate personnel, as either
genuine or hoax.
Page 37 -2
PART - A Chapter 37
All Bomb/ other explosive devices threat warning, if received,

should be treated as genuine. Every attempt should be
made to extract maximum details.
Sabotage / Bomb devices can be disguised in many ways.

The general guidelines are:
- an obvious device
- a package which fits the description contained in the
threat
- a package which is foreign to its environment.
- Any unclaimed or unusual package found should be
guarded and not be disturbed.
- An actual bomb, or a suspicious object that cannot be
confirmed as an explosive device, should be treated as a
bomb on board. Flight Crew are expected to follow
specific procedures laid down in QRH.
THE AIRCRAFT MUST BE SEARCHED IN ACCORDANCE

WITH THE SEARCH CHECKLISTS GIVEN LATER IN THE
CHAPTER.
NOTIFICATION
As soon as possible, the information regarding Bomb Threat
should be conveyed to all concerned ATC Units with
maximum possible dues so as to inform the same to
concerned agencies and to provide all necessary co-
operation.
37.1.2 CLASSIFICATIONS OF SABOTAGE / BOMB THREATS
SPECIFIC THREATS
A threat may be classified as specific if it contains the
following factors:
The Airline is identified

- A specific flight number is mentioned
- Exact date and time stated
- Origin or destination of flight is given
NON-SPECIFIC THREATS
A threat may be classified as non specific if it contains the
following factors:
- The Airline is not identified

Page 37 -3
PART - A Chapter 37
- The flight is not specified

- Neither date nor time is mentioned
- The threat is general in nature such as the next flight
departing/arriving has a bomb on board”
It is company’s policy that appropriate procedures be

immediately implemented for sabotage threats assessed as
genuine until it is assessed that the threat is in fact a hoax,
or does not present any further danger.
The treatment of sabotage threats varies from country to

country both with respect to the handling of the aircraft
after landing and in the subsequent investigation of the
threat by local authorities.
All specific bomb threats will be treated as genuine and the

procedures prescribed below for dealing with such threats
should be followed. Non-specific threats should be carefully
evaluated and the bomb threat inspection procedures
followed when considered necessary.
The Commander of the aircraft will be advised of the receipt

of any genuine threat against the aircraft. The situation is to
be treated as an emergency.
37.1.3 EMERGENCY
The word itself conveys critical/ crisis times. Although, we
may not always be consciously aware of it, decision making
implies -having a choice. The quality of the information at
our disposal and the quality of our interpretations govern the
manner, in which we perceive a choice, or an option,
thereof.
I t is the phase of operation where the unusual occurs that

may leave time only for an immediate reaction. A response
that is governed more by what might be called, a sixth
sense, developed through training and experience, than by
the process of reasoning.
Although an attempt has been made to lay down

comprehensive instructions and guidance to deal with
Page 37 -4
PART - A Chapter 37
various situations, still it may be necessary to adopt

measures beyond the scope of this manual. Such measures
can be best dictated by the peculiarities of a particular
situation.
The Management shall ensure, in the event of an emergency

situation that endangers the safety of the aircraft or persons,
and which becomes first known to Flight Dispatch, that the
Flight Dispatcher is assigned responsibility for
implementation of action :
i) initiation of emergency procedures, as outlined in the

Flight Safety Manual , Chapter 13;
ii) notification to the appropriate authorities, without delay,
of the nature of the situation;
iii) a request for assistance, if required.
The Flt Dispatcher shall ensure that in the event of an

emergency,
i) he initiates procedures as outlined in this Chapter, while

avoiding taking any action that would conflict with ATC
procedures;
ii) he conveys , by any available means, safety-related
information to the PI C that may be necessary for the
safe conduct of the flight, including information related
to any amendments to the flight plan that become
necessary in the course of the flight.
The management shall have a communication system that

ensures the Flight Dispatcher is provided with current
accident and incident notification procedures. A copy of the
Emergency Response Book is made available with Flight
Dispatch at all stations.
37.1.3.1 INSTRUCTIONS FOR DUTY MANAGERS

All main base stations i.e. Delhi, Mumbai, Kolkatta & Chennai
Flight Dispatches be manned at all times and should ensure
necessary assistance and activates all actions as per the
check list available and relevant to that Flight Dispatch
Station.
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PART - A Chapter 37
During this period –ROUTI NE WORK should be delegated to

another Dispatcher . Focus attention only on Emergency.
Re-allocate work to get at least one additional hand to assist

you.
No early breaking off.
No change of shift in case of CRASH/ MAJOR

ACCI DENT/ HI JACK without approval of Operations
Controller. I n other words, stay in office till situation
warrants.
Ask for help from other senior officers of Flight

Dispatch/ Operations Controller and any other colleague
available in case of CRASH/ MAJOR ACCI DENT/ HI JACK.
Seize all documents pertaining to the subject flight and seal

them.
Ask your colleague to maintain a radio log.
Send necessary telex.
FOLLOW the checklist.
Most important of all – SI NCE NO TWO SI TUATI ONS CAN BE

ALI KE, ACT ACCORDI NG TO THE CI RCUMSTANCES.
Do Not speak or pass information to any stranger.
Do not talk to any outside agency not involved with

‘Emergency/Contingency’. Refer them to PR
Department.
Avoid all unnecessary queries and enquiry. BE
POLITE AND FIRM.
Keep spare manpower handy.

Be precise and brief on telephone.
Page 37 -6
PART - A Chapter 37
List of Operating/ Cabin Crew will need to be supplied.

Obtain cabin crew list from CCMCO and operating crew list
from Crew Movement and keep them handy.
Fuel on Board in case of accident is very important factor

and ATC/ Fire Control will need the figures immediately.
Location/ Classification/ quantity of dangerous goods will be

required by Fire Control.
Importance of informing ‘Medical Officers’ hardly needs any

emphasis. Even in case of normal flight asking for a medical
assistance, a log of such information as to ‘the time and to
whom the information is passed’, MUST be made. Absence
of medical help, when sought and not provided could result
into legal cases besides aggravating injuries.
37.1.4 SUSPICIOUS OBJECT ONBOARD

I f a bomb is located in the aircraft, the FCOM procedure
"Bomb on board" must be applied.
Cockpit procedures for Bomb on Board are laid down

in the FCOM/ QRH emergency section. Pilots are to
refer to
A319/ A320/ A321 FCOM

A330 FCOM
B747/ B787/ B777 - Adjust altitude to attain

approximately+ 1.0 differential (PSI ) while maintaining the
existing cabin pressure as long as possible.
For further details, refer SEPM, Chapter 2.
37.1.5 AIRCRAFT SEARCH PROCEDURE
(a) AIRCRAFT IS ON THE GROUND

i) The aircraft will be thoroughly searched in case of
Bomb / sabotage threat by the Bomb Disposal Squad
in co-ordination with BCAS and Company
Security/ Engineering Departments.
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PART - A Chapter 37
ii) After evaluating the seriousness of the Bomb Threat

and the aircraft affected, action will be taken to tow
the aircraft to an isolated place for inspection. The
regulations prevailing at the airport concerned
should be adhered to in consultation with the airport
authorities.
iii) All baggage (checked/ unchecked), cargo and mail
will be off loaded and dealt with in accordance with
the procedures prescribed by Commercial
Department.
iv) Aircraft will be searched for any explosives in
accordance with the I nspection proforma prescribed
for the purpose.
iv) Depending on availability, Air-I ndia Security / Airport
Security personnel would be associated with the
inspection of baggage / cargo / mail and the aircraft.
v) The Departments carrying out the inspection shall
sign a Release Certificate to this effect and this
Certificate will be presented to the Commander for
his acceptance of the aircraft before departure.
When a bomb/ sabotage threat or warning is associated with

an aircraft that is still on the ground, and once the warning
has been assessed, information must immediately be
conveyed to the pilot-in-command who should:
a) have all passengers and crew disembark with all cabin

baggage using steps or jetties. Escape slides should
only be used in extreme emergencies. I f it is decided to
use the escape slides all cabin baggage must be left on
board the aircraft.
b) move the aircraft to a remote location such as the
isolated parking position
c) isolate and re-screen all passengers and their cabin
baggage and hold them in a separate area until the
crew members hold baggage, cargo and catering
supplies have been inspected/ screened, searched and
declared safe.
d) Unload all hold baggage and require passengers to
identify their baggage, which should then be
screened or searched before it is re-loaded.
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PART - A Chapter 37
e) Unload all cargo which should then be screened or

searched before it is re-loaded
f) Unload and check the integrity of catering supplies; and
g) Search the aircraft.
NOTE: I tems b) to g) above are the responsibility of the

Security agencies and Engineering.
The pilot-in-command should summon the senior cabin crew

member to the cockpit and advise the nature of the threat
against the aircraft and make the following PA
announcement:
"Ladies and gentlemen this is Captain.....speaking. I regret

to advise that there will be an interruption to this flight. We
have received a message that the aircraft may have been
sabotaged. I n the interest of your safety we are going to
make a thorough search of the aircraft. I nstead of taking off,
we shall taxi the aircraft to a suitable area. The flight
attendants will supervise your disembarkation and
accompany you to a safe position. Arrangements for your
comfort while the aircraft is being searched will be advised
after disembarkation";
SEARCH PROCEDURE AT STATIONS WITH NO

AIRLINE REPRESENTATIVES
The following guidance applies should a Commander land

after a bomb threat at an airport which has no airlines
representative:
 Seek the assistance of local airport authority or

security force in searching the aircraft and baggage.
 I f a search of baggage is to be made, make certain
that the aircraft is at least 300 mtrs. from the area
where the search is being carried out.
 The aircraft must undergo a bomb schedule which is
to be carried out by the company engineering and
security department before it is cleared.
MAINTENANCE PROCEDURE
Page 37 -9
PART - A Chapter 37
The following procedures are special maintenance

requirements for bomb threats. They are outlined here to
familiarise cockpit crew with the procedures.
After landing the aircraft must be parked in an isolated area.

I f already parked on the ramp it is to be towed to an
isolated area.
Passengers and hand baggage should be off loaded.
All passengers and Airlines staff will keep away from the
aircraft and baggage until the bomb squad and Security
have cleared the aircraft.
The ‘bomb schedule’ will be carried out by the Engineering

and Security Departments.
(B) AIRCRAFT IN AIR
Finding a “bomb on board”, whatever the nature or contents
of the device, has the unique capability of striking a crew – a
crew untrained in in-flight bomb threat management
procedures – with almost paralysing fear. An active
improvised explosive device (I ED) or chemical/ biological
weapon (CW\ BW) on board the aircraft is a serious safety
and security matter, however, the situation is similar to
various other in-flight emergencies. When the crew has a
checklist and a procedure to follow the likelihood of a
successful conclusion to the emergency is considerably
enhanced.
The calming effect of knowledge, and therefore the positive

in fluence on a crew’s performance and this situation, cannot
be overemphasized. This knowledge will aid in the process
of deliberate, mental control of the fear engendered by this
threat and thereby facilitate the capability of the cabin crew
to successfully hear, lead, direct and act.
The aircraft should undergo an in-flight search for a bomb in

case of suspected sabotage and for inspecting aeroplanes for
concealed weapons, explosives or other dangerous devices
when a well-founded suspicion exists that the aeroplane may
be the object of an act of unlawful interference. This is
Page 37 -10
PART - A Chapter 37
generally based upon a threat to the specific aircraft that is

received while the aircraft is in flight.
I f a Bomb Threat is received when the aircraft is in flight,

the Commander of the aircraft should be informed by the
quickest means available. (Co VHF, Co SSB, ATC UNI T ).
THE PILOT-INCOMMAND ACTIONS:

 I mmediately proceed to the nearest suitable airport;
 Summon the senior cabin crew member to the cockpit
and advise the nature of the treat against the aircraft;
 Make the following PA announcement:
"Ladies and gentlemen this is Captain.....speaking we
have been advised by Air Traffic Control that the safety
of the aircraft may have been compromised. I n the
interests of your safety we are returning to.....airport (or
diverting to.....airport) and I will give you more details
after landing" ;
 After landing make the following PA announcements;
"Ladies and gentlemen this is Captain.....speaking. I
regret to advise that there will be an interruption to this
flight. We have received a message that the aircraft may
have been sabotaged. I n the interest of your safety we
are going to make a thorough search of the aircraft.
I nstead of taking off, we shall taxi the aircraft to a
suitable area. The flight attendants will supervise your
disembarkation and accompany you to a safe position.
Arrangements for your comfort while the aircraft is being
searched will be advised after disembarkation";
 I f stairs are not available and evacuation is unavoidable
keep in mind risk of passenger injuries. I f passengers are
to be evacuated using the slide the Commander may
command using less than all slides as it may be easier
for the Cabin Crew to retain control of the passengers.
 I f an immediate evacuation appears warranted order an
emergency evacuation immediately the aircraft has been
brought to a stop after landing;
 I n the event that an immediate evacuation is not
considered necessary, disembark the passengers either
at a gate or at a suitable area nominated by ATC. I f the
aircraft is away from the gate, disembarkation is to be
Page 37 -11
PART - A Chapter 37
via external/ internal stairs rather than escape slides,

unless there is every reason to believe that an explosion
and/ or aircraft damage is imminent.
 I n a controlled disembarkation via st airs or a jetway,
passengers and crew should take all cabin baggage; this
requirement should be reflected in a PA announcement
by cabin crew;
 I f an evacuation via the slides is required passengers
and crew should leave all cabin baggage on board the
aircraft;
 Flight attendants and ground personnel will be
responsible for moving passengers to a safe location.
37.1.5.1 LEAST RISK BOMB LOCATION (LRBL)
The lethal areas on an aircraft are the cockpit, over wing
and tail. A suspicious article considered to be an explosive
may be kept in the least risk area. Recommended least risk
areas are:
A319/ A320/ A321 - Near the RH Aft Cabin Door

A330 - Right Hand Aft Cabin Door
B744 / B777/ B787

AIRCRAFT LEAST RISK BOMB SOURCE OF
MODEL Location (LRBL) INFORMATION
B747-400 Centered on the Associate

locked Right AFT Administrator for
entry door Civil Aviation
Security, FAA
ACS-1, Washington
DC, USA
B777-200ER/ LR Right Hand AFT cabin Safety & Emergency
door (R4) Procedures Manual
B777-300ER Right Hand AFT cabin
door (R5)
B787- 8 Right Hand AFT cabin Safety & Emergency
door (R4) Procedures Manual
Page 37 -12
PART - A Chapter 37
37.1.5.2 GENERAL PROCEDURES & GUIDANCE

Refer respective SEPM.
37.1.6 DISSEMINATION OF BOMB THREAT INFORMATION

Whenever any bomb threat call is received in the flight
dispatch, the flight dispatcher on duty must try to get
maximum information from the caller without getting panic
on the situation. For the convenience of flight dispatcher a
proforma is attached herewith as Annexure A, which must
also be kept in a file for quick references.
The person receiving the bomb threat will handle the

information discreetly and inform his superior immediately.
Further action will be taken as under:
a) At Mumbai
The message should be conveyed to Operations Flight
Despatch (Movement Control) who in turn will advise the
following persons immediately :
Dept. During office hours Outside office hours
Commercial Exec. Dir- Mumbai Duty Officer

Airport
Operations Exec. Dir. - Operations EDO,
Gen.Manager(Ops) GM (Ops),
Addl.Gen.Manager, (at their residence)
Jt.General Manager
concerned
Flight Safety Exec. Dir - Flight ED- Flight Safety,

Safety GM -Flight Safety
(at their residence)
Engineering Shift I n charge Shift I n Charge
Civil Aviation Control Tower Control Tower
AAI A/ P Officer on Duty, A/ P Officer on duty,
AAI AAI
Police Airport Police Airport Police
b) At Outstations
Page 37 -13
PART - A Chapter 37
The person receiving Bomb Threat information

should convey the same to the local Manager or his
Deputy who will in turn advise the following
Departments as necessary for further action:
i) Operations Flight Despatch / Commander of the

flight.
ii) Maintenance Manager, Engineering
iii) Air - I ndia Security.
iv) Airport authorities / Control Tower / Airport
Security.
The Flight Despatch / Airport Manager will initiate a discreet
telex in such cases to the Director-Operations (BOMOZAI ),
Director- Air Safety (BOMOSAI ), General Manager
concerned and Flight Despatch Mumbai ( BOMOWAI ) as
under :
“ QS (Priority)
QS QS QS (Repeated thrice ) QUA (I have information )
XXXX (Bomb Threat) Flt AI _____/ (Date) ___

A / C ____ AND___ (ACTION BEING TAKEN)
STOP (ORIGINATOR) “
37.1.7 INSPECTION PROFORMA / RELEASE CERTIFICATE
The I nspection Proforma for Bomb Threat is also used for

carrying out security checks for Special Extra Section flights.
The Release Certificate will be signed by the respective
Departments and presented to the Commander for
acceptance of the aircraft.
Copies of I nspection Proforma/ Release Certificate will be

carried in First Officer’s Briefcase on all flights.
A Bomb Threat is an abnormal situation and all crew

members should extend their full co-operation in completing
the inspection procedures, etc.
Page 37 -14
PART - A Chapter 37
AIR - INDIA
BOMB THREAT INSPECTION - RELEASE CERTIFICATE
A / C Regn - VT- Flight No AI - Date________

Station____________
ENGINEERING
1. This is to certify that the above aircraft has been
inspected by me as per I nspection Schedule No.
Name / Designation :
Signature :
COMMERCIAL
2. This is to certify that all checked / unchecked baggage,
A.O.G. spares, cargo, postal mail, cabin and catering
equipment loaded on the above aircraft have been
inspected and no explosives detected.
Signature :
SECURITY
3. This is to certify that aircraft and all checked /
unchecked baggage, A.O.G. spares, cargo, postal
mail, cabin and catering equipment loaded on the above
aircraft have been inspected and no explosives detected.
Signature :
AIRCRAFT RELEASE
i) The Release Certificate will be signed by all concerned
with the inspection and presented to the Commander
for acceptance of the aircraft.
ii) As soon as the prescribed inspection procedures are
carried out, the aircraft will be deemed to be released
for operation of the flight. The aircraft should be kept
on guard till departure.
OPERATIONS
Page 37 -15
PART - A Chapter 37
4. This is to certify that I accept the aircraft in view of

inspection carried out as above.
Name of Commander :
Signature :
DISTRIBUTION :
Original -Commander / 1st copy - Engineering / 2nd copy -
Commercial/ 3rd copy-Security/ 4th copy-Operations.
37.1.8 ANTI SABOTAGE PRECAUTIONS

Before the passengers board the aircraft, the cabin crew will
double check the passenger cabin area including toilet for
the presence of any foreign object or any unauthorised
person. This will be in addition to the check carried out by
airline security personnel.
Commander will ensure complete elimination of access,

except for Engineering / Commercial staff required on board
as part of the pre-departure activity.
I f any suspicious foreign article is found it should be

segregated and ATC, Flight dispatch informed. On receiving
this information ATC will inform the local BCAS unit and
flight dispatch, the airline security in-charge. Pending its
identification and classification of the explosive, the local
police should take charge of it and make detailed enquiry. I n
the absence of an officer of the I nspectorate of Explosives or
Bomb Removal Squad, the senior-most police officer shall
have the authority to d removal of the suspected article to a
remote place for putting it in a pit. Necessary care should be
taken that the article does not receive any unnecessary jerks
which may result in any detonation. A detailed description of
the article should be noted including the writing and what is
written should be taken down. Whenever possible, the
article should be photographed from different angles without
disturbing it. All these operations will be carried out in the
presence of Airport Fire Officer.
The AAI Directorate in respect of I nternational Airports and

Aerodrome Officer in respect of other Civil airports will
supervise and coordinate the handling of suspected article.
Page 37 -16
PART - A Chapter 37
37.1.9 EXPLOSIVE DEVICES VERSUS CHEMICAL /

BIOLOGICAL WEAPONS
A critical distinction to be made is the difference between
the handling of an I ED and a chemical/ biological weapon
(CBW). I n many situations, in accordance with the LRBL
procedures, it is strongly recommended to move an I ED to
the LRBL. However, moving a suspected CBW device would
be ill advised, as indicated below.
37.1.9.1 DEALING WITH CHEMICAL/BIOLOGICAL WEAPONS
DURING FLIGHT
Recent history shows capability, willingness, and intent
exists to utilise chemical/ biological weapons in terrorist
activity. Clearly, it is in the interest of all to familiarize crew
members with information on such weaponry, the threat
posed by its presence on board the aircraft and some means
for responding to this in-flight emergency.
37.1.9.2 AEROSOL CHEM/BIO ACTIVATION

A primary method of distributing chemical or biological
agents inside the aircraft is aerosol dispersion. The action of
leaking, exploding or manually pouring the substance into
the cabin interior will move the agent through simple
airborne transmission onto the skin or into the eyes, lungs
and nasal passages. Airborne transmission will likely be the
primary means of exposure.
With an understanding of the weapon’s likely dispersal

characteristics, it will be the goal of crew members to
contain the weapon’s aerosol potential before it spreads
through the cabin atmosphere or, if unable, to minimise its
effect on passengers and crew.
CBWs, because of their very nature, must be dealt with in a

separate, unique manner that is different from explosives.
Dealing with a reported CHEM/ BI O threat requires a studied
plan, good crew resource management, and full participation
of both flight crew and cabin crew. Determining the location
of the suspected device, identifying it and choosing an
appropriate reaction to the threat requires calm thinking,
clear communication and a considered, timely response.
Page 37 -17
PART - A Chapter 37
All crew members must be involved, but is important to

separate responsibilities between the flight crew
compartment and cabin. The flight crew must focus on
flying the aircraft, managing the cabin temperature,
pressurization and other systems while coordinating with
dispatch and assisting agencies. The cabin crew, on the
other hand, should prepare for and deal with any suspected
CHEM/ BI O device located within the cabin while executing
appropriate emergency pre-landing activities. Crew
response to a CHEM/ BI O weapon should be tailored to the
weapon’s location (cabin versus cargo area) and its status
(inactivated versus activated).
37.1.9.3 CABIN THREATS WITHOUT ACTIVATION

I f a CHEM/ BI O weapon is reported to be on the aircraft (but
without apparent activation due to lack of physical
symptoms of exposure) it should be noted that exposure to
biological agents will not likely result in an immediate
presence of symptoms; nor will the dispersal of a biological
or chemical agent necessarily be immediately detectable.
The crew must take immediate steps to deal with the
situation and attempt to minimize aerosol dispersion
immediately. Flight and cabin crew have different duties
that should be started simultaneously.
Flight crew should immediately don masks, goggles, select

100 percent oxygen maximize skin coverage with
shirtsleeves down or uniform jackets worn. Some
CHEM/ BI O agents are odourless and will not be sensed until
is too late, so this step should not be delayed.
Although an emergency declaration and turn towards an

alternate aerodrome is appropriate, an immediate
change in cabin pressure should not be initiated until
the inactivated device is secured to the
maximum extent possible. I mmediately reducing cabin
temperature to the lowest practical setting and turning off
re-circulation fans will decrease most aerosol dispersion
characteristics, so this step should be taken immediately.
Page 37 -18
PART - A Chapter 37
37.1.9.4 SECURING A SUSPECTED CHEM / BIO WEAPON

Once the suspected CHEM/ BI O container is covered and
sealed from the cabin atmosphere, a gradual descent of the
aircraft can be initiated using a descent that minimizes the
rate of cabin change. The slower the descent and increase
in cabin pressure, the lower the risk of agent dispersal
during the final phase of flight.
Upon landing and taxing to the airport minimum risk
location, the aircraft should be parked on the diagonal to the
surface winds and passengers and crew should deplane
through upwind aircraft exists to minimize risk of
contamination. Even if there appears to be no manifestation
of possible CHEM/ BI O contamination, passengers and crew
should remain together and quarantined until checked by
trained personnel.
37.1.9.5 CABIN THREATS WITH ACTIVATION

Unexpected exposure to an activated chemical/ biological
weapon within the confines of an aircraft cabin will require
quick identification, clear thinking and swift response. With
the exception of slow-acting biological agents such as
anthrax, airborne exposure to toxic agents may rapidly
generate sudden passenger sickness in an epidemic
outbreak. I f time permits due to distance from the nearest
suitable airport, consultation with knowledgeable specialists
on the differences between bio-logical and chemical agents
with regard to dispersion and the speed with which they will
generate symptoms less rapidly than will chemical agents,
many of which cause immediate symptoms. Depending on
the agent, passengers and cabin crew may exhibit choking,
discoloration and fainting, blistering or convulsions that are
beyond the means of crew members to effectively deal with
while airborne. I t is important to remember that symptoms
may manifest quickly or slowly, and the chemical weapon
itself may be deceptively odourless or of a mild scent.
When this situation is reported to the fight crew, immediate

actions must be take- flight crew members must don mask
and goggles, secure the cabin door and deny any entry from
the cabin. Next, they must decrease cabin pressure (by
raising the cabin altitude) as quickly as possible – and as
Page 37 -19
PART - A Chapter 37
much as possible – to evacuate and dilute the aerosol

chemical agent. Additionally, recirculation fans should be
turned off and the coldest possible temperature selected to
aid in minimizing agent aerosol dispersion. I t is extremely
important to don oxygen mask and goggles before any other
action upon report of multiple cabin illnesses. Passengers
and cabin crew should go on oxygen. Doing so will protect
them from the effects of increasing the cabin altitude to over
10000 feet and will help prevent them from ingesting the
toxic agent into lungs and/ or nasal passages.
A rapid descent and diversion to a suitable airport is of
critical importance. An immediate landing is paramount to
ensure flight crew are physically able to land the aircraft,
and gain time-critical medical treatment for exposed
individuals. Particularly when chemical agents are
suspected, fear of contaminating large populated areas
should not interfere with the decision to land at a major
airport, as chemical agents are generally of a short -term
nature and will dissipate rapidly. The airplane should be
safely landed while it is still possible to do so.
I n the event of a CHEM/ BI O threat in a cargo compartment,

it is particularly important that the crew know of any
dangerous goods on board the aircraft.
A reported CHEM/ BI O threat in a cargo compartment should

be dealt with much as one would deal with a cargo fire:
isolate the cargo bay by removing all sources of ventilation,
shut off cargo heat sources and turn off recirculation fans.
This process will significantly restrict agent dispersion and
help protect the passenger cabin.
I n-flight activation of a CHEM/ BI O weapon may be sensed

by smoke detectors in the cargo hold. Warning lights will
not distinguish whether the smoke is from a weapon or
cargo fire, but normal fire-fighting techniques will provide
optimal protection while airborne.
During descent, a positive outflow of pressure from the air
conditioning packs (units) will decrease the risk of chemical
agents migrating from the cargo bays and into the cabin.
To sustain this protection until a planned deplaning, setting
Page 37 -20
PART - A Chapter 37
the landing elevation somewhat lower than the actual

destination will keep the cabin relatively over-pressurized
throughout the landing process. Depending on the aircraft,
time and system knowledge, manually keeping outflow
valves from fully opening upon landing could keep the cabin
over-pressurized and protected from cargo area
contamination until ready for emergency evacuation through
upwind exits.
37.1.9.6 DIVERTING AND DEPLANING
I f the aircraft is quite far from the nearest suitable airport,
flight crew could coordinate with air traffic control and the
airline’s dispatch or systems Operational Control to land at
an equidistant alternate airfield equipped with explosive,
CHEM/ BI O and medical expertise waiting to assist with
deplaning and, if necessary, decontamination. Coordinating
actions with local emergency response agencies to the
maximum extend possible is critical. I n addition to exposing
those on board to a potentially deadly threat, the CBW also
poses a risk to those outside the aircraft.
I f serious reservation is expressed from the ground, the

crew can accomplish certain actions to minimize the risk to
the airport and surrounding communities, for example, if
biological agents are suspected, the crew might try to avoid
over flight of populated areas during the approach and
landing.
I n any CHEM/ BI O threat situation, the aircraft should not

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

Perhaps the most important single factor in assuring a
successful outcome to a CBW incident is for each crew
member to consider in advance how he or she would deal
with a genuine CHEM/ BI O threat in the airplane.
Page 37 -21
PART - A Chapter 37
As a cabin crew member should always be observant of

passengers, heightened crew awareness and ongoing
surveillance of the cabin to detect suspicious behaviour or
objects should be emphasized in training. As a CBW would
probably be disguised as a familiar item to avoid suspicion
and detection, the more likely cause for aroused suspicion
would be an item bei ng “out of place”.
37.1.9.8 CABIN CREW CHECKLIST FOR IN-FLIGHT CHEMICAL

/BIOLOGICAL WEAPONS
37.1.9.9 FLIGHT CREW CHECKLIST FOR IN-FLIGHT

CHEMICAL / BIOLOGICAL WEAPONS
37.1.10 HIJACKING
The existing policy as approved by Government of I ndia will
be followed in case of Hijacking or unlawful interference. For
Standard Operating procedure to deal with Hijack
Contingencies refer to Emergency Management Manual. A
performa for action to be taken by the recipient is attached
as Annexure B.
37.1.11 ACCIDENT / INCIDENT NOTIFICATION PROCEDURE

The Executive Director (Flight Safety) is the accident
prevention officer of the airlines, he will be the nodal officer
of the company to the Director (Air Safety) of DGCA during
accident investigation.
Details of the accident prevention and safety programme
including a statement of safety policy and the responsibility
of the personnel is let down in detail in the DGCA approved
Flight Safety Manual.
All operational personnel are to be advised that the airlines
has an objective of identifying unsafe acts and practices and
intervention before these acts and practices manifest
themselves as incidents / accidents. For the success of this
programme the policy of airlines is highlighted.
- NO PUNI TI VE ACTI ON WI LL BE TAKEN FOR ANY
VOLUNTARY AND TI MELY REPORTI NG OF UNSAFE ACTS
OR HAZARDS
Page 37 -22
PART - A Chapter 37
All related forms that of anonymous reporting , bird strike,

incident, flight safety, tail strike during takeoff, tail strike
during landing are given in the Chapter 34 of the Operations
Manual and Chapter 7 of Flight Safety Manual.
Annexure A
BOMB THREAT REPORT
QUESTION TO BE ASKED FROM CALLER

(In case of Bomb Threat Message) Background Noises
When is the bomb going to explode ? Street Noise ---------------------------
Where did you place the Bomb? Aircraft ---------------------------
When did you place it there ? Voices ---------------------------
What does the Bomb look like ? Music ---------------------------
What kind of Bomb is it ? Machinery ---------------------------
What will make the Bomb explode ? House Noises ---------------------------
Did you place the Bomb ? Local Call ---------------------------
Long
Why did you place the Bomb ? Distance ---------------------------
What is your name ? Other ---------------------------
---------------------------
Where are you ? ---------------------------
What is your address

CALLER
Voice
EXACT VERBATIM OF MESSAGE
RECEIVED Accent ------------------------ (Specify)
Page 37 -23
PART - A Chapter 37
Any (Specify)
I mpediment ---------------------------
(Loud,
Soft, etc,)
Voice ---------------------------
(Fast,
THREAT LANGUAGE : Slow, etc.)
Well Spoken
--------------------------- Speech ---------------------------
I n coherent (Clear
--------------------------- Muflled)
I rrational
--------------------------- Diction ---------------------------
Taped
--------------------------- (Calm, emotional , etc.)
--------------------------- Manner ---------------------------

Message read
by Caller --------------------------- (Who do you think it was?)
Abusive
--------------------------- Familiar Voice ---------------------------
Other
--------------------------- (Specify)
--------------------------- Was the caller ---------------------------
familiar with the

Other Details of Caller area ---------------------------
Estimated Sex
Age Male Female
Receipent CALL TAKEN
Printed Name Date Time
Duration of
Signature Phone Number Call Number Called
Page 37 -24
PART - A Chapter 37
Annexure B
HIJACK / TERRORIST THREAT CALL
QUESTION TO BE ASKED FROM

CALLER Background Noises
Which Airlines flight is being planned to be
hijacked? Street Noise ---------------------------
Date and Time of flight? Aircraft ---------------------------
How do they propose to hijack the flight? Voices ---------------------------
What weapons do they have? Music ---------------------------
What is their description & Nationality? Machinery ---------------------------
Are you the part of the hijacker/ terrorist ? House Noises ---------------------------
Do you know their names? Local Call ---------------------------
Long
What is your name ? Distance ---------------------------
Where are you ? Other ---------------------------
What is your address ?
CALLER
Voice
Accent ------------------------ (Specify)
Any (Specify)
I mpediment ---------------------------
(Loud,
EXACT WORDING OF THREAT Soft, etc,)
Page 37 -25
PART - A Chapter 37
Voice ---------------------------
(Fast,
THREAT LANGUAGE : Slow, etc.)
Well Spoken
--------------------------- Speech ---------------------------
I n coherent (Clear
--------------------------- Muflled)
I rrational
--------------------------- Diction ---------------------------
Taped
--------------------------- (Calm, emotional , etc.)
--------------------------- Manner ---------------------------

Message read
by Caller --------------------------- (Who do you think it was?)
Abusive
--------------------------- Familiar Voice --------------------------
Other
--------------------------- (Specify)
--------------------------- Was the caller ---------------------------
familiar with the

Other Details of Caller area ---------------------------
Estimated Sex
Age Male Female
Receipent CALL TAKEN
Printed Name Date Time

Duration of
Signature Phone Number Call Number Called
Page 37 -26
PART - A Chapter 38
HEAD-UP DISPLAYS(HUD) I ssue 4 Rev 0 15 Oct 2014
/ENHANCED VISION
SYSTEMS(EVS)
38.0 Head Up Display (HUD)
The Head Up Display (HUD) is basically a development of the

conventional Attitude Display I ndicator (ADI ) and provides flight
critical information such as altitude, speed, heading, vertical speed,
angle of attack, flight path vector, attitude, status indicator, alerts
and warnings and navigation information etc. The information is
projected by the system in the pilots field of view. The view observed
from th e pilot’s seat, looking through the HUD, is thus a combination
of the real world outside and the information derived from the HUD.
The main purpose of the HUD is to increase the pilot’s situational
awareness in critical phases of flight, maintaining and even
extending the safety margins. This includes conditions where lack of
visual cues are present. This offers airlines a cost effective solution in
reaching low visibility operations, i.e. approved take offs, approaches
and landings in bad weather conditions, access to an increased
number of airports when operating in low visibility, recovery from
unusual attitudes,
At present, HUD is installed in our B 787 aircraft and its

usage is approved by DGCA
38.0.1. INTRODUCTION
HUD may be installed and operated to enhance situational
awareness or to obtain an operational credit such as lower minima
for approach and landing operations. Any use of HUD systems and
any operational credit gained from their use requires approval from
FSD, DGCA.
38.0.2. DEFINITIONS.
Head-up display (HUD) is a display system that presents flight
information into the pilot’s forward external field of view
Enhanced vision system (EVS) is a system to display electronic
real-time images of the external scene achieved through the use of
image sensors.
Page 38 -1
PART - A Chapter 38
/ENHANCED VISION
SYSTEMS(EVS)
38.0.3.1 General
38.0.3.1.1 A HUD presents flight information into the pilot’s forward

external field of view without significantly restricting that external
view.
38.0.3.1.2 A variety of flight information may be presented on a

HUD depending on the intended flight operation, flight conditions,
systems capabilities and operational approval. A HUD may include,
but is not limited to, the following:
a) Airspeed;
b) Altitude;
c) Heading;
d) Vertical speed;
e) Angle of attack;
f) Flight path or velocity vector;
g) Attitude with bank and/ or pitch references;
h) Course and glide path with deviation indications;
i) Status indications (navigation sensor, autopilot, flight director,
etc.); and
j) Alerts and warning displays (ACAS, wind shear, ground proximity
warning, etc.).
38.0.3.2 HUD operational applications
38.0.3.2.1 Flight operations with HUD can improve situational

awareness by combining flight information located on head-down
displays with the external view to provide pilots with more immediate
awareness of relevant flight parameters and situation information
while they continuously view the external scene. This improved
situational awareness can also reduce errors in flight operations and
improve the pilot’s ability to transition between visual and instrument
references as meteorological conditions change. Flight operations
applications may include the following:
a) Enhanced situational awareness during all flight operations, but

especially during taxi, take-off, approach and landing;
b) reduced flight technical error during take-off, approach and
landing especially in all-weather operations; and
Page 38 -2
PART - A Chapter 38
/ENHANCED VISION
SYSTEMS(EVS)
c) I mprovements in performance due to precise prediction of
touchdown area, tail strike awareness/ warning and rapid recognition
and recovery from unusual attitudes.
38.0.3.2.2 HUD may be used for the following purposes:
a) To supplement conventional flight deck instrumentation in the

performance of a particular task or operation. The primary cockpit
instruments remain the primary means for manually controlling or
maneuvering the aircraft; and
b) As a primary flight display;
i) I nformation presented by the HUD may be used by the pilot in lieu

of scanning head-down displays. Operational approval of a HUD for
such use allows the pilot to control the aircraft by reference to the
HUD for approved ground or flight operations; and
ii) I nformation presented by the HUD may be used as a means to

achieve additional navigation or control performance. The required
information is displayed on the HUD. Operational credit, in the
form of lower minima, for HUD used for this purpose may be
approved for a particular aircraft or automatic flight control system.
Additional credit may also be allowed to conduct operations with
HUD in situations where automated systems are otherwise used.
I ncreased precision in hand flying and supply of surface guidance
information. Refer AOP.
Page 38 -3
PART - A Chapter 38
/ENHANCED VISION
SYSTEMS(EVS)
Page 38 -4
PART - A
INDEX I ssue 4 Rev 0 15 Oct 2014
Acceptance And Read Back Of ATC Clearance 2-1

Acceptance of ATC clearance 30-14
Acceptance of ATC clearance where terrain clearance is involved 22-1
Acceptance of wide cut fuel 8-11

Acceptance/ commencement, continuance, discontinuance of
instrument approaches 27-1
Acceptance/ Delivery flights 5-1
Accident prevention and safety programme 1-22
Accident prevention program 34-1
Accident/ I ncident Notification Procedure 37-22
Action by Commander 10-16
Action by Flight Despatcher 10-16
Action in an emergency (Flight Despatcher) 10-13
Action Taken On The Recommendations made in the PI B Report
and their Communication to Regional Office / DAS HQRS 34-73
Action Taken Report (ATR) 34-71
Actions to be taken after delayed flights 1-66
Activities prohibited during critical phases of flight 17-107
Additional flight crew documentation and forms 4-13
Additional fuel 12-10
Additional precautions for using wide cut fuel 8-12
Additional Security Measures 36-35
Adherence to flight plan 17-109
Adherence to flight plan/ Air Traffic Control clearances 22-2
Adherence To Noise Restriction At Airports 19-26
Administration and Control of Operations Manual 0-1
Admission to flight deck / Use of Observers (Jump) seat 17-58
Advance notice 9-52
Advantages of CDFA 28-10
Advantages of RVSM 4-20
Adverse weather and potentially hazardous atmospheric
condition operations 17-37
Aerodrome Operating Minima - Landing 7-15
Aerodrome Operating Minima - Take off 7-23
Aerodrome Operating Minima (Airbus fleet) 7-73
Aerodrome Operating Minima (AOM) - General 7-9
Aerodrome rescue & Fire fighting facilities (Status of fire
fighting services) 17-98
Aeronautical information 23-4
Aeroplane handling documents 9-26
Aft Loading of Aircraft 14-14
Air operators permit 1-96
Air Speed Restrictions 17-120
Air Traffic Control Clearance 17-109
Air Traffic Control factors 30-7
Airborne Collision Avoidance System (ACAS) / Traffic Alert &
Collision Avoidance System (TCAS) 31-1
I ND-1
PART - A
Airbus fleet (A320 family / A330) 7-9

Aircraft accident/ incident and hazard reporting 34-13
Aircraft compatibility with rescue and fire fighting aerodrome
category 17-102
Aircraft ground handling communications (General) 17-25
Aircraft Performance For All Phases of Flight 17-133
Aircraft Rule 2012 34-48
Aircraft Search Procedure 37-7
Aircraft Search Procedure Checklist 37-1
Aircraft Structural Limitations 14-12
Aircraft Technical Log (ATL) 17-12
Aircraft Type specific Normal Checklist 18-4
Airfield wise categories 24-7
Airport Analysis 17-96
Airport facilities 30-16
Airports equipped with night landing facilities 1-65
Airports not equipped with night landing facilities - Eastern
region 1-65
Airways Navigation 4-28
All weather operations 17-81
Alternate Aerodrome 4-6
Alternate Airports for Departures Using Take-off Minimums
lower than Landing Minima 7-64
Alternate Flight Plan 16-48
Alternate selection process 12-8
Altimeter serviceability checks 6-5
Altimeter setting factors 30-5
Altimeter setting procedure 6-4
Altimeter setting procedures / Limits 17-33
Altimeter setting reference datum 6-5
Altimeter setting units of measurement factors 30-6
Altitude alerting system procedures 17-36
Altitude awareness 20-2
Altitude awareness 30-12
Altitude Awareness Procedures 20-4
Anonymous / confidential/ voluntary reporting 34-17
Anti Sabotage Precaution 37-16
Anti-icing Measures 15-7
Appendices 34-71
Appendix -1 17-137
Appendix- 2 17-141
Approach 7-45
Approach and landing conditions 7-11
Approach Designs and Continuous Descent 28-9
Approach Procedures 28-1
Approval Of PI B Report 34-73
Approved personnel 1-25
I ND-2
PART - A
Area of Magnetic Unreliability (AMU) 4-19

ARMS 2-31
ARMS 2-34
Arrival formalities 9-53
ATC clearances 22-1
ATS flight plan 17-11
Attending functions held by the VVI P 1-92
Audit/ surveillance check 1-98
Augmented crrew 2-7
Augmented flight crew 2-1
Authority and compliance 0-1
Authority I ssuing Order for the investigation of accident and
serious incidents 34-74
Authority, duties & responsibilities of Pilot in Command /
Commander 1-43
Auto Flight System factors 30-9
Auto Land surface wind limitations 17-132
Auto Pilot 21-1
Auto throttle / Auto thrust 21-1
Auto-Flight Systems 21-1
Auto-flight systems 30-11
Background 28-8
Bagdogra Airport 19-2
Barometric Altimetry 20-3
Barometric altimetry 30-13
BCAS Directives 36-37
Blind passengers 9-11
Boarding pass 36-17
Boeing fleet (B744/ B777/ B787) 7-8
Bomb threats and sabotage 36-16
Brand Names And Characteristics 8-9
Brief narrative of incident 34-47
Briefing by Cabin Crew 23-6
Briefing by Flight Despatcher 23-5
Briefing by incoming flight to ATC 23-5
Briefing by Traffic / Cargo 23-6
Briefing procedures for approach and landing 23-2
Briefing procedures for departure 23-1
Briefing to lessor crew 1-85
Cabin Crew 11-1
Cabin crew 11-4
Cabin crew 11-4
Cabin Crew 11-8
Cabin Crew Requirements 2-28
Cabin Safety requirements` 17-68
Cabin snags 17-129
Calculation of block times 1-91
I ND-3
PART - A
Calculation of Normal DH/ MDH 7-1

Calicut Airport 19-4
CANPA/ CDFA 3-3
Cargo flights 9-54
Carriage of Arms , Ammunition, Weapons Etc. 9-48
Carriage of Cabin Crew 2-27
Carriage of Dangerous Goods 35-1
Carriage of Human Remains 9-51
Carriage of live animals 9-35
Carriage of Mails ( Postal) 9-36
Carriage of Meat/ Perishable Cargo 9-47
Carriage of Operations Manual on board 0-3
Carriage of pets 9-32
Carriage of prisoner/ person under judicial custody
/ administrative control (prisoners) 9-8
Carriage of radioactive material 35-6
Carriage of security items 9-48
Carriage Of Security Removed I tems 36-32
Carriage of sick/ invalid/ person with disability and/ or person with
reduced mobility 9-5
Carriage of weapons 35-3
Carriage of weapons, ammunitions etc. 35-3
CAT I I & CAT I I I Minima 7-39

CAT I I / I I I Minima with multiple RVR 7-22
Categories 9-37
Categorisation of airports 36-27
Category I , APV (Approach procedure with vertical guidance)
and Non-Precision Approach Operations - General 7-18
CATI I and CATI I I Landing Minima 7-62
Causes of CFI T accidents 30-4
CB reset policy 17-84
CDFA General Procedures For All Airports 28-14
Certification 9-51
CFI T traps 30-14
Change of aircraft 16-1
Changing alternate in flight 4-17
Characteristics of wide cut fuel 8-11
Chart supply 30-15
Charts 30-13
Checking of toilets/ hat-racks/ catering items etc. 36-19
Checklists 18-1
Circling Approach Minima 7-16
Circumstances in state of emergency 10-11
Clarification and acceptance of ATC clearances 22-1
Classification of aerodromes 24-5
Classification of occurrence 34-26
Classification of occurrence reports 30-3
I ND-4
PART - A
Classifications of Sabotage / Bomb threats 37-3

Clearance of flights under EDTO regulations 7-29
Climb 17-120
Coimbatore Airport 19-5
Collection of technical documents 17-107
Commander's Action 23-6
Commander's Responsibility 7-48
Commencement and continuation of approach (Approach Ban
Policy) 7-11
Common criteria for selection of team members and all crew 1-87
Common language for communication 0-6
Communication 5-14
Communication 30-16
Communication and navigation facilities 4-9
Communication for Operational Supervision 5-17
Communication Loss with Aircraft I n Flight 5-3
Communications 17-111
Company communication/ SSB/ ACARS operation 1-72
Company directives 36-29
Company policy 8-2
Company Policy as to carriage of arms etc by passengers 35-5
Company Policy as to carriage of kirpan by passengers 35-6
Company policy on stabilized approach 25-3
Composition of routine Permanent I nvestigation Board 34-44
Concept 17-81
Conclusion 34-71
Concurrence By Members 34-73
Conditions 9-51
Conditions Required To Commence Or Continue A Visual
Approach 27-5
Conditions Required To Commence Or To Continue An
I nstrument Approach 27-1
Conditions required to obtain stabilized approach 25-1
Conditions under whch oxygen must be provided 13-1
Conditions Under Which Oxygen Shall Be Used And The Amount
Of Oxygen Determined 13-1
Consecutive night operations 2-13
Considerations for calculation of AOM 7-10
Continuous Descent Final Approach (CDFA) 28-8
Continuous Descent Final Approach (CDFA) / Constant Angle
Non-Precision Approach (CANPA) 7-46
Control of Operations Manual Part A 0-6
Controlled rest on the flight deck 2-31
Conversion of Reported Meteorological Visibility to RVR/ CMV 7-12
Conversion Table - RVR/ Visibility 7-47
Convert climb gradient to climb rate (roc): 17-130
Co-ordination for passenger boarding 1-63
Corrections for temperature 6-4
I ND-5
PART - A
Crew Briefing 23-3

Crew change station 1-56
Crew Complement 2-30
Crew Composition 11-1
Crew Coordination 29-1
Crew Discipline - General 1-56
Crew duties and decision making before reaching EEP 4-14
Crew for Operations 11-1
Crew Health Precautions 11-9
Crew members at their duty stations/ absence from flight deck 17-54
Crew members at their stations 17-108
Crew movement control 1-76
Crew Resource Management 17-113
Crew Responsibility at Airports of Diversion 17-126
Crew Scheduling Section 1-81
Crew training and evaluation 4-17
Crew Training approval 4-11
Crew Workload during night and I MC I nstrument approach and
landing operations 29-1
Criteria for determining the usability of aerodromes 17-5
Criteria for selection of cockpit crew 1-88
Criteria for selection of Flight Despatchers 1-90
Critical Actions 18-4
Critical Aircraft Surfaces 15-5
Critical phases of flight (Sterile cockpit) 17-107
Cruise 7-45
Cumulative flight time limitations 2-5
Cumulative flight time limitations 2-6
Customs clearance on arrival 1-56
Daily maximum flight time limitations for international
operations 2-6
Data Link Communication 5-21
Data Link Communication (CPDLC) 4-28
Death During Flight 9-50
Decelerated Approaches 25-4
Declaring an Emergency 10-13
Definition - Emergency phases 10-11
Definition of CDFA 28-9
Definition Of Terminology I n Pib reports: 34-72
Definitions 2-1
Definitions 2-16
Definitions 31-2
Degrading to "NON-ETOPS" status 4-5
Dehradun 19-7
Deicing/ Anti icing of of Aircraft with Engines Operating 15-6
Delhi (Simultaneous Use of Runways) 19-26
Delivery flights 17-88
I ND-6
PART - A
Demonstration flights 17-89

Departure and Approach Briefings 23-1
Departure Contingency Procedures 19-1
Departure Procedures 19-1
Descent below minimum altitude 7-45
Descent, Approach and landing factors 30-8
Description Of Fuelling Procedure 8-6
Description of method for determination and application
Minimum Flight Altitudes 6-1
Designation of good weather alternates 7-50
Designation of the Commander (Pilot-in-Command) 11-3
Determination of Aerodrome Operating Minima 7-1
Determination of quantities of fuel & oil carried 17-11
Determination of RVR/ CMV/ Visibility minima for Category 1, APV
and non-precision approaches 7-2
Deviations from ATC clearances 22-2
DGCA Regulations for Cabin Crew (FDTL) 2-20
Digital Flight Data Recorder (DFDR) and Solid State Cockpit
Voice Recorder (SSCVR) 17-103
Dimapur 19-7
Diplomatic lockers 9-42
Diplomatic Mail and Cargo 9-36
Discontinued Approaches (including non precision) 27-4
Dispatch considerations 4-17
Dispatch fuel requirements 4-11
Dispatch Minima 7-94
Dissemination of Bomb Threat Procedure 37-12
Distress And Urgency Radio Telephony Communications
Procedures 17-126
Distribution of Operations Manual 0-3
Diversion briefing 23-3
Diversion conduct 4-15
Diversion decision making 4-13
Diversion speed 4-14
Document Management System 1-94
Documentation 34-46
Dry lease operations 1-86
Duties and responsibilities of Ground Operations personnel 1-84
Duties and responsibilities of non-management personnel 1-84
Duties and responsibilities of other crew members 1-49
Duty 2-1
Duty period (DP) 2-1
Duty period (DP) 2-8
Economic tinkering of fuel 12-16
EDS Flight Planning System 16-36
EDTO / ETOPS - Commander/ Crew responsibilities 4-10
EDTO / ETOPS Dispatch weather minima 4-6
I ND-7
PART - A
EDTO / ETOPS Flight Dispatch 4-6

EDTO / ETOPS fuel monitoring 4-12
EDTO / ETOPS fuel policy 4-11
EDTO/ ETOPS flights 1-71
EDTO/ ETOPS range categories and requirements of CAR 4-17
Emergency 37-4
Emergency action 1-75
Emergency action and special reports 1-73
Emergency Landing Guidance 17-124
Emergency/ Abnormal/ Non-Normal Procedures 17-125
Engine failure procedures 4-15
Enhanced Ground Proximity Warning System (EGPWS)/ Terrain
Aviodance And Warning Systems (Taws) 30-2
Enhanced Vision System (EVS) 38-1
Enroute 17-120
Enroute Alternate Aerodrome 7-28
Enroute operating minima for VFR flight 17-10
EOPS fuel reserves 12-9
ETOPS/ EDTO 17-81
Expectant mothers 9-9
Experience, Recency and Qualification of the Crew Members 11-2
Explanation 14-14
Explosive Devices Versus Chemical / Biological Weapons 37-16
Export permission 9-52
Extended Diversion Time/ Extended Range Operations (EDTO)/
(ETOPS) 4-3
Exterior aircraft inspection 17-129
Extra fuel 12-10
Factors Considered for Flight Planning 12-8
Factors that contribute to CFI T accidents 30-5
Factual information 34-68
Failed or downgraded equipment - effect on landing minima 7-6
Failure of Computerized Flight Planning Systems 16-1
Family assistance programme (crew & pax): 34-78
Fasten seat belt sign 17-117
Fatigue 2-2
FDTL - Cabin crew - DGCA & Air I ndia Minimum & I nflight Rest 2-20
FDTL/ FTL Operations of Flight Beyond 11 hours for operations
to Australia 2-26
Ferry flights 17-88
Findings 34-67
Findings 34-70
Flight Following / Flight
Flight and Crew Monitoring 1-64
Flight and Duty Time Limitation (FDTL) & Rest Requirements 2-1
Flight clearance / Crew Briefing 1-60
Flight crew 11-3
I ND-8
PART - A
Flight crew 11-4

Flight crew 11-4
Flight crew and Air Operator qualification 7-10
Flight crew complacency 30-7
Flight crew documentation - Flight crew briefing folder 4-12
Flight Crew Functions And Action 31-6
Flight crew functions and action 30-16
Flight crew operations procedures 4-24
Flight Deck - Cabin Communication 2-33
Flight Duty Period (FDP) 2-2
Flight Duty Time Limitation/ FTL Requirements for Operations to
USA & CANADA: 2-24
Flight Overdue and Unreported 10-14
Flight Past PNR and I nsufficient Fuel for Destination 10-15
Flight Path Management 2-33
Flight plan alternate 16-1
Flight Plan Folder 1-62
Flight plan under MEL/ CDL 16-1
Flight Preparation I nstructions - All Operating crew 17-1
Flight procedure 17-30
Flight release under MEL 17-83
Flight safety analysis program 34-13
Flight supervision (Flight following) 1-70
Flight time (FT) 2-2
Flight training 31-5
For Aeroplanes I ntended To Operate Above 15 000 M (49 000
Ft) 33-1
Forecast wind flight plan 16-46
Format For Final I nvestigation Report 34-68
Format for submitting initial report 34-27
Fuel Characteristics - Requirement & Relaxation 8-10
Fuel Conservation and Economy 12-12
Fuel conservation measures 12-13
Fuel Requirements 8-9
Fuel requirements for flights 12-1
Fuel Saving 12-12
Functional Requirements Of ACAS I And ACAS I I 31-4
General 1-27
General 2-11
General 9-37
General 10-10
General 37.2
General conditions for Pushback 17-25
General I nstructions for All Emergencies 10-14
General precautionary and safety measures 8-1
General Principles of mass and centre of gravity 14-2
General procedure for B787 17-136
I ND-9
PART - A
General procedures 17-112

General Requirements 2-15
General Responsibility of Flight Despatcher 1-59
General rules for communication with ATC 22-1
Global Positioning System (GPS) 4-28
Good weather conditions 7-50
GPS Approach 3-3
GPWS / EGPWS training 30-2
Ground Deicing of Aircraft 15-1
Ground handling agreements for AI flights at online stations 9-54
Ground handling arrangement and procedures 17-24
Ground Handling Arrangements And Procedures 9-1
Ground operations 17-24
Ground Proximity Warning System (GPWS) Procedures and
instructions for avoidance of Controlled Flight into Terrain
(CFI T) 30-1
Guidance Procedures and Performance data 17-130
Guidance to crew members concerning health 11-10
Guidelines for conditions and actions to be taken by crew
members based on turbulence intensity 17-104
Guidelines to holdover times 15-2
Guwahati Airport 19-8
Handling of passengers 36-18
Handling procedure 9-3
Handling/ Security of diplomatic air mail 9-38
Head Up Display (HUD) 38-0
Higher Minima due severe down draughts 7-47
Hijacking 37-22
Holdover Tables 15-12
Home base 2-3
Hypersensitive Airports 36-36
I ATA & DGCA permissions 9-35
I dentification of specific aircraft type procedures 0-6
I dentity cards 36-18
I FR/ VFR policy 17-30
I llness/ I njury During Flight 9-49
I LS Approach 3-2
I MC/ VMC standard Call outs 29-2
I mphal Airport 19-9
I mport permission 9-52
I mportance of Checklist 18-2
I mportant point to remember 9-35
I n baggage hold 9-33
I n the cabin 9-34
I ncapacitation of crew member 17-62
I ncident PI B investigation 34-44
I ncident/ Accident I nvestigation 34-44
I ND-10
PART - A
I nflight 7-45
I nflight 7-49
I nflight Announcements 17-120
I n-flight forecast monitoring 4-10
I nflight Fuel Management and time checks 17-37
I nflight Medical Emergencies and illness 17-122
I nflight procedure - Fuel Monitoring 12-20
I nflight rest 2-22
I nformation, instructions and general guidance on the carriage
of dangerous goods 35-1
I nspection after Deicing Operations 15-8
I nspection Proforma / Release Certificate 37-14
I nstruction on the maintenance of altitude awareness and the
use of automated or flight crew altitude call outs 20-1
I nstruction on the Use of Normal Checklists 18-1
I nstructions For Conduct And Control Of Ground Deicing/ Anti-
I cing Operations 15-1
I nstructions on Mass and Balance control 14-1
I nstructions on the use of Auto Pilot and Auto throttle in I MC 21-1
I nstrument Approach Procedures 27-1
I ntegrated operational control centre (I OCC) 1-94
I ntentionally Left Blank 17-81
I ntentionally Left Blank 17-81
I nterception of Civil Aircraft 32-1
I nterception Procedures 32-1
I nternal Safety Audit 34-1
I nterpretation and decoding of metrological information and
forecast 17-10
I ntoxicated persons (Rule 24A of Rules, 1937) 9-27
I ntroduction 0-1
I ntroduction 4-20
I ntroduction 14-1
I ntroduction/ Management of Fatigue 1-93
I nvestigation 34-67
Jammu Airport 19-10
Kabul Airport 19-13
Kathmandu Airport 19-11
Landing in emergency - Minima 7-63
Landing Minima 7-62
Landing Minima - Emergency 7-46
Landing performance 17-95
Landing runway length requirements 7-46
Last minute change procedures 14-4
Last time for take-off (Special cases) 1-65
Layover station 1-57
Leasing of aircraft 1-84
Leh Operations 19-20
I ND-11
PART - A
Lengpui Airfield 19-13

Limitations - High Rates of Descent at near the surface (low
altitudes) 26-1
Limitations and procedures on high rates descent at near the
surface (low altitudes 26-1
List of Adequate Airports(Destination / Enroute Alternate /
Destination Alternate) 7-70
List of Destination Alternates 7-69
List of documents to be carried on board the aircraft 17-14
List of Enroute Alternates 7-68
List of reportable incidents 34-19
List Of Reportable Occurances 34-19
Listening watch on Company Frequency 5-19
Lists of Destination Alternate Airports in Preferential order 7-51
Load and Trim Sheet Requirements 14-6
Loading 9-37
Loading and securing of items 9-22
Local night 2-3
Logging of Flight Time 2-16
Logging of hours (multiple crew) 17-92
Long range / Multiple crew operations 17-91
Low Fuel State/ Declaration of emergency 12-20
Low visibility operations 3-3
Low Visibility Operations - Aerodrome considerations 7-14
Low Visibility Operations - General 7-14
Low Visibility Operations - Minimum Equipment (Aircraft) 7-15
Low Visibility Operations - Operating Procedures 7-14
Low Visibility Operations - Training and Qualifications 7-14
Low Visibility Take Off Minima 7-98
Low Visibility Take-off Minima - Additional information 7-25
Maintenance of air ground voice communication 5-2
Maintenance of Cabin Altitude at 10000 ft. 13-3
Maintenance Release for EDTO / ETOPS 4-3
Maintenance Section 36-19
Mandatory Missed Approach 27-4
Mandatory spot checks/ I nspections 34-4
Manifest 9-37
Maps 17-116
Mass and centre of gravity 14-1
Maximum age limit for professional pilots 11-14
Maximum daily flight duty period-Two pilot operations 2-7
Maximum Number Of Passengers 9-28
Mechanical Difficulty or Fire Aboard Aircraft 10-15
Medical Assessment 11-14
Medical supplies 17-97
Medicall kits onboard 17-97
MEL entry into Aircraft Technical Log (ATL) 17-84
I ND-12
PART - A
Mentally retarded passengers 9-12

Meteorological information 23-4
Method for determination Of Minimum Flight Altitudes 6-1
Method for the determination of Aerodrome Operating Minima 7-1
Method of presentation 17-94
Methods for the determination of Aerodrome Operating Minima 17-10
Methods of Frozen Deposit Removal 15-2
Minimum altitude for each route to be flown 17-116
Minimum altitude for stabilized approach 25-3
Minimum Cabin crew complement 2-20
Minimum Crew Complement 11-1
Minimum Crew for Ferry Flights 11-1
Minimum flight altitude 17-5
Minimum flight altitude corrections 6-4
Minimum heights for commencing a turn after take-off 6-3
Minimum Navigation Performance Specification - MNPS 4-19
Minimum rest (before a flight) 2-8
Minimum runway length requirements 1-92
Minimum total experience of PI C and Co-pilot in the cockpit for
scheduling pilots for line operation 11-2
Missed Approach 7-46
Mixing of Fuels 8-11
MMEL/ MEL 4-3
MNPS 3-6
Modification of Checklists 18-4
Monitored approach 25-3
Monitoring 4-27
Monitoring aircraft movement 1-67
Monitoring crew movement 1-66
Monitoring of Emergency Frequency 121.5 MHZ 5-2
Movement control 1-75
Multiple crew rest cycle 17-91
Multiple occupancy of aeroplane seats 9-26
Mumbai Airport 19-15
Muscat Airport 19-16
Navigation Database 3-8
Navigation Database management process. 3-7
Navigation Equipment 3-1
Navigation monitoring 4-13
Navigation Procedures 3-6
Navigation procedures 17-31
NDB Approach 3-1
Neighbouring countries 2-3
New born baby 9-10
Night and I MC instrument approach and landing operations
procedures and safety precautions 29-1
Night operations 2-3
I ND-13
PART - A
Nil wind flight plan 16-46

Non-Normal Checklists 18-3
Non-precision approach 7-46
Non-precision Approaches 7-12
Non-revenue flights 17-85
Normal Aerodrome Operating Minima 7-15
Normal Checklists 18-3
Normal flights 1-70
Normal operation 6-3
Normal Supply 8-11
Notams 23-4
Occurences required to be reported 34-19
On Board/ Ground based equipment Requirements 3-1
One Engine I noperative Acceleration(B744,B777 &A310) 19-26
Operation of aeroplane doors 9-25
Operation of flights with an additional crew member 1-57
Operation of More than one type of aircraft 11-4
Operation to a new airport / route 17-95
Operation with De-icing / Anti I cing Fluids 15-11
Operational Flight Plan 16-1
Operational Flight Plan (Fuel flight plan) Preparation and
Responsibility 16-2
Operational flight plan forms 16-2
Operational procedures and flight techniques 28-10
Operational Requirements 31-4
Operational Risk Management and Safety Management System 1-98
Operational Staff Responsibilities 1-59
Operational/ ATS flight plan 17-12
Operations Control 1-22
Operations flight watch 4-13
Operations Manual 0-1
Operations Supervision checks 1-85
Organization and Responsibilities 1-2
Other I llusions 29-5
Overflying of stations 17-127
Oxygen requirements - Crew and passengers 13-2
Packing requirements 9-52
Parts of the Operations Manual 0-3
Passenger briefing and announcements 17-72
Passenger Seating/ Exit Row Seating 9-29
Passengers from yellow fever area 9-12
Passengers Requiring Special Attention 9-1
Passengers without passport 9-21
Payload 14-12
Performance Based Navigation (PBN) 3-4
Performance Based Navigation (PBN) 4-1
Performance based navigation procedures & extended time 4-1
I ND-14
PART - A
/ range operations
Performance criteria for determining usability of aerodromes 17-94
Period of validity 4-9
Persons suffering from mental disorder or epilepsy 9-13
PI C mandatory checks 17-111
Pilot-I n-Command Observing An Accident 10-1
Pilot-in-command's use of emergency authority 17-126
Pilot's acceptance certificate 17-85
Pilots licencing and Training Section 1-83
Pilot's Special Report 1-74
Planning 7-49
Planning Minima - Alternate Aerodrome 7-26
Planning Minima for destination alternate aerodrome 7-27
Planning Minima for take-off alternate aerodrome 7-26
Polar flights 4-19
Policy And Procedures For The Use Of TCAS/ ACAS 31-1
Policy Of Operational Flight Plan 16-1
Policy on Air Traffic Control clearance 17-118
Policy on operation to critical airport and high density route 11-14
Portable Oxygen Cylinder 13-4
Portblair Airport 19-17
Position reports 17-110
Positioning 2-3
Positioning 2-12
Positioning flights 17-89
Positioning of ground equipment 9-25
Post Rest Period Management 2-33
Precaution when passenger emergency oxygen in use 13-3
Precautionary Landing Guidance 17-124
Precious/ Valuable Cargo 9-43
Precision & Non-Precision I nstrument Approach Procedures 28-1
Precision / Non-Precision Approaches 28-6
Precision Approach 7-46
Precision Approach - Category I I operations 7-19
Precision Approach - Category I I operations 7-20
Precision Approaches 28-6
Preferential System for Destination Alternates 7-49
Pre-Flight Briefing to Cabin Crew 23-6
Pre-flight check list and inflight procedures 4-10
Pre-flight medical 11-12
Preflight Reporting time 2-10
Pre-Flight Security 36-22
Presentation and application of aerodrome and enroute
operating minima 17-10
Presentation of Aerodrome Operating Minima 7-62
Presentation of Aerodrome Operating Minima (AOM) General 7-8
Prevention Of Controlled Flight I nto Terrain Accidents 30-4
I ND-15
PART - A
Preventive security measures and training 36-38

Prior to taxi 17-28
Priorities 4-26
Priority 9-38
Proactive program 34-1
Probability of Ditching I n Water or Emergency Landing 10-15
Procedural factors associated with CFI T 30-8
Procedural use 17-117
Procedure For I nvestigation Of I ncident By PI B 34-46
Procedure for relaying weather information 24-2
Procedure to determine fuel 12-5
Procedures 10-3
Procedures for aeroplanes operated whenever cosmic detection
equipment is carried 17-81
Procedures for controlled rest 2-32
Procedures for Refusal of Embarkation 9-26
Proforma of certificate first aid kit / Medical kit / Universal
Precaution kit 17-97
Promulgation of additional operational instructions and
information 1-21
Proper use of checklist 18-3
Protective Breathing Equipment 13-4
QFE and/ or Metric Altimeter setting procedure 20-4
Qualification Requirements 11-4
Quality assurance 1-97
Radio Listening Watch 5-1
Radiotelephony Distress Communications 5-8
Radiotelephony Urgency Communications 5-11
RAMP inspection by foreign regulatory agencies 1-92
Rate of Descent Policy 26-1
Rate of descent policy 30-15
Reactive program 34-12
Recommendations 34-72
Record of Communications 5-20
Records 2-15
Recovery of passengers and crew 4-18
Rectification of aircraft defects 4-4
Re-despatch Flight Planning 12-14
Reduced Vertical Separation Minimum (RVSM) 4-19
Refusal of embarkation - Enroute offload 9-26
Regulated Take-off Weight (RTOW) 17-107
Regulation of Airports Authorities 8-5
Reject take off 17-119
Release of Jump Seats/ Crew Seats for SOL travel B744/ B777/
B787 9-28
Releasing the aircraft onn damaged ferry flight 17-90
Reporting And Classification Of Aircraft Defects 17-127
Reporting for a Flight 2-32
I ND-16
PART - A
Reporting of operational events and aircraft defects 4-15

Reporting procedures 30-3
Reporting time 2-3
Reporting time 2-10
Reporting time 2-29
Reporting Time 2-32
Reporting to the Commander 1-56
Representative Aircraft Surfaces 15-6
Required Navigation Performance (RNP) equipment requirement 3-4
Required RVR/ Visibility 7-23
Required Visual Reference - Descent Below MDA/ DA 27-3
Requirements for cockpit crew 1-89
Requirements for domestic and neighbouring countries
operations 2-5
Requirements for international operations 2-6
Requirements of wet lease operations 1-85
Rescue condition 10-12
Responsibilities of Operations personnel pertaining to the
conduct of Flight Operations 1-2
Responsibilities of Operator in Accident/ I ncident investigation 34-75
Responsibility 10-13
Responsibility and authority 9-54
Responsibility for R/ T 17-116
Responsibility for R/ T / Radio Listening Watch 5-2
Responsibility of airport authorities 17-102
Responsibility of Cabin crew 13-3
Responsibility of Commander 13-2
Responsibility of Maintenance / Replenishment of the first aid
kit / Medical kit 17-98
Responsibility of operator 17-103
Rest 2-8
Rest after return to base 2-9
Rest period 2-3
Rest period after standby 2-12
Restricted Aerodrome Operating Minima 7-16
Role / Duty of Operator in assisting the investigation by an
I nquiry Officer / I nspector of Accidents / Committee of I nquiry /
Court Of I nquiry 34-75
Route & Aerodrome Qualifications/ competence 24-2
Route & Destination Familiarization 24-1
Route & Destination familiarization for long range airplanes 24-1
Route and airport qualification 24-3
Route and Destination familiarisation 30-11
Route competence/ Aerodrome competence 24-4
Route Guides 17-113
Runway I ncursion 17-133
RVR/ Visibility for Take-off 7-24
RVSM airspace classification 4-21
I ND-17
PART - A
RVSM approvals 4-21

RVSM Controller - Pilot Phraseologies 4-27
Sabotage / Bomb Threats 37-2
Sabre Flight Plan Manager 12-5
Sabre Flight Plan Manager 16-4
Safe altitudes 30-6
Safety Enhancement Recommendations(S.E.R.) 34-71
Safety on ramp 9-25
Safety precautions during refueling with passengers on board 8-1
Satellite Aided Search and Rescue 10-10
Scanning of instruments 17-120
Schedule A : Serious incidents 34-63
Schedule B : Guidance for determination of aircraft damage 34-65
Scheduled flight/ Non-scheduled flight 17-108
Scheduling/ Licencing/ Training Section 1-81
Search and Rescue Signals 10-7
Seasonal Flight Plans (Manual Flight Plans) 16-45
Seasonal/ Historical Flight Plan 12-18
Seasonal/ Historical Flight plans 16-47
Seating Policy/ Procedure 14-6
Security Check Of Crew Members 36-34
Security I nstructions and Guidance 36-1
Security I nstructions and Guidance of Non-confidential Nature 36-1
Security of catering items 36-16
Security of unaccompanied baggage, mail, cargo, diplomatic
mail bags 36-16
Servicing of aeroplanes 9-26
Sharing information 30-16
SI Ds & STARs 16-2
Signals initiated by intercepted aircraft and responses by
intercepting aircraft. 32-5
Signals initiated by intercepting aircraft and responses by
intercepted aircraft 32-3
Significant deviation 25-2
Single EDTO/ ETOP alternate - Despatch 4-16
Size in weight of hand baggage 9-21
Sky Marshals 36-33
Special Airport Procedures 19-2
Special Airport Procedures (A320 Family) 19-2
Special extra section/ extra section flights 1-86
Special loads and classification of load compartments 9-25
Special Operation CATI I / CATI I I A/ CATI I I B I LS Procedures 7-93
Special PI B 34-45
Specific gravity of fuel and oil 14-4
Specifications of seasonal flight plan 16-49
Split Duty (Break) 2-3
Split Duty (Break) 2-10
I ND-18
PART - A
Spot check and surveillance 34-2

Srinagar Airport 19-18
Stabilised approaches 30-15
Stabilized Approach Procedure 25-1
Stabilized Approaches 7-12
Stabilized Approaches 28-9
Stand By Duties 2-33
Standard Call Outs- Altitude,track,profile 29-2
Standard Call-outs 20-1
Standard criteria for operation 17-102
Standard Operating Procedures 17-1
Standard Operating Procedures 30-16
Standard Phraseology 5-24
Standard Security Measures 36-21
Standard Weights - Passengers and Crew 9-32
Standard weights - Passengers and crew 14-5
Standby 2-3
Standby 2-11
Standby duties 2-30
Standby period 2-11
Start up, departure and arrival procedures 9-25
State of Emergency 10-11
Stretchers 9-11
Sub-rule 10 : Powers of aircraft accident investigator 34-55
Sub-rule 11 : Committee of inquiry 34-56
Sub-rule 12 : Formal investigation 34-56
Sub-rule 13 : I nvestigation of incident 34-58
Sub-rule 14 : Consultation and final report 34-59
Sub-rule 15 : Reopening of investigation 34-59
Sub-rule 16 : Obstruction of proceedings 34-60
Sub-rule 17 : Non-disclosure of records 34-60
Sub-rule 18 : Mandatory incident reporting system 34-61
Sub-rule 19 : Voluntary incident reporting system 34-62
Sub-rule 20 : Maintenance of an accident and incident database 34-63
Sub-rule 21 : Saving 34-63
Sub-rule 22 : Penalties 34-63
Sub-rule 5 : Obligation to investigation 34-48
Sub-rule 6 : Participation 34-49
Sub-rule 7 : Protection of evidence, custody, removal and
preservation of damaged aircraft 34-50
Sub-rule 8: Aircraft accident investigation Bureau 34-52
Sub-rule 9 : Preliminary investigation 34-55
Subsequent Approaches 27-5
Succession of Command 11-3
Suggested Practices for Safe Cold Weather Operation 15-9
Suggested Practices to ensure the Clean Aircraft Concept 15-10
Supervised take off and landing requirements 17-92
I ND-19
PART - A
Supervising Automation 21-2

Supervision 1-86
Supervision & control of the operation 1-4
Supervison 1-86
Supplement Oxygen For Passenger (Threpautic Use) 13-4
Surface wind limitations 17-131
Suspected Sabotage 37-1
Suspicious Object on board 37-7
System of Amendment and Revision 0-7
Take off 17-118
Take off Minima 7-96
Take-off & Landing Data 23-7
Take-off alternate 7-57
Take-off performance 17-94
Take-offs and landings by First Officers 29-1
TCAS / ACAS Requirements 31-1
Temporary Notam changes : Crew Action 7-47
Termination of control 17-111
Termination of Emergency 10-16
Test flights 17-86
The scheme 2-1
Thru Flight plan 23-4
Time 17-111
Tirupati Airport 19-18
Touchdown 7-46
Tracking 5-20
Training factors/ briefing 30-10
Training flights 2-15
Training flights 17-86
Training of Other Operations Personnel - Flight Despatcher 11-8
Training Requirements 31-5
Training requirements for Cabin crew 1-90
Training, checking and supervision personnel 11-8
Transit passes 36-18
Transportation of deportees 9-7
Transportation of inadmissible passengers 9-7
Travel Of Operating Cockpit Crew 9-29
ULR-RDA For DGCA Approval as per Section 15.2 Of Car Section
7, Series 'J' 2-19
Ultra long flights 2-15
Ultra long flights 2-16
Ultra Long Range (ULR) Operations 2-4
Unaccompanied children/ minors/ infants children 9-3
Unforeseen operational circumstances 2-4
Unforeseen operational circumstances 2-13
Unlawful interference - Acts likely to imperil the safety of
aircraft 36-2
I ND-20
PART - A
Unruly passenger 9-14

Unscheduled landing/ Diversion of aircraft 17-126
Updates for weight and balance data 14-4
Upgradation of Passengers 9-27
Use of Aircraft radios 17-116
Use of callouts 30-13
Use of checklists 30-15
Use of cost index 12-17
Use of headsets 17-116
Use of MEL / CDl 17-82
Use of Minimum Equipment List (MEL) and configuration
deviation list (CDL)/ CB reset policy 17-81
Use of Mobile/ Cellular phones Portable Electronic Devices
(PEDs) 17-96
Use of Oxygen Mask by Flight Crew 13-3
Use of seat belts for crew and passengers 17-56
Use of vacant crew seats 17-62
Variation in Crew Complement 11-1
Variation-3 2-13
Variation-4 2-13
Very I mportant Persons (VVI P, VI P, CI Ps) 9-2
VFR Operating Minima 7-17
Vishakhapatnam Airport 19-19
Visual approach 7-18
Visual I llusions 29-3
Visual reference 7-23
Visual signals and their meanings 32-3
VOR/ DME Approach 3-2
Wake turbulence 17-52
Wearing of high visibility jackets in operational areas 17-29
Weekly rest 2-10
Weight & Balance 14-1
Weight and Balance control 17-11
Wet lease operation 1-85
Wind Limitations 17-119
Window of Circadian low (WOCL) 2-4
Zero Fuel Weight changes 16-2
I ND-21
PART - A
I ND-22

Air India Operations Manual Part A

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Air India Operations Manual Part A

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AI-OPS-001

AIR INDIA LIMITED

The Operations manual Part ’A’ is issued in compliance with

Every attempt has been made to ensure that the manual is

The Manual is a dynamic document which reflects on the

I t is incumbent on the user of this Manual to ensure that the

I ntentionally Left Blank

General Managers and other GM-01 to

50 to Aircraft Copies(Hard Copy) AC-01 to

I ntentionally Left Blank

Issue Revision Date of Effective Brief Description

Revision Date Entered Name of person making revision

0.1.4 Carriage of Operations Manual on board 0-3

OPERATIONS ADMINISTRATION AND

1.4 Last time for take-off (Special cases) 1-65

1.12.6 Criteria for selection of Flight Despatchers 1-90

FLIGHT CREW & CABIN CREW FLIGHT AND

2.3.17 Unforeseen operational circumstances 2-4

FDTL – Cabin crew – DGCA & Air I ndia

Required Navigation Performance

PERFORMANCE BASED NAVIGATION AND

Crew duties and decision making before

5. RADIO LISTENING WATCH

Monitoring of Emergency Frequency 121.5

6. MINIMUM FLIGHT ALTITUDES

7. AERODROME OPERATING MINIMA

Determination of RVR/ CMV/ Visibility

Precision Approach – Category I I

7.18.4 Designation of good weather alternates 7-50

8. REFUELING WITH PASSENGERS ON BOARD

8.6.2 Characteristics of wide cut fuel 8-11

GROUND HANDLING ARRANGEMENTS &

9.1.23 Aeroplane handling documents 9-26

9.18.4 I mport permission 9-52

11 CREW FOR OPERATIONS

11.1.1 Minimum Crew Complement 11-1

12 FUEL AND OIL REQUIREMENTS

12.2.2 EOPS fuel reserves 12-9

13. OXYGEN REQUIREMENTS

INSTRUCTIONS FOR MASS AND BALANCE

14.1.4 Updates for weight and balance data 14-4

15. COLD WEATHER OPERATIONS

16. OPERATIONAL FLIGHT PLAN

16.0.7 SI Ds & STARs 16-2

STANDARD OPERATING PROCEDURES –

17.2.1 Ground operations 17-24

17.6.3 Flight release under MEL 17-83

17.13.3 Standard criteria for operation 17-102

17.36 Scanning of instruments 17-120

INSTRUCTIONS ON THE USE OF NORMAL

18.1 Checklists 18-1

19. DEPARTURE CONTINGENCY PROCEDURES

20. ALTITUDE CALL OUTS

21. AUTOPILOT AND AUTO THROTTLES

22. ATC CLEARANCES

23.2.2 Aeronautical information 23-4

24. ROUTE & DESTINATION FAMILIARISATON

26. HIGH RATES OF DESCENT

Limitations and procedures on high

27. INSTRUMENT APPROACH PROCEDURES

28. PRECISION / NON PRECISION PROCEDURES

29. CREW WORKLOAD

Crew Workload during night and I MC

CONTROLLED FLIGHT INTO TERRAIN &