FDM Rev 10.1 - Electronic

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FLIGHT DISPATCH
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MANUAL E D
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DOC No. : JA/OPS/054

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Revision No: 10.1

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Revision Date: 01 Mar 2018

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Document Owner:
Senior General Manager –
Flight Operations
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FLIGHT DISPATCH MANUAL JA/OPS/054
CHAPTER FWD
FOREWORD
REV 10.0 23 MAY 2017
Flight Operations Department shall ensure Safe, Economic and Efficient

operations. Flight Operations personnel working on ground in various sections play
a vital role in achieving these objectives. The core sections of Flight Operations
(Ground) are :
a) Flight Dispatch
b) Integrated Operations Control Center (IOCC)
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These sections are functionally supplemented by other sections namely Route
Planning, Overflying, Documentation and Systems.
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The Flight Dispatch Manual contains the standard operating procedures required
for Flight Operational Personnel to execute the duties required for the operational
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control. The manual is supplementary to the Operations Manual (OM) and in case
of any conflict with the Operations Manual, the latter shall take precedence.
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The procedures and instructions contained in this manual are based on the latest
technical data and accumulated operational experience at the time of publication.
Nothing contained in this manual shall prevent personnel from exercising their own
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best judgment during any irregularity for which the Operations Manuals gives no
provisions or in emergencies. However, a written report shall be submitted,
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immediately giving details.

All Flight Operations Personnel are expected to have a thorough knowledge of the
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contents of this manual. They shall adhere to the instructions contained in this
manual at all times.
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Jet Airways (India) Limited also provide IOCC and Flight Dispatch services to
JetLite (India) Ltd, a wholly owned subsidiary of Jet Airways, under the Operational
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Service Agreement. The content in this manual shall also be applicable for JetLite
Operations Control unless the differences have been filed by JetLite.
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The content of this manual does not supersede or amend Jet Airways aircraft type
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documentation or any other approved and current documentation. Where

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information in this manual is at variance with any approved and current technical
documentation and/or applicable national regulations, the latter shall be regarded
as the authoritative sources.
Copyright of this manual is with Jet Airways (India) Limited. No parts of this
publication shall be reproduced, stored in a retrieval system or transmitted in any
form or by any means i.e. electronic, mechanical, photocopying and recording or
otherwise, without prior written permission of Jet Airways (India) Limited
Management.
Any questions with respect to information contain in this manual should be
addressed to Senior General Manager – Flight Operations (e-mail
epsainath@jetairways.com)
PAGE 1
CHAPTER FWD
FOREWORD
REV 10.0 23 MAY 2017
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INT E NT IO N AL L Y L EF T BL AN K
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PAGE 2
CHAPTER SOM
STRUCTURE OF MANUAL
REV 10.0 23 MAY 2017
The Flight Dispatch Manual contains the following chapters. Every chapter will be
preceded by a Table of Content for that chapter.
CHAPTER CHAPTER NAME
FWD Foreword
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SOM Structure of Manual
LEP List of Effective Pages
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ROR Record of Normal Revisions
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Revision Highlights
Index
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0 Administration and Control
1 Organization and Responsibilities

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2 Safety Management System

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3 Training and Qualification Requirements
4 Systems and Infrastructure

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5 Operational Control and Supervision

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6 Documentation and Navigation Database

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7 Emergencies and Contingencies

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8 Scheduling
9 Competency Assessment
10 Operating Procedures
11 Code Share
Appendix A Diversion Report Form
Appendix B Familiarization Flight Report Form
Appendix C List of Important Contacts
PAGE 1
CHAPTER SOM
STRUCTURE OF MANUAL
REV 10.0 23 MAY 2017
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LIST OF EFFECTIVE PAGES
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N = NEW R = REVISED
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CHAPTER ROR
RECORD OF NORMAL REVISIONS
REV 10.1 01 MAR 2018
The manual holder shall enter the appropriate data in the revision sheet below after
updating the manual. The confirmation of revisions and compliance has to be
signed under “Name of the Person” column. Retain this revision sheet until
officially replaced.
REV. NO. ISSUE DATE DATE ENTERED NAME OF THE PERSON
1.0 2 Oct, 2007
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2.0 15 May, 2009
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3.0 1 June 2011
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5.0 9 July, 2012
6.0 1 Nov, 2013

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CHAPTER ROR
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REV 10.1 01 MAR 2018
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PAGE 2
CHAPTER DL
DISTRIBUTION LIST
REV 10.0 23 MAY 2017
Format Type
Serial
Office
No. Electronic
Hard Copy
(Online)
001 Director General of Civil Aviation  
002 Chief Operating Officer 
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003 Sr. VP – Flight Operations 
004 Sr. VP - Flight Safety 
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005 VP – Flight Operations 
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006 VP – Flight Operations Support Services 
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010 Reserved
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011 Chief Pilot B777 and B737 

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012 Chief Pilot A330 and ATR 

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013 Sr. General Manager –Flight Operations 

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014 Sr. General Manager – Planning 

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015 Sr. General Manager – QC 

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016 General Manager – Airport Services, Mumbai 

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017 General Manager - Flight Operations (FD) 
018 Manager - Technical Training 
019 Integrated Operations control Centre (IOCC)  
020 Flight Dispatch Mumbai Hanger  
021 Flight Dispatch Briefing at T2  
022 Notam section 
023 Flight Dispatch Delhi  
PAGE 1
CHAPTER DL
DISTRIBUTION LIST
REV 10.0 23 MAY 2017
Format Type
Serial
Office
No. Electronic
Hard Copy
(Online)
024 Flight Dispatch Kolkata  
025 Flight Dispatch Chennai  
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026 Documentation Section Copy  
027 IOSA Documentation Library  
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028 VP – Flight Operations - JetLite 
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Flight Safety - JetLite
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Manager Flight Operations - JetLite
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032 Accountable Manager 

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CHAPTER RVH
HISTORY OF REVISION
REV 10.1 01 MAR 2018
A brief description of each amendment made to the manual are as follows :
Rev. No. Reason of Revision
1.0 Periodic update
2.0 Annual revision
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10.1 Periodic Updates

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Chapter 1 − Organisation and Responsibilities

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Chapter 3 − Training and Qualification
3 - 58 Complete Chapter added

Chapter 9 − Competency Assessment
8 Para 9.5
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CHAPTER RVH
HISTORY OF REVISION
REV 10.1 01 MAR 2018
Page No. Change Description
Chapter 10 − Operating Procedure
95 Para 10.7.6
165 Para 10.15
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CHAPTER IDX
INDEX
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The following index lists are arranged in an alphabetical order for ease of finding
information in the manual.
A
ACARS – Sita Aircom Server 4.13
Accessing Performance Software (OPT / LPC / SPS) Through
10.1.3.6
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Citrix Server
Actions by Duty Manager (IOCC) in an Emergency 7.3
Additional Fuel Uplift – Recommendation by Dispatcher 10.6.3
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Additional Manpower Deployment in Exigencies 8.4
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Aerodrome / Storm Warning 7.6
Aerodrome Related Information System (ARIS)
Air Traffic Incidents
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7.8
Alcohol Or Psychoactive Substances Check 8.6
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All Weather Operations (AWO) 10.1.6

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ATS Flight Plan 10.1.3.8

Availability of Soft Copies of Documents in Flight Dispatch 6.1.5
AVIENT – Crew Scheduling 4.12
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Bomb Threat 7.9

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CFP Sample and Decode 10.5.4

Channel of Information 10.11.2
Communication 4.3
Communication between PIC and Flight Dispatch / IOCC 10.9.18
Communication of Fuel Figure 10.1.3.15
Company Advisory For Additional Fuel Uplift on ‘Non-
10.6.2
Tankering’ Flights
Competency Assessment Form 9.6
PAGE 1
CHAPTER IDX
INDEX
REV 10.0 23 MAY 2017
Competency of Operations Personnel 5.4

Compliance and Regulation 10.1.1
Confidential Safety Reporting 2.4
Contact Details of Code Share Airline Partner 11.3
Contents and Use of OFP 10.5.2
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Daily Operation 8.2
Data Procured From External Service Provider 6.2
Declaring an Emergency
Delayed Flight With Suffix “D”
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10.1.3.17
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Delegation of Responsibilities 8.5
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Destination Alternate / EDTO Alternate/ Redispatch Refuelling
10.1.3.12
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Determining maximum flight level while planning flights with
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degraded anti-icing system due MEL
Diversion 10.9.8
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Documentation Management Process 6.1.2

Documents Available In IOCC / Flight Dispatch 6.1.4
Documents carried on Board Aircraft 6.1.6
Domestic Flight 10.22.3.1
Dummy MEL in Flight Planning System for Non-EDTO Aircraft 10.11.4
PAGE 2
CHAPTER IDX
INDEX
REV 10.0 23 MAY 2017
E
E- Log 10.19
EDTO Operations 10.13
Emergency and Survival Equipment 10.12
Emergency Response 7.13
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En-route Alternate 10.1.3.11
Entry and Content of the E-Log 10.19.2
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Equipment Status Check 10.1.3.1
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Existing Station 10.17.1
F
Filling and Filing ATS Flight Plan
Flight Allocation Redistribution
E D 10.8.3
10.22
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Flight Altitudes 10.1.3.14

Flight Continuation / Diversion 10.9.11
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Flight Dispatcher’s Special Report (FDSR) 2.3

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Flight Following (FFPOS) Database 10.10.3

Flight Following / Flight Watch 10.1
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Flight Watch 5.3

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Framing Operational Policies and Revision 5.5

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Fuel Computation 10.1.3.7

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Fuel Finalization Procedure by Flight Dispatch 10.2

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Fuel Optimization Technique 10.6

Fuel Policy 10.4
PAGE 3
CHAPTER IDX
INDEX
REV 10.1 01 MAR 2018
G
Ground Return / Air Turn / Diversion 10.9.13
Ground Return and Air-turn (Force Return) 10.9.6
Guidance Material 9.4
H
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Hijacking and Other Acts of Unlawful Interference Involving
7.4
Company Aircraft
Historical Flight Plan 10.5.5
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How to Evaluate 9.4.1
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Information Access E D
Integrated Operations Control Centre (IOCC) Functions
6.1.3
10.9
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Interfaces 4.12.1
Interfaces of Air Ops Dispatch Manager – Out-bound 4.6.1
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Interfaces of NetLine Ops – In-bound 4.7.2

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Interfaces of NetLine Ops – Out-bound 4.7.1

Internal Safety Audits 7.12
International 10.22.3.2
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International Flight – Originating Outside India 10.2.3

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International Flights – Originating from India 10.2.2

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Issuance of Company Notams by Flight Dispatch 10.16.6

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Jet Airways - Domestic Operations 10.12.1

Jet Airways - International Operations 10.12.2
Jet Airways (JAI) Aircraft Modifications 6.4.3
Jet Airways (JAI) Navigation Database Management 6.4
Jet Airways (JAI) Navigation Database Process 6.4.1
Jet Airways (JAI) Pilot Check of Navigation Database in FMC 6.4.2
Jet Lite Operations 10.12.3
Jetsoft 4.9
PAGE 4
CHAPTER IDX
INDEX
REV 10.1 01 MAR 2018
L
Leave 8.3
Life Raft Requirement for B737 Flights Over Water 10.7.13
List of Code Share Airline Partner 11.2
List of Codes Used In The New ICAO Flight Plans 10.8.4.1
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Mel Procedure 10.11
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Meteorological Condition Check 10.1.3.2
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Missing Notam in Preflight Briefing Package and DMWSI Back
10.16.5
Up Activation
MLW Check for Re-Dispatch Flight E D
Monitoring and Update of Flight Movement with OOOI timings
10.7.4.1
10.9.4
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Movement and Position Messages 10.10.2
Multi Sector Flight 10.1.5
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NAT / NAT HLA Operations 10.16

NDB Validation Process 6.4.4
Netline Ops - IOCC 4.7
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New Station 10.17.2

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NIL Wind OFP 10.5.6

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Non-Schedule Operations 10.22.3

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Normal Operations 10.22.1

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NOTAM Check 10.1.3.3

NOTAM Management 10.16.2
Notam Package for LIDO FPL Flights 10.16.8
NOTAM Services 10.16
PAGE 5
CHAPTER IDX
INDEX
REV 10.0 23 MAY 2017
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OFP Computation 10.7.3.1
OFP Computation by Flight Dispatcher 10.13.2
OFP Computation for Charter and Ferry Flight in case of Non-
10.7.7
Availability of Fuel Cost in Airpath
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OFP Computation Procedure 10.7
OFP Computation Procedure for Multi-Sector Flight 10.7.18
OFP Computation Procedure – Test Flight and Training Flight 10.7.8
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OFP Computation With ATR MEL 21-61-1 or other Equivalent
10.7.11
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MELs
OFP Release and Send Procedure in Airpath 10.7.9
On Time Performance Analysis System (OPAS)
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Operational Acceptance by PIC or Dispatch Release
D 4.1
10.1.4
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Operational Control 5.2
Operational Flight Plan (OFP) 10.5
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Overdue or Missing Aircraft 7.11.1

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Performance Software 4.14
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Planning of Flights with max Fuel Tank Capacity Restriction 10.7.14

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Plotting Chart 10.15.3

Post Assessment 9.3
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Post Flight Duties 10.18

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Pre-flight Briefing Package 10.1.2

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Pre-Flight Preparation 10.1

Preparation of Operational Flight Plan 10.5.1
Preparation of Preflight Briefing Package 10.1.3
Procedure for Creation of DD / DP Notams In Dispatch
10.16.7
Manager for LIDO Temporary Routes
Procedure For Determination Of Flight Time / Taxi Time And
10.17
Flight Crew Requirement
Procedure for Icing Penalty Activation / Deactivation in Airpath 10.7.3.2
Procedure for OPT / SPS Calculation by Flight Dispatch 10.1.3.5
PAGE 6
CHAPTER IDX
INDEX
REV 10.0 23 MAY 2017
Procedure for Sending Flight Plan Package 10.3

Procedure to compute OFP for EDTO sector 10.7.3
Procedure to Compute OFP for NAT Tracks 10.7.5
Procedure to Compute OFP for non-Tankering Sector with
10.7.1
Additional hold over Destination
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Procedure to compute OFP for Re-Dispatch 10.7.4
Procedure to compute OFP for Tankering Sector and Additional
10.7.2
hold fuel over Destination
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Procedure to Create Route in Airpath 10.7.6
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Proof of Authentication 6.2.1
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QRH Check
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E D 6.1.7
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Record Retention 6.3
Recovery from Non-base Stations 10.9.15
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Redispatch Operation 10.14

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Repetitive Flight Plan 10.8.2

Reporting Accidents / Incidents 7.7
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Reporting to Senior Management 10.9.16

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Re-route 10.9.7
Re-Routing Actions Required due NOTAM 10.16.4
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Rescheduling Actions Required due NOTAMS 10.16.3

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Responsibility and Procedure for Dispatch of Flights when Two

10.22.4
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Dispatch Stations are Involved

Retention of E-Log 10.19.1
Review Committee 9.2.2
Routes Creation with Runway Specific SID / STAR 10.7.18
RTOW, MLW and MZFW Limit Value in JETSOFT 10.1.3.16
PAGE 7
CHAPTER IDX
INDEX
REV 10.0 23 MAY 2017
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Sabre Res 4.8
Safety / Hazard Reporting Procedures 2.2
Safety Performance Indicators and Targets 2.5
Sample ETOPS OFP with and without Icing is illustrated below 10.7.3.3
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Schedule, Reschedule and Delaying a Flight 10.9.5
Search and Rescue 7.11
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Selection of Appropriate Destination Alternate option in OFP 10.7.15
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Selection of Team 9.2.1
Shift briefing 10.9.3
SID / STAR Specific Route Creation
E D
Specially Dispensed Long Haul Flights with Two Crew
10.6.4
10.17.4
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Operations (10 hrs Flight Time Limit)
Speed Schedule for fixed Mach OFP - B777 10.7.10
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Station Wise TAXI OUT Time details 10.17.3

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Suggestions and Sample Type of Questions 9.5

Supervision of The Operations by Jet Airways 5.1
System Access 4.5
N
Systems Backup 4.15

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Tankering of Fuel 10.6.1

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Technical Delay 10.9.10

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Temporary Route allocation in Airpath Flight Planning System 10.7.17

To Non-Dispatch Stations within India for Domestic Flights 10.3.3
PAGE 8
CHAPTER IDX
INDEX
REV 10.0 23 MAY 2017
V
Variance in ZFW in Alternate Fuel Summary of OFP 10.7.16
Volcanic Eruption – Planning of Flight 10.9.17
W
Weather Criteria Assessment and Fuel Planning by Flight
10.1.7
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Dispatch
Weather Watch 10.10.1
Weight Parameters Check 10.1.3.4
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WET / DRY LEASE OPERATIONS 10.21
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Wind Shear (W/S) Factor in OFP 10.5.3
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PAGE 9
CHAPTER IDX
INDEX
REV 10.0 23 MAY 2017
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PAGE 10
ADMINISTRATION AND CONTROL CHAPTER 0
TABLE OF CONTENTS REV 10.0 23 MAY 2017
CHAPTER 0 – ADMINISTRATION AND CONTROL
0.1 INTRODUCTION .......................................................................................... 3

0.1.1 Basis and Use of the Manual........................................................... 3
0.1.2 Jurisdiction of the Flight Dispatch Manual ....................................... 4
0.1.3 Compliance with Air Operator’s Certificate (AOC) ........................... 4
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0.1.4 Compliance with the Laws, Regulations and Procedures ................ 4
0.1.5 Editorial Conventions ...................................................................... 5
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0.1.6 Human Factors Principles in the Design of Manual ......................... 6
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0.1.7 Flight Dispatch Supplement............................................................. 7
0.2 SYSTEM OF AMENDMENT AND REVISION.............................................. 8

0.2.1
0.2.2
E D
Amendment and Revision Process ................................................. 8
Handwritten Amendments ............................................................... 8
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0.2.3 Manual Distribution .......................................................................... 8
0.2.4 Reproduced Documents .................................................................. 8
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0.2.5 System for Annotation of Pages and Effective Dates ...................... 9

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0.2.6 Manual Indexing System ................................................................. 9

0.2.7 Revision Cycles ............................................................................. 10
0.2.8 Filing Instructions .......................................................................... 10
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0.2.9 List of Effective Pages ................................................................... 10

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0.3 ABBREVIATIONS ...................................................................................... 11

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PAGE 1
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PAGE 2
INTRODUCTION REV 10.0 23 MAY 2017
0.1 INTRODUCTION
0.1.1 Basis and Use of the Manual
The Flight Dispatch Manual has been prepared in conformity with the DGCA Civil
Aviation Requirements (CAR) Aircraft Rules, India, AIP (India), AICs, Air Safety
Circulars, Operations Circulars, relevant documents of ICAO as applicable and with
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the terms and conditions specified in the Air Operator’s Certificate granted to Jet
Airways (India) Limited by DGCA.
This manual shall not be deemed to supersede any instructions contained in:
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a) Aircraft Manual (India);
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b) Civil Aviation Requirements;
c)
d)
Aeronautical Information Publications;
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Aeronautical Information Circulars / Supplements;
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e) Air Safety Circulars;

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f) Aircraft Flight Manual;

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g) Operations Manuals
The Flight Dispatch Manual shall be read in conjunction with the Operations
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Manuals. It is supplementary to the Operations Manual and contains instructions

and guidance necessary for Flight Operations Personnel to perform their duty
O
needed for safe operations. All Flight Operations Personnel shall have thorough
knowledge of the contents of Flight Dispatch Manual and shall adhere to the
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contents of manual at all times. Thus the manual directs and guides efficient
conduct of all relevant operations duties within Jet Airways in order to assure safe,
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reliable, efficient and economic conduct of all Flight Operations activities.

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The manual is written in English, which is the recognised operating language of Jet
Airways. As a matter of simplicity, the Male gender is used throughout this manual,
but the content applies as well to female employees.
Note: Where information in this manual varies with information taken from
approved documents, the latter shall be regarded as the final source.
PAGE 3
0.1.2 Jurisdiction of the Flight Dispatch Manual
Jet Airways (India) Limited also provide IOCC and Flight Dispatch services to
JetLite (India) Ltd, a wholly owned subsidiary of Jet Airways, under the Operational
Service Agreement. The content in this manual shall also be applicable for JetLite
Operations Control unless the differences have been filed by JetLite.
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0.1.3 Compliance with Air Operator’s Certificate (AOC)
Flight Dispatchers shall ensure that while planning a flight, conditions and
limitations specified in the Air Operator’s Certificate (AOC) are complied with.
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0.1.4 Compliance with the Laws, Regulations and Procedures
All operational staff performing safety or security related work shall be physically
and mentally fit for duty.
E D
All employees shall be familiar with the laws, regulations, procedures and the
LL
contents of this manual relevant to the performance of their duties. While operating
over or in to or out of the territory of other countries, the rules and regulations of
those countries shall be applicable.
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Any misuse or deviation of company operational safety and security standards is

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treated as a violation. A deliberate violation of these standards may lead to

appropriate consequences.
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The reporting of unpremeditated or inadvertent errors will not result in disciplinary

or punitive action being taken against the reporter or other individuals unless it can
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otherwise be proven such errors were the result of illegal activity, gross negligence
or willful misconduct.
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PAGE 4
0.1.5 Editorial Conventions
When used in this manual, the following terms shall have the meaning as defined
below:
• Captain / PIC / Commander / P1 are used synonymously;
• Co-pilot / First Officer / P2 are used synonymously;
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• “Shall”, “will”, “must” or any other imperative verb indicates that the application
of a rule, procedure or provision is mandatory.
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• “Should” indicates that the application of a procedure or provision is
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recommended.
• “May” means that the application of a procedure or provision is optional.
• “The Authority” means DGCA.

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•
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“He / She” the pronoun ‘He’ is used throughout the manual for ease of reading.
• “The Company” means Jet Airways.

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• “Note” is used when an operating procedure, technique, etc is considered

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essential to be emphasised.
• “Caution” is used when an operating procedure, technique, etc, may result in

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damage to equipment if not carefully followed.
•
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“Warning” is used when an operating procedure, technique, etc, may result in

personnel injury or loss of life if not carefully followed.
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PAGE 5
0.1.6 Human Factors Principles in the Design of Manual
Human Factors principles shall be observed in the design of Ground Operations

Manuals, in order to create a high degree of user friendliness and shall be achieved
by:
a) Clearly laid out procedures and policies with appropriate degree of depth,
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technical sophistication and clarity;
b) Providing a comprehensive Table of Contents;
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c) Discouraging the repetition of information;
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d) Providing cross-references;
e) Providing a comprehensive Index.
f) Being easily accessible; and

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g) Being responsive to the end user by encouraging all manual holders to provide
feedback on any errors or anomalies contained within.
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While formulating policies or procedures, due consideration shall be given to the

following human factors attributes:
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a) Target audience;
b) Working environment;
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c) Demand on users resources i.e. impact upon the physical, cognitive and
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decision-making resources of the user, based on objective and subjective

performance measurements;
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d) Ease of use;
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e) Clear and precise and as far as possible avoid any jargon;
f) Simplicity;
g) Use of illustrative measures such as picture, diagram, colour, font, tables,

graphs etc;
h) Size of document.
PAGE 6
0.1.7 Flight Dispatch Supplement
Flight Dispatch Supplement is a system designed to promulgate additional

operational information which is supplementary to that contained in the Flight
Dispatch Manual and will be of semi-permanent or of adhoc nature or with a high
degree of urgency necessitating an expeditious means of distribution.
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If any topic from Flight Dispatch is affecting policies and procedures contained in
the Flight Dispatch Manual, the contents of a Flight Dispatch Supplement will be
treated as current policy and procedure till the a circular has been incorporated in
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the Flight Dispatch Manual. If any conflicts arise with the Flight Dispatch Manual
and the latest supplement, the latter shall be regarded as the authoritative sources.
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All Flight Operations Personnel shall keep themselves updated with the contents of
latest Flight Dispatch Supplement. E D
The Flight Dispatch Supplement will be reviewed and kept updated periodically.
Any circular from supplement will be removed when incorporated in the Flight
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Dispatch during the normal revision cycle or if it is not applicable anymore; the filing
instruction shall be issued to reflect this effect.
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PAGE 7

SYSTEM OF AMENDMENT AND
REVISION
REV 10.0 23 MAY 2017
0.2 SYSTEM OF AMENDMENT AND REVISION
0.2.1 Amendment and Revision Process
The Flight Dispatch Manual will be reviewed on a yearly basis, while revisions will
be made when it is deemed necessary. The responsibility for administration and
control of Flight Dispatch Manual rests with the Senior General Manager – Flight
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Operations.
The Flight Dispatch Manual is an accepted document by the DGCA. Amendments

or revisions made to the manual should be submitted to DGCA for acceptance.
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Thereafter, the publication shall be issued to an authorised holder.
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All amendments shall be in the form of printed, replacement pages for the paper
copy, or transmitted electronically for the electronic version. Holders of electronic
versions will be issued an entire replacement copy.
0.2.2 Handwritten Amendments

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Handwritten amendments and revisions are not permitted.

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0.2.3 Manual Distribution

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The Flight Dispatch Manual shall be distributed in accordance with the established
distribution list, refer to distribution list. Electronic copy of the manual will be made
available through Intranet.
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0.2.4 Reproduced Documents

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The electronic copy of Flight Dispatch Manual will show the words
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“UNCONTROLLED COPY” when printed in order to identify that the printed copy
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is reproduced.
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PAGE 8

REVISION
REV 10.0 23 MAY 2017
0.2.5 System for Annotation of Pages and Effective Dates
A Vertical line indicates revised or newly published text on the pages. It will not be
used to indicate format or page number changes. Editorial revisions e.g. spelling
corrections may have revision bar with no associated highlights.
Each page will contain a header and footer.
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a) The header of each page of a manual shall contain the following :

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• Jet Airways logo in the inner side rectangle;
•
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The Manual name, the Chapter title and Chapter Section title will be in the
centre rectangle;
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• The document information consisting of the Document Controlled Number,

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Chapter Number, Revision Number and Revision Date in the outer side
rectangle.
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b) The footer of each page shall include consecutive page number.

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0.2.6 Manual Indexing System
The manual will be indexed in way that each Chapter will be divided into numbered
sections. The section may be divided into sub-sections and sub-section into
paragraphs. Further, paragraphs may be divided into sub-paragraphs.
PAGE 9

REVISION
REV 10.0 23 MAY 2017
0.2.7 Revision Cycles
Primarily the normal manual revision schedule is once a year unless otherwise
necessary. The fixed revision cycle is numbered in ascending sequence such as
REV 1.0, 2.0 3.0 … If any amendments are required between normal revision cycle
i.e. between normal revision 1 and 2, and revised content is less than 50% of the
manual contents, then the revision can be numbered in ascending sequence such
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as 1.1, 1.2, 1.3 …
Revision shall be accompanied by Filing instructions, an updated List of Effective

Pages and Revision Highlights providing an explanation of the changes in the
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revisions.
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0.2.8 Filing Instructions
D
Revisions will be accompanied by Filing Instructions which provides an explanation
on how to update the manual with current revision.
E
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Filing instructions shall be used as follows -
• REMOVE - The page must be removed and destroyed. It may be replaced by a

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new page if associated with an INSERT instruction.

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• INSERT - The page must be inserted. If not associated with a REMOVE

instruction, the page is new and does not replace an existing one.
•
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ELECTRONIC COPY HOLDERS - For every revision an entire replacement

copy will be distributed.
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0.2.9 List of Effective Pages

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The List of Effective Pages (LEP) lists all the pages that are in the manual. The
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manual after revision shall comply with the LEP. The New pages are indicated by
‘N’ and the Revised pages by ‘R’. Any discrepancies shall be immediately reported
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to the Library.
PAGE 10
ABBREVIATIONS REV 10.0 23 MAY 2017
0.3 ABBREVIATIONS
A
AAI Airports Authority of India
ACARS Aircraft Communication and Reporting System
ADS Automatic Dependant Surveillance
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AFM Aircraft Flight Manual
AFTN Aeronautical Fixed Telecommunication Network
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AGL Above Ground Level
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AIC Aeronautical Information Circular
AIMS Airline Information and Management System
AIP
AIRAC
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Aeronautical Information Publication
Aeronautical Information Regulation and Control
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AMOS Aircraft Maintenance and Operating System
AMSS Automatic Message Switching System
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AOG Aircraft On Ground

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AOM Aerodrome Operating Minima

APA Annual Performance Appraisal
APU Auxiliary Power Unit
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ASBS Automatic Self-Briefing System

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ASR Airport Surveillance Radar

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ATC Air Traffic Control

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ATR Action Taken Report

ATS Air Traffic Services
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B-RNAV Basic – Area Navigation
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C of A Certificate of Airworthiness
CAR Civil Aviation Requirements
CAS Controller of Air Safety (DGCA)
CAT Clear Air Turbulence
CCMC Corporate Crises Management Committee
PAGE 11
CCMM Corporate Crises Management Manual

CDL Configuration Deviation List
CFIT Controlled Flight into Terrain
CFMU Central Flow Management Unit
CP Chief Pilot / Critical Point
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CPDLC Controller-Pilot Data Link Communication
CVR Cockpit Voice Recorder
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CVSM Conventional Vertical Separation Minima
D
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DA Decision Altitude
DAS
DAW
Director of Air Safety (DGCA)
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Director of Airworthiness (DGCA) D
DDPG Dispatch Deviation Procedure Guide
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DFDR Digital Flight Data Recorder

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DGCA Director General of Civil Aviation

DGM Deputy General Manager
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DH Decision Height
DM Duty Manager
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E
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EDTO Extended Diversion Time Operations

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EVP Executive Vice President

F
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FCOM Flight Crew Operating Manual

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FCTM Flight Crew Training Manual

FD Flight Dispatcher / Flight Dispatch
FMS Flight Management System
FO Flight Operations
FOO Flight Operations Officer
FPM Feet Per Minute
FSR Flight Safety Report
PAGE 12
FSS Flight Support Services

FT Feet
FTP LINK File Transfer Protocol Link
G
GNSS Global Navigation Satellite System
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GPS Global Positioning System
GPWS Ground Proximity Warning System
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I
ICAO International Civil Aviation Organization
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IMC Instrument Meteorological Conditions
IS
K
Initial Issue
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Km Kilometers
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M
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M Meter
MAA Max Authorized Altitude
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MCT Maximum Continuous Thrust

MDA Minimum Descent Altitude
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MDH Minimum Descent Height

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MEA Minimum En-route Altitude

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MEL Minimum Equipment List

MET Meteorological
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MLU Military Liaison Unit

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MMEL Master Minimum Equipment List

MMO Mach Maximum Operation
NAT HLA North Atlantic High Level Airspace
MOCA Minimum Obstruction Clearance Altitude
MORA Minimum Off Route Altitude
PAGE 13
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NM Nautical Mile
NOTAM Notice to Airmen
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OCC Operations Control Centre
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OJT On the Job Training
OTP On Time Performance
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OTS Organized Track System
P
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PDR Pilot Defect Report
PF
PNF
Pilot Flying
Pilot Not Flying
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P-RNAV Precision – Area Navigation
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PSR Pilot Sector Report

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PTM Passenger Transfer Message / Passenger Ticketing Message

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QRH Quick Reference Handbook

R
N
RAIM Receiver Autonomous Integrity Monitoring

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RCC Rescue Co-ordination Centre

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RNP Required Navigation Performance

RNP Required Navigation Performance
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ROD Rate of Descent

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RT Radio Telephony
RTOW Restricted Take Off Weight
RVR Runway Visual Range
RVSM Reduced Vertical Separation Minima
PAGE 14
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SM Statute Mile
T
TOC Table of Content
V
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VFR Visual Flight Rules
VMC Visual Meteorological Condition
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VP Vice President
W
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WSI Weather Services International
Y
YMS
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Yield Management System D
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ZFW Zero Fuel Weight

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PAGE 15
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PAGE 16
ORGANIZATION AND
CHAPTER 1
RESPONSIBILITIES
CHAPTER 1 – ORGANIZATION AND RESPONSIBILITIES
1.1 ORGANIZATION CHART ............................................................................ 3

1.1.1 Organization of Flight Operations at Corporate Level ..................... 3
1.1.2 Organization of Flight Dispatch and IOCC....................................... 4
1.1.3 Organization of Flight Operations – Flight Dispatch ........................ 5
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1.1.4 Organization of Flight Operations – IOCC ....................................... 6
1.1.5 Functional Management - IOCC ...................................................... 7
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1.2 DUTIES AND RESPONSIBILITIES ............................................................. 8
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1.2.1 Vice President Flight Operations –Support Services ....................... 8
1.2.2 Senior General Manager Flight Operations (Flight Dispatch and
1.2.3
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IOCC) .............................................................................................. 8
General Manager – Flight Operations (Flight Dispatch) ................ 10
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1.2.4 General Manager – Flight Operations (IOCC) ............................... 11
1.2.5 Deputy General Manager Flight Operations – Flight Dispatch ...... 12
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1.2.6 Deputy General Manager - Integrated Operations Control Centre

(IOCC) ........................................................................................... 13
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1.2.7 Operations Controller .................................................................... 14

1.2.8 Senior Operations / Operations Assistant – IOCC......................... 16
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1.2.9 Manager Flight Operations ‒ Mumbai Flight Dispatch ................... 17

1.2.10 Assistant Manager Flight Operation – Flight Dispatch ................... 18
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1.2.11 Flight Operations Officer - Flight Dispatch ..................................... 20

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1.2.12 Supervisor / Sr. Operations / Operations Assistants - Flight

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Dispatch (BOM) ............................................................................. 22

1.2.13 Manager Flight Operations – Aircraft Documentation .................... 23
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1.2.14 Assistant Manager Flight Operations – Aircraft Documentation .... 24

1.2.15 Flight Operations Officer– Aircraft Documentation ........................ 25
1.2.16 Supervisor / Senior Operations / Operations Assistants – Aircraft
Documentation .............................................................................. 26
1.2.17 Deputy General Manager Flight Operations – AIS ........................ 26
1.2.18 Assistant Manager Flight Operations – Route Planning and
Overflying ...................................................................................... 27
1.2.19 Senior Operations / Operations Assistants – Route Planning and
Overflying ...................................................................................... 28
PAGE 1
ORGANIZATION AND
CHAPTER 1
RESPONSIBILITIES
1.2.20 Assistant Manager Flight Operations – Systems ........................... 28

1.2.21 Flight Operations Officer (Systems) ............................................... 29
1.2.22 Senior Operations / Operations Assistants – Systems ................... 30
1.2.23 Manager Flight Operations – ATS Liaison ..................................... 31
1.2.24 Manager Flight Operations (DEL, CCU, MAA) ............................... 32
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1.2.25 Assistant Manager Flight Operations – (DEL, CCU, MAA) ............ 33
1.2.26 Flight Operations Officer – (DEL, CCU, MAA) ............................... 33
1.2.27 Supervisor / Senior Operations / Operations Assistants - Flight
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Dispatch (DEL, CCU, MAA) ........................................................... 33
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1.2.28 Flight Operations Officer – Tech Dispatch ..................................... 34
1.3 MANAGERIAL CONTINUITY AND SUCCESION PLAN ........................... 35

1.3.1
1.3.2
E D
Managerial Continuity and Succession Plan – Network Level ....... 36
Managerial Continuity and Succession Plan – Station Level ......... 37
LL
1.4 IMPORTANT CONTACT NUMBERS ......................................................... 38

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ORGANIZATION AND
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ORGANIZATION CHART REV 10.0 23 MAY 2017
1.1 ORGANIZATION CHART
1.1.1 Organization of Flight Operations at Corporate Level
Refer to OM A Chapter 1
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E D
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ORGANIZATION AND
CHAPTER 1
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1.1.2 Organization of Flight Dispatch and IOCC
PY
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E D
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ORGANIZATION AND
CHAPTER 1
RESPONSIBILITIES
1.1.3 Organization of Flight Operations – Flight Dispatch
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E D
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ORGANIZATION AND
CHAPTER 1
RESPONSIBILITIES
1.1.4 Organization of Flight Operations – IOCC
PY
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E D
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PAGE 6
ORGANIZATION AND
CHAPTER 1
RESPONSIBILITIES
1.1.5 Functional Management - IOCC
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E D
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PAGE 7
ORGANIZATION AND
CHAPTER 1
RESPONSIBILITIES
DUTIES AND RESPONSIBILITIES REV 10.0 23 MAY 2017
1.2 DUTIES AND RESPONSIBILITIES
Jet Airways shall ensure that management and non-management positions are
filled on the basis of knowledge, skills, training, qualification and experience
appropriate to the positions. These requirements are available with the Human
Resources department.
PY
1.2.1 Vice President Flight Operations –Support Services
The Vice President Flight Operations – Support Services shall report to the
following:
O
• Senior Vice President – Flight Operations in discharge of his duties and
C
responsibilities in accordance with OM A; and
•
and AOC Compliance.
E D
Post Holder – Flight Operations in context with Operational Control functions
The responsibilities of Vice President Flight Operations –Support Services are as

LL
follows :
• Ensure adequate operational and administrative control is exercised within the

O
department through established organization structure;

TR
• Discharge his duties and responsibilities as described in OMA, Para 1.3.10
1.2.2 Senior General Manager Flight Operations (Flight Dispatch and

N
IOCC)
O
The Senior General Manager Flight Operations – Flight Dispatch and IOCC reports
C
to the Vice President – Flight Operations Support Services.

N
The responsibilities of Senior General Manager Flight Operations – Flight Dispatch

and IOCC are as follows :
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• To oversee IOCC and Flight Dispatch;
• To minimise the effect of flight cancellations, re-routing and combinations;
• To monitor aircraft movements of Jet Airways entire network, and deployment

to ensure On Time Operations;
• Effective use of communication equipment on the Company Channel;
• Advise activation of the Crisis Management Centre based on set parameters in

the event of incidents / accidents;
PAGE 8
ORGANIZATION AND
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RESPONSIBILITIES
• Trend analysis of delays;
• Analyze current operations and periodically provide inputs for formulation /

revision of schedules;
• Periodically conduct audits and take necessary action;
• Keep abreast with latest developments and advise appropriate action;
PY
• Analyze passenger complaints and provide feedback;
O
• Obtain clearances from regulatory authorities for additional / charter flights;
C
• Compile and monitor the manpower, expenditure and capital budget for the
operations control centre;
•
E D
Compile the manpower budget for all-india flight dispatch stations;
Initiate the process of selection and recruitment of staff at all stations in

LL
coordination with the base managers;
• Keep abreast with latest developments through active liaison with external
O
agencies and service providers;

TR
• Provide inputs in respect of automation systems in the flight dispatch;
• Analyse schedules, evaluate and recommend the need for new flight dispatch
stations, and setup where required;
N
•
O
Set standards and procedures in respect of the functions of flight dispatchers;
•
C
Pro-actively initiate action with external service providers for documentation in

respect of new services, aircraft and stations recommended for approval;
N
• Negotiate and approve the costs of services provided by external agencies;

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• Periodically carry out audits of flight dispatch stations and initiate action on
findings;
• To ensure functioning of safety, quality, security and compliance within the

area of responsibility;
• Any other duties that may be assigned by the vice president - flight operations
support services.
PAGE 9
ORGANIZATION AND
CHAPTER 1
RESPONSIBILITIES
1.2.3 General Manager – Flight Operations (Flight Dispatch)
The General Manager – Flight Operations (Flight Dispatch) reports to the Senior
General Manager Flight Operations – Flight Dispatch and IOCC.
The responsibilities of the General Manager Flight Operations (Flight Despatch) are
as follows :
PY
• Will be responsible for all day-to-day Flight Dispatch related activities across
the network;
O
• Analyze the daily OTP reports provided by IOCC and take corrective action for
Dispatch related issues;
C
• Officiate in place of Sr. GM Flight Operations in his absence;
•
D
Planning of Flight Dispatcher’s training, Refreshers, observation flights and
renewal of D.G.C.A approvals;
E
LL
• Shall review the training syllabus annually on the basis of operational
requirement and make suggestions to the Training Department for upgrading
the training in consultation with Sr.GM-Flight Operations;
O
• Compile the Manpower, Revenue and Capital Budget requirement for the
TR
entire Flight Operations for all areas under the responsibility of Sr G.M.Flight
Operations;
N
• Shall be responsible for manpower recruitment process in all areas under the
responsibility of Sr G.M.Flight Operations;
O
• Keep abreast of all the latest developments in the Flight Dispatch areas and
C
provide inputs for upgradation of Flight Dispatch;

N
• Set standards and procedures in respect of the functions of Flight Dispatch

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personnel;
• Shall ensure that all revisions and amendments to the regulatory documents
shall be brought to the notice of all Flight Dispatch staff across the network;
• Make a business case for services required from different service providers
and submit to V.P.OPS office for further considerations and follow up;
• Suggest automation processes to simplify and improve the systems and

procedures;
• Shall liaise with external agencies to ensure that adequate aerodrome, ATC
and Met related facilities are available;
PAGE 10
ORGANIZATION AND
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RESPONSIBILITIES
• Shall nominate his deputy to officiate on his behalf in case of leave or absence;
• to ensure functioning of Safety, Quality, Security and Compliance within the

• Any other duties assigned by the Sr. GM Flight Operations.
1.2.4 General Manager – Flight Operations (IOCC)
PY
The General Manager – Flight Operations (IOCC) reports to the Senior General
Manager Flight Operations – Flight Dispatch and IOCC.
O
The responsibilities of the General Manager Flight Operations (IOCC) are as
C
follows:
•
•
E D
Will be responsible for day-to-day activities of IOCC;
Shall be responsible for maintenance of schedules for a window of D - 72
hours;
LL
• Responsible for taking the decisions regarding Cancellations, Re-routings of

Flight and minimizing their impact on the airline schedules, keeping in mind the
O
cost effectiveness vis a vis the customer satisfaction;

TR
• Shall be responsible for coordination / integration with other operating

departments for the smooth and efficient functioning of IOCC;
• In the event of any incident / accident or exigencies arising shall take overall
N
charge until the formation of Emergency Response Centre, after which shall
O
assist them;
•
C
Analyze current operations and periodically provide inputs for the formulation /
revision of schedules;
N
• Keep abreast with latest developments and advise appropriate action;

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• Compile and monitor the Manpower, Expenditure and Capital Budget for the
Operations Control Centre and forward it to GM-FD;
• Shall analyze the daily / weekly OTP, and will provide feedback to Network
Planning to improve OTP;
• Shall liaise with Passenger Relations Department regarding passenger

complaints related to any dislocation in the network;
• Shall review the training requirements annually on the basis of experience and
make suggestions to the Training Department for upgrading the training in
consultation with Sr GM-FO;
PAGE 11
ORGANIZATION AND
CHAPTER 1
RESPONSIBILITIES
• Suggest automation processes to simplify and improve the systems and

procedures;
• Shall liaise with Internal Departments and external agencies for IOCC related
functions;
PY
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1.2.5 Deputy General Manager Flight Operations – Flight Dispatch
General Manager Flight Operations – Flight Dispatch

E D
The Deputy General Manager Flight Operations – Flight Dispatch reports to the
The responsibilities of the Deputy General Manager Flight Operations - Flight

LL
Despatch are as follows :
• Overall handling of all dispatch stations including GHAs;

O
• Supervise the day to day activities of Flight Operations in the entire network;
TR
• Plan Training / Refreshers for all Flight Operations staff;

N
• Review Training requirements on an annual basis and provide suggestions to

the Training Department for upgrading the training in consultation with General
O
Manager – Flight Operations;

C
• Planning of Familiarization flights for Flight Operations Officers;

N
• Liaising with Concerned Offices for RT License for Flight Operations staff;
U
• Compilation of Manpower and Revenue Budget requirement for entire Flight

Despatch in consultation with General Manager – Flight Operations;
• To keep abreast with latest developments through active liaison with external
agencies and service providers;
• Proactively initiate action with external service providers for documentation in

respect of new services, aircraft and stations recommended for approval to
General Manager – Flight Operations;
• Handle Negotiations with service providers;
PAGE 12
ORGANIZATION AND
CHAPTER 1
RESPONSIBILITIES
• Set standards and procedures in respect of the functions of Flight Operations

Officers;
• Suggest automation processes to simplify and improve the systems,
procedures and work culture;
• Liaise with Internal Departments and External Agencies;
•
PY
to ensure functioning of Safety, Quality, Security and Compliance within the
• Any other duties assigned by General Manager – Flight Operations from time
O
to time.
C
1.2.6 Deputy General Manager - Integrated Operations Control Centre
(IOCC)
Manager Flight Operations (IOCC)

E D
The Deputy General Manager Flight Operations – IOCC reports to the General
LL
The responsibilities of the Deputy General Manager Flight Operations (IOCC) are
as follows :
O
• Will be responsible for the day-to-day activities in IOCC. The DM shall take
TR
appropriate decisions keeping in mind and analyzing the total environmental

situation to maintain the flight schedule;
• Shall be responsible for co-ordination with all internal and external agencies for
N
the discharge of his functions and to ensure smooth operation;

O
• Shall be responsible for maintenance of schedules for a window of D - 72

hours;
C
• Shall be responsible for taking decisions regarding Delays, diversions,

N
Cancellations and Re-routings of Flight and minimizing their impact on the

airline schedules, keeping in mind the cost effectiveness and guest
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satisfaction;
• Shall take decisions in consultation with Engineering / Customer Services /
Marketing to reschedule or change the aircraft type to meet company
requirements;
• Shall be responsible for judicious allocation of duties for IOCC personnel in his
shift. He shall provide guidance to junior staff in performance of their duties
and finally remain accountable for all the functions performed in his shift;
• He shall be responsible for keeping the management informed about any
abnormalities in the network;
PAGE 13
ORGANIZATION AND
CHAPTER 1
RESPONSIBILITIES
• Assume the role of advisor to the PIC;

• Scrutinize E log and take appropriate action;
• Ensure efficient disruption management, delay recovery and tracking aircraft

movement during the shift;
• Shall take appropriate action in any abnormal situation as per Air Safety
PY
Manual and Corporate Crises Response Manual;
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C
• any other duties assigned by GM IOCC.
1.2.7 Operations Controller

E D
LL
The Operations Controller reports to the Manager Flight Operations (IOCC).
The responsibilities of the Operations Controller are as follows:

O
• Shall provide the PIC while in flight with the information which may be
TR
necessary for the safe conduct of flight by any of the communication means
available that includes Company VHF, ACARS and if necessary ATS
Communication channels;
N
• Shall be responsible for the day-to-day activities in IOCC, and shall take
O
appropriate decisions keeping in mind and analyzing the total environmental

situation to maintain the flight schedule;
C
• In the event of an emergency initiate action as per Company Ops Manual / Air
N
Safety Manual and Emergency Response Manual;

U
• Shall be responsible for maintaining the schedule on the day of operations;
• Shall be responsible for taking decisions regarding Delays, diversions

,Cancellations and Re-routings of Flight and minimizing their impact on the
airline schedules, keeping in mind the cost effectiveness and guest
satisfaction;
• Shall take decisions in consultation with Engineering / Customer Services /

Marketing to reschedule or change the aircraft type to meet company
requirements;
PAGE 14
ORGANIZATION AND
CHAPTER 1
RESPONSIBILITIES
• In case of groundings / disruptions initiate and conduct conference calls with all
stake holders and senior Management;
• Ensure deploying of the appropriate aircrafts considering their maintenance

status and the Operational / Commercial constraints;
• Shall keep a weather watch according to seasonal requirements and in

particular areas and terrains;
PY
• Shall keep a watch on any maintenance requirements / MEL / CDL releases
and their impact on the flights;
O
• Shall ensure that the System is updated at all times.
C
• He shall be responsible for keeping the management informed about any
•
abnormalities in the network. E D
Shall maintain the record of all the events in the network or any changes
actioned by him during the shift in the E-log.
LL
• Ensure efficient disruption management, delay recovery and Flight Watch

during the shift.
O
• Supervision of Operations Assistants for their functions.

TR

N
• Any other duties assigned by the superiors.

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PAGE 15
ORGANIZATION AND
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1.2.8 Senior Operations / Operations Assistant – IOCC
The Senior Operations Assistant / Operations Assistant (IOCC) reports to the

Operations Controller.
The responsibilities of the Senior Operations Assistant / Operations Assistant

(IOCC) are as follows:
PY
• Monitoring the VHF sets for flight movements with respect to chocks off / on,
airborne and touchdown timings and updating the Movement Manager
O
Systems;
• Compilation of the Departure delay information;
C
• Coordination with AOCC for Parking Bay and ensure proper allocation;
•
Inform AOCC of registration changes / delays;
E D
Revise Departure time / Arrival time of flights if flights are delayed during start-
LL
up or holding during arrivals;
• Handling the Company VHF channel;

O
• Updation of ACARS timings on Net Line Ops;

TR
• Monitoring of ACARS messages on e-mails and advise Duty Manager IOCC

and concerned department;
N
• Update OPAS;
O
• Preparation of preliminary Chairman’s report;

C
• Generate Daily Delay Report (DDR) for Senior Management and Airport
N
Operator.
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PAGE 16
ORGANIZATION AND
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1.2.9 Manager Flight Operations ‒ Mumbai Flight Dispatch
The Manager Flight Operations – Mumbai Flight Dispatch reports to the Deputy
General Manager Flight Operations – Flight Dispatch
The responsibilities of the Manager Flight Operations – Mumbai Flight Despatch

are as follows :
PY
• Shall be responsible for all Flight Dispatch activities at Mumbai;
• Shall prepare the Manpower, Revenue and Capex Budget for Mumbai Flight
O
Dispatch;
C
• Shall maintain continuous liaison with external agencies to ensure that
adequate facilities are available for conducting safe operations within the
•
region; E D
Provide inputs to the Integrated Operations Control Centre (IOCC) during
disruptions and implement decisions from IOCC;
LL
• Shall ensure that all regulatory requirements within the region are complied
with;
O
• Ensure the dissemination of information on incident and accident reports to

TR
internal and external agencies;
• Shall keep all the station documents updated and current;

N
• Obtain de-brief from pilots and ensure follow up;

O
• Attend Regional Meetings with internal and external agencies and forward the
C
reports to GM FD;
•
N
Provide inputs in respect of automation systems and developments in the field

of Flight Operations;
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• Evaluate and improvise the prevailing standards and procedures in the day to
day functions of Flight Dispatch;
• Proactively initiate action, with external service providers, in respect of services
required;

• Any other duties assigned by the Superiors.
PAGE 17
ORGANIZATION AND
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RESPONSIBILITIES
1.2.10 Assistant Manager Flight Operation – Flight Dispatch
The Assistant Manager Flight Operations – Flight Dispatch reports to the Manager
Flight Operations – Flight Dispatch
The responsibilities of the Assistant Manager Flight Operations – Flight Despatch

are as follows :
PY
• Shall function as Shift In-charge and ensure safe, economic and on time
operations of schedules in the region;
O
• Shall maintain Canned flight plans;
C
• In the event of an emergency initiate action as per Company Ops Manual / Air
Safety Manual and Emergency Response Manual. This will include information
•
E D
about dangerous good from NOTOC which may be required during Aircraft
accident and incident to facilitate emergency response.
Provide inputs to IOCC on the following operational constraints :

LL
- Weather;
O
- ATC slots / Airport restrictions;

TR
- NOTAM’s;
- Watch hours;
N
- MEL dispatch / performance restrictions.

O
• Implement the decisions given by IOCC in respect of :

C
- Changes in Daily Flight Schedule;

N
- Aircraft Deployment;
U
- Non-Schedule / Ferry Flights;
- Disruption management;
- Delay Recovery.
• Shall be responsible for preparation, maintenance and filing of RPL and liaising
with ATC;
• Shall assume the role of a mentor to his subordinates to maintain the required
competency levels in technical and operational knowledge;
PAGE 18
ORGANIZATION AND
CHAPTER 1
RESPONSIBILITIES
• In case of Accidents / Incidents, seal all documents pertaining to that flight, and
follow the procedures as laid down in the flight safety manual;

• Provide feedback to the Manager Flight Operations on all Dispatch related

issues;
PY
• Shall ensure all Flight Dispatch documents are updated and acknowledged on
receipt of revisions. Maintain a detailed list of latest revisions;
O
• Obtain feedback from pilots on dispatch related issues, and refer to Manager
C
Flight Operations, when required;
•
E D
Shall ensure reporting of diversion and flight dispatch related delays as
specified;
Exercise functional and administrative control;

LL
• Shall nominate another AMFO / FOO to officiate on his behalf in case of leave
or absence;
O

TR

N
O
C
N
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PAGE 19
ORGANIZATION AND
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1.2.11 Flight Operations Officer - Flight Dispatch
The Flight Operations Officer – Flight Dispatch reports to the Assistant Manager
Flight Operations – Flight Dispatch
The responsibilities of the Flight Operations Officer – Flight Despatch are as

follows :
PY
The approved Flight Operations Officer :
• Shall assist the PIC in flight preparation and provide the relevant information
O
required;
C
• Shall be responsible for preparation of the Operational and ATS flight plan and
any amendment as required by PIC;
•
D
Filing the ATS flight plan with the appropriate ATS unit, and signing the
E
operational and ATS flight plan when applicable;
LL
• Providing the PIC, while in flight, with appropriate information that may be
necessary for the safe conduct of the flight;
O
• Shall analyze the Weather, NOTAM’s and Performance restrictions for the
flights assigned to him;
TR
• Shall maintain a weather watch on the flights assigned to him till the
completion of the flight;
N
• Shall carry out flight following at periodic intervals, on ACARS enabled aircraft,
O
on the progress of the flight. Thus provide timely support to the crew for
decision making;
C
• Shall monitor the conditions on the route and keep the PIC informed of any
N
adverse developments which may necessitate the aircraft to return to origin or

U
land safely at the closest airfield;
• Has the authority to support Operational Control considering risk tolerability

with respect to the safe conduct of each flight;
PAGE 20
ORGANIZATION AND
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RESPONSIBILITIES
• In the event of an emergency shall :
- Initiate such procedures as outlined in the operations manual while

avoiding taking any action that would conflict with ATC procedures;
- Convey safety-related information to the pilot-in-command that may be

necessary for the safe conduct of the flight, including information related to
any amendments to the fight plan that become necessary in the course of
PY
the flight;
- Initiate action as per Operations Manual / Flight Safety Manual and
O
Emergency Response Manual. This will include information about
dangerous good from NOTOC which may be required during Aircraft
C
accident and incident to facilitate emergency response;
•
E D
Shall keep the Shift in charge abreast of all developments in the shift;
Shall alert all internal stakeholders of any local aerodrome weather warnings;
LL
• Ensure archival of all Post Flight Documents;
• Supervision and allocation of duties to his subordinates;

O

TR
• to ensure compliance of laws, regulations, policies and procedures published

N
in the Operations Manuals, which are relevant to the performance of his duties.
O
• Furnish the pilot-in-command with all latest available information on the route
to be flown. In addition, FOO may convey operational decisions required for
C
safe conduct of flight. However PIC decision shall remain final;

N
• Obtain the Pilot-in-command’s signed concurrence with the operational flight

plan;
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• Any other functions deemed necessary for the safe operation of the flight;
• Other duties enlisted in the Company’s Operation Manual.
PAGE 21
ORGANIZATION AND
CHAPTER 1
RESPONSIBILITIES
1.2.12 Supervisor / Sr. Operations / Operations Assistants - Flight Dispatch

(BOM)
The Supervisor / Senior Operations Assistant / Operations Assistant – Mumbai

Flight Dispatch reports to the Flight Operations Officer – Mumbai Flight Dispatch
The responsibilities of the Supervisor / Senior Operations Assistant / Operations
PY
Assistant – Mumbai Flight Despatch are as follows :
• Obtaining and recording of METARS;
O
• Printing and handing over of briefing package to the operating crew;
C
• Updating Jetsoft with fuel information;
•
E
Informing crew / crew residences of any delays;
D
Inform the cockpit crew rostering of departure / arrival delays on flights;
LL
• Tracking of crew and transport in case of late reporting of crew;
• Updating OPAS system with relevant flight information;

O
• Updation of Flight Dispatch documents;

TR
• Ensure filing of post flight documents received from crew;
•
N
Direct the flight dispatch related queries to the respective flight dispatcher;
O
• Assisting the Dispatcher in the discharge of his duties;

C
• Any other duty assigned by the superiors;

N
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PAGE 22
ORGANIZATION AND
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1.2.13 Manager Flight Operations – Aircraft Documentation
The Manager Flight Operations – Aircraft Documentation reports to the Deputy

General Manager Flight Operations – Flight Dispatch.
The responsibilities of the Manager Flight Operations – Aircraft Documentation are

as follows :
PY
• Shall ensure that all Flight Operations Documents on board the aircraft are
current;
O
• Shall ensure AFM status report is sent to Technical Publications section every
month;
C
• As per the Inspection plan, shall prepare and issue the required documents for
•
ARC and C of A to the QC offices;
E D
Shall represent Flight Operations during ARC and C of A;
LL
• Shall ensure that the periodic aircraft documentation checks are conducted;
• Ensure timely procurement of documentation for Aircraft & Dispatch Library;

O
• Shall liaise with external service providers e.g. Jeppesen, ICAO, Aeronautical
TR
Publication Agencies to obtain the latest documents and annual subscriptions;
• Shall obtain the SELCAL codes for the new aircrafts and advise all concerned;
N
• Obtain Fuel Carnet Cards for aircrafts from Finance department and keep track
O
of them;
C
• Shall verify all aircraft documentation related invoices and forward the same to
Finance;
N
• Ensure timely update of e-docs folder and fltops website with relevant
U
document;
• Shall coordinate with Manager Flight Operations of Flight Dispatch stations to

ensure on-board documents of night halt aircraft in those stations are updated.
• Periodic release of EFB updates & maintenance of onboard LPC laptops;
• Shall conduct Periodic Aircraft Documentation Trainings;
• Shall conduct Periodic Flight Dispatch Audits;
PAGE 23
ORGANIZATION AND
CHAPTER 1
RESPONSIBILITIES
• Shall prepare Annual budget for Manuals and Subscriptions related

expenditure and review the monthly CPA reports;
• Shall delegate staff to various stations for updates and checking of aircraft
documents;
• Shall nominate his deputy to officiate in case of leave or absence;
PY
O
C
1.2.14 Assistant Manager Flight Operations – Aircraft Documentation
D
The Assistant Manager Flight Operations – Aircraft Documentation reports to the
Manager Flight Operations – Aircraft Documentation.
E
The responsibilities of the Assistant Manager Flight Operations – Aircraft
LL
Documentation are as follows :
• Shall be responsible for receipt, compilation and dissemination of documents

O
for aircraft and Dispatch Library;

TR
• Assign duty allocation for each shift;
• Shall ensure that the aircraft documents / Ferry Kits for new aircraft / Charter /
N
Ferry are prepared;

O
• Represent or shall delegate staff to represent Flight Operations during ARC

and C of A;
C
• Shall maintain Aircraft Documentation Library inventory (binders, replacement

N
manuals, approach chart protectors etc.);

U
• Shall maintain “Missing”.xls file and forward to concerned as per SPI;
• Update LPC software on A330 laptops;
• Coordinate with Technical Publication for aircraft technical documents and

preparation of Navigation Bag for new aircraft inductions;
• Prepare and Maintain Staff Roster, monthly leave and OT statements for
onward dissemination to HR;
• Shall ensure that all the documents are updated in the Documentation Library
in BOM;
PAGE 24
ORGANIZATION AND
CHAPTER 1
RESPONSIBILITIES
• To ensure functioning of Safety, Quality, Security and Compliance within the

1.2.15 Flight Operations Officer– Aircraft Documentation
PY
The Flight Operations Officer – Aircraft Documentation reports to the Assistant
Manager Flight Operations – Aircraft Documentation
The responsibilities of the Flight Operations Officer – Aircraft Documentation are as
O
follows :
C
• Shall be responsible for receipt and updation of aircraft and standby
documents.
•
E D
Shall be responsible for conducting Periodic Aircraft Checks.
Shall conduct regular LEP checks and provide a monthly report to Asst.
LL
Manager Flight Operations.
• Shall represent Flight Operations during ARC and C of A Inspections.

O
• Shall ensure all Missing Reports are actioned.

TR
• Shall liaise with Flight Operations Engineering for replacement, procurement

and repairs of LPC laptops.
N
• Shall prepare the Aircraft Documents for new aircrafts and will ensure that
O
same is made available prior to the Induction inspection.

C
N
U
PAGE 25
ORGANIZATION AND
CHAPTER 1
RESPONSIBILITIES
1.2.16 Supervisor / Senior Operations / Operations Assistants – Aircraft

Documentation
The Supervisor / Senior Operations Assistant / Operations Assistant – Aircraft

Documentation reports to the Flight Operations Officer – Aircraft Documentation
PY
Assistant – Aircraft Documentation are as follows :
• Updating all aircraft manuals with the latest revisions;
O
• Periodic Aircraft document Checks;
C
• Maintaining and Updating the Documentation Library;
•
Checking each manual with the LEP;
E D
Shall represent Flight Operations during ARC and C of A;
LL
• Assisting Asst. Manager / Flight Ops.Officer in the day to day jobs.

O
1.2.17 Deputy General Manager Flight Operations – AIS

TR
The Deputy General Manager Flight Operations - AIS reports to the Senior General
Manager Flight Operations – Flight Dispatch and IOCC.
N
The responsibilities of the Deputy General Manager Flight Operations - AIS are as
follows :
O
• Shall have the overall responsibility for Systems and AIS sections ((Route
C
Planning, Overflying, Systems, NOTAMs);

N
• Identify processes to improve functional efficiency of Dispatch and Operations

U
Control related functions;
• Evaluate systems for Dispatch and Operations Control related functions;
• Integration and Implementation of new Flight Operations systems and

automation projects;
• Liaise with FMC Navigation database Service Providers for all aircraft fleet for
the following :
a) Customized Navigation Data as per area of operation;
b) Navigation data related discrepancies raised by crew;
PAGE 26
ORGANIZATION AND
CHAPTER 1
RESPONSIBILITIES
c) Check Navigation data standards as per company requirement.
• Shall certify over flying charges from various countries over which operations
have been carried out;
PY
O
1.2.18 Assistant Manager Flight Operations – Route Planning and
C
Overflying
D
The Assistant Manager Flight Operations – Route Planning and Overflying reports
to the Deputy General Manager Flight Operations – AIS.
E
The responsibilities of the Assistant Manager Flight Operations – Route Planning
LL
and Overflying are as follows :
• Shall be responsible for Route Planning, Overflying and Notam sections;

O
• Creating and maintaining Company routes in the Dispatch Manager System for
TR
the network;
• Check all AIRAC cycle amendments including RAD, CDR, and Preferential
N
Routes. Make necessary changes in the routes in Dispatch Manager and

advise FMS Database Service Providers prior to the introduction of next
O
Navigation cycle;
C
• Provide Block time inputs for International flights to Network planning;

N
• Obtain Over flying permissions;

U
• Creating temporary routes as per Notam requirement and advise all

concerned;
• Shall keep a track of NOTAM that have the potential of affecting the flights and
notify all concerned;

• Any other duties assigned by the Manager Flight Operations Systems and AIS.
PAGE 27
ORGANIZATION AND
CHAPTER 1
RESPONSIBILITIES
1.2.19 Senior Operations / Operations Assistants – Route Planning and

Overflying
The Senior Operations Assistant / Operations Assistant – Route Planning and

Overflying reports to the Assistantl Manager Flight Operations – Route Planning
and Overflying.
PY
The responsibilities of the Senior Operations Assistant / Operations Assistant –
Route Planning and Overflying are as follows :
• Obtain Over flying permissions for all schedule and non-scheduled flights;
O
• Prepare YA application for all non-scheduled international flights;
C
• Verify all the overflying invoices for flights operated;
•
D
Obtain departure / landing / airport slots for additional and delayed international
flights;
E
LL
• Arrange ground handling for ferry flights and verify invoices for the same;
• Shall maintain NOTAM database and provide the necessary package for each
O
flight;
TR
• Shall keep a track of NOTAM’s that have the potential of affecting the flights
and notify all concerned.
N
1.2.20 Assistant Manager Flight Operations – Systems

O
The Assistant Manager Flight Operations – Systems reports to the Deputy General
C
Manager Flight Operations – AIS.

N
The responsibilities of the Assistant Manager Flight Operations – Systems are as

follows :
U
• Shall provide all Systems related support to meet the functional requirements;
• Maintain and enhance all the systems and their interfaces with internal /
external systems to achieve a better level of integration;
• Organize initial, refresher and corrective trainings on the current systems;
• Liaison with external vendors for issue escalation, bug fixes and resolution;
• Shall liaise with Communication and Information Technology departments /

personnel;
PAGE 28
ORGANIZATION AND
CHAPTER 1
RESPONSIBILITIES
• Shall manage Helpdesk services for all Flight Ops systems;
• Install and update Performance Software viz. OPT, SPS and LPC in Flight
Dispatch identified PCs. Provide support for various trainings and project
implementations;
• Run Test Cases and test new patches for Various systems;
PY
• Also performs the Helpdesk Team Functions in case of shortage, Leave, Sick
reporting and training;
O
C
• Shall nominate his deputy to officiate on his behalf in case of leave or absence.
1.2.21 Flight Operations Officer (Systems)

E D
The Flight Operations Officer (Systems) reports to the Assistant Manager Flight
LL
Operations – Systems.
The responsibilities of the Flight Operations Officer (Systems) are as follows :

O
• Training of OPAS System;

TR
• Monitor the various process in Directory Monitor;

N
• Escalate issues with ITS (IBM) for various system related issues;
O
• Liaison with IBM server and Application team for various Networks, Server
related issues;
C
• Handle the day to day issues pertaining flight ops system;

N
• Monitor the interfaces periodically for data updates;

U
• Troubleshoot and escalate the issues to first / second level support to get an
issue resolution;
• Amend the invalid routes for domestic flights after loading the Navdata;
• Upload SSIM in Net Line Ops MM as per IOCC request;
• Handle Charter Queries for Domestic Flight for Block times;
• Handle other system related requests from users;
PAGE 29
ORGANIZATION AND
CHAPTER 1
RESPONSIBILITIES
• Escalate and log issues with Aircom Support for ACARS related issues;
• Run the Navdata process for updating Dispatch Manager;
• Fix the Company routes in Navdata for Domestic sectors;
• Assist Flight Ops staff in various Systems related doubts pertaining to route
creation, Navdata, MEL related issues and other CFP restrictions;
PY
• Maintaining Subfleet in Movement Manager and Dispatch Manager;
O
• Any other task as assigned by Asst. Manager or Manager Flight Ops Systems;
C
• Work as a Helpdesk Team member to enable 24x7 support.
1.2.22 Senior Operations / Operations Assistants – Systems

E D
The Senior Operations Assistant / Operations Assistant – Systems to the Flight
Operations Officer (Systems).
LL
The responsibilities of the Flight Operations Officer (Systems) are as follows :

O
• Monitor the various process in Directory Monitor;

TR
• Escalate issues with ITS (IBM) for system related issues;
• Liaison with IBM server and Application team for Network, Server related
issues;
N
• Address the day to day issues pertaining flight ops system;

O
• Monitor the interfaces periodically for data updates;

C
• Upload SSIM in Net Line Ops MM as per IOCC request;

N
• Calculate Block times for Domestic Charter Flights and send it to network
U
planning after approval from a qualified dispatcher;
• Log and address issues with Aircom Support for ACARS related issues;
• Run the Navdata process for updating Dispatch Manager;
• Assist Flight Ops staff in various Systems related doubts pertaining to route
creation, Navdata, MEL related issues and other CFP restrictions;
• Maintaining Subfleet in Movement Manager and Dispatch Manager;
• Any other task as assigned by Asst. Manager or Manager Flight Ops Systems.
PAGE 30
ORGANIZATION AND
CHAPTER 1
RESPONSIBILITIES
DUTIES AND RESPONSIBILITIES REV 10.1 01 MAR 2018
1.2.23 Manager Flight Operations – ATS Liaison
The Manager Flight Operations – ATS Liaison reports to the Deputy General
Manager Flight Operations – Flight Dispatch.
The responsibilities of the Manager Flight Operations – ATS Liaison are as follows :
PY
Nodal Manager for Liaison with all ATS authorities (Civil and Defense) within
India;
• Preparation of road map for ATC Liaison, ATS Route & Alternate Airport
O
Optimization covering Company Network and periodically monitor progress;
C
• Monitor ATS related new developments and advise its impact to Management
and other Flight Operations stakeholders e.g. Flight Dispatch, IOCC, Ops
•
Engg, Fleet Office etc.; E D
Identify areas to improve Operational Efficiency w.r.t. Safety, OTP and
Optimization relevant to Air Traffic Services covering Company Network;
LL
• Collate optimization proposals and evaluate operational feasibility w.r.t.

Airspace and Airport e.g. ATFM, CDM, FUA, PBN, PBCS, Q Routes, Defense
O
Aerodrome Ops, Charter Ops, etc.;

TR
• Collate and track progress status w.r.t. Route & Alternate Airport Optimization
and submit periodic progress report to management;
N
• Identify operational bottlenecks and take up with respective Authorities;

O
• Attend Meetings with ATS authorities on Operational Facility Downgrade and

advise its impact to Management and other Flight Operations stakeholders e.g.
C
Flight Dispatch, IOCC, Ops Engg, Fleet Office etc.;

N
• Attend all ATS related meetings at Regional Levels and HQ as appropriate and
U
follow up on progress;
• Conducting FD Competency Assessment in line with IOSA program;
• Any other functions assigned by superior.
PAGE 31
ORGANIZATION AND
CHAPTER 1
RESPONSIBILITIES
1.2.24 Manager Flight Operations (DEL, CCU, MAA)
The Manager Flight Operations – Flight Dispatch reports to the Deputy General
Manager Flight Operations – Flight Dispatch
The responsibilities of the Manager Flight Operations – Flight Despatch are as

follows :
PY
• Shall ensure safe, economic and on time operation of schedules in the region;
• Shall liaise with authorities to ensure that adequate facilities are available for
O
conducting safe and economic operation within his region;
C
• Provide inputs to the Operations Control Centre (IOCC) during disruptions, and
implement decisions from IOCC;
•
E D
Liaise with Regulatory Agencies for all clearances, and ensure compliance;
Provide inputs for the Flight Operations Budget;

LL

O
• Provide inputs to the GM IOCC for improving OTP;

TR
• Shall keep all the station documents updated and current;

• Obtain de-brief from pilots and ensure follow up;
N
• Prepare relevant documents for correspondence with D.G.C.A. for Flight

O
Dispatchers initial / renewal of approvals / viva / Transition training etc.;

C
• Attend Regional Meetings with internal and external agencies and forward the
reports to GM FD;
N
U
• Shall maintain the following :

- Staff files;
- Refresher / Training / recency records;
- Leave records;
- Arrange for STA’s.
• Periodically, check Indian DGCA website, for revisions of any documents,
issued by them and download the same and disseminate the information to all
concerned;
PAGE 32
ORGANIZATION AND
CHAPTER 1
RESPONSIBILITIES
• To ensure functioning of Safety, Quality, Security and Compliance within the

1.2.25 Assistant Manager Flight Operations – (DEL, CCU, MAA)
Please refer FDM Chapter 1, Para, 1.2.10
PY
1.2.26 Flight Operations Officer – (DEL, CCU, MAA)
O
Please refer FDM Chapter 1, Para 1.2.11
C
1.2.27 Supervisor / Senior Operations / Operations Assistants - Flight
Dispatch (DEL, CCU, MAA) E D
The Supervisor / Senior Operations Assistant / Operations Assistant –Flight
Dispatch reports to the Flight Operations Officer – Flight Dispatch (DEL, CCU,
LL
MAA).

O
Assistant – Flight Despatch (DEL, CCU, MAA) are as follows :

TR
• Monitoring the flights with respect to chocks off / on, airborne and touch-down
timings and updating the systems where designated;
• Communication with the aircraft on the company channel;

N
•
O
Coordination with Apron Control for Parking Bay, where designated;
•
C
Obtaining and recording of METARS;
•
N
Printing and handing over of briefing package to the operating crew;

U
• Updating Jetsoft with fuel information;
• Inform the cockpit crew rostering of departure / arrival delays on flights in the
absence of cockpit crew rostering staff;
• Informing crew / crew residences of any delays in the absence of cockpit crew
rostering staff;
• Tracking of crew and transport in case of late reporting of crew;
• Updating OPAS system with relevant flight information;
• Updation of aircraft and dispatch documents;
PAGE 33
ORGANIZATION AND
CHAPTER 1
RESPONSIBILITIES
• Checking the onboard aircraft documents for the layover aircrafts;
• Ensure filing of post flight documents received from crew;
• Assisting the Dispatcher in the discharge of his duties;
• Any other duty assigned by the superiors.
PY
1.2.28 Flight Operations Officer – Tech Dispatch
The Flight Operations Officer – Tech Dispatch reports to the Deputy General
O
Manager Flight Operations - AIS
C
The responsibilities of the Flight Operations Officer – Tech Dispatch are as follows :
•
System.
E D
Organise initial, refreshers and corrective training for LIDO-Flight Planning
Periodic Company Data Maintenance in LIDO -Flight Planning System.

LL
• Monitor various interfaces such as LIDO / Net line / Jet soft / Opas / AFTN
Notam feed and take appropriate actions by liaising with internal departments
O
and/or external service provider.

TR
• Testing and Implementation of LIDO Service / Version release.
• Handling of day to day issues related to LIDO / Net line / Jet soft / OPAS /
N
AIRCOM systems.
O
• Handling of Charter Queries for block time.

C
N
U
PAGE 34
ORGANIZATION AND
CHAPTER 1
RESPONSIBILITIES
MANAGERIAL CONTINUITY AND
SUCCESION PLAN
REV 10.0 23 MAY 2017
1.3 MANAGERIAL CONTINUITY AND SUCCESION PLAN
Jet Airways Flight Operations (IOCC and Flight Dispatch) shall have a management
system to exercise appropriate and effective operational control across the
company fleet through continuous and uninterrupted management decision making
process.
In order to achieve that, a Managerial Continuity and Succession Plan has been
PY
established in Network and Flight Dispatch station level. Managerial continuity plan
ensures delegation of operational management functions to a predetermined
portfolio which has been identified and assigned take charge of all operational
O
decisions in the event of non-availability of the designated manager.
C
Planned absence:
D
In case of a planned absence or leave, the designated manager shall notify all
concerned regarding his non-availability and shall delegate his deputy to take
E
charge of his assignments until he resumes his duty.
LL
As a process, the designated manager shall send e-mail notification to all

concerned stakeholders indicating the following details.
O
• Period of absence
TR
• Name of delegated deputy(s) with specific assigned responsibility
• Contact details of delegated deputy(s)

N
O
The designated manager should set up e-mail auto alert for “Out of Office” including
the above details to facilitate all the email senders to be informed regarding the
C
period of absence and also regarding the delegated deputy(s) to maintain business
continuity.
N
The notification shall be considered to be cancelled post completion of the period

U
unless it has been extended by concerned manager following the same process.
PAGE 35
ORGANIZATION AND
CHAPTER 1
RESPONSIBILITIES
SUCCESION PLAN
REV 10.0 23 MAY 2017
Un-planned absence:
In the event of an unplanned situation when a designated manager is not available

or contactable due any unforeseen circumstances, the operational functions shall
be immediately taken over by designated successor as per managerial continuity
plan.
PY
As a process, the designated successor shall notify his reporting senior by email or
telephone to obtain his approval prior taking over the responsibility. Post receipt of
this approval, he will send email notification to all stakeholders regarding this.
O
In case of urgency, no prior approval will be required in the best interest of the
C
safety.
This arrangement shall continue until the designated manager becomes available
1.3.1
E D
or an alternate arrangement is decided by management.
Managerial Continuity and Succession Plan – Network Level

LL
Sr. G.M. Flight

O
Operations
TR
N
G.M. Flight
Operations
O
C
N
U
DGM Flight DGM Flight

DGM Flight
Operations AIS & Operations Flight
Operations IOCC
Systems Dispatch
Asst. Manager Manager Flight Ops

Flight Ops AIS & Duty Manager IOCC – ATS Liaison / FD
Systems Base Manager
PAGE 36
ORGANIZATION AND
CHAPTER 1
RESPONSIBILITIES
SUCCESION PLAN
REV 10.0 23 MAY 2017
1.3.2 Managerial Continuity and Succession Plan – Station Level
Manager Flight Dispatch Manager Flight Dispatch

BOM DEL
PY
O
Asst. Manager Flight Duty Manager Flight
C
Dispatch BOM Dispatch DEL
E D
LL
Manager Flight Dispatch Manager Flight Dispatch

O
CCU MAA
TR
N
Asst. Manager Flight

O
Asst. Manager Flight

Dispatch CCU Dispatch MAA
C
N
U
PAGE 37
ORGANIZATION AND
CHAPTER 1
RESPONSIBILITIES
IMPORTANT CONTACT NUMBERS REV 10.0 23 MAY 2017
1.4 IMPORTANT CONTACT NUMBERS
Refer APPENDIX C
PY
O
C
E D
LL
O
TR
N
O
C
N
U
PAGE 38
SAFETY MANAGEMENT SYSTEM CHAPTER 2
CHAPTER 2 – SAFETY MANAGEMENT SYSTEM
2.1 OVERVIEW .................................................................................................. 3
2.2 SAFETY / HAZARD REPORTING PROCEDURES ..................................... 5
2.3 FLIGHT DISPATCHER’S SPECIAL REPORT (FDSR) ............................... 6
PY
2.4 CONFIDENTIAL SAFETY REPORTING ..................................................... 8
O
2.5 SAFETY PERFORMANCE INDICATORS AND TARGETS ........................ 9
C
E D
LL
O
TR
N
O
C
N
U
PAGE 1
PY
O
C
E D
LL
O
TR
N
O
C
N
U
PAGE 2
OVERVIEW REV 10.0 23 MAY 2017
2.1 OVERVIEW
CAR Section 1, Series C - Part I lays down the aviation safety-related processes,
procedures and activities for the establishment of Safety Management System
(SMS) by an organization and is issued in accordance with rule 29D of the Aircraft
Rules, 1937.
SMS is required to facilitate the proactive identification of hazards and maximize
PY
the development of a better safety culture, as well as modify attitudes and actions
of personnel in order to make a safer work place.
O
SMS lets managers identify hazards; assess risk to justify controls that will reduce
risk to acceptable levels. SMS is a proven process for managing risk that ties all
C
elements of the organization together laterally and vertically and ensures
appropriate allocation of resources to safety issues.
E D
SMS framework consists of four components and twelve elements, and its
implementation shall be commensurate with the size of the organization and the
LL
complexity of the services provided.
1) Safety Policy and Objectives :

O
1.1 Management Commitment and Responsibility

TR
1.2 Safety Accountabilities
1.3 Appointment of Key Safety Personnel

N
1.4 Coordination of Emergency Response Planning

O
1.5 SMS Documentation

C
2) Safety Risk Management :

N
2.1 Hazard Identification

U
2.2 Safety Risk Assessment and Mitigation
3) Safety Assurance :
3.1 Safety Performance Monitoring and Measurement
3.2 The Management of change
3.3 Continuous Improvement of the SMS
PAGE 3
OVERVIEW REV 10.0 23 MAY 2017
4) Safety Promotion :
4.1 Training and Education
4.2 Safety Communication.
Key Safety Personnel :
PY
The Chief of Operations, as the Accountable Manager, has full responsibility and he
is accountable for the airline’s operations. The Chief of Flight Safety is nominated
as the SMS Manager.
O
SMS Implementation Plan :
C
Phase I — Planning SMS Implementation
Phase II — Reactive Safety Management Processes

E D
Phase III — Proactive and Predictive Safety Management Processes
LL
Phase IV — Operational Safety Assurance

O
Detailed Safety Management System program is given in the Safety Management

TR
System Manual (SMS Manual).

N
O
C
N
U
PAGE 4

SAFETY / HAZARD REPORTING
PROCEDURES
REV 10.0 23 MAY 2017
2.2 SAFETY / HAZARD REPORTING PROCEDURES
All employees have the responsibility of reporting hazards or safety concerns as

they become aware of them. Therefore, it is vital that a trusting environment is
fostered by the management so as to guarantee the confidentiality of safety reports.
Jet Airways hazard / safety reporting system is non-punitive, confidential and direct.
Jet Airways supports the full, free and uninhibited reporting of all circumstances
PY
affecting safety. Employees are encouraged to report any act or condition
detrimental to safety at the work-place, without fear of punishment or reprisal.
Employees may also report events without their identity being publicised.
O
Once hazards are reported they will be acknowledged and investigated.
C
Recommendations and actions will also follow to address the safety issues.
D
Safety / Hazard reports can be submitted via an e-mail to safety@jetairways.com.
The copy of email should be also mark to schandra@jetairways.com
E
LL
Upon receipt of the reports, it is the responsibility of the Safety Officer of the
Department to identify the type and degree of action required to achieve the
satisfactory closure of a particular occurrence and to ensure that calls for action on
O
a particular event are acknowledged and addressed.

TR
N
O
C
N
U
PAGE 5

FLIGHT DISPATCHER’S SPECIAL
REPORT (FDSR)
REV 10.0 23 MAY 2017
2.3 FLIGHT DISPATCHER’S SPECIAL REPORT (FDSR)
As a part of continuous monitoring and feedback system, Flight Dispatchers are

encouraged to raise special reports to highlight any significant occurrence or event,
which has or could have compromised issues related to Safety, Legality, Efficiency,
OTP, Passenger convenience, and process or procedures related to intra or inter
departmental functions.
PY
Suggestions are also welcomed from Flight Dispatch personnel to achieve higher
operational efficiency.
O
Sample copy of FDSR is as follows.
C
E D
LL
O
TR
N
O
C
N
U
PAGE 6

FLIGHT DISPATCHER’S SPECIAL
REPORT (FDSR)
REV 10.0 23 MAY 2017
FLIGHT DISPATCHER’S SPECIAL REPORT (FDSR)
Flight Dispatcher :
Duty Manager :
PY
Flight Details
Flight No. : Date :
O
A/c Type : A/c Regn : POB :
C
Operating Crew :
Description of Event :
E D
LL
O
TR
N
O
C
Suggestions, if any :
N
U
PAGE 7
CONFIDENTIAL SAFETY REPORTING REV 10.0 23 MAY 2017
2.4 CONFIDENTIAL SAFETY REPORTING
Jet Airways supports the full, free and uninhibited reporting of all circumstances
affecting safety. Employees are encouraged to report any act or condition
detrimental to safety at the work-place, without fear of punishment or reprisal.
Employees may report events without their identity being publicised.
The current company policy is quoted below :
PY
Voluntary / Confidential Safety Report / Unsafe Situations
O
A small incident of today may result in an accident tomorrow. The experience of
one, when shared with others, might help in prevention of an accident. It is
C
therefore the moral obligation of every employee of Jet Airways to bring to light all
incidents / unsafe practices they might come across which are potential hazard to
D
safety of aircraft or personnel, without fear of any punishment. Aircrews are also
encouraged to file reports about any human factors problems they encounter,
E
whether or not associated with an incident.
LL
Note: Confidentiality of the report will be maintained within the Flight Safety
Department and the identity of the author will only be used to acknowledge
O
the report and to give feedback. Thereafter it will be deleted from the data.
TR
This programme is not intended to supersede the existing accident / incident

reporting procedures required under the rules. All employees are encouraged to
report their safety concerns about any aspect of our operations. The information
N
can be handwritten / verbal / typed and sent to Flight Safety department by any one
of the following means :
O
Email – chiefofflightsafety@jetairways.com
C
N
U
PAGE 8

SAFETY PERFORMANCE INDICATORS
AND TARGETS
REV 10.0 23 MAY 2017
2.5 SAFETY PERFORMANCE INDICATORS AND TARGETS
The following are the Safety Performance Indicators and Targets set for the Flight
Dispatch :
1) Incorrect OFPs which includes :
a) Incorrect Route Planning in OFP
PY
b) Incorrect Fuel Computation / Planning in OFP
c) Incorrect Weight computation in OFP
O
d) Incorrect MEL incorporation in OFP
C
2) Incorrect Take-off and Landing parameters from OPT / SPS / LPC
3)
4)
Missing NOTAMS
Incorrect Interpretation of AOM

E D
LL
5) Missing Mandatory Documents on board

O
6) Mismatch of RPL data with FPL

TR
7) Dissemination of incorrect fuel figure to trim staff
Safety performance monitoring and measurement is an element of Safety

Assurance component of the SMS framework. It enables continuous monitoring and
N
regular assessment of the safety levels achieved by us during delivery of

O
operational services, and to focus attention on managing operational risks and

maintaining compliance with relevant regulatory requirements.
C
An ICAO Doc 9859 defines Safety performance as organization safety achievement

N
by its safety performance targets and safety performance indicators (SPI).

U
SPIs are data-based safety parameter used for monitoring and assessing safety
performance.
Safety performance targets are the performance objective, typically expressed as a

rate or number over a period of time (e.g. one year)
Setting SPIs and Targets
The Company SMS program requires each operating department to establish its
SPIs based on the safety policy and the safety objectives and/or targets. Normally,
organization’s SPIs are based on State Safety Program (SSP). In the absence of
SSP, the organization / department shall set SPIs in liaison with SMS Manager.
PAGE 9

AND TARGETS
REV 10.0 23 MAY 2017
Monitoring of SPIs
Safety performance can only be measured by collecting valid data, both qualitative
and quantitative. These data may be collected through various sources, which will
be used for safety performance monitoring:
• Safety audits and informal inspections
PY
• Safety surveys
• Safety occurrence reporting
O
• Investigation of safety occurrences
C
• Safety studies
D
The safety data is analyzed and the result is used to assess performance of SPIs.
In addition, the result is also used to take appropriate action to improve operational
performance (risk reduction), if any.
E
LL
Achievement of the target (or objective) would represent an improvement in the

safety performance.
O
Primary intent of this exercise was to identify the key areas where any operational
TR
deviation or lapse could lead to potential Safety Impact.
Considering large work scope under DSP (Flight Dispatch and Operational Control)
vide IOSA ISM Section 3), there were many areas to be addressed however
N
following steps were taken in phased manner.

O
Step 1. Certain fundamental key areas listed above were identified as SPI.
C
Step 2. Initially, the work had to start based on an authentic data to identify
N
deviation and operational Impact. At that point of time, OTP data was taken as
initial datum for this exercise. Point may be noted, these OTP analysis was not
U
done for analysing the “On Time Performance” of the department.
Rather from OTP data base, an effort was made to figure out deviations against the
listed SPI categories.
Step 3. This analysis is presented in each FD Refresher Training as awareness

program to bring Learning through Case studies and proactively sensitize
Dispatchers in controlling possible Similar Safety occurrences in future.
PAGE 10

AND TARGETS
REV 10.0 23 MAY 2017
Step 4. Post six months of this assessment, w.e.f. Jan 2016, another set of
authentic data source were brought under the purview of this analysis.
1. Pilots Report 2. FD Special Report (FDSR) 3. Operational Report from

Stakeholders
Step 5. Introducing SPI data capture from Regional Flight Dispatch level by
respective Unit
PY
Managers of FD through sample check and Documentation w.e.f. 01 Apr 2016
O
In view of Step 5, all the team members has been encouraged to actively
participate in this and also contribute preparing “Risk Assessments” relevant to their
C
areas of functions.
All team members are encouraged to send reports whenever anything significant
D
has been observed and all SPI related inputs should be sent to
Flightdespatch.reports@jetairways.com with a copy to Reporting Manager, DGM /
GM Flt. Dispatch, Sr. GM and VP FSS.
E
LL
O
TR
N
O
C
N
U
PAGE 11

AND TARGETS
REV 10.0 23 MAY 2017
PY
O
C
E D
LL
O
TR
N
O
C
N
U
PAGE 12
AIRPORT SERVICES TRAINING
JA/OPS/054
MANUAL
TRAINING AND QUALIFICATION
CHAPTER 3
REQUIREMENTS
TABLE OF CONTENTS REV 10.1 01 MAR 2018
CHAPTER 3 – TRAINING AND QUALIFICATION REQUIREMENTS
3.1 GENERAL .................................................................................................... 5
3.2 REQUIREMENTS FOR APPROVAL OF FLIGHT DISPATCHERS............. 6
3.3 RULES FOR EXAMINATION AND APPROVAL - INITIAL TRAINING
PY
(FAILURE POLICY) ..................................................................................... 9
3.3.1 Internal Candidates .......................................................................... 9
O
3.4 TRAINING PROGRAMME ......................................................................... 10
C
3.5 INITIAL TRAINING .................................................................................... 12
3.5.1 Duration of Initial Training .............................................................. 12
3.5.2
3.5.3
E D
Training Requirements ................................................................... 12
Basic Knowledge - Trainees Without Previous Aviation Experience13
LL
3.5.4 Applied Practical Training - Trainees Without Previous Aviation
Experience ..................................................................................... 19
O
3.5.5 Basic Knowledge - Trainees With Previous Aviation Experience ... 20

TR
3.6 TYPE TRAINING ........................................................................................ 27

3.6.1 Objective ........................................................................................ 27
3.6.2 Duration ......................................................................................... 27
N
3.6.3 Syllabus ......................................................................................... 27

O
3.7 DIFFERENCES TRAINING ........................................................................ 28

C
3.7.1 Ground training program for flight dispatchers ............................... 28

N
3.8 TRANSITION TRAINING ........................................................................... 29

U
3.8.1 Objective ........................................................................................ 29

3.8.2 Duration ......................................................................................... 29
3.8.3 Syllabus ......................................................................................... 30
3.9 RECURRENT TRAINING........................................................................... 31

3.9.1 Objective ........................................................................................ 31
3.9.2 Duration ......................................................................................... 31
3.9.3 Syllabus ......................................................................................... 32
PAGE 1
JA/OPS/054
MANUAL
CHAPTER 3
REQUIREMENTS
3.9.4 Flight Dispatcher Extended Recurrent Training (Gap Period 12-24

months) .......................................................................................... 33
months) .......................................................................................... 34
months) .......................................................................................... 35
PY
3.10 REFRESHER TRAINING ........................................................................... 36
3.10.1 Objective ........................................................................................ 36
O
3.10.2 Duration .......................................................................................... 36
C
3.10.3 Syllabus .......................................................................................... 37
3.11 OBSERVATION FLIGHTS ......................................................................... 39
3.12 COMPETENCY CHECK FOR FLIGHT DISPATCHERS APPROVAL ....... 40

E D
3.12.1 Written Test / Examination ............................................................. 40
LL
3.12.2 Oral and Practical Test ................................................................... 40

3.12.3 Issue, Withdrawal and Renewal of Flight Dispatcher Approval....... 40
O
3.13 FLIGHT OPERATIONS ASSISTANT (FOA) .............................................. 41

TR
3.13.1 Minimum Qualification Requirements ............................................. 41

3.13.2 Flight Operations Assistant (FOA) Training .................................... 41
N
3.13.3 Training Requirements for FOO ..................................................... 42

O
3.13.4 Training Requirements for FOA ...................................................... 44

C
3.14 RADIO TELEPHONY LICENSE ................................................................. 46

N
3.15 SPECIAL OPERATIONS TRAINING ......................................................... 47

U
3.15.1 EDTO Training................................................................................ 47

3.15.2 PBN / RNAV / RNP Training ........................................................... 47
3.15.3 RVSM Training ............................................................................... 48
3.15.4 ADS-B Training............................................................................... 48
3.15.5 NAT HLA Training .......................................................................... 49
3.15.6 PBCS Training ................................................................................ 49
3.16 HUMAN FACTOR (DRM / CRM) TRAINING .............................................. 50
3.17 DANGEROUS GOODS TRAINING ............................................................ 51
PAGE 2
JA/OPS/054
MANUAL
CHAPTER 3
REQUIREMENTS
3.18 FLIGHT DISPATCHER TRAINERS ........................................................... 52
3.19 FLIGHT DISPATCHER INSTRUCTOR QUALIFICATION / TRAINING

PROGRAMME ........................................................................................... 53
3.19.1 Flight Dispatcher Instructor Qualification Requirements ................ 53
3.19.2 Training Requirements for Approval as Flight Dispatcher Instructor53
PY
3.19.3 Flight Dispatch Trainer Renewal Of Approval ................................ 54
3.20 TRAINING PROGRAM IMPROVEMENT ................................................... 55
O
3.21 TRAINING RECORDS ............................................................................... 56
C
3.22 TRAINING FACILITIES ............................................................................. 57
D
3.22.1 General .......................................................................................... 57
3.22.2 Classroom Facilities ....................................................................... 57
E
3.22.3 The Learning Environment ............................................................. 57
LL
3.22.4 Use of Instructional Aids ................................................................ 57

3.22.5 Trainee to Instructor Ratio.............................................................. 57
O
3.22.6 Instructional Personnel .................................................................. 57

TR
3.23 SYLLABUS ................................................................................................ 58

N
O
C
N
U
PAGE 3
JA/OPS/054
MANUAL
CHAPTER 3
REQUIREMENTS
PY
O
C
E D
LL
O
TR
N
O
C
N
U
PAGE 4
CHAPTER 3
GENERAL
REV 10.1 01 MAR 2018
3.1 GENERAL
Flight Dispatch Training shall be imparted only for the Company Personnel /
Employees who in turn shall function as Flight Dispatcher / Flight Operations Officer
within the Airline.
A person shall not serve as a Flight Dispatcher unless that person has been
approved by the DGCA to act as Flight Dispatcher for the type of aircraft (CAR
PY
Section 7, Series M – Part II Para 2.1 refers). The DGCA approval is valid for 5
years, subject to the following :
O
a) Shall remain in the service of Jet Airways;
C
b) Successfully complete all training requirement including periodic recurrent
courses and other training courses as stipulated in this Chapter (CAR Section
7, Series M – Part II Para 3 refers); and
c) D
Have passed internal assessment by the competent authority.
E
LL
O
TR
N
O
C
N
U
PAGE 5
CHAPTER 3
REQUIREMENTS FOR APPROVAL
OF FLIGHT DISPATCHERS
REV 10.1 01 MAR 2018
3.2 REQUIREMENTS FOR APPROVAL OF FLIGHT DISPATCHERS
(CAR SECTION 7, SERIES M – PART II PARA 2)

The requirements for approval of Flight Dispatchers are as follows :
1) Age – Shall have attained the age of 21 years before their initial approval (CAR
Section 7, Series M – Part II Para 2.3 refers);
PY
2) Education – Shall be graduate with Class 10+2 or an equivalent examination
with Physics and Mathematics from a recognized Board / University (CAR
Section 7, Series M – Part II Para 2.2 refers);
O
3) Language – Have demonstrated functional knowledge of English language.
C
4) Knowledge - The applicant shall have demonstrated a level of knowledge
D
appropriate to the privileges granted to the holder of a flight dispatcher
approval, in at least the following subjects: (CAR Section 7,Series M, Part II, Para
2.4)
E
LL
Air Law
Rules and regulations relevant to the holder of a flight dispatcher approval;

O
appropriate air traffic services practices and procedures;

TR
Aircraft General Knowledge
Principles of operation of aeroplane engines, systems and instruments;

N
b) Operating limitations of aeroplanes and engines

O
c) Minimum equipment list;

C
Flight Performance Calculation, Planning Procedures And Loading

N
a) Effects Of Loading And Mass Distribution On Aircraft Performance And Flight

Characteristics; Mass And Balance Calculations;
U
b) Operational Flight Planning; Fuel Consumption And Endurance Calculations;

Alternate Aerodrome Selection Procedures; En-Route Cruise Control;
Extended Range Operation;
c) Preparation And Filing Of Air Traffic Services Flight Plans;
d) Basic Principles Of Computer-Assisted Planning Systems;
Human Performance
a) Human performance relevant to dispatch duties, including principles of threat

and error management;
PAGE 6
CHAPTER 3
REV 10.1 01 MAR 2018
Meteorology
Aeronautical meteorology; the movement of pressure systems; the structure of

fronts, and the origin and characteristics of significant weather phenomena
which affect take-off, en-route and landing conditions;
b) Interpretation and application of aeronautical meteorological reports, charts

and forecasts; codes and abbreviations; use of, and procedures for obtaining,
PY
meteorological information;
Navigation
O
a) Principles of air navigation with particular reference to instrument flight;
C
Operational Procedures
a)
b)
Use of aeronautical documentation;
E D
Operational procedures for the carriage of freight and dangerous goods;
LL
c) Procedures relating to aircraft accidents and incidents; emergency flight
procedures;
O
d) Procedures relating to unlawful interference and sabotage of aircraft;

TR
Principles Of Flight
a) Principles of flight relating to the appropriate category of aircraft; and

N
Radio Communication
O
a) Procedures for communicating with aircraft and relevant ground stations.

C
5) Experience – Shall have either of a) and b) below (CAR Section 7, Series M –

N
Part II Para 2.5 refers) :

U
a) A Flight Dispatcher shall have gained following experience preceding the date
of his application, a total two years service in any or in any one or in any
combination of the capacities specified in i) to iii) inclusive below, provided
that in any combination of experience the period served in any of these
capacities shall be at least one year:
i) A Flight crew member in air transportation; or

ii) A Meteorologist in an organization dispatching aircraft in air transportation; or
PAGE 7
CHAPTER 3
REV 10.1 01 MAR 2018
iii) An Air Traffic Controller; or a Technical Supervisor OR Flight Operations

Officers in air transportation flight operation system;
OR
b) Shall have satisfactorily completed an approved training course;
6) Skills - The applicant shall have demonstrated the ability to (CAR Section 7,
PY
Series II, Part II, Para 2.6 refers)
a) Make an accurate and operationally acceptable weather analysis from a

series of daily weather maps and weather reports; provide an operationally
O
valid briefing on weather conditions prevailing in the general neighborhood
of a specific air route; forecast weather trends pertinent to air
C
transportation with particular reference to destination and alternates;
b)
c)
D
Determine the optimum flight path for a given segment, and create
accurate manual and/or computer generated flight plans;
E
Provide operating supervision and all other assistance to a flight in actual
LL
or simulated adverse weather conditions, as appropriate to the duties of

the holder of a Flight Dispatcher approval; and
O
d) Recognize and manage threats and errors.

TR
7) On Job Training (OJT)
a) An applicant satisfying the above requirements should have served in

N
dispatching of aircraft under the supervision of a qualified Flight

Dispatcher atleast 90 days within the 6 months immediately preceding the
O
application (CAR Section 7, Series M – Part II Para 2.5 refers);

C
b) The Flight Dispatcher holding current approval from an ICAO Contracting

State with verification of training, approval and experienced from the
N
Contracting State may be given credit of OJT for up to 8 weeks depending

U
on the training undergone in the Contracting State
PAGE 8
RULES FOR EXAMINATION AND CHAPTER 3

APPROVAL - INITIAL TRAINING
(FAILURE POLICY) REV 10.1 01 MAR 2018
3.3 RULES FOR EXAMINATION AND APPROVAL - INITIAL TRAINING

(FAILURE POLICY)
3.3.1 Internal Candidates
The following guidelines shall be adhered for clearing the examination and
obtaining Flight Dispatcher approval during initial training:
PY
Internal Examination shall be conducted at the end of the Initial Training. 70%
are the minimum pass mark to succeed in every individual subject / paper of
the examination. The candidate must be able to demonstrate the capability of
O
speaking and reading the English language;
C
Only two chances shall be given to clear all internal papers;
d)
E D
Only those who are successful in internal examination in all subjects shall be
allowed to appear for DGCA examination;
Only four chances shall be given to clear all DGCA papers.

LL
O
TR
N
O
C
N
U
PAGE 9
CHAPTER 3
TRAINING PROGRAMME
REV 10.1 01 MAR 2018
3.4 TRAINING PROGRAMME
The training programme for Flight Dispatchers shall comprise of following:
a) Initial training (refer to 1.5) which incldes:
PY
Basic knowledge;
Applied Practical Training
O
b) Type training (refer to 1.6);
C
c) Transition Training (refer to 1.8)
d) Recurrent Training (refer to 1.9);
e) Refresher Training (refer to 1.10);

E D
LL
f) Differences training (refer to 1.7);
g) On Job Training (refer to 1.2. Point 6);

O
h) Simulator LOFT observation or Observation Flight (refer to 1.12).

TR
The maximum training hours per day shall be 6 hours (CAR Section 7, Series M,
Part II, Para 3.1);
N
The Flight Dispatcher Training shall also include the following training shall also
include the following:
O
a) Human Factor ( DRM/CRM ) training (refer to 1.17);

C
b) Dangerous Goods training (refer to 1.18).

N
U
PAGE 10
CHAPTER 3
TRAINING PROGRAMME
REV 10.1 01 MAR 2018
The Flight Dispatcher training program shall:
Include practical demonstration as applicable; (CAR Section 7, Series M, Part

II, Para 3.2)
Cover the differences between aircraft of the same type operated by Jet
Airways to ensure that the Flight Dispatchers are adequately trained to perform
their assigned duties on different aircraft being operated;(CAR Section 7,
PY
Series M, Part II, Para 3.3)
Provide specific training, instruction and practice as necessary to ensure that
O
each Flight Dispatcher:
C
Remains adequately trained, current and proficient with respect to each aircraft
and type of operation;
D
Qualifies in new equipment, facilities, procedures and, techniques including
change in operational procedures as applicable to Flight Dispatcher.
E
LL
O
TR
N
O
C
N
U
PAGE 11
CHAPTER 3
INITIAL TRAINING
REV 10.1 01 MAR 2018
3.5 INITIAL TRAINING
3.5.1 Duration of Initial Training
The duration of Initial training shall not be less than:
PY
285 hours for without previous experience; and
169 hours with aviation experience.
O
3.5.2 Training Requirements
C
The initial training shall consist of following areas:
a)
b)
Basic knowledge; and
Applied Practical Training

E D
LL
Initial training is required for the persons who have not been previously approved /
carried out Flight Dispatch duties during the preceding 3 years. The aim of initial
O
training is to ensure that each trainee acquire the competencies, knowledge and
skill required to perform the duties and responsibilities related to a Flight
TR
Dispatcher. The training shall be conducted as per syllabus detailed in this chapter.
N
O
C
N
U
PAGE 12
CHAPTER 3
INITIAL TRAINING
REV 10.1 01 MAR 2018
3.5.3 Basic Knowledge - Trainees Without Previous Aviation Experience
Sr. Duration
Module Applicability
No. (hrs)
Civil air law and regulation
PY
(AOP Content):
• Certification of Operators
• The Convention on International Civil Aviation (The Chicago
O
Convention)
• International air transport issues addressed by the Chicago Convention
C
1.1 30:00
• The International Civil Aviation Organization (ICAO)
• Responsibility for aircraft airworthiness
•
•
Regulatory Provision for the flight manual
E
The aircraft minimum equipment list (MEL)/CDL
D
•
LL
Contents of the operations manual relevant to the operational control of
flights
O
Aviation Indoctrination:
• Regulatory
TR
• Aviation Terminology and terms of reference

• Theory of flight and flight operations
N
• Aircraft propulsion systems

1.2 12:00
• Aircraft systems Radio equipment/ Navigation equipment including
O
peculiarities and limitations of that equipment

•
C
Fuel supply (aircraft and fuel type requirements)

• De-icing / antiicing procedures
N
• Safety Management System

U
Aircraft mass (weight) and performance:

• Basic principles for flight safety
• Basic mass (weight) and speed limitations
1.3 • Take - off runway requirements 27:00
• Climb performance requirements
• Landing runway requirements
• Buffet boundary speed limitations
PAGE 13
CHAPTER 3
INITIAL TRAINING
REV 10.1 01 MAR 2018
Sr. Duration
No. (hrs)
Navigation:Position and distance; time

• True, magnetic and compass direction; gyro heading reference and grid
direction
•
PY
Introduction to chart projections; The gnomonic projection; the Mercator
projection; great circles on Mercator charts; other cylindrical projections;
Lambert conformal conic projection; the polar stereographic projection
• ICAO chart requirements
O
• Charts used by a typical operator
C
• Measurement of airspeeds; track and ground speed
• Use of slide rules, computers and scientific calculators
1.4 24:00
•
•
Measurement of aircraft altitude
E D
Point of no return; critical point; general determination of aircraft
position.
LL
• Introduction to radio navigation; ground based radar and direction
finding stations; relative bearings; VOR / DME – type radio navigation;
instrument landing systems
O
• Navigation procedures
TR
• ICAO CNS / ATM systems (an overview)

• Special Navigation
• Special airports
N
Air Traffic Management:

O
• Introduction to air traffic management

C
• Controlled airspace
•
N
Flight rules
• ATC clearance; ATC requirements for flight plans; aircraft reports
U
1.5 39:00
• Flight information service (FIS)
• Alerting service and search and rescue
• Communications services(mobile, fixed)
• Aeronautical information service (AIS)
• Aerodrome and airport services
PAGE 14
CHAPTER 3
INITIAL TRAINING
REV 10.1 01 MAR 2018
Sr. Duration
No. (hrs)
Meteorology:
• Atmosphere; atmospheric temperature and humidity
• Atmospheric pressure; pressure – wind relationships
PY
• Wind near Earth’s surface; wind in the free atmosphere; turbulence
• Vertical motion in the atmosphere; formation of clouds and
precipitation
O
• Thunderstorms; aircraft icing
• Visibility and RVR; volcanic ash
C
• Surface observations; upper air observations; station model
•
1.6 • D
Air masses and fronts; frontal depressions
Weather at fronts and other parts of the frontal depressions; other
type of pressure systems
E 42:00
•
LL
General climatology; weather in the tropics
• Effects of meteorological conditions on radio reception on aircraft
used
O
• Aeronautical meteorological reports; analysis of surface and upper -

air charts, source of meteorogical information
TR
• Prognostic charts; aeronautical forecasts

• Meteorological service for international air navigation
N
• Field trip to local meteorological office

• Seasonal meteorological conditions and hazards; Source of
O
meteorological information
C
Mass (weight) and balance control:

N
• Introduction to mass and balance

• Load planning
U
• Calculation of payload and loadsheet preparation

1.7 • Aircraft balance and longitudinal stability 27:00
• Moments and balance
• The structural aspects of aircraft loading
• Dangerous goods and special cargo
• Issuing loading instructions
PAGE 15
CHAPTER 3
INITIAL TRAINING
REV 10.1 01 MAR 2018
1.8 Refer Para 1.18 9:00
Flight Planning :
• Introduction to flight planning
• Turbojet aircraft cruise control methods
•
PY
Flight planning charts and tables for turbo - jet aircraft
• Calculation of flight time and minimum fuel for turbo – jet aircraft
• Route Selection
O
• Flight planning situations
1.9 18:00
•
C
Reclearance
• The final phases
•
•
•
Documents to be carried on board
Flight planning exercises
Threats and hijacking
E D
LL
• EDTO
• OFP Flight Planning Preparation and interpretation
O
Flight Monitoring:
TR
• Position of aircraft
• Effects of ATC reroutes
• Flight equipment failures
N
1.10 • En-route weather changes 16:00

O
• Emergency situations
• Flight monitoring resources
C
• Position reports
N
• Ground resource availability

U
Communications – Radio:
• International aeronautical telecommunications service
• Elementary radio theory
1.11 • Aeronautical fixed service 18:00
• Aeronautical mobile service
• Radio navigation service
• Automated aeronautical service
PAGE 16
CHAPTER 3
INITIAL TRAINING
REV 10.1 01 MAR 2018
Sr. Duration
No. (hrs)
Human Factors:
• The meaning of Human Factors
1.12 15:00
• Dispatch resource management (DRM)
PY
Refer to Para 1.17
Security
O
MODULE 1: INTRODUCTION TO THE COURSE
8) Explain the course aims, structure and methodology.
C
9) Recognize the need for security awareness.
10) Specify the nature of the threat against the air transport industry in
general and specific to the local airport.
E D
11) Describe briefly the characteristics of offenders, techniques and aims.
LL
12) Video on AVSEC awareness
1.13 8:00
MODULE 2: DEVELOPMENT OF COUNTER - MEASURES
13) Present an overview of the industry counter-measures to prevent acts of
O
unlawful interference.
TR
14) Describe the structure and organization of aviation security (ICAO &
BCAS)
15) Identify the aviation security role of airline, AAI, APSU, other agencies
N
working at the airport, public at large including air ticketing agents and
passengers.
O
16) Describe action to be taken in case of unlawful interference.

C
N
U
PAGE 17
CHAPTER 3
INITIAL TRAINING
REV 10.1 01 MAR 2018
MODULE 3: THE AVIATION WORKING ENVIRONMENT

17) Describe the characteristics and complexity of the aviation environment.
18) Define the functions of an airport.
19) Identify restricted, non-restricted areas at the airport.
20) Describe access control.
PY
MODULE 4: SECURITY AWARENESS FOR AVIATION EMPLOYEES AND
USERS
21) Explain the importance of individual contribution to aviation security.
O
22) Describe the need for employee vigilance and acceptance of security
measures.
C
23) Describe typical indicators of suspicious behaviour and response
actions.
public, air transport users and the media.

E D
24) Recognize the need for security awareness education for the traveling
25) Describe airport entry permit and need for display of PICs.
LL
1.13 MODULE 5: RECOGNITION OF EXPLOSIVE DEVICES AND OFFENSIVE
WEAPONS
26) Define and classify prohibited items.
O
27) Recognize improvised explosive and incendiary devices, restricted

TR
articles, weapons and dangerous objects, including when they are

disguised, dismantled or camouflaged - lecture/demonstration
28) Identify the places and methods used to hide explosive and incendiary
N
devices and prohibited items/explosives.

29) Specify the action to be taken when a "suspect" item is located.
O
MODULE 6: BOMB THREAT PROCEDURE

C
30) Describe Bomb threat procedure at airport

31) List the action to be taken on receipt of bomb call.
N
32) Describe the procedure for searching an area in response to a bomb

U
threat.
MODULE 7: CLOSING ACTIVITIES
1. Evaluate the training activities of the course.
TOTAL: With Evaluation 285:00
PAGE 18
CHAPTER 3
INITIAL TRAINING
REV 10.1 01 MAR 2018
3.5.4 Applied Practical Training - Trainees Without Previous Aviation

Experience
Sr. No. Module Applicability Duration (hrs)
1 Applied practical Flight Operations 25:00
PY
2 Observation Flights (Familiarisation Flight) 04:00
3 Flight Dispatch Functions (OJT) 13 weeks
O
4 Route Familiarisation 30 hours
C
E D
LL
O
TR
N
O
C
N
U
PAGE 19
CHAPTER 3
INITIAL TRAINING
REV 10.1 01 MAR 2018
3.5.5 Basic Knowledge - Trainees With Previous Aviation Experience
Duration
Sr. No. Module Applicability
(hrs)
PY
– Certification of Operators
– The Convention on International Civil Aviation (The Chicago
Convention)
O
– International air transport issues addressed by the Chicago
Convention
C
1.1 18:00
– The International Civil Aviation Organization (ICAO)
– Responsibility for aircraft airworthiness
E D
– Regulatory Provision for the flight manual
– The aircraft minimum equipment list (MEL)/CDL
LL
– Contents of the operations manual relevant to the
operational control of flights.
O
Aviation Indoctrination
Regulatory
TR
–
– Aviation Terminology and terms of reference
– Theory of flight and flight operations
N
1.2 – Aircraft propulsion systems 6:00

O
– Aircraft systems
– Fuel supply (aircraft and fuel type requirements)
C
– De-icing / anti icing procedures

N
– Safety Management System

U
Aircraft mass (weight) and performance

– Basic principles for flight safety
– Basic mass(weight) and speed limitations
1.3 – Take - off runway requirements 15:00
– Climb performance requirements
– Landing runway requirements
– Buffet boundary speed limitations
PAGE 20
CHAPTER 3
INITIAL TRAINING
REV 10.1 01 MAR 2018
Duration
(hrs)
Navigation
– Position and distance; time
– True, magnetic and compass direction; gyro heading
PY
reference and grid direction
– Introduction to chart projections; The gnomonic projection;
the Mercator projection; great circles on Mercator charts;
O
other cylindrical projections; Lambert conformal conic
projection; the polar stereographic projection
C
– ICAO chart requirements
– Charts used by a typical operator
1.4
E D
– Measurement of airspeeds; track and ground speed
– Use of slide rules, computers and scientific calculators
12:00
LL
– Measurement of aircraft altitude
– Point of no return; critical point; general determination of
aircraft position.
O
– Introduction to radio navigation; ground based radar and

TR
direction finding stations; relative bearings; VOR / DME –

type radio navigation; instrument landing systems
– Navigation procedures
N
– ICAO CNS / ATM systems (an overview)

O
– Special Navigation
Special airports
C
Air Traffic Management

N
– Introduction to air traffic management

U
– Controlled airspace
– Flight rules
– ATC clearance; ATC requirements for flight plans; aircraft
1.5 reports 21:00
– Flight information service (FIS)
– Alerting service and search and rescue
– Communications services (mobile, fixed)
– Aeronautical information service (AIS)
– Aerodrome and airport services
PAGE 21
CHAPTER 3
INITIAL TRAINING
REV 10.1 01 MAR 2018
Duration
(hrs)
Meteorology
– Atmosphere; atmospheric temperature and humidity
– Atmospheric pressure; pressure – wind relationships
PY
– Wind near Earth’s surface; wind in the free atmosphere;
turbulence
– Vertical motion in the atmosphere; formation of clouds
O
and precipitation
– Thunderstorms; aircraft icing
C
– Visibility and RVR; volcanic ash
1.6
E D
– Surface observations; upper air observations; station
model
– Air masses and fronts; frontal depressions
21:00
LL
– Weather at fronts and other parts of the frontal
depressions; other type of pressure systems
O
– General climatology; weather in the tropics

– Effects of meteorological conditions on radio reception on
TR
aircraft used
– Aeronautical meteorological reports; analysis of surface
and upper - air charts, source of meteorogical information
N
– Prognostic charts; aeronautical forecasts

O
– Meteorological service for international air navigation

– Field trip to local meteorological office
C
N
Mass (weight) and balance control

– Introduction to mass and balance
U
– Load planning
– Calculation of payload and loadsheet preparation
1.7 – Aircraft balance and longitudinal stability 15:00
– Moments and balance
– The structural aspects of aircraft loading
– Dangerous goods and special cargo
– Issuing loading instructions
PAGE 22
CHAPTER 3
INITIAL TRAINING
REV 10.1 01 MAR 2018
Duration
(hrs)
Transport of dangerous goods by air

– Introduction
– Dangerous goods, emergency and abnormal situations
1.8 9:00
PY
– Source documents
– Responsibilities
– Emergency procedures
O
Flight Planning
C
– Introduction to flight planning
D
– Turbo – jet aircraft cruise control methods
– Flight planning charts and tables for turbo - jet aircraft
E
– Calculation of flight time and minimum fuel for turbo – jet
LL
aircraft
– Route Selection
O
1.9 – Flight planning situations 9:00

– Reclearance
TR
– The final phases

– Documents to be carried on board
N
– Flight planning exercises

– Threats and hijacking
O
– ETOPS / EDTO
C
– OFP Flight Planning Preparation and interpretation

N
Flight Monitoring
U
– Position of aircraft
– Effects of ATC reroutes
– Flight equipment failures
1.10 – En-route weather changes 16:00
– Emergency situations
– Flight monitoring resources
– Position reports
– Ground resource availability
PAGE 23
CHAPTER 3
INITIAL TRAINING
REV 10.1 01 MAR 2018
Duration
(hrs)
Communications – Radio
– International aeronautical telecommunications service
– Elementary radio theory
PY
1.11 – Aeronautical fixed service 6:00
– Aeronautical mobile service
– Radio navigation service
O
– Automated aeronautical service
C
Human Factors
1.12
– The meaning of Human Factors
– Dispatch resource management (DRM)
– Awareness
E D 15:00
LL
– Practice and feedback
– Reinforcement
O
Security
TR
MODULE 1: INTRODUCTION TO THE COURSE

1) Explain the course aims, structure and methodology.
2) Recognize the need for security awareness.
N
3) Specify the nature of the threat against the air transport

O
industry in general and specific to the local airport.

4) Describe briefly the characteristics of offenders, techniques
C
and aims.
N
1.13 5) Video on AVSEC awareness 6:00

U
MODULE 2: DEVELOPMENT OF COUNTER - MEASURES

1) Present an overview of the industry counter-measures to
prevent acts of unlawful interference.
2) Describe the structure and organization of aviation security
(ICAO & BCAS)
3) Identify the aviation security role of airline, AAI, APSU, other
agencies working at the airport, public at large including air
ticketing agents and passengers.
4) Describe action to be taken in case of unlawful interference.
PAGE 24
CHAPTER 3
INITIAL TRAINING
REV 10.1 01 MAR 2018
MODULE 3: THE AVIATION WORKING ENVIRONMENT

1) Describe the characteristics and complexity of the aviation
environment.
2) Define the functions of an airport.
3) Identify restricted, non-restricted areas at the airport.
4) Describe access control.
PY
MODULE 4: SECURITY AWARENESS FOR AVIATION
EMPLOYEES AND USERS
O
1) Explain the importance of individual contribution to aviation
security.
C
2) Describe the need for employee vigilance and acceptance
of security measures.
response actions.
E D
3) Describe typical indicators of suspicious behaviour and
4) Recognize the need for security awareness education for

LL
the traveling public, air transport users and the media.
5) Describe airport entry permit and need for display of PICs.
O
1.13 MODULE 5: RECOGNITION OF EXPLOSIVE DEVICES AND

OFFENSIVE WEAPONS
TR
1) Define and classify prohibited items.

2) Recognize improvised explosive and incendiary devices,
restricted articles, weapons and dangerous objects,
N
including when they are disguised, dismantled or

O
camouflaged - lecture/demonstration
3) Identify the places and methods used to hide explosive and
C
incendiary devices and prohibited items/explosives.

N
4) Specify the action to be taken when a "suspect" item is

located.
U
MODULE 6: BOMB THREAT PROCEDURE

1) Describe Bomb threat procedure at airport
2) List the action to be taken on receipt of bomb call.
3) Describe the procedure for searching an area in response to
a bomb threat.
MODULE 7: CLOSING ACTIVITIES
1) Evaluate the training activities of the course.
TOTAL 169:00
PAGE 25
CHAPTER 3
INITIAL TRAINING
REV 10.1 01 MAR 2018
3.5.5.1 Initial Training – Phase 2: Applied Practical Training - Trainees WITH

previous Aviation Experience
PY
1 Applied practical flight operations 25:00
2 Simulator LOFT observation or observation flights 04:00
O
C
3 Flight dispatch functions (OJT) 08 weeks
4 Route familiarization E D 30 hours

LL
O
TR
N
O
C
N
U
PAGE 26
CHAPTER 3
TYPE TRAINING
REV 10.1 01 MAR 2018
3.6 TYPE TRAINING
(CAR SECTION 7, SERIES M – PART II, PARA 5)
3.6.1 Objective
The type training is required to gain qualification on the aircraft model and its
variants that the Flight Dispatcher will be assigned on and will be part of initial
PY
training except for addition of aircraft type to the flight dispatcher approval wherein
as a minimum Module 7 and 9 of initial training basic knowledge will be conducted.
O
3.6.2 Duration
C
The duration of Training is 48 hours.
3.6.3 Syllabus
E D
The following modules specifically tailored for the qualification level of the trainee
LL

O
Performance
TR
– Aircraft mass (weight), balance and performance

1.1 – The aircraft minimum equipment list (MEL)/CDL 38:00
– Flight Planning and OFP interpretation
N
– Evaluation
O
Technical
C
– Aircraft propulsion systems

N
1.2 – Fuel supply (aircraft and fuel type requirements) 10:00
U
– De-icing / anti-icing procedures

– Evaluation
TOTAL 48:00
PAGE 27
CHAPTER 3
DIFFERENCES TRAINING
REV 10.1 01 MAR 2018
3.7 DIFFERENCES TRAINING
The duration of differences training shall depend upon degree of differences

between the different variants of aircraft of the same type used by Jet Airways.
For establishing differences training, a base aircraft must be selected e.g. B737-
PY
800, A330-200, ATR 72-500 etc, and the difference between the base aircraft and
variants of the same aircraft type shall be established. It shall be ensure that the
Flight Dispatcher to be appropriately briefed on the physical dimensions and
O
performance characteristics of the aircraft type.
C
Differences training for all variations of a particular type of aircraft may be included
in initial, transition, and recurrent training for the aircraft.
3.7.1 D
Ground Training Program for Flight Dispatchers
E
LL
S. No. Particular Day Duration Methodology
B737 NG to B737 MAX CBT

O
1 3 hrs
Differences Training (Instructor Assisted)
TR
2 B737 – 8 MEL 1 hr
Special Procedure /
N
3 Equipment / CPDLC / ADS – 1 hr

B / ADS – C / ACARS Classroom
O
4 Examination 1 hr
C
N
Total Day 1 6 hrs

U
PAGE 28
CHAPTER 3
TRANSITION TRAINING
REV 10.1 01 MAR 2018
3.8 TRANSITION TRAINING
(CAR SECTION 7, SERIES M - PART II PARA 6)
3.8.1 Objective
Training for Flight Dispatchers who are qualified on the aircraft type, but from a
different operator. This will consist of Jet Airways indoctrination course with
PY
minimum duration 32 hours covering the Operational Manual and Human Factors
(DRM/CRM). Additionally applicable recurrent training for 24 hours will be provided
prior to application for Flight Dispatcher Approval with the Jet Airways. If Flight
O
Dispatcher is qualified on different aircraft type than type training of 48 hours will be
provided.
C
3.8.2 Duration
D
The duration of transition training shall not be less than 32 hours, as follows:
E
LL
O
TR
N
O
C
N
U
PAGE 29
CHAPTER 3
TRANSITION TRAINING
REV 10.1 01 MAR 2018
3.8.3 Syllabus
The following modules specifically tailored for the qualification level of the trainee:
Sr. Duration
No. (hrs)
PY
1.1 Operations Manual 4:00
Performance
O
– Aircraft mass (weight) , balance and performance
– Navigation, special navigation
C
– Special airports
1.2
– Flight Planning
– and OFP interpretation
E D 13:00
LL
– Fuel requirements
O
EDTO
TR
Aviation Indoctrination / Technical

N
O

1.3 13:00
C

N
– EDTO
U
– Navigation , special navigation

Safety Management System
Human Factors
1.4 2:00
Dispatch resource management (DRM)
TOTAL 32:00
Note: Recurrent Training as per CAR Section 7 Series M part II para 7 shall be
carried out prior to application for flight dispatcher approval with the new
operator.
PAGE 30
CHAPTER 3
RECURRENT TRAINING
REV 10.1 01 MAR 2018
3.9 RECURRENT TRAINING
(CAR SECTION SERIES M, PART II, PARA 7)
3.9.1 Objective
Recurrent training shall ensure that each Flight Dispatcher is adequately trained
and currently proficient with respect to the specific aircraft (including differences
PY
training if applicable).
Each Flight dispatcher shall undergo recurrent training annually to ensure the
O
maintenance of competencies, knowledge and skill through a series of theoretical
training, hands on exercise, simulated exercise, written exam, etc. relevant to each
C
aircraft type on which the flight dispatcher will be assign duties.
D
Recurrent training validity is 12 months. If carried out in 3 months preceding the
expiry, the subsequent validity will be 12 months form the original expiry.
E
LL
3.9.2 Duration
The duration of transition training shall not be less than 24 hours, as follows:
O
TR
N
O
C
N
U
PAGE 31
CHAPTER 3
RECURRENT TRAINING
REV 10.1 01 MAR 2018
3.9.3 Syllabus
The following modules specifically tailored for the qualification level of the trainee:
Sr. Duration
No. (hrs)
Performance
PY
O
1.1 – Flight Planning 9:00
C
– EDTO (As applicable)
– Evaluation
E D
LL

O

– Aircraft systems/ Radio equipment/ Navigation equipment
TR
including peculiarities and limitations of that equipment

1.2 9:00
N

O
– EDTO
C

– Evaluation
N
Meteorology; Seasonal meteorological conditions and hazards;

1.3 1:00
U
Source of meteorological information

Air Law; Contents of OM relevant to operational control of flights
1.4 1:00
Human Factors
1.5 1:00
Operational Emergency and abnormal procedures
1.6 – Flight Monitoring 3:00
Online scenarios
TOTAL 24:00
PAGE 32
CHAPTER 3
RECURRENT TRAINING
REV 10.1 01 MAR 2018

months)
Extended Recurrent Training: Flight dispatcher not carried out flight dispatch duties
from 12 to 24 months
The following modules specifically tailored for the qualification level of the trainee :
PY
Duration
(hrs)
Performance
O
C
1.1 – Flight Planning
E D 15:00
LL
– EDTO
Evaluation
O

TR

N
1.2 – De-icing / anti-icing procedures 15:00

O
– EDTO
C

Evaluation
N
1.3 Meteorology 1:00

U
1.4 Air Law 1:00

Human Factors
1.5 1:00
Online scenarios
TOTAL 36:00
OJT: 3 Days
Observation Flight (aeroplane / simulator): one sector
PAGE 33
CHAPTER 3
RECURRENT TRAINING
REV 10.1 01 MAR 2018

months)
from 24 to 36 months
Duration
PY
(hrs)
1.1 Performance
O
C
– Flight Planning 19:00
–
–
–
Fuel requirements
E
De-icing / anti-icing procedures
EDTO
D
LL
– Evaluation
1.2 Aviation Indoctrination / Technical
O

TR
– De-icing / anti-icing procedures 19:00
N
– EDTO
O

C
– Evaluation
N
1.4 Air Law 2:00

U
1.5 Human Factors

2:00
1.6 Operational Emergency and abnormal procedures
– Flight Monitoring 4:00
– Online scenarios
TOTAL 48:00
OJT: 7 Days
Observation Flight (aeroplane / simulator): Two sectors
PAGE 34
CHAPTER 3
RECURRENT TRAINING
REV 10.1 01 MAR 2018

months)
from 36 to 60 months:
Duration
PY
(hrs)
Performance
O
C
1.1 – Flight Planning 28:00
E
– EDTO
D
LL
Evaluation
O

TR
1.2 – De-icing / anti-icing procedures 28:00
N

– EDTO
O

C
Evaluation
N
1.4 Air Law 4:00

U
Human Factors
1.5 4:00
Online scenarios
TOTAL 72:00
OJT: 30 Days
Observation Flight (aeroplane / simulator): Four sectors
PAGE 35
CHAPTER 3
REFRESHER TRAINING
REV 10.1 01 MAR 2018
3.10 REFRESHER TRAINING
(CAR SECTION 7, SERIES M, PART II, PARA 8)
3.10.1 Objective
Jet Airways shall ensure that each Flight Dispatcher who has not carried out any
flight dispatch duties for more than 3 months up to 6 months and still remains within
PY
the period of validity of the previous Initial/Type/Recurrent Training completes
refresher training with minimum duration of 2 days theoretical training, one-day OJT
under an approved flight dispatcher prior to exercising privileges of the approval.
O
For a gap between 6 to 12 months, recurrent training will be carried out.
C
3.10.2 Duration
D
More than 3 months upto 6 months = 3 days (2 day theoriticl training + 1 day OJT
E
LL
O
TR
N
O
C
N
U
PAGE 36
CHAPTER 3
REFRESHER TRAINING
REV 10.1 01 MAR 2018
3.10.3 Syllabus
Sr. Duration
No. (hrs)
Performance
PY
O
1.1 – Flight Planning 6:00 hrs
C
– EDTO
E D
LL
ꟷ Evaluation
O

TR

N
1.2 6:00 hrs

O

– EDTO
C

N
ꟷ Evaluation
U
1.3 OJT (under Approved flight dispatcher) 1day
TOTAL: 3 days: 2 day theoretical training + 1 day OJT
PAGE 37
CHAPTER 3
REFRESHER TRAINING
REV 10.1 01 MAR 2018
Jet airways shall ensure that each flight dispatcher who has not carried out any
flight dispatch duties from 12 up to 60 months completes extended recurrent
training and minimum number of days of OJT under an approved Flight Dispatcher
followed by observation flights prior to exercising privileges of the approval as per
the table below:
Extended Observation Flight
PY
Gap period OJT
Recurrent Training (Aeroplane / Simulator)
12-24 months 36 hours 3 days One sector
O
24-36 months 48 hours 7 days Two sectors
C
36-60 months 72 hours 30 days Four sectors
More than 60 months D

Complete Flight Dispatcher Training
E
LL
O
TR
N
O
C
N
U
PAGE 38
CHAPTER 3
OBSERVATION FLIGHTS
REV 10.1 01 MAR 2018
3.11 OBSERVATION FLIGHTS
(CAR SECTION 8, SERIES O - PART II PARA10.3 (b))
Flight Dispatch personnel shall be assigned to observe a flight as a part of

familiarization training.
A Familiarization flight shall be conducted at the time of initial training and
PY
thereafter at intervals not exceeding 12 months.
A familiarization flight provides an opportunity for the Flight Dispatcher to:
O
a) Understand the operational flight environment e.g. pilot workload, radio
C
communications, en- route and terminal facilities, weather, terrain, etc.
Therefore, during familiarization flight, Flight Dispatcher shall monitor the flight
crew actions;
E D
crew intercommunication system, radio communications, and observe the flight
b) Understand the differences between the planning and actual conditions; and
LL
c) Familiarize himself with the area in which he is authorized to exercise flight

supervision.
O
During familiarization flight, the Flight Dispatcher should take part in a pre-flight
TR
briefing with the aircraft flight crew and shall update himself with the meteorological
conditions at origin / en-route / destination with actual and forecast weather along
with the current NOTAM's.
N
A copy of the flight plan shall carried by the Flight Dispatcher on flight to monitor the
O
progress of the flight and determine the differences between from the planning and
actual conditions.
C
While undertaking Familiarization Flight, the Flight Dispatcher shall fill

N
'Familiarization Flight Form' and take the signature of the aircraft PIC. The
completed form shall be submitted to the General Manager Flight Operations
U
through regional Manager Flight Operations for filing in the individual training file.
It shall be the responsibility of General Manager - Flight Operation to periodically

roster the Flight Dispatcher for the familiarization flights.
It will be the responsibility and accountability of individual flight dispatcher to

complete the familiarization flight at intervals not exceeding 12 months.
PAGE 39
COMPETENCY CHECK FOR CHAPTER 3

FLIGHT DISPATCHERS
APPROVAL REV 10.1 01 MAR 2018
3.12 COMPETENCY CHECK FOR FLIGHT DISPATCHERS APPROVAL
(CAR SECTION 7, SERIES M- PART II PARA11)
To demonstrate his competency, a Flight Dispatcher should undergo following

tests/examinations:
3.12.1 Written Test / Examination
PY
Each Flight Dispatcher trainee after having undergone the prescribed initial training
(basic knowledge) shall appear in a written examination conducted by DGCA
O
(Central Examination Organization). The examination shall consist of:
C
1) General subjects,
2) Specific on type of aircraft.
3.12.2 Oral and Practical Test

E D
LL
The applicant after successfully undergoing the basic knowledge training and
DGCA Flight Dispatcher examination shall carry out applied practical training within
six months immediately preceding the application for oral test. The practical training
O
should commence within 12 months from the date of the declaration of result of the
written examination.
TR
The Flight Dispatchers shall undergo an oral/practical test to demonstrate their

proficiency to a Board at FSD, DGCA consisting of minimum two Flight Operations
N
Inspectors, which shall include the Post-Holder training or his nominee who shall be
a Flight Dispatcher on type with managerial responsibility and Position or a Flight
O
Dispatch Instructor.
C
3.12.3 Issue, Withdrawal and Renewal of Flight Dispatcher Approval

N
(CAR Section7, Series M, Part II, Para 12)

U
On successful completion of the above requirements FSD, DGCA may issue Flight
Dispatcher approval for a period of 5 years.
DGCA may withdraw this approval if the requirements are no longer met or the
flight dispatcher fails to meet standards on the basis of which approval was issued.
Jet Airways shall ensure that certificate by Post-Holder training indicating
satisfactory performance of the flight dispatcher for the previous 5 years along with
recurrent training records for the last 2 years are submitted to FSD at least 3
months prior to expiry of approval following which renewal of approval may be
issued by DGCA. Fees for initial approval shall be Rs 5000 and for renewal of flight
dispatcher approval shall be Rs 2500
PAGE 40
CHAPTER 3
FLIGHT OPERATIONS ASSISTANT
(FOA)
REV 10.1 01 MAR 2018
3.13 FLIGHT OPERATIONS ASSISTANT (FOA)
(CAR SECTION 7, SERIES M- PART II PARA 11)
Jet Airways employs Flight Operations Assistant to assist Flight Dispatchers in

carrying out Flight Dispatch / Operations Control functions.
3.13.1 Minimum Qualification Requirements
PY
The Flight Operations Assistant shall be graduate with Class 10+2 or an equivalent
examination with Physics and Mathematics from a recognized Board / University.
O
He shall be able to demonstrate the functional knowledge of English language.
C
FOA may be a fresh candidate without having any administrative experience or
having experience will be an advantage.
D
The minimum age for recruitment of Flight Operations Assistant is 20 years.
E
3.13.2 Flight Operations Assistant (FOA) Training
LL
a) Initial Trainng
O
– Duration - 3 days
TR
– Training Requirement - Refer Table below in Para 1.13.4 IOSA Table 3.5 Appendix 2
b) Recurrent Training
N
– Duration - 2 days
O
– Training Requirement - Refer Table below in Para 1.13.4 IOSA Table 3.5 Appendix 3
C
An assessment will be conducted after completion of the above training in order to

ensure that FOA has acquired the knowledge to discharge his duties.
N
U
PAGE 41
CHAPTER 3
(FOA)
REV 10.1 01 MAR 2018
3.13.3 Training Requirements for FOO
(Based on IOSA DSP Table 3.5)
IOSA Table 3.5–Competencies of Operational Control For FOO (Appendix 2)
The Operator shall ensure FOO personnel demonstrate knowledge and/or proficiency in the
PY
competencies of operational control appropriate to the assignment of responsibility to carry
out operational control functions, duties, or tasks, to include, as applicable:
Competency FOO SMEs
O
(i) Contents of the Operations Manual relevant to the
X FDT
C
operational control of flights;
(ii) Radio equipment in the aircraft used; X TEC
(iii) Aviation indoctrination;

E D X
LL
(iv) Navigation equipment in the aircraft used, including
X TEC
peculiarities and limitations of that equipment;
O
(v) Seasonal meteorological conditions and hazards; X MET

TR
(vi) Source of meteorological information; X MET
(vii) Effects of meteorological conditions on radio

X TEC
reception on the aircraft used;
N
(viii) Aircraft mass (weight) balance and control; X PER

O
(ix) Human performance relevant to operations or

X CRM
C
dispatch duties (CRM/DRM) ;

(x) Operational procedures for the carriage dangerous
N
X2 DGR
goods;
U
(xi) Operational procedures for the carriage of cargo; X3B N/A
FDT &
(xii) Operational emergency and abnormal procedures; X
PER
(xiii) Security procedures (emergency and abnormal
X AVSEC
situations) ;
(xiv) Civil Air Law and regulations; X ATC
(xv) Aircraft mass (weight) and performance; X PER
PAGE 42
CHAPTER 3
(FOA)
REV 10.1 01 MAR 2018
PER &
(xvi) Navigation, special navigation; X
TEC
(xvii) Special airports; X PER
TEC &
(xviii) Air traffic management; X
ATC
PY
Note1: P-Performance Inst., T-Technical Inst., FDT-Flight Dispatch Trainer, A-
ATC Instructor, M- Met Instructor
O
Note 2: IOSA Table 3.5 included in OM D Sec. 3 para 1.6.3 & 1.13.2.
C
ED
LL
O
TR
N
O
C
N
U
PAGE 43
CHAPTER 3
(FOA)
REV 10.1 01 MAR 2018
3.13.4 Training Requirements for FOA
(Based on IOSA DSP Table 3.5
IOSA Table 3.5–Competencies of Operational Control For FOA (Appendix 3)
The Operator shall ensure FOA personnel demonstrate knowledge and/or
PY
proficiency in the competencies of operational control appropriate to the
assignment of responsibility to carry out operational control functions, duties, or
tasks, to include, as applicable:
O
FOA Relevancy
Competency FOA SMEs
C
(examples)
(i) Contents of the Operations
Relevant
(ii)
Manual relevant to the
operational control of flights;
Radio equipment in the
EX2B
DFDT
contents
As relevant to
LL
X2B TEC
aircraft used; function
Subjects relevant
O
(iii) Aviation indoctrination; X2B FDT

to function
TR
(iv) Navigation equipment in the

Navigation
aircraft used, including
X2B TEC Analysts, Flight
peculiarities and limitations
Planners
N
of that equipment;
O
Weather
(v) Seasonal meteorological
X2B FDT Analysts/Meteoro
conditions and hazards;
C
logists
N
Weather
(vi) Source of meteorological
X2B FDT Analysts/Meteoro
information;
U
logists
(vii) Effects of meteorological Weather
conditions on radio reception X2B TEC Analyst/Meteorol
on the aircraft used; ogists
(viii) Aircraft mass (weight)
X2B FDT Load Planners
balance and control;
(ix) Human performance relevant
As relevant to
to operations or dispatch X2B CRM
function
duties (CRM/DRM);
PAGE 44
CHAPTER 3
(FOA)
REV 10.1 01 MAR 2018
FOA Relevancy
Competency FOA SMEs
(examples)
(x) Operational procedures for
As relevant to
the carriage dangerous X2B DGR
function
goods;
(xi) Operational procedures for
PY
X2B N/A
the carriage of cargo;
(xii) Operational emergency and As relevant to
X2B FDT
O
abnormal procedures; function
C
ED
LL
O
TR
N
O
C
N
U
PAGE 45
CHAPTER 3
RADIO TELEPHONY LICENSE
REV 10.1 01 MAR 2018
3.14 RADIO TELEPHONY LICENSE
It is recommended that Flight Dispatch personnel, operating Company VHF

Channel should be in possession of a current COP (RTR) License.
PY
O
C
E D
LL
O
TR
N
O
C
N
U
PAGE 46
CHAPTER 3
SPECIAL OPERATIONS TRAINING
REV 10.1 01 MAR 2018
3.15 SPECIAL OPERATIONS TRAINING
The Flight Dispatcher shall undergo training required to dispatch flight for Special
Conditions such as, LVTO, EDTO, PBN, RVSM, NAT HLA, ADS-B, PBCS etc.
Special Operations Training shall be provided to the Flight Dispatcher during initial
training and thereafter in recurrent training.
PY
3.15.1 EDTO Training
Flight Dispatcher shall undergo EDTO training as per the requirements stated in
O
CAR Section 8, Series S - Part I.
C
The training shall at least cover the following:
1)
2)
Introduction to EDTO;
Aircraft system;
E D
LL
3) Route Planning;
4) EDTO Alternates;
O
5) Dispatch Met Minima and delayed departure.

TR
6) Calculation of Entry/ETP/ Exit points;
7) Diversion Strategy;
N
8) Non-EDTO route construction;

O
9) Handling Techniques of various emergencies in EDTO flight;

C
10) MEL.
N
U
3.15.2 PBN / RNAV / RNP Training
Flight Dispatcher shall undergo PBN / RNAV / RNP Training as per the
requirements stated in CAR Section 8, Series S - Part IV.
11) Concept of PBN/RNAV/RNP (RNAV 10, RNP 4, RNAV 5, RNAV 1&2, RNP 1 &
2, RNP APCH or RNP AR APCH);
12) Glossary of Terms;
13) Aircraft System requirements;
PAGE 47
CHAPTER 3
REV 10.1 01 MAR 2018
14) Operational Procedures;
15) ATS Procedures;
16) Flight Plan requirements;
17) MEL.
PY
3.15.3 RVSM Training
Flight Dispatcher shall undergo RVSM Training as per the requirements stated in
O
CAR Section 8, Series S - Part II.
C
The training shall at least cover the following :
18) Concept of RVSM;
19) Glossary of Terms;

E
20) RVSM level Aircraft System requirements;
D
LL
21) MEL;
O
22) Operational Procedures;

TR
23) Emergency Procedures;
24) Contingency Procedures;

N
25) RT Phraseology.
O
3.15.4 ADS-B Training

C
Flight Dispatcher shall undergo ADS-B Training as per the requirements stated in
N
CAR Section 8, Series S - Part V.

U
The purpose of ADS training is to train the Flight Dispatcher in the use and
limitations of the installed ADS system.
The training shall at least cover the following :
26) Dispatch of aircraft with the ADS-B system unserviceable or partially

unserviceable.
27) Flight planning, fuel loading, and route change procedures associated with
ADS-B operations.
28) ADS-B ICAO region-specific requirements.
PAGE 48
CHAPTER 3
REV 10.1 01 MAR 2018
3.15.5 NAT HLA Training
Flight Dispatcher shall undergo NAT HLA Training as per the requirements stated
in CAR Section 8, Series S - Part III.
29) Introduction of NAT HLA airspace;
PY
30) NAT HLA procedures (and other areas when applicable);
O
31) Changes to charting and documents to reflect NAT HLA;
C
32) Navigation equipment required to be operational for flight in designated NAT
HLA airspace, limitations associated with the RNAV equipment;
33) Flight planning requirements;

E D
34) Entry, in-flight and exit requirements and procedures;
LL
35) Contingency procedures for system failures or navigation inaccuracies.

O
3.15.6 PBCS Training

TR
Flight Despatcher shall undergo PBCS training.

N
36) Introduction to FANS and PBCS

O
37) Use of data link and PBCS flight plan designators;

C
38) ATS provider’s separation criteria and procedures relevant to RCP/RSP

specifications;
N
39) Contingency procedures

U
40) MEL
PAGE 49
CHAPTER 3
HUMAN FACTOR (DRM / CRM)
TRAINING
REV 10.1 01 MAR 2018
3.16 HUMAN FACTOR (DRM / CRM) TRAINING
Crew Resource Management (CRM) is the effective utilisation of all available

resources (e.g. crew members, aircraft systems, and supporting personnel and
facilities) to ensure safe and efficient operations.
The objective of CRM Training is to enhance the communication and management

skills of the flight dispatch personnel, as well as the importance of effective co-
PY
ordination and two-way communication between all personnel concerned.
For flight dispatch personnel, CRM training shall be conducted during Initial training
O
and thereafter recurrent training every 12 calendar months.
C
As far as practicable, CRM training for Flight Dispatch personnel shall be
conducted in a joint training event with Flight Crew. This will ensure joint discussion
of any scenarios if possible.
E D
CRM is the invaluable skill for today's pilots. This course covers human factors,
LL
communication, workload management, situational awareness, crew coordination,
team building, and decision making.
O
CRM training for flight dispatch personnel shall includes as follows :

TR
41) Human factors;
42) Communications;
N
43) Theories / Situational Awareness;

O
44) Resource Management / Team building;

C
45) Leadership and Responsibility;

N
46) Stress;
U
47) Decision Making;
48) Problem Solving;
49) Aircraft Accident Study.
PAGE 50
CHAPTER 3
DANGEROUS GOODS TRAINING
REV 10.1 01 MAR 2018
3.17 DANGEROUS GOODS TRAINING
Dangerous Goods Training (Category 10 training) shall be provided to the Flight

Dispatcher during initial training and thereafter recurrent training at specified
intervals not exceeding 24 months.
The initial and recurrent dangerous goods training shall cover the following areas:
PY
50) Indian legal regime on carriage of dangerous goods by air;
51) General philosophy on the air transport of dangerous goods regulations;
O
52) Limitations on Dangerous Goods in air transport;
C
53) List of Dangerous Goods;
54) Labelling and Marking;

E
55) Recognition of undeclared dangerous goods;
D
LL
56) Storage and Loading procedures;
57) Pilots Notification (NOTOC);

O
58) Provision for passengers and crew;

TR
59) Emergency procedures. The training on emergency procedures shall include

the procedures followed by the Flight crew and Ground Staff in order to
N
understand the actions applied by both when dealing with Dangerous Goods
incident.
O
At the end of a training course, each participant shall be required to successfully

C
pass a comprehensive written examination to test his understanding of the subject.

The passing mark for examination shall be 80%. If a Flight Dispatcher is unable to
N
secure 80% marks in the examination, he may be allowed to reappear in the test for
the next batch within a period of three months of the training.
U
It will be the responsibility & accountability of individual flight dispatcher to complete

the DGR Training at intervals not exceeding 24 months
PAGE 51
CHAPTER 3
FLIGHT DISPATCHER TRAINERS
REV 10.1 01 MAR 2018
3.18 FLIGHT DISPATCHER TRAINERS
(CAR SECTION 7, SERIES I - PART 7, PARA 10.4)
The duties and responsibilities of a Flight Dispatcher Instructor are as follows:
60) To provide ground training to Flight Dispatchers on Performance and Flight

Planning on B737 NG / ATR72 aircraft for the issuance of a Flight Dispatcher
PY
Approval in accordance with the approved applicable syllabus.
61) To provide Recurrent and Refresher ground training to Flight Dispatcher
O
required on Performance and Flight Planning on B737 NG / ATR72 aircraft for
the issuance of a Flight Dispatcher Approval in accordance with the approved
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applicable syllabus.
62) To conduct training required for Flight Dispatchers on, performance, navigation
and flight planning.
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Flight Dispatch issues.
64) To review circulars, new standing orders, new cars, AIP, AIC, NOTAM,
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Important Incidents, Flight Following, Current AOP limitation and Air Safety
Circulars pertaining to Flight Operations.
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65) To review Flight Dispatch/ Operations Supplement with regards to changes in

company policies and procedures.
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66) To supervise and conduct any phase progress tests during the approved
ground training course of Flight Dispatchers as well as the final examination at
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the conclusion of the course.

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67) To report to the Training Department by the quickest means available for any
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significant progress problems being experienced by a trainee and any failure to

pass the final theoretical knowledge examination; and
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68) To conduct any other training as required by the General Manager -Flight
Operations.
PAGE 52
FLIGHT DISPATCHER CHAPTER 3

INSTRUCTOR QUALIFICATION /
TRAINING PROGRAMME REV 10.1 01 MAR 2018
3.19 FLIGHT DISPATCHER INSTRUCTOR QUALIFICATION / TRAINING

PROGRAMME
3.19.1 Flight Dispatcher Instructor Qualification Requirements
(CAR Section 7, Series I- Part7, Appendix 2)
An applicant for appointment as a Ground Instructor shall satisfy the following
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requirements:
a) Must be at least 21 years of age;
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b) Shall be able to read, write, speak, and understand the English language;
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c) Shall at least be a graduate from a recognized Board / University; or
d) Shall be an approved Flight Dispatcher.
Note: D
Flight Dispatcher with experience of 3 years with an indian operator or a
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person who has held FD Instructor approval with another indian approval
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may be approved as Flight Dispatch trainers to impart training on Flight
Dispatch functions provided they have completed type / transition training
and other training as per Appendix 2. Approval shall be issued for 5 years
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by the Post Holder Training. Existing flight dispatch instructors as on date

of issue of this CAR shall be issued with letter of approval under this CAR
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without need for additional training.
3.19.2 Training Requirements for Approval as Flight Dispatcher Instructor

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(CAR Section 7, Series M - Part II, Appendix 2)

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The Flight Dispatcher Instructor shall undergo following training to act as a qualified
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Flight Dispatcher Trainer.

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69) The person shall go through a Train The Trainer course (duration 40 hours).
This is not applicable for a person already holding a valid flight dispatcher
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instructor approval as on date of issue of this CAR, however recurrent train the
trainer course will be carried out every 2 years for all FD trainers
70) Observes one Flight Dispatch (FD) classroom batch and conducts one flight
dispatch classroom batch under supervision followed by;
71) Oral examination on the aircraft type to be conducted by Post Holder

training/operations
PAGE 53
FLIGHT DISPATCHER CHAPTER 3

INSTRUCTOR QUALIFICATION /
TRAINING PROGRAMME REV 10.1 01 MAR 2018
72) If satisfactory, then an approval shall be accorded for the period of 5 years. For
existing FD Instructors under CAR, Section 7, Series M, Part II, Post Holder
training may issue an approval under this CAR with the validity of approval 5
years from date of issue of this CAR without additional requirements, followed
by renewal process as per eligibility requirements of this CAR.
73) If the performance is unsatisfactory, the trainer shall be assessed again after 1
month
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74) In case of repeated failure, the trainer may be assessed after 3 months. The
operator shall maintain the record of all the classes (including its performance)
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3.19.3 Flight Dispatch Trainer Renewal Of Approval
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For renewal of approval, a viva by Post Holder Training/operations will be
from the date of previous validity.

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conducted and on successful evaluation, the approval shall be renewed for 5 years
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PAGE 54
CHAPTER 3
TRAINING PROGRAM
IMPROVEMENT
REV 10.1 01 MAR 2018
3.20 TRAINING PROGRAM IMPROVEMENT
The General Manager - Flight Operations or his nominated member(s) in

consultation with Post Holder Training will review the Flight Dispatcher training
program to ensure that the training is maintain up-to-date and incorporates the
latest regulatory and operational changes.
A feedback received from the Flight Dispatchers during training course will be taken
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into consideration for the training program improvement.
Prior to a new training course being scheduled, the objective of training course and
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its syllabus will be discussed and agreed by the General Manager - Flight
Operations or his nominated member(s) and with Post Holder Training or his
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nominee. After conducting the training, these same personnel will convene a follow-
up meeting to discuss the results of the course, its effectiveness and any need for
improvement
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PAGE 55
CHAPTER 3
TRAINING RECORDS
REV 10.1 01 MAR 2018
3.21 TRAINING RECORDS
The course completion certificates will be issued by the Operations Training

Department. A copy of training records and authorization shall be maintained in the
individual file.
Training records will be retained for the following period :
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Type of Records Retention Period
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For the duration of the period of
Initial Training
employment
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Transition Training
employment
Other Endorsement / Specialized

Training
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employment
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Recurrent Training 5 years

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Flight Dispatcher DGCA Approval
employment
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Recency 1 Year
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Special Operations Training (CAT II/III,

LVTO, EDTO, PBN, RVSM, NAT HLA 5 years
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etc)
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Familiarization Flight 2 years and last 2 records

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Dangerous Goods Training 2 years and last 2 records

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JCRM Training 2 years and last 2 records
SMS Training Initial Training
Note: Each Flight Dispatch Office shall also be responsible to retain the
records of their employee. Record may be retained for at least 24 months
after the Flight Dispatcher end of employment.
PAGE 56
CHAPTER 3
TRAINING FACILITIES
REV 10.1 01 MAR 2018
3.22 TRAINING FACILITIES
Facilities and Equipment for Classroom-based Training
3.22.1 General
Whenever the operator utilizes training facilities an approval shall be obtained for
the facility, equipment and the personnel utilized for training/ maintenance from the
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DGCA, before commencing the training. Training may include the use of, video
presentations; computer based training, e-learning and other types of training.
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3.22.2 Classroom Facilities
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The space for each adult in a classroom will be from 1.4m2 to 6.7m2. Each
trainee's workspace should include space to house trainee's work surface, any
3.22.3 The Learning Environment

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additional equipment, the chair, space for chair pushback and maneuverability.
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It will be ensured that temperature should be comfortable, ventilation should be

adequate, lighting should adequate and training equipment should be adequate.
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3.22.4 Use of Instructional Aids

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Instructional aids may include the use of computer-based-training (CBT), e-learning

in which case, this should be supported by instructors.
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3.22.5 Trainee to Instructor Ratio

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The trainee to instructor ratio shall be limited to 25:1.

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3.22.6 Instructional Personnel

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Modules and topics concerning aircraft technical and performance shall be

conducted by DGCA approved ground instructors. Human factors (CRM/DRM) shall
be conducted by facilitators authorized by the post-holder training. Topics
concerning meteorology, legislation, ATM may be conducted by Subject Matter
Experts (SMEs) authorized by the post-holder training. Flight dispatch functions
shall be instructed by DGCA approved Flight Dispatch Trainers. OJT may be
conducted under an approved flight dispatcher authorized by the post-holder
training.
PAGE 57
CHAPTER 3
SYLLABUS
REV 10.1 01 MAR 2018
3.23 SYLLABUS
(CAR SECTION 7, SERIES M - PART II APPENDIX 1 )
INITIAL TRAINING
Phase One - Basic Knowledge.
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Trainees
Trainees
without
with previous
previous
aviation
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Module Subject Matter aviation SMEs
experience
experience
(duration in
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(duration in
hours)
hours)
1.
2.
Aviation indoctrination
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12
18
6
ATC
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Aircraft mass (weight) and

3. 27 15 PER
performance
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PER &
4. Navigation 24 12
TEC
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TEC &
5. Air traffic management 39 21
ATC
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6. Meteorology 42 21 MET
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Mass (weight) and balance

7. 27 15 PER
control
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Transport of dangerous goods by

8. 9 9 DGR
air
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9. Flight Planning and interpretation 18 9 PER

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10. Flight monitoring 16 16 FDT

11. Communication – Radio 18 6 ATC
12. Human factors 15 15 CRM
Security (emergencies and
13. 8 6 AVSEC
abnormal situations)
PAGE 58
SYSTEM AND INFRASTRUCTURE CHAPTER 4
CHAPTER 4 – SYSTEM AND INFRASTRUCTURE
4.1 INTRODUCTION .......................................................................................... 3
4.2 OFFICES ...................................................................................................... 4
4.3 COMMUNICATION ...................................................................................... 5
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4.4 SYSTEMS .................................................................................................... 6
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4.5 SYSTEM ACCESS ....................................................................................... 7
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4.6 LIDO FLIGHT PLANNING ........................................................................... 8
4.6.1 Interfaces of LIDO Flight Planning – Out-bound .............................. 9
4.7
4.7.1
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NETLINE OPS - IOCC ............................................................................... 11
Interfaces of NetLine Ops – Out-bound ......................................... 12
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4.7.2 Interfaces of NetLine Ops – In-bound ............................................ 12
4.8 SABRE RES .............................................................................................. 13

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4.9 JETSOFT ................................................................................................... 14

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4.10 ON TIME PERFORMANCE ANALYSIS SYSTEM (OPAS) ....................... 15

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4.11 NOTAM PORTAL ...................................................................................... 16

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4.12 AVIENT – CREW SCHEDULING............................................................... 17

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4.9.1 Interfaces ....................................................................................... 17

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4.13 ACARS – SITA AIRCOM SERVER ........................................................... 18

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4.14 PERFORMANCE SOFTWARE .................................................................. 19
4.15 AIRCRAFT DOCUMENTATION RECORDS SYSTEM (ADRS) ................ 20
4.16 SYSTEMS BACKUP .................................................................................. 21
PAGE 1
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PAGE 2
4.1 INTRODUCTION
With expansion of operational activities, Jet Airways has endeavored to provide

adequate and suitable infrastructure in terms of office premises, communication
facilities, IT systems along with trained and qualified manpower at all Flight
Dispatch stations.
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PAGE 3
OFFICES REV 10.0 23 MAY 2017
4.2 OFFICES
The main base of Flight Dispatch operations is at Mumbai. The office is located at
3rd Floor, Jet Airways Hangar, East Wing, Old Airport, Opp. Indian Airlines Sports
Club, Kalina, Santacruz (E), Mumbai 400 029.
The office accommodates the central administration, Flight Dispatch, Integrated

Operations Control Center (IOCC), Systems Help Desk, Route Planning,
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Overflying, Tech Dispatch and Aircraft Documentation.
The other Flight Dispatch offices are at Delhi, Kolkata and Chennai.
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Additionally we also have a Flight Operations Assistant available at Guwahati, to
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coordinate the Guwahati FIR requirements.
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PAGE 4
COMMUNICATION REV 10.0 23 MAY 2017
4.3 COMMUNICATION
All the Flight Dispatch stations are provided with communication facilities like
telephones, cell phones, fax, email, intranet and internet. VHF trans-receivers for
aircraft communication and VHF receiver are provided for monitoring ATC
channels.
Communication to all wide body aircraft (and narrow-body aircraft, if enabled for
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ACARS) through ACARS and SATCOM are available in Flight Dispatch Mumbai.
The arrangement also exists with Stockholm radio for operational communication
with narrow body jet aircrafts for flight watch purpose.
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PAGE 5
SYSTEMS REV 10.0 23 MAY 2017
4.4 SYSTEMS
All the Flight Dispatch offices are provided with required hardware and following
applications to meet all operational functions.
1) LIDO Flight Planning;
2) NetLine Ops;
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3) SABRE RES;
4) On Time Performance Analysis System (OPAS);
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5) JETSOFT;
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6) ADRS;
7) SITA Aircom server

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PAGE 6
SYSTEM ACCESS REV 10.0 23 MAY 2017
4.5 SYSTEM ACCESS
All personnel working in IOCC and Flight Dispatch shall have the access rights to
all the Systems appropriate to their functions to ensure safe conduct of Flight
Operations.
Systems Administrator would provide the access to the following:
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a) All Flight related information through NetLine Ops and Jet Soft;
b) All aircraft / dispatch library documents related information through ADRS;
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c) Operational / ATS Flight Plans for all Flights and Aircom Server Client;
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d) Complete NOTAM data through Notam Portal and LIDO Flight Planning;
e)
f)
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Weather data through LIDO Flight Planning, internet, SABRE RES system;
(METARs and weather warnings are updated in RES system) and MET data
through the AFTN Drop Circuit;
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g) Additionally, Dispatch stations shall have access to send a telex message or

email to IOCC and other Dispatch stations whenever adverse weather
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warnings are issued by local MET offices;

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h) Volcanic Ash Advisory through VAAC website;
i) OPT for B777 and B737;

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j) LPC for A330;

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k) SPS for ATR.

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PAGE 7
LIDO FLIGHT PLANNING REV 10.0 23 MAY 2017
4.6 LIDO FLIGHT PLANNING
The LIDO Flight Planning is used for flight planning by all Flight Dispatch stations.
This system :
a) Generates flight plans using the parameters / constraints / limits set by the
company;
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b) Handles MEL/CDL scenarios for flight planning, when MEL/CDL parameters
are updated into the system;
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c) Is capable of handling EDTO, Cost Index and Fuel Tankering requirements;
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d) Generates flight plan based on various optimization criteria such as Minimum
Fuel, Minimum Time, Minimum Cost as per company policy and procedures;
e)
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Is capable of handling OTS tracks, Random routes and company defined
routes.
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Upper wind updates used for flight planning are updated in the system four times a
day by Lufthansa Systems.
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NOTAMS and Weather data are also updated into the system through various
feeds procured by Lufthansa systems, additionally Indian Notams series C and D
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are forwarded to Lufthansa Systems, as received on JAI AFTN drop circuit. These
NOTAM’s are automatically made available as part of the briefing package.
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The system is also capable of sending messages via email, AFTN and SITA type-B
to various agencies through use of third party tools.
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Actual ‘Out-Off-On-In’ (OOOI) times and position reports shall be updated

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manually or through ACARS and the ETAs get revised dynamically.

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PAGE 8
4.6.1 Interfaces of LIDO Flight Planning – Out-bound
Flying times for each OFP is sent to Netline as WABI message.

NetLine Ops These messages are triggered when the dispatcher clicks the
“SEND OFP” button in the LIDO application.CFP.
LIDO Crew When the dispatcher clicks “SEND OFP” button in the LIDO
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Briefing application the briefing package for the flight becomes available in
Portal the LIDO Crew briefing portal.
Data
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Various data downloads are received from LIDO system which are
Download
parsed and updated to database for generating reports.
files
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Notam NOTAMS received from AFTN drop circuit and from LIDO are
Portal
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available through the Notam portal.
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For sending ATS flight plans via AFTN network is available as a
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SITATEX backup option. The flight plans are normally sent via AFTN directly
from LIDO system.
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Messaging
Telex messages to various stations using Sabre.
Utility
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SITA is the service provider and AIRCOM SERVER Application is

ACARS
used to Receive/Send the messages To / From the aircraft.
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PAGE 9
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Figure 1: LIDO Flight Planning Interfaces

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PAGE 10
NETLINE OPS - IOCC REV 10.0 23 MAY 2017
4.7 NETLINE OPS - IOCC
This is a system used by IOCC at Mumbai for exercising the day-to-day functions.
System provides a Gantt chart view of flights matched against the individual aircraft
registrations (tail numbers) and timeline and assists in flight following.
Operations Controller uses this system for schedule and disruption management
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such as delays and tail swaps.
Scheduled aircraft maintenance events are also visible to the Operations Controller.
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Passenger booked / Estimated and Actual Passenger figures are available through
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SABRE RES and SABRE SSCI systems as messages /flat files.
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Connecting Passenger information is also available through PTM messages.
Various alerts are provided to the Operations Controller by the system such as
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violation of restrictions / special requirements / curfew timings / AOM alert, missing
movements, delays, etc.
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NetLine Ops has another module called the ‘Ops Solver’ which can be used as a
decision support tool for delay and disruption management.
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The Operations Controller manages the aircraft rotation for a period of D+2 days.
The NetLine Ops has a view of the Gantt chart for a period of 45 days. SSIM is
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loaded daily for a period of D+3 days to D+45 days.

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PAGE 11
NETLINE OPS - IOCC REV 10.0 23 MAY 2017
4.7.1 Interfaces of NetLine Ops – Out-bound
LIDO Flight MVT, ASM., EQT messages and any other changes there
Planning upon
SABRE RES As to LIDO Flight Planning, Bay Numbers and Delay reasons
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Telex messages to various outstations using SABRE. Adhoc
Messaging Utility
Schedule Changes and Delays such as revised ETD.
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4.7.2 Interfaces of NetLine Ops – In-bound
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For aircraft related information including planned
AMOS
AVIENT
maintenance.
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Crew details regarding assignments and their connectivity
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(any further details are taken on landline).
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RMS booked / projected passenger load

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Sabre Load
actual and connecting passenger information
Manager
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LIDO Flight
flight plan related information, MEL and weather alerts
Planning
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Messaging Utility MVT messages

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Messaging Utility
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• Telex messages to various outstations using SABRE;
• Schedule changes;
• Delays and revised ETD.
PAGE 12
SABRE RES REV 10.0 23 MAY 2017
4.8 SABRE RES
• Schedule changes;
• Aircraft registration;
• Actual movement;
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• Delays and revised ETD;
• Delay reasons;
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• Gate numbers.
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Primarily used by Reservations department, but Operations staff uses for sending
telex messages and checking the status of flights.
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PAGE 13
JETSOFT REV 10.0 23 MAY 2017
4.9 JETSOFT
Provide flight information through a web based interface to various stations,

connected on Jet intranet.
Information is periodically updated from flat file generated by LIDO Flight Planning.
Flight information is available as a filtered view for each dispatch station. All
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Departure and Arrivals in the Movement sheet are in a tabulated form.
Crew information, Gate information and other information such as MELs on the
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flight are shown in Movement sheet for the dispatchers and crew as a central
display.
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A Gantt view is also available showing all flights as per the aircraft registration. This
acts as a limited standby system for NetLine Ops.
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Gate/Bay information can be updated in Jet Soft system. The system validates the
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assigned gates to the flights based on the Apron rules e.g. BOM certain bays are
applicable only to specific type of aircrafts.
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A report is also available for any gate conflict that arises due to change in the
aircraft pattern or due to late departure/arrival of a flight.
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After the flight plan is released the Departure Fuel and Trip fuel information is
available automatically or can be updated manually as well. This information is
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provided to the external Fueling companies as per the flights allocated.

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The Load and Trim sheet staff also obtain the fuel related information from this
option.
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Weather information such as METARS is also available in this site. Jet soft
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A special report is available, listing the Flights operated for a given date, which is
used for RNFC reconciliation.
E-Log book is another feature of Jet Soft where staff belonging to a specific group /
section can make date specific log entries, which is available to all staff in the same
group. There is no need to maintain any manual logbooks. Quick retrieval is
possible for viewing/printing of logbook for any specific date.
PAGE 14

ON TIME PERFORMANCE ANALYSIS
SYSTEM (OPAS)
REV 10.0 23 MAY 2017
4.10 ON TIME PERFORMANCE ANALYSIS SYSTEM (OPAS)
Used for daily statistical returns;
Operations staff uses this for updating post flight delay related information;
Daily and Weekly OTP reports are sent to Management;
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Provides a base for Jet Soft system;
Uses latest flight information is updated using the ASM/MVT messages generated
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by Netline Ops System;
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Pilot Sector Log (PSR) timings are updated against the earlier reported times;
Interfaces E D
It provides Flight Information as per the ‘Pilot Sector Report’ to AVIENT
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PAGE 15
NOTAM PORTAL REV 10.0 23 MAY 2017
4.11 NOTAM PORTAL
Primarily it is a NOTAM system.
World wide Notams as received from LIDO and Indian domestic notams as
received from AFTN feed are updated in database.
This facilitates reviewing of Notams received and for searching any Notam.
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Provides reports for Last NOTAM received from each Originator/FIR.
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Keep track of missing NOTAMs.
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Provides a report for viewing NOTAMs received from a given Start / End date and
times.
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NOTAMs are filtered as per Q codes (1 and 2
E nd
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letter) of interest.listed below.
CA, CE, CG, CL, CM, CP, CR, CS, CT, IC, ID, IG, II, IL, IM, IO, IS, IT, IU, IW, IX,
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IY, NA, NB, ND, NF, NM, NT, NW, NL, CD, IN, LA, LB, LC, LE, LF, LH, LI, LJ, LK,
LL, LM, LP, LR, LS, LT, LV, LX, LY, LZ, FA, FB, FC, FD, FF, FG, FM, FO, FS, FT,
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FU, FZ, MA, MB, MC, MD, MG, MH, MK, MM, MN, MP, MR, MS, MT, MU, MW,
MX, AA, AC, AD, AE, AF, AH, AL, AN, AO, AP, AR, AT, AU, AV, AX, AZ, SA, SB,
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SC, SE, SF, SL, SO, SP, SS, ST, SU, SV, SY, PA, PD, PF, PH, PI, PL, PM, PO,
PP, PR, PT, PU, PX, PZ, PB, RA, RD, RO, RP, RR, RT, WA, WB, WE, WM, WS,
WT, WV, WW, OB, OE, OL, OR, RM, XX, PC, PK, PN, CB, CC, GA, GW, NV, OA
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NOTAMs can be retrieved for a specific location, group with or without specific
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keywords.
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PAGE 16
AVIENT – CREW SCHEDULING REV 10.0 23 MAY 2017
4.12 AVIENT – CREW SCHEDULING
Used for Cockpit Crew and Cabin crew roster generation;
Adheres to various statutory regulations and company policies;
Facilitates Auto roster generation;
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Helps in tracking crew Flight Duty Time Limitations (FDTL);
Provides various flying hours related crew reports;
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4.9.1 Interfaces
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Provide crew information for all flights to NetLine Ops and JETSOFT.
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Figure 2: System Interfaces
PAGE 17
ACARS – SITA AIRCOM SERVER REV 10.0 23 MAY 2017
4.13 ACARS – SITA AIRCOM SERVER
All wide body aircrafts of Jet Airways are equipped with ACARS and have ADS and
CPDLC capabilities. Some of the B737s are also equipped with ACARS.
ADS/CPDLC is being Implemented by ATC in various parts of Indian and

international airspace and aircraft equipped with ADS-B can be tracked in these
regions.
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AIRCOM server receives and sends the ACARS message in standard AEEC 620
format. AIRCOM server is configured to receive messages from LIDO Flight
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Planning as a flat file and forward the same to the aircraft in standard AEEC 620
format.
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Authorized users can send emails to the AIRCOM server email address in
the aircraft are :

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predefined formats for onward uplink to the aircraft. Messages which can be sent to
• Request Position;
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• Send Free Text Message for Display on board the aircraft;

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• Send Free Text Message to the printer on board the aircraft.

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All downlinks received from the aircraft are identified by AIRCOM server as per the
format and forwarded to the intended recipients through email.
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PAGE 18
PERFORMANCE SOFTWARE REV 10.0 23 MAY 2017
4.14 PERFORMANCE SOFTWARE
Flight Dispatch has been provided with access to manufacturer provided aircraft
Performance tools for Takeoff and Landing Performance Calculations.
• LPC - Less Paper Cockpit is the software provided by Airbus for A330 aircraft.
• OPT - Onboard Performance Tool is provided by Boeing for B737 and B777
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aircraft.
• SPS - Single Point Performance Software is provided by Aerospatiale for
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ATR72 aircraft.
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PAGE 19

AIRCRAFT DOCUMENTATION
RECORDS SYSTEM (ADRS)
REV 10.0 23 MAY 2017
4.15 AIRCRAFT DOCUMENTATION RECORDS SYSTEM (ADRS)
Background:
Aircraft Documentation Records System (ADRS) is a web based solution for

automated record keeping and tracking of aircraft documents. It provides output of
the current and expected document status on aircraft registrations in prescribed
formats.
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ADRS is a Systematic procedure by which the revisions of Aircraft & Dispatch
Documents are created, released and actioned. This system also ensures
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preservation of records for evidential purposes, accurate and efficient updating.
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Access to ADRS is given only to authorized personnel.
Intent:
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a) Maintain Aircraft database applicable to ADRS
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b) Maintain Document database applicable to ADRS

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c) Record of updates released for Aircrafts & Dispatch

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d) Record of updates completed on board Aircrafts & Dispatch

e) Record of the date/time/name of staff who updated the document on board the
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aircrafts
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f) Status of Pending Updates in Aircrafts and Dispatch.

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g) Status of Pending Aircraft Checks

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h) History of Updates Released and Completed as per Registration or Station or

as per the Document and Revision number.”
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PAGE 20
SYSTEMS BACKUP REV 10.0 23 MAY 2017
4.16 SYSTEMS BACKUP
All systems used by Flight Operations e.g. NetLine Ops, LIDO Flight Planning,
OPAS and AVIENT have got a backup support by generating periodic backup files
and are maintained by ISD department.
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PAGE 21
SYSTEMS BACKUP REV 10.0 23 MAY 2017
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PAGE 22
OPERATIONAL CONTROL AND
CHAPTER 5
SUPERVISION
CHAPTER 5 – OPERATIONAL CONTROL AND SUPERVISION
5.1 SUPERVISION OF THE OPERATIONS BY JET AIRWAYS ....................... 3
5.2 OPERATIONAL CONTROL......................................................................... 4
5.3 FLIGHT WATCH .......................................................................................... 5
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5.4 COMPETENCY OF OPERATIONS PERSONNEL ...................................... 6
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5.5 FRAMING OPERATIONAL POLICIES AND REVISION ............................. 7
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CHAPTER 5
SUPERVISION
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CHAPTER 5
SUPERVISION
SUPERVISION OF THE OPERATIONS
BY JET AIRWAYS
REV 10.0 23 MAY 2017
5.1 SUPERVISION OF THE OPERATIONS BY JET AIRWAYS
The Senior Vice President – Flight Operations has the overall responsibility for
ensuring that the operational control and supervision are fully maintained.
The operational supervision of the whole operation shall be ensured by :
a) Establishing a management structure commensurate to the level of operations;
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b) Providing adequate infrastructure and resource necessary to deliver safe and
secure flight operations;
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c) Establishing appropriate policies and procedures in the departmental operating
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manuals for the use and guidance of operations personnel and ensuring
effective implementation;
d)
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Maintaining operations personnel competency, proficiency and qualification to
perform the duties efficiently.
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CHAPTER 5
SUPERVISION
OPERATIONAL CONTROL REV 10.0 23 MAY 2017
5.2 OPERATIONAL CONTROL
Operational control is defined as the exercise of authority over initiation,

continuation, diversion or termination of a flight in the interest of the safety of the
aircraft and the regularity and efficiency of the flight.
The Senior Vice President – Flight Operations has overall authority and
responsibility for operational control which is exercised through all the elements of
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the Flight Operations department in accordance with regulatory requirements, the
Operations Manuals and the other departmental manuals.
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The Senior Vice President – Flight Operations has empowered IOCC to execute
Operational Control functions to achieve safe operation and schedule integrity of
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the airline.
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Jet Airways exercises a ‘Non-shared PIC-assisted System’ with regards to
Operational Control. In this system, the PIC has sole authority over any and all
decisions regarding operational control.
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However, the PIC is assisted by Flight Dispatchers or a Member of Management

assigned the responsibility to carry out specific functions, duties or tasks, such as
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flight planning, flight support, briefing, in-flight monitoring etc.

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In the best commercial interests of Jet Airways, for an individual flight or series of
flights, before the aircraft doors are closed for departure, IOCC will be
responsible for the delay, postponement or cancellation of the flight. Thereafter, the
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PIC shall exercise operational control over the flight and will be responsible for the
safety of the aircraft and all persons on-board including the diversion or re-routing
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of flight.
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In-flight, the final disposition of the aircraft rests with the PIC, who should co-
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ordinate his actions with IOCC through the use of any available communication
system. The IOCC shall provide required operational assistance to the PIC for
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execution of a safe Flight Operations.
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CHAPTER 5
SUPERVISION
FLIGHT WATCH REV 10.0 23 MAY 2017
5.3 FLIGHT WATCH
Flight Watch is an extension of the process of Operational Control Functions used

for the supervision of operations.
Generally, the process of Flight Watch will be as follows :
a) Monitoring of all the relevant operational factors by Flight Dispatch / IOCC
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during the progress of the flight to ensure completion of an en-route flight;
b) Allowing the PIC to inform the Flight Dispatch / IOCC regarding changes of
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operational decision such as an intention to land at an alternative destination
for technical reasons, so that the appropriate handling arrangements can be
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made and seek clearances;
c) Allowing route change propositions to be communicated to the aircraft PIC.

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These may arise because of actual meteorological conditions ahead varying
from those forecast, or expected to vary based on revised forecasts,
unexpected ATC delays etc;
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d) For flight crew to seek support from the Flight Dispatch / IOCC for diversion
decision making process, and;
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e) tracking of aircraft movements.

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Refer FDM Chapter 10, Para 10.10 for detailed procedure of Flight Watch.
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PAGE 5
CHAPTER 5
SUPERVISION
COMPETENCY OF OPERATIONS
PERSONNEL
REV 10.0 23 MAY 2017
5.4 COMPETENCY OF OPERATIONS PERSONNEL
The competency of Flight Operations (Ground) Personnel is monitored by their

immediate Managers and is achieved through following:
1) Ensuring that the personnel have received adequate training and that he is
competent to perform his tasks; and
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2) Performance appraisals and/or competency assessment.
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CHAPTER 5
SUPERVISION
FRAMING OPERATIONAL POLICIES
AND REVISION
REV 10.0 23 MAY 2017
5.5 FRAMING OPERATIONAL POLICIES AND REVISION
Before establishing and revising any Operational policies and procedures, these
shall be discussed and agreed with the core committee.
The core committee will consist of the following members, as appropriate :
a) VP – Flight Ops Support;
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b) Sr. General Manager Flight Operations;
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c) General Manager Flight Operations – IOCC / Flight Dispatch;
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d) Deputy General Manager / Manager Flight Operations – IOCC / Flight
Dispatch;
e)
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Other members based on the subject of discussion.
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The following process formulates framing of operational procedures or revisions :
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a) Section shall identify the need for publishing or amending a document,

procedure, checklist, or circular. The reason may be due to change in
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regulation, on-line experience, and manufacturer’s recommendation, follow-up

of incident / accident etc;
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b) While drafting, due consideration shall also be given to human factors

principles, refer to Human Factors Principles;
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c) After completion of draft, an internal check shall be carried-out to ensure that

the required elements are covered;
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d) After completion of internal check, the proposal will be submitted to core

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committee;
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e) The core committee will review the proposal and give its observation, as
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appropriate;
f) After agreement of core committee, the final version will be published by the
concerned section.
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CHAPTER 5
SUPERVISION
FRAMING OPERATIONAL POLICIES
AND REVISION
REV 10.0 23 MAY 2017
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DOCUMENTATION AND
CHAPTER 6
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CHAPTER 6 – DOCUMENTATION AND NAVIGATION DATABASE
6.1 DOCUMENTATION ..................................................................................... 3

6.1.1 Introduction...................................................................................... 3
6.1.2 Documentation Management Process ............................................ 3
6.1.3 Information Access .......................................................................... 3
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6.1.4 Documents Available In IOCC / Flight Dispatch .............................. 4
6.1.5 Availability of Soft Copies of Documents in Flight Dispatch............. 6
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6.1.6 Documents carried on Board Aircraft ............................................ 10
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6.1.7 QRH Check ................................................................................... 10
6.1.8 Documentation Management Process .......................................... 14
6.2
6.1.9
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LEP Check for Documents ............................................................ 16
DATA PROCURED FROM EXTERNAL SERVICE PROVIDER ................ 19

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6.2.1 Proof of Authentication .................................................................. 19
6.3 RECORD RETENTION .............................................................................. 20

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6.4 JET AIRWAYS (JAI) NAVIGATION DATABASE MANAGEMENT........... 22

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6.4.1 Jet Airways (JAI) Navigation Database Process ........................... 22

6.4.2 Jet Airways (JAI) Pilot Check of Navigation Database in FMC ...... 22
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6.4.3 Jet Airways (JAI) Aircraft Modifications ......................................... 22

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6.4.4 NDB Validation Process ................................................................ 22

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DOCUMENTATION AND
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NAVIGATION DATABASE
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DOCUMENTATION AND
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DOCUMENTATION REV 10.0 23 MAY 2017
6.1 DOCUMENTATION
6.1.1 Introduction
Jet Airways has organized processes and procedures for procurement, distribution,
control and retention of all Regulatory and Company documentation to meet the
operational requirement.
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All manuals and documents, as mandated by Regulator and further required by
Company, shall be made available at all Flight Dispatch Offices (hard / soft copies)
and On Board Aircrafts.
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6.1.2 Documentation Management Process
Refer Operations Manual Part A, Chapter 1.6.7.3
6.1.3 Information Access

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All personnel working in IOCC and Flight Dispatch shall have the access rights to
all the Manuals, Documentation and Systems appropriate to their functions to
ensure Safe conduct of Flight Operation.
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Access shall be given to the Manuals mentioned in FDM, Chapter 4, Para 4.1.3 and
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4.1.4.
Systems Administrator would provide the access to the following :

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a) All Flight related information through Net Line Ops and Jet Soft;
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b) Operational / ATS Flight Plans for all Flights and Aircraft Situation Display;
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c) Complete NOTAM data through ARIS and LIDO Flight Planning;

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d) Weather data through LIDO Flight Planning, Internet, SABRE RES system;
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- (METARs and weather warnings are updated in RES system) and MET
data through the AFTN Drop Circuit;
- Additionally, Dispatch stations shall have access to send a telex message

or email to IOCC and other Dispatch stations whenever adverse weather
warnings are issued by local MET offices.
e) Volcanic Ash Advisory through VAAC website;
f) OPT for B777 and B737;
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DOCUMENTATION AND
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NAVIGATION DATABASE
g) LPC for A330;
h) SPS for ATR.
6.1.4 Documents Available In IOCC / Flight Dispatch
Each Flight Dispatch office shall maintain the following documents. The respective
Manager in-charge of Flight Dispatch / IOCC shall ensure that these manuals are
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maintained up-to-date with the latest revision issued :
a) Aircraft Manual (India), Rules 1937;
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b) Emergency Response Manual;
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c) Flight Safety Manual;
d)
e)
Jeppesen Manuals including AOM;
MEL, CDL, DDPG;

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f) Company Operations Manual;
g) Flight Dispatch Manual;

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h) Airworthiness Directives;
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i) AOC;
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j) FPPM, FCOM and QRH;

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k) Airfields analysis charts (RTOW);

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l) AIP’s including Supplements, AIC’s;

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m) ICAO Annexes and Documents;

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n) Indian DGCA – CAR, Ops and Air Safety circulars;
o) Company Operations Supplements and Safety circulars;
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DOCUMENTATION AND
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p) Operational Reporting forms like;
- Bird Hit form, FSR form, Bomb Threat procedure form;
- Air Traffic Incident Report (AIRMISS);
- Lightning / Static Discharge / Turbulence form;
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- GPWS report, RA reporting form;
- Confidential Reporting form and Communication related reports
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q) Airplane Flight Manual (AFM);
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r) LIDO user manual;
s)
t)
IOCC manual;
Net Line Ops Training Manual.

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All manuals and documents are available on Company http://fltops.jetairways.com
and Intranet.
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6.1.5 Availability of Soft Copies of Documents in Flight Dispatch
6.1.5.1 Background
Latest manual / documents related to Flight Operations are available on company

website http://fltops.jetairways.com as primary source and all the Flight Dispatchers
have been given access to this website so that latest and updated information is
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always available to them.
In order to create redundancy in case of loss of internet connectivity, a backup of
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relevant documents of http://fltops.jetairways.com have been made available off-
line to each Flight Dispatch in designated PCs through a back-up folder.
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Following are the designated IPs of PCs at Flight Dispatch where back-up folders
are created :
BOM : \\172.28.25.162
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DEL : \\172.16.73.208
CCU : \\172.16.188.117
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MAA :\\172.16.136.72
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The location of folder is "C:\FLTOPSDOCS_BACKUP" in above PCs.

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6.1.5.2 Back-up process

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1) The parent back-up folder will be maintained at BOM by Ms. Asha Kotian;
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2) Newly published file on fltops website will be downloaded in parent back-up

folder;
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3) This file will then be synchronized with all Dispatch PCs;

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4) A pdf file in back-up folder will show Last back-up at ‘date_time’.
Hence this process will work in background and Dispatch will get documents
available offline in their identified PC.
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DOCUMENTATION AND
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6.1.5.3 Flight Dispatch Action Points
1) Fltops website is the primary source of latest and updated documents /

manuals. Off-line folder in. Flight Dispatch PC is only a back-up. Hence Flight
Dispatchers should always refer to the website for latest information;
2) DO NOT copy and paste the files from back-up folder to any other folder / PC.
Only files in back-up folder will be updated by the process mentioned above;
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3) Please remove any other soft copies of documents / manuals in any other PCs
in Dispatch except the above mentioned back-up folder;
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4) The above mentioned PCs should be always kept ‘on’ during office hours on
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weekdays. This will ensure that sync process runs whenever updates are
available.
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In view of the above, the following process had been outlined while making
available Regulatory Documents and RTOW chart in soft copies in Flight Dispatch.
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6.1.5.4 REGULATORY DOCUMENTS – SOFT COPY
1. Intent :
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Availability and accessibility of latest regulatory documents viz. CAR India,

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ICAO Annex, Indian AIP and AIP Supplements as reference documents for
purpose of Flight Dispatch.
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2. Background :
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Present scenario of Regulatory documents (listed above)

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i) Civil Aviation Requirement (CAR), India

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Available on DGCA India official website www.dgca.nic.in and the

revisions are updated on the website by DGCA as immediate reference.
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Procurement of revisions in hardcopy often leads to significant time lapse

due publication and logistic requirements at DGCA end. DGCA official
website is the primary source for CAR.
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ii) ICAO Annex
Available on ICAO official portal account assigned for Jet Airways India
Ltd. Periodic amendments are made available through the same source.
Revisions in hardcopies used to be procured by Documentation Section at

Mumbai and sent to all Flight Dispatch stations for update of their
respective hardcopies. Procurement delays in revision in hardcopy often
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led to significant time lapse due publication and logistic requirement.
iii) AIP India and Supplements
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AIP India was last published in hardcopy by Airports Authority of India in
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2012. Thus latest AIP India is not available in hardcopy anymore to airline
operators. Presently AIP India is only available on AAI official website
the same source.

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www.aai.aero.in as e-AIP and AIP Supplements are also made through
3. Documentation in Flight Dispatch :

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There were instances where hardcopy documentation w.r.t CAR India, ICAO
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Annex, AIP India and AIP Supplements were not inevitably updated in Flight
Dispatch for certain time due logistical processes, whereas latest amendments
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were issued by regulator in electronic format.
In view of the above scenario, it has been decided to maintain all the above
mentioned documents in Softcopy. Only in Flight Dispatch Stations (BOM, DEL,
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CCU, MAA,) to ensure availability and accessibility of all latest revisions to all the
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Flight Dispatch Stations with least time lag and to obviate chances of reference to
outdated publication.
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Additionally, Company ensures that the departmental policy documents e.g.

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Operations Manual (OM), Flight Dispatch Manual (FDM), Ops Supplement; FD

Supplements are updated periodically to incorporate all the latest regulatory
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amendments and align the company policy and procedures accordingly.
Henceforth Flight Dispatch shall refer the following sources as reference.
CAR India : Refer DGCA official website
AIP India and Supplements : Refer AAI official website
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DOCUMENTATION AND
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ICAO Annex : Refer fltops site backed-up by Company intranet
The entire procedure would ensure higher reliability and compliance in Flight
Dispatch w.r.t implementation of Regulatory Documentations and its provisions.
A. RTOW CHART IN FLIGHT DISPATCH – SOFT COPY
As of now, Flight Dispatch offices at BOM, DEL, CCU, and MAA maintain paper
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RTOW charts for crew reference. These RTOW charts for all fleet i.e.B777, A330,
B737, ATR are maintained at these FD Offices for all stations apart from that
station itself.
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For example, at Mumbai, operationally crew require charts only for Mumbai
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runways and not for Imphal or any other station other than Mumbai.
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As a process, all the published RTOW charts are available to Flight Dispatchers
through fltops website in soft copy. As a backup, we are maintaining a “backup”
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folder in all dispatch offices where these RTOW charts are stored and can be
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accessed offline, if required. This folder is kept in sync whenever there is an update
on the website. This provides redundancy of access to the RTOW charts.
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Further, in practice, all Dispatchers and crew refer to OPT, LPC and SPS for take-
off / landing calculations to optimize the performance. Hence use of paper RTOW
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charts, practically, is very limited.
Maintaining these charts runs into number of binders in each office along with
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plastic covers for pages. There are huge numbers of man-hours required to keep
these chart files updated apart from the cost involved.
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In light of above, all paper RTOW charts shall be removed from Flight Dispatch
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offices, except applicable for that FD Station (e.g. FD Mumbai will have only
Mumbai RTOW charts). All Flight Dispatch offices shall send their current RTOW
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Binders to BOM Aircraft Documentation section along with the contents. They shall
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print the copies of current RTOW charts for the applicable airport (e.g. VABB for
Mumbai FD) from soft copy and maintain in a separate file in Flight Dispatch.
Whenever there is an update of RTOW charts of any of the Flight Dispatch stations,
BOM Aircraft Documentation section will notify FD about the update. Flight
Dispatch shall then print the updated charts from online copies or from “backup”
folder and maintain the station file.
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DOCUMENTATION AND
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6.1.6 Documents carried on Board Aircraft
Refer OM- A 17.1.12.
6.1.7 QRH Check
Purpose :
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This process is designed to ensure that the QRH manuals are regularly checked for
contents and condition.
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Scope :
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To check and maintain the QRH manuals received from the Manufacturer, on board
all aircrafts.
Process Owner :
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Manager Flight Operations (Aircraft Documentation)
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Description of the Manual and the QRH Check Process :

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1. Quick Reference Handbook (QRH)

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• QRH is a mandatory on-board document containing extracts from the AFM

or FCOM including Non;
• Normal and Emergency procedures to be used by operating crew for

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every flight;
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• QRH is issued by aircraft manufactures and two copies of QRH (P1 and
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P2) shall be required to be carried on board for every intended flight.

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B737 QRH
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• B737 QRH is available in 7-ring folders;
• To check the current revision, refer to the “Revision Record” page under
“Checklist Instructions”;
• To check whether the QRH is applicable to a certain Registration, refer to

“Model Identification” page under “Checklist Instructions”;
• The FCOM and QRH revisions are required to be in sync;
• QRH Revisions and Ops Info pages are received from Technical Training;
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• QRH consists of Performance Inflight Pages which are prepared type

specific;
• The control copy numbers are stamped on the cover page and then
released along with the FCOM revisions to be updated on all aircrafts.
ATR QRH
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• ATR QRH is available in 22-ring clips folder;
• To check the current Temporary revision, refer to the “L.T.R. (List of
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Temporary Revision” page under “Checklist”;
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• To check the current Normal revision, refer to the “L.N.R. (List of Normal
Revision)” page under “Checklist”;
•
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To check whether the QRH is applicable to a certain Registration, refer to
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“C.R.T. (Cross Reference Table)” page;
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• The revisions once received are segregated FSN-wise;

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• Registrations are marked on the revisions and released for updating in all
aircrafts.
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A330 QRH
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• A330 QRH is available in 22-ring clips folder;

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• QRH are received MSN - wise from Technical Training;

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• To check the current revision, refer to the “Transmittal Letter” page, which
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mentions the issue date of the revision;
• The descriptions of the revisions are mentioned in “Filing Instructions”

page;
• Ops Info pages are received from Technical Training which are also
updated in the QRH;
• The FCOM and QRH revisions are required to be in sync.
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DOCUMENTATION AND
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B777 QRH
• B777 QRH is available in 7-ring folders;
• To check the current revision, refer to the “Revision Record” page under
“Checklist Instructions”;
• To check whether the QRH is applicable to a certain Registration, refer to
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“Model Identification” page under “Checklist Instructions”;
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• The control copy numbers are stamped on the cover page and then
released along with the FCOM revisions to be updated on all aircrafts.
2. QRH CONTENT CHECKS :

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Every month Aircraft Documentation Team will ensure that at least 3 aircrafts per
fleet operating ex-BOM are checked for the QRH manuals on board all aircrafts.
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Technical Training will provide 02 Standby QRH Manuals for each type. Aircraft
Documentation will ensure that the Standby Manuals are checked and maintained.
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As per the QRH Check Record, the aircrafts which are due for QRH checks will be
tracked.
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The Standby QRH manuals of a particular type will be replaced on board the
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aircrafts.
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Replaced QRH manual is checked as per the List of Effective Pages.

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For B737 / 777 QRH’s : The missing / torn pages are printed from the Fltopsdoc
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website and replaced in the QRH. If the conditions of the QRH manuals are very
bad, the same needs to be informed to Technical Training.
For A330 QRH’s : If the pages are missing or the conditions of the QRH manuals
are very bad, the same needs to be informed to Technical Training.
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For ATR QRH’s : As 17 ATR’s are operating ex-DEL, ex-MAA, and ex-CCU, hence
the standby manuals of that particular FSN are required to be sent to these stations
for replacement on board the aircrafts.
Replaced QRH manuals once received from that particular station, will be checked
at BOM Documentation as per the List of Effective Pages :
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A record will be maintained about the QRH Checks conducted on board all
aircrafts.
3. QRH CONDITION CHECKS
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During every ADCR checks, staff will check for the condition of the clips and
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replace the same on priority.
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A record will be maintained about the clips replaced on board all aircrafts.
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6.1.8 Documentation Management Process
Following is a typical process for update of AFM, FCOM and QRH on aircraft. The
process below is in continuation to the OM-A Para 1.6.7.3 Documentation
Management Process.
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Following are the timelines for the update of AFM, FCOM and QRH on aircraft after
the receipt of revisions from Technical Publication. This is the time required from
Step-A to Step–B in above procedure.
Fleet Document Duration
ATR AFM 30 Days
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ATR FCOM / QRH 45 days
B737 AFM 15 days
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B737 FCOM / QRH 45 Days
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B777 FCOM / QRH 15 Days
B777
A330
AFM
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AFM
D 8 days
20 Days
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A330 FCOM / QRH 40 Days

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Remarks :
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1) Technical Publication should advise if the revision is for complete manual or

part of it;
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2) Technical Publication should advise removal of pages which are not applicable
to our fleet;
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3) Technical Publication should advise current status / applicability of ADs and

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OEBs;
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4) Revision to the Checklist should also be released along with QRH revision;
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5) The above timelines are based on the condition that all revision copies are
received by Aircraft Documentation Section. The timelines may be extended if
revision copies are received in parts.
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6.1.9 LEP Check for Documents
Intent:
During the Audits conducted at Dispatch Stations, we have observed that the
Jeppesen Manuals and QRHs had old and new charts/pages. This can lead to
safety issues.
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Manuals available in Dispatch are available for reference to Pilots and Dispatch for
planning and safe conduct of flight. They could also be used as a replacement copy
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in aircraft if any issues reported by crew.
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To avoid such occurrences, the below process needs to be followed and completed
in the given time by each dispatch.
Applicability:
Flight Dispatch:
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1) Jeppesen Manuals –TJPL02, TJPL04, TJPL13, TJPL15 - Monthly Checks as

per Jeppesen Content List available in www.jeppesen.com (snapshot
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attached).
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2) Jeppesen Manual – IND04,TJPL10 – Quarterly Checks as per Jeppesen

Content List available in www.jeppesen.com (snapshot attached)
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3) QRH – Whenever the revisions are received or Quarterly checks, whichever is

earlier.
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4) Operations Supplement - Whenever the revisions are received or Quarterly

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checks whichever is earlier.

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Route Planning/Notam Section:

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TJPL11,TJPL13 - Monthly Checks as per Jeppesen Content List available in

www.jeppesen.com (snapshot attached).
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Process:
Jeppesen site shall be checked for latest LEP list and manuals will be validated
against the same.
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LEP Check tasks will be assigned in the ADRS System by Aircraft Documentation
team from Mumbai and subsequent checks shall be carried out by respective
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sections for their respective manuals.

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Post completion, ADRS needs to be updated after every LEP check.

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DATA PROCURED FROM EXTERNAL
SERVICE PROVIDER
REV 10.0 23 MAY 2017
6.2 DATA PROCURED FROM EXTERNAL SERVICE PROVIDER
Jet Airways has established contract or agreement with the below mentioned
external service providers for supply of various data :
• Jeppesen for Route Manuals;
• Jeppesen FMS Database for B737 and A330;
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• Honeywell FMS Database for B777 and ATR72-500;
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Thales FMS Database for ATR72-600;
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LIDO Flight Planning from Lufthansa system;
• WSI for NOTAMs and weather;
• D
Upper wind data for Flight Planning from UK MET office, Brecknell through
WSI;
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• NOTAMs and MET data through AFTN circuit provided by AAI;
•
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ICAO annexes and documents from ICAO eShop;
•
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State authorities for AIP’s, AIC’s, NOTAMs, AIP Supplements, CAR Revisions;
• RNP prediction from DWI.

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Revision services in the form of hard or soft copies are being provided to Jet
Airways by the above mentioned service providers. Periodicity of the revisions is
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pre-determined like weekly for Jeppesen and AIRAC cycle for Navigation
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Database.
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6.2.1 Proof of Authentication

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Prior to utilization of such operational data received from external service providers,
Jet Airways shall ensure that the data provided by the external service providers
meet the Regulatory Certification Standards.
The external service providers shall be responsible to provide the proof of

authentication of the same in the form of Letter of Acceptance (LoA) or any other
means of proof of authentication as per industry standard.
PAGE 19
DOCUMENTATION AND
CHAPTER 6
NAVIGATION DATABASE
RECORD RETENTION REV 10.0 23 MAY 2017
6.3 RECORD RETENTION
Record shall be retained in accordance with the procedure outlined in Flight Safety
Documentation System Manual Chapter 5.
Sr. Electronic/ Retention

Record Title Record Description
No. Hard Time
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OFP, ATS Plan,
Post Flight Dispatch Release, MET Hard / Soft
1 03 Months
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Document document, NOTAM, Copy
Fuel and Oil Record
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Record of Company
2 Radio Log
VHF Channel
Communication,
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wherever established
D Hard /
Electronic
06 Months
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Movement Aircraft Movement Hard / Soft
3 06 Months
Log Details Copy
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Log entry in Electronic

4 E-log Electronic 01 Year
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format
Note 1: For Training records refer to Operations Manual Part D – Training, Section
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3.
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Note 2: The Manager Flight Operations of respective flight dispatch is responsible

to ensure all required post flight documentation is retained in a secure and
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readily accessible location.

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All Training records pertaining to Flight Dispatchers is being maintained by

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the Training Department. These records are kept in a secure and readily
accessible location. Access is restricted to the following:
- The DGM - Technical Training;
- The GM-Flight Operations (or his nominated deputy);
- The individual Flight Dispatcher (who may access his own file only);
- Authorized representatives of the DGCA.
The annual competency / currency report shall be maintained as a

permanent record.
PAGE 20
DOCUMENTATION AND
CHAPTER 6
NAVIGATION DATABASE
RECORD RETENTION REV 10.0 23 MAY 2017
The office of GM-Flight Operations and Regional Flight Dispatch shall

maintain the DGCA. “Approval Record” of Flight Dispatchers till they are in
the service of the company. This record shall include a copy of each
individual Flight Dispatcher’s Approval Letter and details of aircraft rating
and date of qualification.
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DOCUMENTATION AND
CHAPTER 6
NAVIGATION DATABASE
JET AIRWAYS (JAI) NAVIGATION
DATABASE MANAGEMENT
REV 10.0 23 MAY 2017
6.4 JET AIRWAYS (JAI) NAVIGATION DATABASE MANAGEMENT
The NDB containing the RNP APCH procedure(s) to be flown are coded, validated
and loaded into the Flight Management System (FMS) navigation system. The flight
crew is able to verify the procedure to be flown through review of the data stored in
the onboard navigation database, including the ability to review the data for
individual waypoints, runways and for navigation aids. The FMS provides a means
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to display the validity period for the navigation database to the pilots.
JAI’s compliant NDB production is managed by Jeppesen for A330/B737 and by

Honeywell for B777/ATR.
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6.4.1 Jet Airways (JAI) Navigation Database Process
JAI NDB process is documented in Line Maintenance Manual (2.42 NAVIGATION

DATA DOWN LOAD PROCEDURE).
6.4.2
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Jet Airways (JAI) Pilot Check of Navigation Database in FMC
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As a final check of the NDB, the JAI Pilot in Command (PIC) will verify that the
current version of the JAI NDB is installed and that planned RNP procedures are
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included.
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To ensure the navigation database is correct for the intended procedure, and to
address a navigation database that expires during flight, the charted procedure will
be crosschecked with the waypoints, altitude and speed restrictions on the LEGS
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page.
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If this check shows the displayed data from the NDB does not match the charted
data, the procedure will not be flown and the discrepancy will be reported to the
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Fleet Office. From the Fleet Office, a discrepancy will be reported to Jeppesen/
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Honeywell by the Manager Flight Operations. The Fleet Office will make a
determination if this discrepancy warrants a report to DGCA. Manager Flight
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Operations shall inform regional line maintenance manager if such discrepancy

warrants a fresh download and Nav. data update on the aircraft (fleet).
6.4.3 Jet Airways (JAI) Aircraft Modifications
If an aircraft system required for RNAV (RNP) operations is modified with changes
that affect the NDB or path tracking performance (e.g., software change), Jeppesen
will re-validate the RNAV (RNP) procedures with the NDB and the modified system.
6.4.4 NDB Validation Process
Following figure shows a typical JAI NDB Process for Jeppesen NDB.
PAGE 22
DOCUMENTATION AND
CHAPTER 6
NAVIGATION DATABASE
DATABASE MANAGEMENT
REV 10.0 23 MAY 2017
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DOCUMENTATION AND
CHAPTER 6
NAVIGATION DATABASE
DATABASE MANAGEMENT
REV 10.0 23 MAY 2017
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PAGE 24
EMERGENCIES AND
CHAPTER 7
CONTINGENCIES
CHAPTER 7 – EMERGENCIES AND CONTINGENCIES
7.1 GENERAL .................................................................................................... 3
7.2 ACTIONS BY DUTY MANAGER (FLIGHT DISPATCH) IN AN

EMERGENCY COVERED BY STATIONS HAVING FLIGHT DISPATCH .. 4
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7.3 ACTIONS BY DUTY MANAGER (IOCC) IN AN EMERGENCY .................. 5
7.4 HIJACKING AND OTHER ACTS OF UNLAWFUL INTERFERENCE
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INVOLVING COMPANY AIRCRAFT ........................................................... 7
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7.5 CRASH ........................................................................................................ 8
7.6 AERODROME / STORM WARNING ........................................................... 9
7.7
E D
REPORTING ACCIDENTS / INCIDENTS .................................................. 10
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7.8 AIR TRAFFIC INCIDENTS......................................................................... 11
7.9 BOMB THREAT ......................................................................................... 12

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7.10 AIR SAFETY REPORT (ASR) ................................................................... 13

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7.11 SEARCH AND RESCUE............................................................................ 14

7.11.1 Overdue or Missing Aircraft............................................................ 14
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7.11.2 Declaring an Emergency ................................................................ 15

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7.12 INTERNAL SAFETY AUDITS .................................................................... 16

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7.13 EMERGENCY RESPONSE ....................................................................... 17

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PAGE 1
EMERGENCIES AND
CHAPTER 7
CONTINGENCIES
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PAGE 2
EMERGENCIES AND
CHAPTER 7
CONTINGENCIES
GENERAL REV 10.0 23 MAY 2017
7.1 GENERAL
EMERGENCY the very word conveys critical / crisis times. Though, we may not
always be conscious of it, decision making implies having a choice. The quality and
quantity of the information available and the qualitative analysis of the information,
governs the manner, in which we perceive a choice, or an option. It is an orderly
process of weighing the pros and cons of available options and then deciding on
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the action that best suits our purposes.
The phase of operation where the unusual occurs may leave enough time only for
an immediate reaction. A response that is governed more by what might be called,
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a sixth sense developed through training and experience, than by the process of
reasoning.
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An attempt has been made to lay down some instructions and guidance to deal with
D
various situations. However, at times it may be necessary to adopt measures
beyond the scope of this Chapter. Such measures can best be dictated by the
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peculiarities of a particular situation.
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PAGE 3
EMERGENCIES AND
CHAPTER 7
CONTINGENCIES
ACTIONS BY DUTY MANAGER (FLIGHT
DISPATCH) IN AN EMERGENCY
REV 10.0 23 MAY 2017
7.2 ACTIONS BY DUTY MANAGER (FLIGHT DISPATCH) IN AN

EMERGENCY COVERED BY STATIONS HAVING FLIGHT DISPATCH
On receipt of the message, Flight Dispatch will initiate the following actions :
1) Inform IOCC immediately;
2) Inform Flight Safety.
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Note: For non-Flight Dispatch stations, refers incident reporting procedure.
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PAGE 4
EMERGENCIES AND
CHAPTER 7
CONTINGENCIES
ACTIONS BY DUTY MANAGER (IOCC)
IN AN EMERGENCY
REV 10.0 23 MAY 2017
7.3 ACTIONS BY DUTY MANAGER (IOCC) IN AN EMERGENCY
Report the emergency to the senior management and check for decision for
activating Emergency Response Centre. If Emergency Response Centre is to be
activated;
1) Send SMS to activate Emergency Response Centre;
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2) Follow the procedures as laid down in Emergency Response Centre;
3) In case of an In-flight Emergency
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a) Alert the nearest and possible diversion station;
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b) Inform the Handling Agent;
c)
d)
Inform the Station Manager;E D
According to geographical location inform the nearest Jet Airways station
which is best suited to give assistance;
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4) During an emergency the respective Flight Dispatch and IOCC should be

manned continuously and the station should not be left unattended;
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5) Re-allocate work to get at least one additional hand to assist you;

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6) No change of shift without approval of GM/DGM. Stay in office until situation

warrants;
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7) Seek assistance from other senior officers of Flight Dispatch and any other
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colleagues available;
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8) Seize all documents pertaining to the subject flight that are available in Flight
Dispatch / IOCC and seal them;
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9) Ask your colleague to maintain a radio/call log;

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10) Send out periodic updates via Email / SMS;
11) Maintain accurate records of all the activity undertaken regarding the
emergency;
12) Do not speak or pass information to any person not directly involved with
Airline Operations and Regulatory Authorities;
13) Do not talk to any outside agency, not involved with ‘Emergency / Contingency.
Refer them to PR Department;
PAGE 5
EMERGENCIES AND
CHAPTER 7
CONTINGENCIES
ACTIONS BY DUTY MANAGER (IOCC)
IN AN EMERGENCY
REV 10.0 23 MAY 2017
14) Avoid all unnecessary queries and enquiries. BE POLITE BUT FIRM;
15) Keep spare personnel readily available. Retain Driver with you. Postpone his
routine visits;
16) Be precise and brief on telephone;
17) Obtain the names of operating cockpit and cabin crew of the related flight;
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18) Fuel on Board in case of accident is a very important factor and ATC / Fire
Service (RFS) will need the figures immediately;
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19) Location / classification / quantity of dangerous goods will be required by Fire
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Service (RFS). Obtain the Dangerous goods NOTOC for that flight;
20) Obtain copy of Load / Trim sheet and Passenger Manifest;

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21) Ensure that all crew undergo medical examination;
22) Medical Officer on duty must be informed immediately and the details including
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the time and name must be logged.
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PAGE 6
EMERGENCIES AND
CHAPTER 7
CONTINGENCIES
HIJACKING AND OTHER ACTS OF
UNLAWFUL INTERFERENCE
REV 10.0 23 MAY 2017
7.4 HIJACKING AND OTHER ACTS OF UNLAWFUL INTERFERENCE

INVOLVING COMPANY AIRCRAFT
Refer Emergency Response Manual
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PAGE 7
EMERGENCIES AND
CHAPTER 7
CONTINGENCIES
CRASH REV 10.0 23 MAY 2017
7.5 CRASH
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PAGE 8
EMERGENCIES AND
CHAPTER 7
CONTINGENCIES
AERODROME / STORM WARNING REV 10.0 23 MAY 2017
7.6 AERODROME / STORM WARNING
To enable other departments within Jet Airways to suitably secure all equipment
and aircraft, in case of a storm, the following shall be informed of any storm
warning, on the telephone and a log entry made.
1) Maintrol;
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2) DM-CS;
3) DM – Catering;
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4) All arriving / departing crew shall be suitably briefed.
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PAGE 9
EMERGENCIES AND
CHAPTER 7
CONTINGENCIES
REPORTING ACCIDENTS / INCIDENTS REV 10.0 23 MAY 2017
7.7 REPORTING ACCIDENTS / INCIDENTS
Refer Flight Safety Manual
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PAGE 10
EMERGENCIES AND
CHAPTER 7
CONTINGENCIES
AIR TRAFFIC INCIDENTS REV 10.0 23 MAY 2017
7.8 AIR TRAFFIC INCIDENTS
Refer Flight Safety Manual
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PAGE 11
EMERGENCIES AND
CHAPTER 7
CONTINGENCIES
BOMB THREAT REV 10.0 23 MAY 2017
7.9 BOMB THREAT
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PAGE 12
EMERGENCIES AND
CHAPTER 7
CONTINGENCIES
AIR SAFETY REPORT (ASR) REV 10.0 23 MAY 2017
7.10 AIR SAFETY REPORT (ASR)
The ‘Air Safety Report’ incident report forms are filled in by the PIC on the
occurrence of any such event. These forms are kept / available in the aircraft
Navigation Bag for ready use. In the event of it being filled, they are placed in the
Flight Folder by the crew. On arrival, they are to be removed by Flight Dispatch
Staff and sent to Flight Safety Department for onward Dispatch to DGCA.
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Detailed description has been given in Flight Safety Manual.
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PAGE 13
EMERGENCIES AND
CHAPTER 7
CONTINGENCIES
SEARCH AND RESCUE REV 10.0 23 MAY 2017
7.11 SEARCH AND RESCUE
7.11.1 Overdue or Missing Aircraft
The situation of overdue or missing aircraft has three phases:
Phase Nomenclature Definition
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A situation, wherein uncertainty exists as to
Uncertainty INCERFA
the safety of an aircraft and its occupants.
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A situation, wherein apprehension exists as
Alert ALERFA
to the safety of an aircraft and its occupants.
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DETRESFA A situation, wherein there is reasonable
safety of an certainty that an aircraft and its occupants
Distress
aircraft and its
occupants.
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are threatened by grave and imminent
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danger or require immediate assistance.
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The uncertainty phase starts, when the aircraft is overdue (30 minutes) and there is
no information / reason for delay. The most important thing is to recheck the ETA or
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ETO with all available means, i.e. departure station, en-route frequencies etc. with
whom the aircraft has been communicating earlier.
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The Flight Dispatch shall take the following actions :

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1) Inform ATC concerned;

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2) Raise aircraft on ACARS if equipped;

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3) Call HF SSB – Stockholm radio;

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4) Alert all our aircraft in the vicinity via VHF.

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The IOCC shall take the following actions :
1) Inform the following personnel
a) Handling Agent;
b) Airport Manager, Station Manager or Sales Manager;
c) In case of international flights, Indian Embassy closest to the area;
PAGE 14
EMERGENCIES AND
CHAPTER 7
CONTINGENCIES
SEARCH AND RESCUE REV 10.0 23 MAY 2017
2) Alert Jet Airways Offices / centers, according to geographical location and

need basis;
3) Refer list for notification and dissemination of information as laid down in

Emergency Response Manual .giving the following details :
a) INCERFA, ALERFA or DETRESFA as appropriate to phase of emergency;
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b) Nature of emergency;
c) Significant information from flight plan;
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d) Details of last contact;
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e) Last position report;
f) E D
Action being taken by rescue co-ordination center.
Under the above circumstances, the ATS unit concerned shall notify the rescue co-
ordination center for necessary action in addition to informing the operator. The
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rescue co-ordination center may require from the operator's representative

information on number, color and type of life rafts and pyrotechnics, details of
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emergency medical supplies, water supplies and the type and frequency of the
emergency portable radio equipment. The Flight Dispatch and IOCC in the area
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shall therefore keep this information readily available at all times.
7.11.2 Declaring an Emergency

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The Operations Controller / FOO (Stations where no FOO is posted, this duty
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devolves 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.
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PAGE 15
EMERGENCIES AND
CHAPTER 7
CONTINGENCIES
INTERNAL SAFETY AUDITS REV 10.0 23 MAY 2017
7.12 INTERNAL SAFETY AUDITS
Detailed description has been given in Flight Safety Manual.
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EMERGENCIES AND
CHAPTER 7
CONTINGENCIES
EMERGENCY RESPONSE REV 10.0 23 MAY 2017
7.13 EMERGENCY RESPONSE
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PAGE 17
EMERGENCIES AND
CHAPTER 7
CONTINGENCIES
EMERGENCY RESPONSE REV 10.0 23 MAY 2017
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PAGE 18
SCHEDULING CHAPTER 8
CHAPTER 8 – SCHEDULING
8.1 INTRODUCTION .......................................................................................... 3
8.2 DAILY OPERATION .................................................................................... 4
8.3 LEAVE ......................................................................................................... 5
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8.4 ADDITIONAL MANPOWER DEPLOYMENT IN EXIGENCIES ................... 6
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8.5 DELEGATION OF RESPONSIBILITIES ...................................................... 7
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8.6 ALCOHOL OR PSYCHOACTIVE SUBSTANCES CHECK ......................... 8
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PAGE 1
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PAGE 2
8.1 INTRODUCTION
The standard guidelines have been outlined for all Flight Dispatch / IOCC personnel
for the purpose scheduling them considering departmental operational requirement.
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PAGE 3
DAILY OPERATION REV 10.0 23 MAY 2017
8.2 DAILY OPERATION
1) Mumbai IOCC shall function H24 and shall be manned by a qualified and
approved Flight Dispatcher at all times;
2) Flight Dispatch at Mumbai, Delhi, Kolkata, Chennai, , and shall function on 24-
hour basis;
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3) Based on the workload, at each Flight Dispatch station, the shift strength will
be decided and duty roster for the month shall be prepared under guidance
from from manager in-charge. The duty roster for the next month shall be
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th
released not later than 20 of every month;
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4) Whenever more than one Flight Dispatcher is rostered, the senior most Flight
Dispatcher will be referred to as Duty Manager and shall be responsible to
assign the tasks to be performed by other duty personnel in Flight Dispatch;
5) D
Rostered duty hours shall not exceed 48 hours per week. Normal duty time will
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be an average of 8 hours per shift with a maximum of 16 hours duty time in a
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24 hour period;
6) In the event of shortage arising, a Dispatcher can be asked to continue and

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shall do so for a second shift. In this case, the minimum time between the
extended shift and next operational shift is 10 hours;
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7) In extreme emergencies if a requirement arises for a third shift, the staff shall
be deployed with his concurrence after the matter has been referred to Sr.G M
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/ G M. It is only after their concurrence the concerned staff shall man the third
shift;
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8) Normally the seventh day shall be a weekly off. In case of any unforeseen
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shortages, the weekly off can be postponed up to the eleventh day. However,
in such a situation his next weekly off shall still fall on the fourteenth day.
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PAGE 4
LEAVE REV 10.0 23 MAY 2017
8.3 LEAVE
All personnel should plan their leave in the beginning of the year and submit the
same to the Duty officer / Manager in charge of the roster, to enable him to prepare
a leave plan, and to make efforts to accommodate as many requests as possible
depending on the section workload.
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PAGE 5
ADDITIONAL MANPOWER
DEPLOYMENT IN EXIGENCIES
REV 10.0 23 MAY 2017
8.4 ADDITIONAL MANPOWER DEPLOYMENT IN EXIGENCIES
In the event of exigencies or abnormal situations, the efforts will be made to deploy
additional manpower to meet the requirement.
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PAGE 6
DELEGATION OF RESPONSIBILITIES REV 10.0 23 MAY 2017
8.5 DELEGATION OF RESPONSIBILITIES
All Flight Operations Officers (FOOs) or Flight Operations Assistants (FOAs

engaged in Flight Dispatch and IOCC functions shall be required to remain on duty
unless relieved by the next shift personnel and do extended shift as mentioned. In
case of shortage or exigencies, General Manager - Flight Operations or Manager –
Flight Operations shall be responsible to depute adequate manpower required.
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PAGE 7
ALCOHOL OR PSYCHOACTIVE
SUBSTANCES CHECK
REV 10.0 23 MAY 2017
8.6 ALCOHOL OR PSYCHOACTIVE SUBSTANCES CHECK
Flight Dispatchers shall not perform any function in Flight Dispatch or IOCC while
under the influence of alcohol or psychoactive substances and are subject to
random breathalyzer as well as medical check for alcohol / psychoactive
substances.
As a company standard recommended practice, each Dispatcher in BOM / DEL /
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CCU / MAA / and IOCC shall undergo BA check at least once in three (03) Months.
However in any specific case related to an individual Dispatcher, if Manager Flight
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Operations feel that any concerned member is prone to such influence, then higher
no of BA checks shall be carried out in the best interest of the organization.
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Any person who is found to be under the influence of alcohol / psychoactive
regulation.
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substances while on duty shall be liable for disciplinary action in terms of company
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If a Flight Dispatcher is clearly identified as having a problematic usage of alcohol
or psychoactive substances, he shall be removed from safety critical duties. Re –
instatement to safety critical duties is possible after cessation of the problematic
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use and upon determination continued performance is unlikely to jeopardize safety;

this will be determined by the company Medical Doctor.
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As a standard practice, Respective Manager Flight Operations / Unit Heads shall

advise Medical Department in the Base in advance and send the list of Flight
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Dispatchers who will undergo these checks in that specific month.

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On the day of check, Respective Manager Flight Operations / Unit Heads shall
advise individual Dispatcher and On Duty Medical Officer and send the concerned
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Dispatcher for BAT to the company doctor.

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PAGE 8
SUBSTANCES CHECK
REV 10.0 23 MAY 2017
The respective Manager Flight Operations / Duty Manager / Flight Operations Staff
on Duty / Flight Crew / In-flight Base Manager and Crew as per their availability
may be the Witness for the second test in case of a BA Positive case.
In case of BA Positive Case, Doctor on duty shall inform Sr.GM / GM Flight

Operations and Respective Manager Flight Operations.
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Medical Unit will maintain a separate Register for BA for Dispatchers & Dispatchers
will have to fill the relevant columns & append their signatures before undergoing
the BATs.
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PAGE 9
SUBSTANCES CHECK
REV 10.0 23 MAY 2017
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PAGE 10
COMPETENCY ASSESSMENT CHAPTER 9
CHAPTER 9 – COMPETENCY ASSESSMENT
9.1 OBJECTIVE ................................................................................................. 3
9.2 PROCEDURE .............................................................................................. 4

9.2.1 Selection of Team ............................................................................ 4
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9.2.2 Review Committee ........................................................................... 4
9.3 POST ASSESSMENT .................................................................................. 5
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9.4 GUIDANCE MATERIAL ............................................................................... 6
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9.4.1 How to Evaluate ............................................................................... 6
9.5 SUGGESTIONS AND SAMPLE TYPE OF QUESTIONS ............................ 8
9.6
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COMPETENCY ASSESSMENT FORM ..................................................... 10
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PAGE 1
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PAGE 2
OBJECTIVE REV 10.0 23 MAY 2017
9.1 OBJECTIVE
Various positions in the management and also in the rank of FOO / FOA within the
organization relevant to the operations control of flights are filled by personnel on
the basis of knowledge, skills, training and experience appropriate for that position.
The process of assessment is fundamentally governed by the regulatory
requirement and further to company standards through annual performance
appraisal.
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In order to maintain and continuously improve upon our performance and quality it
is necessary to integrate new ideas, suggestions, skills and systems.
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Simultaneously it is also necessary to ensure that we do not deviate from the
established norms, rules and regulations, which are in force at a particular time. To
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achieve this we need to have a regular channel of communication, checks and
evaluation. E D
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PAGE 3
PROCEDURE REV 10.0 23 MAY 2017
9.2 PROCEDURE
In order to meet the aforementioned objective, there shall be an internal

assessment of competency, procedures, skills and functional capabilities of all the
Flight Dispatcher till the rank of Asst Manager, conducted every year by a team of
two experienced managers specifically constituted by Sr. GM–Flight Operations
after evaluating their competence and currency. The Sr. GM– Flight Operations
shall file the assessment report of the team members. The same team will act as a
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communication channel, which will be available to every Flight Dispatcher.
The committee will invite suggestions from all Flight Dispatchers undergoing
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assessment on improving the system.
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Competency Assessment shall be planned once in every calendar year i.e. January
to December.
It shall be based on the following guidelines.

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9.2.1 Selection of Team
Sr. GM – Flight Operations shall select a team of three members. Any two of the
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selected members shall conduct the assessment as prescribed in FDM.

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At least one FD Instructor shall be part of Competency Assessment Team.
9.2.2 Review Committee

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The review committee shall be constituted by Sr. GM Flight Operations and will
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consist of GM Flight Operations and One Manager Flight Operations. The members
of the review committee shall be re-constituted every year.
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The Review Committee shall :

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1) Review the process of assessment, the findings and corrective actions

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recommended;
2) Assess the application of the factors mentioned in 9.2
PAGE 4
POST ASSESSMENT REV 10.0 23 MAY 2017
9.3 POST ASSESSMENT
The team shall prepare the preliminary report and a copy of the same will be given
to the Manager Flight Operation.
Preliminary report shall be discussed with the review committee. They shall jointly
prepare a final report, recommendations for actions including refreshers / corrective
trainings etc.
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Suggestions put forward by any Flight Dispatcher shall be discussed by the review
committee. The suggestions found to be in the interest of the company, shall be
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considered for implementation. Such suggestions shall be placed on individual’s
personal record.
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If the suggestion is found to be unacceptable the reasons thereof shall be explained
to the individual concerned.
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A copy of the final report will be sent to the individual and the Manager Flight
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Operation for information and corrective action.
A copy of the final report shall be filed into individual’s personal file at the station
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and in the office of GM Flight Operations.

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GM Flight Operations shall ensure that the personnel recommended for refresher or
corrective training in the final report, shall undergo such training.
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The concerned Manager Flight Operations must file an action taken report (ATR)
within 90 days of the receipt of the assessment report.
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The concerned individual shall be subject to a reassessment on the completion of

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the 90 day period by the review committee.

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In case the review committee also finds the individual to be below the desired level
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of competence, the concerned assessed shall perform Flight Dispatch functions

under supervision of a senior Flight Dispatcher until found satisfactory. It shall also
be reflected on his APA.
Senior General Manager - Flight Operations is the appellate authority for

addressing any irregularities arising out of the Competency Assessment program.
Senior General Manager - Flight Operations shall ensure that any significant issues
arising from the assessments will be subjected to regular reviews by the senior
Flight Operations management.
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GUIDANCE MATERIAL REV 10.0 23 MAY 2017
9.4 GUIDANCE MATERIAL
Guidance Material for the audit team is given below along with suggested areas to
be covered.
9.4.1 How to Evaluate
1) Be impersonal;
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2) Assess the individuals commensurate to their positions;
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3) The candidates may be assessed for their competence in handling normal and
non-normal situations with respect to their work functions;
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4) Awareness of new technologies and their application related to flight
operations working environment;
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The assessment should include regulatory requirements as in CAR, DGCA
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Ops circulars, AIP, AIC, ICAO Annex, and company documents such as
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CCMM, COM and FDM;
6) Particular attention should be given to practical aspects of a Dispatcher’s job

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profile;
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7) Subjects, which are used seldom, should be emphasized;
8) Recommendations shall limit to following :

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i) Level I – Good;
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ii) Level II - Satisfactory – Requires Self study (Recommendations thereupon

including subject, source and time frame). This will be closed by the
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respective Manager Flight Operations and does not require reassessment;

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iii) Level III - Un-satisfactory – Requires Corrective / Recurrent Training.

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(Recommendations - Subjects to be covered.).Reassessment shall be

required by the review committee.
9) Recommendations shall also cover the desirability of expanding the scope of

Recurrent Training, but with reasons;
10) The findings shall identify the root cause of the non-compliance rather than
fault finding;
PAGE 6
GUIDANCE MATERIAL REV 10.0 23 MAY 2017
11) Give blank lined sheet of papers to the candidate. He shall record all questions
and their answers in his own hand and sign it at the end of the session. This
paper shall along with report become the tool for discussion with review
committee;
12) At the end of session, please put your observations on the following :
i) Body language – Positive, Neutral, Negative;
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ii) Attire Presentation – Above average, Average, Below average;
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iii) Attitude : Positive, Average, Negative;
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iv) Aptitude to learn : Interested, Average, Not interested;
v) Out of the box thinking.

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SUGGESTIONS AND SAMPLE TYPE OF
QUESTIONS
REV 10.1 01 MAR 2018
9.5 SUGGESTIONS AND SAMPLE TYPE OF QUESTIONS
The following sample question shall be asked during assessment :
1) ATC - ATS Flight Plan and RPL- Various Parameters, If information is needed,
where to find it? How does ATC distribute the ATS Flight plan? How does ATS
Flight plan get distributed, when sent through your own system or SITA or
CFMU? Check, interpretation of the terms, codes used in ATS Flight Plan,
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particularly those, which are seldom used. ATC Offices and their function.
2) Flight Planning - Check relationship of various weights and other parameters
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in the flight plan and its computation.
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3) Routes - How do you check RAD, CDR, Route Restrictions, Preferential
Routing system, OTS and NATS.
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ICAO Annexes and Other ICAO documents, which are of interest to FD
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5) NOTAMs - Construction, distribution and Interpretation.
6) Weather - TAFS, METARS, composition, meaning, change parameters, how

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and where they are available. Interpretation of Met folder in its totality.
Distribution of MET data. Availability of MET data through ICAO / WMO data
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banks as well as private met banks.
7) Civil Aviation Requirements (CAR)

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8) Aeronautical Information Publication (AIP) - How many chapters are there?

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What each one contains? Which ICAO Annex governs them?

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9) Jeppesen - Organization of the manual; Pagination, Chapters and their

contents; Knowledge, appreciation and importance of Chart NOTAMs, Enroute
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Pages; Navigation Charts; Entry Requirements; Emergency etc.

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10) Aircraft Rules
11) Operations Manual - Construction and contents.
12) Special Operations / Miscellaneous - EDTO, NAT HLA, PBN, PBCS, RVSM,
Ground De-icing Anti-icing etc.
13) Terms - ACARS, CPDLC, ADS, PBN, PBCS, GPS, GNSS. Brief knowledge
covering each term.
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SUGGESTIONS AND SAMPLE TYPE OF
QUESTIONS
REV 10.0 23 MAY 2017
14) Systems - Systems available in Jet Airways, their functionality and application
from Flight Dispatcher’s / IOCC’s point of view
15) Communication Systems
16) AIRAC Cycle
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17) MEL/CDL Dispatch - Practical applications and regulatory guidelines
18) Knowledge on Data Conversion - E.g. Nautical mile – Statute mile, Meter –
Feet
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19) Knowledge on Performance data - In terms of MTOW / MLW / MZFW
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limitation, OPT / LPC / SPS, aircraft leading particulars, Fuel consumption,
Altitude capability etc. Knowledge on Airport Analysis Chart, Aircraft systems
etc.
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20) Knowledge on F/D Documentation - Knowledge about DGCA/Company
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imposed Guidelines /circulars affecting operation.
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COMPETENCY ASSESSMENT FORM REV 10.0 23 MAY 2017
9.6 COMPETENCY ASSESSMENT FORM
COMPETENCY ASSESSMENT FORM
COMPETENCY ASSESSMENT PROGRAM FOR FLIGHT DISPATCHERS – PART I
Flight Dispatcher Name Employee No.
Ratings on aircraft Assessment date
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Available / Not available (Tick as appropriate)
If not available, please record reasons for absence :
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Check :
A) Current approval and validity
B) Date / Period of last Refresher
C) Date of last Observation Flight
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Recommendations after session
Level I - Good
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Level II - Satisfactory
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Requires Self study (Recommendation there upon including

subject, source and time frame).
This will be closed by respective Manager Flight Operations
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and does not require reassessment

Level III - Un-satisfactory
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Requires Corrective / Recurrent Training.

(Recommendations – Subjects to be covered.)
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Reassessment shall be required by the review committee

Body language Positive / Neutral / Negative
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Attire Presentation Above average / Average / Below average

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Attitude Positive / Average / Negative

Aptitude to learn Interested / Average / Not interested
Out of the box thinking Yes / No
Recommendations if any regarding the scope of Recurrent Training, but with reasons:
Attach the signed question answer sheet.
Auditor Signature Auditor Signature

Auditor Name Auditor Name
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COMPETENCY ASSESSMENT PROGRAM - FLIGHT DISPATCHERS – PART II (REVIEW COMMITTEE)
Flight Dispatcher Name :
Employee No. : Date of Review :
Observations by Review Committee:
Process of assessment Satisfactory / Unsatisfactory
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Comments:
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Findings By the assessment Team Acceptable / Non-acceptable
Comments:
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Corrective actions recommended by the Team Acceptable / Non-acceptable
Comments:
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Final Findings by Review committee :

Level –I / Level – II / Level - III Corrective Action, if any:
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Comments, if any:
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Reviewer Signature Reviewer Signature
Reviewer Name Reviewer Name
Cc: Personal File of assessee

Cc: Assessee (only Part II)
Cc: GM-Flight Operations
Cc: Manager Flight Operations
Cc: Training School, if recurrent training recommended..
Cc: APA
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OPERATING PROCEDURE CHAPTER 10
CHAPTER 10 – OPERATING PROCEDURE
10.1 PRE-FLIGHT PREPARATION ..................................................................... 9

10.1.1 Compliance and Regulation ............................................................. 9
10.1.2 Pre-flight Briefing Package............................................................. 10
10.1.3 Preparation of Preflight Briefing Package ...................................... 11
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10.1.3.1 Equipment Status Check .............................................. 11
10.1.3.2 Meteorological Condition Check ................................... 11
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10.1.3.3 NOTAM Check ............................................................. 12
10.1.3.4 Weight Parameters Check ............................................ 12
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10.1.3.5 Procedure for OPT / SPS Calculation by Flight Dispatch13
10.1.3.6
10.1.3.7
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Accessing Performance Software (OPT / IPC / SPS)
Through Citrix Server ................................................... 14
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Fuel Computation ......................................................... 16
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10.1.3.8 ATS Flight Plan............................................................. 17

10.1.3.9 Destination.................................................................... 17
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10.1.3.10 Destination Alternate .................................................... 17

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10.1.3.11 En-route Alternate ........................................................ 17

10.1.3.12 Destination Alternate / EDTO Alternate/ Redispatch
Refuelling Airport and Secondary Alternate .................. 18
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10.1.3.13 En-route Alternate ........................................................ 18

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10.1.3.14 Flight Altitudes .............................................................. 19

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10.1.3.15 Communication of Fuel Figure...................................... 19

10.1.3.16 RTOW, MLW and MZFW Limit Value in JETSOFT ...... 20
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10.1.3.17 Delayed Flight With Suffix “D”....................................... 24

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10.1.4 Operational Acceptance by PIC or Dispatch Release .................... 27

10.1.5 Multi Sector Flight .......................................................................... 28
10.1.6 All Weather Operations (AWO) ...................................................... 28
10.1.6.1 Converted Meteorological Visibility (CMV) List ............. 29
10.1.7 Weather Criteria Assessment and Fuel Planning by Flight Dispatch32
10.1.7.1 Destination.................................................................... 32
10.1.7.2 Destination Alternate .................................................... 37
10.1.7.3 Selection of Alternates for Destinations Located in
Coastal Areas: Advection Fog ...................................... 37
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10.1.8 Guidelines for Operations to Performance Limited Airports ............ 39

10.1.9 GNSS RAIM / RNP Prediction Service (GRPS).............................. 41
10.1.10 Reduced or Amended Runway Length Due Notam –Use of
Temporary RTOW Chart and OPT/LPC/SPS Output ..................... 72
10.1.11 Planning of Departure During Main Runway Closure at BOM ........ 73
10.1.12 OFP Preparation / Release Checklist ............................................. 74
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10.1.13 Flight Planning under Pax DNB / Baggage Offload Situation ......... 77
10.1.14 Communication of DGR – NOTOC ................................................. 78
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10.1.15 Reporting of Inadequate Facility ..................................................... 79
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10.1.16 VFR Flight Planning........................................................................ 81
10.2 FUEL FINALIZATION PROCEDURE BY FLIGHT DISPATCH .................. 82

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10.2.1 Reserved ........................................................................................ 83
10.2.2 Reserved ........................................................................................ 83
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10.2.3 Reserved ........................................................................................ 83
10.3 PROCEDURE FOR SENDING FLIGHT PLAN PACKAGE ........................ 84

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10.3.1 To International Station where GHA Performs Flight Operations

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Functions ........................................................................................ 84
10.3.2 To International Stations where GHA does not Handle Flight
Operations Functions ..................................................................... 84
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10.3.3 To Non-Dispatch Stations within India for Domestic Flights ........... 85

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10.4 FUEL POLICY ............................................................................................ 86

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10.5 OPERATIONAL FLIGHT PLAN (OFP) ...................................................... 88

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10.5.1 Preparation of Operational Flight Plan............................................ 88

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10.5.2 Contents and Use of OFP .............................................................. 89

10.5.3 Reserved ........................................................................................ 89
10.5.4 CFP Sample and Decode ............................................................... 89
10.5.5 Historical Flight Plan ....................................................................... 89
10.5.6 NIL Wind OFP ................................................................................ 91
10.6 FUEL OPTIMIZATION TECHNIQUE .......................................................... 92

10.6.1 Tankering of Fuel............................................................................ 92
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10.6.2 Company Advisory for Additional Fuel Uplift on ‘Non-Tankering’

Flights ............................................................................................ 92
10.6.3 Additional Fuel Uplift – Recommendation by Dispatcher ............... 93
10.6.4 SID / STAR Specific Route Creation .............................................. 93
10.7 OFP COMPUTATION PROCEDURE ........................................................ 94
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10.7.1 Procedure to Compute OFP for non-Tankering Sector with
Additional hold over Destination..................................................... 94
10.7.2 Procedure to compute OFP for EDTO sector................................. 94
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10.7.3 Procedure to compute OFP for Re-Dispatch.................................. 94
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10.7.4 Procedure to Compute OFP for Trans Atlantic Flights ................... 94
10.7.5 Procedure to Create Route in LIDO Flight Planning System.......... 94
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10.7.6 Procedure to Compute OFP in PBCS Airspace / Datalink Mandate
Airspace. ........................................................................................ 95
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10.7.7 OFP Computation for Charter and Ferry Flight in case of Non-
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Availability of Fuel Cost in LIDO Flight Planning System ............... 96

10.7.8 OFP Computation Procedure – Test Flight and Training Flight...... 96
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10.7.9 OFP Release and Send Procedure in LIDO Flight Planning System96
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10.7.10 Speed Schedule for fixed Mach OFP - B777 ................................. 97

10.7.11 OFP Computation with ATR MEL 21-61-1 or other Equivalent MELs97
10.7.12 Determining Maximum Flight Level while Planning Flights with
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Degraded Anti-Icing System due MEL ........................................... 99

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10.7.13 Life Raft Requirement for B737 Flights Over Water ..................... 100
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10.7.14 Planning of Flights with max Fuel Tank Capacity Restriction ....... 102
10.7.15 Selection of Appropriate Destination Alternate option in OFP ...... 103
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10.7.16 Revised MDF due no Refuelling at Destination............................ 103

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10.7.17 Flight Planning with MEL of Un-Usable Fuel ................................ 107

10.7.18 OFP Computation Procedure for Multi-Sector Flight .................... 109
10.7.19 Routes Creation with Runway Specific SID / STAR ..................... 114
10.7.20 LIDO Limitation – Alternate Procedure ........................................ 115
10.7.20.1 Airport Suitability Check (ASC) Process in LIDO System.115
10.7.20.2 Fuel Shifting – EDTO, DD/DP and Refile ................... 117
10.7.20.3 Handling of DUMMY MEL/CDL in LIDO ..................... 118
10.7.20.4 Route Restriction - Random Route in NAT Track OFP119
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10.7.20.5 JAI Portal – Day of Flight ............................................ 120

10.7.20.6 Reserved ..................................................................... 120
10.7.21 High Speed Plan for flights from India to Europe operated by Wide-
Body Aircraft. ................................................................................ 121
10.8 ATS FLIGHT PLAN .................................................................................. 123
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10.8.1 General ......................................................................................... 123
10.8.2 Repetitive Flight Plan.................................................................... 123
10.8.3 Filling and Filing ATS Flight Plan .................................................. 124
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10.8.4 Description of an ATS Flight Plan ................................................. 125
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10.8.4.1 List of Codes used in the New ICAO Flight Plans ....... 126
10.8.5 ATS Flight Plan – Air Defense Clearance Number ....................... 130
10.9 INTEGRATED OPERATIONS CONTROL CENTRE (IOCC) FUNCTIONS133

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10.9.1 Introduction ................................................................................... 133
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10.9.2 Daily Functions ............................................................................. 133

10.9.3 Shift briefing.................................................................................. 134
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10.9.4 Monitoring and Update of Flight Movement with OOOI timings. ... 134
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10.9.5 Schedule, Reschedule and Delaying a Flight ............................... 135

10.9.6 Ground Return and Air-turn (Force Return) .................................. 135
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10.9.7 Re-route ....................................................................................... 136

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10.9.8 Diversion ...................................................................................... 136

10.9.9 Cancel .......................................................................................... 136
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10.9.10 Technical Delay ............................................................................ 136

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10.9.11 Flight Continuation / Diversion ...................................................... 137

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10.9.12 Delays .......................................................................................... 139

10.9.13 Ground Return / Air Turn / Diversion ............................................ 140
10.9.14 Alerts ............................................................................................ 140
10.9.15 Recovery from Non-base Stations ................................................ 141
10.9.16 Reporting to Senior Management ................................................. 141
10.9.17 Volcanic Eruption – Planning of Flight .......................................... 142
10.9.18 Communication between PIC and Flight Dispatch / IOCC ............ 146
10.10 FLIGHT FOLLOWING / FLIGHT WATCH ................................................ 150
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10.10.1 Weather Watch ............................................................................ 152

10.10.2 Movement and Position Messages .............................................. 152
10.10.3 Flight Following (IFM Flight event) Database ............................... 153
10.11 MEL PROCEDURE .................................................................................. 154

10.11.1 Overview ...................................................................................... 154
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10.11.2 Channel of Information ................................................................. 154
10.11.3 Process ........................................................................................ 155
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10.11.4 Dummy MEL in Flight Planning System for Non-EDTO Aircraft ... 156
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10.12 EMERGENCY AND SURVIVAL EQUIPMENT ........................................ 157
10.12.1 Jet Airways - Domestic Operations .............................................. 157
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10.12.2 Jet Airways - International Operations ......................................... 158
10.12.3 Jet Lite Operations ....................................................................... 160
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10.13 EDTO OPERATIONS ............................................................................... 161
10.13.1 Operational Specification ............................................................. 161
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10.13.2 OFP Computation by Flight Dispatcher........................................ 161

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10.13.3 B737 EDTO Reroute Plan in case of Loss of EDTO Status Inflight
due Temporary Equipment Downgrade ....................................... 161
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10.14 REDISPATCH OPERATION .................................................................... 164

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10.15 PBCS OPERATIONS ............................................................................... 165

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10.15.2 OFP computation by Flight Dispatcher ........................................ 165
10.16 NAT HLA OPERATIONS ......................................................................... 166

10.16.1 Operational Specification. ............................................................ 166
10.16.3 Plotting Chart ............................................................................... 166
10.17 NOTAM SERVICES ................................................................................. 167

10.17.1 Introduction .................................................................................. 167
10.17.2 NOTAM Management .................................................................. 167
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10.17.3 Rescheduling Actions Required due NOTAMS ............................ 168

10.17.4 Re-Routing Actions Required due NOTAM .................................. 169
10.17.5 Reserved ...................................................................................... 169
10.17.6 Issuance of Company Notams by Flight Dispatch ........................ 169
10.17.7 Reserved ...................................................................................... 176
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10.17.8 Reserved ...................................................................................... 176
10.18 PROCEDURE FOR DETERMINATION OF FLIGHT TIME / TAXI TIME

AND FLIGHT CREW REQUIREMENT ..................................................... 177
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10.18.1 Existing Station ............................................................................. 177
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10.18.2 New Station .................................................................................. 177
10.18.3 Station Wise TAXI OUT Time details............................................ 178
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10.18.4 Specially Dispensed Long Haul Flights with Two Crew Operations
(10 hrs Flight Time Limit) .............................................................. 179
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10.19 POST FLIGHT DUTIES ............................................................................ 180

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10.20 E- LOG ..................................................................................................... 181

10.20.1 Retention of E-Log........................................................................ 181
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10.20.2 Entry and Content of the E-Log .................................................... 181
10.21 FLIGHT DISPATCH FUNCTIONS BY EXTERNAL AGENCIES .............. 182

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10.22 WET / DRY LEASE OPERATIONS .......................................................... 183

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10.23 FLIGHT ALLOCATION REDISTRIBUTION ............................................. 184

10.23.1 Normal Operations ....................................................................... 185
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10.23.2 Diversion Flights ........................................................................... 185

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10.23.3 Non-Schedule Operations ............................................................ 186

10.23.4 Domestic Flight : ........................................................................... 187
10.23.5 International .................................................................................. 188
10.23.6 Responsibility and Procedure for Dispatch of Flights when Two
Dispatch Stations are Involved ..................................................... 189
10.24 EXCESS FUEL INTO AIRCRAFT BY FUELLING COMPANY ................ 191
10.25 DEPARTURE DELAY INFORMATION TO FLIGHT CREW..................... 192
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10.26 PTS TO MITIGATE FLIGHT DELAYS DUE LATE REPORTING OF FUEL

BOWSER ................................................................................................. 193
10.27 TRACKING OF FLIGHT CREW IN CASE OF DELAYED REPORTING

FOR FLIGHT DUTY ................................................................................. 194
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PRE-FLIGHT PREPARATION REV 10.0 23 MAY 2017
10.1 PRE-FLIGHT PREPARATION
10.1.1 Compliance and Regulation

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The CAR Section 2 Series 'O' Part-1 Issue IV dated 24 April 1992, lays down that
the PIC of every aircraft shall, before commencement of the flight, satisfy
themselves that the parameters essential for the safe operations of the flight are
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complied with. These include limitations on take-off performance on account of
aerodrome characteristics adhering to Aerodrome Operating Minima, Filing of Flight
Plans with the ATS authorities, carriage of fuel as laid down by the regulations,
availability of all mandatory documents to be on board the aircraft, availability of an
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Operational Flight Plan in terms of Annex 6, including NOTAMs and MET briefing.
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The CAR Section 8 Series ‘O’ Part-II stipulates that an Operational Flight Plan
(OFP) and ATS Plan shall be completed for every intended flight. The OFP shall be
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approved and signed by the PIC and, where applicable, signed by the Flight
Operations Officer (FOO)/Flight Dispatcher, and a copy shall be filed with the
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operator or a designated agent, or, if these procedures are not possible, it shall be
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left with the aerodrome authority or on record in a suitable place at the point of
departure.
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The Flight Operations Officer duly qualified and approved by the DGCA shall
compile, analyze and provide the above information to the PIC as a part of pre-flight
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briefing package.
It is important for the FOO and the PIC to keep in mind that a flight shall not
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commence unless the PIC is, by every reasonable means at his/her disposal,
satisfied that the communication and navigation facilities essential to the route are
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in satisfactory condition and that the ground/air facilities available and directly
required for the safe operation of the flight are adequate for the type of operation to
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be conducted and PIC shall have the final decision making authority in this regard.
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In case of disagreement between the FOO and PIC regarding any safety aspect of
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the flight the same may be escalated by the FOO (DO/DM) to the respective
Manager Flight Dispatch who in turn would contact the Chief Pilot- Fleet and GM
Flight Operations for further decision making.
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10.1.2 Pre-flight Briefing Package
Preflight Briefing Package is a set of mandatory operational documents which are

provided by the Flight Dispatcher to the Operating Flight Crew for the purpose of
conduct of a flight or series of flights.
A common set of document shall be utilized by Pilot and Dispatch during Preflight
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briefing.
Pre-Flight Briefing Package shall be constituted of the following :
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a) Operational Flight Plan (OFP);
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b) Air Traffic Services (ATS) Plan;
c) Meteorological Briefing Document;
d) NOTAM Bulletin;
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e) Pre-Flight Briefing Sheet or Dispatch Release;
f) Copy of relevant section MEL / CDL, if applicable;

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g) NOTOC, if applicable;
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h) NAT Plotting Chart for NAT Flights;
i) Any Other Important document or information as applicable.

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10.1.3 Preparation of Preflight Briefing Package
10.1.3.1 Equipment Status Check
Check Aircraft Assignment / Registration, Engine Configuration, Maintenance

status including any MEL / CDL and Parking position.
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In the event of any MEL/CDL release, check its implications on the
operations/performance not only for the sector under dispatch, but all the sectors
and their alternates (as far as possible), the particular machine is likely to operate
until its return to base. This shall be a supplementary function to that of IOCC.
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Engineering dept. will provide relevant MEL/CDL number with a brief description of
MEL/CDL item. In case of MEL/CDL items with more than one sub-heading, they
will clearly mention which are applicable. Subsequently Dispatch will provide
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access to relevant pages from MEL/CDL/DDPG to pilots as part of preflight briefing.
A one line description of MEL/CDL shall continue to appear on the CFP as per
practice.
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The Flight Operations Officer shall also make necessary adjustments as may be
required in the Operational / ATS Flight Plan including RPL.
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Check for any changes or Revised Time / Route / Change of Equipment and ETD
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of the flight.
10.1.3.2 Meteorological Condition Check

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Meteorological Condition Check can be achieved through LIDO system, Collect the
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Met folder, through the AMSS website, the Private MET Banks or ICAO / WMO
MET Banks like Brussels, Vienna or Dublin etc.
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Check Valid TAFs for Origin, Destination, Destination Alternates, EDTO Alternates
to ascertain weather is above prescribed minima applicable as given in Aerodrome
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Operating Minima in Jeppesen tailored pages.
Ascertain areas of low / high pressure, jet streams, CAT and CBs from Significant
Weather Chart.
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10.1.3.3 NOTAM Check
Check NOTAMs for Origin, route, Destination and Alternates, including En-route
Alternates.
Particular attention shall be given to any deficiencies in services, reduction in

runway length, closures of runways / taxiways / un-serviceability of landing aids or
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navigation aids, closure or restrictions on airways, Curfew timings / Watch Hours /
Airfield Operating Hours / Fire Fighting Category etc.
Particular attention to be paid to landing aids and their components, as the AOM,
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may get altered.
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Refer FDM 10.16 for detailed information on NOTAM Services and Management.
10.1.3.4
1)
Weight Parameters Check
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ZFW - Check Estimated Payload or Estimated Zero Fuel Weight. In case of
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non availability of EZFW, the FOO shall compute EZFW, based on the number
of passengers, cargo and mail figures.
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2) RTOW – Estimate performance limited take-off weight. This is required

particularly in the case of high elevation airfield, high temperature and / or low
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pressure.
3) Landing weight – Check MLW particularly for approach climb limited airfield
and tankering sectors.
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In case of landing in field critical aerodromes e.g. Uni-directional runway in wet

runway and strong surface wind condition, predicted tail wind component at the
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time of arrival needs to be factored in at the time of Dispatch and landing field
performance to be restricted accordingly.
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To achieve optimal flight plan without compromising safety, it is essential that

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undue padding on payload is desisted, as this will only mean artificially higher
weight, which will further increase the fuel up-lift. This may result in lower altitude
capability, which, in turn cause higher burn off.
Structural Limitations imposed by AFM as well as Performance limitations based on

environmental and airfield characteristics shall never be exceeded. Such
performance limits include Take-off, En-route and Landing.
The FOO shall also ensure that approved aircraft Structural limits are not exceeded
when planning any flight. The Pilot in Command is responsible to independently
check these performance and structural limit weights.
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The FOO is also responsible to inform Load Control of any Regulated Take-off
Weight (RTOW) (that is, any restriction to the Take-off weight due to Performance
or pavement limitations) for the purposes of load planning of the flight.
The following tools are available in Flight Dispatch for calculation of Performance
data :
1) B737, B777- OPT
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2) ATR – SPS
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3) A330 – LPC
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10.1.3.5 Procedure for OPT / SPS Calculation by Flight Dispatch
The procedures for OPT / SPS calculation by the Flight Dispatch are as follows :
1. D
At Flight Dispatch Stations – provide the hardcopy of OPT / SPS calculation to
E
the crew along with pre-flight briefing package;
LL
2. Provision of sending OPT / SPS output through e-mail to Flight Crew, provided
aircraft has not pushed back / chocks off;
O
3. At the time of Preflight Briefing, calculation of Takeoff Speed by Flight

TR
Despatch based on performance limited takeoff weight; If ATOW is less than

this limit weight, same speeds can be used by the flight crew.
N
The hard copy of OPT / SPS output (Print out) given / emailed to the crew shall be
archived by the Dispatcher against his / her signature mentioning Flight no, Date
O
and aircraft registration. This document shall be retained in a separate box folder as
archive for a period of at least 3 months.
C
OPT / SPS support is only feasible till push back / chocks off. Any development
N
after pushback / chocks off till TOGA, aircraft has to come back to gate.
U
Transmission of amended OPT / SPS data to flight crew can increase workload
during this critical phase and can lead to avoidable mistakes.
This procedure has been finalized after lot of deliberation at management level
considering various operational aspects. Dispatchers are advised to ensure strict
compliance.
OPT / SPS hard copy folder and its contents shall be checked during Flight
Dispatch Internal Audit.
PAGE 13
10.1.3.6 Accessing Performance Software (OPT / IPC / SPS) Through Citrix

Server
This process is designed to ensure that a common access is provided to

performance software for all types of aircraft and to ensure that the correct and
latest version of the software is used by Flight Dispatcher.
PY
Providing access for all Flight Dispatch Offices to performance software viz. OPT
(B737), OPT (B777), LPC (A330) and SPS (ATR) through Citrix Server.
Process :
O
A) General
C
In case where RTOW charts are not published, Flight Dispatcher is required to use
D
OPT / LPC / SPS for performance calculation. The performance software viz. OPT
(B737), OPT (B777 HG and LG), LPC (A330) and SPS (ATR) are installed on Citrix
E
server and are maintained and updated by Performance Engineering.
LL
B) Flight Dispatch PCs

O
Citrix client has been installed in designated PC terminal in every Flight Dispatch
TR
C) Access
Flight Dispatcher shall access the server through internet browser. The url,
Username and password are as below.
N
Intranet URL : http://172.28.4.117/Citrix/XenApp2/auth/login.aspx

O
Individual log-in access and password shall be assigned to every Flight Dispatch
C
and shall be communicated to respective Manager Flight Operation.

N
Each user will be able to access the following performance software;

U
• B737_OPT_ (Username. E.g. BOM1 for opsbom1);
• B777 OPT LGW;
• B777 OPT HGW;
• LPC NG;
• SPS.
PAGE 14
D) Saving the output
The outputs for OPT (B737 and B777) and SPS (ATR) shall be saved to local PC
by the Flight Dispatcher in pdf format through print option.
For OPT (B737 / B777) – Click ‘Send output’ – ‘Send to windows printer’ - select
pdf printer in printer option - save on local PC.
PY
For SPS (ATR) – Click ‘Print’ - select pdf printer in printer option - save on local PC.
For LPC (A330), as there is no print option available, Flight Dispatcher has to take
O
'print screen' and save on local PC in JPEG format.
C
E) Limitations
1.
2.
each from DEL / MAA / CCU;
E D
OPT 737 can be used simultaneously by 3 users from BOM and 2 users
For OPT 777-LGW / OPT 777-HGW / LPC NG / SPS, - Only one user
LL
across all the flight dispatch offices can use the same application from
Citrix server at any given time. E.g if LPC NG is being used by ‘opsdel1’,
then no other user from any flight dispatch can use LPC NG till the time it
O
is closed (exited) by ‘opsdel1’. Hence it is mandatory that user shall close

the application as soon as possible after the calculations so that other
TR
users, who are waiting, can use it.
F) Back-up
N
As a backup, one application of each software viz. OPT 737, OPT 777-LGW, OPT
O
777-HGW, LPC NG and SPS are installed and updated on a standalone PC

(172.28.25.162) at BOM by Flight Dispatch BOM. In case of failure of Citrix server,
C
other Dispatch offices shall access this PC through ‘WinVNC’ viewer.

N
Alternatively, other Dispatch can contact Flight Dispatch BOM in order to get
U
respective calculation output.
PAGE 15
Important Note :
Manager Flight Operations of respective Flight Dispatch shall ensure the following :
1) The OPT / SPS / LPC are working satisfactorily from designated PCs (the
same have been identified with a sticker on the PC);
2) All stand alone versions of OPT / LPC / SPS have been removed from all
PY
PCs;and All OPT / LPC / SPS output would only be generated from identified
PCs;
3) In case of any anomaly, this would be promptly brought to notice of Mr.Sudipto
O
Chandra for remedial action.
C
10.1.3.7 Fuel Computation
1)
E D
The following factors shall be considered when computing the fuel for a flight :
Meteorological conditions (at origin, enroute, destination, and alternate);

LL
2) Expected ATC clearances and any likely delays;
3) One instrument approach and missed approach at the destination;

O
4) Enroute loss of pressurization or engine failure;

TR
5) any other conditions which may cause increased fuel and/or oil consumption
e.g. EDTO or Re-dispatch build up.
N
In addition to the above, taxi out information is included in CFP and fuel is planned
O
accordingly. This shall permit accurate planning of fuel, flight duty time and crew
requirement.
C
Station wise data of Taxi out time is compiled on monthly basis and is circulated to
N
all concerned sections for OFP computation and Load and Trim purpose. Refer
U
FDM Chapter 10.17.4 for details.
Check company Fuel Advisory / Tankering Advisory and determine, if tankering or

any additional fuel is required.
Check if Computer Stored Alternate Matches with Selected Alternate.
PAGE 16
However, provision for additional fuel may be made, while generating flight plan,
under specific circumstances, such as :
• Level Restriction on part or total route due any reason;
• Fuel shortage at destination;
• Weather conditions;
PY
• Known ATC delays;
O
NOTAMs indicating degradation of landing / Navigational aids.
C
10.1.3.8 ATS Flight Plan
Refer to Chapter 10.8
10.1.3.9 Destination
E D
LL
A flight should not commence unless there is sufficient evidence that forecast
weather condition at the time of arrival at Destination Alternate shall be at or above
the Planning / Dispatch Minima in accordance with DGCA CAR AWO.
O
After commencement of the flight, the Normal Landing AOM shall be applicable
TR
10.1.3.10 Destination Alternate

N
Every flight shall be planned with at least one Destination Alternate.

O
Destination Alternate shall be at or above Dispatch / Planning minima in

accordance with DGCA CAR AWO for planning purpose. After initiation of the flight,
C
normal AOM shall be applicable.

N
Note : DGCA normal AOMs for all airports are available in Jeppesen manual
U
TJPL10, tailored page 10-9Z
Refer para 10.1.7.3 for selection of coastal alternates.
10.1.3.11 En-route Alternate
It should be at or above enroute Minima for the applicable time window.
PAGE 17
10.1.3.12 Destination Alternate / EDTO Alternate/ Redispatch Refuelling

Airport and Secondary Alternate
Shall be specified in Operational as well as ATS flight plan.
10.1.3.13 En-route Alternate
En-route Alternate shall be adequate for the type of aircraft and above AOM for that
PY
aerodrome. The following factors shall be considered before designating an
alternate :
O
• Distance from destination and fuel required;
C
• Length of runway, PCN and at least one Navigation / Landing aids available;
•
Prevailing weather; E
Availability of ground facilities / personnel; D
LL
• Availability of refueling facilities;
• ATC watch hours and communication facilities;

O
• Availability of parking space;

TR
• Political aspects, if any;
• Passenger handling facility, Hotels, Connections etc;

N
•
O
Fire Fighting category;
•
C
The Captain has the authority to designate any airport as an alternate to meet
the various variables of flight operations as long as adequacy is met;
N
• On line station shall be preferred;

U
Jet Airways has international network encompassing Middle East, Europe, North
America, Africa, Far East and Asia Pacific countries.
While operating on such network, we have gained valuable feedback and

experience concerning operational issues in context of en-route diversions and
subsequent recovery.
In order to streamline the flight crew facilitation with required timely information to
enable decision making prior to impending diversion and subsequent recovery, a
list of en-route alternates has been established.
PAGE 18
The Operations Manual clearly defines en-route alternate criterion.
To enable categorizing list of alternates, International network is being divided as

per following segments :
1) India – Europe;
2) India – South Africa;
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3) India – Middle East;
4) India – Asia Pacific;
O
5) Trans Atlantic.
C
Further, en-route alternates in each segment have been listed in order of
E D
preference as established in coordination with Airport Services and Engineering.
For quick in-flight reference for flight crew, the en-route alternates list would be
LL
appended as a company NOTAM in the CFP.
10.1.3.14 Flight Altitudes

O
Refer OM Part A, Chapter 6

TR
The software of LIDO Flight Planning System ensures that flight levels selected and
shown on the Flight Plan are above MEA and below MAA. If Flight Dispatcher is
N
releasing the Flight Plan on any fixed Flight Level, then he shall ensure that the
requirements of MEA, MAA and MORA are met. Between two airways when there
O
are multiple airways exercise caution while checking the MEA/MAA for the required
route.
C
N
10.1.3.15 Communication of Fuel Figure

U
Departure Fuel Figure and Burn Off shall be updated in Jet Soft system which is
accessed by Fuelling Company and also Load and Trim Staff.
In case final fuel figure has been updated in Jet Soft and thereafter the Fuel figure
needs to be changed due any operational requirement, then Fuelling Company and
Load and Trim staff shall be advised telephonically regarding this revision.
Thereafter revised figure shall be updated in the system.
In case of system failure, inform the fuelling company of the fuel required via
telephone/Fax .Trip and Departure Fuel figures are passed on to Load and Trim by
phone.
PAGE 19
10.1.3.16 RTOW, MLW and MZFW Limit Value in JETSOFT
Till recently, Flight Dispatch used to provide the following details to Airport Services
for Load and Trim purpose.
• RTOW PERF (limited to Certified MTOW);
• TRIP Fuel (Burn Off);
PY
• TAXI OUT Fuel;
O
Departure Fuel;
C
MLW limit reduction due WET runway condition for specific airfield (Refer
QRH, Ops Info pages);
• MZFW limit reduction due MEL dispatch.

E D
However, the above information lacked inputs under following scenario :
LL
• RTOW restriction due PTOW limit during Max Fuel Tank Capacity flight.
O
In this context, the Fuel Information Screen in Jetsoft has been modified as under
where
TR
Two new columns have been added in the Fuel Info Screen. Next to RTOW, Max
Landing Weight and Max Zero Fuel Weight columns can be seen.
N
O
C
N
U
The Dispatch staff updating the Fuel Information can now update the RTOW PERF
(limited to MTOW or PTOW), Max Landing Weight (MLW) and Max Zero Fuel
Weights (MZFW) in case they are limiting.
PAGE 20
The Fields should be left blank in case these are Structural values.
The Dispatch staff can update any or all the fields required as applicable.
PY
O
C
E D
LL
O
TR
N
O
C
N
U
Once the values are updated and user selects “Verified and Confirmed” and clicks
“Save” button.
PAGE 21
PY
O
The Fuel Information screen can be seen as shown below.
C
Additionally there is also a Tag line added to the column headers for clarity as
shown below. E D
LL
O
The following examples are provided for easy understanding :

TR
Example 1 – OFP is limited by PTOW for a flight with Max Fuel Tank capacity.
PTOW is 76000kg
N
O
C
N
U
PAGE 22
Example 2 – OFP is limited by Take-off Performance Limit for the flight
Performance Limit is 68500kg
PY
O
C
Example 3 – Landing weight at specific airport is field performance limited e.g. wet
MLW Limit is 58000kg

E D
runway at short field (10-0 tailored page of that airfield has the limitation)
LL
O
TR
N
O
Example 4 – MZFW is restricted due to MEL invoke e.g. maintain xxxxx kg of

unusable fuel in tank
C
N
MZFW Limit is 61000kg

U
PAGE 23
Example 5 – There are no limitations on MTOW, MLW and MZFW
Leave all three columns blank
PY
O
C
10.1.3.17 Delayed Flight With Suffix “D”
E D
To meet certain operational requirements, at times flights are delayed and
rescheduled to subsequent day. In such cases the flight is termed as Delayed Flight
of original date of operation and Suffixed as “D” with Flight No. (Typically WB flights
when delayed and departure rolls over to next day with delay of 8-10hrs).
LL
e.g : The attached Pre-Flight copy shows the schedule flight 9W-117 of 22 Jan and
O
delayed to next day i.e. 23 Jan and operating as 117D.

TR
IOCC posts an ETD on the flight to trigger down-line systems. Passenger PNR's
gets updated with ETD and SMS is triggered as per the business process.
If IOCC creates a flight with "D" suffix, then in terms of the system logic, it would
N
mean cancellation of Schedule flight 9W-117 and creating a new scheduled flight
O
called 9W-117D.
C
This would mean that there is no delay captured on OPAS for the original delayed
flight 9W-117 and also no SMS trigger would happen where the system would treat
N
this flight as a new flight for the day. Any update of ETD or OOOI timings on this
flight would not get reflected on the FLIFO on RES since RES cannot have an
U
alpha numeric flight number.
SABRE RES and SSCI check-in system does not accept any alpha numeric flights;
hence they have a separate process to load the flight as “9W-1117” on the SABRE
for their check-in purpose.
In view of the above, from Flight Dispatch perspective, it would mean a manual
intervention to change the flight from 9W-117 to 117D, since the filing of flight plan
requires the flight to be filed as "D" due two flights with the same flight numbers on
the given day.
PAGE 24
Operations of “D” flights require permission from respective regulator and also from
overflying countries whereas the schedule flight had already been approved by
authorities.
In view of the above, additional attention to be given on the following areas :
• OFP : Include similar text in “Dispatchers Remark” as highlighted in Sample

Pre-Flight Briefing sheet for information to operating crew;
PY
• ATS Plan : check and ensure all the highlighted portions are correctly filled in;
O
• PIC name on Pre-Flight and ATS plan.
C
Important Note :
FD to check with Crew scheduling department to confirm name of operating crew

E D
and manually update LIDO Flight Planning System since auto-capture of crew
name will not take place due system limitation.
LL
O
TR
N
O
C
N
U
PAGE 25
SAMPLE PRE-FLIGHT BRIEFING SHEET :
PY
O
C
E D
LL
O
TR
N
O
C
N
U
PAGE 26
SAMPLE ATS PLAN :
PY
O
C
E D
LL
10.1.4 Operational Acceptance by PIC or Dispatch Release
Commander signs the Pre-Flight Briefing sheet for operational acceptance. The
O
name of Dispatcher is indicated on Pre-Flight Briefing sheet and considered as

signed and released by the concerned dispatcher.
TR
Any significant NOTAM / Weather shall be mentioned on the Pre Flight briefing
sheet.
N
Any significant operational information shall be mentioned in the “Dispatcher

O
remarks” column in the pre-flight briefing sheet.

C
Crew shall collect flight envelope containing the complete flight package which
includes ATS and Operational Flight Plan, Met Folder, NOTAM package, satellite
N
picture and any other special briefing papers relevant to the flight.
U
PAGE 27
10.1.5 Multi Sector Flight
Whenever a set of flight crew is scheduled to operate series of flights or return

flights, Pre-flight briefing packages shall be provided to PIC on the first leg of the
flight covering all the sectors.
PIC shall sign Pre-flight Briefing sheet as acceptance for each sectors.
PY
After the acceptance by the PIC, in case there is any change in OFP for
subsequent sectors, Flight Dispatcher shall compute necessary changes and
transmit the revised OFP to respective station through E-mail / Fax.
O
In case of any amendment to the Operational Flight Plan for an ACARS fitted
C
aircraft, while en-route, Flight Operations Officer shall have provision to
communicate the relevant data to the PIC through free text ACARS message. The
10.1.6 All Weather Operations (AWO)

E D
Pilot-In-Command also has provision to acknowledge his agreement.
LL
DGCA CAR Section 8, Series C, Part I on All Weather Operations (AWO) provide
guidelines on Cold and Wet weather Operation and specifies operational
O
stipulations regarding AOM, Cat II / III, Low Visibility Takeoff (LVTO) and Converted
Meteorological Visibility (CMV).
TR
Revised All Weather Operations (AWO) CAR has introduced various new clauses
such as Dispatch / Planning Minima for Alternate Aerodrome (Destination and En-
N
route Alternate) and Relevant RVR. New set of AOM with max and min values and
these all have major operational significance towards flight operations.
O
Refer Operations Manual (OM) Part A, Chapter 17.4 for details.

C
N
U
PAGE 28
10.1.6.1 Converted Meteorological Visibility (CMV) List
In accordance with CAR AWO, the Converted Meteorological Visibility (CMV)

clause may be applicable to the following list of airports due to presence of High
Intensity Runway Lights and High Intensity Approach Lights.
Sl No Airport Runway HIRL HIAL
PY
VABF
1 VABP 12 Yes Yes
O
30 Yes Yes
2 VAAH O5 Yes Yes
C
23 Yes Yes
3 VABB EO9
27
14
D Yes
Yes
Yes
Yes
Yes
Yes
LL
4 VAUD O8 Yes Yes

5 VANP 14 Yes Yes
O
32 Yes Yes
TR
6 VAKJ 19 Yes Yes

7 VAID O7 Yes Yes
N
25 Yes Yes
8 VABO O4 Yes Yes
O
22 Yes Yes
C
9 VARP 24 Yes Yes

N
VECF
U
10 VEAT 18 Yes Yes

36 Yes Yes
11 VECC 19L Yes Yes
01R Yes Yes
19R Yes Yes
12 VEGT 20 Yes Yes
13 VEIM O4 Yes Yes
22 Yes Yes
PAGE 29

14 VEPT O7 Yes Yes
15 VEBS 14 Yes Yes
16 VERC 13 Yes Yes
PY
VIDP
17 VIAG O5 Yes Yes
18 VIDN O8 Yes Yes
O
19 VIDP O9 Yes Yes
C
27 Yes Yes
10 Yes Yes
28
11
E D
Yes
Yes
Yes
Yes
LL
29 Yes Yes
20 VIBN O9 Yes Yes
O
21 VIAR 16 Yes Yes

34 Yes Yes
TR
22 VILK O9 Yes Yes

27 Yes Yes
N
23 VIJP O9 Yes Yes

O
27 Yes Yes
24 VIJU 36 Yes Yes
C
VOMF
N
25 VOML O6 Yes Yes

U
24 Yes Yes
26 VOMM O7 Yes Yes
25 Yes Yes
27 VOCB O5 Yes Yes
23 Yes Yes
28 VOMD O9 Yes Yes
29 VOTP O8 Yes Yes
26 Yes Yes
PAGE 30

30 VOTV 14 Yes Yes
32 Yes Yes
31 VOTR 27 Yes Yes
26 Yes Yes
PY
32 VOBZ O8 Yes Yes
33 VOVZ 28 Yes Yes
34 VOBL O9 Yes Yes
O
27 Yes Yes
C
35 VOCI O9 Yes Yes
27 Yes Yes
36 VOHS 09R
E
27L
D Yes
Yes
Yes
Yes
LL
09L Yes Yes
27R Yes Yes
O
TR
Regulatory guidelines shall be applicable for implementation of CMV on the day of

operations.
N
O
C
N
U
PAGE 31
10.1.7 Weather Criteria Assessment and Fuel Planning by Flight Dispatch
This is in reference to FDM Chapter 10.1, Pre-Flight Preparation Procedure, the

following guidelines are provided w.r.t. weather criteria assessment and appropriate
fuel planning by Flight Dispatch to avoid potential diversion situation.
10.1.7.1 Destination
PY
A flight should not commence unless there is sufficient evidence that latest
meteorological forecast or a combination of current reports and forecast weather
condition, at the time of arrival at Destination will be at or above the AOM.
O
In case of Destination meteorological conditions at the estimated time of use are
C
expected to be below the operator’s established aerodrome operating minima for
that operation, the requirement for Two (02) Destination Alternates shall be planned
in accordance with DGCA CAR AWO.
E D
Considering scenarios of conservative TAFs and high probability of landing at
LL
Destination, a situation may arise when a flight is required to be released to a
Destination when metrological reports are marginal / below AOM at Destination at
the time of Dispatch. Under such scenario, the operational environment shall be
O
evaluated with due diligence, inclusive of PROB / TEMPO, and selection of Two (2)
Destination Alternates with appropriate fuel shall be planned in accordance with
TR
FDM Chapter 10.7.
Following factors shall be considered in deciding Destination Landing minimum :

N
• VIS/RVR
O
• Ceiling
C
• Surface wind limit (Dry, Wet, Slippery etc)

N
While determining meteorological condition, Flight Dispatch shall consider the

U
elements of TEMPO, BECMG, PROB and weather alerts with applicable

adjustments to arrival time.
PAGE 32
‘BECMG’ is followed by a four-figure group indicating the beginning and ending of

the period in which the change is expected to occur. The change in the forecast
conditions is expected to be permanent, and to occur at an unspecified time within
this period. The change will prevail till the next change is forecasted.
‘TEMPO’ will similarly be followed by a four-figure time group; it indicates a period

of temporary fluctuations in the forecast conditions which may occur at any time
PY
during the stated period. The ‘TEMPO’ conditions are expected to last less than
one hour in each instance, and in aggregate, less than half the period indicated.
The probability of a significant change occurring will be given as a percentage, but
O
only 30% and 40% will be used. The abbreviation ‘PROB’ will precede the
percentage, which will be followed by a time group, or a change and time group,
C
Example to elaborate : E D
TAF EGLL 241101Z 2412/2518 22010KT 9000 SCT020 TEMPO 2420/2507
BKN012 PROB30 TEMPO 2502/2507 100M FG BKN001 BECMG 2507/2509 9999
LL
BECMG 2513/2515 5000 RA PROB40 TEMPO 2515/2518 24015G25KT 4000
SHRA BKN014CB
O
In above e.g,
TR
EGLL forecast is valid from 12UTC of 24th Apr 2015 till 18UTC of 25th Apr 2015.
(30hrs) Forecast weather starts with winds as 220/10kt, visibility of 9000m and
clouds SCT020 till 0700UTC of 25th Apr 2015.
N
1st Change : Deterioration of ceiling given in Tempo only for Clouds as BKN012
O
from 2000UTC of 24th Apr 2015 till 0700UTC of 25th Apr 2015 which is a Transient
condition.
C
2nd Change : Deterioration of visibility and ceiling given with PROB30 Tempo FM
N
0200 UTC of 25th Apr 2015 till 0700 UTC of 25th Apr 2015 for low visibility 0100m
in FOG and ceiling of 0100 feet with BKN clouds.
U
3rd Change: Becoming indicate improvement in visibility to 9999m from 0700UTC

of 25th Apr 2015 till 0900UTC of 25th Apr 2015 which is applicable from the end of
change.
4th Change: Becoming indicates deterioration in visibility to 5000m in RAIN from

1300UTC of 25th Apr 2015 till 1800UTC of 25th Apr 2015.
PAGE 33
5th Change: PROB Tempo from 1500UTC of 25th Apr 2015 till 1800UTC of 25th
Apr 2015 for mean winds changes and wind speed with gust factor from 15kts till
25kts for which Aircraft limitations for Cross and Tail winds need to be considered.
Deterioration of visibility to 4000m in weather shower of rain and ceiling at 1400
feet in Cumulonimbus clouds covering for 5/8 to 7/8 portion of sky.
Following examples are simulated for EGLL as Destination, Destination Alternate,
PY
Take-Off Alternate, En-route Alternate and Departure airport for ease of
understanding :
Destination :
O
Considering EGLL as Destination and referring to the forecast given above.
C
All above applicability remains the same except below changes :
E D
0200 UTC of 25th Apr 2015 till 0700 UTC of 25th Apr 2015 for low visibility
LL
0100m in FOG and ceiling of 0100 feet with BKN clouds.
As EGLL has got CAT III B landing facility, along with it if the A/C and Crew is
O
compatible for CAT III B, then the 2nd Change weather condition meets the landing
minima requirement. As CATIII B minima is 75m for B777 type of A/C without
TR
DA/DH. But in case of Airfield is downgraded to CAT I due Notam or A/C is

downgraded to CAT I due MEL or Crew is not qualified to do CAT III B landing.
Then the flight does not meet the landing minima requirement as CAT I minima
N
requirement is visibility of 550m and ceiling of 200ft.

O
C
N
U
PAGE 34
Destination Alternate :
Considering EGLL as Destination Alternate and referring to the forecast given

above.
2nd Change: Deterioration of visibility and ceiling given with PROB30 Tempo FM
PY
O
EGLL cannot be planned as Destination Alternate in the PROB30 Tempo from
0200 UTC till 0700UTC of 25th Apr 2015. Destination Alternate planning shall be
C
done in accordance to Alternate Aerodrome (Destination or Enroute) Planning
minima for Dispatch. E D
Apr 2015 for mean winds changes and wind speed with gust factor from 15kts till
LL
25kt while planning as Destination Alternate in accordance to Alternate Aerodrome
(Destination or En-route) Planning minima for Dispatch. Mean wind and gust factor
should be within required limits.
O
Take Off Alternate :

TR
Considering EGLL as take-off alternate and referring to the forecast given above.
N

O
2nd Change: Deterioration of visibility and ceiling given with PROB30 Tempo FM
C

N
EGLL cannot be planned as Take-off Alternate as visibility is forecasting 0100m in

U
FOG which is persistent. While, to designate station as Take-off Alternate station

weather (TAF/ METAR) as applicable shall not be less than ILS CAT I minima.
Apr 2015 for mean winds changes and wind speed with gust factor from 15kts till 25
kt while planning as Take-off Alternate mean wind and gust factor should be within
required limits.
PAGE 35
En-route Alternate :
Considering EGLL as En-route Alternate and referring to the forecast given above,
Refer applicability same as for “Destination Alternate.”
Departure :
PY
Considering EGLL as Departure station and referring to the forecast given above.
O
C
E D
For departure from EGLL between 0200UTC till 0700UTC of 25th Apr 2015, the
Forecast or Actual weather is low visibility 100m. Flight needs to be planned in
LL
accordance to AWO LVP procedure if station has established LVP procedure in
force at the time of low visibility.
O
While planning a flight with marginal weather condition, Flight Dispatcher shall give
due consideration towards uplifting additional fuel, over and above company
TR
advisory, to protect a potential diversion scenario and also to ensure schedule

integrity of the airline. Reports for such additional fuel, over and above company
advisories, would be as per documented process in OM-A, Para 12.5 (a).
N
Any additional fuel recommended by Flight Dispatcher, over and above established.
O
Company advisories, would be issued only after consultation with the Flight
C
Dispatch Base Managers. Such fuel recommendation by Flight Dispatcher would be

monitored and the same be authenticated by the Flight Dispatch Base Manager.
N
U
Flight Dispatch Base Manager would also review, post flight, whether this additional
fuel recommended by Flight Dispatch was really utilized or not to establish it as a
judicious decision and sharpen decision making for future.
Refer to FDM Para 10.6.3 for detailed guidance regarding Addition Fuel
recommendation by Flight Dispatcher.
PAGE 36
10.1.7.2 Destination Alternate
Every flight shall be planned with at least one Destination Alternate.
Destination Alternate shall be at or above Dispatch / Planning minima in

accordance with DGCA CAR AWO for planning purpose. After initiation of the flight,
normal AOM shall be applicable.
PY
In case of Destination meteorological conditions at the estimated time of use are
expected to be below the operator’s established aerodrome operating minima for
that operation, the requirement for Two (02) Destination Alternates shall be planned
O
in accordance with DGCA CAR AWO.
C
Refer to FDM Chapter 10.4 for detail requirement for selection criteria of Two
Destination Alternate.
Note: D
DGCA normal AOMs for all airports are available in Jeppesen manual
E
TJPL10, tailored page 10-9Z.
LL
10.1.7.3 Selection of Alternates for Destinations Located in Coastal Areas:

Advection Fog
O
Background :
TR
There can be occasions where advection fog can quickly make an aerodrome
unusable situated in coastal regions, the same risk may apply to potential
N
diversions as well if destination alternates are also situated in coastal region.

O
Thus, flight crew should ensure that an appropriate fuel endurance is available and
that alternates unlikely to be affected by advection fog remain within range in the
C
event that the destination weather deteriorates unexpectedly.

N
Jet Airways has been operating flights to coastal airports and some of the flights
U
have experienced marginal visibility conditions.
There have been instances where weather condition for destination and destination
alternate in coastal region were well above AOM at the planning stage however
weather both at destination and destination alternate had deteriorated rapidly at
expected time of landing.
PAGE 37
Intent :
The procedure for selection of destination alternate airports has been defined for
flights to coastal airports providing additional safety margin to mitigate the impact of
advection fog.
Weather Outlook :
PY
Advection fog is formed when warm, moist air passes over a cool surface.
Advection fog can move in rapidly and visibility can deteriorate in a very short span
of time. Also it can be accompanied by winds. Such conditions can be difficult to
O
forecast reliably.
C
Procedure :
VOGO, VOML, VOCL, VOCI and VOTV as destination.

E D
The following criteria shall be applied while planning flights into coastal airports:
LL
1) Inland Airport (away from coast) shall be selected as destination alternate. In
case of destination TAF below minima at time of despatch, both destination
alternates shall be inland airports at planning stage.
O
2) Distance between destination and inland destination alternate shall not be

TR
close-in alternates (distance less than 50 NM GCD). For example, for a flight to
VOML as destination, inland airports like VOBL / VOCB would qualify as
destination alternate.
N
However VABB, in spite of being coastal airport, had not been significantly affected
O
by advection fog. Considering this, VABB shall continue to be planned as Alternate

for Coastal Destination e.g. VOGO.
C
N
U
PAGE 38
10.1.8 Guidelines for Operations to Performance Limited Airports
Refer OM A 17.3.21.
In case of MEL, prior to chocks off, to / from these airfields, PIC needs to contact
IOCC and IOCC in turn would inform Flight Safety and Chief Pilot of the fleet. Flight
safety would contact DGCA to get DGCA relief for operations with MEL.
PY
Dispatchers have been advised NOT to SELECT any Performance Limited Airports
as Destination Alternate for a flight, operating to any one of the listed Performance
Limited Airports.
O
Following list of MELs are not permitted operating to and from the above mentioned
C
Airports since it affects directional control of the aircraft.
B737 - TAKE-OFF and LANDING
A) THRUST REVERSER
E D
LL
1) 78-1 THRUST REVERSER SYSTEM
2) 78-7 REVERSER LIGHTS

O
B) ANTISKID
TR
1) 32-2 ANTISKID SYSTEM

N
2) 32-3 PARKING BRAKE VALVE

O
C) BRAKES & SPOILERS

C
1) 27-7 AUTO SPEED BRAKES – (Degradation applicable only for landing)

N
2) 32-15 LANDING GEAR SELECTOR VALVE BYPASS MODULE

U
D) DIRECTIONAL CONTROL
1) 32-8 RUDDER PEDAL NOSE WHEEL STEERING SYSTEM
2) 32-15 LANDING GEAR SELECTOR VALVE BYPASS MODULE
3) 22-3-2YAW DAMPER
PAGE 39
ATR - TAKE-OFF and LANDING
A) THRUST REVERSER
1) 61-45-01 LO PITCH CAUTION LIGHT
B) BRAKES & ANTISKID
PY
1) 32-42-01 WHEEL BRAKES
2) 32-42-02 ANTISKID SYSTEM
O
3) 24-22-01 ACW Generator Channel (Generator + Related GCU)
C
C) DIRECTIONAL CONTROL
1)
2)
22-18-03 YAW DAMPER FUNCTION
27-20-1 RUDDER DAMPER

E D
LL
3) 27-20-2 RCU
Note: The above list is a ready guidance for faster decision making.
O
TR
In case of any conflict with MEL document, the stipulations mentioned in

MEL shall supersede.
N
O
C
N
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PAGE 40
10.1.9 GNSS RAIM / RNP Prediction Service (GRPS)
The GNSS/GPS receiver (typically TSO-C129 class) provides an integrity algorithm

known as Receiver Autonomous Integrity Monitoring (RAIM). RAIM is a form of
integrity monitoring performed within the avionics themselves: it ensures available
satellite signals meet the integrity requirements for a given phase of flight. The
receiver performs the RAIM function in real-time, using the current constellation,
excluding any satellite whose signal is broadcasting an “Unhealthy” (Do Not Use)
PY
condition. By comparing the pseudo-range measurements of a number of satellites,
the RAIM function can identify a satellite failure and issue an alert to the pilot. A
minimum of five satellites is required to detect a bad satellite.
O
Since GPS receivers do not predict the signal outages, prediction tools use receiver
C
algorithm to predict outages which provide a prediction function that allows a pilot
during preflight to predict RAIM availability for an intended GPS-based procedure.
D
Generally, the following PBN specifications require RAIM prediction during preflight:
E
−
LL
RNP 4 (Enroute Oceanic)
− RNP 2 (Enroute Continental)

O
− RNP 1 (Terminal SID/STAR)

TR
− RNP APCH (RNAV Approach based on LNAV or LNAV/VNAV, RNP =

0.3)
N
− RNP AR APCH (RNP Authorisation Required Approach, RNP =< 0.3)

O
Apart from these, if any other PBN specification requires GPS then RAIM prediction
C
would be required during preflight.

N
Jet Airways Flight Dispatch will predict RAIM availability using web-hosted tool
U
GRPS of DW International. DW International is the industry leader for the provision

of RAIM predictions to airline operators and flight planning companies.
GRPS has been designated for predictions relating to NAVSTAR GPS system
(USA). However, it will be expanded in the future to include Galileo (European
system), GLONASS (Russian system), Compass/BeiDou (Chinese system) and
IRNSS (Indian Regional Navigational Satellite System).
PAGE 41
Jet Airways will use the GRPS to predict the RAIM availability for the following PBN
specifications at applicable airports:
RNP 1 – VOCI (Cochin), VHHH (Hong Kong)
RNP APCH – VOCI (Cochin), if no other instrument approach is available
GRPS can be accessed using the following weblink:
PY
https://tools.dwint.com/
O
Username: _____________
C
Password: _____________
After logon, Home screen will launch.

E D
LL
O
TR
N
O
C
N
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PAGE 42
For prediction of RAIM availability at airport(s), select Tools >> Aerodromes >>
Create New.
PY
O
C
E D
LL
O
TR
N
O
C
N
U
PAGE 43
Select Show Lookup for aerodrome selection.
PY
O
C
E D
LL
O
TR
N
O
C
N
U
PAGE 44
Enter airport ICAO code or IATA code or airport Name.
PY
O
C
E D
LL
O
TR
N
O
C
N
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PAGE 45
Based on the type of entry, airport will be suggested.
PY
O
C
E D
LL
O
TR
N
O
C
N
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PAGE 46
After clicking on the desired aerodrome from the lookup, aerodrome is selected and
aerodrome elevation, ARP Latitude and Longitude are shown. For the same
scenario, more than one airport can also be selected.
PY
O
C
E D
LL
O
TR
N
O
C
N
U
PAGE 47
The selected aerodrome(s) can be saved for the future repetitive use.
PY
O
C
E D
LL
O
TR
N
O
C
N
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PAGE 48
For example, VOCI has been saved for RNP 1 RAIM prediction as VOCI_RNP1.
PY
O
C
E D
LL
O
TR
N
O
C
N
U
PAGE 49
The saved aerodrome scenario can be used for routine predictions.
PY
O
C
E D
LL
O
TR
N
O
C
N
U
PAGE 50
Once saved aerodrome scenario is selected, click Load.
PY
O
C
E D
LL
O
TR
N
O
C
N
U
PAGE 51
The selected aerodrome scenario is loaded for prediction of RAIM availability.
PY
O
C
E D
LL
O
TR
N
O
C
N
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PAGE 52
Click on GPS Receiver.
Receiver Type
PY
Default Setting – C129
O
Since Jet Airways fleet is equipped with TSO C-129 receivers, default receiver C-
C
129 will be selected.
E D
LL
O
TR
N
O
C
N
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PAGE 53
Algorithm- FD / FDE
Default Setting – FD
PY
In order for a GPS receiver to perform Receiver Autonomous Integrity Monitoring
(RAIM) or Fault Detection (FD) function, a minimum of five visible satellites with
O
satisfactory geometry must be visible to it. RAIM has various kind of
implementations; one of them performs consistency checks between all position
C
solutions obtained with various subsets of the visible satellites. The receiver
provides an alert to the pilot if the consistency checks fail.
E D
RAIM availability is an important issue when using such kind of algorithm in safety-
critical applications (as the aeronautical ones); in fact, because of geometry and
LL
satellite service maintenance, RAIM/FD is not always available at all, meaning that
the receiver's antenna could have sometimes fewer than five satellites in view.
O
An enhanced version of RAIM employed in some receivers is known as Fault

Detection and Exclusion (FDE). It uses a minimum of six satellites to not only detect
TR
a possible faulty satellite, but to exclude it from the navigation solution so the
navigation function can continue without interruption. The goal of fault detection is
to detect the presence of a positioning failure. Upon detection, proper fault
N
exclusion determines and excludes the source of the failure (without necessarily
identifying the individual source causing the problem), thereby allowing GNSS
O
navigation to continue without interruption. The availability of RAIM and FDE will be
slightly lower for mid-latitude operations and slightly higher for equatorial and high-
C
latitude regions due to the nature of the orbits.

N
U
PAGE 54
PY
O
C
E D
LL
O
TR
N
O
C
N
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PAGE 55
Selective Availability (SA)
Default Setting – OFF
PY
SA was an intentional degradation of public GPS signals implemented for US
national security reasons. Since year 2000, use of SA has been discontinued.
When SA is turned ON, the errors may be up to 100 m (328 ft).
O
C
E D
LL
O
TR
N
O
C
N
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PAGE 56
Baro-Aided
Default Setting – OFF
PY
Baro-aiding is a type of GPS integrity augmentation that basically allows the GPS
receiver to use location’s static system to provide a vertical reference and reduce
O
the number of satellites required. GPS units that have baro-aiding are much less
likely to experience outages. Some units require manual entry of the altimeter
C
setting for baro-aiding.
D
If Baro-aiding feature is available then the receiver uses barometric altitude in place
of the GPS altitude of the position solution and the receiver only solves for the
E
horizontal position and needs one less satellite, giving a higher likelihood of having
LL
the required integrity for the time frame of graphical prediction.
Generally, baro-aiding is the feature of WAAS/SBAS receivers (TSO C-146).

O
TR
N
O
C
N
U
PAGE 57
Mask Angle
Default Setting 5 degrees (vide DGCA CAR / OC on PBN guidance given below)
PY
O
C
E D
LL
O
TR
N
O
C
N
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PAGE 58
Integrity Level:
PY
For most aerodrome calculations the integrity levels will be Terminal (SID/STAR),
O
Non-Precision Approach (NPA), i.e., RNP APCH or RNP AR APCH.
C
For example, RNP 1 is selected for VOCI STAR.
E D
LL
O
TR
N
O
C
N
U
PAGE 59
After clicking OK, all the input parameters of GPS receiver are shown on the left
panel.
PY
O
C
E D
LL
O
TR
N
O
C
N
U
PAGE 60
Click on Time Settings for start time and duration of RAIM prediction.
PY
O
C
E D
LL
O
TR
N
O
C
N
U
PAGE 61
Select the start date and time for RAIM prediction. The prediction can be started at
STA/ETA or STD/ETD or even at earlier time.
PY
O
C
E D
LL
O
TR
N
O
C
N
U
PAGE 62
Duration of prediction can be planned for the next 24, 48 or 72 hours from the start
time.
PY
The reliability of RAIM prediction reduces with higher duration.
O
C
E D
LL
O
TR
N
O
C
N
U
PAGE 63
After clicking OK, all the input parameters of Time Settings are shown on the left
panel.
PY
O
C
E D
LL
O
TR
N
O
C
N
U
PAGE 64
Click on Prediction >> Summary.
The Summary outputs RAIM Outage. If summary outputs 0 outage then the flight
can be planned without any interruption/limitation.
PY
O
C
E D
LL
O
TR
N
O
C
N
U
PAGE 65
Click on Prediction >> Details.
The Details outputs RAIM Outage along with airport details and input parameters.
PY
O
C
E D
LL
O
TR
N
O
C
N
U
PAGE 66
If RAIM outages are predicted then duration of outages are also indicated.
PY
In the event of a predicted, continuous loss of RAIM of more than five (5) minutes
O
for any part of the intended flight, the flight should be delayed, canceled, or re-
routed where RAIM requirements can be met (vide DGCA CAR/OC guidance given
C
below on PBN). Pilots should assess their capability to navigate (potentially to an
alternate airport) in case of failure of GPS navigation.
E D
In the event of a predicted, continues loss of appropriate level of
fault detection of more than five minutes for any part of the RNP
10.3.3
LL
1 operation, the flight planning should be revised (e.g. delaying
the departure or planning a different departure procedure).
O
TR
In the event of a predicted, continues loss of appropriate level of

fault detection of more than five minutes for any part of the RNP
10.6.2.1.3 APCH operation, the flight planning should be revised (e.g.
N
delaying the departure or planning a different departure

procedure)
O
C
N
U
PAGE 67
Click on Printable Version to get the full details.
PY
O
C
E D
LL
O
TR
N
O
C
N
U
PAGE 68
PY
O
C
E D
LL
O
TR
N
O
C
N
U
Flight Dispatch will provide the printout along with OFP and briefing package.
PAGE 69
The sample output of RAIM availability for RNP 1 operations is given below:
PY
O
C
E D
LL
O
TR
N
O
C
N
U
PAGE 70
The sample output of RAIM availability for RNP APCH operations is given below:
PY
O
C
E D
LL
O
TR
N
O
C
N
U
PAGE 71
10.1.10 Reduced or Amended Runway Length Due Notam –Use of Temporary

RTOW Chart and OPT/LPC/SPS Output
In case of change in Runway Data due Notam, Flight Dispatch is required to

provide appropriate Take-Off data i.e. RTOW and Take-off Speeds to operating
crew and following procedure shall be followed.
Issue of Temporary RTOW Chart:
PY
1) In case the Notam has validity 07 Days or more, Ops Engg. team shall issue
Temporary RTOW Chart for the amended Runway Dimension
O
2) In case the Notam has validity less than 07 Days, output from OPT / LPC /
C
SPS shall be issued.
Action by Flight Dispatch:
• D
In case of condition mentioned in above point no 1,
E
LL
Flight Dispatch shall provide OPT/LPC/SPS out to operating crew along with
Pre-flight Briefing package until TEMP RTOW Charts are issued by Ops Engg.
O
• In case of condition mentioned in above point no 2,

TR
Flight Dispatch shall provide OPT/LPC/SPS out to operating crew along with
Pre-flight Briefing package from the time of issue till expiry of the Notam.
Flight Dispatch shall advise operating crew NOT to use on board impacted
N
PERMANENT RTOW chart and use either TEMP RTOW chart, if issued or
O
OPT/SPS/LPC output.
C
Important Note:
N
In case of Multisector Flight, OPT/SPS/LPC output for Take-off data for any one of
the subsequent impacted sector, shall be provided to operating crew at the time of
U
Pre-Flight Briefing prior commencing First Sector. This Take-off data shall be based
on forecast weather condition and corrected for expected change during the course
of the day with briefing to PIC to provide exact operating conditions on arriving at
impacted station.
Later on, prior departure from impacted station, PIC would ask for revised
OPT/SPS/LPC output from Flight Dispatch when previous OPT/LPC/SPS output
becomes invalid or restrictive due prevailing weather condition prior departure
PAGE 72
10.1.11 Planning of Departure During Main Runway Closure at BOM
Departure from Secondary Runway in BOM during day with high temperature or
unfavourable winds have significant payload penalty to Wide Body flights and also
to certain narrow body flights with high payload. This has become frequent
occurrence during present main runway closure where Dispatchers put appreciable
effort to maximize payload uplift.
PY
At times, runway 27 remains operational in spite of the NOTAM being effective and
there is no definite time line is received from ATC for runway change over in spite
of a favourable wind pattern.
O
Under such scenario, we need to make conscious decision and try to maximize
C
payload with least effect on OTP.
D
In view of the above, the following procedure has been formulated to plan
departure of flights during NOTAM period of Main Runway Closure at BOM.
E
1) Dispatch shall work out pre-flight preparation for both Runways and give Pre
LL
Alert to all stake holders e.g. IOCC, CSD, Engg, Fuel Co and Operating Crew.
O
2) Dispatch will coordinate with ATC to identify the intended runway for departure
latest by D - 45 Min.
TR
3) On confirmation from ATC, Dispatch shall establish RTOW and Fuel for
appropriate departure runway and advise all stake holders mentioned above
N
O
4) In case of any reversal of decision by ATC after D-45 mins w.r.t selection of
runway for departure, there may be need to off-load payload to accommodate
C
the flight departure from secondary runway.

N
5) Any delay arising out of this, shall be acceptable due Last Moment Change of
U
Runway.
PAGE 73
10.1.12 OFP Preparation / Release Checklist
Detailed procedure for OFP computation is documented in FDM for guidance of

Dispatchers.
However while computing OFPs in real time operational environment, Dispatchers

have been computing OFP through memory items. This has led to many human
error.
PY
In order to mitigate this, OFP preparation check list concept is now being
introduced.
O
This Checklist will not describe the process however post computation of OFP, this
C
checklist will facilitate the Dispatcher to carry out Checks whether all the required
steps were performed or not to release the OFP.
Check points”.
E D
The Checklist concept is primarily intended to convert “Memory Item” in to “Action
This will prevent or minimize the number of human error arising out of working
LL
through memory items.

O
Laminated hardcopy Checklists (02 page) have been sent to all FD stations and are
required to be located on each working FD desk e.g. B1, B2, B3, B4, B5, D1, D2,
TR
D3 etc.
N
O
C
N
U
PAGE 74
PY
O
C
E D
LL
O
TR
N
O
C
N
U
PAGE 75
PY
O
C
E D
LL
O
TR
N
O
C
N
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PAGE 76
10.1.13 Flight Planning under Pax DNB / Baggage Offload Situation
Flight Planning under Pax DNB / Baggage Offload Situation
Background:
Recently in couple of occasions it was observed, information of potential Payload
PY
offload of Pax DNB and Baggage offload situation was not timely transmitted in
advance to all concerned stakeholder.
This resulted some loss of optimization possibility.
O
C
Intent:
Streamlining advance notification and decision escalation process to ensure all
inconvenience.
E D
options are evaluated to avoid Pax DNB / Baggage Offloading and guest
LL
Process:
1) In a possible / anticipated situation of PAX DNB / Baggage offload during Flight

O
Planning stage, the concerned FD will evaluate possible Flight Planning

options to optimize
TR
2) If still offload situation continues then the matter will be escalated by concerned
FD to respective FD-DM & FD Base Manager for any other Flight Planning
N
related options/guidance
O
3) IOCC DM will also be informed by concerned FD – DM so that a/c rotation or

other possible options can be evaluated by IOCC to minimize this offload
C
4) While escalating to IOCC DM, an email will be sent with a brief which will bring
N
commonality in information flow with other stakeholders.

U
5) This email will also be marked copy to CLCU, Respective APM/Apt Svc, FD
Base Mgr and DGM Flight Dispatch
PAGE 77
10.1.14 Communication of DGR – NOTOC
Intent:
To amplify the existing procedure for communication of DGR – NOTOC.
Applicability:
PY
All flights of Jet Airways and Jet Lite departing from any station within company
network
O
Process:
C
1) Source of DGR- NOTOC information
D
Flight Dispatch shall receive communication from Cargo department on email
regarding DGR on a specific flight. This communication from Cargo shall be
supported with the copy of NOTOC.
E
LL
2) Flight Dispatch action once NOTOC is received

O
Flight Dispatcher shall provide the copy of NOTOC along with preflight briefing
package to operating crew for flights departing from Flight Dispatch station i.e.
TR
BOM, DEL, CCU and MAA.
Note: This copy of NOTOC is the advance copy provided to operating crew
N
whereas primary responsibility of providing NOTOC to operating crew

remain with Loading Staff at ramp as documented in OM A 35.1.20.2
O
For all flights originating from other stations, copy of the NOTOC shall be provided
C
to Crew by Loading staff at respective station however same copy of the NOTOC
shall be sent by Cargo department to Flight Dispatch for retention.
N
Copy of the NOTOC sent by Cargo department for all the flights in company
U
network shall be retained by Flight Dispatch as record which shall be referred by

Flight Dispatcher in the event of an emergency.
PAGE 78
10.1.15 Reporting of Inadequate Facility
Intent:
To establish procedure for reporting of inadequate facilities observed during flight to

applicable authorities and communication to operational areas of the organization.
PY
Applicability:
All flights of Jet Airways and Jet Lite
O
Any impacted flights of Code Share partner, if advised by the respective code share
C
partner airline
Process:
1)
E
Source of information for inadequacy D
LL
• Notam
• Official communication from respective authority directly or via station

O
manager
TR
• Report from Pilot or Dispatcher
• Any operational or safety occurrence through which inadequacy is

N
identified
O
2) Immediate action once inadequacy if reported or identified
•
C
Flight Dispatcher shall analyze the impact of inadequacy of facility on a

single or set of flights and ensure appropriate operational restrictions or
N
limitations are applied so that remaining facilities are adequate for safe
conduct of the flight
U
PAGE 79
3) Reporting within organization
• In case the inadequacies pose significant operational barrier where it may

cause large impact on airline schedule, the Flight Dispatcher shall inform
IOCC and reporting Manager to evaluate alternate feasible option of
Change of Equipment, Rescheduling, Cancellation, Restricting Operating
weight limitation etc.
PY
• Depending on the requirement, other concerned stakeholders e.g. Ops
Engg, Fleet Office, Engineering, Airport Service, Network Planning,
Revenue Management, Cargo etc shall be informed by Flight Dispatcher
O
directly or through IOCC for necessary action
C
4) Reporting to external authority
•
D
Manager Flight Operations of respective Flight Dispatch office shall report
to appropriate external authorities at regional level at earliest possible time
E
without undue delay, regarding the inadequacies which has significant
LL
impact on airline flight operation.
Manager Flight Operations – ATS Liaison shall follow up the same and shall
O
escalate to HQ level of respective external authorities, wherever required, in the

TR
best interest of the airline.

N
O
C
N
U
PAGE 80
10.1.16 VFR Flight Planning
Intent:
To provide standard guideline to ensure VFR flights are appropriately planned by

Flight Dispatchers in accordance with Operations Manual.
PY
Applicability:
Schedule/ Non-Schedule revenue flights to / from airfields having no instrument

approach
O
C
Non-revenue flight to meet any specific technical / operational requirement
Process:
Flight Dispatcher shall ensure the following

E D
LL
• All flight requiring to plan under VFR, are planned in accordance with OM A
Chapter 7, Para 7.6 and OM A Chapter 17,Para 7.3
O
• OFP shall be planned with a suitable Alternate having at-least one Instrument
Approach Procedure and with Flight Level restriction as per VFR rules.
TR
• Fuel shall be planned after due consideration of weather, notam and

anticipated traffic congestion.
N
• Appropriate Route briefing details along with pre-flight briefing package are
O
provided to operating crew including significant obstacle details and EOEP, if

any.
C
• Flight Rule portion in ATS Flight Plan shall indicate either V or Y or Z

N
depending on the type of operation of the specific flight.

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PAGE 81

FUEL FINALIZATION PROCEDURE BY
FLIGHT DISPATCH
REV 10.0 23 MAY 2017
10.2 FUEL FINALIZATION PROCEDURE BY FLIGHT DISPATCH
PY
O
C
E D
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O
TR
N
O
C
N
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PAGE 82

FUEL FINALIZATION PROCEDURE BY
FLIGHT DISPATCH
REV 10.0 23 MAY 2017
Note : Any change in the final fuel figure after the fuel has once been confirmed
on the Jet Soft, will have to be conveyed by phone to the fuelling
company, crew and Load and Trim.
In case the crew does not report upto D-40mts the Flight Dispatcher shall
confirm the fuel figure
PY
10.2.1 Reserved
10.2.2 Reserved
O
10.2.3 Reserved
C
E D
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O
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N
O
C
N
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PAGE 83

PROCEDURE FOR SENDING FLIGHT
PLAN PACKAGE
REV 10.0 23 MAY 2017
10.3 PROCEDURE FOR SENDING FLIGHT PLAN PACKAGE
10.3.1 To International Station where GHA Performs Flight Operations

Functions
GHA is the nodal point of contact for handling the flight plan packages and handing
over to the crew.
PY
D -180mts : Flight plan packages to be forwarded to APM and GHA office.
D -120mts : If Flight plan package is not received, the APM / GHA will contact
O
the Flight Dispatch Office.
C
D - 90mts : GHA to handover Flight plan packages to the crew on
reporting.and confirm the final fuel figure.
D - 60mts : D
GHA to inform the Final fuel to the Fuel Company.
E
LL
Note 1: In case of revision in the Flight plan Package, the Dispatcher will call up
and inform GHA about revised package.
O
Note 2: The Flight plan package will be marked “CC” to APM’s office for
contingency purpose. In case of printer failure at GHA office or any other
TR
issues (e.g.: Internet failure at GHA), then APM’s office will assist in
handling the Flight plan Package.
N
10.3.2 To International Stations where GHA does not Handle Flight

Operations Functions
O
The APM will be the nodal point of contact.

C
D -180mts : Flight plan packages to be forwarded to the APM.

N
D -120mts : If Flight plan package is not received, the APM will contact the
U
Flight Dispatch Office.
D - 90mts : APM will handover Flight plan package to the crew on reporting
and confirm the final fuel figure.
D - 60mts : APM to inform the Final fuel and trip fuel to the Fuel Company
and the Load and Trim office.
Note: In case of revision in the Flight Plan package, the Dispatcher will inform
the APM about the revised package.
PAGE 84

PROCEDURE FOR SENDING FLIGHT
PLAN PACKAGE
REV 10.0 23 MAY 2017
10.3.3 To Non-Dispatch Stations within India for Domestic Flights
The APM’s Office is the nodal point of contact.
D -120 min : Check for EZFW in the LIDO Flight Planning System /Jet Soft/
Message Pad. In case the same is not available, obtain the same
from the Load and Trim office / CLCU.
PY
D - 90 min : Flight Dispatch will compute CFP and email it to the APM.
D - 80 min : In case Flight plan package is not received, the APM’s Office will
O
call respective Flight Dispatch from where the Flight Plan
C
Packages are being sent.
D - 70 min : Check for RZFW in the LIDO Flight Planning System /Jet Soft/
D
Message Pad. In case of any revision Dispatch would recalculate
and provide a new CFP if required.
E
LL
D - 60 min : APM will handover Flight plan package to the crew on reporting
and confirm the final fuel figure. APM to inform the Final fuel and
trip fuel to the Fuel Company and the Load and Trim office.
O
Note: In case of revision in the Flight plan Package, the Dispatcher will inform
TR
the APM’s office about the revised package.

N
O
C
N
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PAGE 85
FUEL POLICY REV 10.0 23 MAY 2017
10.4 FUEL POLICY
Flight Dispatch will work out fuel required for each flight in accordance with the Fuel
policy established in OM. 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 PIC and the Flight Dispatcher for accuracy.
It is Jet Airways policy to have at least one alternate planned for each flight.
PY
In accordance with CAR Section-8, Series “O”, Part II, Operation of Commercial Air
Transport – Aeroplanes, fuel requirements have been amended as under. Relevant
O
CAR extracts are reproduced to indicate the significant changes.
C
Contingency Fuel
E D
Contingency fuel, which shall be the amount of fuel required to compensate for
unforeseen factors. It shall be 5 per cent of the planned trip fuel or of the fuel
required from the point of 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
LL
fly for five minutes at holding speed at 450 m (1500 ft) above the destination
aerodrome in standard conditions.
O
Destination weather below normal AOM at time of dispatch.

TR
Two destination alternate aerodromes shall be selected and specified in the

operational and ATS flight plans when, for the destination aerodrome :
N
a) Meteorological conditions at the estimated time of use will be below the

O
operator’s established aerodrome operating minima for that operation; or
b) Meteorological information is not available.

C
N
To ensure compliance with above two provisions, LIDO Flight Planning System has
been set-up to ensure OFP with minimum contingency fuel of 5 min and to show
U
two MDFs, when flight is dispatched with Destination weather below normal AOM.
PAGE 86
FUEL POLICY REV 10.0 23 MAY 2017
LIDO Flight Planning System generated OFP shall indicate the following :
• First and Second Alternate;
• Route and Flight Level information for both Alternate;
• Navigation-log for the First Alternate;
PY
• Total fuel requirement to cater for the farther Alternate;
• MDF for both the Alternates;
O
• Both Alternates on the ATS plan.
C
It may be noted that Alternate Navigation-log would always be for the First Alternate
shown in the fuel summary whereas Total Fuel Requirement shall cater for the
Farther Alternate.
E D
Thus Flight Dispatchers are advised to select the Closer Alternate as First Alternate
LL
while computing OFP.
Refer OM Part A, Chapter 12 for Fuel Policy of each type of aircraft.

O
TR
N
O
C
N
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PAGE 87
OPERATIONAL FLIGHT PLAN (OFP) REV 10.0 23 MAY 2017
10.5 OPERATIONAL FLIGHT PLAN (OFP)
The CAR Section 8 Series ‘O’ Part-II stipulates that an Operational Flight Plan
(OFP) shall be completed for every intended flight. The OFP shall be approved and
signed by the PIC and, where applicable, signed by the Flight Operations Officer /
Flight Dispatcher, and a copy shall be filed with the operator or a designated agent,
or, if these procedures are not possible, it shall be left with the aerodrome authority
or on record in a suitable place at the point of departure.
PY
The OFP is generally processed electronically; the electronic processed OFP is
also known as Computerised Flight Plan (CFP). If electronic OFP is not available,
O
then Flight Dispatch shall provide either of the following :
C
• Historical CFP retrieved from LIDO Flight Planning System, or
•
Meteorological documentations.
E D
NIL Wind OFP amended with real time wind data as indicated in
Note 1: Signing a ‘Pre-flight Briefing Report’ satisfies the requirement of signing

LL
the OFP.
O
Note 2: No new OFP is required if an increase of ZFW is within the specified

upper limit as stated in the OM A Chapter 16.
TR
Note 3: In the event of last minute aircraft change of same variant which is not
reflected on the OFP, a new OFP shall be requested if BIAS factor of the
subsequent aircraft is higher than the previous aircraft.
N
O
10.5.1 Preparation of Operational Flight Plan

C
Jet Airways has implemented LIDO Flight Planning System for computation for
computing of Operational Flight Plan.
N
This Operational Flight Plans are also commonly termed as Computerized Flight
U
Plan (CFP). Flight Operations Officers are suitably trained on this Computerized
Fight Planning system.
The system is capable of providing latest forecasted upper air winds and
corresponding temperatures. The Computerized Flight Plans provided by the LIDO
Flight Planning System have been found to be realistic both in terms of time and
fuel consumption, and are used for conducting Jet Airways flights.
The guidance to operate the computerized flight planning system for preparation of
CFP has been outlined in LIDO User Manual.
PAGE 88
10.5.2 Contents and Use of OFP
The flight plan indicates the following :
• Route to be flown;
• Time for each leg;
PY
• Fuel for each leg;
• The Flight Level.
O
The above is calculated taking into account safety and economy, and helps to
C
arrive at the total time, fuel expected to be used, and total fuel requirements for the
flight.
the appropriate space provided in CFP.

E D
For all aircraft types takeoff and landing related information needs to be recorded at
LL
Flight Crew are required to record ETA / ATA and actual burn at spaces provided in
the Nav Log. In case actual flight levels / winds / temperatures are significantly
O
different from planned number, flight crew should write the same on Nav Log.
TR
10.5.3 Reserved
10.5.4 CFP Sample and Decode

N
Refer OM Part A Chapter 16

O
10.5.5 Historical Flight Plan

C
In the event of a breakdown in computer / communication lines, Historic Flight

N
Plans may be used. It is to be used only as a last resort. Following precautions are
a must :
U
• Historical Flight Plan is for the same aircraft and engine type that is operating
the flight;
• Validate the route against the Jeppesen charts;
• Performance adjustment factor is suitably amended;
• Delta correction for difference in ETOW is applied;
• Fuel / time and alternate are amended, if required;
PAGE 89
• MEL corrections to be applied as required;
• Historical Flight Plan is hand corrected for all changes in the appropriate
columns.
PY
O
C
E D
LL
O
TR
N
O
C
N
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PAGE 90
10.5.6 NIL Wind OFP
In the event of a breakdown in computer / communication lines, NIL Wind Flight

Plans may be used. NIL Wind OFP amended with real time wind data as indicated
in Meteorological documentations.
Following precautions are a must :
PY
• The aircraft and engine type that is operating the flight;
• Validate the route against the Jeppesen charts;
O
• Performance adjustment factor is suitably amended;
C
• Delta correction for difference in estimated TOW is applied;
•
Contingency fuel is re-adjusted to 10%;
E
Wind correction factor is applied;
D
LL
• Fuel / time and alternate are amended, if required;

O
• MEL corrections to be applied as required.

TR
N
O
C
N
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PAGE 91
FUEL OPTIMIZATION TECHNIQUE REV 10.0 23 MAY 2017
10.6 FUEL OPTIMIZATION TECHNIQUE
10.6.1 Tankering of Fuel
As per company policy, Fuel Tankering is permitted on a flight only after

accommodating all revenue loads on that flight.
Ops Engineering section issues tankering advisories based on fuel prices received
PY
from Finance department time to time.
This tankering advisory provides guideline to Dispatchers indicating the city pairs,
O
on which tankering is feasible depending of fleet rotation pattern.
C
Accordingly Dispatchers compute OFP/CFP, indicating the quantity of fuel to be
tankered on any specific sector. E D
While tankering, PIC and Dispatcher will bear in mind, the fuel requirement of the
flight to avoid any defueling scenario on the subsequent sector.
LL
If information regarding next sector is not available, then tankering quantity to be

restricted as per OM A Chapter 12.
O
10.6.2 Company Advisory for Additional Fuel Uplift on ‘Non-Tankering’

TR
Flights
To optimize fuel uplift for ‘Non-Tankering’ flights, additional fuel advisories are
N
established in terms of additional holding time based on statistical data for every
destination on network depending on ETA.
O
If there is no historical data available, then default advisories are indicated. These
C
advisories are generated with adequate buffers based on past experience and are
being provided to Flight Dispatch with monthly updates.
N
U
Flight dispatchers have been given instructions to keep the CFPs ready with the
above mentioned advisory upper limits.
PIC may use his discretion and judgment to reduce the additional holding fuel to
meet any operational requirement.
Any excess fuel uplift over and above published Fuel advisory will to be considered
as DISPATCH or CAPTAIN extra as appropriate and Fuel Management system will
be updated by Dispatcher accordingly.
Refer OM Part A Chapter 12.
PAGE 92
FUEL OPTIMIZATION TECHNIQUE REV 10.0 23 MAY 2017
10.6.3 Additional Fuel Uplift – Recommendation by Dispatcher
Flight Dispatchers in IOCC or Flight Dispatch at times recommend uplift of

additional fuel over and above company prescribed standard fuel advisory.
Flight Dispatchers use their discretion after considering all important factors such
as :
PY
• Meteorological condition of Destination, En-route and Alternate;
• Known / anticipated ATC delays due airspace closure or other operational
O
factor;
C
• Crew / Aircraft compatibility vis-à-vis LVP operations;
• Fuel shortage at destination;
• D
NOTAMs indicating degradation of landing and Navigation aids etc.
E
LL
However over-conservative decisions often lead to unnecessary uplift of additional
fuel.
O
Dispatchers are advised to analyze relevant parameters with all possible details
and use their best judgment for such additional uplift of fuel. Such decisions of
TR
additional fuel uplift are required to be endorsed by their respective reporting

Managers prior implementation.
N
Statistical statement for uplift of such additional fuel, advised by Dispatchers shall
be generated every fortnight and this will be scrutinized by respective unit Manager.
O
10.6.4 SID / STAR Specific Route Creation

C
N
Appropriate SID/STAR with respect to mostly used Runways for all the Airports are
loaded in the Flight Planning system.
U
Flight Dispatcher plan flights with appropriate SID/STAR and adhere to the
procedure for selection of appropriate SID/STAR as per Operations Manual.
PAGE 93
OFP COMPUTATION PROCEDURE REV 10.0 23 MAY 2017
10.7 OFP COMPUTATION PROCEDURE
Refer LIDO User Manual Chapter 10
10.7.1 Procedure to Compute OFP for non-Tankering Sector with Additional

hold over Destination
PY
10.7.2 Procedure to compute OFP for EDTO sector
O
C
10.7.3 Procedure to compute OFP for Re-Dispatch
Refer to LIDO Manual Chapter 17
10.7.4
E D
Procedure to Compute OFP for Trans Atlantic Flights
LL

O
10.7.5 Procedure to Create Route in LIDO Flight Planning System

TR
Dynamic routing is generated by LIDO Flight Planning system.Additionally fixed

Company routes are maintained by Tech Dispacth Team.
N
In case of creation of anyspecific route for the flight.Refer LIDO User Mannual
Chapter 11
O
C
N
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PAGE 94
OFP COMPUTATION PROCEDURE REV 10.1 01 MAR 2018
10.7.6 Procedure to Compute OFP in PBCS Airspace / Datalink Mandate

Airspace.
Currently LIDO doesn't have any mechanism to indicate PBCS routes.
Dispatcher must check state AIPs and NOTAMs to verify PBCS spec requirement
required for the route/airspace and comply with restrictions. if any.
PY
In datalink mandate airspace Dispatcher, if a flight experiences ATC datalink /
CPDLC / ADS-C failure PRIOR to departure which renders the aircraft non-DLM
O
compliant, the flight should re-submit a flight plan so as to remain clear of the DLM
airspace.
C
It should be noted that in DLM airspace:
•
E D
If a flight experiences ATC datalink / CPDLC / ADS-C failure AFTER
DEPARTURE which renders the aircraft unable to operate CPDLC and/or
ADS-C systems, requests to operate in the DLM airspace will be considered on
LL
a tactical basis. Such flights must notify ATC of their status PRIOR TO
ENTERING the airspace.
O
• If ATC datalink / CPDLC / ADS-C failure occurs while the flight is OPERATING
WITHIN DLM AIRSPACE, ATC must be immediately advised. Such flights may
TR
be re-cleared so as to avoid the airspace, but consideration will be given to

allowing the flight to remain in the airspace, based on tactical considerations.
N
• Altitude reservation (ALTRV) requests will be considered on a case by case

basis (as is done today) irrespective of the equipage status of the participating
O
aircraft.
C
N
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PAGE 95
10.7.7 OFP Computation for Charter and Ferry Flight in case of Non-
Availability of Fuel Cost in LIDO Flight Planning System
Refer to LIDO User Manual Chapter 10.
CHARTER and FERRY flights into stations had been operated in the past, where
company did not have scheduled operations.
PY
Cost Index OFP could not be computed for these flights since Fuel Costs for those
stations are not available in the LIDO Flight Planning system.
O
The following Performance Schedule has been finalized and is required to be
followed while computing OFP for :
C
• CHARTER or FERRY operation out of stations where Jet Airways does not
•
have Scheduled Operations; E D
B777/A330 operates a Domestic Scheduled flight or Domestic Positioning
Ferry.
LL
• Compute OFP with following Schedule

O
A330 MACH81
TR
B777 MACH83
N
B737 CI20
O
10.7.8 OFP Computation Procedure – Test Flight and Training Flight

C

N
Reference OM A Chapter 12 Fuel Policy for Test Flight and Training Flight have
been incorporated and the relevant OFP Computation procedure shall be followed
U
10.7.9 OFP Release and Send Procedure in LIDO Flight Planning System
Refer LIDO User Manual Chapter 13 for OFP Release and Chapter 20 for Web
Briefing Portal.
PAGE 96
10.7.10 Speed Schedule for fixed Mach OFP - B777
Whenever a FIXED MACH OFP is computed for B-777, the following Speed
Schedule shall be applicable.
Climb CI30
PY
Descent CI30
O
Flight Dispatchers, while computing B-777 OFP with FIXED MACH value, shall
mention the following statement in Dispatch Remark in Preflight Briefing.
C
"Speed Schedule : Climb CI30 Cruise M0.XX Descent CI30" (Where
E D
M0.XX is the MACH value on which the OFP has been computed.)
10.7.11 OFP Computation with ATR MEL 21-61-1 or other Equivalent MELs
LL
Quote :
O
ATR MEL 21-61-1

TR
MAINTENANCE (M) PROCEDURES
NIL
N
OPERATIONAL (O) PROCEDURES

O
Adjust manually the pack discharge temperature to obtain the same duct indication
C
as the other pack.

N
If pack is not used, an in-flight failure could imply total loss of pressurization,
U
so fuel consumption at FL100 must be taken into account to compute the trip
fuel.
Unquote :
While planning flights with above mentioned MEL, the OFP is required for FL 170 or
below depending on Track and fuel should be catered for FL 100.
PAGE 97
Recently a flight was delayed, where OFP was released at FL 170 and Informatory
Plan was provided for FL 100. However the Pre-flight Briefing sheet reflected the
release fuel details for FL 170 but NOT for FL 100. This resulted uplift of incorrect
fuel figure on aircraft and led to delay.
To avoid similar failures in future, the following procedure shall be followed :
1) Compute the OFP for FL 100 without Company Advisory and take print as
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“Informatory”;
2) Compute the OFP for FL 170 or lower FL (depending on Track) with Company
O
Advisory and compare with Total fuel of OFP for FL 100 (without Company
Advisory);
C
3) Release the OFP with FL 170 or lower FL (depending on Track) with “TOTAL
FUEL” as Higher of the two OFPs mentioned above i.e. Fuel without Company
4)
E D
Advisory for FL 100 and Fuel with Company Advisory at FL 170;
For, RTOW and L and T purpose, the TRIP fuel of FL 170 OFP shall be
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considered.
O
TR
N
O
C
N
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PAGE 98
10.7.12 Determining Maximum Flight Level while Planning Flights with

Degraded Anti-Icing System due MEL
We have encountered multiple MELs which lead to degradation of Anti-Icing system

and restrict the aircraft to be flown under known or forecast icing condition.
Under such scenario, Flight Dispatch needs to determine the maximum flyable
PY
altitude by avoiding en-route Icing condition.
The following steps shall be followed with this regard :
O
1) Check Prognostic Significant Weather Chart, identify Icing Level i.e. Zero
Degree Isotherm level and any areas of significant weather having Icing
C
conditions;
2)
3)
E D
Check OFP or Upper Wind Data chart to determine the ISA deviation en-route;
Apply that ISA deviation value in QRH, Ops Info pages and determine
corresponding Flight Level;
LL
4) In case of multiple ISA deviation value indentified on a route, the most limiting
value shall be applied while planning.
O
In all practical purposes, the Flight Level value identified from QRH, Ops Info Pages
TR
shall be higher than the Zero Degree Isotherm altitude since QRH, Ops Info page
value caters for the advantages received out of Ram Rise.
N
The Flight Level identified from QRH shall be the highest flyable FL under that
prevailing ISA condition and OFP needs to be computed accordingly.
O
EXAMPLE :
C
Suppose,
N
U
i) Prognostic Significant Weather Chart from Meteorological department shows

Icing Level i.e. Zero Degree Isotherms at FL 150;
ii) OFP or Upper Wind Chart indicates en-route ISA deviation as ISA + 15;
iii) QRH, Ops Info pages indicates Max FL 190 under ISA+15 conditions with 280
KIAS speed schedule.
Then Flight will be planned at FL 190 or 180 depending on the track to be flown.
PAGE 99
10.7.13 Life Raft Requirement for B737 Flights Over Water
This is in accordance with the CAR Section 8, Series O, Part II, Para 6.5.3.1,
B737 aeroplanes shall not operate on overwater flights at a distance from land
suitable for making an emergency landing, greater than 120 minutes at cruising
speed, or 400 NM, whichever is less. Ditching procedures for B737 were
PY
demonstrated with the use of life-jacket. Details of B737 ditching procedures are
given in SEP Manual Chapter 6A.
In view of the above, 400NM offshore range over the Oceanic airspace of Arabian
O
Sea and Bay of Bengal has been identified and marked as Area of Operation
through an Airway for easy reference for Flight Dispatchers. The airways indicate
C
the southerly most boundary of 400NM range offshore.
A) Arabian Sea Oceanic Airspace :

E D
The following schematic indicate the 400nm radius range centering multiple airports
near shore. Over Arabian Sea, if the following Airports are selected, the region
LL
above Airway P570 is within the circles of one of these airports.

O
VOTV, VOCI, VOML, VOGO, VABB, VADU, VAAH, VAKS, VAPR, OPKC, OOMA,
OODQ, OOMS, OMSJ, OMDB, OBBI
TR
N
O
C
N
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PAGE 100
B) Bay of Bengal Oceanic Airspace :
The following schematic indicate the 400nm radius range centering multiple airports
near shore.
Over Bay of Bengal, if the following Airports are selected, the region above Airway
P570 is within the circles of one of these airports.
PY
VOMM, VOVZ, VCBI, VECC, VCCG, VCCB, VGHS, VOPB, VYYY, VOCX, WITT,
VTBS, WIMM, WMKK, WSSS
O
C
E D
LL
O
TR
N
O
C
Flight Dispatchers are advised to plan the flights accordingly over water and the
matter needs to brought to the notice of IOCC in case any route is not covered
N
under this rule to enable IOCC to advise Engineering for installation of life-raft.
U
PAGE 101
10.7.14 Planning of Flights with max Fuel Tank Capacity Restriction
There have been occasions when aircraft are being dispatched with full tank
capacity. This can happen either due to long sector minimum fuel requirements
(e.g. VIDP-WSSS, VABB-OEJN) or due to tankering.
Whenever a flight starts reaching tank capacity, it requires due diligence to handle
PY
such scenarios. The following details which are part of B737 e-learning in fuel
module are reiterated to facilitate the planning of such flights.
As volumetric capacity is the limit, while refueling, FD has to check with refueling
O
company, approximate fuel density for the day. Suppose SIN indicated approximate
fuel density as 0.78, then multiplying this number with 26025 litres leads to 20300
C
kg. Then FD has to limit OFP to this calculated value.
D
This is the only way to handle such scenario or else FD has to wait till aircraft is
refueled to full tank capacity and then limit OFP to actual fuel weight for that day.
E
LL
Following are clarifications to facilitate Flight Dispatchers :
• Whenever aircraft is required to be refueled to full tank capacity due sector

O
minimum fuel requirements, use Planned Takeoff Weight (PTOW) from OFP
“Fuel Summary” rather than RTOW (Performance) from paper charts or OPT
TR
as indicated in the following generic payload range curve for a B737-800W

High Gross Weight aircraft;
N
O
C
N
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PAGE 102
• Refueling can be done up to volumetric tank capacity (in litres) as appended in

blue. It may also be noted that trim sheet CG envelope has been designed to
cater for fuel density variations from 0.7549 to 0.8507 kg / litre.
PY
O
LIDO Flight Planning system database is loaded with Tank Capacity Limit value for
C
every aircraft in accordance with aircraft specific Certified Weight Schedule.
However this limit may vary depending on Specific Gravity value of fuel available in
a specific station.
E D
10.7.15 Selection of Appropriate Destination Alternate option in OFP
LL

O
10.7.16 Revised MDF due no Refuelling at Destination

TR
Whenever refueling facility not available at Destination, additional fuel shall be

carried from origin departure station to ensure arrival Fuel on Board is sufficient
enough to operate the next sector without being refueled at that station.
N
E.g. Flight is planned from A to B and then return B to A

O
Total Fuel required to be carried on A – B is the addition of following factors:

C
•
N
Taxi out fuel at A
•
U
Trip from A-B
• Contingency Fuel for A-B
• Company Holding Advisory over B
• Taxi in fuel at B
• APU fuel for Ground time at B
• Minimum Fuel Required from B – A
• Company Holding Advisory over A
PAGE 103
However while operating such flights, there may be long holding delays in air
overhead destination “B” and PIC can legally go down till OFP MDF value to
ascertain holding in air.
In such cases a/c after landing at destination B shall not have adequate fuel to
operate the return sector B-A without being refueled and a/c will be AOG in
Destination B due no fuel being available.
PY
To avoid such situation, the MDF of such flights need to be revised as under.
5) Non-Availability of Refuelling at VABI
O
MDF values for VABB - VABJ sector have been revised as:
C
ATR MDF- 1500 kg
B737 - 800W MDF - 5500 kg

E D
Considering the above scenario the MDF value is redefined to enable the pilot
LL
to practically decide on holding time capability overhead VABJ.

O
This will ensure recovery of the aircraft through a Refueling-Halt at. VAAH for
return sector of VABJ-VABB.
TR
6) Non-Availability of Refuelling at VABV
MDF values for VABB-VABV sector have been revised as:

N
O
B737 – 700/700W MDF 6200 kg

C
Considering the above scenario, the MDF value is redefined to enable the pilot
to practically decide on holding time capability overhead VABV.
N
This will ensure recovery of the aircraft through a Refuelling-Halt at VAAH for
U
return sector of VABV-VABB.
PAGE 104
7) Non-Availability of Refuelling at VADU
MDF values for VABB-VADU sector have been revised as:
ATR MDF 1800 kg
Considering the above scenario, the MDF value is redefined to enable the pilot
to practically decide on holding time capability overhead VADU.
PY
This will ensure recovery of the aircraft through a Refuelling-Halt at VAPR for
O
return sector of VAPR-VABB.
C
8) Non-Availability of Refuelling at KTM
i) MDF Values considering Lucknow (VILK) as Refueling Halt
D
A) Sector VNKT – VILK with VIDP as ALTERNATE
E
LL
B737 - 800 LGW SFP MDF - 7500 kg
B737 - 800 HGW SFP MDF - 7700 kg

O
B737 - 800 LGW SFP MDF - 7500 kg

TR
B737 - 900 MDF - 7900 kg
B737 - 900 ER MDF - 8100 kg

N
O
B) Sector VNKT – VILK with VEBN as ALTERNATE

C
B737 - 800 LGW SFP MDF - 6200 kg

N
B737 - 800 HGW SFP MDF - 6300 kg

U
B737 - 900 MDF - 6400 kg
B737 - 900 ER MDF - 6500 kg
PAGE 105
ii) MDF VALUES WITH VARANASI (VEBN ) AS REFUELING HALT
A) Sector VNKT – VEBN with VIDP as ALTERNATE
B737 - 800 LGW SFP MDF - 7400 kg
B737 - 800 HGW SFP MDF - 7600 kg
PY
B737 - 900 MDF - 7900 kg
B737 - 900 ER MDF - 8000 kg
O
B) Sector VNKT – VEBN with VILK as ALTERNATE
C
B737 800 LGW SFP MDF 5900 kg
B737 800 HGW SFP MDF

E D 6100 kg
LL
B737 900 MDF 6200 kg
B737 900 ER MD 6300 kg

O
TR
Considering the above scenario, MDF value is redefined to enable the pilot to
practically decide on holding time capability overhead VNKT.
N
This will ensure recovery of the aircraft through a Refuelling-Halt at VILK and VEBN
for return sector of VNKT-VABB or VNKT-VIDP.
O
IMPORTANT NOTE:
C
N
THESE MDF VALUES ARE INDICATED BASED ON MAX PAYLOAD

U
CALCULATION.
IN CASE OF LOWER PAYLOAD SITUATION ON THE DAY OF DEPARTURE,

THESE VALUES MAY BE ADJUSTED BY OPEATING CREW / DISPATCHER
DEPENDING ON THE FUEL REQUIREMENT TO FLY TO REFUELLING HALT
STATION AS PER ACTUAL LOAD ON THE DAY OF DEPARTURE.
PAGE 106
10.7.17 Flight Planning with MEL of Un-Usable Fuel
Background:
Whenever a MEL of Un-usable fuel is invoked on a flight, one or combination of the

factors amongst ZFW, MZFW, Total Fuel, MDF and CG determination are impacted
while planning the flight.
PY
Intent:
To outline the Flight Dispatch procedure for OFP preparation in compliance with
O
MEL/DDPG requirement and necessary communication with CLCU / Apt Svc
(where L&T functions are not handled by CLCU), Engg and Fuelling Company.
C
Process:
1) D
When MEL indicates “Fuel is either Unusable or to be treated as Unusable” for
planning.
E
LL
This fuel can be either in the Wings or in the Fuselage.
For this scenario, Flight Dispatch shall adhere to following steps:-

O
a) Identify the quantity of unusable fuel.

TR
b) Increase EZFW by this unusable fuel quantity and calculate OFP.

N
c) Restrict the MZFW by this unusable fuel quantity and advise CLCU/Apt
Svc.
O
d) Increase the Departure Fuel by this unusable fuel quantity and advise
C
CLCU / Apt Svc, Fueling Company.

N
e) Add Dispatcher Remark in Pre-flight Briefing advising crew to increase

MFR, MDF and Final Reserve by this unusable fuel quantity due MEL.
U
2) When MEL indicates “Fuel in fuselage may become unusable”
This fuel is Usable at planning stage. It may become Unusable in-flight.
For this scenario, Flight Dispatch shall adhere to following step:-
a) Assume all fuel quantity in fuselage may become unusable due to

anticipated second pump failure.
b) Restrict the MZFW by this fuel quantity in fuselage and advise CLCU / Apt
Svc
PAGE 107
c) Other stipulations of MEL for en-route airport availability to cater for

eventuality of fuel in fuselage becoming unusable should also be
completed.
Flight Dispatchers are advised to plan the flights accordingly.
Flight Dispatchers are also advised to refer to examples mentioned in MEL ppt
available in Performance Training Docs Folder at fltopsdocs site in this context.
PY
O
C
E D
LL
O
TR
N
O
C
N
U
PAGE 108
10.7.18 OFP Computation Procedure for Multi-Sector Flight
OFP computation procedure for Multi-Sector flights is described as under. Various

scenarios are simulated in explaining complexities in day to day operation.
A Multi-Sector flight is being operated from Delhi.
Sectors Planned :
PY
Sector STD (IST) STA (IST)
O
VIDP / VICG 1100 1200
VICG / VEPT 1230 1400
C
VEPT / VIDP 1430 1600
E
take the latest METAR / TAF of all stations.
D
Flight Dispatcher will start planning by 0930IST (D-90)for all sectors and he will
LL
Weather at 0930IST for all stations :
TAF VIDP: 0312 28004KT 3000 DU F035 BEC 0406 23004KT 2000 HZ=
O
TAF VICG: 0312 10005KT 6000 F020 S100 TEMPO 0612 F020CB B100=
TR
TAF VEPT: 0312 10008KT 4000 HZ S020 B100 BEC 0911 3000 HZ=
METARS :
N
VIDP - WIND 280 / 04KT, TEMP 35deg C, QNH 1000, RWY 29

O
VICG- WIND 100 / 05KT, TEMP35deg C, QNH 1000, RWY11 / 7000ft

C
VEPT - WIND 070 / 04KT, TEMP 34deg C, QNH1000, RWY 07 / 5500ft

N
Important Note :
U
The flight is operating in summer i.e. high temperature and few situations are
created to make this example critical.
Departure of flight from VIDP is 1100IST. Aircraft is B737-800(24K).
Flight Dispatcher will start planning of flight approximately 90min before departure
(D-90). Delhi is origin place of flight and it is dispatch station also.
In this situation, flight package of all sectors shall be given to Flight Crew in Delhi
only by Flight Dispatcher.
PAGE 109
CLCU has been advised to provide EZFW to Flight Dispatch for subsequent
sectors.
Now planning of flight will start at 0930IST (D-90) in Delhi.
As it is hot weather condition in North India, Flight Dispatcher is required to

calculate performance of aircraft by 1000 IST for each station on the basis of
PY
following information i.e. Performance / RTOW on the basis of current weather
condition / forecast weather, etc.
RTOW shall be checked as per Takeoff, Landing and Go-around for each station
O
and will be restricted accordingly.
C
Tailwind and crosswind limits shall also be checked for all stations.
performance limited airfield.

E D
MEL restriction should be checked, especially for VEPT. Refer 10-0 for
LL
Package of flights given to the Flight Crew includes :
• OFPs of all the sectors;

O
• NOTAMs, MET folder;

TR
• Copy of RTOW charts of all the departure stations (Delhi, Chandigarh, Patna);
• Copy of legal approvals.

N
Commercial will calculate maximum payload based on certified limit weight i.e.
O
MTOW, MLW and MZFW by default. In case any one or all values are lower than
C
certified limit due performance limit or MEL restriction, Flight Dispatcher shall inform
Commercial about the same and maximum payload will be calculated accordingly.
N
Calculation of performance takeoff and landing weight for each station.

U
SECTOR : VIDP - VICG
Take-off from VIDP :
Calculation of takeoff weight from OPT (as per current OAT 35 +2deg C).
OAT 37deg C / RWY 29 / NIL WIND / Q1000 ->70533kg
PAGE 110
Landing at VICG :
Calculation of landing weight at VICG (ETA at VICG is after 2 hours, previous day
OAT at same time / forecast OAT+2deg C; higher of two can be considered).
OAT 37deg C, RWY 11 / 7000ft / NIL WIND / , Q1000 ->65317kg (MLW from
OPT)
PY
Conclusion :
• OFP shall be planned with MLW65317kg at VICG and RTOW 70533kg at
O
VIDP;
C
• Flight Dispatch need not transmit any figure to commercial, if limiting by
certified limit weights;
•
D
Commercial will calculate maximum payload based on certified MTOW / MLW /
MZFW.
E
LL
SECTOR : VICG - VEPT
Take-off from VICG :

O
Calculation of take-off weight from OPT (as per forecast OAT / previous day OAT at
TR
same time + 2deg C; higher will be considered).
OAT 38deg C, RWY 11 / 7000FT / NIL WIND / Q1000 – >65331kg

N
Landing at VEPT :
O
MEL restriction to be checked for Patna, if any – No MEL reported.

C
Flight Dispatcher is required to refer 10-0chart for performance limited airfield.

N
Patna is performance limited airfield. For dry runway, RWY 07 it is MLW, i.e.,
U
65317kg based on NIL wind and ISA conditions.
Calculation of Landing weight at VEPT (ETA at VEPT is after 4 hrs, previous day
OAT at same time / forecast OAT +2deg C; higher will be considered).
OAT 40deg C, RWY 07 / 5500FT / NIL WIND / Q1000
Check MLW at VEPT from OPT.
It is observed that landing performance of Patna calculated by OPT with actual

weather condition is equal to the value of 10-0 performance limited chart i.e.,
65317kg (MLW from OPT).
PAGE 111
Conclusion :
• OFP shall be planned with takeoff weight of 65331kg at VICG;
• Flight Dispatch will transmit RTOW (Perf) 65331kg to commercial;
• Commercial will calculate maximum payload based on RTOW (Perf) and

certified MLW / MZFW.
PY
SECTOR : VEPT – VIDP
O
Take-off from VEPT :
C
MEL restriction checked for VEPT, if any. - NO MEL reported.
Calculation of takeoff weight from OPT (ETD 1430IST, after 0430hrs. As per
considered).
E D
previous day OAT. at the same time / forecast OAT +2degC; higher will be
LL
OAT 42deg C / RWY 07 / NIL WIND / Q1000 -> 56274kg
Landing at VIDP :
O
Calculation of landing weight at VIDP.

TR
OAT42deg C, Q1000, NIL WIND, RWY 29->65224kg (MLW from OPT)
Conclusion :
N
• OFP shall be planned with takeoff weight 56274kg at VEPT;

O
• Flight Dispatch will transmit RTOW (Perf) 56274kg and MLW (Perf) 65224kg to
C
commercial;
N
• Commercial will calculate maximum payload based on RTOW (Perf),

U
MLW(Perf) and certified MZFW.
(OPT printouts of above RTOW shall be handed over to pilot at the time of briefing)
PAGE 112
Change of Situation
After landing at Chandigarh, Flight Crew informed Flight Dispatch - Delhi that at
Patna - weather RAIN,OAT 30 deg C, RWY 07and asked for RTOW.
It is known that earlier RTOW of VICG-VEPT sector was limited as per take-off
weight from VICG. and now VEPT runway is reported WET.
PY
A) Landing at VEPT
MEL restriction to be checked, if any - No MEL reported.
O
Flight Dispatcher is required to check 10-0 chart of performance limited airfield for
C
MLW on WET runway = 58100kg
Calculation of landing limit weight at VEPT from OPT.

E
OAT 30 deg C, WET, RWY 07, Q1000->57652kg D
LL
In above example, landing performance calculated by OPT with actual weather
condition is less than value of 10-0 chart of performance limited airfield.
O
OFP shall be retrieved with performance limited take-off weight at VICG and
landing weight at VEPT.
TR
IMPORTANT NOTE :
N
Now it is observed that VICG-VEPT sector, MLW is changed because of wet

runway condition at VEPT.
O
Flight Dispatcher will transmit RTOW(Perf) and MLW(Perf) to commercial and

C
Commercial will calculate maximum payload based in RTOW(Perf), MLW(Perf) and

N
certified MZFW.
U
(OPT printouts of above MLW and revised OFP shall be sent to VICG for pilot and
MLW figure will be informed to commercial).
B) Takeoff from VEPT
MEL restriction to be checked, if any, - No MEL reported.
For flight planning, VEPT-VIDP sector was planned with forecast weather condition.
OAT 42degC / RWY 07 / NIL WIND / Q1000 -> 56274kg.
PAGE 113
Now condition is changed and revised flight plan is with actual / current
weather condition.
Calculation of takeoff weight from VEPT from OPT as per current weather and nil
wind, Weather - OAT 30deg C, WIND 070 / 05KT, Q1000, WET, RWY-07 (due to
wet runway condition OAT may be same or lower) = 61409kg.
PY
RTOW with current weather condition is more than RTOW as per forecast dry
weather condition.
OFP shall be retrieved with performance limited take-off weight from VEPT.
O
Flight Dispatcher will transmit RTOW (Perf) to commercial and Commercial will
C
calculate maximum payload based in RTOW (Perf) and certified MLW / MZFW.
D
(OPT printouts of above RTOW and revised OFP shall be sent to VEPT for pilot
and RTOW figure will be informed to commercial).
E
LL
10.7.19 Routes Creation with Runway Specific SID / STAR
Refer to LIDO User Manual Chapters 10 and 11

O
TR
N
O
C
N
U
PAGE 114
10.7.20 LIDO Limitation – Alternate Procedure
10.7.20.1 Airport Suitability Check (ASC) Process in LIDO System.
LIDO system is capable of doing Airport Suitability Check (ASC) while planning the
flight, but there are some limitations in LIDO system which require manual
intervention of FD.
PY
• LIDO system is configured with PIC minima for CAT I.
• In the scenario of CATII or CAT III capable flight failing ASC for CAT I, FD can
O
manually override the LIDO system and plan the flight with CATII or CATIII, if
required criteria is met as per AWO/COM.
C
• A/C limitation check is configured for DRY Rwy.
•
E D
LIDO system does not consider WET RWY condition in actual or forecasted
weather reports, FD should manually override LIDO system in the scenario of
WET RWY condition and plan the flight considering criticality and regulation for
LL
WET RWY.
• Suitability check is configured for Night Operations.

O
• Suitability check may fail for day operations flight even though required criteria
TR
is met as per regulation, since LIDO system is configured for Night operations.
FD to manually override the LIDO system.
N
• LIDO system is not configured to check GUST factor in actual and forecasted
wind.
O
• FD should manually check GUST factor in reported wind and plan the flight as
C
Lido system does not consider the criticality of gust factor in wind while
N
planning the flight.
•
U
LIDO system is not configured to check for RFF category of AD.
• LIDO system does not check for RFF category of AD, FD should carry out
manual check of available RFF at AD and consider the station accordingly.
PAGE 115
PY
O
C
E D
LL
O
TR
N
O
C
N
U
PAGE 116
10.7.20.2 Fuel Shifting – EDTO, DD/DP and Refile
LIDO has many modules for OFP computation however there are some limitations
which are applicable when certain modules are combined together. One such
modules is ETOPS with DD/DP which can produce in-correct results when
combined together.
FD to follow the flight planning procedure laid down in Chapter 18(Advance Flight
PY
Planning-ETOPS OFP DD-DP) of LIDO USER MANUAL along with the Limitation
mentioned in Chapter 25.
O
Note: Refile cannot be done while computing OFP which require both EDTO and
DD/DP.
C
D
Flight Planning for Sector
which require EDTO, DD-DP
E
and Refile
LL
Follow OFP Computing

O
procedure laid down in Ch. 18

(Advance Flight Planning-
ETOPS OFP DD-DP) of LIDO
TR
User Manual along with

limitation mentioned with Ch. 25
of LIDO User Manual.
N
O
Refile not allowed while

C
computing OFP which require

both EDTO and DD/DP.
N
U
FD remarks: Reason for not

doing refile.
PAGE 117
10.7.20.3 Handling of DUMMY MEL/CDL in LIDO
There are some MELs which have two different restrictions for different criteria, but
the MEL number remains same. LIDO system cannot identify two different
restriction for same MEL number. To get around the limitation Tech Dispatch has
created LIDO dummy MELs/CDLs of Original MELs/CDLs to handle incremental
penalties while keeping the same parent MEL/CDL. In such cases Dispatcher’s
PY
manual intervention is required to select dummy MELs or CDLs.
Respective FD planning the flight with such MEL/CDL shall evaluate the restriction
specified in the MEL/CDL and action according to applicable criteria.
O
In LIDO planning parameters, Despatcher remark of the parent MEL includes
C
details of the LIDO Dummy MEL/CDL with their respective restrictions. FD planning
the flight shall add respective LIDO Dummy MELs/CDLs in planning parameters as
Note:
E D
applicable for their flight before Initialization/Airport suitability check.
By following this process LIDO Dummy MEL/CDL added will be applicable

LL
for that flights particular scenario only.
O
SUB (DUMMY) MEL in LIDO

TR
N
MEL with multiple restriction

O
for different criteria invoked

C
N
FD planning the flight to

U
review MEL
Add respective LIDO Dummy

MELs/CDLs in planning
parameters as applicable for
their flight.
PAGE 118
10.7.20.4 Route Restriction - Random Route in NAT Track OFP
Random route generated by LIDO system in NAT region sometime consider the co-
ordinates of the published OTS by excluding the flight level published in OTS, but it
does not cater for NAT OTS restriction of passing through published OTS track
level.
PY
In such scenario FD to manually override the system and ensure flight planned with
random route does not pass through published OTS track while planning in random
route.
O
C
Random Route
generated by LIDO
is through published
OTS levels?
E D No
LL
O
Yes
TR
Check level planned by

FD to use LIDO Route
LIDO System.
N
O
C
Is planned level
N
passing through
No
U
published OTS
while climbing?
Yes
Manually override the

system by changing FL
and ensure released
OFP adhere to NAT
PAGE 119
10.7.20.5 JAI Portal – Day of Flight
OFP loaded in SPA portal is as per day of origin of flight, few flight in Jet airways
network has previous leg originating a day prior. So the day of flight loaded in LIDO
system for that sector through netline is of previous day whereas date of flight is for
present day.
PY
In such scenario whenever FD load the flight in SPA portal through LIDO system,
flight get loaded in previous day. Staff retrieving the flight package should search
for the previous day flight for viewing the above mentioned flight
O
C
Flight with
previous leg
originating a
day prior.
E D
No
LL
Yes/No?
O
TR
Staff to search for same day

Yes flight in SPA portal to view
flight package.
N
O
In SPA portal Flight package

will get loaded on previous
C
day. Staff to search for

previous day flight in SPA
N
portal to view above flight

package.
U
10.7.20.6 Reserved
PAGE 120
10.7.21 High Speed Plan for flights from India to Europe operated by Wide-
Body Aircraft.
Intent:
Considering WB crew status w.r.t. volume of operation, Flight Dispatch has been
requested by Fleet Office to provide advance flying time for IND-EUR sector to
PY
Rostering for optimized crew planning.
Flight Dispatch shall provide advance flying time details initially with Normal Cost
Index (CI) on most optimized route (MIN COST) and thereafter with high speed
O
details if requested by Cockpit Rostering due 02 crew ops.
C
CI plans are MIN COST plans with different times across multiple routes. Thus, MIN
TIME CI Plan shall be checked by Flight Dispatch against MIN COST CI Plan data,
Applicability:
E D
prior resorting to planning high speed flying.
LL
Typically, in winter months for WB Flights on INDIA to EUROPE route

O
Process:
TR
• STD / ETD – 5 hr.
If agreed company threshold of Block Time (Day- 9 hr. 45 min / Night- 9 hr. 15
N
min) has been exceeded Flight Dispatch shall provide Normal CI MIN TIME
flying time to Rostering based on Max Payload and send email to Cockpit
O
Rostering, Fleet Office and IOCC. In this process, Flight Dispatch shall send
Flying time based on “MIN TIME” CI Plan instead of “MIN COST” CI Plan
C
N
Note: Flight Dispatch will run Route Guide analysis and select MIN TIME
route accordingly
U
• Thereafter, Rostering will assess this flying time and in consultation with Fleet
Office, may request appropriate HIGH SPEED Flying data e.g. .83/.84M (for
A330) or .84/.85 M (for B777). Based on advance flying time (both Normal CI
and High Speed) information from Flight Dispatch, Rostering section shall
coordinate with Fleet to decide whether Two (02) or Three (03) crew are
required to be planned on a sector. In case of non-availability of 3rd crew,
Rostering is required to coordinate with Fleet office for final decision on high
speed plan.
PAGE 121
• Post receipt of final confirmation of Speed Schedule from Fleet office through
Rostering, Flight Dispatch shall plan the flight with appropriate speed and
prepare OFP accordingly. This OFP shall be computed as per standard
timeline documented in FDM where Fuel and Payload planning shall be based
on EZFW provided by CLCU. In case of payload offloading due high speed,
Flight Dispatch shall advise IOCC, Fleet Office, CLCU, Cargo, Apt Svc,
Rostering and Flight Dispatch team.
PY
• The speed schedule evaluated by Flight Dispatch shall remain below
VMO/MMO.
O
• Flight Dispatch shall ensure adherence of standard procedure for Max shear
C
check and also check for altitude capability over FL limited airspace e.g.
Afghan, Iran etc.
•
D
A monthly report shall be sent to Fleet Office indicating Additional Fuel burn
E
(kg) and Payload Loss (kg) w.r.t. Saving in Flying time for appropriate action.
LL
Important Note: The process of “MIN COST OFP PLANNING” on all other flights
shall remain unchanged.
O
TR
N
O
C
N
U
PAGE 122
ATS FLIGHT PLAN REV 10.0 23 MAY 2017
10.8 ATS FLIGHT PLAN
10.8.1 General
An ATS flight plan shall be submitted to the appropriate ATS unit for every flight in
order to permit alerting services to be activated, if required. Two different methods
are applied for the submission of the ATS flight plan :
PY
a) The ATS flight plan for an individual flight shall be submitted on an appropriate
form designated by the state concerned and being generally identical or similar
to the ICAO Model Flight Plan;
O
b) ATS flight plans for regularly operated flights with identical basic features may
C
be submitted in the form of Repetitive (stored) Flight Plans (RPL) as far as
relevant provisions are observed.
E D
The repetitive flight plans are retained by ATS units for repetitive use for a series of
individual flights. Information submitted in the individual ATS flight plan shall be
based on the OFP for the respective flight. The RPL data shall refer to the standard
LL
flight planning data of the OFP concerned.

O
10.8.2 Repetitive Flight Plan

TR
Repetitive Flight Plan is defined as a flight plan related to a series of frequently

recurring, regularly operated individual flights with identical basic features,
submitted by an operator for retention and repetitive use by ATS units.
N
Repetitive Flight Plans shall not be used for flights other than IFR flights operated
O
regularly on the same day(s) of consecutive weeks and on at least ten occasions or
every day over a period of at least ten consecutive days. The repetitive flight plan
C
list contains only those flights which are prepared from an OFP.
N
Flight Dispatch has entered agreement with ATS units at various FIRs to submit
Repetitive Flight Plans for schedule flights. Flight Dispatch shall be responsible to
U
monitor any long term changes in the commercial flight schedule and submit
changes to respective ATS units.
For every flight, the Flight Dispatch Officer shall check whether or not the actual
flight operation corresponds with the information contained in the repetitive flight
plan list. In case of irregularities, the Flight Dispatch personnel shall take
appropriate action e.g. any flight delays and adhoc changes in the flight schedules
must be communicated by Flight Dispatch to the respective ATS units.
PAGE 123
10.8.3 Filling and Filing ATS Flight Plan
The ATS flight plan must be filed with appropriate ATS unit at least 1 hour before
the ETD, unless national regulations state otherwise.
When a flight is subject to flow control measures, a time slot should be requested
early enough as defined in Jeppesen Airway Manual “AIR TRAFFIC CONTROL”,
PY
Chapter State Rules and Procedures - “Air Traffic Flow Management”.
The Flight Dispatcher on duty shall file the ATS flight plan and request a departure
slot when needed.
O
C
The Flight Dispatcher must ensure that ATS flight plan has been filed in the
prescribed format and transmitted to ATC for approval.
“R”.
E D
In case of RNP APCH operation, ATS Plan must bear appropriate Flight Plan Suffix
LL
Where it is not possible to file ATS flight plan electronically, a manual ATS flight
plan must be prepared and filed.
O
Flight Dispatcher shall obtain ADC /FIC /SSR Code, wherever applicable.
TR
In case of AWY restriction, the Flight Operations Officer shall also make necessary
adjustments as may be required in the Operational / ATS Flight Plan including RPL.
N
Whenever RPL is changed/ amended due AWY restriction, The FOO has to
follow:
O
1) Cancel the current RPL for the flight with ATC;

C
2) File fresh ATC plan to ATS unit thru AFTN / SITA/FAX/Manual;

N
3) Check with ATC/MLU for confirmation /receipt of ATS plan;

U
4) Record the new ADC/FIC number for the flight Dispatch records;
5) Brief the crew on ADC/FIC with route amendment as dispatch comment on

Preflight briefing sheet.
Flight Dispatch must inform ATC or Search and Rescue Services when an
aeroplane is overdue or missing.
PAGE 124
The flight plan should be amended or a new flight plan submitted and the old flight
plan cancelled, whichever is applicable in the event of a delay beyond the validity
period of the filed flight plan.
A copy of the accepted ATS flight plan with any modifications to the filed flight plan,
must be given to the Commander and be carried aboard.
PY
In-flight operational instructions involving a change to the ATS flight plan shall,
when practicable, be co-ordinated with the appropriate ATS unit before
transmission to an aeroplane.
O
10.8.4 Description of an ATS Flight Plan
C
Refer OM Part A, Chapter 16, Para 16.5 for sample ATS flight plan including its
decoding E
hereunder for guidance of Flight Dispatchers.
D
List of Codes used and Format Message for New ICAO Flight Plan are mentioned
LL
O
TR
N
O
C
N
U
PAGE 125
10.8.4.1 List of Codes used in the New ICAO Flight Plans
PY
O
C
E D
LL
O
TR
N
O
C
N
U
PAGE 126
ATS FLIGHT PLAN REV 10.1 01 MAR 2018
Item 10a
J1,J5 to indicate data-link capability
P2 to indicate RCP 240 compliance
P1 to indicate RCP 400 compliance
Item 10b
D1 to indicate ADS-C over SATCOM
PY
Item 18
In case approved for RSP180, statement
O
SUR/RSP180
in case approved for RSP180, statement
C
SUR/RSP400
E
Suppose the Flight Plan Filed is as :-
D
MODIFICATION MESSAGES FORMAT FOR NEW ICAO FLIGHT PLANS
LL
(FPL-JAI311-IS
B738/M-SDFGHIRWYZ/L
O
VABB1220
N0437F410 DCT DOTIP Q1 DIPAS DCT
TR
VIDP0136 VIJP
PBN/A1B1D1 COM/TCAS DOF/121114 REG/VTJBH
EET/VIDF0052
N
SEL/DQAJ OPR/JET AIRWAYS)

O
E/0241 P/0 R/VE A/WHITE/BLUE/YELLOW

C
The CHG MSG will correspond to ITEM Numbers as

N
(CHG-JAI311X-VABB-VIDP
U
7/JAI311X -8/IS
9/B738/M -10/SDFGHIRWYZ/L
13/VABB1220
15/N0365F250 DCT DOTIP Q1 DIPAS DCT
16/VIDP0136 VIJP
18/PBN/A1B1D1 COM/TCAS DOF/121114 REG/VTJBH
EET/VIDF0052
SEL/DQAJ OPR/JET AIRWAYS)
19/E/0256 P/0 R/VE A/WHITE/BLUE/YELLOW
PAGE 127
MSG FORMATS FOR MODIFICATION IN THE ABOVE PLAN
CHG MSG FOR ITEM 10 – CHANGE OF EQUIPMENT

(CHG-JAI311-VABB1220-VIDP-DOF/121114-10/SDFGHIRYZ/L)
Example: - CHG MSG for removal of “W” from Equipments
PY
CHG MSG FOR ITEM 15 – CHANGE OF FL OR ROUTE OR BOTH
(CHG-JAI311-VABB1220-VIDP-DOF/121114-15/N0364F250 DCT QQZ A347
O
DPN DCT)
C
CHG MSG FOR ITEM 10 and 15 – Suppose One Pack In-Op and non-RVSM
(CHG-JAI311-VABB1220-VIDP-DOF/121114-10/SDFGHIRYZ/L-15/N0364F250
DCT QQZ A347 DPN DCT)
Note :
E D
The “W” from Equipment is removed and FL and Route is Changed
LL
CHG MSG FOR ITEM 16 – CHANGE OF ALTERNATE

O
(CHG-JAI311-VABB1220-VIDP-DOF/121114-16/VIDP0136 VAAH)
TR
IMPORTANT NOTE :
FOR any “CHG” in ITEM18, the entire ITEM18, in full, needs to be transmitted. The
N
Order of indicators must be maintained. PBN/ COM/ DOF/ REG/ EET/ SEL/ OPR/
O
(It is recommended to COPY/PASTE the entire Item18 from FPL and then make
the required changes. It should be ensured that there is space between Indicators
C
like PBN/ (SPACE) COM/ etc.

N
CHG MSG FOR ITEM 18 – CHANGE IN A/C REGN

U
(CHG-JAI311-VABB1220-VIDP-DOF/121114-18/PBN/A1B1D1 COM/TCAS
DOF/121114 REG/VTJBB EET/VIDF0052 SEL/ABCD OPR/JET AIRWAYS)
(DLA-JAI311-VABB1320-VIDP-DOF/121114) – STD 1220UTC changed to 1320

UTC
(CNL-JAI311-VABB1320-VIDP-DOF/121114) – Canceling an already DLA Flight
(If DLA MSG already sent, then, CHG/CNL MSG should contain the LATEST DLA
time. In the above example, The Normal DEP is 1220 UTC.
PAGE 128
If DLA MSG sent for 1320 UTC then the CHG/CNL MSG is to be sent with
1320UTC.
If no DLA MSG sent, then, to CNL, use the Time of Normal FPL, which is 1220
UTC.
Delaying Flt with DOF (Date of Flight) to Next Day:-
PY
If DOF in Flt Plan is 14th Nov, To DLA FLT to 15th Nov, – SEND CHG MSG
(CHG-JAI311-VABB1220-VIDP-DOF/121114-13/VABB0050-18/PBN/A1B1D1
O
COM/TCAS
C
DOF/121115 REG/VTJBH EET/VIDF0052 SEL/DQAJ OPR/JET AIRWAYS)
THE DOF FORMAT IS YYMMDD

th
E.g. 15 Nov 2012 should be 121115
E D
LL
O
TR
N
O
C
N
U
PAGE 129
10.8.5 ATS Flight Plan – Air Defense Clearance Number
Air Defense Clearance:
• No flight originating within the Air Defense Identification Zone (ADIZ) and those
penetrating into these ADIZ are permitted without Air Defense Clearance
(ADC).
PY
• ADC shall be obtained before departure and in the event of departure being
delayed at the aerodrome of departure or at intermediate halts; a fresh ADC
shall be obtained.
O
• ADC has a validity of 60min (15mins prior EOBT to 45 mins after EOBT)
C
• In the case of communication difficulty or delay in receipt of ADC, or non-
D
existence of communication at the place of departure, the aircraft equipped
with radio may be allowed to take off with instructions to obtain ADC
E
immediately after airborne from the FIC concerned.
LL
• ADC shall be obtained before entering ADIZ from respective FIC ten minutes
prior to entering Indian Airspace.
O
• ADC Number obtained shall be documented in preflight briefing sheet.

TR
Process of conveying ADC No. to PIC
a) Flights Departing from Airports with Flight Dispatch Facility

N
The Flight Dispatch shall:

O
• Obtain ADC Number.

C
•
N
Record the ADC Number in preflight briefing sheet and ADC sheet.
•
U
Convey the ADC Number to PIC before departure of the flight.
b) Flights Departing form Airports without Flight Dispatch Facility
PAGE 130
The Flight Dispatch Stations, under whose FIR the flight is departing, shall:
• Obtain ADC Number from respective ATC.
• Update in the Sabre system.
• Record the ADC Number in ADC sheet.
PY
• APM/CSD/GHA staff shall convey ADC Number to PIC before departure of the
flight.
O
Note 1: For International flights only- If the ADC number is not received before
departure of the flight, then PIC will obtain ADC Number before
C
entering ADIZ from the respective FIC ten minutes prior to entering
Indian Air space.
Note 2:
E D
When any flight is overflying different countries, the required overflying
permission is obtained in advance by Overflying Section. The details of
this permission are available in Flight Dispatch and available in Pre-
LL
Flight Briefing.
Note 3: For Multiple Sector Flights (e.g. 9w-615 / 615 / 2292 BOM-CCU-IXR-
O
DEL)
TR
ADC No shall be provided to PIC by Flight Dispatch as under:
• Mumbai Flight Dispatch for BOM-CCU sector

N
• Kolkata Flight Dispatch for CCU-IXR sector

O
C
N
U
PAGE 131
FLOW CHART FOR OBTAINING ADC NUMBER
PY
O
C
E D
LL
O
TR
N
O
C
N
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PAGE 132

INTEGRATED OPERATIONS CONTROL
CENTRE (IOCC) FUNCTIONS
REV 10.0 23 MAY 2017
10.9 INTEGRATED OPERATIONS CONTROL CENTRE (IOCC) FUNCTIONS
10.9.1 Introduction
The Duty Manager Operations control shall be responsible for taking decisions
regarding Delays, Diversions, Cancellations and Re-routings of Flight and
minimizing its impact on the airline schedules, keeping in mind the Safety, Cost
PY
effectiveness and Passenger convenience.
The Operations Control is bound by definite parameters of working, operations

controllers are required at all times to be aware of the environment and to be able
O
to analyze any situation objectively in order to reach right decision, keeping in mind
large number of parameters and various inputs from within (all operating
C
departments) or from outside (agencies like MET, ATC, Customs Immigration,
Security, Regulatory /Defense authorities, Airport Authority and Environmental
E D
situations like traffic jams due to various reasons).
The Flight Operations Officer who is dispatching the flight shall keep the IOCC
LL
advised in case of any adverse weather at respective destinations and alternates,
.Simultaneously the Airport Managers concerned are also required to keep the
IOCC updated with any adverse weather conditions at non-dispatch stations.
O
IOCC shall ensure that a flight should not commence unless there is sufficient
TR
evidence that forecast weather condition at the time of arrival at Destination

Alternate shall be at or above the Planning / Dispatch Minima in accordance with
DGCA CAR AWO.
N
After commencement of the flight, the Normal Landing AOM shall be applicable
O
10.9.2 Daily Functions

C
N
Check the schedule in the NetLine Ops system for the flights and routings for its
correctness with respect to Operational / Engineering / Commercial constraints.
U
Depending on the day of operation and time, assess the operational environment;
check the weather conditions in the network and serviceability conditions of aircraft,
MEL / CDL.
Check the system for all the alerts and rectify the shortcomings, where required.
Continuously monitor the flight progress in the network and initiate actions
accordingly.
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REV 10.0 23 MAY 2017
Work out possibilities in the schedule to meet the requirement of Engineering /

Commercial as and when required.
The senior management are informed through SMS, when the delay exceeds 1
hour or in case of any significant occurrence in the network.
10.9.3 Shift briefing
PY
The briefing shall be given regarding significant events and other important
information from the previous shift verbally and also through log entries. The Duty
Manager / Operations Controller shall make themselves aware of all significant
O
events in the network before taking over his shift.
C
10.9.4 Monitoring and Update of Flight Movement with OOOI timings.
a) OOOI Timings
OOOI stands for OUT / OFF / ON / IN.

E D
LL
OUT – The status of a flight is termed as “OUT” when the Chocks are removed
from the wheels of the aircraft and the aircraft pushes back, in case of non-power
O
out bay, OR
TR
when the Chocks are removed from the wheels of the aircraft after engine start
when the aircraft is ready to taxi out on its on power in case of a power out bay.
N
OFF – When the aircraft gets air-borne after the take-off run the time at which the
wheels of the aircraft leave the ground the aircraft is said to be airborne and this
O
time is termed as “OFF“.

C
ON – When the aircraft wheels touch the runway for landing, which is touchdown,
this time is termed as “ON“.
N
U
IN – After touchdown when the aircraft has taxied to its assigned stand/bay, the
time at which the chocks are placed at the wheels, is termed as “IN“.
b) Source of OOOI timings
The OOOI timings can be obtained through various sources’ The process of
obtaining the OOOI timings varies in different stations.
At all flight dispatch stations, equipped with company VHF, the OOOI timings are
obtained by continuous monitoring of the VHF “Ground” and “Tower” frequencies,
The timings are then later verified when the captain conveys the same on the
“company channel”.
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REV 10.0 23 MAY 2017
In other stations, for non-ACARS aircraft, the timings are obtained from the Ramp
through Customer Services staff or the GHA (Ground Handling Agent).
Note:
i) The captain conveys the ON, IN and the OUT times through the head set
to the engineering staff who in turn informs the ramp staff;
PY
ii) The OFF time is either visually monitored by the Customer Services staff
or is obtained by the Customer Services staff from the tower;
O
iii) The Customer Services staff then either updates the OOOI timings either
on the MVT website / RES FLIFO or conveys it telephonically or through
C
SITA message to OCC, who then updates the NetLine Ops system.
E D
The other source of information of obtaining the OOOI timings especially for wide
body aircrafts is through ACARS. This is an automated process by which the OOOI
timings from the aircraft are automatically transmitted during the respective phases
of the flight and is received as an e-mail at the IOCC. Note that these timings are
LL
always in UTC.
O
10.9.5 Schedule, Reschedule and Delaying a Flight

TR
Schedule time of a Flight(S) : The Departure / Arrival timings of the flights as in

the approved and published schedule.
Rescheduling of a Flight (R) : Any change in the scheduled departure / Arrival

N
timings of a flight, on or before midnight of the previous calendar day with a

O
minimum time gap of D-10 hours.

C
Delaying of a Flight (ETD) : Any change in the Departure / Arrival timings of a

flight on the day of operation or incase where the flight has been delayed on the
N
previous day not meeting the criterion of rescheduling as mentioned above (less
than D-10 hrs ).
U
10.9.6 Ground Return and Air-turn (Force Return)
Ground return of a flight : If the flight after pushback or taxi from the departure
station, returns to the parking bay, then it is termed as a ground return.
Force return : If the flight diverts and returns to its departure station then it is
termed as an Air turn back / Force return.
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REV 10.0 23 MAY 2017
10.9.7 Re-route
a) Inserting an additional landing between any two stations for commercial /

operational reasons;
b) When a flight is scheduled to operate multi legs, and the sequence of operation
of the different legs are changed then it is called re-routing. This may be due to
weather, technical, operational or various other reasons. For example 9w
PY
2500/2500/2500 is scheduled to operate as BOM/PBD/DIU/BOM but may be
re-routed to operate as BOM/DIU/PBD/BOM.;
O
c) When a flight is scheduled to operate multiple legs and decision is taken prior
departure to go from A to C directly omitting B.
C
10.9.8 Diversion
airfield it is termed as a Diversion.

E D
When a flight is unable to land at its planned destination and lands at an alternate
LL
10.9.9 Cancel
O
The flights for which revenue passengers have been booked and then the flight
cannot be operated due various reasons like technical grounding , weather,
TR
aerodrome restrictions , commercial/marketing reasons, industrial unrest or

operational reasons is called as a cancellation.
N
10.9.10 Technical Delay

O
When an aircraft planned to operate a scheduled flight is not available for operation
due to a technical snag on the aircraft, the delay is termed as “Technical Delay“
C
When a flight is delayed due technical reasons, IOCC will post an initial advice time
N
of 30mins, during which engineering will assess the snag and advise an estimated
time by which time the aircraft shall be made serviceable for operations.
U
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10.9.11 Flight Continuation / Diversion
Following initial dispatch, a flight shall not be continued toward the destination
unless the latest information available to the PIC from IOCC/Flight Dispatch
indicates that at the expected time of arrival, a landing can be made, or a
successful diversion to the alternate can be made.
PY
In determining if a return (ground or flight) is required, the following factors will be
considered :
i) Weather information, both en-route and at the airport of intended landing, to
O
include hazardous phenomena such as thunderstorms, turbulence, icing,
volcanic ash and restrictions to visibility;
C
ii) Field conditions, such as runway condition and availability, and navaid status;
E D
iii) En-route navigation systems and facilities where possible failures may occur
which could affect the safe continuation or completion of the flight;
LL
iv) Fuel supply : actual en-route consumption compared to planned consumption,
as well as the impact of any changes of alternate airport or additional en-route
delays;
O
v) Aircraft equipment : if any item of aircraft equipment becomes inoperative that

TR
will result in an increased fuel consumption or a performance or operational

decrement, this must be considered and planned for, so that the aircraft will be
able to make a safe landing at a suitable airport;
N
vi) Air Traffic Management issues, such as reroutes, altitude or speed restrictions
O
and facilities or system failures or delays;

C
vii) Security issues, which could affect the routing / progress of the flight or its
airport of intended landing;
N
viii) Medical Emergency / Political situation which could affect the routing of the
U
flight or its airport of intended landing.
Flight Dispatcher shall submit a detailed report on Flight Diversion in a prescribed

format available in Dispatch highlighting significant areas relevant to that Flight
Diversion.
Diversion Report Format is attached in FDM, APPENDIX - B
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REV 10.0 23 MAY 2017
Flow Process for IOCC
In the event of request from the operating crew of a possible diversion, wherein a
crew may request for assistance in selection of preferred en-route alternate, the
following would be initiated by IOCC.
1) IOCC will check Aircraft Situation Display (ASD) Plot / Aircom Server to identify
the country / airspace the aircraft is overflying at that given time;
PY
2) IOCC will refer the en-route alternate list as per the position of aircraft and
identify preferred en-route alternates;
O
3) IOCC will pass on selected en-route alternate details to Flight Dispatch for
C
NOTAM / Weather check and await confirmation from Flight Dispatch;
4)
5)
D
IOCC will inform the preferred en-route alternate(s) to the flight crew and will
await flight crew decision regarding the intended airport of diversion;
E
Once diversion to a specific en-route alternate is confirmed then IOCC will
LL
follow the diversion Check list.

O
The above process shall not prevent Flight Crew from considering airports that are
not listed. The crew may exercise his discretion in selection of en-route alternate
TR
and his/her decision shall be final.

N
O
C
N
U
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REV 10.0 23 MAY 2017
10.9.12 Delays
Check for the delays and their immediate / consequential impact on schedules.
An initial advice time of 30 mins will be posted in case of uncertainty in the

departure of the flight due to any reason.
PY
Before expiry of the advice time, the ETD for the flight shall be confirmed after
assessing the reason and extent of delay. This will assist customer services to keep
passengers informed.
O
When delay is due to late arrival of aircraft from previous flight following actions
C
shall be initiated :
• Delays which are less than 10 minutes,
•
E D
Customer services to be advised to recover the delays.
Delays more than 10 minutes, but less than 30 minutes,

LL
Check the possibility of changing the aircraft across the sub fleet of the same
type of aircraft, to minimize the delay. If not feasible, delay the flight.
O
• Delay more than 30 minutes but less than 1 hour,

TR
Check the possibility of operating any other aircraft across the aircraft type to
minimize the delay, but without any repercussion on any other flight or
N
schedule. If not feasible, delay the flight.

O
• Delay beyond 1 hour

C
Evaluate all the possibilities to minimize the delay and its further impact in
consultation with the operating departments before taking action on the delay.
N
The emphasis is to minimize and mitigate the impact on passengers, shall also
U
consider the possibility of operating any aircraft across the fleet. If not feasible,
delay the flight.
All these actions shall be updated in the NetLine Ops and all consequential delays
shall be simultaneously actioned.
Any further delay shall be announced 15mts prior to the expiry of the previously
announced delay.
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REV 10.0 23 MAY 2017
10.9.13 Ground Return / Air Turn / Diversion
The flight shall have a ground return due to the following reasons :
• Bad Weather (Departure Station);
• Bad Weather (Destination);
PY
• Technical reasons;
• Non – availability of departure / destination airport or facility;
O
• Commercial / Passenger Convenience;
C
• Security reasons.
E
time the aircraft chocks on after the ground return. D
The Operations Controller shall announce an initial advice time of 30mts from the
LL
10.9.14 Alerts
The Operations controller shall consider all the alerts in the NetLine Ops and
O
attempt to resolve all the issues affecting operations.

TR
Some of the alerts in NetLine Ops are:
• Crew connection;
N
• Airport conflict;
O
• Aircraft sub-fleet mismatch;

C
• Aircraft qualification;
N
• Passenger over booking;

U
• Passenger connections;
• Missing movement;
• Ground time;
• Airport/Sector/Flight Restrictions;
• Training / Non scheduled flights;
• CFP information missing;
• Weather alerts.
PAGE 140

REV 10.0 23 MAY 2017
10.9.15 Recovery from Non-base Stations
The Duty Manager IOCC shall co-ordinate with the concerned departments and
initiate actions to recover passengers / Aircraft and crew as per the situation by
considering the following options.
• Relief Flight operations;
PY
• Postponing the Flight for the next day;
• Consider the alternate mode of transportation for the passengers;
O
• Surface transportation of passengers to the nearest station;
C
• Divert or reroute a flight to drop personnel and material;
•
Transportation through other carrier;
E D
Organizing a charter Flight to drop personnel and material or to transport
LL
stranded passengers.
10.9.16 Reporting to Senior Management

O
Operations control shall keep the senior management (as per the list available at
TR
IOCC) informed of any significant disruptions / events in the network through the
following means :
N
• E-mail
O
• SMS
C
• Telephone
N
The IOCC shall also inform the PR department of any disruptions / events which
may affect the image of the company.
U
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REV 10.0 23 MAY 2017
10.9.17 Volcanic Eruption – Planning of Flight
1) Background :
In 2010, Jet Airways experienced severe flight disruption in Europe due to Volcanic
Eruption where Brussels, the European Hub of Jet Airways for its North American
Operation, had to be shifted to Athens to avoid Volcanic Eruption affected airspace.
PY
While managing these disruptions, Jet Airways had experienced significant
operational constraints in shifting its European Hub to Athens and mobilizing its
operation thereafter.
O
With the onset of present probable Volcanic Eruption in Iceland, Jet Airways has
C
initiated its preparedness towards the contingency plan.
2) Contingency Plan : E D
IOCC shall evaluate all possible options and decide the contingency plan which
shall include Delay, Rescheduling, Rerouting and Cancellation as appropriate.
LL
IOCC shall also consider the shifting of the European Hub from Brussels to any
other convenient location depending up on the spread of Volcanic Cloud.
O
The typical possible hub could be Athens, Milan, Rome, Paris and other European
TR
Airports based on movement of Volcanic Cloud and availability of Airport Slots.
The decision point at which Jet Airways would decide to move the hub from
Brussels International Airport (EBBR) shall depend on the movement of the
N
Volcanic Cloud and its potential impact on the Civil Aviation. The decision shall
O
depend on the level of concentrations, severity and forecast conditions in the

interest of Safety.
C
Flight Dispatch and Operations Control Centre shall closely monitor the Volcanic
N
Eruption advisories from VAAC London, Euro control and State Advisory sources.
U
Depending on the relevant forecast and its severity and probability, IOCC shall
assess the hazard level and accordingly decide to shift the Hub to as appropriate.
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REV 10.0 23 MAY 2017
3) Sources of Information :
• Volcanic Ash Advisory Center (VAAC) London -

http://www.metoffice.gov.uk/aviation/vaac/;
• Euro control Network Manager - https://www.eurocontrol.int / network-

manager;
PY
• Safety Advisory by EASA / State Authority -
http://www.nbaa.org/ops/intl/volcanic/.
O
Forecast samples from these sources and its interpretation are available on
fltopsdocs site as an Appendix to this FD Supplement.
C
4) Standard Alert Level for indicating severity of Volcanic Eruption :
E D
LL
O
TR
N
O
C
N
U
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REV 10.0 23 MAY 2017
5) Planning by Flight Dispatch :
PY
O
C
E D
LL
O
TR
N
O
C
N
U
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REV 10.0 23 MAY 2017
6) Action by Flight Dispatch :
a) Study of NOTAMs, VAAC Advisory, Safety Bulletins and Air Ash

Concentration Charts to identify the Affected Area and Danger Area
including lateral and vertical buffer zone. Advise LIDO and Overflying
section for routes accordingly;
b) Amend ATS routes, Destination Alternate, EDTO Alternate, Re-Dispatch
PY
Airports, DD / DP Airports and EDTO plan as appropriate avoiding
Volcanic Cloud impacted areas;
O
c) Enhanced Flight following procedures;
C
d) Check MEL limitation as per ICAO DOC 9974;
e) In case of change of hub, Check that necessary Landing permit and
f)
E D
Regulatory Clearances are obtained from Network Planning;
In case of change of hub, check that Overflying Permissions are received

from Overflying Section;
LL
g) In case of change of hub, check that necessary RTOW chart, AOM,

O
Approach Chart, DD, DP, EOEP procedures for new Hub are obtained
from Ops Engineering Section;
TR
h) Check that the necessary Company Notam is available in the Flight

Planning System;
N
i) In case of change of hub, advice Cockpit Rostering with cc to IOCC for

flight times exceeding 09hrs for planning of additional crew;
O
j) In case of change of hub, Check with IOCC whether necessary GHA

C
arrangements are in place for new hub. Obtain GHA contact details;
N
k) Arrange for EZFW, Fuel confirmation, dropping, collection and handing

U
over Flight documents with the GHA at new hub;
l) Additional Crew pre-flight briefing procedures in the light of volcanic ash

as appropriate;
m) Send periodic update to IOCC with the latest information received through
Notam, VAAC Advisory and Safety Bulletins to enable IOCC to initiate
appropriate action.
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10.9.18 Communication between PIC and Flight Dispatch / IOCC
BACKGROUND :
Jet Airways has Integrated Operations Control Centre (IOCC) at BOM and Flight
Dispatch facility at BOM/ DEL/ CCU/ and MAA.
Additionally, at international stations, GHAs have been appointed to perform
PY
Support Functions.
Flights covering the entire network are distributed amongst these FD stations
O
through flight allocation procedure for OFP and ATS Flight Planning. Thus, it is
possible that a flight departing from, say COK, is planned by MAA FD or departing
C
from LHR is planned by DEL FD.
D
The complete flight allocation list is shared with all Dispatch Stations, IOCC, Airport
Services and CLCU for better visibility and notification to all stakeholders indicating
E
the responsibility of individual Flight Dispatch against each flight.
LL
However, for certain flights in the past, while departing from Non-FD stations, PIC
had requirement to contact Flight Dispatch for communicating certain flight planning
O
related query and we had encountered delay due to ambiguity as which FD station
needs to be contacted.
TR
INTENT :
Considering the above scenario and to avoid ambiguity in future, an effort has been
N
made to indicate the role of IOCC and Flight Dispatch in Operational Control / OFP
O
/ Flight Following / Flight Watch to streamline the communication process between

PIC and Flight Dispatch to avoid time loss during normal / Non-normal situation
C
which could lead to possible delay on flight.

N
COMPANY POLICY :
U
OPERATIONAL CONTROL :
Operational control is defined as the exercise of authority over initiation,

continuation, diversion or termination of a flight in the interest of the safety of the
aircraft and the regularity and efficiency of the flight.
Jet Airways exercises a ‘Non-shared PIC-assisted System’ with regards to

Operational Control. In this system, the Commander has sole authority over any
and all decisions regarding operational control.
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REV 10.0 23 MAY 2017
However, the Commander is assisted by Flight Dispatchers or a Member of

Management assigned with the responsibility to carry out specific functions, duties
or tasks, such as flight planning, flight support, briefing and in-flight monitoring etc.
In the best commercial interests of Jet Airways, for an individual flight or series of
flights, before the aircraft doors are closed for departure, IOCC will be responsible
for the delay, postponement or cancellation of the flight. Thereafter, the
PY
Commander shall exercise operational control over the flight and will be responsible
for the safety of the aircraft and all persons on-board including the diversion or re-
routing of flight.
O
Once in-flight, the final disposition of the aircraft rests with the Commander, who
should co-ordinate his actions with IOCC through the use of any available
C
communication system. The IOCC shall provide required operational assistance to
the Commander for execution of a safe Flight Operation.
FLIGHT FOLLOWING :
E D
LL
The recording in real time of departure and arrival messages by operational
personnel to ensure that a flight is operating and has arrived at the destination
aerodrome.
O
FLIGHT MONITORING:
TR
In addition to requirements defined for Flight Following, Flight Monitoring includes

the:
N
1) Operational monitoring of flights by suitably qualified operational control

O
personnel from the point of departure throughout all phases of flight;

C
2) Communication of all available and relevant safety information between the

operational control personnel on the ground and the flight crew;
N
3) Provision of critical assistance to the flight crew in the event of an in-flight

U
emergency or security issue or at the request of the flight crew.
FLIGHT WATCH :
In addition to all of the elements defined for Flight Following and Flight Monitoring,
Flight Watch includes the active tracking of a flight by suitably qualified operational
control personnel throughout all phases of the flight to ensure that it is following its
prescribed route, without unplanned deviation, diversion or delay and in order to
satisfy State requirements.
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Flight watch is maintained using the combination of the LIDO Flight Planning
Module and SITA AIRCOM server. LIDO Flight Planning System uses; either EET
from OFP or ACARS position reports to display the aircraft estimated or actual
position respectively.
The ACARS messages are translated in a readable format using an application to

display the information in real time. In absence of ACARS, IOCC will monitor flight
PY
movements by feedback from outstation’s movement reports and through other
available means such as VHF, HF through ATC, SATCOM, STOCKHOLM Radio,
telephone communications etc.
O
Refer FDM Chapter 10.10 for detailed procedure of Flight Watch
C
PROCESS :
Station who has prepared the Flight Plan.

E D
Pre-Flight Briefing Sheet of OFP indicates the Name of Flight Dispatcher and
As per Flight Allocation procedure (available with all FD Stations and IOCC), the
LL
respective FD station shall remain responsible for the said flight w.r.t. Flight
Planning and Flight Following including Weather Watch covering Departure,
O
Destination, Alternate and En-route.

TR
Flight Dispatch BOM, in addition to Flight Following of its allocated flights, shall also
remain responsible for Flight Watch of all flights in the network through ACARS,
SATCOM, AIRCOM Server, ASD Plot and ADS-B feed as appropriate w.r.t. specific
N
fleet and aircraft

O
PIC shall communicate to respective FD Station (available on the Pre-flight Briefing

Sheet) for all Flight Planning related issues till Push Back.
C
After Push Back, PIC shall communicate with IOCC for any facilitation.
N
U
In case of receipt of any communication from PIC, Flight Dispatch shall advise
IOCC for any significant operational occurrences or contingencies related to the
particular flight.
In case of Diversion, IOCC shall be responsible for Diversion Recovery and

respective FD Station (available on the Pre-flight Briefing Sheet) shall remain
responsible for Flight Planning till the diverted flight reaches to Destination.
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In Summary :
Till Push Back : Respective Flight Dispatch responsible for Flight Planning
After Push Back : IOCC for any coordination with respective Flight Dispatch
Flight Following : Respective Flight Dispatch who planned the flight including
Weather Watch, Covering Departure, Destination, Alternate
PY
and En-route
Flight Watch : BOM FD for all Flights across Network through ACARS,
O
SATCOM,
C
Aircom Server, ASD Plot, ADS-B feed as appropriate
Note:
D
In case a PIC contacts a FD Station before or just after departure for
further facilitation and that FD Station happens to other than the one which
E
has prepared the flight, then contacted FD Station should guide the PIC to
LL
refer the pre-flight briefing sheet to contact correctly assigned FD Station
responsible for preparation of flight.
O
It is highlighted that this note does not absolve contacted FD Station from assisting
the PIC depending on urgency of situation.
TR
N
O
C
N
U
PAGE 149
FLIGHT FOLLOWING / FLIGHT WATCH REV 10.0 23 MAY 2017
10.10 FLIGHT FOLLOWING / FLIGHT WATCH
Maintaining a constant vigilance on the progress of the flight and the changes
taking place in the environment are essential to provide timely support to the crew
for easier decision making.
In order to maintain the flight watch or follow the flight, it is important that we have a
flow of position reports apart from the movement messages and all of them coming
PY
in real time as far as possible. The preferred method is ACARS, however, not all
aircrafts are equipped with it. Following are the means of ascertaining the position
of the flight :
O
• Company VHF at various Flight Dispatch stations;
C
• SATCOM;
•
ACARS; Aircom server;
Stockholm Radio;
E D
LL
• IFM in LIDO Flight Planning System;

O
• Operational Flight Plans;

TR
• Movement messages (Departure, Arrival, Diversion, Flight return, Ramp

returns, OOOI message);
•
N
ATS Communication Channels;
•
O
Jet Airways System Network – Jet Soft, NetLine Ops, SITA Network, Email.
C
Presently, ACARS are available on A330 and B777 aircraft. B737 fleet is partially
fitted with ACARS and process is underway to retrofit the remaining the B737
N
aircraft. LIDO IFM is in real time for all ACARS enabled aircrafts.
U
The PIC will contact IOCC/Flight Dispatch as required to advice of any change to
the Operational Flight Plan. Such changes may result from weather deviations,
ATC re-clearances, aircraft un-serviceability or passenger medical situations.
PAGE 150
FLIGHT FOLLOWING / FLIGHT WATCH REV 10.1 01 MAR 2018
When En-route, the mode of contact are :
• Company VHF;
• ACARS;
• SATCOM;
PY
• Stockholm;
• ATC Communication Channel.
O
Process
C
Duty Officer will identify a staff in each shift who would be responsible for Flight
Following / Flight Watch functions. The designated staff will carry out his assigned
role in following manner.
1)
E D
Obtain debrief from Previous shift, this will comprise of MEL requirement of
flight in air, non normal operations, last position of flight in air;
LL
2) Identify the flights based on EDTO, NON-EDTO, NAT HLA and Re-dispatch.
O
3) Maintain periodic records of actual vs. CFP for Fuel, ETA, Flight Level;
TR
4) Check the weather conditions for the EDTO flights before EEP and ETP. If
weather is below EDTO requirement, advise crew of revised EDTO alternate
with fuel scenario followed by revised OFP through ACARS;
N
5) Monitor the NAT HLA flights, for tracks planned vs. actual track flown. If aircraft
O
is flying on different track from the planned one, advise revise fuel and EDTO
scenario requirements, if requested by the crew, followed by revised OFP
C
through ACARS;
N
6) On completion of duty, brief the next shift as per above-mentioned point 1.

U
Flight Following documents should be filed in separate folder for easy access.
Flight Operations Officer shall be responsible and accountable in responding to

emergency situations as under:
i) Notifies the appropriate authorities, without delay, of the nature of the situation;
ii) Request assistance, if required.
iii) Conveys, by any available means, safety-related information to the PIC that
may be necessary for the safe conduct of the flight, including information
related to any necessary amendments to the flight plan.
PAGE 151
10.10.1 Weather Watch
Weather watch is the task of monitoring weather from planning till termination of
flight.
Process
a) Pre-Flight watch :
PY
Shift Duty officer will check all station TAFOR /METAR minimum 6hrs before
the departure of the flight. If deteriorating trend in terms of AOM is expected,
O
advise IOCC on the same. Brief the next shift Duty officer to follow up and
keep IOCC advised. Also, alert GHA / APM to provide local support on the
C
same.
b) Weather Watch while planning a flight :

E D
Flight Dispatcher will be responsible for monitoring of weather for flights
dispatched by him. Following is the process as guideline :
LL
1) Obtain a debrief from previous shift on weather forecast;

O
2) Check IMD, NOAA and other relevant met sites for weather update;
TR
3) Flights should be planned with proper judgmental call on current weather

conditions at the station;
N
4) Advise IOCC of weather and fuel planning of flight in case of deteriorating

trend of weather;
O
5) Monitor the weather condition till aircraft departs station. Keep IOCC on
C
loop;
N
6) After Airborne, hand over to Flight Following staff.

U
10.10.2 Movement and Position Messages
During the flight cycle of an aircraft, many messages are transmitted to/from the
aircraft and relevant stations relating to the flight phase and/or position of the
aircraft. They may take the form of automatically generated reports from the aircraft
systems i.e. ACARS, the flight planning system, or information relayed by other
authorities / systems such as Netline, Air Traffic Control, SITA Aircom, ARINC etc.
PAGE 152
10.10.3 Flight Following (IFM Flight event) Database
The Flight Following database, IFM flight event is used to store position information
and provide the facility to monitor expected reports, update ETAs and provide this
information to other parties
IFM flight event records hold the estimated position of each flight. These estimates
PY
use the original flight plan estimates updated by actual reports received. The
estimated position information can be output on teletype, displayed to the operator
or passed to an external graphic display where available. It is also used to revise
the ETA at the destination.
O
For detailed information Refer LIDO Manual Chapter 28.
C
E D
LL
O
TR
N
O
C
N
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PAGE 153
MEL PROCEDURE REV 10.0 23 MAY 2017
10.11 MEL PROCEDURE
10.11.1 Overview
MEL / CDL and DDPG procedures are controlled by MEL document approved by
DGCA.
Maintenance Control (MAINTROL) is the nodal body of all MEL / CDL information
PY
and all the MEL / CDL information is received by MAINTROL from Aircraft
Maintenance Engineers (AME) attending flights at various stations.
O
MAINTROL has a system named “MEL System”. All MELs / CDLs are invoked /
revoked in the system by MAINTROL.
C
The system data base is maintained by Flight Operations - Systems.
D
This MEL system generates messages to update LIDO Flight Planning system.
E
LL
10.11.2 Channel of Information
MAINTROL, on receipt of MEL / CDL information, shall update MEL System which
O
is interfaced with LIDO Flight Planning System.

TR
Whenever MAINTROL updates the MEL system with a MEL / CDL, the information
is forwarded to LIDO Flight Planning System and Netline Ops.
N
The MEL System also generates a telex message to IOCC and all Flight Dispatch
stations.
O
Note 1: Incase the MEL / CDL to be invoked does not exist in the MEL System,
C
MAINTROL informs Flight Ops Systems, who in turn adds the MEL / CDL
in MEL System and LIDO Flight Planning System.
N
Subsequently MAINTROL would invoke the MEL in the MEL system.

U
Also telex message received from MEL system may not be reflected in
LIDO Flight Planning due to non-availability of database for that particular
MEL in LIDO Flight Planning System.
In case any MEL / CDL / Snag information is received by Flight Dispatch

directly from PIC, Flight Dispatch shall immediately inform Duty Manager -
IOCC.
DM IOCC will inform DM MAINTROL.
DM MAINTROL will confirm the MEL and update the MEL system.
PAGE 154
In addition to the above, the MEL information is available in Jet Soft as

below;
a) A consolidated list of all the MELs on all the aircrafts is available as a

ready reckoner at all times whenever required.
b) The aircraft with MEL is highlighted in amber background colour and

MEL information for that aircraft can be viewed by clicking the aircraft
PY
registration.
Note 2 : The MEL information in Jet Soft is just a direct access of MEL information
O
from MEL System of the MAINTROL, independent of the telex messages
received by Flight Dispatch.
C
Hence there can be differences in the MEL information in LIDO Flight
Planning System and Jet Soft, because of the reasons given in Note 1.
NO MELS are stored in Jet Soft.
E D
In case if the Engg MEL system is Down NO MELs WILL BE DISPLAYED
LL
IN Jet Soft.
10.11.3 Process
O
Flight Dispatch shall refer the telex messages in the Message Pad for all MEL /
TR
CDL information.
Concerned Dispatcher shall check whether the same MEL is reflected in LIDO
N
Flight Planning System.

O
In case the MEL information is not reflected in LIDO Flight Planning System,
Dispatcher shall inform Tech Dispatch to investigate the occurrence and get the
C
MEL/CDL updated in LIDO Flight Planning System.

N
In case of revoking of MEL / CDL, all the above mentioned procedure shall be
U
followed.
Though above remains the main procedure for the MEL invoke/revoke, Flight
Dispatcher should always use Jet Soft as a reference for MEL information.
If MEL information in Jet Soft is not matching with the information in LIDO Flight
Planning System, Dispatcher will inform Tech Dispatch to investigate and update
the LIDO Flight Planning System.
PAGE 155
10.11.4 Dummy MEL in Flight Planning System for Non-EDTO Aircraft
There are occasions where an EDTO certified aircraft is downgraded to NON-

EDTO status due to certain technical requirement without any designated MEL
being invoked to that aircraft.
We have been facing constraints to monitor routing of these NON EDTO aircraft in
PY
day to day operations in the absence of a relevant MEL updated against these
aircrafts.
This has been taken up with Engineering to work out an alternate solution.
O
A procedure for creating DUMMY MEL has now been put in place without changing
C
the original MEL document.
D
Whenever any aircraft is downgraded to NON EDTO status as described above,
Engineering will update their MEL system with a DUMMY MEL 01-01 stating
"EDTO NOT PERMITTED"
E
LL
This can be Invoked/Revoked like other regular MEL in the Engineering MEL
system. Once this DUMMY MEL is invoked by Engineering, Flight Dispatch shall
O
receive corresponding TTY Message with text as above.

TR
The Pre-flight Briefing would then show the DUMMY MEL number with text.
"EDTO NOT PERMITTED".

N
The Dispatcher shall ensure that NON- EDTO routes are planned with that specific
O
aircraft(s) until this DUMMY MEL is revoked.

C
N
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PAGE 156

EMERGENCY AND SURVIVAL
EQUIPMENT
REV 10.0 23 MAY 2017
10.12 EMERGENCY AND SURVIVAL EQUIPMENT
10.12.1 Jet Airways - Domestic Operations
Survival
Equipment
→ Radio A/C
Life Vests Dinghies
PY
Type of ELT Colors
Aircraft
↓
O
2 sets One per revenue seat +12
White/
C
121.5 / Crew + 10 extra
ATR NIL Blue/
243.0 / (Fluorescent Orange
Yellow
406.025
1 set
121.5 /
colored)
E D
One per revenue seat +12
Crew + 10 extra
White/
LL
B737-700 NIL Blue/
Yellow
406.0 colored)
O
1 set One per revenue seat +12

White/
TR
121.5 / Crew +10 extra

B737-800 NIL Blue/
Yellow
406.0 colored)
N
1 set One per revenue seat +11

White/
O
121.5 / Crew +10 extra

B737-900 NIL Blue/
Yellow
C
406.0 colored)
N
Refer LOPA for detailed information.

U
PAGE 157

EQUIPMENT
REV 10.0 23 MAY 2017
10.12.2 Jet Airways - International Operations
Survival
Equipment
→ Radio A/C
Life Vests Dinghies
Type of ELT Colors
Aircraft
PY
↓
O
One per
1 set revenue seat
White/
C
121.5/ + 12 Crew
B737-800 NIL Blue/
243.0/ + 10 extra
Yellow
406.0 (Fluores-cent
range colored)
E D
LL
Dual Lane Grey Slide Rafts
Qty. 6 with Orange/yellow
O
canopy.
Capacity – 360 (Normal)
TR
378 (Overload)
They are not part of slide
One per
rafts and are stored one
revenue seat
each above Row 1C, 1H,
N
+17 Crew
1 set 4C, 4H, 23C, 23H, 35C
+15 Infant White/
O
121.5/ and 35H.

A330-200 +20 Adult Blue/
243.0/ There is 1 Physician’s Kit
spares Yellow
C
406.025 Plus 3 First Aid Kits.

N
(Fluorescent
Placard, Contents and
range colored)
Identification
U
Items on the Raft :

Knife, Heaving Line,
Sea anchor, Inflation
Tubes, Life Line
PAGE 158

EQUIPMENT
REV 10.0 23 MAY 2017
Survival
Equipment
→ Radio A/C
Life Vests Dinghies
Type of ELT Colors
Aircraft
↓
One per
PY
Revenue Seat Dual Lane Grey Slide
01Set + 18 Crew Rafts Qty. 6 with
White/
121.5/ + 05 Infant Orange/yellow canopy.
A330 – 300 Blue/
O
243.0/ + 10 Adult
Yellow
406.025 01 Physician’s Kit and 3
C
Fluorescent First Aid Kits
range colored
E D
Dual Lane Grey Slide
Rafts Qty.6 with
Orange/yellow canopy.
LL
Capacity – 360 (Normal)
378 Overload)
One per They are not part of slide
O
revenue seat rafts and are stored one

TR
+17 Crew each above Row 1C, 1H,

1 set +15 Infant + 4C, 4H, 23C, 23H, 35C
White/
121.5/ 20 Adult and 35H.
B777-300 Blue/
243.0/ spares There is 1 Physician’s Kit
N
Yellow
406.025 Plus 3 First Aid Kits.
O
(Fluorescent
orange Placard, Contents and
C
colored) Identification.
N
Items on the Raft:

Knife, Heaving Line,
U
Sea anchor, Inflation

Tubes, Life Line
PAGE 159

EQUIPMENT
REV 10.0 23 MAY 2017
10.12.3 Jet Lite Operations
Survival
Equipment
→
Radio ELT Life Vests Dinghies A/C Colors
Type of
Aircraft
PY
↓
1 set One per revenue seat
O
121.5 / +12 Crew + 10 extra White/ Blue/
B737-700 NIL
243.0 / (Fluorescent Orange Yellow
C
406.0 colored)

B737-800
121.5 /
243.0 /
406.0
+12 Crew +10 extra
colored)
E
(Fluorescent Orange D NIL
White/ Blue/
Yellow
LL

B737- 121.5 / + 11 Crew + 10 Extra White / Blue
O
NIL
900ER 243.0 / (Fluorescent Orange / Yellow
406.0 colored)
TR

N
O
C
N
U
PAGE 160
EDTO OPERATIONS REV 10.0 23 MAY 2017
10.13 EDTO OPERATIONS
10.13.1 Operational Specification
Refer to Operations Manual Part A (OM, A) Chapter 4
10.13.2 OFP Computation by Flight Dispatcher
PY
Refer to Flight Dispatch Manual (FDM) Chapter 10.7. 3
10.13.3 B737 EDTO Reroute Plan in case of Loss of EDTO Status Inflight due
O
Temporary Equipment Downgrade
C
1) Background:
D
Recently on certain B737 EDTO flights, there were APU In-flight Start failure prior
entering EEP, leading to inflight diversion to enroute alternate airfields.
E
These resulted disruption in flight schedule, consequential impact on network and
LL
finally inconvenience to travelling guests.

O
Considering these, a need is felt to evaluate alternate procedures to minimize or to

avoid such diversions.
TR
2) Intent:
Development of alternate procedure to enhance possibility of the flight to continue

N
towards destination in the event of APU Inflight Start failure on an EDTO flight prior
O
entering EDTO segment.

C
In this procedure, the flight will be released as EDTO with appropriate fuel planned
by Flight Dispatch.
N
In case of APU Inflight Start failure, the flight will be rerouted in-flight through a Pre-
U
determined Non-EDTO route provided by Flight Dispatch.
This Alternate procedure shall not dissolve the ongoing effort towards APU
Reliability Program conducted by Maintenance department.
Important Note:
This procedure may be applied for any other scenarios as well where aircraft is
unable to maintain EDTO status due Inflight Equipment Downgrade on an EDTO
flight prior EEP.
PAGE 161
3) Process:
a) Route planning team shall ensure each EDTO sector will have a
standard EDTO and also a Non- EDTO route build up in the system.
Non-EDTO route shall be in accordance LR/KR contingency plan.
b) Flight Dispatch shall plan the flight on Standard EDTO route subject
to Equipment status, Crew Qualification and EDTO Alternate Planning
PY
AOM compliance
c) Flight Dispatch shall provide OFP to PIC considering EDTO Flight Plan
O
including Company Advisory and/or Dispatch Advisory as appropriate.
Fuel finalization, ATS planning, L&T shall be done in accordance
C
with this standard EDTO OFP.
d) For in-flight reroute, Flight Dispatch shall provide an additional back-up

E D
OFP with same EZFW but WITHOUT any additional hold fuel from “the
waypoint prior EEP on EDTO route to connect to the alternate Non-
EDTO route”
LL
This transition OFP shall be denoted through route no as “C23” on route

designator
O
e) Inflight reroute from EDTO to Non-EDTO route shall be considered

TR
by PIC subject to following condition
• Remaining Fuel on board is adequate for inflight reroute and continue

N
to destination
•
O
Necessary coordination with ATC is done by operating crew for

inflight reroute to Non-EDTO route planned by Flight Dispatch or any
C
other suitable track as decided by PIC

N
Important Note:
U
Following details have been considered while identifying such inflight

re-route.
• Re-route from EDTO to Non-EDTO transition has been planned by

Flight Dispatch as “Waypoint to Waypoint” basis avoiding any DR
point
• “Way point to waypoint plan” shall facilitate PIC to estimate ETA

and other vicinity traffic at that crossing way point in adjacent ATS
routes.
PAGE 162
• “C23” OFP shall provide PIC the Distance and Fuel data through ATS
Waypoints for transiting from EDTO to alternate Non-EDTO route to
continue towards destination.
Considering the degraded operation prior to reaching EDTO

Entry point, the flight may either be
Re-routed via a non-EDTO route to continue to Destination
PY
or may divert to an alternate airport or may return to the
departure airport.
O
The back-up OFP of route “C23” is provided to facilitate the
operating crew to execute his decision and the PIC decision
C
shall be final in the best interest of safe conduct of the
flight.
4) Flight Watch:
E D
Flight Dispatcher must ensure that the flight is released as EDTO in the system and
LL
established SET-SEND procedure is complied with.

O
This will enable the EDTO route to appear as primary intended route in AIRCOM
Server to ensure appropriate Flight Watch
TR
N
O
C
N
U
PAGE 163
REDISPATCH OPERATION REV 10.0 23 MAY 2017
10.14 REDISPATCH OPERATION
Refer to Operations Manual Part A Chapter 12.3
PY
Refer to Flight Dispatch Manual (FDM) Chapter 10.7. 4.
O
C
E D
LL
O
TR
N
O
C
N
U
PAGE 164
PBCS OPERATIONS REV 10.1 01 MAR 2018
10.15 PBCS OPERATIONS
Refer to Operations Manual (OM, A) chapter 40.2
10.15.2 OFP computation by Flight Dispatcher
PY
Refer to Flight Dispatch Manual (FDM) chapter 10.7
O
C
E D
LL
O
TR
N
O
C
N
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PAGE 165
NAT HLA OPERATIONS REV 10.1 01 MAR 2018
10.16 NAT HLA OPERATIONS
10.16.1 Operational Specification.
Refer to Operations Manual (OM, A) Chapter 40, Para 40.1
PY
Refer to Flight Dispatch Manual (FDM) Chapter 10.7.5
10.16.3 Plotting Chart
O
Flight Dispatch shall provide Plotting Chart along with Pre-flight Briefing Package to
C
the Flight Crew scheduled to operate flight in NAT HLA Airspace.
D
Flight Crew shall plot the route on the plotting charts provided by Flight Dispatch on
every NAT HLA flight in accordance with Operations Manual, Part C. On completion
E
of the flight, Plotting Charts duly filled in shall be handed over to Flight Dispatch by
LL
Flight Crew along with Post Flight Documents.
Flight Dispatch shall randomly verify the completed Plotting Charts and shall report
O
to Fleet Office in case of any discrepancy.

TR
N
O
C
N
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PAGE 166
NOTAM SERVICES REV 10.0 23 MAY 2017
10.17 NOTAM SERVICES
10.17.1 Introduction
NOTAMs are received through 2 sources.
AAI’s AFTN circuit is our main source for Indian NOTAMs and includes Class A, B,
C and D NOTAMs. NOTAMs for India are obtained through a drop circuit. All other
PY
messages from any other countries addressed to Jet Airways are also received on
this circuit.
O
World-wide NOTAM feed is received from Lufthansa systems, LIDO Flight Planning
as a MQ feed. This NOTAM feed along with NOTAMs received via AFTN are
C
updated in a database at Jet Airways end.
Note :
D
Both these feeds are important to Jet Airways operation in view of the fact
that every country’s NOTAMs are not routed and received through AAI’s
E
AFTN circuit and on the other hand large number of NOTAMS are not sent
LL
out or put on international distribution network.
10.17.2 NOTAM Management

O
The raw NOTAMs are received in the system via the two feeds are updated in
TR
database at Jet Airways end automatically. The NOTAMs are reviewed by the AIS
staff using a web portal developed by IBM. The web portal has been configured to
filter NOTAMs based on predefined list of QCODEs and locations of Jet Airways
N
interest are monitored.

O
At the end of each month end, AIS staff performs the checklist notams check for
Indian FIRs and any one random FIR for global notams sent by LIDO Flight
C
Planning System.
N
U
PAGE 167
10.17.3 Rescheduling Actions Required due NOTAMS
Very often NOTAMS are received for partial or full closure of an airfield and / or air
space. Or there are NOTAMs affecting performance of aircrafts due reduction of
runway lengths or other services. It can be received in two ways:
a) Class I NOTAM
PY
b) Class II NOTAM or AIC or AIP Supplement
1) In both the cases the response shall be same and shall be handled by
O
“NOTAM Section”.
C
2) Action / Response by either of the two sections in case of closure :
i) D − ≥7 days → Send e-mail to Network Planning for rescheduling action
IOCC.
E D
with copy to GM - Network Planning, GM – Flight Operations, DGMs and
D − <7 days but > 3 days → Send e-mail to Network Planning for
LL
ii)
rescheduling action with copy to IOCC, GM - Network Planning, GM –
Flight Operations and DGM. IOCC to keep track and monitor situation.
O
iii) D − 3 days or less → Send e-mail to IOCC for rescheduling action with
TR
copy to GM – Flight Operations and DGM.
Note: In any case the present practice of giving a copy to Flight

Dispatch shall continue.
N
O
3) Action / Response by either of 2 sections in case of partial closure of runway or

any characteristics or operational specifications of any runway and in case of
C
domestic operations, any reduction in parking capacity at any airport :

N
i) Immediately consult Duty Manager IOCC for directions in writing with

respect to the desirability / requirements of either rescheduling or use of
U
type of aircraft. IOCC to also initiate action if it is D − 3 days.
ii) Send a copy of NOTAM along with IOCC advice to Operations

Engineering for generation of any RTOW chart that may be required.
iii) Based on the advice, send out messages as envisaged in sub-paragraph

2 above, along with the advice of IOCC as the action required from
Network Planning.
PAGE 168
10.17.4 Re-Routing Actions Required due NOTAM
Any NOTAM, which requires any route(s) to be modified, should be referred to

Assistant Manager – AIS and in his absence to Flight Operations Officer - Tech
Dispatch on duty, during Office Hours from Monday to Friday. At other times it
should be referred to Manager / Asst Manager – Flight Operations or Officer - Flight
Operations on duty to do the needful. He can make a temporary route and dispatch
PY
the flight. In the event that any way point etc has to be created, they can take the
help of Tech Dispatch.
O
10.17.5 Reserved
C
10.17.6 Issuance of Company Notams by Flight Dispatch
Flight Dispatch Supplement will be issued depending on the operational

requirement.
E D
Between two releases of Flight Dispatch Supplement, any immediate operational
LL
notification which needs to be issued to the Flight Dispatcher, will be published as
the ‘Company NOTAM’.
O
At the end of the month, these NOTAM’s will be incorporated in the Flight Dispatch
Supplement or will be removed on expiry.
TR
Company NOTAMS are notifications which contain information that are

operationally relevant.
N
O
In LIDO Company NOTAMS are further classified in 3 parts.

C
1) Company NOTAMS with Flight Planning restrictions - These are subject

specific company NOTAMs such as Airport, Airways, Route, FIR, Waypoint,
N
and Restricted Area, may have effect on Flight Planning. Sample Company
NOTAM with Flight Planning restriction is shown below.
U
PAGE 169
2) Company NOTAMS as Crew Alert - These are Generic Information which are
typically related to safety and security and would appear on all flights and can
be filtered by A/c Type, Registration, Engine Type only. Sample Company
NOTAM as Crew Alert is shown below.
PY
O
C
3) Company NOTAM as Crew Bulletin - These are operational instructions
D
applicable to the Sector Specific, A/c Type Specific, Flight Number,
Registration specific information. Sample Company Notam as Crew Bulletin is
shown below.
E
LL
O
TR
N
O
C
N
U
PAGE 170
The above three classifications are collectively referred as "Company NOTAM" in

the OM-A. The content is displayed in the briefing package as described below:
1) Company Notams with Flight Planning restrictions is displayed along with

regular Class 1 Notams.
2) Company Notams as Crew Alert and Crew Bulletin is displayed at the end of
the Briefing Package as shown below.
PY
Company NOTAM will be published to the flight crew with Pre-flight briefing
package.
O
Company NOTAM will be reviewed and kept updated periodically. Topic from
C
Company NOTAMS will be removed when it is incorporated in the Operations
Supplement / Operations Manuals or not applicable any more.
1)
E D
Company NOTAM will have a fixed format as follows :
NOTAM reference number. Reference number shall follow NUMBER / MONTH

LL
/ YEAR format in sequence and every year number shall start from one
onwards. Company Notam shall be prefixed with “CO” before the reference
number e.g. CO6001/16;
O
2) NOTAM Location Identifier (refer the list mentioned below);

TR
3) A summary title. Title shall be precise to the contents;

N
4) NOTAM text;
O
5) Date of issue and effective date in DD-MMM-YY format;

C
Whether New or Revised.

N
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PAGE 171
NOTAM Location Identifier List
SPECIFIC NOTAM
Locations
PY
<ICAO Code> Origin, Destination, Alternates
<Orig IATA> <Dest IATA> City pair/Sector Specific e.g. BOMDEL
O
DP Notams -Company Route Specific
C
In case DP is applicable for multiple sectors then
the Notam is created for first sector and included
<Orig IATA> <Dest IATA>
<RteNo>
D
in other sectors. E.G. BOMLHR1, BOMLHR2,
BOMBRU3 the DP is updated with Notam
E
identifier BOMLHR1 and same identifier is used
for other sectors.
LL
ICAO FIR Code for which the Company Notam is

<FIR>
O
applicable
TR
Two Letter Country Code typically first two letter of

<CountryCode> the FIR code e.g for India the country code is VA,
VE, VI and VO.
N
Waypoint Name as per the ARINC 424 standard

<Waypoint Code>
O
e.g. IDOLA
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Name of the Restricted Airspace e.g. D99-

<Restricted Airspace>
BABINA, R183-TAMBARAM I
N
<Flight No.> Specific Flight Number

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PAGE 172
Company NOTAM Applicability
Company Notams can be created based on following applicability:
PY
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Company NOTAMs can be made specific by Aircraft Type and/ or Aircraft
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Registration.
E D
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O
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N
O
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PAGE 173
Company NOTAM Request Form
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O
C
E D
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N
O
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PAGE 174
Sample Company Notam Request form is attached:
PY
O
C
E D
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Note: This procedure is aligned with the existing Company Notam issuance
procedure of the Fleet Office. The attached template will be applicable for
issuance of Flight Dispatch Notam to bring about standardization.
PAGE 175
10.17.7 Reserved
10.17.8 Reserved
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PAGE 176

PROCEDURE FOR DETERMINATION
OF FLIGHT TIME / TAXI TIME
REV 10.0 23 MAY 2017
10.18 PROCEDURE FOR DETERMINATION OF FLIGHT TIME / TAXI TIME AND

FLIGHT CREW REQUIREMENT
Flight Time: - In context of flight crew FDTL, the total time from the moment the
chocks are removed for the purpose of push back / taxi to the moment it comes to
rest at the end of the flight or series of flights (Chocks ‘ON’) or in other terms it is
time from chocks OFF to chocks ON.
PY
The CFP provides the Trip Time, Taxi out time, Taxi in time and flight time is sum of
all three.
O
Procedure to calculate Taxi Time: - Taxi out timings for all stations are mentioned
in FDM Chapter 10.17.3
C
10.18.1 Existing Station E D
Taxi timings are analysed with planned taxi time on the flight plan v/s actual taxi
time based on historical data. Network planning, Load control and Systems
helpdesk should be advised of revised taxi time and taxi fuel. This will be done by
LL
the manager of the respective Flight Dispatch unit.

O
10.18.2 New Station

TR
Whenever a new station is introduced in the network, taxi time for all a/c fleets are
as below
N
Taxi out 20Min

O
Taxi in 10Min
C
Review of Taxi time: - On completion of 30days of operations, taxi timings are

analyzed with planned taxi time on the flight plan v/s actual taxi time. The derived
N
taxi time will be rounded off to the nearest 5min. Network planning, Load control
and Systems helpdesk should be advised of revised taxi time and taxi fuel. This will
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be done by the manager of the respective Flight Dispatch unit.
PAGE 177

REV 10.0 23 MAY 2017
10.18.3 Station Wise TAXI OUT Time details
We are continuously seeking avenues for fuel optimization and as a part of that
objective, variable Taxi time has been implemented in operation.
While optimizing fuel uplift for all flights, monthly Taxi Out/In time reports are
established for every destination on the network. These advisories are generated
PY
with adequate buffers based on past experience and shall be provided to Flight
Despatch with monthly updates. In case of non-availability of historical data, the
default advisories shall be considered.
O
Considering all the practical purposes, following Two (02) types of Taxi Times have
C
been worked out
• Flight planning purpose

• IOCC purpose
Flight planning purpose

E D
LL
Taxi Out times are based on higher of (Average + 1 STDDEV) of preceding 3

month data and Previous year’s corresponding Month (Seasonal effect).
O
Taxi In times are based on higher of Average of preceding 3 month data and
TR
Previous year corresponding Month (Seasonal affect). LIDO Flight Planning System
has been configured to automatically capture the variable Taxi Time.
N
Jet Soft fuel page has been amended to show Taxi Out time against respective
flights.
O
C
Process for Flight Dispatch

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a) Flights departing out from Dispatch Stations BOM / DEL / CCU / MAA
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Flight Dispatcher will pass the Taxi Out Fuel along with RTOW, TRIP and
Departure Fuel to the Load and Trim Staff/ CLCU.
b) Flights Departing Out of all other Stations
Pilot in Command will pass the Taxi Out Fuel along with RTOW, TRIP and
Departure Fuel to the Customer Services Staff.
The Pre-flight briefing sheet have been amended as under to show the output of
Taxi Out fuel for easy reference and also to facilitate capture of information for
subsequent automation.
PAGE 178

REV 10.0 23 MAY 2017
IOCC purpose
Taxi Out and Taxi In times are based on higher of Average of preceding 3 month
data and Previous year corresponding Month (Seasonal affect).
10.18.4 Specially Dispensed Long Haul Flights with Two Crew Operations (10
hrs Flight Time Limit)
PY
For flights planned with 2 crew, and where the scheduled block time is more than
0900hrs. The following procedure is to be followed:
O
1) D-6hrs, Compute the flight plan with VIE loads and normal cargo load. Check
Flight time (Trip time + Taxi out time+ Taxi in time). Advise rostering
C
department if flight time exceeds 10hrs.
D
E.g. If DEL / LHR Trip Time, for a particular flight, is 0930hrs, then Flight time
is 1005hrs. (Trip time + Taxi out time+ Taxi in time i.e. 09hr 30mts + 0025mts +
0010mts)
E
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2) If flight time is more than 10hrs, compute flight plan with increased speed
schedule with VIE loads and normal cargo. Check flight time (Trip time + Taxi
out time+ Taxi in time). If flight time is still more than 10hrs, inform crew
O
rostering of the flight time and alert for positive additional crew requirement.
TR
3) D-4hrs, Compute flight plan with EZFW received in Jet Soft/Air Path. Check
with rostering department, the availability of crew. If crew not available,
increase the speed schedule. If increased speed schedule meets the flight time
N
of 10hrs for two crew ops, advise operating crew of the same. Make special
remarks on pre flight briefing sheet under “Dispatcher remarks” column.
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Note: Higher speed schedule substantially increases the fuel burn/cost of

C
operations substantially and should only be used on rare occasions, when

N
all other options are exhausted for conduct of flight.

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PAGE 179
POST FLIGHT DUTIES REV 10.0 23 MAY 2017
10.19 POST FLIGHT DUTIES
Refer to details as mentioned in the OM regarding collection and retention of post

flight documents.
On receipt of the post flight documents following actions to be carried out by Flight
Dispatch.
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• Ensure, the following details from the Pilot Sector Report (PSR) is updated in
OPAS/Jet Soft, after which the PSR’s are sent to the rostering department.
O
a) OOOI Timings,
C
b) Delay reasons
c) Fuel details.
• D
In case a Special Report is submitted then it is scanned and sent to the Fleet
E
Chief’s Office for further necessary action.
LL
• Any other relevant forms that the crew has submitted to be forwarded to the
Flight Safety department/ Fleet Chief’s office.
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• Analyse the post flight documents for any deviations and take corrective
TR
actions.
• All Flight papers shall be retained region wise for a minimum period of 6
N
months.
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C
N
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PAGE 180
E- LOG REV 10.0 23 MAY 2017
10.20 E- LOG
Flight Dispatch / IOCC use “Electronic Log” (e-log).
10.20.1 Retention of E-Log
The e-log shall be retained for a period of 1-Year.
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10.20.2 Entry and Content of the E-Log
All significant occurrences shall be recorded in the E-log as per chronological
O
sequence.
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The e-log shall contain information related to the following :
1)
2) Incidents and significant events

E D
Shift wise name and duty allocation of the staff
LL
3) Any NOTAMs affecting the flights
4) Information that can be used for future reference

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5) Schedule changes
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6) Non schedule flights
7) Adverse weather
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8) Specific handover information to the next shifts

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9) Any specific instructions to the staff

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PAGE 181

FLIGHT DISPATCH FUNCTIONS BY
EXTERNAL AGENCIES
REV 10.0 23 MAY 2017
10.21 FLIGHT DISPATCH FUNCTIONS BY EXTERNAL AGENCIES
In accordance with Indian CAR, Section 7,Series M, Part II, Para 13 Jet Airways
has engaged approved external agencies in various international stations to carry
out Flight Dispatch functions.
Sr. GM-Flight Operations shall be responsible to nominate a representative in the

grade of Manager-Flight Operations to carry out a periodic review as a process for
PY
monitoring and control of such external agencies.
The review process shall also include monitoring of briefing packages on
O
completion of the flight through random checks by flight dispatchers and shall also
consider the feedback and debriefing reports from pilots and dispatchers.
C
E D
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PAGE 182
WET / DRY LEASE OPERATIONS REV 10.0 23 MAY 2017
10.22 WET / DRY LEASE OPERATIONS
Jet Airways leases its aircraft for wet and dry lease operations to other airlines.
Since the aircraft are Indian registered, in terms of the current regulations the lessor
i.e. Jet Airways has to exercise operational control during wet lease operations.
The Sr. GM Flight Operations is therefore required to ensure that all requirements
for the same and efficient conduct of operations are being complied with. These
PY
include provision of operational support ensuring proper aircraft documentation and
adhering stipulations as laid down in various AIP and documents in respect of
countries including over flying.
O
Criteria for leasing of aircraft by Indian Operators is given in CIVIL AVIATION
C
REQUIREMENT SECTION 3 – AIR TRANSPORT SERIES ‘C’ PART I
E D
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PAGE 183
FLIGHT ALLOCATION REDISTRIBUTION REV 10.0 23 MAY 2017
10.23 FLIGHT ALLOCATION REDISTRIBUTION
Entire Jet Airways and JetLite flight schedule is distributed across all flight dispatch
stations for the purpose of Operational Flight Planning. List of Flights were against
each Flight Dispatch stations indicating their ownership.
This process of flight allocation was the initial approach towards a balanced
workload distribution. This was done keeping in mind the available and approved
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Flight Dispatchers strength in the network. The process had also brought clarity in
responsibilities of each Flight Dispatch Stations w.r.t. OFP and ATS planning for
scheduled flights and also in case of diversion.
O
We have evaluated the existing scenario and worked out the Re-distribution of
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flights considering the following factors.
Planned and Approved flight schedule E D

Actual no of Dept and Arrival including cancellations and combinations
LL
Type of flights (Domestic, International, Narrow Body, Wide Body, EDTO, NATS
etc).
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Number of Approved Flight Dispatcher available in the station.

TR
Number of LIDO Flight Planning System Desk presently available and required to
be created.
N
Work load in terms of TIME required to compute various types of OFPs (e.g. NB
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Domestic, NB International, NB EDTO, Wide Body, NATS).

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Flight Distribution list shall be published by the office of GM Flight Operations

depending on published schedule.
N
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PAGE 184
10.23.1 Normal Operations
Flight Dispatch at the station of origin from where the flight has been initiated, shall
be responsible for the entire sector till the flight reaches its Final Destination.
e.g. 9W-2509 Operating AMD/IDR/BHO/RPR/CCU
The flights shall be dispatched by Mumbai Flight Dispatch and ownership of these
PY
flights shall remain with Mumbai Flight Dispatch until the flight lands at final
destination i.e. CCU.
O
ATS flight plan shall be filed by Mumbai FD covering the entire segments of the
flight until CCU.
C
e.g. 9W-615/615/2292 Operating BOM/CCU/IXR/DEL
E D
Mumbai Flight Dispatch shall dispatch the flight 9W-615 up to CCU i.e. BOM/CCU.
The next sector 9W-615/2292 CCU/IXR/DEL shall be dispatched by Kolkatta Flight
Dispatch and it will be responsibility of Kolkatta Flight Dispatch till the flight lands at
LL
DEL.
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10.23.2 Diversion Flights

TR
In case of a diversion, Flight Dispatch who holds the ownership of the flight as per
flight distribution list, shall send OFP to the diverted station.
N
The Regional Flight Dispatch station, under whose FIR the flight has diverted, shall:
O
1) Co-ordinate with origin Flight Dispatch;

C
2) File ATS plan;

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3) Obtain ADC and FIC;

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4) Any other local clearances;
5) Regular update to Duty Manager IOCC;
6) Regional Flight Dispatch shall;
7) Regularly update origin Flight Dispatch of progress.
PAGE 185
IMPORTANT NOTE:
At all times the ownership of the flight shall remain with the Dispatch under which
the flight was initially dispatched.
e.g. BOM / DEL flight diverting to JAI. As it is in Delhi FIR; ATS plan,
FIC,.ADC is to be handled by DEL.
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BOM / DEL flight diverting to AMD. As it is in Mumbai FIR; ATS plan
from BOM.
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Ownership of the flight remains with Mumbai Flight Dispatch in both the cases.
C
Duty IOCC, on receipt of the information shall inform the concerned Dispatch
stations regarding the diversion.
10.23.3 Non-Schedule Operations

E D
Flight Allocation for Schedule Flights and Diverted flights has been implemented in
LL
accordance to FDM Chapter 10.22. Additionally, allocation for Non-schedule Flight

shall be implemented as follows :
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Typical Non-Schedule Flights are listed as under :

TR
• Ferry Flight (Maintenance / Positioning / Delivery);
• Charter Flight;
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• Test Flight;
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• Training Flight;
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• Familiarization Flight;
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•
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Adhoc Additional Flight.
PAGE 186
10.23.4 Domestic Flight :
Scenario 1 - In case the flight is originating from a Dispatch Station, then the same
Flight Dispatch shall be responsible for generating Preflight Briefing Package, ATS
Flight planning and submission to ATS authorities.
PY
be responsible for the entire sector till the flight reaches its Final Destination or next
Flight Dispatch station whichever is earlier.
E.g. VABB / VAID BOM Flight Dispatch shall be responsible
O
Scenario 2 - In case the flight is originating from a Non-Dispatch Station, then the
C
Respective Regional (FIR wise) Flight Dispatch shall be responsible for generating
Preflight Briefing Package, ATS Flight planning and submission to ATS authorities.
E D
Respective Regional (FIR wise) Flight Dispatch, under which the flight has been
initiated, shall be responsible for the entire sector till the flight reaches its Final
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Destination or next Flight Dispatch station whichever is earlier.
E.g. VEBS / VAUD / VABB CCU Flight Dispatch shall be responsible.

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PAGE 187
10.23.5 International
Scenario 1 - In case the flight is originating from a Dispatch Station, then the same
Flight Dispatch shall be responsible for generating Preflight Briefing Package, ATS
Flight planning and submission to ATS authorities.
PY
be responsible for the entire sector till the flight reaches its Final Destination or next
Flight Dispatch station whichever is earlier.
e.g. VIDP / ZSPD (Shanghai) DEL Flight Dispatch shall be responsible
O
Scenario 2 - In case the flight is originating from an International station and
C
planned to land in a Flight Dispatch station (Except Scenario 3) then Flight Dispatch
at arrival station shall be responsible for generating Preflight Briefing Package, ATS
E D
Flight planning and submission to ATS authorities / GHA as appropriate.
Flight Dispatch, under which the flight has been initiated, shall be responsible for
LL
the entire sector till the flight reaches its Final Destination.
e.g. EGLL / VABB BOM Flight Dispatch shall be responsible

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Scenario 3 - All Transatlantic, Transpacific and New Aircraft Induction Ferry from
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Seattle and Toulouse shall be handled by BOM Flight Dispatch.
Important Note :
N
i) Route Planning and Overflying Section in Mumbai shall be responsible for

O
Route Planning and Overflying related functions for all international flights;
C
ii) Flight Dispatch, under which the flight has been allocated, shall be responsible
to ensure ADC no is obtained for the flight and is transmitted to the operating
N
crew prior departure. Flight Dispatch shall communicate to crew directly in

case the flight is originating from Flight Dispatch station. Otherwise the same
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communication shall be made through APM or GHA, in case the flight is

originating from a Non-Flight Dispatch station.
PAGE 188
10.23.6 Responsibility and Procedure for Dispatch of Flights when Two

Dispatch Stations are Involved
In this case, OFP is computed by one Flight Dispatch and transmitted to another
Flight Dispatch where the Flight Crew briefs themselves prior departure.
Background
PY
Recently a flight 9W-122 DEL / LHR was delayed due to incomplete dissemination
of MEL information to certain Departments. Investigation revealed that the MEL
implication was not communicated to the concerned departments.
O
In this case BOM Flight Dispatch was responsible for OFP computation and DEL
C
Flight Dispatch was responsible to assist the Flight Crew in Pre-flight Briefing.
D
BOM Dispatch expected that the MEL information to all concerned departments in
DEL will be provided by DEL Flight Dispatch. On the other hand, DEL Dispatch
E
assumed that MEL information to all concerned departments must have been
LL
initiated directly by BOM Flight Dispatch to all concerned departments.
On realizing the lacuna in communicating the MEL information, both the Flight
O
Dispatch stations started immediate recovery action, however it was too late and
this resulted in a delay and revenue loss due cargo off-loading.
TR
Mitigation Measures
N
In order to avoid recurrence, following is the procedure to be followed :

O
1) The Dispatch stations to whom the flight is allocated and sending the
package will action the following :
C
• Prepare the entire package;

N
• Drop the package at the concerned Dispatch station;

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• The package must include a covering note notifying all significant Briefing /
Instruction / MEL requirements that need to be briefed to the crew and any
particular departments.
Note: The same procedure shall be followed while dropping packages to

Non dispatch stations.
PAGE 189
2) The Dispatch stations receiving the package will action the following :
• Print and collate the entire package;
• Confirm receipt of entire package;
• Check for any significant Briefing / Instructions / MEL requirements on the

cover note and action as required.
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PAGE 190

EXCESS FUEL INTO AIRCRAFT BY
FUELLING COMPANY
REV 10.0 23 MAY 2017
10.24 EXCESS FUEL INTO AIRCRAFT BY FUELLING COMPANY
We have witnessed certain cases in the past, where the Fueling Companies had
erroneously uplifted excess fuel on board the aircraft over and above our required
fuel figure confirmed by Pilot or Flight Dispatch.
This additional fuel uplifts more than our requirement have financial implications on
our company. This cannot be our liability.
PY
Flight Dispatchers must report through email to their respective Manager Flight
Dispatch with a copy to DGM / GM Flt Dispatch.
O
The report will mention the following:
C
1) Flight Number ____________________
2)
3)
Sector
STD
E D ____________________
____________________
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4) Aircraft Registration ____________________

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Fuel quantity confirmed by

5) ____________________
Flight Dispatch
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6) Actual Fuel uplifted ____________________
7) Excess amount ____________________

N
Additionally, Engineering department has also been requested to issue necessary

O
instruction to AMEs with this regard, as the fuel quantity actually uplifted is with the
C
AME.
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PAGE 191

DEPARTURE DELAY INFORMATION TO
FLIGHT CREW
REV 10.0 23 MAY 2017
10.25 DEPARTURE DELAY INFORMATION TO FLIGHT CREW
We have experienced certain situation in the past where the operating flight crew
was not informed in time regarding a delayed departure on his/her flight. Primarily
this was due to a lack of clarity in the defined functional responsibility between
Flight Dispatch Staff and Cockpit crew Rostering staff.
The following procedure has been put in place to streamline this process in the
PY
network.
Mumbai and Delhi
O
Cock-pit Crew Rostering section is 24 x 7 in operation in BOM and DEL.
C
Conveying all delay information to the cockpit crew will be the responsibility of the
Chennai / Kolkata
E D
Crew Rostering Section before the crew reports to Flight Dispatch.
LL
Cock-pit Crew Rostering staff in CCU & MAA are not 24 x 7.
Conveying all delay information to the cockpit crew will be the responsibility of the
O
Crew Rostering Section only during the time when the rostering staff is on duty i.e.
between 0700hrs till 2200LT.
TR
Beyond which it will be the responsibility of the Flight Dispatch to ensure that the
crew are informed of all revision and changes in the flight status.
N
All Dispatch Stations

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In all cases, once the crew reports to Flight Dispatch, it will be the responsibility of
C
the Flight Dispatch to ensure that the crew are informed of all subsequent revisions
N
and changes in the flight status.

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PAGE 192

PTS TO MITIGATE FLIGHT DELAYS DUE
LATE REPORTING OF FUEL BOWSER
REV 10.0 23 MAY 2017
10.26 PTS TO MITIGATE FLIGHT DELAYS DUE LATE REPORTING OF FUEL

BOWSER
In the past we have experienced flight delays due to late reporting of fuel bowser.
Although fueling companies are primarily responsible for sending fuel bowser well
in time to respective aircrafts, however failure at fueling company end had led to
flight delays. Investigation revealed that certain delays could have been avoided by
PY
raising an alert within sufficient lead time.
In order to mitigate such delays, the following procedures have been outlined.
O
AME / Technician attending the flight will call up Fuelling Company directly in case
C
of non-reporting of fuel bowser as per PTS mentioned below.
Type of A/C
ATR
E D
First Flight
D - 50 Mins
QTA Flight
D - 25 Mins
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B737 D - 50 Mins D - 30 Mins
A330 / B777 D - 80 Mins D - 70 Mins
O
TR
In case AME / Technician are unable to contact Fuelling Company, they will inform
Duty Manger Flight Dispatch. The Duty Manger Flight Dispatch will try and convey
the same to Fuelling Company.
N
The detailed list of fuelling companies assigned against flight no have already been
O
provided to Engineering department as ready reference.

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PAGE 193

TRACKING OF FLIGHT CREW IN CASE OF
DELAYED REPORTING FOR FLIGHT DUTY
REV 10.0 23 MAY 2017
10.27 TRACKING OF FLIGHT CREW IN CASE OF DELAYED REPORTING FOR

FLIGHT DUTY
We have experienced situations where flights were delayed with passengers on

board due to late reporting of the operating flight crew.
In such cases, there is a need to inform Customer Service department well in time
to hold or delay the boarding process depending on availability of operating crew
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for the flight.
Company stipulations laid down in the OM A 2.2.4 for reporting time for duty by
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flight crew:-
C
The following procedure has been put in place with this regard.
1) BOM E D
Cockpit Crew Rostering section is 24 x 7 in operation in BOM.
LL
Flight Dispatch will advise DM – IOCC and Cockpit

D – 85 for Intl & D – 55 for
crew rostering staff in IOCC in case flight crew
O
Dom
hasn’t reported in Flight Dispatch for the flight.
TR
IOCC shall advise Customer Service Department to

hold Boarding in case Flight crew still hasn’t
D – 75 for Intl & D-45 for
reported for the flight or there is no definite
Dom
N
information from Cockpit Crew Rostering regarding

availability of operating crew.
O
Cockpit Crew Rostering department will evaluate all possible options and decide
C
whether the same assigned crew will operate the flight or a separate crew needs to
N
be arranged.
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After assessing all possible options, Cockpit Crew Rostering department will decide
the earliest possible time when a set of crew can be made available to operate the
flight and advise IOCC.
IOCC shall decide ETD depending on the situation and advise the stake holders.
IOCC shall advise IOCC GSD to initiate the boarding accordingly.
PAGE 194

REV 10.0 23 MAY 2017
2) DEL / MAA / CCU
Cockpit Crew Rostering section is operational 24 x 7 in DEL however Rostering

staff in CCU, MAA are available only during following specified hours.
MAA and CCU - 0700 to 2200 Hrs
PY
Conveying all relevant information will be the responsibility of the Crew Rostering
Section during working hours of the rostering staffs and beyond which it will be the
O
responsibility of the Flight Dispatch (24x7 Ops) to manage the coordination through
Rostering staff in IOCC.
C
Flight Dispatch will advise local Cockpit crew
D – 85 for Intl & D – 55
for Dom
E D
Rostering section and IOCC in case flight crew hasn’t
reported in Flight Dispatch for the flight
LL
Flight Dispatch shall advise Customer Service Dept.
to hold boarding in case Flight crew still hasn’t
D – 75 for Intl & D-45
reported for the flight or there is no definite
for Dom
O
information from Rostering regarding availability of

operating crew
TR
Flight Dispatch shall also alert IOCC

N
Cockpit Crew Rostering department will evaluate all possible options and decide
O
whether the same assigned crew will operate the flight or a separate crew needs to
be arranged.
C
After assessing all possible options, Cockpit Crew Rostering department will decide
N
the earliest possible time when a set of crew can be made available to operate the
flight and advise IOCC.
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IOCC shall decide ETD depending on the situation and advise the stake holders.
IOCC shall inform respective FD to advise local Customer Service Department for
release of boarding.
PAGE 195

REV 10.0 23 MAY 2017
3) ALL NON-DISPATCH STATIONS (DOMESTIC AND INTERNATIONAL)
In all cases, it will be the responsibility of the respective Airport Manager to inform
IOCC.
In turn IOCC shall coordinate with Cockpit Crew Rostering staff (IOCC) and take
appropriate action.
PY
IOCC shall advise the respective station APM either directly or through IOCC GSD
as required.
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C
E D
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N
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PAGE 196

REV 10.0 23 MAY 2017
Communication flow chart for Flight Dispatch station (BOM / DEL / CCU /
MAA)
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E D
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PAGE 197

REV 10.0 23 MAY 2017
Communication flow chart for Non - Flight Dispatch station (Domestic and
International)
Reporting Time
International D-90
Domestic D-60
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O
C
Alert Raised by APM
International D-85
Domestic D-55
E D
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N
IOCC Rostering staff in IOCC

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C
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PAGE 198
CODE SHARE CHAPTER 11
CHAPTER 11 – CODE SHARE
11.1 GENERAL .................................................................................................... 3
11.2 LIST OF CODE SHARE AIRLINE PARTNER ............................................. 4
11.3 CONTACT DETAILS OF CODE SHARE AIRLINE PARTNER ................... 5
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PAGE 1
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PAGE 2
GENERAL REV 10.0 23 MAY 2017
11.1 GENERAL
Jet Airways has code share with other international airlines for transportation of
passengers on their carriers and vice versa. The code share agreement entails
both airlines offer their individual flights numbers for a single sector on which pre-
fixed number of seats are allocated.
The code sharing carrier would therefore need to ensure that the carrier on which
PY
they code share for the carriage of their passengers meet with all regulatory
requirement of their country as also safety standards to ensure safe operations. As
the standards vary from airline to airline, as also regulatory requirements differ from
O
country to country, IATA have formulated a Safety Audit Program known as IOSA
(IATA Operational Safety Audit) which is internationally accepted.
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Code share agreement between Jet Airways and its code share partner shall cover
all applicable requirements.
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PAGE 3

LIST OF CODE SHARE AIRLINE
PARTNER
REV 10.0 23 MAY 2017
11.2 LIST OF CODE SHARE AIRLINE PARTNER
AIR CANADA (AC)

ALITALIA (AZ)
ETIHAD AIRWAYS (EY)
MALAYSIAN AIRLINE (MH)
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QANTAS (QF)
BRUSSELS AIRLINES (SN)
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UNITED AIRLINES (UA)
VIRGIN ATLANTIC (VS)
C
AMERICAN AIRLINES (AA)
KENYAN AIRWAYS
EMIRATES
SOUTH AFRICAN
(KQ)
(EK)
(SA)
E D
LL
ALL NIPPON (NH)

O
TR
N
O
C
N
U
PAGE 4

CONTACT DETAILS OF CODE SHARE
AIRLINE PARTNER
REV 10.0 23 MAY 2017
11.3 CONTACT DETAILS OF CODE SHARE AIRLINE PARTNER
In the event of any emergency or emergency planning, IOCC shall communicate

with the concerned code share airline.
Detail lists of contact of all the code share partner airlines are maintained in IOCC /
Flight Dispatch.
PY
O
C
E D
LL
O
TR
N
O
C
N
U
PAGE 5

CONTACT DETAILS OF CODE SHARE
AIRLINE PARTNER
REV 10.0 23 MAY 2017
PY
O
C
E D
LL
O
TR
N
O
C
N
U
PAGE 6
APPENDIX A
DIVERSION REPORT FORM
REV 10.0 23 MAY 2017
DIVERSION REPORT
Date Sector STD
ATD /
A/c Reg. Diversion to
Airborne
Flight ETA
FOB
No. Destination
PY
Time of
Captain Pax Load
Diversion
O
Destination Minima :
C
Chronological Sequence : E D
LL
O
TR
Weather / Technical Reason :

N
O
C
N
U
Dispatcher Remarks :
PAGE 1
APPENDIX A
DIVERSION REPORT FORM
REV 10.0 23 MAY 2017
PY
O
C
E D
LL
O
TR
N
O
C
N
U
PAGE 2
APPENDIX B
FAMILIARIZATION FLIGHT
REPORT
REV 10.0 23 MAY 2017
FAMILIARIZATION FLIGHT REPORT

Flt No. 9W / S2 : Date : Airborne : ATOW :
A/c Reg. : Sector : Touch down : ZFW :
A/c Type : RTOW : Chocks Off : Chocks On :
Observer : Captain :
PY
TIME FUEL FOB
O
CFP ACTUAL CFP ACTUAL VARIATION
C
TOC
Cruise
TOD
Landing
E D
LL
Reasons for Variations, if any :

O
TR
N
O
Navigation Aids (Give Observations about their accuracy and Reliability, if any)
VOR :
C
DME :
N
ADF :
U
NDB :
ILS :
PAGE 1
APPENDIX B
FAMILIARIZATION FLIGHT
REPORT
REV 10.0 23 MAY 2017
COMMUNICATIONS: Give comments on effectiveness / efficiency of :
ATS VHF ATS HF
Company Channels : ( Give comments on effectiveness / efficiency of along with frequency.,

location, readability and no of calls ):
PY
Co. VHF :
O
C
General : (Comments about availability of Desired Flight Load, Routing, Arrival and
Departure Procedures and offer general comments from Flight Dispatch point of view ) :
E D
LL
Comments from the Commander, if any :

O
TR
Comments from the Unit Head / Manager Flight Ops, if any:

N
O
C
N
U
Signature of PIC Signature of Signature of

Flight Dispatcher Unit Head / Manager Flight
Operations
PIC Name Flight Dispatcher Name Unit Head / Manager Flight

(Employee No._________) Operations Name
Note : The Flight Dispatcher proceeding on Familiarization Flight must take a copy of
CFP given to the crew. The copy of the Familiarization Flight Report must be
submitted to GM – Flight Operations.
PAGE 2
APPENDIX C
LIST OF IMPORTANT CONTACTS
REV 10.0 23 MAY 2017
List of Important contacts – Flight Operations (Ground Operations)

0B
Name Designation Office Fax Mobile e-mail Res Telephone
Mr. Manoj Arora VP – Flight Ops Support Svc 6121 1236 9820189986 marora@jetairways.com
Mr. E. P. Sainath Sr. G.M-FO 6607 5565 6607 5535 9820298161 epsainath@jetairways.com 29257419
PY
Mr. D R Shah G.M -FO 6607 5500 6607 5535 9820408805 dshah@jetairways.com 28875920
Mr. Sunil Fernandes DGM - FO (IOCC) 6607 5545 6607 5535 9819568802 sunilfernandes@jetairways.com 28300606
O
Mr. M. Balachandran DGM - FO (IOCC) 6607 5545 6607 5535 9920025536 mbalachandran@jetairways.com 28124935
C
Mr. Sunil Kamath DGM - FO Systems 6607 5504 6607 5535 9920030166 sunilkamath@jetairways.com 28543893
D
Mr. D. Kurlekar DGM - FO (IOCC) 6607 5545 6607 5535 9892985123 dkurlekar@jetairways.com 28545718
E
Mr. Sudipto Chandra DGM - FO (FD) 6607 5502 6607 5535 9819318878 schandra@jetairways.com
LL
Mr. Amarjith Padman Manager - FO 6607 5501 6607 5535 8879864941 apadman@jetairways.com 55511181
Mr. G. Baini Manager – FO (IOCC) 6607 5545 6607 5535 9892985123 gbaini@jetairways.com
O
Mr. Swapnil Rabse Manager – FO (IOCC 6607 5545 6607 5535
TR
Ms Asha Kotian Manager FO (A/c Documentation) 6607 5512 6607 5512 akotian@jetairways.com
Mr. Jerry M Asst Manager – FO (A/c Documentation) N 2626 6050 jmascarenhas@jetairways.com
Doctor 2626 6618 bommedical@jetairways.com
O
Flight Dispatch DM 6607 5520/15/18 6607 5535 flightdespatchbom@jetairways.com
C
Flight Dispatch at T2 6685 4322 6685 4310 flightdespatchbriefingbom@jetairways.com

N
Airops Help Desk 6607 5505 6607 5535 airops@jetairways.com

U
Notam Section 6607 5526 6607 5535 bomnotamservices@jetairways.com

Overflying 6607 5527 6607 5535 overflyingpermission@jetairways.com
Route Planning 6607 5530 6607 5535 meenas@jetairways.com
OTP Cell Assistant Manager / Flight Operations Officer 6607 5540/42 6607 5535 opasbom@jetairways.com
Aircraft Documentation 2626 6960/ 3225 9654 bomnav_services@jetairways.com
PAGE 1
APPENDIX C
LIST OF IMPORTANT CONTACTS
REV 10.0 23 MAY 2017
Name Designation Office Telephone Fax Mobile e-mail Res Telephone
Station : Delhi Area Code 011
Mr. Jaswinder Singh Manager-FO 4963 7915 4963 7916 9818442634 jlamba@jetairways.com
PY
Duty Manager FD 4963 7917 / 18 4963 7916 9313653809 flightdespatchdel@jetairways.com
Mr. Biswadip Manager - Liaison 4963 7917 / 18 9910104586 bchoudry@jetairways.com
O
Mr. Rajiv Bhatia Manager - FO (Jet Lite) 01243315660 01243315660 9560008672 rbhatia@jetairways.com
C
Station: Kolkata Area Code 033
E D
Mr. S. Chakraborty Manager – FO (officiating) 2511 1604 2511 9953 7003469210 suparshwac@jetairways.com
LL
Duty Manager FD 2511 1604 / 5 2511 9953 09339053806 flightdespatchccu@jetairways.com
O
Station: Chennai Area Code 044
TR
Mr. Patrick Thomas Manager – FO (officiating) 2256 0825 2256 0828 09962500927 pthomas@jetairways.com
Duty Manager FD 2256 8003
N 2256 0828 09962553084 flightdespatchmaa@jetairways.com
O
C
N
U
PAGE 2

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PY

DOC No. : JA/OPS/054

Revision No: 10.1

Revision Date: 01 Mar 2018

Flight Operations Department shall ensure Safe, Economic and Efficient

immediately giving details.

documentation or any other approved and current documentation. Where

CHAPTER CHAPTER NAME

LEP List of Effective Pages

1 Organization and Responsibilities

2 Safety Management System

3 Training and Qualification Requirements

4 Systems and Infrastructure

5 Operational Control and Supervision

6 Documentation and Navigation Database

7 Emergencies and Contingencies

Appendix A Diversion Report Form

Appendix B Familiarization Flight Report Form

Appendix C List of Important Contacts

CH. PAGE DATE OF REV. CH. PAGE DATE OF REV.

FWD 2 23 May 2017 10.0 0 1 23 May 2017 10.0

0 2 23 May 2017 10.0

SOM 2 23 May 2017 10.0 0 4 23 May 2017 10.0

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DL 2 23 May 2017 10.0 0 12 23 May 2017 10.0

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RVH 1 23 May 2017 10.0 0 14 23 May 2017 10.0

RVH 2 23 May 2017 10.0 0 15 23 May 2017 10.0

RVH 3 23 May 2017 10.0 0 16 23 May 2017 10.0

RVH 4 23 May 2017 10.0

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IDX 1 23 May 2017 10.0 1 2 23 May 2017 10.0

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