AIR REGULATIONS

HANDBOOK

COMPILED BY: NAJMAL FIROSH

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ANNEX 1 – PERSONNEL LICENSING

1. Private Pilot License
● Total – 40 hours
● 20 hours PIC (5 hours X-CTY, 150nm)
● Age - Not less than 17

2. Commercial Pilot License (CPL)

● Min age - 18, Max – 65
● Total – 200
● 100 PIC (20 hrs X-CTY with a 300nm) + Night PIC (10 T/O and landings)
● 10 hours of IR (5 on sim)

3. Commercial Pilot License (CPL) with IR

● Min age - 18, Max – 65
● Total – 200
● 100 PIC (50 hrs X-CTY with a 300nm) + Night PIC (10 T/O and landings)
● 40 hours of IR (20 on sim)
● 5 years valid

4. Airline Transport Pilot License (ATPL)

● Min age - 21years, Max – 65years
● Total – 1500 hrs
● Total 1000 hrs cross country
● 500 hrs PIC (200 hours Xcty + 50 hours Night)
● Total 100 hours night PIC
● 100 hours instrument time (Max 50 hours on SIM)
● 5 years valid

Co-Pilot acting as Co-Pilot – 50% of total flying time towards a higher category of
license

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CONVENTIONS AND FREEDOMS

The Chicago Convention (also known as the Convention on International Civil

Aviation), established the International Civil Aviation Organisation (ICAO), a
specialized agency of the United Nations charged with coordinating and
regulating international air travel. The Convention establishes rules of airspace,
aircraft registration and safety, and details the rights of the signatories in relation
to air travel; it also exempts air fuels from tax. The Convention was signed by 52
states on 7 December 1944 in Chicago, Illinois, U.S., and came into effect on 4
April 1947.

● Technical Freedoms and Commercial Freedoms

1. First freedom : Right to overfly without landing

2. Second Freedom : Landing for non traffic purposes (technical purposes)
3. Third Freedom : Put down passengers from the home state of the carrier
4. Fourth Freedom : Take on passengers back to home state
5. Fifth Freedom : Take on passengers to third state

CONVENTIONS

1. TOKYO CONVENTION : Offence on board against penal law

The Tokyo Convention (1963), also known as The Convention on Offences and
Certain Other Acts Committed on Board Aircraft, makes it unlawful to commit
“Acts which, whether or not they are offences [against the penal law of a State],
may or do jeopardize the safety of the aircraft or of persons or property therein or
which jeopardize good order and discipline on board.”

(it is applicable to aircraft in the contracting state and the incident should be in a
contracting state)

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2. ROME CONVENTION :
ICAO The Convention on Damage Caused by Foreign Aircraft to Third Parties on
the Surface, commonly called the Rome Convention, is an international treaty,
concluded at Rome on October 7, 1952. It entered into force on February 4, 1958,
and as of 2018 has been ratified by 51 states.

3. WARSAW CONVENTION
The Convention for the Unification of certain rules relating to international
carriage by air, commonly known as the Warsaw Convention, is an international
convention which regulates liability for international carriage of persons, luggage,
or goods performed by aircraft for reward.

4. MONTREAL CONVENTION
The Montreal Convention (formally, the Convention for the Unification of
Certain Rules for International Carriage by Air) is a multilateral treaty adopted by
a diplomatic meeting of ICAO member states in 1999. It amended important
provisions of the Warsaw Convention's regime concerning compensation for the
victims of air disasters. The Convention attempts to re-establish uniformity and
predictability of rules relating to the international carriage of passengers, baggage
and cargo

5. HAGUE CONVENTION
The Hague Hijacking Convention (formally the Convention for the Suppression of
Unlawful Seizure of Aircraft) is a multilateral treaty by which states agree to
prohibit and punish aircraft hijacking.

LEASING

● AOC/ AOP – Air operators certificate Permit, by AAI

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● Dry lease – Operated by the company leasing the a/c

● Wet lease – Operated by the company who let the aircraft out

ICAO

● According to the terms of the Convention, the Organization is made up of

an Assembly, a Council of limited membership with various subordinate
bodies and a Secretariat. The Chief Officers are the President of the Council
and the Secretary General.
● ICAO council(36) and ICAO assembly(191)
● The Air Navigation Commission (ANC) considers and recommends Standards
and Recommended Practices (SARPs) and Procedures for Air Navigation
Services (PANS) for adoption or approval by the ICAO Council.

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RULES OF THE AIR

Prohibited areas 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 restrictions or by permission of the State over whose territory
the areas are established.

Prohibited areas - Aircraft shall not be flown in a prohibited area

PROHIBITED AREAS IN INDIA

BARODA
BOMBAY (TOWER OF SILENCE)
MATHURA REFINERY
BHUBANESWAR TOWER
RASHTRAPATI BHAVAN
KALPAKKAM, TN

Restricted areas Aircraft shall not be flown in a restricted area as published in the
AIP (India) ENR 5.1 except in accordance with the conditions of the restrictions or
by permission of the Director General.

VISUAL SIGNALS USED TO WARN AN OR ABOUT TO ENTER A RESTRICTED,

PROHIBITED OR DANGER AREA By day and by night, a series of projectiles

discharged from the ground at intervals of 10 seconds, each showing, on bursting,
red and green lights or stars will indicate to an unauthorized aircraft that it is
flying in or about to enter a restricted, prohibited or danger area, and that the
aircraft is to take such remedial action as may be necessary.

NAMING OF DANGER, PROHIBITED AND RESTRICTED AREAS

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AEROBATIC FLIGHTS

• Manoeuvres intentionally performed by an aircraft involving an abrupt

change in its attitude, an abnormal attitude or an abnormal variation in
speed

• No person shall fly acrobatically :-

a. In the vicinity of aerodrome at a distance less than 2nm unless being

flown higher than 1800m or 6000 feet
b. Populated area – Permission from DG

c. Completed at a height not less than 2000ft AGL, elsewhere

d. By a licensed pilot or accompanied by a licensed instructor

Formation flights : No formations flights for civil aircrafts in India

AVOIDANCE OF COLLISION (RIGHT OF WAY)

Nothing in these rules shall relieve the pilot-in-command of an aircraft from the
responsibility of taking such action , including collision avoidance manoeuvres
based on resolution advisories provided by ACAS equipment, as well as avert
collision

RIGHT OF WAY – The aircraft that has the right-of-way shall maintain its heading
and speed

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Right of way

a. When two aircrafts are approaching head – on or approximately so and

there is danger of collision, each shall alter its heading to the right
b. Converging – When two aircrafts are converging at approximately the same
level, the aircraft that has the other on it’s right shall give way
c. Overtaking – an a/c that is being overtaken has the right of way and the
overtaking a/c, whether climbing, descending or in horizontal flight shall
keep out of the way by altering its heading to the right

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
latte

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

SURFACE MOVEMENT OF AIRCRAFT

● Head on – Each shall stop and if practicable, alter its course to the right
● Converging course – The one which has the other on its right shall give way
● Overtaking – an a/c that is being overtaken has the right of way and the
overtaking a/c, shall keep well clear of the other a/c

LIGHTS TO BE DISPLAYED

Lights must be displayed from 30 minutes after sunset to 30mins before sunrise,
for all aircraft in flight or on the movement area of an aerodrome

1. Anti – collision lights : Intended to attracts the attention of the other

aircraft

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2. Navigation lights : Intended to attract the relative path of the aircraft to an

observer.

● All aircraft operating on the movement area of an aerodrome whose

engines are running shall display lights which indicate that fact
● Angle of coverage : Parallel to the longitudinal axis to 70 deg either side
(white light)
● Parallel to the longitudinal axis to 110 deg (red and green)
● Anti – collision light is not required by law for a/c less than 5700kg AUW

FAILURE OF LIGHTS

FLIGHT PLAN RULE

Submission of a flight plan

Information relative to an intended flight or portion of a flight, to be provided to

air traffic services units, shall be in the form of a flight plan.

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A flight plan shall be submitted prior to operating:

a) any flight or portion thereof to be provided with air traffic control service;

b) any IFR flight within advisory airspace;

c) any flight within or into designated areas, or along designated routes, when so
required by the appropriate ATS authority to facilitate the provision of flight
information, alerting and search and rescue services;

d) any flight within or into designated areas, or along designated routes, when so
required by the appropriate ATS authority to facilitate coordination with
appropriate military units or with air traffic services units in adjacent States in
order to avoid the possible need for interception for the purpose of identification;

e) any flight across International borders.

● FPL to field to respective FICs

● FPL to be submitted 60 mins prior to EOBT
● Delay to take off within 30mins (controlled aerodrome) - new flight plan is
to filed or amended
● Delay to take off within 1 hour (uncontrolled aerodrome) - new flight plan
is to filed or amended

INADVERTENT CHANGES TO FLIGHT PLAN

A pilot should adhere to the current flight plan

If a controlled flight deviates from the FPL, the following action is to be taken

● Deviation in track – Adjust the heading to come back on track

● Variation in 5% TAS/ 0.02 M/19km/ – Inform ATC
● 3mins +/- in ETA – Revised ETA should be passed to the ATC

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In 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 percent
of the true airspeed(0.02M), the appropriate air traffic services unit shall be so
informed.

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 2 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.

d) Additionally, when an ADS agreement is in place, the air traffic services unit
(ATSU) shall be informed automatically via data link whenever changes occur
beyond the threshold values stipulated by the ADS event contract.

Repetitive Flight Plan (RPL)

A flight plan related to a series of frequently recurring, regularly operated

individual flights with identical basic features, submitted by an operator for
retention and repetitive use by an ATS (air traffic services) unit.

Time – All times are in UTC (Universal coordinated time)

ATC clock should be within 30 seconds accuracy to the zulu clock

COMMUNICATION RULE

• A controlled flight is required to maintain two way RT communications with

the controlling air traffic unit

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• Communication failure in VMC :-

a. continue to fly in visual meteorological conditions;

b. land at the nearest suitable aerodrome; and

c. report its arrival by the most expeditious means to the appropriate air
traffic control unit

• Communication failure in IMC

a. In addition to squawking 7600,maintain the last assigned speed for( 20

mins -non radar, 7 minutes - radar)

b. Proceed in accordance to FPL

c. Descend if EAT given

d. Land within 30mins of ETA

SIGNALS

Acknowledgement by an aircraft

a) When in flight:

1) during the hours of daylight: — by rocking the aircraft’s wings

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2) during the hours of darkness: — by flashing on and off twice the aircraft’s
landing lights or, if not so equipped, by switching on and off twice its navigation
lights.

b) When on the ground:

1) during the hours of daylight: — by moving the aircraft’s ailerons or rudder;

2) during the hours of darkness: — by flashing on and off twice the aircraft’s
landing lights or, if not so equipped, by switching on and off twice it's navigation
lights.

ETA – For IFR flights, the time at which it is estimated that the aircraft will arrive
over that designated point, defined by reference of navigation aids, for VFR, the
time at which it is estimated that the aircraft will reach overhead that designated
aerodrome

● Delay of 10 mins or more - EAT is given

● Revised EAT, when EAT varies by 5mins or more
● EAT given in expeditious means if holding anticipated for more than 30mins

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

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FLIGHT RULES – IFR AND VFR

IMC – Instrument Meteorological Conditions : Meteorological conditions

expressed in terms of visibility, distance from cloud, and ceiling, less than the
minima specified for VMC

VMC – Visual Meteorological Conditions : Meteorological conditions expressed in

terms of visibility, distance from cloud, and ceiling, equal to or less than the
minima.

a. Visibility more than 5km below FL100, 8km above FL100

b. 1500m horizontal separation from the clouds
c. 1000ft Vertical separation from the clouds

Visibility

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● Flight visibility - The visibility forward from the cockpit of an aircraft in

flight.
● Ground visibility -The visibility at an aerodrome, as reported by an
accredited observer or by automatic system.

Note : VFR flights cannot take off or land at an aerodrome in a CTR, or enter if

a. Cloud ceiling is less than 1500ft

b. The visibility is less than 5km

MINIMUM HEIGHTS

VFR flight shall not be flown

a. Over congested areas of cities, towns, settlements at a height less than

1000ft (300m) above the highest obstacle in a radius of 600m

b. Elsewhere at a height less than 500ft (150m) in a radius of 600m

IFR flight shall not be flown

a. Over congested areas of cities, towns, settlements at a height less than

2000ft (600m) above the highest obstacle in a radius of 8km

b. Elsewhere at a height less than 1000ft (300m) in a radius of 8km

If weather deteriorates below VMC

a. Request a clearance

b. Land at the nearest airport

c. Request SVFR

d. File and IFR plan

SPECIAL VFR (SVFR)

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• Special VFR flight. A VFR flight cleared by air traffic control to operate
within a control zone in meteorological conditions below VMC.

• Ground Visibility should not be less than 1500m for a SVFR clearance

• Provision of SVFR

a. Enter or land at a CTR

b. Depart from a CTR

c. Fly between CTRs

SEMI – CIRCULAR RULE (always magnetic tracks)

● 0000 to 1790
a. IFR – ODD FLIGHT LEVELS
b. VFR – ODD + 500 FLIGHT LEVELS
● 1800 to 3590
c. IFR – EVEN FLIGHT LEVELS
d. VFR – EVEN + 500 FLIGHT LEVELS

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Reduced Vertical Separation Minima(RVSM) and CVSM

● RVSM is the reduction of the standard vertical separation required between

aircraft flying between FL290 and FL410, from 2000ft to 1000ft
● Minimum separation above FL290 in RVSM is 1000ft
● Minimum separation above FL290 in RVSM for same track is 2000ft
● Minimum separation above FL290 in RVSM for opposite track is 1000ft

INTERCEPTION

● If you’re a/c is intercepted by another aircraft, follow the instructions of

intercepting a/c
● Once intercepted try communicating on 121.5mhz, 243mhz
● Abrupt 90 deg maneuver means you may proceed

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● If communication is not possible on a common language use words in

simple like unable, cannot or descend
● If hijacked, squawk 7500 and start flying 500 feet above or below your
assigned altitude when below FL290 and 1000’ above FL290

Unlawful interference

An aircraft which is being subjected to unlawful interference shall endeavour to

notify the appropriate ATS unit of this fact, any significant circumstances
associated therewith and any deviation from the current flight plan necessitated
by the circumstances, in order to enable the ATS unit to give priority to the
aircraft and to minimize conflict with other aircraft.

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ANNEX 7 – Aircraft Nationality and Registration

Markings
DEFINITIONS :

(a) Nationality Marks : Group of characters affixed on

aircraft surface to identity the country to which the

aircraft belong.

(b) Registration Marks : A group of characters affixed on

aircraft surface following nationality marks to

identify a particular aircraft.

The nationality marks to be affixed on Indian registered aircraft would be

capital letters "VT" in Roman character and registration marking would consist
of a group of three letters in Roman Character as assigned by the Director
General of Civil Aviation. A hyphen must be placed between the nationality and
registration marks. The Nationality and Registration marks shall be painted on
the aircraft or shall be affixed thereto by any other means ensuring a similar
degree of permanency in the following manner.

Registration and Nationality marking are by International Telecommunication

Union (ITU) and State of Registry

• Letters, numbers or combination of both

No 5 letter combinations used as Q codes or distress signals such as XXX, PAN and
TTT are used in a/c registrations

SOS = Distress

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PAN = Urgency
XXX = Urgency
QUG = I am ditching
TTT = Safety (emergency communication alert now only used in maritime
operations)

Heavier than air Aircrafts

• Wings – 50cm

• Fuselage – 30cm

• Letters and numbers with each separate group of equal height

Draw the diagram here

Lighter than air Aircraft

• Other than unmanned free balloons, marking shall be at least 50cm

• Measurement will be mentioned by the state of registry

Certificate of registration – Is given by the Central Government

VT – Civil Aircrafts

VU – Defence aircrafts

ITU assigned - AT to AW

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Contents of ARC :-

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ANNEX 8 – AIRWORTHINESS OF AN AIRCRAFT

• Airworthiness is the ability of an aircraft or other airborne equipment or

system to be operated in flight and on the ground without significant
hazard to aircrew, ground crew, passengers or to third parties; it is a
technical attribute of materiel throughout its lifecycle.

Parts of annex 8
I – Definitions
II – Procedures for Certification and Continuing Airworthiness
III – Technical Requirements for design of large a/c
IV – Helicopters

• Owner or operator may apply for C of A

• Imported aircrafts will be examined again for a fresh C of A

• Suspension and Cancellation – can be done by DGCA

• Aircrafts cannot be flown without C of A

• Law regarding ferry – flights

Ferry flights are allowed if DGCA approved and finds that the aircraft is
capable of flying in the current condition

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ANNEX -15
AIR TRAFFIC SERVICES
Air Traffic Control Service – A service provided for the purpose of

a. Preventing collision
1. Between aircraft
2. On the maneuvering area between aircraft and obstructions
b. Expediting and maintaining an orderly flow of traffic

ATS

AERODROME FLIGHT INFORMATION

APPROACH CONTROL AREA CONTROL
CONTROL TOWER SERVICE/ALERTING
(CTR) (CTA/TMA)
(ATZ) SERVICE

For departure and

For T/O, landing, taxi For enroute
arrival

AIR TRAFFIC CONTROL UNIT: A generic term meaning variously, area control
centre, approach control office

AIR TRAFFIC SERVICES AIRSPACES: Airspaces of defined dimensions, alphabetically

designated, within which specific types of flight may operate and for which air
traffic services and rules of operation are specified

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ALERTING SERVICE

It is a requirement for all contracting states of ICAO to provide SAR facilities for all
aircraft flying in the airspace of that state. In order to alert the SAR, states are
required to have a formal system

HOW DOES ATC KNOW THAT THERE IS AN EMERGENCY

Uncertainty phase (INCERFA)

Except when no doubt exists as to the safety of the aircraft and its occupants, the
uncertainty phase is declared when

● No communication has been received from an aircraft within a period of

thirty minutes after the time a communication should have been received,
or thirty minutes from an unsuccessful attempt to establish communication
with the aircraft was first made, whichever is earlier
● An aircraft fail to arrive within 30 minutes of the estimated time of arrival
last notified to

Alert Phase (ALERFA)

When apprehension exists as to the safety of the aircraft and its occupants, the
alert phase is declared when

● Following uncertainty phase, subsequent attempts to establish

communication with the aircraft have failed to reveal the news of the
aircraft
● Aircraft has been cleared to land and fails to land within 5 minutes of the
estimated landing time
● An aircraft is known or believed to be the subject of unlawful interference

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Distress Phase (DISRESFA)

When there is reasonable certainty that the aircraft and its occupants are
threatened by grave and imminent danger and do require immediate assistance,
the distress phase is declared when

● Following the alert phase further unsuccessful attempts to establish

communication with the aircraft
● The fuel on board is considered to be exhausted
● Information received which indicates that the operating efficiency of the
aircraft has been impaired to the extent that a forced landing is likely

CONTROLLED AIRSPACE: Airspace of defined dimensions within which air traffic

control service is provided to IFR flights and VFR flights in accordance with the
airspace classification

APPROACH CONTROL SERVICE: Air traffic control service for arriving or departing
controlled flights

CONTROL ZONE (CTR): A controlled airspace extending upwards from the surface
of the earth to a specified upper limit

The lateral limit of CTR should extend at least 5nm from the ARP

CONTROL AREA (CTA/TMA): A controlled airspace extending upwards from a

specified limit above the earth

The lower limit of a CTA is not less than 200m (700ft) above MSL or the ground
(whichever is higher)

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Draw the diagram below

AIRSPACES

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1. IFR – IFR
2. IFR – VFR
3. VFR – IFR
4. VFR – VFR

Remember +1, +4, +3, +1, +1 (Practical), +1 (Advisory), 0

FIS service is available from C to G inclusive

Speed limit below FL100 from class C airspace is 250KIAS

No speed limit above FL100

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ATS route

An ATS route is a specified route designed for channelling the flow of traffic as
necessary for the provision of air traffic services.

● A,B,G,R – Regional Network and non – RNAV (International)

● L, M, N, P – RNAV (International)
● Q, T, Y, Z – RNAV (Domestic)
● H,J,V,W – Non RNAV (Domestic)

W is domestic route in India

U – Upper airspace

S – Supersonic route

K – Low level routes

AUTOMATIC TERMINAL INFORMATION SERVICE (ATIS)

● It is a voice broadcast of current weather within 5nm and 5000ft

● ATIS broadcast can be on discrete VHF frequency or on a voice channel of
VOR, but never on voice channel of ILS
● ATIS broadcast should not exceed 30 seconds when practical
● ATIS broadcast is updated upon receipt of any official weather regardless of
constant change from met department or immediately after a significant
weather change
● Preparation and dissemination of ATIS is the responsibility of ATS

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SEPARATION METHODS AND MINIMAS

• HORIZONTAL SEPARATION – By maintaining an interval between A/C

operating

• LATERAL SEPARATION – By maintaining A/c on different route or different

geographical locations

LATERAL SEPARATION USING NAV AIDS

• VOR : at least 15 degrees and at least a/c at a distance of 15NM (28km)

from the facility

• NDB : at least 30 degrees and at least a/c at a distance of 15NM (28km)

from the facility

• DEAD RECKONING : at least 45 degrees and at least a/c at a distance of

15NM (28km) from the facility

• RNAV

LONGITUDINAL SEPARATION BASED ON TIME

a. Same track

● 15minutes
● 10 minutes, if nav aid permits frequent determination of position and
speed
● 5 minutes, if preceding aircraft’s TAS is 20kts (37km/h) or more
● 3 minutes, if preceding aircraft’s TAS is 40kts (74 km/h) or more

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b. Aircrafts of crossing tracks

● 15 minutes
● 10 minutes, if nav aid permits frequent determination of position and
speed

c. Aircraft climbing or descending same track

● 15 minutes
● 10 minutes, with nav aids
● 5 minutes, provided that the level change is commenced within 10 minutes
of the time the second aircraft has reported over an exact reporting point

d. AIRCRAFTS ON RECIPROCAL TRACKS – Where lateral separation is not

provided, vertical separation of 10mins prior to and after the time the a/c
are estimated to pass, or are estimated to have passed

LONGITUDINAL SEPARATION USING DME

• Aircraft on the same track

a. 20nm (37km), provided each aircraft uses ‘on track’ DME

b. 10nm (19km), if the leading a/c’s TAS is 20kts or more

▪ Aircraft on the crossing tracks

a. 20nm (37km), provided that the relative angle between the tracks is less
than 90 deg

b. 10nm (19km), provided that the leading aircraft maintains a TAS of 20kts

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▪ Aircraft climbing or descending on same track

a. 10nm

▪ Aircrafts on reciprocal tracks

a. At least 10nm apart, provided that it has been positively established that
the aircraft have passed each other

SEPARATION OF AIRCRAFT HOLDING IN FLIGHT – 5nm or 5 minutes flying time

from the holding area

TURBULENCE CATEGORY

Super heavy – More than 560000 kgs

Heavy – More than 136000 kgs

Medium – Between 7000 kgs and 136000 kgs

Light – Less than 7000 kgs

SEPARATION BETWEEN DEPARTING TRAFFIC

Leading Aircraft Following Separation minima

aircraft

Heavy Medium or light a. Same runway 2 minutes

b. Parallel runway
Medium Light (less than 760m)

Heavy Medium or light Departing from 3 minutes

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Medium Light a. An intermediate

part of runway

b. Intermediate part
of a parallel
runway

Note: 1 minute separation if aircraft are to fly on tracks diverging by at least 45

degrees immediately after T/O

SEPARATION BETWEEN ARRIVING AIRCRAFT

LEADING AIRCRAFT FOLLOWING AIRCRAFT SEPARATION MINIMA

HEAVY MEDIUM 2 MINUTES

HEAVY OR MEDIUM LIGHT 3 MINUTES

● When landing behind a heavy jet, you should touchdown beyond his touch
down point
● When taking off behind a heavy jet, rotate prior to his rotation point
● Light tailwind will bring the upwind vortex on the runway for max time
causing maximum hazard to incoming a/c
● Worst vortices are created in a/c clean configuration
● Vortices circulate outward, upward and inwards, clockwise for left wing
(rear view)
● ACW – Right wind (rear view)

RADAR SEPARATION MINIMA

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● 5 NM up to 60 NM and 6 NM separation to aircraft in approach and

departure phases of flight
● 10 NMs beyond 60 NM

ESSENTIAL TRAFFIC – Is that controlled traffic to which the provision of separation

by ATC is applicable, but which, in relation to particular controlled flight is nor, or
will not be, separated from other controlled traffic by the appropriate separation
minima

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AERONAUTICAL INFORMATION SERVICES

ANNEX – 15
Integrated Aeronautical Information Package. A package which consists of the
following elements: — AIP, including amendment service; — Supplements to the
AIP; — NOTAM and PIB; — AIC; and — checklists and lists of valid NOTAM.

Aeronautical information service (excluding publication of Aeronautical

Information Circulars (AIC)) shall be provided by the Airports Authority of India
(AAI). AIC shall be published by DGCA.

Aeronautical Information Publication (AIP) – A publication issued by or with the

authority of a state and containing aeronautical information of a lasting character
essential to air navigation. (Published by AAI)

An AIP can consist of 3 parts

Part 1 – General (GEN)

National differences, aerodrome charges, met services on route, location

identifiers

Part 2 – En –Route (ENR)

Danger areas, restricted areas, prohibited areas, navigation aid frequency,

approach procedure

Part 3 – Aerodrome Directory (AD)

Refueling services, met services at airport, watch hours

AIP Amendment – Permanent changes to the information contained in the AIP

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AIP Supplement – Temporary changes to the information contained in the AIP.

There are two types of AIP supplements

1. Short duration – less than 3 months

2. Long duration – More than 3 months

Aeronautical Information Circular (AIC) – A notice containing information that

does not qualify for the origination of a NOTAM or for inclusion in the AIP, but
which related to flight safety, air navigation, technical, administrative or
legislative matters.

Example: Examination dates by DGCA

Objective of AIS – The objective of AIS is to ensure the flow of information

necessary for the safety, regularity and efficiency of international air navigation

AIRAC (Aeronautical Information Regulation and Control)

Signifying a system aimed at advance notification, based on common effective

dates of circumstances that necessitate significant changes in operating practices.

Example: Change from NDB to a VOR at any station

Information concerning the circumstances shall be distributed under the

regulated system, basing establishment, withdrawal or significant changes on a
series of common effective dates at intervals of 28 days

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The information shall be distributed by the AIS unit at least 42 days in advance of
the effective date and the information notified shall not be changed for at least
28 days after the effective date.

INFORMATION TO BE NOTIFIED BY AIRAC

The establishment, withdrawal of, and premeditated significant changes

(including operation trials) to:

Limits (Horizontal and vertical), regulations and procedures applicable to:

a. Flight information regions

b. Control areas
c. Control Zones

Positions, frequencies, call signs, known irregularities and maintenance periods of

radio navigation aids and communication facilities.

Holding and approach procedures, arrival and departure procedures, noise

abatement procedures and any other pertinent ATC procedures.

NOTICES TO AIRMEN (NOTAM)

A NOTAM is a notice distributed by means of telecommunications 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.

● Originated from NOTAM offices in Mumbai, Kolkata, Delhi and Chennai.

Different types of NOTAMS

SERIES A: Contain information in respect of changes/ unserviceability likely to last

for more than 2 hours.

SERIES B: Contain information in respect of changes/ unserviceability likely to last

for less than 2 hours

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SERIES C: Contain information about domestic flights

SERIES D: Contain information in respect to changes of aeronautical facilities in

respect of defense – controlled aerodromes only

SERIES G: Contain information of general lasting character affecting aircraft

operations in general. This series is operated by the international NOTAM office
Delhi and issued under DGCA

SNOWTAM: Information concerning snow, ice and standing water on aerodrome

pavement areas

ASHTAM: Information concerning an operationally significant change in volcanic

activity, a volcanic eruption or volcanic ash cloud

FLIGHT INFORMATION SERVICES (FIS)

A Flight Information Service (FIS) is to be provided to all aircrafts which are likely
to be affected by the information and which are

● Provided with air traffic control service

● Otherwise known to the relevant air traffic service

Note : When ATSUs provide both FIS and ATC service, the provision of ATC service
shall have precedence over the provision of FIS.

FIS includes provision of pertinent information likely to affect safety and

specifically concerning

● SIGMET and AIRMET

● Pre – eruption volcanic activity
● The release of radioactive or toxic chemicals into the atmosphere
● Changes in serviceability of navigation aids

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● Aerodrome movement areas when they are affected by snow, ice or

significant depth of water
● Un – manned free balloons

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PROCEDURES FOR AIR NAVIGATION SERVICES – PAN

OPS

DOC 8168 – PAN - OPS

DOC 4444 – PAN-ATM

Volume 1 – Flight procedures describing operational procedures recommended

for the guidance of flight operations personnel and flight crew

Volume 2 – Construction of Visual and Instrument Flight Procedure

● Obstacle clearance is the primary safety consideration in the development

of instrument flight procedures
● PAN – OPS assume that all engines are operational
● MOC – Minimum obstacle clearance

AREAS

Primary area – ½ of total width

Secondary area – ¼ of the total width

INSTRUMENT DEPARTURE PROCEDURES

● Departure routes – SID routes

● Omni – directional departures
● When a straight in departure is not possible , turning departures route is
constructed – 15 degree or more turn
● OBC is zero at the departure end of the runway (DER)

SID – Standard Instrument Departures

● SID terminates at the first fix/ facility/ way point of the en route phase
following a departure procedure

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STRAIGHT DEPARTURE
● One in which the initial departure track is within 15 degrees of the
alignment of the runway centre line

TURNING DEPARTURES
● Departure routes requiring a turn more than 15 degrees
● Height of at least 120m (394ft) or 90m (275ft) for helicopters
● Procedures are normally designed for turns at a point 600m from the
beginning of runway

OMNI – DIRECTIONAL DEPARTURES

● Normally allows departures in all directions

Restrictions are expressed as

a. Sectors to be avoided or
b. Sectors having minimum gradients or minimum altitudes

FIX TOLERANCE OH A STATION

a. VOR is +-5degree
b. NDB is +-5 degree

TYPES OF APPROACHES

Straight in approach

● An approach which is aligned to the runway centre line

● In case of non – precision approach, the angle between final approach track
and runway centre line should be less than 30 degrees

Circling Approach

● A visual flight manoeuvre keeping runway in sight for landing

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● You can descend below MDA only when you are in visual contact with the
ground and runway lights
● If visual reference is lost,
a. Initiate a climb towards the landing runway
b. Initiate a published missed approach
c. Minima of instrument
d. Approach is decided by the state of AD

IAF, IF, FAP and MAP

IAF – Initial approach fix, provides at least 984ft (300m) obstacle clearance

IF – Intermediate fix, clearance reduces to 492ft (150m)

FAP – Final approach point (Align or descend – 6.5% gradient

Non precision approach – Approach with only lateral guidance. MDA (Minimum
descent altitude) - MAP

Precision approach – Approach with both lateral and vertical guidance. DA (H)
(Decision altitude) – MAP

MAP – Missed Approach procedures

Initial

Intermediate – 30m MOC

Final – 50m MOC

● GLIDE SLOPE MUST BE INTERCEPTED BETWEEN 3NM and 10NM, 300m to

900m

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DRAW THE APPROACH SEGMENT

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HOLDING PATTERN

Parallel – P – 110 degree

Teardrop/ Offset – T – 70 degree

Direct – D – 180 degree

● Entry into the holding pattern is heading based

● All turns in a holding pattern are 30 / sec
● Standard holds – Right turns
● Non – standard – Left turns
● Below 14,000’ – 1 minutes, above 14,000’ – 1.5 minutes
● Zone of flexibility is 5o either side

Important Terminologies and meanings

ETA – Estimated time of arrival

EAT – Estimated Approach Time

DER – Departure end of Runway

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OCA – Obstacle Clearance Altitude

MEHT – Minimum Eye Height

OIS – Obstacle Identification Surface

MSA – Minimum sector/safe altitude (25NM)

ACAS – Airborne Collision Avoidance System (promotes situational awareness and

keeps searching for conflicting traffic)

Transition Level, layer and altitude

● The altitude above which 1013 is set and the vertical position of an aircraft
is reported as flight level is called the TRANSITION ALTITUDE
● The layer between transition altitude and transition level is known as
transition layer
● Transition from altitude to flight level and vice versa is done, at transition
altitude during climb and transition level during descent.

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ANNEXURE – 14
AERODROMES
The place on the surface of the Earth where aeroplanes (aircraft) take off and land
is known as an aerodrome. Aerodromes may be nothing more than a field used
for light private flying, a defined strip of open water (a water aerodrome) or the
complex and fascinating areas of real estate.

Aerodrome elevation – The elevation of the highest point in the airport

Aerodrome Reference Point (ARP) – The geographical location of the aerodrome

and the reference centre of its traffic zone

Apron - The apron is a legally defined portion of the aerodrome where

passengers, mail and cargo are loaded on to an aeroplane.

Movement Area - This is defined as: that part of an aerodrome intended for the
surface movement of aircraft including the maneuvering area, aprons and any
part of the aerodrome provided for the maintenance of aircraft. Effectively, this is
all the ‘real estate’ of the aerodrome.
It may include grass areas where these are specified for aircraft use, but clearly
does not include buildings and other constructed facilities

Maneuvering Area - This is defined as: that part of an aerodrome provided for the
takeoff and landing of aircraft and for the movement of aircraft on the surface,
excluding the apron and any part of the aerodrome used for the maintenance of
aircraft. The maneuvering area will include runways (grass and paved), the
taxiways (grass and paved) and any defined stop way or pre take off areas before
the threshold of a runway.

Clearway – An area at the end of the take – off run available and under the
control of the aerodrome licensee, selected or prepared as a suitable area over
which an aircraft may make a portion of its initial climb to a specified height (35ft)

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STOPWAY – A defined rectangular area at the end of the take – off run available,
prepared and designated as suitable area in which an aircraft can be stopped in
the case of discontinued take – off

DECLARED DISTANCES

Take – off run available (TORA)

Take – off distance available (TODA)
Accelerated – stop distance available (ASDA)
Landing distance available (LDA)

AERODROME REFERENCE CODE

Use - The reference code, which is used for aerodrome planning and construction
purposes, is a simple method of inter-relating the specifications concerning the
characteristics of aerodromes, so as to provide aerodrome facilities that are
suitable for the aeroplanes that are intended to operate at the aerodrome.

Elements - The code is composed of two elements which are related to aeroplane
performance characteristics and dimensions. Element 1 is a number based on the
aeroplane reference field length and element 2 is a letter based on the aeroplane
wing span and the outer main gear wheel span (the distance between the outside
wheels of the undercarriage).

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Pavement strengths - Where paved areas (runways, taxiways, aprons) are used by
aircraft with maximum take off mass greater than 5,700 kg, the strength of the
pavement is reported by the aircraft classification number - pavement
classification number (ACN-PCN) system. An aircraft can safely use a paved area if
the PCN is equal to or greater than the ACN.
PCN - The Pavement Classification Number (PCN) is used to indicate the strength
of a runway, taxiway or apron. It is of primary importance for the apron as this is
where the aircraft mass will be greatest. PCN is only used for paved areas.
ACN - The Aircraft Classification Number (ACN) is a single unique number
expressing the relative effect of an aircraft on a paved area relating to pavement
type and thickness. It is a number on a continuous scale increasing from 0 with no
upper limit. Each aircraft has an ACN.

● Pavement type for ACN – PCN determination

Rigid Pavement – R
Flexible Pavement - F
● Subgrade strength category

High Strength – A
Medium Strength – B
Low Strength – C
Ultra Low Strength – D

● Maximum allowance tire pressure value

High – W

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Medium – X
Low – Y
Very Low – Z

● Evaluation method
Technical Evaluation method – T
Using Aircraft Experience – U

Example: PCN 80/R/B/W/T

RUNWAYS

● Wind is the most important meteorological consideration and runway

direction must be based towards the prevailing wind.
● It is a requirement of ICAO that runway must be usable for not less than
95% of the notified hours of operation called USABILITY FACTOR

TYPES OF RUNWAYS

Non – Instrumental (Visual Runways)

The take – off and landing criteria are determined visually with reference to
ground visibility, RVR cloud ceiling, and day/night conditions

Instrument Runway

A runway to which instrument arrival and departure procedures are applied

● Precision Runways
● Non – Precision Runways

RUNWAY MARKINGS

Runway Designator Markings – Consists of 2 digit numbers. On parallel runways,

they shall be supplemented with a letter

● Two parallel runways ‘L’ and ‘R’

● Three parallel runways ‘L’,’C’ and ‘R’

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● Four parallel runways ‘L’, ‘R’, ‘L’, ‘R’

RUNWAY CENTERLINE MARKING

● They shall be provided on a paved runway.
● Shall be located along the centre line of the runway
● Consist of uniformly spaced stripes and gaps. The length of the stripe plus a
gap shall not be less than 50m or more than 75m, the length of each stripe
shall be at least equal to the gap or 30m, whichever is greater

TOUCH – DOWN ZONE MARKINGS

● Consists of pairs of rectangular markings symmetrically placed about the

runway centre line with number of pairs related to the landing distance
available. These are 150m placed longitudinally.
TOUCH – DOWN ZONE MARK Runway Length
(Pair) Available
1 Less than 900m
2 900m - <1200m
3 1200m - <1500m
4 1500m - <24000
6 >2400m

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THRESHOLD MARKINGS

● Is to be provided at the thresholds of paved instrument runways and of

paved, not instrument runways
● Consists of longitudinal stripes of uniform dimensions disposed
symmetrically about the centre line of the runway
Number of threshold stripes Runway width
4 18m
6 23m
8 30m
12 45m
16 60m

TAXIWAY MARKINGS

● Taxiway markings and aircraft stand markings are yellow

● Taxiway centerline marking shall be provided on a paved runway when the
runway is part of a standard taxi – route and
a. There is no runway centre line marking or
b. Where the taxiway centre – line is not coincident with the runway centre
line

RUNWAY HOLDING POSITION MARKINGS

AERODROME SIGNS

MANDATORY SIGNS INFORMATION SIGNS

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AERODROME LIGHTINGS
An aerodrome beacon shall be provided at an aerodrome intended for use at
night if one or more of the following conditions exist:

a) aircraft navigate predominantly by visual means;

b) reduced visibilities are frequent;

c) it is difficult to locate the aerodrome from the air due to surrounding lights or
terrain.An aerodrome beacon is usually situated on top of the control tower or at
an elevated position elsewhere on the aerodrome.

Beacon Light :-

APPROACH LIGHTING SYSTEMS

● To enhance the ability of a pilot to visually acquire the runway at night or in

low visibility
● It is an essential part of an instrument approach system’

1. SIMPLE APPROACH LIGHTING SYSTEM

2. PRECISION APPROACH CAT I LIGHTING SYSTEM
3. PRECISION APPROACH CAT II and II LIGHTING SYSTEM

a. SIMPLE APPROACH LIGHTING SYSTEM

● The system consists of a single light source centre line extending from the
threshold of the runway along the approach path for 420m
● A single crossbar min 18m wide and max 30m wide is placed at a point
300m from the threshold
● These lights are fixed, variable intensity lights

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● The centre line may be made up of barrettes not more than 3m wide

BARRETTE : A barrette consists of a line of 3 or more closely spaced lights forming

a small bar

b. PRECISION APPROACH CAT I LIGHTING SYSTEM

● A precision approach category I lighting system consists of a row of lights

on the extended centre line of the runway extending, wherever possible,
over a distance of 900m from the runway threshold with a row of lights
forming a crossbar 30m in length at a distance of 300m from the runway
threshold

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● Each cross bar is placed at 150m spacing

● Gaps between the lights forming the cross bar should not be more than 6m.
● Lights forming centre line at intervals of 30m

c. PRECISION APPROACH CAT II/III LIGHTING SYSTEM

● Both systems should be 900m long

● Centre line is replaced with barrettes and adding red wing barrettes to both
systems.
● The spacing between the crossbars is 150m
● The lights forming centre line at intervals of 30m
● A side row shall consist of barrettes showing red.
● The length of a side row barrette and the spacing of its lights shall be equal
to those of touchdown zone barrettes

RUNWAY TOUCHDOWN ZONE LIGHTS

● Shall be provided in the touchdown zone of a precision approach runway

category I or II
● The longitudinal separation between pairs of barrettes shall be either 30m
or 60m.
● A barrette shall be composed of at least 3 lights with a spacing between the
lights of not more than 1.5m

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● The lateral spacing between the innermost lights of the side row shall not
be less than 18m or 22.5m

RUNWAY LIGHTS

RUNWAY EDGE LIGHTS

● They are fixed white , variable in intensity and unidirectional

● 60 m gap for instrumental runway and 100m gap for a non – instrumental
runway
● The last 600m or 1/3 of the runway length, the edge lights are possibly
yellow

THRESHOLD LIGHTS

● Fixed green, variable intensity, unidirectional facing up.

RUNWAY END LIGHTS

● Unidirectional, red.

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● If a stop way is created at the end of the runway, all four side of the stop
way will be red

RUNWAY CENTRELINE LIGHTS

● Fixed white, unidirectional lights.

● Shall also be fixed white from the threshold to the point 900m from the
runway end, alternate red and white from 900m to 300m and red from
300m to the runway end.

TAXIWAY LIGHTING

EDGE LIGHTS

● Fixed blue, showing all around

CENTRE LINE

● Fixed green, visible only for the aircrafts in the vicinity of the taxiway
● EXIT TAXIWAY /ILS sensitive area– Alternate green and yellow from the
beginning near the runway centre line and thereafter all lights shall show
green.

PAPI

● Gives the pilot a visual indication of the vertical deviation from the nominal
glide path
● Four red – Way below the GP
● One white, three red – below the GP
● Two white, two red – On the GP
● One red, three white – Above the GP
● Four white – Way above the GP

Points to remember

● LFFZ
● ARIWS

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● VASIS
● For obstacles above 150m within the radius of 15km from the ARP are lit by
high intensity flashing white by day and low intensity steady red by night
● Runway guard lights are flashing yellow
● Vehicles have orange or preferably yellow beacon at aerodromes
● The aerodrome category for search and rescue and fire fighting is based on
the over – all length of the longest aeroplane using the aerodrome and its
maximum fuselage width
● If an aeroplane subjected to unlawful interference is at an aerodrome the
parking bay which it should be parked will be 100m apart from the other
parking bays
● Emergency vehicles in the aerodrome are painted a single conspicuous
color, preferably yellow red or yellowish green
● The apron safety line markings are a contrasting color from the taxiway
markings

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ANNEX 6
AIRCRAFT OPERATIONS
Duty

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

Duty Period

● A period which starts when a flight crew member is required by an operator

to report for, or to commence a duty and ends when that person is free
from all duties.

Flight Duty Period

● A period which is intended to cover continuous period of duty that always

includes a flight or series of flights for a flight crew member. It commences
when a flight crew member is required to report for duty and finishes at
engine(s) off at the end of the last flight on which he/she is a flight crew
member.

Flight Time

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

Note: “Flight time” as defined here is synonymous with the term “block-to block”
time or “chocks-to-chocks” time in general usage, which is measured from the
time an aeroplane first moves for the purpose of takeoff until it finally stops at
the end of the flight.

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FDP Flight time No of landings Type of operation

Maximum Cumulative Duty Time

7 days -

28days -

365 days -

Maximum Duty Extension

FDP -

Flight time -

Commencement and Continuation of Approach (Approach Ban Policy)

The PIC shall not commence an instrument approach if the reported RVR/Visibility
is below the applicable minimum. If, after commencing an instrument approach,
the reported RVR/Visibility falls below the applicable minimum, the approach
shall not be continued:

(a) below 1 000 ft above the aerodrome; or

(b) into the final approach segment.

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If,after entering the final approach segment or descending below1000 ft above

the aerodrome elevation, the reported RVR/visibility falls below the applicable
minimum, the approach may be continued to DA/H or MDA/H.

The approach may be continued below DA/H or MDA/H and the landing may be
completed provided that the required visual reference is established at the DA/H
or MDA/H and is maintained.

Low visibility procedures (LVP). Specific procedures applied at an aerodrome for

the purpose of ensuring safe operations during Categories II and III approaches
and/or low visibility take-offs.

Low visibility take-off (LVTO). A term used in relation to flight operations referring
to a take-off on a runway where the RVR is less than 400 m.

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NATIONAL LAWS
THE AIRCRAFT ACT 1934 AND AIRCRAFT RULES 1937

This act was passed by the Indian Legislators and received the assent of governor
general on 19th August 1934, therefore known as the aircraft act 1934

It extends to the whole of India and applies to

a. To the citizen of India wherever they may be

b. To the person on, aircraft registered in India wherever they maybe

The act of 1934 and the rules framed in 1937 were brought out in a book which
was known as the aircraft manual

The ACT 1934

● Prohibition of slaughtering of animals and depositing rubbish within a

radius of 10km from the ARP
● Power to detain any a/c by central government
● Power to prohibit the construction of buildings and planting of trees within
20km of ARP
● Penalty for flying so as to cause danger – 2 years or 10 L penalty or both
● Removal of damages a/c
a. An a/c wrecked on water or land may be removed under the
supervision of officer of police of police or magistrate or CAD
● Landing, parking and housing charges are based on the total all up weight
of an aircraft, contained in C of A

THE AIRCRAFT RULES 1937

1. CLASS RATING – Single engine land, single engine sea, multi engine land,
multi engine sea

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2. PETROLEUM IN BULK – Petrol contained in amount of exceeding 900 l in

capacity
3. TYPE RATING – Rating on each aircraft whenever considered necessary by
the authority
4. STATE AIRCRAFT – Include military aircraft and a/c employed for
government services, police, customs etc
5. MILITARY AIRCRAFT – AIRFORCE MILITARY AND NAVAL AIRCRAFTS

AIRCRAFT PUBLIC HEALTH RULES 1954

● The commander of the a/c must inform the health officer in India at least 2
hours in advance on R/T of any person suffering from quarantinable
diseases.

INCUBATION PERIOD

Yellow fever 6 days,Plague 6 days,Cholera 5days, Smallpox 14 days, Typhus 14

days Relapsing fever 8 days

● No person shall bring into India any dead-body or human remains of

persons who may have died of yellow fever, plague, anthrax, glanders or
such other diseases as may be notified by the Central Government

● If the dead body or human remains have been properly cremated the
cremated ashes shall be placed in an urn or casket having an outer packing
of suitable material.
● A corpse which has not been buried should be closed in a shell of zinc or
other equally suitable metal with all joints so soldered as to seal them
hermetically and prevent the escape of noxious gases or fluids. The shell
should be enclosed in a stoutly built teak or other hard wood coffin and the
coffin should be enclosed in a zinc or tin-lined wooden packing case filled
with sawdust impregnated with carbolic powder.

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AIR DEFENCE CLEARANCE (ADC)

● To be obtained if the flight is outside the radius of 5NM and 1000ft from
the ARP
● Valid for the entire route
● More than 60mins delay, new ADC to be obtained

CARRIAGE OF CABIN CREW

10 – 49 1

50 – 99 2

100 – 149 3

150 – 199 4

200 – 249 5

250 – 299 6

CARRIAGE OF ARMS AND EXPLOSIVES

● Only with written permission from the central government

CARRIAGE OF MAILS

● Only with the permission DGPT

CARRIAGE OF PRISONERS

● With the permission of DGCA, DDG, DRI, CAD

CARRIAGE OF PERSON SUFFERING FROM MENTAL DISORDERS

● Only when accompanied by a medical practitioner

PHOTOGRAPHY – Only with the permission from DGCA

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OPERATIONAL MANUAL IS PREPARED BY THE OPERATOR AND APPROVED BY

DGCA

FLIGHT MANUAL – MANUFACTURER

REFUELLING

Building – 15m

Person – 15m

Smoking – 30m

Jet Blast - 43m

NOTES

● CVR – Records 2 hours of crew conversation

● FDR – Records flight data for 25 hours located at the back side of the a/c
● Smoking is permitted or prohibited (written in C of A)
● Crew log books should be preserved for 5 years from the date of last entry
● Dropping of paper leaves or flowers is done with the permission of local
district magistrate.

DOCUMENTS TO BE CARRIED ON BOARDS

COLOR IDENTIFICATION OF DROPPABLE CONTAINERS

RED –

BLUE –

YELLOW –

BLACK –

Ground Visual Aids

V–

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X–

SOS –

Oxygen Requirements

1. Required for all when flying above 13000 ft all the time
2. From 10,000 – 13,000 ft
After 30mins, Oxygen is required for all the crew members and 10% of
passengers

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AIRCRAFTS ACCIDENTS AND INCIDENTS

ANNEX – 13
● Accident investigation will be carried out by the state in which the accident
took place
● Any other state can participate in the investigation on request, if they
provide facilities or experts
● Accident preliminary report shall be submitted to appropriate states and
ICAO
● The name of representative should be mentioned if the aircraft has a
maximum mass of over 100000 kg
● Accident – An occurrence associated with the operation of an aircraft which
takes place between the time any person boards the aircraft with the
intention of flight until such till all such persons have disembarked, in which
a. A person is fatally or seriously injured
b. The aircraft sustains damage or structural failure
● Serious incident – An incident involving circumstances indicating that an
accident nearly occurred
● Incident – The aircraft suffers damage or a person suffers injury on either
ground or in flight in circumstances other than those specified as an
accident
● Air – traffic accidents :- AIRPROX

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HUMAN FACTORS
HYPOXIA

Hypoxia is defined as a lack of oxygen in the body tissues. This can be caused
either by a shortage of oxygen in the air being breathed or by a number of
physiological/pathological issues affecting blood circulation or the quantity of
oxygen carried by haemoglobin in the blood.

There are four types of hypoxia:

1. Hypoxic Hypoxia, sometimes known as Altitude Hypoxia, occurs due

to the reduced partial pressure of Oxygen in inspired air.

2. Anaemic Hypoxia occurs when the blood’s oxygen carrying capability

is reduced; this may be due to reduced haemoglobin content caused

by poor nutrition or by carbon monoxide, nitrates or sulfa drugs etc.
that react with haemoglobin and reduce the amount available to
carry oxygen.
3. Stagnant or Hypokinetic Hypoxia is caused by circulatory system

problems such as heart failure or, in aviation, by blood pooling in the

lower limbs under high g manoeuvres.
4. Histotoxic Hypoxia which occurs when the ability of body tissue to

absorb oxygen from the blood is impeded by substances such as

alcohol, narcotics and certain poisons.

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DALTON’S LAW

● Total pressure is equal to the sum of partial pressures of gasses

● Chemical composition – 78% N2, 21% O2, .9% Argon, 0.03 CO2, rest rare
gasses

Other Points

● Oxygen combined with HB in blood is transported by RBC (Red Blood Cells)

● Percentage of O2 is same at all levels
● Barometric pressure at 18,000ft is half
● Breathing 100% O2 at high altitude is equivalent to breathing ambient air at
10,000

HYPERVENTILATION

● Hyperventilation can be described as excessive over-breathing. Over-

breathing can occur from an increased rate or depth of breathing (or both
together).
● Causes of hyperventilation
🡺 Anxiety
🡺 Shock
🡺 OD
🡺 G Forces
🡺 Motion sickness
● Symptoms of Hyperventilation
🡺 Dizziness
🡺 Jingling
🡺 Spasms
🡺 Increased heart rate
🡺 Loss of consciousness

TREATMENT OF HYPERVENTILATION

The classic way to treat a patient suffering from Hyperventilation is to make

him/her breath into a paper bag.

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HYPOXIA OR HYPERVENTILATION

The natural reaction to a shortage of oxygen is for the body to try to obtain more
air by breathing faster and deeper. The hypoxic individual may hyperventilate in
an effort to get more oxygen, but this is of little valve when in an environment of
low ambient pressure.

At night can be difficult to distinguish the symptoms of Hypoxia and

hyperventilation. The appropriate response of pilots must be to assume the
worst.

● CARBON MONOXIDE POISONING

CO poisoning is likely to occur in aeroplanes where cabin heat is supplied from the
exhaust coating. HB has more affinity towards CO

Symptoms of CO poisoning

1. Headache
2. Dizziness
3. Nausea
4. Impaired vision

ACTION TO BE TAKEN

1. Switch off cabin heat

2. Open cabin ventilation
3. Use fresh air
4. Use O2 if available

CABIN DECOMPRESSION

Henry’s law

● Decompression sickness
● Caused by rapid decompression at or above 18,000ft

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● Henry explained the release of N2 gas bubbles in the body fluids causing
bends, chocks(Pulmonary arterial blockage), creeps
● Passengers before decompression should wait for 12 hours before next
flight
● After scuba diving pilot may develop symptoms of decompression when the
altitude is less than 18,000ft
● Flying immediately after scuba diving is prohibited. (since it involves risk of
decompression sickness)
● Do not fly within 12 hours of swimming using compressed air and avoid
flying for 24 hours if the depth of 30 feet was exceeded

TIME OF USEFUL CONSCIOUSNESS

● This is the time up to which pilot can act physically and mentally well, after
TUC both mental and physical performance degrade
● TUC varies individually and depends on cabin pressure

ALTITUDE TUC
18000ft 30min
22000ft 5-10 min
25000ft 3-5 min
30000ft 1-2 min
35000ft 30-60 sec (30 – 90 sec)
40000ft 12 sec ( 5 – 15 sec)

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EYE

● Light enters the eye through the cornea

● Light adaptation. When experiencing sudden high levels of illumination the
eye quickly adjusts in 10 seconds
● The most common factors affecting night vision are
a. Age
b. Mild Hypoxia
c. Altitude
d. Smoking
● Eye has two kinds of cells
1. Rod cells – For night vision
2. Con cells – For day vision
● It takes time for our eyes to adapt to darkness. This adaptation takes about
7 minutes for cones and 30 minutes for the rods

VISUAL DEFECTS

a. Hypermetropia

This is long sightedness, a shorter than normal eyeball or image being formed
behind the retina causes this.

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b. Myopia

In short sightedness, the problem is that the eyeball is longer than normal and
image forms in front of the retina

c. Cataract

Cataracts are nominally associated with the ageing process. With time, the
lens can become cloudy causing a marked loss of vision.

d. Glaucoma

This disease causes a pressure rise of the liquid around the eye

e. Color blindness

Total color blindness is a bar of the issue of flying license. It is caused by a

defect in the structure of cone cells.

f. Presbyopia

● Deficiency of Vitamin A causes night blindness

● An area in which cone cells predominate is called fovea
● The amount of light entering the retina is controlled by pupil
● Night vision scanning – look from side to side of an object
● Empty field Myopia - Natural focus point of eye is between 1m – 1.5m

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EAR

1. INNER EAR

Consists of semi – circular canal, otoliths and cochlea

Cochlea is responsible for perception of noise

2. MIDDLE EAR

Consists of tiny bones, ear ossicles

● Vestibular Apparatus (Otoliths + Semicircular canals) helps in maintaining

spatial orientation
● Otolith senses linear acceleration
● Semicircular canal senses angular acceleration
● Intensity of sound is measured in db
● Prolonged exposure to noise in excess of 90 decibels can end up in noise
induced hearing loss - NIHL

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● Human hearing range – 16 Hz to 20 Khz

● Barotrauma - Is likely to cause pain caused by difference in pressure
existing between the middle ear and the ambient air

ILLUSIONS

llusions can be characterized as:

● Vestibular (false “feeling” illusion)

● Visual (false “seeing” illusion)
● Autokinetic Illusion

If a stationary light is stared for a several seconds, it appears to move

● Narrow Runway

Pilot may feel he is at a greater height than actual and tendency to land short
(undershoot)

● Wide Runway

Pilot may feel he is lower than actual and has a tendency to overshoot the runway

● Downslope

He may feel he is lower than actual, this illusion may cause him to land ahead

● Upslope

He may feel he is higher than actual, this illusion may cause him to land short

● Somatogyral illusions - caused by angular accelerations or

decelerations sensed by the semicircular canals. These include:

○ The leans

○ Graveyard spin and spiral

○ The Coriolis illusion

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● Somatogravic illusions - (pitch-up illusions), are caused by changes in

linear accelerations and decelerations, or a change in gravity (G)

forces. These illusions include:
○ The inversion illusion

○ The head-up illusion

○ The head-down illusion

ICAO SHELL Model, as described in ICAO Doc 9859, Safety Management Manual,
is a conceptual tool used to analyse the interaction of multiple system
components. It also refers to a framework proposed in ICAO Circular 216-AN31.

Short Topics :-

● BRAIN

● HEART

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● LUNGS

CIRCADIAN RHYTHMS

● Many human biological and behavioral functions vary regularly and

systematically over a period of about 24 hours. These variations are

called circadian rhythms
● Circadian rhythms persist even in the absence of all environmental and

social time cues

● Circadian rhythms are internally generated by a self-sustaining or

autonomous biological clock located in the hypothalamus

● In the absence of all time cues, the biological clock has a natural cycle

of about 25 hours. With normal time cues, however, the biological

clock is reset each day such that it is in synchrony with the solar day.
● Changes in work shifts and transmeridian flight result in asynchrony

between a crew member's circadian rhythms and both work

requirements and environmental time cues
● This lack of synchrony results in shift-lag syndrome (due to changes in

work schedule) and jet-lag syndrome (due to transmeridian flights)

● The biological clock and the associated circadian variations adapt

slowly following changes in the work schedule and following

transmeridian flights

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● Adaptation after eastbound travel is about 50 percent slower than

after westbound flight -- adaptation time following eastbound travel is

about 1.5 days for each time zone change whereas adaptation time
following westbound travel is about one day for each time zone
change
● The adaptation rate is not the same for all of the circadian biological

and behavioral variations. The resultant disharmony among these

functions contributes to jet-lag syndrome.

Grey Out

Black Out

Red Out

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ICAO Annexes and Doc Series

ICAO SARPS (Standards and Recommended Practices) for each area of ICAO
responsibility are contained in 19 Annexes. Each Annex deals with a particular
subject area. All are subject to regular amendment and the detail in respect of
many of them is contained in publications in the numbered ICAO Document
Series.

The ICAO Annexes

The Annexes are:

● Annex 1 - Personnel Licensing

● Annex 2 - Rules of the Air

● Annex 3 - Meteorological Services

● Annex 4 - Aeronautical Charts

● Annex 5 - Units of Measurement

● Annex 6 - Operation of Aircraft

● Annex 7 - Aircraft Nationality and Registration Marks

● Annex 8 - Airworthiness of Aircraft

● Annex 9 - Facilitation

● Annex 10 - Aeronautical Telecommunications

● Annex 11 - Air Traffic Services

● Annex 12 - Search and Rescue

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● Annex 13 - Aircraft Accident and Incident Investigation

● Annex 14 - Aerodromes

● Annex 15 - Aeronautical Information Services

● Annex 16 - Environmental Protection

● Annex 17 - Security

● Annex 18 - The Safe Transportation of Dangerous Goods by Air

● Annex 19 - Safety Management

Annexes 2, 5, 7 & 8 contain international standards and no recommended

practices (RPs). The remaining 15 Annexes contain both.

Contracting States are required to give notification of differences to standards,

and invited to notify differences from Recommended Practices in Annexes. This
information is then listed in Supplements to the Annexes.

DOC Series

● Doc 7300
Convention on International Civil Aviation

● Doc 7475
Working Arrangements Between the International Civil Aviation
Organization and the World Meteorological Organization

● Doc 7600
Standing Rules of Procedure of the Assembly of the International Civil
Aviation Organization

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● Doc 8632
ICAO's Policies on Taxation in the Field of International Air Transport

● Doc 8984
Manual of Civil Aviation Medicine

● Doc 9082
ICAO's Policies on Charges for Airports and Air Navigation Services

● Doc 9284
Technical Instructions for the Safe Transport of Dangerous Goods by Air

● Doc 9303
Machine Readable Travel Documents

● Doc 9562
Airport Economics Manual
● Doc 9585
Agreement on the Joint Financing of Certain Air Navigation Services in
Greenland (1956) as amended in 1982 and 2008
● Doc 9586
Agreement on the Joint Financing of Certain Air Navigation Services in
Iceland (1956) as amended in 1982 and 2008

● Doc 9646
ICAO Engine Exhaust Emissions Data Bank. Note: Doc 9646 was published in
1995 and contains information available as of October 1993. The Data Bank
has since been further developed in electronic form and is accessible from
this link.

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● Doc 9750
Global Air Navigation Plan

● Doc 9766
Handbook on the International Airways Volcano Watch (IAVW) —
Operational Procedures and Contact List

● Doc 9790
Assembly Resolutions in Force (as of 5 October 2001)
● Doc 9833
Financial Statements for the Financial Period Ending 31 December 2002 and
Report of the External Auditor
● Doc 9834
Financial Statements and Report of the External Auditor for the Financial
Period Ending 31 December 2003
● Doc 9842
Programme Budget of the Organization 2005-2006-2007
● Doc 9848
Assembly Resolutions in Force (as of 8 October 2004)

● Doc 9858
Financial Statements and Report of the External Auditor for the Financial
Period Ending 31 December 2004

● Doc 9864
Regulations and Procedures for the International Registry

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● Doc 9866
Directors General of Civil Aviation Conference on Global Strategy for
Aviation Safety. Report
● Doc 9875
Financial Statements and Report of the External Auditor for the Financial
Period Ending 31 December 2005

● Doc 9889
Airport Air Quality Manual

● Doc 9890
Financial Statements and Report of the External Auditor for the Financial
Period Ending 31 December 2006

● Doc 9895
Budget of the Organization 2008-2009-2010
● Doc 9898
Annual Report of the Council - 2007
● Doc 9902
Assembly Resolutions in Force (as of 28 September 2007)

● Doc 9909
Financial Statements and Report of the External Auditor for the Financial
Period Ending 31 December 2007

● Doc 9916
Annual Report of the Council - 2008

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● Doc 9921
Annual Report of the Council - 2009

● Doc 9922
Financial Statements and Report of the External Auditor for the Financial
Period Ending 31 December 2008

● Doc 9942
Financial Statements and Report of the External Auditor for the Financial
Period Ending 31 December 2009

● Doc 9952
Annual Report of the Council - 2010
● Doc 9955
Budget of the Organization 2011-2012-2013

● Doc 9958
Assembly Resolutions in Force (as of 8 October 2010)

● Doc 9966 (Includes complete set of Fatigue Management implementation

manuals)
Manual for the Oversight of Fatigue Management Approaches

● Doc 9969
Financial Statements and Report of the External Auditor for the Financial
Period Ending 31 December 2010 (Revised)

● Doc 9974
Flight Safety and Volcanic Ash

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● Doc 9975
Annual Report of the Council - 2011

● Doc 9987
Financial Statements and Reports of the External Auditor for the Financial
Period Ending 31 December 2011

● Doc 10001
Annual Report of the Council - 2012
● Doc 10004
2020-2022 Global Aviation Safety Plan

● Doc 10015
Financial Statements and Reports of the External Auditor for the Financial
Period Ending 31 December 2012

● Doc 10017
Report by the Second CAEP Noise Technology Independent Expert Panel.
Novel Aircraft-Noise Technology Review and Medium- and Long-Term
Noise Reduction Goals

● Doc 10022
Assembly Resolutions in Force (as of 4 October 2013)

● Doc 10030
Budget of the Organization 2014–2015–2016

● Doc 10031
Guidance on Environmental Assessment of Proposed Air Traffic
Management Operational Changes

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● Doc 10035
Financial Statements and Report of the External Auditor for the Financial
Period Ending 31 December 2013
● Doc 10050
Financial Statements and reports of the External Auditor for the Financial
Year Ended 31 December 2014

● Doc 10067
Financial Statements and Reports of the External Auditor for the Financial
Year Ended 31 December 2015

● Doc 10074
Budget of the Organization 2017-2018-2019

● Doc 10075
Assembly Resolutions in Force (as of 6 October 2016)
● Doc 10089
Financial Statements and Reports of the External Auditor for the Financial
Year Ended 31 December 2016

● Doc 10125
Budget of the Organization 2020-2021-2022

● Doc 10128
Financial Statements and Reports of the External Auditor for the Financial
Year Ended 31 December 2017

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● Doc 10129
Financial Statements and Reports of the External Auditor for the Financial
Year Ended 31 December 2018

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