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AIR-INDIA CHARTEB LIMITED OPERATIONS MANUAL .

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PREFACE

Operations Manual has h e n prepaied in conformity wih the Rule 1408 of the Indian Aircraft Rules 1937, CAR Section 2 Series '0' Part 'X', Rev.2 dated 17th March, 2004 and ICAO Annex 8, to provide adequate guidance, specific instructions and van'ous opratlonal polides for personnel connected wilh fligM operations to discharge their duties promptly,effectively snd efficiently. If any Infonna~oncontained

In this doment !s

at variance or contradictory to any

statulaw document e.g. AlrcfaH Rules, Chil Aviation Requirements,Advisory Circulars, Aeronautical Information Circulars, A.I.P. etc., the content of statutory documenls will take precedence end shall be binding.

Under routlne wndltions slrici cumplianm is

required with all applicable government regulations. Nevertheless, nothing in this manual however carefully outlined and precisely adhered to, can replace the exercise of good judgement in case of emergency o! wlrc!~~ cn~~rlilifins dictala. Suggestions lor improving the contents and creating a.better outline for (light operalions are requested. All personnel are also requested to keep in n~indal all times, lhe

'ODJECTIVES'of Air-India Charters while discharging their duties.

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A 1R-INDIA CHARTERS I;lM I TED OPERATIONS M AN11A I ,

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l S T Floor, IFSD Building. Medicon-Bhavan,Oyp. Indian Oil Depot, ' Mumbai Airport, Sa har, Andheri-B, Mumbai - 400 099 Tel:28318825/8826/8828*Fnw:28364643 .

AIR-INDIA CIWZTERS LIMITED OPERATTONS MANUAL MISSIONOF A I R I N D I A CHARTERS

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GENERAL

Air-india Char(-

l i m i t d is a Company registered under the Companfs Ad 1956.

Airindia Charters limited operates r-r several schedddcharter flighls.

si;heduted'se~eand also operates

Air India Charters Md. has ob(ained a vdd Alr Operators Permit (AOP),iissued by the DGCA WI c ~ d aAlrl Tkmprt Opefatiorss are conducted in accordance with -the conditions and limitations as s w e d in the AOP. The AOP has k e n issued corrsequdnt to AlCL demonsbating an adequate organwon, methad of control and Flight operations supenri* Tralning Programme as d l as Ground handling and Maintenance arrangements&mt with Lhe OOCA rqtirments.

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The AOP validiy of the AOP &dl d

m on AICL maintaining the requirements of

OGCA The AOP shall contain the following information

a) b) C) .

d) e) f)

'Name'daddressoftheqnwator Date and issue of tlw AOP. . : Validity ol the AOP Naturedoperations Aircrafl type along with the manufadurers serial number and seating capacity Authokd m a s of qmtionslmdes

Air-Mia Charlers Limited airtxall and aewwrry the nation'sflag to variws countries oi the world. To thousands of people in these countries, Air-India Charters Limited and its staff are synonymous with India and lheir judgment of the countrj will largely depend on their oplnion of the Company, staff and operational efficiency. II is, therefore, natwal hat the standard of d u d expected of kew whilst on duty. is of tho high order and Commanders of the Cwnpanfs aiteiafi wlll always endeavour lo glve the right lead and guidance to other members of the crew.

The prime objective of Air-India Charters Limited Is 'to provide safe, efficient. adequate, economical and properly ~ q r d h a t e daittransport services'. In carrying outlhis objectiw, the C.ompanyis to act so far as may be on business principles. The continued progre!;s and proswrity of Air-India Charlers Umited depends on its satSdadbry ptdormanoe of its prime duly, iir the safe and eficient lransportation of passengers, ,mail and cargo. To retain tb value of lhis service and to attract the W i n g public, % Is impwative that four fadors are constantly kept In view by all lhose concernedwith the Contpnfs flight operations. These factors an:

i)

Safety

i

Passenger comfort

AIR INDIA CHARTERS LIMITED OPERATIONS MANUAL TABLE OF CONTENTS

I SECTION - ..

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17-1.2

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CONTENTS

PAGE

CRITERIA FOR DETERMININGTHE USABILIM OF

AERODROMES

METHODS FOR THE DETERMINATION OF AERODROME OPERATING MINIMA EN-ROUTE OPERATING MINIMA FOR Vf R FLIGHT PRESENTATION AND APPLICATION OF AERODROME AND ENROUTE OPERATING MINIMA INTERPRETATION OF METEQROLOGICAL !NFORncfATION' D E T E R M ~ N A T IOF O ~THE QUANTITIES OF FUEL AND 011. CARRIED MASS AN0 BALANCE CONTROL ATS'FLIGHT PMNNING FORMS OPERATIONAL FLlGHT PLAN A~PPLANETECHNICAL LOG DOCUMENTS,

DOCUMENTSTO BE CARRIED ON BOARD EQUIPM~NT TO BE CARRIED BY AIR CREW

TAXIING RESTRl,CTlONS FLIGHT PROCEDURES VFR I IFR P0LIC.Y VFR FLIGHTS IFR FLIGHTS.

INSTRUMENT FLlGHT PROCEDURES A L T E R ~ T EAERODROMES NAVlGATtONAi PROCEDURES LONG RANGE NAVIGATION MNPS (MINIMUM NAVlGATtQN PERFORMANCE SPECIFICATION) HAVtGATION PROCEDURES

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RNAV IN-FLIGHT RE-PLANNING PROCEDURES IN THE EVENT OF SYSTEM DEGRADATION

RVSM ALTIMETE~S E - ~ I N AND G CHECKING PROCEDURE MAINTEWANCE OF ALTITUDE AWARENESSAND USE O F . AUTOMATED OR FLIGHT CREW CALLOU~TS FUEL.MONITCRlNG ADVERSE WEATHER OPERATlONS FROM RUNWAYS

CONTAMINATED WITH SNOW, SLUSH OR WATER THUNDERSTORMS FLIGHT IN ICING CONDITIONS TURBULENCE (CAT) WIND SHEAR JET STREAM VO LCANl C ASH '

HEAVY PRECIPITATION SAND STORMS MOUNTAIN WAVES -

.WAKE TURBULENCE

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CREW MEMBER DUNSTATIONS 15.09.2006

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AIR INDIA CHARTERS LIMITED

I SECTION

OPERATIONS MANUAL TABLE OF CONTENTS CONTENTS

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USE OF SEAT BELT IHARNESS FLIGHT CREW CABIN CREW PASSENGERS FASTEN SEAT BELT SIGN ADMISSION TO FLIGHT DECK : COCKPIT DOOR COCKPIT DISCIPLINE COCKPIT JUMP SEATS FLIGHT INSPECTORS I OTHERS INCAPACITATION OF CREW MEMBERS CABIN SAFETY REQUIREMENTS PASSENGER BRIEFINGS, INSTRUCTIONS AND COMMUNICATION OZONE / SOLAR RADIATION ALL WEATHER OPERATIONS ETOPS USE OF MINIMUM EQUIPMENT LlST (MEL) AND CONFIGURATION DEVIATION LlST (CDL) . NON-REVENUE FLIGHTS TRAINING FLIGHTS TEST FLIGHTS FERRY FLIGHTS INCLUDING DELIVERY AND POSITIONING DEMONSTRATION FLIGHTS IN FLIGHT OBSERVATIONS AIRCRAFT OPERATIONS DURING MONSOONS PROCEDURE FOR REIAYING WEATHER INFORMATION

USE OF NORMAL CHECKLISTS USE OF NORMAL CHECKLISTS DEPARTURE CONTINGENCY PROCEDURES SINGLE ENGINE PROCEDURES - TAKEOFF STANDARD NOISE ABATEMENT PROCEDURES

ALTITUDE AWARENESS I AUTO-CALLOUT ALTITUDE ALERTING SYSTEM PROCEDURES -USEOF AUTO PILOT AND ATS IN IMC FLIGHT

USE OF AUTO PILOT AND ATS IN IMC FLIGHT

21-1

ACCEPTANCE OF ATC CLEARANCE

INSTRUCTIONS ON CtARIFlCATION AND ACCEPTANCE OF ATC CLEARANCES

22-A

TAKE OFF AND APPROACH BRIEFING

TAKE OFF BRIEFING APPROACH BRIEFING ROUTE I DESTINATION FAMILIARIZATION

DETAILS OF ROUTWDESTINATION FAMILIARIZATION

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OPERATIONS MANUAL TABLE OF CONTENTS

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CONTENTS

SECTION

CHAPTER-25

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STABLlZED APPROACH

25-1 25-2

STABLIZED APPROACH APPROACH'BECOMING DESTABLISED

25-3

MANDATORY MISSED APPROACH MISSED APPRQPCH REPORT

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CHAPTER-26 ,HIGH RATE OF DESCENT DETAILS OF HIGH KATE OF DESCENT

26-1 CHAPTER-27

CONDITIONS FOR lMC PROCEDURE

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26-1 -

INSTRUCTIONS ON INSTRUMENT APPROACHES

27-1

CHAPTER-28 PRECISION AND NON-PRECISION APPROACHPROCEDURES 28-1. ' CONDUCT OF P~ECISION AND NON-PRECISION APPROACHE$

28-1

27-1

CHAPTER.29

TASK SHARING DURING IMC APPROACHILAND~NG

29-1 CHAPTER-30

INSTALLATION OF GROUND PROXIMITY WARNING SYSTEM CONTROLLED FUGHT INTO TERRAIN (CFIT). STRAIGHT IN ILS APPROACHES IN IMC, -

30-1.1 30-1.2

30-1.3 30-2.1 -

CFIT-AVOIDANCE AND'GPWS PROCEDURES

CFIT RISK REDUCTION RADAR ENVIRONMENT

30-2.2 30-2.3

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30-2.4 , 30-2.5

MINIMUM ALTITUDE INSTRUMENT APPROACH TO LAND PROCEDURE APPROACHES

30-3,1 30-3.2

FACTORS CAUSING CFIT ACCIDENTS CFIT AND USE OFGPWS '

CHAPTER91 ACAS 1 TCAS

COLL~SIONAVOIDANCE coLtrsloN AVOIDANCE WITH GF~OUND

31-1.

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31-1.2

INTRODUCTION

31-1.3

AVOIDANCE OF COLUSION WlTH THE GROUND RESPONSIBILITY OF COMMANDER CHECKING POSITION WHEN APPROAGHINQ COLLISION AVOIDANCE WlTH OTHER AIRCRAFT IN CASE TCAS NOT AVAlUBLE PURPOSE ..

31-2.1 31-2.2

31-2.3

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BACKGROUND ACTION AIRBORNE CCiLl SiON AVOIDANCE SYSTEM(ACAS) FLIGHT CREW ACTION FOR TRAFFIC AVOIDANCEWARNING AIRBORNE COLLISIONAVOIDANCE SYSTEM TRAININGACAS

INSTRUCTIONS TO PIC ON INTERCEPTION OF AIC l NTERCEPTION OF CIVIL AIRCRAFT

32-1

AN AIRCRAFT IS INTERCEPTED BY ANOTHER AIRCRAFT

32-1

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AIR lNDlA CHARTERS UMlTED '

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OPERATIONS MANUAL ABBREVIATtONS

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LOWER TAKE-OFF MINIMA MINIMUM EQUIPMENT LIS-T' --' MtNlMUM NAVIGATION PERFORMANCE SPEClFlCATtON -'--

OBSTACLE CLEARANCE LIMIT .

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OPERATING WGIGI4T EMPTY PASSENGER ----PILOT-IN-COMMAND PERSONALSECURITY OFFICE%

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VISUAL FMHT RUSS VERY I M P O R ~ A PERSON ~~ VlSlHl

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ADMINISTRATLON~DCOKTROLOPOPBRATlONSMANUAL PAGE 0-11

LNTRODUCTION

The Operations Manual has been prepared as per pule 1408 of the Indian Aircratt and ICAO Annex 6 in the format recornhendd in I ~ A O EOCS 9376-AN1914. A copy of. this manual will be c=am'edon board the aircraft. .

. 'Rule, 1937, CAR Section 2, Series '0, Pad x,''~evision 2 dated 17' March, 2004

REOUIREMENT FOR AN OPEMTIONS MANUAL

As requird under the provisions of Annex 6, Part I and Part Ill and the CAR, this Manual has been'provided for the use and guidance of Operations perSonnet. VQ1,UMFS OF A N OPERATIONS MANUAL [COMFOS~[OH O F OPERATIONS MANUAL] * : . <

Operations Manual Part A: Operalions Manual Vol. 1 8 Vol. 11

i) ii)

Operations Manual Par1 B: "

. Flight Crew'Operations Manual

8737-800- MEL, DDPG & CDL

.: Quick Fieference Handbook iii)

. Operalions Manual Part C:

Jeppesen Route Manuals

iv)

Operations Manual .Pad D: Operations Training Manual

AUTHORITY

This Manual is issued under Lhe authority of Director - Operations. All concerned with operation of aircraft are required to strictly mmply with these irlstnrclions..Its contents shdl no1 be deemed to supercede any instruclions cantained in 1.

2. 3. 1.

5. 6.

hrcrafl Ma~~ual (Ir~dia) CARS , . Alps (India) AtCs Ai:plane Right Manual Air Safety Cjrculars

All concer!lcd in [!I= flight operalions rilusl c o n ~ ~ with l ~ Il:e la~vs, regulations, procedures nl lhose slates ir! wlricll the operations are conduclcd. Inforn~ationon l;~~slrcgulalions is avsilal~lei r ~Jcppescn Roulc M3nv.d.

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AIR-INbU CIYARTEW LIMITED

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OPERATIONS MANUAL

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~ P A ~ E - o - ~ ADMINISfRA~NAND~OLOFOPERATlONSMANUAL

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CHAPTER-0

DISTRINUT1ON OF OPERATIONS MANUAL ., 'Distribution of Ws

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~anual

indude, bul is no! limited lo the following:

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O.G.CA (INMA)' €a& FligMCmw Member

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On board each MnIbht &patdm Any olher person, department. &ency, e l . (ha1 the Operations DepartmRIl mnslders su'eh b n o e is necessary. ,

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Each p e r m lo whom a manual or appropriate part thereof is furnished has an assigned.@l nqber and shall keep # up to date with lhe changes and additions W h e d , h. jeyisipns WQ IHhs%rted wh0.n remived and the receipt provided will be returned kcehiQhg such inktian.

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j) In the absence of Company ground personnel the PIC during period of command Is also rasponslble for the safety of the elreraft passengers, crew and their comfort white on the ground. The PIC shall make all efforts to moblllze available resources until Company personnel are available to take over the responsibi!itles for aircraff and passengers.

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)r) At layover stations crew member shall not stay away overnight from the designated hotel without Informing the Captain. If the captaln considers that-the regularrty of the

flight, will be edversdy affected helshe shall not permit such a stay.

I)

Ensure thattheAirmfiTechnicalLbglVoyageReportisdulycampletedMhall known defectdnll entered.

m)

Ensure before leavlng .the cockpit that all manuals and documents are placed in the

n)

navigation bag as a courtesy to-the next crew. The cockpit Is left clean and iot strewn wlth papers etc. .. Ensure that De-Briefing Report and Spsclal Report, If any, along with the Pilot's Sactor Report eubinmed to Flight Despatch.

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The Pllot4n-Command shall: a) Aquaint hlmself I herself wlth ail relevant particulars and latest Instructions concerning aircraft type end fllght to be flown. b) Ensure thal all flight dispatch' areas have been covered for ths safe operation of the fllght.

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OPERATIONS MANUAL-

IPAGE 4 4 ..

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CHAPTER - 4

mops

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Procedure for prapulsion syslem monitgring where the following items needs lo be tracked :-

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i) ..A lisl of all engine shutdown events both on ground and innight (excluding normal training events)for all c a u k Muding .flame out.

ii) Unscheduled engine removalfie. and summary '. .,. ,

lil) Total engine hwrs and ddes

Iv) Meantime between failures of propulsion system cornponenls that aHect reliability. v) lFSD rate based on 6 arid 12 monll~srolling average vi) Any other relevanl data. 1

4-1.8

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~ Q E ~ ' I T O E ~ IPNRGO G W M E k syslem is in place to mtnitor thc following :-

i) Oil u>nsurqpth programme ii) Engine h d i l i o n Monitoring iii) Reliability Pr4ramrr.e. It hvdves . a) Infliiht shvldowns b) Diversion oc lurnback c) Umrnrnenfed power changes'or surges d) Inability to uwltrol Ihe eng'he or obtain desired power e) Prablerns wilh syslems crilical to ETOPS f) Any other.evcnt de!rimental to ETOPS,.

A programme to mainlain aerqiarie in a state 01 mtinuous alrwodhiness is lollowed by Engi~leeringOeparlment In cmformily with the CAR.

The programrnc covers standards, guidance and direction necessary Id suppod intended operations. €TOPS (&led tasks aredentitied;..ehecks are Carricd out to ensure slalus of 'the aeroplane vltrich are amptished and ~ertifiedby an ETOPS qualihttd malntenam person wlo ETOPS flight. Piompi imglemenlation of modiilion and insmion are wried out wliidl affect propulsion system reliabitily. . Pfocedures are cslablis!~edlo ensure.(hat airborne equipmcnl will conlmue to maWain st Ihc level o l perfornlnnce and reliabilily reqilired

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for Extenbed Range Operalions. Approved Minirnur~~Eqllipment I-isl (MEL) is -

exclusively mainlained lor ETOPS operation, which describes proper ME]. procedures i'. 1\

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AIR-INDIA CHARTERS LIMTTED OPERATIONS MANUAL

I CHAPTER - 4

ETOPS'

PAGE 4 - 5

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deferred items, maintenance checks and the system verification procedure to be properly p e d h e d . Separate defect reports arc submilted l o DGCA on all defeds experienced on ETqPS

seclors.

Tin? flight crew lrairhtg programlnc is spprovcd by DGCA wlid, covers initial and recurrent training on various aspeds iiidudina dandby generator as a sde power soure. Established contingency procedures are. emphasised for each area of operzlion intended to be used. Flighl crew are trained to evaluate probable engine and airframe system failure: Qbjed of this.lraining is to estabtish crew cornplency in dealing with most probable operating corlting&cies (diversion decision making).

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I'rairling also covers proficiency checks in perlorn~anceIike.flighl planning p r d u r e on diversion, abnormal and emergency proedurcs, air slarl of propulsion system. crew inkpacitation, etc. ..

Wlli!o dosp;llcl,ing 1I1aaeroplane lor ~ d c n d o dRange Operations llic followiug fa~lors aparl from aiworthiness aspects aie specifically considered :

i) System redundancy levels appropriale to cxlended range operations are as specified in ! l ~ cMEL

ii) A1 normal condilions of propagation and norr~ralone engine inopsra!ive cnrisc allilude reliable Iwo-way voice c o n i ~ ~ ~ u ~ ~ i c aI~elween t i o n s aeroplaric and ap~roprialc A1'C unit over the planqed roulc is availablc. iii) NOII-visual ground navigition aids arc availablc lor the planned route and altcmalc [light palh. Visual and non-visual aids are available al the specified and allernate air1)orls for tllc aull~uriscdtypes ol apl~roacllesand operaling minirna. . -. iv) Fucl rcscrvcs ncccssnry lo Ily lo l l ~ criiost crilical poirlt and cxccutc a divcrsiorl to s suitable allernnlc airport irrldcr various operaliug cor~ditions.

lo be used i f \ the evcril cf cnginc or n:ller n~ecl~snical Isilurc are idcrilified and relleclcd in the relaled

v) P,cqt~ir.cdlakc.o[l dcstirl3tior1 and ~ l l c r r ~ a lairporls c

doa~nrents.

AIR4V..LMA'CHARTEIPS LIMITED OPEWTIONS MANAL

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PACE s -I

RADIO LISTENINGWATUJ

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COMMUNICATIONS

5-1.t

CONllNUOUS LISTENING WATCH

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RADIO LISTENING WATCH

It is the responsibility of the PIC' to ensure that at least one crew member continuously monitors the appropriate ATC frequency at all limes when wilhin controlled Airspace. Over water flighls and in uncontrolled Air Space a radio listening watch must be maintained on appropriate primary HF frequency of the concerned flight information center. The provision of SELCAL on HF I RT is deemed to satisfy this conditiqn.

An aircraft shall not be flown-on an IFR flight within' controlled airspace unless a continuous listening walch 'is mainthined on the appropriate radio frequency of, and two-way communication can .he esfablished as necessary wilh the appropriate Air Traffic Control Unit. . . . , COMMUNICATION FAILURE

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If a radio failure precludes 'cbmpiiance with 13-1.4.1 the aircrafl shall : ,

1).

2) .

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if in the'visual meteorologicat conditions : . .

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continue to fly in visual meteorological condilions; and

ii)

land at Ihe most suitable aerodrome.

if in instrument meteorological conditions or when weather conditions are such [hat is does not appear feasible to complete the flight in accordance with (1) above : i)

I ii)

proceed according to the cunent flight plan, maintaining the last acknowledged assigned cruising level (or levels) for the portion of Ihe route for which the.,aircraft has received clearance and thereafter at Ibe cruising level (or levels) indicated in the current flight plan; and

arrange the flight so as to arrive as closely as possible to ils estimated time of arrival; and

iii)

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wmmmce descent as nearly'as possible to the expected approach time last received and acknowledged:or, if no expected approach time has been received and ackno~vtedged,as nearly as possible lo the .eslimated lime of arrival sp~cifiedin the flight plan.

RESPONSlBlLlTY FOR Rm I RADIO LISTENING WATCH

In the normal course of flight, Ihe First Officer shall

be responsible for opera!ing the

IW. However, this does not restrict the Commander from carrying out the fW. Monitoring of the FUT is the responsibility of both Ihe Pilots.

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. A I R - I , U .CHABTERT LIMITED OP~T1:ONSMANUAL RADIO LISTENING WATCH

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CHAPER 5

. During the fhght, in order to maidlain twoway communicationlcontinuous Radio listening watch, a m of h e pilols must tic at his station all the time. .

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NOTE :~

h Telephony b designator o l Air-India Express is 'Express India'.

m m u c m m sH m n . .:.:...: .?..... ...

OPERATIONS MANUAL

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CHAPTER6

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MINIMUM FLIGHT ALTITUDE

PAGE 6.1

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6-1

MINIMUM FLIGHT ALTITUDES

6-1.1

MINIMUM ENROUE ALTITUDES

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The Mnirnum Safety Altitudes are established by the States concerned for the ATS routes promulgated by them. The width of the route within which !he safety allitude is applicable is also published by the States. This may be promulgated as Minimum enroule IFR Altitudes or'Fligh1Levcls. 6-1.2

THE OBJECTIVES --,

The objectives &hind promulgalion of these Minimum enrode Safety Altitudes are :

0 ii )

to provide adequate terrain clearance along the route; to indicate the loweit Flight Level, below which Air Traffic Services are not provided by the-State3 concerned.

METHOD OF DETERMINING MINIMUM -FLIGHTALTITUDE 0 u ; method of determining minimum flight altitude is in conformity with ICAO Annex 2 8 Annex 11 and the CAR Series H'Part I Section 4 dated 1 6 August, ~ 1999, as fotlows :-

Except when necessary for take-off or landing or except where specifically authorised by the Authority an !FR flight shall be Rown at a level which is not below the minimum flighl altilude established by the state whose territory is over flown or where no such minimum flight altitude has been established, oi)i minimum flight altitude shall be at a kvql which is a1 least 2000 ft above he highesl obstacle within 10 NM of the estimated position of the aircrafl in the route. .

6-1.4

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PRESENTATION OF MI NIMUM FI-IGHT AI-TITIIrlE

In the Ftight Plan, ,Minimum Flight Altitude shall be indicated as Safety Height (SH). White determining Minimum Flight Altitude, our flight Plan vendor has been advised suitably to dse. the above method. Such safely Height is indicated in the Flighl Plan on

Ihe routes flown. TERRAIN CLEARANCE BY DEPARTING . . . . AIRCRAFT, DeparEng aircraft should climb aul in such a menner and within the safely lanes, so as ta ensure terrain clearance.

All2 WIACHARElZS LIMITED OPERATIONS MANUAL PAGE 8 - 2

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MINIMUMFIGHT ALTITUDE

MINIMUM HBGHfS

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. RESTIUCTION FOR LOW FLYING . .

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~neb[-.When&for take-off or landing, or except by following the prescribed rules or procedures promGIgated by authoritis, aircraft should not be flown over the ~0ngeaedareas of dhs, towns or saltlernents or over an aperi-air assembly of persons. unless at such a helght as will pennit. In the event of an emergency arising, a landing to be made withoul undue hazard lo persons or @operty on ground.

The wise podion of a fight shall be conduded in t e h s of flight Levels. Flight Levels are also used at M above the lowest ysable Flight Level or, where applicable, above the tran~llonaltkude. AMudes are usod'for Rights below the lowest usable Flight Level or, where applicable, at or below the transition aMude.

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6.3

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ESTABLISHING MINIMUM FLIGHT ALTITUDES

- The method for establishing the minimum flight altitudes shall require approval of the DGCA. This method will be arrived at after considering the probable effects of the foll factors on the safetyhofthe operalion in.queslion

a) the. aaxlraq and &ability wilh which L e position of the aemplana can be detmined b)' the hacamidea In.the inditrons of the aftlmelers used c) the chafaef@stl~of the teriam d) the pmbaMity of encountering unfavwrable meteorological conditions e) possible Inaccurades in.aeronauti-I charts i) air space. r e, s e s

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AIR INDIA CHAR TEBS LIMiTED . . OPERATIONS MANUAL

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CHAPTER7

PAGE 7-1

AERODROME MINIMA.

7-1

AERODROME OPERATING MINIMA

7-1.1

METHODOF D~ERMINATIONOF THE AERODROME OPERA~NGMINIMA

f

As per the requirements of DGCA CAR, Section-2, Series '0' Part-ll. daled 15 Jul 1999 and ICAO All Weather Operations DOC 9365-AN1910,2* Edition 1991, the opera to, shall eslabfish aerodrome operaling minima for each aerodrome to be used in operalions, based on method of deterrninalion of such minima duly approved by thc DGCA 7-1.2

AIRCRAFT CATEGORY The Mimas are indicated tor each runwaylnavigation aid'br the respective type of aircrafl. Aircraft are classified ..pn the basis of speed 1.3 Vsb (at Max. certified landing weight). CATEGORY C; Speed 121 - less Ihan 14 1 kt IAS 4

The minima for 8737 (Category C) are shown for each airport.

'1.1.3

7-2

EXPIANATION

7-2.11

CEIMG, DECISION'.HEIGHT AND 'MINIMUM DESCENT ALTITUDE Ceiling is prescrim for take-off and alternate minima and Decision Heghl (OH) Minlrnm Descent Altitude (MDA) for landing minima. Vertical visibilily it provlded will replace coiling. These values are,given above ground level and in Ihe case of ceiling represent the height of the base of thenlowestlayer of cfouds mverlng more than 4 1 8 of, ~ lhe sky on the final approach .path. In case a! vertical visibility in fog, mist elc. the value represents the vertical distance at which all object such as a meteorological balloon ceases to be visible.

7-2.2

AOM 8 RVR REQUIREMENTS C

I .,

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r

Following will be the minimum values of AOM and RVR requirements for Landing and Takedl at all airports. Depicled minima on respective tailored sheetslapproach charts If hlgher will be applicable. Exceptions for.LTqM under -Cat4 and above operations are explakd separalely.

+ I

Approach )

01-1

1

Touch Ccw~r

I

Mid RVR

-

Roll r3ul RVR

NOT APPLICABG

APPLICABLE

OPERATIONS MANUAL .

PACE 7-2

7-2.3

'

AERODROME MINIMA

CHAnER 7

RESTRICTIONSBY SOME COUNTRIES

.

appkM Lhe published Aternate midma-requiredfor fling wi:l be depicted on

&re

the ,tailorH,,*.

For n o ~ s p d l e dfoieign airports standard charts will be referred

for such minlma 7-2.4

.

ETOPS MINIMA FOR SUITABLE AIRPORT

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Similarly the ETOPS minird bid down for enroule suitable alternates is for despakh purposes only and in the event of an dual diversion to the suitable airport, the ' amlicable l a d q mhirna for that airport will be Ae controlling factor. L

7-2.5

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The 'required visual reference' 'is defined as that section of the visual aids or of the approach area, which should have been in view for sumdent time for ihe Pilot to have made an a s s n t of the aircraft -posilionand rate 01 change. of'..position, in relation . \. to Ihe desired f i i i t path. I

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73.3

AOHERENCE TO.PRESCRl8ED MINIMA The minima P d b d herein sfiall no1 kinfringed except in an emergency. The loreast of repMted meteorological ok&tiwrs shall not be less lhan h e minima prescribed herein in the follwing circumslancis: a) b) . c)

4

74.2

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for deard a flight, for deararm d a fliglll under ETOP Regulations.for take-off, for commencwnent of an Insbumenlapproach procedure,

forfakd.

C L W N C E OF A FLIGHT

A flight ta be wnducted in accordance with instrumen! flight rules shall not be commenced unkm hfom~ticmis a v a i W which indicates mat cunditions at the aerodrome of inlended landing and at least at one deslination alternate aerodrome will, at h e estimakd time of arrivai, be at or ahve the aerodrome operating minima. For destinations h Australia, Japan 8 US4 ?h%- f 6 ~ ~ ~ w ~ a ciridilions ! h e r a! !he '

d-bnated

alternates must be above ttra ALTERNATE ~ i n i m alis!ed lor that alternale

airport.

7-3-21

A flighl shall not be conllnued towards the aerodrome 01 intended landing, unless the latest evailable Infomalion Indicates that at he expected time of arrival, a landing can be effected at lhat aerodrome or at least one destination alternate aerodrome, in compliance wilh Ihe operating minima established in accordance with 4.2.7.1 of CAR section 2, series '0, gad II.

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AIR XhZ,U CHARTERS LrbfrTED OPElUTIONS MANUAL

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AERODROME hlI N I M A

PACE 7-3

I

An irrstrurnent approach shall not be continued beyond Ihe outer marker u fc in case of, precision approach, or ,below 300 rn (1 000 Tt) above tMe aemdrome in case d nonprecision approach, unless Ihe reported visibility or controlling RVR is above the

7.3.2.2

spedw minimum.

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7.3.2.3

If, after passing the outer marker Tu in case d precision approach, or after descending belw 300 m (1 000 ft) above the aerodrome in case of non-precision approach, the repded visibility or controlling RVR falts below Ihe specified minimum, tlte approach may bc cantinycd lo D N H or M O M . In any case, a n aeroplane shall not continue its approach-bland at any aerodrome beyond a point at which the limits ol the operating minima specified iw that aerodrome would be infringed.

.

75.3

C L W C E OF FLIGHTS UNDER €TOPS REGULATIONS For the despatch release of flights operated under ETOPS Regulations, in addition to

the axrdilions in para 12-Z3.2 Ihe lorecast lor the designated SUITABLE enroute a l t m t e s should be above the ETOPS minima for the peribd starting one hour before the earliest expected time or' landing to one hour afler the latest expected time of

. . landiq. '

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D ~ R M I N A T I O H ' OTAKE-OFF F MINIMA

74

N o W y rnlnirna'delerrninedfor approach and landing wi1l.L applicable fur fake-off. Takeonminima shall be greater than or equal to the applicable landing minima. Taka offirninima b k r than landing minima can be applied for Cat-l and above bperalionk: Tailored sheets will show minimum values of LTOM applicable for the '

'

dnwy. I..

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LOWER TAKE-OFF MINIMA [LTOM)'

7-4.f

The fdlowing criteiia will be applicable for Ihe use of takc-off minims lower Ihan landing minima lor departure :

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AIR INDIA CHARTERS LIMITED OPERATIONS MANUAL .

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[ PACE 7-10

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AERODROME MINIMAh

1

-CHAPIER 7

?.:.:$:.:I3 .

HIGHER MINIMA DUE SEVERE DOWN DRAUGHTS

7.10

When the topographical features in a particular runway environment Irequently produces down draughts in the approach area, then, the minima may be increased as follows ;- .

DH by100fl RVRMS by 200 m

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8

7-11

COMMANDER'S RESPONSlBlLlTY For low visibllily operations it is Ihe Comrnandefs responsiblity to evaluate lhrough his .

-. -,. . -.. -. .,. .., ,. .:. , . .. . .. :, --! ,

AERODROME MINIMA-

PACE 7-12

CHAPTER 7

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'place

when aircraft is stopped on ground or in stabilized flight before commm6ng the approach procedure.

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It t; to be ,ensued .that logging of hours by the crew do nd violate any, provisions WM are laid dorm by the DGCA.

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A TR INDIA CHARTERS LIMITED -OPERATIONS MANUAL . -

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B REFUELLING W I T H PASSENGERS ON BOARD

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Refuelling wit%pax. On board

8.1.1

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SAFE1Y PRECAUTIONS REFUELING NO REFUELING IS AUTHORIZEDWHEN AIRCRAFT ENGINE IS RIJNNING PRECAUTIONS AND PROCEnURES FOR REFUELING AN AIRCRASHALL BE AS PRESCRIBED IN RULE 25-A of the Indian Aircraft Rules I937 and will be Ihc responsibility of the Maintenance and the Operating Crew. During relue;ing no electrical swilches Ihat are not required for the refueling and ils indication, shall'be

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AN

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8.1.2

PAGE 8-1

operated ext;ept minimum amount of cabin lighting - and steady parking lights. Maintenance will also be responsible to ensure lhat Ihe correct quantity and lypof fuel and oil is on h a r d (he airaaft before any flighl. The quantity of the rue1 required will be .intimatedto the Maintenance by the Flight Operations I PIC.- * It will be the responsibility of the PIC to ensure Ihat there is sufficient fuel and oi! on bohrd as per company policy:.-'.~eI she may authorize passengers to embark or disen~tatdor rem'ain in the =bin during refueling subjecl to thc following condilions:

H EFUELLING (8737) fiepqluced . b e l ~ wAircraft rule.25A of lr~diarlAircrafl Rules 1937 ,..

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QUOTE

25A. .Fr~cltingof aircraft(1)

No pcrson shall ,fill or replcnislr tire fuel tanks ,a; an aircraft from vchiclcs or vessels mtaining pelmleiim in bulk or from fuel hydrant installations except' fron~vehicles or inslallations of a lype approved by the Chief Inspector of Exptosives bi from baiges licensed trrldor tlrc I'ctrolcun~Rt~tcs,1937.

)

l ~ I I I ~ I I(I~~~*lli~\!t J (jj~~-l~;lli,xv;, :vliit:l~I 11:ly i ~ ~ r 11: 11l ~ fiIIil ifJ ~~rccautions slidl bc obscrvcd :-

1..

01

41ai11i119nf (1ir.l tn~lliz,IIw (c~llnwiri~~

(a) Fuelling of airaart shall be donq:'outdoors arid not less than 15 meters from any building. (b) A " NO SMOKING" nolice shall be prominently displayed.

(c) Smoking or use of an appliance employing naked flame or use of an appliance capable of producing a spark or in any other way igniting, li1,eI vapours.shall no1 be permitted wilhln 30 ,. . rrictcrs OC tl~r!aircraf or fuclli~lgcqt riprnanl (d) Aircraft engines shall nol bs s t a r t 4 clr kmed a d ignilion switches shall be placed in the *CII:l:" [~os~bor~. (e) Aircraft cledrical radar an3 radio systenls shall no! be oper.ated and Ihe switches relating (hereto shall remain in the "OFF" position: Provided that Ihis clause shall not apply I? cteztrical swilclr~scontro!ling llle foilo~iiringcircuits ji) power and light essential Tor fuelling opcralions; (ii) minimcmarnount of cabin lig t lling;and (iii) steady yarking ligllts. Such switcl~csshall r ~ obe t operated during Ihe fuslling .

opcralimis. .

AIR I I V D ~ CIIAR A TERS LIMITED

(0 The use of ground paver supply unit$ I

airconditioning units, traclors and similar equipmen! shall bt3 W s i b t e subjed to compliance with the following conditions:- ..(i).Flexible'trainingmMes suitable lor use In hazardous areas shall be used. (II) They shall be located outside h e Danger Zone. 'Danger Zone" is defined as [he area vn'thin the largesl polygon oMainable by joining points 3 meters away from Ihe wings and thg fueling vehicle. (iii)The units, Inchdug the assodated electrical equipment, shall be flame-proof and of a typeapprovw bythechief lnsped~~o~Explosives,othenvisethey shalI be stafioned at a distance dfm! less than 15 meters. in Ihe case of gasoline or wide oul fuels and '

6 metek,In

tha case of straight kerosine, from Ro aircraft and the fuelling vehicle.

(iv) They shall not or "OFFuduring fuel transfer. , .. - - bswitchedmmOK (g) The klelling'.&uipment and the a h a i l shall be banded to each olher and bolh shall bo earthed. _. .

(h) No person other @an the staff of Ihe operator, fuelling company and officials of ilie Civil Aviation Uepaitmleiil, Customs and Police, shall be permitted within 15 meters of ihe aircraft.

.. '

v

Passengdk may IE pernlitld to en~l)ark,discr~~l~ark, or remain lo Ute following conditions :-

0) ..

(i)

fii) (iii)

(iv]

i r ~fhc

an attendanl shall remain on duty in tl~ccabin of the aircraft.

shall -

cabin subject

' I ' l l ~altendanl

.

ensure Ural no 'smoking lakes placr: or other source of ignilion is allowed lo occur anrl shall assist in d ~ removal e of passengers in the event 01 lire; the passenger loading ramp shall,be correctly posilioned at l l ~ ecabin cxil door and dequate provision shaII be made to maintain the equilibrium of f l ~ c aircraft in w e all passengers alternpt Lo leave by one ex$; in -case of marine aircraft; adequalc means o i water transpod 511311 t ) ~ stationed at cabin cxit door.

0)

The,handling of freight and I~aggagein and around the aircraft sliall not proceed simultaneously wilh lueging unless adequab precautions llave beerr laken lo eli~t~i~latc fi['c risk. (k) No aircraft maintenance shall bc conducted Midl may provide a source of ignilion for fuel vapow during bellirq opcralio~rs.

(I) Fire extinguisl~ersof adcyualc capdly and ol suilablc lypr, General shall be avzilaMe for immediale use near !I& aircraft.

approved by t l ~ cOm(:lor-

(m)In the event of fuel being spilled, fuelling must cease &d the engine of i ~ r & ~ r o upl ~odw c ~ supvly ~rnitsmr~sth?slnpp~d,hilt tile ~lactricnlcirc~~ilq ?nd switches shntdrl nn rh accn8inl be loudled except for llle purpose 01 stoppic~glllc power u~lil.Prior to I ~ C O I I I ~ I I ~ I ~ C ~ ~ I $ J tucllirlg, aclion rl~usfhc,lakcr~lo clcarr lllc spilled ILICI (.'\rcI I I I L I S r~i o l tc wasl1c3 itblo s c w c ~ r; or drains.

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AIR INDIA CHARTERS LItIiITE'D OPERATIONS MANUAL .

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REFIIEI.i.1NT:WIT1I PASSENC:I.ItS O N 11OAIt11

- I'ACI; U -J

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(n) Fuelling oprati6ns shall cease when 'a turbo-jet aircraft rn-anowres so - as to bring &he rear jet outlets within 43 meters of the fuelling equipmenl or the aircralt.

NOTE - The,requirementsof clause (f) o i sub-rule (2) above shall not apply to (he uie of ground batteries as an auxiEary sburce 31 electric supply to the aircraft provided they are not a~eded or d~swnnecledduring fuelling operation. UNQUOTE

Safely Precautiqns :I . Passcngcrs may b pcn~?ilcd lo embark. rliscrnbark qr rcrnain i" tllc cabin during refuelling, unless otherwise notified by the ~ i r ~ & % u l l l o r iof t ~ India. 2 . 'I'l~c N o - S r ~ \ o k i ~and ~ g Exit Sigtrs sllall be illul~~irlaled. 3. The entrance door must be gpn. 4 . The station engineer or a - p r s a n delegated by himlher shall be responsible for establishing' and maintaining a two-way cor~~munication belwcen the flighl deck and fuelling personnel. 5. The =bin crew in charge must h notified by the Flight crew or the AME that .. fuelling will lake place. 6 . Tl~cflight deck mikt be manned by a( least one Flight crew or all aulhorised Engineering personnel, who will l ~ cresponsiblc lor ir~iliaiirig an c n ~ c r ~ s l ~cvaanliri!~. cy

7. Thc comn~enccmer~l 'of cn~barkalionnrust LH: co-coordinated betweer1 tl~eFligl I ( , cfcw, or AME, C ~ U qrcw I ill clia~ycarid l l w i J I U traffic ~ stall. 8. Cabin crew niusl nolify the FIigM crcwl AME, if Ihe prcscnsc of fucl vapour is detected i~sidethe aircraft or any olher hazard arises during refuelling. 9. Access to door exits the aislzs and line sCde- deployment area must

not be obslructed. 10. The slepladder must be correclty and safely pos,ilioned at the Fwd and Aft enlr-4 door, will1 a cabin crew manning lhe doors. 11. l r ~Il~r!event Ihe Aft entry door is not i~szdfor passenger e-mbarkalion or disembarkation, lhen the door must be armed and mannedby a cabin crcw. 12. I'asscrlgcrs rirust h irrstructcd lo u ~ ~ l a s l U c r i~r scnlt~cltsand Illat smokir~l;is 1101 pcm~ilted.. 13. The tiandling -01 baggage in ari'd around Ihe aircrafl sllall not proceed si~~~ullaneously with iuelting unless adequale precauli5ns have been laken io eliminaie lire risk. . 14. Ground Sewidng activities and work - inside tli$,'jaircralt, such as calering'and cleaning must nol in any way' obslruct the emeigenc;i exils or l l ~ c "

,

aisles.

15. The cabin crew nlust be prepared for an immcdlate evacuali?n. T h e Fliglit crcw or the Cabin crew in charge shall givc clear inslructions on thc exits to bc uscd ill tllc r.{. ...

FACE 9-27

GROUND HANOUNG AGREEMENTS FOR Al FLIGHTS AT ONUNESTATIOHS

9.2

a]

GROUNDIUNDWNG

-:. .

- Alr-India &arb= Urniled enters krlo handling a n t r a d with A i r l i m i n g agents to take o f ground handEng &=a to ow flights at Indian and idreign d a b .

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b; C)

A4 airlines and handlingagcnls will1 wrho~nAir-India ellie;j: irito grwnd Imr~dlirgu>~llr,lct:;:I under Ilte Grollrd llardlir~gagracr~~erll.

L~

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be -ed

T h poaxkue k a wilh h

m to handng contra* and agrdilrrnlr division d GSD mnl m m I t t e e mwnbers representrng various Deparlments.

AIR INDIA CHARTERS LIMITED

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10-1

PILOT-INXOMMAND OBSERVING AN ACCiDENT

I

PROCEDURE FOR, PILOT-INCOMMAND AT THE SCENE OF AN

0

ACCIDENT . . (Refer lCAO Arinex 12, Chapter 5)

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PilolinCornmand observing anolller aircraft or surface craft in distress shall, unless unable or in the circumslan~sof the case ansiders it unreasonable or unnecessary:

Keep in sight the aircraft in dislress until such lime as presence is no loriger necessary. If position is not known witjtcetaihty, take such action as will facilitate !he determination of il.

.

.. -

Report to the rescue co-ordination centre or air I r a k services unil as much .of (l~e followirlg ir~forn~ntion as pgssible: ~ ~ m b :of& bekons observed to be afloat: &pal-enl pliysical condition cl sunrivut s.

-

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+

Act as instructed by thc rcscuc coordirlatiori cenbe or t l air~ traffic senices ur;il. lltllc first aircrafi to ruacl~tllc sccrre of arb accidenl is r~ota search and rescue aircraft it shall take charge of on scene activities of all other airaaft subsequently arrivirig until the iirsl search and rescue aircraft reaches ihe scene of the accident.. If, in Ihe msanfinre such aircraft is unable lo establish communication with Ihe appropria!~rescue coordination centre or air traffic scrviccs unit, il sllall by mtriual, agreement, hand over to an aimaft capable of establisl~ingand maintaining such cornrnunicalions unlil . ttre arrival of the first search and rcscuc aircraft.

When il is necessary for an airkafi to direct.a surface cran lo ttic placc where an aircraft or surface crall is in distress, (he aircraft shall do so by transmitting precise instruclion by any lrleans at its disposal. If no radio communication 'can be established the aircrafl .-shalt use Ihe appropriate signal in.

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When it is necessary tor an aircraft t~ convey iniormalio~~ to survivors or surface rescue units, and two-way communication is not available, it 'sliall,if i~raclicablk, drop corn[l~unica[ionequiprncnt !ha\ wot~ld cnal,lc

dIrcd

contact lo be established, or cc-wey the Infarmalion by dropping the message. When a ground signal bas becr~displayed,. llle aircraft shall indicate wtrell~erthe signal has ijeen i~c~deis!ood or not or, if !his is no1 -liracticabIe,by use of the appropriale signals in.

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OPERATIONS MANUAL

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I CHAPTER 11 1

CREW CQMPOSJTIONIPILOT SUCCESSION

M I N ~ ~ UCRNV M REQUIREMENT

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PAGE 11-1

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. 'MINIMUM FLIGHT CREW . The :rimlinimuin, flight crew required to operate will depend upon (he' aircraft type and the nature of operations. On the present k t this shall c ornprlse : a) PILOTS Pilot4Mumrnan'd 1 . Milot 1 b) MIMIMUMCABIN CReW REQUIREMENT1 The mlnlmum cabin aew requiredon board 'an air& shall be strictly in aocordance wiUi rule 388 Indian Aircraft 16:i7, for entire fleet. -

.

Capacity 1541170 150- 199

FUGHTS

CABIN CREW FOR FERRY No cabin crew shall be carried on a 'Dama- ed f c ~ q flight*. : For normal ferry flights if no passengers a e carried, cabin crew is not required to be on hard. If any passengers are carded, tt. 3 rniri-7!l-r* q!ri*r+4c: ' '- "*"' . ".3" ' * -p board. 4

FLIGHT NAVIGATOR (N/A ) Every plblic [ransport aircraft engaged r n a flight without landing over a great circle distance of more than six hundred. ; W s and not equipped with navigauonal equipment capable of providing inslant :(nd continuous ground position of the aircraft and adequate stanct-by' arrangement$, shall carry on b a r d a Flight Navigator licensed in accordance with the Sch&ule Ill if the tbtal'distance between any two consecutive radio navigational fujng ails located withln thirty NMs of the mute of the proposed flight and capable of being,:~sedby the aircraft ismmore than six hundred NMs.(Rrrle38 A, Aircraft Rule 1937). ,

11-2

PILOT-IN-COMMAND

The Commander designated for the. flight , will Mhd3lot-in-Command of the aircraft.

11-2.1

SUCCESSION OF COMMAND

During flight in the event of any unl.>wardincident happening to the Captain (PilotinCommand) the following is the ordt!.of succession in co'mmand of the aircrall. a) 'ACM Examiner 1 lnstrudor I Check Pilot rated on aircraft, if available. b) 'ACM line Captain raled on arcraft, if available. c) First officer.

., . . -... c...:? ..,.-4. ....

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AIRmpXA C H A R T E R S r n D . 0-TIONSMANUAL . C w c O M ~ O S ~ OPILOT W SUCCESSl0.N

PAGE11 r 2

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CHAPTER 11

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11-22

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T w Comrmnleatlon Rule (Igcapacitation) When i q h t a9w meml er doas not respond normally or appmpblely to h ~ v e r b a l w t i q n q h e a p a c ~ l a t l o nbe . ~ s m e d . Ineapadbtkn ,aholdd also be suspeded W a, m mlm.Wdoes not 'respond to any .wW ~omnication -led a @dfhnt deviation from the intended flfghtpath, Adion lo b'fa h In Cas.3 Oi Pht Incapacitation

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-,... . ,- , ,.- -- 5.

m u r e a Safe corrdltron of fliqht ~ake #wrbd of the aircraft, tld the auto-pilot. ~hekk of a tl essential controls and switches. Restraintfie uew ;-lember in the seat and slide the seat afl

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If more than, one such crew Is avajlable the seihlor most.rhallkke'over.

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.Nde:i)'ACM ~ t sOPC&~, l if availrble shall assist the 'First O M . .Ii) If,Saf&y PildtsmiCb!e, heshall take overthe Cgmmand.

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~th~AL#afffromyo.xnwmalposit)on:donotchangesaals. R$queat &tance' f r m~ ATC if n m r y add makg an autopilot coupled .appmaehII pdsslble. Fly a completely auto+!lot assisted approach.and dkngage ihe aulopllol when the airlield Is In :.'ght and landing is assured in terms of a stabilized pf~flle.

.Plan procedure for after landing M e r the AlrcraR Is slappd on the,runway and4mkes are-set, change seat to tad, ilnecessary. Get Inqadtated crew member off loaded to the ambulance as qui,cklyas possible. Thls could be at the gate I bay.

~ o t :e Incapawlion ~ h c c k ~ i1:s-ovidod t on board the aircran OPERATION ON MORE THAN 01; W P L'I HlAl

114 !

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AiCL oprates d y 0737-800 type .

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AIR INDM C

I CHAPTER 11

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OPERATIONS MANUAL C R W COMPOSITIOHI PILOT SUCCESSION

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QUAUFlCATlON REQUIREMENTS( QRS) 'Detailsof QRs for different personnel are provided as follows:FUGHT C R W Oetaik are provided in Training Manual Volume 1

CA8IH CREW Detaib aie provided in Cabin Crew Training ~ a n u a l~raining , Manual Volume IV. ,

.&-*

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Train'i checking and supervision are undertaken 3s fo(lows:-. For Fllqht Crew:- Flight Training Deparl-ment,hQadedby {he Chief Pilot-Training 8 Dwelopment. ... For Cabin Crew:(i) Service and Quality Training- Manager 1-7-nightTraining Manager Safety Training.

(@ Safety Training

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CREW HEALTH REQUIREMENTS AND PRECAUTIONS

€sse~klly:.all therapeulically effective..drugs can pq,duce undksirable, loxic and potenlidly dangerous side effects incompatible with flight duties. Therefore, as a general policy airuew should avoid the use of any mediklion while on flight duty. Many privaie doctors are'not trained in aviation mdicine. Crews are advised to

consuh the Company.Medical Officer before using such drugs. VISUAL CORRECTION While on duty, flight crew members requiring risual correction shall wear prescribed glasses as required by the OGCA approved Medical -Board. An extra pair of glasses shall dso be carried al all times while on flight duty. MALARIA Crew members rostered to fly into malaria. prone areas are ?dvised - .. to take anti malaria pills as a preventive measure.

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11.5.4

ETHYL ALCOHOL (ETHANOL) Studies have shown degradation in piloling skills up to 4 8 to 72 hours aller eltlyl I alcohol (ethanol) .consumption. Ttle Company recommends that ' all aircrew discontinue use of ehanol for a 24 hours period prior to duty.

11.5.5

ANTiHISTAMINES There are several prescriplions and over Ihe counter preparations o l aniihistamincs. These drugs may be included eilher in conlhination with other drugs or alone. Some combination drugs niay include relercnce on Ihe pac~ageto [lie generiz chemical

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S

CHAPTER11

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.. name of an @istarnine but not identify it specifically as an -entihistamine - *tion. Mad anti allergy drugs, m!d .and some cough medieation contain anWbmlnes. - ?hest drugs ean impair thinking, cause dIzu'm, drowsiness and

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I

lnlpalred vision,

11a.6

-

6 . Bdadonna, a w n e ; banthlne etc and many similar drugs prescribed alone or in .

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with olher drugs for slomach, bowel or digestive dsmlers may dilate the pupis and te,m@mdlyprevent adaptation from distance to near vision. They can mental &n, under scfess situations. Some antidiarheal over -1he countw rnediqatkns contain drugs. -Uon

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AIR~J13I.A~ ~ . OP~TIONSMANUAL ..c.COMPOS~ON~ PILOTSUCCESSION

11.6.7

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sEDATIv€s, SLEEPING PILLS,TRANQUILIZERS

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I CHAPTER 11 11.5.11

CREW CQ,MPOSIT!OWPILOT SUCCESSION

PAGE 11-5

1

D I n AS RELATED TO FLIGHT General Rules : All foods hich can easily be contahinaled such as mayonnaise, oysters, a) salads andshrimps sh,ould'be.avoided. -; b) R7ots at the controls should have meals of different types and eat them at separate intervals. It is recommended that 30 minutes elapse behueen the meal times of h e two Operating crew members PRE'-FLIGHT

Crew membqs shiuld not operate on an emp$ stomach. A meal should be taken one or two hour'sberore take off; preferably a tight meal -sting of carbohydrate and protein, but low in fat. Gas forming foods,condiments, gravy, fried dishes, cream, shelltkh, fatty ch&e and any foods not easy to digest should be avoided prior to flight. ,..'., ... ..... .... . --., ...

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11.5.13

DURING FLIGHT

Crew members should drink plenty of fluids, preferably water which is

as neutral as

possible and fruit juices, but carbonated drinks should be avoided. Consumption of

!

coffee and tea should be kept to a minimum. Crew should eat sparingly and avoid fermentable foods. Meals are not advisable on

board short and middle distance flights B should be taken before the flighl..On long distance flights, when passenger meals are served, they should be eaten sparir~gly, avoiding the dishes mentioned previously Light meals or snacks should also be available on board. At transit stops, snacks and fruit are adequate. Crew should take at least one hot meal afier every eight hours of flight. , 11.5.14

POST FLIGHT Crews are advised l o take one substantial meal, which includes adequate amounts of protein afler the Wgh!.

EVERYDAY DIET

In tropiwt countries food should be less rich in calories than in cold or temperate zones. However, it is necessary to drink plenty ell water ,( three to four lilcrs a day) in order to maintain a good fluid I eleclrolyte balance and sufficient diuresis. To avoid sodium chloride deficiency, 3-4 grams of colleiion salt should be taken per day; in cases where there is profuse swealing ,,,.an .adddlional 1 0 grams .wauld be required unless a salt restrictjon has been imposed. I Diet should not be too rich in calories in order to avoid obesily. An average male

would require about 3000 caloriesf day & an average- female would require about 2200 calories/ day. The proportion between the main components of the meals should be well balanced, though some individual varialions are allowed. The approximate percentage composition of Proleins, Carbohydraies and Fals in Ihe diel

are as follows:

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AIR,IlV2IL.A CHARTERS LMlTED OPERATIONS -M A ~ U A L CRW COMPOSITIONI PILOT SUCCESS[ON

- --CHAPTER--11 1

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a) Protein - about 15 %. .. b) Carbohydrate - about 5560%. c) Fak-about2&30% (preferably ofvegetable origin).':'.

DEEP SEA DJVINGIBLOOD DONATION A a e w member shall not perform duties on an aeroplane. For at 'least48 hrs and preferably 72 hrs following blood donation. a) If'any doubt edsts of abilily to accompfishassigned duUes. b) If knee or suspected to be.sufferingfrom fatigue, or feels unfit to the extent c) that-theflightmay beendangered.

PROHl81TlON ON CONSUMPTION. OF INTOXICATING AND PSYCHOACTIVE SUBSTANCES: RULE 24 AIRCRAR' RULES 1937 AMENDED JUNE 28,20011 1)

.

2) 3)

4)

No person acting as, or carried in aircrall for the purpose of acting as pilot, commander, navigator, engineer, cabin crew or other operating member of the crew thereof, sl~allhave taken or used any alcoholic drink, sedative, narcotic or stimulant drug or preparation within twelve hours of the commencement of the flight or take or use any such preparatioc in the course of the flight, and no such person shall, while so acting or carried, be in a state of intoximtion or have detectable blood alcohol whatsoever in the breath,, urine or blood alcohol' analysis or in a state in which by reason bf having taken any alcoholic, sedative,,

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narcotic or stimulant drug or preparation, capacity so lo act is impaired, and no:' other person while in a state of intoxication shall enter or be in aircraft. No operator operating a domestic air [ransport service in India shall scwc any. alcoholic drink on board such an air transport service, and no passenger [raveling on such a service shall consume any alcoholic drink while on board. The holders of licenses shall not exercise the privileges of their licenses and related ratings while uniler'the influence of any psychoactive substance( see note below) which might render (hem unable to safely-andproperly exercise the privileges of the licenses and ratings. The holders of licenses' shall not engage in problematic use'of substances.

Note: LIST OF PSYCHOACTIVE SUBSTANCES( as per CAR section 4 series 'El ..

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Alcoliol, opiates, cannabinoids, sedatives 2nd hypnolics, cocaine, olher psycho stimulant, hailucinogcns and volalilc solvents arc cqnsidered to be psycl~otropic substances, whereas coffee ana lobacco are excl~rrlcd

Sludies'have sbown degradalian in piloting skills as lorlg as 48 to 72 hours after alcohol (Eti-~anol)consumplion. AICL Pilols are forbidden from consunling alcohol wilhin 18 hours prior to reporting lor Ilighl duly.

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1 CHAPTER 14

AIR INDIA CHARTERS LIMITED

OPERATIONS MANUAL' CREW COMPOSITIOW PILOT SUCCESSION

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PRE-FLIGHT MEDICAL "Ru!e 24 of the Aircraft Rule, 1937, requires .!hat flight crew (Pilot, co - pilot I. Navigator I Flight Engineer) or =bin crew and other operating member of Vle crew . shall nbt have used any alcoholit drinks, sedative, narcotic or stimulant drugs within 12 burs of the ammencement of the flight or takp or-use any such preparations

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during the course of the flight. To monltor the above requlremwrt flight crew Icabin 'crew Isupernumerary crew shall be subject to a random pre flight medical examination by the Company Doctor for detedable tram of.atcoho! In Mood, breath or urine

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before operating the flight. The PIC I DGCA representative at discretion may order a brealhalyzer check Or any of.the crew prior to or on completion of a flight.

Any uew if afier reporting for duly, reports sick, when breathalyler checks are carried out, will also be subjected to the breathalyzer check. If any crew refuses to subject himself I herself .for this check the crew shall be treated as alcohol positive and his I her name shall be reported to DGCA and kept 'OFF' the roster as per DGCA guidelines.

~ o u t i n epre - night medical examination of all flight crew for each 'flight dutymby the Company Doctor is mandatory. Proper records will be maintained by the Company Doctor. 8

11.5.19

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POUCY FOR PRWPOST

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FLIGHT

MEDICAL

EXAMINATION OF CREW

JBREATHALYSERTEST) These tests' will be conducted iith courtesy, in maximum possible privacy and' with appropriate dignity. The crew traveling supernumerary for the purpose of positioning or return to base will not be subjected to this test: '

The crew' arz advised not to smoke, eat anything or coi~sumeluse any kind of medication, mouth-wash, spray, after shave lotion, cough syrup, mouth fresheners etc for at least 15 minutes prior to the Prel Post medical examination. However, it will be their responsibility to inforrn.the atterrtlrng' Medical dftider, if they have consumed any of lh; above items within 15 minutes prior to such Examinations. Pre-flight medical examination: The tests will be conducted on crew members at the time of their inilial reporting. In case confirmatory tests become necessary the crew m~rnberswill be subjected lo further lests in the presence of the Captainl suilable witness If confirmatory tests a r e required on the Captain the same will be done in tlie presence of a suilable wilness. Post-flight rnedical cxaminalion: This will be carried out ill privacy, in Ihc aircraft alter disembarkalion of all passengers1 Flighl Despatch, and within the stipulated duty hours. Informalion regarding the 8rzalh'~lcoholTesl on the assigned night

=

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defect .ancl -the f e y fiighli are necessary only i ~ operational.reasons r the C h i d of ,Operstions may all&,4the !*' flight an& taking into consideration all aspects. R&rd.of all hd~ flights shall be haintamed by Maihlinanck.

i

The airmfl' nusl be cbrtikl by an ippwed inspedarl.AME before ih~alruaftis releasqd for a ferry Bight. Mnimum of Transit 'A'j C h N 'A' or any higher inspection due shaP be carried out Q.C. and OGCA may .stipda!e carrying . , , out any spe&al inspection prior io auhdiisikj'~hd'fchyjlidht. .

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) PRECAUTIONS: The lirniitims recommended in the relwnt ME'UCM the aiicrafl manual etc. should rot

MEW CDL , - etc . . shall ~wjlybe eceeded. Hownuer,each4csreof any lin35ti0n be:jdge'c! on'bmerii. ilk shall have tfkpCor' &i.larrrme~:6f-the~#eghnal AiMrthiiess .

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and shall be r a r d e d in.wriling b y a e Q a t y control iri,&a!.ge. 'The controls and switcheswhkhare not to be opekted shah be suitably placarded :rNopass.enngersl~rg~hal~mmed.. :' m,inirrwmIligbl . w w .M be .on boaid . =,No..mmponenl~sfiaIl e x c e e d 1 s t i p u a He limits. The Pilot-In-Command havimg regard to dl circumstances of tho case must be salisiied as- . lo the fitness of h e aircrafi ior ike i-ntendedleiry fight. ,

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- :A ferry g h l is d e w for Ihb p&pase-of.:~ ' . . . .Returning ai kikmft io Base; Deh-ering airgait from me location to-another,without Ihe caniage of any revenue passenger. . For. h. e purpose of Ihis pdicy a Ferry flight do& no1 include: a.

~'qlddkturnaround-iighl.

.F6ghb that ar= h i e d to bass due to ~echnicalreasons a3 defined in sub ,[email protected])abb~& w

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Ooes hot r ; o n < i iriiieage flown.

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F*~thiijndia... To ensure that the Ferry .crew selected are competent ard experienced enough .lo pedorm the terry Wer the designated route, the Chief ot Operalions will, amongst other factors, onsure the eligibibly requiremenls and nominate Ihe 'pilols.' Procedure 1. When a (eny flighl has to be pdorrned,,Chjel of Operaljons after a-ssessing the economicconsiderations and,the.availqb$ty'ol pilots al Lhe departure lomtion,shal! identify crew required 2. The folloysing wouM be assessed as to whclhr; ?

The rolhe requires piior opeiational,experience.. , Acceptance or Trainiy crew are:akedy available to perform the ferry at or near the international localion.

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AIR-INDIA CHARTERS LIMITED OPERATIONS MANUAL PAGE 17-28

S.0.F

C H A F E R 17

The crewing requirement of the base in which the pilot is operating from is able to release himlher for the ferry. This should be at the minimum cost to the Company. There is a Technical IOperational requirement for the ferry to be performed by a n Instructor1Examiner1Management Pilot. 3. With approval of Chief of Operations the crew member(s) pre-trave! formalities will be initiated. 17.7.4 DEMONSTRATION FUGHTS

AlCL does not conduct demonstration flights. In case of exceptional requirement, Flight schedule ., and crew composition will be made in consultation with-D.G.C.A. and the manufacturer ',

17.8

INFLIGHT OBSERVATIONS

17.8.1 Meteorological Observation

I ,

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The procedures for making meteorological observations on board aircraft in flight and for recording and reporting them, contained in Annex 3 and AIP shall be fojlowed 17.8.2 Hazardous Flight conditions

Hazardous flight conditlons encountered, other than those associated with meteoro[ogical conditions, shall be reported to the appropriate aeronautical stations as soon as possible. The reports so rendered shall give such details as may be pertinent to the safety of other aircraft. 17.9

AIRCRAFT OPERATION -DURING MONSOON The importance of certain procedures apd special precautions to be taken while operating-in Monsoon conditions have been emphasized by DGCA in their Operations Circular No. 09 of 2010 dated 06.05.10. The foIlowings are the highlights for guidance and compliance.

17.9.1 GENERAL CONDITIONS:

a) Minimum total cockpit experience level of the PIC and the Co-Pilot should not be less than 500 hours on type. b) No supervised take-offs and landings in actual adverse weatherlmonsoon conditions. c) Approach briefing prior to top of descent shall include wetlcontaminated Landing Distance Required calculation. A quick analysis tabje for wetlcontaminated LDR shall be made available to crew before the on set of monsoon. (flight crew can refer PI-QRH to cross check landing distance requirement). . . . d) Full IAL procedures should be carried out, as far as possible. ILS approaches are to be prefemed to Non-precision approaches. In case of Non-precision approaches, emphasis may be given on Constant Angle Non-precision Approach (CANPA), Refer Operations Circular 1 of 2005. e) Greater emphasis on stabilized approaches (Refer Operations Circular No. 1 of 2003 on "AIAR India Training Tool Kit" and Circular No. 9 of 2009 - Standard Operating Procedures. f) PAN OPS procedures for speed control in terminal areas must be followed. g) Flight Manual limitations and Company SOPS must be strictly adhered to.

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I CHAPTER - 17

AIR-INDIA CHARTERS LIMITED OPERATIONS MANUAL S.0.P

PAGE 17-29

h) Go around procedures, wind shear procedures, stall and recovery must be reviewed as per Operations circular 2 of 2001. Documentation about upset recovery technique for specific airplane must be reviewed. j) Full flap landing and adequate usage of Reverse thrust and consideration of extra enroutelterminal fuel computation shall be adhered to. (Type specific manufacturers guidance accepted). k) The crew should familiarize themselves with all the related training material ICompany documents before the onset of monsoon. I) Only those Pilots, including expatriate crew, who have been cleared for monsoon operations, should be rostered for flying during the monsoon period. rn) Additional fuel uplift should be considered, keeping in mind the 15% increase in landing distance for wet runway conditions and possible reduction in braking action. i)

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17.9.2 ME1 REQUIREMENTS:

Following equipment must be serviceable during adverse weather I monsoon condition operations in Indian airspace. For aircrafl requiring transponder and TCAS, both must be serviceable. GPWSl EGPWS must be serviceable. All deceleration devices including Thrust reversers must be serviceable. Anti-skid system must be senricea ble. e) Wind shield wipers on both sides must be serviceable. f) Anti-icing and de-icing must be serviceable. g) Atleast one Weather Radar system must be serviceabje. n) Grooves on tyres must be visible out of base stations.

a) b) c) d)

Crew are advised to pay special attention to the following items. i) Flap system must be serviceable. ii) Static discharge wicks must be operational. iii) External lights must be serviceable out of base station. iv) Pitotl static heating must be serviceable. v) Window heating must be serviceable. 17.9.2.1 The following items even though unserviceable, could be accepted "to return direct to base station for maintenance' (i.e. one landing only) subject to acceptable weather condition at departure and destination station.

a) Transponder1TCAS (not in .RVSM airspace).

- subject to all other instrumentation to co-relate position being serviceable and flight crew to have-satisfactory terrain awareness

b) GPWSl EGPWS

c) One Thrust reversers provided other decelerating devices are serviceable - subject to additional margin of minimum 1000 ft to field length requirements for Take-OR and Landings

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AIR-INDIA CHARTERS LIMITED OPERATIONS MANUAL PAGE 17-30

S.0.P

CHAITER 17

d) Anti-Skid system - subject to performance limitations. e) Wind shield wipers- subject to the PIC side (LHS) being serviceable

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f ) Anti-icing and de-icing subject to performance limitations Note:- Clubbing c) and d) is not permitted. So also, any system degradation casing impact on flight controlslthrust reverserstanti skid must be carefully weighed

17.9.2.2

The above waivers to the MEL restrictions will in any case never be applied if the MEU other regulatory requirements are not permitting the same for any other specific operations.

17.9.2.3

All flight crew are to familiarise themselves with precautions to be taken for Aquaplaning, turbulence and thunderstorms.

17.9.3

PRE FLIGHT

1. Check destination, enroute and alternate weather. 2. Observe wet runway limitations. 3. Strictly adhere to Company filed weather minima. . 4. Pre-flight inspection should be carried out. 5. At enroute stations, a member of the flight crew & maintenance 'engineer will decide on the serviceability of the tyres. 17.9.4

IN-FLIGHT .1. Taxi at slow speed so that the aircraft is in control. 2. All take offs must be in accordance Lvith Standard Instrument Departures wherever applicable. No intersection or tail wind takeoffs are permissible unless an adequate performance margin exists. 3. Bird activity increases duririg monsoon season. Therefore necessary precautions should be taken in this regard. 4. Avoid entering-intosevere weather conditions. 5. Circumnavigate all radar returns. - Storm cells shall be cleared by at least :10 NM when OAT is warmer than freezing 15 NM when OAT is cooler than freezing - 25 NM when at or above 25,000ft. 6. Special precautions should be taken to ensure the safety of passengers and cabin crew in case of in-flight turbulence is expected. 7. Review of approach procedure be done before Topof descent and review must also include the specific actions and phraseology associated with normal goaroundlwind shear go-aroundlapproach to stall and recovery. 8. Pilots should not hesitate to go around in case of unstabilised approach or hold for improvement in weather.

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AIR-INDIA CHARTERS LIMITED OPERATIONS MANUAL

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CHAPTER 17

PAGE 17-31

9. Auto Brakes if available are to be used for Ianding in the appropriate mode as

under :- Abnormal landings - when speed has inadvertently increased beyond the approach speed limits. - When the landing runway is wet. - When runway length is less than 6000'.

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Auto Brakes are an optional part of the Aircraft Braking System and can be carried fonvard under MEL. Flight crew should pay special atlention to all EGPWS warnings and take action as per the Standard Operating Procedures.

17.A0 PROCEDURE FOR RElAYlNG WEATHER INFORMATION Weather messages from Flight Despatch through SSB will relay METARs, serviceability status of ApproachlLanding Aids.

i1

Flight crews are advised to establish HF contact with Air-India, Mumbai on frequency 10072 soon after departure and maintain SELCAL watch to receive weather messages.

ii>

VOLMET broadcasts from Mumbai, Delhi, Karachi and AT1S broadcasts from all enroute and terminal stations should also be monitored closely.

1 CHAFER-48

AIR-INDIA C H A R T E ~ SLIMITED OPERATIONS MANUAL . .

PACE 18-1

USE OF NORMALCHECKUm

I

USE OF NORMAL CHECKLISTS

8.1

Normal & Non-Normal ~ r o c e d u r ~k h e c k l kisl in the QRH-0737-800 Checklist adions are to b.e.performed in accordance with procedures laid down in Boeing OIjerabons Manual (Normal Procedures) and Ebelng QRH. '

Pilots are Qulioned against mupliW of the ailical checklists wiUl airkft maneuvering and ATC communications. The before takeoff and landing c t w s t ' shwld be mpleted well in time. The checklists once started should not be interrupted. In &se of inle'rmption if the airplane configurnlion does no1 agree wit the needed mfguration: Stop the checklist

Complete the related procedure steps Conlinue lhe cllecklisl If if becomes apparcnl that an entire proccdurc was no!

done:

Stop the checklist Complete the entire procedure . Do the checklist from Ihe start : Try to do'checklistsbefore or aflef tMgh work load periods. The crew may need to slop a checklist for a short time to do other tasks. If the interruption is sllort, wnlinue Ulc checklist wiih the next step. If a pilot is not sure where Ihe checklist was stopped, do the checklist from the slart. If the checklist is stopped for a long pcriod ol tirr~c,also do the cl~ecklislIron; Ihe slart. Alter cdn~pletionof each checklisl, ille pilo! reading the checklist calls, m

CHECKLIST COMPLETE'

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I.>> .:fotlowingdowmen&. FCTM 737 (T M) Chapter 5-1 es amended from time to h.

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I CHAFER- 28 I

AIR-INDIA CHARTERS LL'IfITED OPERATIONS MAN UAL PRECISIONAND N O N - P m I O N APPROACH PROCEDURES

PAGE 28-1 I

CONDUCT OF PRECISION AND NON-PRECISION APPROACHES

28-1 1

Details are contained in Ihe following aocumenls. ..

Normal procedures NP 20.47 of 737 Operations Manual volume - I, ~ i i g fpatterns ~t are presented pictorially h NP 30.2 Ukrougll NP 30.0.

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I CHAPTER- 29 29-1

AIR-IM1LA CHARTERS LIMITEDOPERATIONSMANUAL TASK SHARING DURING 1MC APPROACHJUNDINC

PACE 29-1

FLIGHT CREW DUTIES AND~MAN~GEMENT OF CREW WORK LOAD DURING NIGHT A N 0 IMC INSTRUMENT APPROACH AND LANDING -

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Details of'alloation of dulies Bre contained in h e following documents:-

Crew duties and work load sharing are Normal procedures Landing procedure

in the following documents.

- Landing procedure ( Precish approach) ( Non-precision approach) '-

Go-around procedure and landing roIl procedure.

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. A I R - I N . CHARTERS L T M I T ~ D'

O~ERATIONSMANUAL,

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CFIT-AVOIDANCE AND GPWS I'KOCBDUIS

PACUJO-1

30-1.1 The installation of ihe Ground Proximity Warning Systen~(GPWS) can reduce CFIT accidents and is one of the major tools in CFlT prevenlion. The GPWS warning is normally the flight aeMs last opportunity to avoid CFIT. Incidents IAccidents have occurred because flight c ~ have w failed to make timely and correct responses to . GPWS warnings. The availabie time has increased between initial warning 'and aeroplane impact since the first version of the GPWS. However, Ihis lime shoold not be used to .analyze the situation. With the early versions, there was a little as 5 seconds warning, and not at all if the impact poinl was on a relatively steep dope of a mounlain. There may be as much as 30 seconds for riewer and future GPWS versions. In the absence of standard operating procedures or, aeroplane rnanufadurer'guidance, the followingmaneuver should b i executed in response lo . a GPWS warning, except in clear dayligl~t. I VMC when the flight crew can immediately and unequivocally confirm .. that an impact with the ground, water or an obstacle will no1 take place:

React immediately fo a GPWS waming Positively apply maximum thrust and rotate to the appropria:e pilch altitude. Pull up wilh wings level to ensure maximum aeroplane If.terrain remains a threat, continue rotation upto the. pitch . . limil indicat~r(if

available) or stick sliaker or inilia! buffet. Always respecl the stick shaker. Do not change gear or flap &nfiguralion until terrain ieparalipn is assured. Monitor radio altlude for sustained or increasing terrain separ8Jion. When clear of terrain, slowIy decrease the pitcl; atlitude and accelerate the escape maneuver should Ilc continued until climbing to sector emergency safe altitude or until visual verification can be made that the aeroplar~ewill clear Ihe terrain or obstade, even i f the GPWS warning stops.

CONTROLLED FLIGHT INTO TERRAIN (CFITI

30-1.2

- CFlT continues as a real threat for accidents in route operations, and is mostly fatal. As the Co~npat~y network grows, operatio;ls'.to potenlially [insafe environmenls will also increase. These will be not only lo airfields surrounded by high terrain, but also to airlieids with no unsafe occurrence, and ll~efollowing procedures are to b e followed: -,

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a) Preview Cockpi1 Briefing of specific high Grain relaling lb evgiy lakeoff, . descent, app:oacl~ a n d la~lding. b) i)Avoid very shallow (1.0 lo 1.7 dcgrcc) dcscerrl profiles in visual and non precision approaclies ii) NDB approaclies a1 e ~):ollibiledat nigh!. c) Instantaneous go-around aclion in response to [node 2 cr 2 A tvlr.3rr1irigc;l tiic GPWS MK V as ir~stallcd in co111,1nr1;8 airciall. II (IIC Cliytil proT~Ie is cor~~pletely visuai and definitely 1\01i r ~any cor~flictwl~atsoever-,wiiliterrain either d~rringdcsccnl, or dtaing 5111'~,lmsao l approacl~.Il~ewarning may he lrcaled as precaulior~dry.

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CAT-AVOIDANCE AND GPWS PROCEDURES

CHAPTER 30

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d) Immediate corrective ad& in response to FPWS alelt in Modes

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e ) Report-inthe Pilot sector Report all GPWS alerts inLanymode.

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'strict,adherence to techniques outlined for Visual Approaches.

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tn-house CVR moniloring shall specifcaly . .report on activation q r absence of any GPWS warnings..

30-1.3 STRAIGHT IN ILS APPROACHES IN IMC MAY BE ATTEMPTED ONLY FROM :

a)

kadar . vectors. . . or . b) OM€ arcs when published, or . c ) DM€ descenl'@rofillenot below m e published Minimum Sector Allilude (MSA).

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The rninirnu~naltilude a! wt~ichthe fligt~i[nay be conducted safely along ?he publisI;cd roules are i l ~ eMEA (Minirnt~~r~ Enroute Allitude). MORA (Minin~unr Off route Aliihde) MSA (Minimum Sale. I .Sector. AWu&) is a VFR altitude and only for emergency use. W l ~ e noperating on an unpublished roulz the pilot must rnainlair~at1 altitude above the Grid MORA. This must also I;c kept in mirld when divcr(ing from llle a k a y I predetcrr~~incd rotlie, due weailler, . and especially wllcn flying over [ l l O l l ~ l l s i n o ~area. ~ s Pclsilior~awarcnEss and C O ; ~ ~ C (oridnfaI;~~: alp r ::a2rlisiteto safe fligl~tnllerations.

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AIR-XNDU CHARTERS LTMITED OPEUTIONS MANUAIL- . -

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I CHAPTER 30

CFIT-AVOIDANCE AND GPWS PROCEDUW

PAGE 30-3

1

During approach or when cleared for the approach, lhe-'crewmist maintain the last assigned altitude unless a different altitude is assigned by ATC ~r until the aircraft is eslablished on a segment of a published route, or instrument approach .procedure. Once the aircraft is so. esiablisbed, publisl~edalliludes apply to each succeeding.rouie on approach segment. .

INSTRUMENT APPROACH TO LAND PROCEDURE Inshrnent Approach Procedures are designed to descend and align an aircraft safely for a runway upto a point from which a normal landing can be execuled. In IMC and marginal VMC i! is essential h a t the crew execute the published instrumenl approach procedures and are aware aT their posilion during the approach. In case of a circle to land procedure, it is imperative that the aircraR

30-2.4

is flown at or above the circlinj. MOA.

30-2.5

APPROACHES All approaches, precision or ion-precision will be stabilized approaches. TI ie ..I. %

< :.:

321.3 RESPONSES BY G

INTERCEPTED

AIRCRAFT

Sorles 4

Intercepting Aircraft signals, Rocking wings from a position in front and, normally; to !he left of intercepied aircraft and, af!er acknowledgment. a slow level turn. normally to thg left, on to the desired . . -. heading.

.. . .,. .. .I. ...... ..., ........,.,. -:.-., -. ....

1 :.

. . . , .-.. '.?.-. ..... -. -.., .,. ...... ....

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You have been intercepted Follow intercepted Aircraft responds. Aircrafl Rocking wings and 'following. Mcaning Understood will cornply Note :- i ) Meteorological conditibns or terrain may require the intercepting aircraft to take up a position in front and to the right of the inlercepted aircraft and to make the Meaning

:

-..

-..

subsequent turg to the right.

(ii) I f the intercepted aircraft is not able to keep pace with the intercepting aircraft, the, latter is expected to fly a series of racetrack patlerns and to r o e its wings e a ~ . time it passes the intercepted aircraft. '

Series 2 lnterccptirrg Aircraft Signals. (Day or Night) - an abrupt break away maneuver from the intercepted aircraft consisting of a climbing turn of 90 deg or more without crossing the line of flight of

the intercepted aircraft. Meanii~g : You may proceed.

Inlerce'pled Aircraft responds.

Aircra H

:

(Day or Nigh!) - rocking wings. Understood will comply.

Meariing : --Series2 (Day) - cil.cl~r~g aer.or!rorne, lowering landing gear and over flying runway in directi~n . of landinp. (Night) -same and; in addilion, showing sleady-laadug lights. Meaning : Land a1 I l ~ e aerpdrame. Intercepted ~ i r c i a f l r e s ~ o n d s . Aircraft :(DAY) -Lowerihg landing gear following the intercepting aircraft and, if after ~verflying runway landirig is considered sale, proceeding lo land. (NIGHT) in addition, showing sleady landing lights (if carried). Mzaning : Understood will comply.

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I CHAPTER 32

AIR-INDIA CHARTERS IYMlTED OPERATIONS MANUAL '

lNSTRUCTlONSTO PIC ON INERCEPTION OF AIC

PAGE 32-3

SIGNALS INITIATED BY INTERCEPTED A I R C ~ ~ FAND T RESPONSES BY INTERCEPTING AIRCRAFT. .

321.4

,

series 1 Intercepted Aircraft Slgnals. . '

a) DAY - ~bislriglanding gear while passlng over,landing runway at a height exceeding 300mts.(1000 PC.) but not exceeding GOOrnts. (2000ft.)above the aerodrome level and continuing to circle the aerqdrome. b) NIGHT - flashing landing lights while passing over landing runway at a height exceeding 300mts. (1000 ft.) but not exceeding 600mts. (2000 ft.) above the aerodrome fevel, and continuing to clrde the aerodrome. If unable to flash landing - lights, flash any ofher lights available. Meailing : Aerodrome you tyve designated is - inidequate. Intercepted Aircraft responds. a) Day or Night- If it is desired- !hat the inlercepfed 'aircraft follow the intercepting aircraft to an allernate aerodrome the intercepting aircraft raises its landing gear and uses the Series I signals prescribed for interepting aircraft. b) It il is decided lo release the intercepted aircraft, the intercepting aircraft uses the Series 2 signals prescribed for intercepting aircraft. Meaning :Understood Follow me. Understood You ma-jproceed.

Series 2 Intercepted Aircraft Signals. DAY or.NIGHT - Regular switching on and off all available lights but in such a manner as to be distincl from flashing lights. Meaning : Cannot comply. Intercepted Aircraft resporids: Day or Night - Uses Series 2 signa!~. . Meaning : Understood. Series 3 lntercepled Aircraft Signals. DAY or NIGHT - Irregular flashing of all available lights. MEANING : In distress. Intercepted Aircraft responds.

Day or Night -Use Series 2 signals prescribed'lor'iflt'Er'ce'pting aircrafl. Meaning : U nderslood.

1

[ CHAPTER 33

AIR-BVDU CHARTERS LIMYTED OPERATIONS MANUAL AIC INTENDEO TQ BE OPERATED ABOVE 49000'

PAGE 33-1

AEROPLANES lNTENOEb TO BE OPERATED ABOVE

33-1.1

----

Air India charters Ltd. Aircraft do -not operate above 15000M149,000'.

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AlR-INOM CHARTERS LIMITED OPERATIONS MANUAL

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ACCIDENT PREVENTION & FLIGHT,SAFE.TYPROGRAMME

ACCIDENT PREVENTION Accident prevention'requires that a n awareness of flight safety be fostered. among all

34-1

the personnel of airline particu!arly among the flight crew. The following paragraphs enunciate accepted principles in accident prevention, and describe proven

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I

\ ',

AJrcrafi shall not be flown In a. pmhlbted area, Or in a sestricted area, the particulars of whlcti have been duly publfshed, except in accordance with the conditions of the restrlctlohs or by permlsklon of the State over whose territory the areas are established. '

I

Emerqency Landinq An aircraft that is aware that anolher. is compelled to land shall give way to \hat aircraft.

,)

AIR-INDIA CHARTERS L I W E D :.I . ,:?:I.

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ICHAPTER -34

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34-1.1.1 2

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OPERATIONS. MANUAL ACCIDENT PREVENTION 8 FLIGHT SAFETY PROGRAMME

PAGE 34-3

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OPERATION IN VICINITY OF AN AERODROME I

An aircrafl operated on or in the vicinity of an aerodrome shall, whether or not within an aerodrome traffic zone

-

a)

observe dher aerodrome tra'mc for'the purpose of avoiding collision;

b)

conform wiih or avoid the pattern of traffic formed by other aircraft in operalion:

C)

make all turns to the let? when approaching for a landing and after taking off, unless otherwise instructd;

d)

34-1.2.1

land and lakeoff Into the wind unless safety, the rdnway configuration or air traffic consideitions determine that a different direction is preferable.

FLIGHT PLANS

A ilighl plan required by the Instrument Flight Rules or when submitted for facilitating search and rescue or for any other reason shall be in the prescribed form. No deviation shali be made from a flight plan without informing the appropriate air Iraftc services unit'as soon as practicable.

34-1J.2

REPORT OF ARRIVAL A report of amval shall be made lo the appropriate air fraflic services unit at the earliest practicable moment after the amval of any flight for which a flight plan has been provided.

ALL IFR FLIGHTS WITHIN CONTROL E D Af RSPACE

34-1.3

RULES APPLICABLE TO

34-1.3.1

IFR AIR TRAFFIC CONTROL CLEARANCE AND ADHERENCE TO IT

An air traffic control clearance shall be obtained prior to operating an IFR flight or a portion of the flight as an IFA flight in controlled airspace. Such clearance shal; be requested through the submission of a flight plan to an air traffic conltol unit. No deviations shall be made from the reqqirgumts,sf- an air tramc conlrol clearance unlcss an emergency situation arises necessilalir~gimmediate action, in wtricll case, as soon as possible afler such emergency is exercised, the appropriate Air Traffic C o n l d

. Unit shall be notified of the deviations and, if necessary, obtain an amend& 34-1.3.2

clearance.

POSITION REPORTS

The time and level of passing each' designa!ed reporting poi~li.or the reporling points specified by the appropriate air traffic cqntrol unit, together with any othsr required information, shall be reported by radio as soon as possible to the appropriate Air Traffic C0n;rol Unit. In the absence of designated reporting points, position reports shall be

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IPAGE344

ACCIDENT

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PREMM~ON b ~ G H ST

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A F PROGRAMME ~

CHAPTER- 34

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General. 1

,344.3.5

TERMINA710~OF C~NTROL

When an IFR flight oSating under the alr Lrafic control services has landed, or leaves a controlled airspace-ahd Is no- bnger subjed to air traffic control senice, the .appropriateAir -TraHicControl Unit shall be notified as soon as possible. .

'.

When an aircraft decides to change from compliance with Instrument Flight Rules to compliance with Visual Flight Rules whlle wlthlncontrolled airspdce, the appropriate air traffic; conlrol unit shall be notified. W l l e ~ ran aircraft operating under the ~na~iurnenl Flight Rules is flown in or encounters

visual meteorological wnditions, the flight plan shall not be cancelled unless it is anticipated, and intended, that the flight will be continued for a reasonable period of IfmeIn uninterrupted visual meteorological conditions. COMMUNICATIONS

CONTINUOUS LISTENING WATCH An aircraft shall not be flown on an IFR flight within controlled airspace unless a continuous listening watch is maintained on the appropriate radio frequency of, and two-way communication can be established as necessary with the appropriate Air

Traffic Control Unit. COMMUNICATION FAILURE

If a radio failure precludes compliance with 13-1 -4.1 the aircraft shall : if in the visual rnete&ological conditions :

1)

2)

i)

continue lo fly in vlsual mgletuologfcal conditions; and

ii)

land at the most su-itable aefdrome.

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if in instrument ~leorologicalwnditions or when weather wnditions are such that is does not appear. feasible to complele the flight In accordance with (1) above :

i)

proceed according to the current flight plan, maintaining the last acknowledged,assignedcruising level (or levels) for the portion of the route ,for which the.air&aft has received clearance and thereafter at the cnrising Ievel (or levels) indicated in the current flight plan; and

AIR-Il$DIA CHARTERS LIMYTED

I ..-...

increasingly likely to ,play a flight by ear rather than plan ahead for possible contingencies. It would appear that complacen~yIs a stale not too far removed from spring fever. There may even be physical symptoms such as. a gradual increase in 'weight and a general decline In physical conditions caused by lack of attectiveness to physlcal pragr'ammes. .

.

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Like a pilot who suffers from hypojda, !he complacent pllit Is unnwnm af the gradual delerioration - in. his performance. He loses the abllity lor critical selfappraisal. His adrenal glands seem to have become drowsy. B~l0d0mand inattention are the chief cock@ manifestations of complacency. 'Flat, dumb and happy', sums up Re condition better than any mouthful of erudite psychological terms. To make matters ,worse, cpmplacency is reinforced by an airllnds good safety record and the adtndedged mechantcal rellabllity of ,a particular aircrafi. Not Infrequently an airline goes for long perlod without a major accident only 10 have a rash of accidents which can offen be traced back to a complacent attitude, Instead of profiting from )he incidents and accidents of others,. the complacent pilot says, 'This can't happen to me'. These cherished thoughts about one's immortality may bolster the ego, but-they can't expose ifie flesh to a variety of adversttles. Although complacency tnay be the cause of a major event like a mid-alr

,

wlllslon or an eplsode of fuel emaustion, for the most part it Induces minor accidents atid incidents. Taxi accidents and other minor ground incidents are frequently the result of a camplacent pllotwsadions.

-

Complacency is easier to prevent than cure. The pilot may help prevent wmp!acency

by developing a very high standard of perfection, not only for his flying pedormance but for his physical and mental condition as well. Because. of the disarming of mmpfacency and because it is associated wilh experience and confidence both qualities of high-time pilots - it is a frequently ovsrlooksd factor., Increased vigilance and determination on the part of pilots and supervisory personnel are required to '

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prevent its effects.

34-1-8

HYDROPLANING

34-1.1.4

GENERAL

It is recognised .that a film. or water on. runways can seriously affect aircraft ground ~ntrnlIabiIityand braking efficiency. As the sped of the aircraft and the depth of the water increase, the water layer builds up an increasing resistance lo displacement, resulting in the formation of'a wedge of water beneath the iir~me+erticalcomponent of this resistance progressively lifls the :tire decreasing the area In cantact with the runway until, with cerlain aircraft configurations and depths, the tire is completely out of contact with the runway surface and starts hydroplaning on a film of water. In this condition, the tires no longer contribute to directional cantrol and braking action is nil.

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AIR-INDIA CHARTERS bTMITED OPERATIONS.MANUAL

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passengers, cargo i r both. ' Coorideralion should always be given to landing is soon as possib!e. If the I. situation permits, !he relevant air traffic services should be informed of the dangerous.goods on hoard. 2. The appropriate fire or smoke removal emergency pr~gdureapproved lor the aircrafl type should always be carried out. Flight crew oxygen mask and regulators must k .on and selecled to the 100 per cent oxygen position to preven! tha inhalation of smoke' of lumes. Using Ihe appropriate smoke removal emergency promdures shduld reduce the concentration of any contamination afid . help lo avoid fear&lation of wntaminated air. Air-conditioning systems shourd be operated al'maximum capacity and all cabin air vented overboard (no recirculation of air) in arder lo reduce the cmncentration o l any contamination in the air and to avoid recirculalion of contaminated air. 3. Reducing altitude will reduce Ihe rale of vaporbation of liquid and m a y reduce Ihe rale of leskage, bul it may increase the rate of burning. Conversely, increasing altilude may reduce Ihe rate of burning but m y b ~ ~ ~rate t oh f vaporisalion e Or leaking. If there is structuraI damage or'the risk of an explosion, considera!ion should be give! to keeping the differential pressure as low as possibIe. 4. The rate. of ventilalion should not be reduced in an attempl lo extinguish a hre, as tnis will have an incapacitaling effect on the passengers.without signilicantly afecling t h e fire. Passengers are likely lo suffocate through lack of Oxygen before a fire is exlinguished. Passenger suriival chance,^ are greatly enhanced by ensuring maximum cabin venlilation.

AIR-INDU C . TLIM ~ ~ED OPERATIONS MANUAL,'

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[ CHAPTER 35 5.

6.

DANGEROUS GOODS

PAGE 35-7

1

Gas-tight breathing e'quipmeni should always b e worn when attending an incident lnvolvlng fire or fumes. The use of therapeutic;' masks with portable oxygen bottles or the passenger drdwut oKygen system ,to assist passengers in a smoke-or fume-fillad cabln shouid ,not be considered. Since considsrable quantities of fumes or smoke would, be Inhaled through Ihe valves or holes in the masks. A more effective aid 'to,. passengeis in a . smoke- or fume-filled environment would be [he.use of wet towet or doth held over the mouth and nose. A wet towel or doth aids in filtering Is more effective at doing this than a dry towel or cloth. Cabin crew should take prompt action: If smoke or fumes develop and move passengers away from Ihe are: involved and, if necessary, provide wet towels or cloths and give Inslruclions to brealhe through hem. In general, water should not be used on z spillagk or when fumes are present, since it may spread Ihe spillage or increase the rate of fuming. Consideration should alsb. be given to the possible presence of eleclrical components when

-7.

using water exlingu1shers;'b;ul see 10) Besides the mandatory emergency equipment that'is carried on an, aircrafi and the emergency response kit provided by soma operators,,many other i:ems tan bc lou:~dtllal can be pul to good use. These include : w H

r H

r

8.

9.

bar or catering b x e s over gloveslfire resistant gloves polye!hytene bags . blankets lowels

I

Hands should always be prolecled before touching suspicious packages or boltles. Fire-resislanl gloves or oven gloves covered by polyethylene bags are likely to give suitable protection. Care should always be taken when mopping up any spillagc or leakage lo cnsurc llrere will be no reaclion between w h a t is lo be used (or mopping up and :he

dangerous goods. If it appears lilere could be a reaction. mopping up should not be attempted but the spillage shouId be covered with polyethylene bags. If polyelhylene bags are not available, care should be taken lo ensure ihere will be no reaclion between whatever is used to conlain the item and the item ilself. 10. If a fire has been dealt with successfully and it is obvious Ihat .inner packagings are intacl, consideralion should be given lo using water lo coll Ihe packages and 11 12.

thus avoid the possibility of re-ignilion, bul see 6) A smoking ban should be inlroduccd when-lurnesdr vapours are presenl. In any incident in which rescue and tire-fighling (RFF) personnel corne to the aircraft, either when dangerous goods are'the cause of Ihe incidenl or when dangerous goods are being carried on Ihe aircraft and are not direc:ly invofved in the incident, a procedure should be eslablistied l o ensure that the Pilol-inCommand 's dangerous goods noliricalion form is immedia:ely made available lo Ihe RFF services. Such a procedure mighl require [he firsl flight crew member lo ~ L . ~ Vthe C aircraft in I l ~ e evenl of an emergency evacuation la detivcr 1 t - i ~Pilot-in Comnland's noliticalion lo the senior metuber of the RFF personnel.

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DANGEROUS GOODS

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CHAPTER 35,

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13. 11 an accident involves, a-chemicalsubslance which can be identified (by the U N proper 'shipping name or number, or by any other means), it may be possible, in some circumslances, to obtaln helpful information from the various national chemlcal data 'banks. These data banks normally m'aInlaln 24-hour lctcphonc

i .

, 1

,aoceksIbllity and so can-bo reach0d.b~a phone,patch procedure. Example of

such data banks are :

d( Fq

.'

~ n l t e dStates CHEMTREC 'wilhln' Unltes States call 800424-8300 oulslde UnRd Stales call 202 483 7616

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Canada ~all6139966666

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OPEEYGTIONS MANUAL

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Carpel which has b a n contaminated by splllage and which is still causing fumes despite being m e r e d , should be roll& up, If .pas-stble, and placed In a largo bin ba,g or other polyethylene hag. It should. t !a placed In a waste'bln and stowed, when possible, :

....,. .,....*, .-.

.-I.-,

..I

either in the reac tobt or rear galley, If the carpet canriot be,removed it shoutd remaln covered by a large bin bag or polyethyiene bags, etc, and additional bags should be usedtoieducethefumes. -'

REGULARLY. INSPECT ITEMS STOWED AWAYICONTAMINATED FURNISHINGS Any dangerous goods, contadhated furnishings or equipmenl which have been remove and slowed.away uc covered lor safety should be subject lo regular inspection. . AFTER LANDING

IDENTIFY TO GROUND PERSONNEL DANGEROUS GOODS ITEM AND'WHERE

STOWED Upon arrivag takethe necessary steps to identify to the ground sldf where'the item is stowed. Pass on all intormation about the item. MAKE APP~OPRIATEENTRY IN,MAINTENANCE LOG Make an entry In the aircraft rnalntenance log so (hat proper maintenance aclion is

undertaLen and that the emergency response kit or any aircrafl equipment used is replenished or replam when appropriate.

URCRAlT EMERGENCY RE$PONSE DRILLS

35-42

1. COMPLETE APPROPRIATE AIRCRAFT EMERGENCY PROCEDURES.

'

DRILL HO

1.

2. CONSIDER LANOlNG AS SOON AS PRACTICABLE 3. USE DRILL FROM THE CHART BELGW INHERENT RISK

RISK TO AIRCRAFT

Erplosion nlay Fire andlor cause explosion slnrclural

RISK TO OCCUPANTS

As dicaled by Ihe drill :eller(sl

FIREFlGHTlNG , - .- - :-PROCEDURE

SPILL OR LEAK PROCEDURE

-

Use

100% orygen: All

no smoking

failure

2. 0

-

Gas.

non. Minima

tlarnmable. plessr!re m a y creak lhazard in firc

-

As indicaled

Use 100% origen:

by the leltcr(s]

eslablish

drill

or 'P' drill Ictlcr

ADOlT!O?rAL

-

COHSIOERATlOtlS -

.

agents Possible

abrupl according io !ass of availabilily: pressurisalion use slandaru ,