IGO Operations Manual

PART-A
Manual Control No: ....................
INTERGLOBE AVIATION LIMITED

(INDIGO)
Not a controlled copy, printed from e-manual / Company Portal
OPERATIONS MANUAL
INTENTIONALLY LEFT BLANK
INTERGLOBE AVIATION LTD
FLT.OMA
OPERATIONS MANUAL PART A
ISSUE II, Rev 00
FOREWARD & COMPLIANCE
FDW
The Operations Manual (Part A, B, C, D) has been prepared by InterGlobe

Aviation limited (IndiGo), Flight Operations department. The purpose is to;
Provide the necessary Operating Limitations, Procedures, Performance
and System Information to Flight Crew to safely and efficiently operate
the company airplanes.
Establish standardised procedures and practices for uniform application.
Serve as a review guide.
The manual will be periodically revised to incorporate procedural and system

information changes. Items of a more critical nature will be issued as Notices to
crew.
The manual is prepared in accordance with Civil Aviation Requirements (CAR)
Section 8, Series O, Part VII. The manual is to be read in conjunction with other
manuals and documents specified in Chapter 0. In case of a conflict between
Operations manual and the national regulations, the latter will apply.
The Manual is Company (IndiGo) property and any disclosure of its contents to
others is given in strictest confidence. It must not be reproduced by any other
person, agency or company without specific approval and permission of the Vice
President (Flight Operations).
InterGlobe Aviation Limited.

st
1 Floor, Tower C, Global Business Park,
Gurgaon-1220002 ,
Haryana, India.
Tel: +91 124 435 2500
Fax: 91 124 406 8536
A-COM-1
Effective
17-Aug-11
FLT.OMA
ISSUE II, Rev 00
FDW
A-COM-2
Effective
17-Aug-11
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ISSUE II
ACKNOWLEDGEMENT
ACKW
It is the responsibility of every employee to be aware of the provisions of

the Operations Manual and use them in day to day operations.
Suggestions for improving the contents are requested, just as your
compliance with the Operations Manual is expected.
This is your personal copy for reference. It is manual owners
responsibility to update the manual as required.
Capt. Ashim Mittra

Vice President (Flight Operations)
Manual Control No.
................................
Signature
................................
Name of Holder
................................
Assigned Position
................................
A-ACKW
Effective
15-Dec-13
To provide necessary information and instructions to guide personnel

connected with Flight Operations in the proper discharge of their duties,
the Operations Manual (Part A, B, C, D and EDTO) is being issued to all
concerned.
FLT.OMA
ISSUE II
ACKNOWLEDGEMENT
ACKW
A-ACKW
Effective
15-Dec-13
FLT.OMA
ISSUE II, Rev 04
GLOBAL TABLE OF CONTENTS
GTOC
Details
Manual Administration
DGCA Approval
Foreword and Compliance
Acknowledgement
Global Table of Contents
Distribution List
List of Effective Pages (LEP)
Record of Normal Revisions (ROR)
Revision Highlights (RH)
Chapters 0 to 38
Chapter No
Chapter Name
00
Administration & Control Of Operations Manual
01
Operations Supervision
02
Flight Duty And Time Limitations
03
Navigation Equipment Required
04
Long Range Navigation Procedures Required
05
Radio Listening Watch
06
Determination Of Minimum Flight Altitudes
A-GTOC
Effective 09-Jul-14
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ISSUE II, Rev 04
GTOC
Chapter No
Chapter Name
Determination Of Aerodrome Operating Minima
08
Safety Precautions During Refueling With Passengers On

Board.
09
Ground Handling Arrangements & Procedures
10
Procedures For Pilot In Command An Observing An Accident
11
Flight Crew For Each Type Of Operation And Succession Of

Command
12
Computation Of Quantities Of Fuel And Oil To Be Carried
13
Conditions Under Which Oxygen Shall Be Used And Amount

Of Oxygen Determined.
14
Instructions For Mass And Balance
15
Instructions For Conduct & Control Of Ground De-Icing /

Anti-Icing Operations
16
Specifications Of Operational Flight Plan
17
Standard Operating Procedures For Each Phase Of Flight
18
Instructions On Normal Use Of Normal Checklist
19
Departure Contingency Procedures
20
Instructions On Maintenance Of Altitude Awareness
21
Sue Of Auto Pilot And Thrust In IMC
22
Clarifications And Acceptance Of ATC Clearances
A-GTOC
Effective 09-Jul-14
07
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ISSUE II, Rev 04
GTOC
Chapter No
Chapter Name
Departure And Approach Briefings
24
Route And Destination Familiarisation
25
Stabilised Approach Procedure
26
Limitation On High Rates Of Descent Near Surface
27
Conditions Required To Commence Or To Continue An

Instrument Approach
28
Precision/Non-Precision Instrument Approach Procedures
29
Night And IMC Instrument Approach And Landing Operations
30
Ground Proximity Warning System (GPWS)
31
32
Airborne Collision Avoidance System (ACAS) /Traffic Alert &

Collision Avoidance System (TCAS)
Information And Instructions Relating To The Interception Of
Civil Aircraft
33
For Airplanes Intended To Operate Above 15000M
34
Details Of Accident Prevention And Fight Safety Program
35
Dangerous Goods And Weapons
36
Security Instructions And Guidance
37
Suspected Sabotage
38
Instructions and training requirements for the use of Head-Up

Displays (HUD) and Enhanced Vision Systems (EVS)
equipment as applicable.
ANX
Annexures
A-GTOC
Effective 09-Jul-14
23
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ISSUE II, Rev 04
GTOC
A-GTOC
Effective 09-Jul-14
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ISSUE II, Rev 03
DISTRIBUTION LIST
DL
The Operations Manual (Part A, B C, D and EDTO) shall be distributed as

follows:
Manual Holder
Type of Format
001
Master Copy
Hard Copy/ PDF
002
Hard Copy /DVD
003
Vice President (Special Projects)
Hard Copy / DVD
004
Chief Pilot (Training)
Hard Copy / DVD
005
Operations Control / Dispatch
Hard Copy / DVD
006
Vice President (OCC)
Hard Copy / DVD
007
Chief Of safety
Hard Copy/DVD
008-015
DGCA
Hard Copy / DVD
016
Director(Training)
Hard Copy / DVD
017
Director (Flight Operations Support)
Hard Copy / DVD
018-035
All Ground Instructors
Hard Copy /DVD
036-045
Flight Operations Support (Region)
Hard Copy
046-50
Simulator
Hard Copy
51
Deputy Chief Instructor (Performance &

Documentation Standardization)
Hard Copy / DVD
52-100
Intentionally Left Blank
101-200
All Aircraft
Hard Copy
All Station Managers
DVD
All Pilots
DVD
All HOD
DVD
A-DL-1
Effective: 15-Dec-13
Serial No.
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DISTRIBUTION LIST
DL
A-DL-1
Effective: 15-Dec-13
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ISSUE II
LIST OF EFFECTIVE PAGES
LEP / HC
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Foreword and Compliance
Acknowledgement
Distribution List
Record of Normal Revisions
Revision Highlights
00
01
02
03
A-LEP-1
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Date of Issue
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RECORD OF NORMAL REVISIONS
ROR
The manual holder /representative shall enter the appropriate data in the
revision sheet after updating the manual. An initial of the holder/representative
until officially replaced.
Rev. No.
ISSUE DATE
DATE FILED
A-ROR-1
INITIALS
Effective
17-Aug-11
incorporating the revision signifies compliance. This sheet is to be retained
REV. NO.
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ISSUE II, Rev 00
ROR
ISSUE DATE
DATE FILED
INITIALS
A-ROR-2
Effective
17-Aug-11
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ISSUE II, Rev 04
REVISION HIGHLIGHTS
RH
Some chapters have been completely revised/ re-issued to maintain chronological

order of the contents, in spite of a few changes therein.
The revision highlights for Issue II, Revision 04, dated 09-Jul-2014, are as under
Please note that changes are termed as either: New (N), Revised (R), Shifted (S),
or Editorial (E).
Para/Page
No.
Change Description
Reason of
Change
Chapter 00 ADMIN CONTROL OF OPERATIONS MANUAL
Complete Chapter
Chapter 01 OPERATIONAL SUPERVISION
Complete Chapter
Chapter 07 AERODROME OPERATING MINIMA
Complete Chapter
A-RH-1
Effective
09-Jul-14
As the Company has been growing steadily there has been a continuous update
on policies and procedures which were reviewed since the initial approval of the
Company Operations Manual in form of TRs/Notices. The TRs were accepted by
DGCA and have been incorporated in this revision.
FLT.OMA
ISSUE II, Rev 04
REVISION HIGHLIGHTS
RH
Chapter 11 FLIGHT CREW FOR EACH TYPE OF OPERATION &

SUCCESSION OF COMMAND
Chapter 12 COMPUTATION OF QUANTITIES OF FUEL AND OIL TO BE

CARRIED
Complete Chapter
Chapter 14 MASS AND BALANCE CONTROL
Complete Chapter
Chapter 17 STANDARD OPERATING PROCEDURES
Complete Chapter
Chapter 27 COMMENCEMENT OR CONTINUATION OF AN INSTRUMENT

APPROACH
Complete Chapter
A-RH-2
Effective
09-Jul-14
Complete Chapter
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REVISION HIGHLIGHTS
RH
Chapter 30 GROUND PROXIMITY WARNING SYSTEM
Chapter 34 SAFETY MANAGEMENT AND ACCIDENT PREVENTION

PROGRAM
Complete Chapter
A-RH-3
Effective
09-Jul-14
Complete Chapter
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REVISION HIGHLIGHTS
RH
A-RH-4
Effective
09-Jul-14
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ISSUE II, Rev 04
ADMINISTRATION AND CONTROL OF

OPERATIONS MANUAL
CHAPTER 00
TABLE OF CONTENTS
ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL ........3
0.1
INTRODUCTION ......................................................................................3
0.2
0.3
0.1.1
Compliance ................................................................................3
0.1.2
Abbreviations..............................................................................6
0.1.3
Definitions.................................................................................25
0.1.4
Units conversion table ..............................................................43
0.1.5
International standard atmosphere (ISA) ..................................44
0.1.6
Parts of operations manual.......................................................45
0.1.7
Volumes of the operations manual ...........................................46
0.1.8
Official language and modes of communication .......................47
0.1.9
Gender applicability ..................................................................47
FLIGHT OPERATIONS DOCUMENTS ..................................................47

0.2.1
System for dissemination of information ...................................49
0.2.2
On board documentation ..........................................................50
0.2.3
Missing document ....................................................................52
0.2.4
Navigation bag: ........................................................................52
0.2.5
Documents library at bases: .....................................................55
0.2.6
Documents at Simulator ...........................................................55
0.2.7
Standard operating procedure ..................................................55
0.2.8
Carriage of Documents by Cockpit Crew..................................56
SYSTEM OF AMENDMENTS AND REVISIONS ...................................56

0.3.1
Procedures and checklists:.......................................................56

A-0-1
Effective
09-Jul-14
0.
0.3.2
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OPERATIONS MANUAL
CHAPTER 00
Operations Manual................................................................... 56
PROMULGATION OF ADDITIONAL OPERATIONAL INSTRUCTIONS

AND INFORMATION ............................................................................. 58
0.5
DISTRIBUTION OF OPERATIONS MANUAL ....................................... 59

0.5.1
0.6
Disposal/Destruction Obsolete documents .............................. 60
DOCUMENT PROCESS MANUAL ....................................................... 60
A-0-2
Effective
09-Jul-14
0.4
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OPERATIONS MANUAL
CHAPTER 00
ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL
0.1
INTRODUCTION
0.1.1
Compliance
The Operations Manual is prepared in conformity with Rule 140B of Aircraft Rules
1937 and the requirements specified in CAR Section 8, Series O Part VII and
other instructions issued by DGCA. Guidance laid down by ICAO in Annexure 6
Vol-1 and EASA, where applicable, has also been incorporated. The Operations
Manual complies with all applicable regulations and the terms and conditions of
the Airline Operators Permit (Air Operators Certificate).
The Operations Manual is issued under the authority of the Vice President (Flight
Operations). It contains policies procedures and guidance on all matters that are
the responsibility of Flight operations.
The contents of the manual shall not be deemed to supersede any instructions
contained in the following documents:
a)
Aircraft Manual (India)
b)
Flight Manual
c)
Civil Aviation Requirements (CAR)
d)
DGCA Mandatory Circulars and Directives.
All Personnel connected with the Operation of Company aircraft shall comply with
the prescribed methods of Operation as laid down in the Operations Manual and
the above documents as well as Company Notices (circulars) issued from time to
time. Any wilful and deliberate violation of flight operations organizational/ State
policies and/or procedures by flight operations personnel shall be viewed
seriously.
The Operations Manual provides necessary information and instructions on
policies, procedures, duties and responsibilities and other relevant information. Its
contents may require amendments from time to time which are to be incorporated
immediately and the Manual should be kept updated. All Air Crew and Operations
personnel are required to be fully conversant with the relevant contents of the
Manual. All employees when aboard must comply with Laws, Regulations and
Procedures of those States in which operations are conducted.
A-0-3
Effective
09-Jul-14
0.
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OPERATIONS MANUAL
CHAPTER 00
All operating staff are required to adhere to instructions laid down in this Manual
and any deviations should be reported, the reasons for such deviation being given
in writing.
Should any individual consider that all or any part of a procedure or instruction
requires to be amended, he should notify the Vice President (Flight Operations)
with reasons and suggested improvement.
Notes:
Commander, Pilot-in-command, Captain, P1, CM1 are used synonymously.
Co-pilot, First Officer, P2, CM2 are used synonymously.
For conciseness, the pronoun "he" is used throughout the text. Where appropriate,
"she" should be added to or substituted for "he".
When used in the Operations Manual, the following terms shall imply:
- Shall, "will", "must" or an action verb in the imperative sense means that the
application of a rule or procedure or provision is mandatory.
- Should means that the application of a procedure or provision is
recommended.
- May means that the application of a procedure or provision is optional.
- No person may... or a person may not... means that no person is required,
authorised, or permitted to do the act concerned.
- "Approved" means the Authority has reviewed the method, procedure or policy
in question and issued a formal written approval.
- "Acceptable" means the Authority or the airline has reviewed the method,
procedure or policy and has neither objected to nor approved its proposed use or
implementation.
- "Prescribed" means the Authority or the airline has issued a written policy or
methodology which imposes either a mandatory requirement, if it states "shall",
"will", "must" or an action verb in the imperative sense, a recommended
requirement if it states "should" or a discretionary requirement if it states "may".
- "Note" is used when an operating procedure, technique, etc., is considered
essential to be emphasised.
A-0-4
Effective
09-Jul-14
CRM principles should be applied in line operations by all personnel at all times.
Nothing contained in the Operations Manual shall keep personnel from exercising
their own best judgement during any irregularity for which the Operations Manual
gives no provisions or in an emergency.
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OPERATIONS MANUAL
CHAPTER 00
- "Caution" is used when an operating procedure, technique, etc., may result in

damage to equipment if not carefully followed.
- "Warning" is used when an operating procedure, technique, etc., may result in
personnel injury or loss of life if not carefully followed.
- Crew Member refers to a person assigned by the Company a duty/task on a

company aircraft during flight duty period.
-INTENTIONALLY LEFT BLANK-
A-0-5
Effective
09-Jul-14
- Air Crew refers to both Flight and Cabin Crew.
0.1.2
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OPERATIONS MANUAL
CHAPTER 00
Abbreviations
AAL
Above Aerodrome Level
ABM
Abeam
ABAS
Aircraft Based Augmentation System (GNSS/GPS)
AC
Advisory Circular, Alternating Current, Aircraft
ACARS
Aircraft Communication Addressing and Reporting System
ACJ
Advisory Circular Joint (JAR)
ACMS
Aircraft Condition Monitoring System
ACN
Aircraft Classification Number
AD
Airworthiness Directive
ADC
Air Data Computer
ADD
Acceptable Deferred Defect
ADI
Attitude Direction Indicator
ADIRS
Air Data Inertial Reference System
ADF
Automatic Direction Finder
ADV
Advisory
ADS
Automatic Dependent Surveillance
AFM
Airplane Flight Manual
AEA
Association of European Airlines
AFTN
Aeronautical Fixed Tele-Communication Network
AFS
Automatic Flight System
AGL
Above Ground Level

A-0-6
Effective
09-Jul-14
The following abbreviations may be found throughout the manual. Some

abbreviations may also appear in lower case letters.
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OPERATIONS MANUAL
CHAPTER 00
Alert Height
AIP
Aeronautical Information Publication
AIRS
Aircrew Incident reporting System
AIS
Aeronautical Information Service
ALD
Actual Landing Distance
ALS
Approach Light System
ALT
Altitude
ALTN
Alternate
AMC
Acceptable Means of Compliance (JAR)
AMJ
Advisory Material Joint
AMSL
Above Mean Sea Level
AOA
Angle Of Attack
AOC/P
Air Operator Certificate/Permit
AOC
Airline Operations Communications/Control
AOG
Aircraft On Ground
AOM
Airplane Operations Manual
AOT
All Operators Telex
A/P
Auto-Pilot
APA
Accident Prevention Adviser
APM
Airplane Performance Monitoring
APQ
Airline Pre-Qualification
APU
Auxiliary Power Unit
ARINC
Aeronautical Radio Inc.
A-0-7
AH
Effective
09-Jul-14
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OPERATIONS MANUAL
CHAPTER 00
Airport
ARP
Aerodrome Reference Point
ASAP
As Soon As Possible
ASDA
Accelerate Stop Distance Available
ASI
Air Speed Indicator
AMM
Aircraft Maintenance Manual
ASR
Airport Surveillance Radar
ASR
Air Safety Report
ASU
Air Starter Unit
ATA
Actual Time of Arrival
ATA
Aeronautical Transport Association
ATC
Air Traffic Control
ATD
Actual Time of Departure
ATHR
Auto Thrust
ATIS
Automatic Terminal Information Service
ATM
Air Traffic Management
ATN
Aeronautical Telecommunication Network
ATPL
Airline Transport Pilot License
ATS
Air Traffic Services
ATS
Auto Thrust System
ATSU
Air Traffic Services Unit
ATT
Attitude
AVGAS
Aviation Gasoline
A-0-8
ARPT
Effective
09-Jul-14
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OPERATIONS MANUAL
CHAPTER 00
AWO
All Weather Operations
AWY
Airway
B
BARO
Barometric
BAT
Battery
BFE
Buyer Furnished Equipment
BITE
Built In Test Equipment
BRG
Bearing
BRK
Brake
BRNAV
Basic Area Navigation
C
C
Celsius, Centigrade
CAPT
Captain
CAR
Civil Aviation Regulations
CAS
Calibrated Airspeed
CAT
Clear Air Turbulence
CAT I/II/III
Landing Category I (II or III)
CAVOK
Ceiling and Visibility OK
CB
Cumulonimbus
C/B
Circuit Breaker
CBT
Computer Based Training
CCOM
Cabin Crew Operating Manual

A-0-9
Effective
09-Jul-14
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OPERATIONS MANUAL
CHAPTER 00
Cross Crew Qualification
CDL
Configuration Deviation List
CDU
Control Display Unit
CEFA
Cockpit Emulator for Flight Analysis
CFDS
Centralized Fault Display System
CFIT
Controlled Flight Into terrain
CFP
Computerised Flight Plan
CFD
Centralised Flight Dispatch
CIDS
Cabin Intercommunication Data System
CG
Centre of Gravity
C/L
Check List
CMD
Command
CMP
Configuration, Maintenance & Procedures
CNS
Communication, Navigation, Surveillance
COM
Communication
CP
Critical Point (ETOPS)
CPDLC
Controller Pilot Data Link Communications
CP(LINE)
Chief Pilot Flight Operations (Line Operations)
CP(STD)
Chief Pilot Flight Operations (Standards & QA)
CP(TRG)
Chief Pilot Flight Operations (Training)
CRM
Crew Resource Management
CRS
Course
CRT
Cathode Ray Tube
A-0-10
Effective
CCQ
09-Jul-14
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OPERATIONS MANUAL
CHAPTER 00
Cruise
CTA
Control Area
CTR
Centre
CVR
Cockpit Voice Recorder
CRZ
D
DA
Decision altitude
daN
Deca Newton
DDG
Dispatch Deviation Guide
DEG
Degree
DEST
Destination
DFDR
Digital Flight Data Recorder
DFO
Director Flight Operations
DGCA
Director General of Civil Aviation
DGPS
Differential GPS
DH
Decision Height
DIST
Distance
DME
Distance Measuring Equipment
DOI
Dry Operating Index
DOW
Dry Operating Weight
DU
Display Unit
E
ELT
Entry Level Training
ELT
Emergency Locator Transmitter
A-0-11
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09-Jul-14
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OPERATIONS MANUAL
CHAPTER 00
Emergency
EO
Engine Out
EOSID
Engine Out SID
EST
Estimated
ETA
Estimated Time of Arrival
ETD
Estimated Time of Departure
ETOPS/EDTO
Extended Twin Engine Operations/ Extended diversion time

operations
ETP
Equi Time Point
EUROCAE
European Organisation for Civil Aviation Equipment
EXP
Exit Point (ETOPS)
EXT
External
ECAM
Electronic Centralized Aircraft Monitoring
EEP
ETOPS Entry Point
EFB
Electronic Flight Bag
EFIS
Electronic Flight Instrument System
EFOB
Estimated Fuel On Board
EGPWS
Enhanced GPWS
EGT
Exhaust Gas Temperature
EIS
Electronic Instrument System
ELEC
Electrical
ELEV
Elevator, Elevation
F
FAF
Final Approach Fix

A-0-12
Effective
09-Jul-14
EMER
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OPERATIONS MANUAL
CHAPTER 00
Future Air Navigation System
FAP
Final Approach Point
FAR
Federal Aviation Regulations
FBS
Fixed Base Simulator
F/C
Flight Crew
FCOM
Flight Crew Operating Manual
FCTM
Flight Crew Training Manual
FCU
Flight Control Unit
FD
Flight Director
FDM
Flight Data Monitoring
FDTL
Flight Duty & Time Limitations
FF
Fuel Flow
FFS
Full Flight Simulator
FIR/FIC
Flight Information Region/Center
FL
Flight Level
FLT
Flight
FM
Flight Manual
FMA
Flight Mode Annunciator
FMGS
Flight Management and Guidance System
FMS
Flight Management System
F/O
First Officer
FOB
Fuel On Board
A-0-13
FANS
Effective
09-Jul-14
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OPERATIONS MANUAL
CHAPTER 00
Foreign Object Damage
FOM
Flight Operations Manual
FOQA
Flight Operations Quality Assurance
FOT
Flight Operations Telex
F-PLN
Flight Plan
FPV
Flight Path Vector
FQI
Fuel Quantity Indication
ft, FT
Foot (Feet)
FTL
Flight Time Limitation
FU
Fuel Used
FWD
Forward
FOD
G
GBP
Global Business Park, Gurgaon
GEN
Generator
GBAS
Ground Based Augmentation System (GNSS/GPS)
GLONASS
Global Orbiting Navigation Satellite System
GMT
Greenwich Mean Time
GMU
GPS (height) Monitoring Unit
GNLU
Global Navigation and Landing Unit
GNSS
Global Navigation Satellite System
GPS
Global Positioning System
GPU
Ground Power Unit
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OPERATIONS MANUAL
CHAPTER 00
Ground Proximity Warning System
GS
Ground Speed
G/S
Glide Slope
GW
Gross Weight
GA
Go Around
GPWS
L
LP
Low Pressure
LPC
Less Paper Cockpit (Airbus concept)
LRNS
Long Range Navigation System
LROPS
Long Range Operations
LRU
Line Replaceable Unit
LSK
Line Select Key
LVL
Level
LVP
Low Visibility Procedures
LVTO
Low Visibility Take-Off
LW
Landing Weight
M
MASPS
Minimum Aviation Systems Performance Standards
Mach
MABH
Minimum Approach Break off Height
MAA
Maximum Authorised Altitude
MAG
Magnetic
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09-Jul-14
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Maintenance
MAP
Missed Approach Point
MBOH
Minimum Break Off Height
MCC
Maintenance Control Centre
MIALS
Medium Intensity Approach Light System
MIRL
Medium Intensity Runway Light
MLW
Maximum Landing weight
MME
Maintenance Management Exposition
MMEL
Master Minimum Equipment List
MMO
Maximum Operating Mach
MMR
Multi-Mode Receiver
MNPS
Minimum Navigation Performance Specification
MOCA
Minimum Obstruction Clearance Altitude
MOE
Maintenance Organisation Exposition
MOR
Mandatory Occurrence Reporting
MORA
Minimum Off-Route Altitude
MRVA
Minimum Radar Vectoring Altitude
MSA
Minimum Safe (or Sector) Altitude
MSG
Message
MSL
Mean Sea Level
MSN
Manufacturer's Serial Number
MTBF
Mean Time Between Failure
MTOW
Maximum Take Off Weight

A-0-16
Effective
09-Jul-14
MAINT
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MEW
Manufacturer's Weight Empty
MZFW
Maximum Zero Fuel Weight
N/A
Not Applicable
NAI
Nacelle Anti Ice
NAT
North Atlantic
NAV
Navigation
NAVAID
Navigation Aid (Radio)
NCD
Non Computed Data
ND
Navigation Display
NDB
Non Directional Beacon
NM
Nautical Mile
NOPAC
North Pacific
NOTAM
Notice To Airmen
NOTOC
Notice To Crew (Dangerous Goods)
NPA
Non Precision Approach
NTO
No Technical Objection
O
OAT
Outside Air Temperature
OBRM
On Board Replaceable Module
OCA/H
Obstacle Clearance Altitude / Height
OCC
Operational Control Centre
OEB
Operations Engineering Bulletin
A-0-17
Effective
09-Jul-14
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Operating Empty Weight
OIT
Operator Information Telex
OM
Outer Marker
OM
Operations Manual
ONC
Operational Navigation Chart
OPS
Operations
OPT
Optimum
OTS
Oceanic Track System
OXY
Oxygen
OEW
P
PA
Passenger Address
PAC
Pacific
PACOTS
Pacific Oceanic Track System
PANS
Procedures for Air Navigation Services
PAPI
Precision Approach Path Indicator
PAR
Precision Approach Radar
PAX
Passenger
PB
Pushbutton
PBN
Performance Based Navigation
PCN
Pavement Classification Number
PERF
Performance
PF
Pilot Flying
PFD
Primary Flight Display
A-0-18
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09-Jul-14
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Pilot Report
PIC
Pilot In Command
P/N
Part Number
PNR
Point of No Return
PNF/PM
Pilot Not Flying/ Pilot Monitoring
POS
Position
PROC
Procedure
PROF
Profile
PPR
Prior Permission Required
PSI
Pounds per Square Inch
PT
Point
PTS
Polar Track System
PVI
Para Visual Indicator
PWR
Power
PIREP
Q
QA
Quality Assurance
QDR
Magnetic bearing from facility
QFE
Field elevation atmosphere pressure
QFU
Magnetic orientation of runway
QGH
Procedure or facility to be used for recovery to airfield
QNE
Sea level standard atmosphere (1013 hPa or 29.92" Hg)
QNH
Sea level atmosphere pressure
QRH
Quick Reference Handbook
A-0-19
Effective
09-Jul-14
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Radio Altitude/Radio Altimeter
REF
Reference
RESA
Runway End Safety Area
RMI
Radio Magnetic Indicator
RNAV
Area Navigation
RNP
Required Navigation Performance
RPL
Repetitive Flight Plan
RPM
Revolutions Per Minute
RQRD
Required
RSV
Reserves
RTA
Required Time of Arrival
RTCA
Requirements and Technical Concepts for Aviation
RTO
Rejected Take Off
RTOW
Regulatory Take Off Weight
RVR
Runway Visual Range
RVSM
Reduced Vertical Separation Minima
RWY
Runway
S
SARPS
Standards And Recommended Practices
SAT
Static Air Temperature
SATCOM
Satellite Communication
SB
Service Bulletin
A-0-20
Effective
09-Jul-14
RA
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Selector
SELCAL
Selective Calling
SEP
Safety & Emergency Procedures
SFE
Seller Furnished Equipment
SSFDR
Solid State Flight Data Recorder
SI
International System of units
SID
Standard Instrument Departure
SIGNET
Significant Meteorological report
SOP
Standard Operating Procedures
SOPAC
South Pacific
SPECI
Aviation selected special weather report
SPD
Speed
SRA
Surveillance Radar Approach
SRE
Surveillance Radar Element of precision approach radar

system
SSR
Secondary Surveillance Radar
STAR
Standard Terminal Arrival Route
STD
Standard
T
T, t
Ton, Tonne, Temperature
TA
Traffic Advisory
TACAN
Tactical Air Navigation
TAF
Terminal Aerodrome Forecast
TAS
True Air Speed

A-0-21
Effective
09-Jul-14
SEL
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Total Air Temperature
TAWS
Terrain Awareness and Warning System
TBC
To Be Confirmed
TBD
To Be Determined/Defined
TCAS
Traffic alert and Collision Avoidance System
TDZ
Touch Down Zone
TEMP
Temperature
THR
Thrust
TMA
Terminal Maneuvering Area
T/O
Take off
TOC
Top Of Climb
TOD
Top Of Descent
TODA
Take-Off Distance Available
TOGA
Take-Off/Go-Around
TOGW
Take-Off Gross Weight
TORA
Take-off Run Available
TOW
Take-Off Weight
TR
Temporary Revision
TRE
Type Rated Examiner
TRI
Type Rated Instructor
TVMC
Temperature Velocity Minimum Control
TWR
Tower
A-0-22
Effective
TAT
09-Jul-14
TWY
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Taxiway
U
Ultra High Frequency (300 3000 MHz)
UNM
Unaccompanied Minor
U/S
Unserviceable
UTC
Universal Time Coordinated
UHF
V
VMIN
Minimum Operating Speed
VMO
Maximum Operating Speed
VNAV
Vertical Navigation
VOR
VHF Omni-directional Range
VPFO
VR
Rotation speed
VREF
Landing reference speed
VS
Stall speed
V/S
Vertical Speed
VSI
Vertical Speed Indicator
w
WBM
Weight and Balance Manual
WGD
Windshield Guidance Display
WGS
World Geodetic System
WPT
Waypoint
WX
Weather
A-0-23
Effective
09-Jul-14
WXR
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Weather Radar
X
Transceiver
XFR
Transfer
XMTR
Transmitter
XTKE
Cross Track Error
XCVR
Zulu time (UTC)
ZFCG
Zero Fuel Centre of Gravity
ZFW
Zero Fuel Weight
A-0-24
Effective
09-Jul-14
0.1.3
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Definitions
Accelerate-Stop Distance Available: The length of the take-off run available

plus the length of stop way, if such stop way is declared available by the
appropriate authority and is capable of bearing the mass of the Airplane under
the prevailing operating conditions
Adult: Male and female, is defined as person of an age of 12 years and
above.
Aerodrome: A defined area on land or water (including any buildings,
installations and equipment) intended to be used either wholly or in part for
the arrival, departure and surface movement of aircraft.
Aerodrome Elevation: The elevation of the highest point of the landing area.
Aeronautical Information Publication: A publication issued by or with the
authority of a State and containing aeronautical information of a lasting
character essential to air navigation.
Aircraft (Airplane) Flight Manual: A manual, associated with the certificate
of airworthiness, containing limitations within which the aircraft is to be
considered airworthy, and instructions and information necessary to the flight
crewmembers for the safe operation of the aircraft.
Aircraft identification: A group of letters, figures or a combination thereof
which is either identical to, or the coded equivalent of, the aircraft call sign to
be used in air-ground communications, and which is used to identify the
aircraft in ground-ground air traffic services communications.
Air Operator Certificate (AOC): A certificate authorising an operator to carry
out specified commercial air transport operations. Also referred to as Air
Operators Permit
Airprox Incident: A situation in which, in the opinion of a pilot or controller,
the distance between aircraft as well as their relevant positions and speed
A-0-25
Effective
09-Jul-14
Accountable Manager: Is the manager who has corporate authority for

ensuring that all tasks as per the scope of approval of the approved
organization can be financed and carried out to the standard required by
DGCA.
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have been such that the safety of the aircraft involved was or may have been
compromised.
Air Traffic Control: A service that promotes the safe, orderly, and
expeditious flow of air traffic at aerodromes and during the approach,
departure, and en route environments.
Air Traffic Control Clearance: Authorisation for an aircraft to proceed under
conditions specified by an air traffic control unit
Air Traffic Control Instruction: Directives issued by air traffic control for the
purpose, if requiring a pilot to take a specific action
Air Traffic Control Service: A service provided for the purpose of:
-
Preventing collisions between aircraft, and on the manoeuvring area

between aircraft and obstructions
Expediting and maintaining an orderly flow of air traffic
Air Traffic Service: A generic term meaning variously, flight information

service, alerting service, air traffic advisory service, air traffic control service
(area control service, approach control service or aerodrome control service).
Airway: A control area or portion thereof established in the form of a corridor
equipped with radio navigation aids.
Alerting Service: A service provided to notify appropriate organisations
regarding aircraft in need of search and rescue aid, and assist such
organisations as required.
All weather operations. Any surface movement, take-off, departure,
approach or landing operations in conditions where visual reference is limited
by weather conditions.
Alternate aerodrome: An aerodrome to which an aircraft may proceed when
it becomes either impossible or inadvisable to proceed to or to land at the
aerodrome of intended landing. Alternate aerodromes include the following:
A-0-26
Effective
09-Jul-14
Air Traffic: All aircraft in flight or operating on the manoeuvring area of an

aerodrome
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Take-off alternate: An alternate aerodrome at which an aircraft can

land should this become necessary shortly after take-off and it is not
possible to use the aerodrome of departure.
En-route alternate: An aerodrome at which an aircraft would be

able to land after experiencing an abnormal or emergency condition
while en route.
Destination alternate: An alternate aerodrome to which an aircraft

may proceed should it become impossible or inadvisable to land at
the aerodrome of intended landing.
Note: The aerodrome from which a flight departs may also be an en-route or a
destination alternate aerodrome for that flight.
Altitude: The vertical distance of a level, a point or an object considered as a

point, measured from mean sea level.
Approach ban point: The point on an approach segment where the reported
weather conditions at the runway must meet the applicable minima, so as to
be able to meet regulatory requirements for continuing an instrument
approach to a landing.
Approach and landing operations with vertical guidance: An instrument
approach and landing which utilizes lateral and vertical guidance but does not
meet the requirements established for precision approach and landing
operations.
Appropriate authority: ( also see Authority)
-
Regarding flight over the high seas: the relevant authority of the
State of Registry
Regarding flight other than over the high seas: the relevant authority
of the State having sovereignty over the territory being over flown
Approved: The Authority has reviewed the method, procedure or policy in

question and issued a formal written approval.
Apron: A defined area, on a land aerodrome, intended to accommodate
aircraft for purposes of loading or unloading passengers, mail or cargo,
fuelling, parking or maintenance.
A-0-27
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09-Jul-14
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Aquaplaning (or hydroplaning): is a situation where the tyres of the aircraft

are, to a large extent, separated from the runway surface by a thin fluid film.
Note: The term "ATS route" is used to mean variously, airway, advisory route,
controlled or uncontrolled route, arrival or departure route, etc.
Authority: The competent body responsible for the safety of civil aviation in
the state of the applicant or operator.
Base training: Flight training required by Airworthiness Authorities to obtain
the aircraft type rating.
Braking action: a report on the conditions of the airport movement areas,
providing pilots the quality or degree of braking that may be expected. Braking
action is reported in terms of: Dry, Good, Medium to Good, Medium, Medium
to Poor, Poor, Nil or Unreliable.
Calendar day: The period of elapsed time, using Co-ordinated Universal
Time or local time, that begins at midnight and ends 24 hours later in the next
midnight
Cabin attendant: A crew member who performs, in the interest of safety of
passengers, duties assigned by the operator or the commander of the aircraft,
but who shall not act as a flight crew member. (also See Cabin Crew
member)
Certifying Staff: The organisation must employ sufficient number of licensed/
authorised/ approved personnel (including unlicensed category of personnel
such as technicians) required for production and certification in proportion to
the quantum of the work and appropriate to the approval sought. The
organization must ensure that the certifying staff (type rated
AMEs/authorized/approved persons) is/are fully aware of the organization
policies and procedures as detailed in the QC Manual.
Children: Person who is of an age of two years and above but who are less
than twelve years of age.
A-0-28
Effective
09-Jul-14
ATS route: A specified route designed for channelling the flow of traffic as
necessary for the provision of air traffic services.
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Circling: The visual phase of an instrument approach to bring an aircraft into

position for landing on a runway which is not suitably located for a straight-in
approach
Commander: The pilot designated by the operator responsible for the

operation and safety of the aircraft during flight time. He may delegate the
conduct of the flight to another suitable qualified pilot. (See Pilot-incommand)
Commercial air transport operation: An aircraft operation involving the
transport of passengers, cargo or mail for remuneration or hire.
Continuous Descent Final Approach (CDFA): A technique, consistent with
stabilized approach procedures, for flying the final approach segment of a
non-precision instrument approach procedure as a continuous descent,
without level-off, from an altitude/height at or above the final approach fix
altitude/height to a point approximately 15 m (50 ft) above the landing runway
threshold or the point where the flare manoeuvre should begin for the type of
aircraft flown. This is also referred to as CANPA (Constant Angle NonPrecision Approach)
Converted Meteorological Visibility (CMV): A value equivalent to an RVR
which is derived from the reported meteorological visibility, as converted in
accordance with the specified requirements in the CAR.
Contaminated runway: A runway is considered to be contaminated when
more than 25% of the runway surface area (whether in isolated areas or not)
within the required length and width being used is covered by the following:
-
Surface water more than 3 mm (0.125 in) deep, or slush, or loose

snow, equivalent to more than 3 mm (0.125 in) of water; or
Snow which has been compressed into a solid mass which resists
further compression and will hold together or break into lumps if
picked up (compacted snow); or ice, including wet ice.
Contingency fuel: A quantity of fuel carried to compensate for items such as:
A-0-29
Effective
09-Jul-14
Civil aircraft: Any aircraft on the civil register of a state, other than those
which that state treats as being in the service of the state, either permanently
or temporarily.
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Deviations of an individual airplane from expected fuel consumption

data
Deviations from forecast meteorological conditions
Deviations from planned routings and/or cruising levels/altitude
Co-pilot: Pilot serving in any piloting capacity other than as pilot in command
or commander, but excluding a pilot who is on board the aircraft for the sole
purpose of receiving flight instruction for a license or rating.
Course: A program of instruction to obtain an airman license, rating,
qualification, authorisation, or currency.
Crew member: A person assigned by an operator to duty on an aircraft
during a flight duty period.
-
Flight crew member: A licensed crewmember charged with duties

essential to the operation of an aircraft during a flight duty period.
Cabin crew
crewmember.
member:
A crewmember other than a
flight
Crew Resource Management (CRM): A program designed to improve the

safety of flight operations by optimizing the safe, efficient, and effective use of
human resources, hardware, and information through improved crew
communication and co-ordination.
Critical phases of flight: Those portions of operations involving taxiing, takeoff and landing, and all flight operations below 10,000 feet, except cruise flight
Cross Crew Qualification (CCQ): An Airbus Industrie term for applying the
concepts of FAA AC 120-53 to related aircraft type like the A320, A330, and
A340. The term is intended to provide for the carryover of credit from one
aircraft type to another based on the common design characteristics, and if
applicable to transition between types as well as mixed fleet flying of different
types of aircraft.
Cruising level: A level maintained during a significant portion of a flight.
Damp runway: A runway is considered damp when the surface is not dry, but
when the moisture on it does not give it a shiny appearance.
A-0-30
Effective
09-Jul-14
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Dangerous good: Articles or substances that are capable of posing

significant risk to health, safety or property when transported by air and which
are classified according to ICAO Technical Instructions.
Decision altitude/height (DA/DH): A specified altitude or height (A/H) in the

precision approach at which a missed approach must be initiated if the
required visual reference to continue the approach has not been established.
Note 1: "Decision altitude (DA)" is referenced to mean sea level (MSL) and "decision
height (DH)" is referenced to the threshold elevation.
Note 2: The "required visual reference" means that section of the visual aids or of the
approach area which should have been in view for sufficient time for the pilot to have
made an assessment of the aircraft position and rate of change of position, in relation
to the desired flight path.
Dry lease: Is when the airplane is operated under the AOC of the lessee.
Dry runway: A dry runway is one which is neither wet nor contaminated, and
includes those paved runways which have been specially prepared with
grooves or porous pavement and maintained to retain effectively dry braking
action even when moisture is present.
Elevation: The vertical distance of a point or a level, on or affixed to the
surface of the earth measured from mean sea level.
Electronic Flight Bag (EFB): An electronic display system intended primarily
for flight deck or cabin use. EFB devices can display a variety of aviation data
(e.g., checklists, navigation charts, aircraft operating manual (AOM) or
perform basic calculations (e.g., performance data, fuel calculations). The
scope of the EFB system functionality may also include various other hosted
databases and applications. Physical EFB devices may use various
technologies, formats, and forms of communication. Physical EFB displays
may be portable (Class 1), attached to an approved mounting device (Class
2), or built into the aircraft (Class 3).
A-0-31
Effective
09-Jul-14
Deadhead Transportation: Time spent in transportation on aircraft (at the

insistence of the AOC holder) as a passenger to or from a crewmembers
home station.
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Exemption: A formal authorisation issued by the Authority providing relief

from part or all of the provisions of a CAR. The authorisation may or may not
be conditional.
Extended Diversion time operations: Any operation by an aeroplane with

two or more turbine engines where the diversion time to an en route alternate
aerodrome is greater than the threshold time set by the state of the operator.
EDTO regulations are applicable to routes over water as well as remote land
areas.
Extended Range Operations with Twin Engine Aeroplane (ETOPS): Any
flight by aeroplane with two turbine power engines where from any point on
the route the flight time at the one engine inoperative cruise speed to an
adequate aerodrome is greater than the threshold time.
Fail-Operational flight control system: A flight control system is failoperational if, in the event of a failure below alert height, the approach, flare
and landing, can be completed automatically. In the event of a failure, the
automatic landing system will operate as a fail-passive system.
Fail-Passive flight control system: A flight control system is fail-passive if,
in the event of a failure, there is no significant out-of-trim condition or
deviation of flight path or attitude but the landing is not completed
automatically. For a fail-passive automatic flight control system the pilot
assumes control of the airplane after a failure.
Filed flight plan: The flight plan as filed with an ATS unit by the pilot or his
designated representative, without any subsequent changes
Note: When the word "message" is used as a suffix to this term, it denotes the content
and format of the filed flight plan data as transmitted.
Final reserve fuel: An amount of fuel for all turbine powered airplanes,
calculated to fly 30 minutes at holding speed at 1500 ft above the aerodrome
elevation in standard conditions, calculated with the estimated mass on arrival
at the alternate or the destination, when no alternate is required.
Flight control system: A system which includes an automatic landing system
A-0-32
Effective
09-Jul-14
Extended over-water operation: An operation over water at a horizontal

distance of more than, 50 NM away from shore.
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Flight crewmember: See Crewmember.
Note 1: A pressure type altimeter calibrated in accordance with the Standard

Atmosphere:
-
When set to QNH altimeter setting, will indicate altitude

When set to QFE altimeter setting, will indicate height above the QFE reference
datum
When set to a pressure of 1013.2 hecto-Pascals (hPa) may be used to indicate
flight levels.
Note 2: The terms "height" and "altitude", used in Note 1 above, indicate altimetric
rather than geometric heights and altitudes.
Flight plan: - ATS Flight Plan: Specified information provided to air traffic
services units, relative to an intended flight or portion of a flight of an aircraft.
Flow control: Measures designed to adjust the flow of traffic into a given
airspace, along a given route, or bound for a given aerodrome, so as to
ensure the most effective utilisation of the airspace.
Friction coefficient: Relationship between the friction force acting on the
wheel and the normal force on the wheel. The normal force depends on the
weight of the aircraft and the lift of the wings.
Glide path: A descent profile determined for vertical guidance during a final
approach.
Ground visibility: The visibility at an aerodrome, as reported by an
accredited observer or by an automatic system.
Heading: The direction, in which the longitudinal axis of an aircraft is pointed,
usually expressed in degrees from North (true, magnetic, compass or grid).
Height: The vertical distance of a level, a point or an object, measured from a
specified datum.
Hydroplaning: Refer to Aquaplaning
Human Factors Principles: Principles applied to aeronautical design,
certification, training, operations and maintenance to ensure equipment,
A-0-33
Effective
09-Jul-14
Flight level: A surface of constant atmospheric pressure which is related to a

specific pressure datum, 1013.2 hecto -Pascals (hPa), and is separated from
other such surfaces by specific pressure intervals.
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systems, processes and procedures take into account human capabilities and
limitations as well as the safe interface between the human and system
components, for the purpose of optimizing human performance and reducing
human error.
Infant: A person who has not yet reached his second birthday.
Initial Operating Experience (IOE): Operational support given to newly type
rated pilots. The objective of IOE is to familiarize the pilot with revenue
operations, route and airport qualifications, using Airbus and airline approved
documents: FCOM, MEL, OEBs, etc.
Inspection: The examination of an aircraft or aeronautical product to
establish conformity with a standard approved by the Authority.
Instrument approach procedure: A series of predetermined manoeuvres by
reference to flight instruments with specified protection from obstacles from
the initial approach fix or, where applicable, from the beginning of defined
arrival route, to a point from which a landing can be completed and thereafter,
if a landing is not completed, to a position at which holding or en-route
obstacle clearance criteria apply.
Instrument Flight Rules: Rules that are applicable to all IFR flights (AIP
India). Instrument Flight Rules (IFR) are a set of regulations and procedures
for flying an aircraft without the assumption that pilots will be able to see and
avoid obstacles, terrain, and other air traffic; it is an alternative to Visual Flight
Rules (VFR).
Instrument Meteorological Conditions: Meteorological conditions
expressed in terms of visibility, distance from cloud, and ceiling, less than the
minima specified for visual meteorological conditions.
ILS critical area: An area of defined dimensions about the localizer and glide
path antennas where vehicles, including aircraft, are excluded during all ILS
operations. The critical area is protected because the presence of vehicles
and/or aircraft inside its boundaries will cause unacceptable disturbance to
the ILS signal-in-space.
A-0-34
Effective
09-Jul-14
Human Performance: Human capabilities and limitations that have an effect

on the safety and efficiency of aeronautical operations.
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Journey log: A form signed by the Commander of each flight that records the
airplane's registration, crew member names and duty assignments, the type
of flight, and the date, place, and time of arrival and departure
Low Visibility Procedures (LVP): Specific procedures applied at an
aerodrome for the purpose of ensuring safe operations during Categories II
and III approaches and/or low visibility take-offs.
Low Visibility Take-Off (LVTO): A term used in relation to flight operations
referring to a take-off on a runway where the RVR is less than 400 m.
Maintenance: Tasks required to ensure the continued airworthiness of an
aircraft or aeronautical product including any one or combination of overhaul,
repair, inspection, replacement, modification, and defect rectification.
Maintenance release: A document containing a certification that inspection
and maintenance work has been performed satisfactorily in accordance with
the methods prescribed by the Authority.
Missed approach procedure: The procedure to be followed if the approach
cannot be continued.
Net flight path: Is a flight path determined for engine(s) failure case. It is
established in such a manner that it represents the actual climb performance
diminished by a gradient equal to:
. Take-off (one engine failure): 0.8 % for two-engine aircraft, 0.9 % for threeengine aircraft, and 1.0 % for four-engine aircraft
. En-route (one engine failure): 1.1 % for two-engine aircraft, 1.4 % for threeengine aircraft, 1.6 % for four-engine aircraft
. En-route (two engine failure): 0.3 % for three-engine aircraft, 0.5 % for fourengine aircraft
A-0-35
Effective
09-Jul-14
ILS sensitive area: An area extending beyond the critical area where the
parking and/or movement of vehicles, including aircraft, is controlled to
prevent the possibility of unacceptable interference to the ILS signal during
ILS operations. The sensitive area is protected to provide protection against
interference caused by large moving objects outside the critical area but still
normally within the airfield boundary.
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Non-precision approach: Instrument approach with lateral guidance only

from the FAF to the runway environment. Descent limit is the MDA, and
obstacle clearance (including go-around) is guaranteed if the approach is
discontinued no farther than the MAP. Approaches with lateral guidance from
localiser, VOR, NDB or GPS are considered non-precision approaches.
Although often a helpful tool for lateral and vertical navigation during
approach, FMS guidance is not a certified approach aid.
NOTAM: A notice containing information concerning the establishment,
condition or change in any aeronautical facility, service, procedure or hazard,
the timely knowledge of which is essential to personnel concerned with flight
operations.
-
Class I: Distribution by means of telecommunication
Class II: Distribution by means other than telecommunication
(NOTAMs are also classified as A, B, C, D and G depending mainly upon the type
of airport (Civil / Defence) and the duration of applicability of NOTAM.)
Obstacle clearance altitude/height (OCA/H): The lowest altitude (OCA), or

alternatively the lowest height above the elevation of the relevant runway
threshold or above the aerodrome elevation as applicable (OCH), used in
establishing compliance with the appropriate obstacle clearance criteria.
Operational control: The exercise of authority over the initiation,
continuation, diversion or termination of a flight in the interest of the safety of
the aircraft and the regularity and efficiency of the flight.
Operational flight plan: The operator's plan for the safe conduct of the flight
based on considerations of aircraft performance, other operating limitations,
and relevant expected conditions on the route to be followed and at the
aerodromes or heliports concerned.
A-0-36
Effective
09-Jul-14
Night: The hours between the end of evening civil twilight and the beginning
of morning civil twilight or such other period between sunset and sunrise. Civil
twilight ends in the evening when the centre of the sun's disc is 6 degrees
below the horizon and begins in the morning when the centre of the sun's disc
is 6 degrees below the horizon.
FLT.OMA
ISSUE II, Rev 04

OPERATIONS MANUAL
CHAPTER 00
Operator: A person, organisation or enterprise engaged in or offering to

engage in an aircraft operation.
Pilot Flying (PF): The pilot, who for the time being, is in charge of the
controls of an aircraft.
Pilot-in-command: The Pilot designated by the operator as being in
command of the aircraft and charged with responsibility for the operational
control and safe conduct of the flight.
Pilot Not Flying/ Pilot Monitoring (PNF/ PM): The pilot crew member who is
monitoring and supporting the pilot flying in accordance with the multi-crew
co-operation concept, when the required flight crew is more than one.
Precision approach: Instrument approach with lateral and vertical guidance
from the FAP to the runway touchdown zone, with system accuracy, integrity
and obstacle clearance (including go-around) guaranteed until the descent
limit (decision altitude or decision height) is reached. ILS, MLS and PAR are
considered precision approaches.
Pre-flight inspection: The inspection carried out before flight to ensure that
the aircraft is fit for the intended flight.
Prescriptive Compliance: A conventional means of achieving target levels of
safety performance of a system or process based on operator compliance
with pre-established non-variable standards or limitations.
Pressure-altitude: An atmospheric pressure expressed in terms of altitude,
which corresponds to that pressure in the Standard Atmosphere.
Policy: The stated intentions and direction of an organization.
Positioning: The practice of transferring crew from one place to another as
passengers in surface or air transport at the behest of the Company.
Post Holder: Persons nominated by an operator, and typically approved or
accepted by the Authority, that are responsible for the management and
supervision of specific areas of operations.
A-0-37
Effective
09-Jul-14
Performance-based navigation (PBN): Area navigation based on

performance requirements for aircraft operating along an ATS route,
in an instrument approach procedure or in a designated airspace.
FLT.OMA
ISSUE II, Rev 04

OPERATIONS MANUAL
CHAPTER 00
Quality Assurance: All those planned and systematic actions necessary to

provide adequate confidence that operational and maintenance practices
satisfy given requirements.
Quality System: The organisational structure, responsibilities, procedures
and resources for implementing quality management.
Rating: An authorisation entered on or associated with a license or certificate
and forming part thereof, stating special conditions, privileges or limitations
pertaining to such license or certificate.
Repair: The restoration of an aircraft/aeronautical product to a serviceable
condition in conformity with an approved standard.
Repetitive flight plan (RPL): A flight plan related to a series of frequently
recurring, regularly operated individual flights with identical basic features,
submitted by an operator for retention and repetitive use by ATS.
Reporting point: A specified geographical location in relation to which the
position of an aircraft can be reported
Required Navigation Performance (RNP): A statement of the navigation
performance accuracy necessary for operation within a defined airspace
RESA: An area symmetrical about the extended runway centre line and
adjacent to the end of the strip primarily intended to reduce the risk of
damage to an aeroplane undershooting or overrunning the runway.
Rest Period: An uninterrupted and defined period of time during which a
crew member is free from all duties and airport standby
Rostered /Planned duty: A duty period, or a series of duty periods, with
stipulated start and finish times, notified by the Company to crew in advance.
Runway: A defined rectangular area on a land aerodrome prepared for the
landing and take-off of aircraft.
A-0-38
Effective
09-Jul-14
Psychoactive Substances: Substances that can produce mood changes or

distorted perceptions in humans, to include, but not limited to, alcohol,
opioids, cannabinoids, sedatives and hypnotics, cocaine, other
psychostimulants, hallucinogens and volatile solvents; coffee and tobacco are
excluded.
FLT.OMA
ISSUE II, Rev 04

OPERATIONS MANUAL
CHAPTER 00
Runway visual range: The range over which the pilot of an aircraft on the
centreline of a runway can see the runway surface markings or the lights
delineating the runway or identifying its centreline.
SIGMET information: Information issued by a meteorological watch office

concerning the occurrence or expected occurrence of specified en-route
weather phenomena which may affect the safety of aircraft operations.
Slush: Water-saturated snow which with a heel-and-toe slap-down motion
against the ground will be displaced with a splatter; specific gravity: 0.5 up to
0.8
Snow (on the ground): Dry snow: Snow which can be blown if loose or, if
compacted by hand, will fall apart upon release; specific gravity: up to but not
including 0.35.
Wet snow: Snow which, if compacted by hand, will stick together and
tend to or form a snowball; specific gravity: 0.35 up to but not
including 0.5.
Compacted snow: Snow which has been compressed into a solid

mass that resists further compression and will hold together or break
up into chunks if picked up; specific gravity: 0.5 and over.
Special VFR: Flights under VFR rules, permitted upto 1500M visibility. These
are subject to specific authorisation from ATC
Split Duty: A flying duty period which consists of two or more sectors,
separated by less than a minimum rest period.
Stabilised approach: An approach without speed and/or configuration
changes during final descent.
Stabilised approach procedure: An approach procedure along the extended
runway centreline with a constant, in-flight verifiable descent gradient from the
final approach altitude to the runway touchdown zone. Except for offsetlocalizer approaches, an ILS approach is inherently a stabilised approach
procedure. Non-precision approaches can be constructed as a stabilised
A-0-39
Effective
09-Jul-14
Sector: The time between an aircraft first moving under its own power until it
next comes to rest after landing, on the designated parking position.
FLT.OMA
ISSUE II, Rev 04

OPERATIONS MANUAL
CHAPTER 00
Standard: A specified system, policy, program, process, procedure, plan, set

of measures, facility, component, type of equipment, or any other aspect of
operations under the Audit Scope of IOSA/ISAGO, that is considered an
operational necessity, and with which an Operator/Provider will be expected
to be in conformity at the conclusion of an Audit.
Standby Duty: A period during which the Company places restraints on a
crew member who would otherwise be on off duty.
System of Non-Shared Responsibility (Operational Control): A system
whereby the PIC has sole responsibility for all aspects of operational control,
assisted and/or supported by Flight Dispatchers/ Flight Operations Officer
(FOO) or other operational control personnel.
System of Shared Responsibility (Operational Control): A system
whereby the pilot-in-command and a Flight Dispatcher/Flight Operations
Officer (FOO) have joint responsibility for all aspects of operational control.
Taxiing: Movement of an aircraft on the surface of an aerodrome under its
own power, excluding take-off and landing
Taxiway: A defined path on a land aerodrome established for the taxiing of
aircraft and intended to provide a link between one part of the aerodrome and
another.
Technical log: A document carried on an aircraft that contains information to
meet ICAO requirements; a technical log contains at least two independent
sections: a journey record section and an aircraft maintenance record section.
Threshold: The beginning of that portion of the runway usable for landing.
Threshold Time: The range established by the State and expressed in time,
to an en route alternate airport, whereby any operation that results in a time
beyond requires an EDTO (ETOPS) approval from the State.
Track: The projection on the earth's surface of the path of an aircraft, the
direction of which path at any point is usually expressed in degrees from
North (true, magnetic or grid).
A-0-40
Effective
09-Jul-14
approach procedure by choosing the FAF accordingly and by publishing a

distance-versus-altitude (VOR+DME, NDB+DME, LOC+DME) or waypointversus-altitude table (GPS) to be able to verify adherence to the (imaginary)
glide path.
FLT.OMA
ISSUE II, Rev 04

OPERATIONS MANUAL
CHAPTER 00
Transition altitude: The altitude at or below which the vertical position of an

aircraft is controlled by reference to altitudes.
UN number: The four-digit number assigned by the United Nations

Committee of experts on the transport of dangerous goods to identify a
substance or a particular group of substances.
Vertical Navigation (VNAV): A method of navigation which permits aircraft
operation on a vertical flight profile using altimetry sources, external flight path
references, or a combination of these.
Visibility: Visibility for aeronautical purpose is greater of:
a)
The greatest distance at which a black object of suitable dimensions,

situated near the ground, can be seen and recognized when observed
against a bright background;
b)
The greatest distance at which the lights in the vicinity of 1000 candelas
can be seen and identified against unlit background.
Note 1: The two distances have different values in air of a given extinction coefficient.
The former a) is represented by meteorological optical range (MOR), and the latter
b) varies with the background illumination.
Note 2: The definition applies to the observations of visibility in local routine and special
reports, to the observations of prevailing and minimum visibility reported in METAR and
SPECI and to the observations of ground visibility.
Visual approach: An approach when either part or all of an instrument

approach procedure is not completed and the approach is executed with
visual reference to the terrain.
Visual meteorological conditions: Meteorological conditions expressed in
terms of visibility, distance from cloud, and ceiling, equal to or better than
specified minima.
Waypoint: A specified geographical location used to define an area
navigation route or the flight path of an aircraft employing area navigation.
Wet lease: when the airplane is operated under the AOC of the lessor.
A-0-41
Effective
09-Jul-14
Transition level: The lowest flight level available for use above the transition
altitude.
FLT.OMA
ISSUE II, Rev 04

OPERATIONS MANUAL
CHAPTER 00
Zero Flight Time Training (ZFTT): A flight crew qualification concept

whereby:
Flight training and evaluation is conducted solely in advanced
simulation devices without the need for flight time in an aircraft;
- A final demonstration of competency is completed in an aircraft
during actual line operations under the supervision of an
instructor, evaluator or current and qualified Pilot-in-Command
(PIC) designated for the purpose by the Operator and/or State.
- Intentionally Left Blank -
A-0-42
Effective
09-Jul-14
Wet runway: A runway is considered wet when the runway surface is

covered with water, or equivalent, less than or equal to 3 mm or when there is
sufficient moisture on the runway surface to cause it to appear reflective, but
without significant areas of standing water.
0.1.4
FLT.OMA
ISSUE II, Rev 04

OPERATIONS MANUAL
CHAPTER 00
Units conversion table

METRIC US
SPEED
WEIGHT
FORCE
PRESSURE
VOLUME
1 mm = 0.0394 in
1 in = 25.4 mm
1 m = 3.281 ft
1 ft = 0.3048 m
1 m = 1.094 yd
1 yd = 0.914 m
1 km = 0.540 NM
1 NM = 1.852 km
1 km = 0.6215 statute mile
1 statute mile = 1.609 km
1 m/s = 3.281 ft/s = 1.944 kt
1 ft/s = 0.3048 m/s
1 km/h = 0.54 kt
1 kt = 1.852 km/h = 0.514 m/s
1 g = 0.353 oz
1 oz = 28.35 g
1 kg = 2.2046 lb
1 lb = 0.4536 kg
1 t (tonne) = 2 204.6 lb
1 lb = 0.0004536 t
1 N = 0.2248 lb
1 lb = 4.448 N
1 daN = 2.248 lb
1 lb = 0.4448 daN
1 bar = 14.505 PSI
1 PSI = 6892 Pa = 0.0689 bar
1 mbar = 1 hPa = 0.0145 PSI
1 PSI = 68.92 hPa = 68.92 mbar
1 mbar = 1 hPa = 0.02953 in

Hg
1 in Hg = 33.864 hPa = 33.864

mbar
1 l = 0.2642 US Gallon
1 US Gallon = 3.785 l
MOMENTUM
TEMPERATURE
1 m = 264.2 US Gallons
1 US Gallon = 0.003785 m3
1 l = 1.0567 US Quart
1 US Quart = 0.94635 l
1 m.daN = 88.5 lb.in
1 lb.in = 0.0113 m.daN
C = 5/9 (F - 32)
F = (C x 1.8) + 32
C = 5/9 (F + 40) 40
F = 9/5 (C + 40) - 40
A-0-43
Effective
09-Jul-14
LENGTH
US METRIC
0.1.5
FLT.OMA
ISSUE II, Rev 04

OPERATIONS MANUAL
CHAPTER 00
International standard atmosphere (ISA)

PRESSURE
40 000
39 000
38 000
37 000
36 000
35 000
34 000
33 000
32 000
31 000
30 000
29 000
28 000
27 000
26 000
25 000
24 000
23 000
22 000
21 000
20 000
19 000
18 000
17 000
16 000
15 000
14 000
13 000
12 000
11 000
10 000
9 000
8 000
7 000
6 000
5 000
4 000
3 000
2 000
1 000
0
- 1 000
- 56.5
- 56.5
- 56.5
- 56.5
- 56.3
- 54.3
- 52.4
- 50.4
- 48.4
- 46.4
- 44.4
- 42.5
- 40.5
- 38.5
- 36.5
- 34.5
- 32.5
- 30.6
- 28.6
- 26.6
- 24.6
- 22.6
- 20.7
- 18.7
- 16.7
- 14.7
- 12.7
- 10.8
- 8.8
- 6.8
- 4.8
- 2.8
- 0.8
+ 1.1
+ 3.1
+ 5.1
+ 7.1
+ 9.1
+ 11.0
+ 13.0
+ 15.0
+ 17.0
hPa
PSI
In.Hg
188
197
206
217
227
238
250
262
274
287
301
315
329
344
360
376
393
410
428
446
466
485
506
527
549
572
595
619
644
670
697
724
753
782
812
843
875
908
942
977
1013
1050
2.72
2.58
2.99
3.14
3.30
3.46
3.63
3.80
3.98
4.17
4.36
4.57
4.78
4.99
5.22
5.45
5.70
5.95
6.21
6.47
6.75
7.04
7.34
7.65
7.97
8.29
8.63
8.99
9.35
9.72
10.10
10.51
10.92
11.34
11.78
12.23
12.69
13.17
13.67
14.17
14.70
15.23
5.54
5.81
6.10
6.40
6.71
7.04
7.38
7.74
8.11
8.49
8.89
9.30
9.73
10.17
10.63
11.10
11.60
12.11
12.64
13.18
13.75
14.34
14.94
15.57
16.22
16.89
17.58
18.29
19.03
19.79
20.58
21.39
22.22
23.09
23.98
24.90
25.84
26.82
27.82
28.86
29.92
31.02
A-0-44
0.1851
0.1942
0.2038
0.2138
0.2243
0.2353
0.2467
0.2586
0.2709
0.2837
0.2970
0.3107
0.3250
0.3398
0.3552
0.3711
0.3876
0.4046
0.4223
0.4406
0.4595
0.4791
0.4994
0.5203
0.5420
0.5643
0.5875
0.6113
0.6360
0.6614
0.6877
0.7148
0.7428
0.7716
0.8014
0.8320
0.8637
0.8962
0.9298
0.9644
1.0000
1.0366
0.2462
0.2583
0.2710
0.2844
0.2981
0.3099
0.3220
0.3345
0.3473
0.3605
0.3741
0.3881
0.4025
0.4173
0.4325
0.4481
0.4642
0.4806
0.4976
0.5150
0.5328
0.5511
0.5699
0.5892
0.6090
0.6292
0.6500
0.6713
0.6932
0.7156
0.7385
0.7620
0.7860
0.8106
0.8359
0.8617
0.8881
0.9151
0.9428
0.9711
1.0000
1.0295
SPEED
of
SOUND
(kt)
573
573
573
573
573
576
579
581
584
586
589
591
594
597
599
602
604
607
609
611
614
616
619
621
624
626
628
631
633
636
638
640
643
645
647
650
652
654
656
659
661
664
Effective
ALTITUD
E
(metres)
12 192
11 887
11 582
11 278
10 973
10 668
10 363
10 058
9 754
9 449
9 144
8 839
8 534
8 230
7 925
7 620
7 315
7 010
6 706
6 401
6 096
5 791
5 406
5 182
4 877
4 572
4 267
3 962
3 658
3 353
3 048
2 743
2 438
2 134
1 829
1 524
1 219
914
610
305
0
- 305
09-Jul-14
ALTITUDE TEMP.
(Feet)
(C)
PRESSURE
DENSITY
RATIO
= /o
= P/Po
FLT.OMA
ISSUE II, Rev 04

OPERATIONS MANUAL
CHAPTER 00
Parts of operations manual
0.1.6
The Operations Manual is divided into following parts:
Part A defines all non-type related operational policies, procedures,

instructions and guidance necessary for company flight operations
personnel to perform their duty and needed for a safe operation.
Part B: Airplane Operating Information
Part B comprises all type related instructions and procedures needed for
a safe operation. It takes account of any differences between types,
variants or individual aircraft used by the company.
Material produced by the company for this Part is supplemented or
substituted by applicable parts of the following manuals for the operated
aircraft:
Airplane Flight Manual (AFM) including the Configuration Deviation

List (CDL).
Minimum Equipment List (MEL).
Flight Crew Operating Manual (FCOM) and Quick Reference
Handbook (QRH)
Flight Crew Training Manual (FCTM) Practical and trainingoriented information is addressed in the Flight Crew Training Manual
Safety & Emergency Procedures Manual (SEP)
The Flight Crew Training Manual (FCTM) is published as a supplement to the

Flight Crew Operating Manual (FCOM) and is designed to provide pilots with
practical information on how to operate the Airbus aircraft. It should be read in
conjunction with the FCOM. In the case of any conflict, the FCOM is the overriding authority.
Airline training policy may differ in certain areas. Should this be the case, the
airline training policy is the over-riding authority.
A-0-45
Effective
09-Jul-14
Part A: General (Operations Policy Manual)
FLT.OMA
ISSUE II, Rev 04

OPERATIONS MANUAL
CHAPTER 00
Part C: Routes and Aerodromes
Material produced by the company for this Part is supplemented or substituted by

applicable Route Guide material produced by specialised professional company:
En-route charts
Airport charts
Airport briefing
NOTAM
Part D: Training
Part D comprises all training instructions required for a safe operation.
0.1.7
Volumes of the operations manual
The following Manuals form a part of the Operations Manual:

a) Company Policy and Administration Manual
b) A 320
Flight Manual
FCOM (GEN/DSC,PRO/LIM/OEB/FCBUL,PERF)
FCTM
QRH
MEL
c) Flight Safety Manual
d) EDTO Manual.
e) Document Management System Manual (DMS)
f) EFB Policy and Procedure Manual
In addition following documents are also to be used as reference as and when
required.
i) ICAO/IATA dangerous goods annual
ii) Emergency response manual
iii) Security manual
iv) SEP manual
v) Flight despatch and Flight operations Process manuals
A-0-46
Effective
09-Jul-14
Part C comprises all instructions and information needed for the area of
operation.
0.1.8
FLT.OMA
ISSUE II, Rev 04

OPERATIONS MANUAL
CHAPTER 00
Official language and modes of communication
The English language shall be used as a common language for use by all flight
crew members for communication:
i)
On the flight deck during line operations;
ii) Between the flight crew and cabin crew during line operations;
iii) During flight crew training and evaluation activities.
iv) English shall also be used as the universal language in
radiotelephony. Crew is expected to use English language of an
operationally acceptable standard.
Company shall use letter/e-mail/circulars etc as official mode of communication.
0.1.9
Gender applicability
The Operations manual applies to both female and male personnel, although
some references may refer to one gender only. In all cases, references to one
gender shall also be deemed equally applicable to both genders.
0.2
FLIGHT OPERATIONS DOCUMENTS
Flight Operations Support is responsible for ensuring that regulations of the State
and of the other states or authorities relevant to operations are available to the
users.
ICAO International Standards and Recommended Practices, as
applicable
Airworthiness Directives;
Aeronautical Information Publications (AIP) and NOTAMS;
Manufacturer's Approved Flight Manual (AFM), including
performance data, weight/mass and balance data/manual,
checklists and MMEL/CDL;
Route and airports charts, FMS databases, GPWS terrain and
obstacle databases, airport analysis data etc,
A-0-47
Effective
09-Jul-14
English shall be the official language for communication. The Company

Operations manual and all other company documents will be published in English
and in such a way that entire documentation contains legible and accurate
information.
FLT.OMA
ISSUE II, Rev 04

OPERATIONS MANUAL
CHAPTER 00
Any manufacturer's operational communications
The company utilises an paper/electronic method of document management,

control and distribution, Within which document files are typically created,
maintained, identified, revised, distributed, accessed, presented, retained and/or
deleted using computer systems.
Flight Ops support team shall be responsible for the documentation control and
updates. Flight ops support section will ensure:
Retention of a master copy;
Examination and approval prior to issue;
Review and update, to include an approval process;
Version control (electronic documents);
Identification of revision status;
Identification and retention of revisions as history;
Identification and retention of background or source references

as history;
Distribution to ensure appropriate availability at points of use;
checking of documents to verify they remain legible and readily

identifiable;
Identification, update, distribution and retention of documents of

external origin;
Identification and retention of obsolete documents
Disposal of documents
A distribution list for all operational documents and their dissemination shall be
maintained. All operational documents shall be duly signed by the issuing authority
and these signed copies shall be deemed as original copy and shall be maintained
at Flight Operations Support Section. Dissemination shall essentially be via
electronic means; like email and suitable software shall be used to establish that
the individual user has received the correct documents.
A-0-48
Effective
09-Jul-14
The company has a system for the management and control of documentation
(both internal and external), and/or data used directly in the conduct or support of
operations, including on-board library documents.
FLT.OMA
ISSUE II, Rev 04

OPERATIONS MANUAL
CHAPTER 00
All documents shall be published in PDF format for electronic dissemination. A

record of receipt of all documents sent by Flight Ops support to individual users
shall be maintained for a period of 6 month.
System for dissemination of information
Electronic documentation (e-manual and company portal)

E-manual along with IndiGo Portal (6E World) has been the main tool for training
and reference. On the Portal and in the E-manual Crew shall be able to refer;
a)
b)
c)
d)
e)
f)
g)
h)
i)
j)
k)
l)
Company Operations Manual (Part A, B, C, and D)

Flight Operations Notices
Flight Manual (FM),
Flight Crew Operating Manuals (FCOMs)
Quick Reference Handbook (QRH),
Flight Crew Training Manual (FCTM),
MEL
EDTO Manual
Flight Safety Manual
Flight Safety Circulars
Flight Safety forms
Regulatory documents (CAR, AIC, Operations Circular, Air Safety
Circulars) and other flight operations reading material like FOBN, ALAR
briefing notes, etc.
Some salient features of electronic documentation are;

i)
The e-manual is issued every quarter or if deemed necessary can be

issued earlier or postponed.
ii) All temporary revisions, OEBs etc. issued to FCOM by the end of the
preceding month shall be included in the e-manual.
iii) Any new document/Notice issued in between two issues of the e-manual
will be posted on the portal.
iv) All new notices will be only disseminated electronically. It is
recommended that crew access IndiGos portal and check e-mails
before operating a flight. Particulars of latest notices issued will be listed
on the Flight Release. The Captain acknowledges by signing the Flight
A-0-49
Effective
09-Jul-14
0.2.1
FLT.OMA
ISSUE II, Rev 04

OPERATIONS MANUAL
CHAPTER 00
Release that all Flight Deck crew members have reviewed the latest
Notices and are well versed with their contents.
0.2.2
On board documentation
As part of pre-flight inspection, flight crew are required to check before

commencement of a flight that all mandatory manuals/documents are available on
board, (in original or attested copies (CAR Section 2, Series X, Part VII)
Sr. No.
i)
ii)
iii)
iv)
v)
vi)
vii)
viii)
ix)
x)
xi)
xii)
xiii)
xiv)
xv)
xvi)
xvii)
xviii)
xix)
xx)
xxi)
Documents
Certificate of Registration
Certificate of Airworthiness
Airworthiness Review Certificate
(ARC)
Noise Certification
Department
Responsible
Engineering
Engineering
Mandatory /
Informatory
Mandatory
Mandatory
Engineering
Mandatory
Engineering
Mandatory
Air Operators Permit
Engineering
Mandatory
Appropriate Crew Licences

Aeromobile Radio Operations
Licences
Journey Log Book or appropriate
document
Operations Manual
Minimum Equipment List
Flight Manual
Flight Crew Operating Manual (FCOM)
( check list)
Cabin Crew Manual (SEP Manual)
Route Guide, Navigation Charts and
Topographical Maps
Airplane Search Procedure Checklist
Maintenance Release/Certificate of
Release to Service *
Crew
Mandatory
Engineering
Mandatory
Engineering
Mandatory
Flight Operations
Engineering
Flight Operations
Flight Operations
Mandatory
Mandatory
Mandatory
Mandatory
Flight Operations
Mandatory
Inflight Services
Mandatory
Flight Operations
Mandatory
Flight Operations
Engineering
Mandatory
Mandatory
Weight Schedule
Load and Trim Sheet
Passenger Manifest
Crew Manifest
Engineering
Airport Services
Airport Services
Airport Services
Mandatory
Mandatory
Mandatory
Mandatory
A-0-50
Effective
09-Jul-14
List of documents required to be carried
xxii)
xxiii)
xxiv)
xxix)
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ISSUE II, Rev 04

OPERATIONS MANUAL
CHAPTER 00
Cargo Manifest (when carried)

Dangerous Goods Manifest (when
carried)
Chart showing location of emergency
and safety equipments carried onboard
RTOW Charts
Company Operational Notices
Red Book (Emergency Response
DGR Goods)
LOPA (Layout of Passenger
Arrangement);
Airport Services
Mandatory
Airport Services
Mandatory
Engineering
Mandatory
Flight Operations
Flight Operations
Flight Operations
Mandatory
Informatory
Informatory
Flight Operations
Mandatory
Engineering
Mandatory
* Note 1: With the introduction of CAR 145, Flight Release Certificate (FRC) is no longer
issued for an aircraft. Now Certificate of Release to Service (CRS) has replaced FRC.
A CRS is valid till next maintenance action. For example there is a snag another CRS after
snag rectification will be issued, and previous CRS will not be valid. Similarly after every
Check a new CRS is issued and is valid till next maintenance action. If a layover check is
carried out, the previous CRS is no more valid and a new CRS is issued. This is the reason
after every lay over, check a new CRS is signed off in the Tech Log.
A CRS is not required to be issued after Transit/ Pre-flight inspection.
Note 2: In case a document has been submitted to a competent authority for renewal or for
any other reason, that fact shall be deemed as valid for its not being on board an aircraft. In
such a case a document shall be issued stating that the required document has been
submitted to the authority. This document shall be carried on board.
Items at sr. nos. vii) to xv) shall be stored in a suitable place accessible to the crew in flight.
The remaining may be carried in any other safe place on board the aircraft.
Item vii) to xv) are placed either in the Navigation bag in the cockpit or are placed in the
various document stowage boxes. In case, a Manual/document is missing this is required to
be reported to local flight operations personnel / flight dispatch by filling up the relevant form.
It will be replaced at the earliest opportunity.
It is a common courtesy to leave the cockpit in a condition a crew would expect to find it in.
Pilots are expected and required to ensure that if any documents / chart is taken out for use
during flight, it is placed back in the correct position and correct order. The Pilot-InCommand is responsible to ensure that all manuals and documents are placed in the proper
place after completion of flight.
A-0-51
Effective
09-Jul-14
xxv)
xxvi)
xxvii)
xxviii)
0.2.3
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OPERATIONS MANUAL
CHAPTER 00
Missing document
0.2.4
Navigation bag:
On board Operational Documents are placed as below:
Nav Bag kept behind Right Seat will contain: FCOMs and Company
Operations Manual, Parts A, B, C (Including EDTO manual) and D.
Coat Stowage Compartment : In order to create extra space in the

cockpit, Nav bag 2 has been removed and remaining documents such as
Sealed Jeppesen manual, Security manual, Cabin Crew manual (SEP),
On board form file, DGR (Red book), safety forms are kept in the coat
stowage compartment.
On board Notice File: All Notices have been placed in following order:
NOTAC, C-NOTAM, Operations Notice, and Technical Notice.
Note: Administrative notices are disseminated electronically. They are not part of on-board
documentation and are only available on the Portal and in e-manual.
EDTO Manual: Approved EDTO manual is available on the portal and in e-manual. Hard
copy of this manual is available on every aircraft. The manual is placed along with Route
Guide, in the same binder.
RTOW Charts: Each aircraft shall have a single RTOW file for both domestic and
international stations. RTOW charts are also available on Company Portal.
Company Minima: Minima shall be available in the on-board minima file. The on board
minima file shall consist of;
Normal Minima Single document for both domestic and international stations.
This shall be printed in white sheets.
A-0-52
Effective
09-Jul-14
In case a document is missing or requires replacement flight crew should inform

local Flight Operations Personnel / Flight Dispatch by filling up the relevant
Missing Documentation form, which is kept in On Board Notice File. Missing
documentation will be replaced at the earliest opportunity. In-case of any urgent
assistance, crew can contact Senior Manager Flight Ops Support, on:
+919818125126.
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ISSUE II, Rev 04

OPERATIONS MANUAL
CHAPTER 00
LVTO/Non LVTO Minima- Single document for both domestic and international
stations. This shall be printed in light blue sheets.
Alternate Minima: Alternate minima(dispatch planning minima) is printed in yellow

sheets.
CMV Cards- Single document for both domestic and international stations. This
shall be printed in light pink sheets.
Jeppesen Manuals: Two kits are kept in all aircraft. These kits include introduction,
destination, en-route and alternate aerodromes charts. The details of trip kits vary for 77T
and 73.5 T fleet as under;
Jeppesen Kits in 73.5 T fleet:

- Front: Only manuals covering domestic area of operations.
- Coat Stowage Area: manuals covering International area of operations, plus
sealed Jeppesen for domestic area of operations.
Jeppesen Kits in 77 T fleet:

On 77 T fleet, Jeppesen trip kits were placed in small blue bags, adjacent to either
seat. These bags were open bags with no securing option. To meet the
international norms and safety standards, navigation bags have been re-designed
with the option of securing facility.
Top transparent flap- This shall ensure that the manuals remain within the bag,
even in case of severe disturbances.
Securing the bags These bags have two belt to secure them.
Small Navigation Bags (Containing Trip Kit)
-
Captain Side: Bag shall be kept under Left observer seat. It is secured by
tying it with the seat belt of observer seat.
First Officer Side: The bag is secured by tying the bag with floor belt
provided for Navigation bag.
Big Navigation Bags: is secured with the belt which is attached with the floor.
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09-Jul-14
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OPERATIONS MANUAL
CHAPTER 00
Crew responsibility
(i) Before commencement of flight, both Captain and First Officer shall
Take out the relevant approach plates, including
alternate.
Ensure both bags remain secure.

(ii) After the flight
Keep the chart back in respective folders inside the

bag.
Ensure both bags remain secure.
Refer Next Page -
A-0-54
Effective
09-Jul-14
No night kits or any personal bags are to be placed on Navigation Bag.
FLT.OMA
ISSUE II, Rev 04

OPERATIONS MANUAL
CHAPTER 00
Documents library at bases:
As all Company Documents are available on Company Portal and in e-manual,

hard copies of selected documents have also been kept at aircraft night halt
bases. These are primarily maintained to refurbish aircraft libraries. All the bases
have dedicated Flight operations computers for crew to access electronic libraries.
0.2.6
Documents at Simulator
The documents required for training shall be placed and maintained at all
simulators used by Company.
0.2.7
Standard operating procedure
Company strictly adheres to Airbus SOPs. Any deviation from Airbus SOPs will be
reflected in Operations Notice 4 (series)
A-0-55
Effective
09-Jul-14
0.2.5
0.2.8
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OPERATIONS MANUAL
CHAPTER 00
Carriage of Documents by Cockpit Crew

Refer Para 11.4.1.6, Chapter 11.
SYSTEM OF AMENDMENTS AND REVISIONS
0.3.1
Procedures and checklists:
The Operations manual procedures and check lists, when published are useable,
identifiable and consistent with manufacturer specifications. Any deviations from
manufacturer procedures or checklists will be based on operational requirements
as identified. Few points to be kept in mind while preparing the checklist:
Information is in a useable format, at the appropriate reading

technical sophistication and clarity;
Consistent labels, symbols, colours, terms, acronyms, abbreviations,

formats and data fields;
Availability and usability for specific tasks, when needed and in a form
that is directly usable;
Designed with simplicity, consistency and ease of use;
Enabling operators to perceive and understand elements of the current

situation and project them to future operational situations;
Minimizes special operator skills, abilities, tools or characteristics;
Assess the net impacts upon the physical, cognitive and decision-making
resources, using objective and subjective performance measures.
0.3.2
level,
Operations Manual
(Refer CAR Section 8, Series O part VII)
The Vice President (Flight Operations) is responsible for issuance of amendments

and revisions. Each holder of a paper version of the manual is responsible for
insertion of amendments and revisions in their copies.
Operations manual and its revisions will be issued to crew in electronic format
only, i.e. included in e-manual and will be available on the 6E World Portal
A-0-56
Effective
09-Jul-14
0.3
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OPERATIONS MANUAL
CHAPTER 00
For the digital version, a fresh media will be provided. The Vice
President (Flight Operations) will designate an officer who will be
responsible for incorporation of amendments / revisions in official
copies of the manual that are maintained in the flight dispatch
libraries and placed on board aircraft.
b)
The DGCA will be provided at least two copies of the Operations

Manual. Subsequently any revisions shall also be provided to
FSD, DGCA Headquarters in duplicate for review and acceptance
/approval. Additional copies may be required by the DGCA for
distribution among the authority Inspectors.
c)
Each manual will have a record of amendments and revisions

with insertion dates and effective dates.
d)
No handwritten amendments and revisions are permitted except

in situations in which in the interest of safety immediate
amendment / revision is required. The formal amendment
revision will be incorporated on receipt.
e)
The Header of each page contains Company Logo, Name of

Manual, Part Name, Chapter Title, and Chapter Number. The
Footer of each page contains Issue Number, Effective Date and
Page Number indicating Part, Chapter and Page.
f)
A list of effective pages will be issued for incorporation in the

manual.
g)
Any amendments, corrections to the contents of this Operations

Manual will be issued as Revisions, if these revisions are not
governed by CAR/CAP 8100, these revisions may be issued
under the authority of Vice President (Flight Operations).
Additionally the company may issue, NOTAC, C-NOTAM,
Administrative Notice, and Operations/Technical Notices, as
deemed appropriate for immediate dissemination to all. If the
revision to the contents of Operations manual is more than 50%,
then the change will be incorporated as a new Issue.
A-0-57
Effective
09-Jul-14
a)
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OPERATIONS MANUAL
CHAPTER 00
h)
The contents of these notices will subsequently be incorporated in

the Operations manual twice a year, pending DGCA approval.
However, DGCA policies will be incorporated on issue.
i)
Personnel becoming aware that amendments or revisions have

been made, but not in receipt of those amendments, should apply
to the Head Flight Operation Support for the relevant amendment
or revision as soon as possible.
j)
The manual (Paper version where applicable) will be provided in a

ring binder outer cover for easy incorporation of amendments.
k)
The manual will be in A5/appropriate size so that it is conducive to

easy handling and study in the cockpit.
PROMULGATION OF ADDITIONAL OPERATIONAL INSTRUCTIONS

AND INFORMATION
The Vice President /Director (Flight Operations) will issue additional safety critical
operational, technical and administrative instructions and dissemination of
changes in policy through the following Circulars, to all concerned, which shall be
filed and kept updated. These shall also include airworthiness directives, flight
crew bulletins or directives, manufacturers bulletins and NOTAMs if any.
a) NOTAC Notice to Air Crew Information in a NOTAC is of more
permanent nature and may effect a revision of the Operations Manual.
NOTACs are for compliance.
b) Technical Notice Information, guidance and or compliance to the Crew
which is of technical nature and is related to aircraft systems, technical
explanations, modification being progressively carried out on airline fleet
etc. will be provided in the form of Technical Notice.
c) Operation Notice - Changes in Standard Operating procedures, Training
Procedures etc. shall be issued as an Operation Notice. These are for
Compliance.
d)
Administrative Notice- Administrative issues with regard to duties and

obligations of Flight Operations will be notified in Administrative notices.
A-0-58
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09-Jul-14
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OPERATIONS MANUAL
CHAPTER 00
Notification of withdrawal and checklist of effective NOTACs, C-NOTAMS,

Technical, Administrative and Operations Circulars will be issued under CNOTAMs.
All current & valid NOTACs, Technical Notices, Operations Notices and CNOTAMs will be issued in digital format every quarter, receipt of which will be duly
acknowledged by the recipient.
All current and valid NOTACs, Technical Notices, Operations Notices and CNOTAMs will kept on board each company aircraft and will also be available on
the company portal. They can be viewed through secured access by using user Id
/ password.
0.5
DISTRIBUTION OF OPERATIONS MANUAL
All Crewmembers will be issued digital version of the Operations Manual quarterly.
Revisions to Operations manual will be issued to crew electronically and will be
posted on Company portal. Intimation regarding any revisions will be sent to all
concerned via e-mail. Subsequently all revisions shall be added to the next
version of e-manual. The electronic copy of Operations manual will have search
functions. All crewmembers and other holders shall be responsible for the
possession and use of the latest edition.
The DGCA will be provided with a copy of the Operations Manual, all amendments
and revisions.
The Operations Manual and amendments
acknowledgement from the manual holder.
will
be
distributed
under
Each paper Manual will be assigned a Control number and the digital version shall
be issued on a DVD (e-manual) to each holder. A record of the holders name,
position and department will be maintained for all paper manuals. The same is to
be returned by the holder while leaving the company.
A-0-59
Effective
09-Jul-14
e) C-NOTAMs Company Notice to Airmen - Information and guidance to

Crew on various flight operation related aspects that are of a temporary
nature not covered in the Operations Manual will be provided in
Company NOTAMs. These can be either Informatory or mandatory in
nature.
0.5.1
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ISSUE II, Rev 04

OPERATIONS MANUAL
CHAPTER 00
Disposal/Destruction Obsolete documents
0.6
DOCUMENT PROCESS MANUAL
Flight Operations has established a comprehensive documentation processes to

ensure QUALITY and ACCURACY in on board documents, Library, and copies
distributed to management personnel/ non-management personnel including
Crew. The manual provides all the policies and procedures under which
documents are issued, maintained, and destroyed.
Document process manual shall be available for reference on company portal and
a hard copy in-turn shall be made available in all Flight Operations Support offices.
A-0-60
Effective
09-Jul-14
Senior Manager Flight Operations Support shall be responsible for disposal /

destruction of obsolete documents. Hard copies shall be destroyed centrally at
Flights Operations Support facility at main base (DEL) by shredding. The owners
of DVD (e-manual) will be responsible to destroy older version on receipt of the
latest version.
FLT.OMA
ISSUE II, Rev 04
OPERATIONAL SUPERVISION
CHAPTER 01
TABLE OF CONTENTS
1.
OPERATIONS SUPERVISION.................................................................9
1.1
ORGANISATIONAL STRUCTURE ........................................................11

Flight Operations Management Structure .................................12
1.2
SCOPE ...................................................................................................14
1.3
RESPONSIBILITIES AND DUTIES OF OPERATIONS MANAGEMENT

PERSONNEL .........................................................................................14
1.3.1
Continuity of Operations ...........................................................15
1.3.2
Vice President (Flight Operations) ............................................15
1.3.3
Director (Flight Operations) ......................................................16
1.3.4
Chief Pilot (Line) .......................................................................18
1.3.5
Chief Pilot (Training) .................................................................20
1.3.6
Chief Pilot (Standards & Quality Assurance) ............................22
1.3.7
Director (Flight Operations Support) .........................................24
1.3.8
Director (Pilot Management).....................................................26
1.3.9
Fleet Captain (Corporate) .........................................................27
1.3.10
Fleet Captain (Line Training) ....................................................27
1.3.11
Fleet Captain (Simulator Training)............................................29
1.3.12
Chief Ground Instructor (Flight Operations)..............................30
1.3.13
Deputy Chief Instructor (Performance & Documentation

Standardization) .......................................................................31
1.3.14
Fleet Captain (Safety) ..............................................................32
1.3.15
Fleet Captain (Region) .............................................................32
1.3.16
Fleet Captain (Standards & QA) ...............................................33
1.3.17
Fleet Captain (Technical) .........................................................34
1.3.18
Fleet Captain (SMS and FDM) .................................................35

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1.1.1
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CHAPTER 01
Fleet Supervisor (Line)............................................................. 36
1.3.20
Fleet Supervisor (Training) ...................................................... 37
1.3.21
Fleet Supervisor (Standards and QA) ...................................... 37
1.3.22
Manager (Safety & Technical) ................................................. 38
1.3.23
Manager (FDM & SMS) ........................................................... 38
1.3.24
Training Captains ..................................................................... 39
1.3.25
Director - Training .................................................................... 40
1.3.26
Senior Manager (Flight Operations Support) ........................... 41
1.3.27
Senior Manager (Performance Management).......................... 42
1.3.28
Senior Manager (Pilot Resourcing) .......................................... 42
1.3.29
Associate Director / Manager (Pilot Administration) ................. 43
1.3.30
Vice President - Operations Control Centre (OCC) ................. 44
1.3.31
Director Crew Scheduling ........................................................ 45
1.3.32
Associate Director- Flight Dispatch .......................................... 46
1.3.33
Senior Manager Flight Dispatch ............................................... 47
1.3.34
Manager Dispatch .................................................................... 48
1.3.35
Duty Officer Flight Dispatch ..................................................... 49
1.3.36
Duties and Responsibilities of Controlling Flight Dispatchers .. 50
1.3.37
Assistant Manager OCC .......................................................... 53
1.3.38
Assistant Manager Operations Control Center & Flight

Dispatch ................................................................................... 54
1.3.39
Executive-OCC / Controllers .................................................... 56
1.3.40
Meteorologist ........................................................................... 57
1.3.41
Executives (Flight Operations Support) ................................... 57
1.3.42
Executives (Training) ............................................................... 58
1.3.43
Communication Pyramid ........................................................ 58

A-1-2
Effective 09-Jul-14
1.3.19
1.3.44
1.4
1.6
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CHAPTER 01
Coordination with Other Departments ......................................59
CREW MEMBER RESPONSIBILITY .....................................................60

1.4.1
Crew Member shall not perform duties On an Airplane: ...........60
1.4.2
Crew Advocacy ........................................................................60
1.4.3
Flight Crew Members Responsibility In Case Of Special Crew

Pairing ......................................................................................61
DUTIES AND RESPONSIBILITY OF COMMANDER ............................62

1.5.1
Position in the Organisation......................................................62
1.5.2
Status and Conduct ..................................................................62
1.5.3
Period of Command .................................................................63
1.5.4
Responsibility and Authority .....................................................63
1.5.4.1
General ......................................................................64
1.5.4.2
Flight Preparation .......................................................66
1.5.4.3
Flight Execution..........................................................67
1.5.4.4
Commanders Emergency Authority...........................68
1.5.4.5
Customer Relations....................................................68
1.5.4.6
VIP Passengers - Handling ........................................69
1.5.4.7
On-Time Performance................................................69
DUTIES AND RESPONSIBILITIES OF CREW MEMBERS OTHER

THAN THE COMMANDER ....................................................................70
1.6.1
Co-Pilot.....................................................................................70
1.6.1.1
General ......................................................................70
1.6.1.2
Flight Preparation .......................................................71
1.6.1.3
1.6.2
Lead Cabin Attendant ...............................................................73
1.6.2.1
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1.5
1.6.3
ISSUE II, Rev 04
CHAPTER 01
Cabin Attendant ....................................................................... 75

Management of Crew Fatigue during flight ................ 77
1.6.3.2
Cockpit crew inside the lavatory ................................ 77
Duties and Responsibilities: ..................................................... 79
SUPERVISION OF THE OPERATION BY THE OPERATOR ............... 80

1.8.1
General Policy ......................................................................... 80
1.8.2
Operations Policy, Mission and Goals ..................................... 80
1.8.3
Management Responsibilities .................................................. 81
1.8.4
Air Operator's Permit (AOP)..................................................... 81
1.8.5
Licence and qualification validity .............................................. 81
1.8.6
Competence of operations personnel ...................................... 81
1.8.7
Control analysis and storage of records, flight documents....... 81
1.8.8
Operational Supervision........................................................... 81
1.8.8.1
General ...................................................................... 81
1.8.8.2
Means of Flight Operation Supervision ...................... 82
1.8.8.3
Safety Management & Accident Prevention Activities 83
1.8.8.4
Anonymous/Voluntary Reporting ............................... 83
1.8.8.5
Hazard Reporting ...................................................... 83
1.8.8.6
Mandatory Reporting ................................................. 83
1.8.8.7
Defining Clear & Practical Operational Policies and

Procedures ................................................................ 84
1.8.8.8
Flight Data Monitoring ............................................... 84
1.8.8.9
Policy Conflict Resolution .......................................... 84
A-1-4
Effective 09-Jul-14
On Board Sale Of Merchandize ............................................... 78
DESIGNATED PILOT OPERATIONS CONTROLLER .......................... 78

1.7.1
1.8
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1.6.3.1
1.6.4
1.7
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ISSUE II, Rev 04
CHAPTER 01
Regular Surveillance of Flights & Operational Activities

...................................................................................84
1.8.8.11
Standardisation of Operations Policies and Training

Programs ...................................................................85
1.8.8.12
Standards and Training Committee Meeting ..............85
1.8.8.13
Legality Tracking Of Licenses and Records ...............85
1.8.8.14
FDTL Monitoring ........................................................86
1.8.8.15
Operations of Airworthy Aircraft In Accordance With

The Approved Limitations ..........................................86
1.8.8.16
Flight Crew Scheduling ..............................................86
1.8.8.17
Operations Coordination and Operations Control. .....87
1.8.8.18
Establishing Processes To Receive Crew Feedback

From Line Operations - Fltops and Pilot Admin..........89
1.8.8.19
Fuel Monitoring ..........................................................90
1.8.8.20
Putting In Place A Flight Dispatch and Ops Supervision

System to Manage All Daily Operational Activities .....90
1.8.8.21
Outsourcing and product quality control .....................90
1.8.9
Central Flight Dispatch .............................................................91
1.8.9.1
Safety .........................................................................92
1.8.9.2
Standardisation ..........................................................92
1.8.9.3
Notice of Violations ....................................................93
1.8.9.4
Training ......................................................................93
1.8.9.5
Personal Conduct.......................................................93
1.8.9.6
Personal Devices .......................................................94
1.8.9.7
Reporting For Duty .....................................................94
1.8.9.8
Shift Changeover Briefing ..........................................94

A-1-5
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1.8.8.10
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CHAPTER 01
Shift Process ............................................................. 95
1.8.9.10
Workload Management ............................................. 96
1.8.9.11
Flight Dispatch Log Book ........................................... 98
1.8.9.12
Record Retention....................................................... 98
1.8.9.13
Flight Dispatch Library ............................................... 98
1.8.9.14
Procedures for Dispatch Quality Assurance ............ 100
1.8.9.15
Operational Policies & Processes............................ 100
1.8.9.16
Flight Planning - General ......................................... 102
1.8.9.17
Route Guide ............................................................ 102
1.8.9.18
Alternate Airports ..................................................... 102
1.8.9.19
Operational Flight Plan (Manual and Computerized)103
1.8.9.20
MEL / CDL Handling Procedure .............................. 106
1.8.9.21
Aircraft Performance Weight Limitations ................. 107
1.8.9.22
Handling Payload Restrictions ................................. 108
1.8.9.23
Fuel Tankering......................................................... 109
1.8.9.24
Crew Briefing/Debriefing Procedure ........................ 109
1.8.9.25
Flight Release.......................................................... 111
1.8.9.26
Issuance of amended Flight Release ...................... 111
1.8.9.27
Requirement for issuance of amended Flight Release

................................................................................ 112
1.8.9.28
Requirement for issuance of New Flight Release .... 112
1.8.9.29
Manual Flight Planning ............................................ 112
1.8.9.30
ATS Flight Plan........................................................ 113
1.8.9.31
Repetitive Flight Plan (RPL) .................................... 113
1.8.9.32
Test Flights, Maintenance Ferry & Training Flights . 113

A-1-6
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1.8.9.9
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CHAPTER 01
1.8.9.33
Automated Systems Failure .....................................114
1.8.9.34
Scheduled System Outage ......................................114
1.8.9.35
Unscheduled System Outage ..................................114
1.8.9.36
Role of Dispatcher And Pilot-In Command...............114
1.8.9.37
Disagreement Resolution Policy ..............................115
1.8.9.38
Flight Watch .............................................................115
1.8.9.39
Communications ......................................................116
1.8.9.40
Delay Handling Procedures .....................................117
1.8.9.41
Diversion Handling Procedures ................................117
1.8.10
Operations Supervision and Crew Records............................118
1.8.11
Operations Control Centre (OCC) ..........................................118
ADMINISTRATIVE INFRASTRUCTURE .............................................119
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CHAPTER 01
A-1-8
Effective 09-Jul-14
1.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
OPERATIONS SUPERVISION
The organograms, duties and responsibilities are given such that they define and
clearly delineate the management system.
The organisation charts also indicate the continuity within the management system
that ensures the entire organization works as a system and not as a group of
independent or fragmented units.
The charts show the relationship between corporate management and
management in the operational areas.
The management system shall ensure compliance with all applicable standards
and regulatory requirements. In addition to internal standards and regulations of
the State, to comply with authorities that have jurisdiction on operations conducted
over the high seas or within a foreign country.
Name of Company
InterGlobe Aviation Limited
Address Of Reg Office
Ground Floor, Central Wing, Thapar

House, 124, Janpath, New Delhi
110001.
Corporate Office
Tower C, Third Floor, Global Business

Park, DLF City, Gurgaon-122 Haryana,
India
Tel No
+91-(0)124 4352500
Fax No
+91-(0)124 4068536
E-Mail
fltops@goindigo.in
A-1-9
Effective 09-Jul-14
The chapter provides a comprehensive description of the scope, structure and

functionality of the management system and depicts lines of accountability
throughout the organization, as well as authorities, duties, responsibilities and the
interrelation of functions and activities within the system for ensuring safe and
secure operations.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
APPROVED PERSONNEL
Accountable Manager
Chief of Operations
The Vice President (Flight Operations) is the approved person responsible for
Flight Operations and Flight Operations Training. He shall be accountable to
President for Compliance with the requirements contained in the Operations
Manual.
Chief of Engineering
The Vice President (Engineering) is the approved person responsible for all
engineering aspects of airplane operations. He is accountable to President for
Compliance with the laid down requirements. .
Chief of Flight Safety
The Chief of Flight Safety is the approved person accountable to President for all
matters concerning Flight Safety.
A-1-10
Effective 09-Jul-14
The President is the Accountable Manager of the Airline / Company to the aviation
authorities.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
ORGANISATIONAL STRUCTURE
A-1-11
1.1
Effective
09-Jul-14
1.1.1
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
Flight Operations Management Structure

A-1-12
Effective
09-Jul-14
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
A-1-13
Effective
09-Jul-14
1.2
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
SCOPE
The flight operations department comprises of the following sections:
Flight operations Line

Flight operations Training
Flight operations - Standards and Quality Assurance
Flight operations - Pilot Management
Flight operations Support
The Vice President Flight Operations shall ensure that the management and nonmanagement positions within the flight operations organization that require the
performance of functions relevant to the safety and security of aircraft operations
are filled by personnel on the basis of knowledge, skills, training and experience
appropriate for the position in consultation with HR department.
1.3
RESPONSIBILITIES
AND
MANAGEMENT PERSONNEL
DUTIES
OF
OPERATIONS
The designated managers in the flight operations organization are responsible,

and thus are accountable, for ensuring:
i) The management and supervision of all flight operations activities;
A-1-14
Effective 09-Jul-14
The flight operations department manages various facets of the

operational side within the Company. However, its primary responsibility is
to ensure safe, legal and efficient operation of IndiGo aircraft. This
includes training of flight deck crew to ensure that they meet all licensing
and regulatory requirements and can execute high-quality operation in a
safe, efficient and customer-friendly manner. Specially trained operational
staffs, within the department, play a key role in the recruitment of new
flight deck crew. The support staff is involved in effective surveying of all
new routes and making available all navigation, performance and other
necessary operational data to flight crew, to ensure safe air and ground
operations. Investigating, monitoring and disseminating information on all
accidents, incidents and other occurrences involving indigo aircraft also
come within the scope of this function.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
ii) The management of safety and security in flight operations;

iii) Flight operations are conducted in accordance with conditions and
restrictions of the Air Operator Certificate (AOC), and in compliance with
applicable regulations and standards.
Continuity of Operations
The authority and responsibilities of management and non - management

personnel that perform functions relevant to the safety or security of aircraft
operations in areas of the flight operations are enumerated in the succeeding
paragraphs. They are over all responsible for making decisions that affect the
safety and/or security of operations and also ensure operations are conducted in
accordance with applicable regulations and standards of the Company.
To ensure continuity of operations, at least one of the under mentioned managers
shall be available at all times.
Vice president (Flight operations)

Director (Flight operations)
Chief pilot (Line operations)
1.3.2
The Vice President (Flight Operations) will be responsible for all Flight Operation
functions of the Company, which shall include directing the companys Flight
Operations in a safe and efficient manner.
The Vice President (Flight Operations) has the functional & administrative
authority and responsibility for the following:
a)
b)
c)
d)
e)
f)
g)
h)
i)
All Flight Operations Personnel and their training

Structuring and Staffing the Flight Operations Department
Determining the feasibility of Flight Operations
Operations of the Companys fleet
Flight Operational Policies, Procedures and Safety Standards
Flight Crew Standards
Flight Operations Engineering
Evaluating Schedule Performance
Flight Operations cost control
A-1-15
Effective 09-Jul-14
1.3.1
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
The Vice President (Flight Operations) is accountable to the President

(Accountable Manager) for compliance with all regulatory requirements and
renewal of Air Operators Permit. He reports to the President.
1.3.3
Director (Flight Operations)
Director (Flight Operations) shall report directly to the Vice President

(Flight Operations). He is:
a)
b)
c)
d)
e)
f)
g)
h)
i)
j)
k)
Responsible for all day-to-day Flight Operations functions.

All Flight Operations verticals, including Chief Pilot (Line), Chief Pilot
(Training), Chief Pilot (Standards & QA), Director (Pilot Management)
and Director (Flight Operations Support) will report to him.
Assist the Vice President (Flight Operations) in setting Flight Operations
policy.
Assist the Vice President (Flight Operations) in setting budget priorities
and exercising budgetary cost controls.
Monitor all government regulations related to flight operations and
ensure compliance at all times.
Ensure that all company instructions, policies, and procedures are
adhered to so as to result in a high level of safety and efficiency in all
flight operations functions.
Responsible for the morale, welfare and discipline of all pilots through
the Chief Pilot (Line). Ensure harmonious pilot/management relations
with open and effective channels of communication.
Provide input, guidance and leadership towards the structure and
staffing of the Flight Operations department to ensure the operational
needs and business objectives are achieved.
Assist the Vice President (Flight Operations) in the establishment of
quarterly and annual performance goals for the department and direct
reporting staff.
Develop a performance matrix to ensure that operational objectives are
measured and achieved.
Assist the Vice President (Flight Operations) in the review of Indian and
Foreign Pilot Employment Agreements, and in the selection and hiring
parameters for Indian and Expat pilots so as to meet the objectives of
A-1-16
Effective 09-Jul-14
In the absence of the post holder, Director (Flight Operations) will assume all
functions of Vice President (Flight Operations).
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
the company.
In conjunction with the Director (Pilot Management), ensure well planned
and timely induction and processing of pilots joining, as also all
administrative matters concerning pilots such as leave and rotation
planning, base assignments, etc.
m) In conjunction with Chief Pilot (Training), ensure that all training is
carried out in a timely, safe and efficient manner based on companys
needs, and in adherence with company policies and procedures.
n) In conjunction with the Chief Pilot (Standards and QA), ensure that
required proficiency and safe practices are maintained at all times in all
aspects of flight operations.
o) To seek continuous improvements in training practices and standards
based on industry best practice and evidence of gaps in training or
standards as brought out by FDM/CVR analysis, LOSA flights or Training
Captains feedback.
p) In coordination with the Director (Flight Operations Support), ensure that
all support functions are accomplished at a high order of efficiency and in
a timely manner. Also to continually seek out improvements and new
technologies for the betterment of flight operations safety practices and
efficient operations.
q) In conjunction with each vertical head, suggest changes to Operations
Manuals, and inclusion of best practices and SOPs so as to improve
safety, efficiency and standards in all flight operations functions.
r) Coordinate as appropriate with all other departments, particularly with
Crew Scheduling, HR, Inflight and Engineering, so as to build synergies
and improve efficiency.
s) In conjunction with the Chief Pilots, select pilots for Command Upgrade,
and recommend to the Vice President (Flight Operations), pilots to be
considered as Check Pilots, Instructors and Examiners.
t) Be a member of the Upgrade, Appeal and Review Boards.
u) Be responsible for the performance and welfare of all personnel under
him in Flight Operations.
v) Carry out any other duties as assigned by Vice President (Flight
Operations).
w) Assume all functions of Vice President (Flight Operations) during his
absence.
l)
Effective 09-Jul-14
A-1-17
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
In the absence of the post holder, Chief Pilot (Line) will assume all
functions of Director (Flight Operations).
1.3.4
Chief Pilot (Line)
a)
Assist and support the Director Flight Operations in the management of Line
Operations in a safe, efficient and economic manner.
b)
Follow Established policies, guidelines and procedures to provide a high level

of safety, efficiency and standardization in Line Operations.
c)
Recommend updates and changes to policy, procedures in the Operations

Manual.
d)
Ensure that all company instructions, policies, and procedures with regard to
Line operations, are adhered to.
e)
Coordinate Pilot scheduling issues with Director (Pilot Management).
f)
Coordinate Flight Dispatch issues with GM (Flight Operations Support).
g)
Be responsible for all morale, welfare and disciplinary matters with regard to
all pilots.
h)
Be responsible for continuous review of pilots performance and up gradation

of those found suitable. Select pilots for Command Upgrade, and recommend
to the Director (Flight Operations), pilots to be considered as Check Pilots,
Instructors and Examiners in conjunction with Chief Pilot (Training) and Chief
Pilot (Standards and QA).
i)
Ensure harmonious management/ pilot relations and provide necessary

feedback and communications between management and pilots.
j)
Be a member of the Upgrade, Appeal and Review Boards.
k)
Provide input, guidance and leadership towards the structure and staffing of
the Flight Operations department to ensure the operational needs and
business objectives are achieved.
A-1-18
Effective 09-Jul-14
Chief Pilot (Line) will function under the authority of Director (Flight Operations)
and will provide full-time efforts and services in all aspects related to the continued
safe operation, policy, planning of the Flight Operations Department in meeting
these objectives including, but not limited to the following:
l)
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
Assist Director (Flight Operations) in the formulation of Flight Operations

budget.
n)
Assist the Director (Flight Operations) in the establishment of quarterly and

annual performance goals for the department and direct reporting staff.
o)
Establish Flight Operations Safety Management guidelines.
p)
Assist in conducting pre-hire screening of flight crew applicants and their

selection in coordination with Director (Pilot Management) as per guidelines
laid down by the Vice President (Flight Operations).
q)
Develop performance matrix to ensure that operational objectives are

r)
Liaise with Vice President (In Flight) to ensure flight crew and cabin crew
procedures are compatible and in agreement with Flight Operations
procedures / policies in the FCOM and Company Operations Manual.
s)
Assist the Director (Flight Operations) in the review of Indian and Foreign Pilot
Employment Agreements, Make recommendations to ensure the Pilot Head
count is adequate to meet the business objectives of the company.
t)
Assist the Director (Flight Operations) with the Selection of Fleet Captains
and Fleet Supervisors and monitor their performance.
u)
In absence of Chief Pilot (Standards & QA), will conduct Pilot counselling.
v)
Be responsible for the performance and welfare of all personnel assigned to

him.
w) Carry out any other duty assigned by the Director (Flight Operations).
x)
Assume all functions of Director (Flight Operations) during his absence.
In the absence of the post holder, Fleet Captain (Corporate) will assume all
functions of Chief Pilot (Line).
A-1-19
Effective 09-Jul-14
m) Work in close coordination with Director (Pilot Management), GM (Flight

Operations Support), Chief Pilot (Training), Chief Pilot (Standards and QA),
Vice President (Maintenance and Engineering) and Vice President (OCC).
1.3.5
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
a)
Chief Pilot Training is responsible for training pilots to proficiency.
b)
Execute flight operations training curricula for all types of aircraft operated by
the company taking into consideration latest operating techniques, experience
& instructions from the regulatory authority.
c)
Be responsible for Trainers Matrix, which will be based on actual training

requirements of the entire fleet and to be reviewed twice in a year.
d)
Be responsible for the supervision and completion of all simulator, aircraft and
line training after induction until the pilot is ready for line release.
e)
Execute training plans and programs for pilot training in coordination with
Chief Pilot (Standards & QA). Such training will include Endorsement
Training, Recurrent Training, Safety and Dangerous Goods Training, Crew
Resource Management, Flight Instructors Training, Check Pilots and
Command Training as per laid down Company Policy.
f)
Flight Crew Training facilitation and support.
g)
Interact and coordinate with Training providers to whom the Company has out
sourced its training requirements and ensure implementation of the training
agreements and clearance of training Invoices.
h)
Suggest changes in Training Policies / methodologies, Training Standards,

and amendments / revisions to the Company Operations Manual Part D.
i)
Ensure that all training is conducted as per the policies and instructions of the
Company
j)
Plan 12/9/6/3/1 monthly Simulator Training with CAE as per the Training
Agreement and implementation thereof, for transition training, recurrent
training, LVO training, special qualification and any other training as
mandated by the Company.
A-1-20
Effective 09-Jul-14
Chief Pilot (Training) will report to the Director (Flight Operations) and will be
responsible to him to provide full-time efforts and services in all aspects related to
the planning of pilot training, pilot training execution as per the Company and
DGCA policies so as to meet the Companys business objectives including, but not
limited to the following:
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
Coordinate/plan Line training in consultation with the Director (Scheduling)

and monitoring its implementation to ensure early line ready dates for pilots
under training. This includes supernumerary, Initial Operating Experience
(IOE), supervised line flying (SLF), all route checks, license renewal,
instrument rating checks and special checks as required by Director (Flight
Operations) / Chief Pilot (Line).
l)
Be responsible for Planning of Post Induction training and all facilitation for
trainee pilots.
m) Will be responsible for recurrent training, yearly ground refreshers of Indian

and Foreign pilot and their FATA renewals.
n)
Planning and Control of crew training records, reports, certification of log

books and crew license control. He is responsible to ensure that no pilot
exceeds the validity of a license, rating or license medical requirements.
o)
Coordinate with Airbus TRI/TRE and TRE/TRI deputed under the Constituted
Crew Schemes on training progress of constituted crew cadets and IndiGo
pilots and to review their recommendation for implementation in coordination
with the other chief pilots.
p)
Monitor all government regulations related to crew training and directives and
ensure compliance at all times.
q)
Ensure that the Operations Manual Part D is kept updated at all times based
on Company / DGCA requirements.
r)
Assist the Director (Flight Operations) in the establishment of quarterly and

annual performance goals for the department and direct reporting staff.
s)
Develop performance matrix to ensure that training objectives are achieved.
t)
Ensure that no instruction contradicts the Company Operations Manual and

DGCA instructions contained in CARs, AICs, Circulars and orders.
u)
Be a member of the Upgrade, Appeal and Review Boards.
v)
In absence of Chief Pilot (Standards & QA), will conduct Pilot counselling.
w) Be responsible for the performance and welfare of all personnel assigned to

him.
A-1-21
Effective 09-Jul-14
k)
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
Coordinate his activities with Chief Pilot (Line), Director (Corporate Learning),
Chief Pilot (Standards & QA), GM (Flight Operations Support) and Director
(Pilot Management).
y)
Carry out any additional duties assigned to him by the Director (Flight
Operations).
In the absence of the post holder, Fleet Captain (Line Training/Simulator Training)
will assume all functions of Chief Pilot (Training).
1.3.6
Chief Pilot (Standards & Quality Assurance)
The Chief Pilot (Standards and QA) functions under the authority of the Director
(Flight Operations). He is responsible for Flight Crew Standards and Quality
Assurance of Flight Crew Training. He will be accountable to the Vice President
(Flight Operations) for Compliance on all Training Standards.
His main function is to audit the Flight Operations Training and Line Operations
Standards so as to ensure that the required proficiency and safe practices are
maintained at all times.
He will be assisted by Fleet Captain (Standards & QA), Fleet Captain (SMS &
FDM), Fleet Supervisors (Standards and QA) and Examiners. He will be
responsible for:
a)
Checking Pilot proficiency and ensuring that the required proficiency and safe
practices are maintained at all times in Flight Operations Training and Line
Operations Standards.
b)
Formulating and enforcing, within the requirements of Company and DGCA

Policy the standards of flight proficiency necessary for safe and efficient
operation of all types of aircraft in use.
c)
Flight Data Monitoring (FDM) and Standardisation of Flight Crew and

procedures.
d)
Monitor, and or nominate personnel to carry out all avaluations and checks on
similator and aircraft for line release , command assesment, evaluation, and
any special assesment /evaluation required by the company.
e)
Company Surveillance and Observation flights for Flight Operations Quality

Assurance.
A-1-22
Effective 09-Jul-14
x)
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
Pilot counselling. (In absence of Chief Pilot (Standards & QA), Chief Pilot
(Training), Chief Pilot (Line) or a nominated TRE will conduct Pilot
counselling. They can be assisted by Fleet Captain (FDM & SMS) for flight
analysis and review.)
g)
Bringing to the attention of the Director (Flight Operations) any dilution of

Flight Standards and any unsafe practices and trends.
h)
Be a member of the Training Review Boards, Captain Upgrade Board and the
Appeal Boards.
i)
Making recommendations for changes in Flight Operations Standard

Operating Procedures.
j)
Maintaining close coordination with the Chief Pilot (Line), Chief Pilot(Training), GM (Flight Operations Support), Director (Pilot Management, Vice
President (In-flight Services), Executive Vice President ( AOCS & OCC) and
Vice President (Maintenance & Engineering) in so far as his functions have a
bearing on their activities.
k)
Assist the Director (Flight Operations) in Regulatory Compliance, Monitor

government regulations and directives and ensure their
Regulatory
Compliance with the Chief Pilots with regard to CARs, Circulars and AICs
issued by DGCA, and Company Operations Manual Control.
l)
Coordinate with the concerned departments for the preparation for and
compliance with recommendations and actions required for Surveillance
flights.
m) The performance and welfare of all personnel assigned to him.

n)
Ensuring the application of the Company Safety policy and procedures in

accordance with the Safety Management System.
o)
Ensuring acceptance and overview of any residual risk or hazard, and their
associated control in accordance with the procedures contained in the
Company Operations Manual.
p)
Ensuring that safety issues are identified and reported in a timely manner.
q)
Ensuring that all executives and staff reporting to him / her are trained,
qualified and competent to discharge their safety related obligations.
A-1-23
Effective 09-Jul-14
f)
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
r)
Ensuring that fitness for service including any necessary safety assessment
has been declared and accepted by the responsible authority in relation the
development of all plans, procedures, policies, processes and systems.
s)
Any other duty assigned by the Director (Flight Operations).
1.3.7
Director (Flight Operations Support)
The Director (Flight Operations Support) will be accountable to the Director (Flight
Operations). He will be responsible to provide the required operations support to
the Vice President (OCC), and the Chief Pilots. He will be responsible to:
a)
Provide Technical Support, which will consist of:

o
Flight Dispatch support
Flight Operations requirements of Maps Charts, Nav Data

bases.
Flight operations Voice and Data communications
Pre-flight Medical setup; equipment procurement, calibration

and record keeping
b)
All coordination with the regulatory and airport authorities on Operations

Support Requirements.
c)
Technical feasibility of new stations.
d)
Responsible for Flight Operations Systems, electronic management of

documents and Special Projects.
e)
Managing the Company fltops@goindigo.in

operational & technical issues in the Company
f)
Aircraft & Regulatory document control
g)
Mandatory document distribution
h)
NOTAM surveillance- alerts and advisory control
i)
Fuel Tankering analysis

A-1-24
Email
ID and
resolving
Effective 09-Jul-14
In the absence of the post holder, Fleet Captain (Standards & QA) will assume all
functions of Chief Pilot (Standards & QA).
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
Operations MIS & Cost Analysis
k)
Ferry, charter, non-scheduled flight planning and support.
l)
Supporting Vice President /Director (Flight Operations)/ Chief Pilots on issue

of all Notices.
m) Central point of contact for amendments to all Company Operations Manuals

after co-ordination with relevant Chief Pilots, final approval by Vice
President/Director (Flight Operations) and their publication thereafter.
n)
Perform function related to Operations & Performance Engineering consisting

of :
Aerodrome and Runway Surveillance

Performance and Route analysis
Fuel monitoring
Feasibility of special operations
Development of Engine out Standard Instrument Departures.
Carrying out Operations IT, Automation & implementation of:

Electronic Flight Bag, Operational software/ hardware and
communication setup, Operational Data Management.
o)
Work in close coordination with the Chief Pilots, Director (Pilot Management),
Vice President (OCC).
p)
Coordinating with Engineering department and Airbus on Airworthiness

Directives (ADs), Modifications (MODs), OEBs and issues.
q)
Monitor industry for technological applications that could enhance operational

efficiency and bring these to the knowledge of Director (Flight Operations).
r)
Be responsible for the performance and welfare of all personnel assigned to

him.
s)
Any other tasks assigned by Director (Flight Operations).
In the absence of the post holder, Sr. Manager (Flight Operations Support) will
assume all functions of Director (Flight Operations Support).
A-1-25
Effective 09-Jul-14
j)
1.3.8
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
Director (Pilot Management)
He will be accountable to the Director (Flight Operations) and be the single point
contact for all flight crew Administrative issues. Will be responsible for flight crew
management and administrative control including:
Flight Crew Planning, Pilot requirement projection, sourcing and
recruitment of National and Foreign pilots and their pre training
induction.
b)
Interact with all foreign pilot providers and monitor their agreements
and clearance of their invoices.
c)
Foreign Pilot Security Clearances and initial foreign license

validation, VISAs and their renewals.
d)
Flight Crew Management and Administration.
e)
Coordinating with Airbus Customer Services for AIB TRE

assignment with IndiGo and the clearance of all related invoices
f)
Coordinating all constituted crew schemes and implementation of

their agreements and invoice clearance.
g)
Implementation and monitoring of the CAE and SABENA Trainee/

Cadet Pilot Schemes and any such other schemes in the future.
h)
Pilots leave planning & authorisation.
i)
Review and coordinate flight crew schedules with Crew Scheduling

to ensure adequate crew staffing and fair and efficient distribution of
flying.
j)
Be responsible for Flight Operations Cost Control and make

recommendations for cost reduction.
k)
Work in close coordination with the Chief Pilots and GM (Flight

Operations Support) on matters relating to Crew management.
l)
Be responsible for the performance and welfare of all personnel

assigned.
m) Carry out any other tasks assigned by Director (Flight Operations).
A-1-26
Effective 09-Jul-14
a)
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
In the absence of the post holder, Manager (Pilot Management) will assume all
functions of Director (Pilot Management).
1.3.9
Fleet Captain (Corporate)
He will assist Chief Pilot (Line) in the following:

a)
Assist and support the Chief Pilot (Line) in the management of

IndiGo Line Operations in a safe, efficient and economic manner.
b)
Recommend updates and changes to policy and procedures in the

c)
Coordinate Pilot scheduling issues with GM (Crew Scheduling).
d)
Coordinate Flight Dispatch issues with Director (Operations support)
e)
Assist Chief Pilot (Line) on all morale, welfare and disciplinary

matters with regard to all pilots.
f)
Provide input, guidance and leadership towards the structure and

staffing of the flight operations department to ensure the operational
needs and business objectives of IndiGo are achieved.
g)
Ensure harmonious management/ pilot relation and provide

necessary feedback and communications between management and
pilots.
h)
Process and act on Commanders Trip reports.
i)
Carry out day-to-day administration of the fleet.
j)
Work in close coordination with other Fleet Captains
k)
Represent Chief Pilot (Line) as member of the Upgrade, Appeal and

Review Boards when deputed.
l)
Carry out flights and flight related duties when assigned
m) Carry out any other duty assigned by the Chief Pilot (Line).
1.3.10
Fleet Captain (Line Training)
The Fleet Captain (Line Training) is accountable to the Chief Pilot (Training).
A-1-27
Effective 09-Jul-14
The Fleet Captain (Corporate) is accountable to the Chief Pilot (Line).
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
He will assist the Chief Pilot in the following:

Execution of flight operations training curricula for all types of aircraft
operated by the company taking into consideration latest operating
techniques, experience and instructions by the Regulatory Authority.
b)
Execution of line training plans and programs for pilot training in

coordination with Chief Pilot (Training). Such training will include
Recurrent Training, Safety and Dangerous Goods Training, Crew
Resource Management, Flight Instructors Training, Check Pilots and
c)
Joint responsibility with Fleet Captain (Simulator Training) for

coordinating and ensuring Instructor and Examiner scheduling and
effective utilization. Responsible for all Check Pilot scheduling and
effective utilization.
d)
e)
Suggesting changes in Training Policies / methodologies and Training

Standards.
f)
Planning yearly, nine, six, three and monthly line training and
implementation thereof, of transition training, recurrent training, LVO
training, Special qualification and any other training that is mandated by
the Company.
g)
Carry out day to day administration of training programs as assigned by

Chief Pilot (Training).
h)
Supporting Chief Pilot (Training) to ensure that the Operations ManualPart D is kept updated as and when required by company/DGCA.
i)
Coordinate with Airbus TRI/TRE and TRE/TRI deputed under the

Constituted Crew Schemes on training progress of constituted crew
cadets and IndiGo pilots and to review their recommendation for
implementation in coordination with the other Chief Pilots.
j)
Monitor all government regulations and directives to ensure compliance

at all times.
A-1-28
Effective 09-Jul-14
a)
k)
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
Ensure that no instruction is issued regarding training that contravenes

the Operations Manual/IGO notices and DGCA instructions contained in
CARs, AICs, Circulars and orders.
m) Any other duties as assigned by Chief Pilot (Training).

1.3.11
Fleet Captain (Simulator Training)
The Fleet Captain (Simulator Training) is accountable to the Chief Pilot (Training).
He / She will assist the Chief Pilot in the following:
a)
Execution of Simulator training curricula for all aircraft operated by the

company taking into consideration latest operating techniques,
experience and instructions by the Regulatory Authority.
b)
Execution of training plans and programs for pilot training in coordination

with Chief Pilot (Training). Such training may include Endorsement
Training, Recurrent Training, Flight Instructors Training, Check Pilots and
c)
Joint responsibility with Fleet Captain (Line Training) for coordinating and
ensuring Instructor and Examiner scheduling and effective utilization.
d)
e)
Suggesting changes in training policies / methodologies and training

standards. He is also to ensure that a requirement of simulated aircraft,
weather and environmental conditions are standardized, appropriate for
the training/evaluation and are updated periodically;
f)
Plan 12/9/6/3/1 monthly or any other Simulator Training with CAE/other

providers as per the Training Agreement and implementation thereof, of
transition training, recurrent training, LVO training, Special qualification
and any other training that is mandated by the Company.
g)
Carry out day to day administration of training programs as assigned by

Chief Pilot (Training).
A-1-29
Effective 09-Jul-14
l)
h)
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
Supporting Chief Pilot (Training) to ensure that the Operations ManualPart D is kept updated as and when required by company/DGCA.
Monitor all government regulations and directives to ensure compliance
at all times.
j)
Ensure that no instruction is issued regarding training that contravenes

the Company Operations Manual / notices and DGCA instructions
contained in CARs, AICs, Circulars and orders.
k)
Represent Chief Pilot (Training) if required as member of the Upgrade,

Appeal and Review Board.
l)
Carry out flight and flight related duties when assigned
m) Carry out any other duty as assigned by the Chief Pilot (Training).
1.3.12
Chief Ground Instructor (Flight Operations)
The Chief Ground Instructor (Flight Operations) is accountable to the Chief Pilot
(Training). He/ She will assist the Chief Pilot (Training) in the following:
a)
b)
c)
d)
e)
f)
g)
h)
i)
Execution of training curricula for aircraft operated by the company

taking into consideration latest operating techniques, experience
and instructions by the Regulatory Authority.
Coordinate with GM/ DGM (Training) that Pilots / FDs due for
training are detailed and ground school accomplishes the task.
Coordinate and plan the training schedule of the pilots / FDs and
impart training in keeping with regulatory / company requirements.
Coordinate and integrate new entrants (pilots) so that required
training is imparted and they attain the desired standards.
Ensure that detailed briefing / training to expatriate pilots is
conducted vide approved syllabus on regulatory / company policies
and procedures and prepare them for re-validation.
Monitor and ensure that induction training in accordance with AIC
02/2007 is conducted for national pilots vide approved syllabus.
Organize and ensure that corrective training to line pilots is
conducted on as required basis.
Be responsible for ATPL training of pilots on as required basis.
Liaise with other departments to ensure that training is conducted
A-1-30
Effective 09-Jul-14
i)
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and completed in time.

Monitor and ensure that Instructors conduct training as per
approved syllabus.
k) Ensure that additional training task as and when assigned is
completed.
l) Responsible for coordinating and ensuring Instructor scheduling and
effective utilization. Also ensure that new instructors are qualified in
time and in accordance with the regulatory criteria.
m) Suggesting changes in training policies / methodologies and training
standards.
n) Carry out day to day monitoring of training programs and other tasks
as assigned by Chief Pilot (Training).
o) Ensure that operational and training objectives are quantified,
j)
1.3.13
Deputy Chief Instructor

Standardization)
(Performance
&
Documentation
Following duties shall be carried out In addition to the duties of Performance

Instructor:
Streamlining all Flight Operations documentation with the aim of

making referencing simpler and less prone to error.
Cross checking of any-references to the same item /procedure in
one manual or circular with all other similar references in all IndiGo
documents across departments without any ambiguity or
duplication.
Ensuring all Company documentation complies with DGCA
regulations and timely amendments as necessary.
Ensuring smooth transition towards electronic documentation and
liaison with Flight Operations Support team.
Ensuring compliance with IOSA requirements.
Any other duty assigned by Chief Pilot (Standards and QA)
A-1-31
Effective 09-Jul-14
In the absence of the post holder, Deputy Chief Ground Instructor will
assume all functions of Chief Ground Instructor (Flight Operations).
1.3.14
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Fleet Captain (Safety)
For matters pertaining to flight safety, Fleet Captain (Safety) is responsible to

Chief of Flight Safety. For administrative purposes he reports to Vice President
(Flight Operations). He will:
Be a Flight operations member of all Flight Safety investigation
boards as detailed by Vice President (Flight Operations), on the
requirement of Chief of Flight Safety.
b)
Act as a bridge between Flight Operations and Flight Safety.
c)
Ensure that all recommendations and safety issues are brought to

the attention of Vice President (Flight Operations) for action.
d)
Be a member of all audit teams and monitor compliance of the

recommendations made during internal Safety Audits as detailed by
Vice President (Flight Operations), on the requirement of Chief of
Flight Safety.
e)
Shall assist Chief Pilot (Standards and QA) in Pilot counselling.
f)
Ensure timely dissemination of safety related information to Flight

Crew.
g)
Will work in close coordination with Chief Pilots and Director (Pilot
Management).
h)
i)
Carry out any other duty assigned by the Vice President (Flight
Operations).
1.3.15
Fleet Captain (Region)
He will be accountable to Chief Pilot (Line). He will be responsible to:

a)
Assist and support the Chief Pilot (Line) in the management of Line
Operations in a safe, efficient and economic manner.
b)
Recommend updates and changes to policies and procedures in the

c)
Coordinate Pilot scheduling issues with Director (Pilot Management)

A-1-32
Effective 09-Jul-14
a)
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Coordinate Flight Dispatch issues with GM (Flight Operation

Support).
e)
Ensure day-to-day administration of the base in coordination Director

(Pilot Management)
f)
Assist Chief Pilot (Line) on all morale, welfare and disciplinary

matters with regard to pilots under his control.
g)
Provide inputs towards the structure and staffing of the flight

operations department (at respective bases) to ensure the
operational needs and business objectives are achieved.
h)
Ensure harmonious management/ pilot relation and provide

necessary feedback and communications between management and
pilots.
i)
Liaise with regional DGCA, Air safety, Air Traffic Control, Met
department and regional BCAS whenever required for the company
work.
j)
Work in close coordination with other Fleet Captains.
k)
Forward Commanders Trip reports to Chief Pilot (Line) for required

action.
l)
Recommend pilots as Supervisory Pilots.
m) Carry out flights and flight related duties when assigned

n)
1.3.16
Carry out any other duty assigned by the Chief Pilot (Line).
Fleet Captain (Standards & QA)
He will be accountable to Chief Pilot (Standards & QA) and will assist him for:
a)
Checking Pilot proficiency.
b)
Formulating and enforcing, within the requirements of Company and

DGCA Policy the standards of flight proficiency necessary for the
safe and efficient operation of all types of aircraft in use.
c)
Follow up recommendations made during Company Surveillance

and observation flights for Flight Operations Quality Assurance.
A-1-33
Effective 09-Jul-14
d)
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Bringing to the attention of the Chief Pilot (Standards & QA) any
dilution of Flight Standards and any unsafe practices and trends.
e)
Suggesting changes in Flight Operations Standard Operating

Procedures.
f)
Work in close coordination with other Fleet Captains
g)
Represent Chief Pilot (Standards & QA) as member of the Captain

upgrade Board and the Appeal & Review Board when deputed.
h)
i)
Addressing findings that result from audits of flight operations

functions, to ensure:
i) Identification of root cause(s);
ii) Development of corrective action as appropriate to address
the finding(s);
iii) Implementation of corrective action in appropriate operational
areas;
j)
1.3.17
Carry out any other duty assigned by the Chief Pilot (Standards &
QA).
Fleet Captain (Technical)
The Fleet Captain (Technical) is accountable to the Director (Flight Operations).

He will be responsible for:
a)
Taking up all technical matters related to Flight Operations with

Engineering department, DGCA and aircraft & engine
Manufacturers.
b)
Supporting Director (Flight Operations) on issue of Technical and

Operations Circulars.
c)
Interfacing with DGCA and process all Flight Operation Approvals in

coordination with the Chief pilots.
d)
Coordinate feasibility of Flight Operations with GM (Flight Operations

Support).
A-1-34
Effective 09-Jul-14
d)
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ISSUE II, Rev 04
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Technological upgrade of the Flight Operations Department.
f)
Carry out technical evaluations and feasibility studies required by

Flight Operations.
g)
Represent Flight Operations with airport operators and DGCA in

matters under his responsibility.
h)
Evaluate new technologies beneficial to flight operations in

coordination with GM (Flight Operations Support) and incorporate
after approval by Director (Flight Operations).
i)
Work in close coordination with Chief Pilots and other Fleet Captains
j)
Carry out flights and flight related duties when assigned.
k)
Carry out any other duty assigned by the Vice President /Director
(Flight Operations).
1.3.18
Fleet Captain (SMS and FDM)
He is tasked by the Director (Flight Operations) for Flight Operations Safety

Management and Flight Data Monitoring (FDM/FOQA). He will be accountable to
Chief Pilot (Standards & QA) and shall ensure:
a)
Flight Operations Accident Prevention initiatives.
b)
Flight Operations Safety Management System involving risk

identification, reduction, mitigation and elimination.
c)
Performing / facilitating hazard identification and safety risk analysis.

Monitoring corrective actions and evaluating their results.
d)
Operational risk management, including recommending changes /

reinforcement in operating and training procedures based on trend
analysis.
e)
Establishing safety matrix and providing periodic reports on the

departments safety performance. Undertaking ongoing review of
safety management system to evaluate its effectiveness in ensuring
that improvements are made where required.
f)
Conducting SMS analysis as required by the Director (Flight

Operations).
A-1-35
Effective 09-Jul-14
e)
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ISSUE II, Rev 04
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Working on Flight Data Monitoring /FOQA for exceedance grading &

trend analysis, utilizing the FDM/FOQA cell.
h)
Providing feedback to Line pilots on exceedance and trend analysis.
i)
Work in close coordination with Chief Pilots and other Fleet

Captains.
j)
During counselling may assist Chief Pilots for flight analysis and
review.
k)
l)
Carry out any other duty assigned by the Director (Flight

Operations).
m) Providing independent advice on safety matters.

1.3.19
Fleet Supervisor (Line)
Capable and willing pilots will be nominated as Fleet Supervisors to obtain

necessary exposure and opportunity in Flight Operations Management.
Fleet Supervisors will report to Fleet Captain (Region). The Fleet supervisor will be
responsible to:
a)
Bring to the attention of management, problems faced by pilots

during day-to-day administrative and operational work. He will
interact with flight operations management to resolve them.
b)
Any duty assigned by the Fleet Captain.
c)
d)
Act as a communication link between pilots and management, as per

the Communication Pyramid below. Ensure that all management
communications are passed down the line quickly and accurately.
Also provide feedback to management on pilots issues before they
become a problem.
e)
Co-ordinate with Pilot management and crew scheduling
f)
Recommend pilots leave requests to Director (Pilot Management).
g)
Any duty assigned by the Fleet Captain.
A-1-36
Effective 09-Jul-14
g)
1.3.20
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ISSUE II, Rev 04
CHAPTER 01
Fleet Supervisor (Training)
Capable and willing pilots will be nominated as fleet supervisors to obtain

necessary exposure and opportunity in flight operations management. The fleet
supervisor will report to Fleet Captain (Line or Simulator Training)
a)
Be responsible to Fleet Captain (Line / Simulator Training) for

line/simulator training activities.
b)
Be available on allocated days for hand holding / indoctrination of new

hires, subject to flight schedule.
c)
Be responsible to maintain close liaison with Crew Scheduling and track

all training requirements on a daily basis to ensure optimal and efficient
conduct of all line or simulator training.
d)
Be available for office duties as assigned.
e)
Undertake any other duty assigned by Chief Pilot (Training) /Fleet

Captain (Line or Simulator Training).
1.3.21
Fleet Supervisor (Standards and QA)
Fleet Supervisors will report to Fleet Captain (Standards and QA) / Fleet Captain
(FDM and SMS). The Fleet supervisor will assist in the following functions:
a)
Flight Operations Accident Prevention initiatives.
b)
Flight Operations Safety Management System involving risk

identification, reduction, mitigation and elimination.
c)
Performing / facilitating hazard identification and safety risk analysis.

Monitoring corrective actions and evaluating their results.
d)
Operational risk management, including recommending changes /

reinforcement in operating and training procedures based on trend
analysis.
e)
Conduct of FDM data analysis when required.
f)
Processing significant Commander Trip Reports / Pilot Voluntary

reports with regard to flight parameter exceedences.
A-1-37
Effective 09-Jul-14
The Fleet Supervisor (Training) will:
FLT.OMA
ISSUE II, Rev 04
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g)
Conduct of CVR analysis as required by regulation.
h)
Assist in Pilot Counselling to the extent of data analysis and record

keeping.
i)
Any duty assigned by Chief Pilot or Fleet Captain.

Manager (Safety & Technical)
Manager (Safety & Technical) will be accountable to the Chief Pilot (Standards
and QA). He will function as a Flight Operations Manager fulfilling both a safety
and technical role to include:a)
Act as a resource to Fleet Captain (Safety) in fulfilling all Safety related

duties as assigned by him.
b)
Act as resource to Fleet Captain (Technical) in assisting with all

Technical matters related to the fleet. This could include compiling data
on fleet modifications, new Technical Notices, enhanced technical
functionalities, coordination with Flight Operations Support and
Engineering.
c)
Assist in the functioning of the FDM / FOQA cell.
d)
In due course, be trained in FDM analysis so as to conduct the same.
e)
Carry out CVR monitoring if required.
f)
Any other duties as assigned by Chief Pilot (Standards & QA).
1.3.23
Manager (FDM & SMS)
The Manager (FDM & SMS) shall be a fulltime office employee reporting directly to
the Fleet Captain (FDM & SMS). He shall be responsible for:
a)
b)
c)
d)
e)
f)
g)
h)
Set up and maintenance of the Flight Ops FDM / FOQA cell.

Collection and storage of Flight Operations Quality and Standards data.
Analysis of Flight Operations Quality and Standards data.
Flight operations Risk Assessment and Risk Management programs
Flight Operations Safety Surveys
Flight Operations Safety reviews
Flight Operations Safety study
Any other task assigned by Fleet Captain (FDM & SMS) / Chief Pilot
(Standards & QA).
A-1-38
Effective 09-Jul-14
1.3.22
1.3.24
a)
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ISSUE II, Rev 04
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Training Captains
Duties
Training Captain is the Commander of the aircraft in a formal sense. His

task is to allow the pilot under check to do all the duties of a crew
member, including decision making for which he is being checked,
himself acting as the other crew member. If the limitations of the Aircraft
Flight Manual are likely to be infringed, he should intervene to ensure
safety. When not flying the aircraft himself he should perform the duties
of PNF.
Operating Procedures are a code of practice and discipline, necessary
for proper operation of the aircraft and essential to safety. The Pilot under
check should be monitored and assessed for his ability & judgment,
including his relationship & interaction with the other crew members,
ground personnel and passengers.
Take-off and landing, flying through weather and let down in IFR
conditions should be allowed by the Training Captain at his discretion.
In case, during the course of flight, actual or abnormal or emergency
situations arise, they should be handled by the Training Captain himself.
He is at all times responsible for the safe and efficient conduct of the
flight. No deviations from the normal procedures should be made or
allowed to be made on a scheduled flight.
During assessment the Training Captain should observe any deficiencies
in the Pilot, which should be forwarded to the Chief Pilot (Training). At the
same time the good qualities of the Pilot should be appreciated.
b)
Privileges
Examiners *
i)
Simulator and Airplane Training
ii)
Skill test for Co-Pilots rating (CA 40-A),

A-1-39
Effective 09-Jul-14
The Training Captains (Instructors & Check Pilots) are responsible to the
Chief Pilot - Training for the maintenance of professional standards of all
pilots as required by the company and in accordance with relevant air
legislation.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
Skill test for Pilot in Command rating (CA 40-B)
iv)
Skill test for issue of Instrument Rating(IR)
v)
Proficiency Checks on Simulator and Aircraft.
vi)
Final Simulator Check;
vii) Ninth and tenth route checks for Command endorsement;

viii) All release Route Checks
ix)
Training of Examiners to exercise the privileges of an Instructor

and a Check Pilot.
Instructors *
i)
Simulator and Airplane Training
ii)
Training of Pilots for Type/Command rating, Instructor and check

pilot rating
iii)
Training of Check Pilots;
iv)
Proficiency checks (LR and Route Check)
v)
Instrument Rating (IR) renewal checks;
vi)
Local Checks and Route Checks
vii) Supervised Line Flying

viii) To exercise the privileges of a Check Pilot.
Note: * - Examiners /Instructors approved by DGCA can be utilised after they have
attained 60 years of age, for the purpose of training / skill test of pilots for Co-Pilot
rating /Initial Type Endorsements and also initial issue of Instrument Rating,
provided a type qualified Captain less than 60 years of age having no medical
restrictions placed on his licence shall be on board as Safety Pilot
Check Pilots
i)
Route checks.
ii)
Under supervision flying for eligible pilots for command upgrade and for
line release as co-pilots.
1.3.25
Director - Training
He / She will report to Chief Pilot (Training). He / She will be responsible to:
a)
Maintain records of Crew Qualifications/Licences and Dispatcher

training
A-1-40
Effective 09-Jul-14
iii)
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ISSUE II, Rev 04
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Plan Crew Training Transition, Difference, Ab-Initio, Refresher and

Upgrade Trainings.
c)
Plan Dispatcher Transition, Difference and Refresher training
d)
Co-ordinate with Training Providers and Crew Scheduling for

Simulator Training and booking of slots.
e)
Manage Crew Training on day-to-day basis and take prompt

recovery action in case of any deviation of programs due to nonavailability of resources, breakdown of training facilities etc.
f)
Prepare documentation for submission to DGCA, AFCME and follow

up for securing various approvals.
g)
Liaise with DGCA on Licensing matters
h)
Advise Crew Scheduling of the requirements to carry out Route

checks and specific assessments for various pilots
i)
Maintain a Pilot Not Available Status due Training for the Monthly
Scheduling Meeting.
j)
Any Other duty assigned by Director (Flight Operations).
1.3.26
Senior Manager (Flight Operations Support)
He / She will report to Director (Flight Operations Support). He / She will be

responsible to:
a)
Implement various software for Flight Operations
b)
Carry out NOTAM Surveillance and development of RTOW charts
c)
Manage Aircraft and Regulatory information & Route Guides
d)
Distribute operational information to crew and Dispatchers
e)
Develop LPC infrastructure
f)
Liaise with DGCA, AAI, BCAS and defence authorities
g)
Manage documentation for Crew, Fleet, Simulators including

control of documents. .
h)
Any other tasks assigned by Director (Flight Operations Support).

A-1-41
Effective 09-Jul-14
b)
1.3.27
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ISSUE II, Rev 04
CHAPTER 01
Senior Manager (Performance Management)
He will report to Director (Flight Operations Support) and be responsible to:

Carry out Aircraft Performance Evaluations
b)
Regularly monitor ICAO/DGCA/AAI circulars, AIP amendments,

NOTAMs etc. to analyse suitability of various airports for Flight
Operations and keep everyone concerned informed
c)
Carry out Route & Alternate Analysis
d)
Analyse and propose Fuel Tankering options
e)
Carry out Fuel Burn Analysis
f)
Formulate guidelines for Fuel conservation and optimization of Flight

Operations
g)
Carry out Aircraft Performance Monitoring
h)
Develop Aerodrome Operating Minima
i)
Any other tasks assigned by Director (Flight Operations Support)

Senior Manager (Pilot Resourcing)
He will be accountable to the Director (Pilot Management). He will be responsible

for:
a)
b)
Flight crew Requirement Planning based on fleet expansion plan.

Recruitment of National pilots
Screening of Application received for matching with qualification and

experience criteria set out by the company.
Establishing contact with eligible candidates and planning the

interviews.
Advising the agreement signing schedule for the selected

candidates.
Coordination with flight Crew training team for establishing the

training needs based on the qualification and experience of the
prospective candidates.
Ensuring timely completion of the other administration issues related

to National Pilot recruitment.
A-1-42
Effective 09-Jul-14
1.3.28
a)
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
Keeping in touch with the selected candidates and regular follow up

on their joining schedule.
Coordinating with various departments for the joining of pilots.
Managing the pilot provisioning the schemes or Cadet Programs

presently run by the company or contemplated in future.
Recruitment of Foreign pilots
Assess the comprehension of English language of foreign pilots.
Supervising and follow up the security clearance of the foreign pilots.
Interacting with Chief Pilot (Training) for the selected pilot

application.
Requisition of and timely issuance of pilot contracts and forwarding

the same to the respective providers.
Ensuring timely completion of other administration issues related to

foreign pilot recruitment.
Coordinating with various departments for the joining of pilots.

Interaction with various pilot providers in terms of:
Receipt of initial documents of the proposed pilot candidates.
Communication of initial documents of the candidature to the

providers based on the screening of the CVs.
Intimation to providers on the pilot Security clearance update.
Follow-up regarding availability of pilots and ensuring that the pilots

join as per the committed timelines.
Ensuring that the pilots arrive with current license, medical and
ratings as per Indian DGCA norms.
Single point of contact for the pilots for all their pre-employment queries.
Controlling foreign and Indian pilot data along with the pilot provider.
Verification of Pilot Provider Invoices.
Any other task assigned by reporting Manager or Director (Flight
Operations).
d)
e)
f)
g)
h)
1.3.29
Associate Director / Manager (Pilot Administration)
He will be accountable to Director (Pilot Management). He will be first point of

contract for all pilots for all Admin/Finance/HR issues and will also be responsible
for:
a)
b)
Coordination with HR/Admin/Finance departments on pilot issues

Monitoring of pilot hourly utilization
A-1-43
Effective 09-Jul-14
c)
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ISSUE II, Rev 04
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Pilot privilege leave planning and authorization

Pilot sick leave monitoring
Expat and Indian pilot rotation leave planning and authorization
Temporary duty assignment planning and administration
Base manning levels and transfers
FDTL exceedance reporting to DGCA
Coordination with crew scheduling on individual pilot rostering issues to
help in decision making by chief pilot (Line)
j) Responsible for ensuring that all pilot lapsable items (VISA, AEP etc.) are
flagged and renewals done well in time.
k) Advising human resource on pilot salary deductions and maintain a
record.
l) Ensuring that all pilot admin files/records are up to date.
m) Direct supervision and monitoring of the team members assigned.
n) Development systems and procedures to streamline all the function listed
above.
o) Any other duties assigned by Director Crew Resourcing.
1.3.30
Vice President - Operations Control Centre (OCC)
The Vice President (OCC) will report to the Executive Vice President (AO & CS,
OCC) and is accountable for central co-ordination of operating departments to
meet the companys operating plan.
He/ She shall be responsible for the functioning of the Operation control Centre
and Coordination & Control of the Company Aircraft. He / she will be responsible
for initiating the Emergency Response Management Procedure and notifying all
Incident & Accident Reports, as required by Company Policy and DGCA
requirements.
Vice President (OCC) will also be responsible for maintaining the Company On
time performance for which he /she is authorised to initiate, terminate, cancel, reroute flights for commercial viability and efficiency of operations, within laid down
Safety, Operational, Engineering and DGCA guidelines.
He / She will be responsible for delay reporting, delay analysis and investigation of
systemic causes that affect regularity and efficiency of operations. He / She will be
responsible for maintaining all records of OCC aircraft communications (ACARS /
Voice etc.)
A-1-44
Effective 09-Jul-14
c)
d)
e)
f)
g)
h)
i)
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
In the absence of the post holder, Director (OCC) will assume all functions of Vice
President (OCC).
1.3.31
Director Crew Scheduling
He /She will be responsible for

a)
Air crew scheduling as per guidelines laid down by Vice President

(Flight Operations) and within the stipulated Flight & Duty Time
Limitations (FDTL). He will be responsible for ensuring that legal and
qualified crew are rostered for all flights and their optimum utilisation.
b)
Implementation of DGCA & Company Operational Manual policies

with respect to FDTL and scheduling (refer Para 1.8.8.13 and 11.4.1,
Chapter 11 for qualification requirements).
c)
Assessment of minimum crew strength required to maintain

company flight schedule within DGCA/Company FDTL rules.
d)
Monitoring flight movement and ensure that expected prolonged

delays are included in the crew planning process and FDTL
exceedances do not occur.
e)
Development & Publication of crew roster as per flight operations

policy.
f)
Monitoring non-adherence to the DGCA guidelines on FDTL and

report on all FDTL exceedences with justifications.
g)
Liaise with Pilot Training for rostering / release of pilots for training
duties.
h)
Regular Scheduling of qualified crew for flights to airports / routes

that have special qualification / recurrent requirements.
A-1-45
Effective 09-Jul-14
Vice President (OCC) will work in close coordination with Vice Presidents of Flight
Operations, Engineering, Airport services, in-flight and the Chief Commercial
Officer in addition to maintaining a close liaison with airport authorities, air traffic
service providers, ground service providers and airport operators for the efficient
discharge of his responsibilities.
FLT.OMA
ISSUE II, Rev 04
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i)
Scheduling of crew and day-to-day roster planning to meet the

requirements of Airline policies and guidelines with regard to crew
pairing and distribution of flight duty assignments amongst air crew.
j)
Ensuring that all information related to flights & crew is recorded in

software for crew scheduling and FDTL monitoring.
k)
Ensuring that all changes in crew scheduling are communicated to

Air Crew, Flight Dispatch, OCC & Crew Logistics.
Associate Director- Flight Dispatch
He/ she will be a qualified and DGCA approved Flight Dispatcher in charge of the
Central Flight Dispatch unit and will be responsible for implementing the company
Flight Operations and Flight Dispatch policies laid down in the Operations Manual
in conformity with DGCA rules and guidelines. He/she will be responsible for
Notification of any incident, accident, unlawful interference events etc. as per laid
down notification procedure. He will:
Provide operational support to crew through Flight Dispatch including,

but not limited to Flight Planning, Flight Watch, Weather Briefing and
communications as required by Company Policy.
Implement and enforce operational supervision standards, policies and
procedures pertaining to the Flight Dispatch function, in accordance with
Operations Manual, Flight Safety instructions and DGCA requirements.
Provide day-to-day functional, administrative, and technical direction to
the Flight Dispatch.
Ensure that Company flights are safely and efficiently planned, cleared,
and monitored in accordance with established standards, regulations
and flight operations policies.
Be responsible for disruption containment due weather, industrial unrest
etc.
Analyze delays on the network, suggest ways to minimize them and
recommend changes in procedures for smooth functioning.
Ensure that all Flight Dispatch personnel are provided with adequate
training, assessment and route familiarization suitable to the position
being held within the Flight Dispatch.
Providing work schedules which ensure adequate and efficient Flight
Dispatcher staffing.
A-1-46
Effective 09-Jul-14
1.3.32
FLT.OMA
ISSUE II, Rev 04
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Associate Director - Flight Dispatch to ensure delegation of authority and

assignment of responsibility within the management system for liaison with
regulatory authorities, original equipment manufacturers and other external entities
relevant to operational control.
In the absence of the post holder, designated Sr. Manager/Manager will assume
all functions of Associate Director - Flight Dispatch.
1.3.33
Senior Manager Flight Dispatch
Will be a qualified and DGCA approved Flight dispatcher who is in-charge of the
Central Flight Dispatch Unit and will be responsible for implementing the company
Flight Operations Dispatch policies laid down in the Operations Manual and in
conformity with DGCA rules and guidelines. He/she will be responsible for
Notification of any incident, accident, unlawful interference events etc. as per the
laid down notification procedure. He will:
a)
b)
c)
d)
e)
f)
Implement and enforce operational supervision standards, policies and

procedures pertaining to the Flight Dispatch function, in accordance with
Operations Manual, Flight Safety instructions, and DGCA requirements
Analyze delays on the network, suggesting ways to minimize them and
Ensure that all Flight Dispatch personnel are provided with adequate
training, assessment and route familiarization suitable to the position
being held within the Flight Dispatch as per directions of Associate
Director - Flight Dispatch.
Preparing the operating and capital expenditure budgets relative to Flight
Dispatch.
Maintain himself current and his approval valid for him/her to be able to
discharge his/her responsibilities and maintain adequate supervision and
A-1-47
Effective 09-Jul-14
Preparing the operating and capital expenditure budgets related to Flight

Dispatch.
Associate Director - Flight Dispatch will work in close coordination with
Director - Flight Operations Support who is responsible for long term
formulation of Flight Supervision processes and interaction with all Nodal
agencies including DGCA, Airport authorities and Vendors.
g)
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
In the absence of the post holder, designated Manager will assume all functions of
Senior Manager - Flight Dispatch.
1.3.34
Manager Dispatch
Will be a qualified and DGCA approved as Flight dispatcher who is incharge of the Central Flight Dispatch Unit and will be responsible for
implementing the company Flight Operations Dispatch policies laid down
in The Operations Manual and in conformity with DGCA rules and
guidelines. He/she will be responsible for Notification of any incident,
accident, unlawful interference events etc. as per the laid down
notification procedure. He/she will provide operational support to crew
through Flight Dispatch including, but not limited to, Flight Planning,
Flight Watch, Weather Briefing, and communications as required by
Company Policy. He/ She will:
a)
Provide day-to-day functional, administrative, and technical direction to

the Flight Dispatch.
b)
Ensure that Company flights are safely and efficiently planned, cleared,
and monitored in accordance with established standards, regulations and
flight operations policies.
c)
Be responsible for disruption containment due weather, industrial unrest

etc.
d)
Analyze delays on the network, suggesting ways to minimize them and

e)

f)
Maintain himself current and his approval valid for him/her to be able to
discharge his/her responsibilities and maintain adequate supervision and
control.
A-1-48
Effective 09-Jul-14
control.
Sr. Manager-Flight Dispatch will work in close coordination with Flight
Operations Support who is responsible for long term setting up of Flight
Supervision processes and interaction with all Nodal agencies including
DGCA, Airport authorities and Vendors.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
Manager-Flight Dispatch will work in close coordination with Flight

Operations Support who is responsible for long term setting up of Flight
Supervision processes and interaction with all Nodal agencies including
DGCA, Airport authorities and Vendors.
h)
Manager-Flight Dispatch will ensure that in the case of absence of Duty

Manager Flight Dispatch in a shift, the responsibility for operational
control functions is assumed by qualified personnel.
In the absence of the post holder, designated Duty Manager will assume all
functions of Manager - Flight Dispatch.
1.3.35
Duty Officer Flight Dispatch
This function is performed by Deputy Manager in Flight Dispatch and in

their absence senior most Assistant Manager will assume the role of Duty
Officer Flight Dispatch.
He/she is responsible for the working of the Flight Dispatch Shift and ensuring that
all Flight dispatch activity is effectively executed. He/she will be responsible for the
Notification of all Incidents, accidents, unlawful interference to his superiors. He
will be a qualified and DGCA approved flight dispatcher and will be responsible to
keep his approval current.
He is responsible for:
a)
b)
c)
d)
e)
f)
g)
Supervision, on day-of-flight for the Company network, based on the

inputs provided by Flight Dispatcher, Operations Controller, Maintenance
Coordinator and Airport Dispatch Coordinator.
Exercise flight supervision and assist the PIC to decide on initiation,
continuation, termination, diversion and cancellation of flights due
operational, technical, environmental or any other reasons.
Ascertaining the availability of aircraft and crew to operate the flights
scheduled for the day and plan rescheduling, if required.
Monitoring all delays and taking pre-emptive and corrective measures to
contain the extent and duration of delays.
Providing quick flight planning assistance when desired by the
Commander.
Arranging for re-routing, re-planning of flights, if required.
Compiling information about all operational delays over the network for
A-1-49
Effective 09-Jul-14
g)
h)
1.3.36
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
the duration of his duty.

Work in close coordination with flight Crew Scheduling.
Duties and Responsibilities of Controlling Flight Dispatchers
A Flight Dispatcher, qualified as per CAR mentioned above, is assigned the

responsibility of exercising safe and efficient operational supervision over flights in
conjunction with the Pilot-in-Command, on behalf of the Vice President (Flight
Operations).
Flight Dispatcher is responsible for:
a)
b)
c)
Exercising operational supervision and assist the pilot-in-command for

the safe &efficient planning and monitoring of a flight.
Performing Operational Flight Watch and for determining if changes in
operational and meteorological conditions may affect the safety of flights
within a prescribed area or on assigned routes, and for communicating
those changes to the Pilot-in-Command.
Maintaining the Flight dispatch written log and record of all Company
Radio Transmissions between OCC and Aircraft.
PRE-FLIGHT DUTIES
The developing, reviewing, authorizing, issuing and revising, as required, of
the Operational Flight Plan for all scheduled and nonscheduled flights
inclusive of training and test flight operations, in keeping with Safety,
Regulatory, Customer Service, and Company fiscal requirements.
Assisting the PIC for the release of an aircraft to operate in accordance

with the terms and conditions established by the Operational Flight Plan.
However the final decision lies with the Pilot in Command.
Analyzing operational conditions and identify any opportunities that may
constrain, impede or benefit operational capabilities inclusive of, but not
limited to weather, facilities, Air Traffic Control, and aircraft performance.
Analyzing operational and meteorological conditions to evaluate and
determine the safest and most efficient minimum fuel requirement.
A-1-50
Effective 09-Jul-14
The Indian Aircraft Rules and DGCA issued CARs have not considered flight
dispatchers as a licensed category and they operate subject to an approval
accorded under CAR Section 7, Series M-Part II.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
Formulating and implementing revised Operational Flight Plans when

conditions warrant, and for communicating the revised plans to the Pilotin-Command.
To provide the Pilot-in-Command with a thorough and professional flight
crew briefing package, covering all significant information which may
impact the operation of his flight.
Soliciting, interpreting, and maintaining current flight and field conditions
reports, NOTAMs etc. to provide flight crew with the latest operational
information.
Providing and communicating revised information for Load Control with
total fuel requirements and aircraft weight limitations that maximizes
revenue payload potential while satisfying all Safety standards.
Communicating to Air Traffic Control Services all Operational Flight Plan
requirements.
Resolving with Maintenance Control, the pilot-in-command, Flight
Operations Management Pilots, as required, problems caused by any
aircraft deviation from standards including MEL, which may limit or
impact flight operational capabilities, and to communicate any
operational limitations to the respective operating Departments, as
required.
Apprising respective operating departments and Flight Operations
Management Pilots, if warranted, of any reported deviations from
standard which occur during flight and which could impact down line
scheduling integrity.
During irregular operations, congruent when practical with the Pilot-inCommand, advising flight delays to Associate Director Flight Dispatch/
Director-OCC; and when conditions warrant, recommending flight
cancellations, and initiating alternative plans.
Providing timely analysis of meteorological risk which may reasonably be
anticipated to impact local and/or system operations including aircraft on
layover, to Maintenance and Ground Operations.
Administering, managing, and implementing economic fuel policies to
maximize company profitability, subject to operational constraints and
within proper Safety parameters
Ensuring, on day-of-flight, which the Flight Dispatch function performs
safe and efficient Operational supervision in accordance with all
A-1-51
Effective 09-Jul-14
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
Company policies and procedures.

To advise on delay / cancellation of the flight or otherwise decide on a
possible / alternative routes which may be flown safely in accordance
with company procedures & standards, taking into account likely weather
conditions at the destination and alternate aerodromes; en-route
weather; with the maximum fuel load possible.
Obtain the Pilot-in-command's signed concurrence with the operational
flight plan and flight release;
Note: A Flight Dispatcher shall avoid taking any action that would conflict with
the procedures established by:
Air Traffic Control

the meteorological service
the communications service
Authority of Commander
IN -FLIGHT DUTIES
a)
b)
After a flight has departed a flight watch shall be maintained till the flight
lands at the destination or in case of a diversion a watch must be kept on
the flight to the alternate and its departure thereafter to the destination.
During flight watch, weather at destination & alternate should be
monitored and the commander of the flight advised of any weather
deterioration through available communications channels.
Capturing up-to-date flight progress information of assigned flight
movements (Flight Watch) and to ensure that the flight movement
information is both current and accurate.
POST-FLIGHT DUTIES
The Flight Dispatcher on duty shall:
a)
b)
Ensure that all reports of the commander are sent to Chief Pilot (Line).
Remain on duty unless he has been properly relieved.
A-1-52
Effective 09-Jul-14
1.3.37
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
Assistant Manager OCC
Assistant Manager - OCC will function under the Flight Dispatcher and be
responsible for all VHF/HF communication and maintain records/logs of all
communication and will monitor all company frequencies on real time
basis. He/she will have readily available information on latest weather,
airfield limitations etc. for assistance of Flight Dispatcher and Flight Crew.
He/she may be asked to prepare an operational flight plan under the
guidance of Flight Dispatcher, who will however be responsible to verify its
correctness. Get en-route significant weather information from
Meteorologist and communicate to flight crew through ACARS or available
channels of communication.
In addition, following are the list of duties and responsibilities of Assistant
Manager - OCC:
i)
ii)
iii)
iv)
v)
vi)
vii)
viii)
To perform job responsibilities as allocated to him by Duty Officer - Flight

Dispatch.
To assist Flight dispatcher in Flight follow-up.
To retrieve FIC/ADC for all flights. To follow-up wherever ATS plan not
available and take appropriate action i.e. to extract ATS PLAN from OFP
and send it to respective station / ATC unit.
To prepare automated RPL report and fax to the respective ATS units.
To monitor maintenance status of Aircraft, ZFW change mails and Crew
roster on daily basis for conditional crew and change in crew pattern and
to inform Flight Dispatchers accordingly.
To assist/prepare the formatted automatedFlight Release in the word
document as per our current schedule and Pilot roster/Aircraft rotation.
To follow-up with IndiGo MET and confirm Summary weather brief/ Met
Folder is placed in MET shared folder and same to be placed in
respective flight folder well in time.
To retrieve NOTAMs through RBT system, edit flight wise/FIR wise and
place in the respective folders.
A-1-53
Effective 09-Jul-14
Assistant Manager - OCC are operations personnel assigned duties in

OCC to assist flight dispatch in operations supervision. They are suitably
trained to perform their job functions efficiently.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
Assistant Manager Operations Control Center & Flight

Dispatch
1.3.38
His duties and responsibilities are as follows:

a)
Assistant Manager (OCC & Flight Dispatch) will be responsible to

maintain all documents and publications necessary for provision of
technical support on operational matters. List of documents/publications
requires maintaining & updating for this purpose are given below:i)
Aircraft Flight Manual (AFM)
ii)
Flight Crew Operations Manual (FCOM)
iii) Cabin Crew Training Manual

iv) RTOW Charts folders
v)
MEL/CDL
vi) Operations Manual

vii) Flight Dispatch Manual
viii) DGCA Circulars
A-1-54
Effective 09-Jul-14
ix) To assist Flight dispatcher to prepare the flight folder, convert into PDF
and upload on IndiGo world portal.
x) All Executive-OCC should be familiar with MC Plot, ACARS, MET PLUS,
Report Engine,
xi) Checklist Amendment etc.
xii) To monitor ACARs messages & handle company frequency.
xiii) To attend incoming telephone calls and transfer calls to respective Flight
Dispatcher i.e. according to responsibilities assigned.
xiv) To clear Post-flight folders on daily basis.
xv) To perform job responsibilities as allocated to various groups i.e.
Document Updation, Schedule Change Activities etc.
xvi) Attend ROC meetings as and when required.
xvii) Visit and brief station staff regarding ATC and other procedures before
commencement of operation to new stations.
xviii)To perform any other tasks assigned by Associate Director Flight
Dispatch/ Sr. Manager/ Manager -Flight Dispatch.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
ix) NOTACs/ C NOTAMS/ Technical Notice/ Operations Notice

x)
Technical Circular (QAN) issued by Engineering/ Quality Control
xi) Aircraft Manual of India
xiii) AICs
xiv) AIP Supplement
xv) Civil Aviation Requirements (C A R)
xvi) Jeppesen Route Manual
xvii) ICAO Annexes
xviii) Defence Airfields IAL Charts
xix) Any other relevant documents/publications including security alerts
and Flight Crew Bulletins.
b)
All the above documents are to be kept updated by Assistant Manager

(OCC & Flight Dispatch).
c) Maintain a record of revisions received and action taken.
d) Keep the record of all the documents, their updating and status.
e) Keep and maintain a file in the Flight Dispatch Section for various
circulars on emergencies, hijacking, bomb scare and incidents/accidents.
f) Follow up of post flight folders or FSR required by flight safety.
g) Check the board for watch hours, any closure, and firefighting category
etc.
h) Update Admin info file for dispatchers on daily basis.
i) Get approvals for the new staff inducted and update his records in
Dispatch documents.
j) Order the Stationary as and when required in consultation with that
group in charge.
k) Update routine check file whenever routine check of any station done by
dispatchers.
l) Brief the trainees who go for FD training, renewals/refreshers and
provide them required forms.
m) Update Dispatch directory with latest tankering, fuel policy, performance
factor etc.
A-1-55
Effective 09-Jul-14
xii) AIPs
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
In the absence of Assistant Manager (OCC & Flight Dispatch), the above jobs and
responsibilities are delegated to the Executive in shift.
1.3.39
Executive-OCC / Controllers
Executive-OCC will function under the Flight Dispatcher and be responsible for all
VHF/HF communication and maintain records/logs of all communication and will
monitor all company frequencies on real time basis. He/she will have readily
available information on latest weather, airfield limitations etc. for assistance of
Flight Dispatcher and Flight Crew. He/she may be asked to prepare an operational
flight plan under the guidance of Flight Dispatcher, who will however be
responsible to verify its correctness. Get en-route significant weather information
from Meteorologist and communicate to flight crew through ACARS or available
channels of communication.
In addition, following are the list of duties and responsibilities of Executive-OCC:
i)
ii)
iii)
iv)
v)
vi)
vii)
viii)
ix)
To perform job responsibilities as allocated to him by Duty Officer - Flight

Dispatch.
To assist Flight dispatcher in Flight follow-up.
To retrieve FIC/ADC for all flights. To follow-up wherever ATS plan not
available and take appropriate action i.e. to extract ATS PLAN from OFP
and send it to respective station / ATC unit.
To prepare automated RPL report and fax to the respective ATS units.
To monitor maintenance status of Aircraft, ZFW change mails and Crew
roster on daily basis for conditional crew and change in crew pattern and
to inform Flight Dispatchers accordingly.
To assist/prepare the formatted automated Flight Release in the word
document as per our current schedule and Pilot roster/Aircraft rotation.
To follow-up with IndiGo MET and confirm Summary weather brief/ Met
Folder is placed in MET shared folder and same to be placed in
respective flight folder well in time.
To retrieve NOTAMs through RBT system, edit flight wise/FIR wise and
place in the respective folders.
To assist Flight dispatcher to prepare the flight folder, convert into PDF
and upload on IndiGo world portal.
A-1-56
Effective 09-Jul-14
Executive-OCC are operations personnel assigned duties in OCC to assist flight

dispatch in operations supervision. They are suitably trained to perform their job
functions efficiently.
x)
xiv)
xv)
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
All Executive-OCC should be familiar with MC Plot, ACARS, MET PLUS,

Report Engine,
Checklist Amendment etc.
To monitor ACARs messages & handle company frequency.
To attend incoming telephone calls and transfer calls to respective Flight
Dispatcher i.e. according to responsibilities assigned.
To clear Post-flight folders on daily basis.
To perform job responsibilities as allocated to various groups i.e.
Document Updation, Schedule Change Activities etc.
To perform any other tasks assigned by DGM Flight Dispatch/ Sr. Manager/
Manager -Flight Dispatch.
1.3.40
Meteorologist
Meteorologists function under the Manager Operations Control and are

responsible for
a)
Collecting and analyzing meteorological

Meteorological Department (IMD) websites
b)
Prepare MET Folders for all IndiGo flights in accordance with DGCA
rules.
c)
Forecast inclement weather for the entire IndiGo network,
d)
Provide general, country-wide and international forecast to assist

Operations Co-ordination Centre with operational decision making.
e)
If destination weather deteriorates provide latest METAR /SPECI to

aircraft in flight.
f)
Keep watch on weather requests through ACARS
1.3.41
data
from
Indian
Executives (Flight Operations Support)
Flight Operations Support Executives shall be accountable to Manager Flight

Operations Support/ Manager Flight Operations, and are responsible for;
a)
Update and maintain base library
b)
Update and maintain aircraft library
c)
Update and Simulator library

A-1-57
Effective 09-Jul-14
xi)
xii)
xiii)
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
d)
Disseminate Company Notices, TR, e-manual to Crew
e)
Any other duty assigned by Manager Flight Operations Support.
1.3.42
Executives (Training)
1.3.43
a)
Assist Manager Flight Operations in renewal of crew licenses, and

related activities
b)
Assist Manager Flight Operations in renewal of crew medical , and

related activities
c)
Any other duty assigned by Manager Flight Operations

Communication Pyramid
A communication system has been established within the organisation that

enables and ensures an effective exchange of information relevant to the conduct
of flight operations throughout the flight operations management system and
among operational personnel. The pyramid given below indicates the flow of
communication. However there is no restriction on direct communication at
different levels for the sake of speed and necessity.
Note: Fleet Captain (Safety) communicates directly with Vice President (Flight Operations).
A-1-58
Effective 09-Jul-14
Flight Operations Training Executives shall be accountable to Manager Flight

Operations and are responsible for;
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
Coordination with Other Departments
It is to be ensured that the issues that affect operational safety and security are
coordinated among personnel with expertise in the appropriate areas within the
flight operations organization and relevant areas outside of flight operations, as
appropriate. The issues that could affect operational safety and security include
aircraft modifications, new equipment, new destinations/routes, or regulatory
changes. The flight operations shall ensures that necessary internal and external
coordination occurs through the meetings or other means of liaison (e.g. e-mail,
memos, conference call and meetings). The following aspects may need constant
liaison with various departments on day to day basis.
i)
ii)
iii)
iv)
v)
vi)
vii)
viii)
ix)
Flight safety;
Cabin operations;
Engineering and maintenance;
Operations engineering;
Operational control/flight dispatch;
Human resources;
Ground handling, cargo operations and dangerous goods;
Manufacturers, (AFM/AOM, operational and safety communication);
Regulatory agencies or authorities.
A-1-59
Effective 09-Jul-14
1.3.44
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
1.4
CREW MEMBER RESPONSIBILITY
1.4.1
Crew Member shall not perform duties On an Airplane:

while under the influence of any drug that may affect his
faculties in a manner contrary to safety.
b)
following deep sea diving except when a reasonable time

period has elapsed.
c)
following blood donation except when a reasonable time

period has elapsed.
d)
if he / she is in any doubt of being able to accomplish his

assigned duties
e)
if he / she knows or suspects that he is suffering from

fatigue, or feels unfit to the extent that the flight may be
endangered.
f)
if she is pregnant.
g)
Under the effect of Illness, surgery or use of medication
It shall be the responsibility of every crew member to immediately bring to the

notice of the cockpit crew scheduling if he/she is unable to perform duties on an
airplane for any of the above mentioned applicable reasons.
He / she shall not:
1.4.2
I.
consume alcohol in contravention of the DGCA and company rules
II.
commence a flight duty period with a blood alcohol level in excess

of permissible limits
III.
consume alcohol during the flight duty period or whilst on standby
IV.
engaging in any kind of problematic use of psychoactive

substances
Crew Advocacy
It is the responsibility of all aircrew to bring to the attention of the Commander any
departure from prescribed procedures and safe practices. This is essential so that
the Commander is aware and understands the particular situation to enable him to
A-1-60
Effective 09-Jul-14
a)
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
take appropriate action. This is especially relevant to all co-pilots, who due to large
experience/age gap may be hesitant. The Co- Pilot shall bring any potentially
unsafe flight condition immediately to the attention of the Commander.
Two Communication Rule
1.4.3
Flight Crew Members Responsibility In Case Of Special Crew

Pairing
The table below clearly determines the Designated Captain when special crew
pairing is planned by the Company.
TYPE OF FLIGHT
Line
Training
Commercial
flights
or
checking
situations
No training
or
checking
Left hand
seat
Right hand
seat
CAPT
FO
CAPT
TRG
CAPT
CAPT/T
TRG CAPT
Training
Captain
FO
TRG CAPT
TRG
CAPT
FO/T
CAPT
CAPT
FO
TRG CAPT
TRE
TRI
CAPT
CAPT (b)
A-1-61
Observer
Remarks
Crew Line check
CAPT line check
FO line check
Safety
Additional
Pilot (a)
CAPT IOE
FO IOE
Standard crew
Lack of FO and no
CAPT qualified on
the right hand seat
Effective 09-Jul-14
The pilot flying shall respond to any flight related standard callout communication
made by the pilot not flying (PNF) with regard to deviation from standard operating
procedure, standard practice and any deviation beyond the stipulated parameters
laid down for the different phases of flight. The oral response shall be check,
indicating that the pilot flying is aware of the deviation followed by the oral
response correcting, indicating that he is initiating corrective action. If there is no
response to two verbal standard callout communications, the PNF must promptly
evaluate if a situation of pilot incapacitation exists. If the airplane is in an unsafe
flight condition, or is likely to enter an unsafe flight condition, the PNF shall
immediately take over control by calling I have controls and pressing the side
stick takeover pushbutton so that flight control priority is transferred to his side
stick and the other side stick is deactivated.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
TRG
Base training
FO/T
(OBS)
CAPT
CAPT/T
TRG CAPT
(OBS)
Designated by Vice President (Flight Operations)
c)
Special flights = maintenance check, Aircraft positioning flight

CAPT= Captain, CAPT/T= Captain on Training , FO= First Officer
FO/T= First Officer on Training, OBS= Observer
TRG CAPT = Type Rated Examiner / Instructor / Check Pilot
Each time a TRG CAPT is operating as Pilot Flying or Pilot non-Flying, he has to
take the responsibility of the flight.
When a TRG CAPT is Observer, he must not interfere in any decision process
except on the Commander request. Nevertheless, he may provide advice, at the
appropriate time, about the management of the flight.
1.5
DUTIES AND RESPONSIBILITY OF COMMANDER
1.5.1
Position in the Organisation
The Commander is directly subordinate to the Chief Pilot (Line). It should be

recognised, however, that he also has certain duties, as described by law.
1.5.2
Status and Conduct
For each Flight, the company designates the Commander. A Commander is a

senior official of the Company. He is expected at all times to act as such in relation
to his duties and responsibilities. In addition to setting and maintaining a high
standard of self discipline, the Commander is responsible that his/her crew attain
an equally high standard. He must ensure that orders are correctly given and are
always promptly obeyed and do his utmost to develop a high level of "Espirit de
Corps".
IndiGo Pilots are professional and are required to conduct themselves in a manner
consistent with the highest professional standards. The inherent nature of our
operations requires the maintenance of the highest level of safety and public
confidence.
A-1-62
Effective 09-Jul-14
Special flights (c)

Note:
a)
Safety additional pilot if required by Airline during Initial Line Training (IOE)
b)
Airline Captain trained on the right-hand seat, designated to be the Co-pilot for
this flight.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
1.5.3
Period of Command
The designated Commander assumes command the moment he accepts/signs

the aircraft acceptance (Flight Report Book / Technical log book) and /or enters
the aircraft with the intention of carrying out a flight, whichever is earlier. His
command continues until the termination of his flight duty when he/she completes
all the post flight documentation and leaves the aircraft.
1.5.4
Responsibility and Authority
The Commander is responsible for the safe execution of the flight and for the
safety of the aircraft and its occupants, baggage and freight during the flight. He is
also responsible for discipline on board and orderly conduct of the flight. He shall
have the final authority as to the disposition of aircraft while he is in command. He
has the authority to take such measures as necessary for the safety of the flight
and in this connection he may take such reasonable measures as are necessary
for order and discipline on board. These measures may include the restriction of
freedom of one or more occupants until they are delivered to the competent
authorities. This general description of the Commander's legal responsibility
requires elucidation on the following points:
a)
The legal text leaves many specific questions open to interpretation.

It is, however, a basic philosophy of our legal system to leave room
for judgment against the specific circumstance prevailing at the time.
b)
This legal philosophy implies that the law draws no strict lines as to
the beginning and end of the Commander's responsibility and
authority, and it does not exclude the responsibility of others at the
same time as that of the Commander (for instance, Authorities on
the ground, ATC, etc.). The company has however, defined the
period of command above.
c)
The term 'flight' as used in the law may in general be assumed to

represent the period between 'doors closed' and `door open'
A-1-63
Effective 09-Jul-14
The discipline required to maintain these extremely high standards, calls for the
constant attention of both management and pilots. When dealing with any breach
of personal conduct it is recognised that no two situations are quite alike.
Therefore, apparently different treatment may be required for circumstances that
might be facially similar. Thus, judgment must be used in dealing with any breach
of professional conduct.
1.5.4.1
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
General
The Commander will:

maintain over-all responsibility for the flight execution; be the
representative of the company when dealing with other crew
members during flight duty time and at layovers, and towards
passengers in his capacity as Commander of the airplane;
b)
promote an atmosphere under which optimum crew co-operation

may be expected;
c)
be responsible for flight preparation and execution in compliance

with legal and company regulations;
d)
report facts which may influence the quality of the general flight
execution to his Chief Pilot;
e)
have no doubts about his condition and proficiency when reporting

for duty.
f)
The Commander whether handling the controls or not is responsible

for the operation of the aircraft in accordance with Rules of the Air
except that he may depart from these rules in circumstances that
render such departure absolutely necessary in the interest of safety.
g)
It is incumbent on the Commander to comply with laws, regulations

and procedures of the state in which the aircraft is flown. This
includes complying with all health, Custom and Immigration laws in
force. He / She shall ensure that no crew violates any of these laws
and no contraband or unauthorised articles are placed anywhere on
board an aircraft. If an emergency situation arises which endangers
the safety of the aircraft or personnel and necessitates taking of
action which involves violation of local regulation or procedures, the
Commander shall notify the appropriate local authority. A report shall
be submitted of any such emergency action to the DGCA through
the Vice President (Flight Operations) as soon as possible.
h)
At Base stations, upon arrival at the briefing area, it shall be the

responsibility of the Lead Cabin Attendant to contact the Captain
once all Cabin Attendants are present. Immediately as this happens,
the Captain shall assemble the other pilot/s and all the Cabin
A-1-64
Effective 09-Jul-14
a)
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
Commander and Lead will cross check / confirm with each other
regarding PFMC compliance for their respective crew & self.
i)
During transit flights when a crew change occurs, the joining Cabin
Attendants must visit the cockpit and introduce themselves to the
pilots when time and their duties permit. In this scenario, the
introduction will not be insisted upon by the Captain, and will only be
done if the Lead determines that it will not impact boarding or
passenger service. The underlying principle will be that a face-toface meeting between the pilots and cabin crew enhances a feeling
of teamwork, and if possible under the prevailing circumstances, the
Lead shall facilitate this. In all cases, the Captain shall brief the Lead
before doors closing, upon the Lead presenting the details of Cabin
Attendants.( Flight Dispatch Activity Responsibility Matrix is placed
at Para 1.7.10.15 of this chapter)
Cabin crew joining (flight deck Crew remains same)

As and when the Lead reports to the flight deck for giving the preflight check, she will confirm to the commander that all the crew have
done their PFMC.
A-1-65
Effective 09-Jul-14
Attendants. He will conduct a short 3-4 minute briefing with the intent
of creating a harmonious, congenial, and professional atmosphere
amongst all crewmembers, using best CRM practices. It is
recommended that this briefing be completed by D-55 (Domestic) /D70 (International) at the latest, because the cabin attendants need to
complete their briefing and be at the aircraft by D-45 (Domestic)/ D60 (International). In case the Captain does not at this stage have
specific briefing details on the flight, this meeting should
nevertheless be conducted during this time window, as its purpose is
to enhance the feeling of being part of the same team and for the
crewmembers to get to know each other. Specific details can be
briefed to the Lead Cabin Attendant once in the cockpit.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
Flight Deck crew joining (Cabin Crew remains same)

As and when the Flight deck crew conducts the joint Pre-flight
briefing on board, he/she will confirm to the Lead that the crew has
done PFMC.
1.5.4.2
j)
The Commander is responsible for ensuring that all passengers are

fully briefed on safety procedures and that all emergency exits are
kept clear during flight.
k)
The primary responsibility of the Commander is that he must not

commence a flight when in his judgment the aircraft is not in a
satisfactory condition and to conduct the flight in a safe manner in
order to maintain a high level of safety. It is his obligation to report
any areas of operation which could be detrimental to safety. This
includes but is not limited to items such as mechanical problems,
weather, crew proficiency, airport facilities or ATC problems. This is
to permit the airline to initiate follow up action. The Commander is
responsible for filing de-briefing reports and ensuring reporting of
accident/incident as per laid down procedures.
l)
In the absence of Company Ground Personnel, the Commander

during his period of command is also responsible for the safety of the
aircraft passengers, crew and their comfort while on the ground. He
shall make all efforts to mobilise available resources until Company
personnel are available to takeover and resume their responsibilities.
Flight Preparation
The Commander will:

a)
acquaint himself with all relevant particulars and latest instructions

concerning aircraft type and flight to be flown
A-1-66
Effective 09-Jul-14
He shall confirm that all pre-departure drills and safety checks are
completed. Should a Commander's duties detain him and he is
unable to board the aircraft before the passengers, he must ensure
that all preparations are made by the remainder of the crew so that
departure can be made with a minimum delay after he boards the
aircraft.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
b)
co-ordinate the flight preparation and ascertain that all aspects have
been covered
c)
convince himself of the airworthiness of the aircraft and have no doubts

as to the fitness and proficiency of his crew members
Flight Execution
The Commander will:

a)
be responsible for the operation and safety of the airplane and for the
safety of all persons on board, during flight time
b)
be responsible to ensure that passengers and crew are seated and

strapped during takeoff and landing and when the seat belt sign is 'ON'.
The crew may be allowed to conduct their duties with the Seat Belt sign
ON if the Commander considers it safe to do so.
c)
ensure that checklist and standard operating procedures are adhered to

and thoroughly carried out
d)
be responsible for notifying the nearest appropriate authority by the

quickest available means of any accident involving the airplane resulting
in serious injury or death of any person or substantial damage to the
airplane or property
m) be responsible for reporting all known or suspected defects in the

airplane at the time of termination of the flight. The commander shall
inform OCC & MCC of the defect and associated MEL application
through ACARS, when the defect is accepted after the cabin doors
closure and the flight is continued.
e)
be responsible for certifying the Flight Report / journey log book or

equivalent document
f)
co-ordinate all crew duties as described in company manuals
g)
direct his flight management in such a manner that all cockpit crew
members are constantly aware of his intentions
h)
take all actions which may improve the efficiency and comfort of the
flight, without having any adverse effect on safety
A-1-67
Effective 09-Jul-14
1.5.4.3
FLT.OMA
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CHAPTER 01
take all actions deemed necessary to ensure the safety of the flight; if
these actions divert from prescribed procedures he will (if time permits)
do so in consultation with the other crew members and submit a report
about his action to his Chief Pilot (Line)
j)
be responsible to file a debriefing report on completion of every flight

duty in the event that in his opinion any matter needs the attention of
management
k)
In case of diversion, advise OCC using any possible means, about the
planned course of action
l)
In case of diversion to an airport where company personnel are not

available, remains in-charge of the flight until airport services personnel /
handling agent and/or engineering personnel arrive.
1.5.4.4
Commanders Emergency Authority
Nothing contained in this manual is to be construed as relieving a Commander of

his responsibilities to take any action in an emergency or under unusual
circumstances, in order to preserve the safety of the aircraft, its occupants, mail
and freight.
Whenever a Commander uses his emergency authority, a Use of Emergency
Authority Report, as specified in Company Operations Manual Part B shall be
submitted.
1.5.4.5
Customer Relations
It is very important that our customers experience of IndiGo is consistent and

standardized. Attention to the little details is one way that IndiGo can create a
competitive advantage in the marketplace.
It has been decided that one of the pilots, preferably the Captain, from now on,
after completion of the Parking Checklist, is required to be at the forward exit to
wish our customers Good Bye and thank them for flying IndiGo.
This instruction is inviolate and applies to all Pilots on IndiGo flights irrespective of
their rank.
Instructions exist on the cockpit door being kept open when on ground to
encourage children (our future customers and employees) to visit the flight deck,
something all children would love to do.
A-1-68
Effective 09-Jul-14
i)
FLT.OMA
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CHAPTER 01
Cabin attendants will encourage customers and especially children to peep into
the cockpit while deplaning. Pilots are expected to be polite and friendly in such
cases. There is a proposal to gift Log Books to children which when presented
should be signed by the Captain.
1.5.4.6
VIP Passengers - Handling
The company will refer certain persons as VIP passengers. The Captain will be
informed of the presence of such passengers on his flight before departure.
The Lead will check with the Captain if he would like to greet/pay his compliments
to the VIP passenger/s before departure. Time and duties permitting, it is expected
that the Captain will personally meet the VIP passenger/s and welcome him/her
before doors close. If this is not possible, the Captain must ask the Lead to do so
on his behalf.
During the flight, all courtesies will be extended to the VIP passenger/s by the
Lead. The Captain is requested to inquire and assure the same. Any courteous
but professional gesture (like sending a business card with a short note) from
the Captain / crew are welcome.
As per existing procedure, the Captain (or other pilot depending on post-flight
duties) is required to say Goodbye and thank all passengers, including the VIP.
Remember that every action mentioned above must display professionalism and
not over do them. Also, do not let the other passengers feel that all the attention is
only being given to the VIPs.
1.5.4.7
On-Time Performance
DGCA regularly monitors companys ON-Time performance on behalf of travelling

public. In case of frequent delays, operational slots at various airports can be
threatened. While some delay reasons are external to the airline and are beyond
control, there are others which can be managed. As an important operating
department Flight Operations has a major role to ensure that the controllable
reasons of delays are kept effectively under check.
A-1-69
Effective 09-Jul-14
The above instruction is not intended to override the existing DGCA order on
cockpit entry in flight. i.e. between the closing of the Cabin doors before departure
and their opening on arrival.
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Procedure:
The Company expects, passenger boarding is targeted to be completed at ETD15 min.
Crew reporting late is an avoidable reason of delay. Crew are expected to report
No Later than 1:00 hr (domestic)/1:15 hr (International) prior to the notified
departure time. In case of a pick up or en-route delay crew must contact OCC
ASAP and advise OCC of the situation.
Reporting Sick at last minute causes irreparable damage to our ON-Time
performance. This last minute report Sick inconveniences fellow crew members
and destabilizes the roster. If a crew member feels that he is medically unfit to
exercise the privileges of his license, MUST inform crew scheduling as soon as
possible instead of intimating at the last minute.
1.6
DUTIES AND RESPONSIBILITIES OF CREW MEMBERS OTHER

THAN THE COMMANDER
1.6.1
Co-Pilot
1.6.1.1
General
The co-pilot is:

a)
subordinate to the Chief Pilot and to the commander during the

flight duty and flight execution;
b)
expected to report facts which may influence the quality of the

general flight execution to the commander and to the Chief Pilot;
c)
to have no doubts about his condition and proficiency before

starting a flight and during flight execution.
d)
is equally responsible for the safety of flight operations.
A-1-70
Effective 09-Jul-14
To achieve this target, Airport Services personnel at various airports are required
to start boarding as soon as feasible. Specific clearance from the Commander is
not required. Pilots are NOT repeat NOT to insist that passenger boarding is
delayed or interrupted except for reasons affecting safety of aircraft operations. In
case of such an action, a Pilot report, justifying the reasons why boarding was
delayed / interrupted, must be submitted.
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CHAPTER 01
The Co-pilot is under the direct supervision of the Commander and shall
carry out all duties pertaining to the operations of a flight as directed by
him and any other duty as may be assigned from time to time.
He does not have authority to directly reprimand the cabin attendant, but
shall bring the lapses to the notice of the Commander.
The Co-pilot shall remain at his station at all times during flight except
when authorised to leave his station by the Commander.
He shall not normally alter any flight condition, controls, switches etc.
without the knowledge and approval of the Commander except where
such alteration is necessary in an emergency.
The Co-pilot shall read out the check list at the appropriate time and
ensure its compliance.
The Co-pilot shall normally maintain a listening watch on R/T when within
Area, Approach or Airport Control boundaries and shall make position
reports as and when required.
The Co-pilot shall periodically obtain destination and alternate weather.
When a Co-pilot is carrying out under supervision PF duties, the
Commander will discharge all PNF duties. However, Commander will
retain the authority and responsibility for final disposition of the aircraft.
The Co-pilot is responsible for filling in all required documents and logs.
Aircraft defects will only be entered with the permission of the
Commander.
1.6.1.2
Flight Preparation
The Co-pilot will:

a)
acquaint himself with all relevant particulars and latest instructions

concerning aircraft type and flight to be flown;
A-1-71
Effective 09-Jul-14
The Co-pilot is responsible for the navigation of the airplane (unless a

navigator is carried on the flight). Any deviation from track shall be
brought to the attention of the Commander. If track deviation occurs due
to circumnavigation, weather etc., the Co-pilot Shall keep a track of the
airplane position at all times.
b)
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
advise the Commander if, in his opinion, any aspect of the flight
preparation has been overlooked.
Notes:
Co-Pilots, are considered to be potential Commanders, they shall
understand and study the duties and responsibilities of the Commander
in addition to their own, at all times
ii)
The most valuable instruction is the experience gained in actual flight

operations and therefore, flight operation techniques of the commander
will be studied.
iii)
Any methods or procedures which are not thoroughly understood shall

be requested from the Commander to be explained.
Flight Execution
The Co-pilot will:

a)
perform all duties as described in the company manuals under

the supervision of the Commander:
b)
assist in promoting an atmosphere in which a good

understanding and co-operation between the crew members
may be expected;
c)
be alert on developments which may endanger the safety of the

flight; if he believes these developments exist he will:
-
d)
Note: -
advise the Commander

ask the Commander to take appropriate action
if, in his opinion, strong doubts exist as to the physical or mental

fitness of the Commander (incapacitation) and/or immediate
action is required to prevent a highly critical situation, he shall
take such action as deemed necessary (if possible in
consultation and agreement with other crew members).
It is obvious that with the action described above, a highly undesirable
situation is created. All further initiatives should be aimed at the safe
completion of the flight.
A-1-72
Effective 09-Jul-14
1.6.1.3
i)
1.6.2
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ISSUE II, Rev 04
CHAPTER 01
Lead Cabin Attendant
The Lead Cabin Attendant is in charge of all cabin attendants in flight and is
responsible to the Commander for their duties on-board.
1.6.2.1
Flight Execution
The Lead Cabin Attendant will carry out the following responsibilities:a)
Allocate duties to the other cabin attendants, and maintain proper

team work and coordination on board, in consultation with the
Commander.
b)
Check turn out of all cabin attendants and report, if necessary.
c)
Conduct the pre-flight briefing to all cabin attendants on safety,

service and merchandise sale procedures and timings to be
followed.
d)
Take report from all cabin attendants regarding emergency

equipment and report to Commander.
e)
Take report from all cabin attendants regarding status of galleys,

toilets, cabin, catering stocks, etc.
A-1-73
Effective 09-Jul-14
At Base Stations, upon arrival at the briefing area, it shall be the responsibility of
the Lead Cabin Attendant to contact the Captain once all cabin attendants are
present. Immediately as this happens, the Captain shall assemble the other pilot/s
and all the Cabin Attendants. He will conduct a short 3-4 minute briefing with the
intent of creating a harmonious, congenial and professional atmosphere amongst
all crewmembers, using best CRM practices. During transit flights when a crew
change occurs, the joining cabin attendants must visit the cockpit and introduce
themselves to the pilots when time and their duties permit. In this scenario, the
introduction will not be insisted upon by the Captain, and will only be done if the
Lead determines that it will not impact boarding or passenger service. The
underlying principle will be that a face-to-face meeting between the pilots and
cabin crew enhances a feeling of teamwork, and if possible under the prevailing
circumstances, the Lead shall facilitate this. In all cases, the Captain shall brief the
Lead before doors closing, upon the Lead presenting the details of cabin
attendants
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
Check Cabin Defect Report Book and make appropriate entries, if

necessary.
g)
Ensure that all necessary announcements are made on time.
h)
Ensure that cabin services/sales are carried out as per norms laid
down.
i)
Take and advise all clearances to the commander
j)
Be responsible for receipt, safe custody and delivery of diplomatic

bags, pouches and high value consignments or other security
removed items on behalf of Commander and keep at safe place so
that they are inaccessible to any person during flight.
k)
The Lead Cabin Attendant must ensure that suitable announcement

to passengers are made as per announcement booklet provided to
each cabin attendant. These announcements must include usage of
seat belt, location of emergency exits, availability and usage of
oxygen masks and the safety cards available in each pocket, No
smoking, non-usage of electronic devices and mobile/cellular
telephones.
l)
Attend to any complaints or problem on board.
m) Report any cabin incident/accident on board to the Commander.

n)
Complete the Cabin Attendant Flight Report and submit on arrival.
The Lead Cabin Attendant must inform the Commander whenever smoke, fire,
unusual sounds or other abnormal conditions are observed. This information will
be passed on as follows:
Observations during
a) Taxi, cruise or descent
Warning to Commander
Immediately
b) take-off and climb out
Immediately. However, no calls will be made

during commencement of take-off roll till the
retraction of landing gear.
Immediately. However, no calls will be made
from extension of landing gear till the end of
landing roll. (No contact period)
c)
final approach
landing
and
A-1-74
Effective 09-Jul-14
f)
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
During an emergency, the Lead Cabin Attendant is responsible for preparation of

the cabin and execution of evacuation procedures, as specified in chapter 11,
Operations Manual, Part-B. If an evacuation is anticipated, she may request
assistance from any additional and non-working crew members.
Cabin Attendant
The Cabin attendants detailed for a flight will work under the Lead Cabin Attendant
and shall be under the direct command and supervision of the Commander during
the period of their duty and at lay over station.
The Cabin attendants shall keep their seat belt/harness fastened during take off,
landing and whenever the Commander so directs.
Cabin attendants rostered for a particular flight shall report to the Lead Cabin
Attendant who will brief them on any special procedure. The Lead Cabin Attendant
will allocate the other Cabin Attendants their duty stations with the concurrence of
the Commander. The duty station of any Cabin Attendant may be changed by the
Commander during the course of the flight.
The Cabin Attendant shall ensure the availability, accessibility and serviceability of
aircraft cabin emergency systems and equipment. This shall include a preflight
inspection of all systems and equipment, which, as a minimum, shall be conducted
by the cabin crew prior to the first flight:
After a new cabin crew or, if no cabin crew is used, a new flight
crew has assumed control of the aircraft cabin;
After an aircraft has been left unattended by the flight crew or
cabin crew for any period of time.
The duties and responsibilities of Cabin Attendant are laid down in detail in the
Safety & Emergency Procedures Manual but notwithstanding anything mentioned
therein a Cabin Attendant shall:
a)
Ensure that they maintain the highest standard of discipline courtesy,

decorum and turn out.
b)
Report any deficiency noticed in cabin, emergency equipment, cabin

cleanliness, catering stocks etc to the Lead Cabin Attendant.
A-1-75
Effective 09-Jul-14
1.6.3
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
If required by the Commander/Lead Cabin Attendant, ensure by

means of head count that the number of passengers on board tallies
with the number reflected on the trim sheet.
d)
Ensure that the passengers are fully briefed with regard to

emergency procedure etc. before take off and landing and a report
made thereof to the Commander through the Lead Cabin Attendant.
During in- flight emergency, shall instruct the passengers regarding
the emergency actions to be taken as appropriate to the
circumstances.
e)
Carry out in flight service and merchandise sales as per company

procedures notified from time to time
f)
Ensure that all crockery and cutlery are removed before take-off and
landing from the cockpit/passenger cabin unless instructed to the
contrary by the Commander.
g)
Ensure that all doors are closed, armed and disarmed on instructions
from the Cockpit crew.
h)
Ensure that no unauthorized person has access to the Cockpit.
i)
Ensure that they are seated and strapped for take-off and landing
and during a declared emergency. They shall also ensure that they
are seated and strapped whenever the seat belt sign is switched on
unless authorized by the Commander to continue the service or
move about. This does not preclude them from taking any action that
may be required for the comfort and safety of passengers or in an
emergency.
j)
Immediately bring to the notice of the Commander any suspicious

article that may be carried by a passenger, any unruly act,
drunkenness or any violation of regulations etc.
k)
Bring to the notice of the Commander any strange noise or anything

which in their opinion may cause passenger apprehension or affect
the safety of the flight.
l)
Not enter the cockpit in flight unless called to attend. This does not
preclude entry into the cockpit in an emergency or to make reports
which are required under their duties and responsibilities.
m) Ensure courteous, friendly and professional conduct towards

passengers
A-1-76
Effective 09-Jul-14
c)
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
Ensure that Exit row seating policy is complied with chapter 9.
o)
Ensure that the passengers fasten their seat belts whenever the seat
belt sign is "ON".
p)
Ensure that no passenger smokes on the flight.
q)
Ensure that no passenger uses mobile / cellular telephone on board

when the airplane doors are closed unless permitted by the
Commander.
r)
Ensure that passenger baggage is properly stowed and aisles/

emergency exits are cleared of all baggage and obstructions. Check
with the Commander before starting any meal/snack service.
s)
Ensure that cabin door is kept guarded if open and the door safety
strap is attached when passenger ramp has been removed. The
door should be closed immediately after removal of the ramp.
t)
Ensure that they do not leave the airplane without the permission of
the Commander at transit stations.
u)
Ensure that they do not contravene any custom and censorship

instructions.
v)
In case any flight is delayed on ground, carry out any service/sale

including meal service to the passengers as directed by the
Commander/Lead.
w) Report to the Lead Cabin Attendant after the flight for debriefing
1.6.3.1
x)
Seek authority from the Commander to stay away from designated

hotel.
y)
Interact with other crew Professionally and with courtesy
Management of Crew Fatigue during flight
Refer Chapter 17, Company Operations Manual, Part A

1.6.3.2
Cockpit crew inside the lavatory
It has been observed time and again that when one pilot enters the lavatory the
cabin attendants generally reveal it to the passengers waiting in the area. In such
an event the cabin attendants must use the following verbiage The forward
lavatory is being serviced/ occupied, could you please wait for a while or you may
choose to use the Lavatories located in the rear side of the Aircraft.
A-1-77
Effective 09-Jul-14
n)
1.6.4
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ISSUE II, Rev 04
CHAPTER 01
On Board Sale Of Merchandize
The Following process will govern on board merchandise sale.

All Merchandise meant for sale on board will be under the stipulated
pre loading Security Procedures
b)
It will be ensured by the Company that no goods that fall under the
Dangerous Goods Regulation or listed as items prohibited by the
BCAS for carriage by passengers in their person/ hand baggage are
loaded for sale on board.
c)
Merchandise for sale will be stored in standard service trolleys

secured (latched & locked) in either the forward or aft galley.
d)
Only serviceable trolleys with foot brakes will be used for

merchandise sale
e)
When not in use such trolleys must be stowed and locked so that
they do not move out into or obstruct the Galley area.
f)
No merchandise sale/service is permitted if the Seat Belt sign is

switched on and the captain has advised the cabin attendants to be
seated & fasten seat belts. The trolleys are to be stowed and
secured under these circumstances.
g)
At all times while sale of merchandise is in progress, one cabin

attendant shall not be involved in the sale of merchandise and be
present at the rear galley to keep the entire cabin in full view and is
responsible for passenger safety and service.
h)
Safety and orderly conduct on board will take priority over any
merchandise sale.
DESIGNATED PILOT OPERATIONS CONTROLLER
Flight Operations department will designate suitably qualified Captains as

Operations Controllers in the Operations Control Centre to carry Operations
Control duty (OCD).
The Pilot Operations Controller is an integral part of OCC and must ensure that his
actions are taken in consultation and cooperation with airport services,
engineering and commercial representatives in OCC. Pilots on OCD duty will not
A-1-78
Effective 09-Jul-14
1.7
a)
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
interfere with the normal day to day activity and decisions of OCC. There exists a
vast difference between Central Coordination and Operations Control
Central Coordination is the exercise of authority over the initiation, continuation,
diversion or termination of a flight in the interest of efficiency and regularity.
1.7.1
Duties and Responsibilities:
The company follows a non-shared operational control system where in the

operations controllers responsibility is limited to provide advice on the
commencement, continuation or diversion of a flight for reasons of flight safety,
mechanical problem and adverse weather. He is responsible to support the Pilot in
Command in making a decision with regards to continuation/diversion of a flight. In
this regard the operations controller has resources of Flight Dispatch,
Meteorological Services, Maintenance Control and Crew Scheduling at his
disposal. The operations controller while exercising this function will strive to
provide timely relevant information and guidance to the pilot in command who will
ensure that laid down procedures are not infringed and no take-off or landing is
conducted in conditions below the approved minima. He will function under the
authority of the Director OCC and will be responsible and accountable to The Vice
President (Flight Operations) for his decisions.
Pilots on OCD will also ensure that no take-off or landing is conducted in
conditions below the approved minima such that a flight does not commence or
continue if the weather conditions at the destination or alternate are forecast to be
below the minima at the expected time of arrival. However a flight can commence
if the destination is below a aerodrome operating minima as long as one
destination alternate is above minima.
The Pilot Operations Controller will also provide guidance to pilot in the application
of the MEL so as to reduce avoidable delays. He is to provide the Pilot in
Command with guidance when due to certain failures, a ground or air turn back is
being considered. While the Pilot in Command is responsible for the safe conduct
of the flight, the Pilot Operations Controller is responsible for maintaining flight
supervision. Although, the final authority remains with the Captain, he is expected
to give due importance to the advice and guidance of the Operations Controller,
A-1-79
Effective 09-Jul-14
Operations Control is the authority over commencement, continuation, diversion

of a flight for the safety of the aircraft operations.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
and to override his suggestions only when deemed essential in the interest of
safety.
1.8
SUPERVISION OF THE OPERATION BY THE OPERATOR
1.8.1
General Policy
The Flight Operations department shall advise the feasibility of all Flight
Operations. No operation that jeopardizes safety or is in contravention of the State
Rules, the Operations Manual or the Airplane Flight Manual shall be undertaken.
Identification and reduction of all hazards and risks affecting flight operations will
be the priority of the Company.
1.8.2
Operations Policy, Mission and Goals
Mission
The Company is dedicated to providing on-time, hassle-free courteous and
affordable Air transport service.
Goals
Commitment
efficiency
to
safety,
punctuality,
dependability,
Friendly, efficient and cordial work force.
High airplane utilization and employee productivity.
Market driven fares, simplified services.
economy,
Safety
The convenience, speed and comfort of air transportation cannot be viable without
Safety, which is air transport's priority. The price of carelessness or neglect is so
much greater in the air than it is on the ground. Safety is the responsibility of
everyone connected with the air transport system. Management at all levels
should provide means for prompt corrective action in the elimination of unsafe
acts, conditions, etc.
A-1-80
Effective 09-Jul-14
Cases where agreement between the two cannot be reached are to be brought to
the attention of the Vice President (Flight Operations), or in his absence, to one of
the Chief Pilots, for resolution before departure.
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ISSUE II, Rev 04
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Reliability
It is obligatory on the Company to provide "reliability" with a high level of service
and operational efficiency. To achieve this management and employees must
carry out their responsibilities with integrity, professionalism and enthusiasm.
For the Company to remain financially viable, the economy of flight operations is
just as important as reliability and service. The productivity and efficiency of a
Company is measured by the quality of its service and care shown towards
people.
1.8.3
Management Responsibilities
It will be the responsibility of Management to ensure that no instructions are given

that will be in conflict with the procedures established by the State, the Operations
Manual or the Airplane Flight Manual. No instructions shall conflict with the
authority of the Commander. It is the responsibility of all personnel connected with
the operation of the aircraft to bring to the attention of the Vice President/Director
(Flight Operations) any infringement of the provisions of Operations Manual.
1.8.4
Air Operator's Permit (AOP)
The Air Operator's Permit (AOP) is obtained by the Company from DGCA after
fulfilling all the laid down requirements. The conditions mentioned in the permit
must be complied with by the concerned departments. (Refer annexure 1)
1.8.5
Licence and qualification validity
Refer Chapter 11 and Company Operations Manual part D

1.8.6
Competence of operations personnel
Refer Chapter 11 and Company Operations Manual part D

1.8.7
Control analysis and storage of records, flight documents
Refer Chapter 5, Company Operations Manual, part D

1.8.8
Operational Supervision
1.8.8.1
General
Vice- President (Flight Operations) is responsible for overall supervision of Flight

A-1-81
Effective 09-Jul-14
Profitability
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
Operations. He specifies the policies, the procedures and any associated control
to ensure safe operations. He co-ordinates and supervises the operational
departments and appoints managers.
The operational supervision of the whole operation is ensured by:
Specifying the organisation, the policies, procedures and instructions
b)
Maintaining competence of the staff
c)
Performing the operations within the authorised limits
Means of Flight Operation Supervision
Supervision of flight operations is achieved by:

a)
b)
c)
d)
e)
Safety Management & Accident prevention activities

Anonymous reporting
Hazard reporting
Mandatory reporting
Defining clear & practical operational policies and
procedures
f) Flight Data Monitoring
g) Policy Conflict Resolution
h) Regular surveillance of flights & operational activities
i) Standardisation of Operations Policies and Training
Programs
j) Standards and Training committee meetings.
k) Legality tracking of Licenses and records
l) FDTL monitoring
m) Operation of airworthy aircraft in accordance with the
approved limitations
n) Flight crew scheduling
o) Operations coordination and Operations Control
p) Establishing processes to receive Crew feedback from line
operations Flt Ops and pilot admin
q) Fuel monitoring
r) Putting in place a flight dispatch and ops Supervision
system to manage all daily operational activities
A-1-82
Effective 09-Jul-14
1.8.8.2
a)
1.8.8.3
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
Safety Management & Accident Prevention Activities
The aim of an accident prevention program is:.

a)
To review safety results and identify significant safety issues
b)
To develop and implement safety action plans and review

implementation and effectiveness
c)
To oversee accident prevention activities of all department involved

with the operation of aircraft
d)
To review safety impacts of any project (new destination, increase in

fleet size, etc.)
Accident Prevention is achieved by Flight Data Trend analysis, investigation of the

causes of occurrences, developing preventive methods, encouraging reporting of
occurrence, hazard and incidents with non-punitive programs. Refer chapter 34 for
details of the Safety Management and Accident Prevention program.
1.8.8.4
Anonymous/Voluntary Reporting
The Company supports and promotes all legal requirements pertaining to safety.
Safety in operations and at the work place is primarily the responsibility of the
operating departments. Refer chapter 34 for details of Anonymous/Voluntary
Reporting.
1.8.8.5
Hazard Reporting
Refer chapter 34 for details of Hazard reporting.

1.8.8.6
Mandatory Reporting
DGCA Air Safety Circular No. 5 of 1982 lists the incidents / occurrences affecting
aircraft design, maintenance and / or operation, are mandatorily reported upon so
as to bring to the notice of the authorities.
List of reportable incidents / occurrences is reproduced in Operations Manual, Part
A, Chapter 34.
A-1-83
Effective 09-Jul-14
Aviation is inherently risky. Safety management involves timely identification of

risk, its mitigation, reduction and eventual removal. All risks cannot be eliminated.
A successful safety management system endeavours to reduce risk to an
acceptable level.
1.8.8.7
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
Defining Clear & Practical Operational Policies and Procedures
It must be defined with reasonable clarity in the Operations Manual as to what

prevails in case there is a variation between the guidelines & procedures given in
Operations Manual, Manufacturers Flight Manual and State regulations.
1.8.8.8
Flight Data Monitoring
Refer chapter 34 for details of Flight Data Monitoring program.

1.8.8.9
Policy Conflict Resolution
In case there is a variation between the operating procedures given in Operations

Manual, Airplane Flight Manual and Flight Crew Operating Manual / Check List,
the information given in Airplane Flight Manual, Operations Manual and Flight
Crew Operating Manual / Check List will prevail in that order. In case, there is a
conflict between Policy / procedure stipulated in a company NOTAC and the
Operations Manual, the information in the NOTAC will prevail.
In case there is a variation between the policies outlined in Operations Manual and
State Regulations, the State regulations will prevail.
1.8.8.10
Regular Surveillance of Flights & Operational Activities
The issuance of an air operator permit / certificate is dependent upon an airline

demonstrating an adequate organisation and method of control and supervision of
flight operations.
Also the continued validity of this air operator permit / certificate is dependent
upon the airlines continued maintenance of standards that were demonstrated
upon original issuance of the air operator permit / certificate.
To achieve this objective, the airline shall ensure that a continued surveillance of
its flights, crew and aerodrome operations are carried out regularly by its
examiners who are appropriately approved by DGCA. Regular surveillance,
through regular inspections, ensures that various stakeholders / actors engaged in
A-1-84
Effective 09-Jul-14
Vice President (Flight Operations) is responsible to define, in the Operations

Manual, the policies and procedures to ensure that the operations comply with the
content of the granted AOC and its associated Operations Specifications. He is
also responsible to communicate clear instructions to pilots to ensure that the
aircraft is operated in compliance with the terms of its Certificate of Airworthiness
and within the approved limitations contained in its Airplane Flight Manual.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
flight operations activities continue to adhere to the standards to which they were
certified or approved.
1.8.8.11
Standardisation of Operations Policies and Training Programs
Apart from operational activities, airline examiners also undertake flights to carry
out standardisation checks on its training activities. These include standardisation
of Examiners/Instructors/Check Pilots and standardisation of simulators training
activities etc.
1.8.8.12
Standards and Training Committee Meeting
Standards and Training Committee includes Vice President (Flight Operations),

Director (Flight Operations), Chief Pilots, Examiner Pilots and designated Fleet
Captains. Additional members may be co-opted by Vice President /Director (Flight
Operations).
Regular meetings of Operations & Training Committee ensure that the operating
policies and training procedures are reviewed for consistency, safety, efficiency
and standardisation.
1.8.8.13
Legality Tracking Of Licenses and Records
Regulations require that no aircraft may be flown on a licensed air transport

service unless each member of crew is in possession of the appropriate licence
issued or rendered valid in accordance with stipulated requirements.
Company has implemented procedures and deployed appropriate software
systems to monitor legality of all crew licences and ratings. All timelines related to
expiration of licences are shared with Crew Scheduling. The system warns Crew
Scheduling in case any crew is rostered for flight duties without having valid and
current licences / ratings.
Flight Operations Training Department under Chief Pilot (Training) is responsible
to maintain all pilot training records and ensure that no pilot exercises the
privileges of a license beyond its validity. All training records will be preserved as
A-1-85
Effective 09-Jul-14
Operations surveillance shall be viewed as "system oriented" where individual

performance may be considered in the context of the airline's total system for
training, qualifying and ensuring the continued proficiency of aircrew. Systemic
causes for less than satisfactory performance during surveillance checks should
not be ignored, particularly where trend exists.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
per company policy and in case of an accident the records of involved pilots will be
immediately sealed.
1.8.8.14
FDTL Monitoring
All prevailing Flight & Duty Time Limitations, as given in Chapter 2 are coded in
the Crew Scheduling software system. This system warns crew scheduling in case
any crew is rostered in violation of Flight & Duty time limitations.
In case, due to operational exigencies a crew ends up in a flight /flight duty in
exceedance of company Flight & Duty Time limitations, Crew Scheduling software
is capable of producing reports thereof.
1.8.8.15
Operations of Airworthy Aircraft In Accordance With The

Approved Limitations
The Company shall ensure that:

-
the aircraft shall be operated in an airworthy condition

has serviceable operational and emergency equipment
necessary for the intended flight
has a valid certificate of airworthiness; and
is operated within approved operating limitations contained
in the certificate of airworthiness / Flight Manual or other
appropriate and relevant documents.
Before commencement of flight, Pilot-in-Command is required to satisfy himself

that the aircraft is airworthy. Pilot-in-command is also required to ensure that the
provisions of MEL applicable to his flight do not affect the aircrafts compliance to
the type of operations being undertaken.
1.8.8.16
Flight Crew Scheduling
Crew scheduling is to ensure that the crew rostered on a flight are legal with
respect to currency, license and approval validity and FDTL. It also ensures that in
case due to diversions / unplanned delays a flight crew infringes on the provisions
of FDTL, adequate additional rest is provided.
A-1-86
Effective 09-Jul-14
Airline is required by regulations to formulate requirements to limit flight time and

flight duty periods and provide adequate rest periods for all its crew members.
Current records of flight time, flight duty periods and rest periods for all its crew
members shall also be maintained.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
Crew Scheduling is also responsible for the following activities:

Ensuring that all crew are rostered to undergo various trainings /
recurrent checks as per the plan given by Chief Pilot (Training) and
Chief Pilot (Standards & QA).
b)
Ensuring that pilots who are qualified for flight/routes which have
special recency requirements are rostered accordingly to maintain
their qualification.
c)
Ensuring that crew planning and day-to-day roster meets the

requirement of Airline policies and guidelines with regard to
distribution of flight duty assignments amongst flight crew.
d)
Ensuring that in case of prolonged anticipated delays, the extended

flight time / flight duty time is considered during rostering of crew.
e)
Crew Scheduling is responsible to ensure that operating crew has

minimum 500 hrs. total cockpit experience on type wherein PIC
hours are considered from release on type and Co-pilot hours are
considered after endorsement on type.
f)
Ensuring that only qualified and current crew are rostered for flights
g)
Monitoring flight movement and ensure that expected prolonged

delays are included in the crew planning process and FDTL
exceedances do not occur
h)
Monitoring non-adherence to the DGCA guidelines on FDTL and

report on all FDTL exceedances along with justifiable explanation
thereof.
Operations Coordination and Operations Control.
Operations Coordination is the exercise of authority over the initiation,

continuation, diversion or termination of a flight in the interest of efficiency and
regularity.
Operations Control is the authority over commencement, continuation, diversion
of a flight for the safety of the aircraft operations.
Company however uses a method of Operations Coordination which engages
Executive OCC / Controllers, Maintenance Control Meteorologists and Pilot
A-1-87
Effective 09-Jul-14
1.8.8.17
a)
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
Operations Controllers.
Operations Control of the flight is vested in the Designated Pilot operations
controller and The Pilot in command with regard to safety of Aircraft Operations
for the commencement, continuation, diversion or termination of the flight.
Flight Dispatcher(s) collates latest information on the planned flight and

take the necessary decisions to initiate the flight or to cancel it.
Station manager supervises all airport activities (passenger,

ground handling, loading). He coordinates also with Flight
Dispatcher, Operations Control Centre and the Commander of the
flight. The station manager is responsible for the flight until the
Commander takes the responsibility of the flight (door closed).
Commencement of the flight
It is the responsibility of the commander to commence the flight.
Once the flight has commenced
The authority on the disposition of the aircraft rests with the

Commander and the Pilot Operations controller. The Commander
will be guided by the Pilot Operations Controller. However, the
Commander can override the instructions of the Operations
controller by use of Emergency Authority.
The Central Flight Dispatch must provide the commander with any
information having an operational impact or with any other
information requested by the commander.
After the flight
The Commander must report to the Chief Pilot (Line) any

operational procedure deviation and any event providing useful
information for the enhancement of flight safety and promotion of
smooth operations.
A-1-88
Effective 09-Jul-14
Before the flight
1.8.8.18
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
Any use Of Emergency authority by a Commander is to be

reported to the Vice President (Flight Operations) on termination of
the flight.
By regularly processing Crew Reports and by having an effective working

relationships with line pilots, Flight Operations Management encourages a free
exchange of information, ideas and feedback, which can be used to identify
hazards, enhance the safety of the operation as a whole and promote smooth
operations. However, rumours may not be acted upon.
Company has setup two dedicated e-mailboxes where pilots can send in their
reports, feedback and opinion for the consideration of Flight Operations
Management.
fltops@goindigo.in - Their feedback to management, for filing Trip

reports, PIREPs and for raising questions of Technical,
Operational, Training and Crew Management related issues. Fltops
also includes feedback/comments on the content of Operations
Manual.
pilotadmin@goindigo.in All communication from crew

administrative issues are required to be sent to this e-mail ID.
on
Flight Operations has put processes in place to provide a timely response to the
pilots on the feedback provided by them.
There are other areas where working relationships are developed. They include:
Cabin Crew Training: Quality, development and content of Safety

Equipment and Procedures training, interpretation of regulations. advice
on applying procedures, incident reviews.
Commercial: Effect of schedules on crew fatigue, flight numbering
confusion, passenger complaints alleging Company infringement of
safety rules.
Airport Services: Inadequate ground handling procedures, aircraft
ground damage.
Cargo: Mishandling/loading of dangerous goods and general cargo.
Medical: Crew sickness on duty, passenger illness, deaths in flight.
A-1-89
Effective 09-Jul-14
Establishing Processes To Receive Crew Feedback From Line

Operations - Fltops and Pilot Admin
1.8.8.19
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
Security Services: Events concerning unruly passengers, aircraft

sabotage.
Fuel Monitoring
1.8.8.20
Putting In Place A Flight Dispatch and Ops Supervision System

to Manage All Daily Operational Activities
Airline is required to ensure that a flight will not commence unless it has been
ascertained by every available means that the ground and/or water facilities
directly required on such flight, for the safe operations of the aircraft and protection
of passengers, are adequate for the type of operation under which the flight is
being conducted and are available for this purpose. Regulation also requires that
before a flight commences, Pilot-in-Command has prepared and checked an
Operational Flight Plan. However, the use of flight dispatchers / flight operations
officers to assist the flight crew in completing the pre-flight planning; enabling
Operations Supervision, providing information and support to crew when in-flight
and certain post-flight activities is permissible.
IndiGo has set up a Central Flight Dispatch office at its corporate office at
Gurgaon. The central flight dispatch office is co-located with Operations Control
Centre and Central Maintenance Control.
Central Flight Dispatch collects MET and AIS briefing, prepares the flight plan,
files the flight plan with ATS/FIC authorities, and provides documents and manuals
for consultation of flight crew. Flight dispatcher(s) monitor the progress of flights
under their jurisdiction and initiate recovery/alternate plans in case diversion / unscheduled events take place.
1.8.8.21
Outsourcing and product quality control
For all external service providers that conduct outsourced flight operations
functions, the company shall monitor such external service providers to ensure
that the requirements of safety or security of flight operations are being fulfilled in
accordance with the specifications of the contract/laid down guide lines.
The company outsources the services of :
Nav Data Base

Flight Planning software
A-1-90
Effective 09-Jul-14
Refer Chapter 12
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
Aeronautical charts from Jeppesen

Simulator training
FOS/Training/Standards shall conduct audit and integrity checks for the

outsourced functions and ensure that the services are provided as per the contract
and agreement signed with the service provider.
Any data or product that directly affect aircraft, flight deck, or cabin operational
safety (Such as GPWS terrain and obstacle databases, airport analysis data,
weight/mass & balance data and performance data) acquired from external
suppliers and used for the support of flight operations should be current, accurate
and complete.
The Flight Ops Support department is to ensure that the electronic navigation data
utilized by the aircraft, must be approved or accepted by regulator and electronic
navigation data products acquired from suppliers, prior to being used as a means
for navigation in operations:
Are assessed for a level of data integrity;

Are compatible with the intended function of equipment in which it is
installed;
Are distributed in a manner to allow insertion of current and unaltered
electronic navigation data into all aircraft that require it.
The company shall include auditing as a process for the monitoring of external
service providers. Monitoring and control of external organizations should typically
include random samplings, product audits, supplier audits, or other similar
methods.
1.8.9
Central Flight Dispatch
IndiGos method of Operations Supervision provides for a central flight dispatch.

Central flight dispatch is responsible for:
a)
Providing assistance to Pilot-in-Command in flight preparation
A-1-91
Effective 09-Jul-14
A contract and agreement shall be executed with external service provider.

Annual audit of the system shall be conducted to check the integrity and
correctness of the data used by the system.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
Preparation of operational & ATS flight plan and providing RPL

supplementary information to ATC
c)
Liaison with Air Traffic Services for collection of NOTAMs
d)
Collection & compilation of meteorological data and preparation of

flight crew briefing folder
e)
During flight, providing information necessary for the safe and

efficient conduct of the flight to the PIC
f)
Monitoring the progress of each flight under their jurisdiction (Flight

Watch)
g)
Advising the PIC of company requirements for cancellation, rerouting and re-planning, should it not be possible to operate as
planned
The responsibility of Operations Supervision and Flight Dispatch is to plan safe

and efficient flight operations in coordination with the Pilot-in-Command and other
departments and agencies. To achieve these objectives, Flight Dispatcher and
Executive OCC must constantly be aware of the changing conditions that affect
the operations environment and be prepared to react to these conditions in the
manner specified by established regulations, policies and procedures. The Flight
Dispatcher is expected to plan ahead, anticipate problems, establish work
priorities and exercise good judgment in the performance of his duties.
1.8.9.1
Safety
Safety is the most important consideration in all Flight operations. The operating
philosophy of IndiGo directs that safety is an essential ingredient to success.
Every policy or procedure shall be developed around such safety-oriented
guidelines. Knowing and adhering to safe practices that have been established for
the mutual benefit of both Flight Crew and Flight Dispatch personnel are essential
to the prevention of mishaps. Be proactive not reactive.
1.8.9.2
Standardisation
The use of standard operating procedures enhances safety and efficiency by

logically assigning various tasks to appropriate personnel. Use of standard
procedures reduces the burden on planning process and promotes confidence &
precision within the Flight Dispatch department.
A-1-92
Effective 09-Jul-14
b)
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
Although not all eventualities can be foreseen, it has been well proven that the
best operations occur when a high level of planning, communications, Flight
Dispatch support, and standardisation exist.
1.8.9.3
Notice of Violations
Any communication received by Flight Dispatch personnel from DGCA / ATC

concerning a reported flight violation or incident will be immediately forwarded to
the Manager Flight Dispatch
1.8.9.4
Training
All flight Dispatchers are to be trained as per requirements of CAR Section 7

Series M Part II. All flight dispatchers must ensure that they meet the re-currency
requirements before accepting flight dispatch duties.
Trainee Dispatchers May be provided ground school training as per the
requirements of the CAR. They may also be trained to work on Flight Planning
software, flight watch system, ACARS communication etc. to enable them to
discharge their daily function effectively.
1.8.9.5
Personal Conduct
IndiGo expects all employees to accept certain responsibilities of adhering to

ethical business principles in matters of personal conduct and to exhibit a high
degree of personal integrity. Acceptable conduct involves not only sincere respect
for the rights and feelings of others but assuring that personal conduct in both
business and personal life avoids any action that might be harmful to the
employee himself, other employees, the Company or cause any unfavourable
reaction from current or potential internal and external customers.
Flight Dispatch personnel must use discretion when dealing with the public or
news media regarding company matters. Approval from President is also required
prior to representing IndiGo at any public forum (i.e. speaking engagements,
school career days, etc.), prior to participating in interviews or make public
statements.
A-1-93
Effective 09-Jul-14
It is the goal of Flight Dispatch to achieve a precise level of standardisation that

discourages unsafe practices, carelessness and the development of individualised
procedures but not too stringent to discourage operational flexibility, good
judgment and professionalism.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
Flight Dispatch personnel when contacted, either directly or indirectly by the

DGCA, shall refrain from commenting on any operational matters. DGCA
representative calling shall be referred to Vice President (Flight Operations).
1.8.9.6
Personal Devices
While on duty, Flight Dispatch personnel shall not wear headset apparatus for the
purposes of listening to non- operational supervision related broadcasts. A flight
dispatcher shall at all times, monitor company communications.
1.8.9.7
Reporting For Duty
Due to the dynamic nature of the Flight Operations in a fast-paced, time sensitive
environment and to rule out delays/disruptions due to miscommunications, it is
necessary to have a seamless exchange between the outgoing and the incoming
shifts. If incoming shift is not comfortable and is not fully briefed, they may not
accept shift responsibilities until they are fully briefed. This will ensure a smooth
handover of all operational matters from outgoing shift to incoming shift.
Flight Dispatch personnel shall report for duty at the scheduled time and be
prepared to assume duties as assigned. Prior to assuming duty, all personnel
must be aware of operational functions, responsibilities and authorities associated
with respective duties.
1.8.9.8
Shift Changeover Briefing
A Flight Dispatcher debriefing, at shift changeover, shall consist of a thorough

explanation of categories as outlined below:
a)
Flights under the flight watch phase
b)
Weather conditions for departure, en-route, terminal areas, and

cyclonic activity
c)
Any Non Schedule flights
d)
Any significant NOTAMS
A-1-94
Effective 09-Jul-14
No person shall be under the influence of alcohol and/or mind altering drugs, while
on duty. Sleeping at any time, while performing the duties of Controlling Flight
Dispatcher, is forbidden.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
e)
Significant changes to NOTAM bulletins or new NOTAM issued since

incoming Dispatchers last shift that affect departure, destination /
destination alternate, and any other areas affecting IndiGo routes.
f)
Aircraft Operating under MEL
g)
Any pertinent log entries from previous shifts; any new Instructions
issued by e-mail or Memo
h)
Items like scheduled system outage, equipment failure etc; that may
affect Dispatch Operations
i)
Revisions to Aircraft Manuals
j)
Changes to Operating Manuals
k)
Any other information which may be relevant for operation
l)
Miscellaneous items under Dispatcher Handover Checklist

Shift Process
Flight Dispatchers upon joining a shift, assume responsibility and authority over
the assigned workload/areas and shall remain on duty until relieved by another
Dispatcher.
Note: Flight Dispatcher(s) will be considered relieved from duty only when the individual(s)
assuming their duties and responsibilities are satisfied with the briefing. Assumption of the
shift by the incoming Flight Dispatcher implies an acceptance of responsibility for the on
going operations.
a)
Joining Duty Manager shall record the names of all Flight Dispatch
personnel on duty; allocate shift duties, and brief Flight Dispatchers of
any special requirements for their shift.
b)
All personnel on duty in Flight Dispatch shall remain at their work

stations during their shift. Request to leave the work station shall be
made with the Duty Manager. No one shall leave his workstation
unless properly relieved / authorised by the Controlling flight
dispatcher.
c)
All Flight Dispatch personnel shall have a heightened Situational

Awareness and shall bring to the attention of the Controlling Flight
Dispatcher all matters which may have the potential to adversely
A-1-95
Effective 09-Jul-14
1.8.9.9
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
impact the flight operations. The Controlling Flight Dispatcher shall

consider and re-evaluate each situation and formulate a suitable
response. Some of the examples are:
Non-receipt of Pre-flight documents by any airport or data-link
failures
Non-receipt of ATS plans by respective ATC units
Aircraft diversions or deviations
Volcanic or Cyclone Activity
SIGMETs
Non-availability of fuel
Any unscheduled system or equipment problems / limitations
ATC strikes or any other event that affects flight planning for the
shift or future shifts
Details of any movement messages that give dispatch a delay

reason
All adhoc, unscheduled, and additional flights shall require a

prior DGCA approval. Flight Dispatch shall coordinate with
OCC to obtain the necessary DGCA approval.
Workload Management
Operational tasks must be given priority over administrative tasks. Controlling shift
Dispatcher is expected to demonstrate sound judgement, administrative skills, be
willing to seek help and mobilise additional resources if the workload increases.
While normal priorities between various tasks are listed below, adjustments for
daily operations are expected.
a)
Operational Tasks - Flight emergencies and safety related situations

will be handled with top priority. Providing operational support to flights
in progress will be given priority over the flights which have not yet
departed or are likely to depart in following couple of hours.
Support to flights in progress (Not listed in any specific order)

-
Notice of cyclonic activities, SIGMETs, clear air turbulence and

thunderstorms on route of flight
A-1-96
Effective 09-Jul-14
1.8.9.10
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
Information about diversion alternates
ATC co-ordination / liaison for smooth operations of flights
Information about sudden degradation of ATS facilities
Information about changes in Meteorological conditions
Post landing operational / passenger facilitation support
Pre-departure issues (Not listed in any specific order)

Providing information to crew about:
-
Change in Alternate aerodrome
Change in Airfield / ATC conditions
Weather conditions affecting Maximum Take-off Weights and other

changes affecting payload
Degradation of Aircraft Performance Capabilities due to invocation of

MEL
Slot Times
Changes in Aircraft rotation (Tail swaps) and resulting changes to OFP
Revisions to Operational Flight Plans and Amend previously released

flights to reflect OFP changes in operating conditions
b)
Administrative Tasks Ongoing flight dispatch administrative,

monitoring, record-keeping & reporting activities shall be kept on hold if
the operational environment needs attention from flights operations
personnel.
Answering telephones promptly. Be courteous, identify yourself

follow good communication protocol
Assisting other Flight dispatchers as the need requires
On-the-job training of Executive OCC
Professional knowledge enhancement activities
Answer radio calls
A-1-97
Effective 09-Jul-14
and
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
Read, evaluate and action all written communications dealing with

operational supervision
Monitoring of weather, facilities, flight progress and performing other

dispatch duties.
Flight Dispatch Log Book
Central Flight Dispatch shall maintain a log of days activity. All the abnormal and
non-routine situations shall be entered in the log book. Entries made in the log
book shall be concise, neat, and legible. A log book is an official document;
therefore a high level of professionalism shall be maintained while making any
entry in the log book.
In case of an accident, the current log book shall be sealed and all further
communications shall be logged in the fresh log book. Sealed log book will be kept
under the possession of controlling flight dispatcher until taken over by Vice
1.8.9.12
Record Retention
All Operational Flight Plan (OFP) will be retained in the Flight Planning System for
a period of forty-eight (48) hours.
All pre-flight crew briefing documents and amendments thereof are

placed in a central server. Copies of flight release signed by PIC are sent
by respective airports to central flight dispatch and saved for a period of
six (06) months.
Post-flight documents for flights terminating at Delhi are collected and

stored at CFD on daily basis for a period of six (06) months. Post-flight
documents for flights terminating at other bases are collected, and
checked & stored at the respective bases for six (06) months.
All flight documents for a flight involved in an accident or in an incident

are retained until the termination of the accident or incident investigation.
These documents thereafter are retained for a period of an additional six
(6) months.
1.8.9.13
Flight Dispatch Library
A flight dispatch library is maintained at Central Flight Dispatch.

A-1-98
Effective 09-Jul-14
1.8.9.11
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
The following documents are required to be kept in Flight Dispatch Library for
ready reference:
a)
AIP and AIP Supplements

AIC
c)
ICAO Annexures
d)
DGCA CAR
e)
DGCA Circulars
f)
Company Operations Manual
g)
Aircraft Flight Manual, FCOMs & QRH
h)
MEL
i)
RTOW Charts
j)
Route Manual Jeppesen
k)
Military airfields instrument arrival charts
l)
NOTACs, Company NOTAMs, Company Operational Circulars and

Technical Notices
m) Flight Safety Manual

n)
Flight Dispatch Manual
o)
Cabin Crew Manual (SEP Manual)
p)
DGR Manual
q)
Aircraft Handling Manual, Passenger Handling Manual
r)
Master copy of all Operations Reporting Forms
All Flight Dispatchers shall familiarize themselves with all the operational
documents in Flight Dispatch library.
Flight Operations Support is responsible to ensure that all revision services are
fully subscribed to and are provided to Flight Dispatch in a timely manner. DGMFlight Dispatch shall be responsible to ensure that all the documents in Flight
Dispatch Library are kept current & updated and record of revisions is maintained.
An electronic copy of various manuals / documents is also made available on
IndiGo intranet portal for ready reference at all airports of crew layover.
A-1-99
Effective 09-Jul-14
b)
1.8.9.14
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
Procedures for Dispatch Quality Assurance
Following items should be reviewed during assessment:

a)
Support to crew in accessing and printing Crew Briefing Folder
b)
Collation of various documents
c)
Accessing Weather server and providing requisite weather to crew
d)
Pre-flight medical records
e)
Any other significant issue
1.8.9.15
Operational Policies & Processes

Flight Dispatch Activity - Responsibility Matrix
Time
Flight Dispatch Activity
Responsibility
Automatic
D-0400
EZFW based on booked load & assumed cargo are

automatically updated in the Flight Planning Software
through Reservation system (Navitaire)
D-0400
Retrieve NOTAMs from RBT System installed at GBP.
CFD
D-0330
Compute Company Operational Flight Plan from

Computerized Flight Planning System
CFD
D-0300
Obtain Met folder from Company Met section

(International flight)
CFD
D-0230
Obtain Met folder from Company Met section (Domestic

flight)
CFD
D-0230
Collate all documents in flight folder and upload on

IndiGo World Portal (International flight)
CFD
D-0200
Collate all documents in flight folder and upload on

IndiGo World Portal (Domestic flight)
CFD
D-0145
Obtain FIC/ADC
- Flights originating from DEL/JAI :
Responsibility Central Flight Dispatch
- Flights originating from other FIRs:
Responsibility - Respective Airport Services
CFD
A-1-100
Effective 09-Jul-14
Central Flight dispatch and airports of crew layover shall be assessed for
availability of required infrastructure, data-links and compliance to various
procedures laid down in this manual. Such assessments will be done after every
3-month by Flight Dispatchers under instruction from Manager Flight Dispatch.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
Retrieve Flight documents from IndiGo World Portal
Airport
Services
D-0130
Print all documents and place them in Pre-Flight

Envelope for Crew Briefing
Airport
Services
D-0100
Obtain latest weather of DEP/DEST/ALT from IndiGo

Report Engine and provide it to crew.
Airport
Services
D-0115
Crew reporting at Airport (International flight)
D-0100
Crew reporting at Airport (Domestic flight)
D-0055
Pre-Flight Medical for operating crew
Doctor
D-0055
All flight briefing documents provided to Operating Crew
Airport
Services
D 0050
Dispatcher contacting crew if there is any important

briefing
Crew contacting CFD if they have any queries
related to flight (facilitated by Airport Services)
D-0045
Finalize Fuel figure for the flight
D-0050
D-0045
CFD
Airport
Services
Crew
Pass final figure to Load Planner and MCC
Airport
Services
D-0045
Pass flight release number to crew, to be written on

flight Release along with Crew signature. This
signifies flight acceptance by Operating crew
D-0030
Crew reporting at Aircraft
D-0010
Send scanned copies of all flight releases to CFD to be saved along with Pre flight document.
D-0010
Check on the latest for DEP/DEST/ALT Wx
INDIGO MET
D-0010
Any bad weather reported, intimate CFD
INDIGO MET
D-0005
Intimate bad weather if reported, to operating

crew
ETD
At event
CFD
Airport
Services
CFD
Flight departure from station

Capture airborne timings of the flight from
ROCADE software and automatic updation of
airborne time in Flight Following software for the
purpose of flight tracking.
A-1-101
Automatic
Effective 09-Jul-14
D-0130
FLT.OMA
ISSUE II, Rev 04
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Flight Following software obtains position

report through ACARS for Flight Tracking.
In-Flight
ORIG / DEST / ALTN weather uploaded to

aircraft through ACARS
At event
Capture Touchdown timings of the flight by

Rocade/Flight Following software.
1.8.9.16
Automatic
Automated
Wx
Server
Automatic
Flight Planning - General
Flight Dispatch is responsible for preparing an Operational Flight Plan (OFP) that
is safe, economical and complies with prevailing ATC constraints, DGCA
requirements & company policy.
Company has set up a computerised flight planning system to generate the OFP.
During the process of preparation of flight plan a number of checks are required
e.g. NOTAMs, aerodrome Weather, Significant Weather Charts, Upper Air Data,
aircraft under MEL / CDL, Expected payload & RTOW limitations, Tankering etc.
Detailed explanations about the layout of Operational Flight Plan (OFP) are
provided in Operations Manual, Chapter 16.
1.8.9.17
Route Guide
Refer Operations Manual, Part C.

1.8.9.18
Alternate Airports
Refer Chapter 17 for selection of alternate airports.

Take-Off Alternates
Under conditions specified in Chapter 17, a take-off alternate may be specified for
certain flights. Flight dispatcher, in such a case, will provide a notation on the flight
plan designating a take-off alternate.
In case, a take-off alternate must be assigned after the flight plan has been issued
the dispatcher will:
i)
Contact the flight crew and advise the pilot-in-command the take-off
alternate assigned, prevailing / forecast weather conditions and fuel
required
A-1-102
Effective 09-Jul-14
In-Flight
ii)
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ISSUE II, Rev 04
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Record the acceptability of the take-off alternate in the dispatch log

book
iii) Flight crews will record the agreed take-off alternate on the
operational flight plan.
i)
The requirement for a take-off alternate.
ii)
Verify the acceptability of the take-off alternate suggested
iii) Record the agreed take-off alternate on the operational flight plan
1.8.9.19
Operational Flight Plan (Manual and Computerized)
An Operational Flight Plan (OFP) shall be prepared for all IndiGo flights. The Flight
Release/OFP for all sectors shall be approved and signed by the Pilot-inCommand.
a)
Preparation Of An Operational Flight Plan (OFP)

Flight planning is the process of optimising aircraft performance and
economics. Flight shall be planned to operate at the optimum altitudes,
based on Fuel & Speed policy defined by the Airline. An optimum route
shall be selected keeping in mind weather, prohibited & restricted areas,
availability of en-route navigational aids, suitable and adequate en-route
alternate airports, sector length etc.
It is the duty of the Flight Dispatcher to review that the OFP has been
computed on latest meteorological forecast data to simulate an actual
operating environment.
OFP shall be computed for a take-off weight which shall be lowest of:
i)
Structural Limited TOW
ii)
Performance Limited TOW (correction if any)
iii) Estimated Zero Fuel Limited TOW

iv) Estimated Landing weight limited TOW
A-1-103
Effective 09-Jul-14
Similarly, flight crew will advise dispatch in the event they become aware a takeoff alternate is required. The Commander will advise:
b)
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ISSUE II, Rev 04
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Minimum Fuel Required

Minimum fuel computed for a flight shall be as per Airlines fuel policy
given in Chapter 12.
Operational Flight Plan For Dispatch Under MEL / CDL
When an airplane is dispatched with a MEL / CDL bringing performance
penalty, an OFP shall be generated reflecting the performance penalty.
The performance penalty shall be in accordance with the aircrafts AFM /
FCOM.
An indicative list of MEL / CDL which may result in aircraft performance
restrictions / penalties is placed at Company Operations manual, Part B.
d)
AD HOC Flights
For non-scheduled operations to any online / off line airports, the
following actions shall be taken:
-
e)
For additional flights/ rerouting etc to pick up stranded

passengers, an ATC plan must be filed. Permission from
defence authorities must be obtained.
Prepare an OFP.
Indicate fuel tankering requirements when applicable.
Computation Of OFP
The OFPs for all flights shall be computed no later than three and a half
(3.5) hours prior to ETD. This will allow enough time for collection and
distribution of documents at out station airports. Flight Dispatch shall
verify all the data used / entered in the preparation of flight plan before
releasing the OFP for safe, legal and economical operation.
OFPs shall be computed based upon EZFW which includes 01 tons of
cargo for all flights. However, cargo may be reduced / omitted to meet the
minimum fuel requirements for the sector.
The following steps are recommended for computation of OFPs:
i)
Check with OCC for any changes to ETD, Routing and Airplane
Registration Number.
A-1-104
Effective 09-Jul-14
c)
ii)
FLT.OMA
ISSUE II, Rev 04
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Check for MEL / CDL for applicable performance penalties.
iv) Check TAFs for Origin, Destination and Alternates to ascertain that
the weather shall be at or above the prescribed minima at the
estimated time of departure; arrival at destination or at the alternate
airport should a diversion become necessary.
v)
Refer to applicable Airline Aerodrome Operating Minima (AOM) for

the Minima requirements.
vi) Ascertain area of low / high Pressure, location of jet stream, CAT
and CB clouds from Significant Weather Chart.
vii) Check NOTAMS for origin, Destination & Alternate airport, including
En-route Alternates. Attention shall be given to any deficiencies in
services, reduction in runway length, closures of runways/ taxiways/
un-serviceability of landing/ navigational aids. Closure or restrictions
on airways etc. Special attention shall be paid to landing aids and
their components, as the landing minima may get altered and affect
the scheduled flight operation.
viii) Based on weather and NOTAMS, consider a change in alternate for
destination.
ix) Check Fuel Advisory Bulletin and determine, if tankering will be
required. No payload should be offloaded to achieve fuel tankering.
Note: In the event of decrease / increase in ZFW up to three (3) tons, after an OFP
have been computed, no fresh OFP is required to be given to the crew, however the
crew shall be briefed. If the change in ZFW is greater than three (3) tons, a fresh OFP
will be computed and issued.
f)
Check Accuracy Of OFP:

Irrespective of the fact that flights plan computation is computerised, it is
the duty of Flight Dispatcher to perform the following checks to detect any
inadvertent error/omission.
A-1-105
Effective 09-Jul-14
iii) Get MET folder from IndiGo MET section and compile a summary of
weather brief, Terminal Area Forecast (TAFs), Aviation
Meteorological Routine Report (METARs) or Aerodrome weather
warnings, Significant Weather Charts, Upper Air Wind Data, etc.
FLT.OMA
ISSUE II, Rev 04
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i)
Conformity of the OFP routing with ATC Flight Plan.
ii)
Airplane type, Registration, departure date, estimated time of

departure (ETD), estimated ZFW / TOW / FOB.
iv) Minimum required fuel for each flight sector.

v)
1.8.9.20
MEL / CDL items when applicable and the performance penalty.
MEL / CDL Handling Procedure
MEL provides operational flexibility to maintenance. It is permissible to operate

revenue flights without certain systems being fully serviceable. CDL caters to nonavailability of certain fitments in the airplane without affecting its airworthiness.
However, when an airplane is certified airworthy under MEL / CDL, there may be
certain amount of restrictions in its operational use or certain operational penalties
might apply.
a)
Flight Dispatch shall be advised by Maintenance Control Centre

(MCC) whenever a new MEL / CDL is invoked / revoked from an
airplane.
b)
The message from MCC shall contain the following details:

i)
Airplane registration number
ii)
Type of defect
iii)
MEL / CDL reference
iv)
Expiration date of the MEL / CDL
v)
Additional relevant information if any.
c) Flight Dispatch shall refer to the MEL / CDL manuals to calculate the
restrictions / penalties associated with invocation of MEL / CDL on
airplane performance.
d)
If there is a performance penalty, Flight Dispatch shall review the

impact of restrictions / penalties on the entire series of flights
planned for affected airplane.
A-1-106
Effective 09-Jul-14
iii) Wind data compared to en-route MET forecast.
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ISSUE II, Rev 04
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e) Flight Dispatch shall advise MCC / OCC to review the tail rotation
plan to minimise the impact of MEL/CDL operational restrictions /
penalties. The review should aim at maximising the payload
available and minimising additional fuel burn.
g) OFPs shall be re-computed with the performance penalty applied

and the flight release remarks section shall include the Reference
number of the MEL / CDL along with action taken by the Flight
Dispatch.
1.8.9.21
Aircraft Performance Weight Limitations
The controlling Flight Dispatcher shall maintain an adequate working knowledge of

the performance parameters, including performance and structural limitations of
the aircraft types operating under his jurisdiction. This knowledge in conjunction
with meteorological and operational analysis shall be used to:
Establish the Maximum allowable takeoff weight based on:

- Structural limitations
- Aircraft performance
- Runway limiting factors
- En route terrain clearance
Establish the Maximum allowable landing weight based on:

- Structural limitations
- Aircraft performance
- Runway limiting factors for destination and alternate terminals
The company RTOW charts provide Take-off data for airports on the company
network and some frequently used alternates airports.
When calculating airport MTOW limits using the RTOW charts dispatchers should
be aware that take-off weights established by this transaction may limit payload. It
is essential therefore that Flight Dispatchers closely monitor takeoff weights to
A-1-107
Effective 09-Jul-14
f) Flight Dispatch shall inform Operations Control Centre (OCC) and

Load Control Staff about the payload reduction.
FLT.OMA
ISSUE II, Rev 04
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ensure maximum payload is carried and that an overload is not permitted.

1.8.9.22
Handling Payload Restrictions
Procedures to Handle Payload restrictions

Dispatcher must monitor factors that may cause payload restrictions. Some of
these are:
a)
Destination / Alternate weather
b)
En-route Tropical Storm Warning
c) Route restrictions
d)
Aircraft MEL / CDL
e)
Non-availability of fuel at destination for onward journey
f)
WAT limitation (Weight, Altitude, Temperature) etc.
When any of the above situations prevails, Flight Dispatch shall take the following
actions. Check sequence:
a)
Analyze the effect of the restriction for the given sectors.
b)
If it affects payload, check the booked load or get the EZFW.
c) Run a TEST OFP to determine allowable payload for the sectors.

d)
If the penalty results in offloading of passengers, due to aircraft MEL

/ CDL, check if the defect can be rectified or airplane may be
swapped.
e)
If payload is affected, inform the penalty to Load Control of that

airport and Operations Control Centre (OCC) for further action.
f) If the aircraft cannot be fixed and planned to be dispatched under

the existing MEL / CDL, advice Flight Operations Support to
A-1-108
Effective 09-Jul-14
Due to various operational reasons, including extreme weather or aircraft released

under MEL, payload restrictions might apply. This may lead to a last minute
offloading of passengers and / or baggage. If the restriction is expected in
advance, an early notice of payload penalty to Load Control at respective airport
and other concerned sections needs to be sent. All out efforts shall be made to
avoid last minute offloading of fare-paying passengers and their baggage.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
produce special optimised RTOW Charts to minimise the extent of

restriction.
1.8.9.23
Fuel Tankering
IndiGo has a policy to tanker fuel from airports where the fuel costs are low. The
Flight Operation Support is responsible to analyse the benefit of cost differential
vis-a-vis additional fuel burnt to carry tankered fuel and advice flight dispatch on
tankering sectors based assumed payloads.
Before tankering decisions are made, the Flight Dispatch shall consider the
following:
a) Tankering must only be done to benefit from the cost differential of
next sector. Tankering for onward sectors is not recommended.
b) For aircraft going into maintenance, seek Maintenance Control
Centres advice prior to tankering.
c) Dispatcher on duty shall ensure that at no time, a tankering /
uplifting of additional fuel shall result in loss of payload. The only
exception when additional fuel may be carried shall be due to the
weather consideration and the flight safety.
1.8.9.24
Crew Briefing/Debriefing Procedure

a)
Crew Check In
Flight Crew after completion of the pre-flight medical will check in together into
their crew briefing computer with their unique password and will confirm their
legality, view any recent circular and then down load the flight document for selfbriefing (once automated check in/out process is in place). Details of the crew
check in procedure for each originating station will be intimated by a NOTAM from
time to time.
Central Flight Dispatch is responsible to provide comprehensive briefing
documentation for self-briefing of Crew.
-
At each airport, station staff have been trained to help the crew
A-1-109
Effective 09-Jul-14
Note: WAT stands for Weight, Altitude and Temperature and all three can affect RTOW,
especially with their combined effect. When temperatures are high, RTOW charts must be
checked and QNH correction applied. RTOW for airports at elevation greater than 1,000 feet
shall be checked when OAT is high.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
in accessing pre-compiled briefing documentation, taking print

outs, maintaining data-links with Central Flight Dispatch,
providing communication facilities to crew whenever they want
to discuss an operationally important matter with flight dispatch.
Once the Pilot-in-Command is satisfied with the flight plan, he is
required to sign and specify time (UTC) along with ATPL
number on flight release signifying his acceptance of the flight.
Once the flight release has been signed Pilot-in-Command is
responsible for the operations control, safety and final
disposition of aircraft. However the Period of Command is
defined earlier in the chapter.
The crew briefing documentation will contain the following information:

a) Flight Release
b) An OFP for each flight segment
c) ATS Flight Plan for each flight segment
d) MET Folder containing:
e)
f)
g)
h)
b)
Summary of Weather Brief.
TAF / METAR for departure, destination and alternate airports.
Significant Weather Charts and Upper Air Wind Data.
Satellite Picture (Alternate airports may be destination / enroute

alternates and take off alternate when required).
NOTAMs for departure, destination and alternate airports. (Alternate

airports may be destination / enroute alternates, and take off
alternate when required) and list of important NOTAMs for each
FIR.
MEL / CDL listing applicable.
Security Briefing when applicable.
Miscellaneous Documents:
Frequency List
Flight Safety Circulars
Any other important circulars, etc.
List of alternates (preferred/non preferred)
Debrief and Crew Check Out.
On completion of the flight both crew members are required to Check out and file
A-1-110
Effective 09-Jul-14
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
a debrief, relevant reports etc. (once automated check in/out process is in

place).They will be required to review the updated roster and confirm etc.
Crew
Name
Category
Emp. Code
Status
CPT
IGA
FO
IGA
Local Boarding
FO
IGA
Transit Boarding2
Reporting
Time
Signature
Local Boarding1
Local Boarding: Crew reporting at station where the flight originates.
Transit Boarding: Crew joining during transit.
1.8.9.25
Flight Release
A sample Flight Release is placed at Annexure 2.

1.8.9.26
Issuance of amended Flight Release
If the Flight Dispatch becomes aware of significant changes in the conditions on

which the original release was predicated, it does not always require that a
complete new release be generated and an Amended Release may be sufficient.
An Amended Release may comprise a revision of one or more items contained in
the original release. It may consist of handwritten changes entered on the original
with the UTC Time and Dispatchers initials are noted. When a flight release is
amended, whether at departure or enroute, the concurrence of the PIC must be
obtained. All details including the new fuel requirements are a matter of record and
for retention in the flight file.
NOTE: Flight Dispatch must annotate all details of amended releases and the time of the
amendment. If several revisions are to be made, it may be preferable to generate a New
Flight Release.
A-1-111
Effective 09-Jul-14
However, till the automated check in /out process is in place, two additional
columns namely Reporting Time and Signature are being included in the
crew manifest (as shown below). The hard copy will be presented to the crew,
which shall be appended with reporting time and the signatures against it. The
completed crew manifest will be scanned and forwarded by airport services to
the dispatch for record purpose. This procedure is applicable for cockpit crew
only. Crew joining during transit will also be provided with a copy of crew
manifest form for recording reporting time.
1.8.9.27
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
Requirement for issuance of amended Flight Release
1.8.9.28
b)
When an operational condition set forth in that release cannot be

met.
c)
Any time there is a change of a PIC / tail
d)
Invoking of MEL having operational impact etc.
Requirement for issuance of New Flight Release
The following conditions will render a Flight Release automatically void, and will
require that a New Flight Release to be issued by company Flight Dispatch.
a)
When a flight crew has discontinued a takeoff and has returned to

the gate for change of aircraft.
b)
Whenever a revised OFP is issued
c) Whenever an aircraft has remained on the ground at an

intermediate stop for more than six (6) hours.
A Flight release may be issued for multiple legs. The difference between release
time and the planned departure time of a flight leg from any of the enroute airports
should not exceed six hours. If the difference between the release time and the
planned departure time of a flight leg from any of the enroute airports exceeds six
hours, the Flight Dispatch should provide the flight crew within 6 hours of
scheduled departure time updated numbers for the fuel burns to destination,
alternate, hold, reserve, additional fuel, and minimum fuel required. The most
recent weather available should also be provided at this time. This would be
considered an amendment to the flight release.
1.8.9.29
Manual Flight Planning
In the event of a computer failure and operations is unable to produce electronic

flight plans, Flight Dispatch will use the historical Flight Plan Data by applying an
appropriate route reserve based on current weather conditions and applicable
NOTAMs on the route to be flown.
A-1-112
Effective 09-Jul-14
The following conditions will require an amended Flight Release to be issued by

Company Flight Dispatch:
a) When a flight is delayed beyond a release void time specified in the
remarks section of that release.
1.8.9.30
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
ATS Flight Plan
Refer Chapter 16 and 17.

1.8.9.31
Repetitive Flight Plan (RPL)
b) AFTN or other acceptable means

c) Through airport services staff
Flight Dispatch will confirm the receipt of this transmission to the appropriate
authorities by phone. Delay message / Cancellations / Change of A/C registration
formats, as given in Chapter 17 are used to inform respective ATC units in the
event of any disruption.
1.8.9.32
Test Flights, Maintenance Ferry & Training Flights
It is a company requirement to prepare an OFP for Test Flights, Maintenance

Ferry Flight, and Training Flights even if these flights are conducted in the vicinity
of the local airport, i.e. origin airport and destination airport of the flight are the
same.
Flight Dispatch shall provide OFP and shall file the ATS Flight Plan for all the
above flights. If required, a manual routing shall be obtained from the local ATC
authority.
Test Flights & Maintenance Ferry Flights are conducted at the request of
Maintenance Control or Maintenance Planning, for maintenance reasons. Often
these flights will require a Maintenance Authorization. Flight Dispatch shall not
release a flight requiring a Maintenance Authorization, unless a copy of
Maintenance Authorization is furnished to Flight Dispatch by Maintenance. Flight
Dispatcher shall abide by the restrictions placed in Maintenance authorization to
generate the OFP and necessary flight documents and shall verify that the
Commander (PIC) has a copy of Maintenance Authorization as well.
A-1-113
Effective 09-Jul-14
IndiGo has an arrangement with ATC for filing repetitive flight plans. The RPLs, as
per the format given in Operations Manual, Part A, Chapter 17 are filed with
respective ATC authorities by IndiGo Flight Operations as per current schedule.
On daily basis Flight Dispatch shall prepare list of all flights with current
registration, SELCAL, and any other relevant information which varies from the
RPL filed with ATC. The list shall be transmitted to the concerned ATC via
following methods:
a) Fascimile Transmission (FAX)
1.8.9.33
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ISSUE II, Rev 04
CHAPTER 01
Automated Systems Failure
All electronic data are backed up at disaster recovery (DR) site, which is
controlled by the IT department.
1.8.9.34
Scheduled System Outage
Flight Dispatch shall schedule their work around the scheduled outage time. They
shall ensure that all flight documents are produced and transmitted to the airports
for an on time departure. Flight Dispatch shall take all necessary precautions and
advise all concerned departments of the scheduled system outage in advance to
avoid flight disruptions.
1.8.9.35
Unscheduled System Outage
Unscheduled Flight Planning System failure shall be passed to the Flight Planning
Providers help desk, their assistance shall be solicited to generate / transmit the
required documents and to get an estimated time when the system will be
restored.
Other system failures (VHF, E-MAIL, etc.) shall be reported to their respective
Help Desks. Phone numbers for all the Help Desks have been provided in Flight
Dispatch Directory. An all out efforts shall be directed to re-store all systems back
to normal as soon as possible.
All occurrences of the system failure shall be logged in the dispatch log, along with
their consequences, and shall be passed down to next shift personnel for proper
follow up.
1.8.9.36
Role of Dispatcher And Pilot-In Command
Prior to acceptance of the Operational Flight Plan (OFP) by the pilot-in-command,

Operational control on the flight, as delegated by the Chief of Flight Operations is
exercised by the flight dispatcher.
After the pilot-in-command accepts the Operational Flight Plan, the flight
dispatcher and the pilot-in-command have responsibility for Flight Watch. Once a
A-1-114
Effective 09-Jul-14
Most systems provided in Flight Dispatch are highly reliable and have adequate
redundancy. However, a system may be unavailable due to a scheduled
maintenance or may not be available due to an unscheduled outage. It is
important that Flight Dispatchers shall be aware of all the scheduled maintenance
and plan their work around the system down time.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
flight has commenced, the final decision on any changes to the Operational Flight
Plan shall be taken by the pilot-in-command based on considerations of safety.
1.8.9.37
Disagreement Resolution Policy
The controlling Flight Dispatcher and the Pilot-in-Command shall make every
effort to resolve all disagreements pertaining to the exercise of operational
supervision in a safe, efficient and timely manner.
When for the reasons other than flight safety, there arises a dispute between Pilotin-Command and Flight Dispatcher, Chief Pilot (Line) shall provide necessary
resolution
1.8.9.38
Flight Watch
Flight watch is a process to monitor the progress of a flight, expected weather /

ATC disruptions / other irregularities enroute and at Destination/Alternate airports,
keeping crew informed of such disruptions etc. All IndiGo aircraft are equipped
with ACARS which is used to transmit flight movement and position reports as per
the company policy. Flight Dispatchers on duty are responsible for maintaining
Flight Watch. The flight movement / progress information received from aircraft
through ACARS is fed into automated systems, which compare the flight planning
information with the actual flight movement. Variation between the two is used to
identify any enroute delays / direct routing and revised flight time estimates are
notified to maintenance, airport services personnel etc.
Whenever flight movement or position reports are not received, following steps are
taken by Dispatch to ensure the flight is still safely enroute to the planned
destination.
-
An ACARS message is sent to the flight involved requesting the

appropriate information, and the response is awaited.
If no response is received, Air Traffic Control is contacted to
confirm that the flight is still on its planned route.
A-1-115
Effective 09-Jul-14
Limited pilot self-dispatch of flights may be permitted at those enroute stops where
a lack of communications facilities may exist. In such a case, the Pilot-inCommand will either prior to departure inform flight dispatch of intended flight plan
or when possible, will establish enroute communication with flight dispatch for
monitoring of the flight.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
1.8.9.39
Communications
All Flight Dispatch personnel shall comply with and adhere to all guidelines as
stipulated by DGCA for the use and control of radio telephone communications
and equipment.
Company mainly relies on ACARS for communication between aircraft and
Operations Control Centre. Procedures for the flight crew to use the ACARS
system are laid down in FCOM -DSC.
All communication records shall be stored & maintained for minimum 03 months.
Order of Priority
All incoming Flight Dispatch radio communications shall be answered by Flight
Dispatch personnel immediately upon receipt.
For the continued preservation of safety, if due to individual and/or Flight Dispatch
departmental workload requirements, there should become a necessity to
prioritise the handling of incoming radio and/or telephone calls, the following
sequence shall be followed:
Radio calls associated with airborne flights and flights in motion on the
ground, which have declared an emergency.
Telephone calls associated with airborne flights and flights in motion
while on the ground that have declared an emergency only, if the
information supplied is critical to the continued safe conduct of the flight
and/or has been specifically requested by the operating Flight Crew
and/or controlling Flight Dispatcher.
Radio calls associated with airborne flights operating under normal
conditions.
Radio calls associated with flights while in normal motion on the ground
A-1-116
Effective 09-Jul-14
Various software installed in Flight Dispatch continuously retrieve airfield weather

information (METARs and SPECI) from authorised IMD websites. These software
are able to segregate SPECIs from METARs. The SPECIs and weather warnings
are immediately presented on the computer displays at meteorologists
workstations. Meteorologist are required to promptly evaluate the change and if
required bring it to the notice of flight dispatcher on duty. Any deterioration in
weather is also transmitted to aircraft through ACARS, in case any flight is likely to
be affected.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
during their departure phase of operation.

Radio calls associated with flights while in normal motion on the ground
during their arrival phase of operation.
Telephone calls associated with normal operations of either ground or
airborne flights communication on ACARS
Delay Handling Procedures
All out efforts shall be made by Flight Dispatch to run the entire IndiGo network on
schedule. However, there may be occasions when delays / diversions are
inevitable. When a flight is delayed / diverted, IndiGo Flight Dispatch in
conjunction with OCC shall make all efforts to minimize the impact of the delay /
diversion on IndiGo network
1.8.9.41
Flight Dispatch shall receive a delay notification from OCC along with a
provisional ETD when the length of delay is known.
Flight Dispatch shall either revise or prepare a new OFP depending upon
the duration of the delay.
Flight Dispatch shall coordinate closely with the crew scheduling and
OCC to monitor the crew flight duty time limitations (FDTL).
Flight Dispatch shall either revise or re-file ATS plan as may be
appropriate.
Diversion Handling Procedures
Diversions may be effected from any point in flight. It could be due to aircraft
developing in-flight defects or Pilot-in-Command not being able to land at his
destination.
Pilot-in-Command
Pilot-in-command will endeavour to inform flight dispatch of his intended future
action and his requirements on ACARS / VHF.
Flight Dispatch
Flight Dispatch may receive information regarding diversion through,

ACARS, VHF, Air Traffic Control (ATC), OCC, Airport staff
It is the primary responsibility of flight dispatch to provide support to
aircraft in flight. Flight dispatch shall review NOTAMs and weather
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1.8.9.40
1.8.10
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
information for the enroute and alternate airport and advise crew through
ACARS/VHF. If flight dispatch is unable to establish direct contact with
the aircraft, controlling ATC unit may be requested to relay the
information.
Upon receipt of such information Flight Dispatcher on duty shall inform
OCC (if not already aware of the diversion).
OCC, on receiving information from flight dispatch, will relay the relevant
departure / arrival / delay messages to all stations concerned with details
of the diversion.
In case of a weather related diversion, flight dispatch shall seek opinion
from Meteorologist who shall be monitoring surface weather conditions
along with the weather trend, forecast for destination and the airport of
diversion.
Flight Dispatch shall coordinate closely with the crew scheduling and
OCC to monitor the crew flight duty time limitations (FDTL).
As weather improvement is observed, an ATS flight plan with delayed
time shall be filed in conjunction with crew.
New OFP shall be sent to crew through email or fax.
If an aircraft diverts to an off line airport, flight dispatch will be the focal
point to provide following support to crew:
Advise OCC/Airport service for ground facilitation
Locate the address for the handling agent or the ATC centre to send the
OFP. If the aircraft has a serviceable ACARS printer, the OFP (Route
and fuel summary) may be sent directly to the crew.
Availability of fuel
Availability of load & trim personnel
Development of RTOW charts in coordination with flight operations
support.
Identification of route in consultation with Pilot-in-command.
Operations Supervision and Crew Records
Refer Operations Manual Part D

1.8.11
Operations Control Centre (OCC)
The Operations Control Centre (OCC) is the nerve centre of IndiGos operations
which monitors and direct the daily execution of the IndiGo flight schedule on a
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Effective 09-Jul-14
FLT.OMA
ISSUE II, Rev 04
CHAPTER 01
real time basis focusing on optimum system performance and customer service.
The OCC will coordinate the activities associated with any condition that could
negatively impact operations or service delivery including ATC initiatives, severe
weather, winter operations, and delayed or cancelled flights.
During periods of anticipated or actual irregular operations (IRROPs), the OCC

will coordinate the actions of the airline to recover safely and efficiently by
coordinating the activities of all relevant departments, assessing operational and
customer needs regarding aircraft re-assignments, delays or cancellations and
initiate management notification of operational irregularities when necessary.
Under Commanders Emergency Authority a Pilot in Command retains full
authority to take any action in an emergency or under unusual circumstances, in
order to preserve the safety of the aircraft, its occupants, mail and freight.
The Vice President (OCC) shall be responsible for the functioning of OCC. He
must ensure that the provisions of the Company Operation Manual and DGCA
instructions and Directives are complied with and that Constant flight watch (flight
following) on each Aircraft is maintained. While Exercising supervision and Control
it must also be assured that no action is taken that conflicts with established
procedures, Operations Manual, DGCA and Government Rules, regulations and
directives.
1.9
ADMINISTRATIVE INFRASTRUCTURE
The Company administration department is responsible and shall provide the

necessary facilities, workspace, equipment and supporting services, as well as
work environment, necessary to deliver safe and secure flight operations.
A-1-119
Effective 09-Jul-14
The OCC will exercise control of airline operations from the present time plus 72
hours. Present within the OCC will be the disciplines of Flight operations (pilot
operations controllers), Engineering (maintenance controllers), airport operations,
crew scheduling (both pilot and cabin attendant), flight dispatch, meteorology and
commercial planning.
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ISSUE II, Rev 04
CHAPTER 01
A-1-120
Effective 09-Jul-14
FLT.OMA
ISSUE II, Rev 01
FLIGHT & DUTY TIME LIMITS
CHAPTER 02
TABLE OF CONTENTS
FLIGHT AND DUTY TIME LIMITS AND REST PERIODS .......................3
2.2
RESPONSIBILITY OF ALL AIR CREW ...................................................3
2.3
GENERAL GUIDELINES .........................................................................3

2.3.1
Definitions...................................................................................3
2.3.2
Applicability ................................................................................6
2.3.3
CUMULATIVE FLIGHT TIME LIMITATIONS: domestic and

international ................................................................................7
2.3.4
DUTY PERIOD: domestic and international operations .............7
2.3.5
FLIGHT TIME LIMITATIONS: domestic/ neighbouring countries

...................................................................................................7
2.3.6
FLIGHT TIME LIMITATIONS: International operations ..............8
2.3.7
GENERAL REQUIREMENTS .................................................. 10
2.3.8
Extension due unforeseen operational circumstances ............. 10
2.3.9
Consecutive night operations ................................................... 11
2.3.11
Standby .................................................................................... 11
2.3.12
Positioning ................................................................................ 12
2.3.13
Rest .......................................................................................... 12
2.3.14
Reporting time: ......................................................................... 14
2.3.15
Records .................................................................................... 14
2.3.16
Cabin Attendants - FDTL .......................................................... 15
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Effective
04-Dec-12
2.1
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ISSUE II, Rev 01
CHAPTER 02
A-2-2
Effective
04-Dec-12
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ISSUE II, Rev 01
CHAPTER 02
2.1
FLIGHT AND DUTY TIME LIMITS AND REST PERIODS
2.2
RESPONSIBILITY OF ALL AIR CREW
In accordance with the provision, herein, it is the responsibility of each flight crew
not to fly if he is suffering from such fatigue as may endanger the safety of the
aircraft or its occupants. All flight crew are, however, reminded that the provisions
of this paragraph are not intended to cover instances where normal tiredness
resulting from the physical and mental effort of a flight is likely. Individual crew
members should make the best use of their rest periods, in order to prevent
cumulative sleep deficit.
2.3
GENERAL GUIDELINES
(CAR Section 7, Series J, Part III)
Company policy
IndiGo policy is more restrictive in certain areas. However, in case of exigencies,
Vice President/Director (Flight Operations) and PilotInCommand at their
discretion, and after taking note of the circumstances of other members of the
crew, revert to the requirements as laid down in the CAR. Under all circumstances
the provisions of the CAR will be binding unless specific approval of DGCA is
received in extraordinary circumstances.
Flight Duty Time Limitations (FDTL) specifies Duty Time, Flight Duty Time, Flight
time limits and Rest Period requirements. Remaining within the established limits
is the responsibility of both the individual crew and crew scheduling.
2.3.1
Definitions
a) Augmented flight crew. A flight crew that comprises more than the
minimum number required to operate the aeroplane and in which
each flight crew member can leave his or her assigned post and be
replaced by another flight crew member, who shall hold qualifications
A-2-3
Effective
04-Dec-12
It is the responsibility of all Air Crew to make the optimum use of the opportunities
and facilities for rest provided by the Airline and to plan their rest periods properly,
so as to minimize the risk of fatigue.
FLT.OMA
ISSUE II, Rev 01
CHAPTER 02
which are equal to or superior to those held by the crew member

who is to be replaced for the purpose of in-flight rest.
c)
Duty period. A period which starts when a flight crew member is

required by an operator to report for or to commence a duty and
ends when that person is free from all duties.
d) Fatigue. A physiological state of reduced mental or physical

performance capability resulting from sleep loss or extended
wakefulness, circadian phase, or workload (mental and/or physical
activity) that can impair a crewmembers alertness and ability to
safely operate an aircraft or perform safety related duties.
e) Flight Duty Period. A period which commences when a flight crew
member is required to report for duty that includes a flight or a series
of flights and which finishes when the aeroplane finally comes to rest
and the engines are shut down at the end of the last flight on which
he/she is a crew member.
Note: As a company policy, Flight Duty Time will be calculated so as to start
from 60 minutes prior to schedule time of Domestic Departure and 75
minutes prior to the schedule time of International Departure; or revised time
of departure, if crew has been advised about it prior to leaving residence
/hotel. Flight Duty Time will end 30 minutes after completing a flight/ series of
flights (CHOCKS ON).
f)
Flight time. The total time from the moment an aeroplane first
moves for the purpose of taking off until the moment it finally comes
to rest at the end of the flight.
Note.Flight time as here defined is synonymous with the term block to
block time or chock to chock time in general usage which is measured from
the time an aeroplane first moves for the purpose of taking off until it finally
stops at the end of the flight.
A-2-4
Effective
04-Dec-12
b) Duty. Any task that flight crew members are required by the operator
to perform, including, for example, flight duty, administrative work,
training, positioning and standby when it is likely to induce fatigue.
FLT.OMA
ISSUE II, Rev 01
CHAPTER 02
g) Home base. The location nominated by the operator to the

crewmember from where the crewmember normally starts and ends
a duty period or a series of duty periods.
i)
Neighbouring Countries. Countries whose standard times falls

within a band of 3 hours (+1:30 hours on either side of India) i.e.
countries covered in the standard time zone band of UTC+4 to
UTC+7.
j)
Night Operations: For FDTL planning purpose, Night will be defined

as a time starting from 0000 to 0800 Hrs. However, Pilots will log
flight times based on the actual conditions in their respective
logbooks as per Aircraft Rules 1937.
k) Positioning. The transferring of a non-operating crewmember from

place to place as a passenger at the behest of the operator.
Note Positioning as here defined is synonymous with the term
Deadheading.
l)
Reporting time. The time at which flight crewmembers are required

by an operator to report for duty.
m) Rest Period. An uninterrupted and defined period of time during

which a crewmember is free from all duties and airport standby.
n) Split Duty (Break). Means a period free of all duties, which counts
as duty, being less than a rest period.
o) Standby. It is a defined period of time during which a flight
crewmember is required by the operator to be available to receive an
assignment for a specific duty without an intervening rest period.
However, it shall not include any time during which an operator
requires a crewmember to be contactable for the purpose of giving
notification of a duty, which is due to start 10 hours or more ahead.
A-2-5
Effective
04-Dec-12
h) Local night. A period of eight hours falling between 2200 and 0800
local time. IndiGo will follow a fixed 8 hour period of 0000-0800 Local
Time
FLT.OMA
ISSUE II, Rev 01
CHAPTER 02
q) Unforeseen operational circumstance. An unplanned event, such

as unforecast weather, equipment malfunctions, or air traffic delay
that is beyond the control of the operator.
2.3.2
r)
Window of Circadian Low (WOCL) is best estimated by the hours

between 0200 and 0600 for individuals adapted to a usual day-wake/
night sleep schedule. This estimate of the window is calculated from
scientific data on the circadian low of performance, alertness, subject
report (i.e., peak fatigue), and body temperature. For flight duty
periods that cross 3 or fewer time zones, the window of circadian low
is estimated to be 0200 to 0600 home-base/ domicile time. For flight
duty periods beyond 3 or more time zones, the window of circadian
low is estimated to be 0200 to 0600 home-base/ domicile time for the
first 48 hours only. After a crew member remains more than 48 hours
away from home-base/ domicile time, the window of circadian low is
estimated to be 0200 to 0600 referred to local time at the point of
departure.
s)
Flight Crew Flight crew means the pilots who fly the aircraft and
shall also include a flight engineer and flight navigator
t)
Period of transportation It will be considered as 45 minutes before

start of Flight Duty and 45 minutes after end of Flight Duty. It will
neither form a part of Flight Duty nor of Rest period.
Applicability
These flight time/flight duty time limitations shall be applicable to all flight crew
personnel.
A-2-6
Effective
04-Dec-12
p) Ultra Long Range (ULR) operations. Continuous non-stop flights

between the specific city pairs having a flight time of over 16 hours
and duty periods between 18 and 22 hours. As of date IndiGo
doesnt have ULR operations. The scheme for ULR operations will
be updated as and when such operations are commenced.
2.3.3
FLT.OMA
ISSUE II, Rev 01
CHAPTER 02
CUMULATIVE
international
FLIGHT
TIME
LIMITATIONS:
domestic
Cumulative Period
Flight Time Limitation (Hours)
In 7 consecutive days
35
125
1000
and
DUTY PERIOD: domestic and international operations
Crew Scheduling shall not assign and no flight crew member shall accept any duty
to exceed:
2.3.5
a)
190 duty hours in any 28 consecutive days, spread evenly as

practicable through out this period;
b)
100 duty hours in 14 consecutive days; and
c)
60 duty hours in any seven consecutive days.
FLIGHT TIME LIMITATIONS: domestic/ neighbouring countries
The Flight Time Limitations are as follows :

Maximum Daily Flight Duty
Period (FDP) Limitation
Maximum Number of
landings
12.5 hours
2 for night operations

3 for day operations
12 hours
11.5 hours
11 hours
A-2-7
Maximum Flight
Time Limitation
9 hours
8 hours
Effective
04-Dec-12
2.3.4
FLT.OMA
ISSUE II, Rev 01
CHAPTER 02
2.3.6
FLIGHT TIME LIMITATIONS: International operations
a)
Requirements for international operations
Daily maximum flight time limitations for international operations during any
24 consecutive hours:
Crew Complement
Two-Pilot Operations
Maximum Flight Time Limitation/

Max Number of Landings**
10 hours/ up to 1 landings
For day operations: 9 Hours/up to 3 landings
For night operations: 9 Hours/up to 2 landings
Three-Pilot Operations
Four-Pilot Operation
Four-Pilot ULR
Operations*
12 Hours/1 landing
16 Hours/1 landing
More than 16 hours
** Maximum Number of Landings is further dependent on Flight Duty Period
b)
Maximum Daily Flight Duty Period Two Pilot Operations
Maximum Daily Flight Duty period for two pilot operations shall be as per the
following table:
Maximum Daily Flight
Duty Period (FDP)
Limitation**
13 hours
12.5 hours
Maximum Number of
landings
Maximum Flight
Time Limitation
1
2 for night operations
10 hours
9 hours
3 for day operations
9 hours
** Reduction of Flight duty period due to operation in WOCL
A-2-8
Effective
04-Dec-12
When the FDP starts in the WOCL, the maximum FDP stated in above points shall
be reduced by 100 % of its encroachment up to a maximum of two hours. When
the FDP ends in or fully encompasses the WOCL, the maximum FDP stated in
above points shall be reduced by 50 % of its encroachment.
FLT.OMA
ISSUE II, Rev 01
CHAPTER 02
c)
Augmented Crew
The maximum flight duty period may be extended in accordance with the following
table in case of the flight crew is augmented
Rest facility
available
Rest seat
Bunk
Maximum extension of the FDP

Augmented crew
(3 Pilots)
2H
4H
Double crew
(4 Pilots)
4H
6H
In flight, rest of less than 03 hours doesn't allow for the extension of
the FDP.
The applicable Flight Duty Period may be increased up to a

maximum of 16 hours in case of Rest Seat and up to a maximum of
18 hours in case of Bunk. In case of double crew, rest facilities shall
be available for both pilots not on active duty.
In case of augmented/double flight crew, the division of duty and rest

between the flight crew members being relieved will be kept in
balance. All crew members are expected to be on controls for
equivalent period. For e.g. if the flight is for 09 hours, each crew
member will log 9*2/3 = 6 hours individually and should be on
controls for 06 hours each. It is the responsibility of PIC to ascertain
that all crew members get equal rest during the flight.
Rest Seat will be at least a Business Class seat reclining to at least

40 back angle to the vertical, outside the cockpit and separated
from passengers by a dark curtain.
Crew shall be allowed to return to controls only after 30 minutes of

waking after bunk/seat rest, which may be part of the rest of 03
hours.
A-2-9
Effective
04-Dec-12
When the FDP starts in the WOCL, the maximum FDP stated in above points shall
be reduced by 100 % of its encroachment up to a maximum of two hours. When
the FDP ends in or fully encompasses the WOCL, the maximum FDP stated in
above points shall be reduced by 50 % of its encroachment.
2.3.7
FLT.OMA
ISSUE II, Rev 01
CHAPTER 02
GENERAL REQUIREMENTS
2.3.8
Extension due unforeseen operational circumstances

a)
For an unplanned event, such as un-forecast weather, equipment

malfunction, or air traffic delay that is beyond the control of the
Company Flight Time and Flight Duty Period may be extended as
follows:
i.
Flight Time by maximum of 1 hours and FDP by maximum of 03

hours subject to a cumulative limit of maximum of 03 hours and
maximum of 06 hours respectively in 30 consecutive days. One
Additional Landing is permitted over and above the prescribed limits
(specified in 2.3.5 and 2.3.6) for Aircraft Recovery and Passenger
convenience provided, an additional crew member over and above
the minimum crew complement, is available for specified operations.
(Example for two pilot operations, there will be a third pilot provided
as ACM). Under all circumstances, this flight has to be completed
within the Extended Flight Duty Time and Duty Period.
ii.
Subject to the maximum limit of extension of FDP i.e. 03 hours on

individual event and 06 hours on cumulative basis, extension shall be
decided between PIC and other members of the crew.
iii.
PIC in consultation with the other crew members will convey their
willingness (or consent) to the Duty Officer Operations Control
Center (OCC) who in turn will obtain the permission from Head of
Operations.
b)
Whenever the flight duty period gets extended, the rest period shall be
pro-rata increased by twice the amount of extended time of flight duty
period.
A-2-10
Effective
04-Dec-12
IndiGo follows the requirements of this CAR based on type of flight being
operated i.e. if all sectors of a flight are within the neighbouring countries, then
requirements for domestic operations shall be followed and in case even one
sector of the flight falls in international operation then for the full/ entire flight
requirements of international Operations shall be followed.
2.3.9
FLT.OMA
ISSUE II, Rev 01
CHAPTER 02
Consecutive night operations
2.3.11
Standby
a)
General
i.
Crew scheduling shall include Standby as part of their regular

rosters and concerned crew shall be kept notified.
ii.
In case of exigencies when Standby duty may go beyond the roster,

Crew scheduling shall ensure that concerned crew is notified in
advance.
b)
Standby Period
i.
Standby period shall not extend beyond 12 hours. However, a

maximum standby at airport (with or without sleeping quarters) shall
not exceed 08 hours.
ii.
If the standby period is at the airport and
iii.
Standby culminates into a flight duty then the total period (i.e.
100%) shall be counted towards the flight duty period and also
towards cumulative duty period
Standby does not culminate into a flight duty then the total
period (i.e. 100%) shall be counted towards cumulative duty
period
If the standby period is at home or in a hotel and culminates into duty
Within first 06 hours then no part of standby shall be considered

as part of flight duty period or cumulative duty period
A-2-11
Effective
04-Dec-12
Flight crew should not be deployed nor shall a flight crew undertake any Flight
duty between periods embracing 0000 to 0500 hours local time if during the
previous day he/she performed duty between the periods embracing 0000 to 0500
hours local time. However, a pilot can undertake a duty if he had undergone a
flight duty the previous night between 0000 to 0500 hours. Flight Crew can be
planned for simulator/ground duties between 0000 to 0500 Hours for a maximum
of 02 consecutive days.
ISSUE II, Rev 01
CHAPTER 02
At 06 hours or later then flight duty period shall be reduced by 50%

of the standby time.
If standby period is at home or in a hotel does not culminate into a
duty then, 25% of its time shall be considered under cumulative duty.
c)
2.3.12
FLT.OMA
Rest period after Standby:
When any period of standby finishes, during which a call-out has not
occurred, at least 10 hours rest shall follow prior to the next duty
period.
When standby culminates in to a duty, then the rest period shall be

decided based on total period of duty i.e. the duty plus the
percentage of standby counted for duty.
Positioning
a)
All the time spent on positioning for Company Requirements shall be

counted as duty.
b)
Positioning time shall be part of a flight duty period when it immediately

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

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

Flight Duty Period.
e)
Positioning shall be counted as a landing if, after a positioning journey,

the crew member spends less than a minimum rest period at suitable
accommodation provided by IndiGo or at home, and then extends FDP
using Split Duty.
2.3.13
a)
Rest
Minimum Rest (Before a flight)
The minimum rest, which must be provided before undertaking a flight
duty period, shall be atleast as long as the preceding duty period,
A-2-12
Effective
04-Dec-12
iv.
FLT.OMA
ISSUE II, Rev 01
CHAPTER 02
OR
If the preceding duty period, which includes any time spent on

positioning, exceeds 18 hours, then the ensuing rest period shall include
a local night.
Period of transportation to and from an airport shall neither be counted
towards duty time nor rest period. IndiGo Policy on period of
Transportation for planning purposes will be a fixed time of 45 Minutes
each, before and after the flight.
b)
Rest after return to base
Crew Scheduling shall ensure that effects on crew members of time

zone differences will be compensated by additional rest as specified
below.
Minimum rest including local nights shall be given, according to the

table below when coming back to home base, to any crew member
who has been away from the home base in such a way that the
WOCL had to be modified.
Time zone difference
Hours of rest
Local nights
More than 3 to 7
Beyond 7
36
72
2
3
"Time zone difference" in this table is the time zone difference between
the starting and finishing points of the initial duty. (Currently all Indigo
Flights are less than 3 time zone difference.)
c)
Weekly Rest. Crew scheduling shall ensure that the minimum rest is
increased periodically to a weekly rest period, being a 36-hour period
including two local nights (0000 to 0800 Hours), such that there shall
never be more than 168 hours between the end of one weekly rest period
and the start of the next. For planning purpose, we will restrict this to 144
Hours.
A-2-13
Effective
04-Dec-12
12 hours /14 hours on crossing 3 time zones/ 36 hours on crossing 8 time

zones whichever is the greater;
FLT.OMA
ISSUE II, Rev 01
CHAPTER 02
In case Time Zone difference is less than 3, the weekly rest period is
inclusive of the required rest period for the last day flight prior to the
beginning of weekly rest period.
In case time zone difference is more than 3, the weekly rest period
will be in addition to the required rest period for the last day flight
prior to the beginning of weekly rest period.
Reporting time:
a)
Crew is to report 0100 /0115 Hours prior to departure time for Domestic/
International flights respectively
b)
A standard allowance of 30 minutes shall be added at the end of flight

time to allow for the completion of checks and records.
c)
For record purposes, the pre-flight report time shall count both as duty
and as flight duty, and the post-flight allowance shall count as duty.
2.3.15
Records
To ascertain that the fatigue management system is functioning, as intended and

as approved, records will be kept for 18 months of the duties performed and rest
periods provided, so as to facilitate inspection by the authorized personnel and
surveillance/audit by DGCA officers.
The Crew scheduling shall ensure that these records include for each flight crew
member, at least:
the start, duration and end of each flight duty period;
the start, duration and end of each duty period;
rest periods; and
flight time.
The Crew scheduling shall also keep records of occasions when discretion was
used by the PIC to extend the prescribed limits.
If discretion was used for similar reasons on more than 20 percent of occasions
when a particular route or route pattern is flown, then the VP Flight Operations /VP
A-2-14
Effective
04-Dec-12
2.3.14
FLT.OMA
ISSUE II, Rev 01
CHAPTER 02
OCC shall review and change the schedule or the crew scheduling arrangements
so as to reduce the frequency at which such events occur.
Flight crew members shall maintain a personal record of their daily flight time, duty
period, flight duty period and rest periods. All Flight crew members shall
maintain a personnel record of their daily flight time in their personal Flying
Log Books.
Existing system is a fool proof, transparent & computerised system, on which
there is an online link for DGCA to monitor. Only designated officers of the DGCA
and Company will have access to the system. The system also has a provision of
audit trail so that any changes made in the data can be tracked down to its
source.
Through the computerised system it shall be ensured that the Flight Crew member
is well within the flight time, flight duty, duty and rest period requirements before
permitting him to operate the flight. For the purpose of FDTL monitoring, IndiGo
uses the ACARS automated messages for real time monitoring of Flight Times.
These records shall not be kept only on paper. Any violation of this provision shall
attract penalties as laid down in relevant law including action against persons. The
Company records are fully automated in terms of FDTL.
Personal records maintained by individual pilot are to be reconciled with the
Companys records from time to time.
2.3.16
Cabin Attendants - FDTL
Refer SEP Manual and CAR Section 7, Series J , Part 1, for Cabin Attendants
flight duty time limitations.
A-2-15
Effective
04-Dec-12
In addition, DGCA may require submission of copies and analysis of records in the
manner deemed fit.
FLT.OMA
ISSUE II, Rev 01
CHAPTER 02
INTENTIONALLY LEFT BLANK-
A-2-16
Effective
04-Dec-12
FLT.OMA
ISSUE II, Rev 03
NAVIGATION EQUIPMENT REQUIRED
CHAPTER 03
TABLE OF CONTENTS
NAVIGATION EQUIPMENT REQUIRED .................................................3
3.1
EQUIPMENTS ..........................................................................................4
3.2
GENERAL CONCEPT ..............................................................................4
3.3
RNAV .......................................................................................................4
3.4
3.3.1
RNAV System - Basic Functions ................................................5
3.3.2
RNP System - Basic Functions ..................................................5
3.3.3
Navigation Error Components ....................................................6
3.3.4
Equipment List............................................................................8
PERFORMANCE BASED NAVIGATION (PBN) ......................................8

3.4.1
Elements of PBN ........................................................................9
3.5
FLIGHT CREW PROCEDURES............................................................. 11
3.6
OPERATING
PROCEDURES
SPECIFIC
TO
RNAV/RNP
SPECIFICATIONS.................................................................................. 11
3.7
3.8
3.6.1
OPERATING PROCEDURES- RNAV 10 (RNP 10) ................. 11
3.6.2
Operating procedures RNAV 5 ............................................... 15
3.6.3
Operating procedure RNAV 1 & 2 ......................................... 18
OPERATING PROCEDURE-BASIC RNP-1 .......................................... 23

3.7.1
Pre-flight planning .................................................................... 23
3.7.2
General operating procedures .................................................. 24
3.7.3
Basic-RNP 1 SID specific requirements ................................... 27
3.7.4
Basic-RNP 1 STAR specific requirements................................ 27
3.7.5
Contingency Procedures .......................................................... 28
RNAV INSTRUMENT APPROACH PROCEDURE (IAP) ...................... 29

A-3-1
Effective 15-Dec-13
3.
FLT.OMA
ISSUE II, Rev 03
CHAPTER 03
Regulatory Background ........................................................... 29
3.8.2
Aircraft requirements System performance monitoring and

alerting ..................................................................................... 29
3.8.3
Operating procedures .............................................................. 32
3.8.4
Contingency procedures .......................................................... 36
3.8.5
NAV Database Integrity Validation Process ............................. 36
3.9
FLIGHT CREW ERROR REPORTING .................................................. 37
3.10
FLIGHT PLANNING & MANAGEMENT ................................................ 38
3.11
DISPLAY AND SYSTEM CONTROL .................................................... 38
3.12
NON COMPLIANCE WITH RNP REQUIREMENTS.............................. 38
3.13
RNAV PHRASEOLOGY ........................................................................ 38
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3.8.1
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3.
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(CAR Section 8, Series O, Part II, Para 7)
An airplane is provided with navigation equipment which will enable it to proceed:-
in accordance with the flight plan,
in accordance with prescribed Required Navigation Performance (RNP)

types, and
in accordance with the requirements of air traffic services;
except when, if not so precluded by DGCA, navigation for flights under the visual
flight rules is accomplished by visual reference to landmarks at least every 60 NM
(110 km).
On flights in which it is intended to land in instrument meteorological conditions, an
aircraft shall be provided with radio equipment capable of receiving signals
providing guidance to a point from which a visual landing can be effected. This
equipment shall be capable of providing such guidance for each aerodrome at
which it is intended to land instrument meteorological conditions and for any
designated alternate aerodromes.
The company aircraft (A 320) are equipped with:
i) The Instrumentation and avionics which are clearly visible to the pilot,
necessary to conduct operations in accordance with Air Operators Permit and
meet applicable flight parameters, manoeuvres and limitations;
ii) Operational communication equipment requirements, including emergency
communication;
iii) Avionics, equipment and components satisfy applicable navigation
requirements, provide necessary redundancy and, as applicable, authorized by
the State for use in RNP, and RVSM operations;
A-3-3
Effective 15-Dec-13
Navigation procedures are dependent on the airplane equipment, the route being
flown and ATS requirements. The Aeronautical radio navigation service comprises
all types and systems of radio navigation aids in the International aeronautical
service.
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iv) Avionics, instrumentation and radio equipment necessary to satisfy

applicable approach and landing requirements;
(Refer FCOM DSC, Chapter 34 and 31)

3.1
EQUIPMENTS
The following facilities for Navigation purposes are available to the Pilots:
GPS (Dual), FMS-IRS, VOR, NDB, DME
3.2
GENERAL CONCEPT
Conventional navigation procedures are based on the availability of satisfactory

ground navigation aids, infrastructures (VOR, DME, NDB) and airplane navigation
systems, which enable Navaids to Navaids navigation. Large safety margins
mandated with respect to airplane separation contribute to airspace saturation in
certain areas.
Such air navigation structure of conventional airways, SIDs, STARs, etc. does not
take into account the availability of modern navigation systems with enhanced
performance or the availability of glass cockpits, which provide crew with improved
awareness when flying such procedures.
The ICAO has recognised the need to benefit from available RNAV technology to
improve existing air navigation systems, in the interest of increasing airspace
capacity, and offering such advantages as fuel savings, direct tracks, etc. The
introduction of RNP and RNAV will enable each country to design and plan routes
that are not necessarily located over radio Navaids installations.
3.3
RNAV
RNAV is defined as a method of navigation which permits aircraft operation on

any desired flight path within the coverage of station-referenced navigation aids or
within the limits of the capability of self-contained aids, or a combination of these.
This removes the restriction imposed on conventional routes and procedures
where the aircraft must over fly referenced navigation aids, thereby permitting
operational flexibility and efficiency. This is illustrated in Figure below
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Effective 15-Dec-13
v) Other components and equipment necessary to conduct operations

under applicable flight conditions, including instrument meteorological
conditions.
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RNAV Route
RNAV allows point-to-point navigation, the aircraft position being determined by

the on-board navigation systems using the information from several navigation
aids such as VOR/DME, DME/DME or GNSS (GPS). This allows approaches
constituted by a succession of non-aligned straight segments.
Inertial Reference System (IRS) / Inertial Navigation System (INS) allow extension
of this Area Navigation further than the range of the navigation aids.
3.3.1
RNAV System - Basic Functions
RNAV systems are designed to provide a given level of accuracy, with repeatable
and predictable path definition, appropriate to the application. The RNAV System
typically integrates information from sensors such as air data, inertial reference,
radio navigation, satellite navigation, together with inputs from internal database
and crew-entered data to perform the following functions:
Navigation
Flight Plan Management
Guidance and Control
Display and System Control
3.3.2
RNP System - Basic Functions
An RNP system is an RNAV system whose functionalities support on-board

performance monitoring and alerting. Specific requirements include:
Capability to follow a desired ground track with reliability, repeatability and
predictability, including curved paths where vertical profiles are included for
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Conventional Route
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vertical guidance, use of vertical angles or specified altitude constraints to define a

desired vertical path.
Display and indication of both the required and estimated navigation

system performance. Monitoring of the system performance and alerting
the crew when RNP requirements are not met.
Cross track deviation displays scaled to RNP, in conjunction with
separate monitoring and alerting for navigation integrity.
An RNP system utilizes its navigation sensors, system architecture and modes of
operation to satisfy the RNP navigation specification requirements. It must perform
the integrity and reasonableness checks of the sensors and data, and may provide
a means to deselect specific types of navigation aids to prevent reversion to an
inadequate sensor. RNP requirements may limit the modes of operation of the
aircraft e.g. for low RNP where flight technical error is a significant factor, manual
flight by the crew may not be allowed. Dual system/sensor installations may also
be required depending on the intended operation or need.
3.3.3
Navigation Error Components
The inability to achieve the required lateral navigation accuracy may be due to
navigation errors related to aircraft tracking and positioning. The three main errors
in the context of on-board performance monitoring and alerting are Path Definition
Error (PDE), Flight Technical Error (FTE), and Navigation System Error (NSE), as
shown in Figure below. The distribution of these errors is assumed to be
independent with zero-mean.
(Refer next page)
A-3-6
Effective 15-Dec-13
The performance monitoring and alerting capability may be provided in different

forms depending on the system installation, architecture and configurations,
including:
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Lateral Navigation Errors (95%)

PDE occurs when the path defined in the RNAV system does not correspond to
the desired path i.e. the path expected to be flown over the ground. Use of an
RNAV system for navigation presupposes that a defined path representing the
intended track is loaded into the navigation database. A consistent, repeatable
path cannot be defined for a turn that allows for a fly-by turn at a waypoint,
requires a fly-over of a waypoint, or occurs when the aircraft reaches a target
altitude
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Effective 15-Dec-13
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Note. FTE is sometimes referred to as Path Steering Error (PSE)
NSE refers to the difference between the aircrafts estimated position and actual
position.
Note. NSE is sometimes referred to as Positioning Estimation Error (PEE)
3.3.4
Equipment List
MEL requirements are based on the type of RNAV / RNP airspace,

Refer FCOM PRO-SPO-51, on required Navigation performance equipment.
3.4
PERFORMANCE BASED NAVIGATION (PBN)

(CAR Section 8, Series O, Part VI, Issue II)
PBN is a concept based on the use of Area Navigation (RNAV) systems rather
than sensor-specific navigation. So far the RNAV requirements were based on the
limited statement of required performance accuracy and containment limits. PBN
signifies a transition to more extensive statements of required performance in
terms of accuracy, integrity, continuity and availability of functionality, together with
descriptions of how this performance is to be achieved in terms of aircraft and
crew requirements.
A-3-8
Effective 15-Dec-13
FTE relates to the air crew or auto pilots ability to follow the defined path or track,
including any display error (e.g., CDI centring error). FTE can be monitored by the
auto pilot or air crew procedures and the extent to which these procedures need to
be supported by other means depends, for example, on the phase of flight and the
type of operations. Such monitoring support could be provided by a map display.
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3.4.1
Elements of PBN
There are three elements of PBN within an Airspace context:

a)
Navigation Application The application of a Navigation Specification

and the supporting NAVAID Infrastructure to specific routes, procedures
and/or defined airspace volumes. For example; to have RNAV / RNP
terminal area procedures for Delhi.
Navigation Applications, indicating the designation of the required
Navigation Specification plus any established limitations imposed for the
particular Navigation Application, will be detailed in charts and in the
Aeronautical Information Publications (AIPs).
b)
c)
Navigation Aid (NAVAID) Infrastructure The ground, space or onboard NAVAIDs which support or provide positioning capability.
Examples of NAVAIDS are as follows:
-
Ground: Very High Frequency Omni-Range (VOR), Distance

Measuring Equipment (DME), etc.
Space: Global Navigation Satellite System (GNSS), (GPS and

GLONASS)
On-board: Inertial Reference Units
Navigation Specification The aircraft and aircrew requirement needed

to support PBN operations. These are entered in the Air Operator Permit.
-
A Navigation Specification is either a ' RNP' specification or a '

RNAV' specification
A RNP specification includes a requirement for on-board selfcontained performance monitoring and alerting, whilst a RNAV
specification does not.
A-3-9
Effective 15-Dec-13
The Required Navigation Performance (RNP) concept has been replaced by the
PBN concept. Therefore, a lot of RNP terminology has been replaced by PBN
terminology. A new ICAO document 'Performance Based Navigation Manual
replaces the existing document 'Manual on Required Navigation Performance
(RNP) ICAO Doc 9613'.
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Facilitation of the operational approval process for operators by providing

a limited set of navigation specifications intended for global use, as given
below.
Notes:
i) The numbers given in the table refer to the 95% accuracy requirements (NM).
ii) RNAV 5 is an en-route navigation specification which may be used for the initial
part of the STAR outside 30NM and above MSA.
iii) RNP 2 and Advanced-RNP 1 are expected to be included in a future revision of
the ICAO PBN Manual;
iv) 1a means that the navigation application is limited to use on STARs and SIDs
only;
v) 1b means that the area of application can only be used after the initial climb of a
missed approach phase
vi) 1c means that beyond 30 NM from the airport reference point (ARP), the
accuracy value for alerting becomes 2 NM
A-3-10
Effective 15-Dec-13
Each Navigation Specification has a designator. e.g. RNAV 5, BASICRNP 1, RNP APCH, RNP AR APCH. The number in the designator
represents the minimum lateral navigation accuracy in nautical miles
(nm) that must be maintained for at least 95% of the flight time. The
required lateral accuracy limits the combined total of all errors that may
exist in an aircraft system. This combined error is known as the 'Total
System Error' (TSE). It should be noted that the accuracy limit is only one
of the performance requirements for PBN procedures.
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3.5
FLIGHT CREW PROCEDURES
Flight crew procedures complement the technical contents of the navigation

specification. Flight crew procedures are usually embodied in the company
operating manual. These procedures could include, for example, that the flight
crew notify ATC of contingencies (equipment failures, weather conditions) that
affect the aircrafts ability to maintain navigation accuracy. These procedures
would also require the flight crew to state their intentions, coordinate a plan of
action and obtain a revised ATC clearance in such instances. At a regional level,
established contingency procedures should be made available so as to permit the
flight crew to follow such established procedures in the event that it is not possible
to notify ATC of their difficulties.
3.6
OPERATING
PROCEDURES
SPECIFICATIONS
SPECIFIC
3.6.1
OPERATING PROCEDURES- RNAV 10 (RNP 10)
3.6.1.1
Flight Planning
TO
RNAV/RNP
Dispatch should ascertain aircraft approval for RNAV 10 (RNP 10) operations in AOP
before routing the same on RNP 10 routes.
a)
Flight crew should verify that that two LRNS [long-range navigation
systems- Two FMGC (or 1 FMGC + 1 BACK UP NAV)] are operational.
Refer FCOM PRO-SPO-51.
b)
IndiGo fleet is equipped with GNSS (GPS) which obviates the

requirement of time limitation for RNP-10 operations.
A-3-11
Effective 15-Dec-13
(Example of an Application of RNAV and RNP Specifications to ATS Routes and

Instrument Procedures)
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For aircraft with unserviceable GPS, the flight time outside radio
navaid coverage is limited to the following criteria:
6.2 h since IRS ground alignment.
5.7 h since last FM radio update.
RAIM levels required for RNP10 should be verified through RAIM NOTAMs (where
available) issued by ATS Authorities. Refer Para 3.8.3.3 for RAIM NOTAM
description.
c)
ATS Filling guidance for RNP 10 routesItem 10a
Corresponding entry in Item 18 PBN/d)

3.6.1.2
(PBN approved)
A1
(RNP 10)
Ref FCOM PRO-SPO-51 for any operating restriction on navigation

system.
Pre-flight procedures
The following actions should be completed during pre-flight:

a)
Flight crew to review FRB to ascertain the condition of the equipment

mentioned in FCOM PRO-SPO-51 required for flight in RNP 10 airspace
or on an RNP 10 route. Ensure that maintenance action has been taken
to correct defects in the required equipment
b)
Refer guidance given in FCOM PRO-SPO-51 P 4/6 to recognize when

the aircraft is no longer able to navigate to its RNP 10 approval capability
and ATC must be advised.
3.6.1.3
Navigation equipment
Indigo fleet is equipped with following long range navigation systems with the
corresponding standards:
a)
The FMGS has been demonstrated to comply with applicable

requirements of FAA AC 20-130A, for a navigation system integrating
multiple navigation sensors, when operating with aircraft position based
on:
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Effective 15-Dec-13
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3.6.1.4
IRS position and GPS update, or

IRS position and radio navaid update, or
IRS position only.
The IRS has been demonstrated to comply with the position accuracy
criteria of AC 25.4 and FAR 121 appendix G for flight time up to 16 h (ie
in excess of aircraft range)
Availability of navaids
At flight planning stage, dispatch should check RAIM NOTAMS issued by ATS
Authorities to ensure that the maximum allowable time for which the FDE
capability is projected to be unavailable is 34 minutes on any one occasion only.
3.6.1.5
En route
a)
Refer guidance given in FCOM PRO-SPO-51 for minimum required

equipment to enter a RNP-4/RNP-10 airspace .In case of unavailability;
flight crew should consider an alternate route which does not require that
particular equipment or having to make a diversion for repairs.
b)
Before entering oceanic airspace, check "GPS PRIMARY message

displayed on the MCDU (PROG page, [5R] field and scratchpad) and
temporarily on the ND which ensures navigation accuracy. In case of
downgrading of GPS, a navigation accuracy check must be performed by
using external navaids. This may require DME/DME and/or VOR checks
to determine navigation system errors through displayed and actual
positions. Refer FCOM DSC-22_20-20-20 for Navigation Accuracy
Check.
c)
Refer FCOM PRO-NOR-SOP-15 for mandatory cross-checking

procedures to identify navigation errors in cruise to prevent aircraft from
inadvertent deviation from ATC-cleared routes.
d)
Flight Crew must advise ATC of any deterioration or failure of the

navigation equipment below the navigation performance requirements or
of any deviations required for a contingency procedure. Refer FCOM
PRO-SPO-51 P.
A-3-13
Effective 15-Dec-13
b)
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Flight crew should use a map display deviation (ND), flight director, or
autopilot in lateral navigation mode on RNP 10 operations to maintain
route centrelines, as depicted by respective displays (unless authorized
to deviate by ATC or under emergency conditions).
f)
The cross-track error/deviation (the difference between the RNAV system

computed path and the aircraft position relative to the path) should be
limited to the navigation accuracy associated with the route (i.e. 5
NM). Brief deviations from this standard (e.g. overshoots or undershoots)
during and immediately after route turns, up to a maximum of one-times
the navigation accuracy (i.e. 10 NM), are allowable.
3.6.1.6
Manual radio position updating (Refer FCOM DSC-22_20-20-30)
Radio navaids are tuned for two different purposes: Display and computation. It is
possible to perform tuning for display in three different ways:
Automatic tuning via FMGC software
Manual tuning via the MCDU RAD NAV page
Manual tuning via the Radio Management Panel (RMP) if either both
FMGCs or both MCDUs fail.
The FMGS automatically tunes the radio navaids for computation of the radio
position.
Note: The manual selection of a VOR or VOR/DME may prevent the FMGS from
automatically tuning a VOR/DME to compute position. In this case, the related MCDU
displays TUNE BBB FFF.FF (BBB = ident, FFF.FF = frequency).
In dual mode and independent mode, each FMGC simultaneously tunes

the navaids on its own side (one VOR, one DME, one ILS and one ADF).
In these modes, the flight crew can also manually tune the VOR (and
associated DME), ILS, and ADF.
In single mode, the valid FMGC tunes navaids on both sides. The flight
crew can also use the RAD NAV page to manually tune both VORs, both
ADFs and the ILS.
Manual tuning has priority over automatic tuning.
Note: If one radio receiver fails, both FMGCs use the operative radio receiver to compute the
position of the aircraft.
A-3-14
Effective 15-Dec-13
e)
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3.6.2
Operating procedures RNAV 5
3.6.2.1
Pre-flight planning
CHAPTER 03
Dispatch should ascertain aircraft approval for RNAV 5 operations in

AOP before routing the same on RNAV 5 routes.
b)
ATS Filling guidance for RNAV 5 routes-
c)
Item 10a
-R
(PBN approved)
Corresponding entry in Item 18 PBN/
-B1
(RNAV 5)
Dispatch should confirm the availability of the navaid infrastructure,

including any non-RNAV contingencies, must be confirmed for the period
of intended operations.
Refer FCOM PRO-SPO-51 for list of the on-board navigation equipment
necessary for the operation.
d)
Navigation database should be current and appropriate for the region of

intended operation and must include the navigation aids and waypoints
required for the route.
e)
RAIM levels required for RNAV 5 should be verified through RAIM

NOTAMs (where available) issued by ATS authorities. Refer Para 3.8.3.3
for RAIM NOTAM description. In the event of a predicted, continuous loss
of appropriate level of fault detection of more than five minutes for any
part of the RNAV 5 operation, the flight planning should be revised (i.e.
delaying the departure or planning a different departure procedure)
3.6.2.2
General operating procedures
a)
RNAV 5 routes should not be filled or requested unless they satisfy all
the inherent criteria. Ref FCOM PRO-SPO-51 P 3/6 for guidance on
same. Flight crew should inform the ATC, and revert to conventional
navigation in case of nonconformity to the RNAV clearance.
b)
Flight crew should comply with any instructions or procedures identified

by the manufacturer as being necessary to comply with the performance
requirements of RNAV-5.These should include AFM limitations or
A-3-15
Effective 15-Dec-13
a)
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operating procedures required to maintain the navigation accuracy

specified for the procedure.
Flight crew must confirm that the navigation database is up to date. Ref
FCOM PRO-NOR-SRP-01-10.
d)
Flight crews should cross-check the cleared flight plan by comparing

charts or other applicable resources with the MCDU and the aircraft map
display (ND), if applicable. If required, the exclusion of specific navigation
aids should be confirmed.
e)
During the flight, flight progress should be monitored for navigational

reasonableness, by cross-checks with conventional navigation aids using
the primary displays in conjunction with the RNAV control and MCDU.
Ref FCOM PRO-NOR-SOP-15.
f)
For RNAV 5, flight crew should use a map display deviation (ND), flight
director, or autopilot in lateral navigation mode. Lateral deviation scaling
should be checked to be suitable for the navigation accuracy associated
with the route/procedure (e.g. full-scale deflection: 5 NM).
g)
Flight crew are expected to maintain route centre lines, as depicted by

on-board lateral deviation indicators and/or flight guidance, during all
RNAV operations, unless authorized to deviate by ATC or under
emergency conditions. For normal operations, cross-track error/deviation
(the difference between the RNAV system-computed path and the aircraft
position relative to the path) should be limited to the navigation
accuracy associated with the procedure or route (i.e. 2.5 NM). Brief
deviations from this standard (e.g. overshoots or undershoots) during and
immediately after procedure/route turns, up to a maximum of one-times
the navigation accuracy (i.e. 5 NM), are allowable.
h)
If ATS issues a heading assignment taking the aircraft off a route, the
pilot should not modify the flight plan in the RNAV system until a
clearance is received to re-join the route or the controller confirms a new
clearance. When the aircraft is not on the published route, the specified
accuracy requirement does not apply.
A-3-16
Effective 15-Dec-13
c)
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3.6.2.3
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Contingency Procedures
When GPS PRIMARY is not available, periodically crosscheck the FM position

with navaid raw data. Manual selection of a required accuracy on the MCDU is
optional.
If manual entry of a required accuracy is desired enter 5 nm or use the radial
equivalent to 5 nm XTK accuracy that is 6.1 nm.
When leaving RNAV-5 airspace, or when entering the terminal area revert to
the default required accuracy, or enter the appropriate value on the MCDU.
If one of the following MCDU or ECAM messages is displayed check
navigation accuracy with navaid raw data, or with the GPS MONITOR page:
NAV ACCUR DOWNGRAD
FMS1/FMS2 POS DIFF
CHECK IRS 1(2)(3)/FM POSITION
ECAM : FM/GPS POS DISAGREE (if GPS installed)
If the accuracy check confirms that RNAV-5 capability is lost, or if both FMGCs
have failed inform the ATC, and revert to conventional navigation.
If the accuracy check confirms that only one FMGC position is incorrect, resume
navigation with the other FMGC.
In inertial navigation, RNAV-5 capability is maintained for 2 h, independently of the
estimated accuracy displayed on the MCDU.
In the event of communications failure, the flight crew should continue with the
flight plan in accordance with the published lost communication procedure.
A-3-17
Effective 15-Dec-13
Flight crew must notify ATC when the RNAV performance ceases to meet the
requirements for RNAV 5. The communication to ATC must be in accordance with
the authorized procedures. Refer FCOM PRO-SPO-51 for further guidance.
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3.6.3
Operating procedure RNAV 1 & 2
3.6.3.1
Pre-flight planning
CHAPTER 03
Dispatch should ascertain aircraft approval for RNAV 1 & 2 operations in

AOP before routing the same on RNAV 1 & 2 en-route and terminal
procedures.
b)
ATS Filling guidance for RNAV 1 & 2 routesItem 10a
Corresponding entry in Item 18 PBN/c)
(PBN approved)
C1
(RNAV 2)
D1
(RNAV 1)
The on-board navigation data must be current and appropriate for the
region of intended operation and must include the navigation aids,
waypoints, and relevant coded ATS routes for departure, arrival, and
alternate airfields.
Note. Navigation databases are expected to be current for the duration of the
flight. If the AIRAC cycle is due to change during flight, flight operation department
should ensure the accuracy of the navigation data, including the suitability of
navigation facilities used to define the routes and procedures for flight. Follow
procedures described in FCOM DSC-22_20-20-50 P -[OPERATIONS WITH AN
OUTDATED NAVIGATION DATABASE].
d)
RAIM levels required for RNAV 1 or RNAV 2 should be verified through

RAIM NOTAMs (where available) issued by ATS Authorities. Refer Para
3.8.3.3 for RAIM notam description. The availability of the navaid
infrastructure, required for the intended routes, including any non-RNAV
contingencies, must be confirmed for the period of intended operations
using all available information.
In the event of a predicted, continuous loss of appropriate level of fault
detection of more than five minutes for any part of the RNAV 1 or RNAV
2 operation, the flight plan should be revised (e.g. delaying the departure
or planning a different departure procedure).
e)
Distance measuring equipment (DME) availability: For navigation relying

on DME, NOTAMs should be checked to verify the condition of critical
DMEs. Flight crew should be aware of their capability to navigate
A-3-18
Effective 15-Dec-13
a)
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(potentially to an alternate destination) in case of failure of critical DME

while airborne.
3.6.3.2

by the manufacturer as necessary to comply with the performance
requirements.
b)
Flight crew should not request or file RNAV 1 and RNAV 2 operation
unless they satisfy all the inherent criteria of the intended operation.
Refer PRO-SPO-51 for guidance on the same. Flight crew should inform
the ATC of the loss of RNAV 1 and RNAV 2 capability, and follow ATC
instructions in case of nonconformity to the RNAV clearance.
c)
At system initialization, flight crew must confirm the navigation database

is current and verify that the aircraft position has been entered correctly.
(REF FCOM PRO-NOR-SRP-01-10)
d)
Flight crew must verify proper entry of their ATC assigned route upon
initial clearance and any subsequent change of route. They must ensure
the waypoints sequence, depicted by their navigation system, matches
the route depicted on the appropriate chart(s) and their assigned route.
e)
Flight crew must not fly an RNAV 1 or RNAV 2 SID or STAR unless it is
retrievable by route name from the on-board navigation database and
conforms to the charted route. However, the route may subsequently be
modified through the insertion or deletion of specific waypoints in
response to ATC clearances. The manual entry or creation of new
waypoints by manual entry, of latitude and longitude or rho/theta values
is not permitted. Additionally, flight crew must not change any RNAV SID
or STAR database waypoint type from a fly-by to a flyover or vice versa.
f)
Whenever possible, RNAV 1 and RNAV 2 routes in the en-route domain

should be extracted from the database in their entirety, rather than
loading individual waypoints from the database into the flight plan.
However, it is permitted to select and insert individual, named
fixes/waypoints from the navigation database, provided all fixes along the
published route to be flown are inserted. Moreover, the route may
A-3-19
Effective 15-Dec-13
a)
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subsequently be modified through the insertion or deletion of specific

waypoints in response to ATC clearances. The creation of new waypoints
by manual entry of attitude and longitude is not permitted.
Flight crews should cross-check the cleared flight plan by comparing
charts or other applicable resources with the navigation system textual
display and the aircraft map display, if applicable. If required, the
exclusion of specific navigation aids should be confirmed.
Note. Crew may notice a slight difference between the navigation information
portrayed on the chart and their primary navigation display(ND). Differences of 3
degrees or less may result from the equipment manufacturers application of
magnetic variation and are operationally acceptable.
h)
During the flight, where feasible, the flight crew should use available data
from ground-based navigation aids to confirm navigational
reasonableness.
i)
For RNAV 2 routes, flight crew may use a navigation map display with as
a lateral deviation indicator, as with or without a flight director or autopilot.
j)
For RNAV 1 routes, flight crew must use a lateral deviation indicator (in
ND), flight director, or autopilot in lateral navigation mode.
k)
Flight crew must ensure that lateral deviation numeric values (in ND) is
suitable for the navigation accuracy associated with the route/procedure:
Lateral deviation values;
1 NM for RNAV 1,
2 NM for RNAV 2,
l)
Flight crew are expected to maintain route centrelines, as depicted by onboard lateral deviation indicators (ND) and/or flight guidance during all
RNAV operations, unless authorized to deviate by ATC or under
(the difference between the RNAV system computed path and the aircraft
position relative to the path, i.e. FTE) should be limited to the
navigation accuracy associated with the procedure or route (i.e. 0.5 NM
for RNAV 1, 1.0 NM for RNAV 2). Brief deviations from this standard (e.g.
A-3-20
Effective 15-Dec-13
g)
FLT.OMA
ISSUE II, Rev 03
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overshoots or undershoots) during and immediately after procedure/route

turns, up to a maximum of one times the navigation accuracy (i.e. 1.0 NM
for RNAV 1, 2.0 NM for RNAV), are allowable.
3.6.3.3
RNAV SID specific requirements
a)
Prior to commencing take-off, flight crew must verify the aircrafts RNAV
system is available, operating correctly, and the correct airport and
runway data are loaded. Prior to flight, it must be verified that the aircraft
navigation system is operating correctly and the correct runway and
departure procedure (including any applicable en-route transition) are
entered and properly depicted. Flight crew who are assigned an RNAV
departure procedure and subsequently receive a change of runway,
procedure or transition must verify the appropriate changes are entered
and available for navigation prior to take-off. A final check of proper
runway entry and correct route depiction, shortly before take-off, is
recommended.
b)
RNAV engagement altitude:. Flight crew must be able to use RNAV

equipment to follow flight guidance for lateral RNAV no later than 153 m
(500 ft) above the airport elevation. The altitude at which RNAV guidance
begins on a given route may be higher (e.g. climb to 304 m (1 000 ft)
then direct to ).
c)
Flight crew must use a navigation map display/flight director/autopilot to

achieve an appropriate level of performance for RNAV 1.
d)
Before the take-off roll commences GNSS (GPS) signal must be

acquired. [IndiGos fleet is equipped with TSO-C129/C129A certified
GNSS sensors which subsequently require the departure airport to be
loaded into the flight plan in order to achieve the appropriate navigation
system monitoring and sensitivity.]
A-3-21
Effective 15-Dec-13
m) If ATC issues a heading assignment taking the aircraft off a route, crew
should not modify the flight plan in the RNAV system until a clearance is
received to re-join the route or the controller confirms a new route
clearance. When the aircraft is not on the published route, the specified
accuracy requirement does not apply.
FLT.OMA
ISSUE II, Rev 03
3.6.3.4
a)
CHAPTER 03
RNAV STAR specific requirements
Note.: As a minimum, the arrival checks could be a simple inspection of a suitable

map display that achieves the objectives of this paragraph.
b)
The creation of new waypoints by manual entry into the RNAV system by
the flight crew would invalidate the route and is not permitted.
c)
Where the contingency procedure requires reversion to a conventional

arrival route, necessary preparations must be completed before
commencing the RNAV route.
d)
Route modifications in the terminal area may take the form of radar
headings or direct to clearances and the flight crew must be capable of
reacting in a timely fashion. This may include the insertion of tactical
waypoints loaded from the database. Manual entry or modification by the
flight crew of the loaded route, using temporary waypoints or fixes not
provided in the database, is not permitted.
e)
Flight crew must verify their aircraft navigation system is operating

correctly and the correct arrival procedure and runway (including any
applicable transition) are entered and properly depicted.
f)
Although a particular method is not mandated, any published altitude and

speed constraints must be observed.
3.6.3.5
Contingency procedures
Flight crew must notify ATC of any loss of the RNAV capability, together with the
proposed course of action. If unable to comply with the requirements of an RNAV
A-3-22
Effective 15-Dec-13
Prior to the arrival phase, the flight crew should verify that the correct
terminal route has been loaded. The active flight plan should be checked
by comparing the charts with the map display (if applicable) and the
MCDU. This includes confirmation of the waypoint sequence,
reasonableness of track angles and distances, any altitude or speed
constraints, and, where possible, which waypoints are fly-by and which
are flyover. If required by a route, a check will need to be made to
confirm that updating will exclude a particular navigation aid. A route
must not be used if doubt exists as to the validity of the route in the
navigation database.
FLT.OMA
ISSUE II, Rev 03
CHAPTER 03
route, pilots must advise ATS as soon as possible. The loss of RNAV capability
includes following failure or event causing the aircraft to no longer satisfy the
RNAV requirements of the route (Ref FCOM PRO-SPO-51).
If GPS is NOT required for the P-RNAV/RNP-1 procedure :

Check that GPS PRIMARY is available (GPS PRIMARY displayed on the
MCDU PROG page).
IF GPS PRIMARY is not available:
Crosscheck the FM position with the navaid raw data, before starting the
procedure. Check or enter RNP-1 in the REQUIRED field of the MCDU
PROG page, and check that HIGH accuracy is available. When
completing the terminal procedure, revert to the default value or enter the
appropriate value on the MCDU PROG page.
If one of the following messages appears, while flying the procedure:
a)
b)
c)
d)
NAV ACCUR DOWNGRAD (on MCDU and ND) on both sides, or

FMS1/FMS2 POS DIFF (on MCDU), or
CHECK IRS 1(2)(3)/FM POSITION (on MCDU), or
NAV FM/GPS POS DISAGREE (on ECAM, if GPS installed)
Then inform the ATC of the loss of P-RNAV/RNP-1 capability, and follow
ATC instructions.
Note: If the NAV ACCUR DOWNGRAD message is displayed on one side only, navigation
may be continued using the other FMGC.
In the event of communications failure, the flight crew should continue with the
RNAV route in accordance with established lost communications procedures.
3.7
OPERATING PROCEDURE-BASIC RNP-1
3.7.1
Pre-flight planning
a)
Dispatch should ascertain aircraft approval for Basic RNP-1 operations in

AOP before routing the same on Basic RNP-1 terminal procedures.
b)
ATS Filling guidance for BASIC-RNP 1 SIDs and STARs
Item 10a
Corresponding entry in Item 18 PBN/A-3-23
(PBN approved)
O1
(BASIC-RNP 1)
Effective 15-Dec-13
FLT.OMA
ISSUE II, Rev 03
CHAPTER 03
Crew should ensure on-board navigation data TO be of current AIRAC

cycle.
d)
RAIM levels required for Basic-RNP 1 should be verified through RAIM

NOTAMs (where available) issued by ATS Authorities. Refer Para 3.8.3.3
for RAIM NOTAM description. The availability of the navaid infrastructure,
required for the intended routes, including any non-RNAV contingencies,
must be confirmed for the period of intended operations using all
available information.
e)
In the event of a predicted, continuous loss of appropriate level of fault

detection of more than five minutes for any part of the Basic-RNP 1
operation, the flight plan should be revised (e.g. delaying the departure or
planning a different departure procedure).
3.7.2
a)

by the manufacturer as necessary to comply with the performance
requirements of Basic RNP 1.
Note. - Pilots must adhere to any AFM limitations or operating procedures required
to maintain Basic-RNP 1 performance for the SID or STAR.
b)
Flight crew should not request Basic-RNP 1 procedures unless they

satisfy system criteria (Refer FCOM PRO-SPO-51). System criteria
should include navigation accuracy, minimum equipment needed for
Basic RNP-1 etc. If the flight crew receives a clearance from ATC to
conduct a Basic-RNP 1 procedure, they must advise ATC if he/she is
unable to accept the clearance and must request alternate instructions.
c)
At system initialization, flight crew must confirm that the navigation

database is current and verify that the aircraft Position has been entered
correctly. Flight crew must verify proper entry of their ATC assigned route
upon initial clearance and any subsequent change of route and must
ensure that the waypoint sequence depicted by their navigation system
matches the route depicted on the appropriate chart(s) and their
assigned route.
A-3-24
Effective 15-Dec-13
c)
FLT.OMA
ISSUE II, Rev 03
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Flight crew must not fly a Basic-RNP 1 SID or STAR unless it is

retrievable by procedure name from the on-board navigation database
and conforms to the charted procedure. However, the procedure may
subsequently be modified through the insertion or deletion of specific
waypoints in response to ATC clearances which includes DIR TO, radar
vectoring, insertion of waypoints loaded from the navigation database.
e)
The manual entry or creation of new waypoints, by manual entry of

latitude and longitude or rho/theta values is not permitted. Additionally,
pilots must not change any SID or STAR database waypoint type from a
fly-by to a flyover or vice versa.
f)
The terminal procedure (RNAV SID, RNAV STAR, RNAV TRANSITION,

...) must be loaded from the FM navigation database and checked for
reasonableness, by comparing the waypoints, tracks, distances and
altitude constraints (displayed on the F-PLN page), with the procedure
chart.
Note. Pilots may notice a slight difference between the navigation information portrayed
on the chart and their primary navigation display. Differences of 3 degrees or less may result
from the equipment manufacturers application of magnetic variation and are operationally
acceptable.
g)
When flying in an RNP environment, the crew can insert the appropriate
RNP value (1) in the REQUIRED ACCUR field of the PROG page.
When HIGH is displayed
-
The RNP requirement is estimated to be fulfilled.
When LOW is displayed

-
The RNP requirement is estimated not to be fulfilled.
In this case:
h)
The crew crosschecks navigation with raw data, if available,
If the crosscheck is negative, or if raw data is unavailable, the

crew informs the ATC.
For Basic-RNP 1 routes, flight crew must use a navigation map display,
flight director, or autopilot in lateral navigation mode. A lateral deviation
A-3-25
Effective 15-Dec-13
d)
FLT.OMA
ISSUE II, Rev 03
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display must ensure that lateral deviation scaling is suitable for the
navigation accuracy associated with the route/procedure (e.g. full-scale
deflection: 1 NM for Basic-RNP 1).
Flight crew are expected to maintain center lines, as depicted by onboard lateral deviation indicators and/or flight guidance during all BasicRNP 1 operations unless authorized to deviate by ATC or under
(the difference between the system computed path and the aircraft
position relative to the path, i.e. FTE) should be limited to the
navigation accuracy associated with the procedure (i.e. 0.5 NM for BasicRNP 1). Brief deviations from this standard (e.g. overshoots or
undershoots) during and immediately after turns, up to a maximum of
one-times the navigation accuracy (i.e. 1.0 NM for Basic-RNP 1) are
allowable.
j)
If ATC issues a heading assignment that takes an aircraft off of a route,

the flight crew should not modify the flight plan in the RNP system until a
clearance is received to re-join the route or the controller confirms a new
route clearance. When the aircraft is not on the published Basic-RNP 1
route, the specified accuracy requirement does not apply.
k)
The terminal procedure loaded from the FM navigation database should

be checked for RNP value in the REQUIRED field of the PROG page to
be 1 or lower, for Basic-RNP 1 SIDs and STARs. The displayed RNP is
(in a decreasing order of priority):
The value that the flight crew entered

The navigation database procedure value
The systems default value.
When a flight crew enters an RNP that is higher than the published value, one of
the following messages is displayed: "PROCEDURE RNP IS XX.XX", or "AREA
RNP IS XX.XX". When this occurs, the flight crew should verify the RNP value that
was manually entered in the REQUIRED field of the PROG page, and clear or
modify it if necessary.
A-3-26
Effective 15-Dec-13
i)
FLT.OMA
ISSUE II, Rev 03
3.7.3
a)
CHAPTER 03
Basic-RNP 1 SID specific requirements

Prior to commencing take-off, the flight crew must verify:
Aircrafts Basic-RNP 1 system including navigation system is
available and operating correctly (REF FCOM PRO-SPO-51 P 5/6).
Correct runway and departure procedure (including any applicable

en-route transition) are entered and properly depicted (REF FCOM
PRO-NOR-SRP-01-10 P 8/32).
Any subsequent change of runway, procedure or transition must

verify the appropriate changes are entered and available for
navigation prior to take-off (REF FCOM PRO-NOR-SRP-01-15).
A final check of proper runway entry and correct route depiction,

shortly before take-off, is recommended.
b)
Engagement altitude. The pilot must be able to use Basic-RNP 1

equipment to follow flight guidance for lateral RNAV no later than 153 m
(500 ft) above airport elevation.
c)
GPS signal must be verified before the take-off roll commences (GPS
PRIMARY AVAILABLE MSG). The departure airport must be loaded into
the flight plan in order to achieve the appropriate navigation system
monitoring and sensitivity.
d)
The flight crew should verify the RNP value required for Basic-RNP 1 SID
in the REQUIRED field of the PROG page, and clear or modify it if
necessary.
3.7.4
a)
Basic-RNP 1 STAR specific requirements

Prior to the arrival phase, the flight crew should perform following checks:
o
Verify that the correct terminal route has been loaded.
The active flight plan should be checked by comparing the

charts with the map display and the MCDU. This includes
confirmation of the waypoint sequence, reasonableness of track
angles and distances, any altitude or speed constraints, and,
where possible, which waypoints are fly-by and which are
flyover.
A-3-27
Effective 15-Dec-13
FLT.OMA
ISSUE II, Rev 03
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A check will need to be made to confirm that updating will

exclude a particular navigation aid.
A route must not be used if doubt exists as to the validity of the

route in the navigation database.
Note.- As a minimum, the arrival checks could be a simple inspection of a

display(ND).
map
b)
The creation of new waypoints by manual entry into the Basic-RNP 1

system by the flight crew would invalidate the route and is not permitted.
c)
Where the contingency procedure requires reversion to a conventional

arrival route, necessary preparations must be completed before
commencing the Basic-RNP 1 procedure.
d)
Procedure modifications in the terminal area may take the form of radar
headings or direct to clearances and the flight crew must be capable of
reacting in a timely fashion. This may include the insertion of tactical
waypoints loaded from the database. Manual entry or modification by the
flight crew of the loaded route, using temporary waypoints or fixes not
provided in the database, is not permitted.
e)
Flight crew must verify navigation system is operating correctly and the
correct arrival procedure and runway (including any applicable transition)
are entered and properly depicted.
f)
Published altitude and speed constraints must be observed.
g)
If the Basic-RNP 1 STAR begins beyond 30 NM from the ARP,

REQUIRED field of the PROG page must be set for the Basic-RNP 1
STAR, and the flight director or autopilot should be used.
3.7.5
Flight crew must notify ATC of any loss of the RNP capability (integrity alerts or
loss of navigation). If unable to comply with the requirements of a Basic-RNP 1
SID or STAR for any reason, pilots must advise ATS as soon as possible. The
loss of RNP capability includes any failures causing the aircraft to no longer satisfy
the Basic-RNP 1 requirements of the route.
If one of the following messages appears while flying the procedure:
A-3-28
Effective 15-Dec-13
FLT.OMA
ISSUE II, Rev 03
CHAPTER 03
NAV ACCUR DOWNGRAD (on MCDU and ND) on both sides, or
FMS1/FMS2 POS DIFF (on MCDU), or
CHECK IRS 1(2)(3)/FM POSITION (on MCDU), or
NAV FM/GPS POS DISAGREE (on ECAM, if GPS installed)

Then: Inform the ATC of the loss of P-RNAV/RNP-1 capability, and
follow ATC instructions.
Note: If the NAV ACCUR DOWNGRAD message is displayed on one side only, navigation
may be continued using the other FMGC.
3.8
RNAV INSTRUMENT APPROACH PROCEDURE (IAP)
With advent of modern navigation equipment, RNAV IAPs are seen as the future
of terminal navigation and is currently prevalent in the USA, Europe and other
parts of the world. Recently RNAV IAPs have also been incorporated in Indian
airspace. These IAPs incorporate RNP approach (RNP APCH) procedures include
existing RNAV (GNSS) approach procedures designed with a Straight segment.
3.8.1
Regulatory Background
IndiGo fleet of A320-232 with its multi-sensor RNAV systems using GNSS,
complies with both European (EASA AMC 20-27) and United States (AC 20-130A)
guidance assures automatic compliance with ICAO PBN manual, Doc 9613,
obviating the need for further assessment or AFM documentation.
3.8.2
Aircraft requirements System performance monitoring and

alerting
The inability to achieve the required lateral navigation accuracy may be due to
navigation errors related to aircraft tracking and positioning. The three main errors
are path definition error (PDE), flight technical error (FTE) and navigation system
error (NSE). ICAO PBN manual, Doc 9613 mandates adherence to the respective
limits as mentioned below along with the monitoring & alerting measures.
3.8.2.1
Flight technical error (FTE)
FTE relates to the air crew or autopilot's ability to follow the defined path or track,
including any display error.
During operations on the initial and intermediate segments:
A-3-29
Effective 15-Dec-13
FLT.OMA
ISSUE II, Rev 03
CHAPTER 03
95 per cent FTE should not exceed

comply accuracy)
0.5nm.(as prerequisite to
The lateral total system error must be within 1 NM for at least 95

per cent of the total flight time.
During operations on the final approach segment of an RNP APCH:
95 per cent FTE should not exceed 0.25 NM as prerequisite to

comply accuracy).
The lateral total system error must be within 0.3 NM for at least 95
per cent of the total flight time.
The along-track error must also be within 0.3 NM for at least 95 per
cent of the total flight time.
When Barometric VNAV is used for vertical path guidance during the final
approach segment, deviations above and below the Barometric VNAV path must
not exceed +30 m/15 m (+100 ft/50 ft), respectively.
Crew Compliance
The use of a deviation indicator (ND for XTKE) with 1 NM lateral deviation on the
initial and intermediate segments, and for the RNAV missed approach and 0.3 NM
on the final approach segment, to be used as an acceptable means of compliance
as per ICAO PBN manual, Doc 9613.
Selected RNP value is monitored on PROGRESS page at [6L].RNP 0.3 NM is
set automatically by NAV-database for a Departure or an Arrival/Approach
procedure or manually by pilot
3.8.2.2
Navigation system error (NSE)
NSE refers to the difference between the aircraft's estimated (FMGS) position and
actual position. It can be monitored by tracking estimated position error (EPU) on
both MCDU s-pad message as well as ND indication.
A-3-30
Effective 15-Dec-13
FLT.OMA
ISSUE II, Rev 03
CHAPTER 03
Crew Compliance
On ND message is displayed in amber.
PROG key.........................Press
Check accuracy.
Consider appropriate navigation Procedures as described in the contingency

procedures as referred in Para 3.8.4 of this chapter.
When accuracy improves to the required value "NAV ACCUR UPGRAD" s-pad
msg (white) is displayed on MCDUs and NDs.
3.8.2.3
Path definition error
PDE occurs when the path defined in the RNAV system does not correspond to
the desired path, i.e. the path expected to be flown over the ground. Path
definition error (PDE) is considered negligible due to the quality assurance
process (NAV DATABASE INTEGRITY VALIDATION PROCESS) and crew
procedures.
3.8.2.4
GPS accuracy and integrity monitoring-
Crew Compliance
When both GPS accuracy and integrity requirements are met, the Confidence
Status on GPS position is designated as GPS PRIMARY, displayed on PROG
page [5R].
If these requirements are not met, field [5R] is blank and GPS/IRS mode is lost;
"GPS PRIMARY LOST" message (amber) is triggered on MCDU and ND of the
affected side. It cannot be cleared from ND.
When GPS/IRS mode is restored "GPS PRIMARY" message (white) is triggered
on MCDU and on ND; GPS PRIMARY is again displayed in [5R].
Regulatory Assurance: IndiGos fleet of A320-232 has multi-sensor systems using
GNSS and is approved in accordance with AC20-130A (AFM DOCUMENTATION)
A-3-31
Effective 15-Dec-13
Accuracy can be monitored on PROG page. When EPE (ESTIMATED value)

becomes greater than the REQUIRED value, "NAV ACCUR
DOWNGRAD" s-pad msg (amber) is displayed.
FLT.OMA
ISSUE II, Rev 03
CHAPTER 03
as having been demonstrated for RNP APCH capability. ICAO PBN manual Doc
9613 assures accuracy, integrity and continuity requirements of aforesaid criteria
of System performance monitoring and alerting.
Operating procedures
3.8.3.1
Pre-flight planning
Dispatch Action:
To conduct operations using an RNP APCH procedure, Dispatch must file the
appropriate flight plan suffixes.
ATS Filling guidance for RNP APCH approachesItem 10a
(PBN approved)
Corresponding entry in Item 18 PBN/-
S1
(RNP APCH)**S1
in ATS Flight Plan means Crew and Aircraft is capable of RNP APCH.
On-board navigation data must be current and include appropriate

procedures. If the AIRAC cycle is due to change during flight, the
accuracy of navigation data, including the suitability of navigation facilities
used to define the routes and procedures for the flight has to be ensured.
Dispatch must take account of any NOTAMs that could adversely affect
the aircraft system operation, or the availability or suitability of the
procedures at the airport of landing, or any alternate airport;
For missed approach procedures based on conventional means (VOR,

NDB), Dispatch must ensure that the associated ground-based navaids
are operational along with airborne equipment (any affecting MEL).
Flight Crew Action:

In addition to the normal pre-flight planning checks, the following must be
included:
Crew must ensure that approaches which may be used for the intended
flight (including alternate Aerodromes) are selected from a valid
A-3-32
Effective 15-Dec-13
3.8.3
FLT.OMA
ISSUE II, Rev 03
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navigation database (current AIRAC cycle), and are not prohibited by a

company instruction or NOTAM (NAVDATA bulletin);
During the pre-flight phase, the Crew should ensure sufficient means are
available to navigate and land at the destination or at an alternate
aerodrome in the case of loss of RNP APCH airborne capability.
When cold weather temperatures exist, the pilot should check the chart
for the instrument approach procedure to determine the limiting
temperature for the use of Barometric VNAV capability. Example; VOCI
RNP APCH Approach has limiting temp as +5 C. Approach below the

limiting temperature is prohibited.
3.8.3.2
Required equipment to perform RNAV (GNSS)
Ref FCOM PRO-NOR-SOP-18-C for the list of required equipment to perform

RNAV (GNSS) (RNP APCH) approaches using either Final APP or FPA Guidance
mode.
In the event of degraded operation, dispatch (at pre- flight stage) & flight crew to
plan non RNP-APCH approaches to the intended destination.
3.8.3.3
RAIM Availability
Dispatch Action:
RAIM levels required for RNP APCH should be verified through NOTAM. NOTAM
are issued by ATS Authorities (AAI etc.) for all the FIRS citing availability of FD
(fault detection confirming availability of 5 satellites) & FDE (fault detection and
exclusion confirming availability of 6 satellites).Further these NOTAM specifies the
time interval taken as unit for outage estimation. Example shown below is showing
RAIM availability within 30sec of time interval and 5 DEG above azimuth. This
NOTAM ensures the RAIM availability with no outage.
Example:
C0113/12 NOTAMN
Q)VIXX/QXXXX/IV/NBO/E /000/999/
A) VIDF/VABF B) 1205040001 C) 1205042359
E) GPS RAIM PREDICTION FOR THE DAY 04/05/2012
AERODROME WISE DURATION OF NON AVAILABILITY
RAIM FD AND FDE FUNCTIONALITY
A-3-33
Effective 15-Dec-13
FLT.OMA
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CHAPTER 03
RAIM availability prediction NOTAM does not guarantee the service, rather they
are tools to assess the expected capability of meeting the required navigation
performances. Because of unplanned failure of some GNSS elements, pilots must
realize that RAIM or GPS navigation altogether may be lost while airborne which
may require reversion to an alternative means of navigation. Therefore, pilots
should assess their capability to conduct:
Conventional Navaid approaches to the intended destination.
Navigate (potentially to an alternate destination) in case of failure of GPS

navigation.
Note: In the event of a predicted, continuous loss of appropriate level of fault detection of
more than five minutes for any part of the RNP APCH operation, the flight planning should
be revised for non RNP-APCH contingencies. RAIM NOTAM uses the time lapse period of
30 seconds so the availability of RAIM as per the AAI NOTAM ensures above.
3.8.3.4
Prior to commencing the procedure
In addition to the normal procedure prior to commencing the approach (before the
IAF and in compatibility with crew workload), the flight crew must verify that the
correct procedure was loaded (comparison with the approach charts). This check
must include:
The waypoint sequence;
Reasonableness of the tracks and distances of the approach legs,

and the accuracy of the inbound course and length of the final
approach segment.
Note: As a minimum, this check could be a simple inspection of a suitable map display that
achieves the Objectives of this paragraph.
Check using the published charts, the map display or control display
unit (CDU), which waypoints are fly-by and which are flyover.
A-3-34
Effective 15-Dec-13
WITH ELEVATION CUTOFF = 5 DEG

WITH TIME INTERVAL OF = 30 SEC
FOR VAAH
FAULT DETECTION
- NO OUTAGES
FAULT DETECTION EXCLUSION - NO OUTAGES
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The final approach is laterally and vertically monitored, using the

appropriate data: the distance to the runway or to the MAP versus
altitude is the primary means of vertical navigation, the deviation on
the PFD may be unreliable.
The crew must verify, during the approach, that the GNSS sensor is
used for position computation.
The flight crew should perform a new RAIM Availability checks if

ETA is more than 15 minutes different from the ETA used during the
pre-flight planning.
Flight crews should take precautions to switch altimeter settings

before starting the final approach and request a current altimeter
setting if the reported setting may not be recent, particularly at times
when pressure is reported or is expected to be rapidly decreasing.
Remote altimeter settings are not allowed.
FMS Modes to be used by Crew:

FINAL APP GUIDANCE - RNAV (GNSS) approaches with LNAV and
LNAV/VNAV minima
FPA GUIDANCE
- RNAV (GNSS) approaches using mixed NAV FPA
guidance with LNAV minima only
In complying with ATC instructions, the flight crew should be aware of the
implications for the RNP system:
The manual entry of coordinates into the RNAV system by the flight crew
for operation within the terminal area is not permitted.
Direct to clearances may be accepted to the intermediate fix (IF)

provided that the resulting track change at the IF does not exceed 45
degrees.
Direct to clearance to FAF is not acceptable.
The lateral definition of the flight path between the FAF and the missed
approach point (MAPt) must not be revised by the flight crew under any
circumstances.
A-3-35
Effective 15-Dec-13
FLT.OMA
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3.8.3.5
CHAPTER 03
During the procedure Flight Crew Action:
Ref FCOM PRO-NOR-SOP-18-C for detailed guidance.
3.8.4
RNP system is not operational; or

Missed approach is not loaded from the database.
Crew must notify ATC of any loss of the RNP APCH capability, together with the
proposed course of action. If unable to comply with the requirements of an RNP
APCH procedure, Crew must advise ATS as soon as possible. The loss of RNP
APCH capability includes any failure or event causing the aircraft to no longer
satisfy the RNP APCH requirements of the procedure.
Before starting the approach, check that GPS PRIMARY is available on both
MCDUs.
In the event of communications failure, the flight crew must continue with the RNP
APCH in accordance with the published lost communication procedure. Refer
FCOM PRO-NOR-SOP-18-C for detailed guidance.
3.8.5
NAV Database Integrity Validation Process
IndiGo navigation database in generic format is obtained from European

Aeronautical Group UK Ltd that complies with EUROCAE document ED 76,
Standards for Processing Aeronautical Data. EASA TYPE1 LOA
issued in
accordance with EASA IR 21 subpart G which demonstrates compliance with this
requirement.
This generic data in turn is incorporated into the aircraft interface through
compatible format by GE Aviation. The latter is endorsed by FAA LOA TYPE 2 in
accordance with FAA AC 20-153 and conforms to RTCA DO 200A.
As a part of internal quality assurance process imbibing recommendations of AMC
20-27 , the navigation database listing obtained from the diskette is converted to
readable format through GE software and is manually crosschecked (by company
authorized person as specified by OM-A) prior to its uploading on the aircraft. All
A-3-36
Effective 15-Dec-13
Missed approach should not be commenced with RNP system if:
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ISSUE II, Rev 03
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IAP for \the envisaged destinations are then be verified, in comparison to the
published approach charts.
The following data are verified:
Path Terminators
Waypoint identifications
Waypoint coordinates (as necessary)
Distances between waypoints
Approach course
Crossing altitudes
Flight Path Angle(s)
No waypoint common to a STAR or VIA and FAF, with different
altitude constraints
This verification is performed periodically with every new cycle. Any discrepancies
found are subsequently notified to the CREW & Dispatch through NAVDATA
BULLETIN with unequivocal flight crew instruction to mitigate these
inconsistences.
Appropriate Flight Crew Error reporting mechanism is established to mitigate any
residual discrepancies.
3.9
FLIGHT CREW ERROR REPORTING
The crew must report any errors / discrepancies between Nav Database and
Jeppesen charts, lateral or vertical NAV guidance anomaly to Flight Operations
Support at fltops@goindigo.in
The report must be fully documented for further investigation and corrective
actions:
Approach designation and airport
A/C type, MSN, GW, wind/temp
Navigation database cycle
Pilot selections, FMA, ND, MCDU displays
Description of anomaly, flight path
A-3-37
Effective 15-Dec-13
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3.10
CHAPTER 03
FLIGHT PLANNING & MANAGEMENT
RNAV systems routinely provide flight progress information for the waypoints enroute, for terminal and approach procedures, and the origin and destination.
The information includes estimated time or arrival, and distance to go, useful in
tactical and planning coordination with ATC.
3.11
DISPLAY AND SYSTEM CONTROL
Display and system controls provide the means for system initialization, flight
planning, path deviations, progress monitoring, active guidance control and
presentation of navigation data for flight crew situational awareness.
3.12
NON COMPLIANCE WITH RNP REQUIREMENTS
In the event the airplane is unable to comply the RNP requirement the flight crew
should:
3.13
i)
Notify ATC of contingencies (equipment failure, weather, etc.) and

state intentions and obtain revised clearances
ii)
If unable to notify and obtain prior ATC clearance for deviating from
assigned flight path, crew should follow established contingency
procedures and obtain ATC clearance as soon as possible.
RNAV PHRASEOLOGY
Following phraseology is to be used between Pilot and ATC controller during PBN
operations.
Refer next page
A-3-38
Effective 15-Dec-13
The Flight Planning function performs the creation and assembly of the lateral and
vertical flight plan used by the guidance function. A key aspect of the flight plan is
the specification of flight plan waypoints using latitude and longitude, without
reference to the location of any ground navigation aids.
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PHRASEOLOGIES
RNAV
arrival
or
departure
procedure cannot be accepted by
the pilot
*UNABLE
(designator)
DEPARTURE [or ARRIVAL] DUE
RNAV TYPE
Pilot is unable to comply with an

assigned terminal area procedure
*UNABLE
DEPARTURE
(reasons)
ATC unable to assign an RNAV

arrival or departure procedure
requested by a pilot due to the type
of on-board RNAV equipment
UNABLE TO ISSUE (designator)

DEPARTURE [or ARRIVAL] DUE
RNAV TYPE
ATC unable to assign an arrival or

departure procedure requested by
the pilot
UNABLE TO ISSUE (designator)

DEPARTURE
[or
ARRIVAL]
(reasons)
Confirmation whether a specific

RNAV
arrival
or
departure
procedure can be accepted
ADVISE IF ABLE (designator)

DEPARTURE [or ARRIVAL]
Informing
ATC
of
RNAV
degradation or failure *(aircraft call
sign)
UNABLE
RNAV
DUE
EQUIPMENT
Informing ATC of
capability
*(aircraft
NEGATIVE RNAV
[or
(designator)
ARRIVAL]
no RNAV
call
sign)
* Denotes pilot transmission
A-3-39
Effective 15-Dec-13
CIRCUMSTANCES
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- INTENTIONALLY LEFT BLANK -
A-3-40
Effective 15-Dec-13
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LONG RANGE NAVIGATION PROCEDURES
CHAPTER 04
TABLE OF CONTENTS
LONG RANGE NAVIGATION PROCEDURES ........................................ 3
4.1
GENERAL ................................................................................................ 3
4.2
EXTENDED DIVERSION TIME OPERATIONS (EDTO) PROCEDURES 4
4.3
LONG RANGE NAVIGATION ..................................................................4
4.4
4.5
4.3.1
Accuracy Monitoring (In-flight Navigation Accuracy) .................. 4
4.3.2
Abnormal Operation/Failure ....................................................... 6
GLOBAL POSITIONING SYSTEM (GPS) ............................................... 6

4.4.1
General Requirements ............................................................... 8
4.4.2
Use of GPS for IFR Oceanic, Enroute, And Terminal Area

Operations .................................................................................. 9
4.4.3
Equipment And Database Requirements- ..................................9
REDUCED VERTICAL SEPERATION MINIMUM (RVSM) ...................... 9

4.5.1
General Concept ........................................................................ 9
4.5.2
Definitions................................................................................. 10
4.5.3
Flight Envelopes ....................................................................... 11
4.5.4
Approval Requirements ............................................................ 12
4.5.5
Airplane Certification Status ..................................................... 13
4.5.6
Equipment Required ................................................................. 13
4.5.7
MEL Requirements ................................................................... 13
4.5.8
RVSM Procedure ..................................................................... 13
4.5.9
Contingency Procedures .......................................................... 15
A-4-1
Effective
15-Dec-13
4.
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A-4-2
Effective
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4.1
GENERAL
The Airway Manual provides the complete route guide and some of the
special information at departure, enroute alternate, destination and
designated alternate fields. Route planning is done as per the enroute chart
provided in the manual. The operational flight plan which is handed over to
the pilot during pre-flight briefings contains the enroute radio aids, radio
frequencies, way point co-ordinates obtained from the Airway Manual.
i)
To ensure accurate navigation and monitoring of flight progress during all

phases of flight, including flights being radar vectored, using GPIRS, or
operating with visual reference to the ground, full use shall be made of
radio navigation and landing aids during all weather conditions. In case of
failure of any navigation aid or airborne radio navigational equipment
essential for safe and accurate navigation, or for complying with ATS
procedures, the commander shall notify the appropriate ATS unit making
full use of radar assistance if available.
ii)
Radio navigation aids promulgated as being unreliable or on test shall

not be used. Facilities published as being ground checked only may be
used during the enroute phase of flight, provided they can be cross
checked by the use of other radio navigation aids.
iii) If a radio navigation aid on which adjacent route segments are based or
by which an intersection is defined is found unreliable or out of service
the highest minimum safe grid altitude concerned shall apply to maintain
adequate terrain clearance.
Any facility which is ground checked only and is required for approach and
landing or departure shall not be used, except an ILS which may be used,
provided that without Glide Path MDA is applied.
Except where topographical features dictate or operational requirements
permit a reduction of the specified limits, the ILS localizer coverage sector
extends from the localizer antenna to distances of 25 NM within 10 of the
front course and 17 NM within 35 of the front course.
A-4-3
Effective
15-Dec-13
4.
4.2
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EXTENDED DIVERSION TIME OPERATIONS (EDTO)

PROCEDURES
4.3
LONG RANGE NAVIGATION

IndiGo airplanes are fitted with IRS and dual GPS equipments. FCOM
recommended cross check procedures will provide the pilots with an
indication of any deviation from the desired track on the ND. Cross checking
the present position periodically on the Navigation Chart will draw the
attention of the crew to any deviation so that corrective action can be taken
without loss of time.
i)
The crew will individually check the flight plan using the F-PLN page
and ND in the PLAN mode versus the Computerised flight plan or the
enroute chart. The total distance and time on the F-PLN page will be
checked with the Computerised flight plan.
ii)
If the distance between two consecutive waypoints is 300 NM or more,

a midway point will be inserted between the two waypoints.
iii)
The flight crew can update the FMS position via the UPDATE AT field
by entering either the IDENT for a waypoint, a NAVAID, an airport, a
latitude and longitude, a place/bearing/distance, or a placebearing/place-bearing. When the flight crew has entered this data, this
field changes its format to "CONFIRM UPDATE AT" followed by the
latitude/longitude and IDENT of the inserted position with an asterisk .
Note: The flight crew should press the RSK adjacent to the asterisk to confirm the
update, only when the aircraft overflies the inserted position.
4.3.1
Accuracy Monitoring (In-flight Navigation Accuracy)
Crew are to crosscheck navigation accuracy as High in terminal areas/enroute (a comparison of actual navigation performance to the required
navigation performance on FMGS) as appropriate through suitable means as
described in the FCOM /FCTM /SOP. Any degradation in Navigation
A-4-4
Effective
15-Dec-13
Detailed Operational procedures governing EDTO are covered in Company

EDTO Manual.
FLT.OMA
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performance should be reviewed as per required procedures. Also refer

FCOM PRO SPO 51
The FMGS selects the most accurate position, considering the estimated
accuracy and integrity of each positioning equipment. Nevertheless, when
over flying a waypoint, crew are expected to check Track and Distance to the
next waypoint.
When the GPS primary is available, the navigation accuracy check is not
required.
When the GPS is not available (GPS deselected or inoperative), the pilot
must. perform this essential check:
-
When over flying a waypoint
prior to extended flight under IRS guidance
prior to initiating descent
when entering a terminal/approach area
The procedure is to compare raw data from the tuned navaids with the
corresponding IRS computed data on the navigation display. This check
verifies and quantifies the IRS accuracy. It confirms the reliability of IRS data
itself and of the navigation display presentation.
Co-located VOR/DME provides rapid and accurate quantification of nav
accuracy. During cruise, If the error is less than 3 nm, the IRS position is
considered reliable. However, if the error is more than 3 nm, then only raw
data should be used for navigation.
Prior to any approach, a navigation accuracy check is to be carried out. On
aircraft equipped with GPS however, no navigation accuracy check is
required as long as GPS PRIMARY is available.
A-4-5
Effective
15-Dec-13
Each FMGC computes its own aircraft position (called the "FM position")
from a MIX IRS position (see below), and a computed radio position or GPS
position.
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4.3.2
Abnormal Operation/Failure
4.3.2.1
Pre-Flight Errors
If the ADIRS alignment or initialization is not correct, the ALIGN light will
flash. If any of the 3 ADIRS indicates an alignment error, the prompt
REALIGN IRS appears on the INIT page (instead of ALIGN IRS).
If the IR FAULT light flashes, the affected ADIRS can only be used in
ATT mode.
If the ALIGN light flashes, crew must follow procedures as per FCOM
PRO-SUP-34
4.3.2.2
In-Flight Failures / Errors

For In flight failures & errors, crew must refer to FCOM PRO-ABN-34
4.4
GLOBAL POSITIONING SYSTEM (GPS)

Global Navigation Satellite System (GNSS) is a worldwide position
and time determination system that includes one or more satellite
constellations, aircraft receivers and system integrity monitoring,
augmented as necessary to support the required navigation
performance for the intended operation.
Global Navigation Satellite System GLONASS is a similar system
though operated by Russian Federation.
GPS is a satellite-based radio navigation system developed and
operated by the U.S. Department of Defence (DOD). GPS permits land,
sea, and airborne users to determine their three-dimensional position,
velocity, and time 24 hours a day, in all weather, anywhere in the world
with a precision and accuracy far better than other radio navigation
systems available today or in the foreseeable future.
A-4-6
Effective
15-Dec-13
The ADIRS keeps a record of the last position it had the last time it was in
NAV mode. It is also able to estimate the present latitude after a
complete alignment. The ADIRS may use this information to detect
coarse initialization errors.
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GPS consists of three segments: space, control, and user.
The Control Segment consists of a master control station, with five monitor
stations and three ground antennas located throughout the world. The monitor
stations track all GPS satellites in view and collect ranging information from the
satellite broadcasts. The monitor stations send the information they collect from
each of the satellites back to the master control station, which computes
extremely precise satellite orbits. The information is then formatted into updated
navigation messages for each satellite. The updated information is transmitted
to each satellite via the ground antennas, which also transmit and receive
satellite control and monitoring signals.
The User Segment consists of the receivers, processors, and antennas that
allow land, sea, or airborne operators to receive the GPS satellite broadcasts
and compute their precise position, velocity and time as needed for their marine,
terrestrial, or aeronautical applications.
The GPS concept of operation is based upon satellite ranging. Users figure their
position on the earth by measuring their distance from the group of satellites in
space. The satellites act as precise reference points. The GPS coordinate
system is the Cartesian Earth-centred Earth-fixed co-ordinates as specified in
World Geodetic System 1984 (WGS-84).
A-4-7
Effective
15-Dec-13
The Space Segment consists of 24 operational satellites in six circular orbits

20,200 km (10,900 NM) above the earth. The satellites are spaced in orbit so that
at any time a minimum of 6 satellites will be in view to users anywhere in the
world. The satellites continuously broadcast position and time data to users.
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GPS / GNSS
ABAS Aircraft Based Augmentation System
GBAS Ground Based Augmentation System
SBAS Satellite Based Augmentation System
GRAS Ground based Regional Augmentation System
Aircraft GNSS Receiver
4.4.1
General Requirements
General Requirements-Authorization to conduct any GPS operation
under IFR requires:
-
Airplane using GPS equipment under IFR must be equipped with an

approved and operational alternate means of navigation appropriate
to the flight. Active monitoring of the alternative navigation equipment
is not required if the installation uses RAIM (Receiver Autonomous
Integrity Monitoring). For these systems, active monitoring by the
flight crew is only required when the RAIM capability of the GPS
equipment is lost.
A-4-8
Effective
15-Dec-13
GNSS services that are used by aircraft may use various combinations of
following elements installed on the ground, on satellites and/or on board
the aircraft:
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In the event that the loss of RAIM capability is predicted to occur, the
flight must rely on other approved equipment or delay departure for
rectification if using GPS primarily.
The GPS operation must be conducted in accordance with the

approved Airplane Flight Manual (AFM) or Flight Manual supplement.
Airplane navigating the GPS is considered to be RNAV aircraft.

Therefore, the appropriate equipment suffix must be included in the
ATC flight plan. Pilots should review the appropriate NOTAMs.
4.4.2
Use of GPS for IFR Oceanic, Enroute, And Terminal Area

Operations
GPS in IFR operations in oceanic areas can be conducted as soon as the
proper avionics systems are installed provided all general requirements
are met.
GPS enroute and terminal IFR operations can be conducted as soon as
the proper avionics systems are installed provided all general
requirements are met.
4.4.3
Equipment And Database RequirementsAuthorization to fly approaches under IFR using GPS avionics systems
when authorised, requires that:
4.5
A pilot uses GPS avionics with TSO C-129 authorization in class A1,
B1, B3, C1, or O3 airspace.
The specific approach procedure to be flown must be retrievable

from the airborne navigation database.
REDUCED VERTICAL SEPERATION MINIMUM (RVSM)
(CAR Section 8, Series S, Part II)
4.5.1
General Concept
RVSM airspace is defined as an airspace or route where airplanes are
vertically separated by 1000 ft between FL 290 and FL 410 inclusive.
The objective is to increase the route capacity of saturated airspace,
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Effective
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DGCA requirements for aircraft & crew certification and operating

procedures are given in CAR mentioned above.
Non RVSM approved aircraft intending to climb/descend through RVSM
airspace and other operations such as humanitarian, maintenance, ferry
flights and State/military aircraft shall be dealt with by DGCA in
coordination with the Air Traffic Management on case to case basis with
limitations/ restrictions as may be considered necessary for relevant ATC
airspace.
4.5.2
Definitions
Altimetry System Error (ASE) is the difference between the pressure
altitude displayed to the flight crew when referenced to the International
Standard Atmosphere ground pressure setting (1013.25 hPa /29.92 in.
Hg) and free stream pressure altitude.
Assigned Altitude Deviation (AAD) is the difference between the
transponder Mode C altitude and the assigned altitude/ flight level.
Automatic Altitude Control System: Any system that is designed to
automatically control the aircraft to a referenced pressure altitude.
Avionics Error (AVE) is the error in the processes of converting the
sensed pressure into an electrical output, of applying any static source
error correction (SSEC) as appropriate, and of displaying the
corresponding altitude.
Basic RVSM Envelope: The range of Mach numbers and gross weights
within the altitude ranges FL 290 to FL 410 (or maximum attainable)
where an aircraft can reasonably be expected to operate most frequently.
Flight Technical Error (FTE) is the difference between the altitude
A-4-10
Effective
15-Dec-13
while maintaining (at least) the same level of safety. This can be
achieved by imposing stringent requirements on equipment and on the
training of flight crews and ATC controllers. As part of the RVSM
program, the airplane altitude-keeping performance is monitored,
overhead specific ground-based measurement units, to continuously
verify that airspace users are effectively applying the approved criteria
and that overall safety objectives are maintained.
FLT.OMA
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indicated by the altimeter display being used to control the aircraft and
the assigned altitude/flight level.
Height Keeping Capability Aircraft height keeping performance that can

be expected under nominal environmental operating conditions, with
proper aircraft operating practices and maintenance.
Height keeping Performance is the observed performance of an aircraft with
respect to adherence to a flight level.
Residual Static Source Error is the amount by which static source error (SSE)
remains under-corrected or overcorrected after the application of SSEC.
Static Source Error is the difference between the pressure sensed by the static
system at the static port and the undisturbed ambient pressure.
Static Source Error Correction (SSEC) is a correction for static source error.
Total Vertical Error (TVE) is the Vertical geometric difference between the actual
pressure altitude flown by an aircraft and its assigned pressure altitude (flight
level).
W/: Aircraft weight, W, divided by the atmospheric pressure ratio,
4.5.3
Flight Envelopes
The RVSM operational flight envelope, is the Mach number W/ and altitude
ranges over which an aircraft can be operated in cruising flights within the RVSM
airspace. The RVSM operational flight envelope for any aircraft may be divided
into two parts as explained below:Full RVSM Flight Envelope: The full envelope will comprise the entire range of
operational Mach number, W/ and altitude values over which the aircraft can be
operated within RVSM airspace. Table below establishes the parameters to be
considered.
Basic RVSM Flight Planning Envelope: The boundaries for the Basic envelope
are the same as those for the full envelope except for the upper Mach boundary.
A-4-11
Effective
15-Dec-13
Full RVSM Envelope: The entire range of operational Mach numbers,

Weight, and altitude values over which the aircraft can be operated within
RVSM airspace.
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FULL RVSM ENVELOPE BOUNDARIES

Upper Boundary
The lower of;
Level
- FL 410
FL 290
- Aircraft maximum certified

altitude;
- Altitude limited by; cruise
thrust / Buffet margins / other
aircraft flight limitations.
Mach
or
Speed
- The lower of:
- The lower of
- Maximum endurance
(holding speed)
- Mmo / Vmo
- Manoeuvre speed
Gross
weight
- The lowest gross

weight compatible with
operations in RVSM
airspace.
- Speed limited by cruise

thrust; buffet; other aircraft
flight limitations.
- The highest gross weight
compatible with operations
in RVSM airspace.
Note: Long Range Cruise Mach number is the Mach for 99% of best fuel mileage at the
particular wind speed under consideration.
4.5.4
Approval Requirements
Airspace where RVSM is applied should be considered special qualification

airspace. Both the individual aircraft and the specific aircraft type or types that
the operator intends to use will need to be approved by DGCA before the
operator conducts flights in RVSM airspace.
Approval process encompasses the following elements: a)
b)
c)
Airworthiness aspects (including continued airworthiness)

Operational requirements
Provision for height monitoring of operator's aircraft
A-4-12
Effective
15-Dec-13
Lower Boundary
4.5.5
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Airplane Certification Status
4.5.6
Equipment Required
RVSM equipment requirements are given in the FCOM PRO-SPO-50.

In addition, DGCA CAR requires that TCAS /ACAS (FCOM DSC-34-50-10)
must be serviceable.
In the RVSM airspace, it shall be ensured that all aircraft authorized for such
operations are equipped to:
Indicate to the flight crew the flight level being flown;
Automatically maintain a selected flight level;
Provide an alert to the flight crew when a deviation occurs from the
selected flight level, with the threshold for such alert not to exceed 90 m
(300 feet)..
Any Airbus airplane is considered to be a member of an airplane group for the

purposes of RVSM approval. A modification or SB number formalises the
RVSM data package implementation. This modification or SB is required for
inclusion of the RVSM capability in the AFM.
4.5.7
MEL Requirements
The MEL for all Airbus models have also been revised to refer to the list of
equipment required as per regulation.
4.5.8
RVSM Procedure
General RVSM procedures valid in any RVSM airspace are published in the
FCOM for all Airbus models:
FCOM PRO/LIM/OEB/FCBUL
a)
(PRO-SPO-50)
Pre-Flight
Check that
- The required equipment for RVSM is operative (MEL).
A-4-13
Effective
15-Dec-13
All IndiGo Airbus airplanes have RVSM capability and have been authorised
by DGCA to operate in RVSM airspace.
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- No maintenance log entry, concerning defects that may affect RVSM

capability. Corrective actions have been taken, if necessary.
- On ground, the difference between the two primary altitude indications

is less than the tolerance specified in FCOM PRO-SUP-34
"Maximum Differences between Altitude Indications".
- Review the weather forecast paying particular attention to severe
turbulence, which may affect airplane altitude, in order to maintain
the required RVSM performance.
- Check that the letter W is written in field 10 of the ATC Flight Plan to
indicate RVSM capability.
b)
Prior to entry into RVSM Airspace

The required minimum equipment as given in FCOM PRO-SPO-50 and the
TCAS/ one ATC Transponder must be operative otherwise; a new clearance
to avoid RVSM airspace must be obtained.
c)
Within RVSM AIRSPACE

All operating limitations, as given in RVSM airworthiness approval shall be
complied with.
Procedures given in FCOM PRO-SPO-50 shall be followed.
Autopilot shall remain engaged during level cruise, except when
circumstances such as the need to re-trim the aircraft or turbulence require
disengagement.
d)
Post Flight
Any malfunction or deviation in relation to the altitude keeping capability and
failure of the required RVSM equipment must be reported. As per CAR, it
should also include action taken by Crew to try to isolate and rectify the fault.
A-4-14
Effective
15-Dec-13
On ground, PFD altitude indications (QNH Reference) of ADR1 and ADR2

do not differ from the airport altitude by more than the tolerances indicated
in the FCOM PRO-SPO-50.
e)
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In-Flight Abnormal Procedures

When flying within RVSM airspace, the ATC must be informed in case of:
- Excessive discrepancy of altitude indications without means of

determining which indication is valid.
- Abnormal situation, preventing the airplane from maintaining the
assigned FL If one AP is unable to keep the assigned altitude, select the
other AP.
If the pilot is advised in real time that the aircraft has been identified by a
height monitoring system as exhibiting a TVE greater than 300 ft and/or an
ASE greater than 245 ft then the pilot should follow established regional
procedures to protect the safe operation of the aircraft. This assumes that the
monitoring system will identify the TVE or ASE within the set limits for
accuracy.
If the pilot is notified by ATC of an assigned altitude deviation which exceeds
300 ft then the pilot should take action to return to cleared flight level as
quickly as possible.
4.5.9
Weather deviation and engine failure procedures in RVSM environment are

the basic contingencies that may arise. Guidance for contingency procedures
should not be interpreted in anyway as prejudicing the final authority and
responsibility of the Pilot in command for the safe operation of the aircraft.
a)
If the Pilot is unsure of the vertical or lateral position of the aircraft or

the
aircraft deviates from its assigned altitude or track for cause
without prior ATC clearance, then the pilot must take action to mitigate
the potential for collision with aircraft on adjacent routes or flight levels.
In this situation, the pilot should alert adjacent aircraft by making
maximum use of aircraft lighting and broadcasting position, flight level,
and intentions on 121.5 MHz (as a back-up, the appropriate VHF interpilot air-to-air frequency 123.45 or any other as per area of operation
A-4-15
Effective
15-Dec-13
- Any of the contingencies mentioned in FCOM PRO-SPO-50
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may be used).
Unless the nature of the contingency dictates otherwise, the pilot
should advise ATC as soon as possible of a contingency situation and
if possible, request an ATC clearance before deviating from the
assigned route or flight level.
c)
The radio-telephony distress signal (MAYDAY) or urgency signal

(PAN-PAN) preferably spoken three times shall be used as
appropriate. Subsequent ATC action with respect to that aircraft shall
be based on the intentions of the pilot and the overall air traffic
situation.
d)
If a revised ATC clearance cannot be obtained in a timely manner and

action is required to avoid potential conflict with other aircraft, then the
aircraft should be flown at an altitude and/or on a track where other
aircraft are least likely to be encountered:
This can be accomplished by offsetting from routes or altitudes
normally flown in the airspace. The ICAO Doc 7030 / AIP India ENR
1.9 "Special Procedures for In-flight Contingencies" provide
recommendations on the order of preference for the following pilot
actions:
- The Pilot may offset half the lateral distance between routes or tracks.
- The Pilot may offset half the vertical distance between altitudes
normally flown.
- The Pilot may also consider descending below FL 285 or climbing
above FL 410. (The vast majority of oceanic traffic has been found to
operate between FL 290 and 410. Flight above FL 410 or below FL 285
may limit exposure to conflict with other aircraft).
e)
When executing a contingency manoeuvre the pilot should:

-
Watch for conflicting traffic both visually and by reference to

ACAS,
Continue to alert other aircraft using 121.5 MHz (as a back-up, the
VHF inter-pilot air-to-air frequency may be used).
A-4-16
Effective
15-Dec-13
b)
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Continue to fly offset tracks or altitudes until an ATC clearance is

obtained.
Obtain an ATC clearance as soon as possible.
Contingency procedures after entering RVSM airspace are:

-
The pilot shall notify ATC of contingencies (equipment failures,

weather) which affect the ability to maintain the cleared flight level,
and co-ordinate a plan of action appropriate to the airspace
concerned.
Examples of equipment failures, which shall be notified, to ATC are:
g)
failure of all automatic altitude-control systems aboard the aircraft;
loss of redundancy of altimetry systems,
loss of thrust on an engine necessitating descent; or
any other equipment failure affecting the ability to maintain cleared

flight level (CFL);
i)
The pilot should notify ATC when encountering greater than moderate
turbulence.
ii)
If unable to notify ATC and obtain an ATC clearance prior to deviating

from the assigned flight level, the pilot shall follow the established
contingency procedures and obtain ATC clearance as soon as
possible.
Five different scenarios are tabulated below:
(Refer next page)
A-4-17
Effective
15-Dec-13
f)
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ISSUE II, Rev 03
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Scenario 1: All automatic altitude control systems fail (e.g., Automatic

Altitude Hold).
The Pilot should
ATC can be expected to
Maintain CFL
Evaluate the aircraft's capability to

maintain altitude
Subsequently
Watch for conflicting traffic both
visually and by reference to TCAS
If considered necessary,
nearby aircraft by
alert
1) making maximum use of exterior

lights;
2) Broadcasting position, FL, and
intentions on 121.5 MHz (as a
back-up, the VHF inter-pilot air-to
air frequency may be used.)
Notify ATC of the failure and

intended course of action. Possible
courses of action include:
1) Maintaining the CFL and route,
The aircraft can maintain level.
2) Requesting ATC clearance to climb

above or descend below RVSM
airspace if the aircraft cannot
maintain CFL and ATC cannot
establish lateral, longitudinal or
conventional vertical separation.
3) Executing the Doc 7030 / AIP India
ENR 1.9 contingency manoeuvre to
offset from the assigned track and
FL, if ATC clearance cannot be
obtained and the aircraft cannot
maintain CFL.
1) If the pilot intends to continue in RVSM airspace,

assess if the aircraft can be accommodated through
the provision of lateral, longitudinal, or conventional
vertical separation, and if so, apply the appropriate
minimum.
2) If the pilot requests clearance to exit RVSM airspace,
accommodate expeditiously, if possible.
3) If adequate separation cannot be established and it is

not possible to comply with the pilot's request for
clearance to exit RVSM airspace, advise the pilot of
essential traffic information, notify other aircraft in
the vicinity and continue to monitor the situation.
4) Notify adjoining ATC facilities/ sectors of the situation.
A-4-18
Effective
15-Dec-13
Initially
FLT.OMA
ISSUE II, Rev 03
CHAPTER 04
Scenario 2: All primary altimetry systems are considered unreliable or fail

Maintain CFL by reference to the standby

altimeter (if the aircraft is so equipped).
Alert nearby aircraft by

1) making maximum use of exterior lights;
2) broadcasting position, FL, and intentions on
121.5 MHz (as a back-up, the VHF inter-pilot
air-to-air frequency may be used.
Consider declaring an emergency. Notify ATC

of the failure and intended course of action.
Possible courses of action include:
Obtain pilot's intentions, and

essential traffic information.
pass
1) If the pilot intends to continue in RVSM

airspace, assess traffic situation to
1) Maintaining CFL and route provided that ATC
determine if the aircraft can be
can provide lateral, longitudinal or conventional
accommodated through the provision of
vertical separation.
lateral, longitudinal, or conventional
vertical separation, and if so, apply the
appropriate minimum
2) Requesting ATC clearance to climb above or
2) If the pilot requests clearance to exit
descend below RVSM airspace if ATC cannot
RVSM
airspace,
accommodate
establish adequate separation from other
expeditiously, if possible.
aircraft.
3)
3) Executing the Doc 7030 / AIP India ENR 1.9
contingency manoeuvre to offset from the
assigned track and FL, if ATC clearance cannot
be obtained.
If adequate separation cannot be

established and it is not possible to
comply with the pilots request for
clearance to exit RVSM airspace,
advise the pilot of essential traffic
information, notify other aircraft in the
vicinity and continue to monitor the
situation.
4) Notify adjoining ATC facilities/ sectors of

the situation.
A-4-19
Effective
15-Dec-13
The Pilot should
FLT.OMA
ISSUE II, Rev 03
CHAPTER 04
Scenario 3: Loss of redundancy in primary altimetry systems

If the remaining altimetry system is functioning

normally, couple that system to the automatic
altitude control system, notify ATC of the loss of
redundancy and maintain vigilance of altitude
keeping.
Acknowledge the situation and

continue to monitor progress
Scenario 4: The primary altimeters diverge by more than 200ft (60m)

The Pilot should
Attempt to determine the defective system through established troubleshooting procedures and / or comparing the primary altimeter displace to
the standby altimeter (as corrected by the correction cards, if required).
If the defective system can be determined, couple the functioning altimeter
system to the altitude keeping device.
If the defective system cannot be determined, follow the guidance in
Scenario 3 for failure or unreliable altimeter indications of all primary
altimeters.
A-4-20
Effective
15-Dec-13
The Pilot should
FLT.OMA
ISSUE II, Rev 03
CHAPTER 04
*Scenario 5: Turbulence (greater than moderate) which the pilot believes will
impact the aircraft's capability to maintain flight level.
Watch for conflicting traffic both visually

and by reference to TCAS,
If considered necessary, alert nearby

aircraft by:
1) making maximum use of exterior lights;
2) Broadcasting position, FL, and intentions
on 121.5 MHz (as a back-up, the VHF
inter-pilot air-to air frequency may be
used).
Notify ATC of intended course of action

as soon as possible. Possible courses
of action include:
1) Maintaining CFL and route provided ATC

can provide lateral, longitudinal or
conventional vertical separation.
2)
Requesting
necessary.
flight
level
change,
if
3) Executing the Doc 7030 contingency

manoeuvre to offset from the assigned
track and FL, if ATC clearance cannot
be obtained and the aircraft cannot
maintain CFL.
1) Assess traffic situation to determine if

aircraft can be accommodated through
Provision of lateral, longitudinal,
conventional vertical separation, and if
apply the appropriate minimum:
the
the
or
so,
2) If unable to provide adequate separation Advise

the pilot of essential traffic information and
request pilots intensions.
3) Notify other aircraft in the vicinity and monitor

the situation.
4) Notify adjoining ATC facilities/ sectors of the

situation
A-4-21
The Pilot should
Effective
15-Dec-13
FLT.OMA
ISSUE II, Rev 03
CHAPTER 04
A-4-22
Effective
15-Dec-13
FLT.OMA
ISSUE II, Rev 00
RADIO LISTENING WATCH
CHAPTER 05
TABLE OF CONTENTS
5.
RADIO LISTENING WATCH .........................................................................3
A-5-1
Effective
17-Augr-11
FLT.OMA
ISSUE II, Rev 00
CHAPTER 05
A-5-2
Effective
17-Augr-11
5.
FLT.OMA
ISSUE II, Rev 00
CHAPTER 05
It is the responsibility of the commander to ensure that at least one crew

member continuously monitors the appropriate ATC frequency at all times
The flight crew shall maintain a radio listening watch on the frequencies
appropriate for the area of operation and as required by the applicable
authorities. It shall include, as a minimum, an additional requirement for the
flight crew to monitor:
i)
VHF emergency frequency (121.5MHz);
On long-range over-water flights or on flights that require the

carriage of an emergency locater transmitter (ELT), except
during those periods when aircraft are carrying out
communications on other VHF channels, or when airborne
equipment limitations or flight deck duties do not permit
simultaneous guarding of two channels;
If required by the applicable authorities, in areas or over routes

where the possibility of military intercept or other hazardous
situations exist.
ii)
If required, the appropriate common frequency used for inflight

communication in designated airspace without ATC coverage. The
monitoring of the In Flight Broadcast Procedures (IFBP) frequency shall
be adhered to, in areas where such procedures are required.
Over water and uncontrolled / advisory airspace, a radio listening watch
must be maintained by one of the crew on appropriate primary HF
frequency of the concerned Flight Information Centre. The provision of
SELCAL on HF/RT is deemed to satisfy this condition. When outside
control airspace and VHF range the inter-pilot air-to-air VHF 123.45MHz
is to be monitored for blind transmissions of position reports. This
frequency is the air to air dedicated frequency to exchange necessary
A-5-3
Effective
17-Augr-11
An airplane shall not be flown on an IFR flight within controlled airspace unless
a continuous listening watch is maintained on the appropriate VHF radio
frequency. A two-way communication must be established with the appropriate
air traffic control unit.
FLT.OMA
ISSUE II, Rev 00
CHAPTER 05
operational information and to facilitate resolution of operational

problems.
A-5-4
Effective
17-Augr-11
FLT.OMA
ISSUE II, Rev 00
DETERMINATION OF MINIMUM FLIGHT

ALTITUDES
CHAPTER 06
TABLE OF CONTENTS
DETERMINATION OF MINIMUM FLIGHT ALTITUDES ..........................3
6.1
MINIMUM VFR ALTITUDE REQUIREMENTS .........................................3

6.1.1
Application of Minimum Altitudes for VFR Flights .......................3
6.1.2
Minimum IFR Altitude Requirements ..........................................4
6.1.3
Minimum Altitudes Definitions ....................................................5
6.2
TERMINAL AREA ....................................................................................7
6.3
EN-ROUTE MINIMUM ALTITUDE ...........................................................8
6.4
6.3.1
Normal Operation .......................................................................8
6.3.2
Abnormal Operation ...................................................................8
MINIMUM FLIGHT ALTITUDE CORRECTIONS......................................9

6.4.1
Temperature Correction .............................................................9
6.4.2
Pressure Correction ................................................................. 12
A-6-1
Effective
17-Aug-11
6.
FLT.OMA
ISSUE II, Rev 00

ALTITUDES
CHAPTER 06
A-6-2
Effective
17-Aug-11
FLT.OMA
ISSUE II, Rev 00

ALTITUDES
CHAPTER 06
6.
DETERMINATION OF MINIMUM FLIGHT ALTITUDES
6.1
MINIMUM VFR ALTITUDE REQUIREMENTS
6.1.1
Application of Minimum Altitudes for VFR Flights

AIP India ENR 1.2 / 1.7
The flights are conducted so that the airplane is flown in conditions of visibility
and distance from clouds equal to or greater than those specified in ICAO
Rules of the Air except as otherwise authorised by the appropriate air traffic
control unit for VFR flights within control zones.
Note:
VFR Flights within a control zone shall not be conducted if the ground visibility is
less than 5 Km or if the ceiling is less than 450 metres (1500) at the aerodrome
concerned except when authorised by the appropriate air traffic control unit.
VFR Flights outside controlled airspace shall not be conducted at a height of less
than 300 metres (1000) above the ground or water and shall maintain sight of the
ground or water.
VFR flights shall not be operated

o
o
Above FL150
more than 100NM seaward from the shoreline within controlled airspace
Except when necessary for taking off, landing, or with permission of appropriate
Air Traffic Control Units, the airplane shall not be flown:
o
Over congested areas, cities, towns, settlements or over an open air

assembly of persons unless at such a height which will permit, in the event of
any emergency, a landing to be made without undue hazard to persons or
property on the surface. This height shall not be less than 300 metres (1000)
A-6-3
Effective
17-Aug-11
The company normally does not allow VFR operations for revenue flight. If
VFR is required for a specific flight or part(s) of a flight, an authorisation of the
Vice President Flight Operations is required unless the flight segment is a part
of an approved company route. For VFR altitudes requirements, refer to ICAO
Rules of the Air - Annex 2 chapter 4 and The Aircraft Rules 1937 and any
national regulations applicable to the area over flown. (Also refer Para 4 of
CAR section 9, Series C, Part-1)
FLT.OMA
ISSUE II, Rev 00

ALTITUDES
CHAPTER 06
above the highest obstacle within a radius of 600 metres (2000) from the
aircraft.
o
6.1.2
VFR flights shall not be operated between 20 mts after sunset and 20mts before
sunrise, except when exempted by air traffic control for local flights and such
training flights of flying club aircraft as may be cleared by air traffic control.
Minimum IFR Altitude Requirements

(AIP India ENR 1.7-3/CAR section 9, Series C, Part-1, Para 5)
It is the Company Policy that the Pilot-in-Command will ensure that the
minimum flight altitude applicable for all phases of flight is met. For
information and definition regarding Minimum flight altitude such as
Minimum Safety Altitude (MSA), Minimum En-route Altitude (MEA),
Minimum Obstruction Clearance Altitude (MOCA), Minimum Off-Route
Altitude (MORA) Minimum Vectoring Altitude (MVA) are published in
Jeppesen Manual and every flight shall be planned to operate at or above
these stipulated altitudes.
Note: 1. The minimum altitudes will be in compliance with the respective
state regulatory stipulation.
Note: 2. In respect of airfields that are not covered by Jeppesen manual,
the above minimum flight altitudes shall be as published by state or its
designated authority. All flights shall be planned to operate at or above
the stipulated Minimum altitudes on a published route when operating or
deviating from these routes.
a)
Minimum Safe Heights

When an aircraft is operated for the purpose of commercial air transport,
the minimum altitude/flight level at which it is permitted to fly may be
governed by national regulations, air traffic control requirements, or by
the need to maintain a safe height margin above any significant terrain or
obstacle en route. Whichever of these requirements produces the highest
altitude/flight level for a particular route will determine the minimum flight
altitude for that route.
A-6-4
Effective
17-Aug-11
Elsewhere than as specified in clause (i) above, at a height less than 150
metres (500 feet) above the ground or water.
FLT.OMA
ISSUE II, Rev 00

ALTITUDES
CHAPTER 06
b)
Minimum Levels
AIP India ENR 1.3-1
Except when necessary for take-off or landing or when specifically

authorised by the appropriate authority, an IFR flight shall not be flown at
a level that is below the established minimum flight altitude or where no
such minimum flight altitude has been established
Over high terrain or in mountainous areas, at a level which is at least

600M (2000 Ft) above the highest obstacle located within 8KM of the
estimated position of the aircraft
Elsewhere than as specified above, at a level which is at least 300M
(1000 Ft) above the highest obstacle located within 8KM of the
estimated position of the aircraft.
In India the quadrantal system of Flight Altitudes has been replaced by

semi-circular system. The procedures outlined in the following
paragraphs are to be followed when calculating the minimum altitude for
the safe avoidance of en-route terrain and obstacles keeping in mind the
track.
6.1.3
a)
Minimum Altitudes Definitions

MEA (Minimum En-route IFR Altitude)
The lowest altitude (or Flight Level), as derived by Jeppesen and
depicted on enroute charts, between radio fixes that meets obstacle
clearance requirements between those fixes and in many countries
assures acceptable navigational and radio signal coverage.
b)
MORA (Minimum Off-Route Altitude) As derived by Navigational

Database/Chart supplier like Jeppesen etc.
A route MORA provides reference point clearance within 10 NM (18.5
km) of the route centreline (regardless of the route width) and end fixes.
A-6-5
Effective
17-Aug-11
In India, the minimum flight altitude on the ATS routes as presented in

AIP, AIP supplements or NOTAMs have been determined so as to
ensure at least 1000ft (300M) vertical clearance above the highest
obstacle within 10NM on each side of the centre line of the route.
FLT.OMA
ISSUE II, Rev 00

ALTITUDES
CHAPTER 06
A grid MORA altitude provides a reference point clearance within the

section outlined by latitude and longitude lines.
MORA values clear all reference points by 2000 ft (600 m) in areas

where the reference points are above 5000 ft (1500 m) MSL.
When a MORA is shown along a route as "unknown" or within a grid as
"un-surveyed" a MORA is not shown due to incomplete or insufficient
information.
c)
MOCA (Minimum Obstruction Clearance altitude)

The lowest altitude, as derived by Jeppesen and depicted on Jeppesen
en-route charts, in effect between radio fixes on VOR airways, offairways routes, or route segments, which meets obstacle clearance
requirements for the entire route segment.
d)
MSA (Minimum Sector Altitude)

Altitude depicted on instrument approach, SID or STAR charts and
identified as the minimum altitude which provides a 1000 ft (300 m)
obstacle clearance within a 25 NM (46 km) (or other value as stated)
radius from the navigational facility upon which the MSA is predicated.
This altitude does not necessarily guarantee NAVAID reception.
e)
MINIMUM VECTORING ALTITUDE (MVA)

The lowest MSL altitude at which an IFR flight can be vectored by a radar
controller, for radar approaches, departures and missed approaches. The
altitude meets IFR Obstacle Clearance criteria, It may however be lower
than the published MEA along an airway.
During departure and approach, crew should not descend below the
Minimum Sector Altitude (MSA) or minimum altitude depicted on the
Jeppesen SID/ STAR, Instrument Approach chart for the departure/
approach being conducted. However, during radar vectoring crew should
be aware of the Minimum Vectoring Altitude (MVA). MVA charts are not
always available in the Jeppesen Airport charts, although they are
A-6-6
Effective
17-Aug-11
MORA values clear all reference points by 1000 ft (300 m) in areas

where the highest reference points are 5000 ft (1500 m) MSL, or lower.
FLT.OMA
ISSUE II, Rev 00

ALTITUDES
CHAPTER 06
f)
DECISION ALTITUDE / HEIGHT(DA/H)

A specified altitude or height in a precision approach at which a missed
approach must be initiated if the required visual reference to continue the
approach has not been established.
Note:
g)
i)
Decision Altitude (DA) is referred to Mean Sea Level (MSL) and Decision
Height (DH) is referred to the threshold elevation and is used in conjunction
with CAT II and CAT III approaches. For CAT I and non-precision approaches
term MDA is used on airbus family aircraft.
ii)
The required visual reference means that section of the visual aids or of the
approach area which should have been in view for sufficient time for the Pilot
to have made an assessment of the airplane position and rate of change of
position, in relation to the desired flight path.
OBSTACLE CLEARANCE ALTITUDE / HEIGHT (OCA/H)

The lowest altitude (OCA), or alternatively the lowest height above the
elevation of the relevant runway threshold or above the aerodrome
elevation as applicable (OCH) used in establishing compliance with
appropriate obstacle clearance criteria.
h)
MINIMUM DESCENT ALTITUDE / HEIGHT (MDA/H)

A specified altitude/height in a non-precision approach, CAT I ILS (For
Airbus aircraft) or circling approach below which descent may not be
made without the required visual reference.
6.2
TERMINAL AREA
Except during IFR approach or departure when on track with a published
minimum altitude on airport charts, airplane must not be flown at altitude
lower than the Minimum Sector Altitude (MSA).
A-6-7
Effective
17-Aug-11
available to the radar controllers. In case the crew are directed by the
radar controller to descend below MSA and MVA charts are not available,
crew must bring it to the notice of the radar controller. If in doubt, crew
should not descend below MSA.
FLT.OMA
ISSUE II, Rev 00

ALTITUDES
CHAPTER 06
6.3
EN-ROUTE MINIMUM ALTITUDE
6.3.1
Normal Operation
The minimum safe en-route altitude should be the higher of the Minimum OffRoute Altitude (MORA) and the published Minimum Obstruction Clearance
Altitude (MOCA). Both minimum altitudes are indicated on en-route charts
when they exist.
In case of incomplete or lack of safety altitude information, obstacles and
reference points have to be located on Operational Navigation Charts (ONC)
or topographic maps. The minimum safe en-route altitude must clear all
obstacles within 5 NM (9.3 km) of the route centreline by 1000 ft (300 m) if the
reference point is not higher than 5000 ft (1500 m) MSL or 2000 ft (600 m) if
reference point is higher than 5000 ft MSL.
If available and not limiting, the grid MORA may be used as minimum flight
altitude.
These minimum altitudes must be respected along the track with all engines
operative unless a procedure has been approved to cope with
depressurisation. During flight preparation, the en-route minimum altitudes
must be established for all the route segments.
6.3.2
Abnormal Operation
It may be necessary to establish diversion procedures for critical cases taking

into account the topography along the route and the requirements mentioned
below (engine(s) failure, depressurisation).
It may be necessary to determine Point(s) of No Return (PNR) and establish
appropriate procedures (drift down on course, turn back or diversion outside
the track depending on the aircraft position).
When obstacle limited, the pilot should be reminded for correct drift down
procedure as specified in the appropriate chapter of the FCOM (one engine(s)
inoperative).
A-6-8
Effective
17-Aug-11
En-route IFR flight levels or altitudes should be higher than the published
Minimum En-route IFR Altitude (MEA) indicated on en-route charts.
FLT.OMA
ISSUE II, Rev 00

ALTITUDES
CHAPTER 06
Diversion procedures established for obstacle limited routes are described in

the Operations Manual Part C (Route Guide).
6.4
MINIMUM FLIGHT ALTITUDE CORRECTIONS
6.4.1
Temperature Correction
FCOM PER
(PER-OPD-GEN-P8/10)
The calculated minimum safe altitudes/heights must be corrected when the

OAT is much lower than that predicted by the standard atmosphere.
The correction has to be applied on the height above the elevation of the
altimeter setting source. The altimeter setting source is generally the
atmosphere pressure at an airport, and the correction on the height above the
airport has to be applied on the indicated altitude. The same correction value
is applied when flying at either QFE or QNH.
a)
Low altitude temperature corrections
Approximate correction
Increase obstacle elevation by 4% per 10C below ISA, of the height above
the elevation of the altimeter setting source or decrease aircraft indicated
altitude by 4% per 10C below ISA of the height above the elevation of the
altimeter setting source.
This method is generally used to adjust minimum safe altitudes and may be
applied for all altimeters setting source altitudes for temperatures above 15C.
Tabulated corrections
For colder temperatures, a more accurate correction should be obtained from
the following table calculated for a sea level aerodrome. It is conservative
when applied at higher aerodrome.
Values to be added
heights/altitudes (ft)
by
the
A-6-9
pilot
to
minimum
promulgated
Effective
17-Aug-11
In order to determine the geometrical altitude of the aircraft and thus ensure
adequate obstacle clearance, corrections have to be applied when Outside
Air Temperature and/or pressure differ from standard atmosphere.
Aerodrome
Temperature
FLT.OMA
ISSUE II, Rev 00

ALTITUDES
CHAPTER 06
Height above the elevation of the altimeter setting source (ft)

200
300
400
500
1000
2000
0C
20
20
30
30
60
120
-10C
20
30
40
50
100
-20C
30
50
60
70
-30C
40
60
80
-40C
50
80
-50C
60
90
300
4000
0
5000
170
230
290
200
290
390
490
140
280
430
570
710
100
190
380
570
760
950
100
120
240
480
720
970
1210
120
150
300
600
890
1190
1500
High altitude temperature corrections
The graph given hereafter has to be used en-route for high altitude
operation. It does not take into account the elevation of the altimeter
setting source.
In theory, this correction applies to the air column between the ground
and the aircraft. When flying above high terrain, the use of this
correction gives a conservative margin.
A-6-10
Effective
17-Aug-11
b)
FLT.OMA
ISSUE II, Rev 00

ALTITUDES
CHAPTER 06
A-6-11
Effective
17-Aug-11
FLT.OMA
ISSUE II, Rev 00

ALTITUDES
CHAPTER 06
Altitude temperature correction for high altitude use

Example:
Given: MEA = FL200 / ISA-30C
6.4.2
Pressure Correction
When flying at levels with the altimeter set to 1013hPa, the minimum safe
altitude must be corrected for deviations in pressure when the pressure is
lower than the standard atmosphere (1013hPa).
The appropriate correction is 28 ft per hPa below 1013hPa
The following table gives more accurate data. The following correction is to be
applied to the indicated altitude (reference 1013 hPa) to determine the
geometrical aircraft altitude.
QNH correction
QNH of nearest
station
Correction
QNH of nearest
station
Correction
1013
0 ft
80 ft
1050
1000 ft
1010
1045
860 ft
1005
220 ft
1040
720 ft
1000
380 ft
1035
590 ft
995
510 ft
1030
460 ft
990
630 ft
1025
320 ft
985
780 ft
1020
180 ft
980
920 ft
1015
50 ft
975
1080 ft
1013
0 ft
Example: Given: Indicated altitude = 20000 ft, ISA, local QNH = 995 hPa
Find: Geometrical (true) altitude = 20000 - 510 = 19490 ft.
A-6-12
Effective
17-Aug-11
Find: min FL = 230
FLT.OMA
ISSUE II, Rev 00

ALTITUDES
CHAPTER 06
When using the QNH or QFE altimeter setting (giving altitude or height above
QFE datum respectively), a pressure correction is not required.
A-6-13
Effective
17-Aug-11
FLT.OMA
ISSUE II, Rev 00

ALTITUDES
CHAPTER 06
A-6-14
Effective
17-Aug-11
FLT.OMA
ISSUE II, Rev 04
DETERMINATION OF AERODROME
OPERATING MINIMA
CHAPTER 07
7.
METHODS FOR THE DETERMINATION OF AERODROME

OPERATINGMINIMA ...............................................................................5
7.1
CONCEPT OF MINIMA ............................................................................5
7.1.1 DEFINITIONS ................................................................................................7

7.2
7.3
7.4
AERODROME OPERATING MINIMA......................................................9

7.2.1
GENERAL ..................................................................................9
7.2.2
CONSIDERATIONS FOR ESTABLISHING THE AERODROME

OPERATING MINIMA: ............................................................. 10
7.2.3
ADDITIONAL CRITERIA TO BE ENSURED: ........................... 10
TAKEOFF OPERATING MINIMA ..........................................................11

7.3.1
GENERAL ................................................................................ 11
7.3.2
VISUAL REFERENCE.............................................................. 12
7.3.3
REQUIRED VISIBILITY/RVR ................................................... 13
7.3.4
Pilot Assessment of equivalent TDZ RVR ................................ 15
APPROACH CAT I, APV AND NON-PRECISION APPROACHES .......16

7.4.1
Cat I, APV AND NON-PRECISION APPROACH OPERATIONS

................................................................................................. 16
7.4.2
DECISION HEIGHT (DH) ......................................................... 17
7.4.3
MINIMUM DESCENT HEIGHT (MDH) ..................................... 17
7.4.4
SYSTEM MINIMA ..................................................................... 18
7.4.5
VISUAL REFERENCE ............................................................. 19
7.4.6
APPROACH LIGHT SYSTEMS ................................................ 19

A-7-1
Effective
09-Jul-14
TABLE OF CONTENTS
7.4.7
FLT.OMA
ISSUE II, Rev 04
OPERATING MINIMA
CHAPTER 07
RVR/CMV/Visibility Minima ...................................................... 20
LOW VISIBILITY OPERATIONS (CAT II, CAT IIIA/B, LVTO) .............. 25

7.5.1
PRECISION APPROACH CATEGORY II OPERATIONS ..... 26
7.5.2
PRECISION APPROACH CATEGORY III OPERATIONS .... 27
7.5.3
OUTAGE OF LIGHTING SYSTEM-PRECISION APPROACH

RUNWAY CATEGORY II AND/OR III ...................................... 31
7.5.4
LOW VISIBILITY TAKE-OFF LVTO ....................................... 31
7.6
CIRCLING APPROACH MINIMA .......................................................... 32
7.7
VISUAL APPROACH ............................................................................ 33
7.8
OPERATIONAL CRITERIA FOR MINIMA APPLICABILITY................. 33

7.8.1
LANDING MINIMA ................................................................... 33
7.8.2
ALTERNATE AERODROME PLANNING MINIMA FOR

DISPATCH ............................................................................... 33
7.8.3
BELOW MINIMA CONDITIONS............................................... 35
7.8.4
DISPATCH OF FLIGHT / CONTINUATION OF IFR FLIGHT .. 36
7.8.5
COMMENCEMENT
OF
INSTRUMENT
APPROACH
PROCEDURE .......................................................................... 36
7.8.6
TAKE-OFF FROM AERODROME HAVING MORE THAN ONE

INSTRUMENT RUNWAY ........................................................ 36
7.8.7
TAKE-OFF AND LANDING AT AERODROME HAVING NO

INSTRUMENT APPROACH PROCEDURE ............................ 37
7.8.8
COMMANDERS RESPONSIBILITY ....................................... 37
7.8.9
PROHIBITION OF LANDING BELOW MINIMA ....................... 37
7.8.10
CONVERSION
OF
REPORTED
METEOROLOGICAL
VISIBILITY TO RVR/CMV ...................................................... 37
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7.5
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FAILED OR DOWNGRADED EQUIPMENT - EFFECT

ON LANDING MINIMA: .......................................................... 39
7.8.12
PRESENTATION OF AERODROME OPERATING MINIMA ... 41
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7.8.11
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METHODS FOR THE

OPERATINGMINIMA
7.1
CONCEPT OF MINIMA
DETERMINATION
OF
AERODROME
Aerodrome Operating Minima are established in order to ensure the desired

level of safety in Airplane Operations at an Aerodrome by limiting these operations
in specified weather conditions. The values of aerodrome operating minima for a
particular operation must ensure that at all times the combination of information
available from external sources and the airplane instruments and equipment is
sufficient to enable the airplane to be operated along the desired flight path. In
determining the values of aerodrome operating minima, a large number of factors
are involved which fall primarily into three groups as follows:
- The ground environment and the design, maintenance and operation of
ground equipment;
- The characteristics of the aeroplane and its equipment; Aircraft
capability as given in the Airplane Flight Manual defines the lowest
minima for which an aircraft has been certified.
- The operators procedures, flight crew training and experience.
The Aerodrome Operating Minima comprise the limits of usability of an aerodrome
for either take-off or landing, usually expressed in terms of visibility or Runway
Visual Range (RVR), and Decision Altitude/Decision Height (DA/DH) or minimum
Descent Altitude/Minimum Descent Height (MDA/MDH). DA (DH) or MDA (MDH)
depends upon the OCA (OCH) specified in the Instrument Approach Procedure.
The value of Visibility (RVR) minima depends upon Decision Height / Minimum
Descent Height and Approach Lighting System (Nil,Basic, Intermediate or full
facilities). Higher the DH/MDH, higher would be the corresponding visibility / RVR
minima.
The minima always takes obstacle clearance into account and have
different values depending on the weather conditions and the aerodrome
facilities available.The term minima refers to the aerodrome weather
conditions and defines the minimum horizontal visibility and minimum ceiling
prescribed for taking off from, or landing a civil aircraft to this particular
aerodrome.
A-7-5
Effective
09-Jul-14
7.
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Different concepts of minima:

Aircraft capability given in the Aircraft Flight Manual defines the lowest
minima for which the aircraft has been certified.
The lowest minima depends on:
- The aircraft type, performance and handling characteristics;
- The equipment available on the aircraft for the purpose of
navigation and/or control of the flight path.
Aerodrome operating minima are established in accordance with the

national authorities of the aerodrome. National Authority of the operator may
require the operator to apply increment to the published aerodrome
operating minima.
The aerodrome operating minima depends on:
-
The dimension and characteristics of the runways which may be

selected for use;
The adequacy and performance of the available visual and nonvisual ground aids;
The obstacles in the approach, missed approach and the

climb-out areas required for the execution of contingency
procedures and necessary clearance.
The obstacle clearance

approach procedures;
The means to determine and report meteorological conditions.
altitude/height
for
the
instrument
Operators minima approved by the national authority of the operator.

They are the lowest minima that the operator is allowed to use.
Crew minima. They are the minima that the crew is authorised to operate.
They are based upon the qualification of the flight crewmembers.
The applicable minima are the highest of these minima.
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7.1.1 Definitions
An instrumentally derived value, based on standard calibrations that represent the

horizontal distance a Pilot is expected to see down the runway from the approach
end. It is based on the sighting either high intensity runway lights or on the visual
contrast of other targets whichever yields greater visual range. The range over
which the pilot of an airplane on the centre line of a runway can see the runway
surface markings or the lights delineating the runway or identifying its centre line.
RVR is horizontal visual range, not slant visual range. It is based on measurement
of distance by a transmissometer located near the touchdown point, midpoint or
roll out end of the instrument runway and is reported in metres. RVR is required to
be reported when the prevailing visibility or RVR is less than 1500 meters. The
commander may request an RVR if it is not reported.
There may be as much as three RVR values measured on an instrument runway.
i)
Touchdown RVR - The RVR readout values obtained from RVR

equipment serving the runway touchdown zone.
ii)
Mid RVR - The RVR values obtained from RVR equipment located
midfield of the runway.
iii)
Roll out RVR - the RVR values obtained from RVR equipment located
near the roll out end of the runway.
Decision altitude/ Decision height (DA)/ (DH)

A specified altitude or height in a precision approach or approach with vertical
guidance at which a missed approach must be initiated, if the required visual
reference to continue the approach, has not been established.
Note 1. Decision altitude (DA) is referenced to mean sea level and decision height (DH) is
referenced to the threshold elevation.
Note 2. The required visual reference means that section of the visual aids or of the
approach area which should have been in view for sufficient time for the pilot to have made an
assessment of the aircraft position and rate of change of position, in
relation to the desired flight path. In Category III operations with a decision height the required
visual reference is that specified for the particular procedure and operation.
A-7-7
Effective
09-Jul-14
Runway visual range
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Visibility
Visibility for aeronautical purposes is the greater of:
a) the greatest distance at which a black object of suitable dimensions,
situated near the ground, can be seen and recognized when observed
against a bright background;
b) The greatest distance at which lights in the vicinity of 1 000 candelas
can be seen and identified against an unlit background.
Note 1. The two distances have different values in air of a given extinction coefficient, and
the latter b) varies with the background illumination. The former a) is represented by the
meteorological optical range (MOR).
Note 2. The definition applies to the observations of visibility in local routine and special
reports, to the observations of prevailing and minimum visibility reported in METAR and
SPECI and to the observations of ground visibility.
Minimum descent altitude (MDA) or minimum descent height (MDH)
A specified altitude or height, in a non-precision approach or circling approach

below which, descent must not be made without the required visual reference.
Note 1. Minimum descent altitude (MDA) is referenced to mean sea level and minimum
descent height (MDH) is referenced to the aerodrome elevation or to the threshold elevation
if that is more than 2 m (7 ft) below the aerodrome elevation. A minimum descent height for a
circling approach is referenced to the aerodrome elevation.
Note 2. The required visual reference means that section of the visual aids or of the
approach area which should have been in view for sufficient time for the pilot to have made
an assessment of the aircraft position and rate of change of position, in relation to the
desired flight path. In the case of a circling approach the required visual reference is the
runway environment.
Note 3. For convenience when both expressions are used they may be written in the form
minimum descent altitude/ height and abbreviated MDA/H.
A-7-8
Effective
09-Jul-14
Note 3. For convenience where both expressions are used they may be written in the form
decision altitude/height and abbreviated DA/H.
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AERODROME OPERATING MINIMA
7.2.1
GENERAL
To enable operations safely at an aerodrome under limiting weather
conditions, Aerodrome Operating Minima (AOM) are established. There
are two sets of Aerodrome Operating Minima for application by Indian
operators and at Indian aerodromes;
-
Normal Aerodrome Operating Minima and
Restricted Aerodrome Operating Minima.
Normal AOM is to be applied by scheduled operators. Restricted AOM

consists of additives of height and visibility to the normal AOM and is to be
applied in the following cases;
By non-scheduled and general aviation operators.
By PICs when operating first flight to a destination aerodrome or

where recency requirements are not met as per the CAR Section 8
Series O, Part II Para 9.4.3.3( where the requirement of restricted
minima is obviated by qualifing the Pilot in command to land at
aerodrome concerned by means of an adequate pictorial
representation). IndiGo complies with this requirement by providing
adequate pictorial presentation depicted in approach plates and
subsequent briefings as given in Company Operations Manual (PartC).
By PICs (For pilots on 1st command or change of aircraft type) till

they have gained command experience of 100 hours on type.
Following are the Additives of height and visibility to the normal

AOM:
i.DA(H) or MDA(H) + 100 ft
ii.Approved VIS/RVR + 400 meters,
Note:
Visibility increment will not be considered beyond 5000m
A-7-9
Effective
09-Jul-14
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A conditional captain on release to unconditional command will be

restored to normal minima
Conditional Captains will not exercise Low Visibility Take ff Minima.

CONSIDERATIONS FOR
OPERATING MINIMA:
ESTABLISHING
THE
AERODROME
In establishing the aerodrome operating minima which will apply to any particular
operation, following considerations are taken full account of:
a)
The type, performance and handling characteristics of the aeroplane;
b)
The composition of the flight crew, their competence and experience;
c)
The dimensions and characteristics of the runways which may be selected for
use;
d)
The adequacy and performance of the available visual and non-visual ground
aids;
e)
The equipment available on the aeroplane for the purpose of navigation

and/or control of the flight path, as appropriate, during the take-off, the
approach, the flare, the landing, roll-out and the missed approach;
f)
The obstacles in the approach, missed approach and the climb-out areas
required for the execution of contingency procedures and necessary
clearance;
g)
The obstacle
procedures;
h)
The means to determine and report meteorological conditions; and
i)
The flight technique to be used during the final approach.
7.2.3
clearance
altitude/height
for
the
instrument
approach
ADDITIONAL CRITERIA TO BE ENSURED:
a)
The PIC and Co-pilot must hold an instrument rating for flights under IFR and
meet the requirements for recent experience;
b)
All flight crew members should be qualified and trained for take-off, instrument
approaches and operations to the lowest Cat-I/II/III minima as applicable;
A-7-10
Effective
09-Jul-14
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The flight crew members should have completed all necessary proficiency
checks including demonstration of proficiency using the relevant types of
instrument approaches;
d)
The Operational procedures reflect the mandatory procedures and/or

limitations contained in the Flight Manual;
e)
A system of records is maintained to ensure that the necessary qualifications

of the flight crew members are being met on a continuing basis; and
f)
The PIC must have gained command experience of 100 hours in the relevant
aeroplane type with restricted AOM before using normal AOM.
g)
All approaches shall be flown as stabilized approaches unless otherwise

approved by DGCA for a particular approach to a particular runway.
h)
All non-precision approaches shall be flown using the continuous descent final
approaches (CDFA) technique unless otherwise approved by the Authority.
When calculating the minima the applicable minimum RVR is increased by
400 m for Cat C/D aeroplanes for approaches not flown using the CDFA
technique, providing that the resulting RVR/CMV value does not exceed 5000
m.
7.3
TAKEOFF OPERATING MINIMA
7.3.1
GENERAL
Take-off conditions and application of take-off minima: Before commencing take-off,

a commander must satisfy himself that:
According to the information available to him, the weather at the
aerodrome and the condition of the runway intended to be used should
not prevent a safe take-off and departure.
The RVR or visibility in the take-off direction of the aeroplane is equal to
or better than the applicable minimum.
A take-off alternate aerodrome shall be selected and specified in the
operational & ATS flight plan if either the meteorological conditions at the
aerodrome of departure are below the operators established aerodrome
landing minima for that operation or if it would not be possible to return to
A-7-11
Effective
09-Jul-14
c)
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Weather conditions and facilities should be suitable for landing the

aeroplane in normal and non-normal configurations pertinent to the
operation.
In the non-normal configuration the aeroplane should be capable of

climbing to, and maintaining, altitudes which provide suitable
obstacle clearance and navigation signals en route to a take-off
alternate aerodrome.
The available information shall indicate that, at the estimated time of

use, the conditions will be at or above the established aerodrome
operating minima for that operation, and in any case not lower than
Cat I minima.
Any limitation related to one-engine-inoperative operations is duly

taken into account.
The take-off alternate aerodrome should be located within the

following distances from the aerodrome of departure:
One hour of flight time at a one-engine inoperative cruising speed,

determined from the aircraft operating manual, calculated in ISA and stillair conditions using the actual take-off mass;
Aeroplanes engaged in extended diversion time operations (EDTO):

where an alternate aerodrome meeting the distance criteria of (e) is
not available, the first available alternate aerodrome located within
the distance of the operators approved maximum diversion time
considering the actual take-off mass.
Note: To be engaged in EDTO operations means that the aircraft have been approved for
EDTO operations and the aircraft has been dispatched in accordance with applicable EDTO
requirements.
7.3.2
VISUAL REFERENCE
The take-off minima must be selected to ensure sufficient guidance to control the
aeroplane in the event of both a discontinued take-off in adverse circumstances
and a continued take-off after failure of the critical power unit.
A-7-12
Effective
09-Jul-14
the aerodrome of departure for other reasons. The take-off alternate

aerodrome should meet the following criteria:
7.3.3
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REQUIRED VISIBILITY/RVR
a)
Flight characteristics and cockpit instrumentation typical of multi-engine

turbine aircraft;
b)
Comprehensive programmes for crew qualification which address use of

the specified minima;
c)
Comprehensive programmes for airworthiness, with any necessary

equipment operational (MEL);
d)
Availability of specified facilities for the respective minima, including

programmes for assurance of the necessary reliability and integrity;
e)
Availability of air traffic services to ensure separation of aircraft and

timely and accurate provision of weather, NOTAM, and other safety
information;
f)
Standard runway, airport, obstruction clearance, surrounding terrain, and

other characteristics typical of major facilities serving scheduled
international operations;
g)
Routine low visibility weather conditions (e.g. fog, precipitation, haze,

wind components, etc.) which do not require special consideration;
h)
Availability of alternate courses of action in the event of emergency

situations;
i)
Low visibility take-offs in less than 400 m RVR shall not be carried out
unless approved by DGCA. IndiGo is authorized for LVTO minima of up
to 125 m;
Refer OM-A 7.5.4 for LVTO procedures;
A-7-13
Effective
09-Jul-14
The take-off minima established must be expressed as RVR/Visibility values not

lower than those given in the Table-1. Use of these minima is based on the
following factors:
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Take-off RVR/Visibility
Facilities
Adequate Visual reference
(Day only)
RVR/VIS 1
Cat A, B, C & D
500m
Runway edge lights or Runway centre line

3
markings
400 m
Runway edge lights and Runway centre line

3
markings
300 m

lights
200 m

4
lights and relevant RVR information
150 m
High intensity Runway edge lights and Runway

centre line lights (spacing 15 m or less) and
4
relevant RVR information
125 m
Note 1 The TDZ RVR/VIS may be assessed by the pilot by counting

number of edge/centre line lights (Ref 7.3.4).
Note 2 - Adequate Visual reference means, that a pilot is able to
continuously identify the take-off surface and maintain
directional control.
Note 3 - For night operations at least runway edge lights or centre line
lights and runway end lights are available.
Note 4 - The required RVR must be achieved for all relevant RVR
reporting points (touchdown, midpoint and stop-end/roll-out).
The governing RVR shall be the lowest of the reported RVRs
A-7-14
Effective
09-Jul-14
TABLE-1: RVR/VISIBILITY FOR TAKE-OFF (COMMERCIAL TRANSPORT

AEROPLANES)
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CHAPTER 07
7.3.4
Pilot Assessment of equivalent TDZ RVR
7.3.4.1
Considerations for establishing THE Pilot Assessment of

equivalent TDZ RVR
For take-off circumstances where TDZ RVR is inoperative or is determined by the

pilot to be significantly in error (e.g., patchy fog obscuring a transmissometer but
not the runway, snow on transmissometer causing erroneous readings), a pilot
assessment may be made in lieu of RVR subject to the following;
1)
RVR assessment is applicable only at a runway threshold where runway

identifying markings and number(s) are visible from the takeoff position
(e.g., not applicable to intersection takeoffs).
2)
When pilot RVR assessment is made, the result of the assessment

should be provided to any pertinent air traffic facility when practical, and
to dispatch to facilitate other operations and timely distribution of
meteorological information. It is not intended to be a verification of
minima or limit or restrict minima for the aircraft making the report.
3)
Pilot assessment of touchdown zone RVR is to be made only when the

mid and roll out zone RVR are reported and both these are not less than
200m.
7.3.4.2
Calculating Method for Pilot Assessment of equivalent TDZ RVR
RVR is typically assessed at a height of 15 ft (Cockpit eye height) above the

centre line of the runway and the flight crew should count runway lights ahead of
the aircraft.
An assessment of TDZ RVR can be done by the pilot based on any of the
following visual cues.
A-7-15
Effective
09-Jul-14
Note 5- The facilities and conditions of Table 1 required will be as per the
lowest RVR reported in any zone (e.g. if the RVR is 400/300/300
representing the three zones, then the 300 m will be the RVR for
reckoning facilities and conditions of Table 1. If the RVR is 300/150/Not
Reported, then 150 m will be the reckoning RVR and as the RVR is
below 200 m all three RVRs are required).
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Runway Centerline Lights (15M/30M apart)
Runway Edge Lights (60M apart)
Ex., for a minimum visual segment of 90m, 6 centre line lights (at 15m interval)
should be visible. i.e. 10 + (6x15)90 = 100m. Similarly other reference distances,
as above, may be used. Refer OM-D for LVTO Training.
7.4
APPROACH CAT I, APV AND NON-PRECISION APPROACHES
7.4.1
Cat I, APV AND NON-PRECISION APPROACH OPERATIONS
Non-precision approach (NPA)

A non-precision approach (NPA) operation is an instrument approach using any
of the facilities described in Table 3 (System minima), with a MDH or DH not
lower than 250 ft and an RVR/CMV of not less than 750 m, unless accepted by
DGCA.
Continuous descent final approach (CDFA):
A specific technique for flying the final-approach segment of a nonprecision instrument approach procedure as a continuous descent, without
level-off, from an altitude/height at or above the Final Approach Fix altitude /
height to a point approximately 15 m (50 feet) above the landing runway
A-7-16
Effective
09-Jul-14
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Approach with Vertical Guidance (APV)

An APV operation is an instrument approach which utilises lateral and vertical
guidance, but does not meet the requirements established for precision
approach and landing operations, with a DH not lower than 250 ft and a runway
visual range of not less than 600m unless approved by the DGCA.
Category I:
A Category I approach operation is a precision instrument approach and landing
using ILS, MLS, GLS (GNSS/GBAS) or PAR with a decision height not lower
than 200 ft and with an RVR not less than 550 m (and visibility of not less than
800m).
7.4.2
DECISION HEIGHT (DH)
Cat I, APV - DH
The decision height to be used for an approach is not lower than following:
a)
b)
c)
d)
e)
f)
7.4.3
the minimum height to which the approach aid can be used without the
required visual reference; or
the OCH for the category of aeroplane; or
the published approach procedure decision height where applicable; or
200 ft for Category I approach operations; or
the system minimum in Table 3; or
The lowest decision height specified in the Aeroplane Flight Manual
(AFM) or equivalent document, if stated; and whichever is higher.
MINIMUM DESCENT HEIGHT (MDH)
Non-Precision Approach operations MDH

The minimum descent height for an approach is not lower than:
a) The OCH for the category of aeroplane; or
b) The system minimum in Table 3; or
A-7-17
Effective
09-Jul-14
threshold or the point where the flare manoeuvre should begin for the type of
aeroplane flown.
c)
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7.4.4
SYSTEM MINIMA
The minima given in the following table shall not be used as they are without
changes. This table only gives the lowest limit that shall never be transgressed.
The flight crew shall also take into account the aircraft capability, the aerodrome
operating minima, company minima and the crew minima.
TABLE-3: SYSTEM MINIMA VS INSTRUMENT APPROACH PROCEDURES
SYSTEM MINIMA
Instrument Approach Procedure
Lowest DH / MDH
ILS/MLS/GLS CAT I
200 ft
RNAV with approved vertical guidance
200 ft
RNAV with Baro-VNAV/LNAV
250 ft
Localizer with or without DME
250 ft
SRA (terminating at NM)
250 ft
SRA (terminating at 1 NM)
300 ft
SRA (terminating at 2 NM or more)
350 ft
RNAV
without
vertical guidance (LNAV)
300 ft
approved
VOR
300 ft
VOR/DME
250 ft
NDB
350 ft
NDB/DME
300 ft
VDF
350 ft
A-7-18
Effective
09-Jul-14
The minimum descent height specified in the Aeroplane Flight Manual

(AFM) if stated; and whichever is higher.
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7.4.5
VISUAL REFERENCE
Cat I, APV and non-precision approach operations - Visual references:

A pilot may not continue an approach below MDA/MDH unless at least one of the
following visual references for the intended runway is distinctly visible and
identifiable to the pilot:
7.4.6
a)
elements of the approach light system;
b)
the threshold;
c)
the threshold markings;
d)
the threshold lights;
e)
the threshold identification lights;
f)
the visual glide slope indicator;
g)
the touchdown zone or touchdown zone markings;
h)
the touchdown zone lights;
i)
runway edge lights;

APPROACH LIGHT SYSTEMS
Note : A lowest DH of 200 ft for RNAV with approved vertical guidance approaches shall
only be used if full SBAS capability is available. Otherwise a DH of 250 ft is
required.
The following table describes the types of approach lighting systems which are
acceptable for calculation of the aerodrome operating minima. The systems
described are basically the ICAO systems as described in Annex 14. However, the
table also contains shorter systems which are acceptable for operational use. This is
concurrent with the fact that approach lighting systems may sometimes be adjusted
to the conditions existing before the threshold.
(Refer next page)
A-7-19
Effective
09-Jul-14
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of
FALS (full approach

light system)
Precision approach CAT I lighting system (HIALS > or

=720m) distance coded centerline, barrette centerline
IALS (intermediate
approach light system)
Simple approach lighting system (HIALS 420-719m)

single source, barrette
BALS (basic approach

light system)
Any
other
approach
lighting
(HIALS, MIALS or ALS 210-419m)
NALS (no approach

light system)
Any
other
approach
lighting
system
(HIALS, MIALS or ALS < 210m) or no approach lights
7.4.7
system
RVR/CMV/Visibility Minima
RVR: Runway Visual Range
CMV: Converted Meteorological Visibility
7.4.7.1
Cat I, APV and non-precision approach operations
Criteria for establishing RVR/Converted Met Visibility (Ref Table 5)

In order to qualify for the lowest allowable values of RVR/CMV detailed in Table
5(applicable to each approach grouping) the instrument approach shall meet at
least the following facility requirements and associated conditions:
(i) Instrument approaches with designated vertical profile up to and
including 3.77 for Category C aeroplanes, unless other approach
angles are approved by DGCA, where the facilities are:
a) ILS/MLS/GLS/PAR; or
b) RNAV with SBAS; and
where the final approach track is offset by not more than 5 for Category C
aeroplanes.
(ii) Instrument approaches flown using the CDFA technique with a
A-7-20
Effective
09-Jul-14
TABLE 4: APPROACH LIGHTING SYSTEMS

Class of facility
Length, configuration and intensity
approach lights
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a) The final approach track is offset by not more than 5 for

Category C aeroplanes; and
b) The FAF or another appropriate fix where descent is initiated is
available, or
c) distance to THR is available by FMS/RNAV or DME; and
d) If the MAPt is determined by timing, the distance from FAF to
THR is < 8 NM.
7.4.7.2
DETERMINATION OF RVR/CMV/VISIBILITY
The minimum RVR/CMV/Visibility is governed by the DH and the approach

lighting and runway lighting/marking availability.
Cat I, APV and non-precision approach operations
Determination of RVR/CMV/Visibility minima for Category I, APV and nonprecision approach operations:
1.
The minimum RVR/CMV/Visibility shall be the highest of the values

derived from Table 5 or Table 6 but not greater than the maximum
values shown in Table 4 where applicable.
2.
The values in Table 6 are derived from the formula below:

Required RVR/visibility (m) = [(DH/MDH (ft) 0.3048)/tan] length of
approach lights (m)
Note: is the calculation angle, being a default value of 3.00 degrees increasing in steps
of 0.10 for each line in Table 5 up to 3.77 and then remaining constant.
3.
For Non-CDFA approach, 400 metres to be added to the minimum

RVR/CMV/Visibility value resulting from the application of Tables 5 and
A-7-21
Effective
09-Jul-14
nominal vertical profile, up to and including 3.77 for Category C

aeroplanes, unless other approach angles are approved by DGCA
where the facilities are NDB, NDB/DME, VOR, VOR/DME, LLZ,
LLZ/DME, VDF, SRA or RNAV/LNAV, with a final-approach
segment of at least 3NM, which also fulfil the following criteria:
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4. An RVR of less than 750 m as indicated in Table 6 may be used for:
(b) Category I operations to runways without RTZL and RCLL when an

approved HUDLS, or equivalent approved system, or when conducting
a coupled approach or flight-director-flown approach to the DH; or
(c) RNAV with approved vertical guidance approach procedures to
runways with FALS, RTZL and RCLL when using an approved HUD.
5.
The visual aids comprise standard runway day markings and approach
and runway lighting (runway edge lights, threshold lights, runway end
lights and in some cases also touch-down zone and/or runway centre
line lights). The approach light configurations acceptable are classified
and listed in the table:
(Refer next page)
A-7-22
Effective
09-Jul-14
(a) Category I operations to runways with FALS (see Table 3),runway

touchdown zone lights (RTZL) and runway centre line lights (RCLL); or
FLT.OMA
ISSUE II, Rev 04
OPERATING MINIMA
CHAPTER 07
Facility/Conditions
ILS/MLS/GLS,PAR, and RNAV with
approved vertical guidance
NDB, NDB/DME, VOR, VOR/DME,
LOC, LOC/DME,VDF, SRA, RNAV
without approved vertical guidance
with a procedure which fulfills the
criteria in paragraph 7.4.7.1
For
NDB,
NDB/DME,
VOR, VOR/DME,
LOC,
LOC/DME,
VDF,
SRA,
RNAV
without approved vertical guidance:
Not fulfilling the criteria in

paragraph 7.4.7.1, or
With a DH or MDH
RVR/CMV
(M)
Aeroplane Category
A
Min
According to Table 6
Max
1500
1500
2400
2400
Min
750
750
750
750
Max
1500
1500
2400
2400
Min
1000
1000
1200
1200
According to Table 6, if flown using the

CDFA technique, otherwise an add-on
of 200/400 m applies to the values in
Table 6 but not to result in a value
exceeding 5000 m.
Max
1200 ft
A-7-23
Effective
09-Jul-14
TABLE 5: MINIMUM AND MAXIMUM RVR FOR INSTRUMENT

APPROACHES DOWN TO CAT I MINIMA
FLT.OMA
ISSUE II, Rev 04
OPERATING MINIMA
CHAPTER 07
Class of Lighting Facility

FA
LS
IAL S
BAL S
NALS
(meters)
DH
200
211
221
231
241
251
261
281
301
321
341
361
381
401
421
441
461
481
501
521
DH
or
(ft)
-
MDH
or
(ft)
MDH
210
220
230
240
250
260
280
300
320
340
360
380
400
420
440
460
480
500
520
540
See para 7.4.7.2 4) for RVR < 750 m

550
550
550
550
550
600
600
650
700
800
900
1000
1100
1200
1300
1400
1500
1500
1600
1700
750
1000
800
1000
800
1000
800
1000
800
1000
800
1100
900
1100
900
1200
1000
1200
1100
1300
1200
1400
1300
1500
1400
1600
1500
1700
1600
1800
1700
1900
1800
2000
1800
2100
1900
2100
2000
2200
Class of Lighting Facility
FA
LS
IAL S
BAL S
1200
1200
1200
1200
1300
1300
1300
1400
1400
1500
1600
1700
1800
1900
2000
2100
2200
2300
2400
2400
NALS
(meters)
541
561
581
601
621
641
560
580
600
620
640
660
1800
1900
2000
2100
2200
2300
See para 7.4.7.2 4) for RVR < 750 m

2100
2300
2500
2200
2400
2600
2300
2500
2700
2400
2600
2800
2500
2700
2900
2600
2800
3000
A-7-24
Effective
09-Jul-14
TABLE 6 : LOWEST STRAIGHT-IN APPROACH MINIMA FOR

INSTRUMENT APPROACH ND LANDING OPERATIONS OTHER
THAN CAT II OR CAT III
FLT.OMA
ISSUE II, Rev 04
OPERATING MINIMA
CHAPTER 07
680
700
720
740
760
800
850
900
950
1000
1100
1200
2400
2500
2600
2700
2700
2900
3100
3300
3600
3800
4100
4600
2700
2800
2900
3000
3000
3200
3400
3600
3900
4100
4400
4900
2900
3000
3100
3200
3300
3400
3600
3800
4100
4300
4600
5000
3100
3200
3300
3400
3500
3600
3800
4000
4300
4500
4900
5000
5000
5000
5000
5000
Note-1: Minima values in table 6 may be RVR/CMV/Visibility. However, for

Values below 800m the reported value should derived from an instrumented RVR
system. In the absence of an instrumented RVR system, human observer RVR
system shall be used for minima values less than 800m.
7.4.7.3
OUTAGE OF LIGHTING SYSTEM- CAT I, APV AND NON-PRECISION

APPROACH OPERATIONS
A lighting system is deemed to be on outage when:
7.5
a)
In the case of a lighting system comprising 6 to 13 lights (e.g. threshold

lights) more than 2 lights become unserviceable or 2 adjacent lights
become unserviceable.
b)
In the case of a lighting system comprising more than 13 lights, more

than 15% of the lights become unserviceable, or two adjacent lights
become unserviceable.
LOW VISIBILITY OPERATIONS (CAT II, CAT IIIA/B, LVTO)
Flight Crew Responsibilities for LOW VISIBILITY OPERATIONS:

The PIC shall satisfy himself/herself that:
(a) The status of the visual and non-visual facilities is sufficient prior to
commencing a low visibility Category II or III approach;
A-7-25
Effective
09-Jul-14
661
681
701
721
741
761
801
851
901
951
1001
1101
1201 and
above
FLT.OMA
ISSUE II, Rev 04
OPERATING MINIMA
CHAPTER 07
Note- Supervised take-off and landing is not permitted during CAT II/III operations
or LVTO.
7.5.1
PRECISION APPROACH CATEGORY II OPERATIONS
7.5.1.1
GENERAL
A Category II operation is a precision instrument approach and landing using ILS

with:
i) A decision height below 200 ft but not lower than 100 ft; and
ii) A runway visual range of not less than 300 m.
7.5.1.2
DECISION HEIGHT.
The decision height for Category II operations is not lower than:

a)
The minimum decision height specified in the AFM, if stated; or
b)
The minimum height to which the precision approach aid can be used
without the required visual reference; or
c)
The OCH for the category of aeroplane; or
d)
The decision height to which the flight crew is authorized to operate; or
e)
100 ft.(A320-232)
Whichever is higher.
Note-
Flight crew to follow RA values for CAT II approaches. These values are
published in on- board company AOM tables and caters for pre-threshold terrain
criteria if exists in CAT II approaches.
A-7-26
Effective
09-Jul-14
(b) Appropriate LVPs are in force according to information received from

Air Traffic Services, before commencing a low visibility take-off, Category II or
III approach; and
(c) The flight crew members are properly qualified and trained prior to
commencing a low visibility take-off (in an RVR of less than 400 m),Category II
or III approach.
7.5.1.3
FLT.OMA
ISSUE II, Rev 04
OPERATING MINIMA
CHAPTER 07
VISUAL REFERENCE
7.5.1.4
REQUIRED MINIMUMS
The lowest minima to be used for Category II operations are 300 m for a DH of 100
ft. If it is necessary to increase DH due to, for example, facility limitations or an
increased OCH, then a corresponding increase in minimum RVR will be required as
shown in Table 7.
TABLE 7: RVR FOR CATEGORY II OPERATIONS MINIMA
Decision Height
Category II operations minima (RVR)

coupled to below DH1
RVR/ Aeroplane Category C
100 ft - 120 ft
300 m
121ft - 140 ft
400 m
141 ft 199 ft
450 m
Note1 - The reference to Coupled to below DH in this table means continued use of the
automatic flight control system down to a height which is not greater than 80 per
cent of the applicable DH is met as per AFM.
7.5.2
PRECISION APPROACH CATEGORY III OPERATIONS
7.5.2.1
GENERAL
Category III operations are subdivided as follows:
A-7-27
Effective
09-Jul-14
A pilot may not continue an approach below either the Category II decision height
determined in accordance with Para 7.5.1.2 above unless visual reference
containing a segment of at least 3 consecutive lights being the centre line of the
approach lights, or touchdown zone lights, or runway centre line lights, or runway
edge lights, or a combination of these is attained and can be maintained. This
visual reference must include a lateral element of the ground pattern, i.e. an
approach lighting crossbar or the landing threshold or a barrette of the touchdown
zone lighting.
FLT.OMA
ISSUE II, Rev 04
OPERATING MINIMA
CHAPTER 07
(ii) a runway visual range not less than 175 m.

(b) Category III B operations. A precision instrument approach and
using ILS with:
landing
(i) a decision height lower than 100 ft, or no decision height; and
(ii) a runway visual range lower than 175 m but not less than 75 m(AFM
limitation).
Note 1: Where the decision height (DH) and runway visual range (RVR) do not fall within
the same Category, the RVR will determine in which Category the operation is to be
considered.
Note 2: Flight crew to follow RA values for CAT III A approaches. These values are
published in on- board company AOM tables and caters for pre-threshold terrain
criteria if exists in CAT IIIA approaches.
7.5.2.2
DECISION HEIGHT
For operations in which a decision height is used, the decision height is not lower
than:
(a) the minimum decision height specified in the AFM, if stated; or
(b) the minimum height to which the precision approach aid can be used
without the required visual reference; or
(c) the decision height to which the flight crew is authorised to operate.
7.5.2.3
NO DECISION HEIGHT OPERATIONS
Operations with no decision height may only be conducted if:

(a) the operation with no decision height is authorised in the AFM; and
(b) the approach aid and the aerodrome facilities can support operations
A-7-28
Effective
09-Jul-14
(a) Category III A operations . A precision instrument approach and landing using
ILS with:
(i) a decision height lower than 100 ft or no decision height; and
FLT.OMA
ISSUE II, Rev 04
OPERATING MINIMA
CHAPTER 07
Note: In the case of a CAT III runway it may be assumed that operations with no
decision height can be supported unless specifically restricted as published in
the AIP or NOTAM.
7.5.2.4
VISUAL REFERENCE
(a) For Category III A operations, and

for
Category
III B
operations conducted either with fail-passive flight control systems a
pilot may not continue an approach below the decision height
determined in accordance with Para 7.5.2.2. above unless a
visual
reference containing a segment
of at least
three
consecutive lights being the centreline of the approach lights, or
touchdown zone lights, or runway centreline lights, or runway
edge lights, or a combination of these is attained and can be
maintained.
(b) For Category III B operations conducted either with fail-operational
flight control systems or with a fail operational hybrid landing system
using a decision height a pilot may not continue an approach below
the decision height, determined in accordance with Para 7.5.2.2.
above, unless a visual reference containing at least one
centreline light is attained and can be maintained.
(c) For Category III B operations conducted either with fail-operational
flight control systems or with a fail operational hybrid landing
system without a decision height, there are no requirements
for a visual verification prior to landing.
7.5.2.5
REQUIRED MINIMUMS
The lowest minima to be used for Category III operations depend on the
decision height and aeroplane systems as shown in Table 8 below:
A-7-29
Effective
09-Jul-14
with no decision height; and

(c) an approval for CAT III operations with no decision height.
FLT.OMA
ISSUE II, Rev 04
OPERATING MINIMA
CHAPTER 07
7.5.2.6
RVR
175 m
150 m
125 m
75 m
RVR- REPORTED AND RELEVANT
The touch-down zone RVR is always controlling. If reported and relevant, the midpoint and stop-end RVR are also controlling. The minimum RVR value for the midpoint is 125 m/75m or the RVR required for the touch-down zone if less, and 75 m
for the stop-end. For aeroplanes equipped with a stop-end (roll-out) guidance or
control system, the minimum RVR value for the mid-point is 75 m.
TABLE 9 - REPORTED AND RELEVANT RVR

RVR
Type of
operation
Cat I
Cat II
Cat IIIA
CAT IIIB
Touch-down
zone
550m
Mid zone
Roll-out zone
125m
125m
300m
125m
125m
175m
125m
125m
75m
75m
75m
Note 1: Minimum RVR of 75m corresponds to AFM roll-out guidance system

limitations. The values underlined are required for the type of operation.
Note 2: The values underlined are required for the type of operation.
A-7-30
Effective
09-Jul-14
TABLE 8: RVR FOR CATEGORY III OPERATIONS MINIMA

Roll-out
Category
Decision Height
control/guidance
system
IIIA
Less than 100 ft
Not required
IIIB
Less than 100 ft
Fail-passive
IIIB
Less than 50 ft
Fail-passive
IIIB
Less than 50 ft or no DH
Fail-operational
7.5.3
FLT.OMA
ISSUE II, Rev 04
OPERATING MINIMA
CHAPTER 07
APPROACH
The lighting system for a precision approach runway category II and/or III is
deemed to be on outage when;
(a) More than 5 % of the lights are unserviceable in each of the following
particular significant elements;
1)
2)
3)
4)
precision approach category II or III lighting system, the inner 450 m;

runway centre line lights;
runway threshold lights; and
Runway edge lights.
(b) More than 10 % of the lights are unserviceable in the touchdown zone lights;
(c) More than 15 % of the lights are unserviceable in the approach
lighting system beyond 450 m; and
More than 25 % of the lights are unserviceable in the runway end lights.
(d) More than two lights or two adjacent lights of a stop bar are unserviceable.
(e) Two adjacent lights of the taxiway centre line lights are unserviceable.
Note: When any two consecutive lights are unserviceable in any of the significant
elements, the system is deemed to be on outage.
7.5.4
LOW VISIBILITY TAKE-OFF LVTO
7.5.4.1
GENERAL
Low visibility take-off (LVTO). A term used in relation to flight

operations referring to a take-off on a runway where the RVR is less
than 400 m and is applicable whenever the reported RVR in any
zone (touch-down/mid/roll-out) is below 400 m.
Low visibility take-offs shall not be carried out in less than 400 m
RVR unless approved by DGCA. IndiGo is authorized for LVTO
minima of up to 125 m. This requires that a 90 m visual segment
shall be available from the cockpit at the start of the take-off run.
A-7-31
Effective
09-Jul-14
OUTAGE OF LIGHTING SYSTEM-PRECISION

RUNWAY CATEGORY II AND/OR III
FLT.OMA
ISSUE II, Rev 04
OPERATING MINIMA
CHAPTER 07
The PIC shall satisfy himself/herself that:
a)
The status of the visual and non-visual facilities is sufficient prior to

commencing a low visibility take-off;
b)
Appropriate LVPs are in force according to information received from

Air Traffic Services, before commencing a low visibility take-off; and
c)
The flight crew members are properly qualified and trained prior to
commencing a low visibility take-off (in an RVR of less than 400 m),
Full thrust take off rating is to be used for LVTO and its use to be
logged in FRB.
Low Visibility Operations Minimum Equipment (Aircraft)
Following aircraft systems equipment listed as applicable/installed which are

critical for LVTO Operations shall be fully serviceable;
1.
Windshield wipers for both PIC and Co-pilot
2.
Window heat system for all heated cockpit windows
3.
Anti-skid system
4.
Thrust reversers for all engines
5.
The PIC shall satisfy himself/herself that the status of the aeroplane and
of the relevant airborne systems is appropriate for the specific operation
to be conducted.
7.5.4.2
REQUIRED MINIMUMS
Refer OM-A 7.3.3 Table-1
7.6
CIRCLING APPROACH MINIMA
Circling approach may be carried out at Circling MDA or at higher altitude, after
obtaining permission from ATC, provided the following conditions are met :a)
Cloud ceiling is higher than the Circling MDH or higher altitude at which
request has been made to ATC for visual circuit.
b)
The reported visibility or Runway Sector Visibility meets the Circling

Minima requirement.
A-7-32
Effective
09-Jul-14
FLT.OMA
ISSUE II, Rev 04
OPERATING MINIMA
CHAPTER 07
Visual contact with the runway has been established while approaching
the facility, or while making an Instrument Approach.
d)
Runway is kept in visual contact at all times during visual circuit.
e)
In the event of a go around, the missed approach procedure flown will be

for the runway for which the instrument approach had been carried out.
CAUTION: Circling approach and the associated minima when used should be
authorized by Flight Standards Directorate as per the training programme
implemented.
7.7
VISUAL APPROACH
For a visual approach, higher of the associated non- precision approach minima
or minimum visibility/RVR of 3200 m for Category C aeroplanes is applicable. If
visual approach is requested for a runway which has only a circling approach,
the ground visibility shall not be less than 5 Km.
7.8
OPERATIONAL CRITERIA FOR MINIMA APPLICABILITY
7.8.1
LANDING MINIMA
The Company establishes Aerodrome Operating Minima as per the criteria given
in CAR & ICAO All Weather Operations Manual (DOC 9365-AN/910) for use by
pilots and flight dispatchers.
7.8.2
ALTERNATE AERODROME PLANNING MINIMA FOR DISPATCH
To ensure that an adequate margin of safety is observed in determining whether

or not an approach and landing can be safely carried out at each alternate
aerodrome, appropriate incremental values as described in Table-10 for height of
cloud base and visibility should be added to the operators established aerodrome
operating minima.
Table-10 considers the number of navigational facilities providing precision or
non-precision approach capability. It also considers the number of different
runways available for use at an aerodrome. It is applicable for computing planning
minima for destination & en-route alternate.
NOTE-
A-7-33
Effective
09-Jul-14
c)
FLT.OMA
ISSUE II, Rev 04
OPERATING MINIMA
CHAPTER 07
In the context of Table-10, a different runway is any runway with a

different runway number and can be different ends of the same runway.
(Refer next page)
A-7-34
Effective
09-Jul-14
Alternate aerodrome operating minima is to be used only as a planning

tool for dispatch of a flight. After commencement of flight, the authorized
DA/H or MDA/H for the approach and associated visibility/RVR may be
used.
FLT.OMA
ISSUE II, Rev 04
OPERATING MINIMA
CHAPTER 07
Approach facility
configuration
For
TABLE-10: ALTERNATE (Destination and Enroute) AERODROME

OPERATING MINIMA FOR DISPATCH
Ceiling DA/H or
MDA/H
RVR
airports
supporting
one
approach and landing
operation.
Authorized DA/H or
MDA/H
plus
an
increment of 400 ft
Authorized visibility plus an

increment of 1500 m
For airports supporting at

least two approach and
landing operations, each
providing
a
straight-in
approach
and
landing
operation
to
different,
suitable runways
Authorized DA/H or
MDA/H
plus
an
increment of 200 ft
Authorized visibility plus an

increment of 800 m
For airports with a published

Cat II or Cat III approach
and landing operation, and
at least two approach and
landing operations, each
providing
a
straight-in
approach
and
landing
operation
to
different,
suitable runways
Cat II procedures, a
ceiling of at least 300
ft, or for Cat III
procedures, a ceiling
of at least 200 ft.
Cat II, a visibility of at least

RVR 1200 m or, for Cat III, a
visibility of at least RVR 550
m
7.8.3
BELOW MINIMA CONDITIONS
The Met conditions are considered as Below Minima for an Instrument Approach
Procedure, when:
i)
the reported RVR is less than the RVR specified in the approved minima
A-7-35
Effective
09-Jul-14
FLT.OMA
ISSUE II, Rev 04
OPERATING MINIMA
CHAPTER 07
or
Cloud Ceiling when measured by instruments is below MDH/DH
If instrument RVR is not available then manual RVR will be taken. If neither is
reported then the reported sector visibility towards the take-off or landing direction
will be taken to determine the minima required. In case RVR value is available,
general visibility/RWY direction visibility is not to be considered to determine
whether operating minima requirements are being met or not.
7.8.4
DISPATCH OF FLIGHT / CONTINUATION OF IFR FLIGHT
A flight to be conducted in accordance with instrument flight rules shall not be

commenced unless available current meteorological reports or a combination of
current reports and forecast indicates that conditions at the aerodrome of intended
landing or, where a destination alternate is required, at least one destination
alternate aerodrome will, at the estimated time of arrival, be at or above the
aerodrome operating minima.
Operating minima for Alternate Airports is kept higher than the normal minima for
the purpose of dispatch of flights. Such higher minima are NOT applicable for inflight functions.
7.8.5
COMMENCEMENT OF INSTRUMENT APPROACH PROCEDURE
Refer chapter 27 for more guidance on commencement, continuation or

discontinuation of approaches.
7.8.6
TAKE-OFF FROM AERODROME HAVING MORE THAN ONE

INSTRUMENT RUNWAY
Take-off from aerodrome having more than one instrument runway or an airport
having an instrument approach at one end and is not limited to unidirectional
operation, a runway can be used for take-off even if the reported weather
conditions are below minima for that particular runway provided the other runway
meets the landing minima requirements, and is suitable for landing in the event of
an emergency necessitating immediate landing after departure.
A-7-36
Effective
09-Jul-14
ii)
7.8.7
FLT.OMA
ISSUE II, Rev 04
OPERATING MINIMA
CHAPTER 07
HAVING
NO
The aerodrome operating minima pertains to specific instrument approach

procedures and not to aerodromes as such. Therefore, at an aerodrome where the
Instrument Approach Procedure is not in existence, there is no aerodrome
operating minima. These aerodromes are termed as VFR aerodromes. For
operating to such aerodromes, VFR criteria has to be satisfied, i.e. Visibility not
below 5 KM and cloud ceiling not below 1500 ft. For training flights special VFR
can be requested & applied if approved by ATC.
7.8.8
COMMANDERS RESPONSIBILITY
It is the Commanders responsibility to evaluate through his own observations that

the actual conditions at the time of take-off/ landing are at least equal to or better
than the filed minima even though, the reported visibility is above minima and ATC
has given him clearance. Even if Met conditions meet the minima required, the
Commander may use his discretion to delay a takeoff or a landing if the weather
has deteriorated or is likely to deteriorate.
7.8.9
PROHIBITION OF LANDING BELOW MINIMA
All operations below the filed minima are strictly prohibited. No airplane shall
commence an approach to landing at an aerodrome if the reported visibility /RVR
is below minima except as stated in Part A chapter 27. Landing below the minima
is only permissible in an emergency. In such cases a report shall be made to Vice
President Flight Operations within 24 hours.
7.8.10
CONVERSION
OF
VISIBILITY TO RVR/CMV
REPORTED
METEOROLOGICAL
Horizontal visibility reported by the meteorological office could be different from

the slant visibility observed by the pilot due to factors such as low lying haze and
a smoke layer. The reported visibility has inherent limitations due to the fact that
it is reported at a site that is removed from the point at which a pilot makes the
approach to land and is expected to acquire the visual reference to continue the
approach. An RVR is a better representation of the expected distance that the
pilot may acquire visual cues on approach. As RVR and meteorological visibility
A-7-37
Effective
09-Jul-14
TAKE-OFF AND LANDING AT AERODROME

INSTRUMENT APPROACH PROCEDURE
FLT.OMA
ISSUE II, Rev 04
OPERATING MINIMA
CHAPTER 07
It should be ensured that a meteorological visibility to RVR conversion is not

used;
for take-off,
when the reported visibility is less than 800m,
when the minimum length of approach lights is less than 420m,
for visual/circling approaches,
or when reported RVR is available.
Note-CMV is meant to be used by pilots in flight and not as a planning tool for
dispatch of a flight.
When converting meteorological visibility to RVR in all other circumstances than
those in sub-paragraph above, Table 11 below to be used:
Note- If the RVR is reported as being above the maximum value assessed by
the aerodrome operator, e.g. RVR more than 1500 metres, it is not
considered to be a reported value for the purpose of this paragraph.
TABLE 11: CONVERSION OF METEOROLOGICAL VISIBILITY TO RVR
Lighting
operation
elements
in
RVR
=
Reported
Meteorological. Visibility x
Day
Night
15
20
Any
type
of
lighting
installation other than above
10
15
No lighting
10
Not applicable
HI
approach
runway lighting
and
A-7-38
Effective
09-Jul-14
are established differently, a ratio can be identified between the two. Effect of
lighting intensities and background luminance play a role when establishing an
RVR. In cases where the RVR is not reported, a pilot may derive RVR/CMV by
using a mathematical conversion depending upon the type of approach lighting
and day/night conditions. The RVR/CMV derived from the table below may be
used to commence or continue an approach to the applicable DA/MDA.
FLT.OMA
ISSUE II, Rev 04
OPERATING MINIMA
CHAPTER 07
Example for CMV computation-
Case 2- If the AOM is specified as visibility/RVR 1600m for a runway and reported
visibility is 1200m(1600/1.5=1100) and RVR is not reported or available
during daytime, then CMV can be applied against the reported visibility
depending on conditions of runway lighting.
7.8.11
FAILED OR DOWNGRADED
LANDING MINIMA:
EQUIPMENT
EFFECT
ON
Table 12 contains instructions concerning failed or downgraded equipment and

consequential effect on landing minima. The table has instructions intended for
use both pre-flight and in-flight. It is however not expected that the PIC would
consult such instructions after passing 1 000 ft above the aerodrome. If failures
of ground aids are announced at such a late stage, the approach could be
continued at the PICs discretion. If failures are announced before such a late
stage in the approach, their effect on the approach should be considered as
described in Table 12 which might result in discontinuation of the approach.
Conditions applicable to Table 12:
1.
2.
3.
4.
Multiple failures of runway lights other than indicated in Table 12 are

not acceptable;
Deficiencies of approach and runway lights are treated separately;
Failures other than ILS affect RVR only and not DH.
Category II or III operations. Deficiencies in equipment are not
permitted.
A-7-39
Effective
09-Jul-14
Case 1-If the AOM is specified as visibility 800m/RVR 550m for a runway and
reported visibility is 700m and RVR is not reported or available, then
CMV cannot be applied against the reported visibility.
FLT.OMA
ISSUE II, Rev 04
OPERATING MINIMA
CHAPTER 07
Failed or
downgraded equipment1
Effect on landing minima

or
ILS standby transmitter
No effect
Cat I
Outer marker
No effect if
replaced by
height check at
1 000 ft
Middle marker
No effect
APV, NPA
standby transmitter
APV - Not applicable
NPA with FAF: No effect
unless used as FAF
If FAF cannot be identified
(e.g. no method available for
timing of descent), NPA
cannot be conducted
No effect unless used as
MAPt
RVR assessment systems
No effect
Approach lights
Minima as for NALS
Approach lights except the last 210 m
Minima as for BALS
Approach lights except the last 420 m
No effect
Standby power for approach lights

Edge lights, threshold lights and
runway end lights
No effect
Day: no effect
Night: Not allowed
No effect if F/D or auto land;
line lightsNo effect
otherwise RVR 750m
Centre line lights

Centre
line
lights spacing increased to 30m
Touchdown zone lights
Taxiway lighting system
No effect
No effect if F/D or auto land;
otherwise RVR 750 m
No effect
Minima as for
IALS
No effect
The required visual reference for different types of approach operations consist of
aerodrome lighting systems and facilities. Any one of the specified visual
references if acquired and maintained are adequate to continue the approach to
landing. For the purpose of AOM application, these visual references (lighting or
marking) are expected to be fully serviceable and available.
Note: The use of gooseneck flares as main or alternative/standard lighting
systems are not authorized.
A-7-40
Effective
09-Jul-14
TABLE-12 - FAILED OR DOWNGRADED EQUIPMENT - EFFECT

ON LANDING MINIMA
7.8.12
FLT.OMA
ISSUE II, Rev 04
OPERATING MINIMA
CHAPTER 07
PRESENTATION OF AERODROME OPERATING MINIMA
COMPANY AOM (Approach/Landing):

Procedure
Airport
RWY
Ahmedabad
(VAAH)
189FT
Inst. Proc.
DA (H) /
MDA(H)
ft
Visibility /RVR (M)
FALS
IALS
BALS
NALS
23
ILS (Z)
430(241)
550
800
1000
1300
23
GP INOP
(Z)
730(541)
1800
2100
2300
2400
23
ILS (Y)
430(241)
550
800
1000
1300
23
GP INOP
(Y)
730(541)
1800
2100
2300
2400
23
VOR
730(541)
1800
2100
2300
2400
23
NDB
730(541)
1800
2100
2300
2400
05
VOR
630(450)
1700
1900
2100
A-7-41
Effective
09-Jul-14
Aerodrome operating minima (Take-off & approach/landing) are provided for all
airfields by the company. These minima, with an IndiGo logo on the top, are
placed in separate minima folder on-board. The landing and take-off minima
depicted on the Jespersen Charts are not applicable. Company minima are
presented in the format as shown below:
FLT.OMA
ISSUE II, Rev 04
OPERATING MINIMA
CHAPTER 07
COMPANY AOM (Take-off Minimums ):
RWY
16
Amritsar
(VIAR)
34
RVR/Visibility
minimums
for Take-off
Take-off
(m)
Alternate
VIDP
300
VIJP
VIJU
VIDP
200
VIJP
VIJU
Alternate
Minima(m)
550
550
550
550
550
550
Note -List of take-off alternates are depicted along with the usable minima in tabular format
as shown above for respective stations.
A-7-42
Effective
09-Jul-14
Departure
Airport
FLT.OMA
ISSUE II, Rev 00
SAFETY PRECAUTIONS DURING

REFUELING WITH PASSENGERS ON BOARD
CHAPTER 08
TABLE OF CONTENTS
SAFETY PRECAUTIONS DURING REFUELLING / DEFUELLING ........3
8.1
GENERAL PRECAUTIONARY AND SAFETY MEASURES IF

REFUELING WHEN PASSENGERS ARE EMBARKING, ON BOARD
OR DISEMBARKING ............................................................................... 3
8.2

DEFUELING WHEN PASSENGERS ARE EMBARKING, ON BOARD
OR DISEMBARKING ............................................................................... 5
8.3
DESCRIPTION OF FUELLING PROCEDURE.........................................5

8.3.1
Fuelling Of Aircraft and Safety Precautions ................................ 5
8.3.2
Re-fuelling and De-fuelling ......................................................... 8
8.3.3
Evacuation / Disembarkation ...................................................... 8
8.3.4
Precautions against Mixing Of Fuels ..........................................9
A-8-1
Effective
17-Aug-11
8.
FLT.OMA
ISSUE II, Rev 00

CHAPTER 08
A-8-2
Effective
17-Aug-11
8.
FLT.OMA
ISSUE II, Rev 00

CHAPTER 08
SAFETY PRECAUTIONS DURING REFUELLING / DEFUELLING

CAR Section2, Series H, Part II, Para 22 / CAR Series O, Part II, Para 4.3.7

REFUELING WHEN PASSENGERS ARE EMBARKING, ON BOARD
OR DISEMBARKING
When passengers are on board the aircraft, precautions must be taken to ensure
that they can be evacuated, in the rare case that a fire may occur. These
precautions must be taken by the ramp agent, the ground engineer (qualified
ground crewmember), the cabin crew, and the flight crew:
a)
At least two step ladders are available at the doors
b)
For departures from major bases, Airport Services must ensure that full
complement of cabin attendants should be on board failing which at least
two cabin attendants should be on board before passenger boarding is
permitted in the absence of the Commander. The Cabin attendants will
man the exits for any emergency evacuation.
c)
At transit stations, all cabin attendants or at least the above number of

cabin attendants shall remain on duty in the cabin of the aircraft. The
cabin attendant shall ensure that No Smoking takes place nor other
source of ignition is allowed to occur.
d)
No Portable Device and EXIT signs shall be illuminated during fuelling

with passengers on board.
e)
Seat Belt Sign must be switched off and passenger must be instructed to
keep the seat belt unfastened.
f)
If during fuelling, the presence of fuel vapour is detected in the airplane

interior, or any other hazard arises, fuelling should be stopped.
g)
An airplane shall not be refuelled when passengers are embarking, on

board or disembarking unless it is properly attended by qualified
personnel ready to initiate and direct an evacuation of the airplane by the
most practical and expeditious means available. It does not necessarily
require the deployment of integral airplane stairs or the opening of
emergency exit as a prerequisite to refuelling.
h)
When refuelling with passengers embarking, on board or disembarking,

two way communication shall be maintained by airplane inter
A-8-3
Effective
17-Aug-11
8.1
FLT.OMA
ISSUE II, Rev 00

CHAPTER 08
communication system or other suitable means between the ground

personnel supervising the refuelling and the qualified personnel on board
the airplane.
During refuelling, either a cockpit crew or a qualified engineering
personnel will be on board
i)
ii)
If cockpit crew member on board the cockpit crew shall
Maintain two-way communication with ground personnel who is

supervising the refuelling.
Brief and order the cabin attendant to commence passenger

evacuation in case of an emergency.
If qualified engineering personnel on board

The qualified engineering personnel on board will maintain two-way
communication with the ground personnel supervising the refuelling
and shall inform the lead cabin attendant on board in regard to :
Commencement and completion of refuelling
Discontinuation of fuelling operations for any reason
Any emergency requiring passenger evacuation
On receiving information requiring evacuation, the lead cabin

attendant shall initiate and order the other cabin attendant to
carry out evacuation by the most practical and expeditious
means available including opening usable doors in ARM position
after assessing outside conditions.
j)
Ground servicing activities and work within the airplane (e.g. catering &
cleaning) should be conducted in such a manner that they do not create
a hazard or obstruction exits.
k)
Access to and exit from the areas where airplane escape chutes may be
deployed should be kept clean.
l)
When passengers are embarking or disembarking during fuelling, their

routes should avoid areas where fuel vapours are likely to be present and
be under the supervision of Engineering Official. NO SMOKING should
be enforced strictly during such passenger movements.
A-8-4
Effective
17-Aug-11
i)
FLT.OMA
ISSUE II, Rev 00

CHAPTER 08
m) Airplane Ground Power generators or other electrical ground power

supplies shall not be connected or disconnected.
External battery charges shall
disconnected.
o)
If auxiliary power unit (APU) is stopped for any reason during refuelling, it
shall not be restarted until the flow of fuel has ceased and there is no risk
of igniting fuel vapours.
p)
Photographic equipment shall not be used within three metres of the

refuelling equipment.
q)
All cell phones are to be turned off while refuelling.
r)
Refuelling shall be immediately suspended when there are lightning

discharges within the vicinity of airport.
s)
It must be ensured that No HF transmission (including HF transmission

via the HF DATA LINK ) is performed
t)
Over wing gravity refuelling is not permitted with passengers on board.
8.2
not
be
connected, operated
or

DEFUELING WHEN PASSENGERS ARE EMBARKING, ON BOARD
OR DISEMBARKING
Defueling with passengers on board, embarking or disembarking is allowed
subject to the applicable conditions in Para 8.1 above and if all procedures
given on FCOM PER (PER-LOD-FUL) are followed..
8.3
DESCRIPTION OF FUELLING PROCEDURE
8.3.1
Fuelling Of Aircraft and Safety Precautions

CAR Section 2, Series H, Part II
The Indian Aircraft rules in rule 25A lay down the requirements for fuelling of
aircraft.
a)
No person shall fill or replenish the fuel tanks of an airplane from vehicles
or vessels containing petroleum in bulk or from fuel hydrant installations
except from vehicles or installations of a type approved by the Chief
Inspector of Explosives or from barges licensed under Petroleum Rules,
1937.
A-8-5
Effective
17-Aug-11
n)
b)
FLT.OMA
ISSUE II, Rev 00

CHAPTER 08
During fuelling operations, which may include filling or draining of fuel

tanks, the following precautions shall be observed:Fuelling of aircraft shall be done outdoors and not less than 15
meters from any building.
ii)
A NO SMOKING notice shall be prominently displayed.
iii) Smoking or use of an appliance employing naked flame or use of an

appliance capable of producing a spark or in any other way
igniting fuel vapours shall not be permitted within 30 meters of the
aircraft or fuelling equipment.
iv) Aircraft engines shall not be started and ignition switches shall be
placed in the OFF position.
v)
Aircraft electrical radar and radio systems shall not be operated and
the switches relating thereto shall remain in the OFF position;
Provided that this clause shall not apply to electrical switches
controlling the following circuits:
power and light essential for fuelling operations;
minimum amount of cabin lighting;
steady parking lights. Such switches, however, shall not be

operated during the refuelling operations.
vi) The use of ground power supply units, air-conditioning units, tractors
and similar equipment shall be permissible subject to compliance
with the following conditions:
Flexible trailing cables suitable for use in hazardous areas shall

be used.
They shall be located outside the Danger Zone. Danger Zone

is defined as the area within the largest polygon obtainable by
joining point 3 metres away from the wings and the fuelling
vehicle.
The units, including the associated electrical equipment, shall

be flame-proof and of a type approved by the Chief Inspector of
Explosives; otherwise they shall be stationed at a distance of
not less than 6 metres in the case of straight kerosene, from
the aircraft and the fuelling vehicle.
A-8-6
Effective
17-Aug-11
i)
FLT.OMA
ISSUE II, Rev 00

CHAPTER 08
They shall not be switched ON or OFF during fuel transfer.
x)
xi)
xii)
xiii)
xiv)
An attendant shall remain on duty in the cabin of the aircraft.

The attendant shall ensure that no smoking takes place or
other source of ignition is allowed to occur and shall assist in
the removal of passenger in the event of fire;
The passenger loading ramp shall be correctly positioned at the

cabin exit door and adequate provision shall be made to
maintain the equilibrium of the aircraft in case of all passengers
attempt to leave by one exit;
The handling of freight and baggage in and around the aircraft shall
not proceed simultaneously with fuelling unless adequate
precautions have been taken to eliminate fire risk.
No aircraft maintenance shall be conducted which may provide a
source of ignition for fuel vapour during fuelling operations.
Fire extinguishers of adequate capacity and of suitable type,
approved by the Director-General shall be available for immediate
use near the aircraft.
In the event of fuel being spilled, fuelling must cease and the engine
of the ground power supply units must be stopped, but the electrical
circuits and switches should on no account be touched except for the
purpose of stopping the power unit. Prior to recommencing fuelling,
action must be taken to clean the spilled fuel. Fuel must not be
washed into sewer or drains.
Fuelling operations shall cease when a turbo-jet aircraft manoeuvres
so as to bring the rear jet outlets within 43 metres of the fuelling
equipment or the aircraft.
A-8-7
Effective
17-Aug-11
vii) The fuelling equipment and the aircraft shall be bonded to each other
and both shall be earthed.
viii) No person other than the staff of the operator, fuelling company and
officials of the Civil Aviation Department, Customs and Police, shall
be permitted within 15 meters of the aircraft.
ix) Passengers may be permitted to embark, disembark, or remain in
the cabin subject to the following conditions:-
FLT.OMA
ISSUE II, Rev 00

CHAPTER 08
Note:-The requirements of clause (vi) of sub-rule (b) above shall not apply to the
use of ground batteries as an auxiliary source of electric supply to the aircraft
provided they are not connected or disconnected during fuelling operations
Re-fuelling and De-fuelling
Refuelling and defueling with APU running is permitted as long as the

procedures laid down in the FCOM PER (PER-LOD-FUL) are followed.
For refuelling with one engine running refer to Para 9.11, Chapter 9,
Refueling With One Engine Running
8.3.3
Evacuation / Disembarkation
In the case of a fire resulting from fuelling operations, or from a large fuel
spillage, a precautionary disembarkation or an emergency evacuation may be
performed. In both cases, the same recommendations apply.
If an aerobridge is used for boarding, it should also be used for
evacuation/disembarkation. Aerobridge provides a safe and efficient way to
evacuate an aircraft, and enables passengers to be rapidly be far away from
the fire, unlike the escape slides. In this case, the aerobridge handling agent
is responsible for the passengers while they are in the tunnel.
If the step ladders are against the aircraft, it is better that passengers use
them instead of escape slides. This is for the reason that before deploying
escape slides, it is necessary to ensure that the area outside the aircraft is
clear of obstructions. However, there may often be obstacles surrounding the
aircraft (e.g. fuel truck, catering, baggage handlers, boarding passengers,
etc), and any contact with these obstructions or with personnel during escape
slide deployment may make the situation worse.
Provision is to be made for safe evacuation of passengers via at least two of
the main passenger doors in the event of the emergency. A responsible
person should be positioned at each door in order to supervise evacuation of
passengers, if needed. In case, Aerobridge and/or step ladders are not
provided at any of these doors, the remaining door should be closed and in
DISARMed position.
It is possible to use the escape slides to rapidly evacuate the aircraft.
However, if escape slides are used, it is very important to verify that there are
A-8-8
Effective
17-Aug-11
8.3.2
FLT.OMA
ISSUE II, Rev 00

CHAPTER 08
8.3.4
Precautions against Mixing Of Fuels
The pilot is to refer to the Limitation chapter in FCOM LIM-28 wherein, the
desired information on type of fuel, grade, specific gravity and mixing of fuel is
given.
A-8-9
Effective
17-Aug-11
no obstacles in the area where the escape slide will be deployed. In some
cases, it may be necessary to wait for equipment, personnel, or vehicles to
move away from the deployment area, before arming the escape slide and
opening the aircraft doors.
FLT.OMA
ISSUE II, Rev 00

CHAPTER 08
A-8-10
Effective
17-Aug-11
FLT.OMA
ISSUE II, Rev 01
GROUND HANDLING ARRANGEMENTS &

PROCEDURES
CHAPTER 09
TABLE OF CONTENTS
GROUND HANDLING ARRANGEMENTS AND PROCEDURES ...........5
9.1
GROUND HANDLING ARRANGEMENTS ..............................................5

9.1.1
9.2
9.3
Ground Handling Procedures .....................................................5
HANDLING CHILDREN/INFANTS, SICK PASSENGERS AND

PERSONS WITH REDUCED MOBILITY UNACCOMPANIED MINORS .6
9.2.1
Infants.........................................................................................6
9.2.2
Persons with Reduced Mobility (PRM) .......................................6
LIMITATIONS FOR TRAVEL ...................................................................7

9.3.1
Carriage Of Persons With Reduced Mobility (PRM) ...................9
9.3.2
Blind And / Or Deaf Passengers (BLND/DEAF) ....................... 11
9.3.3
Passengers Requiring A Wheelchair (WCHC) ......................... 11
9.3.4
Stretcher Patients ..................................................................... 12
9.3.5
Disabled Passenger with Intellectual Or Developmental

Disability Needing Assistance (DPNA) ..................................... 12
9.4
MEDICAL TRANSPORTATION (MEDA) ............................................... 12
9.5
TRANSPORTATION OF DEPORTEES OR PERSONS IN CUSTODY,

INADMISSIBLE PASSENGERS ............................................................ 13
9.6
9.5.1
Prisoners .................................................................................. 13
9.5.2
Inadmissible Passengers.......................................................... 13
9.5.3
Passengers without Passport ................................................... 14
9.5.4
Deportees ................................................................................. 14
SIZE AND WEIGHT OF BAGGAGE AND PASSENGERS SEATING ... 14

9.6.1
Carry On Baggage ................................................................... 14
A-9-1
Effective 04-Dec-12
9.
FLT.OMA
ISSUE II, Rev 01

PROCEDURES
CHAPTER 09
9.6.2
Checked In Baggage ............................................................... 15
9.6.3
Maximum Number Of Passengers ........................................... 15
9.6.4
Exit Row Seating ..................................................................... 15
9.6.5
Passenger Weight ................................................................... 16
LOADING AND SECURING OF ITEMS ................................................ 16

9.7.1
Loading Cargo and Mail ........................................................... 17
9.7.2
Arms, Ammunition, Weapons Etc. ........................................... 22
9.7.3
Carriage Of Religious Staff / Wooden Sticks / Kirpans Etc ...... 22
9.8
POSITIONING OF GROUND EQUIPMENT .......................................... 22
9.9
OPERATION OF AIRPLANE DOORS .................................................. 22

9.9.1
The Procedure ......................................................................... 23
9.10
REFUELING WITH ONE ENGINE RUNNING ....................................... 24
9.11
SAFETY ON RAMP ............................................................................... 27
9.12
9.13
9.14
9.11.1
Engines Blast and Suction Areas ............................................. 27
9.11.2
Fire Prevention ........................................................................ 28
START UP, DEPARTURE AND ARRIVAL PROCEDURES ................. 31

9.12.1
Servicing Of Airplanes ............................................................. 31
9.12.2
Airplane Handling Documents ................................................. 31
9.12.3
Multiple Occupancy Of airplane Seats ..................................... 32
DISORDERLY / UNRULY PASSENGERS ............................................ 32

9.13.1
REFUSAL OF EMBARKATION- ENROUTE OFF LOADING .. 32
9.13.2
Unruly Behaviour Passengers ................................................. 33
FLIGHT DIVERSIONS ........................................................................... 35

9.14.1
Diversion Procedure ................................................................ 35
A-9-2
Effective 04-Dec-12
9.7
9.16
FLT.OMA
ISSUE II, Rev 01

PROCEDURES
CHAPTER 09
9.14.2
Crew Responsibility At Airports Of Diversion............................ 35
9.14.3
Unscheduled Landing/Diversion Of Aircraft .............................. 36
9.14.4
Overflying Of Stations .............................................................. 36
ILLNESS / INJURY DURING FLIGHT ................................................... 37

9.15.1
Serious Passenger Illness, Injury In Flight................................ 37
9.15.2
On Board .................................................................................. 37
9.15.3
On Ground................................................................................ 37
DEATH INFLIGHT / GROUND ............................................................... 38
A-9-3
Effective 04-Dec-12
9.15
FLT.OMA
ISSUE II, Rev 01

PROCEDURES
CHAPTER 09
A-9-4
Effective 04-Dec-12
FLT.OMA
ISSUE II, Rev 01

PROCEDURES
CHAPTER 09
9.
GROUND HANDLING ARRANGEMENTS AND PROCEDURES
9.1
GROUND HANDLING ARRANGEMENTS

Airport Services is responsible for the intake and outgo process i.e. the
checking-in of passengers, baggage, freight and ensuring their security
check, baggage identification, transportation to the airplane and orderly
boarding / loading. It is also responsible to load the airplane within the
mass and balance limits. In addition also responsible for passenger
deplaning, their transportation to the terminal and the delivery of all
passenger baggage, freight and mail.
ii)
Ground handling of all company airplanes is undertaken by the Airport

Services Department of the airline or their agents. The responsibility for
correct and safe handling, with appropriate equipment is the
responsibility of the Ground Operation. Ground Handling Procedures are
to be laid down in the Airport Services Manual.
9.1.1
Ground Handling Procedures
A-9-5
Effective 04-Dec-12
i)
9.2
FLT.OMA
ISSUE II, Rev 01

PROCEDURES
CHAPTER 09
HANDLING CHILDREN/INFANTS, SICK PASSENGERS AND

PERSONS WITH REDUCED MOBILITY UNACCOMPANIED MINORS
Children aged between 5 & 12 years are permitted to travel unaccompanied

subject to complying with all the requirements that are mentioned in Ground
Operations Manual.
Airports Service is required to provide all relevant details of unaccompanied
minors on a flight to the Lead Cabin Crew. Lead Cabin Crew is responsible to
ensure that the child is properly handed over to airport services staff at the
arrival station.
9.2.1
Infants
Children below the age of 2 years are considered Infants as per IndiGo policy.
Infants are not allocated any seat in the passenger cabin.
Maximum number of infants on IndiGo aircraft is limited to a maximum of one
in each row. However, no passenger carrying an infant shall be seated near
any emergency exit / row with an emergency exit.
Pilots must ensure that the number of infants, on a flight on which floatation
devices are required, does not exceed the number of infant jackets on board.
9.2.2
Persons with Reduced Mobility (PRM)

CAR Section 3, Series M, Part I, Issue II
Carriage of persons with reduced mobility (PRM) is regulated due to

applicable safety regulations.
Persons whose mobility is reduced due to physical impairment (sensory or
locomotor), an intellectual deficiency, age, illness, or any other cause of
disability when using transport, and whose situation needs special attention.
Note: The term PRM is a generic term used for any passenger who needs assistance,
even if this is only required on ground.
Persons with reduced mobility (PRM) include

BLND
Blind
DEAF
Deaf
A-9-6
Effective 04-Dec-12
Children below 5 years are permitted to travel on IndiGo flights only when
accompanied by an escort.
FLT.OMA
ISSUE II, Rev 01

PROCEDURES
CHAPTER 09
PRM with an intellectual or developmental disability needing

assistance
MEDA
requiring medical assistance on board aircraft or unable to

appropriately comprehend or respond to safety instructions
from the crew
STCR
Stretcher Case
WCHC
Passenger completely immobile i.e. needing assistance to

embark/disembark, and who needs help to move about in the
aircraft by means of an on board wheelchair
WCHS
passenger required wheelchair for distance to/from aircraft or

mobile lounge and must be carried up/down steps i.e. cannot
ascend/descend steps, but is able to make own way to/from
cabin seat
WCHR
requiring wheelchair for distance to/from aircraft i.e. can

ascend/descend steps and make own way to/from cabin
seat, across ramp, along passenger loading bridges or
to/from lounge, as applicable
MASS
PRM not covered under any of the above definitions e.g.

elderly passengers, temporary injuries (broken legs etc.) or
any other cause of injury.
ABLE-BODIED (ABA/Escort): A person, at least 18 years of age, responsible

ASSISTANT
for the comfort and well being of a PRM during
embarkation/disembarkation, his/her general safety during
flight and necessary evacuation assistance.
9.3
LIMITATIONS FOR TRAVEL

A PRM must never be refused carriage, except when they cannot be safely
carried and cannot be physically accommodated.
As the term PRM is a generic term used for any passenger who needs
assistance, the PRMs can be divided into three main categories:
-
Those who always shall travel with an escort, for example STCR,
BLND/DEAF or DPNA
A-9-7
Effective 04-Dec-12
DPNA
FLT.OMA
ISSUE II, Rev 01

PROCEDURES
CHAPTER 09
Those who need assistance on ground and necessary evacuation

assistance on board aircraft, for example WCHC, MEDA. The
evacuation assistance shall be given by Cabin Crew or an escort.
Limitations on the number of their carriage, seating restrictions etc.
are set according to number of minimum crew and aircraft type.
Those who need assistance on ground and limited safety assistance
on board, for example BLND, DEAF, MAAS, WCHR, WCHS. No
limitations of number on board, as long as seating restrictions are
followed.
The following general rules apply:

-
PRM are responsible for identifying their needs. Normally, this

notification is given in connection with the reservation.
A PRM will have equal choice of seat allocation, subject to safety

requirements. A PRM may not be seated in the Emergency Exit Row
or on vacant crew seats.
When the PRM is travelling with an escort they shall be seated

together.
WCHC, BLND/DEAF, DPNA, MEDA and STCR shall preferably be

seated near a exit.
Note: Although the PRM have equal choice of seat allocation as all
other passengers (subject to safety requirements), it may be
advisable to suggest seats with moveable armrests for their comfort.
PRM and their assistive aids/devices, escorts and guide dogs

including their presence in the cabin is not refused transportation,
provided such persons or their representatives, at the time of
booking and/or check-in for travel, inform the airline of their
requirement.
If the PRM declares independence in feeding, communication with

reasonable accommodation, toileting and personal needs, the airline
shall not insist for the presence of an escort.
A PRM who wishes to travel alone without an escort shall always be

provided necessary assistance.
A-9-8
Effective 04-Dec-12
FLT.OMA
ISSUE II, Rev 01

PROCEDURES
CHAPTER 09
Prior to flight, the Captain and Lead Cabin Crew member shall be
informed by Airport Services about the total number and seating of
WCHC, MEDA, STCR, DPNA and BLIND/DEAF passengers prior to
boarding.
Some special categories PRM (e.g. MEDA/STCR/WCHC, etc) must

present a filled out MEDA Form/Indemnity Form, which had been
filled out at the time of reservation/Check-in and approved by
Company Doctor.
A PRM shall generally be boarded before, and disembarked after, all

other passengers.
9.3.1
Carriage Of Persons With Reduced Mobility (PRM)

PRM are not required to provide advance notice about special service,
unless the reservation refers to a large group.
-
Since PRM are allowed to travel without prior notice of the disability
(except for large groups), if deemed necessary, the Captain may
request a medical examination by company doctor wherever
available / a qualified physician. In case the Company Doctor is not
available, the Captain can make individual decisions regarding
acceptance of the PRM.
The Commander should satisfy himself that the carriage of such

passengers will not cause inconvenience / discomfort to other
passengers and that emergency evacuation and safety during the
flight will be guaranteed.
The table on next page is a summary of the different codes to

identify PRM and the number that can be carried on-board escorted
or unescorted.
A-9-9
Effective 04-Dec-12
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Is ABA (Escort) required?
BLND
DEAF
BLND/DEAF
DPNA
MAAS
1
MEDA
No
No
Yes
Yes
No
May be required
(See below for details)
Yes
May be required
(See below for details)
No
No
STCR
1
WCHC
WCHS
WCHR
Is the number on
board limited if
unescorted?
4
4
N/A
Yes
No
Yes
N/A
4
No
No
Note: N/A means Not Applicable since these categories always shall be escorted.
1
In case the number of MEDA / WCHC PRM is upto 4, cabin attendants

th
are to provide evacuation assistance. One escort each is required for 5
and above MEDA/WCHC PRM, provided that:
a)
The total number of unescorted WCHC and MEDA does not exceed the
number of minimum cabin crew.
The 5th and above PRM is self-sufficient (i.e. capable of taking care of
his/her needs onboard) or unescorted travel has been authorized by
Company Doctor or Captain.
b)
The total number of unescorted WCHC, MEDA and

(unaccompanied Minor) does not exceed Four (4) on the flight.
UMNR
Note: Exemption regarding the maximum total number of PRM may be obtained from
Vice President/Director (Flight Operations) when wheelchair sport teams, special
schools, etc. are travelling. On these flights, the number of PRM must never exceed the
number of escort.
The ground staff shall hand over to the Lead cabin attendant, a Special
Assistance Form, duly signed by the pilot in command, containing information
about PRMs including nature of incapacitation, special assistance required
A-9-10
Effective 04-Dec-12
Passenger
code
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PROCEDURES
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etc., to be further handed over to the ground staff on arrival at the destination
for necessary action.
9.3.2
Blind And / Or Deaf Passengers (BLND/DEAF)
The assistance codes are used in the reservation and check-in systems and
will automatically be included in a service message in order to identify the
passenger(s).
Blind or deaf:
Unaccompanied blind or deaf passengers who want assistance from check-in

to arrival shall be assisted.
Blind and deaf:
A both blind and deaf passenger shall travel with an Able Bodied Assistant
(ABA).
No additional handling fees shall be charged. Handling of BLND and DEAF is
always free of charge.
A trained guide dog may be carried in the cabin if it accompanies a passenger
who is dependent upon it and if it is properly harnessed.
The passenger and the guide dog will normally be seated at a bulkhead seat,
where there is sufficient floor space for the dog.
9.3.3
Passengers Requiring A Wheelchair (WCHC)
a)
Airlines shall ensure that at all stations, for boarding / disembarking

purposes, before departure, during intermediate stops and on arrival
wheel chairs are available without any extra charge and that advance
arrangements made with other concerned agencies like Airport
Management where necessary to ensure that movement of persons with
disabilities and persons with reduced mobility within the airport is not
restricted.
b)
Passengers who intend to check-in with their own wheelchair shall be

given the option of using a station/airport wheelchair. If the passengers
prefer to use their own wheelchair within the airport, they shall be
A-9-11
Effective 04-Dec-12
Special attention shall be paid to blind and/or deaf passenger when informing
passengers about delays or irregularities, since they cannot read the
information on monitors, signs or posters/hear announcements.
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9.3.4
Stretcher Patients
Carriage of any person on stretcher or incubator is subject to the approval of

the patients physician and should be accompanied by an able bodied adult
attendant, who will be responsible for them and their needs of embarking,
disembarking, during flight, and during emergency evacuation. The required
number of seats for such travel must be reserved in advance at applicable
fares. The stretcher must be secured to the aircraft. The patient must be
secured by an adequate harness to the stretcher or aircraft. Upon advance
request, and with a charge for such material as may be levied, the airlines
shall make stretchers and associated equipment, e.g. blankets, pillows,
sheets, nursing materials and privacy curtains, available for passengers who
cannot use the standard airline seat in a sitting or reclining position.
9.3.5
Disabled Passenger with Intellectual Or Developmental Disability

Needing Assistance (DPNA)
A DPNA is a passenger with an intellectual or developmental disability

needing assistance. A DPNA shall always be accompanied by an ABA.
9.4
MEDICAL TRANSPORTATION (MEDA)

Medical transportation is applicable for passengers whose medical conditions
demand
different
degrees
of
assistance
and/or
escort
at
embarkation/disembarkation and/or during the flight, such as passengers:
-
with broken/plastered legs,

on stretchers/in incubators,
who are infected with contagious diseases, or
in the late stages of pregnancy.
All medical transports must be requested through, and authorised by

Company Doctor.
The Medical Information Form (MEDIF) is a standardised form for medical
clearance and handling. The information in the MEDIF is used by Company
Doctor to decide whether a medical transport can be accepted or not.
A-9-12
Effective 04-Dec-12
permitted to use it up to the aircraft, whereupon it may be stowed at an

appropriate place in the aircraft. At the time of disembarking, the
passengers wheel chair should be returned to him to enable him to
transfer himself from the aisle seat directly into his own wheel chair.
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9.5
TRANSPORTATION OF DEPORTEES OR PERSONS IN CUSTODY,

INADMISSIBLE PASSENGERS
9.5.1
Prisoners
The term prisoner means a person who is confined in any prison and
includes a person who is arrested under any law for the time being in force.
No prisoner shall be taken aboard or carried on an airplane except under and
in accordance with a permit in writing issued by the Director-General, a
Deputy Director General, the Director of Regulations and Information or any
other officer of the Civil Aviation Department authorized by the Central
Government in this behalf and subject to such conditions, if any, as he may
specify in the permit.
9.5.2
Inadmissible Passengers
No person shall knowingly carry or permit to be carried, or connive at the

carriage of, a person suffering from any mental disorder or epilepsy in any
aircraft, provided that this prohibition shall not apply if the person to be carried
is certified by a registered medical practitioner to be fit to travel by air without
being a risk to other passengers or to the aircraft, and in addition:
a)
has not taken or used any alcoholic drink or preparation within 12 hours
of the commencement of the flight;
b)
is kept under proper sedative, if in a state of excitement, during the flight

and stops en route: and
c)
is accompanied by an attendant, provided that in case he has been in a

state of excitement requiring sedation within the two weeks preceding
the date of commencement of the flight, he shall be accompanied by a
registered medical practitioner and adequate escort who shall
individually and collectively be responsible for ensuring that no alcoholic
drink or preparation is taken by the person in their charge and that such
person is kept suitably sedated during the flight and stops en route.
A-9-13
Effective 04-Dec-12
The form contains confidential information, which may not be revealed to

unauthorised parties and involved personnel are obliged to observe complete
and absolute discretion. The form shall be kept with the ticket for possible use
during the flight.
9.5.3
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PROCEDURES
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Passengers without Passport
Where an airplane is brought into India in contravention of above, any

authority empowered by the Central Government generally or specially in this
behalf may direct the owner or the person in-charge of the airplane to take on
board and remove from India, or otherwise arrange for the immediate removal
from India of the person or persons without valid passports, and the owner, or
as the case may be, the person in-charge, of the airplane shall comply with
such directions.
9.5.4
Deportees
They are foreigners being subjected to enforced removal from the country by
authorities for such reasons as under:
a)
b)
c)
d)
Failure to leave the country after expiry of their visa

Refusal to extend or renew a residence permit
Illegal entry into the country
Offences or criminal acts committed within.
A deportation may be ordered at the request of the Authorities of another country

in compliance with an existing extradition agreement between the two countries.
Because of their responsibility for the safety of their passengers, airlines are
entitled to be informed by the deporting Authority of the reason for the deportation
and, if necessary, to insist on the DEPO being escorted during the flight by a State
Official provided by the deporting Authority.
The State Official must purchase a ticket at the applicable fare, or otherwise be
refused transportation. The number of deportees that can be carried on one flight
will be defined according to the BCAS regulations on the subject.
9.6
SIZE AND WEIGHT OF BAGGAGE AND PASSENGERS SEATING
9.6.1
Carry On Baggage
The size of carry-on baggage should be such that the sum of the length, width
and depth of the baggage should not be more than 115 cms or 45 inches and
not weigh more than 7 Kgs.
A-9-14
Effective 04-Dec-12
No person-in-charge of any airplane shall allow such airplane to enter India

from a place outside Indian unless all persons on board the airplane are in
possession of valid passports as required by rules for the time being in force.
9.6.2
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PROCEDURES
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Checked In Baggage
The rules governing the `Free Baggage Allowance' on all company flights
operating on domestic routes are as follows:
Free Baggage Allowance' under the 'Weight Concept' is uniform
irrespective of the fare level or type of aircraft.
`Free Baggage Allowance' under the `Weight Concept' refer Chapter

14.
Maximum Number Of Passengers
It is airline policy that no passenger or crew member shall travel unless he

has been provided a seat with a safety belt. Our present seat configuration as
authorised by the DGCA we can carry 180 passengers.
9.6.4
Exit Row Seating
As per Civil Aviation Requirements, a passenger should not be allotted seat

near exit row unless he is able to perform the applicable functions. The seat
near the exit row should not be allotted to
a)
Persons who are invalid/disabled.
b)
Persons below 15 years of age.
c)
Persons who are not able to read and understand instructions related to
emergency evacuation provided in printed, handwritten or graphic form
or do not have the ability to understand oral crew commands.
Each passenger shall comply with instructions given by a crew member. In

the event of an emergency in which a crew member is not available to assist
a passenger occupying an exit seat, if called upon, may be required to
perform the following functions:
-
Locate the emergency exit.
Recognize the emergency exit opening mechanism.
Comprehend the instructions for operating the emergency exit.
Operate the emergency exit.
Follow oral directions and hand signals given by a crew member.
Stow or secure the emergency exit door so that it will not impede use of
the exit.
A-9-15
Effective 04-Dec-12
9.6.3
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PROCEDURES
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Pass expeditiously through the emergency exit; and
Assess, select, and follow a safe path away from the emergency exit.
The passenger occupying the exit row seat be properly briefed by the cabin
attendant regarding the emergency exit procedures. Wherever applicable, the
weight of the emergency exit shall also be specified.
12, 13 ABC and DEF
Exit Rows are:
All the Cabin attendants are to check the compliance of the above
restrictions before closing the doors. If there is any deviation, the same
may be brought to the attention of the Airport Services personnel for the
necessary change.
d)
9.6.5
Passenger Weight
Refer Chapter 14
9.7
LOADING AND SECURING OF ITEMS

The airplane loading is the sole responsibility of the Airport Services.
The weight and balance check shall be the sole responsibility of the
Commander of the aircraft. It may be either conventional or digital and may be
transmitted electronically. The format and mode of transmission of a digital
signature may need regulatory approval. Description of Load sheet is given in
Chapter 14.
Airline has designated authorised representatives to fulfil this task, their
signatures on the weight and balance sheet (trim sheet) may be accepted in
good faith as proof of the task having been done. The Commander will
ensure:
a)
The load is such that the gross weight of the airplane before take-off
does not exceed:
-
The maximum certified take-off weight, landing weight and the zero
fuel limits as shown in the Airplane Flight Manual.
The weight at which performance requirements can be met for the

flight concerned.
A-9-16
Effective 04-Dec-12
Before taxi or pushback crew member should verify that no exit seat is
occupied by a person who may be unable to perform the applicable functions.
b)
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PROCEDURES
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The distribution of load is such that:

-
The structural loading limitations for each load location are not
exceeded.
The limitations on location of the centre of gravity(C of G) of the

loaded aircraft, laid down in the Airplane Flight Manual are satisfied.
The stowage of the load is such that:

-
It is secured and cannot shift or break loose.
It cannot damage the airplane or otherwise en-danger its operations.
It does not obstruct aisles, doors or emergency exists, or those

passage ways of the holds that needs to be left clear in order to
permit a crew member access to emergency equipment in-flight.
If the Commander suspects that an airplane is not loaded in accordance with

the laid down procedure and limitation he may order weighing of all
Commercial load. If the airplane is found overloaded it shall be re-loaded as
per the Commanders instructions. In such cases the Commander shall file a
report to the Vice President/Director (Flight Operations).
9.7.1
Loading Cargo and Mail
a)
All cargo consignments, newspapers and mail shall be subjected to X-ray

screening by trained and BCAS certified screeners of the airlines.
b)
The consignments which cannot be screened through X-ray due to size

constraints, volume or contents of the consignments, shall be physically
checked by the security staff mentioned above and a security sticker
indicating the procedure of security check applied shall be affixed on
each consignment;
c)
After security check of the cargo consignments, security stickers as per

the specimen given below shall be pasted / affixed by the security staff of
the air operator on each cargo consignments / baggage/ unitized pallets.
A-9-17
Effective 04-Dec-12
c)
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PROCEDURES
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d)
In case of cargo consignments which can neither be x-rayed nor can be

physically checked on account of the nature of the consignments, the
airline operators shall certify in each case that a particular consignment
intended for carriage by air can neither be x-rayed nor physically
checked. In such case the airline operators may transport such
consignments only after observing 24 hours cooling off period
e)
As an Airline Policy, any cargo or baggage carried in the cabin should be

weighed and found fit for carriage by air. Packing should be sufficiently
strong to ensure transportation with ordinary care in handling. As a Rule,
not more than 75 Kgs. of weight shall be placed on any passenger's seat
in the cabin. Such load should be properly netted, lashed and secured.
Any suspect / disputed cargo shall be dealt with according to the
Commander's instructions.
9.7.1.1
COMAT Company Material
Engineering spares are sometimes required to be carried on company flights.

Some of these spares may be classified under Dangerous Goods.
The company as a policy does not carry Dangerous Goods commercially
though authorised. It however, will carry all types of Engineering Spares
including those which are classified as Dangerous Goods as COMAT.
Carriage of Engineering Goods that come under the Dangerous Goods
Regulation (DGR) will be governed by the following process:
Whenever Engineering Goods that fall under Dangerous Goods

classification are being carried on a flight, the Flight Release will include
a special mention to advise crew about such carriage.
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Effective 04-Dec-12
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PROCEDURES
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A Special Load Notification (SLN) shall be provided to crew along with

the Load & Trim sheet. The SLN will indicate the location and UN
Number of the DG COMAT.
Airport Services are responsible to ensure that the material is properly

packed & security cleared and is not damaged during loading / offloading.
Crew will not refuse carriage COMAT whether classified under the DGR or
not.
9.7.1.2
Off Loading Priority
The following are the guideline for off-loading to meet load and trim
requirements. The Commander has the authority to decide on the order of
priority.
i)
Company Stores/mail
ii) Free Passengers

iii) Ordinary Cargo
iv) Excess baggage
v) Short shipped cargo
vi) Valuable Cargo
vii) Perishable Cargo
viii) Newspapers
ix) Post Office Mail
x) Staff on Duty except crew required for operation of flight / training
xi) Dead Bodies
xii) AOG spares
xiii) Paying passengers and their baggage
xiv) Passengers with Reduced Mobility / Incapacitated Passengers and their
escorts
xv) Diplomatic Mail
A-9-19
Effective 04-Dec-12
9.7.1.3
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PROCEDURES
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Special Loads
Wooden Staff for religious heads, kirpans etc are permitted in the cabin by
Airport security subject to laid down conditions.
9.7.1.4
Carriage of Mails (Postal)
In accordance with Rule 10 of Indian Aircraft Rules 1937:

No person shall carry mails or allow mails to be carried in any airplane
except with the consent in writing of the Director General of Posts and
Telegraph.
Carriage Of Diplomatic Mail Category "A"
Category "A" Diplomatic Mail bags are to be carried under the supervision of
the Commander and will be handed over to the Commander or his nominee
against signature.
9.7.1.5
Company Mail
X-rayed and security cleared company mail is loaded along with normal cargo
in the cargo compartment. Airport Services will be responsible for the
necessary communications to destination stations about the company mail
and its retrieval.
9.7.1.6
Carriage of Dead Bodies
Dead bodies shall not be carried along with passengers in the cabin or in any
holds accessible to the passengers. The Airport Services will ensure that the
conditions laid down by the DGCA are complied with before accepting such
carriage. Dead bodies may only be carried as freight in the baggage holds in
accordance with conditions laid down by the DGCA. The carriage of dead
bodies shall be only under special arrangements and is subject to furnishing
A-9-20
Effective 04-Dec-12
Airport Services shall give prior intimation to OCC of Special Loads and their
location whenever goods requiring special load notification are intended to be
carried. OCC should inform the Commander by a suitable note on the flight
release. Any such load will be signed for by the Commander. Special loads
include carriage of arms, ammunition, weapons, dead bodies, any other
material not covered under standard classification of cargo etc.
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of a death certificate, police clearance, as may be necessary. The

Commander shall be informed of such carriage.
9.7.1.7
Carriage Of Animals, Birds And Reptiles In Aircraft
No animal, bird or reptile shall be taken aboard or carried on any aircraft to,
from and within India, except under and in accordance with a general or
special permit in writing issued by the Director General in this behalf, and
subject to such conditions, if any, as may be specified therein.
9.7.1.8
Carriage of Animals In Passenger Aircraft
All carriage of pet animals in the cabin of an airplane shall be with the prior
permission of the Commander subject to a general or specific permission
from DGCA in accordance with Rule 24C , Aircraft Rules 1937. When any
animal/bird/pet etc. is carried, a special load notification shall be sent to
OCC/Commander. This notification shall be approved and signed by the
Commander.
9.7.1.9
Carriage of Animals In Passenger Compartments
No animals other than trained guide dogs may be carried in the passenger
compartments provided that:
a) Not more than one guide dog is carried at a time.
b) The guide dog is not allowed to occupy a passenger seat.
c)
A moisture absorbent mat is placed under the guide dog.
d)
Other passengers do not object to the presence of the guide dog in

the passenger compartment.
e) The guide dog is properly restrained and muzzled.

f)
9.7.1.10
Pets other than such dogs are not permitted in the passenger
compartment.
Carriage of Animals In The Airplane Hold
IndiGo aircraft do not have provision for temperature regulation in cargo

holds. Carriage of live cargo in the hold is not permissible.
A-9-21
Effective 04-Dec-12
In accordance with rule 24C of the Indian Aircraft Rule 1937:
9.7.2
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Arms, Ammunition, Weapons Etc.

Refer chapter 35.
9.7.3
Carriage Of Religious Staff / Wooden Sticks / Kirpans Etc
Various types of religious symbols which include religious staff, Kirpans

(Small dagger carried by baptized Sikhs in India) etc. are permitted by BCAS
to be carried on person on board an aircraft. The permission of such carriage
is based on the appearance & size of these symbols, as given below:
Sr. No
Restricted Item
Carried on person
Kirpan carried on
person
Wooden Staff as
Hand Baggage
Conditions of Carriage
Max Length of
Kirpan :9 Inches
Kirpan Blade : 6
inches
Subject to Specific
permission of In-Charge
Airport Security
Authorised person
Sikh Passengers
Known heads of
religious sects
Whenever such items are being carried, airport services shall notify it to the
Captain under a NOTOC.
9.8
POSITIONING OF GROUND EQUIPMENT

Positioning of ground equipment for servicing is indicated in the Airport
Handling Manual.
9.9
OPERATION OF AIRPLANE DOORS

The Door Closing/ Opening & Slide Arming/Disarming are two different
actions for Cabin crew and are to be executed under two separate Cockpit
Crew commands.
Prior to engine start / push back, all DOORS/SLIDES shall be closed/armed
on command from cockpit through the aircraft PA. Cabin attendants are to
close/arm DOORS/ SLIDES respectively and cross-check. The cockpit crew
will confirm this on the DOOR/OXY page on the ECAM.
The doors must not be opened without disarming and without the concurrence
of the Commander. The commander shall announce CABIN ATTENDANTS
A-9-22
Effective 04-Dec-12
(BCAS Circular 14/2005)
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When escape slide deployment is not required, SLIDES must be disarmed

before opening the Doors. Opening a door or emergency exit from the outside
automatically disarms the escape slide / raft, if armed.
Should the slide / raft, at any door location be required for evacuation, the
door must be first closed, the escape slide / raft re-armed and the door
opened from inside.
9.9.1
S.No
1.
2.
The Procedure
Scenario
Pilot Action
Lead/Cabin
Attendant Action
Pre departure;
PF to announce
When all paper work

and ground
personnel have
deplaned
Cabin Attendants;
Close Doors.
Close Doors and

verify on the FAP
When the ramp or

step ladder has
been removed to a
safe distance
Cabin Attendants; Arm

Slides.
Arm All slides, cross

check and verify on
the FAP.
On arrival
PM to announce
After the aircraft has

turned into the
gate/bay and still in
motion.
Cabin Attendants;
Disarm Slides.
Passengers to remain
seated.
Disarm All Slides,

cross check and verify
on the FAP.
(The activity should not be

done during the turn)
A-9-23
Effective 04-Dec-12
DISARM SLIDES. Cabin Attendants will ensure that the SLIDES are
disarmed. The commander shall confirm this on the DOOR/OXY page. The
doors will be opened only after the seat belt sign is off. Before opening the
doors, no cabin differential pressure should exist. Cabin doors are fitted with a
cabin differential pressure indicator and / or a warning light.
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Note:
The terms Open/Close pertain only to the Door, while the terms
Arm/Disarm pertain specifically to the Slides. These terms shall not be
interchanged.
2.
If the pilots does not make any announcement, the lead will get in touch
with the pilots on the interphone.
There should be a clear communication between the pilots and the cabin
crew for managing the time available during taxi. The pilots must
consider the time constraint and command the arming of the slide ASAP
so that demo by Cabin Crew is completed prior to take off.
3.
Also Refer FCOM for operation of the doors, Safety & Emergency Procedures
Manual (SEP) for the cabin doors and cargo loading manual of the aircraft for
cargo doors.
9.10
REFUELING WITH ONE ENGINE RUNNING

A serviceable APU either not starting after landing or auto-shutting may
become a problem at airports where Ground electrical/pneumatic starter is not
available and which would normally result in AOG.
Aircraft Maintenance Manual provide for refuelling with one engine running.
The refuelling procedures with one Engine running is laid down in the FCOM
PER-LOD-FUL and is acceptable to the DGCA provided the procedure below
is strictly adhered to.
Note: The applicability of this provision is NOT authorised for dispatch with APU
unserviceable.
The aircraft will not be dispatched with an unserviceable APU (either

Bleed/electrical or both) to stations where ground pneumatic and / power, as
required, is not available. This procedure is applicable only if the APU
becomes unserviceable on arrival at the destination.
Procedures and Precautions given below, preferably in chronological order,
will be followed by Flight Crew, Ground Engineer and Airport Services
Personnel in order to refuel the aircraft with one engine running:
a)
When the crew become aware that APU is not going to be available on
ground then:
A-9-24
Effective 04-Dec-12
1.
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i)
b)
As soon as possible, flight crew will also advise the lead cabin crew that:
i)
APU is unserviceable and fuelling will be done with one engine

running
ii) Passengers disembarkation / boarding and airplane servicing etc.
will be done from the RHS Doors only
iii) No passenger will remain on-board while the fuelling is in progress
c)
On arrival at bay, flight crew will signal the ground personnel to establish
ground-cockpit headphone communication as per procedure given in
Operations Manual, Part B, Chapter 2.
d)
Once the ground communication has been established, flight crew will
advise the engineer that :
i)
ii)
Fuelling is required to be done with one (No. 1) engine running.

R1 passenger door will be opened for disembarkation of all
passengers.
iii) Cargo holds will not be opened until fuelling has been completed.
iv) No ground activity will be permitted during refuelling.
v) Passenger Emplaning will only commence once refuelling is
completed.
e)
On confirmation from the engineer, flight crew will

i)
ii)
Set the parking brakes ON

Shut down the No. 2 engine
A-9-25
Effective 04-Dec-12
At stations where Company Communication is available, crew will

contact company operations on VHF company channel and inform
them about the APU failure and the requirement of GPU / Air Starter
and if not available the requirement for refuelling with one engine
running. At all other airports, Flight Crew will advise ATC to inform
company about non-availability of APU and engineer to contact
crew on arrival.
ii) Crew will also advise ATC for a parking position where the aircraft
can be parked into the wind and where the slope is negligible.
iii) ATC will be requested to authorise refuelling with No.1 engine
running. The Airport Fire Services be requested to remain standby
at the aircraft during the entire refuelling procedure.
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PROCEDURES
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iii) Advise cabin crew to disarm all slides.

iv) The Anti-collision light will remain ON.
After the No. 2 engine is has spooled down, airport services personnel
will approach the aircraft from RHS and place the chocks.
g)
Marshaller will signal the flight crew about the chocks being in place. The
parking brake will be kept on unless the brakes are extremely HOT.
h)
Flight crew will advise the cabin crew to open the front RHS door (R1).
All passengers will be advised by cabin crew to disembark. (Passenger
deplaning will only commence once ground personnel have given the All
Clear indicating that all safety precautions below have been carried out)
i)
Prior to Passengers deplaning

i)
The area in front of the running engine must be secured by placing

Cones and Chains and caution is to be displayed while doing so by
avoiding entering the Danger zone in front of the running engine.
Ref FCOM PRO-NOR-SOP-08
ii) Dedicated persons (2) must guard the left side of the airplane so that
no one enters the area front or rear of the running engine.
iii) Deplaning will be monitored on ground and it must be ensured that
no passenger strays towards the side of the running engine.
j)
All Cabin Attendants on-board the aircraft, shall position themselves near
the RHS (R1) door, which will be kept open with passenger ramp in
place. All other doors will be closed with escape slide disarmed.
k)
Only the RH fuel couplings can be used for refuelling
l)
Over wing gravity filling is not permitted.
m)
During refuelling the cockpit seat shall be occupied by one of the flight
crew who will be monitoring all systems and the running engine.
n)
Engine n 1 will be run at ground idle with its generator connected.
o)
Do not start engine n 2, shut down engine n 1 or attempt to start the

APU before all fuelling operations have been completed.
p)
Follow manual refuelling procedure.

A-9-26
Effective 04-Dec-12
f)
q)
FLT.OMA
ISSUE II, Rev 01

PROCEDURES
CHAPTER 09
During the entire refuelling procedure, the engineering staff will monitor
the operation:
i)
r)
After all the ground activities are completed and doors are closed, Flight
Crew will take positive clearance from the Engineer before starting No. 2
engine.
s)
After the second engine start the crew will:

Reset the 3 DMCs in order to reinitialize the fuel used values:
DMC1 SPLY C/B (E11 on 49 VU) PULL
DMC2 SPLY C/B (Q8 on 121 VU) PULL
DMC3 SPLY C/B (Q9 on 121 VU) PULL
DMC3 SPLY STBY (E10 on 49 VU) PULL
After 5 seconds:
All C/Bs
PUSH
Note: The T.O MEMO does not appear automatically since one engine is kept running.
9.11
SAFETY ON RAMP
9.11.1
Engines Blast and Suction Areas
Normally engines are not running when passengers are embarking or

disembarking.
A-9-27
Effective 04-Dec-12
Position the fuel truck under the extremity of the right wing. Its
pressure should not exceed 30 psi.
ii) Monitor the fuel truck shut off valve
iii) Ensure that the fuelling company is keeping permanent control of the
emergency fuel shut off device.
iv) Have a qualified ground crew member at the fuelling station to
operate the refuel valve switches.
v) Monitor the refuelling closely and be prepared to close the refuel
valves in order not to exceed the fuel quantities given in FCOM
PER-LOD-FUL
vi) Departure Engineer will be responsible to maintain overall
supervision on the refuelling and airplane servicing activities.
FLT.OMA
ISSUE II, Rev 01

PROCEDURES
CHAPTER 09
The path for embarking or disembarking passengers should avoid blast and
suction areas. These danger areas are defined in FCOM PRO-NOR-SOP-08
9.11.1.1
Ramp Safety Jackets
These Safety jackets are available in the cockpit, in coat hanger area. In
case a Safety Jacket is not available, one can be requested from the
ground staff
9.11.2
Fire Prevention
9.11.2.1
Protective clothes / Protective breathing equipment

Hydraulic fluid leakage under high pressure (3000 psi) may result in
serious injury and contamination. The use of protective clothes and
protective breathing equipment is recommended whenever fighting an
aircraft emergency.
Carbon fibres and other composite materials used in airframe structure
and cabin furniture require the use of a protective breathing equipment
whenever fighting any aircraft fire.
9.11.2.2
Brakes overheat / Fire

-
In case of smoke, protective breathing equipment should be worn

since the dense smoke generated by tyre rubber fire results in major
and irreversible lung damage.
Carbon brakes and steel brakes are to be treated using same
techniques and agents.
In case of severe brake overheat, fuse plugs melting should result in
tyres deflating and should prevent tyres burst.
If a tyre is inflated, do not go near the area around the wheel for
about one hour. When you do go near, go from the front or rear and
not from the side of the wheel.
A-9-28
Effective 04-Dec-12
All crew members are required to wear Ramp safety Jacket while on the
tarmac, including during aircraft walk around. Airport Operators have
advised that crew found on the Tarmac (including Walk around) without a
Ramp Safety Jacket may be fined and/or have their AEPs confiscated. In
such a case, flight delays and being not available to fly will be attributed
to the pilot. The captain is responsible for his Crews compliance.
FLT.OMA
ISSUE II, Rev 01

PROCEDURES
CHAPTER 09
Unless there is a fire, do not apply the extinguishing agent (liquid,

water, mist, foam etc.) with a spray gun onto a hot tyre if it is inflated.
Do not apply the extinguishing agent directly into the heat pack of
the brake or into the wheel. This can cause thermal shock to the
stressed parts. Especially, do not use CO2 as this has a strong
cooling effect which is not the same in all areas. It can cause an
explosion in the stressed parts.
Extinguishing agent on hot wheels can:
o
increase the time necessary for the fuse(s) to melt, or
prevent operation of the fuse(s).
Let the brakes cool by itself for at least one hour and use the cooling
fans (if installed).
Use blowers or air conditioning equipment only after:
the temperature of the fuses decreases (more than one

hour after the aircraft stops) or
the fuses are melted.
Must not use these if you can see flames or burning ambers.
In the event of fire, immediately stop the fire. Do not wait until the
tyres are deflated. Come near the wheel only from the front or from
the rear.
Note: It is not recommended to use multi-purpose powders as they may form into solid
or enamelled deposit. These agents stop the fire but they decrease the heat dissipation
speed. This can cause permanent structural damages at the brake, the wheel or wheel
axle.
9.11.2.3
Do not apply the parking brake.

Put a warning notice in the cockpit to tell persons not to operate the
landing gear control lever.
Put the wheel chocks in position
Clean all the parts if extinguishing agents were used.
Cargo Compartment Fire
The appropriate flight crew procedures are given in FCO PRO-ABN-26
A-9-29
Effective 04-Dec-12
FLT.OMA
ISSUE II, Rev 01

PROCEDURES
CHAPTER 09
If the smoke warning is displayed on ground with cargo compartment door

open, the aircraft extinguishing agent should not be discharged. Ground crew
should be requested to investigate and to fight the smoke source.
Multi-purpose or specific foam or type B or type C powder or water, as a
function of the burning cargo material (as known) should be used. If foam is
used first, do not use powder afterwards. If powder is used first, foam may be
used in addition, if required.
9.11.2.4
Engine Or APU Compartment Fire
The appropriate flight crew procedures are given in FCOM PRO-ABN-26.

There is no requirement of having a fire extinguisher on ground before
starting of Engines/APU. However, if an extinguisher is available and if fire
persists, ground fire fighting using a Halon or CO2 spray gun is possible
through the following external access:
-
Engines: Oil tank, IDG and other service panels,
APU: access panels on LH side only for A320
9.11.2.5
Engine Tailpipe Fire
Engine tailpipe fire being an internal engine fire, does not require discharge of
the engine fire-extinguishing agent. The agent has an effect on the nacelle fire
only.
The appropriate flight crew procedure is given in FCOM PRO ABN - Abnormal
procedures. Engine motoring by the flight crew is the normal and most
effective action.
External fire agents can cause severe corrosive damage and therefore should
only be considered if fire persists after flight crew procedure application or if
no bleed air source is available to motor the engine.
In such a case, Halon or CO2 should be sprayed in engine exhaust nozzle.
A-9-30
Effective 04-Dec-12
In case cargo compartment smoke warning occurs with cargo door closed,
the ground crew should be informed not to open the door of the affected
cargo compartment unless passengers have disembarked and fire fighting
services are present.
9.12
FLT.OMA
ISSUE II, Rev 01

PROCEDURES
CHAPTER 09
START UP, DEPARTURE AND ARRIVAL PROCEDURES
Prior to taxi ATC clearance has to be obtained and also clearance from
ground. Minimum power is to be used to avoid jet blast damage.
On arrival, marshalling signals / automatic parking directions are to be
followed. After the aircraft comes to a halt, the Engines to be shut, parking
brake set ON, anti collision to be placed off.
Parking brakes to be set OFF only after one main door is opened and chocks
are in position. In case parking brake is required ON for any reason then it
must be cycled OFF and ON.
Seat belt sign are to be switched OFF once Doors are disarmed as confirmed
on ECAM Door/Oxy Page.
Captain will then call for the shut down check list and on its completion he will
position himself at the forward entry door to thank and bid our customers
good bye.
9.12.1
Servicing Of Airplanes
Guidance on this is available in:

i)
Airport Handling Manual
ii)
Maintenance Manual
9.12.2
Airplane Handling Documents
Airplane handling documents required are stipulated in the airport handling

manual for Airport Services and the Maintenance Manual for maintenance
staff.
Cockpit crew must be in possession of the following mandatory documents
prior to the flight:
i)
Passenger manifest ( with lead cabin attendant)
ii)
Crew Manifest
A-9-31
Effective 04-Dec-12
Prior to engine start all airplane doors must be closed and slides armed
normally, cargo doors closed, wheels chocked and engine vicinity cleared.
Ground staff must be on ground interphone connect. ATC permission is
required to start engines. Once ATC has cleared and ground staff have given
clearance FCOM stipulated engine start procedures are to be followed. In
case of Push back stipulated procedures are to be followed.
FLT.OMA
ISSUE II, Rev 01

PROCEDURES
CHAPTER 09
iii) Load and Trim Sheet

iv) Special Load notification
v)
Multiple Occupancy Of airplane Seats
The airline policy does not permit multiple occupancy of airplane seat except
in the case of infants in arms.
9.13
DISORDERLY / UNRULY PASSENGERS

Disorderly, intoxicated and/or abusive passengers should only be accepted
on board with the permission of the commander. Also Refer Chapter 36.12.
9.13.1
REFUSAL OF EMBARKATION- ENROUTE OFF LOADING
The Commander is allowed to refuse to carry or to off-load at any aerodrome

any person if, in his opinion, the conduct, status, age or mental or physical
condition of the person is such as to:
-
render him incapable of caring for himself without special assistance of

cabin attendant
cause discomfort or make himself objectionable to other passengers
involve any hazard or risk to himself or to other persons, to property or

to the aircraft
he fails to observe instructions of the crew
Such persons could include those who are obviously under the influence of
alcohol or drugs. However this does not apply to persons under the influence
of drugs who are subject to such condition following emergency medical
treatment after commencement of the flight or to persons under medical care
and accompanied by personnel trained for that purpose.
Whenever it becomes necessary to remove a passenger from an aircraft, the
flight crew shall inform the local company representative who, in turn, shall
take the necessary actions, considering assistance of local law enforcement
officers.
Passenger who has been refused embarkation or disembarked are left with
the airport authorities.
A-9-32
Effective 04-Dec-12
9.12.3
DGR notification ( if carried)
FLT.OMA
ISSUE II, Rev 01

PROCEDURES
CHAPTER 09
Responsibilities of persons other than the Commander
9.13.2
Unruly Behaviour Passengers
The cases of unruly behaviour of passengers travelling by air are unavoidable

due to variable human factors and are likely to be experienced by the
crewmembers sometime or the other. Therefore to ensure that unruly
passenger understands the serious consequences of his behaviour, a written
warning be issued to the offender, when dealing with a disruptive behaviour
(level 1) and Physically Abusive behaviour (level 2).
A disruptive behaviour (level 1) is when the passenger is very aggressive
and/or refuses to comply with regulations (refuses to fasten Seat Belt/switch
off his mobile). A verbal warning is to be given clarifying that if he continues to
behave in the same way, a written warning will be issued. The captain must
be notified immediately about the incident.
If the passenger does not change his behaviour, red color card will be shown
to the passenger with a reminder that he is responsible for his behaviour and
its consequences. In case, of wilful violations like smoking, consumption
of alcohol, this warning card will be issued to the passenger directly
without any verbal warning. Once the red card is shown to a passenger,
the witness form (available in the cockpit) should also be filled and details of
two witnesses recorded.
In the event the passenger refuses to accept the warning, the lead will still
read out the content to the passenger and the witness form(s) needs to be
filled.
If the passenger changes his behaviour after the issue of the card, then there
is no requirement to declare the passenger unruly / follow up actions like
filling up of FSF - 014 or handing over the passenger to the security.
A-9-33
Effective 04-Dec-12
In order to assist the Commander in the proper exercise of his authority, all
company personnel engaged in passenger handling and loading, including
other crew members, handling agents and check-in personnel, should alert
the Commander if at any time they consider that the condition of a particular
passenger could jeopardise the safety of a flight.
FLT.OMA
ISSUE II, Rev 01

PROCEDURES
CHAPTER 09
The lead CA will fill the FSF 014 form in duplicate. The commander and the
lead cabin attendant will sign and the original copy will be handed over to the
passenger. Before handing over, the lead must readout contents of the form
to the passenger.
In instances of physically abusive behaviour by any passenger, there will be
no requirement to follow the sequence. The crew depending on the severity
and the situation should intimate the cockpit; consider restraining the
passenger (as a last resort only); fill up form FSF 014 and handover the
passenger to the security on arrival. An Inflight Witness Form and FSF-014
are available and kept with the on board documents in the coat hanger
storage area of the cockpit. Chapter 36, Para 36.12 is also relevant.
9.13.3
Restraining the Passenger
Restraining devices may be required especially while dealing with

passengers unruly behaviour level II, III or IV. Use of restraint should be
judicious and ONLY as a last resort when the passenger becomes
physically violent. It should be ascertained that all other feasible means of
pacifying the passenger have exhausted or the urgency of the situation
demands immediate restraint and an effort to restrain the passenger is not
likely to affect the safety of the aircraft.
The restraint should be applied on hands behind his/her body such that it is
not too tight (affects the blood circulation) or too loose (rendered useless).
The passenger should be relocated to a window or middle seat (preferably
closer to a bulk head) and avoid over-wing exit row seats. Medical issues
related to him, if any should be promptly attended to; say breathlessness etc.
The passenger will be Unrestrained in the following emergency situations:
a)
b)
c)
Planned / unplanned emergency evacuation

Ditching
Any confirmed serious medical condition.
A-9-34
Effective 04-Dec-12
However, if the passenger continues with his disruptive behaviour, and does
not comply with the instructions given by cabin crew even after the warning,
then the lead must fill FSF - 014 and handover the passenger to security on
arrival. The commander must be kept informed at all times.
FLT.OMA
ISSUE II, Rev 01

PROCEDURES
CHAPTER 09
Take witnesses and gather enough evidence (if any article was thrown etc.),
as it is a common attention gaining tactics. Hand over the passenger to the
IndiGo Security on arrival.
(2) Details of location and procedure to use restraining device is explained

in the IFS document.
9.14
FLIGHT DIVERSIONS
General Policy
Alternate airports to be used for diversions due to weather, technical or
commercial reasons, are specified in the Operational Flight Plan. Under
normal circumstances company has designated alternates for each airport
which are chosen based on availability of IndiGo airports services or signing
of agreements with other airlines / aircraft handlers. Flight dispatch does not
designate an airport as alternate unless it is confirmed that in case of
diversion, adequate support services shall be made available.
Over-riding considerations of weather prevalent in the area may require the
Commander to choose another suitable aerodrome. Considerations of fuel on
board, weather parameters, its availability etc. will have to be weighed. The
Commander may divert to any suitable aerodrome if in his opinion it is
prudent to do so.
9.14.1
Diversion Procedure
Diversions may be effected from any point in-flight whenever the Pilot-inCommand assesses the probability of not being able to land at his
destination. In case of a diversion the Commander will endeavour to inform
the station of his intended landing about his future action and his
requirements directly or through OCC / flight dispatch.
9.14.2
Crew Responsibility At Airports Of Diversion
As soon as possible after landing, crew will contact OCC using available
means of communication. OCC will be responsible for mobilising all support
services including engineering, airport services and passenger facilitation
A-9-35
Effective 04-Dec-12
Note: (1) All cabin attendants have been trained according to Inflight circular No: IGA-IFSTRG-156 which covers the use of Restraining device called Tuff Tie and an unrestraining device called Tuff Cut available on board all aircraft.
FLT.OMA
ISSUE II, Rev 01

PROCEDURES
CHAPTER 09
a) Airport where company staff is available
b) Airport where company staff is not available

The Flight Crew shall look after all aspects of ground handling of the
airplane under instructions of the commander.
9.14.3
Unscheduled Landing/Diversion Of Aircraft
In case of an unscheduled landing and grounding of an aircraft:

all air crew shall remain at the airport until the company decides the status of
the aircraft. The Commander and Crew shall render all assistance that may
be required by the ground staff in such circumstances.
The Commander shall maintain a close liaison with the company
representative regarding serviceability / rectification of the grounded aircraft.
All efforts should be made to fly the airplane out after rectification, at the
earliest.
In the case of an unscheduled night stop it is the responsibility of the
company representative to arrange transportation and hotel accommodation
for the Crew of the grounded aircraft. The standard of the hotel shall be as per
the company Policy. The company representative shall liaise with the OCC,
Commander and the Engineering before fixing subsequent departure of the
flight.
9.14.4
Overflying Of Stations
Airport Services will deal with the passengers who have been over carried
due to any reasons whatsoever. When the Commander of a flight is aware
that he will not be able to land at the next station he should advise the
passengers destined for that station, of the fact and may offload them at the
originating/last station in consultation with OCC in case of an inordinate delay
to a flight.
A-9-36
Effective 04-Dec-12
Crew will be responsible for the safety of the airplane till the station
qualified maintenance and ground staff arrives to perform their designated
function.
FLT.OMA
ISSUE II, Rev 01

PROCEDURES
CHAPTER 09
9.15
ILLNESS / INJURY DURING FLIGHT
9.15.1
Serious Passenger Illness, Injury In Flight
It is the Commanders responsibility to decide if an immediate landing is to be

made. Such a situation can be considered as an "Emergency".
9.15.2
On Board
All action must be taken in case of serious illness, injury or death in flight, to
avoid contagion for the other persons on board.
The ill person should be isolated for his and others passengers comfort and
safety.
When a passenger falls ill suddenly, the cabin attendant will give first aid and
assistance and will look out for any doctor amongst the passengers on board.
Depending upon the criticality of situation Commander may decide to return to
departure airport, divert to an en-route airport or continue to the planned
destination. The commander will send a message to OCC regarding the
conditions on-board and intended course of action.
On receipt of such a message, OCC will advise the concerned Airport
Manager who will make available the services of a doctor, nurse and
ambulance, as necessary before the flight lands at that place.
Whenever a passenger(s) sustains injuries in flight or any other incidents on
board the flights by which the passenger could claim compensation from the
company, it is necessary for stations to ensure that such cases are promptly
reported to OCC.
9.15.3
On Ground
If a passenger falls sick on ground or is unable to continue his journey,

arrangements will be made for a doctor / nurse, as necessary, to attend to the
passenger.
A-9-37
Effective 04-Dec-12
Any action must be taken in case of serious illness, injury or death in flight, to
avoid infection to other persons on board. The ill person should be isolated for
the comfort and the safety of the ill person and of the others passengers. As
long as the ill person is on board, first aid must be given by cabin attendants
or competent passengers. The Cabin attendants will keep the Flight crew
informed of any medical emergency in the cabin.
FLT.OMA
ISSUE II, Rev 01

PROCEDURES
CHAPTER 09
9.16
DEATH INFLIGHT / GROUND

In case death has occurred on board an aircraft during flight, the commander
will immediately send a message to the next en-route station. This message
will also state the cause of death if known or suspected. The deceased
passenger will not be moved unless it is necessary for the convenience of
other passengers or for the safety of the aircraft. On receipt of such a
message, the Airport Manager at the airport of landing will advise the local
Police, Health and other public authorities.
The local Police must be assisted in taking further action according to local
laws.
The Commander, other crew and passengers, if required, witnessing the
death will furnish necessary information regarding the time, circumstances of
death, etc.
The Airport Manger will inform OCC and the station of destination of the
passenger to enable them to inform the relative or friends. The name and
address of next of kin can be looked from the passenger reservation record /
deceaseds belonging.
The cabin baggage, checked-in baggage and all other personal belonging of
the passenger must be taken charge of and an inventory made in the
presence of Indigo Security and the police authorities.
All such baggage will be sealed and kept in safe custody either with the local
authorities pending disposal instructions or collection by the passengers
family members.
In the event of a death in flight the Commander must advise the relevant
ground authorities, through ATC, of the State's airspace in which the death
occurred and also the destination State's authorities, if different, when
entering their airspace.
The commander must complete a report which records the name of the
deceased person, nationality, the time of the death, location and registration
A-9-38
Effective 04-Dec-12
In case, a passenger decides not to continue his journey, Commander will

ensure that Airport Services have off loaded his checked-in baggage and
cabin baggage. A revised security release certificate may be considered as a
means to ascertain that all necessary actions have been completed.
FLT.OMA
ISSUE II, Rev 01

PROCEDURES
CHAPTER 09
of the aircraft. One copy of this report is to be given to ground authorities at

destination and another to the Vice President/Director (Flight Operations).
A-9-39
Effective 04-Dec-12
FLT.OMA
ISSUE II, Rev 01

PROCEDURES
CHAPTER 09
A-9-40
Effective 04-Dec-12
FLT.OMA
ISSUE II, Rev 00
PROCEDURES FOR PILOT-IN-COMMAND

OBSERVING AN ACCIDENT
CHAPTER 10
TABLE OF CONTENTS
PROCEDURES
FOR
PILOT-IN-COMMAND
OBSERVING AN
ACCIDENT ............................................................................................... 3
10.1
ICAO ANNEX 12 PROCEDURE .............................................................. 3
10.2
PROCEDURES FOR A COMMANDER INTERCEPTING A DISTRESS

TRANSMISSION ......................................................................................4
10.3
COMMUNICATIONS ................................................................................4
10.4
SEARCH AND RESCUE SIGNALS .........................................................4
10.5
10.4.1
Signals With Surface Craft .........................................................5
10.4.2
Ground Air Visual Signal Code ...................................................6
SEARCH AND RESCUE ORGANISATION .............................................7
A-10-1
Effective
17-Aug-11
10.
FLT.OMA
ISSUE II, Rev 00

CHAPTER 10
A-10-2
Effective
17-Aug-11
FLT.OMA
ISSUE II, Rev 00

CHAPTER 10
10.
PROCEDURES
ACCIDENT
FOR
PILOT-IN-COMMAND
10.1
ICAO ANNEX 12 PROCEDURE
OBSERVING
AN
i)
keep the craft in distress in sight until compelled to leave the scene or
advised by the rescue coordination centre that it is no longer necessary;
ii)
determine the position of the craft in distress;
iii) as appropriate, report to the rescue coordination centre or air traffic

services unit as much of the following information as possible:
iv)
type of craft in distress, its identification and condition;
its position, expressed in geographical or grid coordinates or in

distance and true bearing from a distinctive landmark or from a radio
navigation aid;
time of observation expressed in hours and minutes Coordinated

Universal Time (UTC);
number of persons observed;
whether persons have been seen to abandon the craft in distress;
on-scene weather conditions;
apparent physical condition of survivors;
apparent best ground access route to the distress site; and
act as instructed by the rescue coordination centre or the air traffic

services unit.
If the first aircraft to reach the scene of an accident is not a search and rescue
aircraft, it shall take charge of on-scene activities of all other aircraft
subsequently arriving until the first search and rescue aircraft reaches the
scene of the accident. If, in the meantime, such aircraft is unable to establish
communication with the appropriate rescue coordination centre or air traffic
services unit, it shall, by mutual agreement, hand over to an aircraft capable
of establishing and maintaining such communications until the arrival of the
first search and rescue aircraft.
A-10-3
Effective
17-Aug-11
When a Commander observes that either another aircraft or a surface craft is

in distress, the pilot shall, if possible and unless considered unreasonable or
unnecessary:
10.2
FLT.OMA
ISSUE II, Rev 00

CHAPTER 10
PROCEDURES FOR A COMMANDER INTERCEPTING A DISTRESS

TRANSMISSION
Whenever a distress transmission is intercepted by a commander of an
aircraft, he shall, if feasible:
acknowledge the distress transmission;
ii)
record the position of the craft in distress if given;
iii) take a bearing on the transmission

iv) inform the appropriate rescue coordination centre or air traffic services
unit of the distress transmission, giving all available information; and
v)
10.3
at his discretion, while awaiting instructions, proceed to the position given

in the transmission.
COMMUNICATIONS
Transmission and reception of distress messages within the Indian Search

and Rescue Areas, are handled in accordance with Annexure 10 to
convention of International Civil Aviation.
For communications during search and rescue operations, ICAO (DOC 8400)
codes and abbreviation are used.
Information concerning positions, call signs, frequencies, and hours of
operation of Indian Aeronautical Stations are published in ENR 4.1 portion of
AIP (INDIA).
The frequency 121.5 MHz is guarded continuously during their hours of
service at all area control centres and flight information centres. Other
Aeronautical Stations will on request, guard this frequency. All Coastal
Stations guard the international distress frequencies.
Rescue aircraft belonging to permanent Search and Rescue Units use the call
sign ZIGZAG. If more than one aircraft is engaged on Search and Rescue
duties, a serial number is added to the basic call sign.
10.4
SEARCH AND RESCUE SIGNALS

(Appendix to CAR, Section 9, Series S, Part 1)
When a ground signal has been displayed, the aircraft shall indicate whether
the signal has been understood or not by making the appropriate visual
signal, if two-way communication is not available.
A-10-4
Effective
17-Aug-11
i)
FLT.OMA
ISSUE II, Rev 00

CHAPTER 10
The signals given below shall, when used, have the meaning indicated
therein. They shall be used only for the purpose indicated and no other
signals likely to be confused with them shall be used.
10.4.1
Signals With Surface Craft
The following manoeuvres performed in sequence by an aircraft mean that

the aircraft wishes to direct a surface craft towards an aircraft or a surface
craft in distress:
a)
Circling the surface craft at least once;
b)
Crossing the projected course of the surface craft close ahead at low
altitude and;
i)
rocking the wings; or
ii)
opening and closing the throttle; or
iii) changing the propeller pitch.

Note : Due to high noise level on board surface craft, the sound signals in b(ii) and (iii)
may be less-effective than the visual signals in b(i) and are regarded as alternative
means of attracting attention.
c)
heading in the direction in which the surface craft is to be directed.
The following manoeuvres by an aircraft means that the assistance of the

surface craft to which the signal is directed is no longer required:
a)
crossing the wake of the surface craft close astern at a low altitude and;
i)
rocking the wings; or
ii)
opening and closing the throttle; or
iii)
changing propeller pitch.
Note : The following replies may be made by surface craft to the signal in 10.4.2 ;
b)
for acknowledgement receipt of signals

i)
the hoisting of the code pennant (vertical red and white stripes)
close up (meaning understood)
ii)
the flashing of a succession of Ts by signal lamp in the Morse

code:
iii)
the changing of heading to follow the aircraft.

A-10-5
Effective
17-Aug-11
Upon observing any of the signals given below aircraft shall take such actions
as may be required by the interpretation of the signal given therein.
c)
FLT.OMA
ISSUE II, Rev 00

CHAPTER 10
for indicating inability to comply:

i)
the hoisting of the international flag N (a blue and white

checkered square):
ii)
the flashing of a succession of Ns in the Morse code.
Ground Air Visual Signal Code
10.4.2.1
Ground Air Visual Signal Code for Use By Survivors

No.
10.4.2.2
No.
1
2
3
Message
Require Assistance
Require medical Assistance
No or Negative
Yes or Affirmative
Proceeding in this direction
V
X
N
Y
Ground Air Visual Signal Code For Use By Rescue Units

Message
Code Symbol
LLL
Operation completed
We have found all personnel
We have found only some personnel

4
Code Symbol
We are not able to continue. Returning to

base
L L
++
XX
Have divided into two groups. Each

proceeding in direction indicated
Information received that aircraft is in this

Direction
Nothing found. Will continue to search

A-10-6
NN
Effective
17-Aug-11
10.4.2
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CHAPTER 10
Symbols shall be at least 2.5 meters (8 ft) long and shall be made as
conspicuous as possible.
Note:
1.
2. Attention to the above signals may be attracted by other means such as radio,
flares, smoke, reflected light, etc.
10.4.2.3
Air to Ground Signals
The following signals by aircraft mean that the ground signals have been
understood:
i)
during the hours of daylight:
by rocking the aircraft's wings;
ii)
during the hours of darkness:
flashing on and off twice the aircraft's

landing lights or, if not so equipped,
by switching on and off twice its
navigation lights.
Lack of the above signal indicates that the ground signal is not understood
10.5
SEARCH AND RESCUE ORGANISATION

The Search & Rescue service in India is organised in accordance with the
Standards and Recommended Practices of ICAO Annex 12 by the Airports
Authority of India in collaboration with the Ministry of Defence, which has the
responsibility of making the necessary facilities available.
The Search & Rescue service is responsible for entire Indian territory
including territorial waters as well as airspace over high-seas encompassed
by Chennai, Kolkata and Mumbai FIRs.
Refer AIP (INDIA) GEN 3.6 for details of various Indian Search and Rescue
(SAR) centres, which are generally collocated with the Flight Information
Centres.
A-10-7
Effective
17-Aug-11
Symbols may be formed by any means such as: strips of fabric, parachute
material, pieces of wood, stones or such like material; marking the surface by
tramping, or staining with oil, etc.
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A-10-8
Effective
17-Aug-11
FLT.OMA
ISSUE II, Rev 04
FLIGHT CREW FOR EACH TYPE OF

OPERATION & SUCCESSION OF COMMAND
CHAPTER 11
TABLE OF CONTENTS
FLIGHT CREW FOR EACH TYPE OF OPERATION AND SUCCESSION
OF COMMAND.........................................................................................3
11.1
CREW COMPOSITION ............................................................................3
11.2
11.1.1
Pairing Of Two Foreign Pilots .....................................................3
11.1.2
Minimum Cockpit Experience .....................................................4
11.1.3
Augmented flight crew ................................................................ 4
11.1.4
Flying Two Captains ..................................................................4
11.1.5
Maximum age limit .....................................................................5
SUCCESSION IN COMMAND .................................................................5

11.2.1
Supernumeraries ........................................................................6
11.3
OPERATION ON MORE THAN ONE TYPE ............................................6
11.4
QUALIFICATION REQUIREMENT ..........................................................6
11.5
11.4.1
Flight Crew .................................................................................7
11.4.2
Cabin Attendants ...................................................................... 12
11.4.3
Training, Checking And Supervision Personnel ....................... 16
11.4.4
Other Operations Personnel ..................................................... 16
CREW HEALTH PRECAUTIONS .......................................................... 16

11.5.1
Guidance Concerning Health ................................................... 16
11.5.2
Crew Medical Examination ....................................................... 23

................................................................................................. 24
11.5.3
PRE-FLIGHT MEDICAL ........................................................... 24
Intentionally Left Blank ........................................................................ 34
A-11-1
Effective 09-Jul-14
11.
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A-11-2
Effective 09-Jul-14
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CHAPTER 11
FLIGHT CREW FOR EACH

SUCCESSION OF COMMAND
11.1
CREW COMPOSITION
TYPE
OF
OPERATION
AND
Flight Crew/Cabin Attendant

Commander
Co-Pilot
Minimum Cabin Attendant
One
One
Four
Note: The cabin attendant should be positioned so as to man the Passenger

entry/exit doors, required for emergency evacuation and be able to evacuate the
airplane in the stipulated period of 90 seconds.
Cabin attendant for ferry flights

No Cabin attendant shall be carried on a damaged ferry/substandard
flight.
For normal ferry/relief flights if no passengers are carried at least one
cabin attendant shall be on board. A qualified mechanic, engineer or
flight crew member can satisfy this requirement. If any revenue
passenger is carried the minimum stipulated Cabin attendants are
required.
11.1.1
Pairing Of Two Foreign Pilots

The Company has regulatory approval to pair two foreign pilots together
without any need to have an Indian Pilot on board. As a result it is
permissible to schedule two foreign pilots on board. All foreign TRI/TRE
(IndiGo, Airbus, Storm, Jetways etc.) can be paired without any
restriction. With regard to the pairing of two foreign line pilots the Airline
will decide on a case to case basis depending on the experience the
foreign Captain has with IndiGo and his proficiency in the English
language, ICAO RT procedures etc. Foreign Captains permitted by the
Airline will only be paired with other foreign Captains or with foreign CoPilots who have at least 100 hours operating experience with IndiGo.
Crew scheduling will pair foreign pilots using the above guidelines. The
names of foreign Pilots who can be paired together will be notified by
Flight Operations from time to time.
A-11-3
Effective 09-Jul-14
11.
11.1.2
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CHAPTER 11
Minimum Cockpit Experience
The company defines the minimum cockpit experience for the crew as under.
Crew scheduling is responsible to ensure:
The operating crew shall have minimum 500 hrs total cockpit experience on
type wherein PIC hours are considered from release on type and Co-pilot
hours are considered after endorsement on type.
International
The operating crew shall have following experience before being planned for
international flights;
11.1.3
Captain
: 500 hours as PIC
Co-Pilots
: 300 hours as total experience on type.
Augmented flight crew
As and when required augmented flight crew may be carried to meet

a)
Scheduling requirement.
b)
Training flights (refer OM-D 2.27)
11.1.4
Flying Two Captains
Due operational exigencies, it may be required to roster two Captains

(authorised to operate from either seat) for a flight or a series of flights. Both
pilots are authorised to log the flight time as Pilot-in-Command and will share
sectors as given below and fly from the left seat.
Pilot flying a sector from the Left Seat will discharge all functions related to PF
and the pilot in the right seat will discharge all functions related to PM.
However the Trainers can fly as PIC from either seat. The company
nominated Pilot- in- Command will be responsible for the safety of aircraft
operation for that sector.
On a flight the distribution of the sectors will be as follows;
Flight with 3/4 sectors: First two sectors by Senior Captain and the
rest by the other Captain.
Flight with 2 sectors: First sector by senior Captain and the second
A-11-4
Effective 09-Jul-14
Domestic
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CHAPTER 11
by the other Captain
Flight with 1 sector: By the Senior Captain
11.1.5
Maximum age limit

In accordance with Rule 28 A of Aircraft Rules, 1937, the maximum age
limit for a commercial pilot is defined as 65 years. No person, holding a
pilot's licence issued under these rules and having attained the age of
sixty-five years, shall act as Pilot-in-Command or Co-pilot of an aircraft
engaged in commercial air transport operations.
Also, no person holding a pilot's license issued under these rules and
having attained the age of sixty years , shall act as Pilot-in-Command or
Co-pilot of an aircraft engaged in commercial air transport operations
unless it is operated in a multi-crew environment and the other pilot is
less than sixty years of age.
The age of the flight crew member is tracked by flight crew scheduling
(OCC)
11.2
SUCCESSION IN COMMAND
The following shall be the immediate succession in command in the
event of incapacitation/death of the Commander until instructions are
received from Vice President/Director (Flight Operations):
i)
Co-pilot
ii)
ACM/Company Pilot
iii) Cabin attendant with pilot licence.

iv) Lead Cabin Attendant/ Cabin Attendant
Note: A pilot with a current command endorsement on type, if on board, may be
instructed to assume Command. Alternatively, the Vice President/ Director (Flight
Operations) may instruct any senior pilot on board to assume command. Any Pilot
who so assumes Command shall not handle the controls if he does not hold a
current endorsement on type.
A-11-5
Effective 09-Jul-14
Post Lay over the sectors will be treated afresh as above.

On normal line / non-training flights Vice President (Flight Operations),
Director (Flight Operations) and Chief Pilots will always be in Command
in that order. Name of the PIC for each sector will appear on the FRC.
11.2.1
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CHAPTER 11
Supernumeraries
Note: A person in addition to the flight crew that is not a cabin crew member or
passenger, but is on board a cargo or passenger aircraft during commercial or
non-commercial operations, and is not classified as a passenger.
11.3
OPERATION ON MORE THAN ONE TYPE

a)
Flight Crew Scheduling
The airline policy does not permit operation on more than one type for
flight crew. A 320 will be considered as one airplane type.
b)
Cabin attendant Scheduling
Cabin attendant will not be scheduled on more than three different

airplane types. A 320 will be considered as one airplane type.
11.4
QUALIFICATION REQUIREMENT
Licences / Qualification / Competency
Details of the required licences, rating(s), qualification/competency,
experience, training, checking and recency for operations personnel to
conduct their duties are provided in part D Training Manual.
Recurrent training and checking
The company will ensure that each crewmember undergoes recurrent
training and checking as required by DGCA.
Conversion course
A crewmember is required to complete an operator's conversion course
before commencing unsupervised flying on commercial flights when:
Changing operator flying a different airplane type,

A-11-6
Effective 09-Jul-14
Whenever supernumeraries are required for the safety of operations on

board an aircraft during commercial or non-commercial operations, they
must be aware of their safety roles, responsibilities and duties. The
Captain is to brief such persons on their duties and responsibilities
related to safety. The Supernumeraries should be prepared to assist, but
shall not interfere with qualified crew members in the performance of their
duties.
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CHAPTER 11
Assigned to another airplane type.
The amount of the training required for the conversion course can vary,
taking into account the crew member's previous training and experience.
11.4.1
Flight Crew
11.4.1.1
Licences
All flight crewmembers shall hold an applicable and valid licence
acceptable to the DGCA and shall be suitably qualified and competent to
conduct the duties assigned to them.
The holder of licence or rating shall not exercise privileges other than
those granted by that licence or rating.
A licence holder shall not exercise the privileges granted by any licence
or rating unless the holder maintains competency by meeting the relevant
requirements.
The validity of the licence is determined by the validity of the ratings
therein and the medical certificate. All Medical limitations/restrictions
imposed on the class 1 License medical are required to be complied with
while exercising privileges of the license.
Pilots are required to have, on board the aircraft, the applicable licences
as detailed below.
a)
Commanders
He / She shall hold an Airline Transport Pilot Licence (ATPL) and

Instrument Rating privileges.
Prior to commencement of Captain (Command) training, a first officer
(co-pilot) must have an Airline Transport Pilot Licence.
A-11-7
Effective 09-Jul-14
The conversion training is conducted in accordance with the training

programs approved by DGCA. These programs are available in Part D
Training Manual.
b)
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CHAPTER 11
First officers (co-pilots)
He / She Shall hold a valid Commercial Pilot Licence (CPL) or higher

category licence and Instrument Rating privileges.
Type Rating
The holder of a pilot licence shall not act in any capacity as a pilot, except
as a pilot undergoing skill testing or dual training; unless the holder has a
valid and appropriate type rating.
There is no limit to the number of ratings that may be held at one time,
but there are restrictions concerning the number of ratings that can be
exercised at any one time.
A flight crewmember completes a Type Rating / Transition course which
satisfies the applicable DGCA requirements when changing from one
type of airplane to another type for which a different type rating is
required.
A flight crewmember shall complete:
11.4.1.3
Differences training, which requires additional knowledge and training on

an appropriate training device:
o
When operating another variant of an airplane of the same type or

another type of the same class currently operated; or
When a change of equipment and /or procedures on types or

variants currently operated,
Familiarisation training , which requires the acquisition of additional

knowledge:
o
When operating another airplane of the same type or variant; or
When a change of equipment and/or procedures on types or

variants currently operated
Proficiency Checks
Each flight crew member undergoes proficiency checks as stipulated in

Company Operations Manual Part D.
A-11-8
Effective 09-Jul-14
11.4.1.2
11.4.1.4
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CHAPTER 11
Line Checks
Each flight crewmember will undergo line checks as stipulated in
Company Operations Manual Part D
Recent Requirement
a) Pilot-in-command and co-pilot

The company shall not assign a pilot-in-command or a co-pilot to
operate at the flight controls of a type or variant of a type of aeroplane
during take-off & landing unless that pilot has operated the flight
controls during at least three takeoffs & landings within the preceding
90 days on the same type of aeroplane or in a flight simulator
approved for the purpose.
b) Relief Pilot :
Qualification: Captain or co-pilot depending on the relief duty.
Recent experience:
The experience shall be same as required for Pilot-in-command or copilot depending on the relief duty.
c) Pilot Qualification To Operate In Either Seat

Pilots whose duties also require them to operate in the other seat, will
complete additional training or simulation as specified in the part D
Training Manual.
This training will include at least the following:
d)
an engine failure during take-off
a one engine inoperative approach and go-around
a one engine inoperative landing

Line Flying Under Supervision (AIC 6/2011)
Refer Company Operations Manual Part D
A-11-9
Effective 09-Jul-14
11.4.1.5
e)
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CHAPTER 11
Other Qualifications Requirements

i) All Weather Operations (AWO)/LVO
Flight crewmembers with no category II or III experience must

complete the full training programme.
The simulator part of the course must be completed on a flight
simulator approved for CAT II/III training and checking.
Flight crewmember with Category II or III experience with
another DGCA approved operator will require fresh DGCA
approval for CATII or III operations.
ii) ETOPS
:
iii) TCAS/GPWS :
The TCAS/GPWS course is an academic knowledge and is fully
integrated in the type rating course. Refer Company Operations
Manual Part D
iv) RVSM
The RVSM is an academic knowledge and is fully integrated in
the type rating course. Refer Company Operations Manual Part D
v) RNAV/RNP
All flight crew members are required to undergo RNAV/RNP
training before undertaking such operations. Refer Company
Operations Manual Part D
vi) Dangerous Goods Training
All flight crew members are required to undergo Dangerous
Goods Training as per DGCA requirements. Refer Company
Operations Manual Part D
A-11-10
Effective 09-Jul-14
Qualification for AWO is specified in Company Operations

Manual Part D.
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CHAPTER 11
vii) Security Training
viii) CRM/ HUMAN FACTORS :

The CRM course is fully integrated in the type rating and
recurrent courses. Refer Company Operations Manual Part D
ix) Airports and route competence (Including special airports)
x) Instructor/evaluator/line check airman qualification.
xi) Flight Duty Time Limitation/Fatigue Risk Management.
(Refer Chap 2)
Flight crew is prohibited to undertake any flight for which they are not
qualified/ current as above for a specific flight requirement.
11.4.1.6
Carriage of Documents Cockpit Crew

All crew members have to carry with them, the required
licences/certificates to exercise their duties (as issued/agreed by DGCA)
Each operating crew member must ensure that he has in his possession,
while on flight duty all of the following personal documents.
i)
Flying License along with FATA (Pilot on a validated license)
ii)
FRTO Licence
iii) COP RTR (A)

iv) Class I medical
v)
Log book ( optional )
vi) Copies of most recent License route check, IR check, LR check

report. (each check report must be counter signed by the pilot)
vii) Refresher & SEP training certificate
A-11-11
Effective 09-Jul-14
All flight crew members are required to undergo AVSEC

Training as per BCAS requirements. Refer Company Operations
Manual Part D
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CHAPTER 11
viii) DGR certificate

ix) Serviceable torch with luminosity capable of reaching the tail plane
Any crew found not in possession of the above can be deemed by the
flight inspector to be acting in violation of Rule 7 of Indian Aircraft Rules,
1937. All crewmembers are responsible for the renewal of their licences/
ratings/approvals.
11.4.1.7
Travel Documents for International Operations
It is mandatory for all flight crew to carry valid;
Passport/OCI/PIO cards,
Company ID Card, and
AEP
Additional to above document Expat Crew shall carry;
Work Permit
Business Visa
FRRO Register details,
FATA
If a designated crew member reports for duty without documents mentioned above
and as a consequence there is any flight delay then he will be considered Not
Available to Fly.
11.4.2
Cabin Attendants
11.4.2.1
Qualification Requirements
i)
Minimum requirements
A cabin attendant shall meet the following requirements:
be at least 18 years old
has passed an initial medical examination or assessment

and be found medically fit for the duties
A-11-12
Effective 09-Jul-14
If desired by the DGCA inspector, the log book is to be produced within

24 hours. In case any of the pilots licences have been submitted to
DGCA for endorsement, renewal etc., the crew is required to be in
possession of a receipt of documents submitted, issued by DGCA /
regional DAW.
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CHAPTER 11
ii)
remains medically fit to discharge the duties specified in the

operating Manual.
Training and checking requirements
initial training
conversion or difference training
familiarisation flights
Following training, each cabin attendant shall have passed the

prescribed checks in order to verify proficiency in carrying out
normal and emergency safety duties.
Details of the programmes are included in Safety & Emergency
Procedures Manual.
iii)
Lead cabin attendant

A Lead Cabin attendant will be nominated whenever more than
one cabin attendant are assigned to a flight.
The Lead cabin attendant has responsibility to the commander
for the conduct and co-ordination of cabin safety and emergency
procedures specified in the Operations Manual
11.4.2.2
Dangerous Goods Training

Each cabin attendant will receive training that covers at least the
following:
General philosophy
Limitations on dangerous goods in the air transport
Classification and list of dangerous goods
Package marking and labelling
Loading, restrictions on loading and segregation
Provision of information to the commander
Recognition of undeclared dangerous goods

A-11-13
Effective 09-Jul-14
Each cabin attendant must have completed appropriate training

as specified below, before undertaking assigned duties.
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CHAPTER 11
Dangerous goods in passengers' baggage
Emergency procedures
11.4.2.3
Security Training
11.4.2.4
Recurrent Training and Checking

Cabin attendant will undergo recurrent training every 12 months to
ensure continued proficiency with all equipment and application of
procedures relevant to the airplane types/variants operated.
The period of validity of the recurrent training and associated checking is
12 calendar months in addition to the remainder of the month of issue. If
issued within the final 3 calendar months of validity of a previous check,
the period of validity will extend from the date of issue until 12 calendar
months from the expiry date of that previous check.
The recurrent training and checking program includes theoretical and
practical instruction. Emphasis on special subject will change every year.
The annual recurrent training covers:
emergency procedures including pilot incapacitation
evacuation procedures including crowd control techniques
touch-drills for opening normal and emergency exits
location and handling of emergency equipment, including oxygen

systems and the donning by each cabin attendant of lifejackets,
portable oxygen and protective breathing equipment (PBE)
first aid and the content of the first aid kits
stowage of articles in the cabin
dangerous goods procedures
security procedures
incident and accident review
crew resource management

A-11-14
Effective 09-Jul-14
Each cabin attendant will undergo the security training as specified by

Bureau of Civil Aviation Security.
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CHAPTER 11
Every 24 months the recurrent training will also include:

the operation and actual opening of all normal and emergency exits
for passenger evacuation in an airplane or representative training
device
demonstration of the operation of all other exits (including flight deck

windows)
realistic and practical training in the use of all fire-fighting equipment,

including protective clothing representative of that carried in the
aircraft.
This training will include:

o
each cabin attendant extinguishing a fire characteristic of an

airplane interior fire, except that instead of halon an alternative
extinguishing agent will be used
the donning and use of protective breathing equipment by each

cabin attendant member in an enclosed simulated smoke-filled
environment
use of pyrotechnics (actual or representative devices)
demonstration of the use of the life-raft or slide-raft where fitted
11.4.2.5
Operation On More Than One Type Or Variant

No cabin attendants will fly more than 3 types of airplanes.
In this context, variants of airplane type are considered to be different
types if they are not similar in all the following aspects:
11.4.2.6
emergency exit operation
location and type of portable safety equipment, and
type specific emergency procedures

Refresher Policy In Case Of Flight Interruption
Any cabin attendant who has been absent from all flying duties for more
than 6 months shall complete refresher training as specified in the Safety
& Emergency Procedures Manual.
A-11-15
Effective 09-Jul-14
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CHAPTER 11
Normally cabin attendant must undergo refresher training that includes at

least:
11.4.4
emergency procedures including pilot incapacitation
evacuation procedures including crowd control techniques
the operation and actual opening of all normal and emergency exits
for passenger evacuation in an airplane or representative training
device
demonstration of the operation of all other exits (including flight deck

windows)
the location and handling of emergency equipment, including oxygen

systems and the donning by each cabin attendant of lifejackets,
portable oxygen and protective breathing equipment (PBE)
Training, Checking And Supervision Personnel
i)
For Flight Crew refer Company Operations Manual Part D
ii)
For Cabin attendant - refer Safety & Emergency Procedures

Manual
Other Operations Personnel

11.5
CREW HEALTH PRECAUTIONS
11.5.1
Guidance Concerning Health
11.5.1.1
International Regulations
-Intentionally Left Blank-
11.5.1.2
Quarantine Regulations
When a passenger on board shows symptoms which might indicate the
presence of a major disease, the Commander of an arriving flight must
ensure that the airport medical or health authority have been informed. It
is the responsibility of the airport medical or health authority to decide
whether isolation of the aircraft, crew and passengers is necessary. On
arrival of the aircraft, nobody shall be permitted to board the aircraft or
A-11-16
Effective 09-Jul-14
11.4.3
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CHAPTER 11
disembark or attempt to off load cargo or catering until such time as

authorized by the airport medical or health authority.
11.5.1.3
Consumption Of Intoxicating And Psychoactive Substances
a)
Alcohol
Under no circumstances may any crew member consume alcohol in
any form 12 hours prior to a flight duty or have detectable alcohol in
his blood before commencing flight duty and until the end of the flight
duty. Furthermore alcohol of any type may not be consumed while in
uniform in public places.
b)
Tobacco
Many crew members smoke and some are heavy smokers. Through
the action of nicotine, which is a vasoconstrictor, smoking is believed
to be a contributing factor to elevated blood pressure in hyper
reactive cases. There is a greater affinity between carbon monoxide
(CO) and haemoglobin than between oxygen and haemoglobin.
Therefore, cigarette smoking, particularly
on the flight deck, can cause a relative hypoxemia. It has been
proven that carbon monoxide in the blood can lower altitude
tolerance by as much as 5000 ft, and because of its affinity to
haemoglobin, it is eliminated very slowly.
Consequently, if it is not possible to persuade crew members to stop
smoking definitely, it would be desirable that they refrain from
smoking when on duty and for at least eight hours preceding the
flight.
Company Policy
Smoking on any IndiGo aircraft, including the cockpit, is prohibited.
c)
Narcotics
The consumption of narcotics is not allowed for crewmembers
unless approved by the medical department.
A-11-17
Effective 09-Jul-14
The DGCA prohibition on consumption of intoxicating and psychoactive

substances is stipulated in Rule 24 of the Aircraft Rules, 1937, refer to
11.5.3.1 below.
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CHAPTER 11
d)
Drugs;
Sleeping Tablets And Pharmaceutical Preparations
Ideally crewmember should not fly on duty whilst taking any

medication. When in doubt, pilots should contact the medical advisor
to establish whether medication being taken precludes flight duties
or not.
The following are some of the types of medication in common use
which may impair reactions. There are many others and when in
doubt a pilot should consult the medical advisor.
Hypnotic (Sleeping Tablets)

Use of hypnotic must be discouraged. They may dull the senses,
cause confusion and slow reactions.
Antihistamines
Usually antihistamines produce side effects such as sedation, fatigue
and dryness of the mouth. Quite commonly they are included in
medication for treatment of the common cold, hay fever and allergic
rashes or reactions. Some nasal sprays and drops may also contain
antihistamines. Certain antihistamines are considered safe. Check
with the medical advisor.
Tranquilliser, Antidepressants and Psychotic Drugs

All these types of drugs preclude crewmember from flight duties
because of the underlying condition for which they are being used as
well as the possible side effects resulting from them. Flight duties
should not be resumed until treatment with these types of drugs has
been discontinued and until the effects of the drugs have entirely
worn off. This can take several days in some instances.
Any person who is identified as engaging in any kind of problematic
use of psychoactive substances shall be removed from all safetycritical functions; and re-instatement to such duties will be reviewed
A-11-18
Effective 09-Jul-14
Crewmembers should not undertake flying duties while under the

influence of any drug that may adversely affect performance. Pilots
should know that many commonly used drugs have side effects
which may impair judgement and interfere with performance.
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CHAPTER 11
after cessation of the problematic use and upon determination that

continued performance is unlikely to jeopardize safety.
Antibiotics
Analgesics (Pain killers)

With a lot of analgesics and anti-inflammatory agents, there is risk of
gastric irritation or haemorrhage. Ideally doctors advice should be
sought before using them.
Steroids (Cortisone, etc.)

Use of steroids, with few exceptions, precludes flight duties.
Anti-malarial
Most anti-malarial preparations used for prevention and taken in
recommended dosage are considered safe for flight duties.
Anti-diarrhoea
As a lot of medications used in treating symptoms of gastritis and
enteritis (diarrhoea) may cause sedation, blurring of vision, etc.,
great care must be exercised in their usage by crew members. In
most cases grounding for a time may be necessary.
Appetite Suppressants
These preparations can affect the central nervous system and
should not be taken during flight duties.
Anti-hypertensives (Drugs for treating blood pressure)
Certain therapeutic agents are compatible with flying activity. They
should be prescribed only by a doctor experienced in aviation
medicine, and sufficient time must be allowed to assess suitability
and freedom from side effects before resumption of flight duties.
A-11-19
Effective 09-Jul-14
The underlying condition for which antibiotics are being taken may
prevent a pilot from flying. However, most antibiotics are compatible
with flying. Obviously, where any hypersensitivity is feared, the
suspect antibiotic must not be used. A pilot should have previous
experience of the antibiotic prescribed, or, alternatively, have a trial
of it for at least twenty four hours on the ground before using it
during flight duties.
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CHAPTER 11
Alcohol
Alcohol, combined with most of the types of medication is a most
undesirable and dangerous combination.
Immunisation
Medical advice is to be sought concerning the period to be observed
before returning to flying duties following immunisation
All crewmembers are responsible for the validity of their vaccination
certificates. All data concerning the period of validity of a vaccination
are given in the respective document. All crewmembers shall present
their vaccination certificates to the appropriate authorities when
required to do so.
11.5.1.4
Deep Diving
Flying in pressurised airplane after deep diving can result in the bends
(decompression sickness). A crewmember should not practice deep
diving to depth 10 metres or more within 48 hours before a flight
assignment. No flight assignment should be undertaken within 24 hours
of diving to a depth less than 10 meters.
11.5.1.5
Blood Donation
Following a blood donation the volume of blood lost is made up in a
matter of some hours but the cellular content can take some weeks to
return to the previous level. Crewmembers should not volunteer as blood
donors whilst actively flying.
A crewmember should not donate blood within 24 hours before a flight
assignment.
11.5.1.6
Symptoms And Treatment Of Poisoning

The character and severity of the symptoms depend on the nature and
dose of the toxin and the resistance of the patient. Onset may be sudden.
Malaise, anorexia, nausea, vomiting, abdominal cramps, intestinal
gurgling, diarrhoea and varying degree of prostration may be
experienced. Bed rest with convenient access to bathroom, commode, or
A-11-20
Effective 09-Jul-14
e)
FLT.OMA
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CHAPTER 11
bedpan is desirable. Severe cases should be hospitalised. Treatment is

mostly symptomatic and all cases should be seen by a medical doctor.
11.5.1.7
Vision Correction
Spectacles, either corrective or anti-glare, when worn by flight crew

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

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

Where correction for both near and distant vision is required, bifocal
lenses are essential and pilots should discuss with their medical
examiner the shape and size most suitable for each segment. Where
triple correction is necessary for reading, the instrument panel range
and distant vision, then specialist advice is required.
11.5.1.8
Humidity
The relative humidity of cabin air is much lower in flight than that to which
we are accustomed.
Coffee and especially black coffee, being a diuretic (kidney stimulant) can
exacerbate / aggravate the effects of reduced humidity. Symptoms
A-11-21
Effective 09-Jul-14
All flight crew members who are required by the licensing authorities to
wear corrective lenses in order to satisfy visual requirements laid down
for granting of licences, are required to carry a spare pair of spectacles
with them on all occasions whilst exercising the privileges of their
licences.
FLT.OMA
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CHAPTER 11
resulting from low humidity are dryness of the nose, mouth and throat
and general tiredness.
11.5.1.9
Diurnal Rhythm
To minimise the tiring effects of interruption due to day-night biological

cycle following should be adhered to:
when away from home adhere as much as possible to home time for
sleeping, eating and bowel function
take adequate rest before flight
eat light snacks at three or four hourly intervals to increase alertness
11.5.1.10 Meal Precautions Prior To And During Flight

Cases of acute food poisoning in the air continue to occur sporadically
and surveys of incapacitation of flight crew in flight show that of these
cases, gastro-intestinal disorders pose by far the commonest threat to
flight safety.
No other illness can put a whole crew out of action so suddenly and so
severely, thereby immediately and severely endangering a flight, as food
poisoning.
Any food, which has been kept in relatively high ambient temperatures for
several hours after preparation, should be regarded with extreme
suspicion. This applies particularly to the cream or pastry, which is
commonly part of a set airplane meal. The re-heating process usually
used in airplane for the main course of a meal rarely destroys food
poisoning organisms and the toxins they produce. These toxins are
tasteless and cause no unpleasant odours.
A-11-22
Effective 09-Jul-14
It is a well-established fact that human bodies have a diurnal cycle or

rhythm. This means that chemical, psychological and physiological
activity is high during normal waking hours, and is low during normal
sleep hours. They reach the lowest point at about 4 a.m when aircraft fly
across time zones that are either easterly or Westerly, which may
interrupt human diurnal cycle. However, there is no proof that this is
harmful to human health.
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CHAPTER 11
For any crewmember, before and during flight it is essential to avoid

eating easily perishable foods and drinks. This is most important with milk
and cream products, mayonnaise, sauces, salads, meat pies and other
meat products. Pilots at the controls should have meals of different types
and eaten at separate intervals. It is recommended that one hour elapse
between the meal times of the two operating crew members.
11.5.2
Crew Medical Examination

Flight crew medical requirements are given in Para 2.9, Chapter 2, OM D
11.5.2.1
Medical tests
Medical Boards generally require certain medical tests that pilots should
undergo before a medical renewal.
These tests include:
a)
Blood - Hb, TLC, DLC
b)
Urine - RE / ME
c)
ECG
d)
Every alternate year by crew between 30 and 40 years of age
Every year for crew above the age of 40 years
Over Weight Crew

i)
For Crew who are over-weight based on BMI 25-29.9

Blood sugar - Fasting and PP
Lipid profile once in 2 years, in addition to mandatory tests at
specified age
ii) For Crew who are over-weight based on BMI 30-34.9 or

WHR > 0.9 for men and 0.85 for women
Blood sugar- Fasting and PP
A-11-23
Effective 09-Jul-14
Since the most acute forms of food poisoning frequently come on

suddenly 1-6 hours after contaminated food is eaten, common sense
rules should be observed as far as practicable in respect of meals taken
within 6 hours of a flight.
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CHAPTER 11
Lipid profile once a year in addition to mandatory tests at

specified age
Blood sugar Fasting & PP

Lipid profile once in six months in addition to mandatory tests at specified
age
Pilots are required to have their test reports countersigned by the
company doctor, at their respective bases before proceeding for the
medical renewal examination. In case, additional tests are recommended
by the company doctor, crew are advised to undergo those tests and
carry all the test reports to the medical centre. It is advisable that all
required tests are done at least7 days prior to the date of medical.
11.5.3
PRE-FLIGHT MEDICAL
(CAR Section 5 Air Safety Series F Part III, Issue II)
This Civil Aviation Requirement lays down the procedure to be followed for the
breathalyser examination of the crew members for consumption of alcohol and
actions to be taken by the operators. It also dwells on the procedure for medical to
be followed by the authorities concerned in the event of an accident.
11.5.3.1
APPLICABILITY
It is applicable to:
a)
Indian operators engaged in scheduled air transport services for

carriage of passengers, mail or cargo.
b)
Indian Non-scheduled/private
institutes, etc.
c)
Central Government and State Government Civil Aviation Departments,

Public Sector companies under Centre and State Government.
A-11-24
category
operators/
flying
training
Effective 09-Jul-14
iii)
For Crew who are over-weight based on BMI 30-34.9 or
WHR > 0.9 for men and 0.85 for women by more than 30%
11.5.3.2
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CHAPTER 11
REGULATION
(Rule 24 of The Airplane Rules 1937)
i)
No person acting as, or carried in aircraft for the purpose of acting as

pilot, commander, navigator, engineer, cabin crew or other operating
member of the crew thereof, shall have taken or used any alcoholic drink,
sedative, narcotic or stimulant drug or preparation within twelve hours of
the commencement of the flight or take or use any such preparation in
the course of the flight, and no such person shall, while so acting or
carried, be in a state of intoxication or have detectable blood alcohol
whatsoever in his breath, urine or blood alcohol analysis or in a state in
which by reason of his having taken any alcoholic, sedative, narcotic or
stimulant drug or preparation, his capacity so to act is impaired, and no
other person while in a state of intoxication shall enter or be in aircraft or
report for duty.
ii)
No operator operating a domestic air transport service in India shall serve

any alcoholic drink on board such an air transport service and no
passenger traveling on such a service shall consume any alcoholic drink
while on board.
iii) The holders of licences / authorization / approval shall not exercise the
privileges of their licences / authorization / approval and related ratings
while under the influence of any psychoactive substance which might
render them unable to safely and properly exercise the privileges of the
licences and ratings.
iv) The holders of licences shall not engage in problematic use of
substances.
A-11-25
Effective 09-Jul-14
The aircraft rule states that:
11.5.3.3
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CHAPTER 11
DEFINITIONS
A person assigned by an operator to
duty on an aircraft during a flight duty
period.
Flight Crew Member
A licensed crew member charged

with duties essential to the operation of
an aircraft during a flight duty period.
Cabin Crew Member
A crew member other than a flight crew

member.
Maintenance Personnel
Aircraft Maintenance Engineer or any

other technically trained person
authorized to carry out taxiing of
aircraft.
Pre-flight Breathalyzer Examination
Test conducted on crew member before

departure of a flight to measures
alcohol in his/her exhaled air so as to
determine the concentration of alcohol
in the blood.
Post-flight Breathalyzer Examination
Test conducted on crew member after

arrival of a flight to measures alcohol in
his/her exhaled air so as to determine
the concentration of alcohol in the
blood.
11.5.3.4
GENERAL
The level of blood alcohol compatible with safe flying is Zero, which is also
recommended by ICAO. It is important to intensify the awareness for crew
members regarding the inherent dangers of flying after consumption of alcohol.
A-11-26
Effective 09-Jul-14
Crew Member
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CHAPTER 11
Even when the blood alcohol levels are zero in the body, there could be some
effect of hangover, which is mainly due to congeners. These congeners may take
15 to 18 hours to get dissipated and produce ill effects up to 36 hours depending
upon the amount of alcohol consumed. Even 12 hours after
a
bout of drink, when blood alcohol level indicates zero, there is decrement in
task performance. Alcohol present in body even in small quantities
jeopardizes flight safety on several counts and is likely to adversely affect an
aviator well into beyond the hangover period.
Alcohol also interferes with the enzymatic cellular process or oxidation,
causes hypoxia and reduces individual tolerance with increase in altitude. It is
known that a low alcohol blood level between 30 mg % to 50 mg % disturbs the
sensor motor, visual and cortical reaction. Consumption of alcohol results in
significant deterioration of psychomotor performance and decreases the amount of
mental capacity available to deal with many essential tasks involved in the conduct
of safe flight. Should an emergency occur in-flight, the crew member under the
influence of alcohol will not be fully capable of dealing with the situation.
11.5.3.5
REQUIREMENT: MEDICAL EXAMINATION

PERSONNEL FOR ALCOHOL CONSUMPTION
OF
AIRCRAFT
The Company /crew member /maintenance personnel shall ensure that there is
no contravention of Rule 24 of the Aircraft Rules, 1937 by conduct of
breathalyzer examination before operation of flights in India as well as outside
India.
Every flight crew and cabin crew shall be subjected to Pre / Post flight
breathalyzer examination for all scheduled flights as follows:
a)
Originating from India
- Pre-flight.
b)
Originating from destinations outside India
- post-flight on arrival in
India.
In case of diversion of flights, due to unforeseen circumstances, to an airport

A-11-27
Effective 09-Jul-14
Two ounces of whiskey raises the alcohol level to 50 mg. The amount of alcohol in
a can of beer is approx the same as in a single mixed drink. Wine, champagne,
ale and other alcoholic beverages have same effects as liquor, though the
concentration of alcohol varies from one beverage to the other.
FLT.OMA
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CHAPTER 11
where facility for pre-flight breathalyzer examination is not available, the flight
crew and cabin crew shall undergo post-flight breathalyzer examination at first
landing.
No crew member shall consume any drug/formulation or use any substance

mouthwash/tooth gel which has alcoholic content. Any crew member who is
undergoing such medication shall consult the company aero medical doctor
before undertaking flying assignment.
A representative of Air Safety Directorate/DMS (CA) of DGCA at his discretion
may order a breathalyzer examination of any of the crew members prior to or on
completion of a flight.
11.5.3.6
EQUIPMENT USAGE
At least two serviceable breathalyzer equipment, capable of giving accurate

digital value up to three decimal places with a memory to store and recall at
least last 1000 records shall be made available at all times. The breathalyzer
equipment shall be used only in auto mode attachable to a printer. At least one
serviceable printer for the breathalyzer equipment shall be available at all times.
The breathalyzer equipment shall be calibrated after 10,000 blows/six months/at
a frequency as recommended by the equipment manufacturer from an agency
having ISO certification to undertake the calibration activity. The date of the last
calibration shall be appended on the instrument. Record of such calibrations and
continued serviceability of the breathalyzer equipment shall be maintained.
Company policy
Air Crew will first sign the pre-flight book in the presence of the Doctor who in
turn shall do clinical evaluation prior to carrying out a breath Alco-test. The preflight breath test will be carried out by ALCO-SENSOR type breath analyzer
equipment at a designated pre-flight room. Preflight/ Post flight medical test is to
be done only in the Auto mode of Alco Sensor (IndiGo Flight Safety Circular 2
of 2012 also relevant).
Every IndiGo crew Base/Station is provided with two serviceable Alco Sensors,
which are required to be kept serviceable & calibrated. At no time Manual
mode of the Alco Sensor shall be used to carry out the Preflight/Post flight
medical checkup of the crew. The Manual facility is provided in the Alco Sensor
for resetting the local time and for scrolling back to monitor previous medical
A-11-28
Effective 09-Jul-14
All maintenance personnel shall be subjected to breathalyzer examination for

alcohol consumption before undertaking any taxi operation of the aircraft.
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CHAPTER 11
11.5.3.7
PROCEDURE
FOR
PRE-FLIGHT
BREATHALYZER EXAMINATION
AND
POST-FLIGHT
The company shall employ a full-time Doctor holding MBBS degree/trained

Paramedic/Emergency Medical Technician (EMT).
a)
Pre-flight breathalyzer examination shall be conducted at a designated

place.
b)
Post-flight breathalyzer examination shall be carried out preferably in

the aircraft after its arrival. The time consumed in the post-flight
breathalyzer examination shall not be counted towards duty.
c)
Before each test, the Doctor/Paramedics/EMT shall run an air blank

on the instrument and obtain a reading of 0.000. The
Doctor/Paramedics/EMT shall also carry out a control test on daily
basis and keep a record of printout to ensure serviceability of both the
breathalyzer equipment and the printer.
d)
The pre-flight and post-flight breathalyzer examination records shall be

kept separately in a bound volume with all pages serial numbered.
Breathalyzer examination record shall be maintained as per the format
given in Appendix I. Scheduled airlines may maintain breathalyzer
examination records as per the format given in Appendix II.
e)
If the breathalyzer examination result is positive, a repeat test shall be

carried out after an interval of maximum 15-20 minutes. During this
time, the subject crew may be permitted to wash his face and rinse his
mouth, if desired. Before the second test is carried out, a control test
must be taken with the same equipment to verify the serviceability and
A-11-29
Effective 09-Jul-14
records only.
Pre-flight, doctors shall be provided crew roster and any changes thereof. The
details of additional personnel such as Observers and AME travelling in the
cockpit shall also be sent to the doctor on duty at the respective stations. The
doctor on duty is to confirm that all personnel so approved have completed the
pre-flight medical test. The personnel approved to travel at the last minute shall
inform the doctor of their inclusion to travel in the cockpit and captain shall
confirm whether the individual has completed the PFMC or not.
In case, a crew member does not report for pre-flight medical until 30 min prior
to estimated time of departure of flight, doctors must immediately inform OCC for
follow up action.
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CHAPTER 11
correctness of the breathalyzer. Both the readings so obtained shall be

recorded and print out taken. The second test shall be carried out in the
presence of a witness either from flight dispatch or operations
department, who shall countersign the test report.
The make, serial number and calibration status of the breathalyzer shall
be recorded in the event the crew member/maintenance personnel is
detected positive for alcohol consumption. Under no circumstances
third test shall be conducted.
g)
If the second test is satisfactory, the crew member may be cleared for
flight. If the crew member refuses to undergo the second test, it shall be
recorded and the concerned crew member shall not operate the flight.
In such case, action against the crew member shall be taken in
accordance with Para below (action on positive test).
h)
Additional crew member travelling as a passenger on completion of

duty or for positioning to operate flight from the destination may not
undergo pre-flight breathalyzer examination. Such crew member shall
be subjected to pre-flight breathalyzer examination from where he/she
undertakes the flight.
All the breathalyzer examination positive cases shall be promptly reported but
not later than 24 hours of occurrence to the concerned Regional Air Safety
Offices of the DGCA and Director of Air Safety (HQ).
11.5.3.8
ACTION ON POSITIVE TEST
The action on positive testing will be as follows:

a)
Any crew member who tests pre-flight breathalyzer examination

positive for the first time/refuses to undergo the pre-flight breathalyzer
examination/refuses to undergo the pre-flight
breathalyzer
examination second time upon tested positive during the first
test/operates the aircraft without undergoing pre-flight breathalyzer
examination/attempt to evade the pre-flight breathalyzer examination
by leaving the airport premises shall be kept off flying duty and his/her
license approval be suspended for a period of three months.
b)
In case of a repeat violation of the provisions contained in Sub Para a)

above, the license/approval of the crew member shall be suspended for
a period of three years.
A-11-30
Effective 09-Jul-14
f)
FLT.OMA
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CHAPTER 11
In case of a second repeat violation of the provisions contained in Sub

Para a) above, the license/approval of the crew member shall be
cancelled.
d)
An Instructor/Examiner/Check Pilot/ Cabin Crew In-charge detected

positive for alcohol consumption during pre-flight breathalyzer
examination will lose such ratings/authorisation for a period of three
years in addition to the action mentioned in Sub Para a) and b) above.
e)
Maintenance personnel detected positive for alcohol consumption

during breathalyzer examination shall be off-rostered. Penal action on
such cases shall be taken as per the provisions of Para a) and b)
above.
f)
Whenever an expatriate pilot, operating in India is detected positive for

alcohol consumption during pre-flight breathalyzer examination, the
FATA shall be cancelled and the expatriate pilot shall never be
considered for issue of the FATA. In addition, the concerned license
issuing authority of the country shall be informed.
All such violations shall be endorsed on the individuals license by DGCA. It shall
be the responsibility of Chief of Flight Safety/Accountable Manager to submit the
license/ authorisation to DGCA for necessary endorsement.
11.5.3.9
POST-FLIGHT MEDICAL EXAMINATION
Following shall be applicable for the Post- Flight breathalyzer examination:

a)
Any crew member who tests positive for alcohol consumption in a postflight breathalyzer examination shall have contravened Rule 24 of the
Aircraft Rules 1937. The details such examination, licenses, ratings and
approvals shall be immediately submitted along with original licence/
authorization/ approval to the Director of Air Safety (HQ), DGCA. Action
on such cases shall be taken in accordance with the CAR on the
subject and the involved crew member shall surrender the licenses
forthwith.
b)
In addition to action indicated in Sub Para a) above, the license/

authorization/ approval of person shall be suspended for a period of
one year. In case of an expatriate pilot, the punitive action shall be in
accordance with Para 11.5.3.9, Sub Para (f).
A-11-31
Effective 09-Jul-14
c)
FLT.OMA
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CHAPTER 11
An Instructor/Examiner/Check Pilot/Cabin Crew In-charge detected

positive for alcohol consumption during post-flight breathalyzer
examination, will lose such ratings/ authorisation for a period of three
years in addition to the action mentioned in Para (a) above.
d)
In case of a repeat violation of the provisions contained in Para (a)

above or Para (a) above in combination with Para 11.5.3.9, Sub Para
(a), the license/approval of the crew member shall be cancelled.
11.5.3.10 MEDICAL EXAMINATION AFTER ACCIDENT

In the event of an accident at an airport or in its near vicinity, the Officer Incharge of the airport shall ensure that the crew members are immediately
subjected to medical check-up for consumption of alcohol. The doctor
conducting such checkup shall take samples of blood, urine, etc. required for
detailed chemical analysis. Such examination and collection of samples shall be
done at the Airport Medical Centre, wherever available.
In case where medical centers are not available at the airports or when the
condition of crew members requires immediate hospitalization, Aerodrome
Officer In- charge shall ensure that the sample of the blood, urine, etc. is taken
at the nearest hospital. These checks should be expeditiously carried out without
any loss of time.
In case where accident is at a location far away from the airport and the police
authorities are able to reach the site before the aerodrome authorities and the
crew members are alive, the procedure for collection of blood/urine samples
shall be performed by the police at the nearest hospital. Such samples shall
be properly preserved.
For the purpose of chemical analysis, the sample may be forwarded to local
forensic laboratory giving the details of tests to be conducted, names of
flight/cabin crew, etc.
11.5.3.11 PRESERVATION OF RECORDS
The Company shall maintain separate records of pre-flight and post-flight
breathalyzer examination for the flight crew, cabin crew and maintenance
personnel. All the relevant records must be preserved for a period of one year.
Monthly data of pre-fight and post-flight breathalyzer examination shall be
submitted to Director of Air Safety (HQ), DGCA by 10th of following month.
A-11-32
Effective 09-Jul-14
c)
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CHAPTER 11
11.5.3.12 AWARENESS
A-11-33
Effective 09-Jul-14
Crewmembers/maintenance personnel shall be made aware of the provisions of

the CAR during the annual refreshers and records maintained with the
acknowledgement from each crew member.
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CHAPTER 11
Intentionally Left Blank
A-11-34
Effective 09-Jul-14
FLT.OMA
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FUEL AND OIL
CHAPTER 12
TABLE OF CONTENTS
COMPUTATION OF QUANTITIES OF FUEL AND OIL TO BE CARRIED
..................................................................................................................3
12.1
AIRPLANE FUEL .....................................................................................3
12.2
FUEL AND OIL REQUIREMENTS ...........................................................3
12.3
COMPUTATION OF MINIMUM FUEL TO BE CARRIED BY AIRCRAFT4

12.3.1
Fuel and oil supply - turbo jet aircraft .........................................4
12.3.2
Minimum fuel to be carried by an airplane ..................................4
12.3.3
Destination Alternate Aerodromes ..............................................5
12.3.4
Minimum Fuel and Oil Required As Per Regulation ...................5
12.3.5
Contingency Fuel .......................................................................6
12.4
DISPATCH FUEL POLICY .......................................................................7
12.5
COST INDEX ............................................................................................7
12.6
12.5.1
Company Policy Cost Index ....................................................8
12.5.2
Cost index advisory by central flight dispatch / OCC ..................8
PERF FACTOR ........................................................................................8

12.6.1
Company Policy Perf Factor ....................................................9
12.7
EXTRA FUEL ...........................................................................................9
12.8
CREW DISCRETIONARY FUEL .............................................................. 9
12.9
DETAILS OF MINIMUM FUEL TO BE CARRIED .................................. 10

12.9.1
Flights with no alternate available ............................................ 11
12.10
FUEL TANKERING ................................................................................ 11
12.11
BLOCK FUEL......................................................................................... 12
12.12
FUEL CONSERVATION AND ECONOMY ............................................ 13
12.13
FUEL ADVISORY................................................................................... 13
A-12-1
Effective
09-Jul-14
12.
FLT.OMA
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FUEL AND OIL
CHAPTER 12
12.14
FUEL MONITORING ............................................................................. 13
12.15
POLICY AND PROCEDURES FOR INFLIGHT FUEL MANAGEMENT 14
A-12-2
Effective
09-Jul-14
FLT.OMA
ISSUE II, Rev 04
FUEL AND OIL
CHAPTER 12
12.
COMPUTATION OF QUANTITIES OF FUEL AND OIL TO BE

CARRIED
12.1
AIRPLANE FUEL
Howsoever skilful a pilot may be, there will always be a finite amount of
fuel in his aircrafts tank. It is fuel that sustains a flight. Using it well
instead of just using it, is where the pilots skill comes in. Fuel has always
been vital in the air because of the consequences of running out of it, and
it is just as precious now on the ground because of what it costs to obtain
it.
Fuel forms a major percentage of the aircrafts direct operating cost and
should be managed efficiently consistent with safety of operations and
economy. The Fuel Policy of the Company is for strict compliance.
Engineering Department will be responsible to ensure that the correct
quantity as per fuel chit given by pilot / airport services and the type of
fuel and oil is on board the airplane before any flight. The quantity of the
fuel required will be intimated to the Engineering Department by Flight
Operations and or the commander during transit halts.
It will be the responsibility of the Commander to ensure that there is
sufficient fuel and oil on board as per the company Fuel Policy.
Fuel Management for the pilot is essentially fuel conservation. That
means careful flight planning and then alertly monitoring fuel
consumption. Fuel management begins on the ground with a careful
assessment of actual quantity on board and a verification of the proper
fuel type. Adequate fuel is essential but correct fuel is vital. Conservation
begins from engine start-up, since fuel consumed can never again be
conserved. Conservation should continue all the way to shut down.
12.2
FUEL AND OIL REQUIREMENTS

As part of the flight preparation, an operational flight plan is required to
be completed for every intended flight. The plan must be prepared by a
DGCA approved Flight Dispatcher and accepted by the Pilot-inCommand. In preparing the operational flight plan, the alternate
A-12-3
Effective
09-Jul-14
It is essential for the safe operation of airplane that a continuous supply

of fuel is available during all its phases of flight.
FLT.OMA
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FUEL AND OIL
CHAPTER 12
12.3
COMPUTATION
AIRCRAFT
OF
MINIMUM
FUEL
TO
BE
CARRIED
BY
Fuel computation for each flight in accordance with the Airline Policy,
(which is with aircraft specific data provided by the manufacturer and
operating conditions for the planned operation) will be worked out by
Flight Dispatch. Block fuel required for each flight is pre-computed and is
indicated in the navigation flight plan. This pre-computed fuel shall be
cross checked by the Flight Dispatcher and the Commander for
accuracy.
12.3.1
Fuel and oil supply - turbo jet aircraft

CAR Section 8, Series O Part II stipulates the minimum fuel to be
carried by an airplane.
12.3.2
Minimum fuel to be carried by an airplane

A flight shall not be commenced unless, taking into account both the
meteorological conditions and any delays that are expected in flight, the
airplane carries sufficient fuel and oil to ensure that it can safely complete
the flight. The Flight Despatcher/PIC should also take into account
individual aircraft fuel consumption, MEL/CDL adjustments and
anticipated operational constraints (weather, de-icing, slots, etc.). In
addition, a reserve shall be carried to provide for contingencies.
A-12-4
Effective
09-Jul-14
aerodromes weather conditions, NOTAMs, fuel & oil supply should be

considered. In addition, the aircraft performance, operating limitations
requirements are also to be considered. The operating limitations require
that, following one engine becoming inoperative, the airplane must be
able to continue the flight to an aerodrome and make a landing.
Furthermore, in the case of Extended Range Operations by airplanes
with two engines, the availability of a suitable aerodrome to which the
airplane can divert following an engine failure, must also be considered.
Operational flight planning can be considered under two broad headings,
firstly, alternate aerodromes and their operational suitability, and
secondly, the required fuel and oil supply which is directly affected by the
availability of suitable alternates.
12.3.3
FLT.OMA
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FUEL AND OIL
CHAPTER 12
Destination Alternate Aerodromes

For a flight to be conducted in accordance with the instrument flight rules,
at least one destination alternate aerodrome shall be selected and
specified in the operational and ATS flight plans, unless:
The duration of the flight and the meteorological conditions prevailing
are such that there is reasonable certainty that, at the estimated time
of arrival at the aerodrome of intended landing, and for a reasonable
period before and after such time, the approach and landing may be
made under visual meteorological conditions or separate runways
are usable with at least one runway having an operational instrument
approach procedure.
or
b)
12.3.4
The aerodrome of intended landing is isolated and there is no

suitable destination alternate aerodrome.
Minimum Fuel and Oil Required As Per Regulation

The fuel and oil carried, in order to comply with 12.3.1 shall, in the case
of turbo-jet airplanes, be at least the amount sufficient to allow the
airplane:
12.3.4.1
When a destination alternate aerodrome is required
Either
a)
to fly to and execute an approach, and a missed approach, at the

aerodrome to which the flight is planned, and thereafter:
i)
to fly to the alternate aerodrome specified in the operational and

ATS flight plans; and then
ii)
to fly for 30 minutes at holding speed at 1500 ft (450 m) above

the alternate aerodrome under
standard temperature
conditions, and approach and land; and
iii) to have an additional amount of fuel sufficient to provide for the

increased consumption on the occurrence of any of the potential
contingencies specified in 12.3.5;
Or
A-12-5
Effective
09-Jul-14
a)
b)
FLT.OMA
ISSUE II, Rev 04
FUEL AND OIL
CHAPTER 12
to fly to the alternate aerodrome via any predetermined point and

thereafter for 30 minutes at 450 m (1500 ft) above the alternate
aerodrome, due provision having been made for an additional
amount of fuel sufficient to provide for the increased consumption on
the occurrence of any of the potential contingencies specified in
12.3.5; provided that fuel shall not be less than the amount of fuel
required to fly to the aerodrome to which the flight is planned and
thereafter for two hours at normal cruise consumption.
When a destination alternate aerodrome is not required:

In terms of 12.3.3 a)
The duration of the flight and the meteorological conditions prevailing are
such that there is reasonable certainty that, at the estimated time of
arrival at the aerodrome of intended landing, and for a reasonable period
before and after such time, the approach and landing may be made
under visual meteorological conditions], to fly to the aerodrome to which
the flight is planned and additionally:
a)
to fly 30 minutes at holding speed at 1500 ft (450 m) above the

aerodrome to which the flight is planned under standard temperature
conditions; and
b) to have an additional amount of fuel, sufficient to provide for the

increased consumption on the occurrence of any of the potential
contingencies specified in 12.3.5 and
In terms of 12.3.3 b)
The aerodrome of intended landing is isolated and there is no suitable
destination alternate aerodrome, to fly to the aerodrome to which the
flight is planned and thereafter for a period of two hours at normal cruise
consumption.
12.3.5
Contingency Fuel
In computing the fuel and oil required in 12.3.2 at least the following shall
be considered:
a)
meteorological conditions forecast;
b)
expected air traffic control routings and traffic delays;
c)
for IFR flight, one instrument approach at the destination aerodrome,

A-12-6
Effective
09-Jul-14
12.3.4.2
FLT.OMA
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FUEL AND OIL
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including a missed approach;

the procedures prescribed in the FCOM for loss of pressurization,
where applicable, or failure of one engine while en-route; and
e)
any other conditions that may delay the landing of the airplane or
increase fuel and/or oil consumption.
Note. - Nothing in Para 12.3.4 precludes amendment of a flight plan in flight in

order to re-plan the flight to another aerodrome, provided that the requirements of
Para 12.3.4 can be complied with from the point where the flight has been replanned.
12.4
DISPATCH FUEL POLICY

It will be the policy of the company to carry fuel over and above the
minimum regulatory requirement to provide for a level of protection for
the unforeseen. All company aircraft will normally be dispatched under
the destination alternate required condition. However, there may
be
instances ( e.g. Port Blair) when a suitable destination alternate is not
available then the requirement laid down in 12.3.4.2,b) must be
considered keeping in view the forecast meteorological conditions
enroute and at destination at the expected time of arrival and for a period
of Two hours thereafter will assure a safe landing. Although a suitable
aerodrome may not be available, an adequate aerodrome must be
identified within One hour from the destination to cater for any
emergency.
12.5
COST INDEX
As the cost of fuel is continuously changing, it is imperative that we
operate our aircraft economically, efficiently while being safe at all times.
In this regard flight crew have the prime responsibility of controlling the
operating cost. There is no guess work required since the Flight
Management System is able to compute the most economic flight profiles
to be flown, depending on the COST INDEX inserted in the FMS.
Cost Index is a function of aircraft weight, trip distance, flight level, hourly
operating costs, fuel costs etc. In order to achieve the most economical
operation each flight will have a unique dynamic Cost Index instead of an
average, rule-of thumb based Cost Index.
The flight planning software used by the airline computes optimum cost
A-12-7
Effective
09-Jul-14
d)
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index for each flight. The Cost Index for each flight is printed on the first
page of each flight plan.
In case of a diversion, alternate sector will be flown at system default
Cost Index 0.
Company Policy Cost Index
The Cost index indicated on the flight plan will only be used for the flight.
Crew will enter the Cost Index in the FMS as indicated on the flight plan.
Pilots are authorised to comply with ATC instructions to fly a particular
Mach/speed to manage traffic flow & maintain separation; or to fly the
recommended Turbulence Speeds when required.
250 Kts IAS shall be maintained below FL100; unless a higher flight level
for reduction to 250 Kts IAS is notified by ATC. Cost Index Computed
Econ climb, cruise and descent speeds will be maintained above FL100.
For flights cruising above FL300, the performance descent page will be
modified to M.76/300Kts so as to avoid MMO/VMO exceedence.
ATC mandated speeds are to be maintained in terminal areas.
12.5.2
Cost index advisory by central flight dispatch / OCC

In order to reduce holding due to congestion or to avoid airport curfews
etc Central Flight Dispatch / OCC may advise a different speed so as to
achieve a specific ETA. Crew must comply with such requests subject to
ATCs approval.
12.6
PERF FACTOR
With ageing, all aircraft demonstrate deterioration in Specific Range, due
to an increase in the airplane drag and the deterioration of the engine
performance. A variance analysis of the engine parameters under
prevailing stable cruise conditions vis-a-vis the manufacturer defined
values of these parameters is considered to be a good indicator of the
extent of deterioration. The result of this analysis is an adjustment factor
that needs to be applied to all fuel burn calculations for a specific aircraft
and is called PERF FACTOR
Flight Planning software also make use of PERF FACTOR to compute
the fuel burn and fuel requirements for the flight plan. PERF FACTOR is
also required to be entered into the FMS to enable it to make correct fuel
A-12-8
Effective
09-Jul-14
12.5.1
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FUEL AND OIL
CHAPTER 12
calculations and predictions.

12.6.1
Company Policy Perf Factor
Prior to a flight, the value of PERF FACTOR entered in the FMS needs to
be verified with the value given on the flight plan and, if required,
modified accordingly.
12.7
EXTRA FUEL
Ideally, and as per regulations, barring any significant unforeseen
situations but including minor deviations or contingencies, a flight should
not land at destination with fuel below Min Destination FOB; Alternate +
Final Fuel.
Fuel policy at Indigo aims to provide sufficient EXTRA FUEL to cater for
anticipated delays beyond minor contingencies. The amount of EXTRA
FUEL for each flight is arrived at after extensive analysis to include all
probable delay factors (such as extended taxi times, airport capacity
constraints, holding over destination due congestion and/or weather,
standard instrument departure and arrival procedures, and other realtime factors prevailing for a particular flight).
Extra fuel may be different for various flights operating on same city-pair
considering the time of the day at which the flight is being operated. The
company recommended Extra Fuel is updated regularly and is an
important controlling parameter in the flight planning software.
12.8
CREW DISCRETIONARY FUEL

The Commander is permitted to uplift fuel over and above the block fuel
shown on the flight plan. The loading of Discretionary Fuel is authorized,
if such fuel is required for the safe conduct of the flight and will not cause
operating limits to be exceeded. The PIC and the Flight Dispatcher shall
ensure operating limitations are not exceeded and sufficient fuel is on
A-12-9
Effective
09-Jul-14
Each aircraft in the fleet may have a different level of performance

deterioration and hence same PERF FACTOR may not be applicable to
each aircraft. The PERF FACTOR is computed by Flight Operations
every month and is notified to all crew through a Company NOTAM. It is
also mentioned on the top portion on the first page of computerised flight
plan.
FLT.OMA
ISSUE II, Rev 04
FUEL AND OIL
CHAPTER 12
12.9
DETAILS OF MINIMUM FUEL TO BE CARRIED

Minimum Fuel:
a) Taxi Fuel - An average minimum taxi time for each flight.
b)
Trip Fuel - Includes fuel for take-off, climb & cruise at cost index,
descent to 1500 ft above destination and fuel for Standard
Instrument Approach & Landing at Destination.
c)
Route Reserve (RTE RSV) /Contingency fuel - 5% of the trip fuel or

200 Kg minimum.
d)
Alternate Fuel - Includes Missed Approach, climb to the expected

cruising altitude to fly the expected route from destination to
alternate and fuel for Standard Instrument Approach and Landing at
alternate.
e)
Final Fuel - 30 minutes holding over alternate at 1500 ft.
Extra Fuel:
Extra Fuel - to cater for longest Departure Procedure (DP) / Standard
Terminal Arrival Route (STAR) and average holding / additional taxi /
ATC delay time for each flight. Flights with no alternate available
Note:
1)
Where two destination alternate aerodromes are considered,

alternate fuel planning shall be for the farthest.
2)
An additional amount of fuel, sufficient to provide for the

increased consumption on the occurrence of any potential
contingencies which may occur at critical point provided this
A-12-10
Effective
09-Jul-14
board to complete the planned flight safely. The PIC should have
sufficient reasons to justify this additional uplift. Crew is expected to
mention adequate reasons on the fuel chit for the additional fuel uplift.
Similarly, it is not recommended to reduce the amount of extra fuel
provided in the flight plan as it can decrease the holding capability over
destination and increase the chances of diversion. The Captain has the
final authority for fuel uplift.
FLT.OMA
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FUEL AND OIL
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amount of fuel is not less than the fuel required to fly to the
aerodrome to which the flight is originally planned.
3)
Flights with no alternate available
Minimum Fuel:
a)
Taxi Fuel - an average minimum taxi time for each flight
b)
Trip Fuel - to include the fuel for take-off, climb & cruise at cost index,
descent to 1500 ft above destination and fuel for Standard Instrument
Approach & Landing at Destination.
c)
Route Reserve (RTE RSV) /Contingency fuel - 5% of the trip fuel or 200
Kg minimum.
d)
Fuel for missed approach at Destination
e)
Fuel for 2 hours at Normal Cruise Consumption
Extra Fuel:
Extra Fuel - to cater for longest Departure Procedure (DP) / Standard Terminal
Arrival Route (STAR) and average holding / additional taxi / ATC delay time for
each flight.
12.10
FUEL TANKERING
Depending on operational requirements (no fuel at destination and / or the fuel

cost differential), the company will stipulate the amount of fuel that can be
tankered on a specific sector based on MTOW, Landing weight limitations or the
fuel requirement for the subsequent sector.
The amount of fuel that can be tankered as per Planned ZFW is reflected on the
Flight Release and also on the CFP. Flight release also gives the maximum
amount of fuel that can be tankered, in case the actual ZFW is below the planned
ZFW. The actual amount of fuel tankered will depend on the under load available.
Any uplift above the maximum recommended by flight dispatch will result in an
additional fuel burn without any operational advantage. The Commander does not
have the authority to uplift more fuel than maximum stipulated under any
conditions.
A-12-11
Effective
09-Jul-14
12.9.1
The Minimum Sector Fuel required to be carried on board for all

flights will be Minimum Fuel + Extra Fuel.
FLT.OMA
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FUEL AND OIL
CHAPTER 12
Note:
Commercial payload is not to be off loaded to accommodate tankered
fuel.
2)
In order to ensure that a normal flight does not touch down above the
Max landing weight, the take-off weight should not exceed Max landing
weight + CFP Trip fuel.
12.11
BLOCK FUEL
Block Fuel (Total fuel rounded off to next hundred) will be the amount of fuel at
chocks off. Normally it will be Minimum Fuel + Extra fuel, however for a Tankering
sector it shall be Minimum Fuel + Extra Fuel + Tankering fuel.
Example:
Minimum Fuel: 8700 kg. Extra Fuel: 700 kg. Tankering Fuel: 1800 kg.
The Block Fuel will be:
Normal Sector: 8700 + 700 = 9400 kg.
Tankering Sector: 8700 + 700 + 1800 = 11200 kg
a)
Trip Fuel as per CFP

This will include the fuel required for take-off, climb & cruise at
selected cost index, descent from cruising level to 1500 ft above
destination airport.
b)
c)
d)
e)
Fuel for Standard Instrument Approach and Landing at Destination

Fuel for Overshoot at Destination
Fuel for 2 hours at Normal Cruise Consumption
Contingency fuel will be 5% of the trip fuel or 200KGs minimum. It
is shown as Route Reserve (RTE RSV) on CFP to conform to
FMGS FUEL PRED page.
Taxi out Fuel based on average minimum taxi time for each flight
EXTRA Fuel to cater for longest Departure Procedure
(DP)/Standard Terminal Arrival Route (STAR) and average
holding/taxi/ATC delay time for each flight.
f)
g)
A-12-12
Effective
09-Jul-14
1)
12.12
FLT.OMA
ISSUE II, Rev 04
FUEL AND OIL
CHAPTER 12
FUEL CONSERVATION AND ECONOMY

With a view to economising on fuel consumption, the following fuel
conservation measures may be adopted:
d)
e)
12.13
Optimum take-off, climb, cruise and descent schedules;

Planning of the flight at optimum altitude;
Avoid up lift of extra fuel except when circumstances warrant, which
has to be carefully analysed. Use of GPU wherever available.
Cruise Mach number and Cost Index should be strictly adhered to;
Accurate descent planning to ensure a descent at economic descent
speed schedule / as laid down by the company from time to time.
FUEL ADVISORY
The fuel advisories are based on the following assumptions
a)
b)
Station wise fuel quota/price and actual uplift is being monitored

continuously by the company.
Uplift is to be limited to essential Flight requirement.
The quantum of additional fuel should be such that the landing fuel at
destination is not more than the minimum fuel required for the next
sector.
12.14
FUEL MONITORING
Fuel forms a major percentage of the aircrafts direct operating cost.
Fuel consumption should be managed efficiently, consistent with safety
of operations and economy. Flight crew has the prime responsibility of
controlling the operating cost.
Company Fuel Policy is laid down in Chapter 12 of this Manual. This
meets the regulatory requirement vide CAR Section 8, Series O Part II.
Cost Index: Objective of the company fuel policy is to optimise fuel
consumption. As fuel cost constitutes over 50%of operational cost, it is
imperative that we operate our aircraft economically and efficiently,
while being safe at all times. Pilots are provided with a dynamic cost
index for every sector.
Performance Bias Factor This data, for each aircraft, is released every
month and is also updated on the OFP. Crew should match the updated
Performance Bias factor mentioned in the OFP with Performance
Bias factor in the FMS and correct this figure, if required.
A-12-13
Effective
09-Jul-14
a)
b)
c)
FLT.OMA
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FUEL AND OIL
CHAPTER 12
Tankering Fuel Depending on the fuel cost differential and other factors, the
company will designate the amount of fuel that can be tankered on a particular
sector. This is based on Landing Weight limitations or the fuel requirement for the
subsequent sector. Remember that there is a cost involved while tankering fuel.
Monitoring Fuel consumption for every sector is recorded. This is then compared
against the planned figure. The consumption pattern is reviewed, every ten days,
to check for any variations or alarming trend, which may need immediate action.
Based on the above, a trend is drawn for extra fuel requirements for every station.
This would cover arrival/departure delays for different times of the day due
traffic pattern and seasonal delay patterns due to fog, weather, etc which give rise
to IRROPS.
For every station, Actual Taxi fuel consumption is monitored

against the planned taxi fuel. An additional amount is added, as
required.
Companys flight plans calculates fuel based from take off to 1500ft. An extra fuel
is added to cater for IAP/SID/STARS
12.15
POLICY AND PROCEDURES FOR INFLIGHT FUEL MANAGEMENT
During the flight, flight crews must monitor flight time and fuel burn for the
purposes of identifying trends and for comparison to the OFP. The pilot will cross
check the fuel remaining and fuel consumed at each check point so as to monitor
fuel consumption and be alerted to any fuel leakage.
The flight crew is to record on the OFP the fuel quantity and time at a regular
interval and / or over waypoints. If the crew finds any discrepancies the fuel and
time data may be reported/ recorded through FMS, ACARS or other automated
methods.
Regulation mandates that Pilot-In-Command should continually ensure that the
amount of usable fuel remaining on board is not less than the fuel required to
proceed to an aerodrome where a safe landing can be made with the planned final
reserve fuel remaining upon Landing. Therefore a diversion should be initiated at a
A-12-14
Effective
09-Jul-14
Fuel conservation and economy with a view to economise on fuel consumption, all
possible fuel conservation measures as specified in chapter 12.12 may be
adopted.
FLT.OMA
ISSUE II, Rev 04
FUEL AND OIL
CHAPTER 12
time such that minimum of 30 minutes holding fuel at 1500 ft. (450 m) is available
at the alternate.
Each situation mentioned in one of below steps is different and may be resolved at
any stage in the process.
1)
PIC shall request delay information from ATC when unanticipated

circumstances may result in landing at the destination aerodrome with less
than the final reserve fuel plus any fuel required to proceed to an alternate
aerodrome.
2)
PIC shall advise ATC of a minimum fuel state by declaring MINIMUM FUEL
when, having committed to land at a specific aerodrome, the pilot
calculates that any change to the existing clearance to that aerodrome may
result in landing with less than the planned final reserve fuel.
Note The declaration of MINIMUM FUEL informs ATC that all planned aerodrome
options have been reduced to a specific aerodrome of intended landing and any
change to the existing clearance may result in landing with less than the planned
final reserve fuel. This is not an emergency situation but an indication that an
emergency situation is possible should any additional delay occur.
3)
PIC shall declare a situation of fuel emergency by broadcasting MAYDAY

MAYDAY MAYDAY FUEL, when the calculated usable fuel predicted to be
available upon landing at the nearest aerodrome where a safe landing can
be made, is less than the planned final reserve fuel.
It is also recommended that while declaring Minimum Fuel pilot should
report endurance in minutes. This is primarily to enable ATC to conduct
efficient sequencing.
Procedures for fuel management are laid down in the normal and
supplementary procedures in the FCOM PER-FPL-GEN-MFR.
A-12-15
Effective
09-Jul-14
Consequent to adoption of Amendment 36 to ICAO Annex 6 Part I, a three step

process has been introduced whereby the Flight crew notifies ATC of the
progression of their Fuel State when it has been determined by the crew that they
are nearing a critical Fuel situation.
FLT.OMA
ISSUE II, Rev 04
FUEL AND OIL
CHAPTER 12
A-12-16
Effective
09-Jul-14
FLT.OMA
ISSUE II, Rev 01
OXYGEN REQUIREMENTS
CHAPTER 13
TABLE OF CONTENTS
CONDITIONS UNDER WHICH OXYGEN SHALL BE USED AND THE
AMOUNT OF OXYGEN DETERMINED ...................................................3
13.1
CONDITIONS FOR OXYGEN REQUIREMENTS.....................................3
13.2
OXYGEN REQUIREMENTS CREW AND PASSENGERS ...................4
13.3
13.2.1
Equipment requirement and usage ............................................4
13.2.2
First aid Oxygen .........................................................................5
13.2.3
Crew protective breathing equipment .........................................6
13.2.4
Precautions for use of portable oxygen cylinder .........................6
13.2.5
Deactivation/Removal of the Oxygen Generators in the

Lavatories ...................................................................................7
TIME OF USEFUL CONSCIOUSNESS (TUC) .........................................9
A-13-1
Effective 04-Dec-12
13.
FLT.OMA
ISSUE II, Rev 01
OXYGEN REQUIREMENTS
CHAPTER 13
A-13-2
Effective 04-Dec-12
FLT.OMA
ISSUE II, Rev 01
OXYGEN REQUIREMENTS
CHAPTER 13
13.
CONDITIONS UNDER WHICH OXYGEN SHALL BE USED AND THE

AMOUNT OF OXYGEN DETERMINED
13.1
CONDITIONS FOR OXYGEN REQUIREMENTS
Before take off the Commander will ensure that the Oxygen system on board
the airplane is serviceable and that sufficient oxygen is on board for the flight
as outlined in the FCOM. All Flight Crew/Supernumerary Crew shall check
their respective Oxygen masks and ensure that their Oxygen System is
functioning normally.
A briefing on the location and use of the Passenger Emergency Oxygen
System shall be carried out by the Cabin Attendants before take-off, in
exceptional cases or when taxi time is short the demonstration may be carried
out after take off but before the airplane reaches 10000 ft. For flights planned
below 10,000 ft the oxygen demonstration need not be carried out.
In the event of a Cabin decompression when flying at a higher altitude the
airplane will be immediately descended to maintain a Cabin Altitude not
above 10,000 ft unless a higher cabin altitude is stipulated in FCOM or it is
required to fly a higher altitude for safety reasons or maintain the minimum
safe altitude charted for the route. In this case the time spent at these
altitudes of above 10000 ft must meet the passenger oxygen stipulated below.
Approximate altitude in the standard atmosphere corresponding to the value
of absolute pressure used in the text is as follows:
Absolute Pressure
Meters
700 hPa
3000
620 hPa
4000
13000
376hpa
7600
25000
A-13-3
Feet
10000
Effective 04-Dec-12
All flight crew members, when engaged in performing duties essential for the
safe operation of an airplane in flight, shall use breathing oxygen continuously
whenever the circumstances prevail for which its supply has been required.
FLT.OMA
ISSUE II, Rev 01
OXYGEN REQUIREMENTS
CHAPTER 13
OXYGEN REQUIREMENTS CREW AND PASSENGERS
13.2
all crew members and 10% passengers for any period in excess of 30
minutes that the pressure in the compartment occupied by them will be
between 700 hPa and 620 hPa; and
the crew and passengers for any period that the atmospheric pressure in
compartments occupied by them will be less than 620 hPa.
A flight to be operated with a pressurised aeroplane shall not be commenced

unless sufficient quantity of stored breathing oxygen is carried to supply all
the crew members and passengers as is appropriate to the circumstances of
the flight being undertaken, in the event of loss of pressurisation, for any
period that the atmospheric pressure in any compartment occupied by them
would be less than 700 hPa.
In addition, when an aeroplane is operated at flight altitudes at which the
atmospheric pressure is less than 376 hPa, or if operated at flight altitudes
where the atmospheric pressure is more than 376 hPa and cannot descend
safely within four minutes to a flight altitude at which the atmospheric
pressure is equal to 620 hPa, there shall be no less than a 10-minute supply
for the occupants of the passenger compartment.
The minimum quantity of oxygen required for passengers and crew are laid
down in FCOM PRO/LIM/OEB/FCBUL (LIM-35)
13.2.1
Equipment requirement and usage
An aeroplane intended to be operated at altitudes at which the atmospheric

pressure is less than 700 hPa shall be provided with oxygen storage and
dispensing apparatus capable of storing and dispensing the oxygen supplies
required in Para above.
A-13-4
Effective 04-Dec-12
A flight to be operated at flight altitude where the atmospheric pressure in

personnel compartments will be less than 700hPa, shall not be commenced
unless sufficient stored breathing oxygen is carried to supply:
FLT.OMA
ISSUE II, Rev 01
OXYGEN REQUIREMENTS
CHAPTER 13
Pressurised aeroplanes which are intended to be operated at flight altitude at

which the atmospheric pressure would be less than 376 hPa., shall be
equipped with the device to provide positive warning to the pilot of any
dangerous loss of pressurisation.
An aeroplane intended to be operated at flight altitudes at which the
atmospheric pressure is less than 376 hPa, or which if operated at flight
altitudes at which the atmospheric pressure is more than 376 hPa, cannot
descend safely within four minutes to a flight altitude at which the atmospheric
pressure is equal to 620 hPa shall be provided with automatically deployable
oxygen equipment to satisfy the requirement. The total number of oxygen
dispensing units shall exceed the number of passenger and cabin attendant
seats by at least 10 per cent.
Use of oxygen masks by flight crew
All flight crew members, when engaged in performing duties essential to the
safe operation of an aeroplane in flight shall use breathing oxygen
continuously whenever the circumstances prevail for which its supply has
been required and provided. All aircraft are equipped with quick donning
oxygen masks for each flight crew member in the cockpit. All flight
crew/supernumerary crew shall check their respective oxygen masks and
ensure that the oxygen system is functioning normally.
The equipment description for oxygen supply required for passengers and
crew are laid down in FCOM GEN/DSC (Chapter 35)
13.2.2
First aid Oxygen
The quantity of oxygen required as first aid must be enough to provide 2% of

passengers and no less than 2 passengers with undiluted oxygen at a flow
A-13-5
Effective 04-Dec-12
An aeroplane intended to be operated at flight altitudes at which the

atmospheric pressure is less than 700 hPa but which is provided with means
of maintaining pressures greater than 700 hPa in personnel compartments
shall be provided with oxygen storage and dispensing apparatus capable of
storing and dispensing the oxygen supplies required in Para 13.2.
FLT.OMA
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OXYGEN REQUIREMENTS
CHAPTER 13
rate of at least 3 litres per minute (Standard Temperature, Pressure/ & Dry)
for the part of the flight above 8,000 ft following a depressurisation.
This quantity of oxygen must be added to the required oxygen quantity for the
case of emergency descent.
Means may be provided to decrease the flow to not less than 2 litres per
minute (STPD) at any altitude.
13.2.3
Crew protective breathing equipment
An easily accessible quick donning type of breathing equipment for immediate

use is required for each cockpit crewmember. This equipment fitted on the
company aircraft allow the flight crew to communicate using the aircraft radio
equipment as well as to communicate by interphone with each other while at
their assigned duty stations A portable protective breathing equipment is
available in the cockpit at each cabin attendant station and in galleys.
This equipment must protect the eyes, nose and mouth of each crewmember
while on duty and to provide oxygen for a period of not less than 15 minutes.
The oxygen required for breathing protection can be included in oxygen
required for sustenance, for depressurisation and in first aid oxygen.
13.2.4
Precautions for use of portable oxygen cylinder
When turning oxygen ON, point cylinder away from body or

person and hold at lower end.
Turn oxygen ON before entering passenger cabin.
In case of fire at the control head do not turn oxygen off, turn head
away from inflammable material, put cylinder into an empty sink or
container not containing grease or water.
A-13-6
Effective 04-Dec-12
The first-aid oxygen equipment shall be capable of generating a mass flow to

each user of at least 4 litres per minute (STPD).
13.2.5
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OXYGEN REQUIREMENTS
CHAPTER 13
Deactivation/Removal
Lavatories
of
the
Oxygen
Generators
in
the
In compliance with the same, IndiGo has removed the oxygen chemical
generators from all the three lavatories in our aircraft.
With immediate effect there shall be no provision of oxygen in the lavatories
and hence the following will be the procedure to be followed in the event of a
decompression.
A-13-7
Effective 04-Dec-12
The DGCA has adopted an advisory issued by the FAA which requires the
oxygen chemical generator in the lavatories rendered non-operational either
by removal or by expending the chemical inside. This was initiated to mitigate
a safety hazard posed by the current oxygen generator.
Decompression
Stage
On reaching Safe
Altitude (10,000 ft)
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ISSUE II, Rev 01
OXYGEN REQUIREMENTS
CHAPTER 13
Cockpit Crew Action
Cabin Crew Action
The Captain announces

EMERGENCY
DESCENT, DO NOT
STAY
IN
LAVATORIES
- Grab the nearest Oxygen mask.

- Sit down immediately (if no seat is available
then grasp and hold on to any fixed object).
- Secure self, breathe and shout commands.
- Any crew with access to the P.A
RETURN TO YOUR SEAT, DO NOT STAY
IN LAVATORIES
- Remain seated until safe altitude is reached.
Switches ON the seat

belt sign which includes
the Return to Seat
sign in the lavatory
PA
SAFE TO REMOVE
OXYGEN MASKS
AFTER
CABIN
INSPECTION LEAD TO
COCKPIT PLEASE
In case of a Slow
Decompression or
when requested by
the cockpit crew
Advise cabin crew of

the situation and advise
them if they have time
to check the occupancy
of lavatories and ask
their occupants to
return to their seat
immediately.
On reaching Safe
Altitude (10,000 ft)
Announce on the P.A

SAFE TO REMOVE
OXYGEN MASKS
AFTER CABIN
INSPECTION LEAD
TO COCKPIT
PLEASE
- Check the condition of lavatory

occupants, if any, and give oxygen and
first aid as necessary.
- Get up from their seats to do a walk around
in the cabin.
- Carry MRT and portable oxygen bottle.
- The cabin attendants can give oxygen from
the PSU in the cabin to the passengers who
require it for first-aid purposes.
- The lead should report the cabin conditions
to the cockpit crew.
The fasten seat belt sign will come on in the
cabin.
All cabin attendants should secure the aircraft
cabin in their respective zones, check the
occupancy of the lavatories and ask their
occupants to return to their seat
immediately, and occupy their jump seats.
Remain seated till the time the aircraft has
reached a safe altitude.
- Get up from their seats to do a walk around
in the cabin.
- Carry MRT and portable oxygen bottle.
- Check the condition of lavatory
occupants, if any, and give oxygen and first
aid as necessary.
- The cabin attendants can give oxygen from
the PSU in the cabin to the passengers who
require it for first-aid purposes.
- The lead should report the cabin conditions
to the cockpit crew.
A-13-8
Effective 04-Dec-12
At the onset of a
RAPID
Decompression
13.3
FLT.OMA
ISSUE II, Rev 01
OXYGEN REQUIREMENTS
CHAPTER 13
TIME OF USEFUL CONSCIOUSNESS (TUC)
Altitude (FT.)
Approximate TUC
22 000
5 minutes
25 000
2 minutes
28 000
1 minute
30 000
35 seconds
35 000
20 seconds
40 000
12 seconds
A-13-9
Effective 04-Dec-12
The Time of Useful Consciousness is the time in which, from the occurrence
of the oxygen deficiency, essential safely related tasks can still be performed
effectively. The TUC reduces dramatically with increase in flight altitude. The
average TUC is:
FLT.OMA
ISSUE II, Rev 01
OXYGEN REQUIREMENTS
CHAPTER 13
A-13-10
Effective 04-Dec-12
FLT.OMA
ISSUE II, Rev 04
MASS AND BALANCE CONTROL
CHAPTER 14
TABLE OF CONTENTS
INSTRUCTION FOR MASS AND BALANCE CONTROL .......................3
A)
MASS AND CENTRE OF GRAVITY ........................................................3

14.1.1
14.2
General Principles Of Mass And Centre Of Gravity ....................3
COMPANY POLICY .................................................................................7

14.2.1
Manual Trim Sheet .....................................................................7
14.2.2
Electronic (Automated) Trim Sheet ............................................7
14.2.3
ACARS Trim Sheet ....................................................................8
14.3
CENTRAL LOAD CONTROL ...................................................................8
14.4
RTOW & FUEL NOTIFICATION BY CAPTAIN........................................8
14.5
FUEL CHIT ............................................................................................... 9
A-14-1
Effective
09-Jul-14
14.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 14
A-14-2
Effective
09-Jul-14
14.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 14
INSTRUCTION FOR MASS AND BALANCE CONTROL

A) MASS AND CENTRE OF GRAVITY
14.1.1
General Principles Of Mass And Centre Of Gravity
14.1.1.1
Definitions
Manufacturers Empty Weight (MEW): The weight of the structure, power

plant, furnishings, systems and other items of equipment that are considered
an integral part of the aircraft. It is essentially a dry weight, including only
those fluids contained in closed systems (e.g. hydraulic fluid).
Operating Empty Weight (OEW): The manufacturers weight empty plus the
operators items, i.e. the flight and cabin attendant and their baggage,
unusable fuel, engine oil, emergency equipment, toilet chemicals and fluids,
galley structure, catering equipment, seats, documents, etc
Dry Operating Weight (DOW): The total weight of an airplane ready for a
specific type of operation excluding all usable fuel and traffic load. Operational
Empty Weight plus items specific to the type of flight, i.e. catering,
newspapers, pantry equipment, extra crew etc
Zero Fuel Weight (ZFW): The weight obtained by addition of the total traffic
load and the dry operating weight.
Landing Weight (LW): The weight at landing at the destination airport. It is
equal to the Zero Fuel Weight plus the fuel reserves.
Takeoff Weight (TOW): The weight at takeoff at the departure airport. It is
equal to the landing weight at destination plus the trip fuel (fuel needed for the
trip), or to the zero fuel weight plus the takeoff fuel (fuel needed at the brake
release point including reserves).
A-14-3
Effective
09-Jul-14
In accordance with ICAO Annex 5 and the International System of Units (SI),
the actual and limiting masses of airplanes, the payload and its constituent
elements, the fuel load etc, are expressed in units of mass (kg). However, in
most approved flight manuals and other operational documentation, these
quantities are published as weights in accordance with the common
language. In the SI system, a weight is a force rather than a mass. Since the
use of term weight does not cause any problem in the day to day handling of
airplanes, its continued use in operational applications and publications is
acceptable.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 14
Take-off fuel: The weight of the fuel on board at take-off.

Trip fuel: The weight of the fuel necessary to cover the normal leg without
reserves.
TOW
DOW + Traffic load + Reserve fuel* + trip fuel
LW
DOW + Traffic load + Reserve fuel*
ZFW
DOW + Traffic load
*Reserve fuel = Contingency + alternate + final reserve + additional fuel

AIRPLANE WEIGHTS
Taxi Fuel
Taxi Weight
Trip Fuel
Take Off Weight (TOW)
Reserve Fuel
Landing Weight (LW)
Traffic Load
Zero Fuel Weight (ZFW)
Catering, Potable Water
Dry Operating Weight (DOW)
Cabin Equipment, Crew
Operating Empty Weight (OEW)
Propulsion
System
Manufacturers Empty Weight (MEW)
Structure
14.1.1.2
Methods procedures and responsibilities for preparation and

acceptance of mass and centre of gravity calculations
For weight and balance instructions and loading of cargo and fuel refer to:
FCOM PER
(PER-LOD-GEN)
The Load & Trim Officer is responsible for the loading and to ensure that the
weight and balance is within the permissible performance limitations. Flight
Dispatch will inform the Ground Ops. the Block Fuel and Trip Fuel. The
commander shall verify the weight and balance and ensure that the airplane
is loaded so as to be in the permissible limits for take-off. Additional
A-14-4
Effective
09-Jul-14
Traffic load: The total weight of the passengers, baggage and cargo,
including non-revenue loads.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 14
information is provided under Loading in Chapter 9. He will be responsible for

the load & trim sheet if not done by the crew under LPC.
14.1.1.3
Policy For Using Standard Weights
The following weights stipulated in DGCA Air Safety Circular No. 4 of 1993
will be applied for preparation of load and trim sheet:
-
Crew
- 85 Kg
Adults ( Male and Female)
- 75 Kg
Child (less than 12 years)
- 35 Kg
Infant (less than 2 years)
- 10 Kg
Note: The above weights include hand baggage

b) Free Baggage Allowance
Type
14.1.1.4
Domestic
International
Infants
7 kg
7 Kg
Adult/Child
20 Kg
20 Kg (30 Kg For Muscat & Dubai)
Method for determining applicable pax baggage and cargo mass
For passenger mass standard weights will be used. For calculating baggage
and cargo mass actual weights of baggage and cargo will be used.
14.1.1.5
Passenger baggage masses for various operations
The standard and principle laid down above will be used for all type of
operations.
14.1.1.6
Verification of various types of mass and balance documentation
The load and Trim officer shall recalculate the Load and Trim sheet
considering possible last minute changes (LMCs) paying particular attention
to:
the flight number, destination, airplane registration

the date and time of the flight
the correct DOW and index
the number and the distribution of passengers
the cargo loading which should be in accordance with the cargo manifest
A-14-5
Effective
09-Jul-14
a) Standard weights for passengers and crew
FLT.OMA
ISSUE II, Rev 04
CHAPTER 14
the fuel quantity and distribution.

-
the MTOW, MZFW and associated CG
the expected landing weight below MLW.
In case a computerised Load and Trim sheet is produced, above data

should be checked, computation is assumed to be correct.
The Commander shall sign the Load and Trim sheet after having
checked it. Commander is to ensure that the Load and Trim Officers
name, signature, approval number along with the Commanders name,
signature, ATPL number and time (UTC) of signing, are clear and legible
on the Load and Trim sheet.
14.1.1.7
On the Load and Trim sheet Last Minute Change (LMC)

procedures
Last Minute Change means any change concerning Crew Count & Traffic
Load: passengers, baggage, cargo occurring after the issuance of the Load
and Trim sheet. A Last Minute Change is permitted only if the changes of the
load are no greater then 500Kg and is within prescribed limits:
MZFW, TOW & LW are not exceeded

No loading limitation is exceeded
ZFW CG and TOW CG remain within allowed limits
Only one LMC change is permitted. Fresh Load and Trim sheet is required for
second change. In case of any last minute change in fuel will warrant
issuance of a new load and trim sheet. LMCs will be signed by the Load &
Trim Officer and countersigned by the commander to ensure that he has been
made aware of the changes.
14.1.1.8
Seating policy / procedures
Passenger seating policy and procedures are ground handling function.

Unless passengers indicate a seat preference at the time of booking the
A-14-6
Effective
09-Jul-14
The fuel index given by the Load and Trim sheet takes into account
the fuel specific gravity and assumes that the fuel is loaded normally
(as mentioned in the AFM) and does not apply in case of unusual
loading.
Check fuel imbalance is within prescribed limits.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 14
computerised check-in procedure computer allocates seats so as to maintain

a centre of gravity within limits. More information is available in part A Chapter
9.
14.1.1.9
Specific gravity of fuel and oil (0.785kg/ltr)
14.2
COMPANY POLICY
DGCA has approved various formats of Load & Trim sheet depending upon
the applicable process at any airport. These include:
-
Manual Trim Sheet

Electronic (Automated) Trim Sheet
ACARS Trim Sheet
14.2.1
Manual Trim Sheet
14.2.1.1
General
This is the basic format in which the Load and Trim staff are expected to
annotate the DOW, limiting RTOW, number of passengers, their baggage and
cargo distribution to arrive at the ZFW and under load / overload. The
computation of the Centre of Gravity and the THS position are done using a
graph.
14.2.1.2
Description of Manual Load & Trim sheet

Refer Annexure
14.2.2
Electronic (Automated) Trim Sheet
This format is used whenever automated systems are operational. This format
is based on check-in data from airlines reservation/Check-in system. The
computation of the Centre of Gravity and the THS position are done by using
formulae / algorithms provided by Airbus.
A-14-7
Effective
09-Jul-14
The specific gravity of the fuel and oil is provided by the Oil Vendor prior to
refuelling. However, Standard Specific gravity (0.785kg/lt) is used in the Load
& Trim Sheet for computing weight & Index of fuel and oil. The specific gravity
is indicated in the fuel uplift section of the tech log. The commander will cross
check that the weight of fuel indicated in the cockpit gauges are in conformity
with that indicated in the tech log.
14.2.2.1
FLT.OMA
ISSUE II, Rev 04
CHAPTER 14
Description of electronic (automated) trim sheet

Refer to Annexure 6
14.2.3
ACARS Trim Sheet
The computation of the C.G. position and THS setting are done by using
formulae / algorithms provided by Airbus.
Two copies of load and trim sheet will be sent to aircraft printers prior to
departure. Pilot-in-command is to return one signed copy of the load & trim
sheet to airport staff prior to departure. In case, ACARS connectivity is not
available, computerized or manual load and trim sheet, as applicable, will be
provided.
In order to ensure that the receipt of ACARS load & trim is successful, pilot-incommand must ensure that during transit at Delhi, Chennai, Kolkata, Mumbai,
Hyderabad, Trivandrum, Bengaluru, Singapore & Bangkok, VHF3 is kept on
DATA and HF is at override. HF override is selected only when refuelling is
not in progress.
14.2.3.1
Description of ACARS Trim sheet

Refer Annexure 6
14.3
CENTRAL LOAD CONTROL

As and when the computerised (automated) load sheet becomes available at
all airports, the Central Load Control cell will be established. Central Load
Control Cell which will operate from Gurgaon / Delhi will be responsible for
transmitting electronic Load & Trim sheet to respective airports via available
communication means or to the aircraft via ACARS.
14.4
RTOW & FUEL NOTIFICATION BY CAPTAIN

The pilot in command is responsible to determine the correct limiting weight of
the aircraft for take-off based on air density, runway and structural limitations
for safe operation.
The take-off weight of the aircraft must be the lowest of the following limiting
weights:
A-14-8
Effective
09-Jul-14
Whenever automated systems are operational and ACARS connectivity is

available on ground, this format is used to provide information about
distribution of cabin / cargo load, Centre of Gravity and the THS.
i)
FLT.OMA
ISSUE II, Rev 04
CHAPTER 14
Aircraft performance limited weight

to execute a safe take-off; and
to stop, in case of a reject take-off; and
to land and stop within available landing distance at destination;
and
to execute a go around at destination
Maximum certified Take-off weight
Maximum certified Landing weight + Trip Fuel
Zero fuel weight + Fuel on Board Taxi Fuel
Runways less than 6000 ft long and those having obstacle in take-off path, at
times, can be performance limiting. Patna and Dibrugarh are prime examples.
However, for other airports too, take-off performance can be limiting in high
and hot conditions.
Before each departure, the Captain is responsible for determining the take-off
weight from the lowest of the following 3 weights.
Performance limited take-off weight.( RTOW Charts/ FCOM PER)

Max Landing weight limited take-off weight (Maximum landing weight +
Minimum trip fuel in the flight release)
Maximum structure limited take-off weight (73,500kg/77,000kg)
The Most restricting of the above three weights is to be entered into the fuel
chit along with the fuel required for the flight.
Load & Trim staff will provide the ZFW, Trip Fuel and Block Fuel (planned) to
the crew on a fuel chit, as per the Performa given below.
Pilots are also required to confirm Trip Fuel & Block Fuel and mention
reasons if the Block Fuel required is more than what has been provided for by
Flight Dispatch.
14.5
FUEL CHIT
The format for Fuel Chit and filling instructions is given as under:
A-14-9
Effective
09-Jul-14
ii)
iii)
iv)
a)
FLT.OMA
ISSUE II, Rev 04
CHAPTER 14
Fuel Chit
FLIGHT NO
DATE
A/C REG
ORIG
DEST
CREW MANIFESTED
(COCKPIT/CABIN) 6
/
7
8
ESTIMATED ZERO FUEL WEIGHT

a)
PERFORMANCE LIMITING TOW FROM
b)
RTOW /FCOM
LANDING WEIGHT LIMITED TAKE-OFF

WEIGHT MAX LANDING WEIGHT + TRIP FUEL
c)
9a
STRUCTURE LIMITED TAKE-OFF WEIGHT
9b
9c
LIMITING TAKE OFF WEIGHT LOWEST OF(a, b, c)
73500/77000
10
FLIGHT PLAN TRIP FUEL11

FLIGHT PLAN BLOCK FUEL
12
EXTRA FUEL 13
REVISED BLOCK FUEL
14
REASON FOR EXTRA FUEL 15
LOWER WEIGHT (a) or (c) to be used in MTOW column of Load & Trim Sheet
LOAD & TRIM OFFICER
CAPTAIN
DATE/TIME
DATE/TIME
AME
DATE/TIME
1st Copy AME/2nd Station File /3rd Captain
[ALL WEIGHTS IN KG]

[ALL TIMINGS IN LOCAL]
Note:
i)
ii)
iii)
Item 01 to 08,& 11 will be filled by airport services staff based on information

provided by Centralized Flight Dispatch to ground staff of respective station.
In case the Captain changes Fuel or Block Fuel he needs to strike through
the stated amount, enter the required amount, and fill in the Reason for Extra
Fuel in the space provided (point 15).In case of no change in block fuel,
Captain must strike through item 13 to 15.
Items 9(a-c), 10 and 12 to 15 will be filled by the Captain.
A-14-10
Effective
09-Jul-14
PAX BOOKED
b)
FLT.OMA
ISSUE II, Rev 04
CHAPTER 14
Process for transmitting Fuel Chit to the AME

i)
A-14-11
Effective
09-Jul-14
The fuel chit will be prepared by the ground staff and will be counter
signed by the Captain after entering the final fuel figure.
ii) The ground staff will retain one copy and the AME will collect his
copy from the Captain at aircraft, after signing on the Fuel chit.
iii) Third copy will be retained by the crew along with other flight
documents.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 14
A-14-12
Effective
09-Jul-14
FLT.OMA
ISSUE II, Rev 00
CONDUCT AND CONTROL OF GROUND DEICING/ANTI- ICING OPERATIONS
CHAPTER 15
TABLE OF CONTENTS
INSTRUCTIONS FOR CONDUCT AND CONTROL OF GROUND DEICING/ANTI- ICING OPERATIONS..........................................................3
A-15-1
Effective
17-Aug-11
15.
FLT.OMA
ISSUE II, Rev 00
CHAPTER 15
A-15-2
Effective
17-Aug-11
15.
FLT.OMA
ISSUE II, Rev 00
CHAPTER 15
INSTRUCTIONS FOR CONDUCT AND CONTROL OF GROUND DEICING/ANTI- ICING OPERATIONS
For De-Icing/Anti- Icing operations refer
FCOM /PRO/SUP-91-30 (Operations in Icing conditions)
FCTM SI-010-(Cold Weather Operations and Icing conditions)
AMM
A-15-3
Effective
17-Aug-11
Conduct and control of ground de-icing operations are not required at any
aerodrome on the current network of the airline.
FLT.OMA
ISSUE II, Rev 00
CHAPTER 15
A-15-4
Effective
17-Aug-11
FLT.OMA
ISSUE II, Rev 01
OPERATIONAL FLIGHT PLAN
CHAPTER 16
TABLE OF CONTENTS
SPECIFICATIONS OF THE OPERATIONAL FLIGHT PLAN ..................3
16.1
GENERAL ................................................................................................ 3
16.2
FLIGHT RELEASE ...................................................................................3
16.3
16.2.1
Self-Dispatch ..............................................................................3
16.2.2
Operational Flight Plan ............................................................... 4
16.2.3
Computerised Operational Flight Plan ........................................6
16.2.4
Manual Fuel Calculations Sample ...........................................8
DESCRIPTION OF AN ATC FLIGHT PLAN (ICAO MODEL) ..................9

16.3.1
Example Of A Completed Flight Plan ....................................... 10
16.3.2
Filed Flight Plan Message ........................................................ 11
16.3.3
Sample Flight Plan Cancellation Message ............................... 12
16.3.4
Sample Flight Delay Message .................................................. 12
16.3.5
Sample Flight Plan Change Message ...................................... 13
A-16-1
Effective
04-Dec-12
16.
FLT.OMA
ISSUE II, Rev 01
CHAPTER 16
A-16-2
Effective
04-Dec-12
FLT.OMA
ISSUE II, Rev 01
CHAPTER 16
SPECIFICATIONS OF THE OPERATIONAL FLIGHT PLAN
16.1
GENERAL
Company adheres to an operational flight plan (OFP) which provides such
information to the crew that is considered vital for the completion of his flight.
Operational flight plans will be issued for all flights including test and training.
16.2
FLIGHT RELEASE
The Flight Release constitutes of following documents:
a)
b)
c)
d)
e)
f)
g)
h)
i)
j)
Flight Release
Operational Flight Plan
Met Summary
Met Folder
NOTAMS
FIR NOTAMS
Frequency List
Watch Hours
List of revision status of effective documents
Any Miscellaneous Documents
The Flight Release is signed by Captain and First Officer, as their

acceptance. Sample Flight Release is placed at Annexure 2.
16.2.1
Self-Dispatch
During those times when the normal communications system fails a pilot may
self-dispatch. The Commander will ensure that:
i)
A copy of the print out of FMS generated operational flight plan is

provided to load & trim staff at the departure airport and advise load &
trim staff to file such flight plans along with the station copy of signed load
& trim sheet;
ii)
Flight plan is filed with the local ATC.
iii)
The Commander will establish timely communication with the operational

A-16-3
Effective
04-Dec-12
16.
FLT.OMA
ISSUE II, Rev 01
CHAPTER 16
control facility as soon as possible after commencement of the flight;

The Commander will advise the contents of the flight plan to operational
control;
v)
A written report outlining the circumstances will be forwarded to Flight

Operations as soon as possible after the termination of the flight.
16.2.2
The Minimum Required Content of an Operational Flight Plan is:

i)
air operator's name;
ii)
date;
iii)
aircraft registration;
iv)
aircraft tail number (as applicable);
v)
aircraft type and model (as applicable);
vi)
flight number (as applicable);
vii)
type of flight (IFR or VFR)
viii)
pilot-in-command's name;
ix)
flight dispatcher's name (as applicable);
x)
departure aerodrome;
xi)
destination aerodrome;
xii)
alternate aerodrome (as applicable), including enroute alternates

where required;
xiii)
routing to destination by successive navigational way points and a

method to obtain associated tracks for each;
xiv) routing to alternate aerodrome (as applicable);

xv)
specification of any way points enroute to satisfy special operations

requirements (ETOPS, etc.);
xvi) planned cruise altitudes to destination and alternate (as applicable);

xvii) planned cruise true air speed;
A-16-4
Effective
04-Dec-12
iv)
FLT.OMA
ISSUE II, Rev 01
CHAPTER 16
xviii) planned cruise indicated air speed, or mach number (as applicable);
xx)
temperature at cruise altitude;
xxi) ground speed or wind component during cruise;

xxii) estimated time enroute: if broken down into way point time
components, a total shall be specified;
xxiii) time from destination to alternate (as applicable);
xxiv) distance to destination: if broken down into way point distance
components, a total shall be specified;
xxv) distance from destination to alternate (as applicable);
xxvi) fuel burn enroute and from destination to alternate;
xxvii) fuel required for the type of flight plan for (as applicable):
a)
Taxi;
b) destination;
c) alternate;
d) holding reserve; and
e) additional requirements or enroute reserve including approach at
destination and alternate
xxviii) Weights:
a)
total fuel on board;
b)
zero fuel weight, and
c)
planned maximum take-off weight;
xxix) Signature of pilot-in-command and the flight dispatcher (as applicable)

or
alternate means of certifying acceptance; and
xxx) number of persons on board, crew and passengers, as amended by
A-16-5
Effective
04-Dec-12
xix) winds at planned cruise altitude: these may be expressed in terms of

direction/velocity or as a component/drift angle;
FLT.OMA
ISSUE II, Rev 01
CHAPTER 16
final load figures.

16.2.3
Computerised Operational Flight Plan
Indigo uses a computerised flight planning system to produce an operational

flight plan for each flight. The format of the full operational flight plan shall
allow the crew to record the fuel state and the progress of the flight relative to
the plan. The flight plan service provider uses fuel tables provided by Airbus
Industries. It uses navigational data which is based on the AIPs and NOTAMs
issued by appropriate regional authorities. The weight schedule and other
route specific limitations are stored in the flight planning database,
Dispatchers are required to provide following inputs to the flight planning
system to generate a computerised flight plan:
Flight plan sector & preferred alternates

Aircraft Registration & Expected Time of Departure
Expected Zero Fuel Weight
Any flight level restrictions
Any specific fuel uplift requirement
When computerised operational flight plan is not available it may be produced

manually, working from charts and tables, by either the flight dispatcher or the
flight crew. When an operational flight plan is prepared manually, dispatchers
will use company approved manual flight plan form.
The dispatcher's name will appear on the computerised flight plan indicating
the dispatchers acceptance. The Commander will sign the flight plan after
thoroughly checking its contents. The signing of the flight plan/release
indicates the Commander's approval and acceptance. All discrepancies must
be resolved by the Commander and dispatcher prior to the signing of the flight
plan.
Manual flight plans if sent to enroute stations by Fax or other means must
display the dispatchers signature in the appropriate box.
A-16-6
Effective
04-Dec-12
(For Sample Computerised OFP Refer Annexure 3)
FLT.OMA
ISSUE II, Rev 01
CHAPTER 16
Manual Flight Planning
a) Dispatcher will use the process given in FCOM PER (PER-FPL-GENFPL) to compute a flight plan using calculation tables.
b) Dispatchers will select the optimum altitude for the route and aircraft using
the appropriate upper air data. From the upper air data the average
enroute temperature and wind components will be calculated. (refer
16.2.5).
c) The normal selection of alternates and additional fuels will be calculated
using the method above.
d) A total fuel required for the flight will be provided to the pilot-in-command
which will include trip fuel, reserve, alternate and extra fuel and will
constitute the minimum fuel required for the flight.
e) The max performance take-off weight for the flight will be calculated
ensuring that the max landing weight and /or the max structural take-off
weights are not exceeded.
f)
The details of the computed flight plan will be provided to crew via
Telephone / ACARS / FAX etc.
g) After building the flight plan in the FMS, crew will take a print out of the
FMS flight plan and use it to monitor / record the progress of flight. Post
flight, all such print outs will be placed in the flight folder.
(Refer next page)
A-16-7
Effective
04-Dec-12
In the event of a Flight Dispatch not having access to computerised flight

planning system, the following procedures will be implemented:
16.2.4
FLT.OMA
ISSUE II, Rev 01
CHAPTER 16
Manual Fuel Calculations Sample
VIDP
DEST
VOHY
ALT
VOMM
Planned Altitude
330
310
Temperature
ISA+15
ISA+10
TAS
474
Wind Component
M02
Ground Speed
467
Distance
727
285
Time
01:43
00:46
Fuel Burn
4940
2154
Max Zero Fuel Weight
61000
Max Landing Weight
64500
Max Structural Weight
73500
MTOW, Trip + MLW (a)
69440
MTOW, Fuel on Board(FOB)+MZFW (b)
70400
Performance Limited Weight (c)
77000 -Computed from RTOW Chart
Final RTOW Lowest of a, b &c above
69440
M05
Fuel Summary
Taxi Out (DEL)
300
Trip fuel(DEL-HYD)
4940
05% Contingency
247
10 min(extra due metropolitan HYD)
429
Alternate
2154
30 min holding
1200
Total FOB
9300
A-16-8
includes IFR approach
includes Go-Around at
destination and IFR approach
Effective
04-Dec-12
UNITS USED- Kgs, NM, HH:MM, Kts as applicable

ROUTE
DEP
16.3
FLT.OMA
ISSUE II, Rev 01
CHAPTER 16
DESCRIPTION OF AN ATC FLIGHT PLAN (ICAO MODEL)
(Refer Annexure 4)
A-16-9
Effective
04-Dec-12
16.3.1
FLT.OMA
ISSUE II, Rev 01
CHAPTER 16
Example Of A Completed Flight Plan
A-16-10
Effective
04-Dec-12
16.3.2
FLT.OMA
ISSUE II, Rev 01
CHAPTER 16
Filed Flight Plan Message
16.3.2.1
Sample Filed Flight Plan Message
(FPL-IGO001-IS
-A320/M-SDFGE1HIRWY/S
-VIDP1500
-N0450F330 DCT DPN L759 LIBDI/N0451F350 L759 PUT R325 VIH A464 SJ
DCT
-WSSS0521 WSAP
-PBN/A1B1D1O1S1 DOF/130214 REG/VT-INW EET/VABF0038 VECF0058
VYYF0238 VOMF0242 VYYF0305 VTBB0328 WMFC0409 WSJC0506
SEL/DQBK RMK/RT DESIGNATOR IFLY
-E/0649)
16.3.2.2
Explanation Of Filed Flight Plan Message
Line 1 - Filed flight plan Message Identifier - Aircraft Identification Number

Flight Rules, Flight Type
Line 2 Aircraft Type
10a/bEquipment..
Wake
Turbulence
Category
Item
Item 10a
S-VHF RTF, VOR, ILS
D-DME
F-ADF
G-GNSS
E1-FMC WPR ACARS
H-HF RTF
I-Inertial Navigation
R-PBN approved
W-RVSM approved
Y-VHF with 8.33 channel spacing capability
A-16-11
Effective
04-Dec-12
In accordance with the provisions of ICAO Doc 4444, Procedures for Air
Navigation Services, PANS-ATM, the flight plan can be submitted in the form
of a Flight Plan message.
FLT.OMA
ISSUE II, Rev 01
CHAPTER 16
Item 10b
Line 4 - Cruising Speed, Requested Flight Level, Route Description,

Line 5 - Destination Aerodrome, Total Flying Time, Alternate Aerodrome
Line 6 Item 18PBN /Date of Flight in YYMMDD Format/ Registration
of Aircraft /Elapsed Time to FIR/ SELCAL/ Remarks
PBN (RNAV and/or RNP capabilities)
A1-RNAV10
B1-RNAV 5
D1-RNAV1
O1-RNP
S1-RNP APPCH
When R is filed in 10a, then entry is mandatory under PBN in Item 18.
16.3.3
Sample Flight Plan Cancellation Message

(CNL-IGO001-VIDP1500-WSSS-DOF/130214)
16.3.3.1
Explanation Of Flight Plan Cancellation Message

Cancel flight plan message identifier Aircraft Identification Number
Departure Aerodrome Destination Aerodrome
16.3.4
Sample Flight Delay Message

(DLA-IGO001-VIDP1600-WSSS-DOF/130214)
16.3.4.1
Explanation Of Flight Delay Message

Flight Delay message identifier Aircraft Identification Number
Departure Aerodrome and revised estimated off-block time Destination
Aerodrome)
A-16-12
Effective
04-Dec-12
S-Mode S transponder including both pressure altitude and aircraft ID

capability
Line 3 - Departure Aerodrome, Estimated Off-Block Time 1500UTC,
16.3.5
FLT.OMA
ISSUE II, Rev 01
CHAPTER 16
Sample Flight Plan Change Message
(CHG-IGO001-VIDP1500-WSSS-DOF/130214-16/WSSS0521 WMKJ)
Explanation Of Flight Plan Change Message
Change flight plan message identifier Aircraft Identification Number

Departure Aerodrome Destination Aerodrome- Identification of changed
flight plan field (Destination & Alternate) New Alternate is WMKJ.
A-16-13
Effective
04-Dec-12
16.3.5.1
FLT.OMA
ISSUE II, Rev 01
CHAPTER 16
A-16-14
Effective
04-Dec-12
FLT.OMA
ISSUE II, Rev 04
STANDARD OPERATING PROCEDURES
CHAPTER 17
TABLE OF CONTENTS
STANDARD OPERATING PROCEDURES FOR EACH PHASE OF
FLIGHT.....................................................................................................9
17.1
FLIGHT PREPARATION INSTRUCTIONS ............................................ 10

17.1.1
Minimum Flight Altitude ............................................................ 12
17.1.2
Criteria for Determining the Usability of Aerodromes ............... 12
17.1.3
Selection of Aerodromes .......................................................... 13
17.1.4
Methods for the Determination of Aerodrome Operating

Minima ...................................................................................... 14
17.1.5
En-Route Operating Minima for VFR Operations ..................... 14
17.1.6
Presentation and Application of Aerodrome and En-Route

Operating Minima ..................................................................... 14
17.1.6.1
Presentation of Aerodrome Minima .................................14
17.1.7
Interpretation of Meteorological Information ............................. 14
17.1.8
Determination of Quantities Of Fuel And Oil Carried ................ 18
17.1.9
Mass and Balance Control ....................................................... 18
17.1.10 ATS Flight Plan ........................................................................ 18

17.1.10.1
Filling and Filing ATC Flight Plan .....................................18
17.1.10.2
Procedure for filing normal flight plan...............................19
17.1.10.3
Procedure for filing repetitive flight plan ...........................19
17.1.10.4
Description of an ATC flight plan (ICAO Model) ...............19
17.1.10.5
Filed Flight Plan Message................................................19
17.1.10.6
Sample Flight Plan Cancellation Message.......................20
17.1.10.7
Sample Flight Plan Delay Message .................................20
17.1.10.8
Sample Flight Plan Change Message ..............................20
17.1.10.9
Pilot and ATC agreement.................................................20

A-17-1
Effective 09-Jul-14
17.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
17.1.10.10
ATC Clearance ................................................................ 21
17.1.11 Operational Flight Plan ............................................................ 23

17.1.12 Airplane Flight Report Book (Tech Log) ................................... 23
Revised FRB ................................................................... 24
17.1.12.2
Responsibility and use of FRB ........................................ 25
17.1.12.3
Recording and reporting of airplane defects .................... 25
17.1.13 List of documents forms and additional information to be carried

27
17.2
GROUND HANDLING ARRANGEMENTS AND PROCEDURES ......... 27
17.3
FLIGHT PROCEDURES ........................................................................ 27

17.3.1
ATS Air Space in India ............................................................. 27
17.3.2
VFR / IFR Policy ...................................................................... 27
17.3.2.1
Visual flight rules ............................................................. 27
17.3.2.2
Instrument flight rules ...................................................... 29
17.3.2.3
Change from IFR flight to VFR flight................................ 30
17.3.2.4
Rules applicable to IFR flights within controlled Air Space

........................................................................................ 30
17.3.3
Navigation Procedures............................................................. 32
17.3.4
Altimeter Setting Procedure ..................................................... 32
17.3.4.1
Altimetery errors .............................................................. 33
17.3.5
Altitude Alerting System Procedures ....................................... 33
17.3.6
Weather monitoring ................................................................. 34
17.3.7
Policy and Procedures for Inflight Fuel Management .............. 34
17.3.8
Adverse and Potentially Hazardous Atmospheric Conditions .. 34
17.3.8.1
Adverse Weather/ Monsoon Operations- Precautions,

Guidance and Requirements ........................................... 34
A-17-2
Effective 09-Jul-14
17.1.12.1
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
Operations from runways contaminated with snow, slush

or water ............................................................................38
17.3.8.3
Aquaplaning (Hydroplaning) ............................................42
17.3.8.4
Thunder Storms ...............................................................45
17.3.8.5
Hail...................................................................................47
17.3.8.6
Static Electric Discharges ................................................47
17.3.8.7
Weather Radar ................................................................48
17.3.8.8
Circumnavigation of Weather...........................................53
17.3.8.9
Turbulence .......................................................................54
17.3.8.10
Clear Air Turbulence (CAT) .............................................55
17.3.8.11
Squall Lines and Wind Shifts ...........................................57
17.3.8.12
Icing and Freezing Precipitation General .........................58
17.3.8.13
Wind Shear ......................................................................62
17.3.8.14
Volcanic Ash ....................................................................65
17.3.8.15
Dust / Sand Storms ..........................................................66
17.3.8.16
Mountain Waves ..............................................................68
17.3.8.17
Jet Streams......................................................................69
17.3.8.18
Nor Westers ....................................................................71
17.3.8.19
Tornadoes........................................................................72
17.3.8.20
Hot Weather Operations ..................................................73
17.3.8.21
Significant Temperature Inversions .................................73
17.3.8.22
Report on hazardous flight conditions ..............................76
17.3.9
17.3.9.1
Wake Turbulence ..................................................................... 77

Wake Turbulence: Super Heavy Aircraft Type ...............79
17.3.10 Crew members at their stations ................................................ 81

A-17-3
Effective 09-Jul-14
17.3.8.2
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
17.3.11 Use of seat belts for crew and passengers .............................. 82

17.3.11.1
Fasten Seat Belt Sign...................................................... 83
17.3.11.2
Seat Belt Guidance ......................................................... 84
17.3.12.1
Procedure for cockpit familiarisation................................ 86
17.3.12.2
Flight Operations Inspectors ........................................... 87
17.3.12.3
Cockpit Door ................................................................... 88
17.3.12.4
Dead Bolt Procedures ..................................................... 91
17.3.12.5
Cockpit Entry Procedure ................................................. 91
17.3.13 Before Take-off Communications Procedures ......................... 94

17.3.14 Seat Belt and No Portable Electronic Device Signs ................. 94
17.3.15 No Contact Period ................................................................... 96
17.3.16 Procedure when one pilot leaves the cockpit (2 Crew Cockpit)
96
17.3.16.1
Three Crew Cockpit......................................................... 97
17.3.17 Allocation Of Cockpit & Cabin Jump Seats To Cockpit Crew

While On Personal Domestic Travel As Additional Crew Member
(ACM) ...................................................................................... 97
17.3.17.1
Flight and Simulator duty travel ....................................... 99
17.3.17.2
Dead Heading Crew Pre-Embarkment Security

Compliance ................................................................... 100
17.3.17.3
Adherence to Airport Security Requirements ................ 100
17.3.17.4
Airport Entry Pass ......................................................... 100
17.3.18 Use of Vacant Crew Seats ..................................................... 101

17.3.19 Incapacitation of Crew Members ........................................... 102
17.3.20 Cabin Safety Requirements ................................................... 105
A-17-4
Effective 09-Jul-14
17.3.12 Admission to Flight Deck ......................................................... 85
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ISSUE II, Rev 04
CHAPTER 17
Cabin preparation and passengers seating ...................105
17.3.20.2
Fuelling with Passengers on Board, Embarking or

Disembarking .................................................................107
17.3.20.3
Evacuation / Disembarkation .........................................107
17.3.20.4
Electronic Devices .........................................................107
17.3.21 Emergency Medical Kits ......................................................... 111

17.3.21.1
Requirement for Carriage of First Aid and Medical Kit ...111
17.3.21.2
First Aid Kit ....................................................................112
17.3.21.3
Medical Kit .....................................................................113
17.3.21.4
Universal Precaution Kit.................................................114
17.3.21.5
Periodic examination of the kit: ......................................114
17.3.21.6
General requirements: ...................................................115
17.3.21.7
Procedures and Checklist System .................................116
17.3.22 Passenger Briefing Procedures .............................................. 117

17.3.22.1
Passenger safety announcements .................................117
17.3.22.2
Passenger Information Announcements ........................118
17.3.23 Procedures For Airplane Operations Requiring Cosmic/ Solar

Radiation Detection Equipment .............................................. 119
17.4
LOW VISIBILITY OPERATIONS.......................................................... 120

17.4.1
Category-II and Category-III Approaches ............................... 121
17.4.2
Decision Height (DH) and Alert Height (AH) ........................... 122
17.4.3
Runway Visual Range ............................................................ 125
17.4.4
Minimum Approach Break-Off Height (MABH) ....................... 126
17.4.5
Concept of Operating Minima (Including required RVR)......... 127
17.4.6
Company Procedure for CAT II / CAT III Operations .............. 127
17.4.7
Low Visibility Approach and Landing Operations ................... 127

A-17-5
Effective 09-Jul-14
17.3.20.1
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CHAPTER 17
17.4.7.1
Airline, Aircraft and Aircrew Qualification ...................... 127
17.4.7.2
Record Keeping ............................................................ 127
17.4.7.3
Operational Requirements ............................................ 128

Landing Categories ................................................................ 129
17.4.8.1
Aircraft and Operating Limitations (Automatic Approach,

Landing and Roll Out) ................................................... 129
17.4.8.2
Automatic Landing in CAT I Or Better Weather Conditions

...................................................................................... 132
17.4.8.3
Flight Parameters Deviation Calls ................................. 140
17.4.8.4
Call-Outs CAT II/III ........................................................ 141
17.4.8.5
Required equipment for CAT II/ III ................................. 142
17.4.8.6
Failures and associated actions .................................... 142
17.4.8.7
Practice Approaches ..................................................... 150
17.4.9
Aerodrome Operating Minima- Take Off ................................ 150
17.4.9.1
Pilot Qualification and Authorisation .............................. 150
17.4.9.2
Pilot in Command Responsibilities ................................ 151
17.4.9.3
Flight Dispatch Actions .................................................. 151
17.4.9.4
General Conditions........................................................ 151
17.4.9.5
Approved Take off/ LVTO minima for various airports... 152
17.4.9.6
LOW VISIBILITY TAXI .................................................. 152
RUNWAY INCURSIONS ..................................................................... 153

17.5.1
Flight Crew Procedures ......................................................... 154
17.5.2
Good Taxying Practices ......................................................... 158
17.5.3
Runway Incursion Prevention ................................................ 159
17.5.4
Cockpit Procedures ............................................................... 162
17.5.5
Low Visibility and Confusing markings ................................... 163

A-17-6
Effective 09-Jul-14
17.4.8
17.5
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
17.6
EDTO DESCRIPTION OF EDTO OPERATIONAL PROCEDURES . 163
17.7
USE OF MINIMUM EQUIPMENT LIST ................................................ 163
17.8
NON-REVENUE FLIGHTS ................................................................... 163
17.9
17.10
Weather Considerations ......................................................... 165
PRE-FLIGHT PLANNING .................................................................... 166

17.9.1
Performance Considerations .................................................. 166
17.9.2
Fuel Planning and weight Considerations .............................. 166
COMMUNICATION .............................................................................. 167

17.10.1 RT Call Sign ........................................................................... 167
17.10.2 Air / Ground Company Communication .................................. 167
17.10.3 Time System .......................................................................... 168
17.10.4 Language to be used .............................................................. 168
17.10.5 R.T. Operating Technique ...................................................... 168
17.10.6 Safety Issues .......................................................................... 169
17.10.7 R.T. Discipline ........................................................................ 170
17.10.8 Total Communication Failure.................................................. 171
17.10.8.1
General ICAO Procedure ...............................................171
17.10.8.2
Air-Ground Communications Failure ..............................173
17.10.8.3
Receiver Failure .............................................................173
17.10.8.4
Transponder Procedures Radio Communication Failure

.......................................................................................174
17.10.9 RT Terminology ...................................................................... 174

17.11
OPERATION UNDER RADAR CONTROL .......................................... 174

17.11.1 General Radar Phraseologies ................................................ 174
17.11.2 Secondary Radar Phraseologies ............................................ 174
A-17-7
Effective 09-Jul-14
17.8.1
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CHAPTER 17
17.11.3 Phraseologies For Use With Surveillance Radar ......... 174

17.11.4 Phraseologies For Use With Precision Approach Radar ....... 174
17.11.5 Position Reports To ATC ....................................................... 175
17.12
CRITICAL PHASES OF FLIGHT (STERILE COCKPIT) ..................... 176

17.12.1 Activities Prohibited During Critical Phases Of Flight ............. 176
17.12.2 Fatigue Management ............................................................. 177
17.12.3 Management of crew fatigue during flight .............................. 177
17.12.4 Controlled Rest on the Flight Deck: ....................................... 177
17.12.5 Interaction log ........................................................................ 180
17.13
USE OF AUXILIARY POWER UNIT (APU) ......................................... 182

17.13.1 Policy ..................................................................................... 182
17.14
PILOT LOG BOOK .............................................................................. 183

17.14.1 Logging Flight Times Company Policy ................................ 183
A-17-8
Effective 09-Jul-14
17.11.6 CLEARANCES ...................................................................... 175
17.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
STANDARD OPERATING PROCEDURES FOR EACH PHASE OF

FLIGHT
Framing of SOPs is a process involving deliberation and safety assessment. Once

SOPs are framed, strict adherence to them is essential for safe operation of
aircraft. Deviation from SOPs is often the starting point of contributory factors that
culminate into an incident or accident. Most incidents and accidents do not occur
because of a single event but are because of a series of events that are often
linked to non-adherence to SOPs as the common thread.

Crew Resource Management is the effective utilisation of all available resources
(crew members, aircraft systems and supporting facilities etc) to achieve safe and
efficient operations.
The objective of CRM is to enhance the communication and management skills of
pilots. Emphasis is also placed on the non-technical aspects of flight crew
performance.
The basic elements of CRM to be understood and applied during the line
operations are as under but not limited to:
Teamwork
Communications
Workload and automation management
Situational awareness
Aeronautical decision making
Conflict resolution
Leadership and team management

A-17-9
Effective 09-Jul-14
Standard operating procedures (SOPs) have been evolved out of the need to
operate aircraft within a defined framework with a desired level of safety. SOPs
mature as result of amalgamation of manufacturers checklists, operational
requirements and the interface of human factors. SOPs are inherently well defined
and structured, but retain the need for responsiveness and flexibility to incorporate
changing operational scenarios.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
Fatigue and stress management

(Refer Operations Manual, Part D for CRM training)
17.1
FLIGHT PREPARATION INSTRUCTIONS
The feasibility of all flight operations is the responsibility of the Vice President/
Director (Flight Operations). No flight will be scheduled without his concurrence.
No flight will be commenced unless it has been ascertained, to the extent possible,
that conditions and ground facilities required for the flight are adequate for the type
of operation. (Navaids; Runways, taxiways, ramp areas; Field conditions; Lighting
etc)
Flight preparation will consist of:
i)
The Aircraft Technical Log (ATL) and the MEL/CDL for:
Determining the airworthiness status of the aircraft;
Precluding a flight from departing until any defect affecting

airworthiness is processed in accordance with the MEL/CDL.
ii) The OFP;

iii) Weather information to include en route and departure, destination and
alternate airports;
iv) Aircraft weight/mass and balance.
v) Airplane operations feasibility with respect to airplane performance.
vi) Terminal and en-route navigation aids.
vii) Determination of weather minima
viii) Crew qualification required
ix) Flight planning
x) Flight operations risk assessment
After an aerodrome or route is determined feasible and clear for operations,
the Director of Flight Operations Support will ensure the availability of the
following for the guidance of flight crew:
If required a Company navigation flight plan with fuel required

,time and distance information to destination and alternate
including carriage of contingency fuel as required by airline
policy. Complete Company Flight Plan will be provided by the
Flight Dispatch.
Approach charts including STARs and SIDs where applicable.

A-17-10
Effective 09-Jul-14
Commencement
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
Special arrival departure procedure if required.
Tabulated charts for take-off / landing performance
Availability of relevant NOTAMs
Weather minima
Pre-flight preparation of the above requirements is the responsibility of the

central flight dispatch who will be responsible for filing and obtaining the ATC
clearance and briefing the operating crew on the above aspects and ensure
that the required information, charts etc. are made available to them. In the
absence of a flight dispatch / handling agent the captain is responsible but
may designate the co-pilot for obtaining ATC clearance.
Pilot Reports
It is the responsibility of all pilots to promptly report inadequacies in any facility
required for safe operations of flights. Reports on malfunctioning radio aids &
landing aids, inadequate runway markings, inadequate weather reporting etc. will
be made as applicable for debriefing to fltops@goindigo.in and in the
Commanders Trip Report so that necessary corrective action can be initiated
with the concerned agency.
Report to ATC
The PIC shall report any hazardous flight condition to the appropriate ATC facility
without delay. The events which need to be reported but not limited to:
-
Un-forecast or
Turbulence,
severe
Volcanic ash observed or encountered
Air Piracy or other hostile acts that threaten the safety of the aircraft
or its passengers,
Birds or large animals in the vicinity of the airport or runways,
Inadequacy of navigational facilities or undesirable navigational aid

performance,
Braking Action or other irregularity in navigational or ground facilities,
FOD
A-17-11
weather,
icing,
wind
shear,
severe
Effective 09-Jul-14
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
Such report shall also be included in the Commanders trip report as above.
17.1.1
Minimum Flight Altitude

Refer Chapter 6
Criteria for Determining the Usability of Aerodromes
a)
Adequate Aerodrome
An adequate aerodrome is an aerodrome that meets the safety
requirements for take-off and landing for aircraft operations. It should be
anticipated that at the expected time of use:
i)
ii)
The aerodrome will be compatible with the performance requirements

for the expected landing weight and will be available and equipped with
necessary ancillary services such as ATC, sufficient lighting,
communications, weather reporting, navigation aids, refuelling and
emergency services and
at least one let down aid (ground radar would so qualify) will be
available for an Instrument Approach.
An adequate aerodrome can be used for an emergency diversion and not planned
as an alternate aerodrome
b)
Suitable Aerodrome
A suitable aerodrome is an adequate aerodrome which is considered to be

satisfactory, taking account of the applicable performance requirements and
runway characteristics. In addition, it should be anticipated that, at the expected
time of use, weather reports or forecast or any combination thereof indicate that
the weather conditions are at or above operating minima as specified in the
operations specification and the field condition report indicates that a safe landing
can be accomplished at the time of the intended operations.
In particular, an aerodrome is suitable if:
The available runway length is sufficient to meet airplane performance

requirements (required take-off and landing distance).
- Airplane
performance.
Rescue and fire fighting aerodrome category is compatible with the

airplane (Refer to ICAO Doc 9137-AN/898 - Part 1: Airport Services
Manual - Rescue and fire fighting).
A-17-12
Effective 09-Jul-14
17.1.2
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
Minimum Aerodrome fire fighting category required is

cannot be considered for this purpose.
The pavement strength is compatible with airplane weight (Refer to ICAO

Annex 14, Attachment B: Aerodrome Design and Operations and ICAO
Doc 9157-AN/901 - Part 3: Aerodrome Design Manual - Pavement) or
permission is obtained from airport authority.
Furthermore, the following items should be considered when necessary:
17.1.3
6. City standby
Landing and over flying permission has been obtained.
The flight crew has the required qualification, experience and

documentation including up to date approach and aerodrome charts
for each pilot.
At the expected time of use, the aerodrome is equipped with the

necessary ramp handling facilities: refuel, tow bar, step, cargo
loading, ground power unit, air starter, catering water & toilet
services etc.
Selection of Aerodromes
An aerodrome to which an aircraft may proceed, when it becomes either

impossible or inadvisable to proceed or to land at the aerodrome of intended
landing. Alternate aerodromes include the following:
Take-off alternate. An alternate aerodrome at which an aircraft can land

should this become necessary shortly after take-off and it is not possible
to use the aerodrome of departure.
En-route alternate. An aerodrome at which an aircraft would be able to

land after experiencing an abnormal or emergency condition while enroute.
Destination alternate. An alternate aerodrome to which an aircraft may

proceed should it become impossible or inadvisable to land at the
aerodrome of intended landing.
Note: The aerodrome from which a flight departs may also be an en-route or a destination
alternate aerodrome for that flight.
Two destination alternate aerodrome shall be selected and specified on the OFP
and the ATS flight plan when for the destination aerodrome
A-17-13
Effective 09-Jul-14
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
meteorological conditions at the estimated time of use will be

below the applicable aerodrome operating minima ; or
When meteorological information is not available.
Methods for the Determination of Aerodrome Operating
Minima
Refer chapter 7.
17.1.5
En-Route Operating Minima for VFR Operations

- INTENTIONALLY LEFT BLANK
17.1.6
Presentation and
Operating Minima
Application
of
Aerodrome
and
En-Route
Refer Chapter 7
17.1.6.1
Presentation of Aerodrome Minima

Refer Chapter 7.
17.1.7
a)
Interpretation of Meteorological Information

Symbols for significant weather, Tropopause and freezing level
etc.
Note: Altitudes between which phenomena and any associated cloud are expected are
indicated by flight levels, top over base or top followed by base. 'XXX' means the
phenomenon is expected to continue above and/or below the vertical coverage of the
A-17-14
Effective 09-Jul-14
17.1.4
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
chart. Phenomena of relatively lesser significance, for example light aircraft icing or
drizzle, are not usually shown on charts even when the phenomenon is expected. The
thunderstorm symbol implies hail, moderate or severe icing and/or turbulence.
Symbols For Fronts And Convergence Zones
Note: An arrow with associated figures indicates the direction and the speed of the
movement of the front (knots). Dots inserted at intervals along the line of a front indicate it is
a developing feature (frontogenesis), while bars indicate it is a weakening feature
(frontolysis).
c)
MODEL SWH and SWM Significant weather charts(high and

medium)
Scalloped line
= demarcation of area of significant weather
Heavy broken line

Heavy solid line Interrupted by
wind Arrow and flight level
= delineation of area of CAT

= position of jet stream axis with indication of
wind direction, speed in kts or km/hr & height
in flight levels
The vertical extent to the jet stream is
indicated (in flight levels) e.g. FL270
accompanied by 240/FL 290 indicates that the
jet extends from FL240 to FL290
Figure on arrow
= speed in kt or km/h of movements of frontal

system
A-17-15
Effective 09-Jul-14
b)
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
= height in flight levels of tropopause at spot
Flight Levels inside small

rectangle
Display explicit FL or JET depths and

tropopause height even if outside forecast
bounds
d)
MODEL SWL Significant weather chart(Low level)

MODEL SWL Significant weather chart (Low level)
position of pressure centres given in hectopascals
centre of low pressure
centre of high pressure
Scalloped lines
demarcation of area of significant weather
Dashed lines
altitude of 0 C isotherm in feet/ metres

Note: 0 C level may also be indicated by 0 :060 ,
i.e,0 C level is at an altitude of 6000 ft
Figure on arrows
speed in kt or km/h of movement of frontal systems,

depressions or anticyclones
Figure inside the state of

the sea Symbol
Total wave height in feet or metres.
Figure inside the sea

surface temperature symbol
sea surface temperature in C
Figure inside the strong

surface wind symbol
wind in kt or km/h
Arrows, feathers and pennants

Arrows indicates direction. Number of pennants and / or feathers corresponds to
speed
A-17-16
Effective 09-Jul-14
location, e.g. 340. Low and High points of the

tropopause topography are indicated by letters L
or H, respectively, inside a pentagon with the
height in flight level.
e)
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
Weather Abbreviation Used On Charts
CLOUDS
=
LAYER or layered (instead of cloud type)
TYPE
CI = Cirrus, AS = Altostratus, ST = Stratus, CC = Cirrocumulus,NS =
NimbostratusCU = Cumulus, CS = Cirrostratus, AC = Altocumulus, SC=
Stratocumulus, CB = Cumulonimbus
AMOUNT
Clouds Except CB, SKC = Clear SKY, BKN = Broken (5 to 7 Octas ), EW
= FEW (1 to 2 Octas), OVC = Overcast (8 Octas), , SCT = Scattered (3 to 4
Octas)
CB ONLY
ISOL = individual CBs
(isolated), OCNL= well-separated CBs (occasional)
FRQ= CBs with little or no separation (frequent), EMBD= thunderstorm

clouds contained in Layers of other clouds (embedded)
HEIGHTS
Heights are indicated on SWH & SWM charts in flight levels(FL), top over
base. When XXX is used, tops or bases are outside the layer of the
atmosphere to which the charts applies:
In SWL charts:
f)
Heights are indicated as altitude above mean sea level;
The abbreviation SFC is used to indicate ground level.
SIGINIFICANT WEATHER CHARTS
COT=At the coast, VAL=In Valleys, LAN=Inland, LOC

=Locally,
MON=
Above mountains, Scalloped Lines = demarcation of areas of significant
weather, Heavy Broken Lines = delineation of clear air turbulence.
A-17-17
Effective 09-Jul-14
LYR
17.1.8
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
Determination of Quantities Of Fuel And Oil Carried

Refer Chapter 12.
17.1.9
Mass and Balance Control
17.1.10 ATS Flight Plan

All Flights with passengers shall be operated on an instrument flight rules plan.
Certain short flights (ferry, non-revenue) may be dispatched under visual flight
rules. Except when other arrangements have been made for submission of
repetitive flight plan, , the ATS unit must be informed of the expected operation
before each flight, and an ATC flight plan must to be filed for each flight (IFR and
VFR), and special procedures or manoeuvrability limitation must be indicated. If no
air traffic services reporting office exists at the departure aerodrome, the flight plan
should be submitted to the unit serving or designated to serve the departure
aerodrome. The conditions for IFR/ VFR flights must be satisfied in accordance
with the ICAO/ state regulations. (Also refer Para 17.3 and chapter 6)
17.1.10.1 Filling and Filing ATC Flight Plan
The procedure to fill an ATC flight plan is defined in Annex II of ICAO PANS-ATM
(DOC 4444).
The ATC flight plan must be filed at least 1 hour before the Estimated Off-Block
Time (EOBT)
When a flight is subject to flow control measures, a time slot should be requested
early enough.
The dispatcher on duty or if not the flight crew is responsible to file the ATC flight
plan and request a departure slot when needed.
The flight plan should be amended or a new flight plan submitted and the old flight
plan cancelled, whichever is applicable in the event of a delay for which a flight
plan has been submitted:
one hour in excess of the estimated off-block time for a controlled flight
one hour for an uncontrolled flight
A-17-18
Effective 09-Jul-14
Refer Chapter 14.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
The Commander is responsible for ensuring that a plan has been filed, and that he
is fully aware of the details including the routing selected. This should always be
compared to the Computerised Flight Plan routing.
Uncontrolled Airspace / Airports

Flights into and out of uncontrolled airspace and/ or airports are prohibited.
17.1.10.2 Procedure for filing normal flight plan
Completed Flight Plan, either in the ICAO format or Flight Plan Message format,
should be submitted, in person or via Fax to the local Air traffic Services Reporting
office.
17.1.10.3 Procedure for filing repetitive flight plan
Flight Operations has entered into agreement with ATS units at various FIRs to
submit Repetitive Flight Plans for schedule flights. Flight Operations Support is
responsible to monitor any long term changes in the commercial flight schedule
and submit changes to respective ATS units.
Flight Dispatch is responsible to monitor with respective FICs that FIC/ADC
numbers are being generated for all the flights that are filed under RPL system.
Any flight delays and adhoc changes in the flight schedules must be
communicated by Flight Dispatch to the respective ATS units.
For non-routine flights like Training flights, Test flights Ferry or flights not covered
by RPL system, flight dispatch must submit a flight plan to the respective ATS
offices, Flight plans must be submitted in ICAO model flight plan format for nonschedule flights and in FPL message format for flights not covered under RPL,
17.1.10.4 Description of an ATC flight plan (ICAO Model)
Refer Chapter 16 and Annexure 04
17.1.10.5 Filed Flight Plan Message
Refer Chapter 16
A-17-19
Effective 09-Jul-14
A copy of the accepted ATC flight plan with, any modifications to the filed flight
plan must be given to the Commander and be carried aboard. Another copy
signed by the Commander must be kept at the operations department.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
17.1.10.6 Sample Flight Plan Cancellation Message

Refer Chapter 16
17.1.10.7 Sample Flight Plan Delay Message
17.1.10.8 Sample Flight Plan Change Message

Refer Chapter 16
17.1.10.9 Pilot and ATC agreement
A clearance issued by ATC and accepted by a pilot constitutes an agreement
between ATC and the Commander as to the planned execution of the flight. This
agreement is the current flight plan, whether or not it is the same as the originally
filed flight plan.
If at any point after take-off the Commander wishes to change the flight plan, he
must request the change and obtain the concurrence of ATC in the form of an
amended clearance. Likewise, ATC may initiate an amended clearance for traffic
requirement and if concurrence between the Commander and an ATC controller is
not possible, the flight is continued under the emergency authority of the
Commander.
Any request for an amended clearance should be made considering traffic and the
planning and co-ordination requirements of the ATC.
A pilot must not accept a clearance with which he cannot safely comply or which
exceeds the capabilities of the aircraft. The Commander is the final authority as to
the operation of the aircraft; he is directly responsible for the operation of the
aircraft.
An ATC clearance is not an authorisation for a pilot to deviate from any regulation
or to conduct an unsafe operation. If, due to severe weather, an immediate
deviation is required, the pilots emergency authority will be exercised. A pilot
should question any clearance or any part of a clearance that he does not
understand.
A-17-20
Effective 09-Jul-14
Refer Chapter 16
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
17.1.10.10 ATC Clearance

a)
Clearance limits
A flight must not continue beyond its clearance limit without further
clearance. It is the controllers responsibility to furnish further clearance
before a flight reaches the clearance limit. This clearance may change the
clearance limit to a point beyond or it may include holding instruction at the
clearance limit. In the latter case the controller should provide the pilot with
an expected further clearance time.
b)
Departure procedure
The departure procedure includes the routing and any altitude restrictions
during after take-off to the en-route phase.
At some airports, Standard Instrument Departures (SID) have been
established which identify each departure procedure with a name and a
number. At airports where they are used, these SIDs are charted and used
routinely to simplify and shorten clearance delivery. A pilot is to accept a
SID as part of the ATC clearance only if the SID number in the clearance
corresponds with his charted information.
c)
Route of flight
If the route of flight is different from that filed, or if the flight is an oceanic
flight, or if a clearance is issued en-route, the clearance must include a
description of the route using airway designations, radio fixes, or latitude
and longitude.
When ATC includes the Mach number as part of the clearance, that Mach
number must be maintained as closely as possible (e.g. in MNPS airspace),
any change in Mach number must be approved by ATC. Additionally, ETA
amendments and/or TAS changes must be reported to ATC.
A-17-21
Effective 09-Jul-14
An ATC clearance issued before take-off normally includes the destination

airport as the clearance limit. A flight may be cleared to a point short of the
destination if ATC has no assurance that co-ordination with a subsequent
area control centre will be accomplished before that flight enters its FIR.
d)
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
Altitude
A cleared altitude means an assigned altitude or flight level including any
restrictions. A new clearance is required to leave that altitude or flight level.
The clearance does not permit the pilot to descent below the MEA or
MOCA unless the descent and landing are made in accordance with Visual
reference Flight Rules.
In some part of the world, altitude clearances are based on separation from
known air traffic and may not provide separation from terrain and
obstructions. The Commander is responsible for ensuring that any
clearance issued by ATC provides terrain and obstruction separation.
Upon receiving a clearance containing altitude information, the Commander
must verify that the clearance does not violate any altitude restriction for the
route to be flown.
e)
Holding instructions
If a flight is cleared to hold, ATC holding instructions must be complied with.
These instructions may be issued by the controller or they may be required
on the charts.
f)
Arrival route
Clearance for an arrival route is not issued until a flight is approaching the
terminal area. This is a detailed clearance that fully describes the routing to
a point from which the flight will be manoeuvred for the approach to the
airport.
At some airports, Standard Terminal Arrival Routes (STAR) have been
established. They identify each airport arrival route with a name and a
number. STARs are charted and used routinely to simplify and shorten
clearance delivery. A pilot is to accept a STAR as part of the ATC clearance
only if the STAR number in the clearance corresponds with his charted
information.
A-17-22
Effective 09-Jul-14
At airport without an approved instrument approach procedure, the

destination clearance authorises the pilot to proceed to the destination
airport, descend, and land.
g)
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
Communications
h)
Approach clearance
An approach clearance is authorisation to conduct an approach and missed
approach. If the type of approach is not specified, the pilot may execute any
type of instrument approach approved for the runway to be used. In this
case, the pilot must announce his intended choice of approach procedure.
An approach clearance does not include clearance to land.
i)
Complying with a clearance

When ATC issues a clearance, a pilot is expected to comply promptly after
acceptance.
ATC may use the term immediate to communicate urgency and the
requirement for expeditious compliance.
j)
Clearance recording
A pilot should make a visible record of each ATC clearance, and all route
changes should be recorded on the flight plan log.
k)
Cancelling an IFR flight plan

The flight plan is normally cancelled by the tower. After a landing on a
non-controlled airport the Commander must ensure that the flight plan is
cancelled.
17.1.11 Operational Flight Plan

Refer Chapter 16.
17.1.12 Airplane Flight Report Book (Tech Log)
The flight crew shall ensure that information entered in the Flight Report Book:
Is up to date;
Legible;
Cannot be erased;
A-17-23
Effective 09-Jul-14
The frequency of departure control or the next en-route facility may be

included with the clearance.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
Is correctable in the case of an error provided each correction is

identifiable and errors remain legible.
17.1.12.1 Revised FRB
The significant changes are:

a)
b)
c)
d)
e)
All timings shall be recorded in UTC.*

The FRB page has three copies instead of four
o
White copy Aircraft Records
Yellow copy Departing Station
Green copy Remains in the FRB
Pilots to fill up the grey shaded areas. The following information is mandatory
and PIC is to ensure recording of the following information for each flight:
o Aircraft registration;
o Date;
o Flight number;
o Flight crew names and duty assignment;
o Departure and arrival airports;
o ATD, ATA, flight time, block time.
A separate column has been added to capture the defects observed by the
Certifying Staff and its corresponding rectification.
Delay code reporting: Check with ground staff for the reason of delay. Then,
make your own judgement based on your observations and use most
appropriate code while filling the FRB. Please note that the correct way of
filling the delay code is, for example the delay is because of exceeding of
cargo release load,
CO (25)
1.
2.
3.
Delay due to cargo volumetric reasons

exceeding of cargo release load
Special cargo difficult to load not notified in
advance.
Pilot will fill 252, as this is 2nd reason in 25 category of delay code.
A-17-24
Effective 09-Jul-14
The Flight Report Book (Aircraft Tech Log) has been revised on the basis of
operational experience. The DGCA approved FRB is placed at Annexure
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
* The flight timings shall be logged in UTC by the flight crew. The Certifying Staff shall log all
maintenance activities in UTC on the Tech Log, Inspection Schedules, work orders and any
other maintenance documentation as applicable.
17.1.12.2 Responsibility and use of FRB

The airplane will be certified serviceable for operations within its C of A by the
concerned airplane engineer after he has carried out the requirement inspection /
rectification. This certification will be given by the engineer in the Tech log by
appending his signature, authorization number, date and time. Commander must
ensure that the certifying staff (AME) has duly mentioned reference(s) such as the
AMM / AMM Task no. or the Trouble Shooting Manual (TSM) against the
rectification action performed by him, for the defects reported by the pilot or
observed by the AME himself.
The commander will review the complete airworthiness state of the airplane by
ensuring that all reported defects have been rectified and if not their
permissiveness under the MEL reviewed, deferred maintenance and any
additional work carried out. The MEL references must also be confirmed by
commander to have been duly mentioned by the AME under Deferred Items,
where applicable.
He will satisfy himself that the conditions as stipulated in Para 4.3.1 of CAR
Section 2 Series O Part II Issue IV have been met and append the Tech log of his
acceptance with signature date and time.
The engineer and the commander will ensure that for any deficiency covered
under the MEL both (M) and (O) requirements laid down in the MEL are complied
with before dispatch.
17.1.12.3 Recording and reporting of airplane defects
Recording
To enable effective monitoring of airplane and engine functioning and to ensure
proper rectification of known or suspected defects observed by the crew during
pre-flight, in-flight and post flight periods, flight reports are to be completed as per
the procedure given below:
a)
Flight crew must record all abnormal parameter readings as indicated by the
A-17-25
Effective 09-Jul-14
A laminated copy of IATA delay codes will be available on board RTOW folder,
just after the RTOW Index.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
respective instruments in PDR. This will be the responsibility of the

Commander.
When required record the required parameter for airplane monitoring (eg.
RVSM, fuel, engine etc.)
c)
For the purpose of Engine Condition Monitoring, Engineering requires to be

informed whenever TOGA power is used for take-off.
Pilots are required to make the entry given below in the Tech log whenever they
use TOGA power for take-off. In case of training flights, where a series of take-offs
may be conducted on TOGA power, the total number of TOGA take-offs are
required to be indicated. TOGA POWER USED FOR TAKE OFF The Engineer
will acknowledge this entry by NOTED.(It is important to note that such an entry
is not to be treated as a defect for which rectification is required.)
Reporting of defects
All defects observed by the flight crew during pre-flight, in-flight and post flight
periods must be reported in the FRB, signed by the Commander and dated. Full
details and nature of the defects experienced must be given clearly and legibly in
the FRB. In case of training airplane making a series of flights on a single day, the
defects may be recorded after the last flight unless a serious defect occurs
requiring immediate action. The columns of the PDR must indicate the necessary
details of the defect and the necessary work carried out by the AME under his
dated signature with licence number.
If no defect or abnormality during any phase of operation is observed throughout
the flight, a NIL Report must be entered in the PDR. This must be countersigned
by the concerned AME for having NOTED the same.
All abnormal occurrences like heavy landing, flight through severe turbulence, bird
strikes, and lightning strikes shall be recorded in the PDR.
Before accepting an airplane the Commander-must ensure that all previous
reports under FRBs have been attended. If entries are found to be incomplete or
not recorded the airplane should not be considered airworthy.
When the FRB is changed the new book should indicate all the deferred
maintenance or a signed statement indicating NO DEFERRED MAINTENANCE
from previous book.
A-17-26
Effective 09-Jul-14
b)
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
The acceptable deficiencies/minimum equipment list (MEL) as approved by the

DGCA is compiled with a view to assist the pilots and engineers to determine
where basic installations may be deficient of certain items without affecting the
safety and airworthiness of the aircraft.
The cabin attendant must report to the commander any defect observed in the
cabin before, during or completion of the flight and should record the same in
Cabin Defect Report.
Any cabin defect items affecting the aircraft airworthiness, including but not limited
to Emergency Lights, Passenger Address System, Passenger Warning Signs,
Toilets, Oxygen, Safety Equipment, Interphone, Doors, Bulkheads, Seat
structures, Windows, must be transferred by the Captain to the Aircraft Technical
Log Sector Record page.
17.1.13 List of documents forms and additional information to be carried
Refer Chapter 0
17.2
GROUND HANDLING ARRANGEMENTS AND PROCEDURES
This has been covered in part A General Chapter 9.

17.3
FLIGHT PROCEDURES
17.3.1
ATS Air Space in India
The ATS airspace in India is designated and classified into Class D, E, F, and G.
Refer AIP India for all details.
17.3.2 VFR / IFR Policy
All commercial flights shall be conducted under IFR flight plan. All aeroplanes
operated in accordance with IFR shall comply with instrument flight procedures
approved by the state in which the aerodrome is located.
17.3.2.1
a)
Visual flight rules
VFR flights shall be conducted so that the airplane is flown in conditions of

visibility and distance from clouds equal to or greater than those specified in
table below:
A-17-27
Effective 09-Jul-14
It is however, emphasised that existence of the list in no way absolves the

Commander or Engineer from ensuring that the airplane is safe for proposed flight,
taking into consideration all the aspects and circumstances of the flight.
Conditions
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
Within controlled air space or
Outside controlled airspace At

or below 900 M (3000) AMSL
or 300M( 1000) above terrain,
whichever is higher
Flight
Visibility
8Km - at or above 3050M (10000) AMSL
5 Km
Distance
from clouds
1500 meters (5000) horizontally
5 Km below 3050M (10000) AMSL
300 meters(1000) vertically
Clear of clouds and in sight of

surface.
Except when a clearance is obtained from an air traffic control unit, VFR flights
shall not take off or land at an aerodrome within a control zone, or enter the
aerodrome traffic zone or traffic pattern:
b)
when the ceiling is less than 450 m(1 500 ft); or
when the ground visibility is less than 5 km.
VFR flights between sunset and sunrise, or such other period between
sunset and sunrise as may be prescribed by the appropriate ATS authority
for local flights, shall be operated in accordance with the conditions
prescribed by such authority.
Note: Local flight is wholly conducted in the vicinity of an aerodrome.
c)
Unless authorised by the appropriate ATS authority, VFR flights shall not be
operated:
above FL 150;
at transonic and supersonic speeds
More than 100NM seaward from the shoreline within controlled

airspace
d)
Authorisation for VFR flights to operate above FL290 shall not be granted in
areas where a vertical separation minimum of 300 m (1000 It) is applied
above FL290.
e)
Lower flight visibility to 1500 m may be permitted for flights operating:
at speeds that, in the prevailing visibility, will give adequate

opportunity to observe other traffic or any obstacles in time to
A-17-28
Effective 09-Jul-14
Outside controlled airspace above 900 M

(3000 ) AMSL or 300M (1000) above
terrain, whichever is higher
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
avoid collision; or
Except when necessary for take-off or landing, or except by permission from

the appropriate authority, a VFR flight shall not be flown:
f)
Over the congested areas of cities, towns or settlements or over an openair assembly of persons at a height less than 300 m(1000 ft) above the
highest obstacle within a radius of 600 m from the aircraft;
Elsewhere than as specified above, at a height less than 150 m (500 ft)
above the ground or water.
g)
Except where otherwise indicated in air traffic control clearances or specified

by the appropriate ATS authority, VFR flights in level cruising flight when
operated above 900 m (3000 ft) from the ground or water, or a higher datum
as specified by the appropriate ATS authority, shall be conducted at a flight
level appropriate to the track as specified in the local AIP or any other
applicable regulation.
h)
An airplane operated in accordance with the visual flight rules which wishes to
change to compliance with the instrument flight rules shall:
if a flight plan was submitted communicate the necessary

changes to be effected to its current flight plan, or
when so required, submit a flight plan to the appropriate air

traffic services unit and obtain a clearance prior to proceeding
IFR when in controlled airspace
Note: Special VFR flights are not permitted for commercial operation.
17.3.2.2
Instrument flight rules
Airplane Equipment
Airplane shall be equipped with suitable instruments and with navigation
equipment appropriate to the route to be flown.
A-17-29
Effective 09-Jul-14
in circumstances where the probability of encounters with other

traffic would normally be low, e.g. in areas of low volume traffic
and for aerial work at low levels.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
Minimum Levels
(Also refer Para 6.1.2, Chapter 6)
Note: Instrument flight rules may be followed in both IMC and VMC.
17.3.2.3
Change from IFR flight to VFR flight
Change from IFR to VFR is only acceptable when a message initiated by the pilotin-command containing the specific expression CANCELLING MY IFR FLIGHT
together with the changes, if any, to be made to the current flight plan, is received
by the air traffic services unit.
An airplane electing to change the conduct of its flight from compliance with the
instrument flight rules to compliance with the visual flight rules shall, if a flight plan
was submitted, notify the appropriate air traffic services unit specifically that the
IFR flight is cancelled and communicate the changes to be made of its current
flight plan.
When an airplane operating under the instrument flight rules is flown in or
encounters visual meteorological conditions it shall not cancel its IFR flight unless
it is anticipated and intended, that the flight will be continued for a reasonable
period of time in uninterrupted visual meteorological conditions.
17.3.2.4
Rules applicable to IFR flights within controlled Air Space
IFR flights shall comply with the provisions of 17.3.2.2 when operated in controlled
airspace.
An IFR flight operating in cruising flight in controlled airspace shall be flown at a
cruising level, or, if authorised to employ cruise climb techniques, between two
levels or above a level selected from:
a)
The table of cruising levels as Specified by the state. A table of cruising levels
applicable in Indian airspace as per Indian AIP is placed below.
b)
A modified table of cruising levels, when so prescribed for flight above FL 290
except that the correlation of levels to track prescribed therein shall not apply
whenever otherwise indicated in air traffic control clearances or specified by
A-17-30
Effective 09-Jul-14
Except when necessary for take-off or landing, or except when specifically

authorised by the appropriate authority, an IFR flight shall not be flown at a level
which is below the minimum flight altitude established by the State whose territory
is over flown.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
the appropriate ATS authority in Aeronautical Information Publication.

Magnetic Track From 000 to 179
Magnetic Track From 180 to 359
VFR
IFR
VFR
Flight Altitudes
Flight Altitudes
Flight Altitudes
FL
FL
FL
Feet
Feet
Feet
FL
Feet
90
10
1000
20
2000
30
3000
35
50
5000
55
3500
40
4000
45
4500
5500
60
6000
65
6500
70
7000
75
7500
80
8000
85
8500
90
9000
95
9500
100
10000
105
10500
110
11000
115
11500
120
12000
125
12500
130
13000
135
13500
140
14000
145
14500
150
15000
155
15500
160
16000
165
16500
170
17000
175
17500
180
18000
185
18500
190
19000
195
19500
200
20000
205
20500
210
21000
215
21500
220
22000
225
22500
230
23000
235
23500
240
24000
245
24500
250
25000
255
25500
260
26000
265
26500
270
27000
275
27500
280
28000
285
28500
290
29000
300
30000
310
31000
320
32000
330
33000
340
34000
350
35000
360
36000
370
37000
380
38000
390
39000
400
40000
410
41000
430
43000
450
45000
A-17-31
Effective 09-Jul-14
IFR
Flight Altitudes
17.3.3
a)
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
Navigation Procedures
Standard Navigation Procedures

Refer Chapter 3 and 4
c)
MNPS and polar navigation and navigation in other designated areas
Polar Navigation : Intentionally Left Blank
MNPS : Intentionally Left Blank
RNAV/PBN
Refer Chapter 3.
d)
In flight Re- Planning

In-flight re-planning may be required for a number of reasons e.g. destination
weather deterioration, in-flight weather, systems degradation etc. In such
instances the flight may have to be re-planned to an alternate airport. Pilots
must ensure that there is adequate fuel for the re-planned flight, the alternate
is suitable and available and the weather conditions are adequate. Fuel
requirements for in-flight diversion from any point are given in the FCOM.
e)
Systems Degradation
In case of conditional flights e.g. ETOPS, RVSM, RNP any system
degradation may infringe the requirements for conducting such conditional
flights. These requirements are given in the FCOM (special operations).
f)
RVSM
Refer Chapter 4.
17.3.4
Altimeter Setting Procedure
It is the company policy that for barometric altimeters, QNH (as reference) is to be
used as the sole barometric altitude reference for the take-off, approach and
landing phases of flight.
The altimeter setting procedure is based on the assumption that en-route vertical
separation of an airplane is expressed in terms of flight levels and that in the
vicinity of an aerodrome at or below the transition altitude an airplane is flown at
an altitude determined by the QNH setting. The change from altitude to flight level
and vice-versa is made when climbing at transition altitude and when descending
at transition level.
A-17-32
Effective 09-Jul-14
b)
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
The following procedures shall be adopted by all Company Aircraft.

Setting of Altimeter
Take off
QNH
At or above TA, Enroute cruise, descent upto TL
STD / 1013.2HPa
Below transition level
QNH
The altimeter shall be cross checked for accuracy before departure based on
the QNH provided by ATC. It should read within the limitation and tolerance
as laid down in the FCOM with reference to the pre-flight altimeter check
location. Altimeters shall be cross checked when changing over from QNH to
standard setting at transition altitude and when changing from standard
setting to QNH on leaving transition level.
QFE is not to be used as a barometric reference for height measurement
during the flights.
17.3.4.1
Altimetery errors
The flight crew is to carry out correction for potential errors in altimetry that
considers:
a) The effects of Outside Air Temperature (OAT) that is significantly lower
than standard temperature;
b) Maximum allowable barometric altimeter errors:
i) Referenced to field elevation;
ii) Compared to other altimeters;
iii) Permissible to meet RVSM limitations.
(Also refer Para 6.4, Chapter 6 and Para 4.5.8, Chapter 4)
17.3.5
Altitude Alerting System Procedures
This has been covered under Altitude Awareness in part A General Chapter 20.
The pilot must also refer to his FCOM Chapter on system description.
FCOM. GEN/DSC
(DSC-34-40-10)
A-17-33
Effective 09-Jul-14
Phase of Flight
17.3.6
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
Weather monitoring
The flight crew must monitor/ obtain meteorological conditions during the en route
phase of flight, to include current weather and forecasts for:
Destination airport;
Destination alternate airport(s), if applicable;
En route alternate airports(s), if applicable.
The weather may be monitored thorough VOLMET broadcast, ACARS, VHF or

HF. It is applicable for all flights including EDTO flights.
17.3.7
Policy and Procedures for Inflight Fuel Management

Refer Chapter 12
17.3.8
Adverse and Potentially Hazardous Atmospheric Conditions
Information and limitations for operations from contaminated runways and in

potentially hazardous conditions is laid down in the normal, supplementary and
special procedures sections in the FCOM and QRH.
17.3.8.1
Adverse Weather/ Monsoon Operations- Precautions, Guidance

and Requirements
Adverse weather is an integral part of flight operations. Adverse weather may

prevail at different times of the year. It encompass those operations conducted in
weather conditions that could result in degradation of take-off and landing surfaces
due to rain, snow, sleet, other contaminants associated with wet and cold weather.
Applicability:
The period of adverse weather is reckoned by actual and forecast weather
conditions at an aerodrome (departure, destination and alternate) that could result
in degradation of take-off and landing surfaces due to rain, snow, sleet and other
contaminants associated with wet and cold weather.
General operating conditions
i)
Minimum total cockpit experience level of the PIC and the Co-Pilot
should not be less than 500 hours on type.
ii)
No assisted takeoffs and landings are permitted in actual adverse

weather/monsoon conditions. This, however, does not apply to PICs
flying under supervision.
A-17-34
Effective 09-Jul-14
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
iii) ILS approaches are to be preferred to non-precision approaches. in

case of non-precision approaches, emphasis may be given on CDFA.
Optimum level of automation should be used.
v)
Company policy on approach stabilization criteria is emphasised.
vi) PANS-OPS procedures for speed control in terminal areas must be

followed.
vii) Flight Manual limitations and Company SOPs must be strictly adhered
to.
viii) Go Around procedure in case of wind shear must be reviewed.
ix) When landing in adverse weather conditions Full flaps are
recommended. However, if wind shear on approach is reported or
expected a lower flap landing is to be considered.
x)
Go around procedure in case of wind shear and stall and

recovery procedure must be reviewed as per Operations Circular 2 of
2001.
i)
If runways surface is wet / contaminated or if the braking action is

reported as poor, use of full reverse thrust is recommended.
ii)
Full flap landing and adequate usage of Reverse thrust and

consideration of extra en-route/ terminal fuel computation shall be
adhered to.
iii) Use of auto brakes in the appropriate mode is recommended. The auto
brake DECEL light might not illuminate if at least 80% of the desired
deceleration rate is not achieved, therefore deceleration should be
confirmed by the speed trend arrow and the deceleration felt by the
crew.
iv)
Approach briefing prior to Top of Descent shall include

wet/contaminated Landing Distance Required calculation. Scheduled
Operators shall prepare a quick analysis table for wet / contaminated
RLD in view of the high cockpit work-load environment.
A-17-35
Effective 09-Jul-14
iv) Don't operate below minimum safe altitudes if uncertain of position or

ATC clearance.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
a) MEL Requirements
The following equipment must be serviceable during adverse weather/
monsoon conditions within India:
Weather RADAR
ii)
Windshield wipers on both sides
Note-IndiGo fleet is certificated for adverse weather performance as per

Airplane Flight Manual and subsequent limitations have been
incorporated in MEL.
b)
Ground operations in heavy rain
When the aircraft is parked on the ground during heavy rain, it can take rainwater
into the avionics ventilation system via the open skin air inlet valve.
As mentioned in FCOM PRO-SUP-30 the EXTRACT push button on the
overhead VENTILATION panel should be switched to OVRD and Parking Brakes
should be ON( when parked) to prevent rainwater from entering the avionics
ventilation system. The EXTRACT push button should be restored to AUTO if
heavy rain stops or after the aircraft is airborne.
Refer to FCOM PRO-SUP-91-50 for techniques of taxi, take off and landing on
fluid contaminated runways. Single Engine Taxi is not recommended.
c)
Use of predictive wind shear and reactive windshear systems

Refer FCOM PRO-SUP-91-20 and FCOM bulletin FCB 2.
d)
Bird menace
One of the greatest dangers to the safety of aircraft operation during the monsoon
is bird menace. An analysis of incidents since 1996 has shown that the months of
July, August and September have the highest risk for bird strike. Takeoff and
landing rolls are the phases during which maximum bird strikes take place. The
following airfields have been identified as high risk.
Mumbai FIR - Ahmedabad (VAAH), Aurangabad (VAAU), Khajuraho (VAKJ),
Mumbai (VABB), Udaipur (VAUD)
Kolkatta FIR - Guwahati
Vishakhapatnam (VEVZ)
(VEGT),
A-17-36
Kolkata
(VECC),
Patna
(VEPT),
Effective 09-Jul-14
i)
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
Delhi FIR - Delhi (VIDP), Jaipur (VIJP), Jammu (VIJU), Jodhpur (VIJO)
Chennai FIR - Bangalore (VOBG/VOBL)
i)
Aircraft speed shall be restricted to 250 knots or less, below

10,000 AGL unless safe operations of aircraft dictate a higher
speed.
ii)
If the relative angle of the flight path of the aircraft and the bird
does not change a bird strike is likely.
iii) A take off shall not be commenced if birds are seen on the runway
and or in the takeoff path. Assistance of ATC should be requested
to clear the runway of birds.
iv) During landing roll, if birds are seen on the runway and the runway
length is not limiting it is recommended that minimum reverse
thrust is used.
v)
Pilots to exercise caution especially during sunset/ sunrise and

after recent rain when operating to and from the above airfields.
vi) Keep clear of flocks or individual birds and do not pass close to
them.
vii) Use appropriate external lights for landing and take-off.
viii) Birds are sensitive to Radar microwaves. The radiation is
considered effective for bird avoidance. The weather radar will be
used during take-offs, climb, approach and landing.
ix) Keep away from the base of convective clouds, soaring birds fly in
the thermals below them.
x)
Avoid flying over cities and towns at low altitude.
xi) Do not take violent evasive action near the ground, immediately
after take-off or on short finals.
A-17-37
Effective 09-Jul-14
Bird menace avoidance policy and guidelines
e)
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
xii) Birds when frightened tend to dive; it is safest for the pilot to alter
the course of the aircraft or increase climb rate if a collision is
imminent.
When Birds are not observed in time and a strike is likely in the
cockpit area Pilots should duck their heads below the level of
windscreen.
xiv)
During take-off, if birds are observed beyond the runway shoulder, the
direction of the wind should be kept in mind since birds (unlike pilots)
always take-off and land into wind.
xv)
In case of a bird strike incident, it is mandatory that the bird incident report
form to be filled.
xvi)
An additional pair of trained eyes in the cockpit scanning the sky when
both the pilots are busy is a good policy
17.3.8.2
Operations from runways contaminated with snow, slush or water
Operations from contaminated runways should be avoided whenever possible.

When this occurs, the first consideration should be to delay or await improved
conditions or if airborne, to divert to another aerodrome.
The reduced tyre/ground friction available when landing on a slippery runway
limits the braking and tracking force the tyre can generate. This reduces the total
stopping force available and increases the landing rollout distance. Understanding
the capabilities and limitations of the systems that aid the Pilot in controlling and
stopping the airplane will help prevent overrun accidents by underscoring the need
to properly execute the recommended procedures.(Refer FCOM PER (PERTOF-CTA-10)
Operational Factors
i)
The runway surface condition is reported by the following method. The

depth of snow or slush
is measured by a standard depth gauge,
readings taken at approximately 300m intervals, between 5 and 10 m
from the runway centre line and clear of the effects of rutting. Depth is
reported in millimetres for each third of the runway length. A subjective
assessment is also made of the nature of the surface contaminant
(specific gravity) Refer FCOM
A-17-38
Effective 09-Jul-14
xiii)
ii)
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
The presence of water on a runway will be reported to the pilot at

airports where the facility exists.
Guidelines For Operations On Slippery Surfaces

The use of thrust reversers is mandatory on contaminated runways.
The two most important variables confronting the pilot, when runway
coefficient of friction is low and/or conditions for hydroplaning exist, are length
of runway and crosswind magnitude.
The total friction force of the tyres is available for two functions - braking and
cornering. If there is a crosswind, some friction force (cornering) is necessary
to keep the aircraft on the centreline. Tyre cornering capability is reduced
during braking or when wheels are not fully spun up. Locked wheels eliminate
cornering. Therefore in crosswind conditions, a longer distance will be
required to stop the aircraft. According to the runway conditions the cross
wind values indicated in FCOM should not be exceeded for take-off and
landing.
Taxiing Slippery Runways
Aircraft may be taxied at the Commander discretion on ramps and taxiways
not cleared of snow and slush. More power than normal may be required to
commence and continue taxi so care should be taken to avoid jet blast
damage to buildings, equipment and other aircraft. Be aware of the possibility
of ridges or ruts of frozen snow that might cause difficulties. The
boundaries/edges of manoeuvring areas and taxiway should be clearly
discernible. If in doubt, request "Follow me" guidance.
When executing sharp turns while taxiing or parking at the ramp, remember
that braking and steering capabilities are greatly reduced with icy airport
conditions; reduce taxi speed accordingly.Slat/flap selection should be
delayed until immediately before line up to minimise contamination.
Take-Off - Slippery Runways
Severe retardation may occur in slush or wet snow. In most cases, lack of
acceleration will be evident early on the take off run. Maximum permissible
power must be used from the start.
Large quantities of snow or slush, usually containing sand or other anti-skid
substances may be thrown into the engines, static ports and onto the
A-17-39
Effective 09-Jul-14
General Consideration
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
airframe. Pod and engine clearance must be watched when the runway is
cleared and snow is banked at the sides of runways or taxiway.
Landing - Slippery Runways
Use of reverse thrust on landing on dry snow in very low temperatures will blow
the dry snow forward especially at low speed. The increase in temperature may
melt this snow and form clear ice on re-freezing on static ports.
The required landing distance is the regulatory reference to be used for dispatch
landing performance computation. It is the factored landing distance based on
maximum manual breaking immediately after main gear touch down, prompt
selection of reversers, anti-skid, all spoilers operative, and regulatory dispatch
factor included (Refer FCOM).
If the surface is contaminated, longer of the RLD Wet runway and RLD for the
applicable contaminated for dispatch must be used.
The flight crew should use landing distances published in the QRH as the
reference for In flight landing performance computation.
The shortest stopping distances on wet runways occur when the brakes are fully
applied as soon as possible after main wheel spin up with maximum and
immediate use of reverse thrust. Landing on contaminated runways without
antiskid should be avoided. It is strongly recommended to use the auto brake (if
available) provided that the contaminant is evenly distributed.
The factors and considerations involved in landing on a slippery surface are quite
complex and depending on the circumstances, the pilot may have to make critical
decisions almost instinctively. The following list of items summarises the key
points to be borne in mind. Several may have to be acted upon simultaneously.
Do not land where appreciable areas of the runway are flooded or

covered with 1/2 inch or more of water or slush.
Limit crosswind components when runway conditions are poor and

runway length short.
A-17-40
Effective 09-Jul-14
Pilots should be aware that where rain, hail, sleet or snow showers are
encountered on the approach or have been reported as having recently crossed
the airfield, there is a high probability of the runway being contaminated. The
runway state should be checked with ATC before commencing or continuing the
approach. Very often a short delay is sufficient to allow the runway to drain or the
contaminant to melt.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
Establish and maintain a stabilised approach.
Consider the many variables involved before landing on a slippery

runway.
Landing weather forecast
Aircraft weight and approach speed
Landing distance required
Hydroplaning (aquaplaning) speed
Condition of tyres
Brake characteristics (anti-skid, auto brake mode)
Wind effects on the directional control of the aircraft on the runway
Runway length and slope
Glide path angle
Do not exceed VAPP at the threshold. An extended flare is more likely to

occur if excess approach speed is present.
Be prepared to Go Around.
Flare the aircraft firmly at the 1000 ft aiming point. Avoid build up of drift
in the flare and runway consuming float. A firm landing, by facilitating a
prompt wheel spin up, also ensures efficient antiskid braking.
Select reverse thrust as soon as possible.
Get the nose of the aircraft down quickly. Do not attempt to hold the nose
up for aerodynamic braking. Aim to have the nose wheel on the ground
by the time reverse thrust reaches the target level.
If the auto brake is not available, and if remaining runway length permits,
allow the aircraft to decelerate to less than dynamic hydroplaning speed
before applying wheel brakes. If however maximum braking is required
apply and hold full brake pedal deflection. Continue to apply rudder and
aileron inputs while braking. The brakes are the primary means for
stopping the aircraft but if necessary the full reverse thrust may be
maintained until the aircraft is fully stopped.
Excessive braking in crosswinds will lead to the aircraft drifting away from
the centreline. Do not decrab completely as the aircraft will yaw on the
slippery runway due to its weathercock stability.
A-17-41
Effective 09-Jul-14
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
Keep the aircraft aligned with the runway centreline. Use rudder and
aileron inputs. As rudder effectiveness decreases, reduce aileron
deflection proportionately.
If directional or lateral control difficulties are experienced, disconnect the

auto brake, if necessary, reduce reverse thrust levels symmetrically,
regain directional control with rudder, aileron and differential braking.
Once under control, reapply manual braking and increase symmetrical
reverse levels as required while easing the aircraft back towards the
runway centreline.
After landing in heavy slush do not retract the slats and flaps. Allow
ground personnel to clear ice and slush from slats and flaps before full
retraction. Taxi with caution to parking area as flaps extended provides a
much reduced ground clearance.
17.3.8.3
Aquaplaning (Hydroplaning)
Aquaplaning is really a loose assortment of three different but related phenomena:
a)
Dynamic aquaplaning, which occurs with standing water on the

runway.
b)
Viscous aquaplaning which can occur on smooth runways with water

depths as shallow as .001.
c)
Reverted rubber or steam aquaplaning, which requires a locked

wheel skid on a damp or wet runway.
Dynamic Aquaplaning
Dynamic aquaplaning results from high airplane speeds on flooded
runways. As the airplane accelerates for takeoff, a fluid wedge forms that
progressively separates the tyre footprint area from the runway surface.
The tyre aquaplaning speed, Vp (Kts) has been determined to be nine
times the square root of the main gear tyre pressure in psi.
During take-off, speeds upto Vp will produce progressively reduced
braking effectiveness and directional capability as more and more of the
tyre foot print area is lifted out of contact with the runway. Above Vp, full
A-17-42
Effective 09-Jul-14
Caution: Do not allow large deviations from the runway heading to develop as
recovery can become very difficult. Use of the nose wheel steering is not
recommended. Under slippery conditions, the nose wheels must be closely aligned
with the aircraft track or they will scrub.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
Viscous Aquaplaning
Viscous aquaplaning occurs on very smooth runways when they are wet.
Water on newly surfaced asphalt runways, or touch down areas with
heavy coating of rubber from repeated wheel spin ups, forms a tenacious
film that can completely separate tyres from pavement at speeds at least
35% below Vp. Unlike dynamic aquaplaning, very little water is required.
Steam Aquaplaning
When runways are damp or wet, the heat from a locked wheel position
produces steam in the tyre footprint area that may revert the rubber to its
tacky, uncured state. This gummy material creates an excellent seal to
enclose the footprint area and trap steam, which then superheats at
temperatures upto 260 degree centigrade and lifts the tyre clear off the
pavement. Steam aquaplaning has been measured to below 20 Kts
ground speed in some cases. In a flight it is possible to experience all
three forms in one landing. There are several variables that can influence
aquaplaning some of which can be controlled by flight crew.
Pre-flight Precautions - Aquaplaning

Since Vp is directly related to tyre pressure, it might seem logical to
increase the pressure and thereby raise Vp for your aircraft. In fact that
would work, although any increase in pressure will also decrease dry
runways braking coefficient because over inflation lessens the overall
contact area of the tyre which in turn reduces fraction. Tyre
manufacturers recommended pressures are a compromise between
braking coefficient and aquaplaning speed (among other things). Always
check for correct tyre inflation.
Tyres with deep radial ribs give the best protection against the onset of
aquaplaning. Even though the ribs may not be as deep as the pooled
water on the runway, they will still function to relieve the build up of that
A-17-43
Effective 09-Jul-14
dynamic aquaplaning removes all tyre to surface friction and further the
vertical component of the fluid wedge produces a spin down moment
which slows and eventually stops wheel rotation n the extreme situation.
Landing or decelerating on standing water will produce the same general
effects, but in reverse order. In fact, experiments have shown that once
aquaplaning has begun it may continue to significantly lower speeds. As
a result, the problem is more serious for landing or abort situations.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
Runway conditions - Aquaplaning

Runways are constructed, from a variety of materials depending on
geography, climate, etc. Each surface seems to have its own personality
when it comes to braking coefficient. There are some objective reasons
for these differences:
Runways with the pronounced crown shed water rapidly and prevent the
build up of water depth i.e. the first pre-requisite for dynamic
aquaplaning.
Rough or textured surfaces inhibit viscous aquaplaning by preventing the
formation of the smooth and cohesive fluid film. These surfaces will also
increase the critical fluid depth needed for dynamic aquaplaning by
allowing fluid to escape from the tyre footprint area.
Runways with lateral grooves provide the best protection against all three
forms of aquaplaning. Heavy rain is more effectively drained away by the
channelling action of the grooves, and pumping action between tyres and
grooves forces water out of the footprint. Aquaplaning is prevented
because the grooves break up on what otherwise might be a smooth
surface. Steam aquaplaning cannot develop because steam pressure in
the footprint area escape side-ways through the grooves and because
the gummy reverted rubber is scrapped from the tyre as it slides across
the rippled surface.
Technique - Aquaplaning
Pilot technique cannot remove the possibility of aquaplaning, but it can
substantially reduce the exposure and the risk if a few simple cautions
are observed, the Pilot should know what is the Vp for the aircraft. He
should also be aware that any touchdown above Vp on a wet runway will
present a high risk of aquaplaning. When he is in this situation, the final
approach should be made at a speed nearest to Vapp on the most
favourable runway.
A-17-44
Effective 09-Jul-14
fluid wedge which acts to separate tyre and runway, by providing a low
pressure escape route for the water. Deep ribs will inhibit steam
aquaplaning and provide maximum cornering effectiveness on slick
surfaces, so check the tyre carefully and use caution when tyre treads
are worn out.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
After touchdown, make early use of spoiler if available, to transfer the

airplane weight on the wheels to aid wheel spin up. Ground the nose
wheel for maximum directional control and once stabilised on the runway
decelerate as rapidly as possible with the following precautions.
Reverse thrust on a wet run-way particularly with a brisk crosswind, may

cause serious directional control problems so use it early, although
cautiously, until one has a feel of the situation.
Any amount of water on a runway creates a potential aquaplaning
situation and should be treated with respect. A small amount of
anticipation and planning will produce big results when own good
judgment and technique is applied under the prevailing conditions.
Effect of Crosswind - Aquaplaning

Crosswinds act over the entire side area of the airplane and produce side
forces which tend to push the airplane off the downwind side of the
runway. These forces are proportional to the square of crosswind
velocity. Generally the centre of pressure of this crosswind acts aft of the
centre of rotation (main landing gear) producing a yawing movement
which tends to make the airplane weather cock, or weather vane, into the
wind.
Combined Effects - Aquaplaning

One of the worst control situations occurs when there is a crosswind in
conjunction with wet runways. These conditions if encountered can
produce total aquaplaning. Flight tests with jet transport airplane have
demonstrated a loss in directional control and an approximate doubling or
tripling of the dry runway stopping distance (without use of reverse thrust)
due to aquaplaning .
17.3.8.4
Thunder Storms
Thunderstorm activity presents several hazards to flight operations, including

turbulence, wind shear, hail, static electric discharges and tornadoes. Icing is
normally not a problem in flight through thunderstorm areas because of its
A-17-45
Effective 09-Jul-14
Sustained heavy braking may induce steam aquaplaning, so begin

cautiously and be prepared to ease off pedal pressures as soon as a
locked wheel condition is detected, then re-apply brakes judiciously when
wheel rotation resumes.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
localised nature (in the up-drafts) and the rapidity with which the airplane passes
through the icing zones.
During the building stage, the cell is composed entirely of updrafts. It is a rapidly
building cumulus cloud from which no rain is falling and in which there is no
lightning. It is turbulent, particularly at the edges of the strong updrafts.
The matured stage occurs when the precipitation has grown to the size and
quantity that can no longer be supported by the updraft. It falls from the cloud and
forms a down draft.
A cell in the matured stage is the most turbulent, as it contains a strong updraft
and downdraft in close proximity.
It can be identified by the presence of a rapidly building icy trough, which can
tower upto 45,000 ft. or higher, by a predominance of clouds to ground lightning
and by heavy precipitation falling from the cloud.
The dissipating stage is reached when the down draft spreads over the entire
lower portion of the cell. Weak updrafts remain in the upper portion, and form the
anvil top, which in extreme cases reaches 70,000 ft. or higher. The anvil top,
though it is characteristic of a dissipating cell is usually wide spread over the
thunderstorm mass. A better identification of a dissipating cell is the widespread
area of light rain, the presence of cloud to cloud lightning; and the absence of
cloud to ground lightning. Turbulence in a dissipating cell is usually negligible.
The least turbulence in a thunderstorm mass is found at times, between the cells.
This space, though cloud filled, may be upto a mile and a half in width and if it
were possible to accurately locate this area, it is probable that most thunderstorms
could be circumnavigated with relative ease. Though the position of this area
cannot be determined exactly without the aid of a radar, it is usually found to lie
beneath the saddles that separate the build ups, in less dark areas of the cloud
and in the areas of less lightning.
There is a zone of increased turbulence near the freezing level as both updrafts
and down-drafts are accentuated by the freezing and melting of water. If practical
A-17-46
Effective 09-Jul-14
A thunderstorm mass is usually composed of several individual cells, each of

which progresses through the three stages of thunderstorm development.- The
cumulus building up stage, the matured stage, and the dissipating or anvil stage.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
flight through thunderstorm areas should be avoided, especially at levels at which

the outside air temperature is between plus 5 and minus 5 degrees centigrade.
17.3.8.5
Hail
Hail damage may occur in any large thunderstorm. The cold frontal or pre-cold
frontal thunderstorm is much more apt to contain damaging hail than the air mass
or thermal thunderstorm.
Hail forms in the thunderstorm cell which is in the building stage and falls from it,
when the cell has progressed to the matured stage. Hail is at its largest size near
the freezing level in the area of heavy precipitation. Flights well above the zero
degree isotherm decrease the risk.
17.3.8.6
Static Electric Discharges
Static electricity builds up on the airplane by frictional contact with solid particles
present in the air. Discharges occur only in moist air, and most often near the
freezing level. The following points may aid in reducing the number of discharges.
i)
Static discharges are more common in monsoon conditions at or near the

freezing level. Flight in either colder or warmer temperatures reduces the
probability.
ii)
Flight in frozen precipitation and particularly in wet snow increases the

probability of a discharge, and should be avoided when possible.
iii) If a discharge appears imminent as indicated by corona, radio static etc.

reducing the air speed may delay or prevent it.
All incidents of lightning strikes should be reported in the PDR for maintenance
action.
A-17-47
Effective 09-Jul-14
The turbulence in a thunderstorm may be strong enough to force an airplane

several thousand feet up or down. Updrafts accelerate to a maximum speed
around the middle of the cloud, and it is within this area that turbulence is greatest.
Downdrafts start approximately one third way down the cloud and accelerate to
almost ground level. The earth surface then causes the downdraft to spread out
laterally causing areas of violent wind shear. Flight in the lower two thirds of
thunderstorms should be avoided at all times.
17.3.8.7
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
Weather Radar
The company aircraft are fitted with weather radar; the description available in
FCOM DSC-34-60.
i)
Weather radar can see only precipitation. Turbulence, clouds, moisture,

lightning and wind shear are invisible to the normal airborne radar eye. Only
water in form of precipitation (or something more solid than water, like the
earth) will reflect those 3.2 cms X-band waves back to the antenna.
ii) The returns seen on the scope are only an indirect representation of
turbulence, indirect because those electronic pictures of precipitation must be
interpreted with experience, intuition and prior knowledge of weather situation
before they can reveal anything to anybody. Radar cannot show turbulence
directly.
If the radar paints a heavy concentration of rain there is quite likely to be
turbulence associated with it. There can be a wide area of rain with no associated
turbulence, simply because the upward vertical motion that lifted the moisture aloft
has ceased and the rain is just falling.
Remember, the strength of the echo is a function of the drop size, composition
and amount. Water particles reflect 5 times as much as ice particles of the same
size. Consequently CLOUDS/FOG/CLEAR AIR TURB/LIGHTHING/WIND... are
NOT detected by radar. Moreover, the weather radar is to be used to detect/
analyse/ avoid significant weather. It is not a pilot operable terrain or collision
avoidance system.
Attenuation - Weather Radar

When a radar pulse is transmitted into the atmosphere it is progressively
absorbed and scattered. The farther the pulse travels more it is weakened
and radars ability to see diminishes rapidly with distance.
Attenuation is caused by dust, water vapour, rain or ice crystals. In the best
case, doubling the distance will reduce the returning signals by a factor of
four. Heavy precipitation will greatly increase attenuation and may preclude
returns from even strong targets if they happen to be by other strong cells.
A-17-48
Effective 09-Jul-14
The art and science of interpreting airborne weather radar is predicted on two
basic facts
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
Automatic features - Weather Radar
These radars use clutter suppression algorithms to eliminate approximately

98% of ground clutter resulting in the display of threat weather that is
essentially free of ground clutter. Weather data from multiple scans at varying
tilt angles is stored in memory. When the flight crew selects a desired range,
information from the various scans is extracted from memory and merged on
the display. Since both long and short range weather information is available
due to the use of multiple tilt angles, the display presentation represents an
optimized weather picture regardless of the aircraft altitude or the range scale
selected.
Gain and intensity - Weather Radar
In manual mode, the gain control is the most significant means of regulating
radar performance. It allows manual adjustment of the radar sensitivity for
more detailed assessment of weather conditions. The Calibrated (CAL)
position sets the radar sensitivity to the standard calibrated reflectivity levels
and is the recommended position for normal operation. However the analysis
of weather or the adjustment of map returns may require a judicious use of
Gain. If desired, the radar GAIN may be adjusted to increase sensitivity by
rotating clockwise from CAL or the sensitivity may be decreased by rotating
counter clockwise from CAL. Varying the sensitivity temporarily can provide
useful information on the storm in question, which can be used
advantageously.
However, above FL 150, as the path attenuation compensation (PAC)
function is automatically engaged in this setting, detection or evaluation of
build-up should always start in auto/cal gain mode and if gain is then used
A-17-49
Effective 09-Jul-14
Most of the weather radars, like the one fitted on the company aircraft have a
revolutionary approach to the way weather information is processed and
refined. They are fully automatic and display all significant weather at all
ranges, at all aircraft altitudes, and at all times without the need for pilots to
input tilt or gain settings... all with an essentially clutter free display. When
operated in automatic mode, these radars significantly reduce pilot work load
while at the same time enhancing weather detection capability and
passenger/crew safety. In fully automatic operation pilots select only the
desired range.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
manually for deeper analysis of weather it must be reset to auto/cal once

analysis is completed. The company recommends setting gain to +8 upto FL
150 and to CAL above FL 150 as recommended in the FCOM/ as required by
the crew.
Colour display - Weather Radar
Radar in essence, measures the amount of moisture in the atmosphere. In

colour weather radars, calibrated gain associates these different amounts of
moisture with a particular colour level. For instance, Green represents a weak
rain fall rate, whereas Red indicates areas of strong and very strong return i.e.
very high rain fall rate and Yellow indicates a rain fall rate in between the two.
Note the black is also a colour level. It does not mean that weather is not
present (although this may be the case). It simply means that the returns, if
any, are very weak indicating a very low or nil rainfall rate. In some radars,
colour Magenta is provided to represent WET turbulent air flow that in
essence indicates a large variation in rain drop movement with associated
turbulence.
The severity of the turbulence could be assessed by the location of the Red
areas. If the Red patch is closer to the black area with minimal yellow and
green areas surrounding it, the storm is more likely to be turbulent than if the
red patch is only in the centre. Remember gradient is the best indicator of
turbulence, steeper the gradient more severe the turbulence. The gain
reduction also allows the detection of the strongest part of a cell displayed in
red on Radar Display. Indeed by slowly reducing the gain, the red areas
slowly turn into yellow areas, while yellow areas turn into green ones. The red
area which is the latest to turn into yellow is the strongest part of the build up.
This strongest area has to be avoided by the greatest distance.
Tilt and ground return - Weather Radar
In manual mode, the tilt control allows you to select the pitch angle of the
antenna and is the most important element in radar interpretation. The tilt
control allows you to explore at any desired level and so develops a
comprehensive image of the total target. Maximum precipitation is likely to
occur between 18000 and 32000 ft. and so that will be the altitude range that
usually returns the strongest echo from an active storm. Airplane flying below
that level should search with an appropriate amount of up tilt, while those at
higher altitudes need to search with some degree of down tilt. Radar using
A-17-50
Effective 09-Jul-14
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
zero degree tilt in level cruise at 30,000 ft. will be scanning far above any
weather 50-80 nm. Best search tilt at high altitude is achieved with the
antenna adjusted just low enough to paint on ground return at the outer edge
of the scope.
Optimum use of Weather Radar
Wx radar operation is available in MULTISCAN, AUTO/MANUAL mode. While

use of MULTISCAN in AUTO mode is recommended, the pilot has the
discretion to use MULTISCAN in the MAN mode.
MULTISCAN in AUTO has the following advantages:
o
Optimized weather detection at all altitudes and ranges
Automatic Ground clutter removal.
The Radar Rx / Tx controls the antenna tilt and scan by sending elevation and
azimuth commands over to the antenna pedestal. In AUTO mode, the tilt is
controlled automatically.
Operational Recommendation
AUTO mode is recommended for weather detection and target
acquisition since it can detect weather targets at a range of 320 NM.
Once the weather targets have been identified, manoeuvring to avoid the
targets should not be done until the target is within 80 NM range. Once
within 80 NM range, the MULTISCAN should be used in MAN mode in
order to differentiate between the thunderstorm cells and the rain
patches. The MAN mode should also be used in the event of excessive
ground returns due to a sub system failure. A reset should be performed
as given below. The reference tilt angles are also given when the Multi
Scan is used in MAN mode.
Resetting procedure in the event of excessive ground returns in AUTO

Mode:
Pilots have reported excessive ground clutter in the Auto mode. This clutter
can be removed by the following procedure.
Aircraft above 2400 ft: Deselect the Wx Radar SYS toggle switch to OFF
position for more than a second, and then re-select the radar system 1.
A-17-51
Effective 09-Jul-14
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
Aircraft below 2400 ft: Deselect the PWS toggle switch to the OFF as well
as the Wx Radar SYS toggle switch to OFF, for more than a second, and reselect them respectively to AUTO / SYS 1 positions.
Recommended Manual Mode Tilt Settings
Low Altitude (10,000 Ft And Below)

Below 10,000 feet, a tilt setting of between +2 and +7 is recommended with
+5 being a good compromise setting. The +5 setting will eliminate most
ground clutter and detect the majority of the weather in the immediate vicinity
of the aircraft. The two topics that follow (Climb and Descent) explain the logic
behind these guidelines, and when a +2 tilt setting and a +7 tilt setting might
be appropriate.
Mid Altitude Tilt Control (10,000 25,000 Ft)
For overland operation the best general guideline is to tilt the antenna until a
small amount of ground return appears at the outer edge of the display.
High Altitude (25,000 Ft And Above)
At higher altitudes thunderstorm tops can be all but invisible to radar. When
outside air temperature falls below -40 C, thunderstorm tops are formed
entirely of ice crystals and reflect very little radar energy. Significant down tilt
is required to ensure that the radar beam is picking up the more reflective part
of the storm that is at lower altitudes.
Descent
Below 10,000 feet, a +5 tilt angle remains the best compromise for descent if
cockpit work load is heavy. This tilt angle will detect most weather while at the
same time eliminating the majority of ground clutter. An alternate tilt
procedure for descent below 10,000 feet is to initially set a +2 tilt, and then
gradually raise it to +5, as the aircraft descends to lower altitudes.
Keep GAIN as recommended in FCOM.
A-17-52
Effective 09-Jul-14
Excessive ground returns should be removed within approximately 30

seconds. However, if they are not removed it does not render the Radar
unserviceable and it is to be used in the MAN mode. It does not require to be
written up in the PDR as the radar remains serviceable.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
Search analysis - Weather Radar
An FAA advisory circular regarding thunderstorms (AC 00-24B) provides most

valuable guidelines on how to fly with regard to thunderstorms. Use Weather
The following are the classic indication of the severe weather:Scalloped edges and/or fingers and hooks are often associated with hail,
tornadoes and severe turbulence. Horse-shoe shaped echoes are really a
variation of the finger shaped pattern and indicate similar severe activity.
Any indication of rapid change from no rain to heavy rain indicates a steep
gradient and probably severe turbulence. Any cell whose radar shapes
changing rapidly should be regarded with suspicion. However, you can fly
through these patterns and encounter no more than a rough ride. Similarly
severe weather can be found in relatively benign-looking smooth-edged
returns. There are no guarantees in radar interpretation, there are only
percentages.
17.3.8.8
Circumnavigation of Weather
Airborne weather radar is to be used for avoiding severe weather, not for
penetrating it
Areas of steep gradient, scallops, hooks and fingers should be avoided

by approximately 20nm at all altitudes.
If possible avoid green echoes.
Avoid areas of Magenta, as these represent severe turbulence. Ensure

A-17-53
Effective 09-Jul-14
Radar to analyze and actually avoid build ups in addition to visual cues
whenever available. Plan the avoidance early enough between 100 NM to 50
NM from an echo. Very heavy rain will give echoes at ranges of 100 nm or
more. Such returns should be considered strong enough to create severe
turbulence and you should consider a detour immediately. As the distance
reduces examine the storm critically using gain and tilt to get a three
dimensional picture. Be aware that the radar may be clear of echoes behind a
big echo which masks existing build ups. Moreover, the radar may be clear
between echoes, do not go in between if two major red and magenta are
separated by less than 40 nm. Be aware that top of build ups with hail or with
small droplets and dry turbulence might not be detected or provide small
echoes and can occur up to 5000 ft above build ups.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
that W+T is selected on weather function.

During departure/arrival/TMA, avoid amber and red by around 5nm.
Outside TMA and below 25000ft, avoid amber and red areas by at least
10nm.
Above 25000ft avoid amber and red contoured areas by at least 20nm.
If you are to overfly a mature cell, stay above the top by at least 5000ft.
Remember rate of built up could be as high as 7000ft/min. In-adequate
clearance can cause jet upset.
Do not fly under an anvil. This area is likely to have hailstones, which
being super-cooled above freezing level, may not provide a return.
Never fixate on one single range scale because you may over look other serious
weather. Good technique involves frequent reassessments including two or more
range scales, several tilt angles and probably some gain changes. Remember,
Do not under estimate a thunderstorm even if echo is weak (wet parts

only are detected).
Deviate upwind rather than downwind (less chances of turbulence or

hail).
Don't attempt to fly below a storm even visual (turbulence, shear,

altimetry).
Use turbulence detection to isolate turbulence from precipitation.
Severe turbulence may be encountered up to 5000 ft above a cell.
Storms with tops above 35000 ft must be considered hazardous.
Frequent and vivid lightning indicates a high probability of severe

turbulence.
17.3.8.9
Turbulence
Areas of significant turbulence are normally found in and near thunderstorms, in

regions of strong wind or temperatures shear or in sharp trough lines and
mountain waves.
Flight in such regions should avoid turbulence using the following procedures:
A-17-54
Effective 09-Jul-14
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
Plan a deviation from course or altitude around areas of significant turbulence. If

deviation from course and altitude is not possible and the area of turbulence must
be penetrated, follow procedures laid down in FCOM.
When entering areas of known turbulence, the Fasten Seat Belt sign must be
switched ON well in time.
Before turbulence penetration the Flight Crew will fasten shoulder harnesses. The
pilot will determine the best penetration altitude and heading, establish target
penetration speed, set thrust to hold target speed, use engine ignition, use the
auto-pilot to best advantage.
Holding In Turbulence
Holding in turbulence with flaps extended requires a greater protection
against stall than normal manoeuvring speeds provide. Therefore, if
turbulence is encountered while holding, the airplane should be accelerated to
a speed that is close but does not exceed the flap placard speed. If
turbulence intensifies to a degree where turbulence in excess of moderate
may be encountered, it is recommended that holding be made with flaps up at
the turbulence penetration target speed. In this case ATC should be informed.
Severe Turbulence Reporting

Pilot shall report all encounters with severe turbulence in PDR for
maintenance action.
17.3.8.10 Clear Air Turbulence (CAT)

High level clear air turbulence is potentially hazardous to the safety of the airplane
as its presence cannot normally be detected before it is encountered.
Rules Of Thumb For CAT Avoidance

Jet streams stronger than 110 KTs (at the core) are apt to have areas of
significant turbulence near them in the sloping Tropopause above the core, in
the jet stream front below the core, and on the low pressure side of the core.
In these areas there is frequently strong wind shear.
A-17-55
Effective 09-Jul-14
If ATC cannot approve a requested change in route or altitude, then in conditions

of severe turbulence the Commander may use his emergency authority and select
such courses and altitudes as he considers necessary for safety. Use of
emergency authority must be immediately reported to ATC.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
On charts for standard isobaric surface, such as 300 mb, if 20 Kts isotachs
are spaced closer together than 60 nm, there is sufficient horizontal shear for
CAT. This area is normally on the pole ward (low pressure) side of the jet
stream axis, but in unusual cases, it may occur on the equatorial side.
Curving jet streams are more apt to have turbulent edges than straight ones,
especially jet streams that curve around a deep pressure trough. Wind shifts
associated with pressure troughs are frequently turbulent. Pressure ridge
lines also have rough air.
Rules Of Thumb For Minimising CAT Effects

In an area where CAT has been reported or forecast it is suggested that pilot
should adjust the speed to fly at the recommended rough air speed on
encountering the first ripple. In areas where moderate or severe CAT is
expected, it is desirable to adjust the air speed prior to encounter.
If jet stream CAT is encountered with direct head or tail winds, a change of
flight level or course can be initiated since these areas of turbulence are
shallow and narrow and get elongated with the wind. A turn to the right in the
northern hemisphere and to the left in the southern hemisphere, places the
airplane in more favourable winds. If a turn is not feasible due to airway
restrictions, a climb or descent to the next flight level will usually find
smoother air.
If jet stream CAT is encountered in a crosswind it is not important to change

course or flight level since the rough areas are narrow across the wind. However,
if it desired to traverse the CAT area more quickly, either climb or descend after
watching the outside temperature.
If temperature is falling, descend, if rising climb; if the temperature remains
constant, the flight is probably close to the level of the core, in which case either
climb or descend, as convenient. Application of these rules will prevent following
the sloping tropopause or frontal surface and staying in the turbulent area.
A-17-56
Effective 09-Jul-14
CAT is also related to vertical shear. From the winds aloft charts or reports,
compute the vertical shear in Knots per thousand feet, if it is greater than 5
Kts per thousand feet, turbulence is likely. The spacing of isotherms on an
upper air chart is significant, if the zero degree isotherms are closer together
than two degrees of latitude there is usually sufficient vertical shear for
turbulence.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
17.3.8.11 Squall Lines and Wind Shifts

Pre-frontal squall lines outside the tropics and pre/post monsoon squall lines,
westerly disturbance over the sub-continent are the most violent thunderstorms.
They occur mainly in the spring and early summer, and most often during the
afternoon or evening hours.
Wind shifts associated with squall lines are often sharp and sometimes extend
ahead of the squall line by as much as 15 miles. An airplane passing through the
wind shift may momentarily experience a marked change in indicated air speed.
The air speed will increase when the headwind component increases and
decrease when the headwind component decreases.
To minimise hazards of flying in squally conditions, pilots should:
Avoid take off and landings during severe wind shift conditions.
Monitor air speed closely at all times, and allow an extra margin above stall
speed when flying in squally conditions in order to allow for sudden variations
which may take place in the wind shift zone.
Avoid making sharp turns during squally conditions because of the increased
stall speed while in bank and the possibility of encountering a sudden severe
roll from a gust.
When approaching a squall line, enter at a right angle to the wind shift line
because this flight path involves the shortest distance through the zone. A
flight crossing the wind shift line on a nearly parallel course can be subject to
large and rapid change in air speed.
If the clouds can be topped, ON TOP flight is recommended. If not, consider

holding on the ground until the line has passed. Airplane on the ground should
be well secured as instantaneous wind shifts with a gust of 50 to 65 Kts. are
not uncommon.
A-17-57
Effective 09-Jul-14
If turbulence is encountered in abrupt wind shift associated with a sharp pressure

trough line, establish a course across the trough rather than parallel to it. A
change in flight level is not likely to alleviate the bumpiness. If turbulence is
expected because of penetration of a sloping tropopause, watch the temperature
gauge. The point of coldest temperature along the flight path will be the
tropopause penetration. Turbulence will be most pronounced in the temperature
change zone on the stratospheric side of the sloping tropopause.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
17.3.8.12 Icing and Freezing Precipitation General
Terminology for reporting the Intensity and Type of Icing

Intensity of Ice
i)
Traces Of Ice
An ice accumulation of no consequence, which does not affect the
performance of the aircraft, but should be reported by pilots for
meteorological purposes (for dispatch purposes considered as non-icing
condition).
ii)
Light Ice
This is an icing condition which can be handled safely by the normal
functioning of the airplane de-icing or anti-icing equipment. On
encountering light ice, it is assumed that the airplane can be flown
indefinitely provided de-icing or anti-icing equipment is used.
iii) Moderate Ice

This is an icing condition approaching an adverse icing condition which
the aircrafts de-icing or anti-icing equipment will safely handle but which
for practical purposes can be considered a signal to the pilot that it is time
to alter the flight path so as to avoid operation in that condition.
iv) Severe Ice
An adverse icing condition, which de-icing or anti-icing equipment cannot
safely handle. On encountering severe ice, the Pilot shall change altitude
or course or return to a suitable airport and land, in as much as to
continue under this condition of icing would render the airplane unairworthy.
Type of ICE
i)
Rime Ice
Pure Rime is hard, porous, whitish opaque ice consisting of small grains,
air space, and frost-like crystals.
A-17-58
Effective 09-Jul-14
De-icing and anti-icing equipment on Company airplane is not intended to permit

extended operation in other than light/moderate icing. Instead, these aids are to be
used only when conditions warrant. No flight is cleared or is to be intentionally
operated in an adverse icing condition based solely on intended use of this
equipment.
ii)
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
Clear Ice
This is hard clear solid ice.
iii) Mix Ice

Aircraft performance is certified on the basis of a clean wing. Ice accretion affects
wing performance. When the wing is clean, the airflow smoothly follows the shape
of the wing. When the wing is covered with ice, the airflow separates from the wing
when the Angle-Of-Attack (AOA) increases. Therefore, the maximum liftcoefficient is reduced. As a result, the aircraft may stall at a lower AOA, and the
drag may increase.
Company Policy Operations in Icing conditions
The aircraft shall not operate to the airports where snowfall is forecasted. Pilots
are prohibited from initiating take off when contamination such as snow, ice, frost
is adhering to critical surfaces of an aeroplane which will adversely affect the
performance of the aircraft. Since the Company does not have ground De-icing
facilities available at any station, the operation of aircraft is prohibited from such
airport where conditions conducive to ground aircraft icing exist.
17.3.8.12.1
Cold Weather Operation
Frost, ice, snow on airplane will adversely affect performance and even small
amounts can have disastrous consequences. Pilots should be alert for the
following:
-
Ice build-up on engine inlet pressure probes causing erroneous indication

of engine power.
Thin layers of ice on control surfaces inducing flutter with subsequent

structural damage.
Severe tail plane icing leading to loss of control when landing flap are
selected.
Very small deposits on leading edges of wings dangerously eroding

performance
Attempting to take off with wet snow on the wings and tail planes which
had accumulated after earlier de-icing with diluted fluid.
A-17-59
Effective 09-Jul-14
It is mixture of rime and clear ice.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
Pre-Flight Preparations - Cold Weather
Ensure that the whole airplane is free from deposits of frost, ice and snow.
Particular attention should be paid to leading edges, control surface flaps,
slats, generator cooling inlets, fuel vents, APU inlets, pressurisation inlets
and outlet valves, static ports, etc. Any deposits left on control surfaces
may put them out of balance with the consequent risk of flutter developing.
Deposits left in operating mechanism, hinges and gaps may freeze during
flight and jam the controls. Ingress of moisture, snow or rain in door
mechanisms and seals is more likely to occur when doors are open. The
time open should be kept to a practical minimum and a check for
contamination made prior to departure.
Start-up / Taxi and Take off Precautions Cold Weather

On some engine types, icing of probes can cause over reading of power
gauges. To prevent this possibility, and of damage to or flame out of the
engine, engine anti icing should be switched ON if icing conditions are
present, or possible (in the absence of other guidelines in the Flight Manual
engine icing can be assumed to be possible if the OAT is less than 10
degree centigrade and there is precipitation, standing water, or the RVR is
less than 1000m in fog/mist).
During taxiing, in icing conditions, the use of reverse thrust on podded
engines should be avoided, as this can result in ice contamination of
leading edges of the wing, slats, etc. For the same reason, keep a good
distance away (minimum 750 ft or 230m) from airplane taxiing ahead of
you. In no circumstances should an attempt be made to de-ice an airplane
by placing it in the wake of the engine exhaust of another aircraft.
Before take-off, ensure that the wings are not contaminated by ice or snow,
and that fuel, airframe and engine anti icing controls are appropriately set.
Take- off power should be monitored on more than one instrument. After
take-off, introduce airframe de-icing, if appropriate. Do not use reduced
A-17-60
Effective 09-Jul-14
The flight crew must keep in mind that the temperature of the wing surface
may be significantly lower than the OAT, after a flight at high altitude and
low temperature. In such cases, humidity or rain will cause ice accretion on
0
the upper wing and light frost under the wing, even at OAT higher than 0
C.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
thrust for take-off when runway is contaminated with snow, ice, slush or
standing water. After take-off power has been set, cross check with other
compatible parameters.
In flight Precautions - Cold Weather
The build-up of ice in flight may be very rapid and pilots should avoid icing
conditions for which their airplane are not approved. The instructions in the
airplane flight manual concerning the use of anti and de-icing equipment
should be followed.
In some types of aircraft, when ice is present on tail plane, lowering flaps
may cause a reduction in longitudinal control. When this happens the tail
plane can stall, with a consequent loss of control from which recovery may
be impossible in the time available. Allowing the speed to decrease with
flaps down may increase the risk of the tail plane stalling. If longitudinal
control difficulties are experienced and it is suspected that there is ice on
the tail plane, it would be prudent not to lower full flaps or immediately
reselect a lesser flap. This condition should not be confused with any pitch
change associated with the normal operation of the flaps. An increase
margin of speed should be kept during approach.
Descent and Landing - Cold Weather

-
Check the landing minima of the aerodrome. When the minima is

below 800 m visibility, landing is not authorised unless RVR
information is available.
Clouds are considered visible moisture when visibility is less than 1

mile.
Anticipate the need for engine/nacelle and/or wing anti-ice at all

times, especially during descent.
Observe Airplane Operation Manual minimum N1 limits during

descent when anti-icing systems are used. If available, arm the autobrake and auto-spoiler systems before landing.
Deploy speed brakes immediately after main gear contact with the
runway.
Lower nose wheel to the runway immediately. Do not hold nose gear
off runway.
A-17-61
Effective 09-Jul-14
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
Apply brakes smoothly and symmetrically with moderate to firm

pressure until a safe stop is assured.
Let the anti-skid system do its work.
Do not use asymmetric reverse-thrust on icy or slippery runways. Be

prepared for possible downwind drift on slippery runways with a
crosswind when using reverse thrust.
Do not attempt to turn off the runway until speed is reduced to a

prudent level.
17.3.8.13 Wind Shear

(Refer FCOM-PRO-ABN-80, QRH and FCOM DSC - 34 - 60)
It is not important that the pilot identify wind shear as such, but that he should
recognise cockpit indications which signal a change in vertical flight path
performance. Wind shears are more threatening below 500 ft. At these low
altitudes there is very little time or altitude available to respond to and recover from
an inadvertent encounter.
Horizontal wind shear may improve or degrade vertical flight path performance.
Improved performance will first be indicated in the cockpit by increasing air-speed.
This type of wind shear is not dangerous in itself but may be followed by a shear
that will decrease airspeed and degrade airplane performance.
Decreasing airspeed results when the wind is changing faster than the airplane
can accelerate. A decreasing airspeed is followed by a decrease in pitch attitude
as the airplane tries to maintain the last trim speed. The combination of
decreasing speed and pitch produces a high sink rate. Unless this is countered by
the pilot a critical flight path control situation can develop very rapidly. Only about
5 to 10 seconds are available for recognising a degrading vertical flight path and
resolving the situation.
The most effective tools for changing flight path directions are pitch and thrust.
Pitch and thrust must be increased immediately to ensure the best climb
performance. Unusual control column forces may be required to maintain or
increase pitch attitude when airspeed is below the trim speed. If unusual control
forces are required to maintain the airplane within the stipulated flight path the
Crew should be alerted to a possible wind shear encounter.
A-17-62
Effective 09-Jul-14
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
Crew action - wind shear

Crew actions are divided into three areas: - Avoidance, Prevention and Recovery.
Avoidance - wind shear
To increase the crew awareness some aircraft, are equipped with systems, which
use the weather radar to predict windshear. When the airshaft of a microburst
reaches the ground, it mushrooms outward carrying with it a large number of
falling rain droplets. The radar is able to measure the droplets speed variations
thus assessing wind variations. This forward-looking capability to assess wind
variations is carried out through the Predictive Windshear System (PWS).
Prevention - wind shear
If a windshear encounter is likely, the take-off should be delayed until the
conditions improve, e.g. until a thunderstorm has cleared the airport. Once the
conditions improve, select the most favourable runway (considering location of the
likely windshear, runway length, obstructions etc). Use maximum takeoff thrust
and monitor closely airspeed/airspeed trend during the take-off run and initial
climb for early signs of windshear.
The rotation should be normal and FD command should be followed, as Airbus
320 FD is certified to have windshear handling capability. In fact the FD pitch
mode ensures the best aircraft climb performance. This explains why the FCOM
procedure asks to follow the FD pitch bar and possibly full aft stick so as to obey
the FD orders and thus minimizes height loss, while encountering windshear.
During approach if windshear is likely, delay landing or divert to another airport
until the conditions are more favourable. Use weather radar and select the most
favourable runway for landing. Make maximum use of autopilot and auto-thrust for
more accurate approach and earlier recognition of deviation from the beam. Select
the minimum landing flap position consistent with the field length.
A-17-63
Effective 09-Jul-14
Awareness of the weather conditions which result in wind shear will reduce the
risk of an encounter. Studying meteorological reports and listening to tower reports
will assist the crew in their assessment of the weather conditions to be expected
during take-off or landing. Flight crew should also search for other clues to the
presence of wind shear along the intended flight path; like pilot report, low level
wind shear warnings (LLWAS), predictive wind shear warning etc.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
Crew coordination and awareness is very important. Crew should closely monitor
vertical flight path and speed. The PNF should be especially aware of vertical
speed/altitude and should call out any deviations from normal.
Predictive windshear aural warning is provided -"Windshear Ahead", in case the

aircraft is likely to encounter windshear. If predictive windshear aural warning is
generated on the runway before takeoff, take-off must be delayed. If the predictive
windshear aural warning is generated during take-off roll, the captain should reject
the take-off (the aural warning is inhibited above 100 kt). If the predictive
windshear aural warning is generated during initial climb, the crew should apply
maximum thrust. Closely monitor speed/speed trend and ensure that the flight
path clears any shear suspected area. The aircraft configuration can be changed
provided the windshear is not entered.
In case aircraft enters windshear before V1, either indicated by reactive windshear
warning (Windshear, Windshear, Windshear aural warning) if available, or
detected by pilot observation, with significant speed/speed trend variations and the
captain decides that there is sufficient runway remaining to stop the airplane, the
captain should initiate a rejected take-off.
If the aircraft encounters windshear after V1, the crew should select maximum
rated thrust and rotate smoothly at a normal rate towards the target pitch attitude
indicated by the FD bar. The configuration should not be changed until definitely
out of the shear as the operation of the landing gear doors induces additional
drag. The PF should fly FD pitch orders rapidly, smoothly but not aggressively and
should consider the use of full back stick if necessary, to minimize height loss.
Remember, the high angle of attack protection in fly by wire aircraft allows the PF
to pull safely full aft stick, if needed, to follow FD pitch order or to rapidly
counteract a down movement. This provides maximum lift with no fear of stalling
the aircraft. The PNF should call wind variation and vertical speed and when clear
of shear, report the encounter to ATC.
If predictive windshear warning comes on approach, the crew should either delay
the approach or divert to another airport. However, if the approach is continued,
the crew should assess the weather severity with radar display and consider a
more favourable runway. In case the aircraft enters windshear on approach the PF
should set maximum rated thrust and initiate a go around. The aircraft
A-17-64
Effective 09-Jul-14
Recovery - wind shear
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configuration should not be changed when in shear. Full back stick should be
used, if required, to follow FD bar to minimise height loss.
Pilot reports - wind shear
Airplane not equipped with inertial or other suitable navigational equipment shall
report the loss/gain of air speed and the height at which it was encountered.
Pilots are required to submit all meteorological reports to ATC units and in AIREP
form.
17.3.8.14 Volcanic Ash
The emergency procedures required in case a flight encounters volcanic ash are
laid down in the emergency section of the QRH and FCOM.
FCOM
PRO/LIM/OEB/FCBUL
(PRO-SUP-91-40 P 3/4)
Flight in areas of known volcanic activity must be avoided. The areas are notified
by Class 1 NOTAMS and SIGMET messages. This is particularly important during
hours of darkness or daytime instrument meteorological conditions when volcanic
ash/dust may not be visible. The weather radar is not designed to detect volcanic
ash and cannot be relied on to do so. Volcanic ash may extend for several
hundred miles. If volcanic ash is encountered, exit as quickly as possible. A 180
turn may be the shortest distance out of the ash.
The presence of volcanic ash may be indicated by:
o
Smoke or dust appearing in the cockpit.
An acrid odour similar to electrical smoke
Multiple engine malfunctions, such as stalls, increasing EGT, torching from

tailpipe, flameout, etc.
At night, St. Elmos fire/static discharges, observed around the windshield,

accompanied by a bright orange glow in the engine inlets.
Volcanic ash can cause rapid erosion and damage to the internal components of
the engines. Volcanic ash build-up and blockage of the high pressure turbine
nozzle guide vanes and the high pressure turbine cooling holes can cause surge,
A-17-65
Effective 09-Jul-14
Airplane equipped with inertial or other suitable navigational system and

encountering wind shear shall report the wind direction and speed and the height
at which they were observed.
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loss of thrust and/or high EGT. Retarding thrust to idle will lower the EGT which
will reduce the debris build-up on the turbine blades and improve the engine stall
margin. Further improvement in engine stall margin can be obtained by increasing
the bleed air extraction through operation of the engine and wing anti-ice systems.
Volcanic ash may block the pitot system and result in unreliable airspeed
indications, if unreliable or loss of airspeed indications occur.
Volcanic ash is very abrasive and can cause serious damage to the airplane
engines, wing and tail leading edge surfaces, windshields, landing lights, etc.
Volcanic ash can cause all of the windshields to become translucent, obstructing
vision, If this condition should occur, on airplanes with auto land capability, a
diversion to an airport where an auto landing can be made should be considered.
Due to erosion damage to the landing lights, landing light effectiveness will be
significantly reduced.
CAUTION: EXIT VOLCANIC ASH AS QUICKLY AS POSSIBLE.
CONSIDER A 18O TURN
THRUST LEVERS IDLE
Lowers EGT and significantly reduces possible engine damage or flameout.
If conditions permit, operate at idle thrust.
17.3.8.15 Dust / Sand Storms
Dust refers to fine particles of soil suspended in air. The actual source of dust or
sand may have occurred far away from the point of observation and the dust may
be reported as haze. Dust gives a tar or gray tinge to distant objects. The suns
disk becomes pale and colourless, or has a yellow tinge. When the dust raised by
the wind to a 6feet (2m) or more, restricting visibility to 6 statute miles (10km) or
less is called blowing dust (BLDU).
A-17-66
Effective 09-Jul-14
It may become necessary to shut down and then restart engines to prevent
exceeding EGT limits. If an engine fails to start, repeated attempts should be
made immediately. A successful engine start may not be possible until the engine
is out of the volcanic ash and the airspeed and altitude are within the air start
envelope. Engines are very slow to accelerate to idle at high altitude, which may
be interpreted as a failure to start or as an engine malfunction.
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When instability conditions occur over desert or semi-arid areas and the humidity
conditions aloft are not very favourable, convective clouds do not build up to great
heights. Such clouds can still give rise to storms if their tops extend to a sufficient
extend above the freezing level. These local storms raise loose dust from the
ground up to heights of over 10,000 ft. They are hence called dust storms. In
northern India summer dust storms of this type are known by the local name of
Andhis (blinding storms).
The mechanism of formation of dust storms is essentially the same as that of
thunderstorms. Due to low humidity aloft the vertical growth of the cloud is
restricted. The down draught is initiated quickly by the fall of super cooled water
drops from a level a little above the freezing level. The water drops generally
evaporate completely before reaching the ground due to the prevailing high
temperature and low humidity. The up draughts in the cloud are so vigorous that
they carry the dust or sand through a large part of the cloud.
Surface squalls are associated with dust storms, sometime these squalls are
severe. Dust storms can be detected by weather radars but for a shorter duration
as compared to thunderstorms. The echoes are also less intense than active
thunderstorms echoes.
Dust storms are most common in the afternoon of the summer months over the
desert and semi-arid areas of north west India. (i.e. Rajasthan, Haryana, Punjab,
Adjoining Jammu and Kashmir, Uttar Pradesh, North Madhya Pradesh, Bihar,
West Bengal and West Assam) Marked heating of the ground and steep lapse rate
favour their formation. Under the influence of disturbances in the lower levels
moisture from the Arabian sea can penetrate in shallow layers into these areas
making possible the formation of intense convective clouds, which give rise to dust
storms. Dust storms cause very poor visibility.
A-17-67
Effective 09-Jul-14
Visibility is less than 1km (5/8s.m.) in dust storm/sand storm, and less than 500m
(5/16 s.m.) in a severe dust storm/ sand storm. Blowing sand (BLSA) is described
similarly to blowing dust, but it is more localized. When the dust extends to high
levels and no precipitation is forecast to occur, low visibilities will persist. Blowing
dust and occur when the soil is loose, the winds are strong, and the atmosphere is
unstable. If the dust layer is deep, it can be carried hundreds of miles from its
source. During night flight over a very dark surface such as water, an elevated
haze layer may obscure the horizon which may lead to pilot disorientation.
FLT.OMA
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17.3.8.16 Mountain Waves
It is a particular form of an atmospheric gravity wave. These phenomena are sonamed because, in a stable atmosphere, gravity (through stability) plays a major
role in forcing the parcels to return to, and oscillate about, their equilibrium level.
Because the mountain which initially displaces the air doesnt move, lee waves
tend to remain stationary despite the fact that the air moves rapidly through them.
Lee waves are relatively warm in the wave troughs where stable air has
descended and cold in the crests where stable air has risen. Once established in a
particular locale, mountain lee wave activity may persist for several hours although
there are wide variations in lifetime.
The formation of mountain lee waves requires movement of stable air across a
mountain range.
Lee waves are important phenomena because they produce vertical motions large
enough to affect airplane in flight. Furthermore, they are often associated with
turbulence, especially below mountain top level and near the tropopause.
To appreciate strong lee waves, we assume that we are attempting to fly
horizontally through a typical strong lee wave. The lee wave length is 12 n.m.(
stronger waves tend to be longer). Under these conditions, you would encounter a
change in vertical wind speeds from +1800f.p.m to -1800f.p.m. over a distance
only 6n.m.(half of lee wave length). If groundspeed is 480kts., and if the track is
perpendicular to the waves, that change would occur over a 45second period.
Winds nearly perpendicular to a ridgeline are more effective in the production of
lee waves than winds nearly parallel to the ridgeline.
A-17-68
Effective 09-Jul-14
When large-scale circulations cause airflow across rugged terrain, numerous

mesoscale circulations develop over and downwind of the mountains. When a
stable airstreams flows over a ridgeline, it is displaced vertically. Downwind of the
ridge, the displaced air parcels accelerate back to their original (equilibrium) level
because the air is stable. They arrive at the equilibrium level with some vertical
motion and overshoot it. They again accelerate back to the equilibrium level and
over shoot, only to repeat the wave-like oscillation as they are swept downstream
with the horizontal winds. The mesoscale wave pattern that they follow is known
as a mountain wave or mountain lee wave.
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Significant vertical motions will occur in lee waves if the winds perpendicular to the
ridgeline exceed 20knots at the top of the ridge and the lee wave wavelength
exceeds 5n.m.
The conditions most favourable to wave formation over mountainous areas are a
layer of stable air at mountain-top altitude and a wind of at least 20 knots blowing
across the ridge. Crests of standing mountain waves may be marked by
stationary, lens-shaped clouds known as standing lenticular clouds.
Note: The presence of lenticular, roll, and /or cap clouds indicates lee wave activity and
locations of wave crests and rotor circulation. However, these observations should not be
used to estimate the strength of the vertical motions or associated turbulence.
17.3.8.17 Jet Streams

When a fluid or gas passes through a narrow mouth or a narrow zone its speed
increases but static pressure decreases (Bernoullis Theorem). The narrow mouth
or a narrow zone is called Jet and flow of fluid/air passing through it is called JET
STREAM. In the atmosphere, these types of air flow (jet stream) occur over
known parts of the globe in well known months of year.
Jet stream is a very important upper-air feature and often embedded in the zone of
strong westerlies. A jet stream is a narrow band of high speed winds that reaches
its greatest speed near the tropopause (24,000 to 50,000feet MSL). Typical jet
stream speeds range between 60knots and about 240knots. Jet streams are
typically thousands of miles long, hundreds of mile wide, and a few miles thick.
On the average, two jet streams are found in the westerlies, the polar front jet
stream and the sub-tropical jet stream. As the name implies, the polar front jet
stream is found near the latitude of the polar front. Similar to the behaviour of the
polar front, it is stronger and farther south in winter and weaker and farther north in
summer. The subtropical jet stream has no related surface frontal structure and
shows much less fluctuation in position. The subtropical jet stream reaches its
greatest strength in the wintertime and generally disappears in summer.
Constant pressure charts suitable for locating the position of jet streams are
300mb (30,000feet), 250mb (34,000feet) and 200mb (39,000feet). Certain
A-17-69
Effective 09-Jul-14
High, broad ridges with steep lee slopes often produce large amplitude lee waves.
This is especially true when the height of the terrain decreases 3,000ft or more
downwind of the ridge line.
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Over Indian subcontinent following two types of jet streams are prominently active:
i)
Subtropical Westerly Jet Stream (STWJ) occurs in winter season
ii)
Tropical Easterly Jet Stream (TEJ) occurs in rainy season.
The comparatively salient features of both these jet streams are given below:
Sub Tropical Westerly Jet Stream
Tropical Easterly Jet Stream
It starts to form in the month of

October and gains strength gradually
as the winter months progress. Wind
speed is 60-70 kts in October, 70-80
kts in Nov, and 80-150 kts in
December, Jan and Feb. Wind speed
decreases gradually from March
onwards about 80-120 kts in March
60-90 kts and about 60 kts in May and
disappear in the end of May with the
onset of SW monsoon and shifts north
of Himalayas.
It starts to form in the beginning of

June, with the onset of SW
monsoon and becomes prominent
in the month of July and August
disappears in the month of
September,
along
with
the
withdrawal of SW monsoon.
Average associated wind speed is
about 60 kts in June, 60-80 kts in
July and August and 60-70 kts in
September.
Wind maxima can reach unto 180 kts

along the core of jet stream
Wind maxima are about 110 kts

along the core of jet stream.
Wind direction is mainly westerly but it

varies from 250 to 330.
Wind direction is mainly easterly

(090). Its variation in direction is
comparatively less, lies between
080 to 110.
It occurs from 25000 ft to 40000 ft and

jet axis lies between 33000 ft to 37000
ft .
It occurs between 37000 ft to

50000 ft. Jet axis lies between
40000 ft to 45000 ft.
A-17-70
Effective 09-Jul-14
patterns of upper level, short wave troughs and ridges produce significant wind
shear. The strongest shears are usually associated with sharply curved contours
on constant pressure surfaces and/or strong winds. Stable layers near jet streams
and within a few thousand feet of the tropopause have the highest probabilities of
strong shears. Occasionally, the shear is strong enough to cause large airspeed
fluctuations, especially during climb or descent.
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Also at lower level up to 20000 ft

winds are easterly but with less
wind speed varying from 10 kts to
30 kts, from 20000 ft to 35000 ft.
Occasionally, an easterly wind of
60kts to 70 kts has also been
experienced at an altitude of 35000
ft over south India.
Its area of occurrence mainly lies

between 25N to 35N but sometimes
in the month of Feb, March and April, it
may shift to southwards up to 17N.
Its area of occurrence lies between

8N to 13N but sometimes it shifts
northwards
up
to17N.The
northward shift of the jet stream
enhances the SW monsoon activity
over North India. The formation of
tropical easterly jet stream is
connected with the formation of an
upper level high pressure system
over Tibet.
Effect on airplane operations :
Effect on airplane operations :
Since the occurrence of jet stream lies

at jet cruising levels, it severely affects
airplane operations.
West bound
flights are adversely affected, facing
strong headwind resulting in more
flying time for a given sector whereas
east bound flights gain a privilege of
tail wind and less flying time for the
same sector.
Since its wind maxima lies above

the jet cruising levels therefore its
effect on airplane operations is
comparatively less. Even then due
to reversal pattern of wind, flying
time may be significantly affected.
17.3.8.18 Nor Westers

Every year, during the months March to May, West Bengal, adjoining Bihar,
Orissa, Jharkhand and North East States are affected by violent thunderstorms
which cause considerable aviation hazards and life. These are called Norwesters
because they often approach a station from North Westerly direction. Norwesters
begin generally in March and continue with increased frequency till the time the
A-17-71
Effective 09-Jul-14
In the month of Jan, Feb and March it

may come down to an altitude of
20000 ft which may cause cold waves
or thunderstorm with hail in association
with western disturbances over
northern adjoining central parts of the
country.
FLT.OMA
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monsoon establishes over West Bengal. They are also known as Kalbaishakis.
Most of the Norwesters are accompanied by high speed squalls and all so by hail.
On some occasions tornadoes have also been reported along with them.
i)
Intense ground heating
ii)
Inflow of moist air from the Bay of Bengal due to a disturbance or

cyclonic storm
iii)
Eastward passage of a Western disturbance
iv)
Katabatic flow from the mountains to the north.
v)
Outflow of cold air from primary thunderstorms over the Chota Nagpur
hills.
Flying through Norwesters can be extremely dangerous as they combine some of

the most violent features of thunderstorms and can even manifest tornadic
development at times. Quite often Norwesters moves in the form of a line
regenerating other storms in the neighbourhood. Circumnavigation would then be
difficult. The safest procedure would be avoiding penetration of this type of storms
or lines of storms.
17.3.8.19 Tornadoes
The tornado is the most violent of all instability phenomena. It is seen as a funnel
with winds up to several hundred knots revolving tightly round the core. The funnel
cloud usually extends earthward from the base of a well-developed CB clouds.
Tornadoes travel and cause severs devastation in narrow areas which may not be
more than a kilometre wide. As a tornado moves the funnel twists and turns
uprooting trees and buildings and sucking them and other mobile objects into the
air. These are very rare in India. However, some of the violent NorWesters can be
compared to tornadoes and attain such sever intensities.
When conditions favourable for tornado formation occur over the sea, the funnel
sucks up sea spray and water which may reach up to the base of the main cloud.
This phenomenon is known as a water spout.
When an isolated hill is an obstacle to the wind, the air flows partly around and
partly over the top-of the hill. When the air is stable, there is resistance to vertical
motion and the air tends to flow around the hill rather than surmount the hill top.
A-17-72
Effective 09-Jul-14
Norwesters are caused by the following:
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When the lapse rate is steep, a part of the air stream can surmount the hill top
more easily.
17.3.8.20 Hot Weather Operations

For hot weather operations refer to thunderstorms, dust/sand storms, Norwesters
and FCOM PRO/LIM/OEB/FCBUL (PRO-SUP-91-40 P 1/4)
17.3.8.21 Significant Temperature Inversions
General
In meteorology, air temperature at the earths surface is normally measured at a
height of about 1.20 metre (4ft) above the ground. From that temperature, which is
reported by Air Traffic Control, takeoff performance will be defined.
All along the take off flight path, aircraft performance is computed considering the
altitude gained, the speed increase, but also implicitly considering a standard
evolution of temperature, i.e. temperature is considered to decrease by 2C for
each 1000 ft.
However, although most of the time temperature will decrease with altitude in quite
a standard manner, specific meteorological conditions may lead the temperature
evolution to deviate from this standard rule. With altitude increasing, marked
variations of the air temperature from the standard figure may be encountered. In
that way, air temperature may decrease in a lower way than the standard rule or
may be constant or may even increase with altitude. In this last case, the
phenomenon is called a temperature inversion.
As described below, this may particularly affect the lowest layer of the atmosphere
near the earths surface.
There are many parameters, which influence air temperature and may lead to a
temperature inversion. Close to the ground, air temperature variations mainly
result from the effects of:
seasonal variations
diurnal / nocturnal temperature variations

A-17-73
Effective 09-Jul-14
If a continuous line of hills in the form of range lies across the path of the wind, the
air stream has little chance of skirting around it. It therefore passes over it. If the
speed of wind over the range or ridge is low and the lapse rate is stable, the air
flow will be comparatively smooth.
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weather conditions (effect of clouds and wind)
humidity of the air
geographical environment such as:

mountainous environment
water surface (sea)
nature of the ground (arid, humid)
latitude
local specificity
As a general rule, valid everywhere, low wind conditions and clear skies at night,
will lead to rapid cooling of the earth and a morning temperature inversion at
ground level.
Morning temperature inversion
In the absence of wind or if the wind is very low, the air, which is in contact with a
cold earth surface will cool down by heating transfer from the warm air to the
cold ground surface. This transfer of heat occurs by conduction only and
consequently leads to a temperature inversion which is limited in altitude. This
process needs stable weather conditions to develop.
Schematically, during the day, the air is very little heated by solar radiation and the
earth is very much. But the lower layer of the atmosphere is also heated by
contact with the ground, which is more reactive to solar radiation than the air, and
by conduction between earth and atmosphere.
At night, in the absence of disturbing influences, ground surface cools down due to
the absence of solar radiation and will cool the air near the ground surface. In
quiet conditions, air cooling is confined to the lowest levels. Typically, this effect is
the biggest at the early hours of the day and sunshine subsequently destroys the
inversion during the morning. Similarly, wind will mix the air and destroy the
inversion.
Magnitude of temperature inversion
This kind of inversion usually affects the very lowest levels of the atmosphere. The
surface inversion may exceed 500 ft but should not exceed 1000 to 2000 ft. The
magnitude of the temperature inversion cannot be precisely quantified. However, a
temperature inversion of about +10C is considered as quite an important one.
A-17-74
Effective 09-Jul-14
FLT.OMA
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Usually, within a temperature inversion, temperature regularly increases with

altitude until it reaches a point where the conduction has no longer any effect.
Where can they be encountered
In some northern and continental areas (Canada, Siberia) during winter in anticyclonic conditions, the low duration of sunshine during the day could prevent the
inversion from destruction. Thus, the temperature of the ground may considerably
reduce and amplify the inversion phenomenon. In a lower extent, this may also
occur in temperate climate during winter, if associated with cold anti-cyclonic
conditions.
Another important aspect of an inversion is wind change. The air mass in the
inversion layer is so stable that winds below and above tend to diverge rapidly.
Therefore, the wind change, in force and direction, at the upper inversion surface
may be quite high. This may add to the difficulty of flying through the inversion
surface. In some conditions, the wind change may be so high as to generate a
small layer of very marked turbulence.
Other types of temperature inversion
The Morning temperature inversion process is considered as the most frequent
and the most sensitive. However, as also mentioned above, other meteorological
conditions, of a less frequent occurrence and magnitude, may lead to temperature
inversions.
For instance, the displacement of a cold air mass over a cold ground surface may
lead to turbulence resulting in a transfer of heat to the lower levels of this mass,
thus, also creating a temperature inversion in the lower levels of the atmosphere
below this air mass. Usually, this kind of inversion has lower magnitude than the
previous case described above.
In any case, pilot experience, weather reports or pilot reports will be the best way
in identifying such weather conditions.
Effect on aircraft performance and recommendations
A-17-75
Effective 09-Jul-14
This kind of inversion may be encountered world-wide. However, some areas are
more exposed to this phenomenon such as arid and desert regions. It may be also
encountered in temperate climate particularly during winter season (presence of
fog). Tropical regions are less sensitive due to less stable weather conditions.
FLT.OMA
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A temperature inversion will result in a reduction of the thrust only when

performing a maximum take-off thrust during hot days, i.e., the actual ambient
temperature is above T.REF (Flat rating temperature).
During a normal takeoff with all engines operative, the inversion will have no effect
since the actual aircraft performance is already far beyond the minimum required
performance. The actual aircraft performance could be affected only in the event
of an engine failure at takeoff.
However, conservatism in the aircraft certified performance is introduced by the
FAR/JAR Part 25 rules, to take account for inaccuracy of the data that are used for
performance calculations. Although not specifically mentioned, temperature
inversions can be considered as part of this inaccuracy.
Therefore, a temperature inversion could become a concern during the takeoff
only in the following worst case with all of these conditions put together:
The engine failure occurs at V1,and
Take-off is performed at maximum take-off thrust, and
OAT is close to or above T.REF, and
The take-off weight is limited by obstacles, and
The temperature inversion is such that it results in the regulatory net flight
path margin cancellation and leads to fly below the regulatory net flight
path.
In all other cases, even if the performance is affected (inversion above T.REF) the
only detrimental effect caused is the climb performance being lower than the
nominal one.
17.3.8.22 Report on hazardous flight conditions
The PIC shall report any hazardous flight condition to the appropriate ATC facility
without delay. The events which need to be reported but not limited to:
Un-forecast or severe weather, icing, winds hear, severe Turbulence,

Volcanic ash observed or encountered
A-17-76
Effective 09-Jul-14
In the event of temperature inversion, the climb performance will be affected in the
cases where the thrust is affected. However, to affect the aircraft performance, a
temperature inversion must be combined with other factors.
FLT.OMA
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Air Piracy or other hostile acts that threaten the safety of the aircraft or its
passengers,
Birds or large animals in the vicinity of the airport or runways,
Inadequacy of navigational facilities or undesirable navigational aid
performance,
Braking Action or other irregularity in navigational or ground facilities,
Inability to accept or maintain RVSM and reason (e.g. turbulence,
mountain wave, wake turbulence, etc.),
Loss of navigational capability,
Any illumination activities,
Unmanned balloons, downed aircraft, ELT broadcast, etc.
Promptly report inadequacies in any facility required for safe operations
of flights.
These reports shall be followed up as applicable to fltops@goindigo.in and in the

Commanders Trip Report so that necessary corrective action, if any, can
be initiated with the concerned agency.
17.3.9
Wake Turbulence
Every aircraft in flight generates wake turbulence caused primarily by a pair of

counter rotating vortices trailing from the wing tips.
Wake turbulence generated from heavy aircraft, even from those fitted with wing
tip fences, can create potentially serious hazards to following aircraft.
For instance, vortices generated in the wake of large aircraft can impose rolling
movements exceeding the counter-roll capability of small aircraft.
Wake Turbulence - Take-off and landing
Turbulence encountered during approach or take off may be due to wake

turbulence. Aircraft turbulence categorisation and wake turbulence separation
minima are defined ICAO Doc. 4444 as follows:
(H) Heavy:
MTOW 136000 kg
(M) Medium:
7000 kg < MTOW < 136000 kg
(L) Light:
MTOW 7000 kg
A-17-77
Effective 09-Jul-14
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Separation by time (non-radar)
Arriving aircraft
-
Medium behind Heavy aircraft:
2 minutes
Light behind Medium or Heavy aircraft:
3 minutes
Departing aircraft
The minimum separation time is 2 minutes (or 3 minutes if take off is from an
intermediate part of the runway) for a Light or Medium aircraft behind a Heavy
aircraft or for a Light aircraft behind a Medium aircraft.
Two parallel runways have no influence on each other if they are separated by
more than 760 m (2500 ft) and if the flight path of the second aircraft does not
cross the flight path of the preceding aircraft by less than 300 m (1000 ft).
o
Departing and landing in opposite direction

The minimum separation time is 2 minutes
Radar separation - wake turbulence
When Wake turbulence is not the criteria, a standard separation of 3NM

minimum shall be applicable. The following separation criteria are applicable
whenever wake turbulence is likely to have an impact on the following aircraft.
Leading aircraft
category
Following aircraft category
Separation
minimum
Heavy
Heavy
Heavy
Medium
Medium
Medium
Light
Light
Light
Heavy
Medium
Light
Heavy
Medium
Light
Heavy
Medium
Light
4 NM
5 NM
6 NM
3 NM
3 NM
5 NM
3 NM
3 NM
3 NM
A-17-78
Effective 09-Jul-14
Wake turbulence separation minima given below define a minimum separation

time between two aircraft during take-off and landing to cope with wake
turbulence:
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Wake turbulence in cruise
In this case, if considered necessary, the pilot may laterally offset from the
assigned track by up to a maximum of 2NM in order to alleviate the effects of
wake turbulence. ATC should be advised of this contingency action although it
may not normally respond. The aircraft should be returned to cleared track as
soon as the situation permits.
17.3.9.1
Wake Turbulence: Super Heavy Aircraft Type
Indication in ATS Flight Plan

For A380-800 aircraft the letter J should be entered in Item 9 of the ICAO
flight plan and the expression SUPER should be included immediately after
the aircraft call sign in the initial radiotelephony contact between such aircraft
and ATS units.
Non Radar Wake Turbulence Longitudinal Separation Minima
Arriving Aircraft
The following non-radar separation minima should be applied to aircraft
landing behind an A380-800 aircraft:
-
MEDIUM aircraft behind an A380-800 aircraft 3 minutes;
LIGHT aircraft behind an A380-800 aircraft 4 minutes.
Departing Aircraft
A minimum separation of 3 minutes should be applied for a LIGHT or MEDIUM
aircraft and 2 minutes for a non-A380-800 HEAVY aircraft taking off behind an
A380-800 aircraft when the aircraft are using:
-
the same runway;
parallel runways separated by less than 760 m (2 500 ft);
A-17-79
Effective 09-Jul-14
Wake turbulence may be encountered in cruise, especially in North Atlantic

Track system where the aircraft flying in the same direction are vertically
separated by 1000ft.
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crossing runways if the projected flight path of the second aircraft will
cross the projected flight path of the first aircraft at the same altitude
or less than 300 m (1000 ft) below;
parallel runways separated by 760 m (2 500 ft) or more, if the

projected flight path of the second aircraft will cross the projected
flight path of the first aircraft at the same altitude or less than 300 m
(1 000 ft) below.
A separation minimum of 4 minutes should be applied for a LIGHT or MEDIUM

aircraft when taking off behind an A380-800 aircraft from:
-
an intermediate part of the same runway; or
an intermediate part of a parallel runway separated by less than 760

m (2 500 ft).
Radar wake turbulence separation minima

The following wake turbulence radar separation minima should be applied to
aircraft in the approach and departure phases of flight.
Horizontal and Vertical Spacing En-route:

-
En-route horizontal spacing should be the same as for other aircraft
Vertical separation should be the same as for other aircraft. The A380
is fully RVSM capable.
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17.3.10 Crew members at their stations
Cockpit crew
Flight Crew required to be on the flight deck shall be at their stations during
the critical phases of flight. They shall also remain at their stations during
cruise except when their absence is necessary in connection with the
operation of the airplane or for physiological needs. No flight crew will leave
his/her station during the flight without the permission of the Commander. In
giving such permission the Commander shall ensure that at least one Pilot
remains in control at all times. He shall have unobstructed access to the flight
controls and remain alert to the situation in the cockpit.
Cockpit crew absence from flight deck

Whenever the Commander leaves the flight deck for any reason he will
instruct the Co-Pilot on how the flight is to be conducted in his absence.
The Co-Pilot shall be in-charge of the airplane and shall remain at his
station until the Commander returns and resumes command.
Each Pilot shall advise the other if any changes are made in the selection
of radio communication and navigation frequencies.
Procedure to be followed when one crew leaves the cockpit and when
cabin crew wants to enter the cockpit are given in Para 17.3.15.
PF/PM Duties transfer

To transfer control, flight crewmembers must use the following callouts:
To give control
The pilot calls out "YOU HAVE CONTROL". The other pilot accepts this
transfer by calling out "I HAVE CONTROL", before assuming PF duties.
To take control
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Effective 09-Jul-14
The Commander shall always occupy the airplane left seat and the co-pilot the
right seat. However, Co-Pilots doing command training are permitted to
occupy the left seat when flying with Training Captains during LOFT/Route
Checks.
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The pilot calls out "I HAVE CONTROL". The other pilot accepts this
transfer by calling out "YOU HAVE CONTROL", before assuming PNF
duties.
Cabin attendants
During take-off and landing, and whenever deemed necessary by the
Commander in the interest of safety, the minimum legal number of cabin
attendant must be positioned in seats designated for the purpose. Any
additional cabin staff that cannot be accommodated in seats provided for
the purpose will normally occupy passenger seats.
17.3.11 Use of seat belts for crew and passengers
(Refer DSC -25-10-30 for seats and associated restraint devices)
Seat Belt sign is not a Turbulence Sign. It is to be put ON whenever the
Commander desires that the passengers be seated and belted. This could be for
procedural purposes or in the event of anticipated / experienced turbulence and as
required in abnormal operations.
Commanders are advised not to be hesitant in the use of Fasten Seat Belt sign
when turbulence is anticipated. Cabin attendant should also be advised of the
cause of turbulence, expected duration and probable intensity.
It is the Commanders responsibility to ensure that passengers and crew are
seated and strapped during takeoff and landing and when the seat belt sign is
ON.
Cockpit crew
Flight crew shall keep their seat belt fastened when at their station. The
shoulder harness shall be worn during condition of sterile cockpit, that is
from engine start to 10,000 ft AAL in climb, from 10,000 ft AAL to engine
shut down in descent, in turbulence and as deemed fit by the commander
over and above this altitude.
Cabin attendant
The Cabin attendant shall keep their seat belt/harness fastened during
takeoff, landing and whenever the Commander so directs.
The
Commander shall make a suitable announcement for them to occupy their
seats before takeoff, landing and in anticipated turbulence. Whenever
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seat belt signs is switched ON except when procedurally needed and the
Captain has required seat belts for the cabin attendants as per guidance
given in Para 17.3.9.2, all cabin service/sales will be immediately stopped
and all trolleys stowed and secured.
Passengers
The passengers are required to fasten their seat belts prior to take off,
landing and whenever the fasten seat belt sign is switched ON.
Cabin attendant shall ensure compliance of this requirement. Any noncompliance by the passengers shall be brought to the attention of the
commander. The Cabin attendant should politely request the passenger
to fasten his/her seat belt and explain the requirement of doing so. They
shall not argue with the passenger.
17.3.11.1 Fasten Seat Belt Sign
Procedural use
The Fasten Seat Belt sign shall be kept ON for all ground operations,
taxiing, take-off, landing and below 10,000. The Commander has a
discretion to switch ON the fasten seat belt sign any time during the
flight.
However during the departure from Delhi, seat belt sign should be kept
ON from engine start until crossing 50NMs or FL150, whichever is later.
For flights arriving into Delhi, Seat Belt sign should be selected ON while
crossing 50NMs or FL150, whichever is earlier and maintained until
engine shutdown. When Seat Belt signs are ON, passengers movement
in the cabin shall not be allowed as per Security instructions.
Whenever the sign is ON the senior cabin attendant shall check with the
commander if they can continue normal cabin service. Cabin attendant
are permitted to carry out normal cabin duties whenever the Seat Belt
sign is switched ON procedurally and when authorized by the
commander to do so.
Turbulence / abnormal operation
Whenever turbulence moderate or more is anticipated / encountered in

conditions of abnormal operations the Commander shall switch ON the
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The Fasten Seat Belt sign does not preclude the cabin attendant from taking
any action that may be required for the safety of the passengers or in an
emergency.
Whenever severe turbulence is anticipated/encountered the airplane shall be
flown as near as possible to the recommended turbulence penetration speed
as laid down in the airplane FCOM.
17.3.11.2 Seat Belt Guidance
Seat Belt Sign At Option Of Commander

o
Light Chop:
No appreciable changed in altitude or attitude. Slight rapid and

somewhat rhythmic bumpiness occurs. Occupants may feel a slight
strain against seat belt. Loose objects remain at rest, no difficulty in
walking.
o
Light turbulence:
Momentary, slight erratic changes in attitude and or altitude occur.

o
Moderate chop:
Rapid bumps or jolts without appreciable changes in altitude or attitude.

o
Moderate turbulence:
Changes in altitude or attitude occur, air speed fluctuations occur, but the
airplane remains in positive control. Occupants feel definite strain
against seat belt. Unsecured objects move about.
o
Severe turbulence:
Large abrupt changes in altitude or attitude occur, airplane may be

momentarily out of control. Occupants forced violently against seat belt.
Unsecured objects tossed about.
A-17-84
Effective 09-Jul-14
Fasten Seat Belt sign and make an appropriate announcement for all
passengers and cabin attendant to fasten their seat belts.
It is the
responsibility of the senior cabin attendant to ensure that all passengers and
cabin attendant are seated and their seat belts fastened. The cockpit
announcement shall be enforced by a Cabin PA announcement.
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Extreme turbulence:
Airplane tossed violently about; practically impossible to control, may

cause structural damage.
On exiting an area of moderate turbulence, if the commander feels that as a

measure of abundant caution he would desire to keep the Seat Belt sign ON (Just
in case) he may permit cabin attendants movement in the cabin by announcing
Cabin Attendants, seat belts are not required followed by Passengers, please
remain seated with your belts fastened.
It is important to understand that limited movement of passengers for physiological
purposes cannot be denied. Crew are expected to use their discretion and
common sense in such circumstances.
The commander may switch on the fasten seat belts in cases of light chop /
turbulence, if required.
17.3.12 Admission to Flight Deck
In accordance with DGCA directions in AIC 3/1997 for the purpose of securing the
safety of the airplane, no person shall enter the Flight Deck/Cockpit and occupy
the Jump Seat of any Company airplane during its flight time without the
permission of the Commander.
Cabin Attendants travelling as ACM for positioning / as passenger (ACM) are not
authorized cockpit entry.
The disregard of such instructions amounts to gross indiscipline and misconduct.
The Commander of the flight where a violation of these instructions on cockpit
entry is reported will be immediately suspended. This would be without prejudice
to any stricter action that DGCA may contemplate.
The following are permitted to enter or occupy jump seat in the cockpit as
applicable:
A-17-85
Effective 09-Jul-14
It is emphasised that in case of moderate or more severe turbulence it is

obligatory on the part of Commander to switch on the Fasten Seat Belt
sign and to announce Cabin Attendants, return to your seats, seat
belts are required. This announcement will signal the cabin crew that it
would be unsafe for them and the passengers to move around. It is
expected that in case Seat Belts are required for a prolonged period,
Commander will advise the Lead Cabin Attendant of the approximate
duration they will remain ON.
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A crew member
ii)
An officer / inspector of the DGCA on presentation of DGCA offices

Departmental Identity Card.
iii)
An officer of Indian Meteorological Department (IMD) authorised in

writing by the DGCA to perform official duties in the cockpit.
iv)
An officer of Ministry of Civil Aviation of the rank of Joint Secretary and

above who by virtue of his functions may enter the cockpit for inspection.
v)
An employee of the Airline whose duties are such that his entry into the
cockpit is considered necessary by the Pilot in-command for safe
operation of the aircraft.
vi)
An employee of the airline / Flight Dispatcher(s) who has been deputed

for familiarisation and better practical understanding and knowledge of
Flight Operation Procedures.
vii)
A duly authorised representative of the Airplane Manufacturer, who is

required to observe the techniques used by pilots, monitor the
instruments, monitor the functioning of navigational aids.
viii)
Any crew member scheduled as Supernumerary or as Additional Crew

Members or on a familiarisation flight.
ix)
Any ATC Controller / Meteorologist for cockpit familiarisation.
x)
Any other person authorised by DGCA.
17.3.12.1 Procedure for cockpit familiarisation

The following procedure will be followed with regard to the travel, notification to
crew and general conduct on the flights where a Flight Dispatcher / ATC Controller
or Meteorologist is travelling for cockpit familiarisation.
o
OCC will act as coordination point for all observation flights undertaken
by Flight Dispatchers, ATC controllers, or other authorised personnel.
OCC will advise Flight Operations about the Name & Identity of the
person, Date of travel, Flight Number and Sectors for which the
authorisation is required. Director (Flight Operations), either of the Chief
Pilot (Flight Operations), or the Director Crew Management can sign the
Cockpit Entry Authority Letter on behalf of the Vice President (Flight
Operations).
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OCC will advise all non-IndiGo observers that their travel is to be in

Uniform and the observer must display his ID Card.
The name of the observer will be indicated in the flight release and in the
roster so that the Captain is made aware.
No observer is to be scheduled for observation on Route Check Flight

without the concurrence of the Pilot under Check and the Examining
Pilot.
The Observer travelling in the cockpit for familarisation is to undergo PreFlight medical check.
The Station Manager must be advised of the travel.
A Boarding Card is to be issued.
All Security procedures are to be followed by observers.
17.3.12.2 Flight Operations Inspectors

In conformity with AIC 7/2012, DGCA Flight Inspectors may carry out surveillance
checks either pre-planned or surprise from the cockpit/cabin to undertake:
a) Enroute examination and inspection of the duties of a Flight Crew Member
b) Inspection of the maintenance facilities at enroute or terminal stations
c) Inspection of the operation of an airplane or of its equipment
d) To check crew legality, compliance with DGCA instructions, company
operating procedures and policies, ATC and R/T procedures.
e) Such other examination as may be necessary for the purpose of securing
safety of airplane operation.
Indian Aircraft Rules, 1937 provide in rule 156 that only authorised personnel can
enter the aircraft and cockpit for inspection/surveillance. DGCA has clarified that
all its officers are so authorised and they do not need a specific authorization in
writing. All crew are advised to cooperate with DGCA officers if they want to enter
an Aircraft to inspect the cabin, cockpit or Aircraft documents. The DGCA Offices
Departmental Identity Card when presented meets the required authorization
criteria.
These inspectors cannot be denied cockpit entry and they can occupy an
observers seat.
If the DGCA inspector requisitions an observers seat when there are two
observers already in the cockpit then one of the observer is to be allotted a Cabin
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Observer seat/Off loaded. In the unlikely event that an off loading is required then
the off loading priority will be:
Additional Crew member occupying Jump seat for personal travel
ii)
Co pilot doing SNY.
iii) Pilot travelling ACM for positioning back to base

iv) Captain doing observation for route familiarization
v)
Pilot assigned to carry out company assigned surveillance.
A pilot travelling ACM to operate a down line flight is not to be off loaded.
17.3.12.3 Cockpit Door
(Refer DSC 251110)
On all passenger flights the cockpit door shall be closed and locked during all
phases of flight. The cockpit door may be opened when necessary for crew
member(s) in the performance of duties or other person(s) authorised admission
to flight deck. If there are no passengers on board such as on ferry flights the
Cockpit door will be kept open at all times.
Cockpit doors are bulletproof and fully compliant with rapid decompression
requirements. Under routine conditions cockpit door can be unlocked by the flight
crew and in case flight crew does not respond to cabin crew requests for entry, the
door can be opened by entering a confidential emergency access code on the
keypad, installed on the lateral side of FAP.
All the aircraft are fitted with a mechanical door latch on the cockpit side of the
door. These latches are not to be used.
a)
Cockpit door locking procedures

The captain must ensure complete elimination of access from Cabin to the
Cockpit except for Crew members and authorised personnel. The Captain
shall ensure that the Cockpit Door is locked before engine start up and kept
locked throughout the flight except for essential needs. The cockpit door is
locked prior to closure of the external aircraft doors (as per procedure in SEP
manual). All flight crew must strictly comply with this requirement.
The Cockpit door will only be opened on instructions from the Commander.
Cabin attendant must seek permission to enter the Cockpit over the intercom.
Normal communication between Cockpit and Cabin attendant will be over the
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Effective 09-Jul-14
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intercom. Cabin attendant, however, are permitted to enter the Cockpit by

using emergency access code in case of an emergency.
As per the recent guidelines issued by BCAS and DGCA, the Cockpit Door is
required to remain closed and locked after Cabin attendant have completed
the pre-departure Cockpit briefing, prior to engines start. Cockpit Crew shall
not leave the Cockpit during flight below 10,000 ft. AGL (Sterile Cockpit). In
view of the above requirement, the following procedures are to be followed
with immediate effect:
c) Communication between cockpit and cabin
From the perspective of security, it is acknowledged that the greatest
vulnerability in terms of unlawful interference during flight exists whenever the
cockpit door is opened. Thus, in accordance with national regulation, the
frequency of opening the cockpit door in flight needs to be minimized.
Note: Complying with this procedure will require a fundamental shift in mind set, in that,
the cockpit door is NOT to be opened for simple actions such as placing food or
beverage orders with the Lead Cabin Attendant. This can easily be done over the
Interphone, with the cockpit door remaining locked. This shall ensure that the number of
times the cockpit door is opened during flight is restricted to the minimum possible thus
minimizing disruption in passenger service.
d) Operations actions recommended

Prior to departure
At the Dispatch:
At the start of a series of flights, a briefing shall be conducted during

which Lead Cabin Attendant shall introduce herself & the crew and
hand over the Cabin Attendants manifest.
The Captain shall brief the Lead Cabin Attendant, as necessary on
cockpit entry procedure (Normal/Emergency/Hijack), En route
Weather, Taxi Time & Sector Time. (This may be updated before the
beginning of each sector).
At the aircraft:
A-17-89
Effective 09-Jul-14
b) Procedure for cockpit door locking and coordination between cockpit

and cabin attendant during flight
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The Lead Cabin Attendant shall convey the Serviceability of Galley,

Safety Equipment & the passenger cabin and re-confirm the
taxi/sector time
In addition to the above mandatory steps, before closing the cockpit

door, the Lead Cabin Attendant should (Time permitting) serve any
beverages if required.
Ascertain choice of meals, and agree upon when these should be

served so as to cause least disruption to on board cabin services
(see Cockpit Meals and Beverage Service Requests below).
The Lead Cabin Attendant shall close the cockpit door prior to cabin
door closure, and post flight, have the cockpit door opened after
opening the cabin door.
e) Use of Interphone
After the closure of the cockpit door, all normal communication between the
cockpit crew and the cabin attendants will take place over the interphone. This
is to minimize the opening and closing of the cockpit door.
f)
Cockpit Meals and Beverage requests and service:

In order to minimize interruptions and disturbance during high cockpit workload
periods:
Time permitting; the Lead Cabin Attendant will serve meal/beverage on

ground.
For flights with a block time of more than one hour, the lead cabin attendant
will ascertain the choice of meal/beverage on ground, and agree on when
these should be served, the suggested time being either after take-off (after
the seat belt sign has been switched OFF) or after completion of passenger
service
For flights with a block time of one hour or less, the meal/beverage service
should be pre-arranged to be carried out either on ground, or in flight after
completion of passenger service.
The Lead Cabin Attendant should inform the pilots before commencing
passenger service of the approximate time required for the service round.
As far as possible, pilots are expected to avoid leaving the cockpit before
the start of passenger service, so as to facilitate its initiation at the earliest
and during the course of passenger service so as to prevent its disruption.
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The cockpit should be cleared (of trays, cutlery etc.) at the command of
Cabin Attendants to prepare for arrival (or before, if it minimizes cockpit
door opening).
Some of Company aircrafts are equipped with a dead bolt (an internal latch)
to keep the cockpit locked in the event of CDLS latches failure. This bolt
can be operated only from inside the cockpit and the cabin attendants will
not be able to access the cockpit from the outside (emergency entry into
the cockpit) when the dead bolt is in use. The pilot shall be responsible to
brief the cabin attendants of such a situation
17.3.12.5 Cockpit Entry Procedure
a) Normal Entry, Cabin Attendants
i)
Every time the Cabin Attendant is required to enter the cockpit, she will
stand in front of the forward lavatory door looking up at the camera, and
then contact the Captain through the interphone. She will state her
name and request permission to enter the flight deck. If cockpit duties
permit, the Captain will grant cockpit entry permission.
ii)
Before entry to the cockpit, Cabin Attendant will ensure that the LAV
and forward galley area is vacant. The forward LAV is to be locked.
iii) Before requesting entry, the cabin attendants shall ensure that the
passengers on the first 5 rows are seated and are not moving around in
the cabin unnecessarily.
iv) She will also position and secure the cart such that it is placed between
the two bulkheads in the galley area (parallel to the cockpit door),
completely sealing off the galley from the cabin.
v)
She will position herself in front of the galley cart (on the cockpit side of
the cart facing the cabin), and remain on watch in this position till the
cockpit door is closed.
vi) the door should not be left open for more than the time required to get
in or get out of the flight deck approximately 3 seconds.
vii) While one Cabin attendant is in the cockpit, the other cabin attendant
will remain in the same position as above (cockpit side of the cart
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Effective 09-Jul-14
17.3.12.4 Dead Bolt Procedures
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viii) The Cabin Attendant seeking entry will press # on the CDLS key pad
and look up into the Cockpit Door Surveillance System camera, for the
Cockpit crew to identify her.
ix) The Captain will check that the galley and cabin access area is clear of
any unauthorized persons by viewing through the cockpit door
surveillance system using all three cameras, and once confirmed, will
unlock the cockpit door.
x)
After entry to the flight deck, the door will be closed immediately. While in
the cockpit, the cabin attendant will be responsible to keep a watchful eye
on the CDSS video screen to ensure that the forward area is not
breached. Before exiting the flight deck, the cabin attendant must check
that the forward galley area is secured, and the cart in place, by viewing
the CDSS surveillance LCD (all 3 camera views) and through the peep
hole.
xi) During this process of cockpit entry, the aft crew shall attend to all the
requests/calls in the forward area until the crew guarding the forward
area becomes free to do so.
xii) In the event that a passenger wants to use the lavatory in the front during
this period, the cabin attendant guarding the forward area should advise
the passenger to use the lavatories in the aft.
xiii) Before exiting the flight deck, the cabin attendant must check through
Cockpit Door surveillance system (all 3 camera views and through the
peep hole) that the forward galley area is secured, and the cart is in
place.
xiv) The door is to be closed immediately on exit
A-17-92
Effective 09-Jul-14
facing Cabin). This is to prevent any passenger movement in the

forward area. Her role throughout this period will be to monitor any
suspicious activity or movement by any person other than operating
crew towards the cockpit/ galley. She will advise any such person to
move back and remain clear of the galley area. In case of any likely
breach of security, she is to raise an alarm/ inform the cockpit in the
most appropriate manner.
b)
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Cockpit Occupants Exiting Flight Deck during flight:

i)
The cockpit occupant will call the cabin on the interphone prior to
exit.
ii)
Once the forward area is secured as per the above procedure, the
cabin attendant will press # on the CDLS key pad and look up into
the Cockpit Door Surveillance System camera, for the cockpit crew
to identify her. The Captain will ensure the forward area is secured
as described above, and then open the cockpit door. The Cabin
Attendant will enter the cockpit if required (at least two occupants are
required in the cockpit one operating pilot and the Cabin Attendant,
or one operating pilot and another authorized cockpit occupant). The
Cockpit occupant will then exit the cockpit.
iii)
When the cockpit occupant wishes to re-enter the cockpit, he/she shall
ensure that the forward area is secure as described above, and then
press the # on the CDLS key pad and look up into the camera. The
Captain/First Officer will open the cockpit door once it is confirmed that
the forward area is secure, and the cockpit occupant will re-enter (and
allow the Cabin Attendant to exit the cockpit).
iv)
If a cockpit jump seat occupant unfamiliar with company procedures is

on board, the Captain is to brief him/her accordingly, and the Lead
Cabin Attendant is to facilitate entry and exit if required so as to ensure
cockpit security.
Cockpit Entry Procedure - Emergency Access
In an emergency when there is no response to normal entry access request

from the cockpit or if cockpit crew incapacitation is suspected, the Cabin
Attendant will use the emergency access procedure by keying in the
emergency code.
In case the cockpit door is being opened from the cabin by using the
Emergency Access Code, the buzzer will sound continuously in the cockpit
and the OPEN light will flash on the central pedestals cockpit door panel. If
the Cockpit Crew wishes to deny access to the cockpit, the Cockpit Door
toggle switch is to be moved to the LOCK position.
d)
Cockpit Entry - Unlawful Interference

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Effective 09-Jul-14
c)
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In case of unlawful interference, entry to the cockpit is not permitted and is to

be resisted at any cost.
i)
ii) In case a hijacker wants to force entry into the cockpit, the Cabin
Attendants are required to use the company code.
17.3.13 Before Take-off Communications Procedures
Once all passengers have boarded and the airplane is ready to depart, the
Captain will announce Cabin Attendants close doors, followed by Cabin
Attendants arm slides.
The arming of all doors/slides will not be confirmed by the Lead Cabin Attendant.
Both pilots will confirm this from the Door/Oxy Page on the lower ECAM. In the
event any door does not show an armed indication, the re-arming of the particular
door is to be announced.
It is important for the Lead Cabin Attendant to ensure that all safety
announcements are started and completed well in time so that securing of the
Cabin is not delayed. Once all passengers are confirmed on board and seated, the
safety announcement can commence. Before take-off, the Captain will announce
Cabin Attendants to your seats for take-off. Confirm cabin clearance. The Lead
Cabin Attendant is not required to call the cockpit; instead the confirmation of the
Cabin Secured is conveyed by pressing the hash # button on the CDLS
keyboard. If for any reason, the cabin is not secure, Lead Cabin Attendant must
call the cockpit on the interphone. In case the cabin is secured early, the hash #
may be pressed on completion, even prior to Cabin clearance confirmation
announcement. In such a case the captain will still make the announcement for
cabin crew to be seated and hash # will not have to be pressed again. At times,
due to early Air Traffic clearance, a quick take-off is possible. Not having the cabin
secured in time may cause the take-off slot to be missed and the flight delayed.
17.3.14 Seat Belt and No Portable Electronic Device Signs
Passengers are not to use permitted portable devices below 10,000 ft AAL during
climb and descent. The NO PORTABLE ELEC DEVICE switch is to be kept ON till
A-17-94
Effective 09-Jul-14
In the event of a hijack, as soon as possible, the Lead Cabin Attendant is

to advise the Captain, on the interphone system about the hijacker(s)
presence in the cabin. She should be aware that there might be other
unidentified (sleeper) hijackers on board.
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10,000 ft ALL in climb and then set to AUTO; and again selected ON at 10,000 ft
AAL during descent. After Engine shut down the PED switch will be kept in the ON
position if aircraft refuelling is required with passengers on board.
In case the seat belt sign is kept ON or placed ON during flight due to
turbulence and the Captain requires the Cabin Attendants to be seated, the
Captain will announce Cabin Attendants to your seats. Whenever, Cabin
Attendants are required to be seated then they must fasten their seat belts and
shoulder harnesses.
-
Cabin Attendants are required to respond to any cockpit call by calling

the cockpit on the interphone. Whenever the Lead Cabin Attendant is
urgently required in the cockpit, the Captain will announce, Lead to the
Cockpit, please!
At the top of descent, the Captain will announce, Cabin Attendants to

prepare for arrival. The Seat Belt and No Portable Electronic Device
signs are to be switched ON while descending through 10,000 ft AAL,
which is also the commencement of the sterile cockpit. In case the Seat
Belt sign was switched on earlier during descent then the Seat Belt sign
will be recycled (2 Chimes) when the aircraft is descending through
10,000 ft AAL (indicating Sterile Cockpit).
Five minutes before landing the Captain will announce Cabin Attendants
to your seats for landing. Subsequently, Lead Cabin attendant will
confirm. The confirmation of the Cabin being Secure is conveyed to the
cockpit by the Lead Cabin Attendant, who shall press the hash # button
on the CDLS keyboard. If for any reason, the cabin is not secure, Lead
Cabin Attendant must call the cockpit on the interphone. It is important for
the Lead Cabin Attendant to ensure that all safety announcements are
started and completed well in time so that securing of Cabin is not
delayed.
Except when LVO are in progress, during the after landing flow, the PNF
is to switch the PED Switch Off. This will serve as a signal for the Lead
A-17-95
Effective 09-Jul-14
The SEAT BELTS Sign should be switched off in climb upon crossing 10,000 ft
AAL. This also indicates the end of the sterile cockpit. In case the Seat Belts Sign
is to be kept on beyond 10,000 ft AAL, the Seat Belts Sign switch will be recycled
ON-OFF-ON (2 Chimes) to indicate the end of the sterile cockpit. The No Portable
Electronic Device sign can however be switched to Auto.
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Cabin Attendant to make the required announcement on cellular phone

usage.
-
The Captain may ask the First Officer to make any or all of the above
announcements.
Note: Cabin Attendant procedures require that the cabin be secured at the earliest after they have
completed their required duties, both before takeoff and before landing. Hence, before takeoff and
landing, the Lead may press the # key on the CDLS immediately after the cabin is secure. This is in
conformance with IGO Inflight procedures. In case of any doubt, the Captain may request
confirmation of the same from the Lead.
17.3.15 No Contact Period

As per the Sterile cockpit rule all non essential communication between the cabin
and cockpit crew is prohibited during this period. There is no restriction,
whatsoever, on any safely related communication at any stage of the flight.
However, to prevent any disturbance during take-off and landing, a no contact
period is defined. This period is short and well defined to prevent any ambiguity or
any delay in passing of critical information.
The Lead Cabin Attendant (or any other cabin attendant) must inform the
commander whenever smoke, fire, unusual sounds or other life threatening
conditions are observed. This information should be passed on immediately
(through the interphone) except during no contact take-off and landing phases.
The no contact period is defined as: From commencement of take-off to
gear up (approx 30 sec after getting airborne), and: From gear down to the end of
landing roll (approx 30 sec after landing).
17.3.16 Procedure when one pilot leaves the cockpit (2 Crew Cockpit)
a) Exit
i) The remaining flight crew members shall :
Use seat belt and harnesses;

A-17-96
Effective 09-Jul-14
In case Low Visibility Operations are in effect at the airport of landing, the
Lead CA is briefed about the autoland as a matter of procedure during
the approach preparation. This will serve as her Standing Order that
passengers are to be informed that PEDs may only be used once the
aircraft is parked at the stand and cabin doors are opened. In these
cases the PED switch is to be turned off only once parked at the stand.
FLT.OMA
ISSUE II, Rev 04
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Use headset
Shall ensure safe progress of the flight. Ensure proper communication,

navigation and take other necessary action required;
Remain vigilant
ii) Cabin attendant is required in the Cockpit
The cabin member available in the front shall remain in the cockpit till
such time the cockpit crew member returns.
The cabin attendant detailed to remain in the cockpit the will occupy the
1st observers or 2nd observers seat.)
The cabin attendant in the cockpit will remain vigilant in case of subtle
incapacitation of cockpit crew or any other situations that requires
assistance.
b) Entry
Cockpit crew member outside the cockpit will use the Cabin Intercommunication Panel to communicate with the cockpit to open the
cockpit door. Then press the # on the CDLS key pad and look up into
the camera.
The crew in the cockpit will then open the cockpit door.
However, the crew can access the cockpit by using the electronic cabin
side code pad by entering the multi digit emergency code.
After the pilot have resumed his/her designated seat in the cockpit the
cabin attendant will leave the cockpit and ensure the cockpit door is
properly closed and locked.
17.3.16.1 Three Crew Cockpit

If a third member is present i.e. ACM, Observer, Supernumerary etc. travelling in
the cockpit, a cabin attendant will not be required. The third occupant must be
familiar with the procedures of opening, closing of the cockpit door and dealing
with situations of crew incapacitation.
17.3.17 Allocation Of Cockpit & Cabin Jump Seats To Cockpit Crew While
On Personal Domestic Travel As Additional Crew Member (ACM)
Pilots are authorized to occupy either vacant cockpit /cabin jump seats or cabin
seats while on personal travel with a valid Airport Entry Pass (AEP), on flights
A-17-97
Effective 09-Jul-14
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
Procedure: Pilots are required to download two copies of the Form Additional
Crew Member Jump Seat Personal Travel Cockpit Crew from Indigo Portal on
the Flight Operations link (Home > Flight Ops > Pilot Admin). The form along with
valid AEP and company ID card should be presented to Airport Operations
Dispatch/Load Sheet staff on duty at the pilot briefing area at least sixty minutes
before the departure time. Based on the availability of the jump seats / cabin seats
and Pilot-in-Commands permission, the duty Dispatch/Load Sheet staff will sign
and stamp the completed form, add the crew name in the crew manifest as ACM
and advise the Trim Sheet staff as required. One copy of the stamped form will be
given to the pilot on personal travel and the other copy will be retained by the
Dispatch staff on duty. Thereafter, the pilot should proceed for boarding as normal
crew member. Pilot is required to present the stamped copy of the form to the
Commander if asked.
In case of multiple requests for personal travel on the same flight, preference will
be given on the basis of employee ID number (based on the date of joining the
company). Pilots on personal travel are NOT entitled for Crew transport / on board
meal facility / seat allocation priority. Use of the jump seats / cabin seats for
Cockpit Crew Personal travel as Additional Crew Member will be at last priority.
The priority for Jump Seat (cockpit / cabin) travel will be as under in that order:
Pilot travelling ACM to operate down line flight
Pilot travelling ACM for surveillance flights
Pilot travelling ACM for observation / route familiarization
Pilot travelling ACM to return to base after flight duty
Pilot on Supernumerary (SNY) assignment
Cabin Attendants or other authorized persons on authorized cockpit

jump seat travel (e.g. Familiarization flight)
Cabin Attendants on official assignment (for cabin jump seat only)
Passengers travelling under Employee Leisure Travel Policy (for

cabin jump seat only)
A-17-98
Effective 09-Jul-14
within India only. Such personal travel is not governed by either the Employee
Leisure Travel Policy or the Flight and Duty Time Limitation regulations. Personal
travel on cockpit / cabin jump seat or cabin seats is permitted in uniform only,
subject to availability of these seats. Allocation of vacant jump seats / cabin seats
for personal travel will be done with prior approval from the Commander.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
Pilot on personal travel
Note:
i)
ACM- IndiGo jump seat personal travel form cockpit crew is available on
the portal/dispatch office at the airport.
ii)
Travel must be in uniform, with Valid AEP (Airport Entry Pass) and Company
ID
17.3.17.1 Flight and Simulator duty travel

Whenever the pilots are travelling in connection with flight or simulator duty, the
seats will be pre-assigned at the time of booking by Crew Scheduling for daily
operations and by Flight Operations (Training Department) for Simulator duty. The
seats will be pre-assigned in the order shown below and should not be changed
by airport staff. In case of roster changes, where these seats were not preassigned by Crew Scheduling/Flight Ops (Training Department), these must be
assigned in this order by the airport staff:
13A
13F
1F
If the above mentioned seats are not available, Crew scheduling/ Flight Ops
(Training Department) will book any AISLE seat with an empty seat next to it,
towards the front of the aircraft.
Once the pilot checks-in at the airport counter, the staff will check if any of the
following seats are available, and assign a seat to the pilot in given order of
priority;
13C,
13D,
1C,
1D,
12C, D, A, F
Any available aisle seat (with an empty seat next to it)
Pilots, whether travelling on duty or otherwise, are requested to store their bags in
the overhead bins in such a manner so as to leave space above Row 1 and Rows
12 & 13 for the carry-on bags of our premium passengers. Pilots travelling for any
A-17-99
Effective 09-Jul-14
PIC cannot request priority allocation of a cabin jump seat for a pilot travelling
as ACM for personal travel. For convenience, mobile numbers of Company
duty cells at various airports are placed at annexure 5
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
reason other than in connection with flight or simulator duty will be assigned seats
as per existing company policy.
17.3.17.2 Dead Heading Crew Pre-Embarkment Security Compliance
As a consequence, a passenger can be reported missing at security/gate and a

mismatch would occur between the head-count in cabin and passengers through
boarding gate which is based on the stub count. The flight may suffer avoidable
delay due to implementation of the Gate No Show drills etc.
All pilots dead-heading in cabin, on a boarding card are to ensure that they must
not use their AEP to pass through security gate. It must be ensured by the crew
that their boarding card has been stamped by CISF security staff. At the boarding
gate, the boarding card must be presented to Airport Services personnel to tear off
the stub.
17.3.17.3 Adherence to Airport Security Requirements
Bureau of Civil Aviation Security (BCAS) has placed certain security measures
which are equally applicable to crew as well as passengers. The crew is required
to abide by the measures in force and cooperate with the Airport Security staff. It
is to be ensured that none of the crew member gets involved in any such incident
which brings disrepute to the organization, regardless of the provocation, if any.
In case, a crew member feels that he has been treated improperly or a security
personnel has misbehaved with him, the matter should be brought to the attention
of the company management. The company will then take up the issue with BCAS
for corrective action.
17.3.17.4 Airport Entry Pass
It is mandatory for flight crew to have in their possession the Airport Entry Pass
(AEP), if issued, when they are on assigned flight duty. No pilot is permitted to
operate as a designated crew member without an AEP. It is illegal to operate as a
designated crew member on a passenger boarding pass. Pilots will not do so,
A-17-100
Effective 09-Jul-14
Dead Heading Cockpit crew are often required to travel in the cabin as passenger
on a boarding card. They are expected to follow all pre-embankment Security
Procedures. A pilot travelling in uniform should present his boarding card at Airport
Security Check point for stamping and at the boarding gate for the stub to be
removed. They are not to gain access to the aircraft from the airside using AEP.
FLT.OMA
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even if they are told to by any officer/staff of the company. However, pilots
assigned to undertake supernumerary flights as observers are not considered
designated crew members and are permitted to travel with a passenger boarding
pass.
17.3.18 Use of Vacant Crew Seats

Cockpit Observer Seats
Vacant observers seats in the cockpit can be utilised by authorised observers,
ACM and supernumerary with the prior permission of the Commander. Cockpit
Crew and Authorised Observers can occupy the Cockpit Observer Seat when on
Staff Travel with prior permission of the Pilot-in-Command. Cockpit Crew should
be in uniform while availing this facility. For International Travel Cockpit Crew /
Observers are authorised to travel provided they have valid travel documents such
as Visa, Staff Travel Ticket, etc. The Pilot-in-Command should brief the occupants
of emergency procedures.
Cabin Observer Seats
Vacant cabin attendant seats can be used for staff travel with prior permission of
Pilot-in-Command whose decision on their use will be final. The restriction and
limitations that are applicable to the use of exit row seats will apply to assignment
of vacant crew seats in the cabin. Staff passengers assigned vacant Cabin
Observers seats will be appropriately briefed by the Cabin attendants. Observer
Seats in cockpit and Cabin shall not be assigned to revenue passengers
Procedure
Crew Member / Observer
Whenever a Cockpit/Cabin Observer Seat is assigned to a crew member /
Observer this will be notified to the Pilot in Command. The Pilot In command is not
expected to object to such assignment.
Staff Passengers
A-17-101
Effective 09-Jul-14
The companys image and competitive advantage suffers adversely if a flight is

delayed due to a crew not having the issued AEP in his possession when
reporting for the flight duty. This may result in avoidable flight delays and customer
inconvenience.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
17.3.19 Incapacitation of Crew Members

Two verbal communication rules
When a flight crew member does not respond normally or appropriately to two
verbal communications, incapacitation should be suspected. Incapacitation should
also be suspected if a crew member does not respond to any verbal
communication associated with a significant deviation from the intended flight
path. (Also Refer 1.3.2)
Pilot incapacitation can occur in all age groups and during any phase of flight.
Incapacitation may be either obvious or subtle, so it is important to remain alert for
either. If the cockpit is managed in a disciplined manner in compliance with
operating procedures, then a procedural deviation might very well be the first
indication of pilot incapacitation. Obvious incapacitation is generally easy to detect
and more likely to be of a prolonged nature. Subtle incapacitation is considered a
more significant operational hazard because it may go undetected.
Flight Crew member incapacitation

(Refer procedure in FCOM PRO-ABN-80 P 10/54)
If a cockpit crew member becomes incapacitated, the remaining crew member will
ensure a safe flight condition by the following priority.
FNC
F Fly the airplane
o
Take control of the aircraft, use max automation.
Check position of all essential controls and switches.
N Navigate the airplane

o
Ensure that the aircraft is in the determined flight path
C Communicate
A-17-102
Effective 09-Jul-14
Before assigning a vacant Cabin or Cockpit Observer Seat to a staff passenger

the permission of the Pilot in Command is to be obtained. The pilot in Command is
authorized to requisition a Cabin Observer seat. However, this must be notified to
OCC/ Airport Manager at least 1 hour prior to the scheduled departure. OCC will
advise the concerned Airport for necessary action.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
Declare an emergency, explaining the situation.
Call the Lead Cabin Attendant to assist with the incapacitated crew
member
Inform Central Operations Control

Once the safety of the aircraft is certain, the remaining pilot will
implement:
FORDEC
F
Facts ascertain the facts e.g. A crew member is incapacitated
Options - evaluate e.g. Can continue to destination / divert to

departure / enroute alternate
Risk - analyse e.g analyse the risks involved with each of the
three options
Decision- make
Execute decision
Crosscheck the above
As soon as practicably call the lead cabin attendant to the cockpit for
assistance and implement
NITES
N
Nature of Problem - Explain
Intention - Communicate
Time to land Give Estimates
Evacuation required / Not required Inform
Safety / Security Re-assess
The best way to request for assistance is by the PA and/or EMER call,
which is located on the left overhead CALLS panel. If the PA system is
used then the call shall be as following:
Lead to the cockpit, please!
Note : Keeping in view the nature of the emergency, the cabin attendant will
proceed immediately towards the cockpit and press hash # button in the cockpit
door keyboard to request cockpit entry.
Removal of the incapacitated crew from the cockpit
A-17-103
Effective 09-Jul-14
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
It takes two people to remove the heavy weight of an unconscious body

from a seat without endangering any controls and/or switches. If it is not
possible to remove the body, one cabin attendant shall remain in the
cockpit to take care of the incapacitated crew.
(a) Tighten and manually lock the shoulder harness of the
incapacitated crew member;
(b) Pull the seat completely aft
(c) Recline the seat back rest
Medical assistance if required

Incapacitated cockpit crew member should be removed from the
cockpit before administrating any medical assistance.
In coordination with the lead cabin attendant
(a) Request assistance from any medical qualified person(s).
(b) Check if a type qualified company pilot is on board to replace
the incapacitated crew member.
Take care of the incapacitated crew member

Provide First Aid. This responsibility should be assigned to the Cabin
attendant and if possible any prolonged First Aid should be
administered outside the cockpit. Seek the assistance of any doctor
on board and request for medical assistance to be provided on
landing.
Prepare cockpit before landing

o
Organise the cockpit, using dead-heading flight crew members

if possible.
Perform approach and final checks earlier than normal.
Fly the Airplane from your normal position, do not change

seats.
Request assistance from ATC if necessary and make an auto

pilot coupled approach it possible.
Fly a completely autopilot assisted approach and disengage

the autopilot when the aerodrome is in sight and landing is
A-17-104
Effective 09-Jul-14
The lead cabin attendant must do the following :
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
assured in terms of a stabilized profile.

Plan procedure for after landing
After the Airplane is stopped on the runway and brakes are set,
change seat to taxi, if necessary.
Get incapacitated crew member offloaded to the ambulance as

quickly as possible. This could be at the gate/bay.
Cabin Crew Injury / Incapacitation

If the lead/ cabin attendant becomes incapacitated or injured, the next
senior most cabin attendant will assume responsibility for the cabin
attendant and passengers.
Cabin attendant action:
o
Follow first aid procedures for the affected crew.
Inform captain and look for a doctor on board the aircraft.
The next in seniority, cabin attendant will take over the

responsibility if lead cabin attendant incapacitated and occupy
L1 jump seat while her jump seat remains vacant.
The incapacitated lead/ cabin attendant will be placed on 2A, 2F

or R2B for landing.
R2 will be responsible for L2 door

(Also refer SEP manual)
17.3.20 Cabin Safety Requirements

17.3.20.1 Cabin preparation and passengers seating
Before the flight, the lead cabin attendant shall brief the Commander about the
Serviceability of Galley, safety equipment and the passenger cabin
The Commander shall also inform his crew of any useful information such as
deficiency of cabin/safety equipment, special passengers/load, any special
procedures.
The lead cabin attendant is responsible to the Commander for cabin safety from
the time the aircraft is accepted for flight, until all the passengers have been
offloaded at the end of the flight. The lead cabin attendant must also ensure that
relevant emergency equipment remains easily accessible for immediate use.
A-17-105
Effective 09-Jul-14
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
Unless the weight and balance for the flight and passenger category will be such
that the random occupation of seats is permissible, passengers will be shown or
conducted to their allocated seats.
All passengers have correctly fastened their seat belts.
All reclining seats are in an upright position and folding tables stowed.
All hand baggage secured
All trolleys are stowed and galleys closed
Exits and escape paths are unobstructed
Exit doors armed
Passenger briefing completed
Cabin lights dimmed at night in order to improve the night vision of cabin
attendant and passengers
Cabin preparation completion should be reported to the Commander by pressing

the hash # button in the cockpit door keyboard. Before take-off and about 5
minutes before landing a public address (PA) announcement should be made
requesting cabin attendant members to be seated at their seats.
When turbulent conditions are likely to be encountered, the Commander should
endeavour to give early warning by switching "ON" the "Seat Belt" signs and
making a PA announcement.
The paramount requirements are to have the passengers strapped in good time
and to ensure they remain strapped in. Both objectives can be met by making a
suitable public address announcement at the same time as the "Seat Belt" signs
are illuminated.
The lead cabin attendant must ensure that all passengers have conformed to the
Commander's instructions on fastening of seat belts.
As long as the "Seat Belt" signs are illuminated, cabin attendant should make
frequent checks that passengers seat belts remain fastened and that baggage is
well stowed to not cause injury by moving. When a passenger is seen to unfasten
his seat belt or attempts to leave his seat, the passenger should be asked to
remain seated and strapped in.
As a matter of policy, if passenger insists on moving, he should not be prevented,
but should be warned by cabin attendant to take particular care.
A-17-106
Effective 09-Jul-14
Before take-off and landing the cabin preparation must be completed as follows:
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
17.3.20.2 Fuelling with Passengers on Board, Embarking or Disembarking

Refer chapter 8
17.3.20.3 Evacuation / Disembarkation
If the stairs are against the aircraft, it is better that passengers use the stairs
instead of escape slides. This is because, before deploying escape slides, it is
necessary to ensure that the area outside the aircraft is clear of obstruction.
However, there may often be obstacles surrounding the aircraft (e.g. fuel truck,
catering, baggage handlers, boarding passengers, etc), and any contact with
these obstacles or with personnel during escape slide deployment may make the
situation worse.
It is possible to use the escape slides to rapidly evacuate the aircraft. However, if
escape slides are used, it is very important to verify that there are no obstacles in
the area where the escape slide will be deployed. In some cases, it may be
necessary to wait for equipment, personnel, or vehicles to move away from the
deployment area, before arming the escape slide and opening the aircraft doors.
17.3.20.4 Electronic Devices
(Refer CAR section 5 series X part I)

The Rule:
Aircraft Rule 29B of the Aircraft Rules 1937:
Prohibition on the use of portable electronic devices No person shall
operate, nor shall the operator or the pilot-in-command of an aircraft allow
the operation of any portable electronic device on board an aircraft in flight
provided that the Pilot-in-Command may permit the use of cellular
telephone by the passengers of a flight after the aircraft has landed and
cleared active runway, except when the landing takes place in low
visibility conditions as may be determined by the Director-General from
time to time.
A-17-107
Effective 09-Jul-14
If an aerobridge is used for boarding, it should also be used for

evacuation/disembarkation. An aerobridge provides a safe and efficient way to
evacuate an aircraft, and enables passengers to be rapidly being far away from
the fire, unlike the escape slides.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
Applicability:
The Procedure:
It is envisaged that Electronic devices may cause Electro Magnetic
Interference (EMI) with navigation or communication system of the aircraft
which are essential and critical for an aircraft during flight.
All electronic devices (which intentionally transmit radio signals) are
prohibited for use by passengers at all times in flight. These electronic
devices include mobile/cellular phones, amateur radio transceivers, CB
radios and transmitters that control devices such as toys, etc. (These may
be permitted during extended delays at Flight crew discretion).
The other type of electronic devices (not intentional transmitter of radio

signals) carried by passengers such as laptop computers, video cameras,
electronic entertainment devices, electric shavers, etc. are prohibited for
use during taxi, take-off, and climb out, descent, final approach and
landing phases of the flight when in transmitting mode (Permitted during
cruise phase).
FAA and EASA have recommended that the airlines can safely allow use
of Portable Electronic Devices (PED) by passengers during all phases of
flight only in flight/airplane mode. This decision is based on the
advancement in technology and research on usage of mobile phones in
air, inputs from airlines, aircraft manufacturers, travelling public, pilots,
cabin crew and mobile technology companies.
The use of PED is described in table 1 below:
(Refer Next Page)
A-17-108
Effective 09-Jul-14
In order to ensure safety of aircraft operation in flight, this Civil Aviation

Requirement is issued under the provisions of Rule 29B to be read in
conjunction with Rule 133A of the Aircraft Rules, 1937.
Phase of flight
Taxi/Take Off/
climb
/ Descent /
Landing/ Taxi to
the bay
Cruise
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
Mobile
phones/amateur
radios
withAllowed
Airplane/Flight
mode
Allowed in flight
mode
Allowed in flight
mode
Mobile
phones/amateur
radios without
Airplane/Flight
Allowed
mode
Other PEDs like

Laptops,
electronic
entertainment
Allowed
devices
Not Allowed (to be

in the switch off
mode)
Not Allowed (to be

in the switch off
mode)
Not Allowed
Allowed
Requirements:
a) No person shall use any electronic device, which
intentionally transmits radio signals while on board an
aircraft for the purpose of flight.
b) Electronic devices, intentionally transmitting radio signals,
if carried on board, shall be kept in non-transmitting mode
(commonly referred to as Flight/Airplane Mode).
c)
Passenger carry on electronic devices which are not intentional

transmitter of radio signals, if carried on board, shall not be used
by any person, as given in the guidelines.
A-17-109
Effective 09-Jul-14
Boarding
/Extended
ground delay
when
instructed by
the cockpit
crew
FLT.OMA
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CHAPTER 17
Cabin crew, besides other duties, during the flight shall keep a watch on
the passengers to ensure compliance. Any violation of these requirements
during the flight should be brought to the notice of the Commander by the
cabin crew and recorded in the flight report book for subsequent action by
the company against the defaulting person.
Any PED events related to suspected or confirmed PED interference,
smoke or fire caused by PED shall be reported to DGCA (DAS). This shall
also assist in evaluation of aircraft as transmitting PED resistant.
Restrictions on Ground:
In accordance with DGCA operations circular no.2 of 2003 dated 12th
September, 2003 the use of mobile / cellular telephones inside the
airplane when the airplane is on ground with passengers door open is not
permitted while following activities are in progress:
i)
Airplane Fuelling
ii)
Pre-flight functions like entries in Flight Management System and

GPS Navigation Systems and,
iii) Airplane RT Communication
The restriction on use of mobile / cellular telephones is in force after all

passenger doors are closed for the flight. (Para 17.3.14 is also relevant)
However, for the purposes of this rule, an aircraft shall be deemed to be in
flight when all its external doors are closed following embarkation until the
moment when any such door is opened for disembarkation.
A-17-110
Effective 09-Jul-14
Should there be any PED interference suspected/experienced in flight, the

Captain shall instruct the cabin crew to ensure that all PEDs are switched
off. On receiving such instructions, the cabin attendants will make an
appropriate announcement and ensure that all PEDs are in the switched
off mode only.
17.3.21
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
Emergency Medical Kits
All Indian Registered aircraft shall carry medical supplies as follows:

a) First-aid kits for carriage on all aircraft,
b) Medical Kit for carriage where the aircraft is authorized to carry more than 100
passengers, on a sector length of more than two hours, and
c) A universal precaution kits for carriage on all aircraft that require a cabin crew
member.
d)
Automated External Defibrillators (AED) is mandated for scheduled operators

engaged in international operations. The number of first-aid kits, Medical Kit
and Universal Precaution kits should be appropriate to the number of
passengers which the aircraft is authorized to carry:
Passenger
0 100
101 200
201 300
301 400
401 500
More than 500
First-aid kits
1
2
3
4
5
6
Medical kit
1
1
1
1
1
First-aid kit: A kit containing such items which can be used for the purpose of
first-aid treatment of injuries which may occur in flight or as a result of minor
accidents.
Medical kit: A kit containing such life saving drugs intended to be administered
only by a qualified medical practitioner if and when available.
Universal precaution kit: A kit for the use of cabin crew members in managing
incidents of ill health associated with a case of suspected communicable disease,
or in the case of illness involving contact with body fluids.
17.3.21.1 Requirement for Carriage of First Aid and Medical Kit
The number of First Aid Kit and Medical Kit to be carried on board as per CAR
Section 2, Series X Part III, Issue 4, shall be as follows for company aircraft:
a)
b)
One First Aid Kit and one Medical Kit in Forward galley G1.
One First Aid Kit and one Universal Precaution Kit in the aft Galley G5
A-17-111
Effective 09-Jul-14
The passengers require due care on board our flights. In case any passenger
sustains injury, medical aid is required to be provided. The cabin attendants are
given adequate training for such eventualities.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
17.3.21.2 First Aid Kit
Contents of The First Aid Kit : Each Standard First Aid Kit shall contain at least
the following or other approved contents:
List of contents
Quantity
Antiseptic swabs (10/pack)
Bandage: adhesive strips
20
Bandage: gauze 7.5 cm 4.5 m
Bandage: triangular; safety pins
Dressing: burn 10 cm 10 cm
10
Dressing: compress, sterile 7.5 cm 12 cm
10
Dressing: gauze, sterile 10.4 cm 10.4 cm
10
Tape: adhesive 2.5 cm (roll)
Steri-strips (or equivalent adhesive strip)
Pad with shield, or tape, for eye
Scissors: 10 cm
Tape: Adhesive, surgical 1.2 cm 4.6 m
Tweezers: splinter
Disposable gloves (multiple pairs)
Thermometers (non-mercury)
Mouth to mouth resuscitation mask with one-way valve
Ambu Bag
Mild to moderate analgesic
20
Antiemetic
10
Antiemetic drops
Antacid
20
Antihistamine
10
First-aid manual, current edition
Incident record form
Antibiotic tablet
10
Antibiotic ointment
Antibiotic Eye drops
Anti-diarrhoeal
10
Anti- allergy
10
A-17-112
Effective 09-Jul-14
A kit containing such items which can be used for the purpose of first aid treatment
of injuries which may occur in flight or as a result of minor accidents. First Aid
Kit(s) shall be carried on all aircraft.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
Anti-spasmodic
10
Anti-spasmodic drops
Anti-pryetic
10
1
Anti-angina - Sorbitrate
10
Analgesic ointment
Crepe bandage
Oral Rehydration Solution sachets
Tourniquet
17.3.21.3 Medical Kit

A kit containing such life saving drugs intended to be administered only by a
qualified medical practitioner if and when available. (Earlier called as Physician
Kit)
List of contents
Equipment
Stethoscope
Sphygmomanometer (electronic preferred)
Airways, oropharyngeal (3 sizes)
Syringes (appropriate range of sizes )
Needles (appropriate range of sizes)
Intravenous catheters (appropriate range of sizes)
Antiseptic wipes
Gloves (disposable)
Needle disposal box
Urinary catheter
System for delivering intravenous fluids
Venous tourniquet
Sponge gauze
Tape adhesive
Surgical mask
Emergency tracheal catheter (or large gauge intravenous cannula)
Umbilical cord clamp
Thermometers (non mercury)
Basic life support cards
Bag-valve mask
Flashlight and batteries
Medication
Epinephrine 1:1000
Antihistamine injectable
Dextrose 50% (or equivalent) injectable: 50ml
Nitroglycerin tablets, or spray
Major analgesic
Injectable analgesic
Injectable anti-spasmodic
Injectable bronchodilator
A-17-113
Quantity
1
1
1 each
5/3/2
10
3
20
3
1
2
2
2
10
1
4
2
1
1
2
1
1
2
2
2
1
10
1
1
1
Effective 09-Jul-14
Anti-pyretic syrup
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
3
3
2
10
2
2
2
2
10
10
2
17.3.21.4 Universal Precaution Kit

For routine operations, one universal precaution kit should be carried on aircraft
that are required to operate with at least one cabin crew member, (two for
aeroplanes authorized to carry more than 250 passengers). Additional kit(s)
should be made available at times of increased public health risk, such as during
an outbreak of a serious communicable disease having pandemic potential. Such
kits may be used to clean up any potentially infectious body contents such as
blood, urine, vomit and faeces and to protect the cabin crew members who are
assisting potentially infectious cases of suspected communicable disease.
List of contents
Dry powder that can convert small liquid spill into a
sterile granulated gel
Germicidal disinfectant for surface cleaning
Skin wipes
Face/eye mask (separate or combined)
Gloves (disposable)
Protective apron
Large absorbent towel
Pick-up scoop with scraper
Bio-hazard disposal waste bag
Instructions
Quantity
200Gms x 1
100 ml x 1
20
10
10
2
2
1
4
1
17.3.21.5 Periodic examination of the kit:

The stowage and the intact condition of the seal of the First-aid kits, Medical kits
and Universal precaution kit, as applicable, shall be ensured prior to every flight by
the Cabin Attendant.
The contents of such Kits shall be examined and certified by Registered Medical
Practitioners/ Company Medical Officers once in a year. In case any of the content
A-17-114
Effective 09-Jul-14
Sedative anticonvulsant injectable

Antiemetic injectable
Bronchial dilator inhaler
Atropine injectable
Adrenocortical steroid injectable
Diuretic injectable
Medication for postpartum bleeding
Sodium chloride 0.9% (minimum 250 ml)
Acetyl salicylic acid (aspirin) for oral use
Oral beta blocker
Epinephrine 1:10000 (can be a dilution of epinephrine 1:1000)
If a Cardiac monitor is available with or without AED it may be added
FLT.OMA
ISSUE II, Rev 04
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of such kit has life expiry before one year, the validity should be restricted to that
date.
Training of crew members in the application of first-aid:
17.3.21.6 General requirements:

o
The First-aid kits, Medical kits and Universal precaution kit containers must be
moisture and dust-proof and readily accessible to cabin attendants/flight crew,
in flight,
The First-aid kits, Medical kits and Universal precaution kit containers shall
marked with a white cross of size atleast 5 Cm to 5 Cm in green background
and the words "FIRST-AID KIT"/MEDICAL Kit/UNIVERSAL PRECAUTION
KIT , as the case may be in prominent letters shall appear on the front
surface of the container.
First-aid kits, Medical kits and Universal precaution kit shall be sealed and the
contents duly certified and signed by a Registered Medical Practitioner/
Medical Officer holding atleast an MBBS degree and also sign the relevant
form.
The First-aid kits, Medical kits and Universal precaution kit must remain
sealed till the time of its use. After use it must be replenished and certified by
a medical practitioner and resealed. If the seal is broken during bomb threat
inspection or due security reasons or due to usage of the kit and cannot be
recertified due to non availability of qualified doctor, the kits may be carried on
board in unsealed condition provided it is recertified at the first available
opportunity or arrival at base, which ever is earlier.
The First-aid kits, Medical kits and Universal precaution kit containers must
bear a Sl. No. given by the Operator for the purpose of identification.
First-aid and universal precaution kits should be distributed as evenly as

practicable throughout the passenger cabins. They should be readily
accessible to cabin crew members.
The stowage locations shall be similarly & conspicuously marked for easy
identification.
A-17-115
Effective 09-Jul-14
In the case of transport aircraft engaged in scheduled and non-scheduled

services, it will be the responsibility of the owner/ operator to ensure that cabin
crew are adequately and properly trained in the proper use of equipment in
accordance with CAR Section 7 Series M Part I.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
When a First-aid Kit or Medical Kit or a universal precaution kit is opened, a

cabin log entry shall be made by the cabin crew indicating the purpose of
breaking the seal and requesting replacement
Procedures and checklist system for use of cabin attendant must at least take into
account the following items:
PRE
T/O
ITEM
1. Brief of cabin attendant by the lead cabin
attendant member prior to commencement
of a flight or series of flight
2. Check of safety equipment in accordance
with operators policies and procedures
3. Security checks: searching for concealed
weapon , explosives or other dangerous
devices
4. Supervision of passenger embarkation
and disembarkation
5. Securing of passenger cabin (e.g.
seatbelt, cabin cargo/baggage)
6. Securing of galleys and stowage of
equipment
7. Arming of door slides
8. Safety information to passengers
9 Cabin secure report to flight crew
10. Operation of cabin lights
A-17-116
PRE
LANDING
POST
LANDING
X
X
X
X
X
X
X
11. Cabin attendant at crew stations for takeoff and landing

12. Surveillance of passenger cabin
13. Prevention and detection of fire in the
cabin, galley, crew rest areas and toilet
and instructions for action to be taken
14. Action to be taken when turbulence is
encountered
or
in-flight
incidents
(pressurisation
failure,
medical
emergency etc.)
15. Disarming of door slides
16. Reporting of any deficiency and/or
unserviceability of equipment and/or any
incident
IN
FLIGHT
X
if
required
if
required
X
X
X
X
X
X
X
X
X
X
X
Effective 09-Jul-14
17.3.21.7 Procedures and Checklist System
FLT.OMA
ISSUE II, Rev 04
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17.3.22 Passenger Briefing Procedures

17.3.22.1 Passenger safety announcements
(Also refer Cabin crew announcement manual)
i)
Seat Belts and exit locations
ii)
Oxygen system and its usage
iii) Floatation Devices/Life Jackets

The lead cabin attendant shall ensure proper briefing to the passengers,
instructions if any, through announcement and demonstration on board the flight.
The announcements are contained in the booklet and should be made at the
appropriate time. The passengers should be briefed on the following through
announcement and demonstration of:
i)
Fastening and unfastening of the seat belts.
ii) Emergency exits identification (doors and windows)

iii) Donning and usage of oxygen masks
iv) Usage of floatation devices
v) No smoking & non consumption of alcohol on board
vi) Advise passengers that the safety information cards are placed in the seat
pocket and study them carefully.
The demonstration would include the information about number of appropriate
equipments on board, locations and their usage.
In addition to this, the passengers seated next to the emergency exit would be
appropriately briefed about emergency exit over wing latch operation and
evacuation procedures.
Safety emergency cards depicting location and use of all safety equipment on
board are kept in each seat pocket for passengers information.
Passengers are required to fasten their seat belts prior to take off, landing and
whenever the fasten seat belt sign is switched ON. Cabin attendant shall ensure
compliance of this requirement. Any non-compliance by the passengers shall be
brought to the attention of the Commander. The Cabin attendant should politely
request the passenger to fasten his/her seat belt and explain the requirement of
A-17-117
Effective 09-Jul-14
The following pre-flight announcement and demonstration are to be carried out for
each sector to be operated
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
doing so. They shall not argue with the passenger. For additional information on
the use of seat belts (also refer Para 17.3.10)
The emergency procedures for various emergencies are detailed in cabin

attendant training manual and are reviewed in cabin attendant annual recurrent
training. The specific procedure for any emergency on board would be briefed by
the cabin attendant to all passengers on the PA system for their compliance
ensuring safety.
17.3.22.2 Passenger Information Announcements
(Also Refer annexure 7)

General Information:
The quality of Flight crew PA announcements is extremely important. Prepare the
statement; deliver it with confidence, precision, and with empathy to the
passengers. They are interested in what a pilot says. They either consciously or
sub-consciously want to be reassured of being in company of good, competent,
professionals. The PA announcements should confirm this. What a crew says and
how it is delivered has a direct impact on the passengers impression of an
individual, and on the professionalism at IndiGo. Humour, if used, must be
appropriate.
In any irregular operations and/or when delays occur, you MUST keep
updating the passengers every 10 to 20 minutes. The reports received from
passenger about occurrences; upon investigation it is clear that while the pilots
handled the situation correctly from the flight safety or operational efficiency
perspective, communication with the passengers was inadequate or lacking,
leaving the passengers feeling frustrated, under stress, and often afraid. One good
tool to assess is; If I were a passenger, what would I want to hear from the
Captain at that moment?, and respond appropriately.
Depending on the situation and if possible, it is good to go to the cabin, face
passengers, and use the L1 handset PA to address them. This demonstrates good
A-17-118
Effective 09-Jul-14
For flights conducted below 10,000 ft AMSL a demonstration on the use of

Oxygen is not mandatory. For flights where the taxi time before take-off is reduced
due to ATC requirements or inadequate taxi time, the commander may require the
Oxygen demonstration to be carried out after take-off but before the airplane
reaches an altitude of 10,000 ft AMSL.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
Captaincy and directly conveys to passengers that crew genuinely cares about
their condition.
The guidelines for pre-flight, en-route, descent, landing and Departure delay
announcements have been place at Annexure 7.
b) Emergency Announcements
All pilots shall use discretion while making announcements in an emergency
situation so as not to cause passenger apprehension.
In the event of an electrical failure or non-availability of PA system, the Cabin
attendant should use the hand megaphone provided.
c) ATC Delay Announcements
It is not uncommon to have a flight delayed due Air Traffic flow and
management requirements due to airspace congestion. The passengers must
be informed of these delays while on ground awaiting take-off or while in the
air awaiting approach clearance. Care must be taken not to attribute these
delays to ATC. The DGCA has instructed that these delays be attributed to air
traffic congestion and not ATC while informing the passengers.
17.3.23 Procedures For Airplane Operations Requiring Cosmic/ Solar
Radiation Detection Equipment
Explanatory Information
The radiation we receive comes either from outer space (constant intensity) or
from the sun (intensity increasing with solar flare activity). In the first case it is
produced when primary photons and particles from outside the solar system
interact with components of the earth's atmosphere. In the second we have the
release of charged particles. The most harmful are neutrons, protons and gamma
radiation, while ultra violet (UV) radiation is insignificant in this context. During the
period of high sun activity, the likelihood of solar flares is higher. These flares
create an increased flux of charged particles radiation. This flux is nevertheless
compensated by the reduction of galactic radiation during this sun activity period,
so that the total intensity of cosmic radiation remains reasonably constant. Cosmic
radiation follows an 11-year cycle, with the intensity being inversely related to
solar activity. The last solar maximum was in 2002. Maximum variation is approx
20%.
A-17-119
Effective 09-Jul-14
a) Announcements For Normal Operations
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
Polar Regions have greater radiation intensity and exposure is more important at
higher altitudes.
The biological effect evidently also depends upon the length of time of exposure.
The effect on biological tissue or body cells depends not only on the total dose but
also on the components of the radiation field.
The standard unit of radioactivity is the Becquerel, which is defined as the decay
of one nucleus per second. The practical interest is in the biological effect of a
radiation dose, and the dose equivalent is measured in Sieverts (Sv) per hour or
millisieverts (mSv) per year (1 mSv = 1000 Sv = 10-3 J/kg).
Estimates and in-service measurements, which are the result of extensive
scientific studies and airline experience, show that during flight in commercial jet
airplane the level of exposure to cosmic radiation for flight crews is well below the
values specified in existing legislation or guidelines. There are no specific
airworthiness requirements related to cosmic radiation that would apply to
company airplanes on the present company routes and altitudes.
The airplane type presently in use in the company are operationally limited below
45,000ft ( 15,000 M) and are not required to carry Cosmic or Solar radiation
detection equipment.
17.4
LOW VISIBILITY OPERATIONS
Low visibility operations include:

a)
CAT II/III Landings
b)
Low visibility take off
c)
Low visibility taxi
Low Visibility Operations require special crew and aircraft certification,

authorisation & currency. Additionally, application of operating minima below CATI needs prior regulatory approval and aerodrome is approved for CAT II/III
operation.
A-17-120
Effective 09-Jul-14
Natural protection from cosmic radiation is provided by the geomagnetic field and
the attenuating effects of the earth's atmosphere. The level of cosmic radiation
depends to some extent on the geographical position, but essentially on the
altitude above the ground level; the maximum radiation level occurs at about
20,000 m.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
The detailed operational procedures for each airplane type are given in the normal
procedures, system related procedures and FMGS sections of the FCOM. Pilots
must refer to these operational procedures for the airplane type. Also refer Auto
flight limitations given in FCOM LIM-22-20. Airport specific Low Visibility
Procedures (LVP) is provided in Jeppesen Airway Manual.
17.4.1
Category-II and Category-III Approaches
Basic Concepts
a)
CAT II
A precision instrument approach and landing with:
b)
a decision height below 200 ft, but not lower than 100 ft; and
a runway visual range not less than 300 m.
CAT III
A CAT III operation is a precision approach lower than CAT II minima.

CAT III is divided in three sub-categories: CAT III A, CAT III B, CAT III C,
associated with three minima levels (CAT III A is associated with highest minima
and CAT III C with lowest minima).
Category III A:
A precision instrument approach and landing using ILS with:
a) a decision height lower than 100 ft or no decision height; and
b) a runway visual range not less than 175 m.
Category III B:
A precision instrument approach and landing using ILS with:
a) a decision height lower than 50 ft, or no decision height; and
b) a runway visual range less than 175 m but not less than 75 m.
A-17-121
Effective 09-Jul-14
The limits of the aircraft are indicated in the Aircraft Flight Manual (AFM). The limit
of usable landing aids is the value of the DH/DA for the approach landing
category. These limits or operating minima must not be less than those imposed
by the country concerned and the Operations Manual according to the type of
flight.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
Category III C:
Precision instrument approach and landing with no decision height and runway
visual range limitations.
Note 2: Where the decision height (DH) and runway visual range (RVR) do not fall within
the same Category, the RVR will determine in which Category the operation is to be
considered.
The main objective of CAT II/ CAT III operations is to provide a level of safety
equivalent to other operations but in the more adverse weather conditions and
associated lower visibility.
In contrast to other operations, CAT III weather minima does not provide sufficient
visual references to allow a manual landing to be performed. The minima only
permit the pilot to decide if the aircraft will land in the touchdown zone (basically
CAT III A) and to ensure safety during roll-out (basically CAT III B).
Therefore an automatic landing system is mandatory to perform CAT III
operations. Its reliability must be sufficient to control the aircraft to touchdown in
CAT III A operations and through roll-out to a safe taxi speed in CAT III B (and
CAT III C when authorised).
Note: Autoland is not CAT III. An automatic landing system is only equipment providing
automatic control of the aircraft during the approach and landing and is not related to
particular weather conditions. This system is mandatory for all CAT III operations .
CAT II / CAT III limits according to CAR given in Chapter-07.

17.4.2
Decision Height (DH) and Alert Height (AH)
In CAT II / CAT III regulations, two different heights are defined:

a)
Decision Height Definition
Decision height is the wheel height (measured by radio-altimeter )above the

runway elevation by which a Go Around must be initiated unless adequate visual
reference has been established and the aircraft position and approach path have
been assessed as satisfactory to continue the approach and landing in safety.
In this definition, runway elevation means the elevation of the highest point in the
touchdown zone.
A-17-122
Effective 09-Jul-14
Note 1: CAT III C operations are not currently authorised.
b)
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
Alert Height Definition
Decision Height And Alert Height Concept

i)
Decision Height concept
Decision height is a specified point in space at which a pilot must make an

operational decision. The pilot must decide if the visual references adequate to
safely continue the approach have been established.
If the visual references have not been established, a Go Around must be

executed.
If the visual references have been established, the approach can be

continued. However, the pilot may always decide to execute a Go Around
if sudden degradations in the visual references or a sudden flight path
deviation occur.
In Category II operations, DH is always limited to 100ft or Obstacle Clearance

Height (OCH), whichever is higher. In Category III operations with DH, the DH is
lower than 100ft (typically equal to 50ft for a fail-passive automatic landing system
and 15-20ft for a fail operational automatic landing system).
The DH is measured by means of radio-altimeter. When necessary, the published
DH takes into account the terrain profile before runway threshold.
A-17-123
Effective 09-Jul-14
An Alert Height is a height above the runway threshold, based on the

characteristics of the airplane and its fail-operational automatic landing system,
above which a Category III approach would be discontinued and a missed
approach initiated if a failure occurred in one of the redundant parts of the
automatic landing system, or in the relevant ground equipment (ICAO).
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
Alert Height Concept

Alert height is a height defined for Category III operations with a fail
operational landing system.
Above AH, a Go Around must be initiated if a failure (*) affects the fail
(*) The list of these failures is mentioned in the AFM.
Below AH, the approach will be continued (except if AUTOLAND warning is

triggered).
The AH is evaluated during aircraft certification; it is set at 100ft for A320.

The AH is only linked to the probability of failure(s) of the automatic landing
system. Operators are free to select an AH lower than the AH indicated in the
AFM but not a higher value. Airbus procedures include both AH and DH concepts
for all Fail-operational Category III Operations.
A-17-124
Effective 09-Jul-14
ii)
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
Runway Visual Range
Definition
Runway Visual Range (RVR) is the range over which a pilot of an aircraft on the
centreline of the runway can see the runway surface markings or the lights
delineating the runway or identifying its centreline.
RVR Concept
Categories II and III operations require rapidly updated and reliable reports of the
visibility conditions which a pilot may expect to encounter in the touchdown zone
and along the runway.
RVR measurements replace the use of Reported Visibility Values (RVV) which is
not appropriate for conditions encountered during the final approach and landing
in low visibility, because the visibility observations are often several miles away
from the touchdown zone of the runway.
Note: RVR is not the Slant Visual Range (SVR). SVR is the range over which a pilot of an
aircraft in the final stages of approach or landing can see the markings or the lights as
described in RVR definition.
A-17-125
Effective 09-Jul-14
17.4.3
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
Runway Visual Range Measurements
For Category II and Category III operations, the RVR measurements are provided
by a system of calibrated transmissometers and account for the effects of ambient
the touchdown zone (TDZ),
the mid-runway portion (MID), and
the rollout portion or stop end.
17.4.4
Minimum Approach Break-Off Height (MABH)
The Minimum Approach Break-off Height (MABH) is the lowest height above the
ground, measured by radio altimeter, such that if a missed approach is initiated
without external references:
-
in normal operation, the aircraft does not touch the ground during the
procedure
with an engine failure during a missed approach, it can be demonstrated

that taking this failure probability, an accident is extremely improbable.
The MABH or the altitude loss during automatic go around can be used to
determine the minimum DH in CAT III operation.
A-17-126
Effective 09-Jul-14
background light and the intensity of runway lights. Transmissometers systems

are strategically located to provide RVR measurements associated with three
basic portions of a runway:
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
Note - AFM: Minimum Approach Break-off Height is 25 ft AGL for CAT III with DH.
17.4.5
Concept of Operating Minima (Including required RVR)

Refer Chapter 07.
Company Procedure for CAT II / CAT III Operations
Company Operating Minima) Refer chapter-07.
17.4.7
Low Visibility Approach and Landing Operations
Low visibility Operations involves both Flight Operations and Engineering to follow
specific procedures to achieve the desired objective.
17.4.7.1
Airline, Aircraft and Aircrew Qualification

The airline, aircraft and crew are required to be qualified for LVO as per
the regulations.
Company is approved for up to CAT III B operations.
A320 aircraft are certified for CAT III B operations.
Aircrew Qualification is based on the training and experience

requirements
Refer OM-D for Aircrew Training & Qualification.
17.4.7.2
Record Keeping
Each Flight Crew Member are required to be authorised and recurrent, as per
the following, in order to continue operating in low visibility conditions.
Certification Crew authorised to operate in CAT II/III conditions are issued with a
certificate by the company training department. The CAT II/III authorisation needs
to be carried by the crew with their Flying License/FATA. Both pilot will verify each
others authorisation prior to exercising the privileges of CAT II/III approval.
Pilots proficiency to undertake LVTO operations will be recorded and certified in
pilots log book.
RECENCY Authorised Crew are issued with a personal log book for CAT II/III.
This is required to be filled up every time an actual or practise auto approach and
auto land is carried out either in the simulator or aircraft.
A-17-127
Effective 09-Jul-14
17.4.6
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
17.4.7.3
Operational Requirements
Aircraft Suitability
Maintaining the aircraft to full LVO capability status is the responsibility of
Engineering. The LVO Status of an aircraft can be affected due to following
reasons:
a)
Due un-serviceability of any equipment required for Low visibility Operations.

In such a case the LVO status of the aircraft will be recorded by departure
engineer in the appropriate column of Technical Log and is indicated to the
crew by a sticker CAT I Only.This will indicate to the crew that the aircrafts is
not LVO capable and neither a practise nor an actual LVO Approach or
Autoland is authorised. The aircraft will be restored to CAT II/ CAT III status
after necessary maintenance actions.
b)
In order to keep the aircrafts Autoland status valid approved pilots are
expected to do an Autoland every 30 days to authorised runways. A FRB
entry Autoland Satisfactory is to be made in the FRB whenever a
satisfactory Autoland is performed. If the autoland was not satisfactory an
Autoland Unsatisfactory FRB entry is to be made. In addition, captain is to
make detailed entry in defect report column of FRB for assisting trouble
shooting by engineers. Auto Land for practise can only be performed at
approved runways.
c)
Only for initial certification corresponding reference, quoting FRB page

number, is to be made in the Form LVO_C (part of on-board forms).
d)
If no practice / actual LVO approach has been carried out in preceding 30

days the aircrafts Autoland status gets downgraded. This condition will be
indicated to the crew by a Sticker stating AUTOLAND downgraded. This will
indicate to the crew that although the aircraft is LVO and Autoland capable yet
an actual approach with Autoland below CAT I minimums is not authorised.
To restore its Autoland capability a satisfactory practice Autoland must be
A-17-128
Effective 09-Jul-14
To exercise the privileges of Cat-II or Cat-III authorization, a PIC shall have carried
out a minimum of 6 approaches (either actual or practice) of the applicable
category including at least 1 on the aircraft within the preceding 6 months, and a
Co-pilot shall have been a crew member on at least 3 ILS Cat- II or Cat-III
approaches as applicable, within the preceding 6 months (in SIM or in aircraft).
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
performed at the earliest and an entry made in the FRB stating Autoland
satisfactory.
Automatic Landing
In case of failures while performing an Autoland, at any time during the

approach, if visual references are sufficient, the Auto Pilot can be disengaged
and the landing completed manually.
17.4.8
Landing Categories
Each FMGC can make an assessment of its own landing categories: CAT 1,
CAT 2, CAT 3 SINGLE, CAT 3 DUAL and displays the corresponding landing
categories on the FMAs.
Landing category depends on the availability of aircraft systems and functions.
Whenever the landing category is downgraded, a triple click warning is
activated.
17.4.8.1
Aircraft and Operating Limitations (Automatic Approach,

Landing and Roll Out)
CATEGORY II
Minimum decision height 100 feet AGL
At least one autopilot must be engaged in APPR mode, and CAT 2 or CAT 3
SINGLE or CAT 3 DUAL must be displayed on the FMA.
Minimum Height for AP disconnect . 80 feet AGL
CATEGORY III FAIL PASSIVE (SINGLE)

An automatic landing system is fail passive if in the event of a failure there is
no significant out of trim condition or deviation of flight path or attitude but the
A-17-129
Effective 09-Jul-14
Automatic landing is a portion of the LVO approach. Automatic landing is not

CAT III. An automatic landing system is only equipment providing automatic
control of the aircraft during the approach & landing and is not related to a
particular weather condition. This system is mandatory for all CAT III
operations. However, it can also be performed for a CAT II approach provided
the ILS performance is sufficient and ILS signals are protected. For training
and qualification purposes it is permissible to use Autoland at or above CAT I
conditions, subject to various limitations.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
landing is not completed automatically. A CAT 3 SINGLE is a fail passive

automatic landing system.
Minimum decision height.. 50 feet

At least one autopilot must be engaged in APPR mode and CAT 3 SINGLE or
CAT 3 DUAL must be displayed on the FMA.
A/THR must be used in selected or managed speed.
Note : Approaches with a designated DH up to CAT III A can be performed with Fail
Passive (CAT III Single on FMA)
CATEGORY III FAIL OPERATIONAL (DUAL)

An automatic landing system is fail operational if in the event of a failure
below alert height, the remaining part of the automatic system allows the
aircraft to complete the approach, flare and landing. CAT3 DUAL is a fail
Note: In the event of a failure the automatic landing system operates as a fail passive
system.
If such a failure occurs below the alert height, the flare, touchdown and roll
out, in fail-operational system, may be accomplished using the remaining
automatic system.
A/THR must be used in selected or managed speed.
Alert height.............. 100 feet (Auto Call)
CAT IIIB ( No DH)

2 autopilots must be engaged in APPR mode and CAT 3 DUAL must be
displayed on the FMA.
Minimum runway visual range.75 M
The performance page must have NO entered in the DH field (3R) to avoid
false HUNDRED ABOVE or MINIMUM auto call outs which would not be
applicable.
A-17-130
Effective 09-Jul-14
Note: With a fail passive automatic landing system, the pilot assumes control of the
aircraft after the failure.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
ENGINE FAILURE
MAXIMUM WIND CONDITIONS FOR CAT II OR CAT III AUTOMATIC

APPROACH, LANDING AND ROLL OUT
Headwind
:
30 knots
Tailwind
:
10 knots
Crosswind
:
20 knots
Crosswind for Sharklets
-
20 Kt for Automatic Approach, Landing (without Automatic Rollout)

15 Kt for Automatic Rollout
Note: Wind limitation is based on the surface wind reported by the tower. If the wind
displayed on the ND exceeds the above-noted Auto Land limitations, but the tower
reports surface wind within the limitations, then the autopilot can remain engaged. If the
tower reports a surface wind beyond the limitations, only a CAT I automatic approach
without Auto Land can be performed.
AUTOMATIC LANDING
CAT II and CAT III Auto Land is approved in CONF 3 and CONF FULL.
Automatic landing is demonstrated:
With CAT II and CAT III ILS beam.
With glide slope angle within ( 2.5 and 3.15) range.
At or below the maximum landing weight.
For airport altitude at or below 6500 feet.
At approach speed (VAPP) = VLS + correction.
(Minimum correction of 5 knots; maximum wind correction of 15 knots) Automatic
rollout performance has been approved on dry and wet runways, but performance
on snow-covered or icy runways has not been demonstrated.
Automatic landing is a portion of the LVO approach. Automatic landing is not CAT
III. An automatic landing system is only equipment providing automatic control of
the aircraft during the approach & landing and is not related to a particular weather
condition. This system is mandatory for all CAT III operations. However, it can also
be performed for a CAT II approach provided the ILS performance is sufficient and
ILS signals are protected. For training and qualification purposes it is permissible
to use Autoland at or above CAT I conditions, subject to various limitations.
A-17-131
Effective 09-Jul-14
CAT II and CAT III fail passive Autoland are only approved in configuration
FULL, and if engine-out procedures are completed before reaching 1000 feet
in approach.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
In case of failures while performing an Autoland, at any time during the approach,
if visual references are sufficient, the Auto Pilot can be disengaged and the
landing completed manually.
Automatic Landing in CAT I Or Better Weather Conditions
The automatic landing system's performance has been demonstrated on runways

equipped with CAT II or CAT III ILS approaches. However, practice automatic
landing in CAT I or better weather condition is permissible on approved runways
with CAT I ground installations or on CAT II/III ground installations when ILSsensitive areas are not protected, if the following precautions are taken:
The airline has checked that the ILS beam quality and the effect of terrain
profile before the runway have no adverse effect on AP/FD guidance. In
particular, the effect of terrain discontinuities within 300 meters before the
runway threshold must be evaluated.
The crew is aware that LOC or GS beam fluctuations, independent of the

aircraft systems, may occur. The PF is prepared to immediately disconnect
the AP and take appropriate action, should unsatisfactory guidance occur.
At least CAT2 capability is displayed on the FMA, and CAT II / CAT III
procedures are used.
Required Visual reference is to be acquired no later than the applicable DH. If

the required visual reference is not acquired by the applicable DH a Go
Around is to be initiated.
There is no certification requirement to prove that the automatic landing system

will perform as expected at all conceivable airports. The airbus aircraft use FLARE
modes for automatic landing. The FLARE mode is initiated at a given radio altitude
(RA), which can be either advanced or delayed as a function of V/S. A higher V/S
in the last part of the approach due to terrain profile before the runway threshold or
higher descent glide slope angle will cause the flare mode to engage earlier than
usual. The aircraft may temporarily float above the runway surface before pitch is
reduced to resume a gentle descent down the runway leading to a long flare.
Approach execution
a)
Pre-Departure
In addition to normal flight preparation, the following planning and preparation
must be performed when CAT II/III approaches are planned.
A-17-132
Effective 09-Jul-14
17.4.8.2
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
Review NOTAMS
Crew Qualification
Crew qualification and currency must be reviewed (both CAPT and F/O must
be qualified and current).
Weather Information
Check that the weather forecast at destination is within Companys and crew
operating CAT II/III minima.
b)
Fuel Planning
Normal fuel policy caters for Destination Holding (which includes all
additional holding due LVO) & Instrument Approach Procedure and no extra
fuel is to be carried.
Approach Preparation
Aircraft Status
Check on ECAM STATUS page that the required landing capability is
available. Although it is not required to check equipment, which is not
monitored by the system, if any of the required equipment is seen inoperative
(flag), the landing capability will be reduced.
Weather
Check weather conditions at destination and at alternates. Reported RVR
values must be at or above the applicable minima for CAT II/III approaches.
The selected alternate must have weather conditions equal to or better than
the applicable landing minima.
ATC Calls
When RVR values drop below a certain value, Low visibility procedure are
enforced. This is reported on the ATIS as well as confirmed by the ATC. ATC
will check the status of the ILS and lighting and protect the sensitive areas
from incursion by aircraft or vehicles. A CAT II/III approach may not be
undertaken until the clearance has been received.
Continuation Of Approach
A-17-133
Effective 09-Jul-14
To make sure that the destination airport still meets visual or non-visual
CAT II/III requirements:
Radio Navaid availability,
Airport, Runway and approach lighting status
RVR equipment availability etc.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
Refer to Approach Ban Procedure as detailed in Chapter 27.
Seat Position
Use Of Lights
At night in low visibility conditions external aircraft lights can be detrimental to the
acquisition of visual references. Reflected light from water droplets or snow may
actually reduce visibility. Landing lights would therefore not normally be used in
CAT II or CAT III weather conditions. The strobe and taxi light may also be
switched off if required.
Cabin Crew Briefing
Brief the Cabin Crew that a CATII/ III approach is being carried out and that in
case of an evacuation, the visibility outside is going to be very poor. Additionally it
may be difficult to assess the situation outside and it may take some additional
time for the safety services to arrive. Additionally, NO PED SIGN will be kept on
after landing and cabin crew is to make announcement accordingly after landing.
Flight Crew Briefing
CM1 is the PF. CM2 is PNF

The briefing should include the normal items as for any IFR arrival and in addition
the following subjects should be covered prior to the first approach:
CM1
-
Brief review of task sharing,

Review approach procedure (stabilized approach),
Plan for FLAPS FULL Landing ONLY.
Insert applicable landing minima (RA) value in DH field.
Review Go Around procedure, ATC calls
Review downgrading possibilities above 1000 ft AGL.
Brief review of procedure in case of malfunction below 1000 ft AGL,
A-17-134
Effective 09-Jul-14
The pilots must realise the importance of eye position during LVO
approaches and landing. A too-low seat adjustment may greatly reduce the
visual segment. When the eye reference position is lower than intended, the
already short visual segment is further reduced by the cut off angle of the
glare shield or nose. The seat is correctly adjusted when the pilot's eyes are
in line with the red and white balls located above the glare shield.
CM2
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
Expected R/W vacation point and further taxi.
c)
Destination and alternate weather,

Airfield and runway operational status CAT II/III, etc.
Aircraft systems status and capacity,
Optimum seat position and reminder to set cockpit and external
lights as appropriate
Use AUTO BRAKES MEDIUM
Review Fuel status and minimum fuel required for Diversion.
Check Gross Weight so as not to exceed Max Landing Weight.
Review prevailing weather & wind limitation for the autoland.
Approach Procedure
The workload is distributed in such a way that the PF primary tasks are
supervising and decision making, and the PNF primary task is monitoring
operation of the automatic system. In summary the tasks are shared as
follows:
All CAT II and CAT III operations
CM1:
has hands on controls and thrust levers throughout the approach,

landing or Go Around
makes FCU selections (if any)
takes manual control in the event of AP disconnection
monitors flight instruments
Approaching DH
starts to look for visual references, progressively increasing external

scanning as DH is approached. If NO DH procedure is used, the PF
will nevertheless look for visual references.
At or before DH (if his decision is to continue)
calls "CONTINUE"
scans mostly head-up to monitor the flight path and flare (in CAT II
A-17-135
Effective 09-Jul-14
Review all FMA calls when cleared for the approach

CM1 & CM2
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
or CAT III A) or the track (in CAT III B) by visual references

monitors thrust reduction and at "RETARD" call-out, sets thrust
levers to idle
selects and controls reverse thrust
disengages autopilot when taxi speed is reached and exit is in sight.
CM2
monitors flight instruments head-down throughout approach, go-around

or landing until roll-out is completed
calls any deviation or failure warning
calls barometric heights as required, and monitors auto call-out or calls
radio heights including "100 above" and calls Alert Height - monitors
FMA and calls mode changes as required
At DH (identified by aural and visual warning)

-
if decision is not announced by CM1, calls "MINIMUM"

if no response from CM1, initiates a Go Around
CAT IIIB operations NO DH

CM1
-
d)
if no failure by AH, calls "CONTINUE";

monitors flare by flight instruments;
monitors lateral guidance during flare by yaw bar on PFD;
monitors automatic ground roll by scanning alternately instruments
and external references
Approach Execution
When Cleared For The Approach

Approach... ARM
Autopilot.................................................. ENGAGE AP 1+2
FMA................................................................... CALL OUT
AT 1000 FEET RA
Read out system capability on the FMA. Check that the FMA displays the aircraft
capability (CAT II or CAT SINGLE/DUAL) for the intended ILS approach.
AT 350 FEET RA
CHECK that "LAND" is displayed on the FMA. Check ILS course.
A-17-136
Effective 09-Jul-14
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
If LAND is not displayed or if the ILS course is not correct, do not perform an
autoland. The flight crew should perform a go-around, if visual references are not
sufficient.
Check that "FLARE" is displayed on the FMA.

At approximately 30 ft RA
Check that "IDLE" is displayed on the FMA and auto thrust starts to reduce thrust
toward IDLE.
AT 10 FEET RA
"Retard" callout comes up.
Move the thrust levers to IDLE.
Auto thrust disconnects.
At Touchdown
Check that "Roll Out" appears on the FMA
Note: In the case of tailwind during an automatic rollout, it is recommended to

use manual braking without delay or automatic braking for an optimised
runway centerline tracking.
DECEL (Auto Brake & Reverser)
At the end of the rollout
Disconnect the autopilot.
If the flight crew does not disconnect the AP at the end of the rollout, and uses
the nosewheel steering handwheel to taxi the aircraft off the runway, the
following will occur:
The AP will try to steer the aircraft back to the runway centerline, if the
nosewheel steering handwheel is released and the aircraft heading is less
than 20 off the runway centerline.
The AP will automatically disconnect, if the aircraft heading is 20 or more
off the runway centerline.
FOR MANUAL LANDING
AT DH
DISCONNECT the APs. SPEED mode remains engaged
AT 20 FEET "RETARD" AUTOMATIC CALL OUT COMES UP
MOVE the thrust levers to IDLE if not already done. (The A/THR disconnects).
A-17-137
Effective 09-Jul-14
FOR AUTOLAND
Between 50 And 40ft RA
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
AT TOUCH DOWN
"ROLL OUT" appears on the FMA and the yaw bar comes up on the PFD.
Note: The retard call out is only a reminder when a manual landing is performed.
Ref FCOM PRO NOR SRP 01- 70
Visual reference required to be established at DH and below
Visual references are required to assess aircraft position and continue the
approach. No pilot may continue an LVO approach below the DH unless specified
visual references is attained and can be maintained except when carrying out a
CAT III B approach with NO DH.
CAT II Approach
-
a segment of at least 3 consecutive lights being:

o the centre light of the approach lights, or
o touchdown zone lights, or
o runway centre line lights, or
o runway edge lights, or
o a combination of these
is attained and can be maintained and a lateral element of the ground

pattern:
o an approach lighting crossbar, or
o the landing threshold, or a barrette of the touchdown zone lighting
Cat III A or Cat III B operations with fail-passive flight control
systems
a segment of at least 3 consecutive lights being:

o the centreline of the approach lights, or
o the touchdown zone lights, or
o the runway centre line lights, or
o the runway edge lights, or
o a combination of these is attained and can be maintained
A-17-138
Effective 09-Jul-14
e)
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
Cat III B operations with fail-operational flight control systems using

a DH
-
For this category of operation, the decision to continue does not depend
on visual references, even though a minimum RVR is specified.
It is nevertheless good airmanship to confirm aircraft position with
available visual references.
However, the decision depends only on the operational status of the
aircraft and ground equipment. If a failure occurs prior to reaching the
AH, a Go Around will be made. A Go Around must nevertheless be
performed if the autoland warning is triggered below AH. After exiting the
runway ATC must be advised as CAT II/CAT III Satisfactory
/Unsatisfactory.
f) Loss Of Visual References
Operations with DH Below DH before Touchdown
If the decision to continue has been made and the visual references
subsequently become insufficient (for the appropriate category), or the
flight path deviates unacceptably, a Go Around must be initiated.
Notes: 1. A Go Around initiated below the Minimum Approach Break-off Height
(MABH), whether auto or manual, may result in ground contact
2. If the touchdown occurs after GA is engaged the AP remains engaged in that
mode, and ATHR remains in TOGA. Ground spoilers and auto brake are inhibited.
Operations With DH - After Touchdown

If the visual references are lost after touchdown, a Go Around should not
be attempted. The roll-out should be continued with AP in ROLL OUT
mode down to taxi speed.
ATC Procedures
g)
CAT II and CAT III operations require special procedures for the ATC and
all services on the aerodrome (maintenance, security). They are often
referred to under the generic name of Low Visibility Procedures. Each
aerodrome authority develops its own procedures in accordance to the
ICAO All Weather Document. Main procedures to be established are:
procedures for ATC to be quickly informed of all degradations in ILS
performance and to inform the pilot if necessary,
procedures for ATC to be quickly informed of all degradations in visual
aids and to inform the pilot if necessary,
A-17-139
Effective 09-Jul-14
a pilot may not continue an approach bellow the DH unless a visual

reference containing at least one centreline light is attained and can be
maintained
Cat III B operations with fail operational control systems using No
DH
h)
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
procedures for the protection of the obstacle free zone (OFZ) by the
control of ground movements,
procedures for the protection of the ILS critical area and the ILS sensitive
area by control of ground movements and adequate separation between
two aircraft on approach or one aircraft on approach and another takingoff,
procedures for meteorological services,
procedures for maintenance,
procedures for security.
ATC Clearance
Clearance to carry out a low visibility approach must be requested from
ATC, who will activate the Low Visibility Procedures, i.e. prepare the
airfield and assure appropriate aircraft separation. Such approach may
not be undertaken until the clearance has been received. It is also
recommended that ATC be informed when an automatic landing is
intended to be performed, to ensure, whenever possible, the same
protection even in CAT I or better conditions.
17.4.8.3
Flight Parameters Deviation Calls
Any time a precision approach is performed the PM must announce that a flight
parameter is being exceeded if during Glide Beam capture:
-
Pitch attitude becomes less than -2.5 deg or greater than +10 deg
Vertical speed exceeds +500 ft/min or -1250 ft/min

Flight Parameters Deviation Calls During Final Approach
PARAMETERS
IF DEVIATION
EXCEEDS
CALL REQUIRED
IAS
+ 10kt / -5kt
SPEED
RATE OF DESCENT
>1000ft/min
SINK RATE
PITCH ATTITUDE
10 nose up / - 2.5 nose down
PITCH
BANK ANGLE
BANK
LOCALIZER
EXCESS DEV
1/2 DOT (PFD)
LOCALIZER
GLIDE SLOPE
WARNING
1/2 DOT (PFD)
GLIDESLOPE
A-17-140
Effective 09-Jul-14
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
Those calls are normally performed by the CM2. However, any crewmember that
sees a deviation outside the above limits should make the appropriate call. If any
of these limits are exceeded approaching DH, a GA should be considered.
Call-Outs CAT II/III
APPROACH AND LANDING
EVENT
PF (CM1)
Approach Checklist
APPROACH C/L
Activation of
approach phase
ACTIVE APPROACH
PHASE
RA Alive
CHECKTED
At GS*
SET GA ALTITUDE__FT
OM / FAF
CHECKED
Landing Checklist
PM (CM2)
APPROACH C/L COMPLETE
APPROACH PHASE ACTIVATED
RADIO ALTIMETER ALIVE (1)
GA ALTITUDE__SET
PASSING_(FIX NAME)_FT
LANDING C/L
LANDING C/L COMPLETE
1000 ft RA
CHECKED (Check FMA

Auto pilot, capability e.g.
CAT II / III DUAL)
ONE THOUSAND (2)
350 ft RA
ILS COURSE__ LAND

When displayed on FMA
100 FT above DH
CHECKED
ONE HUNDRED ABOVE (2)
DH Visual
Reference (3)
CONTINUE
MINIMUM (2)
DH no Visual
Reference (3)
GO AROUND FLAPS
MINIMUM (2)
CHECKED / CONTINUE (4)
ONE HUNDRED (2) / ALERT

HEIGHT(4)
100 RA
40 RA
FLARE / NO FLARE
After touch down

ground spoilers
REV green on EWD
ROLLOUT
SPOILERS (5)
REVERSE GREEN (6)
DECEL (7)
Deceleration
AT 70 Kts
SEVENTY KNOTS
Note:
(1) Crew awareness, crew should now keep RA in scan to landing.

A-17-141
Effective 09-Jul-14
17.4.8.4
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
(2) PM monitors pin-programmed auto callout, or announces if inoperative. . Auto

callout is mandatory for CAT III and CAT II with autoland. Not required for CAT II
manual landing and PM may perform this function.
(4) CAT IIIB with NO DH

(5) If the spoilers are not extended, call NO SPOLIERS.
(6) If no reverse deployment, call NO REVERSE ENGINE
appropriate.
or NO REVERSE, as
(7) DECEL callout means that deceleration is felt by the crew, and confirmed by the speed
trend arrow on the PFD. It can also be confirmed by the DECEL light. If no positive
deceleration, NO DECEL.
17.4.8.5
Required equipment for CAT II/ III

Refer QRH OPS. 04
17.4.8.6
Failures and associated actions
In general there are three possible responses to the failure of any system,
instrument or element during the approach.
-
CONTINUE the approach up to the planned minima.
REVERT to higher minima and continue, if failure occurs above 1000

AGL
GO AROUND and reassess the capability, if failure occurs below 1000

AGL.
The nature of the failure and the point of its occurrence will determine the
appropriate response. A Go Around is initiated only if sufficient visual cues are not
obtained.
As a general rule, if a failure occurs above 1000 ft AGL the approach may be
continued after reverting to a higher DH, provided the appropriate conditions are
met (refer to downgrading conditions placed below).
Below 1000 ft (and down to 100FT / Alert Height when in CAT 3 DUAL) the
occurrence of any failure implies a Go Around, and a reassessment of the system
capability. Another approach may then be undertaken to the appropriate minima
relevant to the aircraft status. This is so since it is considered that below 1000 ft
A-17-142
Effective 09-Jul-14
(3) CAT-II & CAT III with DH.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
enough time is not available for the crew to perform the necessary switching to
check system configuration & limitations and brief for minima.
a)
Abnormal Procedures
The required procedures following failures during CAT II or CAT III approaches
are provided in the FCOM.
The abnormal procedures can be classified into two groups:
i)
Failures leading to a downgrading of capability as displayed on FMA and

ECAM with an associated specific audio warning (triple click).
ii)
Failures that do not trigger a downgrading of capability but are signalled

by other effects (Flag, ECAM warning, amber caution and associated
audio warnings).
It should be noted that some failures might trigger ECAM warnings, cautions and a
downgrade of capability.
b)
Crew Response To Failures
Above 1000 ft: Downgrading conditions

i)
Downgrading from CAT III to CAT II is permitted only if:

-
ECAM (check-list) actions are completed,

RVR is at least equal to CAT II minima,
Briefing is amended to include CAT II procedure and DH.
Decision to downgrade is completed above 1000ft AGL,
ECAM (check-list) actions are completed,

RVR is at least equal to CAT I minima,
Briefing is amended to include CAT I procedure and DA.
The decision to downgrade is completed above 1000ft AGL,
ii)
Downgrading from CAT II to CAT I permitted only if:
A-17-143
Effective 09-Jul-14
In simple terms, if a failure occurs prior to reaching the AH, a Go Around will be
made. Below the AH, a single failure (for example one AP failure or one engine
failure) does not necessitate a Go Around. A Go Around is required below AH only
if the auto land warning is triggered (and there are insufficient visual cues to
establish the required visual reference in CAT IIIA or below).
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
Note: Switching from one AP to another before 1000 ft AGL is permitted.

iii)
Failures and associated actions above 1000 ft for CAT II/ CAT I
ACTION TO BE PERFORMED
ABOVE 1 000 ft
LANDING CATEGORY
ONE ENGINE OUT
Complete ECAM procedure.
CAT III SINGLE
LANDING CAPABILITY
DECREASE
Try to recover
As displayed on FMA
LOSS OF A/THR
Switch AP,
reengage
and
try
to
CAT II
(if A/THR not recovered)
NOSE WHEEL STEERING
CAT III SINGLE

(DH = 50 ft)
Disengage AP at touch down
ANTI SKID
CAT III SINGLE

Disengage AP at touch down
AMBER "CHECK ATT" ON

TWO PFDs
Check with standby horizon,

use switching to recover (no
switching below 1 000 ft)
AMBER "CHECK HDG" ON

TWO PFDs & TWO NDs
Check with standby compass,

use switching to recover (no
switching below
1 000 ft)
RED "HDG" ON ONE PFD

AND ONE ND
RED "ATT" ON ONE PFD
CAT III SINGLE

(if the warning disappears)
CAT I
(if not)
Use switching to recover (no

RED "SPD" ON ONE PFD

"INVALID DATA" ON ONE
PFD AND ONE ND
Use switching to recover (no

CAT III DUAL (if the

diagonal line disappears)
CAT I (if not)
RED "RA" ON TWO PFDs
AP and FD not available
CAT I (minimum RVR

as per regulation)
CAT I
Disengage AP at or above
500 ft
SLATS/FLAPS
FAILURE
(LESS THAN CONF 3)
A-17-144
Effective 09-Jul-14
FAILURE
(for multiple failures, the most
limiting applies)
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
Below 1000ft and above DH (CAT 2 or CAT 3 WITH DH ) / above 100ft

(CAT 3 WITHOUT DH )
As a general rule, a Go Around should be performed in case of:
ALPHA FLOOR activation,
Loss of AP (cavalry charge),
Downgrading of CAT II/ III capability (triple click),
Amber caution (single chime),
Engine failure.
LAND must be displayed on FMA and runway course must be checked.

If runway course is incorrect or LAND does not appear, a Go Around
must be performed if insufficient visual references
LAND is displayed if LOC and GS track modes are active and at least
one RA is available.
These conditions need to be obtained no later than 350 ft AGL to allow a
satisfactory automatic landing.
At 350 ft RA (*)
At 200 ft RA and Below
Any AUTOLAND warning requires an immediate Go Around, if sufficient

visual references are not established for a manual landing.
At Flare Height
If FLARE does not come up on FMA, a Go Around should be performed,
if sufficient visual references are not established for a manual landing.
After Touchdown
-
In case of anti-skid or nose wheel steering failure, disconnect AP and

take manual control.
If automatic rollout control is not satisfactory, disconnect the AP
immediately and perform manual rollout.
Engine failure
In case of one engine inoperative, CAT II and CAT III fail passive auto
land are only approved in FULL configuration, and if engine-out
procedures are completed before reaching 1000 feet in approach.
For sharklets, during automatic rollout with one engine inoperative or one
thrust reverser inoperative, the flight crew can use the remaining thrust
reverser, provided that:
ONLY IDLE Reverse Thrust is used.
A-17-145
Effective 09-Jul-14
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
The cross wind does not exceed 15 Kt.

The best approach status available will be CAT 3 SINGLE status.
Crew actions in case of autopilot failure at or below decision height in
Category III with DH or below Alert Height in CAT III without DH:
This means that a Go Around is the normal action. However the wording
recognises that there may be circumstances where the safest action is to continue
the landing. Such circumstances include the height at which the failure occurs, the
actual visual references, and other malfunctions. This would typically apply to the
late stages of the flare.
In conclusion it is forbidden to continue the approach and complete the landing
when the Commander or the pilot to whom the conduct of the flight has been
delegated, determines that this is the not safest course of action.
(Refer next page)
A-17-146
Effective 09-Jul-14
For operations to actual RVR values less than 300m, a Go Around is assumed in
the event of an autopilot failure at or below DH or below Alert Height.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
A-17-147
Effective 09-Jul-14
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
A-17-148
Effective 09-Jul-14
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
A-17-149
Effective 09-Jul-14
17.4.8.7
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
Practice Approaches
All practice approaches on aircraft are to be carried out under weather

conditions at or above CAT I minimums
LIST OF AIRPORTS SUITABLE FOR PRACTICE AUTOLAND
S. No
APT
VAAH
2
3
4
5
INSTRUMENT APPROACH
INSTRUMENT
S. No
APT
ILS-23
VILK
ILS-27
VABB
ILS-09
10
VOCI
ILS-27
VABO
ILS-22
11
VOHS
ILS -27L
VANP
ILS-32
12
VOMM
ILS-07, ILS-25
VECC
ILS-19L, ILS-01R,
13
OMDB
ILS-12L, ILS12R,
ILS-30L, ILS30R,
ILS-19R
APPROACH
VIAR
ILS-34
14
WSSS
ILS-02L, ILS02C,
ILS- 20C, ILS20R
VIDP
ILS-28,ILS- 29,ILS-11, ILS-
15
OOMS
ILS-08R, ILS26L
VIJP
ILS-27
16
VTBS
ILS-19R, ILS01L,
ILS- 19L, ILS01R
17.4.9
10, ILS-27
Aerodrome Operating Minima- Take Off
Refer Chapter-07
17.4.9.1
Pilot Qualification and Authorisation
Refer OM-D
A-17-150
Effective 09-Jul-14
Practice Auto Approaches, at or above CAT I minimum, can be carried out on any
ILS equipped runway. However, practice Auto Approach Auto Land can only be
carried out on the below mentioned runways.
17.4.9.2
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
Pilot in Command Responsibilities

A low visibility take off will only be performed in consultation with flight
dispatch.
Pilot-in-Command will not execute a Low Visibility Take Off if at any time
the general conditions below cannot be complied with.
17.4.9.3
Flight Dispatch Actions
Flight Dispatch will monitor the network weather and wherever a Low
Visibility Take Off is required, Flight Dispatch will update the flight plan for
a Low Visibility Take Off with a suitable take off alternate. Planned takeoff alternate to be mentioned in the ATS Flight Plan & OFP.
A low visibility take off will be authorised by flight dispatch in consultation

with Pilot-in-Command.
Before authorising a Low Visibility Take Off , Flight Dispatch will be

responsible to ensure that:
o
Captain and Co-Pilot is qualified and authorised
Conditions stipulated in general conditions given below are complied

with
Flight dispatch will be responsible for coordinating the low visibility take
off authorisation with the ATC at Departure airport and alternate airport
and to keep the Captain informed of the alternate weather
Full thrust (TOGA) shall be used for Take-off and its use logged in FRB.
If there is an option of selecting two different take-off flap settings, Higher

flaps should be used for LVTO
Flight dispatch will be responsible to maintain flight watch on a flight

executing a low visibility take off.
17.4.9.4
General Conditions
Prior to a low visibility Take OFF, the following General Conditions are to be
complied with.
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A suitable take-off alternate airport meeting the requirement as given in

Chapter 07
Captain should be in possession of accurate weather, NOTAMS and

other safety information for departure and alternate airports before
carrying out the Low Visibility Take-off.
The aircraft system listed below, which are critical for Low Visibility Takeoff and Landing shall be fully serviceable:
o
Windshield wipers for both Pilot and Co-pilot stations
Window heat for all heated cockpit windows
Anti-skid system
Thrust reversers for all engines
The Visibility / RVR as per the applicable Minima.).
Prior to commencement of low visibility take-off the Captain shall ensure

that sufficient visual reference guidance is available to control the aircraft
in both the situations i.e. discontinued take-off in adverse circumstances
and a continued take-off after failure at critical speeds.
The Take Off is to be performed by the Pilot in command qualified for

LVTO. Flight Crew will advise Flight Dispatch on ACARS/VHF if a
diversion after take-off is necessitated.
AT night in low visibility conditions, landing lights can be detrimental to

the acquisition of visual reference. Reflected light from water droplets or
snow may actually reduce visibility. Landing lights would therefore not
normally be used in LVTO weather conditions.
17.4.9.5
Approved Take off/ LVTO minima for various airports

Company Take off/ LVTO approved minima placed on board minima
folder.
17.4.9.6
LOW VISIBILITY TAXI
Taxi Speed is to be restricted to 10 Kts
No Single Engine Taxi Out or Taxi IN is permitted
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Use airport specific low visibility taxi charts (jeppesen charts depicting
taxi routing for departure & arrival during LVP), whenever available in
conjunction with ATC instructions.
Greater emphasis is to be paid on maintaining high level of situational

awareness.
If in doubt, stop aircraft and discuss position and best course of action.
SMC Radar assistance in ascertaining position may be asked for.
In case of extremely low Visibility hindering taxi operations, stop the

aircraft and request for FOLLOW ME assistance.
RUNWAY INCURSIONS
a) Runway incursion is defined as any occurrence at an aerodrome
involving the incorrect presence of an aircraft, vehicle or person on
the protected area of a surface, designated for the landing and takeoff of aircraft. With the growth in traffic runway incursions have been
showing a growing trend the world over, and have been causing
safety concerns. Prevention of runway incursions has become a
priority area. Runway incursion prevention program involves 4 groups
of persons/services.
-
Flight Crew
Air Traffic Controllers.
Drivers of vehicle /Pedestrians/Personal working at the airports
Aerodrome owner/operator
b)
Miscommunication between controller and Flight Crew, improper use of ICAO

phraseology, read back and hear back error, lack of knowledge of the
operational area by airport staff engaged in different airport operations are
generally found to be the contributory factors.
c)
In the past, the process of getting to and from the runway was relatively
simple compared to other phases of flight, and little attention was given to
formalizing Flight Crew procedures during taxi operations. Recently,
increases in traffic and expansion at many aerodromes have created complex
runway and taxiway layouts. This additional complexity has made aerodrome
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17.5
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17.5.1
Flight Crew Procedures
The potential for runway incursions, incidents and accidents can be reduced
through adequate planning, coordination, and communication. The following
guidelines are intended to help Flight Crews cope more effectively with current
aerodrome conditions during taxi operations. The guidelines are grouped into six
major categories: Planning, Situational Awareness, Use of Written Taxi
Instructions, Intra-cockpit Verbal Coordination, ATC/Pilot Communication, and
Taxiing.
Planning
Thorough planning for taxi operations is essential for a safe operation. Flight
Crews should give as much attention to the planning of the aerodrome surface
movement portion of the flight as they give to the planning of the other phases of
flight. Planning for taxi operations is an integral part of the Flight Crews flight
planning process. Planning should be done in two main phases. First, anticipate
aerodrome surface movements by doing pre-taxi or pre-landing planning based on
information on the automatic terminal information service (ATIS), previous
experience at that aerodrome, and review of the aerodrome chart. Second, once
taxi instructions are received, the pre-taxi plans should be reviewed and updated
as necessary. It is essential that the updated plan is understood by all flight
crewmembers.
Caution: A potential pitfall of pre-taxi and pre-landing planning is setting expectations and
then receiving different instructions from ATC.
Flight Crews need to ensure that they follow the clearance or instructions that are
actually received, and not the one the Flight Crew expected to receive.
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Effective 09-Jul-14
surface operations more difficult and potentially more hazardous than they
were in the past. To increase safety and efficiency, it is necessary to lessen
the exposure to hazards and risks by holding the Flight Crews workload to a
minimum during taxi operations. Taxi operations require constant vigilance on
the part of the entire Flight Crew. This is essential to avoid RWY incursions.
Considerations should be given to some tasks that make up the normal
workload of Flight Crews, such as accomplishing checklists, configuring the
aircraft for takeoff and landing, programming Flight Management Systems
and managing communications with the operator and Air Traffic Control
(ATC).
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Situational Awareness
When conducting taxi operations, Flight Crews need to be aware of their
situation as it relates to other aircraft operations going on around them as well
as to other vehicles moving on the aerodrome. The Flight Crew should know
the aircrafts precise location on the aerodrome. Sometimes, this is a
challenge, especially when the Flight Crew is at an unfamiliar aerodrome, the
aerodrome layout and taxi routes are complex, or the visibility is poor. It is
important for the Flight Crew to understand and follow ATC instructions and
clearances, to have and use an aerodrome chart, and to know and use all of
the visual aids available at the aerodrome, such as the signs, markings, and
lighting, when taxiing on the aerodrome.
b)
Flight Crews should use a continuous loop process for actively monitoring
and updating their progress and location during taxi. This includes knowing
the aircrafts present location and mentally calculating the next location on the
route that will require increased attention. For example, a turn onto another
taxiway, an intersecting runway, or any other transition points. As the
continuous loop is updated, flight crewmembers should verbally share
relevant information with each other.
i) Situational
awareness
is
enhanced
by
instructions/clearances issued to other aircraft.
monitoring
ATC
ii) Prior to entering or crossing any runway, scan the full length of the
runway, including approach areas. Flight crewmembers should verbally
confirm scan results with each other and aircraft movement should be
stopped if there is any difference or confusion on the part of any flight
crewmember about the scan results.
Caution: Do not stop on a runway. If possible, taxi off the runway and then initiate
communications with ATC to regain orientation.
iii) Be especially vigilant when instructed to line up and wait, particularly at

night or during periods of reduced visibility. Do not remain in position and
hold on the departure runway for an extended period without direct
communication from ATC. If any flight crewmember is uncertain about
any ATC instruction or clearance, query ATC immediately. If anyone
suspects radio problems and weather conditions permit, attempt to
observe the tower for light signals.
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a)
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iv) Use extra caution when directed to use a runway as a taxiway,

especially during reduced visibility conditions.
Cautions:
-
After landing, when you are on an exit taxiway that is between parallel runways,
taxi your aircraft clear of the landing runway unless you are constrained by a holdshort line associated with the adjacent parallel runway.
Unless otherwise instructed by ATC, taxi clear of the landing runway even if that
requires you to cross or enter a taxiway/apron area.
Never enter a runway without specific authorization. When in doubt, contact ATC.
c)
After landing and exiting the runway, nonessential communications and

nonessential Flight Crew actions should not be initiated until clear (on the
inbound side) of all runways in accordance with sterile cockpit procedures.
Use of Written Taxi Instructions

At many aerodromes, taxi instructions can be very complex, involving numerous
turns and transitions, as well as runway crossing and hold short instructions.
During these aerodrome surface operations, pilots are very busy with a variety of
cockpit duties and responsibilities that compete for their attention.
Misunderstanding or forgetting any part of the taxi instructions can lead to an
embarrassing or unsafe situation. Writing down taxi instructions, especially
complex instructions, can reduce a pilots vulnerability to forgetting part of a
complex instruction.
Intra-Flight Deck / Cockpit Verbal Coordination
It is essential that the Flight Crew correctly understand and agree on all ATC
ground movement instructions. Any misunderstanding or disagreement should be
resolved to the satisfaction of all flight crewmembers before taxiing the aircraft. It
is the verbal aspect of this coordination that is most significant. It is not enough to
assume that all flight crewmembers have heard and understood instructions
correctly. A common understanding can be enhanced by one flight crewmember
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Effective 09-Jul-14
v) Use the utmost caution after landing on a runway that intersects another
runway or on a runway where the exit taxiway will shortly intersect
another runway. All flight crewmembers must have a common
understanding of ATCs instructions and expectations regarding where
the aircraft is to stop and must be able to identify the appropriate hold
points. Immediately advise ATC if there is any uncertainty about the
ability to comply with any of their instructions.
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When approaching an intersecting runway, the Flight Crew should verbally

coordinate in order to identify the runway. They should also verbally review the
ATC instructions as to whether they are to hold short of or cross the runway.
Before crossing any runway or entering a runway for takeoff or for landing, both
pilots should visually scan to the left and to the right, including the full length of the
runway and its approach paths, and coordinate verbally that the scan area is or is
not clear.
Before entering a runway for takeoff, the Flight Crew should verbally coordinate to
ensure correct identification of the runway and receipt of the proper ATC
clearance to use it. Similar verification should be performed during approach to
landing.
When it becomes necessary for a flight crewmember to stop monitoring any ATC
frequency, he or she should tell the other flight crewmember(s) when stopping and
resuming the monitoring of the ATC frequency. Any instructions or information
received or transmitted during that flight crewmembers absence from the ATC
frequency should be briefed and reviewed upon his or her return.
When the pilot not taxiing the aircraft focuses his or her attention on instruments in
the cockpit, such as entering data into the aircrafts Flight Management System,
and, consequently, is not able to visually monitor the aircrafts progress, he or she
should verbally notify the pilot taxiing the aircraft. Likewise, notification should be
made when that flight crewmember has completed his or her task and is again
able to visually monitor the taxi operation.
ATC / Flight Crew Communication
The primary way the Flight Crew and ATC communicate is by voice. The safety
and efficiency of taxi operations at aerodromes with operating control towers
depend on this communication loop. Controllers use standard phraseology and
require readbacks and other responses from the Flight Crew in order to ensure
that clearances and instructions are understood. In order to complete the
communication loop, the controllers must also clearly understand the Flight
A-17-157
Effective 09-Jul-14
repeating the instructions verbally and getting agreement on the content and intent
from the other flight crewmember(s). Any persistent disagreement or uncertainty
among crewmembers should be resolved by contacting ATC for clarification.
When flight crewmembers verbally confirm their understanding of the instructions,
they then have a chance to discover and correct any misunderstandings and thus
prevent hazardous situations from developing.
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i)
Maintain a sterile cockpit. Flight crewmembers must be able to focus on

their duties without being distracted by non-flight related matters, such as
eating meals, engaging in non-essential conversation, or reading material
not related to the safe and proper operation of the aircraft.
ii)
Use standard ATC phraseology at all times in order to facilitate clear and
concise ATC/ Flight Crew communications.
iii) Focus on what ATC is instructing. Do not perform any non-essential

tasks while communicating with ATC.
iv) Readback all hold short and runway crossing instructions and
clearances, including the runway designator.
Note: Air traffic controllers are required to obtain from the pilot a readback of all runway hold
short instructions. Pilots shall not use readback/ hearback philosophy as an error checking
mechanism. In the current environment with the ATC also being in a high workload situation,
pilots need be advised that ATC may not always be able to catch or process an incorrect
readback at all times.
v)
Readback all takeoff and landing clearances, including the runway

designator.
vi) Clarify any misunderstanding or confusion concerning ATC instructions

or clearances to the satisfaction of all Fight Crewmembers.
17.5.2
Good Taxying Practices

a) Prior to taxiing, a copy of the aerodrome chart should be available for
use by the Flight Crew.
Note: A flight crewmember -- other than the pilot taxiing the aircraft should follow
the aircrafts progress on the aerodrome chart to ensure that the instructions
received from ATC are being followed by the pilot taxiing the aircraft.
b) The aircrafts compass or heading display is an excellent tool, as a

supplement to visual orientation, for confirming correct taxiway or
runway alignment. Refer to it as frequently as necessary, but
A-17-158
Effective 09-Jul-14
Crews read back and other responses. The Flight Crew can help enhance the
controllers understanding by responding appropriately and using standard
phraseology. The approved flight crewmember training programs, and operational
manuals provide information for Flight Crews on standard ATC phraseology and
communications requirements. Some of the most important guidelines that
contribute to clear and accurate communications are included here.
FLT.OMA
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especially at complex intersections and where the takeoff ends of two

runways are close to one another.
d) Anytime the Flight Crew becomes uncertain as to the aircrafts

location on the aerodrome movement area, stop the aircraft and
immediately advise ATC. If necessary, request progressive taxi
instructions. The Flight Crew should give ATC any information
available about their position, such as signs, markings, and
landmarks.
Caution: Do not stop on a runway. If possible, taxi off the runway and then initiate
communications with ATC to regain orientation.
e) When cleared to takeoff, or to cross a runway, or when exiting a

runway, do so in a timely manner. Inform ATC of any anticipated
delay.
f)
17.5.3
Some cockpit displays of traffic information [such as some

implementations of the Airborne Collision Avoidance System (ACAS)
/ Traffic Alert and Collision Avoidance System (TCAS)] have the
capability and sufficient resolution to enable the display of traffic
behind an aircraft. When pilots are holding in position, they should
consider displaying traffic landing behind them to increase their
awareness of the traffic situation. Most ACAS/ TCAS systems will
also switch on the transponder by this selection and squak mode C this may not be a permitted procedure at some airports before being
cleared for line-up.
Runway Incursion Prevention

SOPs provide a structure that helps to decrease the probability of human
error and capture errors before they result in a runway incursion. By
applying SOPs to surface operations, pilots can reduce the probability of
A-17-159
Effective 09-Jul-14
c) Low visibility conditions increase the challenge of safely moving the

aircraft on the aerodrome surface. Although visibility is technically
designated as low when the runway visual range (RVR) falls below
set criteria for the airport, visibility along the taxi route may be
considerably less than the runway visibility. Use all resources
available, including heading indicators, aerodrome signs, markings
and lighting, and aerodrome charts to the fullest extent possible in
order to keep the aircraft on its assigned taxi route.
FLT.OMA
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a runway incursion by increasing and maintaining situational awareness.

Situational awareness is a continuous process of attentiveness and
surveillance.
b) Both pilots will monitor the frequency when initial taxi clearance is
called for to ensure that both pilots hear the taxi clearance.
c) After taxi clearance has been received, the crew will agree on the
runway assigned, any restrictions, and the taxi route. If not in
agreement, the Flight Crew will seek clarification from ATC.
d) Flight crews will observe sterile cockpit, especially while taxiing.
e) Both pilots should have the aerodrome chart out, available, and in
use. Crosscheck the heading situation indicator (HSI), aerodrome
chart, and aerodrome signage to confirm aircraft position while
taxiing.
f)
Fixed navigation lights (red, green, and white) and taxi lights as
applicable must be on whenever the airplane is in motion.
g) Both pilots will monitor the appropriate tower frequency when

anticipating a clearance to cross or taxi onto an active runway.
h) When approaching an entrance to an active runway, both pilots will
ensure compliance with hold short or crossing clearance by
discontinuing non-monitoring tasks (e.g., Flight Management System
(FMS) programming, Airborne Communications Addressing and
Reporting System (ACARS), company radio calls, etc.).
i)
Prior to crossing or taxiing onto any runway, verbally confirm ATC

clearance with other crewmember(s) and visually scan the runway
and approach area.
j)
Read back all clearances/instructions to enter a specific runway, hold

short of a runway, and taxi into position and hold, including the
runway designator.
Note: Do not merely acknowledge the foregoing instructions/clearances by using

your call sign and saying Roger or Wilco. Instead, read back the entire
instruction/clearance including the runway designator.
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Effective 09-Jul-14
a) Captains will give a pre-taxi/departure briefing that includes the

expected taxi route and restrictions.
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k) When entering a runway after being cleared for takeoff, or when "Line
up and Wait" make your aircraft more conspicuous to aircraft on final
behind you and to ATC by turning on lights (except landing lights)
that highlight your aircrafts silhouette.
Be especially vigilant when instructed to "Line up and Wait"
particularly at night or during periods of reduced visibility. Scan the
full length of the runway and scan for aircraft on final approach when
taxiing onto a runway either at the end of the runway or at an
intersection. Contact ATC anytime you have a concern about a
potential conflict.
-
In instances where you have been instructed to taxi to "Line up

and Wait" and have been advised of a reason/condition (wake
turbulence, traffic on an intersecting runway, etc.) or the
reason/condition is clearly visible (another aircraft that has
landed on or is taking off on the same runway), and the
reason/condition is satisfied, you should expect an imminent
takeoff clearance, unless advised of a delay.
If landing traffic is a factor, the tower is expected to inform you

of the closest traffic that is cleared to land, touch-and-go, stopand-go, or unrestricted low approach on the same runway when
clearing you to "Line up and Wait". Take care to note the
position of that traffic and be especially aware of the elapsed
time from the "Line up and Wait" clearance while waiting for the
takeoff clearance.
ATC should advise you of any delay in receiving your takeoff

clearance (e.g., expect delay for wake turbulence) while
holding in position. If a takeoff clearance is not received within a
reasonable time after clearance to "Line up and Wait", contact
ATC.
m) To signal intent to aircraft downfield turn on landing lights when

cleared for takeoff.
n) As part of the approach briefing, review the aerodrome chart and
anticipated taxi route.
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Effective 09-Jul-14
l)
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Best Practices and Techniques

State your position whenever making initial contact with any tower or
ground controller, regardless of whether you have previously stated your
position to a different controller.
b)
Write down non-standard or complex taxi instructions.
c) To signal intent to other pilots, consider turning on the taxi light when the
aircraft is moving or intending to move on the ground, and turning it off when
stopped, yielding, or as a consideration to other pilots or ground personnel.
d) At night, use edge lights and CL lights (as applicable) to distinguish between
taxiways (blue) and runways (white).
e) Flight crews should minimize heads-down activities, such as entering data
into the FMS, while the aircraft is moving. Advise the pilot taxiing whenever
heads-down activity is required.
f)
When visually scanning the runway and approach area, flight crewmembers
should verbally confirm scan results with each other (e.g., clear right, clear
left).
g) When holding in position for takeoff, actively monitor the assigned tower
frequency or a Common Traffic Advisory Frequency for potential conflicts
involving your runway.
h) If unsure of position and on a runway, immediately clear the runway and
notify ATC. Request for a follow me and consider progressive taxi.
17.5.4
Cockpit Procedures
Pilots can use proven and effective procedures in the cockpit to help conduct safe
operations on the ground and during takeoff and landing.
a)
Avoid unnecessary conversation, during movements, takeoff, and landing.
b)
Constantly scan outside the cockpit, especially when on runways.
c)
If lost notify Air Traffic Control immediately.
d)
Make your aircraft visible by proper use of aircraft lights.
e)
If unfamiliar with the airport do not hesitate to request progressive taxi

instructions.
f)
Insure proper radio telephony operation and check audio panel, volume
control and squelch settings.
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Effective 09-Jul-14
a)
17.5.5
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Low Visibility and Confusing markings
Report Confusing or Deteriorating Surface Markings and Signs : Report confusing

or deteriorating surface markings and signs and inaccurate airport diagrams to the
ATC or fltops@goindigo.in.
17.6
EDTO DESCRIPTION OF EDTO OPERATIONAL PROCEDURES

Refer Company EDTO Manual
17.7
USE OF MINIMUM EQUIPMENT LIST

Refer Chapter 9 Part B
17.8
NON-REVENUE FLIGHTS
a) Training Flights
Training flights are under the responsibility of
President/Director (Flight Operation) with the purpose of:
the
Vice
Commander / pilot qualification / re-qualification
Training the abilities of pilots under normal and abnormal

conditions
In flight proficiency check.
However, the final decision to carry out the actual training flight and the
responsibility for adherence to Company instructions described in the
Operation Manual in general and the part D in particular, remains with the
designated Training Captain who will be the Commander.
b) Test Flights
A test flight may be required after special maintenance/or repair work
on an aircraft and/or on special instructions of the DGCA.
Authority
The following persons are authorised to decide on the requirement of
a test flight and should be consulted before release of the aircraft.
Vice President (Engineering)
Vice President/Director (Flight Operations)

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Effective 09-Jul-14
Stay Alert Especially When Visibility is Low: extra vigilance is required when
visibility decreases and the ability for pilots and controllers to maintain desired
level of situational awareness becomes significantly more difficult.
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Test flights shall be performed according to generic flight profiles issued by

the Aircraft manufacturer and may include specific items required due to the
maintenance work undertaken in the aircraft. The final flight profile will be
issued by the flight operations department.
The Flight Operations department shall give the flight crew a briefing on:
c)
The reason for the test flight.
The test program.
How the preceding work may influence the airworthiness of the

aircraft.
Delivery Flights
Delivery flights are flights where an airplane is flown from the sellers
facility to the airline or vice versa.
Provided all normal requirements are fulfilled, non-revenue passengers
may be carried if this is not excluded on the certificate of airworthiness
and certificate of registration. Full insurance coverage must be assured.
For some delivery flights, the DGCA might only issue a ferry permit in
lieu of the certificate of airworthiness and the certificate of registration.
This ferry permit may exclude the carriage of persons other than flight
crew and engineers. Flights with passengers aboard require full and
normal crew complement.
d)
Ferry Flights
Ferry flights are generally conducted to position aircraft for maintenance.
They may be conducted with minimum crew and reduced airworthiness
as permitted by Operations Manual or the DGCA.
The Procedures/ limitations as specified in the respective FCOM and
Maintenance Manuals apply for ferry flights.
A-17-164
Effective 09-Jul-14
Those flights shall be performed by the minimum flight crew according to the
Operations Manual. The crew should be assigned by the Vice President
/Director (Flight Operations). If it is required by the kind of test flight, there
might be, in addition to the minimum crew, engineers, mechanics or
inspectors on board who are directly involved in the preceding work /
inspection of the aircraft. They must be recorded in the journey log as
additional crew members.
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e)
Demonstration Flights
A demonstration flight may be for a sale / advertising purpose or to
demonstrate flight characteristics. It may be also a flight with journalists
and customers to introduce a new type of aircraft.
All flights shall follow the standard procedures described in the Operation
Manual.
In any case, all flights with passengers aboard require full and normal
crew complement.
f)
Positioning Flights
A positioning flight is a flight to position an airplane to an aerodrome for
commercial operations. Positioning flights must be performed with the
minimum flight crew and must follow the standard procedures described
in the Operations Manual. Only crew members of the company may be
transported on the way to or from flight duty (Dead Head crews).
In this case, the Commander nominates one crew member to be
responsible for cabin safety checks. If approved by the Commander, the
demonstration of safety belts, oxygen masks, life vests and emergency
evacuation may be avoided, if all person on board are familiar with the
demonstration of their use.
17.8.1
Weather Considerations
For Delivery, Ferry and Positioning flights, the normal company minima as per
Chapter 7 would apply.
For Training, Test & Demonstration flights weather conditions equivalent to at
least Special VFR conditions Visibility , must prevail or be forecast to prevail at
destination airport at the time of arrival.
A-17-165
Effective 09-Jul-14
Airplane required to be ferried under conditions Damaged Ferry need

prior approval of Vice President (Engineering) and Vice
President/Director (Flight Operations). The engineer releasing the
airplane under this condition is to ensure that all requirements laid down
in the Maintenance Manual, MEL and CDL are met. The commander
must ensure that all items under (O) in the MEL are met and there are no
ECAM messages / faults not permitting the flight.
17.9
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PRE-FLIGHT PLANNING
For non-revenue flights, if the cabin crew is not carried, the PIC shall ensure, prior
to departure of a flight, additional crew members and/or supernumeraries, as
applicable, have been briefed and are familiar with the location and use of safety
equipment, to include:
a)
b)
c)
d)
e)
f)
g)
Seat belts;
Emergency exits;
Life jackets (individual flotation devices
Lifesaving rafts
Oxygen masks/Emergency Oxygen.
Emergency equipment for collective use.
Opening/ Closing, Arming/Disarming of Doors.
He shall also depute one person on board to be responsible to ensure that all
instruction from the Flight deck is complied with. The dissemination of any other
information to the additional crew members/ supernumerary shall be through the
PA system. The information could be related to safety; first aircraft movement,
takeoff and landing; turbulence; Medical situations; Emergency evacuation and
any other abnormal situations;
Note:
- Passenger flights are not operated without the cabin crew.
- When cabin crew are not carried, the Commander is responsible for opening and
closing of airplane Doors
17.9.1
Performance Considerations
It is important that flight crews appreciate the handling and performance limitations
which might be applicable to such flights, as these could be significantly different
from normal operations.
17.9.2
Fuel Planning and weight Considerations
When planning the amount of fuel required, particular attention should be paid to
consumption rates. The take-off mass of the aeroplane should be as low as
possible, yet having regard to trim and the need to carry adequate reserves of
fuel. During the en-route phase, the aeroplane should be capable of clearing all
obstacles if an engine fails, and at all times it should not be farther from a suitable
alternate than the distance flown in 60 minutes at the one engine inoperative
cruise speed.
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It is essential that when first addressing the task, the aeroplane Commander
provides a comprehensive brief to all crew members on all aspects of the pre-flight
preparation, route planning and take-off procedures.
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17.10 COMMUNICATION
Introduction
17.10.1 RT Call Sign

The RT identification allotted by ICAO to IndiGo is I-FLY. For scheduled flights all
aircraft shall prefix the flight number with the word I-FLY eg. I-FLY- 201. For all
training, non-scheduled ferry flights etc. the call sign shall be I-FLY followed by
either:
-
the last two letters of the aircraft registration eg. I-FLY- November
Alfa. Or
any flight number notified by OCC and filed by Flight Dispatch in

ATS flight plan.
17.10.2 Air / Ground Company Communication

Air/ground Company communication systems are a vital link for safe, efficient and
reliable flight operations. Communication is normally two-way (transmission and
reception) using suitable means but due to certain constraints, few notified
company stations will have only one way communication i.e. Reception only. Flight
Crew are expected to use the most appropriate means of communication
depending on the situation, location and urgency.
a)
Company Communication
Flight Crew will use the Company channel for providing
-
Arrival / Departure delay information.
After landing expected bay time.
Requests for weather, bay number etc
IRROP Information Information about Irregular Operations,

Diversions, ATC holding etc.
Any Special messages

A-17-167
Effective 09-Jul-14
All airplane required to be operated in accordance with VFR/IFR conditions shall

be provided with communication equipment which is capable of conducting twoway communication at all times with those aeronautical stations and on those
frequencies as prescribed by the appropriate authority. The communication
equipment so provided shall be of a type approved by the Airworthiness Authority
of the country of manufacture of airplane and acceptable to Director General of
Civil Aviation.
b)
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
Company Stations
Note:
All flight arriving departing Delhi will include both CENTOPS, DELHI
DISPATCH as Addressees.
On-ground, if unable to contact on company frequency on VHF2, crew
may attempt to call on VHF1, which is likely to give better response due
VHF1 antenna location.
17.10.3 Time System

Coordinated Universal Time (UTC) shall be used by all stations in the aeronautical
communication service. Midnight shall be designated as 2400 for the end of the
day and 0001 for the beginning of the day.
A date-time group shall consist of 6 figures, the first two figures representing the
date of the month and the last four figures the hours and the minutes in UTC.
When transmitting time, only the minutes and the hour should normally be
required. Each digit should be pronounced separately. However, the hour shall be
included when any possibility of confusion is likely to result.
17.10.4 Language to be used
Refer Chapter 0.
17.10.5 R.T. Operating Technique
Before transmission observe following points:
o
Check selection of correct frequency
Listen before transmitting
Know what you are going to say before you are going to transmit.
A-17-168
Effective 09-Jul-14
## Blind Transmission
FLT.OMA
ISSUE II, Rev 04
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During transmission observe following points:

A short pause might be necessary after pressing the mike button, to
ensure that the first word is transmitted.
Do not shout, maintain a normal voice level.
Speak distinctly and at a moderate rate.
Always use standard ICAO phraseology, as given in the following

paragraphs. However, when unable be as brief as possible.
Be alert for stuck mike buttons. If suspected it might be necessary to

select intercom or unplug the mike.
During reception ensure that the transmissions are intended for you. When in
doubt ask the station to clarify or say again. If necessary use phonetic alphabets
to spell out words.
17.10.6 Safety Issues
With the increase of air traffic and the number of operators there are many
instances when two Airplanes will have the same or similar flight numbers. It is
imperative that at all times the complete Radio Telephony Call Sign is used and
not an abbreviated Call Sign. All IndiGo flights will at initial Call and on subsequent
Calls use the full call sign i.e. IFLY followed by the full flight number. This is to
ensure that there is no confusion between Airplanes and ATC as to the originator
or recipient of a clearance, instruction or request.
Sloppy or casual use of cleared altitudes/ flight levels, reaching altitude/flight
levels also lead to confusion. If Cleared to FL290 it is incorrect to acknowledge
this as Clear 290. As this can be mistaken as Cleared To 90. The correct way is
Cleared to Flight Level (Level) 290 or reaching F/L (Level) 150.
When below transition altitude in climb or transition level in descent the term
Altitude will be used.
E.g. Cleared Altitude 4000, Maintaining Altitude 2500 etc and Cleared 4000 ft
or Maintaining 2500, etc.
The term approaching a Level or an altitude is inappropriate. The correct
terminology is Reaching Level 200 or Reaching Level Altitude 4000. The call
should be made when less than 1000 from an assigned level and 500 from an
assigned altitude.
A-17-169
Effective 09-Jul-14
FLT.OMA
ISSUE II, Rev 04
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17.10.7 R.T. Discipline
In case of extreme provocation, breach of separation standards, pilots are not to

argue with ATC and are to only advise ATC that they will report the matter as an
incident. All such reports must be made to fltops@goindigo.in
a)
Readability Tests
For test transmission the word RADIO CHECK shall be used. In the reply to a
test transmission the following numbers will be used to indicate the readability of
the test transmission:
-
Unreadable
Readable now and then
Readable but with difficulty
Readable
Perfectly readable
b)
Use Of Abbreviations And Codes
Abbreviations and codes shall be used in the international aeronautical

telecommunication service whenever they are appropriate and shorten or
otherwise facilitate communication.
c)
Priority Of Messages
The following is the priority of messages to be communicated to ATC

-
Distress messages
Urgency messages
Other messages concerning known or suspected emergency and radio

communication failure messages
Movement and control messages
Flight Information messages
A-17-170
Effective 09-Jul-14
All Flight Crew operating the R.T. shall maintain strict R.T. discipline. All airplanes
should use VHF 123.45 MHZ, for communication between aircraft. Normal ATC
frequencies shall not be congested by irrelevant/non-operational communications.
Arguments on RT with ATC, no matter what the provocations, are to be avoided.
Pilots are expected to resolve such issues with ATC only after landing.
d)
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
SELCAL Procedures
A SELCAL function check shall be performed whenever deemed necessary.

Should the SELCAL check reveal that either the ground or airborne SELCAL
installation is inoperative; the airplane shall maintain a continuous listening watch
on its subsequent portion of flight until SELCAL again becomes available.
The airplane shall ensure that the aeronautical stations concerned with its flight
are immediately made aware of any malfunctioning of its SELCAL installation and
that voice calling is necessary.
17.10.8 Total Communication Failure
The total Radio Communication Failure Procedure for each airport which differs
with the ICAO procedures is given in the Emergency Section of the Jeppesen
Airway Manual. The procedure given below is the general DGCA/ICAO procedure
for the guidance of pilots. Both pilots are required to be familiar with any changes
in the radio communication failure procedures that may exist for their departure
aerodrome, arrival aerodrome and enroute segment.
The aircraft shall attempt to establish communications with the appropriate air
traffic control unit using all other available means. In addition, the aircraft, when
forming part of the aerodrome traffic at a controlled aerodrome, shall keep a watch
for such instructions as may be issued by visual signals.
17.10.8.1 General ICAO Procedure
In case of total communication failure the airplane shall:
a) if in the visual meteorological conditions:
i)
continue to fly in visual meteorological conditions; and
ii)
land at the most suitable aerodrome.
iii) report its arrival by the most expeditious means to the appropriate air
traffic services unit.
A-17-171
Effective 09-Jul-14
SELCAL is utilised by suitably equipped stations for ground to air selective calling
on en-route HF radio channels. The SELCAL code shall be included in the flight
plan submitted to the appropriate air traffic services unit. The airplane shall ensure
that the HF aeronautical station has the correct SELCAL code information by
establishing communications temporarily with the HF aeronautical station while
still within VHF coverage.
FLT.OMA
ISSUE II, Rev 04
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iv) If considered advisable, complete an IFR flight in accordance with (ii)

below.
i)
in airspace where radar is not used in provision of air traffic control,

maintain the last assigned speed and level, or minimum flight altitude if
higher, for a period of 20 minutes following the aircrafts failure to report
its position over a compulsory reporting point and thereafter adjust level
and speed in accordance with the filed flight plan;
ii)
in airspace where radar is used in the provision of air traffic control,

maintain the last assigned speed and level, or minimum flight altitude if
higher, for a period of 7 minutes following:
the time the last assigned level or minimum flight altitude is reached;
or
the time the transponder is set to Code 7600; or
the aircrafts failure to report its position over a compulsory reporting

point; whichever is later, and thereafter adjust level and speed in
accordance with the filed flight plan;
iii) when being radar vectored or having been directed by ATC to proceed
offset using area navigation (RNAV) without a specified limit, rejoin the
current flight plan route no later than the next significant point, taking into
consideration the applicable minimum flight altitude;
iv) proceed according to the current flight plan route to the appropriate
designated navigation aid or fix serving the destination aerodrome and,
when required to ensure compliance with e) below, hold over this aid or fix
until commencement of descent;
v)
commence descent from the navigation aid or fix specified in d) at, or as

close as possible to, the expected approach time last received and
acknowledged; or, if no expected approach time has been received and
acknowledged, at, or as close as possible to, the estimated time of arrival
resulting from the current flight plan;
vi) complete a normal instrument approach procedure as specified for the

designated navigation aid or fix; and
A-17-172
Effective 09-Jul-14
b) if in instrument meteorological conditions or when weather conditions are such

that does not appear feasible to complete the flight in accordance with(i)
above:
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
vii) land, if possible, within 30 minutes after the estimated time of arrival
specified in e) or the last acknowledged expected approach time,
whichever is later.
i)
When an airplane station fails to establish contact with the aeronautical

station on the designated frequency, it shall attempt to establish contact
on another frequency appropriate to the route. If this attempt fails, the
airplane station shall attempt to establish communication with other
airplane or other aeronautical station on frequencies appropriate to the
route. In addition, an airplane operating within a network shall monitor the
appropriate VHF frequency for calls from nearby aircraft.
ii)
If the attempts specified under (a) above fail, the airplane station shall
transmit its message twice on the designated frequency(ies), preceded by
the phrase TRANSMITTING BLIND and, if necessary, include the
addressee(s) for which the message is intended.
iii) In addition, the aircraft, when forming part of the aerodrome traffic at a
controlled aerodrome, shall keep a watch for such instructions as may be
issued by visual signals.
17.10.8.3 Receiver Failure
i)
When an airplane station is unable to establish communication due to receiver

failure, it shall transmit reports at the scheduled times or positions, on the
frequency used, preceded by the phrase Transmitting Blind Due To
Receiver Failure. The airplane station shall transmit the intended message
following this by a complete repetition. During this procedure, the airplane
shall also advise the time of its next intended transmission.
ii) An airplane which is provided with Air Traffic Control or advisory service shall,
in addition to complying with (a) above, transmit information regarding the
intention of the commander with respect to the continuation of the flight of the
aircraft.
iii) When an airplane is unable to establish communication due to airborne
equipment failure, it shall, when so equipped, select the appropriate SSR code
to indicate radio failure.
A-17-173
Effective 09-Jul-14
17.10.8.2 Air-Ground Communications Failure
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
17.10.8.4 Transponder Procedures Radio Communication Failure

The pilot of an airplane losing two-way communications shall set the transponder
to Mode A code 7600.
Given below is guidance on RT terminology and procedures. Pilots are expected
to be conversant and proficient in Procedures/ Terminology given in ICAO Annex
10 Vol. II and ICAO Doc 9432.
Introduction of new or changed standard words/ phrases and their meaning for
use in RT communications are placed at Annexure 8
17.11 OPERATION UNDER RADAR CONTROL
GENERAL
i)
The phraseologies contained in paragraphs 17.9.13 onwards are not

exhaustive and, when circumstances differ, ATC personnel will be expected
to use appropriate subsidiary phraseologies which should be as clear and
concise,
ii)
The phraseologies are grouped in three paragraphs for convenience of

reference but ATS personnel shall be familiar with and use if necessary,
phraseologies from all groups.
iii)
Words in parentheses indicate that specific information, such as a level, a

place or a time, etc. must be inserted to complete the phrase, or
alternatively that optional phrases may be used. Words in square
parentheses indicate optional additional words or information that may be
necessary in specific instances.
17.11.1 General Radar Phraseologies

Refer Annexure 8
17.11.2 Secondary Radar Phraseologies
Refer annexure 8
17.11.3 Phraseologies For Use With Surveillance Radar
Refer annexure 8
17.11.4 Phraseologies For Use With Precision Approach Radar
Refer annexure 8
A-17-174
Effective 09-Jul-14
17.10.9 RT Terminology
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
17.11.5 Position Reports To ATC

Air Traffic Control position reports should be given in the following form:
a) Flight Identification
c) Time
d) Altitude
e) Name and ETA over next ATC Reporting Time
The following additional report shall be made to ATC without request:
a) A time of reaching a altitude/Flight level, reaching a holding fix, or a point
cleared to.
b) When vacating any previously assigned altitude/flight level,
c) When leaving any holding fix or point.
d) When leaving the final approach fix in bound on final approach.
e) When an approach has been missed. Clearance for specific action:
Another approach or diversion to another alternate should be requested.
f)
Report the cleared flight level on first contact with ATC, unless specifically
requested not to do so by ATC
When in Radar Control Position Report should not be made unless requested by
ATC,
17.11.6 CLEARANCES
All ATC clearances will be read back for verification:
a) Flight Crew member must ensure that read back is acknowledged,
b) Material classified as information such as other traffic need not be
read back.
c) When an air traffic clearance has been received the Commander
shall not deviate from the clearance unless an amended clearance is
obtained or there is an emergency,
d) When flying is in VMC condition regardless of the type of flight plan or
ATC Clearance it is the responsibility of the Pilot to avoid collision
with other aircraft.
A-17-175
Effective 09-Jul-14
b) Position
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
e) The Pilot-In-Command shall ensure that at least one crew member

maintains an adequate watch for other air traffic in such conditions.
f)
g) If two way communication cannot be established when changing

frequencies, the transferring controller should be re-contacted to
obtain an alternate frequency or instructions
h) The Captain shall immediately report to ATC any mal-functioning of ground
or airborne navigational or communication equipment occurring In 'flight and
any meteorological condition which might affect safety. This report shall be
enforced with a written debriefing report,
17.12 CRITICAL PHASES OF FLIGHT (STERILE COCKPIT)
Critical phases of flight are defined as all ground operations from start up
to shut down and all other flight operations conducted below 10,000 ft
AAL except cruise flight.
17.12.1 Activities Prohibited During Critical Phases Of Flight
i)
Reading material not related to proper conduct of flight
ii)
Paper work not related to safe operation of flight
iii) Engaging in non-essential conversation within the cockpit and

non-essential communication between the Cockpit and Cabin
attendants.
iv) Eating meals
v)
Announcement to passengers promoting the Airline or pointing out

sites of interest.
vi) Non-operational communication on Company Channels.

vii) No crew member shall engage in any activity in the critical phases
of flight which could distract the other flight crew member from the
performance of his/her duties. In an emergency and if the situation
so warrants the Commander has the authority to deviate from
these rules and initiate any action in the interest of safe operation.
viii) No person shall enter the Cockpit in the critical phases of flight
unless permitted by the Commander
A-17-176
Effective 09-Jul-14
If emergency authority is used to deviate from ATC clearance the

Captain shall notify ATC as soon as possible and obtain amended
clearances,
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
ix) The Seat Belt Sign and No Portable Electronic Device sign shall
be kept ON during the critical phases of flight.
17.12.2 Fatigue Management
17.12.3 Management of crew fatigue during flight

(DGCA Air Safety circular 5 of 2010)
During period of low activity (no communication between the cockpit and the
cabin), the cabin crew shall interact with pilots at half an hour basis using
intercom. A log to that effect will be maintained. The area speaker is to be kept at
high volume and an entry is to be made in the cabin/cockpit interaction log
maintained by the cabin crew.
17.12.4 Controlled Rest on the Flight Deck:

(DGCA Operations Circular 8 of 2013)
Even though crew members should stay alert at all times during flight, unexpected
fatigue can occur as a result of sleep disturbances and day-to-day disruption. To
cover for this unexpected fatigue and retain high level of alertness, during low
workload phase of the cruise segment on the flight deck, a controlled rest
procedure can be exercised. Controlled rest on the flight deck is an acknowledged
and effective method of improving levels of flight crew alertness for critical phases
of flight, and considered a good use of CRM principles.
The controlled rest should be used in conjunction with other on board fatigue
management counter measures such as stretching and use of bright cockpit
illumination at appropriate times. The maximum duration of a sleep period, has
been chosen to prevent a condition of deep sleep, which has a consequential long
recovery time (Sleep inertia).
A-17-177
Effective 09-Jul-14
Pilots fatigue has been recognized as one of the serious safety hazards and
contributory factor in accidents/serious incidents. Analyses of such incidents
reveal that operating crew were affected by micro sleep phenomenon which in all
likelihood takes place during the low activity period. Therefore to avoid such an
occurrence, the procedure to be followed during the low activity period is
described as under.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
Controlled Rest shall neither be used for purposes of calculating flight time
limitations nor to justify any duty period.
Conditions:
a)
Controlled rest shall only be used on a flight sector with a minimum

duration of 3 hours.
Only one flight crew must take controlled rest at the discretion of the
PIC.
Controlled rest shall commence after reaching Top of Climb (TOC)
and will terminate 30 minutes before planned Top of Descent.
Controlled rest periods must be no longer than 40 minutes with
another 20 min for orientation before resuming flight deck duties.
These 20 minutes can be part of 30 minutes required prior to Top of
Descent.
Controlled rest must be used during periods of low workload in
cruise flight when weather conditions are benign and weatherrelated deviation is not required or expected.
Controlled rest shall not be used over the flight segments that
require the use of decompression escape routes, while manual fuel
transfer/fuel balancing is taking place or any other operational
requirement wherein a pilot crosscheck is required.
Subject to the above conditions, flight crew may take more than one
rest period.
Rest Procedure:
The commander is responsible for planning and use of controlled rest. He

will brief on criteria under which rest is to be terminated. Any flight crew,
depending on the circumstances, may terminate the rest at any time. He
must take into account considerations of airmanship, weather, workload,
aircraft serviceability and fatigue levels.
Prior to undertaking controlled rest, a short period of time shall be

allowed for rest preparation (approximately 5 minutes).
The Commander must conduct a full operational briefing involving

all cockpit crew members. The briefing should include Route
progress, ETAs, estimated and actual FOB figures , completion of
A-17-178
Effective 09-Jul-14
b)
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
tasks in progress, attention to any physiological needs of either crew

member, Aircraft status, Enroute and terminal weather.
The resting cockpit crew member must remain in his normal control
seat with seat belt and harness fastened and seat positioned aft, so
that unintentional interference with the controls is minimized. He
may use equipment such as eyeshades, earplugs and neck support.
The non-resting pilot shall also keep his seat belt and harness
fastened and wear headset with the cockpit audio speaker adjusted
to high volume. He shall not leave his seat for any reason, including
physiological breaks.
Review hand-over of duties and wake-up arrangements.
Flight Deck Cabin Communication:
The PIC shall inform the Lead Cabin Attendant of the intention
of the flight crew member to take controlled rest. The start and
end time (UTC), of controlled rest shall be intimated to the Lead
Cabin Attendant for the purpose of maintaining the log . The
PIC shall also intimate the lead to follow either day or

night procedure.
c)
In order to establish a frequent check without disturbing the

resting crew, the non-resting cockpit crew shall call the Lead
Cabin Attendant every 20 minutes by night and 30 minutes by
day, failing which the Lead cabin attendant will call the nonresting cockpit crew or shall make a physical check. The area
speaker volume may be kept at high.
Lead Cabin Attendant will tick mark in the controlled rest

interaction log to confirm that an interaction on intercom took
place with the non-resting cockpit crew member at the specified
intervals.
Flight Path Management
During controlled rest, the non-resting pilot must perform the duties of the
PF and PM. He should exercise control of the aircraft for entire duration
and maintain full situational awareness wherein:
i)
The autopilot and auto-thrust systems shall be operational.

A-17-179
Effective 09-Jul-14
ii)
iii)
iv)
v)
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
Any system intervention which would normally require a cross check

according to multi crew principles must be avoided until the resting crew
member resumes his duties. At the end of a controlled rest period, the
non-resting crew member shall give a full operational brief to the flight
crew member who was resting to include at least the following:
Route progress, ETAs, estimated and actual FOB figures.

Aircraft status.
En-route and terminal weather.
Operational occurrences during the rest period.
17.12.5 Interaction log

The cockpit/cabin interaction log will be collected by the Captain along
with the Flight Documents and handed over to the Lead during the preflight briefing. This log will be maintained by the Lead Cabin Attendant. At
Top of Descent for the last sector, in the series of flights operated, the
Lead Cabin Attendant will hand over the completed log to Captain for
counter signature and submission with other flight documents. These
logs will be maintained for a period of 06 months at Dispatch. (The format
of the log is placed below.
(Refer next page)
A-17-180
Effective 09-Jul-14
NAV is the preferred lateral mode.

FMGS manipulations must be kept to a minimum.
Altitude changes are not permitted.
In the event of any abnormal condition, the non-resting pilot
shall wake the resting pilot.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
Cabin/Cockpit Interaction Log

Interaction with (please tick)
CM1: Captain
CM2: Captain/First Officer
1
Controlled Rest Interaction Log (use only when controlled rest exercised)
Route Sector - Departure: _______ Destination: _______
Controlled Rest Start Time:______ UTC
Controlled Rest End Time: _____UTC
Start Time +
Captain
First Officer
30 / 20 (min)
60 / 40 (min)
90 / 60(min)
120 /80 (min)
Route Sector - Departure: _______ Destination: _______

Controlled Rest Start Time:______ UTC
Controlled Rest End Time: _____UTC
Start Time +
30 / 20 (min)
60 / 40 (min)
90 / 60(min)
Captain
First Officer
Note: Tick Start Time + every 30 min for day & Start Time + 20 min for night
120 /80 (min)
This is to certify that the cabin attendants have interacted on intercom with the cockpit crew
at an interval as specified above during period of low activity/controlled rest. The area
speaker was kept high during this communication.
Captain
Lead Cabin Attendant
A-17-181
Effective 09-Jul-14
Time
(in
minutes)
Sectors
D+30
D+60
D+90
D+120
D+150
D+180
D+210
D+240
D+270
D+300
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
17.13 USE OF AUXILIARY POWER UNIT (APU)
17.13.1 Policy
It is the companys policy to judiciously use the APU to conserve its life and
reduce costs.
o
On the Ground
Unnecessary use of APU on the ground is discouraged. As far as
possible Ground Electrical Power will be used for all maintenance
activity.
-
During Cockpit Preparation the APU Fire test is not required if APU
is already running.
Unless required for Single Engine Taxi OUT (SET-OUT) the APU will
be selected OFF, as part of the After Start scan, by the PF as soon
as the second engine is started.
After landing, on exiting the active runway the APU will be started and may
be delayed till 1-2 minutes from the stand / Gate. Use of APU during Single
Engine Taxi IN (SET-IN) shall be governed by the procedures given in
FCOM LIM-49-10
If shutting down No 2 engine before APU is started, it must be done while

taxiing in a straight line with no steering & braking inputs.
After all passengers have deplaned and if the turnaround time is greater
than 1 hour / the last flight, the APU may be shut down once the GPU is
available and connected. It is the responsibility of the Engineering to
judiciously use the APU between flights or during routine maintenance.
o
In the Air
In the air the APU can be started and used as required to back up the electrical
system, start the engines and for air conditioning and pressurisation as required
by and in any abnormal/ emergency procedure laid down in the QRH/FCOM
PRO/LIM/OEB/FCBUL (PRO-ABN-49)
A-17-182
Effective 09-Jul-14
The APU is a self-contained unit that makes the aircraft independent of the
external pneumatic and electrical power supplies. For description of APU refer to
FCOM DSC-49-10-10 and for limitations FCOM PRO-49-10.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
17.14 PILOT LOG BOOK
Every member of the flight crew shall certify the accuracy of the entries in his log
book with respect to flight time at least at the end of each calendar month. At the
end of every quarter i.e. at the end of March, June, September and December log
books shall be certified for correctness of entries therein by competent authority.
No person shall destroy, mutilate, alter or render illegible, any entry made, or
wilfully make or procure or assist in the making of any faulty or fraudulent entry in
or omission from any log book. Recording of flight time shall be in accordance with
Rule 67A, The Aircraft Rules 1937.
The following Personnel are also authorized to certify the Pilot Logbook.
a)
Chief Pilots.
b)
Fleet Captains Line operations (Base & Corporate).
c)
Fleet Supervisor (Base & Corporate).
d)
G.M. / Dy.G.M. (Pilot Training).
e)
Manager (Flight Support / Standards).
f)
Any officer of the company nominated by the Chief Pilot (Line

Operations).
The pilots are advised to enclose the actual block time sheet of their hours flown,
which can be obtained from Indigo portal at the time of presenting their log books
for certification.
17.14.1 Logging Flight Times Company Policy
Rule 67 of The Aircraft Rules, 1937 stipulates the log books that shall be
maintained for each aircraft. The Aircraft Technical Log book is a required log
book which also meets the requirement of the Journey log book. This Log Book is
to be maintained as required under the rule. Further, Rule 67B stipulates that no
person shall destroy, mutilate, alter or render illegible any entry made, or
wilfully make or procure or assist in the making of any false or fraudulent
entry in or omission from any log book.
A-17-183
Effective 09-Jul-14
Every flight crew shall maintain a personal log book in the form prescribed by the
DGCA and all flight times shall be logged therein. All entries in the log books shall
be made in ink. Log books shall be preserved for not less than 5 years after the
date of the last entry therein.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 17
It is company policy that all flight times shall be logged for chocks off, airborne,
touchdown and chocks on to the nearest minute and not rounded off to the
nearest 5 minutes. Time is money and careless reporting of flight time costs the
company lots of money.
a)
b)
Time OUT Cabin Doors are closed and Parking Brake is OFF. Incorrect
OUT may be triggered, in case:
-
The parking brake is not set ON prior to Cabin doors are closed.
After Cabin doors are closed the parking brake is set OFF prior to
obtaining ATC clearance. The ACARS will record an OUT
incorrectly since the aircraft has not started moving with the intent
of flight.
TIME IN Parking Brake set ON and one cabin door open. However, if
the Parking brake is released before any cabin door opens, then IN is
recorded as the door open time. If the parking brake is kept ON and only
released after one cabin door opens, then IN is recorded as the time the
parking brake was Set ON.
To ensure correct ACARS timing:
i)
The Captain is to ensure that the Parking Brake is set ON during cockpit
preparation and not wait till the time of Before Start check list.
ii)
On arrival at bay, (after setting the parking brakes) crew will wait for the
doors to open, check on the DOOR/OXY page and set the Parking brake
off only after 1 cabin door has opened.
iii)
Crew are expected to monitor on MCDU ACARS page, if incorrect OUT / IN

message has been transmitted inadvertently. In such cases, they must
send an ACARS message to OCC notifying correct timings and also ensure
that only the correct timings are mentioned in the technical log which is the
base document for all aircraft / engine / crew flight hours / FDTL
computations.
iv)
The Pilot Not Flying (PNF) is responsible for noting the actual CHOCKS
OFF and CHOCKS ON times and cross checking that these are reflected
correctly in the technical Log. The ACARS OUT and IN times should not
A-17-184
Effective 09-Jul-14
ACARS captures time OUT (Chocks OFF) and IN (Chocks ON) based on the
following logic.
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normally differ from the actual Chocks OFF and ON timings if the correct
procedure is followed. The elapsed timer will also be used to record and
crosscheck the BLOCK time.
Pilots are to record in the technical log the actual CHOCKS OFF and
CHOCKS ON times in UTC and not the OUT and IN times recorded in
the ACARS flight Log if the latter does not reflect the correct OUT and
IN time. Failure of crew to adhere to above guidelines and use incorrect
ACARS timings to fill in the technical logbook will result in the incorrect
logging of the flight timings and an avoidable increase in cost of operations.
As a result, any gross misreporting will be considered as wilful misconduct.
Strict disciplinary action will be taken against both the flight crew members of the
flight in which flight times are incorrectly logged due carelessness or by wilfully
manipulating the ACARS report for purposes of under/over logging of flight times.
This is without prejudice to any disciplinary / punitive action that the DGCA might
take under Rule 67B.
A-17-185
Effective 09-Jul-14
v)
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A-17-186
Effective 09-Jul-14
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USE OF NORMAL CHECKLIST
CHAPTER 18
TABLE OF CONTENTS
INSTRUCTIONS ON THE USE OF NORMAL CHECKLIST ....................3
18.1
CHECK LISTS ..........................................................................................3
18.2
AIRPLANE TYPE SPECIFIC CHECKLISTS ............................................4
18.3
STANDARD CALLOUTS .........................................................................5
18.4
CRITICAL ACTIONS ................................................................................5
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18.
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A-18-2
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18.
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INSTRUCTIONS ON THE USE OF NORMAL CHECKLIST

(Refer aircraft FCOM / FCTM / QRH)
The term Pilot Monitoring (PM) has the same meaning as the term Pilot Not
Flying (PNF) for the purpose of applying the specifications of this provision.
18.1
CHECK LISTS
Manufacturer provided Check Lists are approved by DGCA. Check Lists are
to be used as prescribed in the FCOM for all phases of flight. All checklists
will be completed in the form of challenge and response, wherein The PF
"responds" to the "challenge" only after checking the current status of the
aircraft. However, the AFTER TAKE OFF and AFTER LANDING checklists
will be Read aloud by the PNF after completion of the flows. Drills that are to
be initiated from Memory must subsequently be checked by reference to the
Check List. It will be the responsibility of the Commander to ensure that on
every occasion the appropriate Check list is completed.
The airline at times may specify its own Standard Operating procedures which
could differ from those specified by the manufacturer. The airline specific
SOPs might require modifications to the Normal Check List provided by the
manufacturer. Such checklists are reviewed by the manufacturer, approved
by DGCA and are designated as Temporary Revisions (TRs) which will be
mentioned on top of the checklist.
Task sharing between crew members for use of checklists for all phases of
flight, during normal, abnormal, and emergency situations, during automatic
and manual modes of flight and coordination with cabin crew during
emergency situations such as evacuation, medical emergencies or
incapacitated flight crew shall be as laid down in the Manufacturers Operating
Manual unless otherwise specified by the company.
A-18-3
Effective 17-Aug-11
It is company policy that when a procedure/ checklist/ circular is developed/

issued for the use of Flight Crew, human factors principals are to be
observed.
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The CVR must be selected ON during cockpit preparation. It must be kept

ON till the end of the flight. However, FDR switches on automatically. (Refer
FCOM DSC -31-60-10). The CVR/FDR shall not be switched off intentionally
during the flight.
During take-off and landing, Co-Pilots shall keep the Single Page Emergency
Evacuation check list open for immediate reference.
As part of standard procedure, all flight crew members will review the
passenger evacuation check list, duties and the reject take off procedure prior
to the first departure of the day. This review must be collective with each crew
member reviewing his respective actions and responsibilities.
Pilots are cautioned against tight coupling of the critical check lists with
airplane manoeuvring and ATC communications. The before take-off and
landing check list should be completed well in time.
Normally, the checklist once started should not be interrupted. However, if a
checklist needs to be interrupted, announce: "HOLD CHECKLIST AT ___"
and "RESUME CHECKLIST AT ___" for the continuation.
Upon completion of a checklist announce: "__CHECKLIST COMPLETE".
However, SOPs might require a checklist to stop above the line if there is a
delay in the start of the following flight phase. Below the line checklist shall
be continued when specific events corresponding to the phase of flight take
place. Such resumption of checklist shall not be construed as an interruption
of the checklist.
18.2
AIRPLANE TYPE SPECIFIC CHECKLISTS

Normal
The checklist required for pre-flight, pre-departure, taxi, take-off, climb, cruise
descent, approach and landing are laid down in:
QRH and FCOM - PRO
A-18-4
Effective 17-Aug-11
A Quick Reference Handbook (QRH) which contains normal, abnormal and

emergency check lists is carried in the Cockpit for every flight. The check lists
therein shall be readily accessible to the Pilots during flight.
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Abnormal
Abnormal and Emergency checklist are laid down in:
QRH and FCOM PRO ABN
Take off, landing, abnormal and emergency check list also appear on the
E/WD left side menu. Refer FCOM GEN/DSC, Chapter 31.
18.3
STANDARD CALLOUTS
Standard callouts are used to improve cross check, coordination and mutual crew
member awareness and are typically used to:
i)
Give commands, delegate a task;
ii)
Acknowledge a command or confirm receipt of an information;
iii) Challenge and respond to checklist items;

iv) Call a change of an indication;
v)
Identify a specific event;
vi) Identify exceedences.

The Flight Crew are required to refer FCOM/FCTM/SOP for standardized verbal
callout (standard callouts) during each phase of the flight. Also refer chapter 29.3
18.4
CRITICAL ACTIONS
Also, as a procedure, the flight crew members shall crosscheck and confirm
critical actions during normal, abnormal and emergency situation, to include but
not limited to:
i)
Aircraft configuration changes (landing gear, wing flaps, speed brakes);
ii)
Altimeter subscale settings;
iii) Altitude (window) selections;

A-18-5
Effective 17-Aug-11
ECAM
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iv) Transfer of control of the aircraft;

v)
vi) Weight/mass and balance calculations and associated FMGS entries;

vii) Performance calculations or inputs, including FMGS entries.
A-18-6
Effective 17-Aug-11
Changes to the Automated Flight System/Flight Management Guidance

System (FMGS) and radio navigation aids during the departure and/or
approach phases of flight;
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DEPARTURE CONTINGENCY PROCEDURE
CHAPTER 19
TABLE OF CONTENTS
DEPARTURE CONTINGENCY PROCEDURES ......................................3
19.1
DEPARTURE PROCEDURES .................................................................3
19.2
19.1.1
Standard Departure Procedures .................................................3
19.1.2
Noise Abatement Procedure ......................................................3
SPECIAL AIRPORT PROCEDURES .......................................................3

19.2.1
Special Procedure Aerodrome ...................................................4
19.2.2
Special Area / Airport Operations / High Altitude Operations .....4
A-19-1
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19.
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A-19-2
Effective 17-Aug-11
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19.
DEPARTURE CONTINGENCY PROCEDURES
19.1
DEPARTURE PROCEDURES
19.1.1
Standard Departure Procedures
An engine out SID is promulgated if, in the event of an engine failure, the
obstacle clearance criteria are not satisfied in the SID. With one engine
inoperative, Captains are authorised to carry out emergency procedures
regardless of the SIDs for which the flight was cleared, except when specific
Engine Out SIDs are applicable to the take-off aerodrome / runway.
Aerodromes for which departure procedures have not been promulgated ATC
issues the required departure instructions. In these circumstances it is
company policy that no turn will be initiated below 500 AGL if an immediate
turn is required. Normally the take-off will be on runway track up to 1500 AGL
and thereafter the required turn will be initiated.
Certain aerodromes require special departure procedures due to terrain,
security or climb gradient limitations.
19.1.2
Noise Abatement Procedure
The noise abatement take-off procedure is laid down in airplanes FCOM.

Certain aerodromes require noise abatement procedures at a particular time
of the day or for departures from a particular runway. These requirements of a
noise abatement procedure for a particular aerodrome are described in the
aerodrome chart in the Airway Manual. It is imperative to keep in mind that
safety of airplane operations takes precedence over noise abatement
and if for safety considerations the noise abatement procedure cannot
be followed, ATC is to be informed.
19.2
SPECIAL AIRPORT PROCEDURES

Specified aerodromes require special arrival / departure and engine-out
procedures. The detailed arrival / departure procedures applicable to various
airports are provided in Part C of the Operations Manual.
A-19-3
Effective 17-Aug-11
Departure procedures promulgated for airports are laid down in the AIP and
these procedures are depicted graphically and in paraphrase for each
aerodrome in the Airway Manual.
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In case any additional airport requires special procedures it will be notified to

flight crew in a Crew Notice.
19.2.1
Special Procedure Aerodrome
19.2.2
Special Area / Airport Operations / High Altitude Operations
Some airports, due to the requirement of terrain or geographical location, may

have specific procedures for departure or arrival. Similar requirement may be
applicable to specific routes flown by the airline.
Detailed procedures related to the special flight routes and airports are
compiled in the Part C of the Operations Manual.
A-19-4
Effective 17-Aug-11
A list of Special Procedure Aerodromes is provided in the Part D of

Operations Manual.
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ISSUE II, Rev 00
MAINTENANCE OF ALTITUDE AWARENESS
CHAPTER 20
TABLE OF CONTENTS
INSTRUCTIONS ON MAINTENANCE OF ALTITUDE AWARENESS ....3
20.1
ALTITUDE AWARENESS ........................................................................3
20.2
BAROMETRIC ALTIMETRY ....................................................................3
20.3
RADIO-ALTIMETER CALLOUTS ............................................................4
20.4
ALTITUDE AWARENESS PROCEDURES .............................................4
20.5
ALTIMETER SETTING PROCEDURE .....................................................5
20.6
ERRONEOUS RADIO ALTIMTER HEIGHT INDICATIONS ....................5

20.6.1
Operational Consequences ........................................................6
20.6.2
Operational Recommendations ..................................................7
A-20-1
Effective 17-Aug-11
20.
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Effective 17-Aug-11
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20.
INSTRUCTIONS ON MAINTENANCE OF ALTITUDE AWARENESS
20.1
ALTITUDE AWARENESS
As a minimum, use the following procedures in the absence of any other

guidance:
i)
Ascertain the applicable MSA reference point.
ii)
Know the applicable transition altitude or transition level.
iii) Use a checklist item to ensure that all altimeters are correctly set in
relation to the transition altitude/level. Confirm altimeter setting units by
repeating all digits and altimeter units in clearance read backs and intracockpit communications.
iv) Call out any significant deviation or trend away from assigned
clearances.
v)
Upon crossing the final approach fix, outer marker, or equivalent position,
the pilot not flying will cross-check actual crossing altitude/height against
altitude/height as depicted on the approach chart.
vi) Follow callout procedures.

20.2
BAROMETRIC ALTIMETRY
The loss of vertical situational awareness is the cause of many CFIT
accidents. The contributing factors associated with this cause often have to
do with the barometric altimeter. These factors range from misinterpretation of
the three -pointer and drum - pointer altimeter, to confusion resulting from the
use of different altitude and height reference systems, as well as altimeter
setting units.
A-20-3
Effective 17-Aug-11
It is essential that flight crew are always aware of the altitude of their airplane
relative to terrain and obstacles and the assigned or desired flight path. Flight
crew need to receive and use procedures by which they will monitor and
cross-check assigned altitudes as well as verify and confirm altitude changes.
Deviations from assigned altitudes are alerted to the crew by the airplane
altitude alert system. Crew must not get dependent on the altitude alert
system.
20.3
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RADIO-ALTIMETER CALLOUTS
Radio-altimeter callouts can be either:
Announced by the PNF; or,
Automatically generated by a synthesized voice.
Callouts are tailored to the airline operating policy and to the type of
approach.
To enhance the flight crews terrain awareness, a callout Radio altimeter
alive, should be announced by the first crewmember observing the radio
altimeter activation at 2500 ft height AGL.
The radio altimeter reading should then be included in the instrument scan for
the remainder of the approach.
Radio altimeter readings (i.e., feet AGL) below the Minimum Obstacle
Clearance (MOC) values listed below, should alert the flight crew (sources
ICAO-PANS-OPS):
Initial approach segment (i.e., from IAF to IF) :

1000 ft;
Intermediate approach segment (i.e., from IF to FAF): 500 ft; and,
Final approach segment (i.e., after FAF, for non-precision approaches
with a defined FAF, until visual references or reaching MAP): 250 ft.
Unless the airport features high close-in terrain, the radio-altimeter reading
(i.e., height AGL) should reasonably agree with the height above airfield
elevation (i.e., height AFE).
20.4
ALTITUDE AWARENESS PROCEDURES

All ATC assigned altitudes will be noted down by the pilot not flying. Once an
ATC assigned altitude is changed then the last assigned altitude will be cut
and the re-assigned altitude noted down. The pilot not flying will set the
assigned altitude on the altitude window of the FCU when the pilot flying is
operating the controls with auto pilot off. The pilot flying will cross check the
altitude set on PFD. With auto pilot selected on, the pilot flying will set the
assigned altitude on the altitude window of the FCU and the pilot not flying will
cross check the altitude set on PFD.
The pilot not flying will call 1,000 ft to any assigned altitude and will also call
deviations of more than 200 ft. from any assigned altitude. The altitude alert
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Effective 17-Aug-11
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system installed on A320 aircraft will also trigger deviation from FCU altitude
visually on the PFD and aurally.
Crew must monitor the FMA (ALT*, ALT CST*, ALT, ALT CST), when the
aircraft reaches these level acquisition symbols.
20.5
ALTIMETER SETTING PROCEDURE

During climb on crossing transition altitude both altimeters will be set to the
standard altimeter setting (QNH 1013) and the reading of all altimeters cross
checked. During descent on crossing transition level all altimeters will be set
to the aerodrome altimeter setting (QNH) and the reading of all altimeters
cross checked. For operation in areas where a regional / area QNH is
determined, all altimeters are to be set to the area QNH when above
aerodrome transition altitude in climb and below area transition level in
descent or in level flight. On crossing aerodrome transition level the
aerodrome QNH is required to be set. An aerodrome QNH is valid only within
the aerodrome control area. In most aerodromes in India this is limited to
25/30 nm from the ARP. Beyond these limits the aerodrome QNH is not valid.
During approach the PNF will maintain altitude awareness at all times and call
1000 and 500 (visual approach) on pressure altimeter above the aerodrome
elevation.
Note: Flight crew must at all times be aware of the A320 family auto flight
characteristics during the altitude acquisition (ALT*) phase. When ALT* is
active any change in the FCU ALT window will make the airplane continue to
climb or descend in SPEED - V/S mode and the required altitude will not
be acquired. (Refer FCOM GEN/DSC)
20.6
ERRONEOUS RADIO ALTIMTER HEIGHT INDICATIONS

In case a Radio Altimeter transmits an erroneous indication, it may have
effect on the function of the following aircraft systems; AP, A/THR, PFD/ND,
T2 CAS, FWC, WXR radar, Audio indicators including AUTO CALL OUTs,
etc.
A-20-5
Effective 17-Aug-11
The key parameter for monitoring the descent is the vertical deviation (VDEV)
displayed on the PFD and on the PROG page, which indicates whether the
aircraft is on, above, or below the descent profile.
20.6.1
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Operational Consequences
On the Primary Flight Display (PFD), the following, The RA height indication
(possibly negative) is frozen and appears in either amber or green depending
on the height Discrepancy between both PFDs (RA indications, FD orders,
and if both AP engaged, FMAs).
On the System Display (SD)

A pulsing Cabin Differential Pressure Advisory appears on CAB
PRESS page (No consequence on cabin pressure)
Warnings / Callouts
Untimely TAWS (EGPWS/ Terrain function of the T2CAS) alerts
Untimely or absence of RETARD callout
Untimely LANDING GEAR NOT DOWN warning
Absence or interruption of RA automatic callout (height
announcement)
Activation of AUTOLAND warning light in ILS approach (Refer to
FCOM GEN/DSC -DSC-22_30-30) with AP engaged in LAND or
FLARE mode when:
o One RA height goes below 200 feet and
o The difference between both RA height indications is greater
than 15 feet
Note: There is no ECAM message or audio warning in association to the
AUTOLAND warning light. The AUTOLAND warning can be triggered even if
AUTOLAND is not planned.
Auto Flight System (AFS) mode changes (indicated on FMA)

NAV mode engagement not possible after take off
During an ILS APPROACH, and depending on the engaged Flight
Guidance (FG) modes, the consequences may be:
o Untimely/early engagement of the LAND / FLARE / THR IDLE
modes if the RA height used by the FG is erroneous and lower
than the real height.
A-20-6
Effective 17-Aug-11
If an RA transmits erroneous height indication, this may have any of the

following effects on aircraft systems depending on the flight phase. However,
these effects may not necessarily occur in every case of an erroneous RA
height indication.
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CHAPTER 20
Note: During ILS approach with AP/ A/THR engaged, THR IDLE (RETARD)
mode untimely engagement will be associated with an initial pitch attitude
increase due to FLARE mode engagement.
In AUTOLAND, the LAND / FLARE / THR IDLE modes will not

engage, if the RA height used by the FG is erroneous and
higher than the real height.
In case of erroneous and very low RA height indication with AP engaged
in LOC G/S leading to an early flare engagement and in addition to the
above, the consequences will be the following: In CONF FULL, the High Angle of Attack autopilot disconnection is
not available. If a manual take over is not performed, the angle-ofattack will increase and may reach the stall value.
In configurations other than CONF FULL, the High Angle of Attack
autopilot disconnection is available.
Loss of ALPHA FLOOR.
The LOW ENERGY AUDIO WARNING SPEED SPEED SPEED remains available. In case of activation of LOW ENERGY AUDIO
WARNING, the crew must react as per procedure (QRH 2.03).
In manual flight or after AP disconnection, significant longitudinal
side stick input may be required.
o
20.6.2
Operational Recommendations
During all phases of flight, flight crew must monitor and crosscheck all
primary flight parameters and the FMA.
During Approach, in the event of any unsatisfactory behaviour,
disconnect the AP.
Note: If a manual take over is not performed, the angle-of-attack will increase and
may reach the stall value depending on flight conditions.
Then:
Perform a manual landing AP/FD OFF if sufficient visual
references are available,
Or perform a manual go-around. Significant longitudinal side stick
input may be required.
Flight crews must report in the aircraft technical logbook if any of the
consequences on aircraft systems due to an erroneous RA height listed
above are seen.
-
A-20-7
Effective 17-Aug-11
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A-20-8
Effective 17-Aug-11
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USE OF AUTO PILOT AND AUTO THRUST/

AUTO THROTTLE IN IMC
CHAPTER 21
TABLE OF CONTENTS
USE OF AUTO PILOT AND AUTO THRUST IN IMC .............................. 3
21.1
AUTO-FLIGHT SYSTEMS .......................................................................3
21.2
AUTO THRUST ........................................................................................4
21.3
AUTO PILOT ............................................................................................4

21.3.1
Use of Auto Pilot in Failure Conditions .......................................4
A-21-1
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21.
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A-21-2
Effective 17-Aug-11
21.
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CHAPTER 21
USE OF AUTO PILOT AND AUTO THRUST IN IMC
General
a) That Flight crew continuously monitors the automated flight and

navigation systems to ensure appropriate aircraft response to inputs by:
i)
Cross-checking mode control panel status;
ii)
Observing the results of any mode changes;
iii) Supervising
response.
the
resulting
guidance
and
aircraft
b) The use of a level of automation appropriate for the task, to include

manual flight when aircraft response is not appropriate or adequate.
21.1
AUTO-FLIGHT SYSTEMS
Proper use of modern auto-flight systems reduce workload and significantly
improve flight safety. These systems keep track of altitude, heading, airspeed,
and flight paths with unflagging accuracy. To assist in preventing CFIT, the
proper use of auto- flight systems is encouraged during all approaches and
missed approaches, in IMC, when suitable equipment is installed. It is
incumbent upon pilots to use auto-pilots and auto-thrust during precision
approaches, non-precision approaches, and missed approaches. Adequate
simulator training in the use of automation is provided to all flight crew.
The A320 flight guidance system has the capability to display flight path
vector/flight path angle. Use of this mode enables a stabilised approach to be
flown at the required slope during a non-precision approach, with automatic
correction for the effects of wind. The Flight Management System also has
the capability to provide a computed profile for a non-precision approach.
Required conditions for the use of lateral and vertical navigation functions for
this purpose are that the approach profile is included in the database, that it is
verified in accordance with obstacle clearance criteria, and that the FMS
accuracy is confirmed to be high. The use of these techniques, in conjunction
with the auto-flight system, reduces crew workload and should ensure a
higher level of safety. Crew should be adequately trained, both in the
simulator and in flight, to use the procedures associated with these features.
A-21-3
Effective 17-Aug-11
The company automation policy and associated guidance and procedures require
the Flight crew, use of aircraft automated flight and navigation systems to include:
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CHAPTER 21
21.2
AUTO THRUST
It is company policy that auto thrust systems when available and serviceable
will be used throughout each flight within the limitations and as per the
procedures laid down in the AFM / FCOM.
21.3
AUTO PILOT
It is company policy that the auto pilot when available and serviceable will be
used within the limitations and as per the procedures laid down in the AFM /
FCOM. The auto pilot must be engaged as early as possible after take-off and
disengaged as late as possible as per the approach procedure laid down in
the FCOMs.
Flight Crew may hand fly up to and below 10000, from/to low traffic airports
and keep their flying skills honed. Manual flying using Raw Data with Auto
Pilot and Auto Thrust progressively disengaged may also be practiced in VMC
conditions. The Flight Crew must however keep flight safety, crew work load,
and passenger comfort in mind during such practice.
21.3.1
Use of Auto Pilot in Failure Conditions
Use of Auto Pilot is permissible as per the limitations given in Flight Manual.
The autopilot (AP) may be used in most failure cases, when available:
In case of engine failure, including CAT II/CAT III ILS approaches and
fail-passive automatic landing.
In case of other failures, down to 500 ft AGL in all modes.
A-21-4
Effective 17-Aug-11
The advancement of technology in todays modern airplanes has brought in

flight directors, auto-pilots, auto-throttles, auto-thrust and flight management
systems. All of these devices are designed to reduce flight crew workload.
With the help of these the flight crew can keep track of altitude, heading,
airspeed and the approach flight path when used properly. This technology
has made significant contributions to flight safety. But technology can
increase complexity, and it can also lead to unwarranted trust or
complacency. Auto-flight systems can be misused, may contain database
errors, or may be provided with faulty inputs by the flight crew. The flight crew
may unknowingly misuse these devices or operate them with faulty data. This
may fly perfectly good airplane into the ground.
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CHAPTER 21
However, the AP has not been certified in all configurations, and its
performance cannot be guaranteed. If the pilot chooses to use the AP in such
circumstances, extra vigilance is required, and the AP must be disconnected,
if the aircraft deviates from the desired or safe flight path.
A-21-5
Effective 17-Aug-11
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A-21-6
Effective 17-Aug-11
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ACCEPTANCE OF ATC CLEARANCE
CHAPTER 22
TABLE OF CONTENTS
CLARIFICATION AND ACCEPTANCE OF ATC CLEARANCES ...........3
22.1
ATC CLEARANCES ................................................................................3

22.1.1
Acceptance of ATC Clearance ...................................................3
22.1.2
Deviation from ATC Clearances .................................................4
22.1.3
Weather Deviation Procedure ....................................................4
A-22-1
Effective 17-Aug-11
22.
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A-22-2
Effective 17-Aug-11
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22.
CLARIFICATION AND ACCEPTANCE OF ATC CLEARANCES
22.1
ATC CLEARANCES
The following air traffic clearances are required:
Push back and start up clearance
ii)
Taxi clearance
iii)
ATC Clearance
iv)
Departure ( Take-off ) clearance
v)
Altitude and level change clearance
vi)
Enroute clearance
vii)
Descent clearance
viii)
Approach and landing clearance
All air traffic control clearances will be read back by the pilot communicating
to ensure and clarify that the clearance has been correctly understood. The
PF will also read back the clearance to confirm the correct understanding.
The PM must use the correct call-sign and standard phraseology while using
R/T. Both crew members must monitor and confirm clearances to ensure a
mutual understanding of accepted clearances. This is to obviate any such
situation when a missed or misunderstood clearance could pose a safety risk
to the flight (e.g. inadequate terrain clearance, runway incursion, loss of
separation). ATC clearances that have the potential to pose such safety risks,
if misunderstood by the flight crew, typically include the following:
i) Heading, altitude/flight level, assigned route/waypoint changes;
ii) Frequency changes during critical phases of flight;
iii) Instructions for any operation on or near a runway.
Also, the ATC clearances shall be clarified with ATC whenever any flight crew
member is in doubt regarding the clearance or instruction received.
22.1.1
Acceptance of ATC Clearance
All ATC instruction must be read back and followed. ATC must be advised if
crew is unable to follow ATC instruction due operational or safety reasons.
It is the responsibility of the Commander to ensure that at all times adequate
terrain clearance exists. Collision avoidance with obstacle is the pilots
responsibility even though an ATC clearance may have been given. The
Commander can reject an air traffic control clearance and request an
A-22-3
Effective 17-Aug-11
i)
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alternate clearance if in his judgment the ATC clearance would result in either
inadequate terrain clearance or place the airplane in inclement weather. An
alternate clearance may also be requested for operational reasons.
An IFR flight operating in controlled airspace shall be flown at a cruising level

selected from the table of cruising levels in Chapter 17 except that the
correlation of levels to track prescribed therein shall not apply whenever
otherwise indicated in air traffic control clearances or specified by the
appropriate ATS authority.
When under Radar Control, the radar controller shall ensure adequate terrain
clearance until the aircraft reaches the point when the pilot resumes his own
navigation. However, Commander must ensure that all altitudes accepted are
above the minimum vectoring altitude and obstacle clearance is adequate .
22.1.2
Deviation from ATC Clearances
ATC clearances when accepted must be adhered to ensure safety in

controlled airspace. A commander may deviate from an ATC clearance only
in an emergency situation by evoking his emergency authority. ATC must be
informed of the nature of emergency and the proposed course of action.
Whenever compliance with an air traffic control clearance triggers the
EGPWS TERRAIN, TERRAIN or PULL UP call, an immediate corrective
action will be initiated and ATC informed.
Whenever an ACAS resolution advisory (RA) is triggered the pilot is required
to follow the RA and is authorised to deviate from an ATC clearance however
ATC is to be informed as soon as possible by a call -------- TCAS RA.
22.1.3
Weather Deviation Procedure
With prior permission of ATC a pilot may deviate from an ATC clearance to
avoid turbulent weather in his flight path.
When the pilot initiates communications with ATC, a rapid response may be
obtained by stating WEATHER DEVIATION REQUIRED to indicate that
priority is desired and for ATC response when necessary, the pilot should
A-22-4
Effective 17-Aug-11
If an aircraft is unable to continue flight in accordance with its Air Traffic

Control clearance and/or an aircraft is unable to maintain the navigation
performance accuracy specified for the airspace, a revised clearance shall be
obtained, whenever possible, prior to initiating any action.
FLT.OMA
ISSUE II, Rev 00
CHAPTER 22
initiate the communications using the urgency call PAN-PAN (preferably

spoken three times)
When not in contact with an ATC unit, weather deviation procedures in RVSM
airspace must be followed as given in chapter 4.
A-22-5
Effective 17-Aug-11
The pilot shall inform ATC when weather deviation is no longer required, or
when a weather deviation has been completed and aircraft has returned to its
cleared route.
FLT.OMA
ISSUE II, Rev 00
CHAPTER 22
A-22-6
Effective 17-Aug-11
FLT.OMA
ISSUE II, Rev 00
DEPARTURE AND APPROACH BRIEFING
CHAPTER 23
TABLE OF CONTENTS
DEPARTURE AND APPROACH BRIEFING ............................................3
23.1
CREW BRIEFING.....................................................................................3
23.2
BRIEFING CONSIDERATIONS ............................................................... 3
23.3
DEPARTURE AND TAKE OFF BRIEFING ..............................................4

23.3.1
23.4
Take Off Briefing Review ............................................................4
APPROACH BRIEFING ...........................................................................5
A-23-1
Effective 17-Aug-11
23.
FLT.OMA
ISSUE II, Rev 00
CHAPTER 23
-INTENTONALLY LEFT BLANK-
A-23-2
Effective 17-Aug-11
FLT.OMA
ISSUE II, Rev 00
CHAPTER 23
23.
23.1
CREW BRIEFING
Briefing should be as short as possible but should give a clear understanding

of the intentions. It is normally unnecessary to repeat Standard Operating
Procedures, but it is vitally necessary to cover any special requirements. This
produces an environment in which the PNF can carry out his prime function of
monitoring the flight with the greatest efficiency. If the recipient of a briefing is
unsure of the intentions he must make sure the points are clarified.
When discussing a navigational procedure both Pilots must be referring to the
same chart. The date and serial no. of each Pilots Chart should be crosschecked to ensure that the latest charts are being used.
Briefing should be performed only after the PF has prepared and the PNF has
reviewed the FMGS programming.
Because of the varying circumstances it is not practicable to lay down the
standard form of briefing. The flight crew must conduct a briefing prior to any
departure and approach. Such briefing shall address and include, as a
minimum:
a)
b)
c)
23.2
The technical status of the aircraft unless reviewed in

conjunction with another checklist or procedure;
Normal and non-normal departure and approach considerations;
A flight deck jump seat occupant safety briefing.
BRIEFING CONSIDERATIONS
Normal and non-normal departure and approach considerations may include,
as appropriate for each phase and each flight:
a)
b)
c)
d)
e)
f)
g)
h)
Fuel status;
Airport/taxi diagrams;
Meteorological conditions;
NOTAMS;
Low visibility procedures;
Departure/approach charts;
Minimum safe altitudes and terrain;
Use of automation;
A-23-3
Effective 17-Aug-11
The objective of crew briefing is to ensure that the Flight Crew are aware and
agree with a proposed plan of action.
FLT.OMA
ISSUE II, Rev 00
CHAPTER 23
i)
j)
k)
a)
b)
Engine-out procedures,
Mountainous terrain or airspace constraints.
(Refer briefing folder available On board)
23.3
DEPARTURE AND TAKE OFF BRIEFING

The departure/takeoff briefing should be relevant, concise and chronological.
When a main parameter is referred to by the PF, both flight crew members
must crosscheck that the parameter has been set or programmed correctly.
When discussing navigational procedures both pilots must refer to the same
chart. The date and serial number of each pilots charts must be cross
checked to ensure that the latest charts are being used. Since both pilots
check SID & Airway, it is not necessary to review each way point during the
briefing. It is normally unnecessary to repeat standard operating procedures
but it is vital to cover any special requirements. The first brief of the day is to
include a review of the actions in the event of an emergency before, at or after
the decision speed (V1), reject take off procedure and emergency evacuation
procedure. Each crew member will call out and review his actions as PF/PM.
Departure briefing is normally done prior to Engine start after the flows.
First sector of the flight the crew will review the reject, engine out, evacuation
procedure before engine start.
23.3.1
Take Off Briefing Review
The take off briefing review will be given before/on entering runway after the
ATC clearance is obtained. Departure RWY, SID, NAV/HDG, Initial altitude.
A-23-4
Effective 17-Aug-11
Takeoff/landing (flaps, auto brakes and stopping distances);

Missed approach/go-around and alternates;
Special conditions and operations
Crew familiarization with the route or airport flown,
Hazardous materials, environmental,
Non-standard noise abatement, etc.
Non-normal departure/approach considerations include items, such as:
23.4
FLT.OMA
ISSUE II, Rev 00
CHAPTER 23
APPROACH BRIEFING
The PNF will cross check the FMS approach procedure prior to the approach
briefing. It is recommended that the approach briefing should be completed
prior to reaching TOD.
23.5
DIVERSION BRIEFING
The Commander shall ensure that the Co-Pilot is aware of:
o
The nominated and designated alternates, the routing and fuel

requirements
ETP and enroute diversions, if required
In case of holding, the Fuel Pred page must be monitored to ensure that
EFOB at alternate does not show negative (Min EFOB does not turn
Amber) and the holding time over destination and last exit time is
ascertained. They must ensure that the flight plan is at all times correctly
sequenced in order to get a realistic EFOB and extra fuel.
In case of prolonged holding if the alternate has been changed, this change
must be designated to ATC so as to ensure that the alternate is available in
case of a diversion.
A-23-5
Effective 17-Aug-11
(Refer briefing folder available on board)
FLT.OMA
ISSUE II, Rev 00
CHAPTER 23
A-23-6
Effective 17-Aug-11
FLT.OMA
ISSUE II, Rev 00
ROUTE & DESTINATION FAMILIARISATION
CHAPTER 24
TABLE OF CONTENTS
ROUTE AND DESTINATION FAMILIARISATION ...................................3
A-24-1
Effective 17-Aug-11
24.
FLT.OMA
ISSUE II, Rev 00
CHAPTER 24
A-24-2
Effective 17-Aug-11
24.
FLT.OMA
ISSUE II, Rev 00
CHAPTER 24
ROUTE AND DESTINATION FAMILIARISATION
A-24-3
Effective 17-Aug-11
This has been covered in part D Training under Route/Role/ Area

Competence.
FLT.OMA
ISSUE II, Rev 00
CHAPTER 24
A-24-4
Effective 17-Aug-11
FLT.OMA
ISSUE II, Rev 01
STABILISED APPROACH PROCEDURE
CHAPTER 25
TABLE OF CONTENTS
STABILISED APPROACH PROCEDURE ...............................................3
25.1
MONITORED APPROACH ......................................................................3
25.2
STABILISED APPROACH .......................................................................4

25.2.1
Significant Deviation ...................................................................5
A-25-1
Effective 04-Dec-12
25.
FLT.OMA
ISSUE II, Rev 01
CHAPTER 25
A-25-2
Effective 04-Dec-12
25.
FLT.OMA
ISSUE II, Rev 01
CHAPTER 25
Pilots need to bear in mind that a good landing is the result of a good
approach which is built on adherence to SOPs. A good landing is not one that
the passengers perceive as a soft landing, but one that is made at the correct
point on the runway with the correct flight parameters. While the approach
can be controlled to achieve a good standard through adherence to SOPs
resulting in safe landing, however an attempt to cushion a decent landing to
make a soft landing could result in a delayed touchdown that would need
harsh deceleration to maintain the aircraft on the runway or even worse a
runway excursion with possible catastrophic results.
If, for any reasons, the approach is unstabilised, a go-around is a safer option
which affords the pilot another opportunity to conduct a safe approach to land.
It is reiterated that strict adherence to the standard operating procedures for
approach and landing, would result in decent landings acceptable within the
limitations of the aircraft, without compromising stopping distance
requirements.
25.1
MONITORED APPROACH
When carrying out an instrument approach in weather conditions near to or at
minimums, the Pilot Not Flying will remain Head Down and monitor the flight
instruments to touch down and through the missed approach procedure. The
Pilot flying shall start adjusting his scan for outside visual cues from 500
above minimums and remain on instrument up to 100 above minimums.
Reaching DA (H)/ MDA, MINIMUM is either monitored or called by the crew.
-
The PF shall loudly announce his decision either CONTINUE or GoAround Flaps. If there is no call by PF at DA (H) the PNF shall initiate a
missed approach.
The PF will execute a missed approach should visual cues not be seen
or not confirm the alignment of the airplane with the runway.
The PNF shall at all times remain on instruments and give standard &
A-25-3
Effective 04-Dec-12
A large percentage of incidents and accidents occur during the approach and
landing or take off phase of flight. This is also the phase where there is
transition from automated flight to manual flight, instrument to visual reference
and vice versa. It is critical that SOPs are followed meticulously in these
phases of flight.
FLT.OMA
ISSUE II, Rev 01
CHAPTER 25
deviation call outs to touch down or through the missed approach and as
appropriate during the roll out.
25.2
STABILISED APPROACH
a)
b)
c)
d)
NPA/PAR
ILS
Visual
Circling
FAF
1000 ft AAL
500 ft AAL
400 ft AAL
By this threshold, the airplane should be:

-
In landing configuration.
On the published approach profile until conditions have been met to

descend below MDA/DA.
At TARGET Speed as computed by the FMS. In case of SELECTED

approach, Speed not more than Vapp + 20 Knots.
Rate of descent not in excess of 1000 fpm (up to 1200 fpm

authorised on a non-precision approach when conditions require)
and not less than 400 fpm.
Engines spooled up. Compatible to approach configuration.
No excessive flight parameter deviation
The landing check list must be completed
If the aircraft is not stabilized, the flight crew must initiate a goaround, unless they think that only small corrections are necessary
to rectify minor deviations from stabilised conditions due, amongst
others, to external perturbations
During the approach the altitude on the FCU shall be set in the following
order:
o
ATC cleared altitude
Minimum altitude at Final approach Fix.
Initial altitude constraint or Level segment of the go-around

procedure as per charts
A-25-4
Effective 04-Dec-12
The following Stabilisation thresholds need to be met:
25.2.1
FLT.OMA
ISSUE II, Rev 01
CHAPTER 25
Significant Deviation
Rate of descent
more than 1000 fpm or less than 400 fpm
Approach speed
Vapp Target + 10 or - 5 Kts
Bank Angle
greater than 7
Pitch Attitude
Lower than -2.5 or higher than +10
Localiser
1/4 dot deviation
Glide slope
1 dot deviation
Course
Greater than dot or 2.5 (VOR) or 5(ADF)
VDEV
at DME/altitude check points
Thrust
Any significant deviation from average thrust

setting
Note:
(1)
It is responsibility of the PNF (PM) to call out any significant deviation.
(2)
360 turns on the Final Approach is prohibited and a missed approach must be
executed whenever the airplane is not stabilized during this phase.
(3)
It requires a great deal of self discipline for the PNF to remain heads down at DA
(H) and below.
A-25-5
Effective 04-Dec-12
FLT.OMA
ISSUE II, Rev 01
CHAPTER 25
A-25-6
Effective 04-Dec-12
FLT.OMA
ISSUE II, Rev 00
HIGH RATES OF DESCENT NEAR THE

SURFACE
CHAPTER 26
TABLE OF CONTENTS
LIMITATION ON HIGH RATES OF DESCENT NEAR THE SURFACE ..3
26.1
RATE OF DESCENT POLICY..................................................................3
26.2
LIMITATIONS AND PROCEDURES ........................................................3
26.3
HIGH SINK RATE STANDARD CALLOUT ..........................................3
26.4
GO AROUND PHASE HANDLING PROCEDURES ................................ 4

26.4.1
Operations action recommended: ..............................................4
A-26-1
Effective 17-Aug-11
26.
FLT.OMA
ISSUE II, Rev 00

SURFACE
CHAPTER 26
A-26-2
Effective 17-Aug-11
FLT.OMA
ISSUE II, Rev 00

SURFACE
CHAPTER 26
26.
LIMITATION ON HIGH RATES OF DESCENT NEAR THE SURFACE
26.1
RATE OF DESCENT POLICY
26.2
LIMITATIONS AND PROCEDURES

Airline recommends the following maximum rates of descent below Transition
Level.
Sr. No
Altitude Above
Level (ft)
Aerodrome
Maximum Rate of Descent

(fpm)
Between Transition Level & 4000
4000
Between 4000 and 2000
2500
Between 2000 and 1000
1500
Airline policy prohibits high rates of descent near the surface. Normally below
1000 AGL the rate of descent must not exceed 1000 fpm. Whenever a
GPWS warning SINK RATE, SINK RATE is triggered the pilot must
immediately reduce the airplane sink rate. Whenever the GPWS warning
PULL UP, PULL UP is triggered, the pilot must immediately initiate a go
around especially when in IMC or at night. (Also Refer QRH 1.14)
26.3
HIGH SINK RATE STANDARD CALLOUT

The pilot not flying (PNF) will continually monitor the airplane sink rate in the
approach phase. In the event that the sink rate is more than 1000fpm he shall
call SINK RATE to which the pilot flying (PF) must acknowledge
CORRECTING. If the PNF gets no response from the PF after two of his
calls the PNF may suspect subtle incapacitation and if the airplanes flight
path is likely to endanger the safety of the flight the PNF may initiate
corrective action so as to establish the safe flight path.
A-26-3
Effective 17-Aug-11
High rates of descent in close proximity to terrain are dangerous. It is airline

policy to discourage high rates of descent near the ground since they result in
increased risk of CFIT
26.4
FLT.OMA
ISSUE II, Rev 00

SURFACE
CHAPTER 26
GO AROUND PHASE HANDLING PROCEDURES

The FMGS is designed to switch automatically from approach to Go Around
phase when the following conditions are met.
Aircraft in flight.
Slats extended.
Thrust levers set to TOGA detent.
SRS provides managed speed guidance to existing IAS at go around initiation

(or VAPP if existing IAS is less than VAPP) until acceleration altitude, then
green dot speed or as selected on FCU.
GA TRK provides lateral guidance as per existing track at the time of Go
around initiation as memorized by the FMGC.
GO AROUND becomes ACTIVE FPLN, changing from blue to dashed green
on ND. The FPLN on the MCDU changes from blue to green. Predictions are
not provided in the Go around phase. NAV can be engaged by pushing the
HDG knob provided the flight plan is in sequence.
At GA acceleration altitude:
o
o
SRS mode switches to OP CLB

Speed increases to GD.
Caution: Managed climb cannot be engaged in the GA phase.
26.4.1
Operations action recommended:
Speed Constraints
Speed constraints coded in the missed approach procedure are followed as

long as the SPEED and NAV is managed on the FCU.
If speed does not increase to Green dot at GA acceleration altitude, check
and pull the ALT selector knob to engage OP CLB Check and follow speed
constraints.
Vertical Constraints
Since CLB mode cannot be engaged in GA phase, ALT constraints are not
met and must be selected on FCU. Vertical guidance is not managed.
Following guidance is provided to crew:
o
In the event of a go around :

If the go around procedure has ALT constraints coded in the
MCDU flight plan by the service provider or inserted manually,
A-26-4
Effective 17-Aug-11
o
o
o
FLT.OMA
ISSUE II, Rev 00

SURFACE
CHAPTER 26
Passing the FAF, the Initial constraint (lower) of the missed

approach procedure must be set.
Note: If the FCU ALT at the time of GO AROUND initiation is same or below the
aircraft altitude, the aircraft begins to climb since SRS is engaged the moment the
thrust levers are moved to TOGA detent. E.g. VOBL glide slope intercept altitude
is 5900ft where as the initial constraint of the go around procedure is 5000 ft.
Select the GO AROUND ALT, 5000 on the FCU only when the
aircraft is below the initial constraint of the missed approach
procedure or the missed approach altitude.
In the event of a rejected landing(aborted landing) or base training
touch and go:
The FMGC switches from APP to DONE phase, 30 sec after
landing. Therefore, in the event of a rejected landing where the
wheels touch the runway and the aircraft gets airborne, the
FMGC does not switch to DONE phase.
If the ACTIVE FPL is in sequence with the aircraft position, the
approach routing including the landing routing is erased after
passing the landing threshold, leaving the missed approach
procedure as the active flight plan.
If the ACTIVE-FPL is not sequenced due to a waypoint being

bypassed by more than 5NM, the waypoint and subsequent legs
are retained in the flight plan. For base training, a waypoint at a
sufficient distance may be inserted so that the final course and
runway are not erased.
A-26-5
Effective 17-Aug-11
If a constraint exists:CSTR DEL UPTO XXXX scratch pad

message is triggered in white. E.g. In the event of a GO
AROUND from VIDP RWY 29, select 2600 ft on the FCU and
not FL65.
In the event of a go around from an INTERMEDIATE APPROACH
ALTITUDE :
SET the thrust levers to TOGA detent, and then retard the thrust
levers as required. This enables the engagement of the GO
AROUND phase, with associated AP/FD modes.
FLT.OMA
ISSUE II, Rev 00

SURFACE
CHAPTER 26
A-26-6
Effective 17-Aug-11
FLT.OMA
ISSUE II, Rev 04
COMMENCEMENT OR CONTINUATION OF
AN INSTRUMENT APPROACH
CHAPTER 27
TABLE OF CONTENTS
CONDITIONS REQUIRED TO COMMENCE OR TO CONTINUE AN
INSTRUMENT APPROACH .....................................................................3
27.1
MISSED APPROACH/ GO AROUND ......................................................3
27.2
GO AROUND CALLOUT AND IMMEDIATE RESPONSE .......................5

27.2.1
Go Around following Unstablised Approach ............................... 6
27.2.2
No Visual Contact. ......................................................................7
27.3
SUBSEQUENT APPROACHES............................................................... 7
27.4
CONDITIONS REQUIRED TO COMMENCE OR CONTINUE .................7
27.5
27.4.1
Visual Approach .........................................................................7
27.4.2
Instrument Approach ..................................................................8
COMMENCEMENT AND CONTINUATION OF APPROACH ..................8

27.5.1
Company Policy - Approach Ban................................................8
A-27-1
Effective 09-Jul-14
27.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 27
A-27-2
Effective 09-Jul-14
27.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 27
CONDITIONS REQUIRED TO COMMENCE OR TO CONTINUE AN

INSTRUMENT APPROACH
General - Instrument Approach Procedures
a)
b)
c)
d)
27.1
Crew qualification requirements; as per Operations Manual Part-D.

On board equipment requirements, refer FCOM PRO-NOR-SOP
Ground equipment requirements, refer Chapter 7.
Operating minima, refer on board minima folder.
MISSED APPROACH/ GO AROUND

(Refer Operations Circular 1 Of 2013)
Definitions:
Missed Approach/ Go Around is a maneuver conducted by a Pilot when an
approach cannot be completed to a landing.
Missed Approach/ Go Around Phase of Flight is a sub phase of the Approach
phase of flight. It starts from the first application of power after the crew elects to
execute a Missed Approach or Go Around until the aircraft re-enters the sequence
for a VFR pattern or until the aircraft reaches the IAF for another approach (IFR).
Missed Approach Point (MAP or MAPt) is the point prescribed in each
instrument approach at which a Missed Approach procedure shall be executed if
the required visual reference does not exist.
27.1.1
The Decision Making Process Leading To A Go Around
In Flight Crews judgment if an approach cannot be continued to a safe and

successful landing, a Missed Approach or Go Around is to be flown. Some of the
reasons for discontinuing an approach are as under:
a)
The required visual reference has not been established by the Decision
Altitude/Height (DA/H) or Minimum Descent Altitude/Height (MDA/H) or is
acquired but is subsequently lost;
b)
The approach has become unstabilised;
A-27-3
Effective 09-Jul-14
The flight crew prior to commencing or continue an approach to a landing, must

ensure that the following conditions are met:
FLT.OMA
ISSUE II, Rev 04
CHAPTER 27
The aircraft is not positioned for a controlled touch down within the
designated runway touchdown zone with a consequent risk of aircraft
damage with or without a Runway Excursion if the attempt is continued;
d)
The runway is obstructed;
e)
Landing clearance has not been received or is issued and later

cancelled;
The list above is illustrative and not exhaustive but emphasizes the fact that to
continue the approach under such circumstances is unsafe and a decision to
execute a Go Around is appropriate.
Responsibility for a decision to Go Around usually rests with PIC but may be taken
by either Pilot. Once a Go Around decision is taken, it must be announced (by
either Pilot) with a clear and loud call of Go Around.
After a Go Around call, there should be no hesitation and all related actions for the
Missed Approach must then be systematically completed till aircraft reaches the
end of this phase of flight.
27.1.2
The Execution Of A Go Around
A Go Around from an instrument approach should follow the complete, published

Missed Approach procedure unless otherwise instructed by air traffic control. A Go
Around from a Visual Circuit/ Approach should follow the pre-briefed path until
level off at Planned Height/Altitude assigned by ATC.
The Missed Approach should normally be initiated not lower than the DA/H in
precision approach procedures, or at a specified point in non-precision approach
procedures not lower than the MDA/H. However, a Missed Approach can be
executed below the DA/H, MDA/H for any reason if in the judgment of either Pilot;
the approach cannot be continued to a safe, successful landing.
If a Missed Approach is initiated before arriving at the Missed Approach point
(MAPt), aircraft proceeds to the MAPt (or to the middle marker fix or specified
DME distance for precision approach procedures) and then follows the Missed
Approach procedure in order to remain within the protected airspace.
The MAPt may be overflown at an altitude/height greater than that required by the
procedure; but if a turn is involved, the turn must not take place before the MAPt,
unless otherwise specified in the procedure.
A-27-4
Effective 09-Jul-14
c)
FLT.OMA
ISSUE II, Rev 04
CHAPTER 27
When a Go Around is initiated with the aircraft in landing configuration, a loss of

altitude is inevitable. If the aircraft speed is below the final approach speed
(VAPP), the loss of altitude after selection of Go Around power is many times
greater than if the speed VAPP was maintained with stable power.
27.1.3
The Non-Punitive Policy For Go Around
When an approach cannot be continued to a safe and successful landing, as a

logical consequence, a very important intangible factor should be kept in mind that
while making a decision and execution of a Missed Approach/ Go Around, the
Pilots judgment should not be affected by any other considerations except the
safety of the aircraft and its occupants.
As a policy no punitive action will be taken for a Missed Approach/Go
Around event execution.
A Missed Approach/ Go Around maneuver initiated above MDA/H or the DA/H
does not require to be reported.
A Missed Approach/ Go Around initiated below MDA/H or the DA/H will not be
classified as an incident. However, such events will be examined but shall not
invite any punitive action and reported only for data collection.
It must be understood well by the flight crew that to Go Around, in the interest of
safety, irrespective of the altitude or height above threshold when flight
parameters or environmental conditions preclude a safe approach and landing, is
a right action.
If the runway you want gets lost, or the approach that you are making,
could be much better. Do not sit around hoping you will soon see the
ground. Do not rush, but do not wait. Take the damn thing around
Note: All Missed Approaches below minimums shall be reported via e-mail to
fltops@goindigo.in for data recording only.
27.2
GO AROUND CALLOUT AND IMMEDIATE RESPONSE
Approach and landing accidents remain among the highest ranked categories of
airline fatal accidents. Many aviation safety organizations have found the
A-27-5
Effective 09-Jul-14
Many Go Arounds are conducted for want of visual references when the aircraft
reaches the DA/H or minimum descent height MDA/H. At DA/H or MDA/H, the
principles as per the ops circular in reference will apply.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 27
27.2.1
Go Around following Unstablised Approach
Majority of the incidents/ accidents in the aviation industry are caused due to
a chain of events going wrong and not due to an isolated failure of particular
component or due to non-adherence to a one particular procedure.
To reduce these incidents/ accidents, checklists normal / non-normal, SOPs
and CRM training are regularly done to enhance the awareness of all involved
in aviation. Despite these safeguards being in place, series of failures to
comply with the laid out procedures lead to such occurrence.
The last line of defence on the cockpit is good CRM, whereby despite a
critical failure in the cockpit, good CRM practices could still save the day and
make it to a safe landing.
Subtle incapacitation is associated with non-response to particular stimuli, as
the crew is deeply involved in a particular manoeuvre. To assist in identifying
subtle incapacitation, the PNF is expected to give two calls before taking any
further action. In case the response is there from the PF towards the
correction expected by the virtue of his action, it is taken as satisfactory. But
the case where the response from the PF is absent or inadequate and the
situation continues to deteriorate is something that needs to be addressed.
In a situation like this, even if the PF assumes that the situation is not
alarming and it is safe to continue, PF should take cognizance of the input
coming from the PNF and PF either should have briefed him in advance for
the non-standard procedure or should abandon the approach and carry out
the Missed Approach, giving due consideration to the possibility of an
undesirable occurrence. The action to take over controls by the PNF
should only be in the case of total / subtle incapacitation. A situation of
conflict in the cockpit is most undesirable for flight safety and would lead to a
hazardous situation and needs to be avoided in all circumstances.
A-27-6
Effective 09-Jul-14
unwillingness of pilots to execute a Go Around and Missed Approach, when

necessary, was the cause, at least in part, of some approach and landing
accidents. It is critical to flight safety that both the pilot flying and the pilot
monitoring should be able to call for a Go Around if either pilot believes an unsafe
condition exists. Also, although CRM principles prescribe that some cockpit
decisions can be made by crew consensus, others, including the Go Around
callout, require immediate action, without question, because of the immediacy of
the situation.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 27
The following steps are recommended progressively if flight safety continues

to be threatened.
Such a situation may arise in case of a visual approach, a non-precision

approach or a precision approach being dictated manually in VMC condition.
In no case should aeroplane continue unstablised approach below 200 feet
AAL. Therefore, these actions must be inducted from about 500 feet AAL.
It is to be kept in mind that this is the last ditch effort to remain in the envelope
of flight safety and, therefore, pilot flying shall ensure that the flight conduct is
such that the above steps are not warranted.
27.2.2
No Visual Contact.
If no visual contact is established approaching MDA or an approved MDA

buffer altitude, or if the Missed Approach point is reached, the pilot should
perform the published Missed Approach procedure. Below 1000 HAT,
levelling off at MDA (or at some height above MDA) is not recommended, and
a Missed Approach should be performed.
27.3
SUBSEQUENT APPROACHES
After a Missed Approach, the Pilot Flying, before commencing a subsequent
approach should be confident that the second approach has a high probability
of success. After two Missed Approaches (due marginal weather conditions) it
is mandatory to divert.
27.4
CONDITIONS REQUIRED TO COMMENCE OR CONTINUE
27.4.1
Visual Approach
For any aerodrome where an instrument approaches to land procedure has

been promulgated and appropriate minima established, a pilot may elect to
execute a visual approach subject to the following:
The approach is executed by visual reference to terrain.

A-27-7
Effective 09-Jul-14
First call Approach not stabilized.

Second Call - If insufficient, incorrect or no response from flying
pilot; loudly say Go Around Captain.
If no response from Captain, the pilot monitoring/ PNF shall
announce, loudly My controls Captain and transmit to ATC Go
Around and immediately initiate appropriate Go Around procedure
safely with all available automation.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 27
For a visual approach, higher of the associated non- precision approach

minima or minimum visibility/RVR of 3200 m for Category C aeroplanes
is applicable.
If, visual approach is requested for a runway which has only a circling
approach, the ground visibility should not be less than 5KM.
27.4.2
Instrument Approach
In accordance with CAR Section 8 - Aircraft Operations Series C PART I,

commencement of an instrument approach (including CAT II & IIIA
approaches) shall follow guidance given in Para 27.5 of this chapter.
27.5
COMMENCEMENT AND CONTINUATION OF APPROACH

Approach ban point. The point on a final approach where the reported
weather conditions at the runway must meet the applicable minima so as to
be able to meet regulatory requirements for continuing an instrument
approach to a landing.
27.5.1
Company Policy - Approach Ban

The PIC shall not commence an instrument approach if the reported
RVR/Visibility is below the applicable minimum.
If, after commencing an instrument approach, the reported RVR/Visibility
falls below the applicable minimum, the approach shall not be continued:
(a) Below 1 000 ft above the aerodrome; or
(b) Into the final approach segment.
Where the RVR is not available, RVR values may be derived by
converting the reported visibility.
If, after entering the final approach segment or descending below 1000 ft
above the aerodrome elevation, the reported RVR/visibility falls below the
applicable minimum, the approach may be continued to DA/H or MDA/H.
The approach may be continued below DA/H or MDA/H and the landing
may be completed provided that the required visual reference (Ref
Chapter 17) is established at the DA/H or MDA/H and is maintained.
The touch-down zone RVR is always controlling. If reported and relevant,
the mid-point and stop-end RVR are also controlling. Refer Chapter 7 for
details of controlling RVR and explanation of relevant in this context.
A-27-8
Effective 09-Jul-14
FLT.OMA
ISSUE II, Rev 04
CHAPTER 27
A-27-9
Effective 09-Jul-14
For CAT IIIB approaches without DH where there is no required visual

reference, and hence the provision of continuation of approach below
100 feet above aerodrome with RVR below minimum does not apply. If
the RVR falls below the minimum in a CAT IIIB approach without DH, a
missed approach must be carried out.
FLT.OMA
ISSUE II, Rev 04
CHAPTER 27
A-27-10
Effective 09-Jul-14
FLT.OMA
ISSUE II, Rev 01
PRECISION/ NON-PRECISION
INSTRUMENT APPROACH PRECEDURES
CHAPTER 28
TABLE OF CONTENTS
PRECISION
/
NON-PRECISION
INSTRUMENT
APPROACH
PROCEDURES ........................................................................................3
28.1
APPROACH PROCEDURES ...................................................................3
28.2
NON-PRECISION APPROACHES...........................................................4
28.3
28.2.1
Radar Approaches .....................................................................5
28.2.2
VOR/DME Approaches............................................................... 9
28.2.3
NDB Approaches ........................................................................9
28.2.4
Circling Approaches ...................................................................9
28.2.5
Touch and Go Landings .............................................................9
PRECISION APPROACHES .................................................................. 10

28.3.1
ILS Approaches Category I ................................................... 10
28.3.2
Category-II and Category-III Approaches ................................. 11
28.3.3
Threshold Crossing Height ....................................................... 11
28.3.4
Touchdown Point...................................................................... 11
A-28-1
Effective 04-Dec-12
28.
FLT.OMA
ISSUE II, Rev 01
CHAPTER 28
A-28-2
Effective 04-Dec-12
FLT.OMA
ISSUE II, Rev 01
CHAPTER 28
28.
PRECISION /
PROCEDURES
NON-PRECISION
28.1
APPROACH PROCEDURES
INSTRUMENT
APPROACH
A look out should be established for other air traffic and birds. The
Commander should utilise all available flight crew to assist in bird
watch when heavy bird activity is reported around an aerodrome.
For all instrument approaches both Pilots shall have the relevant
instrument approach chart available for ready reference throughout
the approach and full use shall be made of the navigational
equipment.
For all instrument approaches in IMC the Auto Pilot (if available)
shall be used.
The PNF should handle the ATC communications and the PF shall
monitor them.
During the approach the Co-Pilot and Commander shall promptly

inform each other of all clearances, traffic information and other
information concerning the progress of the flight.
ATC instructions, approach procedures and use of check lists must

be followed.
Pilots are not authorised to carry out direct visual approaches in

marginal visibility conditions. As far as possible it is Airline Policy that
all approaches should be instrument approaches. Both Pilots shall
make use of all available navigation/terminal aids to ensure
identification of airport and the correct runway.
Descent below DA/MDA must not be made until visual cues

associated with the type of approach are clearly established.
If a radio facility is listed as ground checked only awaiting flight

check shall not be relied on.
If instrument approach procedure information in the FMS Nav

database does not match with the charted procedure or any
associated NOTAM, then the approach will not be flown in
A-28-3
Effective 04-Dec-12
At the commencement of/during the approach procedure following should be

ensured:
FLT.OMA
ISSUE II, Rev 01
CHAPTER 28
MANAGED mode and the vertical & lateral position must be assured
using raw data.
During radar vectors the Commander must ensure that the airplane
has been positively identified by the Radar Controller. It is the
responsibility of the Commander to ensure that adequate terrain
clearance is available.
Airport Surveillance Radar (ASR) provides more precise information

on airplane position. However, if an airplane is assigned an altitude
that is lower than the MEA, MORA or MSA the Pilot should confirm
from the Controller that the altitude is above the Minimum Vectoring
Altitude (MVA). If the Commander is not satisfied with any altitude
assigned he should refuse the clearance and request the altitude
that he considers to be safe.
Except for approaches with Auto Land in RVR below 550M, or while
carrying out practice auto land or raw data approaches in VMC the
autopilot must be used until DH/MDA and/or until the landing is
assured, (i.e. cleared to land by ATC and acquiring the required
visual cues) when it should be disconnected.
When operating on an unpublished route or while being radar

vectored and after the Pilot is cleared for the approach, the Pilot
must maintain the last assigned altitude unless a different altitude is
assigned by the ATC or until the airplane is established on a
segment of a published route or instrument approach procedure.
After the airplane, is so established, published altitudes will apply to
each succeeding route or approach segment.
The missed approach must be flown on Auto Pilot. In case the auto
pilot was not being used or had been disengaged, it must be
engaged for the Missed Approach. This should be flown in the
managed mode unless ATC has given a revised missed approach
instruction in which case it can be flown in HDG SELECT.
NON-PRECISION APPROACHES
Follow procedures as per FCOM: PRO-NOR-SOP-18-C

Refer Chapter 7 and on board minima folder for company minima.
A-28-4
Effective 04-Dec-12
28.2
FLT.OMA
ISSUE II, Rev 01
CHAPTER 28
Minimum weather conditions and visibility required to continue an

approach;
Operating conditions that require a missed approach to be initiated;
Circling approach minima, if approved;
Approach-related duties of the PF and PM.
28.2.1
Radar Approaches
In making a radar approach the Pilot accepts the services of the

radar controller.
Acceptance of this type of approach by a Pilot does not waive the
established PAR or ASR minima.
If radio communications are lost, the emergency procedure given at
the time contact was established with a radar controller, shall be
followed.
Controller will advise when to start or stop turn. In this case all turns
should be rate one.
Radar instructions shall be repeated unless advised by the controller
Do not acknowledge any further transmission.
If no transmission is received from the controller for 5 sec. on a PAR
approach and 15 seconds in a ASR approach the Pilot must make a
missed approach immediately. This provides a safeguard in case of
radio communication failure.
The glide path of a PAR approach should be intercepted from below.
A-28-5
Effective 04-Dec-12
The final segment of a non-ILS/non-precision approach shall be with proper use of

a stabilized constant descent profile unless approved by DGCA for a particular
approach to a particular runway, which may be accomplished by various means to
include:
Vertical Navigation (V-NAV);
Flight Path Angle (FPA);
Constant Path Angle (CPA);
Constant Angle Non-Precision Approaches (CANPA);
Any other methods that provide a stabilized constant path angle for the
final segment of a non-ILS approach.
If an approach is not flown using the CDFA technique, while calculating the
minima, it is to be ensured that the minimum RVR is increased by 400 m, provided
the resulting RVR/CMV value does not exceed 5000m.
Prior to commencing an approach following must be reviewed and considered;
28.2.1.1
FLT.OMA
ISSUE II, Rev 01
CHAPTER 28
The Pilot will be advised when he is approaching it and when to start

descent and the descent rate to be used.
On an ASR approach only lateral guidance is provided and the
distance from the landing threshold will be issued for every mile.
Pilots request for recommended altitude may not be accepted.
It should be emphasised that at any time the Pilot wishes, he may
discontinue the approach by merely advising the radar controller.
The controller may also discontinue the approach at any time if the
runway becomes blocked or if he feels that the airplane is so far
from the proper course and/or glide path that a return is impractical.
In such a case the controller will advise the Pilot Pull Up Climb to
specified altitude and heading.
The pilot should ensure the crossing of runway threshold by a safe
margin.
PAR approach, as the name suggests is a precision approach. To provide

accurate indications of an aircraft's position in three dimensions when it is
approaching the runway, two sweeping radars are used. One, height finder, is
used for 'glide path' guidance, and another sweeps horizontally for 'centreline'
guidance.
a) Operations Actions Recommended
At Airfields where PAR is available and serviceable (refer NOTAMs): For
training/Line flying, Pilots should request ATC for PAR approach on 1st
VHF contact. This may or may not be agreed to by ATC subject to
availability of Radar and prevailing traffic density.
The PAR approach will be a stabilized approach and will be flown in

the HDG-V/S mode.
The use of auto pilot will be mandatory.
Newly released Captains are not authorised to carry out PAR
Approaches till they have been cleared for the use of normal minima.
Visibility/ MDA Minima: The applicable MDA/OCA will be increased
by 50 ft with visibility criteria remaining unchanged.(Refer Company
minima.)
To prevent high vertical descent rate close to the ground, crew will
A-28-6
Effective 04-Dec-12
FLT.OMA
ISSUE II, Rev 01
CHAPTER 28
restrict the Vertical Speed corrections to minimum safe limits if

above the required profile. A Go Around should be initiated, if any
time during the approach, Vertical Speed is high / or turns Amber.
Any adverse report regarding PAR approach needs to be brought

out clearly to the notice of Flight Operations through Commanders
Trip Report.
b) Guidelines & Approach Procedure
PAR approaches have two elements: SRE (surveillance radar

element) & PAR. SRE directs the aircraft towards extended centre
line whereas PAR talks the aircraft down the glide path.
At the start of the procedure, the controller will inform the pilot of :
a)
the type of approach being provided,
b)
the runway in use,
c)
the angle of the nominal glide path,
d)
OCA*
e)
the procedure to be followed in the event of radio failure,

unless that is published in the AIP.
*The pilot will cross check the OCA with the company minima and confirm it
to the controller.
The controller vectors the aircraft towards the approach path, before
it arrives on the extended runway centreline. Once established on
the centreline, the controller will vector the aircraft towards the final
approach fix.
The surveillance radar controller (often called the 'director') hands
over control to the final controller (often called talk down) when the
aircraft has appeared on the latter's PAR azimuth screen.
The controller gives a continuous commentary giving directions
which include 'turn left/right x', as well as 'begin descent for a x
glide path' and 'take over visually'. The controller may also give
instructions to 'reduce/increase rate of descent'. That glide slope
A-28-7
Effective 04-Dec-12
Crew will use all available means to enhance their Situational

Awareness during the approach. This includes and is not limited to
the use of Navigation Display, EGPWS, FMA call outs, monitoring
the Radio Altimeter call outs etc.
FLT.OMA
ISSUE II, Rev 01
CHAPTER 28
If no transmission is received from the controller for 5 sec. in a PAR

approach the Pilot must make a missed approach immediately. This
provides a safeguard in case of radio communication failure.
In case of precision approach element of PAR not being available due to
un-serviceability or otherwise, radar controller may still provide
surveillance radar approach to arriving aircraft. In this approach, vertical
guidance above / below glide is not provided by ATC. However, ATC may
give guidance to aircraft in terms of expected height / altitude at a
particular distance to touch down.
d) A320 Operations Limitations
FCOM
28.2.1.2
PRO - LIM (LIM-22-10)
Minimum Height for use of Autopilot in PAR Approach ( Precision

Approach Radar):
250 ft AGL
Use of the AP and/or FD is authorised in PAR approach, with HDG
V/S or TRK FPA.
Radio Telephony (R/T) Calls used by ATC
Surveillance radar approach

PAR Approach
A-28-8
: Refer Annexure 7
: Refer Annexure 7
Effective 04-Dec-12
information will normally include an actual height above or below the

glide path, such as '50 ft below the glide path'. The controller takes
into consideration, winds prevailing at the time of approach and
gives directions in terms of Heading.
Radar instructions shall be repeated unless advised by the controller

Do not acknowledge any further transmission (pilot may be
requested to confirm the position of undercarriage at a range of
about 2-3 miles).
Any time the Pilot wishes, he may discontinue the approach by

merely advising the radar controller. The controller may also
discontinue the approach at any time if the runway becomes blocked
or if he feels that the airplane is so far from the proper course and/or
glide path that a return is impractical. In such a case the controller
will advise the Pilot Pull Up Climb to specified altitude and heading.
c) Communication Failure
28.2.2
FLT.OMA
ISSUE II, Rev 01
CHAPTER 28
VOR/DME Approaches
28.2.3
Until managed Non Precision Approaches (NPA) are authorized, all

Non Precision Approaches will be flown in Lateral Managed and
Vertical Selected modes. In the PERF APP page the MDA will be
increased by 50 ft to cater for a height loss at MDA in case of a Go
Around. No additive is to be given to the Circling MDA.
The assigned altitude must be maintained until on a published
segment of approach and approach clearance has been received.
If at any time there is an apparent malfunctioning of the VOR/ DME
airborne or ground equipment or the Pilot is unable to maintain the
prescribed track the approach shall be discontinued.
NDB Approaches
Passage over the stations must be shown by reversal of the ADF

needles before descent is initiated to the altitude shown on the
approach chart.
If at any time there is a malfunction of the airborne or ground

equipment, or the Pilot is unable to maintain the prescribed track the
NDB approach shall be discontinued and the missed approach
procedure initiated.
"NDB Approaches" are not permitted during the "Night Time" (Period
between Sunset & Sunrise).
Circling Approaches
The circling approach procedure is given in FCOM PRO - NOR SOP

18C, however the company is not authorized to conduct Circling approaches
as these are subject to DGCA approval
.
28.2.5
Touch and Go Landings
The touch and go manoeuvre is not an approved procedure for regular Airline
operation. Go-Around after touchdown should not normally be considered
during regular flights. It should never be considered, under any
circumstances, after Thrust Reverse has been selected Touch and Go
A-28-9
Effective 04-Dec-12
28.2.4
FLT.OMA
ISSUE II, Rev 01
CHAPTER 28
Landings without selection of thrust Reverse are permitted during Training

Flights.
28.3
PRECISION APPROACHES
I.
II.
Minimum meteorological conditions, including the visibility

required to continue an approach;
Operating conditions that require a missed approach to be
initiated.
Also refer ILS approaches authorized by the AOC (CAT I, II, III)
28.3.1
ILS Approaches Category I
Decelerated ILS approaches are recommended. While carrying out a

decelerated approach it is recommended that aircraft is configured by 1500Ft
and to be stabilised by 1000 ft AAL (Ref SOP/IGO Ops Notice 4 Series)
Both Pilots must positively determine that the ILS is operating normally. It
shall be checked by observing the LOC/GS scale, index, no Flag warning
and by the coded identification.
When flying raw data ILS approaches, the crew can use ARC or ROSE
ILS on the ND.
The procedure turn is to be flown as charted.
A straight in ILS approach is permissible when the Commander is

assured that localiser will be intercepted at least 3 miles outside the outer
maker. This distance may be reduced if he is satisfied that he can be
properly positioned for the approach by the time he passes the outer
maker.
If a circle to land manoeuvre is necessary from an ILS approach descent

will only be made to circling MDA.
The outer marker locator or other specified final approach fix must be
crossed at the approved altitude. Positive identification of that point must
be made before descent is initiated. Altimeter must be cross checked
while crossing the final approach fix.
If at any time there is any doubt to proper functioning of either the

required airborne or ground operating equipment the approach shall be
A-28-10
Effective 04-Dec-12
A clearance for an authorized ILS approach must be accepted and conducted

after all consideration, to include:
FLT.OMA
ISSUE II, Rev 01
CHAPTER 28
discontinued. However, the Pilot should be prepared at the time of

reaching the outer maker/FAF to execute an approach without glide slope
to localiser MDA if so authorised in a particular approach.
Category-II and Category-III Approaches

This has been covered in Chapter 17
28.3.3
Threshold Crossing Height
Threshold Crossing Height (TCH) is the theoretical height above the runway
threshold at which the aircraft glide slope antenna would be, if the aircraft
maintained the trajectory established by the mean ILS glide slope. For a
nominal glide path the TCH is normally 50 feet.
An A320 aircraft in approach configuration with gear down and full flaps
crossing threshold at 50ft will have its main landing gear cross the threshold
at 34ft only due to the aircraft geometry.
The TCH for each approach is depicted in profile view of approach chart. The
TCH is also predicted in the FMS APPR page. It must be ensured that FMS
predicted and approach chart depicted TCH are the same. In case of a
conflict, the approach chart TCH is controlling.
All approaches are to be conducted so as to ensure that the aircraft crosses
the threshold at or above the TCH. All pilots are to ensure that the TCH is
respected and are not to duck-under the glide path so as to achieve a
shorter landing. This may result in landing gear contact before threshold.
28.3.4
Touchdown Point
All landings are to be made within the touchdown zone which is normally
3000 ft from the landing end threshold. The company recommends that all
approaches are flown to the 1000 marker as aiming point. A touchdown with
minimum flare will be achieved between 1000-1500 from threshold when the
aircraft crosses threshold at TCH.
A-28-11
Effective 04-Dec-12
28.3.2
The pilot should ensure the crossing of threshold by a safe margin.
FLT.OMA
ISSUE II, Rev 01
CHAPTER 28
A-28-12
Effective 04-Dec-12
FLT.OMA
ISSUE II, Rev 01
NIGHT AND IMC INSTRUMENT APPROACH

AND LANDING OPERATIONS
CHAPTER 29
TABLE OF CONTENTS
NIGHT AND IMC INSTRUMENT APPROACH AND LANDING
OPERATIONS ..........................................................................................3
29.1
COMMENCEMENT AND CONTINUATION OF AN APPROACH............3
29.2
PROCEDURES FOR NIGHT AND IMC INSTRUMENT APPROACHES .3
29.3
STANDARD CALLOUTS .........................................................................4
29.4
VISUAL ILLUSIONS ................................................................................4
29.5
29.4.1
Other Illusions ............................................................................5
29.4.2
Illusions Due Visibility Restrictions .............................................8
29.4.3
Illusions Due Runway Lighting ...................................................8
29.4.4
Illusions Due Runway Characteristics ........................................9
29.4.5
Illusions Due Runway Contrast ..................................................9
29.4.6
Black Hole Effect ........................................................................9
COPING WITH BLACK HOLE ILLUSION ............................................. 10
A-29-1
Effective : 04-Dec-12
29.
FLT.OMA
ISSUE II, Rev 01

CHAPTER 29
A-29-2
29.
FLT.OMA
ISSUE II, Rev 01

CHAPTER 29
NIGHT AND IMC INSTRUMENT APPROACH AND LANDING

OPERATIONS
However, a Commander may accept an ATC clearance which deviates from

above, provided obstacle clearance criteria are observed and full account is
taken of the operating conditions. The final approach must be flown visually or
in accordance with the established instrument approach procedure.
An airplane should not descend in IMC below the minimum (sector) safe
altitude (MSA) as shown on the instrument approach chart until it is
established in the approved approach or holding procedure.
In the vicinity of the airport an approach may be conducted by visual
manoeuvre under IFR rules if this type of approach is cleared by the ATC and
weather conditions permit. If visual reference is lost, the approach must be
aborted.
The minima for a specific type of approach and landing procedure are
considered applicable if:
o
The ground equipment shown on the respective chart required for the
intended procedure is operative;
The airplane systems required for the type of approach are operative;
The required airplane performance criteria are met; and
The crew is qualified accordingly.
Any increment imposed by the company must be added to the minima

specified in accordance with company minima defined.
29.1
COMMENCEMENT AND CONTINUATION OF AN APPROACH

Refer to Chapter 27, Para 4
29.2
PROCEDURES FOR NIGHT AND IMC INSTRUMENT APPROACHES

Procedures for instrument approaches are given in:
ILS Approaches
FCOM
PRO-NOR-SOP-18 & PRO-NOR-SRP-01-70
Non-Precision
FCOM
Approaches
A-29-3
Instrument approach procedures established by the State in which the

aerodrome is located have to be used.
FLT.OMA
ISSUE II, Rev 01

CHAPTER 29
Landing Operations
29.3
FCOM
STANDARD CALLOUTS
Standard Call outs are laid down in FCOM PRO-NOR-SOP-90
It is important that the PM only call significant deviations and not give a
running commentary which may distract the PF. The PM shall confirm all
configuration changes commanded by the PF.
PM will make standard callouts during final approach. Attitude callouts should
also to be made through to landing. The PF must respond to these with:
Checked, correcting
Note: If the PF does not respond to 2 calls on a significant deviation the PM should be
alert for subtle incapacitation. If the PM does not give the standard call, the PF shall
give the call.
29.4
VISUAL ILLUSIONS
Although all pilots will have suffered from visual illusions of one kind or
another when flying, the majority of the illusions will probably have passed
undetected unless they lead to noticeable events. It is therefore important to
recognise that we are all vulnerable to visual illusions.
The following factors contribute to visual illusions: optical characteristics of
windshields; rain on the windshield; effects of fog, haze, dust, etc. on depth
perception; the angle of the glide slope makes a runway appear nearer or
farther as does a very wide or very narrow runway; variations in runway
lighting systems; runway slope and terrain slope; an approach over water to
the runway; the apparent motion of a fixed light at night (auto kinetic
phenomenon). The visual cues by which a pilot makes judgements about the
landing approach are largely removed if the approach is over water, over
snow or other such featureless terrain or carried out at night. A particularly
hazardous situation is created if circumstances prevent appreciation of
ground proximity before touchdown.
The typical illusions in approach are:
Depth & distance illusions

Sloping terrain
A-29-4
During take-off and approach the PM shall give standard call outs. Some call
outs may be modified or added as per the Airplane FCTM and IndiGo SOPs.
FLT.OMA
ISSUE II, Rev 01

CHAPTER 29
Width of the Runway

Fog Effect
Bright Lights
Sloping terrain towards the runway may give a feeling of being too
low & vice-versa.
Sloping Runway can also give a false perception of height. upslope

may give feeling of being high & vice-versa.
When runway is wider than the normal it will appear closer & viceversa.
Bright approach runway lights may appear closer while dim light may
appear far away.
While approaching an airport at night over sea, jungle or desert,

when all is dark except the runway & airport light, a black-hole
phenomenon is developed giving a false perception of height.
In Shallow fog on final approach visual ref of R/W or approach lights

may reduce. This may cause an optical illusion that the airplane is
high and corrective action may result in high rate of descent and
hard landing.
Other Illusions
Other types of illusions can occur as illustrated below:
Figure 1 Normal Approach Glide Path
Sloping Threshold Terrain

When there is an upslope in either the runway or the approach zone, expect
an above glide path illusion. The aircraft will be lower than it appears.
A-29-5
29.4.1
FLT.OMA
ISSUE II, Rev 01

CHAPTER 29
When there is a down slope expect a below glide path illusion. Aircraft will be
higher than it appears.
Figure 3 Illusion of flat approach to a runway with one degree down slope.
In the first case, correcting for the illusion on the apparently high approach will
result in landing short of the runway. In the second, it will result in an
overshoot, unless the Pilot maintains power and airspeed control. In the later
case, merely pulling the nose up could result in flight on the backside of the
power curve and a premature touchdown.
Normally, when a pilot makes a visual approach; subconsciously judges the
approach path from a combination of apparent distance from the runway and
apparent height above the terrain. Through continuous exposure to precision
glide paths, and now VASI, the pilot becomes Tuned to a two and one-half
to three degree glide path or, put another way, to seeing a 177 degree
relationship between the runway and the airplane. This is shown in Figure-1.
The angular relationships in this, and subsequent figures, are exaggerated for
clarity.
When there is an upslope, as shown in Figure 2, the normal glide path
appears to be too steep and there is a tendency to fly a low, flat approach.
A-29-6
Figure 2 Illusion of steep approach to runway with one degree upslope.
FLT.OMA
ISSUE II, Rev 01

CHAPTER 29
When the runway has a down slope, as shown in Figure 3, the normal glide
path appears to be too low and there is a tendency to fly a steep approach.
Figure - 4 Illusion of steep approach to runway with upward slope in threshold
Figure 5 Illusion of flat approach to runway with downward slope in threshold
Combinations of slopes may amplify or nullify the illusion. Also, the length of
the runway or hazardous terrain at the far end of the runway may add
psychological effects. A desire to touch down near the approach end could
increase the hazard.
A-29-7
When the approach zone terrain slopes upwards, as shown in Figure 4, the
airplane will seem to be higher than it actually is. In either case of approach
zone terrain slope downwards (Fig 5) the approach will seem to be lower.
29.4.2
FLT.OMA
ISSUE II, Rev 01

CHAPTER 29
Illusions Due Visibility Restrictions
Moisture on the windshield interferes with visibility and may cause any type of
off glide path illusion. Light rays will retract (bend) as they pass through the
layer of moisture on the windshield. Depending on the particular airplane and
pattern of ripples across the windshield, you can appear to be above or below
the glide path or, left or right of centre line. This can be as much as a 200 ft.
error at one mile from the runway which, when combined with the effect
mentioned above could result in touchdown three to five thousand feet short
of the runway.
29.4.3
Illusions Due Runway Lighting
Expect to appear higher than actual and farther from the runway when the
lights are dim.
On a straight-in, clear night approach you will be farther from the runway than
you appear to be.
Turn a light brighter and it will appear to be closer to you. Dim it and it will
seem farther away. Or more simply, bold colours advance, dull colours
recede. An approach to a brightly lit runway on a dark, clear night has often
resulted in touchdown far short of the runway. The effect is greatly increased
in clear desert air or when approaching over an unlighted desert or water
surface. An approach over an area where there are houses or other surface
lights will decrease the contrast of the high intensity runway lights. The
absence of approach zone lighting greatly increases the hazard.
A-29-8
Under conditions of haze, smoke, dust, glare, or darkness, expect to appear

higher than the aircraft actually is. Shadows are one of the key factors in
depth perception. Their absence, when due to visibility restrictions,
unknowingly confuses the pilot. Since the shadows cannot be discerned at a
normal given height the altitude is interpreted as higher than actual. This
effect is also encountered during night (especially blackout) landings. Another
serious case is encountered in a smoke or dust layer lying low across the
threshold. The effect varies with individuals and is modified by the intensity
and clarity of runway lighting. It is best exemplified by the tendency, when on
a precision approach, to reduce power and drop below glide path as soon as
the runway is seen.
29.4.4
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CHAPTER 29
Illusions Due Runway Characteristics
Expect to be higher than it appears, when approaching a wide runway and

closer than it appears on a short/ narrow runway.
Irregularities in runway surfaces can also cause a runway to appear much

shorter when a pilot loses sight of the end after touchdown due to a hump
between the airplane and the far end. This sudden shortening of the runway
could result in blown tyres or hurried propeller reversal with a resultant loss of
engines, both of which end in a problem of keeping the airplane on the
runway.
29.4.5
Illusions Due Runway Contrast
Be alert for problems in depth perception when runway colour approximates

that of surrounding terrain.
The snow covered runway, water landing on a glassy sea and night landing
on a dimly lit runway are extreme examples. But even lesser conditions
present severe problems in depth perception, resulting in over and
undershoots. The concrete runway on a sand surface in bright sunlight or the
macadam strip surrounded by dark jungle foliage will give similar difficulties.
Water on the runway in either of the two later examples will heighten the
effect. Haze or other visibility restrictions will serve to further reduce runway
terrain colour contrast.
Illusions and their effects can be minimised by the Pilot who is aware of the
factors which produce them.
29.4.6
Black Hole Effect
Night flying has always been more dangerous than day light flying principally
because of the lack of perceptual clues and we depend on to keep the shiny
side up. Pilots are all familiar with the false perceptions one can fall prey to,
caused by using a sloping cloud deck for a level horizon and the unsettling
ambiguity caused by mistaking sparse ground lights for stars. One can
A-29-9
A pilot bases part of his judgment on a mental comparison of the run way to
which he is accustomed. If his experience is with landing on a 12,000 ft by
300 ft runway, he may touch down well short of a 4,800 ft by 120 ft strip which
has the same relative proportions. Out of the final approach, he will judge
himself farther out and therefore, higher above the ground than he really is.
FLT.OMA
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CHAPTER 29
overcome these visual traps, however by simply referring to the flight

instruments on the panel. The Black Hole Approach is different, in that a
glance at the flight instruments wont always clue you into the danger.
But what makes the Black Hole Approach so different and so lethal? Well,
first, referring to altitude indicator, altimeter, and turn coordinator wont
immediately alert you to the problem. Pilots who succumb to the Black Hole
Illusion are convinced, sometimes, until it is too late, that they are on the
proper glide path and all is going well. Second, although the Pilots may know
intellectually that the illusion is taking place; he will still have an overwhelming
urge to believe your false impressions. Pilot cant take any training to keep
from experiencing this illusion. The best defence is knowledge and avoidance.
Some conditions make the Black Hole effect more pronounced. Be alert for
the Illusion when observing these conditions:
29.5
An Airport that is on the near side of a brightly lit city with few or no
terrain features or lights between the airplane and the airport. The
brightness of the city lights will give the impression that they are closer
then they actually are.
An airport that is on the coast or in very sparsely settled terrain. This is

the classic black hole scenario.
A night with extremely clear air and excellent visibility. One of the things
Pilots use to judge distance is the normal hazing that distance provides.
When the air is extremely clear, this lack of hazing makes things appear
much closer than they are.
COPING WITH BLACK HOLE ILLUSION
The most obvious action to keep from Black Hole Illusion is to avoid long,
straight-in approaches. The Black Hole Illusion disappears within 2 to 3 miles
of an airport.
Following VASI/PAPI indications while approaching will avoid getting into
black hole approach illusion.
A-29-10
A Black Hole Approach Illusion can happen during a final approach at night
(no stars or moonlight) over water or unlighted terrain to a lighted runway
beyond which the horizon is not visible. When peripheral visual cues are not
available to the pilot to orient himself relative to the earth he may have the
illusion of being upright and may perceive the runway to be tilted.
FLT.OMA
ISSUE II, Rev 04
GROUND PROXIMITY WARNING SYSTEM

(GPWS)
CHAPTER 30
TABLE OF CONTENTS
GROUND PROXIMITY WARNING SYSTEM (GPWS).............................3
30.1
ENHANCED GPWS .................................................................................4

30.1.1
GPWS Warning Escape Manoeuvre ..........................................5
30.1.2
GPWS Training ..........................................................................5
30.1.2.1
30.1.3
30.2
30.3
Academic Training ..........................................................5
Flight Training.............................................................................6
PREVENTION OF CONTROLLED FLIGHT INTO TERRAIN

ACCIDENTS .............................................................................................6
30.2.1
Introduction.................................................................................6
30.2.2
Causes of CFIT Accidents ..........................................................6
30.2.3
Factors That Contribute To CFIT Accidents ............................... 7
30.2.3.1
Altimeter Setting.............................................................. 7
30.2.3.2
Altimeter Setting Units of Measurement ..........................7
30.2.3.3
Safe Altitudes ..................................................................7
30.2.3.4
Air Traffic Control ............................................................8
30.2.3.5
Flight Crew Complacency ...............................................8
30.2.3.6
Procedural Factors Associated With CFIT ......................9
30.2.3.7
Descent, Approach and Landing .....................................9
30.2.3.8
Auto Flight System ........................................................ 10
CFIT ACCIDENT PREVENTION ............................................................ 10

30.3.1
Minimum Safe Altitude Warning System (MSAWS) ................. 10
30.3.2
Crew Briefings .......................................................................... 11
30.3.3
Auto-Flight Systems ................................................................. 11
30.3.4
Route and Destination Familiarisation ...................................... 12

A-30-1
Effective 09-Jul-14
30.
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Altitude Awareness .................................................................. 12
30.3.6
Barometric Altimetry................................................................. 12
30.3.7
Use of Callouts ........................................................................ 13
30.3.8
CFIT Traps ............................................................................... 13
30.3.9
Acceptance of ATC Clearance ................................................. 13
30.3.10 Chart 14
30.3.11 Use of Checklists ..................................................................... 14
30.3.12 Rate of Descent Policy............................................................. 14
30.3.13 Stabilised Approaches ............................................................. 14
30.3.14 Standard Operating Procedures .............................................. 14
30.4
EGPWS TERRAIN / AIRPORT DATABASE ......................................... 14
A-30-2
Effective 09-Jul-14
30.3.5
30.
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CHAPTER 30
GROUND PROXIMITY WARNING SYSTEM (GPWS)

(DGCA CAR section 2, Series I, Part VII)
Applicability
General
The Ground Proximity Warning System (GPWS) is designed to alert pilots that the
airplane position in relation to the terrain is abnormal and, if not corrected, could
result in a Controlled Flight into Terrain (CFIT).
GPWS operational functions are described in FCOM DSC-34-70-10 under
systems description "Navigation. Associated procedures are given in FCOM
"Emergency procedures" and in the QRH.
It is the responsibility of the Commander to develop and implement a plan which
employs all available resources to ensure adequate terrain clearance. When
undue proximity to the ground is detected by any flight crew member or by a
ground proximity warning system, the Commander or the Pilot Flying shall ensure
that corrective action is initiated immediately to establish safe flight conditions.
The GPWS must be ON from take-off until landing, unless dispatched under
MEL. The GPWS must not be deactivated (by pulling the circuit breaker or use of
the relevant switch) except when specified by approved procedures.
When a warning occurs during daylight VMC conditions, if positive visual
verification is made that no hazard exists, the warning may be considered
cautionary. Take positive corrective action until the alert stops, or a safe trajectory
is ensured. A go-around shall be initiated in any case if cause of warning cannot
be identified immediately.
At Night or in IMC condition all warnings are to be taken as genuine and a goaround shall be initiated immediately. Do not delay action for diagnosis.
All GPWS activations, whether genuine or spurious, must be reported in writing to
IndiGo Flight Operations, by submitting the specified Flight Safety Form.
A-30-3
Effective 09-Jul-14
No person shall operate turbine engine aeroplane unless it is equipped with

Ground Proximity Warning System (GPWS). Also no person shall operate from 1st
Jan 2007, turbine engine aeroplane of a maximum certificated take off mass in
excess of 5700 kgs or type certified to carry more than nine passengers unless
equipped with GPWS, which has a forward looking terrain avoidance function.
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(GPWS)
CHAPTER 30
Where such activation indicates a technical malfunction of the system an

appropriate entry should also be made in the Technical Log.
30.1
ENHANCED GPWS
Additionally EGPWS provides alerts for excessive glide slope deviation, too low
with flaps and gear not in landing configuration, and optionally provides bank and
radio altimeter callouts based on the system program pin selection and the type of
equipment installed.
Terrain Look Ahead Alerting and Display (TADS) or Forward Looking Terrain
Avoidance (FLTA) provides a graphic display of the surrounding terrain on the
Weather Radar Indicator, EFIS to improve vertical situational awareness and
increase alerting time.
The GPWS provides ground proximity visual and audio alerts based on the radio
altimeter readouts. The EGPWS uses the GPS/FMS position of the airplane in
conjunction with the internal terrain, obstacles and airport database to provide
predictive warnings.
Terrain clearance Floor feature provides an additional element of protection by
alerting the pilot of possible premature descent for non-precision approaches.
This feature is enabled with the TADS feature.
Runway Field Clearance Floor provides protection when a runway is at an
elevation significantly higher than the surrounding terrain like in the case of
Mangalore or Calicut, by referring to the Geometric Altitude in lieu of the Radio
Altimeter.
Only Enhanced GPWS (EGPWS) also called TAWS (Terrain Avoidance and
Warning System) have a forward-looking facility, therefore including a predictive
terrain hazard warning function so that some cautions and warnings may be given
if the airplane is approaching sharply rising terrain.
A-30-4
Effective 09-Jul-14
The EGPWS or TAWS (Terrain Avoidance and Warning System) is a Terrain

Awareness and Alerting system providing terrain alerting and display functions. It
uses airplane inputs including geographical position, altitude, attitude, airspeed
and glide slope deviation. These are used with internal terrain, obstacles & airport
databases and the modelling of aircraft climb performance capability of the aircraft
to predict potential conflict between the airplane flight path and the terrain or an
obstacle. A terrain or an obstacle conflict results in a visual and audio caution or
warning alert.
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The company aircraft is equipped with GPWS which has a Forward-looking

Terrain Avoidance Function. The terrain and obstacle data acquired from an
external vendor or supplier should be distributed in a manner to allow the timely
insertion of current and unaltered data into all aircraft.
The specifications should be applicable to Terrain database(s) for all areas of

potential operations and surrounding airports of intended use.
The EGPWS Data base is maintained and updated by engineering department.
30.1.1
GPWS Warning Escape Manoeuvre
The installation of the Ground Proximity Warning Systems (GPWS) can reduce
CFIT accidents. It is one of the major tools in the CFIT prevention methods.
The major step in CFIT prevention program is the carriage of GPWS and the
modes in which the equipment is to function.
The GPWS warning is normally the flight crews last opportunity to avoid CFIT.
Incidents/accidents have occurred because flight crew have failed to make timely
and correct responses to the GPWS warnings.
Except in clear daylight VMC when the flight crew can immediately and
unequivocally confirm that an impact with the ground, water, or an obstacle will not
take place , apply the following Escape Manoeuvre:React immediately to a GPWS warning. Apply memory items and actions as
stated in QRH 34.05 A
30.1.2
GPWS Training
30.1.2.1
Academic Training
GPWS Training consists of academic training covering the following:

o
Theory
Alert Thresholds
Limitations
Inhibits
Operating Procedures
Response Required
A-30-5
Effective 09-Jul-14
The data is to be periodically updated with GPWS terrain and obstacle databases,
for the purposes of reducing false warnings and ensuring actual hazards are
properly identified.
30.1.3
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CHAPTER 30
Flight Training
Training in GPWS Procedures will be given on the full flight simulator. During
initial/ command simulator profiles and this training will be reinforced during the biannual recurrent simulator training.
PREVENTION
ACCIDENTS
30.2.1
Introduction
OF
CONTROLLED
FLIGHT
INTO
TERRAIN
Controlled Flight Into Terrain (CFIT) has been and continues to be the dominant
reason for accidents involving Airplane hull losses and fatalities. CFIT is defined
as an event in which a mechanically normally functioning airplane is inadvertently
flown into the ground, water, or an obstacle. Operators must be aware of the CFIT
problem as well as trained to avoid these accidents. This is essential because the
number of commercial airplane departures is increasing gradually.
ICAO and Industry Controlled Flight In to Terrain Task Force have prepared a
document on CFIT Education & Training Aid. ICAO has emphasized that all
personnel involved in civil aviation must understand the CFIT problem and must
be aware of the risk of such accidents. The training aid developed by ICAO is
expected to provide a major contribution to the prevention of CFIT and hence
ICAO has strongly recommended application of the recommendations of the CFIT
Task Force.
30.2.2
Causes of CFIT Accidents
There are two basic causes of CFIT accidents; both involve flight crew situational
awareness. One definition of situational awareness is an accurate perception by
flight crew of the factors and conditions currently affecting the safe operation of the
aircraft. The causes for CFIT are the flight crews lack of vertical position
awareness or their lack of horizontal position awareness in relation to the ground,
water, or obstacles. More than two-thirds of all CFIT accidents are the result of
altitude error or lack of vertical situational awareness. Flight crew need to know
where they are and the safe altitude for flight. CFIT accidents are likely to occur
during reduced visibility associated with instrument meteorological conditions
(IMC) darkness, or a combination of both conditions.
A-30-6
Effective 09-Jul-14
30.2
30.2.3
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CHAPTER 30
Factors That Contribute To CFIT Accidents
30.2.3.1
Altimeter Setting
The QNH altimeter setting is the standard used around most of the world. The
QFE altimeter setting is the actual surface pressure, and it is not corrected to sea
level. QNE is the standard setting which is 29.92 inches of Hg or 1013 hpa/ mb
and is set when operating at, climbing through, or operating above the transition
altitude. The QFE altimeter setting results in the altimeter indicating height above
field elevation, while the QNH setting results in the altimeter indicating altitude
above mean sea level (MSL). There have been incidents in which a QNH setting
has been erroneously used as a QFE or QNE setting. This results in the airplane
being flown lower than the required altitude.
30.2.3.2
Altimeter Setting Units of Measurement
Accidents and numerous incidents have been recorded that involved the airplane
altimeter. Errors associated with the use of the barometric altimeter and its
settings remain a problem that is compounded by language, non-standard
phraseology, and the use of different units of measurement. Some air traffic
systems use meters and some use feet for altitude reference. Most airplane s are
only equipped with altimeters that use feet as a reference. The unit of
measurement used depends on the area of the world in which the flight crew is
flying. A problem can arise when a flight crew has been trained and primarily
operates in one area of the world and only periodically operates elsewhere. The
A320 has a provision to indicate the metric altitude on selection of the PB on the
FCU.
30.2.3.3
Safe Altitudes
Vertical awareness implies that flight crews know the altitude relationship of the
airplane to the surrounding terrain obstacles. Obviously, during IMC and reduced
visibility flight conditions, it is necessary to rely on altitude information provided by
other than visual means. Weather and visibility usually play a role in CFIT
A-30-7
Effective 09-Jul-14
There are many factors that lead to CFIT accidents. One set of contributing factors
in these accidents is found primarily in the operations area. Of equal importance
are the factors that are present in the organisation and its management. The flight
crew has the final responsibility for preventing a CFIT accident, but if many of the
factors normally associated with these accidents were eliminated, or at least
mitigated, the potential for flight crew errors would be lessened .
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CHAPTER 30
30.2.3.4
Air Traffic Control
The inability of Air Traffic Controllers and Pilots to properly communicate has been
a factor in many CFIT accidents. The lack of English language proficiency can
make understanding controller instructions to the flight crews or requests from the
flight crews to the controllers much more prone to errors. Heavy workloads can
lead to hurried communications and use of abbreviated or non-standard
phraseology and the potential for instructions meant for one airplane to be given to
another.
When flight crew accepts en-route ATC clearance, they also accept responsibility
for maintaining safe terrain clearance. Airspace constraints that are most prevalent
in the terminal areas many times require Air Traffic Controllers to radar vector
airplane s at minimum vectoring altitudes that can be lower than the sector MSA.
Proper vertical and horizontal situational awareness is vital during this critical
phase of flight. ATC may sometimes issue flawed instructions that do not ensure
adequate terrain clearance. While it may be difficult for flight crew to know that an
error has been made, it is possible that mistakes can be detected with good flight
crew position and altitude awareness.
30.2.3.5
Flight Crew Complacency
Complacency can be defined as self-satisfaction, smugness, or contentment. After

years in the same flight deck, on the same route structure to the same
destinations, a flight crew could become content, smug, or self-satisfied.
Complacency sets in when a flight crew during flight gets a non-standard
clearance to descend to a lower altitude, in an unfamiliar sector and gets a GPWS
warning. The flight crew is not sure of actions, because they have never
experienced this before. In this scenario, the GPWS warning may not have
A-30-8
Effective 09-Jul-14
accidents/incidents. Low ceiling, poor visibility or night operations are almost

always present when a CFIT accident or incident takes place. There are several
reasons for the flight crew to descent below minimums. One is lack of their
positional awareness. They may know the airplanes position but are not sure of
the navigation aid. Or they may know the position of the navigation aid but are not
sure of the airplanes position. Sometimes the flight crew knows neither and is
totally lost. These are the crew that kept descending while they search for the
runway, whether on a precision or non-precision approach. The potential for CFIT
is greatest in the terminal areas. Detailed altitude information is important to assist
the flight crews in maintaining situational awareness.
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CHAPTER 30
30.2.3.6
Procedural Factors Associated With CFIT
Many studies show that operators with established, well thought out and
implemented standard operating procedures (SOP) consistently have safer
operations. It is through these procedures that the airline sets the standards that
all flight crews are required to follow. CFIT accidents have occurred when flight
crews did not know the procedures, did not understand them, and did not comply
with them or when there were no procedures established. More than one CFIT
accident has occurred when the flight crew delayed its response to a GPWS
warning under IMC. In the absence of SOPs, flight crews will establish their own
procedures to fill the void in order to complete the flight. Some crew members
think the weather is never too bad to initiate an approach. It is the responsibility of
management to develop comprehensive procedures and train the flight crews
accordingly. It is the responsibility of the flight crew to learn and follow the
procedures and provide feedback to management when the procedures are
incorrect, inappropriate, or incomplete.
30.2.3.7
Descent, Approach and Landing
The majority of accidents occur during the descent, approach, and landing phases
of the flight, though some accidents have occurred during departures also. CFIT
accidents make up the majority of these accidents. Continued capital investment,
in providing runway with precision approach and lighting systems and radar
facilities, needs to be made to reduce such accidents.
Most CFIT accidents occur during non-precision approaches, specifically VOR and
VOR/DME approaches. Inaccurate or poorly designed approach procedures
coupled with a variety of depictions can be part of the problem. Multiple altitude
step- down procedures increase flight crew workload and the potential for making
errors.
A-30-9
Effective 09-Jul-14
registered with the flight crew. They have flown into this airport hundreds of times,
but because of complacency, their brains may very well have disregarded aural
and visual cockpit warnings. At the other extreme, flight crews may also be
exposed to continued false GPWS warnings because of a particular terrain feature
and a GPWS data-base that has not been customized for the arrival. The flight
crew becomes conditioned to this situation since they have flown the approach
many times. This can also lull the flight crew into complacency, and they may fail
to react to an actual threat.
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CHAPTER 30
Unstable approaches contribute to many CFIT accidents or incidents. Unstable

approaches increase the possibility of diverting a flight crews attention to
regaining better control of the airplane and away from the approach procedure.
30.2.3.8
Auto Flight System
The advancement of technology in todays modern airplane has brought the flight
directors, auto-pilots, auto-throttles, and flight management systems. All of these
devices are designed to reduce flight crew workload. With the help of these
instruments, the flight crew can keep track of altitude, heading, airspeed and the
approach flight path. When used properly, this technology has made significant
contributions to flight safety. But technology can increase complexity, and it can
also lead to unwarranted trust or complacency. Auto-flight systems can be
misused, may contain database errors, or may be provided with faulty inputs by
the flight crew. The flight crew may unknowingly misuse these devices or operate
them with faulty data. This may fly perfectly good airplane into the ground.
30.3
CFIT ACCIDENT PREVENTION
To improve aviation safety, prevention of CFIT accidents/incidents is the major

goal. This can be accomplished by improving the knowledge and the decision
making of the personnel engaged in the aviation system. Operators and flight crew
will benefit from increased knowledge and awareness of the factors involved in
preventing CFIT.
30.3.1
Minimum Safe Altitude Warning System (MSAWS)
The Minimum Safe Altitude Warning System (MSAWS) alerts the Air Traffic
Controller with both visual and aural alarms when an airplane penetrates, or is
predicted to penetrate; a pre-determined Minimum Safe Altitude (MSA) in the
protected terminal area. It operates in two modes: surveillance in all sectors of the
terminal area and a mode tailored to monitor airplane altitude versus position on
the final approach course. This capability is especially valuable when airplanes are
being radar vectored and it is more difficult for the pilots to maintain situational
A-30-10
Effective 09-Jul-14
Different approach procedure charting requirements and printing can also make it
more difficult for flight crews to safely fly an approach. High elevation obstacles
and terrain surrounding airports have been annotated on charts for years, but the
actual terrain has not been depicted. Slowly, the publishing and printing
organisations for aeronautical and approach charts have begun to use colour and
depict terrain or minimum safe altitude contours.
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CHAPTER 30
awareness, MSAWS is an excellent aid in preventing CFIT. Provision of MSAWS

capability in the Secondary Surveillance Radar (SSR) facilities has been made
mandatory by DGCA and Airports Authority of India is already engaged in
providing this facility.
Crew Briefings
The lack of communication can lead to breakdowns in flight crew coordination and
cross-checking. One of the best ways to let the non-flying pilot know what to
expect, is to conduct a briefing before each take-off and each approach. While this
seems elementary, many flight crew simply ignore the obvious safety implications
of the briefings. Accident statistics show that the vast majority of accidents occur
during the approach at the destination airport. The approach briefing sets the
professional tone for safe arrival of airplane at the destination. The flying pilot
should discuss how he or she expects to navigate and fly the procedure. This will
not only solidify the plan for the approach, but it will inform the non-flying pilot of
the flying pilots intentions, which provides a basis for monitoring the approach.
Deviations from the plan can be more readily identified by the non-flying pilot. The
approach briefing should be completed before arriving in the terminal area so that
both pilots can devote their total attention to executing the plan.
30.3.3
Auto-Flight Systems
Proper use of modern auto-flight systems reduces workloads and significantly

improves flight safety. These systems keep track of altitude, heading, airspeed,
and flight paths with unflagging accuracy. To assist in preventing CFIT, the proper
use of auto- flight systems is encouraged during all approaches and missed
approaches, in IMC, when suitable equipment is installed. Its incumbent upon
operators to develop specific procedures for the use of auto-pilots and autothrottles during precision approaches, non-precision approaches, and missed
approaches and to provide simulator-based training in the use of these procedures
for all flight crews.
In some modern glass-cockpit aircraft, the flight guidance system has the
capability to display flight path vector/flight path angle. Use of this mode enables a
stabilised approach to be flown at the required slope during a non-precision
approach, with automatic correction for the effects of wind. Flight management
systems also have the capability to provide a computed profile for a non-precision
approach. Required conditions for the use of lateral and vertical navigation
functions for this purpose are that the approach profile is included in the database,
A-30-11
Effective 09-Jul-14
30.3.2
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(GPWS)
CHAPTER 30
that it is verified in accordance with obstacle clearance criteria, and that the EMS
accuracy is confirmed to be high. The use of these techniques, in conjunction with
the auto-flight system, reduces crew workload and should ensure a higher level of
safety.
Route and Destination Familiarisation
Flight crew must be adequately prepared for CFIT critical conditions, both enroute
and at the destination. Flight crew must be provided with adequate means to
become familiar with enroute and destination conditions for routes deemed CFIT
critical.
30.3.5
Altitude Awareness
It is essential that flight crew always appreciate the altitude of their airplane
relative to terrain and obstacles and the assigned or desired flight path. Flight crew
need to receive and use procedures by which they will monitor and cross-check
assigned altitudes as well as verify and confirm altitude changes.
As a minimum, use the following procedures in the absence of any other
guidance:
i)
Ascertain the applicable MSA reference point.
ii)
Know the applicable transition altitude or transition level.
iii)
Use a checklist item to ensure that all altimeters are correctly set in
relation to the transition altitude/level. Confirm altimeter setting units by
repeating all digits and altimeter units in clearance read backs and intracockpit communications.
iv)
Call out any significant deviation or trend away from assigned

clearances.
v)
Upon crossing the final approach fix, outer marker, or equivalent

position, the pilot not flying will cross-check actual crossing
altitude/height against altitude/height as depicted on the approach chart.
vi)
Follow callout procedures.
30.3.6
Barometric Altimetry
The loss of vertical situational awareness is the cause of many CFIT accidents.
The contributing factors associated with this cause often have to do with the
barometric altimeter. These factors range from misinterpretation of the threepointer and drum- pointer altimeter to confusion resulting from the use of different
A-30-12
Effective 09-Jul-14
30.3.4
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(GPWS)
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altitude and height reference systems, as well as altimeter setting units of

measurement.
30.3.7
Use of Callouts
30.3.8
CFIT Traps
Accidents and incidents do not normally happen because of one decision, or one
error. They rarely happen because the flight crew knowingly disregarded a good
safety practice. Flight crew fall into traps; some of their own making and some that
are systemic. The auto-flight system should be used, if available, to reduce the
workload. While this technique may mitigate the problem with the approach
procedure, it can create another trap if the flight crew becomes complacent and
does not properly program the computer, monitor the auto-flight system, make the
proper cockpit callouts, etc. In another situation, flight crew are encouraged to use
the displays that modern cockpits provide to assist them in maintaining situational
awareness. However, if they disregard the raw navigational information that is also
available, they can fall into a trap if any position inaccuracies creep into the
various electronic displays. The importance of take-off and arrival briefings is
stressed as a means to overcome some of the factors associated with departures
and arrivals.
However, if the briefings do not stress applicable unique information or are done at
the expense of normal outside-the- cockpit vigilance, their value is lost and the
flight crew can fall into another trap. It should be evident that there is no single
solution to avoiding CFIT accidents and incidents. All the factors are interrelated,
with their level of importance changing with the scenario.
30.3.9
Acceptance of ATC Clearance
Sometimes, ATC may issue instructions that do not ensure adequate terrain
clearance. Such clearances are too often accepted by flight crew without
considering consequences. If an ATC clearance is given that is likely to conflict
with the flight crew assessment of terrain criteria relative to known position, the
clearance should be re-checked and suitable action should be taken.
A-30-13
Effective 09-Jul-14
Callouts are defined as aural announcements by either flight crew members or

airplane equipment of significant information that could affect flight safety. These
callouts are normally included in an airlines SOP. In the absence of other
guidance, these callouts can be used to help prevent CFIT accidents.
30.3.10
FLT.OMA
ISSUE II, Rev 04

(GPWS)
CHAPTER 30
Chart
30.3.11
Use of Checklists
Incidents and accidents have occurred as a result of non- completion of relevant

checklist(s). It is, therefore, imperative that each operator formulate a detailed
policy on the use of checklists and that a strict discipline regarding their use be
maintained. Such policies should require that checklists be completed early in the
approach phase to minimise distraction while manoeuvring close to the ground. In
the absence of other guidance, checklists should be completed not later than
1,000 feet AGL.
The majority of CFIT incidents/accidents are known to occur in IMC and at night.
30.3.12
Rate of Descent Policy
High rates of descent in close proximity to terrain are dangerous. They result in
increased risk of CFIT, high flight crew workload, and reduced margins of safety.
(Refer Chapter 26)
30.3.13
Stabilised Approaches
Analysis of CFIT accidents has revealed that an unstable approach is a significant

contributory factor in CFIT accidents. (Refer Chapter 25).
30.3.14
The Standard Operating Procedures (SOPs), which are developed, must be

followed by the crew for safer operations.
30.4
EGPWS TERRAIN / AIRPORT DATABASE
EGPWS Terrain / Airport Database of IndiGo fleet is received from ACSS (an ancillary to
Thales) that may require periodic updates. A new Terrain / Airport Database is issued as a
notification by terrain database provider ACSS in the form of Technical newsletter (TNL).
This can be downloaded via the ACSS website.
A-30-14
Effective 09-Jul-14
The flight crew should be provided with adequate current navigation and approach
charts to ensure safety. Each flight crew should be provided with accurate current
charts with clear depiction of hazardous terrain and minimum safe altitudes,
preferably in colour, in a manner that is easy to recognize, understand, and read
under cockpit lighting at night.
FLT.OMA
ISSUE II, Rev 04

(GPWS)
CHAPTER 30
Subsequently Update of Terrain database(s) is checked by Flight Operation Support for

existing areas of operations. If deemed affirmative, engineering department is intimated
to download the corresponding database.
Also Refer the Performance management process and Quality Assurance manual.
A-30-15
Effective 09-Jul-14
Terrain / Airport Database shall be downloaded from the ACSS Customer Services website
and for copying the necessary data to a Compact Flash card. The CF card is then loaded
into the Terrain Awareness and Warning System (TAWS) computer unit by engineering
department in accordance with the AMM.
FLT.OMA
ISSUE II, Rev 04

(GPWS)
CHAPTER 30
A-30-16
Effective 09-Jul-14
FLT.OMA
ISSUE II, Rev 00
AIRBORNE COLLISION AVOIDANCE

SYSTEM
CHAPTER 31
TABLE OF CONTENTS
AIRBORNE COLLISION AVOIDANCE SYSTEM (ACAS) / TRAFFIC
ALERT & COLLISION AVOIDANCE SYSTEM (TCAS) ..........................3
31.1
POLICY AND PROCEDURES FOR THE USE OF TCAS/ACAS.............3
31.2
TCAS / ACAS REQUIREMENTS .............................................................3
31.3
DEFINITIONS ...........................................................................................3
31.3.1
Airborne Collision Avoidance System (ACAS) ........................... 3
31.3.2
Secondary Surveillance Radar (SSR): ....................................... 4
31.3.3
Intruder,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, ..................................4
31.3.4
Traffic Advisory (TA) ................................................................... 4
31.3.5
Resolution Advisory (RA) ........................................................... 4
31.3.6
ACAS II ..........................4
31.4
APPLICABILITY.......................................................................................4
31.5
OPERATIONAL REQUIREMENTS ..........................................................5
31.6
TRAINING REQUIREMENTS ..................................................................6
31.7
31.6.1
Academic Training ..................................6
31.6.2
Flight Training ..................................6
TCAS / ACAS PROCEDURES.................................................................6

31.7.1
Situational Awareness ................................................................ 6
31.7.2
Traffic Advisory (TA)................................................................... 7
31.7.3
Resolution Advisory (RA) ........................................................... 7
31.7.4
TCAS `RA' Compliance versus Airplane Performance

Restrictions,,,,,,,,,,,,,,,,, ................................................................ 9
31.7.5
R/T Phraseology .................................9
31.7.6
Avoidance of Unnecessary TCAS Warning. ............................. 10
31.7.7
RA Reporting. ..................... 10
A-31-1
Effective 17-Aug-11
31.
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A-31-2
Effective 17-Aug-11
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AIRBORNE COLLISION AVOIDANCE SYSTEM (ACAS) / TRAFFIC

ALERT & COLLISION AVOIDANCE SYSTEM (TCAS)
31.1
POLICY AND PROCEDURES FOR THE USE OF TCAS/ACAS

Traffic and Collision Avoidance System (TCAS)/Airborne Collision Avoidance
System (ACAS) description is given in the systems pages Navigation
Chapter of the FCOM.
FCOM
GEN/DSC
(DSC-34-80-10 )
Associated procedures are given in FCOM "Emergency procedures" and

in "Procedures and Techniques /Supplementary Techniques".
31.2
TCAS / ACAS REQUIREMENTS

Indian Airspace nowadays, on account of large number of International flights
over flying or travelling through India is becoming congested day by day.
While the ATC services and associated facilities are continuously being
upgraded and modernised by the Airports Authority of India for ensuring
safety of operations in the Indian Airspace, it is also considered necessary to
upgrade the airborne equipment of Airplanes to avoid the risk of mid-air
incidents/accidents. Installation of Airborne Collision Avoidance System
(ACAS) which is airborne equipment that functions independently of the
ground based air traffic control system can help in preventing mid-air
incidents. However, the level of protection provided by ACAS equipment
depends on the type of transponder the intruder airplane is carrying. ACAS is
the nomenclature of ICAO (International Civil Aviation Organisation), TCAS
(Traffic Alert and Collision Avoidance System) is the nomenclature of the FAA
(Federal Aviation Administration).
31.3
DEFINITIONS
31.3.1
Airborne Collision Avoidance System (ACAS)
An airplane system based on Secondary Surveillance Radar (SSR)

transponder signals, which operates independently of ground based
equipment to provide advice to the pilot on potential conflicting airplane that
are equipped with SSR transponders.
A-31-3
Effective 17-Aug-11
31.
31.3.2
FLT.OMA
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SYSTEM
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Secondary Surveillance Radar (SSR):
A Surveillance Radar System which uses transmitters/receivers (interrogators

and transponders)
31.3.3
Intruder
31.3.4
Traffic Advisory (TA)
A visual and aural indication, given to the flight crew, that a certain intruder is
a potential collision threat.
31.3.5
Resolution Advisory (RA)
If the intruder is considered to be a real collision threat, a visual and aural RA

indication is given to the flight crew recommending:
i)
a manoeuvre intended to provide separation from all threats; or
ii)
a manoeuvre restriction intended to maintain existing separation
Not every RA may be preceded by a TA.

31.3.6
ACAS II
The company aircraft are fitted with TCAS/ACAS in accordance with the
regulatory requirements, which provide vertical resolution advisories in
addition to the traffic advisories. An airborne avoidance system operates in
accordance with the relevant provisions of Annex 10, Volume IV.
31.4
APPLICABILITY
Unless otherwise authorised by DGCA, no person shall operate in the Indian
Airspace, after 31st December, 1998, an airplane having a maximum certified
passenger seating configuration of more than 30 or a maximum payload
capacity of more than 3 tonnes, if such airplane is not equipped with an
approved ACAS II.
Such system shall utilize a software version approved or accepted by the
DGCA for the airspace of area of operation. The company aeroplanes are
equipped with ACAS II which utilizes software version 7/ 7.1.
All airplane having a maximum certified passenger seating configuration of
more than 30 or a maximum payload capacity of more than 3 tonnes, to be
imported after 31st December, 1997, for the purpose of registration and
A-31-4
Effective 17-Aug-11
An SSR transponder-equipped airplane within the surveillance range of ACAS

for which ACAS has an established track.
FLT.OMA
ISSUE II, Rev 00

SYSTEM
CHAPTER 31
operation within, to and from India, shall be fitted with ACAS II before being
imported. This requirement shall also apply to airplanes taken on wet lease by
Indian Operators.
All airplanes having a maximum certified passenger seating configuration of

10 to 30 or a maximum payload capacity of 1 to 3 tonnes, to be imported after
31st December, 2001, for the purpose of registration and operation within, to
and from India, shall be fitted with ACAS I, before being imported. This
requirement shall also apply to airplanes taken on wet lease by Indian
operators.
31.5
OPERATIONAL REQUIREMENTS
In addition to the other applicable requirements, the following procedures
shall be followed by the flight crew for the operation of ACAS:
i)
TAs are intended to alert pilots to the possibility of a resolution advisory

(RA), to enhance situational awareness, and to assist in visual acquisition
of conflicting traffic. The pilots shall not manoeuvre the airplanes in
response to a TA only. The PNF, however, shall search for the
approaching traffic.
ii)
The alteration of the flight path shall be limited to the minimum extent
necessary to comply with the RA.
iii) The pilots, who deviate from an ATC clearance in response to an RA,
shall promptly return to the terms of the previous ATC instruction or
clearance when the conflict is resolved.
iv) The pilots shall, as soon as practicable, notify the ATC unit about the RA,
and, when the conflict is resolved, intimate ATC that they are returning to
the terms of the current ATC clearance.
Note: When RA is initiated and in response thereof the pilot deviates from ATC
clearance, he is not considered to be violating the ATC.
The ACAS system shall be operational in the appropriate mode in the Indian
Airspace.
A-31-5
Effective 17-Aug-11
Unless otherwise authorised by DGCA, NO PERSON SHALL OPERATE in

the Indian airspace, after 31st December, 2003, an airplane having a
maximum certified passenger seating configuration of 10 to 30 or a maximum
payload capacity of 1 to 3 tonnes, if such airplane is not equipped with an
approved ACAS I.
FLT.OMA
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SYSTEM
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The controller acknowledges a report from the flight crew that the aircraft
has resumed the current clearance; or
The controller acknowledges a report from the flight crew that the aircraft
is resuming the current clearance and issues an alternate clearance
which is acknowledged by the flight crew.
Every flight plan for a flight in the Indian Airspace shall indicate that the
airplane is equipped with serviceable ACAS equipment required as per CAR.
Any pilot experiencing RA which requires a deviation from the current ATC
instructions or clearance, while flying in Indian Airspace, shall file a report on
R/T with the handling Air Traffic Control Unit in India followed by a written
report to the DGCA and Airports Authority of India within 24 hrs of the
incident. The blank reporting forms for use of crew are placed in cockpit
document folder on each aircraft.
31.6
TRAINING REQUIREMENTS
31.6.1
Academic Training
Academic training on TCAS / ACAS is given during the type endorsement

course on the A320 family aircraft. This training is re-enforced during the
periodic refresher training the pilot undergoes.
31.6.2
Flight Training
Flight Training on TCAS/ACAS is given during the type / command simulator

training profile. This training is reinforced during the biannual competency and
licence renewal check. (Refer Company Operations manual Part D)
31.7
TCAS / ACAS PROCEDURES
31.7.1
Situational Awareness
The TCAS traffic display feature gives only limited information. To provide all
the required information, the other airplane must also be equipped with a
Mode C or a Mode S transponder. Only if both aircraft are equipped with
A-31-6
Effective 17-Aug-11
Once an aircraft departs from its ATC clearance or instructions in compliance

with an RA, or a pilot reports an RA, the controller ceases to be responsible
for providing separation between that aircraft and any other aircraft affected
as a direct consequence of the manoeuvre induced by the RA. The controller
shall assume responsibility for providing separation for all the affected aircraft
when:
FLT.OMA
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SYSTEM
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In order to maintain the highest levels of Safety during operations, the crew
shall, at all times, maintain vigilance for conflicting visual traffic. This is most
relevant in congested areas, such as, departures, climb, descent and arrivals.
Flight crew at no stage will cover the windshield/ windscreen with
newspapers/trash bag which hinder the forward and side visibility. Flight crew
are authorized to use wind screens provided by the aircraft manufacturer.
31.7.2
Traffic Advisory (TA)
Upon receiving a TA from TCAS, the crew must try to establish visual contact
with the intruder.
If a TA is generated:
o
The PF announces: "TCAS, I have controls".
The PF flies and announces the bearing & distance displayed on his ND.
The PNF looks outside to get visual contact.
No evasive manoeuvre should be initiated, only on the basis of a TA.
However, it must be noted with caution that visually acquired traffic may not
be the same traffic causing a TA. Visual perception of an encounter may be
misleading, particularly at night.
In TA only mode, a TA can indicate a real threat to the safety of the flight.
Therefore, TA only mode must only be selected if considered necessary to
avoid Resolution Advisories (RA's) when the known nearby traffic is in visual
contact or intentionally flying close to other traffic (e.g. during approach when
parallel runaways are in use).
Note: - Be aware that a TA symbol without altitude tag indicates that the transponder of
the intruder is Mode A only. This traffic can be at any altitude. Even when becoming a
real threat, TCAS will not issue an RA for this traffic.
31.7.3
Resolution Advisory (RA)
An RA from TCAS indicates a real threat to the safety of the flight.

Compliance with the RA is mandatory, unless the Pilot-in-Command
determines that doing so would otherwise jeopardize the safe operation of the
A-31-7
Effective 17-Aug-11
Mode S transponders TCAS will coordinate the resolution advisories between

the aircrafts involved. However, aircrafts are only shown in a small airspace
and no altitude information is available from airplane equipped with Mode A
transponders. Because of these limitations the TCAS display shall not be
used to interfere with the ATC task to provide continuous positive separation.
FLT.OMA
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SYSTEM
CHAPTER 31
aircraft. Because of the coordinated advisories between TCAS equipped

aircraft, it is prohibited to manoeuvre the airplane in opposite direction from
the RA given by TCAS. To comply with an RA manoeuvre the autopilot must
be disconnected.
The flight crew must always follow the TCAS RA orders in the correct
direction, even:
o
If the TCAS RA orders are in contradiction with the ATC instructions
At the maximum ceiling altitude with CLIMB, CLIMB or INCREASE

CLIMB, INCREASE CLIMB TCAS RA orders
If it results in crossing the altitude of the intruder.
CAUTION: If a pilot does not follow a RA, he should be aware that the intruder may be
TCAS equipped and may be maneuvering toward his aircraft in response to a
coordinated RA. This could compromise safe separation.
The PF disconnects the AP, and smoothly and firmly follows the Vertical
Speed Indicator (VSI) green sector within 5 s, and requests that both FDs
be disconnected.
Note: Both FDs must be disconnected once APs are disconnected:
o
To ensure auto thrust speed mode
To avoid possible confusion between FD bar orders and, TCAS aural and VSI
orders
The PNF disconnects both FDs, but will not try to see intruder.
The PF will avoid excessive maneuvers, and keep the Vertical Speed
outside the red area of the VSI and within the green area. If necessary,
the PF must use the full speed range between Valpha max and Vmax.
The PNF must notify ATC.
The flight crew should never maneuver in the opposite direction of the
RA, because TCAS maneuvers are coordinated.
In final approach, i.e. "CLIMB", "CLIMB NOW", "INCREASE CLIMB", the

flight crew will initiate a go around.
The deviation from the cleared flight level or altitude can be expected to be
less than 1000 ft and must be notified to ATC as soon as possible. For
reporting a TCAS warning refer to CAR Section 2, Series 'I', Part VIII
A-31-8
Effective 17-Aug-11
If a RA is generated:
Note: i)
ii)
FLT.OMA
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SYSTEM
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A TCAS warning by itself (either a Traffic Advisory (TA) or a Resolution

Advisory (RA) is not considered a near midair collision.
Only if the pilot of the airplane involved considers to be endangered by the
close proximity of the other airplane the TCAS warning should be designated
as a near midair collision.
TCAS
`RA'
Restrictions
Compliance
versus
Airplane
Performance
When operating at airports outside the reference TCAS performance

envelope (e.g. during take-off climb or in final landing configuration at airports
with elevations above 5300 ft. MSL, or temperatures outside the range of ISA
+ 27.8 C) precaution should be taken regarding RA compliance.
At present TCAS has limited capability to accept performance data from the
airplane on board systems. The TCAS 'CLIMB' and `INCREASE CLIMB'
inputs are determined based on assumptions regarding weight, altitude and
temperature.
When operating outside these assumptions the airplane may not have the
performance to execute a climb RA, even though TCAS does not consider the
airplane as climb inhibited. In this case, pilots should be aware that the RA
will still be issued and that response should still be initiated. If the pilot is
unable to attain 1500 fpm, he / she should establish a climb with the highest
vertical speed practical under the given conditions. TCAS will continue to
monitor the vertical separation that exists and will detect that the response is
less than 1500 fpm. As a result of that situation TCAS has three options:
i)
To leave the RA displayed for a longer period of time to ensure that the
desired separation is obtained
ii)
To issue a Reversal RA
iii) To issue an increase RA, which obviously cannot be followed

31.7.5
R/T Phraseology
The recommended R/T phraseology for different scenarios of TCAS

advisories are as under:
A-31-9
Effective 17-Aug-11
31.7.4
FLT.OMA
ISSUE II, Rev 00

SYSTEM
CHAPTER 31
Circumstances
2.
TCAS
determines
the
conflict no longer
exists
Pilot Phraseology
ATC
Response
TCAS RA (after a flight crew starts ROGER
to deviate from any ATC clearance)
CLEAR
OF
CONFLICT,
RETURNING TO
(Assigned clearance)
CLEAR
OF
CONFLICT
(assigned clearance) RESUMED
ROGER or
alternative
Instructions
ROGER or
alternative
is Instructions
(after the response to RA

completed and assigned ATC
clearance or instruction has been
resumed)
3. In case the pilot

is unable to comply
with ATC clearance
because of TCAS
RA
31.7.6
Unable, TCAS RA
ROGER
Avoidance of Unnecessary TCAS Warning.
All crew must reduce the aircraft rate of climb or descent as applicable to
1500 ft per minute or less when the airplane is 2000 ft to level off
altitude.(DGCA Operations Circular 4/2002,dtd 06 Nov 2002, refers)
31.7.7
RA Reporting
The information related to TCAS RAs, generated on IndiGo aircraft, should

flow expeditiously within the company ensuring that there are no delays in
reporting of these incidents to Flight Safety and DGCA.
The guidelines regarding operations of TCAS in Indian Air space are laid
down in CAR Section 2,Series I, Part VIII. The CAR requires that:
o
Pilot experiencing RA while flying in Indian airspace, shall file a

report on R/T with the handling
Air Traffic Control Unit followed by a written report to the DGCA and
Airports Authority of India.
A-31-10
Effective 17-Aug-11
1. On receiving and
reacting to a TCAS
RA
(Resolution
Advisory)
TCAS
call
Synthesized
TCAS Voice
TCAS Call
CLIMB,
CLIMB,
CLIMB
DESCEND,
DESCEND,
DESCEND
CLEAR OF
CONFLICT
FLT.OMA
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SYSTEM
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A copy of this proforma is available in the on-board forms folder. The Pilot-inCommand is required to handover the filled in forms to the Station Manager or
his representative at the first transit airport for onward FAX / Dispatch to OCC.
A-31-11
Effective 17-Aug-11
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SYSTEM
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A-31-12
Effective 17-Aug-11
FLT.OMA
ISSUE II, Rev 00
INTERCEPTION OF CIVIL AIRCRAFT
CHAPTER 32
TABLE OF CONTENTS
INFORMATION AND INSTRUCTIONS RELATING TO THE
INTERCEPTION OF CIVIL AIRCRAFT ....................................................3
32.1
INTERCEPTION PROCEDURES .............................................................4
32.2
VISUAL SIGNALS FOR USE IN THE EVENT OF INTERCEPTION........6

32.2.1
Signals Initiated By Intercepting Airplane and Responses by

Intercepted Aircraft .....................................................................6
32.2.2
Signals Initiated By Intercepted Airplane and Responses By

Intercepting Aircraft ....................................................................7
A-32-1
Effective 17-Aug-11
32.
FLT.OMA
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CHAPTER 32
A-32-2
Effective 17-Aug-11
32.
FLT.OMA
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CHAPTER 32
INFORMATION AND INSTRUCTIONS

RELATING
TO
THE
A-32-3
Effective 17-Aug-11
32.1
FLT.OMA
ISSUE II, Rev 00
CHAPTER 32
INTERCEPTION PROCEDURES
If an aircraft penetrates/operates within an ADIZ without Air defence

clearance, strays into restricted area/ Prohibited area/ Danger area or fails to
inform Air traffic control centre about its deviation/intended deviation from the
route, it will be liable to interception from fighter aircraft. Interception of civil
aircraft is undertaken in a country as a last resort. An Airplane which is
intercepted by another airplane shall immediately:
Follow the instructions given by the intercepting aircraft, interpreting and

responding to visual signals in accordance with the Para given below.
Notify, if possible, the appropriate air traffic services unit.
Attempt to establish radio communication with the intercepting airplane or

with the appropriate intercept control unit by making a general call on the
emergency frequency 121.5 MHz giving the identity of the intercepted
airplane and the nature of the flight; and if no contact has been
established and if practicable, repeating this call on the HF primary
frequency.
If equipped with SSR transponder, Select Code 7700, unless otherwise

instructed by the appropriate air traffic services unit.
If radio contact with the intercepting airplane is established but

communication in a common language is not possible, attempt shall be
made to convey instructions, essential information and acknowledgment
of instructions by using the following phrases and pronunciations and
transmitting each phrase twice:
A-32-4
Effective 17-Aug-11
All aircraft flying in Indian airspace are required to follow ATS routes. Pilots
are cautioned when flying in Indian airspace not to fly within the international
border except when following an ATS or specifically permitted route or when
operating to/from any aerodrome situated within 15 NM of the international
border.
FLT.OMA
ISSUE II, Rev 00
CHAPTER 32
PHRASE
MEANING
CALL SIGN
(call sign)
KOL SA-IN (call sign)
My call sign is (call sign)
WILCO
VILL-KO
Understood will comply.
CAN NOT
KANN NOTT
Unable to comply.
REPEAT
REE-PEET
Repeat your instructions.
AM LOST
AM LOSST
Position unknown.
MAYDAY
MAYDAY
I am in distress.
HIJACK
HI-JACK
I have been hijacked.
LAND(name)
LAAND
I request to land at place name.
DESCEND
DEE SEND
I require descent.
Note:
I.
In the second column, syllables to be emphasized are in BOLD.
II.
Circumstances may not

the phrase hi-jack.
III.
The following phrases are expected to be used by the intercepting airplane in

the circumstances described above.
always
permit,
nor make
desirable the use of
CALL SIGN
KOL SA-IN
What is your call sign?
FOLLOW
FOL-LO
Follow me.
DESCEND
DEE-SEND
Descend for landing.
YOU LAND
YOU LAAND
Land at this aerodrome
PROCEED
PRO-SEED
You may proceed.
If any instructions received by radio from any sources conflict with those given
by the intercepting airplane by visual/radio signals, intercepted airplane shall
request immediate clarification while continuing to comply with the visual/radio
instructions given by the intercepting aircraft.
The possibility of interception and recourse to the visual signals would not
normally arise if there is strict compliance with requirements of Air Defence
Clearance, avoiding restricted, prohibited, danger areas and when no
A-32-5
Effective 17-Aug-11
PRONUNCIATION
FLT.OMA
ISSUE II, Rev 00
CHAPTER 32
deviation is made from flight plan route and a listening watch is being
maintained on appropriate ATS frequency.
Pilots are warned, however, that should the occasion arise they must comply
with the visual signals / radio instructions given by the intercepting aircraft.
VISUAL SIGNALS FOR USE IN THE EVENT OF INTERCEPTION
32.2.1
Signals Initiated By Intercepting Airplane and Responses by

Intercepted Aircraft
Series
1.
INTERCEPTING Aircraft Signals
Meaning
INTERCEPTED
Meaning
Aircraft Responds
DAY or NIGHT - Rocking aircraft You have DAY or Night - Understood
and flashing navigational lights at been
Rocking
aircraft, will comply
irregular intervals(and landing lights Intercepted flashing
in the case of a helicopter) from a Follow us
navigational lights
position slightly above and ahead of,
at
irregular
and normally to the left of, the
intervals
and
intercepted aircraft and, after
following.
acknowledgement a slow level turn,
Note:
Additional
normally to the left (or to the right in
action required to be
the case of a helicopter) on the
taken by intercepted
desired heading
aircraft is prescribed
Note 1.-MET conditions or terrain may
require the intercepting aircraft to reverse
the positions and direction of turn given
above in series 1.
in Annex 2. Chapter
3.3.8
Note 2.-If the intercepted aircraft is not

able to keep pace with the intercepting
aircraft, the latter is expected to fly a
series of race-track patterns and to rock
the aircraft each time it passes the
intercepted aircraft.
2.
DAY or NIGHT- An abrupt break- You may

away
manoeuvre
from
the proceed
intercepted aircraft consisting of
climbing turn of 90 degrees or more
without crossing the line of flight of
the intercepted aircraft
A-32-6
Day or
Rocking
aircraft.
night
the
Understood
will comply
Effective 17-Aug-11
32.2
Series
3.
Series
1.
FLT.OMA
ISSUE II, Rev 00
CHAPTER 32
INTERCEPTING Aircraft Signals
Meaning
DAY or NIGHT- Lowering landing

gear (if fitted), showing steady
landing lights and over-flying
runway in use.
Land
this
INTERCEPTED
Aircraft Responds
Meaning
at Day
or
Night- Understood
Lowering
landing will comply
aerodrome. gear,
(if
fitted),
showing
steady
landing lights and
following
the
intercepting aircraft
and
if,
after
overflying
the
runway in use or
helicopter
landing
area,
landing
is
considered
safe,
proceeding to land.
Signals Initiated By Intercepted Airplane and Responses By

Intercepting Aircraft
INTERCEPTED
Aircraft
Signals
DAY
or
NIGHT-Raising
landing gear (if fitted) and
flashing landing lights while
passing over runway in use or
helicopter landing area at a
height
exceeding
300M.
(1000ft) but not exceeding
600M(2000ft) in the case of a
helicopter,
at
a
height
exceeding 50M (170ft) but not
exceeding 100M(330ft) above
the aerodrome level, and
continuing to circle runway in
use or helicopter landing area.
If unable to flash landing
lights, flash any other lights
available.
Meaning
Aerodrome
you have
designated
is
inadequate
.
A-32-7
INTERCEPTING
Aircraft Responds
DAY or NIGHT - If it
is desired that the
intercepted aircraft
follow
the
to
an
alternate
aerodrome,
the
raises its landing
gear(if fitted) and
uses the series 1
signals
prescribed
for
intercepting
aircraft
If it is decided to
release
the
intercepted aircraft,
series
2
signals
prescribed
for
intercepting by the
aircraft are used.
Meaning
Understood
follow me.
Understood
you
may
proceed.
Effective 17-Aug-11
32.2.2
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CHAPTER 32
INTERCEPTED
Signals
Aircraft
2.
DAY or NIGHT - Regular

switching on and off of all
available lights but in such
Meaning
INTERCEPTING
Aircraft Responds
Meaning
Cannot
comply
DAY or NIGHT - Use

series
2
signals
prescribed
for
Understood
In distress
DAY or NIGHT - Use

series
2
signals
prescribed
for
Understood
manner as to be distinct from

flashing lights.
3.
DAY or NIGHT - Irregular

flashing of
all available lights.
A-32-8
Effective 17-Aug-11
Series
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AIRPLANE INTENDED TO OPERATE

ABOVE 15000M
CHAPTER 33
TABLE OF CONTENTS
33.
A-33-1
Effective 17-Aug-11
FOR AIRPLANES INTENDED TO OPERATE ABOVE 15000 M (49000

FT) ............................................................................................................3
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CHAPTER 33
A-33-2
Effective 17-Aug-11
33.
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ABOVE 15000M
CHAPTER 33
FOR AIRPLANES INTENDED TO OPERATE ABOVE 15000 M (49000

FT)
The above altitudes are beyond the operating envelope limitation of the
present company aircraft.
A-33-3
Effective 17-Aug-11
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ABOVE 15000M
CHAPTER 33
A-33-4
Effective 17-Aug-11
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SAFETY MANAGEMENT AND ACCIDENT

PREVENTION PROGRAM
CHAPTER 34
TABLE OF CONTENTS
INTRODUCTION ......................................................................................3
34.1
STATUORY REQUIREMENTS ................................................................3
34.2
SAFETY MANAGEMENT SYSTEM - FLIGHT OPERATIONS ................3

34.2.1
Scope .........................................................................................3
34.2.2
Safety policy and objectives .......................................................4
34.2.3
Safety accountabilities; ...............................................................5
34.2.4
Accountable Executive ...............................................................5
34.2.5
Safety manager ..........................................................................6
34.2.6
Head of the Department .............................................................6
34.2.7
Senior Management (Directors / Associate Directors/ Senior

Managers / Managers) ...............................................................7
34.2.8
All Personnel ..............................................................................8
34.2.9
Key safety personnel / Groups ...................................................8
34.2.10 Documentation Control Procedures .........................................11

34.2.11 Coordination of Emergency Response Planning ......................12
34.2.12 Safety Risk Management .........................................................12
34.2.13 Safety Assurance .....................................................................27
34.2.14 Management of Change ...........................................................32
34.2.15 Safety Promotion ......................................................................33
a)
Basic Safety Training .............................................................33
b)
Safety Training for Managers & LSAG Members ................34
c)
Safety Training for SAG Member(s) ......................................34
34.2.16 Control of Contracted Activities. ...............................................35
A-34-1
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34.
34.3
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QUALITY ASSURANCE PROGRAMME ............................................... 38

Audit / Surveillance Purpose .................................................... 38
34.3.2
Types Of Audit / Surveillance / Inspection ............................... 38
34.3.3
Audit Program .......................................................................... 38
34.3.4
Key Auditing Activities.............................................................. 40
34.3.5
Safety / Security Surveillance .................................................. 47
Objective................................................................................. 47
34.3.6
Review Of Audit / Surveillance Finding .................................... 48
34.3.7
Record Maintenance ................................................................ 48
34.3.8
Communication ........................................................................ 49
34.3.9
Code Of Conduct ..................................................................... 49
34.3.10 Training Program ..................................................................... 50

34.4
34.5
FLIGHT DATA MONITORING AND ANALYSIS ................................... 50

34.4.1
Flight Data Monitoring Process ................................................ 51
34.4.2
FDM Reporting POLICY .......................................................... 52
34.4.3
Counselling and Retention of records ...................................... 53
NOTIFICATION OF ACCIDENTS / INCIDENTS.................................... 54

34.5.1
Notification of Incidents ............................................................ 54
34.5.2
Definitions ................................................................................ 54
34.5.3
Reporting Procedure ................................................................ 55
34.5.4
List of Notifiable Incidents ........................................................ 56
34.5.5
Audits and evaluation............................................................... 60
A-34-2
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34.3.1
34.
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INTRODUCTION
The contents of this chapter are applicable to all activities required for the
provision of air transport services including but not limited to those of the
Flight Operations department and the Operations Control Centre.
Flight Operations is the end user of services from various departments for the
provision of IndiGo air transport services and as such, in the event of
discrepancies between the processes of various departments, end user
requirements will take precedence.
During an accident investigation, the Chief of Flight Safety, as the Accident
Prevention Officer, will be the nodal officer of the company to liaise with the
Director Air Safety of DGCA. As such, this chapter should be read in
conjunction with the Flight Safety Manual, which is attached as a part of the
Operations Manual and is available on board for ready reference.
34.1
STATUORY REQUIREMENTS
The content of this chapter complies with regulations laid down under DGCA
CAR Section-8 Series 'O' Part-II, DGCA CAR Section-1 Series C Part-I,
DGCA CAR Section-5 Series C Part I, DGCA CAR Section-5 Series F Part-I
and DGCA CAR Section-5 Series F Part-II.
34.2
SAFETY MANAGEMENT SYSTEM - FLIGHT OPERATIONS
34.2.1
Scope
The scope of SMS in flight operations applies to flight operations personnel

within the scope of the Air Operators Certificate.
A-34-3
Effective 09-Jul-14
This chapter provides details of the IndiGo Safety Management System and
Accident Prevention Program. It introduces the concepts of Safety, Risk
Management and Safety Assurance. It defines the safety responsibilities and
accountabilities of members of the Flight Operations department and details
Hazard Identification and Risk Assessment procedures.
34.2.2
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Safety policy and objectives
The Accountable Executive will be responsible for overall implementation

and management of Safety Management System of the company. He will
be supported by Safety Manager (Chief of Flight Safety) who would be
responsible for overseeing day to day functioning of Safety Management
System. However it will be responsibility of the Vice President (Flight
Operations)for effective implementation of Safety Management System
within the department.
The Safety Policy is a short statement by Accountable Executive describing
the value of safety to IndiGo. Safety Policy shall be communicated to every
employee in the flight operations department. The IndiGo safety policy will
be reviewed periodically and the necessary amendments will be carried out
as and when necessary.
The flight operations Safety Objectives are the driving force required to
achieve the standards laid down in the IndiGo Safety Policy. The
Objectives are laid down such that they are achievable and clearly define
the limits within which the department will operate. The stated objectives
will be unambiguous, documented, accessible, publicized and reviewed on
a regular basis.
34.2.2.1
Safety Culture
The company safety culture is considered as a key factor for an effective
Safety and its policy statement aims at promoting the desired results.
Safety culture is an outcome. It is the consequence of leadership,
organisational processes and practices. The Accountable Executive,
Head of Departments and Senior Management are responsible to
promote Airline Safety culture. They should instill in each individual that
every decision or action of theirs must take into consideration its effect on
the Airline Safety Awareness.
A-34-4
Effective 09-Jul-14
IndiGo safety policy is laid down in flight safety manual its goal is to
maintain zero accident record, minimize incidents, reduce and mitigate the
risks to lowest possible level.
34.2.2.2
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Positive Safety Culture
An effective SMS will make a major contribution in establishing a positive

safety culture by increasing risk awareness and improving
communications on safety matters.
34.2.2.3
Just Safety Culture
34.2.3
Safety accountabilities;
The successful management of safety is a cooperative responsibility and
it requires the participation of the senior management and all employees
of the airline. Each employee is required to strictly adhere to the standard
operating procedures in his area of activity and is accountable to the
supervisor / manager for ensuring safe flight operations.
Vice President (Flight Operations) is responsible for the safe operations
of his department and to develop and implement corrective actions.
Responsibilities and Accountability are interlinked. While individual staff
members are responsible for their actions, they are also accountable to
their supervisor or manager for the safe performance of their function.
Although individuals must be accountable for their own actions,
managers and supervisors are accountable for the overall performance of
the group that reports to them. Managers are also responsible for
ensuring that their subordinates have the resources, training, experience
etc. needed for the safe completion of their assigned duties. However all
Managers and staff are responsible for the safe performance of their
assigned duties.
34.2.4
Accountable Executive
The Accountable Executive has the ultimate accountability for the
activities of the company, including its safety & Security.
A-34-5
Effective 09-Jul-14
IndiGo believes in a positive safety culture which encourages safe

practices, and promotes active & effective safety reporting whilst
affording protection to reporters. The objective is to reduce the risk of
harm/ damage to person or property, and maintain at or below, an
acceptable level.
34.2.5
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Safety manager
Programmes are implemented to monitor Safety, Compliance and

the Security of companys activities in order to identify safety
hazards, assess their risk and measure its safety performance.
A process is in place to initiate and monitor remedial actions

necessary to maintain an acceptable level of safety for each activity.
Determines with the support of the Airline Safety Committee and

Safety Action Groups, relevant indicators to:
o Continuously monitor the safety level achieved for
each functional department
o Identify and assess the gaps with safety, quality
and security objectives
o Determine the associated trends.
o Monitor the effectiveness of the corrective actions
Safety risk level of the operations is continuously assessed
Safety risks have been assessed before any operational change
Concerned management
performance
34.2.6
is
informed
of
insufficient
safety
Head of the Department

It is the responsibility of Vice President (Flight Operations) to ensure
the adoption of appropriate and timely preventive measures for the safe
conduct of flights. Before introduction of any new system, practice or
procedures in operation, maintenance or training; it shall be responsibility
of Head of the Department and Manager of the respective function to
carry out necessary risk analysis and eliminate the chance for the
development of any new hazard. He will be Responsible:
For safety management of the department.

A-34-6
Effective 09-Jul-14
The Safety Manager is in charge of managing Accident prevention and

safety programme of the company.
The Safety Manager ensures that:
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PREVENTION PROGRAM
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To ensure adequate resource allocation for designing,

implementation and administration of the safety management
system.
To assume the leadership role to ensure the commitment

throughout their respective departments to the safety management
system requirements.
To encourage hazard reporting.
To ensure all employees are aware of the required aspects of SMS

and necessary training for the same is imparted.
To ensure that entire staff is aware of safety policy and are

accountable for their safety performance.
34.2.7
Senior Management (Directors / Associate Directors/ Senior

Managers / Managers)
All Senior Management and Safety / Security SPOCs will be committed
to the Safety Policy. They will be accountable for their actions in
respective area of work and will provide safety risk management
expertise within the department. The responsibilities include:
Support and assist programs and analysis teams in conducting

Safety Risk Management activities
Facilitate, if needed, Safety Risk Management decision process and

resulting documentation.
Encourage hazard reporting in the section.
Organise SMS training for all employees of their respective sections

and ensure they are fully aware of safety Policy, Objectives and
responsibilities.
Ensure that safety communication is disseminated to all employees.
Ensure the employees fully understand why a particular safety

action is being initiated and why safety procedures are introduced or
changed
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PREVENTION PROGRAM
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Provide input on safety issues to Safety Manager (Chief

of Flight Safety).
Ensure that management of human resources is

appropriate to facilitate safe operations
All Personnel
A successful safety management system requires a focused sense of
ownership throughout the system. It is essential that the senior
management commits to do whatever it takes to improve safety. It is
equally important that all employees feel they have a system that values
their input and is responsive to their contributions and ideas. In order to
achieve this, all employees at IndiGo will have the opportunity to
contribute to the development and implementation of the safety
management system and are accountable for their actions. All employees
will be responsible to:
34.2.9
Comply with relevant safety requirements and procedures

outlined in IndiGo Safety Management System Manual (SMSM)
and other duly authorized Documents, Instructions and
Circulars.
Adhere to Standard Operating Procedures as laid down in the

respective manuals.
Report any safety hazard or system failure to Flight operations

LSAG / SAG member and Safety Manager.
Support as and when the safety audits occur.
Support safety investigations as and when conducted.
Key safety personnel / Groups

The successful management of safety is a cooperative responsibility that
requires the participation of all relevant management and operational/
support personnel of IndiGo. In order to achieve this, following personnel
will be responsible for management of Safety & Security:
A-34-8
Effective 09-Jul-14
34.2.8
34.2.9.1
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Airline Safety Committee (ASC)
34.2.9.2
Make recommendations / decisions concerning safety policy

and objectives with respect to Flight operations
Responsible for ensuring implementation of remedial actions to

maintain at an acceptable risk level in the departmental
activities.
Define safety performance indicators for Flight operations and

set safety performance targets in consultation with Safety
Manager.
Take decision regarding safety risk tolerance.
Review safety performance and ensure that corrective actions

are taken in a timely manner.
Provide strategic directions to Member Safety Action Group

(SAG) where applicable.
Ensure that appropriate resources are allocated to achieve the

established safety performance.\
Safety Action Group (SAG)

On development of a strategic direction by the ASC, concerted
implementation of strategies must take place, in a coordinated manner
across the company, which is the primary role of the Member(s) of Safety
Action Group. The Member SAG deals with implementation issues to
satisfy the strategic directives of the Safety Review Board. Member(s)
SAG is accountable to Safety Manager and Vice President (Flight
Operations)seek strategic advice from them.
Vice President (Flight Operations) will nominate SAG member(s) at Head
Quarter level and the same will be informed to Safety manager as well as
all departmental employees. The role of the Member SAG would include:
Overseeing operational safety within Flight operations.

A-34-9
Effective 09-Jul-14
Vice President (Flight Operations) will be representative of department in

the Airline Safety Committee and as part of ASC will be responsible for;
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PREVENTION PROGRAM
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Implementing mitigation or corrective actions.
Define remedial actions for safety issues so as to maintain the

departmental activities at an acceptable risk level.
Assessing the impact of safety on operational changes and

activating hazard and risk analysis process as appropriate.
Maintenance
indicators.
Organizing and managing safety training and promotion

activities.
Managing the areas hazard identification and risk analysis

activities which include maintenance of Hazard Log for the
department.
Oversee working of LSAG and provide guidance to LSAG

member as and when required.
Coordinating with the safety cell on matters related to safety

data collection and analysis.
Ensure that all information related to Hazard identification, Risk

mitigation is timely forwarded to Safety Cell.
and
review
of
departmental
performance
Local Safety Action Group

IndiGo is rapidly growing both in terms of men & material and
geographical spread (number of airports for night halts). In order to deal
with implementation issues across the network, the Local Safety Action
Group (Corporate) is supplemented by the Local Safety Action Groups
which will meet once a month.
The strategic direction developed by the ASC/ SAG, will need concerted
implementation of strategies across IndiGo, in a coordinated manner.
The implementation of strategies is the primary role of the Local Safety
Action Group (LSAG). LSAG is a committee composed of line managers
and representatives of front-line personnel. The LSAG is eminently
tactical and deals with implementation issues to satisfy the strategic
directives of the ASC/SAG.
A-34-10
Effective 09-Jul-14
34.2.9.3
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PREVENTION PROGRAM
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34.2.9.4
Take action on Hazards reported directly to them or forwarded

by Member SAG / Safety Cell.
Participating in the implementation of the Safety solutions as

advised by Member SAG / Safety Cell.
Proposing Safety solutions
Monitoring the effectiveness of the solutions
Overseeing the safety performance of daily operations at

IndiGo.
Airline Safety Committee Meeting (ASCM)

The Airline Safety Committee Meeting chaired by the CEO will meet
quarterly and will be attended by all Post Holders and Senior
Management personnel having direct responsibility for safety in their
respective operational areas. The ASCM is also considered the Post
Holder Meeting. Besides dealing with safety issues, significant issues
arising from the Quality Assurance Programme and Regulatory NonCompliances are also discussed during this meeting.
In addition, the ASCM will, as and when required, include a planning
process for operations and maintenance which, through the Accountable
Manager, ensures sufficient resources are allocated to meet internal
operational, maintenance and security requirements, as well as to meet
requirements from external sources, such as the regulatory authorities
and equipment manufacturers.
34.2.10
Documentation Control Procedures

Refer Section 6 of the SMS manual issue 3.
A-34-11
Effective 09-Jul-14
Local Safety Action Groups is accountable to Safety Action Group and

takes strategic directions from the board through the Chief of Flight
Safety.
Vice President (Flight operations) will nominate LSAG member(s) at
Station level with information to Safety manager as well as all
departmental employees. The role of the Member LSAG would include:
34.2.11
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Coordination of Emergency Response Planning

Refer ERM
Safety Risk Management
There is always a certain amount of risk in anything people do. The

management of risk involves avoiding, eliminating, or controlling hazards to
the point where the level of risk is acceptable. Through proper planning,
alternate solutions may be found to anticipated problems, thus avoiding the
hazards altogether. If the hazards cannot be avoided, they should be carefully
analyzed and the associated risk mitigated by using specifically developed
procedures. If hazards prevail, then these must be controlled or, at least,
reduced to an acceptable level. The Risk Management Process constitutes:
Hazards Identifications
Risk assessment
Risk mitigation
All identified hazards will be analyzed and necessary risk mitigation will be
exercised by LSAG bases on the directives of SAG. Member(s) SAG will
take decisions in consultation with Safety Manager on whether or not to
accept risk. Decision will be based strictly on the magnitude of the risk vis-avis benefits of accepting it keeping personal convenience and emotions out of
the equation. If the risk is determined as unacceptable then SAG will analyze
the risk and develop risk mitigation action in consultation with Safety
Manager. On completion of the exercise, the Hazard log will be updated and
forwarded to Safety Cell. The Safety Manager is in charge of the Risk
Management.
34.2.12.1 Hazard Identification Process
Hazard is any situation or condition that has potential to cause adverse
consequences. Hazard identification is a process where organizational
hazards are identified and managed so that safety is not compromised. The
systematic identification and control of all hazards is the foundation for the
A-34-12
Effective 09-Jul-14
34.2.12
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34.2.12.1.1 Predictive Hazard Identification Process

Predictive hazard identification involves process of identifying hazard
before introduction of a new system / procedure or change in existing
system / procedure. For predictive hazard identification process, under
mentioned tools will be used:
a)
b)
System & Task Analysis - All departments will carry out the System
and task analysis for identifying hazards related to:
Initial designs of systems, organizations,

and/or products.
Changes to existing system designs.
Whenever
new
operations/procedures
adopted.
Existing
operations/procedures
when
modified.
External Information - Can also be used as means of safety hazard
identification. Such information can be obtained from:
Safety publication
Incident/accident reports
Conferences
Aircraft Manufacturer
Others operators
A-34-13
Effective 09-Jul-14
effectiveness of a risk management programme. Hazard identification may

be accomplished through predictive, proactive and reactive process.
The hazard identification and reporting process is open to all employees. It
may be done through formal as well as informal processes. It may be
performed at any time as well as under specific conditions. Specific
conditions would include:
When there is an unexplained increase in safety-related events

or infractions
When there are abnormal audit or safety indicator trends
When major operational changes are planned
Before a new project, major equipment or facility is set up
During a period of significant organisational change.
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34.2.12.1.2 Proactive Hazard Identification Process
a)
Anonymous Reports- This is a system of hazard reporting where

employee can forward the details of a specific hazard without
identifying himself /herself. Anonymous reports can be mailed to
Safety Manager (dhruv.rebbapragada@goindigo.in) or online
reporting system can be utilized. For online anonymous reporting
log on to IndiGo web portal under Flight Safety > FSF 008 > choose
the option of Anonymous reporting.
Voluntary Reporting- For voluntary reporting of errors and hazards

no action will be taken against an individual who submits a voluntary
report, unless it involves an illegal act, gross negligence or a willful
disregard of procedure or regulations.
The voluntary reporting system is available throughout the organization
that facilitates reporting of events, hazards and / or concerns resulting
from or associated with human performance in operations. This system is
fully supported by the management. Voluntary reports can be raised
using online reporting system or with respective SAG / LSAG
members with a copy to Safety Manager (fltsafe.hq@goindigo.in and
Fdmpilot@goindigo.in). List of SAG & LSAG members along with email
ID is available on IndiGo web portal under Flight Safety. For online
Voluntary reporting log on to IndiGo web portal under Flight Safety > FSF
008 > choose the option of Voluntary reporting.
The voluntary reports as and when received will be acknowledged and
analyzed by SAG / LSAG and if required consultation will be sought from
Safety Manager. Feedback on the action taken on Voluntary report will
be provided to the report initiator within one month. If due to some reason
the action cannot be completed with regard to voluntary report within a
month, an update with regard to the progress will be provided to the
initiator
As stated in the Indigo Safety Policy, Flight Operations believes in a just,
transparent, non-punitive Safety culture that encourages voluntary
b)
A-34-14
Effective 09-Jul-14
Proactive hazard identification involves the process of identifying hazard

before the event has occurred and in the process, under mentioned tools
will be used:
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c) Safety Inspections/Audits- As part of proactive hazard identification

process, findings from Surveillance/Audits carried out internally or
externally, will also be utilized. Following activities will be carried out as
part of Safety Inspections/Audit : Analysis of FDM data
Flight Surveillance (Line Flight and Simulator)
Audits
d) Confidential Reporting - The success of a confidential safety

reporting system depends on two fundamentals:
The ability to assure absolute protection of a report submitted by
any individual;
The level to which individuals within the organization exercise
their freedom to report actual or potential unsafe conditions or
occurrences.
Confidential reports can be emailed to Safety Manager
(dhruv.rebbapragada@goindigo.in) or online reporting system can be
utilized for the same. For online Confidential reporting, log on to IndiGo
web portal under Flight Safety tab FSF 008 is available choose the option
of Confidential reporting. Whenever a confidential report is received
through email the same will be de-identified and further forwarded SAG /
LSAG Member. Once the report is de-identified the process of Safety
Risk Management as followed for Voluntary reports will be followed
except that the feedback will be provided by Safety Manager.
e) Flight Data Monitoring

For details of the Flight Data Monitoring program, please see section 8.
Flight operations non punitive reporting policy is documented in the
Safety Policy. All personnel are encouraged to report errors, breach of
A-34-15
Effective 09-Jul-14
reporting of errors and hazards. No punitive action will be taken for any
voluntary and timely reporting of unsafe acts or hazards, unless it
involves an illegal act, gross negligence or a wilful disregard of procedure
or regulations.
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f) Line/ Simulator Surveillance

To supplement information gathered from FDM, Line Observation flights
and simulator surveillance will be carried out every month subject to
scheduling requirements and availability. This surveillance is to be
conducted under strict non-punitive and confidential conditions.
Accordingly, personnel are not held accountable for their actions and
errors that are observed.
34.2.12.1.3 Reactive Hazard Identification Process
Reactive hazard identification is a process of identifying hazard after the
event has occurred. As a process, under mentioned tools will be used:
a) Accident Reports- All industry related accident reports from

manufacturer / regulator will be will be used to identify hazards as part
of reactive hazard identification process.
b) Incident Reports- All incident reports will be used to identify

hazards as part of reactive hazard identification process.
c) Minor Occurrences- Minor occurrences / non-routine operational

occurrences such as medical emergency, ground turn backs and
minor ramp occurrences shall be investigated for reactive hazard
identification. Minor events, irregularities and occurrences occur
often during normal operations, many times without noticeable
consequences. Identifying and investigating certain irregular
operational occurrences can reveal system weaknesses or
deficiencies that, if left un-checked, could eventually lead to an
accident or serious incident.
A-34-16
Effective 09-Jul-14
standard operating procedures or good practices. In the absence of a

voluntary report, any such act or condition discovered in the Flight Data
Analysis or through investigation; or wilful neglect or violation of SOPs
or regulations, can invite withdrawal of anonymity and action under rules
governing Indian aviation and IndiGo policies.
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All Minor occurrences reported to SAG / LSAG / Safety Cell will be used
to identify hazards as part of reactive hazard identification process.
After a safety concern has been perceived, hazards underlying the safety
concern will be identified LSAG member in consultation with SAG
member. A risk assessment will be carried out by the SAG member to
assess its potential for harm or damage.
34.2.12.2.1 Risk Probability
Risk Probability is the likelihood that a situation of danger might occur.
The following questions (not an exhaustive list) will be used as guide to
assess of probability of risk:
Is there a history of occurrence like the one being assessed, or is
the occurrence an isolated event?
What other equipment, or similar types of components might have
similar defects?
How many operating or maintenance personnel must follow the
procedure(s) in question?
How frequently is the equipment or procedure under assessment
used?
Is there organisational, management or regulatory implications that
might generate larger threats to public safety?
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34.2.12.2 Risk Assessment
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Table - The risk probability
Risk Probability
Interpretation
Value
Almost Certain
Likely to occur many times (has occurred

frequently)
Likely
Likely to occur some times (has occurred

infrequently)
Possible
Unlikely, but possible to occur (has occurred

rarely)
Unlikely
Very unlikely to occur (not known to have

occurred)
Rare
Almost inconceivable that the event will occur
34.2.12.2.2 Risk Severity

Risk severity measures the possible consequences of a situation of
danger, taking as reference the worst foreseeable situation. Severity may
be defined in terms of property, health, finance, liability, people,
environment, image, or public confidence. The following questions (not
an exhaustive list) will be used as guide to assess the severity of risk:
How many lives are at risk (e.g. employees, passengers,
bystanders, general public)?
What is the impact on environment (e.g. spillage of fuel or other
hazardous products, physical disruption of natural habitats)?
What is the severity of property, financial damage (e.g. direct asset
loss; damage to aviation infrastructure, third party damage and
financial impact on the State)?
What is the damage to Companys reputation?
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Probability of occurrence
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Value
5
2
1
Effective 09-Jul-14
Table - The risk severity

Severity of occurrences
Interpretation
Risk Severity
Catastrophic
Aircraft crash, Complete destruction of
facility / equipment,
Multiple deaths
Major
A large reduction in safety margins, physical
distress or a reduction in the ability of
employees to cope with adverse operating
conditions as a result of increase in
workload, or of conditions impairing their
efficiency,Serious injury or death to a
number of people, Major equipment damage
Moderate
A significant reduction in safety margins, a
reduction in the ability of employees to cope
with adverse operating conditions as a result
of increase in workload, or of conditions
impairing their efficiency.
Serious incident, Injury to persons.
Minor
Nuisance, Operating limitations, Use of
alternate procedures, Minor incident.
Insignificant
Little consequences
a)
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Risk Assessment Process
Almost Certain (5)
10
Likely (4)
Possible (3)
Unlikely (2)
Rare (1)
b)
Risk Acceptability
After conducting the safety risk assessment, risk has to be prioritized for
acceptability and accordingly resources will be allocated. SRB or SAG will
assess the risk for acceptability and take decisions accordingly, in
consultation with Safety Manager.
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Risk assessment is integral to an effective SMS and is used in taking

decisions that affect the safety of the operation. The purpose of
conducting a formal safety risk assessment is to prioritize items
competing for limited resources and to identify hazards requiring special
handling.
Once the risk Probability and risk Severity values are determined, they
will together constitute the Risk Assessment Matrix.
The Risk Assessment Matrix
RISK
RISK SEVERITY
PROBABILITY
Catastr Hazard
Major
Minor
Insignifi
ophic
ous
cant
(3)
(2)
(5)
(4)
(1)
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Table - The Action to be taken with respect to Risk Acceptability.

Severity
Action
9-10
Extreme
Immediate action required
7-8
High
5-6
Moderate
2-4
Low
Action plan required, senior management

attention needed
Specific
monitoring
or
procedures
required, management responsibility must
be specified
Manage through routine procedures
34.2.12.3 Hazard Log

Effective safety reporting of hazard by all personnel, their analysis and
documentation is a corner stone for effective safety management system
at IndiGo. A formal repository of safety knowledge is a safeguard against
volatility of the information. In addition the historical safety knowledge will
enable us to make safety decisions based upon facts and not opinions.
To document the hazard in an objective manner the company has
developed a Hazard Log. The master hazard log will be maintained by
Safety Manager. However SAG member of Flight Operations will be
responsible for maintenance of departmental Hazard Log. All Hazard
identified through the Hazard Identification process will be added to this
Log. Departmental Hazard Log on bimonthly basis will be forwarded to
Safety Manager for updating the Master Log.
Hazard Log will be used as the source for Departmental Safety
Performance Measurement Data and the information from Hazard Log
will form basis of Departmental Safety Indicators.
IndiGo Hazard Log will contain fields mentioned in below mentioned
Table for documentation of Hazards :-
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Risk Score
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ID
Hazard description
Worst credible effect
and reason
Existing controls
Effectiveness
of
existing Controls
Outcome
mitigation
pre
Out
Come
mitigation
acceptable
Accepted By
pre
Additional
controls
risk
Outcome
mitigation
post
Out
post-
Come
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Source
Location
Functional Area
Table - Hazard Log

Unique Hazard ID number this allows
traceability of the hazard (particularly if
discovered via multiple sources)
Method from which hazard was identified.
If applicable, the location of the hazard
The area or function of the operation within
which the hazard resides
A short description of the hazard.
A short description of the worst credible
effect of the hazard (what risk could the
hazard potentially lead to?) and the reasons
for the hazard leading to this risk
Identification of the existing mitigations (or
controls) which prevent the hazard leading
to the end effect
Effectiveness of existing controls can be
determined
based
on
identification,
documentation & implementation of Hazard
and existing Controls.
An analysis of the risk, in terms of
probability,
severity
and
ultimately
tolerability (or acceptability).
Based on the severity and probability of risk
associated with hazard is the risk level
acceptable with existing controls
Name of the person(SAG) accepting
outcome pre-mitigation as acceptable
If the risk is found to not be acceptable (or
acceptable with additional mitigations),
additional controls will be shown here
Following the implementation of additional
controls, the new outcome (risk) is analysed
for acceptability
Post Mitigation is risk level acceptable
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mitigation
acceptable
Accepted By
Deadline
Review period
34.2.12.3.1 Hazard Source

The following nonexhaustive list shows the potential sources for hazard
data. Remember, a hazard is an event with the potential to cause risk
(harm).
Accident / incident investigations
Flight Operations Quality Assurance (FOQA) also known as

Flight Data Monitoring (FDM)
Cockpit Voice Recorders (CVR)
Internal safety audits
Flight reports (flight crew, cabin crew) including operational

reports, hazard reports, incident reports etc
Maintenance reports
Hazard workshops (proactive brainstorming)
DGCA regulatory audits and surveillance activities
Mandatory Occurrence Reports
Voluntary reporting systems (anonymous)
Safety surveys
Line Operations Safety Audits (LOSA)
Change risk assessments (for operational changes)

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Owner
Name of the person(SAG) accepting

outcome pre-mitigation as acceptable if not
acceptable the matter will be escalated to
ASC.
Specific action owners(LSAG) will have the
responsibility for implementation of the risk
control
A deadline for the action shall be fixed.
A review period shall be specified, upon
which the effectiveness of the new controls
shall be assessed. Are they effective, or are
new risk controls necessary?
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Other organisations' hazard logs

Quality audits
Manufacturers reports
Safety Information Exchange programmes
34.2.12.3.2 Hazard Description

Hazards can be described based on area of operation or organization.
Given below is a pictorial example:
34.2.12.3.3 Evaluation of Controls

SAG member will be responsible for evaluation of Safety Controls. Safety
Controls will be evaluated based on-
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Whether the safety control addresses the safety risk and if so

does it address the safety risk partially or wholly.
Is the Safety control documented?
Is there a continuous implementation of Safety Control?

Base on the above criteria effectiveness of control will be determined
using table below;
Does the
Is the control
Is the control in
Control
officially
operation and
address the
documented and
applied
risk
communicated
continuously
effectively
Yes
Partly
No
Total
Sum of the above
Control
Score
Total Control score

of 6 to 9
Total Control score

of 5
Total Control Score
of 4
Total Control score
of 3
At best control addresses risk but is not

documented or in operation; at worst control does
not addresses risk and is neither documented nor
in operation
Control addresses risk, at least partly, but
documentation and / or operation of control could
be improved
Control addresses risk, but documentation and /
or operation of control could be improved
Control addresses risk, is officially documented
and applied continuously
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Effectiveness of control based on above three parameters will be

measured on a scale of 1 to 3 with being most effective and 3 being least
effective. Once the three parameters have been evaluated then total
control score will be calculated on the scale of 9 to 3. A brief description
of Total Control Score will be as per table given below
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34.2.12.4 Risk Control and Mitigation
When the acceptability of the risk has been found to be Extreme or High,
control measures will be introduced the higher the risk score, the
greater the urgency. The level of risk can be lowered by reducing the
severity of the potential consequences, by reducing the likelihood of
occurrence or by reducing the exposure to that risk. In this phase, options
for dealing with risk are developed and managed.
34.2.12.4.1 Safety Risk Mitigation Control and Supervision
Proposals for corrective action resulting from the accident prevention and
flight safety programme shall be the responsibility of the Safety Manager.
Safety Manager will also be responsible for monitoring the effectiveness
of changes resulting from proposals for corrective action identified by the
accident and flight safety programme.
a)
Member Airline Safety Committee

Vice President (Flight Operations)is responsible for ensuring
implementation of remedial actions to maintain at an acceptable risk level
the departmental activities.
b)
Member Safety Action Group

The Safety Action Group, during scheduled SAG meeting or on request if
needed,
If needed, gathers further information or creates a working

group in order to:
o Analyze and identify the causes of the risks
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Total elimination of risk is an unachievable goal. Even in organisations

with the best training programs and a strong safety culture, will
occasionally make errors due to human factor. The best-designed and
maintained equipment may occasionally fail. It is therefore important that
systems be designed and implemented in such a way that, to the extent
possible, errors and equipment failures do not result in an incident or
accident. This means that the risk must be balanced against the time,
cost and difficulty of taking measures to reduce or eliminate the risk.
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o Assess the associated risks.

o Develop Mitigation strategies.
Define the remedial action and forwards the same to Member
ASC for review and approval.
Coordinates at Headquarter level the actions if several
departments are involved.
Reviews the remedial actions.
Maintain Hazard Log of Flight Operations.
c)
Member Local Safety Action Group

The Local Safety Action Group, during scheduled LSAG meeting or
on request if needed,
Implementation of the remedial actions at ground level.
Coordinates at station level the actions if several departments

are involved.
Report Safety issues to SAG and Safety Manager.
d)
Safety Manager
In order to ensure the effectiveness of the risk mitigation and control
measures, the corrective actions will be monitored and evaluated on a
regular basis. Follow-up activity will be conducted through the internal
audit process. This will include comprehensive documentation of audit
findings, corrective actions and follow-up procedures.
Monitors the effectiveness and timing of the implementation of

the remedial actions
Monitors the effectiveness of the associated expected changes
Identifies safety hazards / Non Compliance Findings / Security

weakness and associated risks
If needed raises a Safety Issue
Informs the concerned manager head of the department
Ensure that remedial actions are defined
34.2.13
Safety Assurance
Safety Assurance is the continuous process of generating feedback on
Safety performance to complete the Safety Management Cycle and
ensure the performance and effectivity of the risk management
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Flight Operations shall analyse FDM data on a monthly basis to identify

significant trends specific to parameter exceedence / base specific
issues. Any spike in these trends shall be proactively addressed through
a review of procedures / individual pilot counselling. Suitable monitoring /
corrective training shall be included and the results of these actions shall
be monitored to provide adequate safety assurance.
34.2.13.1 Safety Performance
The safety performance at IndiGo will be monitored, predictively,
proactively and reactively in the form of Safety Performance Indicators,
Safety Performance Targets and Safety Requirements, to ensure that the
objectives are achieved.
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processes that IndiGo has put in place; through continuous corrective

action. Safety Assurance control is achieved by monitoring and
measuring the outcomes of activities those IndiGo personnel must
engage in for delivering quality air transport services.
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a)
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Safety Measurement
b)
Safety performance measurement

Safety performance measurement quantifies all occurrences
Having low safety consequences, and
That may be indicative of emerging safety risks.

The Safety Performance measurement doesnt refer to all incidents or
accidents themselves but to their potential precursors. The Safety
performance measurement is mainly:
In the Proactive and Predictive Safety domain.
A non-stop activity, involving continuous monitoring of

operational activities.
c)
Safety Performance Indicator

Hazard identification and risk assessment processes highlight IndiGos
safety concerns. IndiGos safety concerns are linked to safety
performance indicators to monitor:
The evolution of the safety concern
The efficiency of the corrective actions that have been put in

place,
The safety indicators are the results of all flight safety monitoring tools
(Hazard Log):
Classification of hazards provided by the reporting system
Finding identified by Audit or inspection
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The safety measurement quantifies IndiGos occurrences having high

safety consequences.
Such as but not limited to:
Number of serious incidents
Number of incidents
Number of MOR (Mandatory Occurrence Report)
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Safety performance objectives

The Airline Safety Committee defines safety objectives for each Safety
concern. The safety improvement to reach and maintain these objectives
are the conditions to operate at an acceptable safety risk level.
Vice President (Flight Operations)is in charge of the requested safety
improvement and is responsible to maintain the operations at an
acceptable safety risk level.
Based on the safety objectives and with the support of the ASC the
safety manager defines the safety performance indicators and their
targets. The Safety Targets and indicators will be issued by Safety
th
Manager by 15 January every year.
The Airline Safety Committee reviews and redefines these objectives
annually and monitors the indicators in comparison with their targets to
ensure a continuous improvement of the safety level.
e)
Safety Performance Monitoring

The monitoring of the safety concerns and of the efficiency of the
corrective actions is performed by monitoring the evolution of the safety
performance indicators associated to the safety concerns.
The SAG member in coordination with Safety department must record
periodically the values of the Safety performance indicators for each
safety concern.
SAG member will use the form given below to record these values and
targets:
IndiGo Safety Concerns
PERFOMANCE INDICATORS
ACTUAL
VALUE
TARGET
Safety Concern A
Safety Performance indicators
A1
A2
A3
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d)
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34.2.14
Management of Change
External or internal changes may impact the safety of the Airline. The company
shall have a process to identify changes within or external that have the potential
to affect the safety of aircraft operations, and:
For internal changes, ensure safety risk is considered before such

changes are implemented;
For external changes, evaluate the adequacy of existing risk controls

when such changes will affect the operational environment.
Member Safety Action Group shall be in charge to study the safety consequences
of the changes on all activities and provide a report to the Airline Safety
Committee and to the Safety Manager highlighting the potential or actual
consequences on Safety. If needed, the Airline Safety Committee may require
mitigation before implementing changes. The hazard identification, risk
assessment and mitigation processes should be used to ensure that the change
has no adverse effect on safety.
If safety risks have been identified, member Safety Action Group will be
responsible to put in place safety performance indicators when change is
implemented to provide quantified information on these safety risks. Change
management involves a systematic approach to the modifications of operating
procedures with consideration of operational risk management.
Operational risk management involves the development of an Operational Risk
Profile (ORP). The ORP is defined as an operationally focused, predetermined risk
management plan (or assessment) for a specific operational task. An analysis of
deviations(s) from the normal conditions outlined in an ORP is necessary to
complete operational risk management.
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Safety Concern B
B1
B2
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The company change management process involves the following steps:

Develop the case
Conduct risk and opportunity planning
Prepare the project plan.
Implement the change
Monitor and review
34.2.15
Safety Promotion
Safety promotion is an ongoing process. All activities whether reactive, proactive

or predictive methods are used towards enhancing safety standards. These can
be achieved through safety promotion. Safety promotion is linked closely with
safety related training, awareness and communication. General safety awareness
training, which incorporates a Safety Management System (SMS) overview, is
provided to all staff (involved in operational activities) joining IndiGo during the
induction programme. All new joining staff, pilots, new commanders, new
engineers, cabin crew and Cabin Lead Attendants receives an SMS briefing
during their formal orientation course. Existing employees are given SMS briefing
during periodic station visits.
34.2.15.1 Safety Training
The level of safety management training required will vary from general safety
familiarization to expert level for safety specialist. The safety training imparted will
be as follows:
Basic safety training for all staff.
Safety training for managers.
Safety Training for LSAG Members
Safety Training for SAG Members

a)
Basic Safety Training
Basic safety training for all employees is to create awareness of the Safety Policy
and Objectives set and the importance of developing a safety culture. The training
will cover the following topics:
Safety Policy & Objectives.

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How an incident, accident may happen and how to report it.

Hazard Identification and reporting.
How to decrease risks (Safety methods, safety tools).
Need to comply with procedures.
Need to report risk or occurrence.
b)
Safety Training for Managers & LSAG Members

It is essential that managers understand the principles on which the SMS
is based. Training would ensure that managers and LSAG members are
familiar with the principles of the SMS and their responsibilities and
accountabilities for safety. The training will cover the following topics:
Basic Safety Training as described above
Cost of an incident/accident
c)
Safety Training for SAG Member(s)

It is essential that SAG member(s) not just understand the principles on
which the SMS is based but also has knowledge of Safety Risk
Management. Training would ensure that SAG Member(s) are familiar
with the principles of the SMS, their responsibilities and accountabilities
for safety and will also help them to effectively carry out Departmental
Safety Risk Management. The training will cover the following topics:
Basic Safety Training as described above
Cost of an incident/accident
Safety Risk Management.
34.2.15.2 Safety Awareness

In the company safety management is integrated into the overall
management system, processes and practices it is not separate or
delegated activity. Departmental Managers will be responsible for
promotion of safety awareness. They will demonstrate the importance of
the safety to their staff by treating safety as one of the key deliverables.
34.2.15.3 Safety Communication
Training of all kinds aim towards enhancing knowledge or awareness
among the personnel, lack of awareness can also be catastrophic.
Hence, in addition to normal training for the personnel, company also
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34.2.16
Control of Contracted Activities.
To ensure outsourced functions are conducted in a manner that meets our

own operational safety and security requirements, a monitoring process
shall be incorporated. The monitoring would be applicable to any external
service provider that conducts outsourced operational functions. The
monitoring as a minimum shall include auditing as a process for the
monitoring of external service providers.
For operational functions being conducted by a governmental or quasigovernmental authority that is not under our control (e.g., passenger or
baggage security screening at some airports) the output of the function
being conducted by the authority be monitored to ascertain desired results
are being achieved.
SAG member shall ensure equipment or other operational products
relevant to the safety or security of aircraft operations that are purchased or
otherwise acquired from an external vendor or supplier meets the specified
product technical requirements of the company.
The under mentioned process will be followed to ensure that all such
products prior to being used in the conduct of operations or aircraft
maintenance meet specified product technical requirements
All such products will be identified
Special focus on the supplier, the product or a combination of both shall

be made to ensure companys technical specifications are met.
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adopts Safety Communication to promote safety. Safety communication

is carried out through:
Workshops
Safety Circulars
Safety Information Bulletins
Safety Journals
Advisory Circulars
Further in IndiGo Incident accident reports from other airlines and
manufacturers are circulated among the concerned personnel under
awareness program.
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Evaluation of suppliers, with the selection of suppliers based on their

ability to supply products in accordance with the company's requirements
and technical specifications.
Supplier audit shall be carried out assessing the abilities of suppliers to
deliver quality products.
Rigorous receiving inspections shall be carried out for verifying that
operationally critical products meet specified technical requirements prior
to such products being put into service.
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The entire risk management process: Summary
A Safety Concern is perceived
Identify Hazards & Assess Risks

Identify the level
of Probability
Identify the level

of Severity
Identify the Risk Index
Take action &

continue
YES
Is the Risk Level Acceptable?
NO
Take action &

continue
YES
Can the risk be eliminated?
NO
YES
Can the risk be mitigated?
YES
Can the residual risk be accepted?
Take action &

continue
NO
Cancel the
Operation
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Record hazard & risk

assessment /
mitigation
34.3
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QUALITY ASSURANCE PROGRAMME
34.3.1
Audit / Surveillance Purpose
Flight Operations has a quality assurance program that provides for the auditing
and evaluation of the management system, and of operations, to ensure the
department is:
a) Complying with applicable regulations and standards of the company;
b) Satisfying stated operational needs;
c) Identifying areas requiring improvement;
d) Identifying hazards to operations.
34.3.2
Types Of Audit / Surveillance / Inspection
Safety / Security audits are effective tools for accident prevention. Different types
of audits will be conducted and which are listed below:
Analysis of FDM data/FOQA
Flight Surveillance(Line Flight and Simulator)
Audits
34.3.3
Audit Program
It is a series of steps which will be carried out or goals to be accomplished as part

of Audit activity.
A typical audit program consists of:
Authority for the Audit Program
Establishment of the Audit Program
Implementation of the Audit Program
Monitoring of the Audit Program
Improvement of the Audit Program
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As part of Flight Operations department quality assurance programs various audit

& surveillance activities as laid down in this chapter will be planned and executed
by Standards and QA department. An audit is a systematic and independent
comparison of the way in which an operation is being conducted against the way
in which the published operational procedures say it should be conducted. In flight
Operations, audit will be a formal and planned function which will be carried out by
trained auditor and shall adhere to auditing requirements laid down in this manual.
34.3.3.1
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Authority Of The Audit Program
34.3.3.2
Establishment Of The Audit Program

Vice President (Flight Operations)will issue the audit / surveillance plan
by 15th December for the next calendar year. All efforts shall be made to
adhere to the plan.
One month prior to conduct of audit a reminder would be sent to
concerned auditee with the specific audit plan. Any change to the
published audit plan will be intimated to the auditee one month prior to
the Audit.
Safety Action Group member will be responsible for
a) The performance of the quality assurance program;
b) Ensuring communication and coordination with
managers in the management
34.3.3.3
operational
Implementation Of The Audit Program

The implementation of an audit program shall cover communications,
scheduling activities, conducting audit activities and ensuring records are
kept of all process. The audit activities shall be carried out as agreed
upon by both the auditee and auditor.
34.3.3.4
Monitoring Of The Audit Program

The ultimate goal of monitoring is to ensure that a thorough audit has
been conducted. The Lead Auditor will be responsible for monitoring or
checking the Audit / Surveillance activities to ensure that all relevant
areas or elements are checked appropriately
34.3.3.5
Improvement Of The Audit Program

Auditing is done independently and objectively for quality assurance and
identifying of underlying hazards and mitigating risk related to them.
Audits add value to decision making activity that can improve operation.
Audits provide opportunities for continual improvement. Audits are
reviewed to keep in line with best practices in world.
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Vice President (Flight operations), has the authority for managing the
department audit / surveillance program.
34.3.4
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Key Auditing Activities
34.3.4.1
Initiation Of The Audit
This is the phase of defining the audit purpose or objectives, scope, criteria and
selection of audit team members.
34.3.4.2
Audit Objective
Audit Objective defines why the audit is required and what is to be achieved by the
audit. The objective of Audit can be assurance, improvement, to verify ongoing
compliance with regulation or verify conformance with standards laid down in the
documented rules and regulations.
34.3.4.3
Audit Scope
SAG Member shall ensure the audit planning process defines the scope of each
audit, as appropriate for the area being audited, and also:
a) Includes audit objectives that address ongoing compliance with
regulatory requirements, Operator standards and other applicable
regulations, rules and standards;
b) Considers relevant operational safety or security events that have
occurred;
c) Considers results from previous audits, including the effectiveness of
corrective action that has been implemented.
Audit Scope establishes the perimeter of the areas to be audited and identifies the
items, groups and activities to be examined. The scope of an audit could be a
complete systems audit covering the system in its entirety, or could be limited to
one or more procedure.
34.3.4.4
Audit Criteria
These are set of policies, procedures or requirements used as a reference

(documented reference) for audit purpose. Reference documents (such as the
auditees policies or procedures manual) are to be defined in the audit plan. These
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Audit is a systematic activity involving initiation, preparation, document review,

audit performance, reporting, follow-up & closure. For an audit to be effective, all
the above activities have to be carefully conducted in a phased manner.
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manuals shall contain all the relevant policies and procedures that affect the
auditees operations.
34.3.4.5
Audit Team Leader
34.3.4.6
Audit Team
Audit Team leader in consultation with SAG Member will nominate Audit
team members depending on the Audit Scope. All Audit team members
will have minimum of one year of aviation experience and must be
trained in auditing. The team member shall have the knowledge, skills
and work experience needed to effectively assess areas of the
management system and operations that are being audited. All Audit
Team Members shall be free from bias and influences which could affect
audit objectivity.
SAG Member can depute untrained officials from Flt Ops department to
form part of Audit team as on Job Trainees.
34.3.4.7
All Audit Team Members will be responsible for:

Retaining and safeguarding documents pertaining to the audit:
Submitting such documents as required.
Treating privileged information with discretion.
Cooperating and supporting the lead auditor
Audit Preparation
The success of audit depends on Audit preparation which includes Preparing

of Audit Plan, Assign work to audit team & Preparing / updating of relevant
checklists. To be effective, auditors shall prepare for an audit of a particular
area of operations by:
a) Conducting research into any relevant incidents or irregularities that may
have occurred;
A-34-41
Effective 09-Jul-14
SAG Member will be responsible for identifying Audit Team Leader. Audit
Team Leader will be a trained auditor with minimum Two years of
experience in aviation. The lead auditor shall have management
capabilities and the authority to make final decisions regarding the
conduct of the audit and any audit observations. The lead auditor is
ultimately responsible for all phases of the audit
b)
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Reviewing reports from previous audits, including the effectiveness of

corrective action that has been implemented.
34.3.4.7.1 Audit Plan
SAG Member will be responsible for preparation and issuance the Annual Audit /
Surveillance plan. The documented audit plan shall include the following:
Auditee name and address
Audit objectives, scope and criteria
Identification of audit team members
Audit Agenda specifying departments or activities to be audited including

date start and end time of auditing plus names of assigned auditors
Audit report distribution and the expected date of issue

The plan shall reflect the status of each audit module and will include the audit
interval, date of previous audit and the scheduled due date of the next audit. All
efforts shall be made to adhere to the plan.
34.3.4.7.2 Audit Checklist
Audit Checklists provide Structure and continuity to an audit and ensures that the
audit scope is being followed. It is also a means of communication and a place to
record data for use for future reference. Audit checklist will be forwarded to
auditees along with Audit Plan.
34.3.4.8
Documentation Review
An essential part of any audit is not only to audit the actual systems, processes
and procedures but also to ensure that the auditor reviews the relevant
documentation before the audit is performed. Only by reviewing the
documentation can the auditor decide how to progress with the audit and develop
the questions he/she needs to ask during the audit.
Review of Documentation shall be carried out to assess whether all
required elements of the specified standard are addressed adequately,
A-34-42
Effective 09-Jul-14
Flt Ops shall have an audit planning process and sufficient resources, including
auditors to ensure audits are:
a) Conducted annually
b) Completed within a week/as specified by Vice President Flight
Operations
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34.3.4.9
Audit performance
Audit Performance relates to all the activities that take place during the
actual on-site audit. The effectiveness of the process is dependent upon
the how well the audit plan is executed and the completeness of
prepared checklists.
The on-site part of the audit is to determine the degree of compliance
with the documented system and the effectiveness of its implementation.
The auditor shall proceed with the audit in accordance with the audit
agenda, using the prepared checklists. It shall be the responsibility of the
lead auditor to supervise the activities of the audit team members to
ensure the audit objectives are achieved.
All efforts shall be made by Audit Team so as not to interfere in the
regular work of Audited department.
a)
Opening Meeting
This meeting at the beginning of the on-site audit shall be relatively brief
but will provide the opportunity for all attendees to clarify any problems or
conditions relating to the audit.
The elements of this opening meeting will be:

Introductions
Statement of Confidentiality
Confirmation of scope, objectives and Audit standard
Confirmation of availability of personnel
Review of Audit Plan and Audit Agenda
Explanation of method of auditing and raising of non-conformities
Confirmation of time, place and attendees for closing meeting.
A-34-43
Effective 09-Jul-14
there are adequate procedures or other documented measures to ensure

that activities are properly controlled and there are any deficiencies
present in the documentation system. Deficiencies will then be forwarded
to respective department for review and comments
b)
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Audit Evidence
Clues suggesting deficiencies will be noted if they seem significant, even if

checklists do not cover them, and investigated
c)
Analysis Of Finding
The Auditors will carefully verify and analyze all gathered evidence to conclude
conformity/compliance with specified requirements or standards and also to
maintain safety / security oversight on all operational departments. . Auditors shall
exercise professional judgment when analyzing or evaluating the gathered
evidence. All efforts will be made by auditors to complete the analysis before the
closing meeting. Upon completion of Analysis of gathered evidence the findings
will be classified as:
Level 1: Level 1 finding is any significant non-compliance with the

applicable requirement which lowers the safety / security standard and
hazards seriously the flight safety.
Level 2: A level 2 finding is any non-compliance with the applicable

requirement which could lower the safety / security standard and possibly
hazard the flight safety
d)
Closing Meeting
The audit team shall hold a closing meeting with the auditees senior management
and those responsible for the functions concerned. The main purpose of this
meeting will be to present the audit observations to the senior management in
such a manner so as to ensure that they clearly understand the outcome of the
audit and reach an agreement on the findings and corresponding corrective
actions. All nonconformities and observations are presented. In case of a
disagreement between the auditor and the auditee, the matter will be brought to
the notice of SAG member / Vice President (Flight Operations)and will be dealt
with accordingly.
A-34-44
Effective 09-Jul-14
Audit evidence is information that provides a factual basis or factual evidence for
audit findings which can be obtained through observing work area conditions,
interviews, examining records such as letters, contracts testimonial or testing
documents. Audit Evidence provides the basis for the Auditor to determine
conformity or nonconformity with required standards.
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34.3.4.10 Audit Report
The Lead auditor will be responsible for completion of detailed audit report
within 15 days of the closing meeting. Once the audit report is completed the
same will be forwarded to VP Flight Operations for review. Upon his approval
the same will be issued to the concerned auditee along with Corrective Action
Request Form (Refer Appendix 02).
All Level 1 findings will be immediately forwarded to Chief of Safety or
Security, respective Head of department and Auditee. All efforts shall be
made that corrective action is taken and implemented within 7 days, unless
any special extension has been granted by Accountable Executive.
All Level 2 findings will be forwarded to the Auditee. All efforts shall be made
that corrective action is taken and implemented for the finding within 30 days,
unless any special extension has been granted by Chief of Safety or Security
/ Head of Department.
34.3.4.10.1 Corrective Action Request Form
Flight Operations department shall have a process for addressing findings
that result from audits conducted under the quality assurance program, which
ensures:
a) Identification of root cause(s);
b) Development of corrective action as appropriate to address findings;
c) Implementation of corrective action in appropriate operational area(s);
d) Evaluation of corrective action to determine effectiveness.
Corrective Action Request will be raised by the Audit team for all findings.
Corrective Action Request will contain the following:
a) Reference number
b) Name of the audited department.
A-34-45
Effective 09-Jul-14
The Lead auditor shall prepare the audit report. The audit report is an
accurate, precise and concise record of the audit. The audit report will be
issued within the agreed arrangements (closing meeting) by the lead auditor
and the auditee. The audit report will contain the following:
The scope and objectives of the audit
Details of the audit plan
Summary of agreed non conformities or findings
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Date when the CARF was raised

Area of Surveillance
Responsible Manager
Date of audit
Details of the finding
Level of the finding
Document reference
Enclosures if any
Names of auditors
Name of Team leader
Signature of team leader
Target date for compliance
Root Cause of the Finding
Corrective action plan
Name of responsible manager for Corrective Action
Signature of the responsible manager
Date when corrective action was taken
Preventive action plan
Name of responsible manager for Preventive Action
Signature of the responsible manager
Date when preventive action was taken
Name of the personnel verifying the Corrective Action
Signature of the verifying personnel
Date of verification
Closure report of the auditor
Name of personnel closing the CARF
Date when CARF was closed
c)
d)
e)
f)
g)
h)
i)
j)
k)
l)
m)
n)
o)
p)
q)
r)
s)
t)
u)
v)
w)
x)
y)
z)
aa)
bb)
cc)
The reference number will be alpha numeric and will be of the form
AAA/SSS/XX/YYYY denoted as below:
AAA denotes the Type of Audit eg ISA(Internal Safety Audit)
SSS denotes the area of audit or the station eg DEL (Delhi)
XX denotes the number of the particular audit
YYYY denotes the year of audit
A-34-46
Effective 09-Jul-14
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34.3.4.11 Audit Follow-up And Closure
Once the corrective or preventive action is completed by auditee the

CARF will be forwarded back to auditor after completing fields 0 to W
along with proof and documentation of Corrective / preventive action.
The time limit set for Corrective / preventive action shall depend on the
level of finding and has to be adhered to.
The effectiveness of the action taken must be verified within six month by
lead auditor unless verification forms part of the planning of a subsequent
audit. If the verification is completed satisfactorily then the close out of
the CARF shall be done by the auditor by completing up the rest of the
fields of CARF (24 to 29).
The auditor upon closure of the CARF will provide notification of closure
to the auditee & Lead Auditor.
Unless the CARF is closed the audit finding will be considered as Open
34.3.5
Safety / Security Surveillance

Objective
The primary objective of Safety / Security surveillance is to provide Flight

Operations Department, by means of a variety of inspections, with an
accurate, real-time, and comprehensive evaluation of the safety / security
status of the airline. This surveillance program objective is accomplished by
inspectors performing the following:
a) Determining compliance with regulatory requirements and safe operating
practices.
b) Detecting changes as they occur in the operational environment.
c) Measuring the effectiveness of previous corrective actions
A-34-47
Effective 09-Jul-14
Of the above elements of CARF 1 to 14 will be filled by auditor and then

forwarded to the auditee. Upon receipt of the same auditee will carry out
analysis of the finding to determine root cause and decide the way
forward.
34.3.5.1
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Surveillance Plan
34.3.5.2
Inspection Team
Chief Pilot Standards & QA will appoint Flight Deck Inspectors to efficiently
execute the safety / security surveillance program. Inspectors will be subject
matter experts from Flight Operations department. The Subject matter experts will
be responsible to SAG member for successful execution of inspection activities.
The number of Inspectors for a particular type of Inspection will depend upon the
scope of Inspection. All Inspectors must preferably be trained in the fields of
Audits & Inspection
34.3.5.3
Surveillance Report
For details on reporting of inspection results refer Para 1.4.5

34.3.5.4 Surveillance Follow-Up And Closure
For details on reporting of inspection results refer Para 1.4.6
34.3.6
Review Of Audit / Surveillance Finding
SAG Member will review and analyze all findings from different activities carried
out as part of IndiGo FDM, Audit and Surveillance program. The analysis will be
carried out to see if there is a specific trend emerging. The analysis will be
presented by Standard & QA to Flight Operations Management in a meeting held
on a quarterly basis. Vice President (Flight Operations)shall thereafter present the
analysis in the Airline Safety Committee Meeting on a quarterly basis.
34.3.7
Record Maintenance
SAG member will be responsible of maintaining the under mentioned audit records
in soft / hard copy for a period of two years:
a) Published Annual Audit Plan
b) Revisions to Published Annual Audit Plan
c) Completed Audit / Inspection Checklist
d) Audit / Inspection Evidence
e) Audit / Surveillance Report along with CARF
A-34-48
Effective 09-Jul-14
Safety /Security Surveillance activity will be planned in the flight/ simulator

schedule or could be a surprise surveillance check, at the discretion of the
surveyor.
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The disposal and the scheduled backup of records will be as per policy laid down
in the corporate identity manual.
34.3.8
Communication
Flight Operations shall have a means for disseminating information from the
quality assurance program to management and non-management operational
personnel as appropriate to ensure an organizational awareness of compliance
with applicable regulatory and other requirements. Following Means of
Communication may be adopted for the same
E- mail
E-file
Any other effective means of communication

34.3.9
Code Of Conduct
To enhance the impartiality and independence of auditors /inspectors the following

code of ethics needs to be followed by the auditors:
a) To act in a strictly trustworthy and unbiased manner in relation with
IndiGo and any other organization being audited or by personnel under
their direct control;
b) To disclose any relationship they may have with the organization to be
audited before undertaking any audit function in respect of that
organization;
c) Not to accept any gift, commission, discount or any other profit from the
organization being audited, from their representatives, or from any other
interested person nor knowingly allow personnel for whom they are
responsible to do so;
d) Not to disclose the findings, or any part of them, nor to disclose any other
information gained in the course of the audit to any third party, unless
A-34-49
Effective 09-Jul-14
The audit process generates a lot of data. To ensure effective management of

data, an electronic database will be maintained. Station Manager / Department
Head will maintain audit record for their respective station / base for a period of
two years as mentioned below a) Audit / Surveillance Report along with CARF
b) Action Taken Report
c) Evidence if any of Action Taken against the audit / inspection finding.
e)
34.3.10
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authorized in writing by both the auditee and the audit organization, if

applicable;
Not to act in any way prejudicial to the reputation or interest of the audit
organization; and
In the event of any alleged breach of this code, to co-operate fully in any
formal enquiry procedure.
Training Program
SAG Member shall ensure the quality assurance program utilizes auditors that:
a) Have been appropriately trained and qualified;
b) Are independent & impartial.
c) IndiGo have a training and qualification program for auditors that conduct
auditing and evaluation against the IOSA standard. Such program should
ensure auditors have the knowledge, skills and work experience needed
to effectively assess areas of the management system and operations
that will be audited;
d) Maintain an appropriate level of current audit experience;
e) Complete initial and continuing auditor training;
f) Are evaluated on a periodic basis.
34.4
FLIGHT DATA MONITORING AND ANALYSIS

(Refer CAR Section 2, series I, Part V)
All aircraft in the fleet are equipped with an FDR that does not utilize
photographic film, engraving metal foil or magnetic tape. The description of
Flight data recorder is given in FCOM DSC-31-60.
A Flight Data Monitoring (Flight Operations Quality Assurance) program is a
predictive safety data collection system mandated by the DGCA under the
Accident Prevention and Safety Management System program. It is integrated
with the safety management system to ensure effective risk assessment and
management,
Flight Data Monitoring (FDM / FOQA) is defined as a systematic, proactive
and non-punitive programme for gathering and analyzing data recorded
during routine flights to improve flight crew performance, operating
procedures, flight training, air traffic control procedures, air navigation
services, or aircraft maintenance and design.
A-34-50
Effective 09-Jul-14
f)
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Identify areas of operational risk.

Identify and quantify changing operational risks by highlighting when nonstandard, unusual or unsafe circumstances occur.
To use the Flight Data information on the frequency of occurrence,
combined with an estimation of the level of severity, to assess the risks
and to determine which may become unacceptable if the discovered
trend continues.
To put in place appropriate risk mitigation techniques to provide remedial
action once an unacceptable risk, either actually present or predicted by
Trend analysis, has been identified
Confirm the effectiveness of any remedial action by continued Analysis.
Any FDM programme requires the cooperation of the flight deck crew. In
order to retain the trust of the Crew, IndiGo management is committed
towards maintaining anonymity of the crew names and towards a Just
Culture pertaining to safety reporting, investigation and action.
34.4.1
Flight Data Monitoring Process
Flight Data Parameters of the entire fleet are downloaded periodically, by the
engineering department to ensure that all IndiGo flights are monitored. (100%
monitoring) Raw flight data is then forwarded to the flight safety department.
The Flight Data is processed at the IndiGo DGCA approved facility (FDM /
FOQA Cell) on software, which has the limit values of all phases of the flight
(available in the Flight Safety Manual) pre-programmed. Though Parameter
exceedances (events) are automatically detected, they are validated
thereafter. Flight Analysis and review shall be carried out by Fleet Captain
(FDM and SMS), as the nominated process owner from the Standards and
Quality Assurance Department.
Events under the FDM programme will be graded as per severity levels.
A-34-51
Effective 09-Jul-14
In order to enhance the safety culture of the organization, IndiGo has further
expanded the scope of the regulatory Flight Data Recorder Monitoring and
Analysis program to analyze all IndiGo flights with the following primary
objectives:
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Yellow - Low severity level

Amber - Medium severity level
Red - High severity level.
Amber events will be analyzed as a group. If there is no voluntary report

raised then a safety communication is sent to the crew as an e-mail along
with a brief FDR description. The crew is expected to reply within 7 Days. All
assistance in terms of FDR data, Cockpit Emulator For Flight Analysis (CEFA)
display is to be provided.
Red events require a specific validation and analysis, which can require time
and expertise. The crew are expected to reply to the Safety communication
through e-mail within 3 days, if queried. Additionally the crew may expect a
call from the FDM pilot, who would try to ascertain the circumstances that led
to the event being generated. In order to help accurate analysis the crew may
also be required to visit the flight safety cell to enable them to take the
assistance of tools like CEFA, FDR DATA etc.
The Cockpit Emulator for Flight Analysis is a powerful interactive tool for
displaying information from the flight data recorders and wireless telemetry.
CEFA reproduces the flight deck instrumentation and exterior view of the
aircraft accurately as a dynamic simulation on the computer screen. The
animation can also be used as an effective CRM tool.
Over a period of time the parameters being monitored would be increased
and the levels of exceedances altered in order to allow the FDM process
owners to more accurately define safe operating parameters with the goal of
achieving the acceptable level of safety. The Fleet Captain FDM and SMS is
the FDM process owner from the Standards and Quality Assurance
Department.
34.4.2
FDM Reporting POLICY
If Flight Crew voluntarily reports a breach of standard operating procedures or

good practices, punitive action may not be taken against him. All flight crew
are encouraged to voluntarily report any exceedances or events with safety
implications, irrespective of their status or experience level. However, if a
A-34-52
Effective 09-Jul-14
Yellow events are statistically important because they can indicate the airline
trend for a given event. No validation is required for these events.
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Crew are also encouraged to call the Flight Safety Department if they would
like feedback on any specific flight. Data Monitoring experts can go over the
retrieved data and discuss specifics of any phase of flight with the crew. It
would help the crew understand the safety perspective and would improve our
safety standards.
The crew is also encouraged to communicate with the Flight Safety
department by filling on board Flight Safety Forms. (Flight Safety Incident
Reporting, Hazard Reporting, Voluntary/Anonymous Reporting etc.). For
timely reporting crew are also encouraged to email:
Fltsafe@goindigo.in and Fdmpilot@goindigo.in
Since mandatory systems deal mainly with hardware matters, they tend to
collect more information on technical failures than on the human performance
aspects. To help overcome this problem, voluntary incident reporting system
is used aimed at acquiring more information on the Human Factors aspects of
occurrences.
A list of notifiable incidents is given in the following paragraphs. It also aims to
promote the culture of reporting even when in doubt, and assures nonpunitive action as long as the act was not wilful violation or neglect of SOPs or
regulations.
34.4.3
Counselling and Retention of records
Chief Pilot (Standards and Quality Assurance) shall conduct crew counselling,
where he deems it necessary for correction of observed deficiencies and may
recommend further corrective action. He shall be assisted by the Fleet
Captain (FDM & SMS) as required.
Records of counselling shall be retained for a period of two years.
A-34-53
Effective 09-Jul-14
crew fails to report such act or condition, and it is discovered in the Flight
Data Analysis or through investigation; or if crew wilfully neglects or violates
SOPs or regulations, then the clause of anonymity would be withdrawn and
appropriate action would be taken abiding by rules governing Indian aviation
and IndiGo policies.
34.5
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NOTIFICATION OF ACCIDENTS / INCIDENTS
Details of the accident prevention and safety program including a statement of

safety policy and the responsibility of personnel is laid down in detail in the
Flight Safety Manual which is attached as a part of the Operations Manual
and is available on board for ready reference.
34.5.1
Notification of Incidents
All aircraft Accidents & reportable Incidents are to be reported by airlines to

DGCA within a stipulated time frame. Flight crew are required to promptly
report in case their flight was involved in a reportable Accident/Incident.
34.5.2
Definitions
An Accident is defined as an occurrence associated with the operation of an

aircraft which takes place between the time when any person boards the
aircraft with the intention of flight until the time when all such persons have
disembarked, in which:
a)
A person is fatally or seriously injured as a result of:

i) being in the aircraft, or
ii) direct contact with any part of the aircraft, including parts which have
become detached from the aircraft, or
iii) direct exposure to jet blast,
except when the injuries are from natural causes, self-inflicted or inflicted by
other persons, or when the injuries are to stowaways hiding outside the
areas normally available to the passengers and crew; or
b)
The aircraft sustains damage or structural failure which:

i) adversely affects the structural strength, performance or flight
characteristics of the aircraft, and
ii) would normally require major repair or replacement of the affected
component,
A-34-54
Effective 09-Jul-14
The Chief of Flight Safety is the Accident Prevention Officer of the company.
He will be the nodal officer of the company to liaise with the Director Air
Safety of DGCA during an accident investigation.
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c)
the aircraft is missing or is completely inaccessible.
An Incident is defined as an occurrence, other than an accident, associated

with the operations of an aircraft, which affects or could have seriously
affected the Safety of operation leading to an accident.
A Serious Incident is defined as an incident involving circumstances
indicating that an accident nearly occurred.
It is true that definition of an incident is not specific, but it is important to bear
in mind that occurrence becomes reportable if it endangers or if not corrected
would have endangered the aircraft, its occupants or any other person. This
criterion should be used at all occasions. It may be appreciated that one of
the best and most effective method for Accident Prevention is proper and
systematic investigation of incident. An indicative list of Reportable incidents
is provided in the following paragraphs.
34.5.3
Reporting Procedure
Whenever a notifiable incident / accident takes place:

a)
b)
c)
d)
The Pilot-In-Command of the aircraft must inform the OCC by means of

ACARS/ Phone immediately.
Immediately after landing, Pilot-in-Command will inform Vice President/
Director (Flight Operations)/ Chief Pilot (Standards & Quality Assurance)
and Chief of Flight Safety.
Pilot in command will fill up the appropriate Flight Safety Incident Report
form. All available details should be provided and its submission should
not be delayed due to lack of complete information. Relevant forms are
available on board in the Nav document bag on each aircraft and also
with the office of Airport Managers at all stations.
OCC Controller on duty receiving the incident message should follow up
with the Pilot-in-Command / Aircraft Maintenance Engineer / Lead Cabin
Attendant / Airport Manager as the case may be, to complete the
incident report in the specified format without delay.
A-34-55
Effective 09-Jul-14
except for engine failure or damage, when the damage is limited to the
engine, its cowlings or accessories; or for damage limited to propellers, wing
tips, antennas, tires, brakes, fairings, small dents or puncture holes in the
aircraft skin; or
e)
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f)
g)
h)
i)
j)
k)
34.5.4
List of Notifiable Incidents

a)
Damage to an aircraft
i) Any failure of aircraft primary structure
ii) Damage which necessitates repair before further flight, due to e.g.
ingestion, collision, meteorological conditions, hard overweight
landing, over heating, incorrect technique or practices, etc.
iii) Any failure of non-primary structure which endangers the aircraft.
iv) Any part of the aircraft becoming detached in flight.
A-34-56
Effective 09-Jul-14
OCC controller shall also intimate shift-in-charge / duty (officer) mobile

number of destination / transit station to collect the completed incident
report form and fax it to the Flight Safety office at GBP +91 124 4352533
on priority.
OCC controller shall also intimate Vice President /Director (Flight
Operations) and Chief Pilot (Standards and Quality Assurance) on the
receipt of information on any notifiable incident / accident.
Duly completed hard copy of the report is required to be forwarded by
the shift-in-charge / duty officer to the office of Chief of Flight Safety by
the fastest means. The transfer particulars also should be
communicated at the e-mail address fltsafe.hq@GOINDIGO.IN / Fax at
+91 124 4352533
In case the shift-in-charge / duty officer fails to collect the relevant
document, he/she will convey the same to the shift-in-charge / duty
officer mobile number of airport of next landing for necessary action as
given above.
In the event of non-receipt of report within 24 hours from the time of
occurrence, Flight Safety office will pass available details including crew
particulars to Director Flight Operations Support, who in turn will initiate
necessary follow up action.
Central Dispatch office at GBP, Gurgaon shall arrange the collection of
the flight folders of incident cases and handover the same to the Flight
Safety office at GBP.
Crew shall make an entry in the Pilot Defect Report stating that The
airplane has been involved in a reportable incident/ accident.
b)
d)
e)
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Injury to a person
i) This is intended to include any minor injury sustained by a
passenger or any aircraft crew member while on board the aircraft,
e.g. injury to a person as result of turbulence, the scalding of a
member of the Cabin staff as a result of faulty design, inadequate
servicing or the incorrect handling of the galley equipment.
The impairment during flight of the capacity of a crew member to
undertake the functions to which his licence relates
i) Such impairment could be caused by the onset of illness (e.g. food
poisoning, the injudicious use of therapeutic drugs, alcohol etc).
Judgment as to whether such impairment endangers the aircraft,
is relevant in this case,
The use of any inflight procedure taken for the purpose of
overcoming an emergency
i)
The use, other than for training or test purposes, of any
emergency equipment or prescribed emergency procedures
ii)
The use of any non-standard procedure adopted by the Crew to
deal with an emergency
iii)
The declaration of an emergency situation
iv)
The emergency evacuation of the aircraft
Failure of aircraft system or any equipment
i)
Fire or explosion
ii)
Fire or. smoke warning
iii)
In-flight engine shut down or significant loss of power
iv)
Inability to relight or re-start a serviceable engine
v)
Malfunction of thrust reversal system
vi)
Fuel system malfunction effecting fuel supply and distribution
vii)
Significant leakage of fuel, hydraulic fuel or oil
viii) Occurrence where the use of alternative systems or procedures
has been necessary to obtain the desired aircraft configuration
for any flight phase
ix)
Total inability to achieve the intended aircraft configuration for
any flight phase
x)
Pressurization system malfunction necessitating a changed
flight plan, or the use of emergency or stand-by oxygen system
A-34-57
Effective 09-Jul-14
c)
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xi)
g)
i)
Failure or Inadequacy of
Aids to navigation
A-34-58
Effective 09-Jul-14
f)
Build up of ice on aircraft beyond the ability of ice protection

equipment
xii)
Warnings of insecure hatches and doors during flight
xiii) Smoke, toxic fumes in crew passenger or freight compartments
xiv) Engine surging (sufficient to cause loss of power or to require
subsequent remedial action)
Any reportable occurrence arising from the control of an aircraft
in flight by its flight crew
i)
Abandoned take-off
ii)
Unintentional deviation from intended' track or altitude, caused
by a procedural, systems or equipment defect
iii)
Unplanned diversion, or unscheduled return to departure aerodrome
iv)
Precautionary or forced landing
v)
Discontinued approach from below decision height
vi)
'Unintentional contact With the ground, including touching down
before the runway threshold
vii)
Over-running the ends/sides of the runway/landing strip
viii) Serious loss of braking action
ix)
Loss of control from any cause, e.g. turbulence, etc.
x)
Occurrence of stall or a stick push, other than for training or test
purposes.
xi)
Genuine or spurious operation, of the stall warning (Stick
shaker) system, other than for training or test purposes.
xii)
Stiffness, limitation of movement or poor or delayed response in
the operation of any primary control
xiii)
Malfunction of any control
xiv) Reversion to manual control of powered primary controls, other
than for training or test purposes.
xv)
Inadvertent incorrect operation of primary or ancillary controls
Failure or inadequacy of facilities or services on the ground used
or intended to be used for the purpose of or in connection with
the operation of aircraft
FLT.OMA
ISSUE II, Rev 04

PREVENTION PROGRAM
CHAPTER 34
Communication services
Prescribed let-down procedures
Meteorological reporting and forecasting services
Aerodrome lighting systems
The marking of obstructions or hazards on the manoeuvring
area
Facilities and procedures forming part of the ATS system
ii) Occurrence Arising From
Receipt of incorrect or inadequate information from a ground

source (ATS, ATIS, Meteorological Broadcast, etc.)
The incorrect transmission receipt or interpretation of a RT

message(air to ground or ground to air)
Provision of an incorrect altimeter setting
Misidentification of an aircraft by radar
The setting of an incorrect SSR code
Flight at a level, or on a route, different from that allocated
The separation between aircraft was less than that

prescribed for the situation
Less than the prescribed terrain clearance was provided

iii) Occurrence Associated With Runway Environment
Runway obstructed by foreign object
Major failures or runway guard bar lighting
Major deterioration of services in aerodrome manoeuvring

areas
Significant fuel spillage on the apron
All under shoots/over shoots of aircraft leaving the runway

paved areas
Collision between moving aircraft and vehicles or any other

ground equipment
Apron jet blast Incident
A-34-59
Effective 09-Jul-14
h)
FLT.OMA
ISSUE II, Rev 04

PREVENTION PROGRAM
CHAPTER 34
Any reportable occurrence arising from the loading or the

carriage of passengers including cargo/mail/fuel.
ii)
iii)
iv)
v)
vi)
vii)
viii)
Difficulty in controlling unruly, intoxicated, violent or armed

passengers
Incorrect fuel loading
The loading of unsuitable or contaminated fuel.
The carriage of hazardous or restricted cargo.
The incorrect packaging of cargo.
The Incorrect storage/lodging of cargo
Incorrectly secured cargo
Incorrect passenger loadings
An occurrence endangering the safety of an aircraft, its

occupants or any other person
i)
Any incidents arising from incorrect or misleading information on

maps and charts
ii) Use of incorrect oil, hydraulic fluid or other essential fluids
j)
Other occurrences
i) Wind Shear Go-Around
ii) ATC directed Go-Around
iii) EGPWS Warning
iv) Airprox Warning
v) Occurrence of Wake Turbulence
vi) Bird Strike
Note: All "Tail Scrapings'' incidents irrespective of consequential damage are required
to be reported to all concerned as per* the existing procedures.
If in doubt, file a report.

34.5.5
Audits and evaluation
A quality assurance program that provides for the auditing and evaluation of the flight
operations management system and operational functions will be planned annually to
ensure that:
A-34-60
Effective 09-Jul-14
i)
i)
FLT.OMA
ISSUE II, Rev 04

PREVENTION PROGRAM
CHAPTER 34
All regulations and standards are complied with;
ii)
Satisfies all operational needs;
iii)
Areas requiring improvement are identified;
iv) Hazards to operations if any are identified.

The annual audit program shall be issued by the chief of flight safety & Vice President
(Flight Operations)and the audit shall be carried out by the team representatives from
flight safety / Flight Operations department and completed within a specified time.
Such audits shall meet the periodicity as specified internally and stipulated by the state
regulator.
The significant issues arising from audits of flight operations functions will be addressed
by management.
Flight operations shall address findings that result from audits to ensure:
i)
Identification of root cause(s);
ii)
Development of corrective action as appropriate to address the

finding(s);
iii)
Implementation of corrective action in appropriate operational areas;
iv) Evaluation of corrective action to determine effectiveness.
A-34-61
Effective 09-Jul-14
i)
FLT.OMA
ISSUE II, Rev 04

PREVENTION PROGRAM
CHAPTER 34
A-34-62
Effective 09-Jul-14
FLT.OMA
ISSUE II, Rev 02
DANGEROUS GOODS AND WEAPONS
CHAPTER 35
TABLE OF CONTENTS
DANGEROUS GOODS AND WEAPONS ................................................3
35.1
INFORMATION AND GENERAL GUIDANCE ON THE TRANSPORT OF

DANGEROUS GOODS. ...........................................................................3
35.1.1
Terminology................................................................................3
35.1.2
Policy for Transport of Dangerous Goods by Passengers and /

or Crew .......................................................................................4
35.1.3
Dangerous Goods Carriage........................................................5
35.1.4
Classification Of Dangerous Goods ...........................................5
35.1.5
Passenger/Crew Dangerous Goods that are allowed with

Operator approval ......................................................................7
35.1.6
Flow of Information .....................................................................8
35.1.7
Loading and Unloading Aboard Airplane ....................................8
35.1.8
Information after Loading Dangerous Goods..............................9
35.1.9
Handling Of Specific Dangerous Goods ...................................10
35.1.10 Carriage of Tyre Assemblies as cargo .....................................15

35.2
35.3
PROCEDURES FOR GROUND EMERGENCY SITUATIONS ..............16

35.2.1
Procedures for Ground spill Cleaning .......................................18
35.2.2
Mis-Declared/Undeclared Dangerous Goods ...........................19
35.2.3
Reporting Of Dangerous Goods Accident Or Incident ..............19
35.2.4
Disposal Of Dangerous Goods .................................................20
35.2.5
Duties and responsibilities of Commander ...............................20
35.2.6
In-Flight Emergency Procedure By Pilot-In-Command .............21
35.2.7
Aircraft Emergency Response Drill ...........................................23
35.2.8
In-Flight Emergency Procedure By Cabin Crew .......................24
CARRIAGE OF WEAPONS, AMMUNITIONS ETC. ..............................25

A-35-1
Effective 27-May-13
35.
FLT.OMA
ISSUE II, Rev 02
CHAPTER 35
35.3.1
Carriage Of Weapons .............................................................. 25
35.3.2
Company Policy as To Carriage of arms etc. By Passengers .. 27
35.3.3
Carriage Of Arms Etc. By Approved Security Personnel ......... 28
A-35-2
Effective 27-May-13
FLT.OMA
ISSUE II, Rev 02
CHAPTER 35
35.1
INFORMATION AND GENERAL GUIDANCE ON THE TRANSPORT

OF DANGEROUS GOODS.
35.1.1
Terminology
Terms used in this chapter have the following meanings:

Dangerous Goods: Articles or substances which are capable of posing a risk
to health, safety, property or the environment and which are shown in the list
of dangerous goods in these Regulations or which are classified according to
the Regulations.
Dangerous Goods Accident. An occurrence associated with and related to
the transport of dangerous goods which results in fatal or serious injury to a
person or major property damage.
Dangerous Goods Incident. An occurrence, other than a dangerous goods
accident, associated with and related to the transport of dangerous goods, not
necessarily occurring on board an aircraft, which results in injury to a person,
property damage, fire, breakage, spillage, leakage of fluid or radiation or other
evidence that the integrity of the packaging has not been maintained. Any
occurrence relating to the transport of dangerous goods which seriously
jeopardises the airplane or its occupants is also deemed to constitute a
dangerous goods incident.
Dangerous Goods Security. Measures or precautions to be taken by
operators, shippers and others involved in the transport of dangerous goods
aboard aircraft to minimize theft or misuse of dangerous goods that may
endanger persons or property.
ID number.A temporary identification number for an item of dangerous goods
which has not been assigned a UN number.
Overpack. An enclosure used by a single shipper to contain one or more
packages and to form one handling unit for convenience of handling and
stowage. (Note: a unit load device is not included in this definition.)
Package. The complete product of the packing operation consisting of the
packaging and its contents prepared for transport.
A-35-3
Effective 27-May-13
35.
FLT.OMA
ISSUE II, Rev 02
CHAPTER 35
Packaging: Receptacles and any other components or materials necessary

for the receptacle to perform its containment function and to ensure
compliance with the packing requirements.
State of Origin: The Authority in whose territory the dangerous goods were
first loaded on an aircraft.
Technical Instructions: The latest effective edition of the Technical
Instructions for the Safe Transport of Dangerous Goods by Air (Doc 9284
AN/905), including the Supplement and any Addendum, approved and
published by decision of the Council of the International Civil Aviation
Organisation.
UN Number: The four-digit number assigned by the United Nations
Committee of Experts on the Transport of Dangerous Goods to identify a
substance or a particular group of substances.
35.1.2
Policy for Transport of Dangerous Goods by Passengers and / or

Crew
Some goods being transported by air may be classified as Dangerous Goods

which is defined as articles or substances which are capable of posing a risk
to health, safety, property or the environment and which are shown in the list
of dangerous goods in these Regulations or which are classified according to
the Dangerous Goods Regulations.
In IndiGo the following policy on the transport of Dangerous Goods applies,
Hand Baggage:
Generally no Dangerous Goods are permitted
Checked Baggage:
except for very few DGs which are given in
On Person:
Annexure-1 of this Chapter
Cargo:
Dangerous Goods are permitted in full
Mails:
Compliance with technical Instructions and
COMAT:
Aircraft Rules 2003.
A-35-4
Effective 27-May-13
Proper Shipping Name: The name to be used to describe a particular article

or substance in all shipping documents and notifications and, where
appropriate, on packaging.
35.1.3
FLT.OMA
ISSUE II, Rev 02
CHAPTER 35
Dangerous Goods Carriage

The articles and substance that are specifically identified by name or by
generic description in the Technical Instructions as being forbidden for
transport by air shall not be transported under any circumstances.
b)
The articles and substances that are forbidden unless exempted by the
States concerned, for transport by air subject to approval.
c)
Dangerous Goods in air mail will not be accepted for carriage.
d)
Battery-powered wheelchairs or mobility-aids with spillable batteries will

not be accepted on IndiGo aircraft .
Note: Battery-powered wheelchairs and mobility aids with non-spillable
batteries are acceptable
e)
Used camping stoves (fuel or gas) will not be accepted for carriage in
baggage, even if thoroughly cleaned.
f)
Small gaseous oxygen (oxygen compressed UN 1072) or air cylinders

required for medical use are not permitted in passenger checked or
carry-on baggage.
g)
All classes of Dangerous Goods are not accepted for carriage except Dry
Ice when used as a Refrigerant.
h)
Hazardous waste as defined by any regulation, will not be accepted for

carriage
i)
Salvage packaging will not be accepted for carriage.
Dangerous Goods transported as Company Materials are acceptable provided

they are in full compliance with the Regulations.
35.1.4
Classification Of Dangerous Goods

Refer next page
A-35-5
Effective 27-May-13
a)
Hazard Class
Class 1
FLT.OMA
ISSUE II, Rev 02
CHAPTER 35
Name of Class or Division
Examples of Materials
Explosives
RDX, Detonators, TNT
Class 2
Gases
Division 2.1
Flammable gas
Acetylene, Butane, Ethylene
Division 2.2
Non-flammable, non-toxic gas
Carbon dioxide, Nitrogen, Oxygen
Division 2.3
Toxic gas
Chlorine, Carbon monoxide,

Sulphur dioxide
Class 3
Flammable Liquid
Alcohols, Oil based Paint, Petrol,

Printing Ink
Class 4
Flammable Solids; Substances Liable to Spontaneous Combustion;

Substances Which, in Contact with Water, Emit Flammable Gases
Division 4.1
Flammable solids, self-reactive substances

and solid desensitized explosives
Safety Matches, Naphthalene
Division 4.2
Substances liable to spontaneous combustion
Yellow Phosphorus, Copra
Division 4.3
Substances which, in contact with water, emit

flammable gases
Calcium, Sodium Batteries
Class 5
Oxidizing Substances and Organic Peroxides
Division 5.1
Oxidizer
Ammonium peroxydisulfate
Division 5.2
Organic peroxides
Methyl ethyl ketone peroxide
Class 6
Toxic and Infectious Substances
Division 6.1
Toxic substances
Phenol, Mercuric Compounds
Division 6.2
Infectious substances
Hepatitis B virus cultures
Class 7
Radioactive Materials
Rubidium(37),Uranium(92)
Class 8
Corrosive
Acetic Acid, Sulfuric Acid
Class 9
Miscellaneous Dangerous Goods
Dry Ice, First Aid Kit
A-35-6
Effective 27-May-13
Division 1.1 to 1.6
35.1.5
FLT.OMA
ISSUE II, Rev 02
CHAPTER 35
Passenger/Crew Dangerous
Operator approval
Goods
that
are
allowed
with
To whomever it may concern

This
is
to
approve
Mr/Ms
to
carry
................... as a hand bag/ checked bag/ on
ones person, in IndiGo Flight No: 6E, Date, Sector
to ..
The following conditions have been explained to the passenger and must be
followed
[Describe the conditions of carriage as given in Annexure-1 of this Section]
[Signature]
Name of the Airport Manager
[Date]
A-35-7
Effective 27-May-13
The Airport Manager of the respective departure station shall be in all respect
responsible for issuing approval to passengers & crew to carry Dangerous
Goods as permitted in Annexure-1. He/ She shall reserves the right to refuse
the approval to carry of such items if he/she concludes that the said items
might not be suitable for air transport. In the absence of the Airport Manager
the shift in-charge shall execute the responsibility on behalf of the Airport
Manager. The original copy of the approval must be handed over to the
passenger. It must be taken care that the information about all the Dangerous
Goods approval issued for a particular flight is duly passed to the Load
Controller and the Ramp Supervisor. A copy of the approval must be duly
available with the Load Controller or the Ramp Supervisor for cross
verification of the information. The Load Controller/Ramp Supervisor shall file
all approvals for a period of three months from the date of departure of the
flight. The standard format of the approval letter is as under: To be printed on
company letterhead.
35.1.6
FLT.OMA
ISSUE II, Rev 02
CHAPTER 35
Flow of Information
The Load controller and the Ramp Supervisor must tally the prior information
with the approval documents before departure. The approval copies must be
filled by the L&T Staff for a period of three months from the date of departure
of the flight.
35.1.7
Loading and Unloading Aboard Airplane
35.1.7.1
Prior to loading of cargo mails stores or passenger baggage the

following precautions must be taken,
Physically check the package/baggage for any signs of leakages or

reduced strength.
If evidence of leakage or contamination is found then
immediately the same must be isolated,
alert emergency services,
the package in question must not be loaded in the aircraft for

carriage unless adequate steps have been taken to nullify the
hazard,
The ground emergency procedure for spillage/leakage should be

followed.
Check the aircraft hold for any visible contamination.
If any contamination is found in the aircraft then the same must be

cleaned by the spill cleaning procedure as described in this manual,
before which the subject aircraft must not be deployed for operation.
All loads especially permissible Dangerous Goods being carried in or

as passenger checked baggage and liquids must be secured in the
hold by ropes or other positive means, so that the subject baggage
doesnt shift its position or orientation during flight.
A-35-8
Effective 27-May-13
The Airport Manager or the Shift in-charge must ensure that Load controller
and the Ramp Supervisor must be informed of the total quantity of Dangerous
Goods requiring Operators approval, carried by passengers or crew. All
copies of the Approval letter issued to the passenger is handed over to the
Load Controller.
35.1.7.2
FLT.OMA
ISSUE II, Rev 02
CHAPTER 35
After unloading of cargo mails, stores or passenger baggage

from the aircraft the following precautions must be taken,
Physically check the package/baggage for any signs of leakages or

reduced strength.
If evidence of leakage or contamination is found then
immediately the same must be isolated,
alert emergency services,
the package in question must not be loaded in the aircraft for

carriage unless adequate steps have been taken to nullify the
hazard,
The ground emergency procedure for spillage/leakage should be

followed.
Check the aircraft hold for any visible contamination.
If any contamination is found in the aircraft then the same must be

cleaned by the spill cleaning procedure as described in this manual,
before which the subject aircraft must not be deployed for
operations.
Information after Loading Dangerous Goods
When Dangerous Goods carried require intimation to the Pilot-in-command,

the NOTOC (Special Load Notification to Captain) must be duly filled and
accepted by the Pilot-in-command. Specimen copy of the same is attached at
Annexure 2 to this chapter. The NOTOC will be issued by the Load and Trim
staff who has to be informed by the airport manager or the shift-in charge at
least 30 minutes prior to the departure of the flight of the movement of such
items like mercury barometer and wheel chair with spill able battery. Three
copies of the NOTOC must be filled; one copy to be retained by the departure
airport, one copy for the Pilot-in-command and one copy for the arrival station.
The NOTOC must be easily available and accessible at the departure airport
till such time that the flight lands safely at the destination airport, after which it
may be kept at any other location as decided by the respective airport
manager for a minimum period of six months from the date of flight.
The Pilot-In-Command in the event of an in-flight emergency must pass
necessary information to the ATC, like the UN number, proper shipping name,
A-35-9
Effective 27-May-13
35.1.8
FLT.OMA
ISSUE II, Rev 02
CHAPTER 35
ERG Code, location and quantity of the items in question and any other
relevant information given in the NOTOC including the intentions of the Pilotin-Command, if the situation permits.
Handling Of Specific Dangerous Goods
Some Dangerous Goods which require critical handling & companys approval
as per Annexure 1 to this chapter, additional details are given below.
Passengers must intimate IndiGo of the carriage of any of the Dangerous
Goods mentioned below at least 48 hours prior to the departure.
35.1.9.1
Wheelchairs/Mobility Aids with Batteries

The passenger must ensure that they bring along with
them spill-resistant vent caps if they wish to carry
Wheelchairs which are fitted with spill able batteries.
Wheel chairs or other mobility aids with batteries must
be carried with the approval as checked in baggage
only (See Packing Instruction 806 and Special
Provision A67 of IATA DGR), provided that
a)
The battery is disconnected, and separated.
b)
c)
the battery terminals are protected from short circuits, e.g. by being
enclosed within a battery container, and
the battery is securely attached to the wheelchair or mobility aid.
d)
loaded, stowed, secured and unloaded always in an upright position and
e)
Affix the Wheelchair label: The label is in two parts;
Part A remains with the wheelchair and indicates whether or not the battery
has been removed.
In the particular case where the battery is separated from the wheelchair, Part
B may be used to assist in identifying the battery and also in reconciling the
battery and its wheel chair.
A-35-10
Effective 27-May-13
35.1.9
FLT.OMA
ISSUE II, Rev 02
CHAPTER 35
Ensure that the wheelchairs or other battery-powered mobility aids are

carried in such a manner so as to prevent unintentional operation and
g)
that the wheelchair/mobility aid is protected from being damaged by the

movement of baggage, mail, stores or cargo.
h)
Duly filled NOTOC must be given to the Pilot in Command.
If the wheelchair or mobility aid cannot be loaded, stowed, secured and

unloaded always in an upright position, then
the battery must be removed

A-35-11
Effective 27-May-13
f)
FLT.OMA
ISSUE II, Rev 02
CHAPTER 35
the wheelchair or mobility aid may then be carried as checked baggage

without restriction.
The removed battery must be carried in strong, rigid packaging as follows:

Packaging must be leak-proof, impervious to battery fluid.
ii) be protected against upset by securing to pallets or in cargo

compartments using appropriate means (other than by bracing with
freight or baggage) such as by use of restraining straps, brackets or
holders;
iii) batteries must be protected against short circuits,
iv) secured upright in these packaging and
v) surrounded by compatible absorbent material sufficient to absorb
their total liquid contents; and
vi) These packaging must be marked BATTERY, WET, WITH
WHEELCHAIR or BATTERY, WET, WITH MOBILITY AID and be
labelled with the Corrosive label and the Package Orientation
label(in a background of contrasting colour).
Package Orientation label
Corrosive label
vii) The pilot-in-command must be informed of the location of a

wheelchair or mobility aid with an installed battery or the location of a
packed battery by the help of a NOTOC issued by the L&T staff.
A-35-12
Effective 27-May-13
i)
35.1.9.2
FLT.OMA
ISSUE II, Rev 02
CHAPTER 35
Mercury Barometer or Thermometer
a)
It must be carried by a representative of a government weather bureau or

similar official agency.
b)
The barometer or thermometer must be packed in a strong outer

packaging,
c)
The outer packaging must have a sealed inner liner or a bag of strong
leak-proof and puncture-resistant material impervious to mercury, which
will prevent the escape of mercury from the package irrespective of its
position.
d)
The pilot-in-command must be informed of location of the barometer or

thermometer.
e)
It must be carried as a hand baggage only.
f)
The corrosive label must be affixed
35.1.9.3
Lithium Ion Batteries

Not exceeding 160 Wh may be carried
as spare batteries in carry-on baggage,
or in equipment in either checked or
carry-on baggage. No more than two
individually protected spare batteries per person may be carried.
35.1.9.4
Medical Oxygen
A-35-13
Effective 27-May-13
The passenger must ensure that they bring along with them strong outer
packaging as described below to carry a mercurial barometer or mercurial
thermometer and also the following conditions are met
FLT.OMA
ISSUE II, Rev 02
CHAPTER 35
Medical certificate showing that the passenger requires oxygen in

a normal flight.
Each cylinder must not exceed 5 kg gross weight.
Cylinders, valves and regulators, where fitted, must be protected

from damage that could cause inadvertent release of the contents.
ISI/ISO/UNCOE standard cylinders are highly recommended.
Personal medical oxygen devices that utilise liquid oxygen are

forbidden.
Only gaseous Oxygen systems are permitted.
Carbon Dioxide, Solid (Dry Ice)
In quantities not exceeding 2.5 kg per person
Must be used to pack perishables that are not subject to the

Regulations
The baggage (package) permits the release of carbon dioxide gas.

When in checked baggage, affix Dry Ice Tag
Loading of Carbon dioxide, solid (dry ice):
Company Policy on Carriage of Dry Ice

Dry Ice limitation in Cargo compartment
Comp 1
Comp 3 & 4
Comp 5
100Kgs
75Kgs
25Kgs
Live animals will not be carried in the aircraft holds of the same flight.
The Airport Manager or the Shift in-charge must ensure that Load
controller and the Ramp Supervisor must be informed of the total dry
ice loaded on board the aircraft and all copies of the Approval letter
issued to the passenger is handed over to them.
A-35-14
Effective 27-May-13
35.1.9.5
FLT.OMA
ISSUE II, Rev 02
CHAPTER 35
The Load controller and the Ramp Supervisor must tally the same
information with the approval papers.
35.1.10
Carriage of Tyre Assemblies as cargo
It needs to be noted that generally a tyre should not be inflated to a gauge

pressure exceeding the maximum rated pressure for that tyre. The following
restrictions will apply:
a)
The inflated tyre assemblies are forbidden to be carried if it is:

i.
Unserviceable
ii.
Damaged
iii.
Inflated above the maximum rated pressure
b)
There is no restriction on carriage of serviceable tyre assemblies, if

inflated to a pressure not greater than rated inflation pressure
c)
Tyres (including valve assemblies) when transported must be

protected from damage, which will require the use of a HUB
protector.
d)
A tyre assembly that is unserviceable or damaged is not subject to

Dangerous Goods regulations if the tyre is completely deflated.
As company policy, whenever a tyre assembly is carried on board the aircraft, a

notation of such carriage is to be made under the Supplementary Information on
the Load & Trim Sheet. No separate Special Load Notification or NOTOC is
required.
Note: The carriage of inflated tyre may be necessitated by virtue of a tyre or the gas not
being available at the station where an aircraft gets grounded due to tyre deflation.
A-35-15
Effective 27-May-13
There are occasions when tyre assemblies are required to be carried on board the
aircraft (inflated or deflated). The tyre assemblies, as such, are not considered as
dangerous goods. There exists a remote possibility of the inflated tyre exploding
due to the pressure variation during the flight if not handled properly. Therefore
certain precautions need to be exercised when these are transported by aircraft.
35.2
FLT.OMA
ISSUE II, Rev 02
CHAPTER 35
PROCEDURES FOR GROUND EMERGENCY SITUATIONS

Notify immediate supervisor and get professional assistance.
Identify the dangerous goods (if safe to do so).
In case of fire do not directly use water without checking.
Where safe to do so, isolate the package by removing other packages

or property.
Avoid contact with the contents of the package.
If the content come in contact with your body or clothes:

o
thoroughly wash of body with plenty of water;
remove contaminated clothing;
do not eat or smoke;
keep hands away from eyes, mouth and nose;
seek medical assistance.
Staff involved in such incidents should stay on site until their names are
noted.
The appropriate state authorities must be notified.
The hazard/class division and compatibility group, hazard description and
immediate action to be taken are enumerated in the table below:
(Refer next Page)
A-35-16
Effective 27-May-13
1.3 C, 1.3 G
FLT.OMA
ISSUE II, Rev 02
CHAPTER 35
Dangerous Goods
Class
Hazard Description
Explosives (acceptable
on Cargo Aircraft only)
2.1
2.2
2.3
3
4.1
4.2
4.3
5.1
Notify Fire Department.

Guard against fire
Explosive (safety)
Small fire hazard
Flammable Gas
Non-Flammable Gas
Cryogenic Liquid
Ignites when leakage high

pressure cylinder bursting
sub cooling
Toxic Gas
(Acceptable on Cargo
Aircraft only)
High pressure
cylinder bursting and toxic
inhalation
Flammable Liquid
Gives off flammable vapour
Flammable solid
spontaneously
combustible dangerous
when wet
1.Combustible,
Contributes to fire2. Ignites in
contact with air3.Ignites in
contact with water
Oxidizer
Ignites combustibles on
contact Reacts violently with
other substances
Organic Peroxide
5.2
Fire and minor blast hazard

and /or minor propulsive
hazard
Fire, But no other Significant
hazard
1.4 B, 1.4 C,1.4

D, 1.4 E, 1.4 G
1.4 S
Immediate Acton
Minimize Leakage and
contact with other
cargo
6.1
Toxic Substance
6.2
Infectious substance
Notify Fire Department,

Guard against fire,
Evacuate goods
Ventilate area
Keep away minimum
25m
Notify Fire Department
Guard against fire Do
NOT use water under
any circumstances
Notify Fire
Department Guard
against fire Do NOT
use water
Harmful if swallowed, inhaled

or in contact with skin.
Causes disease in Humans
and Animals
Isolate area obtain

qualified assistance Do
not touch
Keep away minimum
25m
Inform Local Health
Authority / AERB
Radioactive White
Radioactive Yellow
Radiation hazards and

harmful to health
Corrosive
Hazardous to skin and metal
Notify Fire Department

Guard against fire
Avoid contact with skin
Polymeric Beads
Magnetized material
carbon dioxide, solid
(Dry Ice) Miscellaneous
Dangerous Goods
Evolves small quantities of

flammable gas Affects
navigation system Course sub
cooling/suffocation Hazards
not covered by other classes
Avoid contact with skin

No
No immediate action
required
Cat I
Cat II/III
A-35-17
Effective 27-May-13
Hazard Class/
Division and
Compatibility
Group
35.2.1
FLT.OMA
ISSUE II, Rev 02
CHAPTER 35
Procedures for Ground spill Cleaning
Hazard
Class/Divisi
on
1
2
6
7
Spill cleaning procedure

Notify Fire Department. Guard against fire. Isolate area keep vigil and wait
for instruction from fire fighters.
Notify Fire Department, Guard against fire, earmark, isolate and ventilate
area. Keep away minimum 25m
Evacuate goods and ventilate area. Keep the fire extinguisher readily
available. Wear rubber gloves. Cover the spillage with sand (for liquids
only). Collect the spillage and sand mixture in a bucket with a wiper. Keep
the bucket in the Dangerous goods spillage room. Clean the floor with
plenty of water and phenyl.
Notify fire department. Guard against fire Do NOT use water under any
circumstances. Wear rubber gloves. Cover the spillage with sand (for liquids
only). Collect the spillage and sand mixture in a bucket with a wiper. For
solids collect the same directly with the wiper into a bucket. Keep the bucket
in the Dangerous goods spillage room. Wait for professional assistance. Do
not touch div 4.1 self reactive substance.
Notify fire department. Guard against fire Do NOT use water under any
circumstances. Wear rubber gloves. Cover the spillage with sand (for liquids
only). For solids collect the same directly with the wiper into a bucket.
Collect the spillage and sand mixture in a bucket with a wiper. Keep the
bucket in the Dangerous goods spillage room. Wait for professional
assistance. Do not touch div 5.2 organic peroxide substance.
Isolate area obtain qualified assistance. Inform health authority. Do not
touch. Keep minimum 25 meter distance.
Keep away minimum 25m distance. Inform Local Health Authority / AERB.
Do not touch.
Notify fire department. Do not touch with bare hands. Wear rubber gloves.
Cover the spillage with sand (for liquids only). Collect the spillage and sand
mixture in a bucket with a wiper. For solids collect the same directly with the
wiper into a bucket. Keep the bucket in the Dangerous goods spillage room.
Clean the floor with plenty of water and phenyl.
A-35-18
Effective 27-May-13
The emergency response drill chart as given in the emergency section of this
manual must be followed and then the area of spillage must be identified and
isolated. For all classes special spill cleaning procedure is as follows:
FLT.OMA
ISSUE II, Rev 02
CHAPTER 35
Wear rubber gloves. Cover the spillage with sand (for liquids only). Collect
the spillage and sand mixture in a bucket with a wiper. For solids collect the
same directly with the wiper into a bucket. Keep the bucket in the
Dangerous goods spillage room. Clean the floor with plenty of water and
phenyl.
Mis-Declared/Undeclared Dangerous Goods

In case any undeclared or Mis-declared Dangerous Goods is detected in
the screening or check-in area, then the incident has to be recorded in
the log sheet as given in Annexure 3 and the same shall be reported by
the respective Airport Manager/Cargo Manager or the Pilot-in-command
will report the incident to the Chief instructor Dangerous Goods within
twenty four hours. The Chief Instructor Dangerous Goods will probe into
the matter and forward the report to the Accountable Manager
Dangerous Goods, who if required by the applicable regulation will report
the same to the DGCA and any other state authority (if any), as per the
reporting procedure mentioned in this Manual within twenty four/forty
eight hours as applicable for a Dangerous Goods accident/incident
respectively.
35.2.3
Reporting Of Dangerous Goods Accident Or Incident

In the event of:
a) an aircraft accident; or
b) serious incident, where dangerous goods carried as cargo may
be involved.
The respective Airport Manager/Cargo Manager or the Pilot-in-command
will provide information, without delay, to emergency services responding
to the accident or serious incident about the dangerous goods on board,
as shown on the information to the pilot-in-command.
As soon as possible, IndiGo will also provide this information to the DGCA and
the State in which the accident or serious incident occurred, within twenty four
hours in the event of an accident or forty eight hours in the event of a serious
incident.
The IndiGo Dangerous Goods Occurrence Report (FSF- 011) is standard form
which will be used to report all Dangerous Goods incidents. In addition, this
format is used when reporting incidents to another operator.
A-35-19
Effective 27-May-13
35.2.2
FLT.OMA
ISSUE II, Rev 02
CHAPTER 35
The Chief Instructor Dangerous Goods is designated as the person responsible

for all issues relating to Dangerous Goods. The Chief Instructor Dangerous
Goods will report all matters to the Accountable Manager Dangerous Goods for
IndiGo for operational matters on Dangerous Goods. The Accountable Manager
Dangerous Goods is Vice President (Airport Operation & Customer Services),
InterGlobe Aviation Limited (IndiGo).
35.2.4
Disposal Of Dangerous Goods
Mis-declared or undeclared Dangerous Goods will not be accepted for carriage

in IndiGo flights and be returned to the person booking the cargo or the
concerned passenger immediately at the time of acceptance or check-in.
However if any such Dangerous Goods still remain unclaimed for any reason
then the same shall be disposed off by burning, flushing, purging or other
appropriate means as specific for the particular item given in the MSDS
immediately. The disposal procedure must be done in coordination with the fire
department, pollution control board, and the Chief Instructor Dangerous Goods.
35.2.5
Duties and responsibilities of Commander
The aircraft Commanders accountabilities with respect to the carriage of

dangerous goods are to ensure:
o
Hazard classes are properly segregated;
Packages bearing orientation arrow labels (e.g. This Way Up)

are stowed and restrained as indicated by the labels;
The correct documentation accompanies the goods.
All information for transportation of dangerous goods is given to the Commander

via a NOTOC.
A-35-20
Effective 27-May-13
The concerned airport in-charge/manager or the Pilot-in-command of the flight

will narrate the incident by email to the Chief Instructor Dangerous Goods and in
turn he will submit the same to the Accountable Manager Dangerous Goods.
The Accountable Manager Dangerous Goods will forward the report to the
DGCA and other appropriate authority (if any) within twenty four/forty eight
hours for any Dangerous Goods accidents/incident.
FLT.OMA
ISSUE II, Rev 02
CHAPTER 35
Completed and signed a Shippers Declaration of Dangerous Goods form, to

certify the goods have been properly prepared for transport; and is personally
responsible for checking that :
Packages are free from leakage and damage, and correctly marked
and
labeled,
Each package and accompanying documents are in order.

In-Flight Emergency Procedure By Pilot-In-Command
inform ATC
the proper shipping names and/or UN/ID number
the class/division (and for class 1 the compatibility group)
any identified subsidiary risk(s)
the quantity and location on board the aircraft
Follow QRH action for fire or smoke removal.
No Smoking signs on
Consider landing as soon as possible
Consider turning off non-essential electrical power
Determine source of smoke/fumes/fire
For dangerous goods incidents in the passenger cabin, see cabin crew
checklist and coordinate cockpit/cabin crew actions
Determine emergency response drill code (from NOTOC where available or

from the red book)
Use guidance from aircraft emergency response drills chart to help

cope with incident
If situation permits notify ATC of dangerous goods being carried.
After landing
Disembark passengers and crew before opening any cargo compartment

doors
Inform ground personnel/emergency services of nature and location of

dangerous goods
Make appropriate entries in maintenance log

A-35-21
Effective 27-May-13
35.2.6
FLT.OMA
ISSUE II, Rev 02
CHAPTER 35
Spillage or Leakages
All above mentioned procedures should be followed in addition to the mentioned
points in case of spillage or leakage during flight
Crew should use full face masks (100% Oxygen) or smoke hoods
If possible passengers should be provided with wet towels or cloths for use
over the nose and mouth
Note: Where it is not possible to include all the information, those parts thought most
relevant in the circumstances, or a summary of the quantities and class or division of
dangerous goods in each cargo compartment, should be provided by the pilot-incommand. Alternatively, the pilot-in-command can provide a telephone number where a
copy of the information to the pilot-in-command can be obtained.
(Intentionally left blank)
A-35-22
Effective 27-May-13
35.2.7
FLT.OMA
ISSUE II, Rev 02
CHAPTER 35
Aircraft Emergency Response Drill
A-35-23
Effective 27-May-13
FLT.OMA
ISSUE II, Rev 02
CHAPTER 35
In-Flight Emergency Procedure By Cabin Crew
Initial Action:
Notify pilot - in-command (Communicator)
Identify the item, and refer to the drill chart with the ERG Code of the item.
(Coordinator)
In case of fire:
Use standard fire procedure / check use of water (Fire Fighter)
In case of spillage or leakage
Collect emergency response kit and DRY cloths (Spill Fighter & Spill Back
up).
Move passengers away from area and distribute wet towels or cloths (Spill
Coordinator).
A-35-24
Effective 27-May-13
35.2.8
FLT.OMA
ISSUE II, Rev 02
CHAPTER 35
Put on rubber gloves (Spill Fighter & Spill Back up).
Don PBE (All Crew).
Mop up the spilled area with the dry cloths and place the contaminated
cloths in the polythene bag. (Spill Fighter & Backup)
Place dangerous goods item in polyethylene bags, which already contain

cotton. (Spill Fighter & Spill Backup)
Seal the Polythene bag with the security seal and puncture it from the top to
allow any fumes or gas to escape. (Spill Fighter & Spill Backup)
Stow polyethylene bags in the nearest lavatory (Spill Fighter & Backup).
Cover spillage on carpet / floor & affected seat cushions or seat covers with
dry cloths (Spill Coordinator)
Regularly inspect items stowed away and contaminated furnishings (Lead)
After landing
Advise ground personnel of the dangerous goods items and where there
are stowed (Lead)
Make the appropriate entry in the maintenance log (CDLB).
Note: Emergency Response Kit contains a minimum of
2 Pairs of thick industrial rubber gloves
2 Sets of thick polythene bag
Sufficient absorbent material like cotton
Security plastic seal
Dont hurt yourself during any procedure because you are required for evacuation. So
dont stretch yourself.
35.3
CARRIAGE OF WEAPONS, AMMUNITIONS ETC.
The carriage of arms, ammunitions and explosive by air is governed by the

provisions of Aircraft (Carriage of Dangerous Goods) Rules 2003.
35.3.1
Carriage Of Weapons
Any weapon or object which could be used for unlawful interference will not be
permitted to be carried as hand baggage.
The carriage on person of all types of knives including souvenir knives or knives
considered illegal by local law which could be used as a weapon will not be
A-35-25
Effective 27-May-13
FLT.OMA
ISSUE II, Rev 02
CHAPTER 35
permitted. The only exception will be passengers of Sikh religion as per

Government ruling.
All items classified as restricted articles as defined in the Rules of Carriage,

such as ice picks, straight razors, scissors and like, which could be used as a
weapon including a toy or a dummy or a grenade will not be permitted.
Guidelines are mentioned hereunder for manual checks to be carried out for all
passengers. Although these checks can also be conducted with the assistance
of different types of X-Ray machines, metal detectors, etc., it has been found
that manual inspection, though time consuming, is of course a more fool-proof
method.
A search of hand-baggage has to be carried out to ensure that no lethal weapon
is concealed in any secret compartments.
Normally, the lethal weapon would weigh more than the clothing. It tends to fall
at the bottom of the hand baggage even if it is wrapped in soiled clothes, socks,
under wears, etc. It is, therefore, necessary to search thoroughly all the
contents including shaving- kits, cigarette cartons, reading material etc. These
weapons could also be concealed in cameras. Consequently, while carrying out
the checks, if any such items weigh more than normal, they should be
thoroughly searched.
The smallest fire-arm could approximately measure about two inches or less. It
could be concealed in shirt cufflinks or in the coat-forearm or even underneath
the socks. Such weapons also could be concealed in a garment which appears
punched up or wrapped around something. Similarly, magazines and
newspapers should also be checked.
Pill-boxes, medicines, note-books, religious articles, may not normally be
carrying a concealed weapon unless there is an evidence of tampering or other
apparent inconsistency in which case, they are required to be opened. Thick
layers of packed clothing can be checked by running the hand between the
layers rolled, packed or sealed. Garment bags and wardrobe hangers need
careful checking since a weapon could be affixed to the hanger or lying in the
lower corner of the wardrobe. Umbrellas should be slightly opened to ensure
A-35-26
Effective 27-May-13
All tear gas and similar chemicals and gases whether in canister or other
container, any combination of explosives, incendiaries and any other
component which can result into an explosion or fire which is hazardous to the
safety of the airplane will not be permitted.
FLT.OMA
ISSUE II, Rev 02
CHAPTER 35
that they do not contain any weapon. Likewise, the umbrella handles should be
slightly turned to ensure that they are rigid. If not, the handle itself could be
connected with sharp lethal weapons which could be concealed in the main rod
of the umbrella.
Stuffed pillows and toys are particularly difficult to inspect. Stuffing could
prevent the checker from detecting the concealed weapon, who is therefore
required to see the abnormality in the weight of such pillows, toys, etc.
A small lethal weapon or an explosive device could be concealed even in the
shoes. The inspection of the shoes must include removal of the shoestring to
ascertain that nothing is concealed in the heel of the shoe.
Aerosol cans should be inspected by holding them to determine that the weight
is consistent with what is normally expected. In addition, the cans should be
squeezed; the one that can be tampered with will dent easily. If the can arouses
any suspicion, it must be thoroughly checked to clear the suspicion before being
allowed to pass through.
Cameras or photography equipment should be usually inspected to ascertain
that the lens is intact and that there is no suspicious apparatus which might
conceal the muzzle of a fire-arm.
Electrical equipment, such as tape-recorders, Dictaphones, phonograph, etc.
should also be usually inspected to determine if there is any unusual apparatus
and if the batteries are intact. Most can be operated as a proof that they are not
tampered with.
35.3.2
Company Policy as To Carriage of arms etc. By Passengers
For the carriage of arms, ammunitions, etc., on its flights, The Company policy
is to follow and implement the provisions of the Aircraft (Carriage of
Dangerous Goods) Rules 2003, and the orders issued by an officer duly
empowered by the Government of India.
Station Manager/Airport Manager of The Company, in consultation with Security
officials, if available, may permit the carriage of one licensed revolver or pistol or
shotgun and fifty cartridges belonging to a bona fide passenger in his registered
A-35-27
Effective 27-May-13
Brief cases, suit-cases should be checked for concealed compartments. This

could be accomplished by searching and feeling the bottom and sides and
ascertain that they have normal thickness. Always look out for any interior which
looks reinforced or repaired.
FLT.OMA
ISSUE II, Rev 02
CHAPTER 35
baggage after verification of valid documents. Authorisation for the purpose is

issued from time to time by the Director General Civil Aviation under the
provisions of rule mentioned above.
i)
The arms and ammunition shall be carried only in the registered baggage
of the passenger. The ammunition shall be removed from the weapon
and kept separately;
ii)
the registered baggage containing arms/ammunition shall be carried only in

airplane having separate cargo holds so as not to be accessible to
passengers ;
iii)
arms/ammunition are so packed, protected and secured as to avoid the

possibility of their being a source of danger ;
iv)
the Station Manager/Airport Manager shall verify all the relevant documents
to ensure that the arms are licensed in the name of the passenger
concerned ;
v)
The registered baggage shall be made over to the passenger at the

destination only, in the arrival hall and not on the tarmac.
vi)
After verification of all documents the Station Manager shall issue an

approval letter to the passenger as mentioned in the IndiGo Dangerous
Goods Operating Manual.
Further detail on the subject is given in BCAS approved Security Manual of the
company.
35.3.3
Carriage Of Arms Etc. By Approved Security Personnel
Bureau of Civil Aviation Security, vide their circular no 44/2000 and Indigo
Security Programme has permitted the carriage in person of arms and
ammunition on board an aircraft by following security personnel:
PSOs of President & Vice-President
PSOs of Special Protection Group (SPG) which provides

security to Prime Minister, ex-Prime Minister and their family
members.
Sky Marshalls
The above mentioned security personnel are permitted to carry on their person /
carry-on baggage fully unloaded arms and ammunitions (both kept separately).
A-35-28
Effective 27-May-13
In all such cases the following precautions must be taken:
FLT.OMA
ISSUE II, Rev 02
CHAPTER 35
The above is applicable to PSOs of SPG on commercial flights only when the
authorised protected persons are on board. The latest list of those authorised
SPG protection may be requested from Airline Security staff.
A notification to that effect will be handed over to the PIC prior to the departure
of the flight. Such notification shall include:
i) The number of authorized armed persons on board the aircraft;
ii) The location(s) of such persons.
A-35-29
Effective 27-May-13
PSOs not attached to the SPG but providing security to dignitaries in the high
risk category while travelling on a commercial flight can carry arms and
ammunition in their registered baggage, but not on person in the cabin.
FLT.OMA
ISSUE II, Rev 02
CHAPTER 35
ANNEXURE - 1
A-35-30
Effective 27-May-13
FLT.OMA
ISSUE II, Rev 02
CHAPTER 35
A-35-31
Effective 27-May-13
FLT.OMA
ISSUE II, Rev 02
CHAPTER 35
ANNEXURE - 2
A-35-32
Effective 27-May-13
FLT.OMA
ISSUE II, Rev 02
CHAPTER 35
IMP CODES
CAO
Cargo Aircraft Only
RMD
Miscellaneous Dangerous Goods
DGD
Shipper's Declaration for Dangerous Goods
RNG
Non-Flammable Non-toxic Gas
ICE
Carbon dioxide, solid (dry ice)
ROP
Organic Peroxide
IMP
Interline Message Procedure
ROX
Oxidizer
MAG
Magnetized Material
RPB
Toxic substance
RCL
Cryogenic Liquid
RPG
Toxic Gas
RCM
Corrosive
RRE
Excepted Packages of Radioactive Material
RCX
Explosives 1.3C
RRW
Radioactive Material Category I-White
RDS
Biological Substance, Category B (UN 3373)
RRY
Radioactive Material Categories II and III Yellow
REQ
Dangerous Goods in Excepted Quantities
RSB
Polymeric Beads
REX
RSC
Spontaneously Combustible
RFG
Normally forbidden explosives of Div 1.1, 1.2, 1.3, 1.4F, 1.5

and 1.6
Flammable Gas
RXB
Explosives 1.4B
RFL
Flammable Liquid
RXC
Explosives 1.4C
RFS
Flammable Solid
RXD
Explosives 1.4D
RFW
Dangerous When Wet
RXE
Explosives 1.4E
RGX
Explosives 1.3G
RXG
Explosives 1.4G
RIS
Infectious Substance (UN 2814 or UN 2900)
RXS
Explosives 1.4S
CIMP CODES
PER
Perishable cargo
LHO
Live human organs/blood
EAT
Eatables
WET
Wet cargo placed in non-hermetic container
HEG
Eggs
HUM
Human remains
AVI
Live animals
RHF
Substances harmful to foodstuff
VAL
Valuable Cargo
VUN
Vulnerable Cargo
FIL
Undeveloped Films
A-35-33
Effective 27-May-13
FLT.OMA
ISSUE II, Rev 02
CHAPTER 35
Annexure-3
Log Sheet for PERMITTED DANGEROUS GOODS AND WEAPONS
FLIGHT NO PNR NUMBER
PAX NAME
DETAILS OF GOODS
APPROVAL LETTER
REFERENCE
NOTOC
ISSUED
STAFF SIGN
Log Sheet for OFF-LOADED DANGEROUS GOODS AND WEAPONS

DATE
FLIGHT NO PNR NUMBER
PAX NAME
A-35-34
GOOD DETECTED
ACTION TAKEN
PAX SIGN STAFF SIGN
Effective 27-May-13
DATE
FLT.OMA
ISSUE II, Rev 00
SECURITY INSTRUCTIONS AND GUIDANCE
CHAPTER 36
TABLE OF CONTENTS
SECURITY INSTRUCTIONS AND GUIDANCE .......................................3
36.1
OBJECTIVE & FUNCTIONS ....................................................................4
36.2
36.1.1
Introduction.................................................................................4
36.1.2
Threats And Implementation ......................................................4
INFORMATION ON PROCEDURES AND REQUIREMENTS .................5

36.2.1
36.3
36.4
36.5
Anti Hijacking Security Measures ...............................................5
INFORMATION AND GUIDANCE............................................................7

36.3.1
Departure Sterile Area ................................................................7
36.3.2
Movement Of Passengers From Sterile Area / Terminal

Building To Departing Aircraft.....................................................7
36.3.3
Airside - Ladder Point Check ......................................................7
ANTI-SABOTAGE MEASURES............................................................... 8
36.4.1
Registered Baggage ...................................................................8
36.4.2
Physical Baggage Identification ..................................................9
36.4.3
Security Of Unaccompanied Baggage, Mail, Cargo, Diplomatic

Mail Bags....................................................................................9
BOARDING PASS ................................................................................. 11

36.5.1
Transit Passes..........................................................................11
36.5.2
Handling Of Passengers...........................................................11
A-36-1
Effective : 17-Aug-11
36.
FLT.OMA
ISSUE II, Rev 00
CHAPTER 36
36.5.3
Identity Cards ...........................................................................11
36.5.4
Checking Of Toilets / Hat-Racks / Catering Items Etc. .............12
36.5.5
Maintenance Section ................................................................12
STANDARD SECURITY MEASURES ................................................... 13

36.6.1
Pre-Flight Security ....................................................................15
36.6.2
Crew Baggage Security ............................................................15
36.6.3
Passengers And Baggage Security ..........................................16
36.7
SECURITY CATEGORISATION OF AIRPORTS ................................... 18
36.8
SUPPLEMENTARY STANDARD MEASURES ..................................... 18
36.9
CARRIAGE OF SECURITY REMOVED ITEMS..................................... 20
36.10
SKY MARSHALS ................................................................................... 21

36.10.1 SOP Issued By BCAS For Sky Marshals..................................21
36.10.2 Communication between sky marshals and air crew in a suspect
hijack situation ..........................................................................22
36.11
SECURITY PROCEDURES - UNLAWFUL INTERFERENCE ............... 23
36.12
HANDLING UNRULY PASSENGERS ................................................... 24

36.12.1 Disorderly / Unruly Passengers ................................................25
36.13
HIJACKING/UNLAWFUL SEIZURE OF AN AIRCRAFT ....................... 27
36.14
BOMB THREATS AND SABOTAGE ..................................................... 31
36.15
PREVENTIVE SECURITY MEASURES AND TRAINING ...................... 31
A-36-2
36.6
36.
FLT.OMA
ISSUE II, Rev 00
CHAPTER 36

Detailed security instructions and guidance is contained in the BCAS
approved Security Manual. General guidance information is provided below.
Parts of the security instructions are confidential and not given below.
GENERAL
The aim of aviation security is to safeguard International Civil Aviation
Operations against acts of unlawful interference. Safety of passengers, crew,
ground personnel and the general public shall be the primary objective in all
matters related to safeguarding against acts of unlawful interference with
International Civil Aviation.
It is an Airline Policy that all security measures laid down by the state
authorities from time to time are enforced. All efforts are to be made to avert
any security risk during operations. All crew and staff must carry their identity
cards for entry into the security area. It should be noted that under stringent
security arrangements, staff not in possession of authorised identity cards are
likely to be stopped from entering operational area by the authorities
concerned.
ATC authorities require confirmation from the Commander that all passengers
and hand baggage have been security checked. The Commander must
ensure complete elimination of access from Cabin to the Cockpit except for
crew members. The door between Cabin and Cockpit in every airplane during
the flight must be locked from inside the Cockpit. Cockpit door will be opened
only on instructions from the Commander when a request is made by the
Cabin attendant over the intercom.
The Company Security Department handles all the security aspects of the
company and the details are contained in Security Manual. However, certain
guidelines are given in this chapter for the information of crew and Operations
Personnel.
A-36-3
The duties and responsibilities of concerned personnel are laid down in the
Security Manual.
FLT.OMA
ISSUE II, Rev 00
CHAPTER 36
36.1
OBJECTIVE & FUNCTIONS
36.1.1
Introduction
36.1.2
Threats And Implementation
It is primarily a responsibility of the Management at all levels to remain

constantly aware of the threats and risks presented to the airlines by acts of
unlawful interference with Civil Aviation such as Hijacking, Sabotage, etc. In
order to meet these threats effectively, guidelines have been formulated
incorporating countermeasures of acceptable standards for effective
implementation with due regard for the dignity of the individual. These
guidelines are issued as formal instructions after extensive consultations with
the concerned operating department and in accordance with the directions
received from Government of India from time to time as well as the standard
and recommended practices laid down by the International Civil Aviation
Organization. All personnel of the company, shall ensure that they develop
security awareness and are alert towards suspicious/ unauthorized people
and packages. They should not ignore unusual circumstances and incidents
and ensure that all communication channels and facilities are functioning at all
times, and that they take cognizance of anything adverse when noticed and
take appropriate action or report the matter to the higher authorities.
Some of the security functions in the field are carried out by other agencies
such as the local police authorities, AAI, BCAS etc., in addition to the
companys own endeavour to ensure total security environment. This
notwithstanding, it is the responsibility of the company to ensure coordination
of total security effort and effective implementation and maintenance of the
prescribed procedures and security standards throughout its own network.
A-36-4
Security is a vital function, the objective of which is to secure the companys

passengers, airplane and installations against acts of unlawful interference
with Civil Aviation. The scope of Security extends to every part of the
undertaking and must necessarily permeate all levels. Its function is primarily
preventive in nature which ensures that adequate countermeasures are taken
against the existing and potential threats without hampering the airline
operations while at the same time not compromising with the basic principles
of Security.
FLT.OMA
ISSUE II, Rev 00
CHAPTER 36
36.2
INFORMATION ON PROCEDURES AND REQUIREMENTS
36.2.1
Anti Hijacking Security Measures
After the above checks, the security personnel will stamp and initial the
boarding pass and the hand baggage label as a token of having cleared the
passenger and his/her hand baggage
All the checks will be carried in such a manner that they do not affect the
liberty and the dignity of the passenger to any great extent. As per the Bureau
of Civil Aviation Security (CA) AVSEC order No. 6/2009 dated 04.11.2009 the
following VVIPs /VIPs are exempted from pre-embarkation security checks at
civilian airports in the country:
(1)
(2)
(3)
(4)
(5)
(6)
(7)
(8)
(9)
(10)
(11)
(12)
(13)
(14)
(15)
President
Vice-President
Prime-Minister
Governor of States
Former Presidents
Former Vice-Presidents
Chief Justice of India
Speaker of Lok Sabha
Union Ministers of Cabinet Rank
Chief Ministers of States
Deputy Chief Ministers of States
Deputy Chairman, Planning Commission
Leader of opposition in Lok Sabha and Rajya Sabha
Holders of Bharat Ratna Decoration
Ambassadors of foreign countries. Charge D Affairs and High
Commissioners and their spouses
(16) Judges of Supreme Court
A-36-5
Completion of check-in formalities, a search of hand baggage which is limited

to one piece per passenger, either manually or through X-Ray screening
followed by frisking is carried out by the State/Union Territory Police/CISF
authorities under the guidance of BCAS with the intention of preventing and
detecting carriage on board the airplane of any lethal weapon or objects or
articles which could be used for unlawful seizure of an airplane by a potential
hijacker.
FLT.OMA
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CHAPTER 36
Chief Election Commissioner

Comptroller & Auditor General of India
Deputy Chairman of Rajya Sabha and Deputy Speaker of Lok Sabha
Minister of State of Union Council of Ministers
Attorney General of India
Cabinet secretary
Lt. Governors of Union Territories
Chiefs of Staff holding the rank of full General or equivalent rank
Chief Justice of High Courts
Chief Ministers of Union Territories
Deputy Chief Ministers of Union Territories
Visiting foreign dignitaries of the same status as at Serial No. 1 to 4, 7,
8, 9 above
(29) His Holiness the Dalai Lama
(30) Special Protection Group (SPG) Protectees
(31) Shri Robert Vadra, while travelling with SPG Protectees
NOTE:
1. Spouse of the President of India is exempted from pre-embarkation security

checks at all civil airports even when he/she is not accompanying the President.
2. Former Prime ministers of India are also exempted from pre embarkation
security checks at all civilian airports in the country.
Except the categories specified above all other categories of passengers

travelling by Air through the civilian airports in the country must be subjected
to pre-embarkation security checks without making any exception in the
particular case.
Regarding the hand baggage search, the pieces of hand baggage carried by
the above category of passengers will not be subjected to security check and
will be affixed with a security stamp Exempted from Security check if carried
by the passengers themselves.
However, if the hand baggage of these VIPs is presented to the security staff
by their personal staff or any other person on their behalf, it shall be
screened. Government of India may, from time to time, issue further
instructions on the subject for compliance.
As far as the carriage of firearms by the personal security staff of such
VVIPs/dignitaries is concerned, the rules regarding the carriage of fire-arms
A-36-6
(17)
(18)
(19)
(20)
(21)
(22)
(23)
(24)
(25)
(26)
(27)
(28)
FLT.OMA
ISSUE II, Rev 00
CHAPTER 36
will be applicable as has been stated in Rule 8 of the Indian Airplane Act
Rules under the heading Conditions for the Carriage of Arms Explosive or
Dangerous Goods etc. and instructions issued from time to time.
These orders shall be applicable only when SPG PSOs accompany their
protectees during air journey by commercial flights.
36.3
INFORMATION AND GUIDANCE
36.3.1
Departure Sterile Area
After the above formalities are carried, the passengers enter the departure
sterile area in order to ensure that these security cleared passengers do not
come in contact with any unauthorised or non-security cleared person. Should
any security cleared passenger leave this area for any reason, he has to once
again undergo all pre-embarkation security checks before boarding the
aircraft.
36.3.2
Movement Of Passengers From Sterile Area / Terminal

To Departing Aircraft
Building
Passengers are carried in buses under surveillance from the terminal building
to the airplane and vice-versa. In some cases, however, where passengers
have to walk the distance between the terminal building and the departing
airplane and vice-versa, their movement will be under the necessary police
surveillance.
36.3.3
Airside - Ladder Point Check
On reaching the ladder of the departing aircraft, the ground staff on duty will
ensure that the boarding passes are duly stamped for immigration, customs
and security in case of international flights and security stamps in case of
domestic flights. In addition to this, the ground staff will also check the
boarding passes for their validation stamps, i.e. date and flight numbers.
Subsequently, they will detach the stub and permit the passengers to board
the departing aircraft. These detached stubs of the boarding passes will be
A-36-7
In the case of SPG Personal Security Officers (PSOs), the Government of

India, with a view to enable them to discharge their responsibilities, has
accorded permission to them to carry on their person/ hand baggage fully
unloaded arms and ammunition, both kept separately.
FLT.OMA
ISSUE II, Rev 00
CHAPTER 36
retained by the Commercial for 24 hours in case of domestic operation and

handed over to immigration authorities in case of international operation.
36.4
ANTI-SABOTAGE MEASURES
36.4.1
Registered Baggage
Screening of registered baggage has been made mandatory by BCAS at all

airports:
All registered/checked-in baggage of company flights originating from any of
the airports where X-ray BIS is available, shall be screened with the help of Xray BIS and where X-BIS is not available, 100 % of the registered baggage
shall be got opened and manual physical hand search by company Security
personnel carried out to ensure that no unauthorised weapon, explosive, or
explosive device, are carried in such baggage. On suspicion, such baggage
shall be got opened and physically examined by company Security personnel
to verify the suspect objects and satisfy themselves that these are not
hazardous to the safety and security of passengers/airplane during flight. . At
outstations where COMPANY Security personnel are not available, the
ground staff posted there shall perform this function.
After the passengers have checked-in, their registered baggage is tagged and
carried to the baggage make-up area. Subsequently it is loaded in the
departing aircraft. The movements of baggage between the check-in-counter
and the departing airplane shall be under the proper surveillance of the
company personnel detailed for the purpose, with a view to eliminate any
chance of tampering with or replacement of the registered baggage.
Each piece of baggage shall be affixed with a security sticker/seal at a place
where it will tear off if the bag is opened. Baggage without a security
sticker/tape or with a torn sticker shall not be accepted at check-in counter or
loaded into an airplane without subjecting it to fresh screening/security control
A-36-8
With regard to the duly validated hand baggage label, the Ground
Staff/Security personnel on duty at ladder point, after ensuring that the above
label is stamped and signed by the police, will tear the tag half way in order to
avoid any misuse by a potential hijacker.
36.4.2
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CHAPTER 36
Physical Baggage Identification
X-BIS screening of registered baggage is an additional security measure and

is not a substitute for Passenger Baggage Reconciliation or Physical
Baggage Identification.
It is responsibility of ground staff to ensure that the total number of

passengers checked in have boarded the aircraft. If the total number of
passengers on board does not tally with the number of checked-in
passengers, the entire baggage is to be off loaded for identification by
passengers before it is re-loaded in the aircraft. During this process, if the
Gate-No-Show passenger is detected then he is not to be accepted on the
flight as he is declared Gate- No- Show.
36.4.3
Security Of Unaccompanied Baggage, Mail, Cargo, Diplomatic

Mail Bags
Unaccompanied baggage and other loads such as mail, company stores,

galley equipment etc. booked as cargo. In order to prevent weapons,
explosives, explosive devices or any other dangerous devices which may be
used to commit an act of unlawful interference, the carriage or bearing of
which is not authorised, from being introduced by means whatsoever, in the
cargo consignments on-board an aircraft, any one of the following three
security measures shall be strictly followed by the company:
i)
ii)
iii)
X-ray screening
Physically checking
Cooling off for 24 hours
The above procedure has been prescribed by an order issued by the

Commissioner of Security (Civil Aviation), Bureau of Civil Aviation Security,
under Section 5A of The Airplane Act, 1934, violation of which is punishable
under Section 11A of the Act.
a)
Diplomatic Mail Bags
Diplomatic bags of any classification, i.e., carried by a courier or sent as

cargo, shall not be opened under any circumstances by the security staff. In
A-36-9
All the registered baggage after their receipt in the baggage make-up area
and completion of other formalities shall be lined up for Baggage
Identification/Baggage Matching/Baggage reconciliation (as the case may be)
to ensure that no unidentified baggage shall be put on board.
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ISSUE II, Rev 00
CHAPTER 36
Diplomatic bags which are carried as hand baggage by the diplomatic courier
shall not be screened provided the diplomatic courier (holder of diplomatic
passport) produces official documents from the concerned foreign diplomatic
mission indicating his status, the number of packages constituting the
diplomatic bag, and a certificate stating that the packages constituting the
diplomatic bag do not contain any substance which would be dangerous and
harmful to the airplane or its passengers.
b)
Security Of Catering Items
Catering items can be used as a medium for smuggling of weapons

/explosives/explosive devices or any other component of an explosive device
into an aircraft, which could be used for hijacking/sabotage. To thwart any
such possibility the following procedure shall be observed by the company for
the security of catering items.
At all times, during normal or alert situations, company security officials shall
be present in the catering establishment and shall exercise close supervision
at the time of preparation, packing, and pre-setting of catering items, while
these items are being placed in trolleys/meal-carts/oven cages/ containers,
while loading them into the Hi-lift Van (HLV), while transporting them from the
catering establishment to the aircraft, and while loading the same into the
aircraft.
While transferring the trolleys/meal-carts etc., from the HLV to the aircraft,
company catering officials shall check the seals affixed on them at the
catering establishment and then hand them over to the cabin attendant.
Every meal cart/trolley/container, etc., or other items from the HLV to be
handed over to the cabin attendant, shall be opened and checked by
company catering officials in the presence of the cabin attendant before
handing over/taking over of the catering items.
A-36-10
case of serious doubts about the contents of these bags, the matter shall be
brought to the notice of the Protocol Division of the Ministry of External
Affairs, who would take appropriate action. Such suspicious baggage shall
not be transported until and unless the doubts are cleared to the satisfaction
of security staff.
36.5
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CHAPTER 36
BOARDING PASS
All boarding passes are either printed or hand written showing the name of
the station, flight number and date, and each pass is signed by the issuing
staff.
The number of boarding passes issued is to be tallied with the number of
flight coupons uplifted.
Before emplaning, the boarding passes are to be checked by the ground staff
on ladder point duty as per the procedure. Passengers with unstamped
boarding passes are to be taken back for security check and will only be
permitted to board the airplane after necessary verification/investigation and
subsequent clearance by the Police.
36.5.1
Transit Passes
All the Boarding Passes issued to the passengers will be pre printed with the
caption reading Retain till Destination. In case of passengers disembarking
at the transit station, such passengers will produce the subject cards together
with the ticket jacket at the check-in-counter and will obtain fresh boarding
passes for the purpose of undergoing fresh security check before
embarkation.
36.5.2
Handling Of Passengers
All joining passengers on a stopping flight are to be frisked by the Security

personnel before emplaning. Transit passengers are to stay on board unless,
otherwise notified in which case they have once again to pass through
security checks.
36.5.3
Identity Cards
All employees of the company are issued with photo identity cards by the
respective Security Branch. They are required to display or produce them on
demand. In case of loss, the employee concerned is required to immediately
lodge a report with the police authorities concerned and submit a copy of the
FIR for the issue of duplicate card as per the laid down procedure. Employees
A-36-11
All boarding passes are to be treated as Cash Value Documents and kept
under lock and key. Boarding Passes are supplied in sets of equal number as
the seats on an aircraft. One set per flight is taken out and validated for the
flight. Unused passes are to be destroyed after the close of counter.
FLT.OMA
ISSUE II, Rev 00
CHAPTER 36
36.5.4
Checking Of Toilets / Hat-Racks / Catering Items Etc.
Toilets, hat-racks and catering items of the departing airplane will be checked
by the Engineering/Security personnel and Cabin Attendants before the
departure. Checking of catering items will be carried out by the ground
staff/Cabin attendant. In case of definite threat, the company staff will render
necessary assistance and co-ordinate in this task.
36.5.5
Maintenance Section
Maintenance Sections will ensure that the airplane are parked in well-lit areas.
Doors of parked aircraft/unattended airplane must be closed & where possible
locked and sealed.
Built-in access steps should be retracted and mobile access stairs, hi-lift vans,
step ladders and the like must be removed from the vicinity of parked,
unattended aircraft.
All the ground equipment should be either removed from the airplane or
immobilised to prevent their use as a means of access to unauthorised
persons.
Aerobridge should, if practical, be withdrawn from the unattended airplane
parked adjacent to Passenger Terminal Building. Doors between the Terminal
arid aerobridge should be locked.
Security Department will deploy sufficient security personnel at Maintenance
area to guard the aircraft.
All the staff working near or around the airplane must display their Photo
Identity cards at all times and must also be in the proper uniform issued to
them.
Personnel servicing the airplane during the course of their normal assignment
should check their work area for suspicious material baggage and
unauthorised movements. If anything unusual or adverse is observed it will be
brought immediately to the notice of the security personnel.
A-36-12
working in the apron/technical/sensitive areas are issued with Photo

Identification Cards by the BCAS or by the Aerodrome Officers on behalf of
BCAS. These identification cards are to be prominently displayed by the staff
while on duty. The loss of this card is to be dealt with in a manner similar to
the loss of companys card as stipulated above.
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CHAPTER 36
It will be the duty and responsibility of all the staff to verify! Challenge the
presence of any unauthorised or unidentified person near or around the
aircraft.
Any indication that the airplane has been entered, or indication that any item
has been placed within the plane or that there has been tampering with any
part of the plane, should be resolved by a thorough inspection by the
responsible personnel.
The company of the facility in which the parking area is located should,
through appropriate patrols and inspections, ensure that any foreign items on
the tarmac are removed to prevent damage to airplane tyres or ingestion of
harmful material into jet-engines.
Checks should be conducted systematically by the staff familiar the airplane
Wherever possible searches should be conducted by teams provided with
check list and assigned to the specific area of the aircraft.
In view of the possibility that explosive devices or substances may be
camouflaged as airplane equipment or components, it is important that
checks be made by qualified engineering and/or maintenance personnel.
Details of airplane security search check list both technical and non-technical
have been formulated as per decisions taken by the Sub-Committee and
issued by the E.M (QC).
36.6
STANDARD SECURITY MEASURES

Unattended airplane should be parked in a well-lit area. Doors should be
closed and the stairs and jet ways removed from the airplane and secured.
All the staff in and around the airplane in the operational area shall display
identity cards and wear uniform issued to them at all times.
Action All Departments
Personnel assigned the work on the airplane should always be alert and
check their areas of work for any suspicious article, baggage or person. In
A-36-13
Before any airplane is placed in service after it has been parked unattended it
should be subjected to a walk-around examination which includes wheels,
wells or other open cavities.
FLT.OMA
ISSUE II, Rev 00
CHAPTER 36
case, anything adverse is noticed it should be brought to the notice of the

concerned authority.

When airplane are parked on the apron prior to or after the various checks, all
external doors to be kept locked, step-ladders, hi-lift vehicles etc. should be
removed from the airplane or immobilized to prevent their being used as a
means of access by unauthorized persons.
Action Maintenance
All accessible points should be inspected after an airplane has been left
unattended for any period of time whether or not airplane is due to go on a
scheduled flight.
Action Maintenance
All interiors of the airplane should be searched prior to the boarding of
passengers by Engineering and immediately after the deplaning of the
passengers at the termination point by Security at Base Stations and
ground/Security at outstations.
Action Maintenance /Security
Suspicious articles should be brought to the attention of the appropriate local
authority.
Action Security/Cabin attendant
All trolleys, containers and cargo hold should be checked for any
unauthorised/suspicious object prior to loading.
Action Ground staff/Security
All vehicles used for servicing of the departing airplane should be searched
prior to use if left unattended.
Action Ground staff/Engineering
A-36-14
It is the duty and responsibility of all the staff working in and around the
airplane to challenge the presence of any unauthorized person and report it to
authorities. In short, unauthorized access to the airplane should be denied at
all times.
36.6.1
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ISSUE II, Rev 00
CHAPTER 36
Pre-Flight Security
All crew and their baggage shall undergo prescribed security checks as
applicable to normal passengers.
Crew shall position their baggage at a stipulated location and ensure that it is
correctly tagged, locked, and the flight number indicated
The flight bag and small hand baggage carried by the crew on their person
shall pass through pre-embarkation security check/screening by Airport
Security Unit.
The large-sized crew baggage after security clearance shall be lined up near
the step ladder of the airplane for identification by the respective crew
members
All Crew shall display the Identity Card while on duty and when moving about
in the Security Area. All crew shall proceed through the stipulated security
check enclosure.
36.6.2
Crew Baggage Security
All crew baggage should normally carry an identification label giving full name
and rank of the crew member.
Crew members must not leave their baggage unattended at all time specially
in hotels outside the room prior to check out..
Crew members must not accept for carriage sealed parcels from third parties.
Any sealed package belonging to a crew member shall at all times be carried
by the crew member concerned onto the airplane personally and shall not be
entrusted to any other crew members.
The individual crew member is responsible for the handling and security of his
personal baggage. Adherence to the following procedures is required:
o
Keep your bags locked when you are not using them.
Maintain security of all your carry-on bag.
Before leaving hotel, make sure all items in your bags belong to you and
have not been tampered with.
A-36-15
All crew baggage shall carry a special label to distinguish it as crew baggage.
FLT.OMA
ISSUE II, Rev 00
CHAPTER 36
Keep your bags in view at all times in public areas such as lobbies,
boarding lounges, restaurant, restrooms, hotel or terminal buildings.
o Never accept anything for carriage, including letters or envelopes, given

by strangers, fellow employees or acquaintances.
Passengers And Baggage Security
The following directions shall be followed to ensure security during

operations:
i)
On hopping services, transit passengers will stay on board. Should they

insist on disembarking to visit the terminal building they will be subjected
to personal search again including the search of any baggage they may
carry with them, before being allowed to re-board the aircraft.
ii)
The frisking of passengers will be done by the Airport Security

Police/company Security Staff
iii) Only one piece of hand baggage per passenger will be allowed in the
cabin. All other baggage will be carried in the hold of the airplane after
being weighed.
iv) Baby carry cots will be allowed in the Cabin but will be searched before
being put on board.
v)
Where the Police authorities feel it necessary, the passenger may be

asked to open his registered baggage for search.
vi) Once a passenger and his baggage has been checked, identified and
loaded the passenger is not to be allowed access to any baggage.
vii) Strict accounting of boarding passes, transit cards, checked-in baggage
and hand baggage.
Action Ground staff
viii) All bonafide passengers whether on domestic or international routes will
report for check-in at the counter and after the check- in, the boarding card
will be issued to the passenger concerned who will proceed to
security/immigration as the case may be. Further, in the case of VIP/VVIP
passengers, the laid down procedure will be followed.
Action Ground staff
A-36-16
36.6.3
FLT.OMA
ISSUE II, Rev 00
CHAPTER 36
ix) It will be ensured that only the registered baggage with tags is loaded on
the departure airplane and after being identified by the passengers.
Action Ground staff
Action Ground / Security staff

xi) The movement of all the containers and baggage trolleys from baggage
make up area to the loading point on to the departure airplane shall be under
the joint surveillance of responsible ground staff and Security.
xii) It will be ensured that only registered baggage of the passengers
travelling on board is loaded. Baggage of any other passengers who do not
travel must be off-loaded.
xiii) Passengers intending to carry fire-arms, weapons/ammunition etc. will be
treated as security removed articles and will be carried in the registered
baggage. Necessary instructions such as destination etc. will be notified to
the Station concerned for its subsequent delivery to the bona fide passenger.
xiv) Ensure that cent percent check of the passenger and his hand baggage
is carried out and that only those passengers whose boarding cards have
been security stamped are allowed to emplane.
Action Ground staff
xv) Departure passengers will be transported to the departure airplane in
buses wherever provided. Where such facilities are not available or where
deployment of coaches is not considered necessary, the passengers will be
permitted to walk up to the airplane under strict surveillance.
Action Ground staff
A-36-17
x) Adequate supervision and surveillance will be maintained at all times in

the baggage make up areas jointly by ground staff and Security with a view to
prevent insertion or loading of any unauthorised object in the
trolley/containers.
FLT.OMA
ISSUE II, Rev 00
CHAPTER 36
xvi) Ensure that the number of passengers who board the airplane tallies with
the number of passengers checked-in for the flight. Disembarking transit
passengers will be subjected to necessary check of their person and hand
baggage, before re-boarding the aircraft.
xvii) In case of international routes, bonded items which will be put on board
will not be left unattended on ground. Ensure that seals of such bonded items
received on board the airplane are intact.
Action Cabin attendant / Ground staff
36.7
SECURITY CATEGORISATION OF AIRPORTS

36.8
SUPPLEMENTARY STANDARD MEASURES

At all screening points, sign boards will be conspicuously displayed advising
passengers/individuals that they will have to undergo pre-embarkation
screening, which is a necessary exercise carried out by the State/Union
Territory Police before he is permitted to enter/board the aircraft. In case of
refusal to undergo the screening exercise, the passenger/individual
concerned will be denied access to the aircrafts. In case of VIP/ VVIP
passenger, the laid down procedure will be followed.
These sign boards will indicate the following: It is a crime to carry concealed
weapons aboard the aircraft. Government Rules require inspection of persons
and hand baggage passing through the inspection points.
A passenger/individual will have to undergo screening :o
before he enters the sterile area
while entering the ground support vehicles
while entering an aerobridge
while boarding the aircraft, at step ladders

A-36-18
Action Ground staff
FLT.OMA
ISSUE II, Rev 00
CHAPTER 36
The Police will also ensure that the sterile area will be physically separated
from all others in a manner to prevent or to deter unauthorised entry or
passing of any lethal weapons or dangerous device. In case the presence of
the unauthorised person is detected in the sterile area, the entire sterile area
must be vacated and proper search be carried out for any concealed
dangerous article etc. Besides, fresh frisking of all the passengers will be
carried out before they are permitted to enter the departure holding area.
All staff on duty should be specially alert for suspicious passengers.
During all transits, members of the cockpit crew/cabin attendant! Ground Staff
will maintain on board necessary supervision over the persons entering the
airplane and their movements.
Access into the airplane will be restricted only to those person whose
presence is essential and is an operational requirement. With the exception of
the passengers who have undergone search with their hand baggage before
boarding, whoever else enters or leaves the aircraft is liable to necessary
search either by crew member operating the flight or Station Manager or his
representative or the company Security personnel wherever available.
All Ground Support vehicles, catering hi-lift, step ladders, buses, etc. should
be subjected to necessary check for any suspicious article/object, which
would endanger safety.
All cargo booked will be subjected to necessary cooling off examination either
through technical aids or manual methods. Perishable cargo will not be
accepted unless checked.
Only manifested cargo will be loaded on board the aircraft. Mishandled, rush
or expedite baggage will not be carried unless checked.
Unaccompanied and transit baggage will be carried subject to checks.
A-36-19
The sterile area will be appropriate controlled by the Police against all
unauthorised movement of men and material. Any person who has been
screened and has entered the sterile area but later on exited from it to the
public access area for any reason shall again undergo screening at the time
of re-entry. Necessary inspection will be carried out by the Police authorities
to establish that the sterile area is cleared of the unauthorised persons,
dangerous objects etc.
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CHAPTER 36
Postal mail will be carried as per the rules in vogue.

Stores Department will ensure that the company stores put on board are
sterile.
In the event of any difficulty being faced in implementation of these measures,

local Managers will immediately report to the competent authorities
concerned.
36.9
CARRIAGE OF SECURITY REMOVED ITEMS

For the carriage of security removed items detained by the Security/antihijacking personnel from passengers prior to departures, the procedures
given below will be followed.
Each item will be labelled with a Registered baggage label with the
passengers name, seat and destination clearly marked.
All items for one destination will be placed in one polythene bag and the bag
will be labelled with the destination Baggage identification label indicating
the station of origin.
Transit stations will follow the same procedure using fresh polythene bags for
items loaded by them and will not tamper with the bags loaded by the
previous stations.
All the polythene bags will be placed in the special SEC box which will be
locked. The keys for the locks are standard and supplied to stations in
duplicate.
A separate telex message will be sent by stations destination wise giving
details of the number of bag(s) number of items in the bag(s). At transit
stations, it will be the responsibility of the traffic staff to check the box if there
are any items for their station irrespective of the fact whether a message has
been received from the previous station or not.
The delivery of the items to the passengers will be processed by traffic staff
as per local requirements.
A-36-20
Special vigilance will be exercised when carrying out the final engineering
maintenance external checks. All exterior vulnerable areas should be
inspected for suspicious objects.
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CHAPTER 36
It will be ensured that arms are unloaded before acceptance and the
ammunition will be carried subject to the IATA regulations.
36.10
SKY MARSHALS
36.10.1
SOP Issued By BCAS For Sky Marshals
The Sky Marshals will report to Airlines Security In-Charge in the

Backup Office, who will verify their credentials for the acceptance on
the flight. Subsequently, they will report to companys Doctor for
Medical checkup. In case they fail the medical check up the NSG &
BCAS will be informed by Security In-Charge.
After the Medical checkup, boarding cards will be handed over to the
Sky Marshals by the Security In-Charge.
Security In-Charge at originating station will handover a sealed

envelope giving details of Sky Marshals and their seats to the
Captain.
The Cockpit Door must be kept locked. No person to be given

permission to enter Cockpit unless required for technical reasons.
Inform Sky marshals through the Cabin Crew if anyone is being
taken to the Cockpit.
In case of a hijack, if there is a danger of hijackers using an

explosive or if Sky Marshals are present, the Commander should
lower the aircraft altitude to 10000 feet and reduce Cabin differential
pressure in preparation for a decompression.
If possible, Captain should intimate Sky Marshals on board by

secure and covert means about a hijack, if they are not already in
picture of it and work in tandem with each other.
A-36-21
Irrespective of the value, adopt precious cargo handling procedure for the
carriage of fire-arms, if any. Any high value cargo, to be sent by H.O.P (Hand
of Pilot) will be against signatures with advance communication to the station
of destination. Minimum handling reduces possible loss damage, minimise
exposure to theft as a result of consolidation of cargo. Manager Cargo will
ensure effective implementation of these measures. All company stores will
be examined before they are put on board.
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CHAPTER 36
In case information is received of a Bomb or suspected hijackers on

board, Captain should inform the Sky Marshals through the Cabin
Attendant so that they can be extra vigilant. The Sky Marshals are
not trained to defuse bombs, but their assistance can be taken by
the Cabin Attendant, if required to identify unclaimed packages
andclear passengers from the vicinity.
Cabin Attendant should not make the presence of Sky Marshals

public by asking them loudly. If in doubt, they should ask them
secretly.
Sky Marshals should be treated like normal passengers on board so

that their identity is not disclosed. Any change in the behaviour of
cabin crew is like to reveal the identity of the Sky Marshals.
Cabin Attendant should, if possible, intimate Sky Marshals on board

by covert means about the presence of suspected Hijacker.
Cabin Attendant should not interfere when Sky Marshals are reacting
to a hijack, but may assist them in any way required when
requested.
At transit airports, whenever possible Sky Marshals will continue to

stay on board. Boarding cards in these cases will be given to them
either at originating station or on board by the transit station Security
In charge before the passengers start boarding.
In case of long halts, the Sky Marshals may disembark and go

through the Security checks as required at originating stations.
Communication between sky marshals and air crew in a suspect

hijack situation
i)
As soon as the cabin attendant informs the pilot about the

suspicious passenger, the fasten seat belt sign should be
activated to ensure that passengers are restrained from leaving
their seats. The cabin attendant will make an announcement on
PA systeminstructing passengers to remain in their seats as seat
belt sign is on.
A-36-22
36.10.2
ii)
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Ensure that cockpit door is locked.
iii) Cabin attendant will immediately park one trolley and block the
forward toilet thereby cutting off the access to the cockpit.
v)
Declare front service toilet is unserviceable thereby cutting off all

access to the cockpit.
vi) Cabin attendant inform each other about the development thereby
ensuring a watchful eye on the suspect.
36.11
SECURITY PROCEDURES - UNLAWFUL INTERFERENCE
The following paragraphs contain generic guidance material for the flight crew
in case they face unlawful interference.
Specific procedures to be followed by IndiGo flight crew and other personnel
in case of a hijack are considered SECRET and will not be published. They
will be issued by Flight Operations individually under signature to flight crew
and other personnel who need to know its contents. The contents of such a
notice are for the information of bonafide recipients only and should not be
shared with others.
a)
Acts Likely To Imperil The Safety Of Aircraft

(Rule 29 Indian Airplane Rules, 1937)
No person shall interface with the Commander or with a member of the

operating crew of an airplane or temper with the airplane or its equipment or
conduct himself in a disorderly manner in an airplane or with its passengers or
crew.
b)
What Is Unlawful Interference

The Tokyo Convention of 1963 (Convention on Offences and Certain Other
Acts Committed on board Aircraft), defines as illegal interference with
international civil aviation, acts which, whether or not they are offences, may
or do jeopardize the safety of the airplane or of persons or property therein or
which jeopardize good order and discipline on board.
A-36-23
iv) The cabin attendant will offer a glass of water (even though there
is no request for this) along with a chit of paper denoting the seat
number of the suspicious passenger to the Sky Marshal seated
nearest behind the suspect.
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From the crews perspective, the three major forms of unlawful interference
are-
c)
Unruly passenger
Hijacking
Bomb threat
Classification Of Threats
A very useful industry developed tool for determining the seriousness of an
unruly or assaultive-passenger incident and the responses thereby warranted,
is a four-tiered scheme of threat levels. This has permitted the development
of a broadly understood reference that can be used to describe an ongoing
incident in a way that facilitates the understanding of crew and ground
personnel as to what level of seriousness the on-board situation has reached.
Thereby ground can anticipate somewhat are crew response and what the
consequent ground supportive response should be. The levels are:
Level 1
Disruptive behaviour
Level 2
Physically abusive behaviour
Level 3
Life-threatening behaviour
Level 4
Attempted breach or actual breach of the flight crew

compartment.
36.12
HANDLING UNRULY PASSENGERS
General
One of the problems with the implementation of an effective and consistent
strategy on unruly passengers is the difficulty of taking legal action against
serious offenders due to the problem of legal jurisdiction. Many States legal
systems do not include jurisdiction to charge a person for an offence that has
not taken place in its own territory. This means that it is often impossible to
lay charges against the offender if an offence is taking place in a State that is
not the State of arrival and on an airplane that is not registered in the State of
arrival.
Tokyo Convention
The provision of the following shall only apply to international flights.
In accordance with the Tokyo Convention Act 1975, the Commander may if
he/she has reasonable grounds to believe that a person has committed or is
about to commit on board the airplane an offence or act that may or does
A-36-24
i)
ii)
iii)
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jeopardise the safety of the airplane or of persons or property therein or which

jeopardises good order and discipline, impose upon such person reasonable
measures including restraint which are necessary:
to enable him/her to deliver such persons to competent authorities or to

off-load such person en-route.
The Commander can require or authorise the assistance of other crew
members and may request or authorise, but not require the assistance of
passengers to restrain any person who he/she is entitled to restrain.
Measures of restraint imposed upon a person shall not be continued
beyond any point at which the airplane lands unless:
such point is in the territory of a non-contracting state and its authorities

refuse to permit disembarkation of that person.
the airplane makes a forced landing and the airplane Commander is

unable to deliver that person to competent authorities.
that person agrees to onward carriage under restraint.

The Commander shall as soon as practicable, and if possible before
landing in the territory of the state with a person on board who has been
placed under restraint, notify the authorities of such state of the fact that
a person on board is under restraint and of the reasons for such restraint.
36.12.1
Disorderly / Unruly Passengers
Individual passengers or groups of passengers with the potential to behave in

a unruly manner generally fall into the following categories; apparently
intoxicated or under the influence of drugs or alcohol to the extent of physical
incompetence;
engage in disorderly or offensive conduct to the discomfort or distress of

other passengers and flight attendants;
are violent to the extent that there is a possibility of injuries to passengers

or cabin attendant or damage to the aircraft;
are apparently of unsound mind;
A-36-25
to maintain good order or discipline on board.
a)
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are known or suspected of being in possession of firearms;
fail to adhere to instructions by Company personnel

Airport Handling
Cabin attendant observing unruly conduct, in accordance with the above

characteristics, during embarkation will immediately advise the appropriate
airport staff and the commander. If necessary, the offending passenger(s) is
to be disembarked. Assistance from airport police or security staff should be
enlisted, if required.
b)
In Flight
The handling of unruly passengers in flights is at the discretion of the
commander and in co-ordination with the senior cabin attendant member.
This discretionary action could range from the refusal of cabin attendant to
serve alcohol to the physical restraint of the passenger. The Commander has
the authority to divert the flight to disembark the passenger(s) if in his opinion
the safety and orderly conduct of the flight is likely to be affected.
c)
After Landing
In case of a serious incident with unruly passenger(s) the commander will
request airport police, or security staff, to meet the airplane on arrival and, if
necessary, charge the passenger(s) with an offence.
d)
Reporting Procedure
In the situation where a passenger(s) is denied embarkation or behaves in
unruly manner in flight, a written report is to be submitted by the crew member
through the commander. Once the airplane is on ground it is responsibility of
the officer in-charge of the station/airport in co-ordination with the security
Personnel to lodge the necessary police as required. A report from an
independent non-Company witness is desirable.
The Commander shall submit a special report describing the occurrence
along with copies of any cabin attendant/witness report. Such report should
be forwarded to the Vice President Flight Operations as soon as possible in
the format of Flight Disturbance Incident form.
A-36-26
Airport staff will prevent the boarding of any passengers or group of

passengers whose behaviour displays the above characteristics.
36.13
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CHAPTER 36
HIJACKING/UNLAWFUL SEIZURE OF AN AIRCRAFT
A critical distinction to be made is attempted hijack versus suspected

hijack versus hijack. While each may have quite different meanings to the
on-board crew, an airplane that has clearly diverted from its planned route of
flight, is proceeding toward a major population centre and is not in
communication with ground entities may well be treated as a hijacking with
intended use as a weapon of mass destruction. The potential cost of allowing
the flight crew compartment door to be breached by a suicidal terrorist team
must be very clearly communicated in training to both the cabin attendant and
the flight crew.
Clearly a hijacking in which chemical or biological agents are being
threatened is Level 3 or Level 4.
GENERAL
As the circumstances surrounding a hijacking/unlawful seizure of an airplane
are highly various it is not possible to provide specific information to flight
crews. However, the safety of the airplane and its occupants must be the
paramount consideration and any occurrence must be dealt with in
accordance with the commander's judgement of the prevailing circumstances.
Unlawful seizure or interference with an airplane in service is a crime
wherever it occurs and as such will be dealt with by the police or security
forces in the same manner as any crime of violence. Commanders should
anticipate that the police or security forces who have the necessary powers of
arrest and entry on premises and property without warrant, will begin to
exercise their powers and their authority to control the future course of events
as soon as the incident is reported. The responsibility of the commander
begins to diminish at this point and he becomes subject to the instructions of
the relevant authorities.
A-36-27
Differentiation between an on-going attempted hijacking and a hijacking is

a most important distinction as regards airplane external response. An ongoing attempted hijacking is just that the flight crew is still in control of the
aircraft. A hijacking means that the hijackers are in control of the aircraft. It is
absolutely essential that the flight crew clarify this distinction with air traffic
control, due to the potential difference in response and resultant risk variables
to all on board the aircraft.
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Until this point is reached, the Commander is solely in command and his
actions should be conditioned by the requirements of the hijacker in a manner
which does not exacerbate the situation or increase risks to the passengers
and crew.
a)
Hijacker Profile
Some hijackers may harbour a desire to die under spectacular circumstances.
They may seem to be confused. They may fail or refuse to name a destination
or persist in ordering the flight to a destination that it is impossible to reach.
They may create highly unstable situations, changing orders as the flight
progresses.
The crew should attempt to determine the hijacker's intended destination. A
hijacker with no firm destination or a clearly impossible destination in mind
may be considering suicide. This person creates a high-risk situation. A
hijacker with a firm, reasonable destination in mind probably creates a
situation of less immediate risk.
b)
Guidelines In Dealing With Hijackers

If information is received that a suspected or declared hijacker is on board
before take-off, the airplane should be returned to the terminal. The crew will
not attempt to evaluate or search suspicious persons. This will be done by
trained security personnel.
Once the hijacker(s) has made his intentions known the flight attendant
should endeavour to prevent him from entering the cockpit.
The senior cabin attendant member should immediately advise the
Commander on the interphone system of a hijacker(s) presence in the cabin
by using the international hijack code.
The hijacker should be kept out of the cockpit at all cost.
If the hijacker(s) is in the cockpit, crew should endeavour to communicate the
situation to ATC. Generally, hijackers are aware of the need for
communication although they may be suspicious and demand that
communications are monitored. He should be informed that no resistance will
A-36-28
It is the Commander's responsibility to adhere to the lawful instructions of the

police or security forces to the extent
that he considers this to be
consistent with the safety of the passengers and crew.
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be offered, although he should be instructed not to touch any airplane

controls, systems or instruments.
Full account should be taken of the probability of the hijacker(s) being in a

highly emotional state of mind. Pilots are advised to refrain from unnecessary
conversation or actions which may irritate the hijacker(s).
The Commander should endeavour to land the airplane using the pretext of
fuel, weather, etc., as a reason.
Crew members should not disagree with the hijacker(s); rather every
endeavour should be made to relieve his anxiety in order to maintain an
effective dialogue.
It is important to try and establish that the hijacker(s) does in fact have a
weapon. Some hijackings have been attempted without a weapon.
Crew members should not attempt to use force unless it is certain that such
action will be successful.
After landing the Commander should attempt to stall for time and try to
negotiate the disembarkation of the passengers and cabin attendant.
c)
Communication Procedures
Where possible an attempt should be made to transmit to ATC a description
of the hijacking/unlawful seizure of the aircraft. ATC will maintain normal
responses to the airplane without any reference to the emergency and will
immediately activate the appropriate emergency procedures.
When circumstances prevent clear and concise radio transmissions, if
possible, the following discrete communications message/procedure may be
used.
VHF communication is set up as follows:
The Captain:
ensure the captain's speaker is off.
use his headset
monitor emergency frequency 121.5 on N2 transceiver

A-36-29
If the hijacker(s) requests are unreasonable and will place the flight in danger
the consequences of such actions should be explained in a manner which
does not aggravate the situation.
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The First Officer:
monitor ATC on No.1 transceiver
place the first officer's speaker ON to give the hijacker the

impression that he is receiving all communications.
Discrete code transponder is set as follows:
On being informed of a hijacking on board the captain will immediately
activate the remote atc switch (where installed)
Signal
Cover Message
- Airplane being hijacked or

subjected to unlawful
interference.
- In the air, when the
situation is grave and
immediate assistance is
required.
Transponder
code 7500
to
Transponder
code 7700
to
"Transponder
seven five zero
zero"
"Transponder
seven seven zero
zero"
A pilot, having selected Code 7500 and subsequently requested to confirm

this code by ATC shall, according to circumstances, either confirm this or not
reply at all. The absence of a reply from the pilot will be taken by ATC as an
indication that the use of Code 7500 is not due to an inadvertent false code
selection.
Note: If the hijacker is entering the cockpit, activate the ATC emergency mode
pushbutton (if installed). Code 7700 will be activated without any possibility to
de-activate it in flight.
d)
ATS Procedures
The following procedures are intended as guidance for use by aircraft when
Unlawful interference occurs and the aircraft is unable to notify an ATS unit of
this fact. (Refer CAR Section 4, Series E, Part I)
i.
Unless considerations aboard the aircraft dictate otherwise, the pilot-incommand should attempt to continue flying on the assigned track and at the
assigned cruising level at least until able to notify an ATS unit or within radar
coverage.
A-36-30
Situation
ii.
FLT.OMA
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When an aircraft subjected to an act of unlawful interference must depart from

its assigned track or its assigned cruising level without being able to make
radiotelephony contact with ATS, the pilot-in-command should, whenever
possible:
Attempt to broadcast warnings on the VHF emergency frequency and
other appropriate frequencies, unless considerations aboard the aircraft
dictate otherwise. Other equipment such as on-board transponders and
data links should also be used when it is advantageous to do so and
circumstances permit; and
b.
proceed in accordance with applicable special procedures for in-flight

contingencies, where such procedures have been established and
promulgated in the Regional Supplementary Procedures (Doc 7030); or
c.
if no applicable regional procedures have been established, proceed at a

level which differs from the cruising levels normally used for IFR flight by:
36.14
150 m (500 ft) in an area where a vertical separation minimum of

300m (1 000 ft) is applied; or
300 m (1 000 ft) in an area where a vertical separation minimum of

600m (2 000 ft) is applied.
BOMB THREATS AND SABOTAGE
This has been covered in part A, General, Chapter 37.

36.15
PREVENTIVE SECURITY MEASURES AND TRAINING

CONFIDENTIAL
A-36-31
a.
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A-36-32
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CHAPTER 37
TABLE OF CONTENTS
SUSPECTED SABOTAGE ......................................................................3
37.1
BOMB OR SABOTAGE THREATS .........................................................3
37.2
BOMB AND OTHER SABOTAGE THREATS .........................................3
37.3
37.4
37.2.1
Classifications Of Sabotage Threats ..........................................3
37.2.2
Anti Sabotage Precautions .........................................................4
AIRPLANE SEARCH PROCEDURE .......................................................5

37.3.1
Airplane On Ground ...................................................................5
37.3.2
Search Procedure - Stations With No Airline Representatives ...6
37.3.3
Explosive Devices Versus Chemical/ Biological Weapons .......11
AIRPLANE SEARCH PROCEDURE CHECKLIST ................................15

37.4.1
Cabin Attendant Checklist For In-Flight Chemical / Biological

Weapons ..................................................................................17
37.4.2
Discovery of a suspicious package/envelope On the airplane

in flight ......................................................................................19
37.4.3
Flight Crew Checklist For In-Flight Chemical / Biological

Weapons ..................................................................................20
A-37-1
Effective 17-Aug-11
37.
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A-37-2
Effective 17-Aug-11
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37.
SUSPECTED SABOTAGE
37.1
BOMB OR SABOTAGE THREATS
37.2
BOMB AND OTHER SABOTAGE THREATS

Threats against an airplane or a particular flight number are usually received
by the local Civil Aviation Authority, Company or handling agent/airline office.
Sabotage threat calls will be evaluated, by appropriate personnel, as either
genuine or hoax.
37.2.1
a)
Classifications Of Sabotage Threats

Specific Threats
A threat may be classified as specific if it contains the following factors:

o
The Airline is identified
A specific flight number is mentioned
Exact date and time stated
Origin or destination of flight is given
b)
Non-Specific Threats
A threat may be classified as non specific if it contains the following factors:

o
The Airline is not identified
The flight is not specified
Neither date nor time is mentioned
o
The threat is general in nature such as the next
departing/arriving has a bomb on board.
A-37-3
flight
Effective 17-Aug-11
It is important that all staff develop a "security conscious" approach with

respect to the company airplane and other assets. All flight crew members
should be vigilant in ensuring that unauthorised persons are denied access to
airplane and areas where there is the potential for sabotage or damage.
FLT.OMA
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SUSPECTED SABOTAGE
CHAPTER 37
It is company policy that appropriate procedures be immediately implemented

for sabotage threats assessed as genuine until it is assessed that the threat is
in fact a hoax, or does not present any further danger.
The Commander of the airplane will be advised of the receipt of any genuine
threat against the aircraft. The situation is to be treated as an emergency.
37.2.2
Anti Sabotage Precautions
Before the passengers board the aircraft, the cabin attendant will double
check the passenger cabin area including toilet for the presence of any
foreign object or any unauthorised person. This will be in addition to the check
carried out by airline security personnel.
Commander will ensure complete elimination of access, except for
Engineering / company staff required on board as part of the pre-departure
activity.
If any suspicious foreign article is found it should be segregated and ATC,
Flight dispatch informed. On receiving this information ATC will inform the
local BCAS unit and flight dispatch, the airline security in-charge. Pending its
identification and classification of the explosive, the local police should take
charge of it and make detailed enquiry. In the absence of an officer of the
Inspectorate of Explosives or Bomb Removal Squad, the senior-most police
officer shall have the authority for the removal of the suspected article to a
remote place for putting it in a pit. Necessary care should be taken that the
article does not receive any unnecessary jerks which may result in any
detonation. A detailed description of the article should be noted including the
writing and what is written should be taken down. Whenever possible, the
article should be photographed from different angles without disturbing it. All
these operations will be carried out in the presence of Airport Fire Officer.
The AAI Directorate in respect of International Airports and Aerodrome Officer
in respect of other Civil airports will supervise and coordinate the handling of
suspected article.
A-37-4
Effective 17-Aug-11
The treatment of sabotage threats varies from country to country both with
respect to the handling of the airplane after landing and in the subsequent
investigation of the threat by local authorities.
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CHAPTER 37
37.3
AIRPLANE SEARCH PROCEDURE
37.3.1
Airplane On Ground
a)
have all passengers and crew disembark with all cabin baggage using
steps or jetties. Escape slides should only be used in extreme
emergencies. If it is decided to use the escape slides all cabin baggage
must be left on board the aircraft.
b)
move the airplane to a remote location such as the isolated parking

position
c)
isolate and re-screen all passengers and their cabin baggage and hold
them in a separate area until the crew members hold baggage, cargo
and catering supplies have been inspected/screened, searched and
declared safe.
d)
Unload all hold baggage and require passengers to identify their

baggage, which should then be screened or searched before it is reloaded.
e)
Unload all cargo which should then be screened or searched before it is

re-loaded
f)
Unload and check the integrity of catering supplies; and
g)
Search the aircraft.
Note: Items b) to g) above are the responsibility of the Security agencies and
Engineering.
The pilot-in-command should summon the senior cabin attendant member to

the cockpit and advise the nature of the threat against the airplane and make
the following PA announcement :
"Ladies and gentlemen this is Captain.....speaking. I regret to advise that
there will be an interruption to this flight. We have received a message that
the airplane may have been sabotaged. In the interest of your safety we are
going to make a thorough search of the aircraft. Instead of taking off, we shall
A-37-5
Effective 17-Aug-11
When a bomb/sabotage threat or warning is associated with an airplane that

is still on the ground, and once the warning has been assessed, information
must immediately be conveyed to the pilot-in-command who should :
FLT.OMA
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The airplane will be thoroughly searched in case of Bomb / sabotage threat by

the Bomb Disposal Squad in co-ordination with BCAS and Company
Security/Engineering Departments.
37.3.2
Search Procedure - Stations With No Airline Representatives
The following guidance applies should a Commander land after a bomb threat
at an airport which has no airlines representative.
o
Seek the assistance of local airport authority or security force in

searching the airplane and baggage.
If a search of baggage is to be made, make certain that the airplane

is at least 300 metres from the area where the search is being
carried out.
37.3.2.1
The airplane must undergo a bomb schedule which is to be carried

out by the company engineering and security department before it is
cleared.
Maintenance Procedure
The following procedures are special maintenance requirements for bomb

threats. They are outlined here to familiarise cockpit crew with the
procedures.
After landing the airplane must be parked in an isolated area. If already
parked on the ramp it is to be towed to an isolated area.
Passengers and hand baggage should be off loaded.
All passengers and Airlines staff will keep away from the airplane and
baggage until the bomb squad and Security have cleared the aircraft.
The bomb schedule will be carried out by the Engineering and Security
Departments.
A-37-6
Effective 17-Aug-11
taxi the airplane to a suitable area. The flight attendants will supervise your
disembarkation and accompany you to a safe position. Arrangements for your
comfort while the airplane is being searched will be advised after
disembarkation";
37.3.2.2
FLT.OMA
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CHAPTER 37
Airplane In Air
The calming effect of knowledge, and therefore the positive influence on a

crews performance n this situation, cannot be overemphasized. This
knowledge will aid in the process of deliberate, mental control of the fear
engendered by this threat and thereby facilitate the capability of the cabin
attendant to successfully hear, lead, direct and act.
The airplane should undergo an in-flight search for a bomb in case of
suspected sabotage and for inspecting airplane s for concealed weapons,
explosives or other dangerous devices when a well-founded suspicion exists
that the airplane may be the object of an act of unlawful interference. This is
generally based upon a threat to the specific airplane that is received while
the airplane is in flight.
Sabotage devices can be disguised in many ways. The general guidelines
are:
o
an obvious device
a package which fits the description contained in the threat
a package which is foreign to its environment
Any unclaimed or unusual package found should be guarded and not be

disturbed.
An actual bomb, or a suspicious object that cannot be confirmed as an

explosive device, should be treated as a bomb on board. Flight Crew are
expected to follow specific procedures laid down in QRH.
A-37-7
Effective 17-Aug-11
Finding a bomb on board, whatever the nature or contents of the device, has
the unique capability of striking a crew a crew untrained in in-flight bomb
threat management procedures with almost paralysing fear. An active
improvised explosive device (IED) or chemical/biological weapon (CW\BW)
on board the airplane is a serious safety and security matter, however, the
situation is similar to various other in-flight emergencies. When the crew has
a checklist and a procedure to follow the likelihood of a successful conclusion
to the emergency is considerably enhanced.
FLT.OMA
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CHAPTER 37
The airplane must be searched in accordance with the search checklists

given later in the chapter.
37.3.2.3
Bomb On Board
Cockpit procedures for Bomb on Board are laid down in the FCOM / QRH
emergency section. Pilots are to refer to:
A320
37.3.2.4
FCOM
PRO-ABN-80 P 11/54
General Guidance
o Maintain existing cabin altitude because it will prevent the activation on

an altitude-sensitive bomb. If terrain and fuel requirements permit descend
the aircraft to the cabin altitude + 2500 and maintain delta P at 1 PSI. During
any further steps of descent, maintain delta P at 1 PSI. It will minimise the
effect of explosion.
o
Reduce to turbulence penetration speed. If the time of detonation is

known take appropriate action to land before that time.
Notify ATC and declare an emergency
Prepare for landing at the nearest suitable airport
For landing, reduce the differential pressure to zero, until the final
approach.
If an explosive device is found do not disconnect or cut any electric wires.
Do not remove any string, tape etc. that is under tension holding the
device together. Do not open any closed container. Radio its exact
description for the information of bomb disposal experts.
If permission is given for the device to be moved, this should be done

very gently while ensuring it is kept in the attitude in which it was found.
Before moving inspect the device thoroughly making certain to check for
Anti-lift devices. This may be done without moving or lifting the object
by, sliding a card carefully between it and the surface it is resting upon. If
resistance is felt do not further disturb or move the device. Passengers
A-37-8
Effective 17-Aug-11
If a bomb is located in the aircraft, the FCOM procedure "Bomb on board"

must be applied.
FLT.OMA
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37.3.2.5
Least Risk Bomb Location ( LRBL)
The lethal areas on an airplane are the cockpit, over wing and tail. A
suspicious article considered to be an explosive may be kept in the least risk
area. Recommended least risk areas are:
A320
Centre of the RH Aft Cabin Door
Move fire extinguishers and portable oxygen bottles from the area and
disarm the slide/raft.
Disconnect non essential electrical power in the areas near the

suspected bomb.
Stabilise the device by covering with pillows blankets and seat cushions
to reduce its explosive and fire potential.
To minimise damage and hydraulic complications should explosion

appear imminent, lower landing gear and reduce speed as soon as
possible.
o
Limit g manoeuvres and bank as less as possible
Descend the airplane to an altitude equivalent to the cabin altitude +

2500 ft.
Seek local security forces assistance for removal of the suspected

device after landing.
If time permits, prior to landing, request the parking site and provision of
stairs.
37.3.2.6
The Pilot-In-Command Actions:
immediately proceed to the nearest suitable airport;
summon the senior cabin attendant member to the cockpit and advise the
nature of the threat against the aircraft;
A-37-9
Effective 17-Aug-11
should be moved away from it to at least the equivalent of four rows of

seats (1 6ft./ 5 mtrs.), even if they have to sit on the floor. The device
should be covered and stabilised For detailed procedures refer FCOM,
PRO/LIM/OEB/FCBUL (PRO-ABN-80)
FLT.OMA
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SUSPECTED SABOTAGE
CHAPTER 37
make the following PA announcement:
after landing make the following PA announcements;

"Ladies and gentlemen this is Captain.....speaking. I regret to advise that
there will be an interruption to this flight. We have received a message
that the airplane may have been sabotaged. In the interest of your safety
we
are going to make a thorough search of the aircraft. Instead of
taking off, we shall taxi the airplane to a suitable area. The flight
attendants will supervise your disembarkation and accompany you to a
safe position. Arrangements for your comfort while the airplane is being
searched will be advised after disembarkation";
If stairs are not available and evacuation is unavoidable keep in mind risk
of passenger injuries. If passengers are to be evacuated using the slide
the Commander may command using less than all slides as it may be
easier for the Cabin attendant to retain control of the passengers.
if an immediately evacuation appears warranted order an emergency

evacuation immediately the airplane has been brought to a stop after
landing;
in the event that an immediately evacuation is not considered necessary,

disembark the passengers either at a gate or at a suitable area
nominated by ATC. If the airplane is away from the gate, disembarkation
is to be via external/internal stairs rather than escape slides, unless there
is every reason to believe that an explosion and/or airplane
damage
is imminent.
o
in a controlled disembarkation via stairs or an aerobridge, passengers

and crew should take all cabin baggage; this requirement should be
reflected in a PA announcement by cabin attendant;
if an evacuation via the slides is required passengers and crew should

leave all cabin baggage on board the aircraft;
A-37-10
Effective 17-Aug-11
"Ladies and gentlemen this is Captain.....speaking we have been advised

by Air Traffic Control that the safety of the airplane may have been
compromised. In the interests of your safety we are returning to.....airport
(or diverting to.....airport) and I will give you more details after landing";
o
37.3.3
FLT.OMA
ISSUE II, Rev 00
SUSPECTED SABOTAGE
CHAPTER 37
flight attendants and ground personnel will be responsible for moving

passengers to a safe location.
Explosive Devices Versus Chemical/ Biological Weapons
37.3.3.1
Flight
Dealing With Chemical/Biological Weapons(Cbw) During
Recent history shows capability, willingness, and intent exists to utilise

chemical/biological weapons in terrorist activity. Clearly, it is in the interest of
all to familiarize crew members with information on such weaponry, the threat
posed by its presence on board the airplane and some means for responding
to this in-flight emergency.
37.3.3.2
Aerosol Chem / Bio Activation
A primary method of distributing chemical or biological agents inside the

airplane is aerosol dispersion. The action of leaking, exploding or manually
pouring the substance into the cabin interior will move the agent through
simple airborne transmission onto the skin or into the eyes, lungs and nasal
passages. Airborne transmission will likely be the primary means of
exposure.
With an understanding of the weapons likely dispersal characteristics, it will
be the goal of crew members to contain the weapons aerosol potential before
it spreads through the cabin atmosphere or, if unable, to minimise its effect on
passengers and crew.
CBWs, because of their very nature, must be dealt with in a separate, unique
manner that is different from explosives. Dealing with a reported CHEM/BIO
threat requires a studied plan, good crew resource management, and full
participation of both flight crew and cabin attendant. Determining the location
of the suspected device, identifying it and choosing an appropriate reaction to
the threat requires calm thinking, clear communication and a considered,
timely response.
A-37-11
Effective 17-Aug-11
A critical distinction to be made is the difference between the handling of an

IED and a chemical/biological weapon (CBW). In many situations, in
accordance with the LRBL procedures, it is strongly recommended to move
an IED to the LRBL. However, moving a suspected CBW device would be ill
advised, as indicated below.
FLT.OMA
ISSUE II, Rev 00
SUSPECTED SABOTAGE
CHAPTER 37
37.3.3.3
Cabin Threats Without Activation
If a CHEM/BIO weapon is reported to be on the airplane (but without apparent

activation due to lack of physical symptoms of exposure) it should be noted
that exposure to biological agents will not likely result in an immediate
presence of symptoms; nor will the dispersal of a biological or chemical agent
necessarily be immediately detectable. The crew must take immediate steps
to deal with the situation and attempt to minimize aerosol dispersion
immediate. Flight and cabin attendant have different duties that should be
started simultaneously.
Flight crew should immediate don masks, goggles, select 100 percent oxygen
maximize skin coverage with shirtsleeves down or uniform jackets worn.
Some CHEM/BIO agents are odourless and will not be sensed until is too
late, so this step should not be delayed.
Although an emergency declaration and turn towards an alternate aerodrome
is appropriate, an immediate change in cabin pressure should not be initiated
until the un-activated device is secured to the maximum extent possible.
Immediate reducing cabin temperature to the lowest practical setting and
turning off re-circulation fans will decrease most aerosol dispersion
characteristics, so this step should be taken immediate.
37.3.3.4
Securing A Suspected Chem/Bio Weapon
Once the suspected CHEM/BIO container is covered and sealed from the
cabin atmosphere, a gradual descent of the airplane can be initiate using a
descent that minimizes the rate of cabin change. The slower the descent and
increase in cabin pressure, the lower the risk of agent dispersal during the
final phase of flight.
A-37-12
Effective 17-Aug-11
All crew members must be involved, but is important to separate

responsibilities between the flight crew compartment and cabin. The flight
crew must focus on flying the aircraft, managing the cabin temperature,
pressurization and other systems while coordinating with dispatch and
assisting agencies. The cabin attendant, on the other hand, should prepare
for and deal with any suspected CHEM/BIO device located within the cabin
while executing appropriate emergency pre-landing activities. Crew response
to a CHEM/BIO weapon should be tailored to the weapons location (cabin
versus cargo area) and its status (un-activated versus activated).
FLT.OMA
ISSUE II, Rev 00
SUSPECTED SABOTAGE
CHAPTER 37
37.3.3.5
Cabin Threats With Activation
Unexpected exposure to an activated chemical/biological weapon within the

confines of an airplane cabin will require quick identification, clear thinking
and swift response. With the exception of slow-acting biological agents such
as anthrax, airborne exposure to toxic agents may rapidly generate sudden
passenger sickness in an epidemic outbreak. If time permits due to distance
from the nearest suitable airport, consultation with knowledgeable specialists
on the differences between bio-logical and chemical agents with regard to
dispersion and the speed with which they will generate symptoms less rapidly
than will chemical agents, many of which cause immediate symptoms.
Depending on the agent, passengers and cabin attendant may exhibit
choking, discoloration and fainting, blistering or convulsions that are beyond
the means of crew members to effectively deal with while airborne. It is
important to remember that symptoms may manifest quickly or slowly, and the
chemical weapon itself may be deceptively odourless or of a mild scent.
When this situation is reported to the fight crew, immediate actions must be
take: flight crew members must don mask and goggles, secure the cabin door
and deny any entry from the cabin. Next, they must decrease cabin pressure
(by raising the cabin altitude) as quickly as possible and as much as
possible to evacuate and dilute the aerosol chemical agent. Additionally,
recirculation fans should be turned off and the coldest possible temperature
selected to aid in minimizing agent aerosol dispersion. It is extremely
important to don oxygen mask and goggles before any other action upon
report of multiple cabin illnesses. Passengers and cabin attendant should go
on oxygen. Doing so will protect them from the effects of increasing the cabin
altitude to over 10000 feet and will help prevent them from ingesting the toxic
agent into lungs and/or nasal passages.
A-37-13
Effective 17-Aug-11
Upon landing and taxiing to the airport minimum risk location, the airplane
should be parked on the diagonal to the surface winds and passengers and
crew should deplane through upwind airplane exists to minimize risk of
contamination. Even if there appears to be no manifestation of possible
CHEM/BIO contamination, passengers and crew should remain together and
quarantined until checked by trained personnel.
FLT.OMA
ISSUE II, Rev 00
SUSPECTED SABOTAGE
CHAPTER 37
In the event of a CHEM/BIO threat in a cargo compartment, it is particularly

important that the crew know of any dangerous goods on board the aircraft.
A reported CHEM / BIO threat in a cargo compartment should be dealt with
much as one would deal with a cargo fire: isolate the cargo bay by removing
all sources of ventilation, shut off cargo heat sources and turn off recirculation
fans. This process will significantly restrict agent dispersion and help protect
the passenger cabin.
In-flight activation of a CHEM/BIO weapon may be sensed by smoke
detectors in the cargo hold. Warning lights will not distinguish whether the
smoke is from a weapon or cargo fire, but normal fire-fighting techniques will
provide optimal protection while airborne.
During descent, a positive outflow of pressure from the air conditioning packs
(units) will decrease the risk of chemical agents migrating from the cargo bays
and into the cabin. To sustain this protection until a planned deplaning,
setting the landing elevation somewhat lower than the actual destination will
keep the cabin relatively over-pressurized throughout the landing process.
Depending on the aircraft, time and system knowledge, manually keeping
outflow valves from fully opening upon landing could keep the cabin overpressurized and protected from cargo area contamination until ready for
emergency evacuation through upwind exits.
37.3.3.6
Diverting And Deplaning
If the airplane is quite far from the nearest suitable airport, flight crew could
coordinate with air traffic control and the airlines dispatch or systems
Operational Control to land at an equidistant alternate aerodrome equipped
with explosive, CHEM/BIO and medical expertise waiting to assist with
A-37-14
Effective 17-Aug-11
A rapid descent and diversion to a suitable airport is of critical importance. An

immediate landing is paramount to ensure flight crew are physically able to
land the aircraft, and gain time-critical medical treatment for exposed
individuals. Particularly when chemical agents are suspected, fear of
contaminating large populated areas should not interfere with the decision to
land at a major airport, as chemical agents are generally of a short-term
nature and will dissipate rapidly. The airplane should be safely landed while it
is still possible to do so.
FLT.OMA
ISSUE II, Rev 00
SUSPECTED SABOTAGE
CHAPTER 37
If serious reservation is expressed from the ground, the crew can accomplish
certain actions to minimize the risk to the airport and surrounding
communities, for example, if biological agents are suspected, the crew might
try to avoid over-flying populated areas during the approach and landing.
In any CHEM/BIO threat situation, the airplane should not taxi to a terminal
after landing, but instead seek a location downwind of any populated
structures. The airplane should be parked diagonally to reported winds and
deplaning should be undertaken only on the upwind side of the aircraft. All
passengers and crew should be kept together and quarantined from nonemergency personnel.
37.3.3.7
Crew Awareness
Perhaps the most important single factor in assuring a successful outcome to

a CBW incident is for each crew member to consider in advance how he or
she would deal with a genuine CHEM/BIO threat in the airplane.
As a cabin attendant member should always be observant of passengers,
heightened crew awareness and ongoing surveillance of the cabin to detect
suspicious behaviour or objects should be emphasized in training. As a CBW
would probably be disguised as a familiar item to avoid suspicion and
detection, the more likely cause for aroused suspicion would be an item being
out of place.
A checklist for cabin attendant regarding in-flight chemical/biological weapons
is included at.37.4
A checklist for flight crew regarding in-flight chemical/biological weapons is
included at 37.4.1.2
37.4
AIRPLANE SEARCH PROCEDURE CHECKLIST

Flight crew compartment
First check the left side and then the right side.
A-37-15
Effective 17-Aug-11
deplaning and, if necessary, decontamination. Coordinating actions with local

emergency response agencies to the maximum extend possible is critical. In
addition to exposing those on board to a potentially deadly threat, the CBW
also poses a risk to those outside the aircraft.
FLT.OMA
ISSUE II, Rev 00
SUSPECTED SABOTAGE
CHAPTER 37
(Tick when searched)

The Checklist is available in the cockpit, as a part of aircraft document
o Seat
o Entire floor including area forward of the rudder pedals and beneath all
seats
o Ceiling, side and rear wall
o Pedestal and consoles
o Windshield
o All instrument and switch panels
o All circuit breaker fuse panels
o Waste Bin
o Flight Navigation Bag
o Life Jacket stowage
o Spare lamp stowage
o Crew oxygen masks stowage
o L/G Pin Box
o General Purpose Receptacles
o Any blanked panel receptacle on the control pedestal and circuit breaker
panel
Cabin
o Search should commence starting with the right side of the cabin (while
facing the cabin).
o Seats and stowage under seats
o Overhead stowage bins
o Floor DO NOT remove carpet unless there is evidence of a foreign body
under it
o Light recesses
o Magazine rack
A-37-16
Effective 17-Aug-11
Folder
FLT.OMA
ISSUE II, Rev 00
SUSPECTED SABOTAGE
CHAPTER 37
o Attendant seats
o Life jacket stowage
o Emergency door and mechanism
All Toilets
o Remove soiled and waste materials if not previously removed
o Remove and inspect containers under the sink
o Inspect sink and are around sink
o Towel container
o Tissue dispenser
o Toilet seat and lid
o Mirror and compartment
o Ceiling walls and floor
o Door
All Galley Complexes
o Remove and inspect all drawer surfaces (inner and outer)
o Open and inspect all panels/compartment
o All accessible buffet surfaces
o Waste container
o Ceiling, walls and floor
37.4.1
Cabin Attendant Checklist For In-Flight Chemical / Biological

Weapons
37.4.1.1
Identification
Any suspicious substance or package discovered on-board an airplane must

be considered hazardous until proven otherwise. A substance or package not
normally found on the airplane and that meets certain criteria should alert a
crew member that precautions must be taken.
A suspicious package may:
o
Have oily stains, discoloration or odour;

A-37-17
Effective 17-Aug-11
o Inspect internal area
FLT.OMA
ISSUE II, Rev 00
SUSPECTED SABOTAGE
CHAPTER 37
Be unclaimed by anyone on board.
A suspicious substance may:

Be a white, tan or beige coloured powder;
Have the consistency and texture of talcum powder.
37.4.1.2
Crew Action
Discovery of a suspicious spilled substance On the airplane in flight
DO NOT TRY TO CLEAN UP THE SUBSTANCE
Flight crew to consider going on oxygen.
Don protective equipment gloves and mask. (Special procedures for the
donning of mask and removal of mask and gloves.)
Cover the substance immediately with anything suitable at hand, then create
as many barrier layers as possible between the agent and the cabin
atmosphere by covering the item with multiple layers of plastic trash bags,
dry blankets, more plastic, wet blankets, then more dry blankets to minimize
leakage and spreading.
Isolate the area. Do not allow anyone to approach the substance in a radius
of 3 meters. (Move passengers).
Have any individuals exposed to the substance wash their hands and
forearms repeatedly.
Stop all activities as much as possible around the substance to avoid

disturbing the substance.
Change clothing that may have been contaminated and place it in a sealed
bag.
Try to assess the extent of the contamination.
Pilot-in-command must be advised. Ventilation should be turned down to

minimum.
Consider directing passengers and cabin attendant to go on oxygen.
If contact has been made with the substance, immediately wash hands and
Keep a list of all persons who may have had contact with the substance.
A-37-18
Effective 17-Aug-11
37.4.2
FLT.OMA
ISSUE II, Rev 00
SUSPECTED SABOTAGE
CHAPTER 37
Discovery of a suspicious package/envelope On the airplane in

flight
Don protective equipment gloves and mask. (Special procedures for the
donning and removal of mask and gloves.) Cover all exposed skin.
Isolate the area move passengers and extra crew members away from the
suspicious item.
Do not move the item.
Moistened paper towels provided to passengers as breathing filters MAY

held in some circumstances.
Consider directing passengers and cabin attendant to go on oxygen.
Ensure no one touches, moves or otherwise disturbs the item.
The Pilot-in-command in conjunction with the responsible cabin attendant will

assess the situation in order to take further appropriate action.
Create as many barrier layers as possible between the agent and the cabin
atmosphere by covering the item with multiple layers of plastic trash bags,
dry blankets, more plastic, wet blankets, then more dry blankets to minimize
leakage and spreading.
If contact has been made with the substance, immediately wash hands and
List all people in the area when the suspicious item was recognized.
DO NOT SHAKE OR EMPTY CONTENTS OF ENVELOPE OR PACKAGE.
Advise the pilot-in-command.
Flight crew to consider going on oxygen.
Detailed description of item must be given to the pilot-in-command and the
authorities.
A-37-19
Effective 17-Aug-11
37.4.3
FLT.OMA
ISSUE II, Rev 00
SUSPECTED SABOTAGE
CHAPTER 37
Flight Crew Checklist For In-Flight Chemical / Biological

Weapons
SITUATION
Don mask and

goggles
Inform ATC and
declare emergency
Squawk 7700
Do not change altitude
until procedure directs.
Turn off re-circulation
fans.
Decrease cabin
temperature
Attempt to
contain/wrap device
Advise Company
channel
Initiate slow descent to
appropriate alternate
aerodrome
Quarantine passengers
upwind of airplane until
assistance arrives
IN CABIN AND
ACTIVATED
Don mask and goggles.
Inform ATC and declare
emergency.
Squawk 7700
fans.
Raise cabin elevation to
10000 ft at fastest rate
possible.
Decrease cabin
temperature.
Execute emergency
descent procedure
Advise Company
Channel.
Upon landing, evacuate
airplane via upwind side
of airplane.
assistance arrives.
A-37-20
IN CARGO HOLD
Don mask and
goggles.
Inform ATC and
declare emergency.
squawk 7700
fans.
Accomplish cargo
smoke/fire checklist
Advise company
channel.
Maintain positive cabin
pressure until landing
Stop airplane with
surface wind at 10/2
Oclock position.
Upon landing, evacuate
airplane via upwind
side of airplane.
assistance arrives.
Effective 17-Aug-11
IN CABIN BUT
UNACTIVATED
FLT.OMA
ISSUE II, Rev 01
HEAD-UP DISPLAYS (HUD) AND

ENHANCED VISION SYSTEMS (EVS)
EQUIPMENT
CHAPTER 38
TABLE OF CONTENTS
INSTRUCTIONS AND TRAINING REQUIREMENTS FOR THE USE OF
HEAD-UP DISPLAYS (HUD) AND ENHANCED VISION SYSTEMS
(EVS) EQUIPMENT ..................................................................................3
A-38-1
Effective 04-Dec-12
38.
FLT.OMA
ISSUE II, Rev 01

EQUIPMENT
CHAPTER 38
A-38-2
Effective 04-Dec-12
38.
FLT.OMA
ISSUE II, Rev 01

EQUIPMENT
CHAPTER 38
A-38-3
Effective 04-Dec-12
INSTRUCTIONS AND TRAINING REQUIREMENTS FOR THE USE

OF HEAD-UP DISPLAYS (HUD) AND ENHANCED VISION SYSTEMS
(EVS) EQUIPMENT
FLT.OMA
ISSUE II, Rev 01

EQUIPMENT
CHAPTER 38
A-38-4
Effective 04-Dec-12
FLT.OMA
ISSUE II, Rev 03
Annexure
ANX
TABLE OF CONTENTS
AIR OPERATOR PERMIT (AOP).............................................................3
2.
FLIGHT RELEASE
3.
DESCRIPTION OF COMPUTERISED OPERATIONAL FLIGHT PLAN ..8
4.
DESCRIPTION
OF
ATC
FLIGHT
PLAN
(ICAO
MODEL)
ANNEXURE 4.........................................................................................20
5.
DUTY CELL ...........................................................................................31
6.
LOAD & TRIM SHEET
ANNEXURE 2 .......................................................5
ANNEXURE 6 ................................................33
6.1
MANUAL LOAD & TRIM SHEET ................................................ 33
6.2
AUTOMATED LOAD & TRIM SHEET ......................................... 40
6.3
ACARS LOAD & TRIM SHEET ................................................... 46
7.
PASSENGER INFORMATION ANNOUNCEMENTS
8.
RT CALLS
8.1.1
8.2
ANNEXURE 7 50
ANNEXURE 8 .................................................................61
RT Terminology .................................................................... 61
Operation Under Radar Control .................................................. 68
8.2.1
General Radar Phraseologies .............................................. 69
8.2.2
Secondary Radar Phraseologies .......................................... 73
8.2.3
Phraseologies For Use With Survelliance Radar ....... 74
8.2.4
Phraseologies For Use With Precision Approach Radar...... 77
A-ANX-1
Effective
15-Dec-13
1.
FLT.OMA
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Annexure
ANX
A-ANX-2
Effective
15-Dec-13
FLT.OMA
ISSUE II, Rev 03
Annexure
ANX
Annexure -1
1.
AIR OPERATOR PERMIT (AOP)

(Refer Operations Manual Part A, Chapter 1)
A-ANX-3
Effective
15-Dec-13
FLT.OMA
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Annexure
ANX
A-ANX-4
Effective
15-Dec-13
2.
FLT.OMA
ISSUE II, Rev 03
Annexure
ANX
FLIGHT RELEASE
ANNEXURE 2
(Refer Operations Manual Part A, Chapter 16, Para 16.2)
A-ANX-5
Effective
15-Dec-13
FLT.OMA
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Annexure
ANX
A-ANX-6
Effective
15-Dec-13
FLT.OMA
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Annexure
ANX
A-ANX-7
Effective
15-Dec-13
FLT.OMA
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Annexure
ANX
Annexure 3
3.
DESCRIPTION OF COMPUTERISED OPERATIONAL FLIGHT PLAN
(Back Reference Operations Manual Part A, Chapter 16)
(Refer Next page)
A-ANX-8
Effective
15-Dec-13
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ANX
A-ANX-9
Effective
15-Dec-13
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Annexure
ANX
A-ANX-10
Effective
15-Dec-13
FLT.OMA
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Annexure
ANX
A-ANX-11
Effective
15-Dec-13
FLT.OMA
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Annexure
ANX
A-ANX-12
Effective
15-Dec-13
FLT.OMA
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Annexure
ANX
A-ANX-13
Effective
15-Dec-13
FLT.OMA
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Annexure
ANX
A-ANX-14
Effective
15-Dec-13
FLT.OMA
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Annexure
ANX
A-ANX-15
Effective
15-Dec-13
FLT.OMA
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Annexure
ANX
A-ANX-16
Effective
15-Dec-13
FLT.OMA
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Annexure
ANX
A-ANX-17
Effective
15-Dec-13
FLT.OMA
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ANX
A-ANX-18
Effective
15-Dec-13
FLT.OMA
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Annexure
ANX
A-ANX-19
Effective
15-Dec-13
4.
FLT.OMA
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Annexure
ANX
DESCRIPTION OF ATC FLIGHT PLAN (ICAO MODEL)
ANNEXURE 4
(Back Reference Operations Manual Part A, Chapter 16)
(Refer Next page)
A-ANX-20
Effective
15-Dec-13
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ANX
A-ANX-21
Effective
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ANX
A-ANX-22
Effective
15-Dec-13
FLT.OMA
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ANX
A-ANX-23
Effective
15-Dec-13
FLT.OMA
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Annexure
ANX
A-ANX-24
Effective
15-Dec-13
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Annexure
ANX
A-ANX-25
Effective
15-Dec-13
FLT.OMA
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Annexure
ANX
A-ANX-26
Effective
15-Dec-13
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Annexure
ANX
A-ANX-27
Effective
15-Dec-13
FLT.OMA
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Annexure
ANX
A-ANX-28
Effective
15-Dec-13
FLT.OMA
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ANX
A-ANX-29
Effective
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ANX
A-ANX-30
Effective
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ANX
Annexure 5
5.
DUTY CELL
Delhi
9560527773
Srinagar
9596501196
Mumbai
9820999256
Cochin
9846912728
Hyderabad
9959932226
Agartala
9862562800
Bangalore
9972077551
Chennai
9940689327
Jaipur
9929099848,
Guwahati
9864077466
Lucknow
9935971444/9936043555
Kolkata
9007003618
Patna
9771415800
Goa
9561094464
Jammu
9018666686
Bhubaneswar
9937020733
Imphal
9862032669
Pune
9922999744,
9922999741
Nagpur
9011071365
Dibrugarh
9435474878
Ahmedabad
9725040718, 9725040719
Vadodara
8141421212/9
537721212/09
537021212
A-ANX-31
Effective
15-Dec-13
For convenience, mobile numbers for the duty cells at various airports served by
Indigo are as under:
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A-ANX-32
Effective
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6.
6.1
FLT.OMA
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LOAD & TRIM SHEET
ANNEXURE 6
MANUAL LOAD & TRIM SHEET
A-ANX-33
Effective
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ANX
A-ANX-34
Effective
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A-ANX-35
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A-ANX-37
Effective
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A-ANX-38
Effective
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A-ANX-39
Effective
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6.2
FLT.OMA
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AUTOMATED LOAD & TRIM SHEET
A-ANX-40
Effective
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ANX
A-ANX-41
Effective
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A-ANX-42
Effective
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ANX
A-ANX-43
Effective
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ANX
A-ANX-44
Effective
15-Dec-13
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ANX
A-ANX-45
Effective
15-Dec-13
6.3
FLT.OMA
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ANX
ACARS LOAD & TRIM SHEET
A-ANX-46
Effective
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FLT.OMA
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ANX
A-ANX-47
Effective
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ANX
A-ANX-48
Effective
15-Dec-13
FLT.OMA
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ANX
A-ANX-49
Effective
15-Dec-13
7.
FLT.OMA
ISSUE II, Rev 03
Annexure
ANX
PASSENGER INFORMATION ANNOUNCEMENTS
ANNEXURE 7
i)
The quality of your PA announcements is extremely important.

Prepare your statement, and deliver it with confidence, precision, and
with empathy with your passengers. They are very interested in what
you as a pilot says. They either consciously or sub-consciously want
reassurance that they are in good, competent, professional hands.
Your PA announcements should be made knowing this. What you
say and how it is delivered has a direct impact on the passengers
impression of you as an individual, and on the professionalism of
IndiGo.
Humour, if used, must be appropriate.
In any irregular operations and/or when delays occur, you MUST
keep updating the passengers every 10 to 20 minutes. We
constantly get passenger reports about occurrences they were
involved in, and upon investigation it is clear that while the pilots
handled the situation correctly from the flight safety or operational
efficiency perspective, communication with the passengers was
inadequate or lacking, leaving the passengers feeling frustrated,
under stress, and often afraid. One good tool is to ask yourself the
question periodically, If I was a passenger, what would I want to hear
from the Captain right now?, and respond appropriately.
ii)
Depending on the situation and if possible, it is much better to go into

the cabin, face your passengers, and use the L1 handset PA to
address them. This demonstrates good Captaincy and directly
conveys to your passengers that you genuinely care about their
condition.
b) Pre- flight Announcements

i)
Pre-Start Ground Announcements
Normal (To be made before commanding arming of doors)
A-ANX-50
Effective
15-Dec-13
a) General Information on Pilot PA announcements:
FLT.OMA
ISSUE II, Rev 03
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ANX
(If the departure is proceeding on schedule, then the first announcement

from the flight deck should be:)
Option 1: We plan to have another on-time departure for ______.

Option 2: We plan to depart for ___________, _______mins. ahead of
the scheduled departure time.
Thank you for choosing IndiGo.
(PLEASE NOTE: We are IndiGo, not IndiGo Air or IndiGo Airlines or Air
IndiGo.)
Hindi: (subject to availability of time)

Namaskaar. Main Kaptaan/seh-kaptaan ________IndiGo ki udaan 6 E
____par aapka swaagat karta/karti hun.
Option 1: Hum _______ke liye samay par
taiyaar hain.
prasthaan karne ke liye
Option 2: Hum __________ke liye nirdhaarit samay se __________min.

pehle prasthaan ke liye taiyaar hain. IndiGo se yatra karne ke liye
dhanyavaad.
c) En-Route Announcements
i)
In Cruise Announcement
Normal
Ladies and Gentlemen, we'd like to take this opportunity to share with
you that IndiGo operates an all new Airbus 320 aircraft fleet. The average
age of our planes is just over 2 years, making us amongst the youngest
in the Indian skies. At the moment, we are cruising at _______feet
/_______ metres South/North/East/West bound for _______
(destination). Our route of light today will take us over_______ We plan
to get you to _______on schedule at _______am/pm/, or Ahead of
schedule at_______am/pm, or at _______am/pm (if late, do not state
A-ANX-51
Effective
15-Dec-13
Good morning/afternoon/evening Ladies and Gentlemen, welcome to

IndiGo. This is Captain/First Officer _________.
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that you are late, just give them the arrival time). En route weather is
forecast as (clear/cloudy/ slightly turbulent). You are requested to keep
your seat belt fastened at all times while seated for your own safety.
Notes:
The In Cruise announcement should be appropriate to time of day, type of
passengers largely holiday or business, etc. For example, for an early morning
departure, if the Lead confirms that most passengers are asleep, it would be
appropriate to skip this announcement, or to combine it with the Top of Descent
announcement.
Do not give the outside/cabin temperatures.
If appropriate, give the passengers details of your route of flight, view of

interesting places, eg., the Taj Mahal, or any other significant information.
Keep the announcement friendly, professional and brief.
Hindi:
Kripya dhyaan dijiye. Hum aapko bataana chaahengein ki IndiGo ke
sabhi vimaan Airbus A 320 bilkul naye hain aur inki average aayu
lagbhag 2 ___varsh hai. Is samay humaara vimaan _______feet/
_____metre ki unchayi par ____ki ore dakshini/ uttari/ poorvi/ pashchimi
disha mein ud raha hai. Is yatra ke dauraan, hum _____,
_________shehron se guzreinge.
Hum _______ , samay anusaar _______ baje pahunchengein/ Hum
______anumaanit samay se _____min. pehle pahunchengein. Yatra ke
dauraan mausam saaf/ baadal-numa/ kuch kharaab hone ka anumaan
hai. Aapki apni suraksha ke liye udaan ke dauraan kripya kursi ki peti
baandhe rakhein. Dhanyavaad.
ii)
Announcement in case of Irregular Operations:

In case of technical problems in flight, eg., an engine failure, or in
case of a Go Around or Diversion, it is best to be truthful, but very
careful with your choice of words, so that the passengers anxiety is
not unduly increased. Be aware that passengers will be under
immense stress, so your tone and choice of words must be calm,
A-ANX-52
Effective
15-Dec-13
Thank you.
FLT.OMA
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Annexure
ANX
confident and reassuring, and must demonstrate that the situation is

fully under control.
In the event of moderate/severe turbulence:
Cabin attendants`: please return to your seats and keep your seat belts
fastened until further notice. Thank you.
Hindi:
Kripya dhyaan dijiye. Main kaptaan/Seh-kaptaan ________vimaan
kaksh se. Mausam kharaab hone ke kaaran, seat belt sign on kar diye
gaye hain. Apni suraksha ke liye kripya sheeghra hee, aap apni seat par
laut jayein aur kursi ki peti baandh lein. Dhanyavaad.
d) Descent/Landing Announcements
i)
In case of Diversion to Alternate Airport:
Ladies and Gentlemen, this is Capt./First Officer _______. Due to *

_______, we will have to divert to _______,. We estimate arrival at
_______am/pm. We will keep you informed as soon as we have more
information after arrival. Thank you.
*1. Adverse weather conditions
3. _______airport closure
2. Air traffic congestion

4. Technical reasons
5. Runway closure, etc.

Hindi:
Kripya dhyaan dijiye. Main Kaptaan/ Seh-Kaptaan flight deck/ vimaan
kaksh se. *_______, ke kaaran ab hum _____ ki jageh _______, ki ore
prasthaan kar rahe hain . _______,pahunchne ka anumanit samay
_______,hai aur pahunchte hi hum aapko jald hi aage ki jaankaari denge.
Dhanyavaad.
*1. Mausam kharaab hone
A-ANX-53
2. Havai yatayat
Effective
15-Dec-13
Ladies and Gentlemen, This is Capt./First Officer_____ . Due to bad

weather conditions, we have switched on the Seat belt sign. For your
safety, please return to your seats immediately and keep your seatbelts
fastened until further notice.
FLT.OMA
ISSUE II, Rev 03
Annexure
ANX
3. _______, havai adda akasmaat band hone

4. Takneeki kharabi
ii)
5. Runway banndh
In case of a Go Around:
We will be conducting another approach to _______,.and should be

landing in _______,minutes. Thank you. (OR if diverting, use language
above).
Hindi:
Kripyaa dhyaan deejiye, main kaptaan/seh- kaptaan vimaan kaksh se.
___ ke kaaran, humein kuch der vimaan ko havaa mein hi rakhna pada.
Is prakriya ke dauraan engine ki power poorna roop se badhani padti hai
aur yeh ek saamaanya prakriya hai.
Kuch hi samay baad hum dobaara vimaan ke utarne ki taiyaari karenge
aur _______,baje , _______,mein land kareinge. Dhanyavaad.
iii) Descent:
Cabin Attendants, please prepare for arrival. Temperature at _______is
_______degrees celsius.
iv) Pre-landing
Arrival Delay
Ladies and Gentlemen, this is Capt./First Officer _______. (Airport) Air
Traffic Control (ATC) is reporting arrival delays due to * _______and our
expected landing time now is _______.
We regret the inconvenience caused. In case of any further delays, I will
keep you informed. Thank you.
*1. Adverse weather conditions
A-ANX-54

Effective
15-Dec-13
Ladies & Gentlemen, this is Captain_______,/F/O_______,We had to

conduct a Go Around due to _______, This procedure requires the
application of full power` on the engines and a very steep nose up
attitude initially. This is normal and no cause for concern.
FLT.OMA
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Annexure
ANX
3. VIP movement
4. Bird hit
5. Runway inspection, etc.

Hindi:
*1. Mausam kharaab hone

3. VIP gatividhi
2. Havai Yatayat
4. Bird hit
5. Runway nireekshan
v)
After Parking:
Ladies & Gentlemen: Welcome to _______ Cabin Attendants, please

disarm all doors
e) Departure Delays
If the departure is delayed: (To be made exactly at Scheduled time of
Departure);
(Cabin crew to remind one minute prior)
IndiGo.
This is your Captain/First Officer ________. We are delayed this
morning/afternoon/evening due to * ______and regret the inconvenience
caused.
We expect to depart in ______ mins. In case of any further delays well
keep you informed. Thank you
*1. VIP movement
3. Operational/Technical reasons (give details as appropriate).

4. Current weather conditions at _______
A-ANX-55
5. Runway closure
Effective
15-Dec-13
Kripya dhyaan dijiye. Main kaptaan/seh-kaptaan_______ vimaan kaksh

se. ATC ke anusaar * ke kaaran_______pahunchne mein
_______minute ki deri ki sambhaavna hai. Land karne ka anumanit
samay _______hai. Is deri ke liye humein khed hai. Aage ki jaankaari
hum aapko jald hi denge. Dhanyavaad.
FLT.OMA
ISSUE II, Rev 03
Annexure
ANX
Hindi:
Dhanyavaad.
*1. VIP gatividhi
3. Operational/Takneeki kaaryavaahi
4. ________havai adde mein mausam kharaab hone
5. Runway banndh hone
If the departure is delayed by 45 mins. or more:
(In co-ordination with the Lead, before announcing the cockpit visit, ensure one
pilot is tasked with monitoring ATC communications, that the cabin door is open,
and that you prepare to ensure an orderly flow of visitors)

IndiGo. This is your Captain/First Officer ________. We are delayed this
morning/afternoon/evening due to * ________and regret the
inconvenience caused. We are turning the seat belt signs off; please feel
free to move around the cabin. Also, if any of you would like to visit the
cockpit, you and your children are most welcome. For your convenience,
we have started the sale of food and beverages; should you wish to
purchase anything, our cabin attendants would be pleased to help. Thank
you.
*1. VIP movement
3. Operational/Technical reasons (give details as appropriate).

5. Runway closure
Hindi:
A-ANX-56
Effective
15-Dec-13
Namaskaar. Main Kaptaan/seh-kaptaan ________IndiGo ki udaan 6 E

____par aapka swaagat karta/karti hun. Hum, * ______ke kaaran,
________minute ke baad prasthaan karenge. Is deri aur asuvidha ke liye
hamein khed hai. Aage ki jaankaari hum aapko jald hi denge.
FLT.OMA
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Annexure
ANX
*1. VIP gatividhi

3. Operational/ takneeki kaaryavaahi
If the departure is delayed by 120 mins. or more:
(In co-ordination with the Lead.Before announcing the cockpit visit,
ensure one pilot is tasked with monitoring ATC communications, that the
cabin door is open, and that you prepare to ensure an orderly flow of
visitors)
IndiGo. This is your Captain/First Officer _______. We are delayed this
morning/afternoon/evening due to * _______and regret the
inconvenience caused. We are turning the seat belt signs off; please feel
free to move around the cabin. Also, if any of you would like to visit the
cockpit, you and your children are most welcome . We will be serving
complimentary(after confirming with Lead/AO&CS); should you wish
to purchase any other items from our food and beverage offerings, our
cabin attendants would be pleased to help. Thank you.
*1. VIP movement
3. Operational/Technical reasons (give details as appropriate)

5. Runway closure
Hindi:
A-ANX-57
Effective
15-Dec-13
Namaskaar. Main, Kaptaan/seh-kaptaan _______IndiGo ki udaan 6 E

_______par aapka swaagat karta/karti hun. Main aapko jaankaari dena
chahunga/chahungi ki *_______ke kaaran, hum _______minute ke baad
prasthaan karenge. Is deri aur asuvidha ke liye hamein khed hai. Kursi ki
peti baandhne ke sanket maine banndh kar diye hain. Aapki suvidha ke
liye, jalpaan ki seva humnein shuru kar di hai; yadi aap kuch khareedna
chahein to humaarey vimaan karmedal se sampark karein. Aap cockpit
mein bhi aamantrit hain. Dhanyavaad.
FLT.OMA
ISSUE II, Rev 03
Annexure
ANX
*1. VIP gatividhi

3. Operational/Takneeki kaaryavaahi
If the departure is delayed due to ATC:
Good morning/afternoon/evening, Ladies and Gentlemen, welcome to
IndiGo. This is your Captain/First Officer ______. We are ready for
another on-time departure however, we have been advised by ATC of
_______mins. delay out of (Airport) and are no. _______in sequence.
Our expected time of departure is ______. We regret the inconvenience
caused and if there are any further changes, well keep you informed.
Thank you.
Hindi:
Namaskaar. Main, Kaptaan/seh-kaptaan ________IndiGo ki udaan 6 E
____par aapka swaagat karta/karti hun. Main aapko jaankaari dena
chauhnga/chahungi ki hum, apne nirdharit samay par prasthaan karne ke
liye taiyaar hain. Kintu, bhaari vimaani gatividhiyon ke kaaran ATC
dwaara humein _____minute ki deri se jaane ki soochna di gayi hai aur
humaara sequence no. __ hai. Is deri aur asuvidha ke liye hamein khed
hai. Aage ki jaankaari hum aapko jald hi denge. Dhanyavaad.
f)
Pre- Take Off Delays

A-ANX-58
Effective
15-Dec-13
Namaskaar. Main, Kaptaan/seh-kaptaan ________IndiGo ki udaan 6 E

____par aapka swaagat karta/karti hun. Main aapko jaankaari dena
chauhnga/chahungi ki *___________ke kaaran, hum _______minute ke
baad prasthaan karenge. Is deri aur asuvidha ke liye hamein khed hai.
Kursi ki peti baandhne ke sanket banndh kar diye gaye hain. Aapki
suvidha ke liye, ab hum complimentary Jalpan pesh karenge. Yadi aap
kuch aur khareedna chaahein to kripya humaare vimaan karmeedal se
sampark karein. Aap aur aapke saath aaye bacchhe cockpit mein bhi
aamantrit hain. Dhanyavaad.
FLT.OMA
ISSUE II, Rev 03
Annexure
ANX
Ladies and Gentlemen, this is Capt./ First Officer _________. We are

holding short of the runway and have been advised of a _________mins.
delay by Air Traffic Control (or ATC). If there are any further delays, well
keep you informed. Thank you.
Kripya dhyaan dijiye. Main Kaptaan/seh-kaptaan

________ vimaan
kaksh se. Hum is samay runway pur take-off ke liye taiyaar hain. Kintu
ATC dwaara humein_____minute ki deri se prasthaan ki soochna di gayi
hai . Is deri aur asuvidha ke liye humein khed hai. Dhanyavaad.
g) Return to Parking Bay:
a)
Technical
Ladies and gentlemen, this is Capt./First Officer _______. Our cockpit

indications show that we (may) have a technical problem (in our
_______system state if appropriate). In the interest of abundant
caution, we are returning the aircraft to the parking bay to have it
checked. This may incur a delay of _______mins. We will proceed as
soon as we are sure that it is absolutely safe to fly. We regret the delay
and thank you for your patience. We will get back to you with further
details as soon as we have them.
Hindi:
Kripya dhyaan dijiye. Main, Kaptaan/Seh-kaptaan _______vimaan kaksh
se. Is vimaan mein takneeki kharaabi hone ki sambhaavnaa hai. Isliye
humein suraksha jaanch ke liye vimaan ko parking bay lautaana hoga
kyonki apki suraksha humaare liye sarvopari hai. Is deri ke liye hamein
khed hai. Aage ki jaankaari hum aapko jald hi denge. Dhanyavaad.
b)
Other Reasons
Ladies and gentlemen, this is Capt./First Officer _________. Due to

*________, we have been advised of a _______mins. delay and are
required to return to the parking bay. We will advise you of the revised
departure time as soon as we have further information. Thank you
*1. Security reasons
2. Weather conditions at _______

A-ANX-59
Effective
15-Dec-13
Hindi: (If time permits)
FLT.OMA
ISSUE II, Rev 03
Annexure
ANX
3. A medical emergency situation
4. Runway closure at __________.
Hindi:
*1. ________havai adde par kadi suraksha vyavastha

2. ______havai adde par mausam kharaab hone ke kaaran
3. Medical emergency
A-ANX-60
Effective
15-Dec-13
Kripya dhyaan dijiye. Main, Kaptaan/seh-kaptaan _______vimaan kaksh

se. Humein yeh vimaan * _______ke kaaran parking bay lautaana hoga.
Hum sheeghra hi aapko anumaanit prasthaan samay ki jaankaari denge.
Aapke sehyog ke liye dhanyavaad.
8.
FLT.OMA
ISSUE II, Rev 03
Annexure
ANX
RT CALLS
8.1.1
ANNEXURE 8
RT Terminology
Introduction of new or changed standard words/ phrases and their

meaning for use in RT communications
a) Introduction of new R/T call sign suffixes for certain ATS units:
ARRIVAL, DEPARTURE, GROUND, DELIVERY, and APRON, most
of which are already in use internationally.
b) Deletion of the words "this is", "over", and "out" In the calling
procedures and subsequent RT Communication on VHF
c) Substitution of the terms "signal check", "maintenance check" and
"pre-flight check" by the term "RADIO CHECK".
d) Correction of a mistake in a message is made by using the phrase
'CORRECTION, I SAY AGAIN", followed by the correct message.
e) If the read back of a message is found to be (partly) incorrect
correction shall be made by using the phrase "NEGATIVE, I SAY
AGAIN", followed by the correct version of the items concerned.
f)
Acknowledgement of receipt of important ATC messages or part

thereof shall be made by reading them back followed by the radio call
sign of the Aircraft.
g) The word "PROCEED" is substituted for the word "TAXI" in

communication with vehicles
h) Use of the words "CLEAR", "CLEARED" and "CLEARANCE" is
restricted to:
i)
Take-off/landing clearances.
ii) Approach clearances and instructions,

iii) ATC route clearances.
In most other instances ATC clearances are given in the form of
instructions:
A-ANX-61
Effective
15-Dec-13
Given below is guidance on RT terminology and procedures. Pilots are

expected to be conversant and proficient in Procedures/ Terminology
given in ICAO Annex 10 Vol. II and ICAO Doc 9432.
FLT.OMA
ISSUE II, Rev 03
Annexure
ANX
TAXI, CLIMB, DESCEND, MAINTAIN, CROSS, TURN, HOLD, REPORT,

CONTACT, GO AROUND ETC.
In some instances the ATC clearance is given in form of an approval;
The expression "CLEAR OF RUNWAY" has been replaced by "RUNWAY

VACATED".
i)
Use of the words "TAKE OFF" is restricted to the actual takeoff

clearance or its cancellation: "CLEARED FOR TAKE OFF "CANCEL
TAKE OFF, I SAY AGAIN, CANCEL TAKE OFF". In all other cases it
is referred to as "DEPARTURE" e.g. "ARE YOU READY FOR
DEPARTURE" To stop a take-off in emergency conditions the
phraseology "CALLSIGN, STOP IMMEDIATELY" is used twice. To
request take off clearance use the phrase: "READY FOR
DEPARTURE".
j)
Conditional phrases, such as "BEHIND LANDING AIRCRAFT" or

"AFTER DEPARTING AIRCRAFT", shall not be used for movements
affecting the active runway, except, when the aircraft or vehicles
concerned are seen by the appropriate controller and Pilot. In all
cases a conditional clearance shall be given in the following order
and consist of:
i)
identification
ii) the condition (specify)

iii) the clearance
For example: I-FLY 6E201, BEHIND A-300 ON SHORT FINAL, LINE
UP BEHIND".
Note: This implies the need for the aircraft receiving the conditional clearance
to identify the aircraft or vehicles causing the conditional clearance.
k) ATC route clearance shall always be read back unless otherwise

authorised by the appropriate ATS authority, in which case they shall
be acknowledged in a positive manner.
l)
All clearances to enter, land or take-off cross and backtrack on the

A-ANX-62
Effective
15-Dec-13
START UP APPROVED, PUSH BACK APPROVED, BACK TRACK

APPROVED, RIGHT (or LEFT) TURN APPROVED etc.
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Annexure
ANX
runway-in-use shall be read back.
n) Runway-in-use, altimeter settings, SSR codes, level instructions,

heading and speed instructions and,
ATC:
I-FLY 201 " SQUAWK THREE FOUR TWO FIVE",
Aircraft reply: "THREE FOUR TWO FIVE, I-FLY 201".

o) Pilot transmissions are generally divided into Pilot-initiated requests
and reactions to ATC instructions or requests as given below
i)
For Pilot-initiated requests to ATC use the word REQUEST e.g. IFLY 201 Request
PUSH BACK, START UP, TAXI, DEPARTURE INFORMATION,
CROSS RUNWAY, BACK TRACK, RIGHT OR LEFT TURN,
LOW APPROACH, LOW PASS, VECTORS xx NM FINAL,
DIRECT To---.
ii) For requesting clearance to enter the traffic circuit use the
following phrase: (type of aircraft) (position)(level) INFORMATION (ATIS LETTER) FOR LANDING
iii) For denoting Pilot-compliance with a short ATC Instruction use
the gendrum form of the verb used in the instructions:
SLOWING DOWN, HOLDING (SHORT), STOPPING, (Takeoff)
GIVING WAY TO, MONITORING (Frequency), EXPEDITING,
GOING AROUND, RECYCLING (Transponder), SQUAWKING
(CODE)
iv) For answers to messages containing traffic information use the
following:
LOOKING OUT or TRAFFIC (or type of aircraft) IN SIGHT, or
NEGATIVE CONTACT.
A-ANX-63
Effective
15-Dec-13
m) Other clearances or instructions, including conditional clearances,

shall be read back or acknowledged in a manner to clearly indicate
that they have been understood and will be complied with.
FLT.OMA
ISSUE II, Rev 03
Annexure
ANX
LIST OF STANDARD R/T WORDS AND PHRASES AND THEIR MEANING

Meaning
ACKNOWLEDGE
"Let me know that you have received and understood

this message,
AFFIRM
"Yes"
APPROVED
"Permission for proposed action granted".
BREAK
"I hereby indicate the separation between portions of

the message". (To be used where there is no clear
distinction between the text and other portions of the
Message).
BREAK BREAK
I hereby indicate the separation between messages

transmitted to different aircraft in a very busy
environment.
CANCEL
"Annul the previously transmitted clearance"
CHECK
"Examine a system or procedure". (NO ANSWER IS

NORMALLY EXPECTED).
CLEARED
"Authorized
specified".
CONFIRM
"Have I correctly received the following? Or "Did you

correctly receive this message".
CONTACT
"Establish radio contact with
CORRECT
"This is correct".
CORRECTION
"An error has been made in this transmission (or

message indicated). The correct version is "
DISREGARD
"Consider that transmission as not sent".
GO AHEAD
"Proceed with your message".
HOW DO YOU READ
"What is the readability of my transmission?"
I SAY AGAIN
"I repeat for clarity or emphasis?"

A-ANX-64
to
proceed
under
the
conditions
?"
Effective
15-Dec-13
Word/Phrase
FLT.OMA
ISSUE II, Rev 03
Annexure
ANX
"Listen out on (frequency)"
NEGATIVE
"No or "Permission not granted" or "This is not

correct".
READ BACK
"Repeat all, or the specified part, of this message

back to me exactly as received".
RECLEARED
"A Change has been made to your last clearance and

this new clearance supersedes your previous
clearance or part
REPORT
"Pass me the following information...?"
REQUEST
"I should like to know..." or "I wish to obtain".
ROGER
"I have received all of your last transmission".
Note: Under no circumstances to be used in reply to question requiring "READ BACK"

or a direct answer in the affirmative (AFFIRM) or negative.
SAY AGAIN
"Repeat all or, the following part of your last

transmission".
SPEAK SLOWER
"Reduce your rate of speech". "Wait and I will call

you".
STANDBY VERIFY
"Check and confirm with originator"
WILCO
*(Abbreviation for "will comply"). "I understand your

message and will comply with it.
WORDS TWICE
As a request: "Communication is difficult, please send

every word, or group of words twice". As information
since communication is difficult, every word, or group
of words, in this message will be sent twice.
TRANSMISSION OF NUMBERS
i)
Figures indicating hundred and thousands in round number, as for ceiling

heights, and upper wind levels upto 9900 shall be spoken in accordance
with the following examples:
500
FIVE HUNDRED
A-ANX-65
Effective
15-Dec-13
MONITOR
4500
ii)
FLT.OMA
ISSUE II, Rev 03
Annexure
ANX
FOUR THOUSAND FIVE HUNDRED
Numbers above 9900 shall be spoken by separating the digits preceding

the word "thousand".
10000
ONE ZERO THOUSAND
13500
ONE THREE THOUSAND FIVE HUNDRED
iii) Transmit airway or jet route numbers as follows e.g.

V12
VICTOR TWELVE
HL533
HIGH LEVEL FIVE THIRTY THREE
iv) All other numbers shall be transmitted by pronouncing each digit.

Example:
10
v)
ONE ZERO
When a radio frequency contains a decimal point, the decimal point is

spoken as DECIMAL. Example:
122.1
ONE TWO TWO DECIMAL ONE
ALTITUDES AND FLIGHT LEVELS

i)
ii)
Upto but not including Transition Altitude by stating the separate digits of
the thousands, plus the hundreds, if appropriate, Examples: (T.A. 18000
ft.).
12,000
ONE TWO THOUSAND
12,500
ONE TWO THOUSAND FIVE HUNDRED
At the above transition altitude by starting the words "flight level" followed
by the separate digits of the flight level. Example:
190
FLIGHT LEVEL ONE NINER ZERO
DIRECTIONS
The three digits of the magnetic course, bearing, heading or wind direction.
All of the above should always be magnetic. The word "true" must be added
when it applies. Examples:
A-ANX-66
Effective
15-Dec-13
Examples:
FLT.OMA
ISSUE II, Rev 03
Annexure
ANX
(Magnetic course) 005
ZERO ZERO FIVE
(True course) 050
ZERO FIVE ZERO TRUE
(Magnetic bearing) 360
THREE SIX ZERO
The separate digits of the speed followed by the word "knots". The controller
may omit the word "knots" when using speed adjustment procedures.
"Reduce/Increase Speed to One Five Zero". Example
250
TWO FIVE ZERO KNOTS
185
ONE EIGHT FIVE KNOTS
8.1.1.1
Operating Procedures
STATION IDENTIFICATION
i)
Use full Company call signs at all times when communicating with
Air Traffic Control Units.
Example: "Mumbai Radar I-FLY FIVE ONE ONE"
ii)
When communicating with Company ground stations

operational) I-FLY can be substituted by the word "Flight".
(once
Example: "OPERATIONS FLIGHT FIVE ONE ONE".

iii) OCC will be identified as CENTOPS". Airport Operations Offices at
airports will be identified as Operations.
Example: Delhi Operations
iv) Facilities provided by airport authority other State authority will be
identified by the station name followed by the facility e.g. DHAKA
Approach, JAIPUR Tower.
8.1.1.2
Establishing Contact With Ground Stations

i)
CALLING: Call the station concerned as follows:

a.
Name of station called
b.
Name of station calling
c.
Frequency being used (only necessary on initial call)

A-ANX-67
Effective
15-Dec-13
SPEEDS
FLT.OMA
ISSUE II, Rev 03
Annexure
ANX
Example " MUMBAI Approach . I-FLY 511 on 127.9"

ii)
REPLY TO CALL:
Example: "Mumbai I-FLY 511 - Go Ahead".

8.1.1.3
Acknowledgement Of Clearances And Instructions

i)
Use standard phraseology to acknowledge receipt of clearances and

instructions,
ii)
Acknowledge clearances,
transponder codes.
8.1.1.4
including
altimeter
settings
and
Terminating Contact
Signify completion of a contact by transmitting your station identification
only e.g. "I-FLY FIVE ONE ONE".
8.1.1.5
Special Procedures
The procedure for a ground station establishing contact with an aircraft is
slightly modified when SELCAL is in use. The station transmits the
appropriate four tone code for the particular aircraft and this operates the
SELCAL light/chime. When the SELCAL light flashes, reply with the flight
call-sign followed by "Go ahead" as shown in the example below.
Example: Madras transmits SELCAL code for I-FLY 511 Aircraft: "Station
calling I-FLY Five One One - Go ahead".
Madras: I-FLY Five One One this is Madras Radio - (message text)
8.2
OPERATION UNDER RADAR CONTROL

GENERAL
i)
The phraseologies contained in paragraphs 17.9.13 onwards are not

exhaustive and, when circumstances differ, ATC personnel will be
expected to use appropriate subsidiary phraseologies which should
be as clear and concise,
A-ANX-68
Effective
15-Dec-13
To reply, proceed as given above, followed by "Go ahead" or

"Standby" as appropriate.
FLT.OMA
ISSUE II, Rev 03
Annexure
ANX
ii)
The phraseologies are grouped in three paragraphs for convenience

of reference but ATS personnel shall be familiar with and use if
necessary, phraseologies from all groups.
iii)
Words in parentheses indicate that specific information, such as a

level, a place or a time, etc. must be inserted to complete the
phrase, or alternatively that optional phrases may be used. Words in
square parentheses indicate optional additional words or information
that may be necessary in specific instances.
General Radar Phraseologies

Circumstances Phraseologies
FIRST CONTACT
a)
REPORT HEADING (AND FLIGHT LEVEL

OR ALTITUDE)
b)
FOR IDENTIFICATION TURN

RIGHT) HEADING (three digits)
c)
TRANSMITS FOR IDENTIFICATION AND

REPORT HEADING:
d)
IDENTIFIED (position)
e)
NOT IDENTIFIED (reason) (RESUME or

CONTINUE) OWN NAVIGATION.
(LEFT
or
POSITION REPORTING
a)
OMIT POSITION REPORTS (UNTIL specify) ;
b)
NEXT REPORT AT (significant point);
c)
REPORTS REQUIRED ONLY AT (location(s);
d)
RESUME POSITION REPORTING
(To omit position report when under Radar control)
PROVISION OF SERVICE
a) CLIMB (or
CONTROL)
A-ANX-69
DESCEND)
(UNDER
Effective
RADAR
15-Dec-13
8.2.1
FLT.OMA
ISSUE II, Rev 03
Annexure
ANX
b) RADAR CONTROL
(reason);
TERMINATED
(DUE
c) RADAR SERVICE TERMINATED

(instructions);
e) RESUME OWN NAVIGATION (DIRECT)

(significant point) (MAGNETIC TRACK (three
digits) DISTANCE (number) KILOMETERS (or
MILES)
f)
(manoeuvre)
OBSERVED
IDENTIFIED
POSITION
(appropriate
instructions
or
information);
g) WILL SHORTLY LOSE IDENTIFICATION

(appropriate instructions or information);
h) IDENTIFICATION
(instructions);
LOST
(reasons
COMMUNICATIONS
a) (IF) RADIO CONTACT LOST (instructions)
b) IF NO TRANSMISSIONS RECEIVED FOR
(number)
MINUTES
(or
SECONDS)
(instructions);
c) REPLY NOT RECEIVED (instructions)
If loss of communications suspected

d) IF YOU READ (instructions)
e) (manoeuvre) OBSERVED POSITION (Position
of aircraft WILL CONTINUE TO PASS
INSTRUCTIONS
MANOEUVRES
a) LEAVE (significant point) HEADING (three
digits) (INBOUND) at (time)
b) CONTINUE HEADING (three digits)
A-ANX-70
Effective
15-Dec-13
i)
d) RESUME OWN NAVIGATION (position of

aircraft) (specific instructions);
FLT.OMA
ISSUE II, Rev 03
Annexure
ANX
c) CONTINUE PRESENT HEADING

d) FLY HEADING (three digits)
f)
MAKE THREE SIXTY TURN LEFT (or RIGHT)

(reason);
g) ORBIT LEFT (or RIGHT)(reason) ....

For avoiding action
h) TURN LEFT (or RIGHT) IMMEDIATE action
(number)
DEGREES or (HEADING (three digits)
TO
AVOID
(UNIDEN TIFIED) TRAFFIC (bearing by clock
reference and distance);
i)
STOP TURN HEADING (three dig its)....
In case of unreliable Directional instruments On board aircraft

j)
MAKE ALL TURNS RATE ONE (or RATE

HALF), or DEGREES PER SECOND)
EXECUTE INSTRUCTIONS
UPON RECEIPT
IMMEDIATELY
k) TURN LEFT (or RIGHT) NOW;

l)
STOP TURN NOW
Note: When it is necessary to specify a reason for the above maneuvers, the following
phraseologies should be used:
i)
FOR TRAFFIC;
ii)
FOR SPACING;
iii) FOR DELAYING ACTION;

iv) FOR DOWNWIND(or BASE or FINAL)
A-ANX-71
Effective
15-Dec-13
e) TURN LEFT (or RIGHT)(number DEGREES

(or HEADING (three digits) (reason);
FLT.OMA
ISSUE II, Rev 03
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ANX
POSITION
a. position (distance) (direction) OF (significant
point)(or OVER OR ABEAM) (significant point)
SPEED
a. *SPEED (number) KILOMETRES
HOUR(or KNOTS) UNTIL (location);
PER
b. REPORT SPEED;
c. MAINTAIN(number)
HOUR (or KNOTS)
KILOMETRES
UNTIL (location);
PER
d. (MAINTAIN PRESENT SPEED);

e. INCREASE (or REDUCE) SPEED TO
(number) KILOMETRES PER HOUR (or
KNOTS)
f.
INCREASE (or REDUCE) SPEED BY

(Number) KILOMETRES PER HOUR (or
KNOTS);
g. RESUME NORMAL SPEED;

h. REDUCE TO MINIMUM APPROACH SPEED;
i.
NO(ATC) SPEED RESTRICTIONS
TRAFFIC INFORMATION
a. TRAFFIC (number) O'CLOCK (distance)
(direction) of flight) (any other pertinent
information);
o
UNKNOWN;
SLOW MOVING;
FAST MOVING;
CLOSING;
OPPOSITE (or SAME) DIRECTION
OVERTAKING;
A-ANX-72
Effective
15-Dec-13
FLT.OMA
ISSUE II, Rev 03
Annexure
ANX
CROSSING LEFT TO RIGHT (or RIGHT TO LEFT)
TYPE;
LEVEL;
CLIMB (or DESCENDING);
(if known)
Secondary Radar Phraseologies
To request capability of
a.
SSR Equipment
*b.
TRANSPONDER TWO (or FOUR, or
CHARLIE-as shown in the flight plan).
*c.
To instruct setting
of Transponder.
ADVISE TYPE OF TRANSPONDER
NEGATIVE TRANSPONDER,
a. FOR DEPARTURE SQUAWK code)

b. SQUAWK (code)
Note: In an area where 64 codes and 4096 codes are used simultaneously, all codes
shall be expressed in four figures.
To request the pilot to
a.
RECYCLE(mode)(code);
reselect his assigned
*b.
RECYCLING(mode) (code)
To request the pilot to
a.
Verify /Confirm Transponder Code
confirm the mode and
*b.
SQUAWKING ----
code selected on his
c.
Confirm Mode Charlie
mode and code
transponder
*d.
SQUAWKING Mode Charlie
To request the operation
a.
SQUAWK IDENT;
of the SPI feature
b.
SQUAWK LOW;
A-ANX-73
Effective
15-Dec-13
8.2.2
FLT.OMA
ISSUE II, Rev 03
Annexure
ANX
c.
SQUAWK NORMAL
To request temporary suspension of

SQUAWK STANDBY
To request emergency code
SQUAWK MAYDAY
To request termination transponder operation
STOP SQUAWK
To request transmission of pressure altitude
SQUAWK CHARLIE
To request pressure setting

check and confirmation of level
CHECK ALTIMETER SETTING

AND CONFIRM LEVEL.
To request termination of pressure altitude

transmission because of faulty operations
STOP SQUAWK
CHARLIE WRONG
INDICATION
To request altitude check
VERIFY (level)
*denotes pilot transmission
8.2.3
Phraseologies For Use With Survelliance Radar

a. VECTORING FOR SURVELLIANCE RADAR
APPROACH RUNWAY (number)
b. VECTORING FOR (type of pilot interpreted
aid) APPROACH RUN WAY(number)
c. VECTORING FOR(positioning in the circuit).
A-ANX-74
Effective
15-Dec-13
transponder operation
FLT.OMA
ISSUE II, Rev 03
Annexure
ANX
d. VECTORING FOR
RUNWAY(number)
VISUAL
APPROACH
f.
APPROACH INSTRUCTIONS WILL BE

TERMINATED AT (distance) FROM TOUCH
DOWN;
h. THIS WILL BE A SURVELLIANCE RADAR

APPROACH
RUNWAY
(number)
TERMINATING
AT
(distance)
FROM
TOUCHDOWN, OBSTACLE CLEARANCE
ALTITUDE (or HEIGHT)(number)METRES (or
FEET) CHECK YOUR MINIMA (IN CASE OF
GO AROUND (instructions).
AZIMUTH
a.
When a pilot wishes to
YOU WILL INTERCEPT(radio aid or

track)(distance) FROM (significant point or
TOUCHDOWN)
*b. REQUEST (distance) FINAL;
be positioned a specific
distance from touchdown
instructions and Information
c.
REPORT ESTABLISHED(ON
ILS OR LOCALIZER, OR GLIDE PATH

d.
CLOSING FROM LEFT(OR RIGHT)
(REPORT ESTABLISHED)
e.
INTERCEPT(radio
(REPORT ESTABLISHED).
aid)
f.
TURN LEFT(or RIGHT) HEADING
(three digits) (TO INTERCEPT) or
(REPORT ESTABLISHED).
A-ANX-75
Effective
15-Dec-13
e. (typo)APPROACH
NOT
AVAILABLE
DUE(reason) (alternative instructions)
FLT.OMA
ISSUE II, Rev 03
Annexure
ANX
g.
EXCEPT VECTOR ACROSS

(localiser course or aid) (REASON)
i.
TAKE
YOU
TAKING YOU THROUGH(aid) (reason)
k. HEADING IS GOOD
* denotes pilot transmission
ELEVATION
a. COMMENCE DESCENT NOW (TO MAINTAIN
A (number) DEGREE GLIDE PATH);
b. (distance) FROM TOUCH DOWN ALTITUDE
(or HEIGHT)SHOULD BE (number and units);
c. REPORT ESTABLISHED ON GLIDE PATH.
POSITION
a. (distance)FROM TOUCHDOWN
b. CHECK WHEELS;
c. OVER THRESHOLD
a. CHECK GEAR DOWN (and locked)
b. OVER THRESHOLD
CHECKS
COMPLETION OF APPROACH
a. REPORT VISUAL;
b. REPORT RUNWAY (lights) IN SIGHT;
c. APPROACH COMPLETED CONTACT (unit).
MISSED APPROACH PROCEDURE

a. CONTINUE VISUALLY OR GO AROUND
(missed approach instructions).
A-ANX-76
Effective
15-Dec-13
h.
THIS TURN WILL
THROUGH(aid)(reason)
FLT.OMA
ISSUE II, Rev 03
Annexure
ANX
b. GO
AROUND
IMMEDIATELY(missed
approach instructions)(reason);
c. ARE YOU GOING AROUND?
AROUND
(appropriate
e. *GOING AROUND
* denotes pilot transmission
8.2.4
Phraseologies For Use With Precision Approach Radar

a. VECTORING FOR PRECISION APPROACH
RUNWAY(number);
b. THIS WILL BE A PRECISION MONITORED
(type of aid) approach runway (number);
c. PRECISION APPROACH NOT AVAILABLE
DUE(reason)alternate instructions
d. IN CASE OF GO AROUND (instructions)
COMMUNICATIONS
a. DO NOT
ACKNOWLEDGE
TRANSMISSIONS;
FURTHER
b. REPLY NOT RECEIVED WILL CONTINUE

INSTRUCTIONS.
AZIMUTH
a. CROSSING (SLOWLY (or QUICKLY FROM
THE LEFT (or FROM THE RIGHT);
b. HEADING IS GOOD;
c. ON TRACK;
A-ANX-77
Effective
15-Dec-13
d. IF
GOING
instructions)*
FLT.OMA
ISSUE II, Rev 03
Annexure
ANX
d. SLIGHTLY (or WELL, or GOING) LEFT (or

RIGHT) OF TRACK;
ELEVATION
a. APPROACHING GLIDE PATH;
b. COMMENCE DESCEND NOW (AT(number)
METRES PER SECOND or (number) FEET
PER MINUTE (or ESTABLISH A (number)
DEGREE GLIDE PATH);
c. RATE OF DESCENT IS GOOD;
d. ON GLIDE PATH;
e. SLIGHTLY (or WILL, or GOING) ABOVE (OR
BELOW) GLIDEPATH
f.
(STILL) (number) METRES (or FEET) TOO

HIGH (OR TOO LOW);
g. ADJUST RATE OF DESCENT;

h. COMING BACK (SLOWLY OR QUICKLY) TO
THE GLIDEPATH;
i.
RESUME NORMAL RATE OF DESCENT;
j.
ELEVATION ELEMENT UNSERVICEABLE (to

be followed by appropriate instructions);
k. (distance)
FROM
ALTITUDE(or
HEIGHT)
(numbers and units).
TOUCHDOWN.
SHOULD
BE
POSITION
a. (distance) FROM TOUCHDOWN;
b. OVER APPROACH LIGHTS
c. OVER THRESHOLD
A-ANX-78
Effective
15-Dec-13
e. (number) METRES/FEET LEFT (or RIGHT)

OF TRACK
FLT.OMA
ISSUE II, Rev 03
Annexure
ANX
CHECKS
a. CHECK GEAR DOWN AND LOCKED;
COMPLETION OF APPROACH
a EPORT RUNWAY VISUAL
b REPORT RUNWAY (LIGHTS) IN SIGHT
c
APPROACH COMPLETED (CONATCT

(UNIT))
MISSED APPROACH PROCEDURE

a. GO
AROUND
IMMEDIATELY(missed
approach instructions);
b. ARE YOU GOING AROUND?
c. IF GOING AROUND
instructions);
(missed
approach
d. CONTINUE VISUALLY OR GO AROUND;

e. *GOING AROUND
A-ANX-79
Effective
15-Dec-13
b. CHECK DECISION ALTITUDE (or HEIGHT
FLT.OMA
ISSUE II, Rev 03
Annexure
ANX
A-ANX-80
Effective
15-Dec-13
PART-B
(Aircraft Operating Information)
Manual Control No: ....................
INTERGLOBE AVIATION LIMITED

(INDIGO)
OPERATIONS MANUAL
FLT.OMB
OPERATIONS MANUAL PART B
ISSUE II, Rev 03
GTOC
Chapter No
Details
DGCA Approval Page
GTOC
LEP
List of Effective Pages
ROR
Record of Revision (Normal)
RH
Revision Highlights
Certification And Operating Limitations
Normal, Abnormal And Emergency Procedures
Climb Performance All Engines
Flight Planning
Crosswind And Tailwind
Mass And Balance Calculations
Airplane Loading
Airplane Systems And Associated Controls
10
Emergency And Safety Equipment
11
Emergency Evacuation Procedures
12
Cabin Crew Normal, Abnormal And Emergency Procedures
13
Survival And Emergency Equipment
14
Visual Codes And Search And Rescue
ANX
Annexures
B-GTOC-1
Effective
15-Dec-13
FLT.OMB
ISSUE II, Rev 03
GTOC
B-GTOC-2
-INTENTIONALLY
LEFT BLANK-
Effective
15-Dec-13
FLT.OMB
ISSUE II
LEP / HC
Revision No
Page No
Date of Issue
DGCA Approval Page
All
09-Jul-14
GTOC
All
15-Dec-13
LEP
All
09-Jull-14
ROR
All
17-Aug-11
RH
All
09-Jul-14
All
04-Dec-12
All
04-Dec-12
All
17-Aug-11
All
17-Aug-11
All
04-Dec-12
All
17-Aug-11
All
17-Aug-11
All
15-Dec-13
All
04-Dec-12
10
All
17-Aug-11
11
All
04-Dec-12
12
All
04-Dec-12
13
All
04-Dec-12
14
All
17-Aug-11
Annexure
All
27-May-13
B-LEP-1
Effective 09-Jul-14
Chapter Details
FLT.OMB
ISSUE II
LEP / HC
B-LEP-2
Effective 09-Jul-14
FLT.OMB
ISSUE II, Rev 00
ROR
The manual holder/Representative shall enter the appropriate data in the

revision sheet below after updating the manual. The compliance has to be
replaced.
REV. NO.
DATE
DATE FILED
B-ROR-1
INITIALS
Effective 17-Aug-11
signed under Initials column. Retain this revision sheet until officially
REV. NO.
FLT.OMB
ISSUE II, Rev 00
ROR
DATE
DATE FILED
INITIALS
B-ROR-1
Effective 17-Aug-11
FLT.OMB
ISSUE II, Rev 04
REVISION HIGHLIGHTS
RH
Revision 04, Issue II, did not effect this volume
B-RH-1
Effective 09-Jul-14
FLT.OMB
ISSUE II, Rev 04
REVISION HIGHLIGHTS
RH
B-RH-2
Effective 09-Jul-14
FLT.OMB
ISSUE II, Rev 01
CERTIFICATION AND OPERATING

LIMITATIONS
CHAPTER 01
TABLE OF CONTENTS
CERTIFICATION AND OPERATING LIMITATIONS ............................... 3
1.1
DESCRIPTION OF THE CERTIFIED LIMITATIONS AND THE

APPLICABLE OPERATIONAL LIMITATIONS ........................................3
B-1-1
Effective
04-Dec-12
1.
FLT.OMB
ISSUE II, Rev 01

LIMITATIONS
CHAPTER 01
B-1-2
Effective
04-Dec-12
FLT.OMB
ISSUE II, Rev 01

LIMITATIONS
CHAPTER 01
CERTIFICATION AND OPERATING LIMITATIONS
1.1
Description of the Certified Limitations and the applicable

Operational Limitations
The Aircraft systems are described in the A 320 FCOMs and a description of
the certification limitations and the applicable Operational Limitations are
given in the AFM and FCOM-LIM.
a)
Certification Status:
The airplane is certified in the transport category (passengers and freight) for
day and night operations, when the appropriate equipment required by the
airworthiness and operating regulations are approved, installed and in an
operable condition.
Aircraft system description:
Limitations:
FCOM GEN/DSC
Flight Manual LIM-GEN
FCOM-LIM
Note:
Aircraft operating information is available in the type specific Airplane Flight
Manual, Flight Crew Operating Manual and the Quick Reference Hand Book.
Where necessary, references will be made to the above documents, which are
available and easily accessible to the crew by placing them on board the airplane
and in each Flight Dispatch library
B-1-3
Effective
04-Dec-12
1.
b)
FLT.OMB
ISSUE II, Rev 01

LIMITATIONS
CHAPTER 01
Passenger Seating Configuration

A320
c)
Types of Operations that are approved
The approved Operations Specifications are laid down in the Operators

Permit in annexure 1 of OM A
- IFR and VFR
B-1-4
Effective
04-Dec-12
FLT.OMB
ISSUE II, Rev 01

LIMITATIONS
CHAPTER 01
- Extended over land / water flight
- Flight in icing conditions

- RVSM (With DGCA approval)
- Low Visibility Operation (With DGCA approval)
- RNAV/RNP (With DGCA approval)
d)
e)
Crew Composition
Flight Manual
LIM-GEN
FCOM
PRO/LIM/OEB/FCBUL, (LIM-10)
Mass And Centre Of Gravity Limitations

Flight Manual
LIM-WGHT
FCOM
The company has inducted aircraft with enhanced weight configurations. The new
weights for these aircraft are given below. List of these aircraft has been
appended at annexure 3.
MTOW
MLW
MFZW
77 T
66 T
62.5 T
Cockpit Display: The enhanced weight configuration aircraft will have placards in
the cockpit, as depicted.
The aircraft empty weights for all aircraft are also placed at annexure 3.
B-1-5
Effective
04-Dec-12
- EDTO (With DGCA approval)
f)
FLT.OMB
ISSUE II, Rev 01

LIMITATIONS
CHAPTER 01
Speed Limitations
g)
h)
i)
j)
Flight Manual
LIM-SPD
FCOM
Flight Envelope Limitations

Flight Manual
LIM-OPS
FCOM
Wind Limitations
Flight Manual
LIM-SPD
FCOM
Performance Limitations For Applicable Configurations

Flight Manual
PERF/GEN
FCOM
PER-TOF-TOD-40-10, PER-LDG-GEN
Gradient / Slope Limitations

FCOM
k)
PER
(PER-TOF-TOD-50 )
Airframe Contamination Limitation
Airframe contamination may be expected when OAT or TAT is below 10C,

and there is visible moisture in the air (such as clouds, fog with low visibility,
rain, snow, sleet, ice crystals) or standing water, slush, ice, and snow is
present on the taxi ways or runways.
Pilots must refer to the normal and supplementary procedures in the FCOMs.
Flight Manual
PERF CONT GEN
FCOM
PER ( PER TOF CTA 10 )

B-1-6
Effective
04-Dec-12
Unless otherwise stated, the airspeed given are indicated values (IAS),
assuming no instrument error.
FLT.OMB
ISSUE II, Rev 01

LIMITATIONS
CHAPTER 01
FCOM
l)
PER ( PER LDG CTA 20 )
System Limitation
LIM/GEN
FCOM
PRO/LIM/OEB/FCBUL (LIM PLP TOC)
B-1-7
Effective
04-Dec-12
Flight Manual
FLT.OMB
ISSUE II, Rev 01
NORMAL, ABNORMAL AND EMERGENCY

PROCEDURES
CHAPTER 02
TABLE OF CONTENTS
THE NORMAL, ABNORMAL AND EMERGENCY PROCEDURES TO
BE USED BY THE LIGHT CREW AND THE CHECKLISTS
RELATING THERETO .............................................................................5
2.1
AIRPLANE NORMAL PROCEDURES ....................................................5
2.2
GENERAL PROCEDURES ......................................................................5

2.2.1
Pre-Flight Check.........................................................................6
2.2.2
Other Procedures And Checks ...................................................7
2.2.3
Use Of Head Sets .................................................................... 10
2.2.4
Use Of Airplane Radios ............................................................ 10
2.2.5
Responsibility for R/T ............................................................... 11
2.2.6
Pre-Flight altimeter check location ........................................... 11
2.2.7
Use of stop watch ..................................................................... 11
2.2.8
Spilled Liquids .......................................................................... 12
2.2.9
Before Starting Engines............................................................ 12
2.2.10
Cockpit Ground Interphone ...................................................... 13
2.2.11
Push Back ................................................................................ 15
2.2.12
Engine Start.............................................................................. 16
2.2.13
Taxi .......................................................................................... 16
2.2.14
Take Off & Climb ...................................................................... 18
2.2.15
Wind Limitations ....................................................................... 20
2.2.16
Air Speed Restrictions .............................................................. 20
2.2.17
Scanning Of Instruments .......................................................... 21
2.2.18
ENROUTE ................................................................................ 21
B-2-1
Effective
04-Dec12
2.0
FLT.OMB
ISSUE II, Rev 01

PROCEDURES
CHAPTER 02
2.2.19
Arrivals .....................................................................................22
2.2.20
Descent ....................................................................................22
2.2.21
Approach ..................................................................................23
2.2.22
Missed Approach ......................................................................23
2.2.23
Landings ...................................................................................23
2.2.24
Taxiing and Parking ..................................................................25
2.2.25
Marshalling Signals ..................................................................29
2.2.26
Shut Down And Post Flight .......................................................38
2.2.27
Post Flight Inspection ...............................................................39
AIRPLANE ABNORMAL AND EMERGENCY PROCEDURES.............39

2.3.1
Emergency Procedures ............................................................41
2.3.2
Critical action in Emergency - task sharing ...............................42
2.3.3
Reject Take Off.........................................................................43
2.3.4
Inflight Engine Shutdown ..........................................................45
2.3.5
Nearest Suitable Airport ...........................................................46
2.3.6
Mechanical Failure In Flight ......................................................46
2.3.7
Serious Emergencies Inflight ....................................................46
2.3.8
Commanders Use Of Emergency Authority .............................46
2.3.9
Use Of Emergency Checklist ....................................................47
2.3.10
Emergency And Precautionary Landing ...................................47
2.3.11
Emergency Landing Procedure ................................................48
2.3.12
Precautionary Landing Procedure ............................................49
2.3.13
Distress And Urgency Radio Telephony ...................................49
2.3.14
Distress/Emergency Action.......................................................50
B-2-2
Effective
04-Dec12
2.3
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Distress Message ..................................................................... 50
2.3.16
Other Airplane In Distress ........................................................ 51
2.3.17
Intercepting Distressed Airplane ............................................... 51
2.3.18
Airplane Ditching Procedure ..................................................... 51
2.3.19
Tyre Damage - Heat From Flush-Set Runway Lights ............... 56
2.3.20
Brake/Wheel Fires .................................................................... 57
2.3.21
Foaming Of Runway ................................................................. 57
2.3.22
Non-Simulation of Emergencies ............................................... 58
2.3.23
Overweight Landing ................................................................. 58
B-2-3
Effective
04-Dec12
2.3.15
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CHAPTER 02
B-2-4
Effective
04-Dec12
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PROCEDURES
CHAPTER 02
THE NORMAL, ABNORMAL AND EMERGENCY PROCEDURES

TO BE USED BY THE LIGHT CREW AND THE CHECKLISTS
RELATING THERETO
2.1
AIRPLANE NORMAL PROCEDURES

The normal procedures and duties assigned to the crew, the appropriate
check-lists, the system for use of the checklists and a statement covering
the following normal procedures are given in the Flight
Manual/FCOM/QRH. Training procedures are given in Chapter 4 part D (
Training) of Operations manual .The pilots must refer to his PRO-LIMOEB-FCBUL and QRH for specific Standard Operating Procedures (SOPs)
and task sharing covering the following:
a)
Pre-flight
b)
Pre-departure
c)
Altimeter setting and checking
d)
Taxi, Take-Off and Climb
e)
Noise Abatement
f)
Cruise and descent
g)
Approach, Landing preparation and briefing
h)
VFR Approach
i)
IFR approach
j)
Visual Approach and circling
k)
Missed Approach
l)
Normal Landing
m) Post Landing
2.2
GENERAL PROCEDURES
No Airport is inherently safe, nor is it inevitable that a particular airport will
be dangerous. Each one has particular characteristics that need to be
analysed and understood by the Commander. Airport survival begins with
the knowledge and mental attitudes that are established on the ground. In
B-2-5
Effective
04-Dec12
2.0
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PROCEDURES
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fact, the airport environment demands the most scrupulous discipline from
the Pilot.
Each departure is an amalgam of airfield limitations, airplane performance,

crew coordination, ATC procedures, Pilot/Controller communications,
masses of technical data and, that ever present, intangible, human factor.
Every take off, therefore, demands the ultimate in man and machine to
avoid inevitable errors and complications that accompany intricate work
from being amplified into serious hazards. That is why planning is so
important while correct information is essential.
2.2.1
Pre-Flight Check
a)
A pre-flight check shall be accomplished before each flight.
b)
The inspection of the exterior and interior of the airplane is the

responsibility of the Commander who may depute the Co-pilot to carry
out the inspection. The airplane must be visually inspected as per
checklist before any originating or through flight, or when the crew is
changed.
c)
As and when an exterior aircraft inspection (walk-around) that focuses

on safety-critical areas of the aircraft and ensures, as a minimum:
i) Pitot and static ports are not damaged or obstructed;
ii) Flight controls are not locked or disabled
iii) Frost, snow or ice is not present on critical surfaces;
iv) Aircraft structure or structural components are not damaged.
(Refer FCOM PRO-NOR-SOP-05)
Whenever a significant time lapse occurs after the pre-flight check is
carried out, due delay to the flight another exterior inspection must be
conducted to ensure that no damage has occurred.
The flight crew shall ensure the availability, accessibility and
serviceability of aircraft flight deck emergency systems and equipment.
B-2-6
Effective
04-Dec12
In aviation, each journey begins with pre-flight briefing, taxi, take off and
area departure. The time these first steps consume is relatively short
considering the length of most flights but that time is filled with unique
safety challenges. Far too many accidents occur on take-off and departure
for far too many reasons.
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PROCEDURES
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2.2.2
Other Procedures And Checks
Each Pilot shall set his altimeter to the airport altimeter setting as
determined from the control tower/ ATIS.
The Commander shall ensure that the amount of fuel on board is not less
than the minimum fuel required.
The Commander shall sign the airplane acceptance certificate after he is
satisfied that the following conditions have been complied with, before the
commencement of any flight.
a)
Valid Flight Release in respect of the airplane signed by the Engineer.
b)
The airplane is equipped with the prescribed instruments and

equipment.
c)
The flight controls of the airplane are working freely.
d)
Sufficient quantity of fuel and oil of correct grade is available on board

for the proposed flight.
e)
The view of the Pilot is not interfered and the Pilots windscreen is
clean.
f)
Any
deferred
maintenance
must
be
ascertained
and
maintenance/operational action on items under MEL must be complied
with.
g)
Must ensure that all inoperative systems are placarded as stated in

MEL.
The Commander should sign the load and trim sheet after ensuring that
the airplane is satisfactorily loaded with respect to total load and
distribution of the load (CG location) is within approved limits and that load
B-2-7
Effective
04-Dec12
This procedure shall include a pre-flight inspection of systems and

equipment, which, as a minimum, is conducted by the flight crew prior
to the first flight:
i) Of the flight crew on an aircraft during a duty period;
ii) On an aircraft after it has been left unattended by a flight
crew or any other appropriately trained personnel.
At all stations the Commander and Co-pilot shall be in the cockpit at least 30
minutes prior to departure time.
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is properly fastened and secured. This shall be certified by the Commercial

Staff on the load and trim sheet.
As per the existing security instructions, it is mandatory that the registered

baggage of all passengers is identified before it is loaded on the airplane.
The Airport Services department shall provide a certificate to this effect to
the satisfaction of the Commander. The Commander has the authority for
re-identification of any baggage, if he has reasons to believe that the
security of the airplane has been compromised in this regard. Crew
baggage shall be carried by the individual crew member aboard.
Before starting engines, the Commander shall ensure that cargo holds are
closed and locked, the landing gear pins are on board. It is mandatory to
obtain start up clearance on the appropriate tower/ground frequency before
starting engines. While requesting start up/push back clearance, the
number of passengers and crew on board that have undergone security
check shall be intimated to ground control/tower along with Bay No. and
proposed Flight level acknowledging latest ATIS. Push back clearance
should be requested after all the doors are closed.
Ground Personnel should be in contact with the cockpit and shall make
sure that all equipment are cleared of the airplane before giving clearance
to start engine. Engines shall be started only after clearance from the
authorised ground personnel and ATC has been received.
2.2.2.1
Intimation Of Flight Delay By Captain To Departure Engineer

(AME)
To maintain a record of on time performance, the flight delays need to
be quantified correctly or recorded by the flight crew in the technical
log. By not quantifying a delay, it is difficult to address the reason for
the delay, which might remain hidden in the system and may cause
avoidable delays in future.
B-2-8
Effective
04-Dec12
The Commander shall confirm from Airport Services that the passengers
on board tally with that reflected on the trim sheet and if there is any
discrepancy, it has to be ascertained if the missing passenger has any
registered baggage. If the baggage can be identified it should be off
loaded. If not the stipulated baggage identification drill shall be carried out.
This is a mandatory requirement.
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Procedure:
a)
Cockpit crew should be aware of correct departure time of the flight.

They are to note the Aircraft Security Release Certificate signing time
and doors closing time.
b)
After the doors are closed, if any delay is experienced, pilots need to
monitor what activity is causing the delay (there may be more than one
reason).
c)
The delay reason/s is to be informed to the Engineer on the headset.

This in turn will be passed to the AOCS ramp staff to be included in the
delay report.
d)
If the Captain has not passed the delay reason to the Engineer within
3 minutes of door close time, the Engineer is to initiate contact with the
pilots and seek the delay reason.
e)
The delay reason communicated by Captain needs to be part of the

delay report as generated by AOCS ramp staff. In case they do not
agree to the reason given by Captain the other reasons may also be
included. They may mention the reason as per them. They must
include the reason given by Captain in the report.
f)
There should not be any discussion or argument on the delay reason.

It is to be communicated as it is and will be resolved later amongst
stakeholders and after due analysis, the agreed delay report will be
generated. The procedure above is being instituted to also include the
Captains input regarding the delay reason/s as perceived by him/her.
B-2-9
Effective
04-Dec12
The existing Procedure regarding generating delay reason of a flight

does not take any input from cockpit crew regarding reason of delay.
Therefore Captain should inform the Engineer reason for delay after
Aircraft Security Release Certificate is signed and Doors are
closed. This is important so as to get the version of cockpit crew for
delay at the time of departure after door closure. The cockpit crew is
required to enter delay time and reason in the Tech log.
2.2.3
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PROCEDURES
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Use Of Head Sets
2.2.4
Use Of Airplane Radios
IndiGo fleet is equipped with three modes for air/ground communication.

a)
Three VHF Communication Systems
b)
Two HF Communication Systems.
c)
One ACARS (using VHF and HF systems).
Operational Recommendation
Crew will use the available means of communication as listed while complying
with the requirement of Radio Listening Watch.
i)
ACARS: Crew can communicate with the company through

ACARS at any stage of flight, whenever HF/VHF data link is
available.
ii)
VHF: Three identical VHF communication systems are

installed. Crew shall use them as recommended;
VHF 1 & 2 is intended for Voice Communication.
VHF 1 should be used on the Active ATC Frequency

and VHF 2 as recommended below.
VHF 2 within terminal area should be used for

communication with Company/ATIS, enroute for
secondary ATC communication and to monitor
121.5 to the extent possible
Outside Controlled Airspace it must be used to

monitor 121.5MHz.
VHF3 is to be used for DATA only. Although ACARS

uses both HF and VHF signals, the performance of
system improves significantly over VHF. The
number of stations serviced by VHF ACARS is
B-2-10
Effective
04-Dec12
The headsets/earphones and boom mikes, shall be worn and adjusted

correctly. It is mandatory that headsets/earphones are used from Start-up
(including check list) to 10000ft and during Descent from 10000ft till shut
down. Speakers may be used in cruise and their volume kept at the level
where it does not interfere with normal cockpit communications.
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iii) HF: Two HF sets are installed for long distance voice
communication. HF1 is primarily used for DATA
communication and must be kept on DATA. It is prohibited to
use HF during refuelling. Also, the HF DATALINK is inhibited
on Ground. However, once the refuelling is over crew can
override the HF DATALINK inhibition. HF2 is to be used in
Voice if required in uncontrolled Air Space.
2.2.5
Responsibility for R/T
The Co-pilot shall be responsible for operating the R/T in the normal
course of flight. However, this does not restrict the Commander from
carrying out the R/T Monitoring. R/T is the responsibility of both the pilots.
When the Co-pilot is handling the R/T, the Commander should exercise
supervisory role.
2.2.6
Pre-Flight altimeter check location
The Pre-Flight Altimeter Check Location is on the apron of the concerned

airport. The elevation is rounded off to the nearest foot. The elevation of
any portion of the apron is within 10ft of the elevation of pre-flight check
location. Details related to altimeter errors are given in FCOM.
2.2.7
Use of stop watch
The procedure for the use of the Stop Watch for engine starts and take-off
shall be as laid down in the respective FCOM/FCTM. Regular use of the
Stop Watch on all take-offs will ensure that timing is not overlooked on an
engine out take-off, or in a noise abatement/special procedure.
During preparation and briefing for the approach, ROD and height against
time will normally be obtained from the Time, G/S, ROD, Height Box on
the Instrument Approach Chart. Where this information is not available
height against time from the fixed reference point must be calculated.
Stop watches will be started at the appropriate fix on the final approach to
check the progress of the approach in relation to the elapse time. Timing
B-2-11
Effective
04-Dec12
continuously increasing and so is the efficiency of

the system used by the airline. If for any reason
VHF 3 is used on VOICE, then it must be placed
back on DATA at the earliest.
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PROCEDURES
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The Stop Watch will also be used to time holding patterns, procedure turns
and the downwind leg of a circuit. This is the responsibility of the CoPilot/PM.
2.2.8
Spilled Liquids
As a precaution, against the possibility of malfunctioning of electronic or

electrical equipment caused by spilled liquids, beverages served in the
Cockpit by the Cabin attendants will be provided in beakers that are not
more than half full. The beakers shall be placed directly in the beaker
holders and not on the control pedestal, or in the hands of operating crew.
Air Crew are also reminded of the corrosive effects of salt on duralumin.
Salt spilt on the floor may penetrate joints in the floor covering to set up
pockets of corrosion on the duralumin floor.
Cabin attendants should ensure that there is no liquid overflow/spillage
from the galley onto the cabin floor. Such spillage can damage sensitive
electronic equipment below the floor.
2.2.9
Before Starting Engines
The Commander and Co-pilot will adjust/set their seat to allow full Rudder
and brake application. If the seat is subsequently moved, it must be
returned to the proper position prior to take off, approach and landing. Seat
belts must be worn at all times when seated. The safety harness shall be
worn for take-off, climb, approach, and landing and in turbulence.
The Commander will review the technical status of the airplane particularly
with regard to inoperative items and modifications.
After refuelling is completed, the Co-pilot shall turn on and check all
navigation radios check the radio communication equipment, make a radio
check, obtain the latest airfield information and a time check.
Cargo must be satisfactorily secured on board the airplane.
It is the responsibility of the Commander to ensure that the cargo is
properly stowed prior to flight by Commercial Staff.
B-2-12
Effective
04-Dec12
on the final approach will provide a check on altitude relative to distance to

run on all approaches and thus provide a cross check on the glide path
when this is in use.
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PROCEDURES
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Before the engines are started the appropriate Before Start procedures
and checklists shall be completed.
The Commander shall call for the Before Engine Start checklist which
shall be carried out by Challenge and Response for each checklist item.
The Commander will personally check each item or observe the co-Pilot as
he makes the necessary checks before responding.
The Co-Pilot shall execute the Commanders command and respond to
indicate compliance and shall:
a)
Compute the relevant take off data as per load and trim sheet, RTOW
charts, FCOM etc. The Commander shall compute take off data
separately as a cross check.
b)
Each pilot will check the crew oxygen system and masks and after
stowing ensure that the system is reset. It must be ascertained that
smoke goggles/hood if on board are properly stowed prior to each
flight. The co-pilot is responsible to complete the in-flight Technical
Data Record and also carry out performance monitoring in the relevant
logs.
2.2.10
Cockpit Ground Interphone
Ground Personnel shall be in Interphone contact with the cockpit and shall
make sure that all equipment is clear of the airplane before giving
clearance to start engine. Engines shall be started only after clearance
from the authorized ground personnel and ATC has been received.
2.2.10.1
Re-Establishment Of Cockpit Ground Communications
These instructions cover procedures designed for re-establishment of

communications between the cockpit and ground crew where necessary,
after the interphone has been disconnected.
There is a requirement for standard signals, which are recognised and
accept universally to indicate that:
B-2-13
Effective
04-Dec12
Not all the controls and systems, that should be checked, are listed on the
checklist since the checklist would be too big to be usable. To minimise the
number of interruptions while reading the checklist, all systems and control
position checks should be done prior to reading the checklist.
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PROCEDURES
CHAPTER 02
The signals and procedures developed for these purposes, which are
recommended for universal adoption, are stated below:
2.2.10.2
Ground Initiated
When the ground wishes to re-establish communications with the airplane

the sequence shall be as follows:
a)
The ground crew shall attract the attention of the cockpit crew by
flashing the signal wands at night, or by waving the headset by day.
b)
The airplane acknowledges by flashing an appropriate external white

light.
c)
Following acknowledgement, the airplane shall remain stationary until

the all clear signal is given again and acknowledged.
2.2.10.3
Cockpit Initiated
When there is a need to re-establish communications between the cockpit

and the ground, a visual signal should be used.
a)
The visual signal should comprise of a flashing light.
b)
The runway turn off light shall be flashed continually to attract the
attention of ground personnel and indicate a requirement to reestablish communications.
c)
Once the flashing light signal has been given by an airplane, it must
remain stationary until it again receives a clear signal from the ground
that it may proceed.
d)
The continuous flashing light signal must be given in such a manner

that it cannot be confused with other flashing lights.
e)
The visual signal described above and the associated procedures

shall not be used to modify or replace the existing requirements and
acknowledge the all clear signal before an airplane may proceed
under its own power.
B-2-14
Effective
04-Dec12
The flight crew wishes to re-establish communications with the ground

crew, or the ground crew wishes to re-establish communications with the
flight crew after the interphone has been disconnected.
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PROCEDURES
CHAPTER 02
The flashing light signal must be continued by the airplane until it has
been acknowledged on the ground. Acknowledgement is given by
waving the headset (illuminated at night by a flash light) and
approaching the airplane from the front in order to be visible to the
cockpit.
g)
Visual contact between the cockpit and the ground must be

established before the airplane is approached.
2.2.11
Push Back
Prior to push back the Commander must be on interphone contact with
ground personnel. Push back shall not be done without positive
interphone contact between the Cockpit and Ground personnel.
Push back procedure laid down in the airplane FCOM/FCTM should be
followed.
Prior to starting engines the Before Start checklist must be completed.
2.2.11.1
When ready for push back
a)
Clearance for push back shall be taken from the appropriate

ground/tower frequency.
b)
PF will advise mechanic that airplane is ready for push back when
ready, mechanic will call Release Brakes.
c)
The PF will signal that he is ready by advising Brakes released for

push back facing (WEST/EAST etc.)
The PFs signal means:
i) The Marshaller is in sight
ii) ATC clearances has been received to leave gate
iii) The brakes have been released.
d)
Should the Commander want the airplane stopped for any reason
such as request from ground control, loss of external power etc. he
shall advise the ground personnel by interphone to STOP PUSH.
Pilot shall not use the brakes for stopping during push back. Ground
B-2-15
Effective
04-Dec12
f)
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PROCEDURES
CHAPTER 02
personnel are responsible for airplane speed, direction, control and

obstacle clearance, while the airplane is being towed/pushed back.
Hydraulic / Electrical power configuration before push back shall be as
per airplane FCOM/FCTM.
f)
When push back is completed, ground personnel will advise

PUSHBACK COMPLETE, SET BRAKES. After the brakes are set
the flight crew will advise ground personnel BRAKES SET.
2.2.12
Engine Start
The Commander shall advise the Co-Pilot to make a PA CLOSE THE

DOORS AND ARM ALL SLIDES prior to engine start or push back
whichever is first.
The ground personnel shall advise clearance to start engine No. - when
they have:
a)
disconnected the tow bar,
b)
reconnected the nose gear linkage
c)
removed the gear pins, if installed
d)
Engine vicinity is clear.
All engine starting procedures shall be followed as laid down to the

appropriate airplane FCOM/FCTM.
The flight crew shall commence the normal engine starting procedure.
After the engines are started and prior to taxiing the Co-Pilot shall at the
Commanders command read and monitor the After Start checklist.
2.2.13
Taxi
Prior to taxi after push back the commander will announce to the ground
Engineer DISCONNECT. Co-Pilot shall obtain taxi clearance. After the
Co-Pilot has read back the taxi clearance, the Commander will repeat
aloud his understanding of the clearance and only after that shall the
airplane be taxied out. Prior to taxi, the Commander shall ensure that
clearance is also obtained from the ground personnel, which will be
B-2-16
Effective
04-Dec12
e)
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PROCEDURES
CHAPTER 02
The Commander shall have all ice, snow, frost removed from the fuselage,
wings, control surfaces and any other part of the airplane, which he
considers important to the safety of the flight, prior to Taxi out and before
take off after prolonged ground holding.
Minimum required power shall be used to break away from the parking
stand so that the resultant jet blast does not cause any damage.
All airplane shall be taxied and handled on the ground in a cautious
manner at a speed slow enough to provide positive control at all times.
During turn of 90 degrees or more and while taxying in congested areas,
maximum speed shall be 10kts, and maybe increased upto 30kts when
clear of such areas. During a back track on a runway maximum speed can
be increased to 50kts to facilitate flow of traffic. Extreme caution shall be
taken to minimise the effect of engine jet blast on ground personnel
vehicle, ground equipment and other airplane and on terminal buildings.
Airplane shall only be taxied on the approved taxi path indicated on the
apron unless specifically cleared by ATC.
The Co-pilot shall continuously watch on his side for obstruction etc. while
taxiing and shall immediately alert the Commander of any possible hazard.
If at any time there is any doubt in a Pilots mind as to proper clearance,
the airplane should be stopped until he is assured there is sufficient room
to taxi safely. When two airplane are taxiing, the following airplane should
maintain a minimum distance of 300 ft (100 M) in non-icing conditions and
750 ft (230 M) behind the leading airplane in icing conditions.
Before take-off, check list shall be called by the Commander when the
airplane is clear of all obstacles. It is a Commanders responsibility to
B-2-17
Effective
04-Dec12
indicated by a Thumbs Up, followed by Salute, meaning cleared to depart.

This means that the front and rear of the airplane are clear of all
obstacles/personnel and engine break away power can be applied. The
Commander shall acknowledge the Salute. Before the airplane is moved,
the Co-Pilot shall also advise Star board Clear. The Commander must
ensure that the signal/salute, for cleared to depart is accepted only from
the approved Marshaller/Engineer.
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check before take-off that the correct take off flap, speed and engine power
setting have been computed.
The Air Traffic Clearance shall be copied by the co-pilot and read back.
The Commander shall confirm his understanding of the clearance to
preclude any possible misunderstanding. The Co-pilot shall ensure that
positive clearance is received to enter any active runway. The Commander
has the option to request an alternate clearance if any clearance is not
acceptable to him due to any technical or operational restriction. An
alternate clearance could entail a delay due to existing air traffic.
The Commander shall ensure that the take-off path is clear of traffic and
birds. In case of any doubts, the take-off shall not be commenced and the
air traffic control advised. Appropriate external lights and Radar shall be
used for all take-offs.
Before executing the first take-off, the flight crew shall review the take-off
reject procedure and evacuation procedure. The Commander shall monitor
cabin PA before take-off and advise cabin attendants to prepare for takeoff and return to their seats by means of a PA call cabin attendants to your
seats for take-off, confirm cabin clearance. This would be acknowledged
by lead Cabin attendant by momentarily activating the # button on the key
pad. For airports where the taxi time is short, Cabin attendants shall be
informed to complete the passenger safety briefing prior to any other
announcements.
Any SELCAL received during take-off will be cancelled and ignored.
Normally, HF is to be kept off during take-off.
2.2.14
Take Off & Climb
The Airline policy of Reduced/Flex Take-Off will be followed, wherever

possible, subject to the FCOM / Airline limitations. The Commander has
the discretion to execute a full thrust take-off, if in his opinion, it is
necessary to do so.
During climb the altitude alert system will be used.
B-2-18
Effective
04-Dec12
Any exhibition of carelessness, recklessness in handling the Airline

airplane on the ground or in the air shall be considered cause for
disciplinary action.
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PROCEDURES
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As an aid to avoid collision appropriate external lights shall be kept ON

below transition altitude.
Noise abatement procedures laid down in the FCOM/ FCTM should be

executed at airfields where such procedures exist. It is the Commanders
responsibility to abandon the noise abatement procedure in case a
condition affecting the safety of the airplane arises.
The cockpit crew should communicate
microphones below 10000 ft in climb.
through
Boom
or throat
The take-off procedure as laid down in the airplane FCOM/ FCTM shall be
adhered to.
During take-off the Commander shall keep his hands on throttles until the
airplane reaches V1 even if he is acting as PM.
During the take off the PF shall keep the airplane straight on the runway,
scan the instruments and the take-off flight path.
Gear up will only be initiated after positive climb has been confirmed by
PNF on both pressure and radio altimeter.
After take-off, the PF will transit on to instruments. The PM shall maintain a
look out during VMC and marginal IMC conditions and also scan the
instruments. The PM shall comply with all commands of the PF with regard
to power and configuration change. The PM shall call 1,000 ft before and
assigned level, the interception of any cleared/desired track and carry out
the R/T.
The auto pilot will be engaged after take-off at the earliest and the Flight
Crew shall endeavour to Clean Up the airplane as early and efficiently as
possible.
Unless a special procedure specifies or in an emergency, no turn after
take- off shall be executed below 500 ft AGL.
B-2-19
Effective
04-Dec12
It is airline policy for all normal take-offs the thrust reduction altitude will be
defaulted to 500 ft above the threshold altitude and acceleration altitude
1000 ft above the threshold altitude. Unless a particular procedure
stipulates otherwise.
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PROCEDURES
CHAPTER 02
At all airports that have published standard instrument departure (SIDs) the
following rules apply:
a)
SIDs procedure shall be reviewed and flown as charted unless

deviation(s) are specifically cleared by ATC.
b)
SIDs may or may not form a part of ATC clearances.
c)
It is the Pilots prerogative to request to fly the SID procedure if it is not

part of the clearance.
d)
Any ATC clearance which does not include a SID is acceptable only if
the Pilot is satisfied that terrain clearance is assured.
e)
SIDs is only valid with all engines operating. Where terrain problems
exist, Special Engine Out Standard Instrument Departures (EOSIDs),
if required, will be designated. These supersede the normal SIDs
following engine failure and are to be followed.
2.2.15
Wind Limitations
Refer chapter 5 of Company Operations Manual Part B.

2.2.16
Air Speed Restrictions
During climb once the airplane has been cleaned up the airplane should be
flown at the ECON Climb speed above 10,000 ft, below which the normal
default speed is 250 Kts. However this may be exceeded if there is no bird
activity and permission of ATC.
When operating below 10,000 ft 250 Kts should normally not be exceeded
unless authorised by ATC in which case 280 Kts may be used.
Speed must be kept at 250 Kts or below, while operating in bird infested
areas so as to reduce impact damage or for safe operation of airplane.
Assigned speed restrictions in terminal areas will not be exceeded unless
authorised by ATC.
B-2-20
Effective
04-Dec12
Whenever the Commander is not doing the take-off he will perform all PM
duties. The exception would be items that can only be accomplished by the
Co-pilot due physical location of controls and switches.
FLT.OMB
ISSUE II, Rev 01

PROCEDURES
CHAPTER 02
2.2.17
Scanning Of Instruments
The airline policy emphasizes scanning of flight/engine instruments in all

phases of flight. It is stressed that cross checking of instruments and
alerting the other crew members of any deviation is of paramount
importance and the responsibility of each flight crew member. At regular
intervals ALL system pages will be checked from the ECAM Control Panel.
2.2.18
ENROUTE
The selection and use of cruise flight levels shall be done with extreme
care. Different rules apply in different parts of the world and can vary in the
same area above and below certain flight levels. The cruise level system
indicated for the area of operation in the Airway en-route chart should be
referred to.
Except during take-off, approach and landing, an airplane should not fly at
an altitude less than the MORA/MEA specified on the Airway en route
chart.
While operating on a route not specified as an Airway the flight should be
conducted at or above the grid MORA indicated in the Airway en-route
chart.
No flight whether operating IMC/VMC may deviate beyond the authorised
limits without the permission of the designated ATC Unit/Air Force
Movement Liaison Cell (MLC). In case of an emergency and for reasons of
safety the Commander may deviate from his predetermined route. It is his
responsibility to bring such deviations to the attention of the nearest ATC
Unit as expeditiously as possible.
Prohibited, Danger, Restricted areas, etc. (placed at annexure 1) their
dimensions heights and limitations are listed in AlP India and also in
Airway en-route chart. These shall be avoided unless a portion of route lies
over them and over flying such areas is approved by the appropriate ATC
B-2-21
Effective
04-Dec12
If the minimum safe speed for any particular operation is greater than the
maximum speed laid down by ATC, the airplane shall be operated at the
minimum safe speed and ATC should be advised accordingly.
FLT.OMB
ISSUE II, Rev 01

PROCEDURES
CHAPTER 02
Unit. Any inadvertent penetration of these areas shall be brought to the

attention of the Airline and the appropriate ATC Unit with reasons thereof.
2.2.19
Arrivals
Arrivals contain many of the same ingredients as Departure i.e. traffic

congestion, specific ATC procedures, the need for swift and clear pilotcontroller communications, changes in power and airplane configuration
etc., but with a critical difference. Arrivals means convergence, as airplane
are funnelled into a small parcel of air space all the way down to the
ground. This creates special challenges for all concerned. The approach
and landing are the most critical phases of a flight.
The flight crew is required to assess landing performance prior to arrival at
the destination or alternate airport in order to determine sufficient landing
distance exists for a landing to be accomplished with an adequate safety
margin:
i) On the runway of intended use;
ii) In the conditions existing at the estimated time of arrival (ETA);
iii) In the aircraft configuration and with the means of deceleration that will
be used for the landing.
Refer QRH-FPE-IFL-LD
Preparation)
2.2.20
and
FCOM-PRO-NOR-SOP-16
(Descent
Descent
Descent should be planned in such a way so as to enable a Pilot to arrive

at the initial approach fix/clearance limit at or above the initial approach
altitude or as cleared by the ATC. The Co-Pilot will carry out the descent
check list and advise the Commander when descending through 1,000 ft.
above the assigned altitude, reaching FL 100 and transition level. The CoPilot shall also obtain destination weather. When weather conditions or
ATC procedures are likely to entail prolonged holding or a possible
B-2-22
Effective
04-Dec12
The crew shall endeavour to fly at the optimum altitude predicted on the
progress page and if a lower altitude is assigned then every endeavour
shall be made to step climb to the optimum altitude. This holds true when
on a long cruise with reduction in airplane weight the ECON cruise
optimum altitude increases.
FLT.OMB
ISSUE II, Rev 01

PROCEDURES
CHAPTER 02
diversion, the weather of the nearest suitable alternate should also be

obtained.
ECON Descent speed as predicted by the FMS shall be flown in the
managed or open mode.
The briefing must include the procedure to be adopted after any GPWS
warning so that CFIT accident is avoided.
The Commander has the discretion to vary the descent technique in order
to meet the requirements of the flight by managing the energy level of the
airplane and to slot himself in the expected arrival approach sequence.
Fasten Seat Belt sign shall be switched ON when descending through
10,000 ft unless for a particular route or airfield there are airline limitations.
Below transition level appropriate external lights will be switched ON till
after landing.
The altitude alert system will be used during descent.
The approach check list shall be completed on reaching transition level.
Upon leaving transition level the altimeter shall he set to the QNH of the
destination airport and cross checked.
2.2.21
Approach
Approaches have been dealt in detail in part A, General, Chapter 28.

2.2.22
Missed Approach
Missed Approaches have been dealt in detail in part A, General, Chapter

27.
2.2.23
Landings
At least 5 min before landing the cabin attendants shall be instructed to

prepare for landing and return to their seats. A PA announcement shall be
made as follows, Cabin attendants to your seats for landing and confirm
cabin clearance. The confirmation of the Cabin being Secure is conveyed
to the cockpit by the Lead Cabin Attendant, who shall press the hash #
button on the CDLS keyboard. The Captain may ask the First Officer to
make any or all the above announcements. Before landing the PNF shall
obtain a landing clearance. If the ATC requests, the pilot seeking landing
B-2-23
Effective
04-Dec12
The PF will carry out an approach briefing.
FLT.OMB
ISSUE II, Rev 01

PROCEDURES
CHAPTER 02
All landings shall be made with the recommended landing flap. The target
speed/Vapp should be flown as per the FMS in the managed mode so as to
derive full benefit of ground speed mini (GSmini). Pilots are advised to be
aware that if the head wind on approach is strong and this head wind does
not reduce progressively during the approach and only reduces rapidly
near the ground then the airplane will not be able to decelerate in the time
available and will be in a high energy state crossing the thresh hold. In
such an instant if immediate and early corrective action is not taken it may
result in a long float and a long landing.
No two pilots use the same landing technique and no two landings can be
executed in an identical manner. No attempt shall be made to unnecessary
float the airplane to achieve a smooth touchdown. It is imperative that the
approach and landing be so performed that touch down is achieved within
the first 1000ft to 1500ft from the landing thresh hold (within the touch
down zone refer FCOM PER LDG). This reduces wear and tear on
brakes and unnecessary use of engines in high reverse thrust settings.
Correct point of touch down not only ensures a safe landing but also
reduces operating costs. Landings must be attempted with caution if wind
shear has been reported or is anticipated.
Landings will not be made on runways where there is standing water, slush
or wet snow to a depth in excess of the limitations laid down in FCOM PER
(PER-LDG-CTA-20)
Pilots should be alert for a possible loss of direction control associated with
the use of reverse thrust. If corrective action to maintain direction control is
not effective, the throttles should be returned to reverse idle and the
airplane stopped using rudder and brakes. After landing unless otherwise
instructed, Pilots must clear the active runway as soon as possible. Back
tracking on an active runway or a parallel runway must only be undertaken
with the prior ATC approval.
B-2-24
Effective
04-Dec12
permission shall confirm to the control tower that the landing gear is down
and locked and this shall be cross checked by both pilots. (Especially
military airfields)
2.2.23.1
FLT.OMB
ISSUE II, Rev 01

PROCEDURES
CHAPTER 02
Touch and Go Landings
2.2.24
Taxiing and Parking
Airplane will be taxied along the taxi guidelines. The PNF on Command
shall read and complete the after landing/taxi in check list. The wing span
of a jet airplane makes it difficult to judge the wing tip clearance from the
cockpit. The swept back wing increases the problem. The lateral outward
movement of the wing tip in a turn must be kept in mind. The A320 airplane
is a square airplane and the geometry is such that in a locked wheel turn,
the horizontal stab travels almost the same radius as the wing tip in a
locked wheel turn.
Standard marshalling signals shall be used to guide airplane on the apron,
hangars, and other parking areas. All concerned ground and flight personnel
must have the marshalling instructions well in mind at all times.
The marshal is in a position to more clearly determine sufficient wing and tail
clearance and is, therefore, responsible for issuing signals for the safe parking
of the airplane. The Pilot and marshal shall exercise all precaution. If obstacle
clearance is questionable the airplane should be brought to a complete stop
and movement continued only under the direction of the marshal. When the
airplane is under the guidance of the marshal or is being towed etc. the marshal
is responsible for collision avoidance.
While parking the airplane the Commander should keep in mind the wind
direction when surface winds are strong. If the Commander feels it is more
prudent to park the airplane in a different location he has the authority to do so
after ATC has approved. In this case, it will be his responsibility to ensure that
no risk of collision exists with any other airplane, equipment, construction etc. If
at any time there is any doubt as to proper wing tip or engine clearance the
B-2-25
Effective
04-Dec12
The touch and go manoeuvre is not an approved procedure for regular

Airline operation. Go-Around after touch down should not normally be
considered during regular flights. It should never be considered, under any
circumstances, after Thrust Reverse has been selected. Touch and Go
Landings without selection of thrust Reverse are permitted during Training
Flights.
FLT.OMB
ISSUE II, Rev 01

PROCEDURES
CHAPTER 02
airplane must be stopped until it can be ascertained that sufficient clearance

exists.
2.2.24.1
Single Engine Taxi (SET)
Jet engine performance is optimized for flight conditions, but all aircraft spend
considerable time on ground taxiing from the terminal, out to the runway and
back. Lately, this time has increased due to airport congestion and increased
airport dimensions. All these factors lead to an excessive use of precious time
and fuel.
Using one engine for taxiing, on a twin-engine aircraft will assist in reduction of
fuel burn. Airbus provides standard procedures in the Flight Crew Operating
Manual (FCOM) for such operations.
Benefits of taxiing on one engine in terms of fuel saving are discernible when
taxi duration exceed 5/7 minutes after landing. Fuel savings as a consequence
of Single Engine Taxi (SET) are estimated to be in the region of up to 6 Kg/
minute. This figure though appears small, will have a large impact on total fuel
saved, keeping in view the present and future scale of operations.
SET POLICY
The Company has approved and implemented SET for arrival. The SET
Standard Operating Procedures is as follows:
ARRIVAL SET
APU
As per Company policy APU is not required for SET IN.
ENG 2 SHUT DOWN
No less than 3 minutes after high thrust operations (not required if
Idle reverse was used) and when taxiing in a straight line with no
braking.
Y ELEC
B-2-26
Effective
04-Dec12
Before entering the parking bay the PF shall advise Cabin attendants to Disarm
all slides. On Command the slides shall be disarmed. The commander shall
cross check and confirm this on the ECAM DOOR / OXY page. The
Commander shall ensure that the airplane wheels are chocked; at least one
cabin door is open, and then release parking brake.
FLT.OMB
ISSUE II, Rev 01

PROCEDURES
CHAPTER 02
PUMP ON
This avoids running the PTU.

a)
Aircraft control during SET is no different than with two engines.

However, CM1 must at all times be alert for NORMAL BRAKE or nose
wheel steering failures and is to take control of the aircraft in case
CM2 is taxiing.
b)
Only Engine No 2 is to be shut down for SET.
c)
It is recommended that the engine be shut down for SET once the
aircraft is aligned on a straight path.
d)
The aircraft is to be taxied normally, there are neither directional

control issues nor are large inputs to the nose wheel tiller or rudder
pedals required.
e)
Operating Procedures given in FCOM PRO SUP 90 Page 2/4 for

ARRIVAL are to be followed for SET.
f)
There should be no ECAM warning for Y Electric Pump LO PR or

OVHT
g)
There should be no ECAM warning for Y RSVR LO AIRPR/OVHT/LO

LVL.
h) FCOM procedures require not less than a 3 minute defined

time before shutting down the other engine(s) after landing.
The cool-down time after reverse operation, prior to shut
down has a significant effect on engine life. In case the
engine(s) have operated at high thrust setting (Higher than
40% N1/75%N2) an engine cooling time of at least 3 minutes
is to be provided before the engine is shut down for SET. To
B-2-27
Effective
04-Dec12
At parking
Y ELEC
PUMP OFF
ENG 1 SHUT DOWN
FLT.OMB
ISSUE II, Rev 01

PROCEDURES
CHAPTER 02
i)
SET is not recommended for uphill slopes, bays which have uphill
slope, slippery runways/Taxiways.
j)
In case of Strong Winds the natural tendency of the aircraft to weather

cock into wind must be kept in mind before deciding on SET. The most
adverse conditions would be a strong cross wind of 30 kts from the
direction of the shutdown engine and turning more than 90 degrees in
the direction of the operating engine. In case a turn of 180 Degrees or
more is required, the turn should be executed in the direction of the
shutdown engine.
k)
Locked wheel turns are not permitted during SET.
l)
The momentum required when turning in the direction of the live

engine must be kept in mind.
m) Situational Awareness for potential jet blast damage is essential and

high power settings are to be avoided during SET.
n)
SET is not permitted while back tracking on the runway after landing,
during low visibility conditions (When RVR is below 400 meters) and
on aprons which are small and difficult to maneuver. Example: Jammu,
Patna, Old Raipur apron.
RUNWAYS FROM WHICH SET IS RECOMMENDED AFTER LANDING

SET after landing is permitted and expected after landing on the following
runways. However, this does not preclude the Pilot in Command to use his/her
judgment as to when or when not to SET based on local conditions.
STATION
RWY
STATION
RWY
AMD
DXB
30L
BKK
01R
DXB
30R
BKK
19L
DXB
12L
B-2-28
Effective
04-Dec12
avoid Engine cooling time the Airline policy on using idle

reverse after landing is to be followed unless RWY
performance is limiting.
FLT.OMB
ISSUE II, Rev 01

PROCEDURES
CHAPTER 02
14
GOI
26
CCU
01R
MAA
COK
MAA
25
DEL
28
PNQ
10
DEL
27
SIN
02L
DEL
29
SIN
20R
DEL
11
SIN
20C
2.2.25
Marshalling Signals
2.2.25.1
From a signalman to an airplane
These signals are designed for use by the signalman, with his hands
illuminated as necessary to facilitate observation by the Pilot, and facing
the airplane in a position forward of the left wing tip within view of the pilot.
The meaning of the relevant signals remains the same if bats, illuminated
wands or torch lights are held.
The airplane engines are numbered for the signalman facing the airplane,
from right to left (i.e. No.1 engine being the port outer engine).
Prior to using the following signals, the signalman shall ascertain that the
area within which an airplane is to be guided is clear of objects which the
airplane, might otherwise strike.
NOTE: The design of many airplanes is such that the path of the wing tips, engines
and other extremities cannot always be monitored visually from the flight deck while
the airplane is being manoeuvred on the ground.
B-2-29
Effective
04-Dec12
BOM
FLT.OMB
ISSUE II, Rev 01

PROCEDURES
CHAPTER 02
Wing Walker/Guide
Note. This signal provides an indication by a

person positioned at the aircraft wingtip, to the
pilot/marshaller/push-back operator, that the aircraft
movement on/off a parking position would be
unobstructed.
Identify Gate
Raise fully extended arms straight above the
head with wands up.
Proceed to next signalman or

directed by tower/ground control
as
Point both arms upward, move and extend

arms outward to side of body and point
with wands to direction of next signalman
or taxi area.
B-2-30
Effective
04-Dec12
Raise right hand above head level with wand

pointing up, move left hand wand pointing
down toward the body.
FLT.OMB
ISSUE II, Rev 01

PROCEDURES
CHAPTER 02
Straight Ahead
Turn left (from the pilots point of view)

With right arm and wand extended at a 90
angle to the body, left hand makes the
come ahead signal. The rate of signal
motion indicates to the pilot the rate of
aircraft turn.
Turn right (from the pilots point of view)

With left arm and wand extended at a 90
angle to the body, right hand makes the
come ahead signal. The rate of signal
motion indicates to the pilot the rate of
aircraft turn.
Normal stop
Fully extend arms and wands at a 90
angle to the sides and slowly move to
above the head until wands cross.
B-2-31
Effective
04-Dec12
Bend extended arms at elbows and move

wands up and down from chest height to
head.
FLT.OMB
ISSUE II, Rev 01

PROCEDURES
CHAPTER 02
Emergency stop
Set brakes
Raise hand just above shoulder height
with open palm. Ensuring eye contact
with the flight crew, close hand into a fist.
Do not move until receipt of thumbs up
acknowledgment from the flight crew.
Release brakes
Raise hand just above shoulder height
with hand closed in a fist. Ensuring eye
contact with the flight crew, open palm.
Do not move until receipt of thumbs up
acknowledgment from the flight crew.
Chocks inserted
With arms and wands fully extended above
head, move wands inward in a jabbing
motion until the wands touch. Ensure an
acknowledgment is received from the flight
crew.
B-2-32
Effective
04-Dec12
Abruptly extend arms and wands to

top of head, crossing wands.
FLT.OMB
ISSUE II, Rev 01

PROCEDURES
CHAPTER 02
Chocks removed
Start engine(s)
Raise right arm to head level with
wand pointing up and start a circular
motion with hand, at the same time
with the left arm raised above head
level point to engine to be started.
Cut engines
Extend arm with wand forward of body at
shoulder level, move hand and wand to top
of left shoulder and draw wand to top of
right shoulder in a slicing motion across
throat.
Slow down Move
Extended arms downwards in a
patting gesture, moving wands up
and down from waist to knees.
B-2-33
Effective
04-Dec12
With arms and wands fully extended

above head, move wands outward in a
jabbing motion. Do not remove chocks
until authorised by the flight crew.
FLT.OMB
ISSUE II, Rev 01

PROCEDURES
CHAPTER 02
Slow down engine(s) on indicated side.
Move back With the arms in front of the

body at waist height
Rotate the arms in a forward motion. To
stop the rearward movement, use Signals
6 a) or 6 b).
Turns while backing For tail to

starboard
Point left arm with wand down and bring
right arm from overhead vertical position
to horizontal forward position, repeating
right-arm movement.
Turns while backing For tail to port.
Point right arm with wand down and bring
left arm from overhead vertical position to
horizontal forward position, repeating leftarm movement.
B-2-34
Effective
04-Dec12
With arms down and wands toward

ground, wave either right or left wand up
and down indicating engine(s) on left or
right side respectively should be slowed
down.
FLT.OMB
ISSUE II, Rev 01

PROCEDURES
CHAPTER 02
Affirmative/all clear
Hold position/ stand-by

Fully
extend
arms
and
wands
downwards at a 45 angle to the sides.
Hold the position until the aircraft is clear
for the next maneuver.
Dispatch aircraft
Perform a standard salute with right hand
and/or wand to dispatch the aircraft.
Maintain eye contact with the flight crew
until the aircraft has begun to taxi.
Do not touch controls

(technical/ servicing communication signal)
Extend right arm fully above the head and
close fist or hold and in the horizontal
position; left arm remains at side by knee.
B-2-35
Effective
04-Dec12
Raise right arm to head level with wand

pointing up or display hand with thumbs
up, left arm remains at side by knee.
Note. This signal is also used as a
technical/
servicing
communication
signal.
FLT.OMB
ISSUE II, Rev 01

PROCEDURES
CHAPTER 02
Hold arms fully extended above head,

open left hand horizontally and move finger
tips of right hand into and touch the open
palm of left hand (forming a T). At night,
illuminated wands can also be used to form
the Tabove the head.
Disconnect power
(technical/servicing
signal)
communication
Hold arms fully extended above head with

finger tips of right hand touching the open
horizontal palm of the left hand (forming a
T), then move right hand away from the
left. Do not disconnect power until
authorised by the flight crew. At night,
illuminated wands can also be used to
open the T above the head.
Negative
communication signal)
Hold right arm straight out at 90 from
shoulder and point wand down to ground or
display hand with thumbs down, left hand
remains at side by knee.
Establish communication via interphone

communication
signal)
Extend both arms at 90 from body and
move hands to cup both ears.
B-2-36
Effective
04-Dec12
Connect ground power

communication
signal)
FLT.OMB
ISSUE II, Rev 01

PROCEDURES
CHAPTER 02
Open/close stairs (technical/servicing

communication signal)
Recommend Evacuation
Evacuation recommended based on aircraft
rescue
and
fire-fighting
and
Incident
Commanders
assessment
of
external
situation. Arm extended from body, and held
horizontal with hand upraised at eye level.
Execute beckoning arm motion angled
backward. Non-beckoning arm held against
body.
Night same with wands
Recommended Stop
Recommended evacuation in progress be
halted. Stop
Aircraft movement or other
activity in progress.
Emergency ContainedNo outside evidence of dangerous conditions

or all clear. Arms extended outward and down
at 45 degree angle .Arms moved inwards
below waistline simultaneously until wrist
crossed, extended outward to starting position
(Umpires Safe signal. Night with wands.
B-2-37
Effective
04-Dec12
With right arm at side and left arm raised

above head at a 45 angle, move right arm
in sweeping motion towards top of left
shoulder.
Note. This signal is intended mainly for
aircraft with the set of integral stairs at the
front.
FLT.OMB
ISSUE II, Rev 01

PROCEDURES
CHAPTER 02
Fire:
Night with wands.
2.2.25.2
a)
b)
c)
From the pilot of an airplane to signalman

Brakes
i)
Brakes engaged: raise arm and hand, with fingers extended,

horizontally in front of face, then clench fist.
ii)
Brakes released: raise arm, with fist clenched, horizontally in front

of face, and then extend fingers.
Chocks
i)
Insert chocks: arms extended, palms outwards, move hands

inwards to cross in front of face.
ii)
Remove chocks: hands crossed in front of face, palms out wards,

move arms outwards
Ready To Start Engine(S)

Raise the appropriate number of fingers on one hand indicating the
number of the engine to be started.
NOTE:
i)
These signals are designed for use by a Pilot in his cockpit with hands plainly visible
to the signalman, and illuminated as necessary to facilitate observation by the
signalman.
ii)
The airplane engines are numbered in relation to the signal man facing the airplane,
from his right to his left (i.e. No. 1 engine being the port outer engine).
2.2.26
Shut Down And Post Flight
The laid down shut down check list shall be completed.

B-2-38
Effective
04-Dec12
Move right hand in fanning motion from

shoulder to knee, while at the same time
pointing with left hand to area of fire.
FLT.OMB
ISSUE II, Rev 01

PROCEDURES
CHAPTER 02
The Cockpit Crew shall ensure that the cockpit is left clean. All
documents/manuals must be stowed in the storage area provided. No
document/pages from any of the manual should be removed and kept for
personal use. The company flight plan used must be submitted to flight
operations.
All crew will deplane only after all passengers have disembarked. If the
cockpit crew have not deplaned, the cabin attendants must obtain
permission from the Commander before deplaning.
The Commander must submit a trip report after every flight or series of
flights bringing to the attention of the airline any incident, accident
occurrence that is likely to effect the airlines image, reputation,
performance, safety and all instances where necessary corrective action is
considered important and in the interest of the airline. In case of a normal
uneventful flight a nil report will be submitted.
2.2.27
Post Flight Inspection
Post flight inspection by one of the crew members (P1/P2) should be

carried out. Any abnormality found during this inspection should be
recorded.
2.3
AIRPLANE ABNORMAL AND EMERGENCY PROCEDURES
All flight crew shall be thoroughly familiar with necessary procedures (including
task sharing) which are to be performed in an emergency.
All actions shall be taken as per procedures laid down in the Aircraft
FCOM/FCTM/QRH.
B-2-39
Effective
04-Dec12
The Commander will ensure that the Pilot Sector Report (PSR) is
completed and signed. Any airplane defect observed shall be written in the
Pilot Defect Report (PDR). The defect(s) should be written as clearly as
possible. In case of no defect it shall be indicated as sector snag nil. If a
snag has previously been carried forward under the MEL then it is not to
be written as carry forward snag.
FLT.OMB
ISSUE II, Rev 01

PROCEDURES
CHAPTER 02
It is essential for the safety of the flight that ATC be informed by

announcing MAY DAY / PAN PAN as appropriate and also inform ATC
the course of action.
The transponder will be set to the mode and code appropriate to the
emergency or as instructed by ATC. The position and nature of
emergency will be reported.
The cockpit crew will keep the cabin crew updated regarding the
progress of the flight and coordinate the actions, brief the time
available, whether an evacuation is required or not.
For communications use standard language, terminology, signals

and/or verbal commands for coordination between the flight crew and
cabin crew as an integral part of handling of normal, specific abnormal
and/or emergency procedures. Refer FCOM/FCTM/QRH.
As regards to informing regulatory authority and company, refer

FLIGHT SAFETY MANUAL.
The emergency procedure and duties assigned to the crew, the

appropriate check-lists, and the system for use of the check-lists are laid
down in the emergency/abnormal section of the FCOM/QRH. For the
following emergency procedures and duties refer to the relevant FCOM
PRO- ABN. For All system details refer FCOM GEN/DSC.
a)
Crew Incapacitation
b)
Cabin and cargo Fire and smoke Drills
c)
Lightning Strikes
d)
Distress Communications and alerting ATC to Emergencies;
e)
Engine failure
f)
System failures
g)
Guidance for Diversion in case of Serious Technical Failure
h)
Wind shear
B-2-40
Effective
04-Dec12
FLT.OMB
ISSUE II, Rev 01

PROCEDURES
CHAPTER 02
Emergency Landing/Ditching
j)
AVAD warning
k)
Emergency descent
Critical AVAD (Audio Voice Alerting Device) Warnings are associated with
GPWS, ACAS and Landing Gear unsafe / not down locked. The pilot will
respond to all AVAD warnings as genuine unless he has certainly
ascertained the warning as non-genuine.
Response to AVAD warnings are given in the relevant emergency /
abnormal procedures section in the type specific FCOM/QRH and these
procedures shall be followed.
2.3.1
Emergency Procedures
The actual drills and procedures to be followed by the crew in the event of
an emergency are included in the airplane operating manual and in the
associated checklists.
It is essential for the safety of the flight that ATC be informed of any action
contemplated by the pilot. ATC will inform all necessary agencies of any
emergency action by the pilot. In addition ATC will clear other airplane out
of an altitude which could conflict with the airplane having the emergency.
If an emergency situation occurs within India, which endangers the safety
of the airplane or persons, necessitates the taking of action which involves
a violation of regulations or procedures, the Commander / Flight Despatch
shall notify the nearest Airworthiness/Air Safety Office of DGCA without
delay. In the event such emergency situation occurs outside India, the
Commander shall notify the appropriate local authority without delay and if
required by the State in which the incident occurs. The Commander shall
also submit a report of the occurrence on any such violation to the
appropriate authority of such State. The Commander/Flight Operations
Officer shall submit a copy of the occurrence for the DGCA marked
attention Vice President (Flight Operations) and Chief of Flight safety.
Such reports shall be submitted within 24 hours.
B-2-41
Effective
04-Dec12
i)
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PROCEDURES
CHAPTER 02
The transponder will be set to the mode and code appropriate to the
emergency or as instructed by ATC. The position and nature of emergency
will be reported. The decision to climb or descend will depend on the type
of emergency, terrain, weather or structural damage to the airplane. Only
the flight crew can evaluate the emergency and determine what action
should be taken.
During an emergency which involves smoke, fumes, or rapid loss of cabin
pressure, flight crew must use oxygen and interphone communication set
up immediately.
Passenger oxygen systems should not be activated unless cabin altitude
exceeds 14,000 ft. When the degree of emergency has been determined,
the continued use of oxygen will be governed by the existing
circumstances and specific airplane procedures.
Preparations for landing include determining the nearest suitable landing
field and the best approach for the emergency.
Fires are the most urgent emergencies and require immediate action.
Whenever fire or smoke is reported or suspected, a thorough investigation
must be made. In all cases of fire warning, it must be assumed that a fire
exists until proved otherwise.
2.3.2
Critical action in Emergency - task sharing
During the execution of abnormal/ non-normal and emergency procedures,

Flight crew are to ensure a crosscheck and verbal confirmation by both flight
crew members (dual response) before the actuation of any critical aircraft
system controls. This action is required for all critical systems, as a minimum:
i) Engine thrust levers;
B-2-42
Effective
04-Dec12
All flight crew shall be thoroughly familiar with necessary functions which
are to be performed in an emergency or in a situation requiring emergency
evacuation. They should also be familiar with airplane emergency
procedures and the location and use of emergency equipment. All action
shall be taken as per procedures laid down in the Airplane FCOM/ FCTM.
They should carry out the instructions of the Commander.
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PROCEDURES
CHAPTER 02
ii) Fuel master or control switches;

iii) Engine fire handles or switches
v) IDG/CSD disconnect switch.

2.3.3
Reject Take Off
The decision to reject the takeoff and stop action is made by the Captain. It is
therefore recommended that the Captain keeps his hand on the thrust levers
until the aircraft reaches V1, whether he is Pilot Flying (PF) or Pilot Monitoring
(PM). As soon as he decides to abort, he calls STOP, takes over control of the
aircraft and performs the stop actions.
Once a decision has been made to reject a take-off, it is mandatory that the
airplane reject procedure is strictly adhered to without delay. The success of a
reject take off is directly related to the speed at which it is initiated and the time
consumed in completing all required procedural items, as laid down in the
airplane FCOM/ FCTM.
Analysis of reject take offs show that most of the cases which occurred at high
speeds though below V1 were due to abnormalities other than engine failure.
Experience has shown that rejected takeoffs can be hazardous even if the
performance is correctly calculated, based on flight tests. This may be due to
the following factors:
-
Delay in performing the stopping procedure.

Damaged tires.
Brakes worn, brakes not working correctly, or higher than normal initial
brakes temperature.
The brakes not being fully applied.
A runway friction coefficient lower than assumed in computations.
An error in gross weight calculation.
Runway line up not considered.
V1 is the take-off decision speed. By definition, V1 is the speed at which the

Pilot has two options, either to continue or to stop. If the airplane is loaded as
B-2-43
Effective
04-Dec12
iv) Engine fire extinguisher discharge switches (if not automatically

armed in conjunction with the associated fire handle or switch);
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PROCEDURES
CHAPTER 02
It is not possible to list all the factors that could lead to the decision to reject the
takeoff. However, in order to help the Captain to make a decision, the ECAM
inhibits the warnings that are not essential from 80 knots to 1 500 ft (or 2 min
after lift-off, whichever occurs first).
When the aircraft speed is at or above 100 knots, it may become hazardous to
reject a takeoff. Therefore, when the aircraft speed approaches V1, the Captain
should be Go-minded if none of the main failures quoted below (Above 100
knots and below V1) have occurred.
DECISION MANAGEMENT
Below 100 knots: The decision to reject takeoff may be taken at the Captain's
discretion, depending on the circumstances. Although all the causes cannot be
listed, the Captain should seriously consider discontinuing the takeoff, if any
ECAM warning/caution is activated.
The speed of 100 knots is not critical: It was chosen in order to help the Captain
make his decision, and to avoid unnecessary stops from high speed. Above 100
knots and below V1: Rejecting the takeoff at these speeds is a more serious
matter, particularly on slippery runways. It could lead to a hazardous situation, if
the speed is approaching V1. At these speeds the Captain should be gominded and very few situations should lead to the decision to reject the takeoff:
a)
Fire warning or severe damage.
b)
Sudden loss of engine thrust.
c)
Malfunctions or conditions that give unambiguous indications that the

aircraft will not fly safely.
d)
Any red ECAM warning.
e)
Any amber ECAM caution listed below:

B-2-44
Effective
04-Dec12
per the performance limitations, it is only at this point that the airplane has the
capability of doing either. Below V1, the airplane does not have the capability of
accelerating to the required take off speed with live engine at the take-off power
and clearing the runway end at 35 ft. Above V1, the airplane does not have
capability of stopping within the runway.
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PROCEDURES
CHAPTER 02
F/CTL SIDESTICK FAULT

ENG FAIL
ENG REVERSER FAULT
ENG REVERSE UNLOCKED
ENG 1(2) THR LEVER FAULT
Exceeding the EGT red line or nose gear vibration should not result in the
decision to reject takeoff above 100 knots. In case of tire failure between V1
minus 20 knots and V1, unless debris from the tires has caused serious engine
anomalies, it is far better to get airborne, reduce the fuel load, and land with a
full runway length available.
The V1 call has precedence over any other call. Above V1, takeoff must be
continued, because it may not be possible to stop the aircraft on the remaining
runway.
After a reject take-off it is mandatory that the airplane be returned to the Apron
for inspection by engineering personnel. All reject take offs should be reported
in the appropriate form(s).
2.3.4
Inflight Engine Shutdown
When one engine is stopped in flight due to mechanical failure or as a

precautionary measure a landing shall be made AT THE NEAREST
SUITABLE AIRPORT IN POINT OF TIME where a safe landing can be
affected.
In case of engine fire/fire warning, land AS SOON AS POSSIBLE, at the
nearest suitable airport.
When an engine fails or is stopped in flight, the Commander shall
immediately notify ATC. ATC shall also be kept fully informed regarding the
progress of the flight.
If a Commander selects an airport other than the nearest suitable airport in
point of time, he shall on completion of the flight, submit a Use of
Emergency Authority report giving his reasons for determining that the
selection of an airport other than the nearest in point of time was the safe
course of action.
B-2-45
Effective
04-Dec12
2.3.5
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PROCEDURES
CHAPTER 02
Nearest Suitable Airport
2.3.6
Mechanical Failure In Flight
In the event of any mechanical failure or malfunction which may involve the
safety of flight the Commander shall proceed to land at the nearest suitable
airport in point of time where a safe landing can be made.
2.3.7
Serious Emergencies Inflight
These situations occurring in-flight may result in an accident

a)
b)
c)
d)
e)
f)
g)
h)
2.3.8
any report of fire in the airplane

smoke
flight control problems
structural failure
Imminent landing with gear up or partial gear. imminent ditching
Inoperative navigation equipment, if it has resulted in the flight crew
being unable to definitely establish their position.
Loss of contact with the flight.
Low fuel condition.
Commanders Use Of Emergency Authority
The Commander of an airplane has the necessary responsibility and

authority to take any action in an emergency or under unusual
circumstances to preserve the safety of the airplane, its crew, passengers,
mail and freight.
The Airline requires a detailed report as to the use of and reason thereof
when a Commander has used his emergency authority. If damage to
B-2-46
Effective
04-Dec12
The nearest suitable airport is that airport which, in the judgment of the
Commander, will provide the widest total margin of flight and post-flight
safety for the passengers and crew. He should take into consideration the
severity of the emergency, airplane condition, weather conditions, airfield
conditions, fuel remaining, hostile political condition and the availability of
fire, medical and other services pertinent to the emergency. Convenience
to the Airline and passengers may be considered only as the lowest priority
and only if there is clearly no compromise to safety. Generally, the nearest
airport in point of time should be given first consideration.
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PROCEDURES
CHAPTER 02
A Use of Emergency Authority report shall also be submitted to describe

the following incidents which entail the use of emergency authority:
a)
b)
c)
d)
Landing over maximum allowable weight,

use of unauthorised altitude, unauthorised approach and landing, deviation
from route,
landing below minima
Any other use of emergency authority.
2.3.9
Use Of Emergency Checklist
After the memory items have been completed, the Commander will call for
the specific emergency checklist(s) and designate the crew member to
read that checklist.
The challenge contains the control and its correct position. The crew
member reading the checklist shall read the challenge and response. The
crew member responsible for positioning the control shall answer with the
response after making certain that it is properly positioned. The checklist
should be read and do.
On completion, the crew member reading the checklist will announce
checklist completed.
2.3.10
Emergency And Precautionary Landing
In the case of any system loss or malfunction, a thoughtful evaluation of all

factors concerning the condition of the airplane and surrounding
environment will enable the Commander to decide whether the safety of
the airplane or its occupants is in question.
The following guidelines are published to assist the Commander in
decision making.
a)
Emergency Landing Guidance

B-2-47
Effective
04-Dec12
airplane has occurred along with/or without passenger/crew injury, in

conjunction with the exercise of emergency authority, the details must be
included in a report which shall be submitted to Chief of Flight Operations
as soon as possible, but within 24 hours of return to base.
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ISSUE II, Rev 01

PROCEDURES
CHAPTER 02
The following situations would normally be considered emergencies:

Engine fire/failure or shutdown, failure of a primary or a secondary flight
control system which may affect the safe handling of the airplane,
indication of uncontrollable or continuous smoke/fire in the cockpit or cabin,
or which may be affecting any airplane system, a low fuel condition, and if
at any time the Commander is in doubt about the safety of the airplane.
b)
Precautionary Landing Guidance
As a general guide, precautionary procedure should be used unless

airplane or personnel are considered to be at risk.
Situations that are not normally regarded as so serious as to justify the
declaring of an emergency may require a precautionary non-scheduled
landing. This includes:i)
A malfunction indication when all other items are verified as normal

and the airplane is not judged to be in danger.
ii)
Any malfunction that does not affect the safety of the airplane and
which, in the Commanders opinion, requires a return for maintenance
action/inspection before the flight is continued to destination.
iii) In case of in-flight medical emergency, the cabin and cockpit crew
must immediately determine if a diversion be made to preserve the
life of the passenger. If a qualified doctor is available on board, his
advice must be sought.
2.3.11
Emergency Landing Procedure
As soon as the Commander has declared an EMERGENCY the following

actions shall be implemented.
B-2-48
Effective
04-Dec12
In an emergency situation that requires immediate decision and action, the

Commander may take any action that he considers necessary under the
circumstances. In such a case, he may deviate from the prescribed rules,
operational procedures and methods, etc., to the extent required in the
interest of safety. Some emergency situations require immediate decision
and action, but this must still be based on mature, professional judgment.
Declaring an emergency is not an action to be taken lightly.
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PROCEDURES
CHAPTER 02
ATC should be given, as soon as possible, a full description of the

situation, including: flight number, position, nature of emergency,
Pilots intentions, assistance required, fuel on board, number of
persons on board and type and location of dangerous goods on board.
In case of fire which is not under control, the speed and track of the
airplane should be given to ATC by the Commander.
b)
Request crash, fire & rescue vehicles to be positioned beside the

landing runway.
2.3.12
Precautionary Landing Procedure
Situations which require a return to the departure airport or an

unscheduled landing may not require that the Commander declare an
emergency. When it is determined that a precautionary landing is
desirable, the Commander should advise ATC of the nature of the problem
and of his intentions. Although the Controller is always free to use his
discretion, an airplane in such a situation has no normal ATC priority or
special right of way over the other airplane. The Airport Authority will not
position the crash, fire and rescue vehicles by the runway.
2.3.13
Distress And Urgency Radio Telephony

Communications Procedures
The following categories of messages shall be handled by the aeronautical

mobile service in the given order of priority.
Category Of Messages Radiotelephony Sign
Category of Messages
Radiotelephony
Distress messages and distress traffic

Urgency messages
2.3.13.1
a)
MAYDAY MAYDAY MAYDAY.

PANPAN PANPAN PANPAN
Corrections And Repetitions

When an error has been made in the transmission the word
CORRECTION shall be spoken, the
last correct group or phase
repeated, and then the correct version transmitted.
B-2-49
Effective
04-Dec12
a)
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PROCEDURES
CHAPTER 02
When it is considered that reception of a message is likely to be

difficult, important elements should be transmitted twice.
c)
If the repetition of a message or parts of it is required, the words SAY

AGAIN shall be spoken:
e.g. SAY AGAIN ALL BEFORE., SAY AGAIN ALL AFTER,
SAY AGAIN.
d)
Specific items should be requested as appropriate, such as

SAY AGAIN ALTIMETER, SAY AGAIN WIND.
e)
2.3.14
If a read back contains incorrect items the words NEGATIVE I SAY

AGAIN, FOLLOWED BY THE CORRECT VERSION, shall be
transmitted.
Distress/Emergency Action
An airplane is in a distress condition when it is threatened by grave and

imminent danger and requires immediate assistance. When an airplane
experiences an emergency or is in distress, take the following action
Change transponder to code 7700. In case of hijacking, change
transponder to code 7500.
2.3.15
Distress Message
If an airplane is in an emergency situation, declare an emergency

immediately to ATC on the frequency in use/emergency frequency. ATC
must also be given the following information:
a)
Airplane identification.
b)
Position and altitude.
c)
Nature of emergency.
d)
Action being taken or planned.
e)
Any additional information available for an efficient rescue or relief.
f)
Number of passengers on board.
g)
Dangerous goods and their location.

B-2-50
Effective
04-Dec12
b)
h)
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ISSUE II, Rev 01

PROCEDURES
CHAPTER 02
For over water flights provide heading, airspeed, altitude, ground

speed and track.
Other Airplane In Distress
When other airplane have indicated that they are in distress, deviate from
course only when in a position to render immediate aid. Assist in relay of
distress message. Avoid interfering with emergency communication. If
requested by ATC to proceed to the position of the distressed airplane
avoid unnecessary congregation resulting in the possibility of a mid air
collision. In this case airplane are prohibited from descending below 1,000
ft. AGL over flat terrain or 2,000 ft. AGL in mountainous terrain in day VFR.
2.3.17
Intercepting Distressed Airplane
If you are in a position to assist another distressed airplane by

rendezvousing with it, the following procedure can be used.
a)
Dead reckoning.
b)
Load the distressed aircrafts position or intended position at the time

of intercept into the INS/ FMGS/GPS as applicable/appropriate as a
new way point and navigate the distressed airplane to that location.
c)
The OCC when required should also assist the distressed airplane.
2.3.18
Airplane Ditching Procedure
Ditching procedure laid down in the respective FCOM/FCTM shall be

adhered to. The following are general guidelines:
2.3.18.1
Ditching Procedure Review
Communicate on any available frequency your intention.

a)
b)
Plan Water Landing

i)
Evaluate sea and wind conditions.
ii)
Determine best ditching heading.
Prepare Passenger And Cabin

i)
Store and secure loose items.

B-2-51
Effective
04-Dec12
2.3.16
ii)
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PROCEDURES
CHAPTER 02
Brief passengers about location of life jackets, donning and

precautions.
iii) Turn lights up to maximum intensity.

iv) Locate life rafts and survival equipment
c)
Prepare Cockpit
i)
Secure cockpit items
ii)
Keep cockpit door in open position
iii) Don life jacket

iv) Secure seat belt and shoulder harness
v)
Secure flash lights
vi) Discuss duties and exit route with crew

d)
Ditching
i)
Dump/burn fuel
ii)
Depressurise below 10000 ft.
iii) Set heading bug to ditching heading

iv) Silence gear warning system
v)
Set flaps to recommended setting
vi) Hold minimum speed for wind condition

vii) Maintain control as long as possible
viii) Push out fire Pb and evacuate
2.3.18.2 Wind Speed And Direction
Wind Speed
Appearance of Sea
Light Wind
ripple of a scaly appearance
0-05 Kts
Very small waves
05-10 Kts
Small waves with foam crests & white caps
10-15 Kts
Larger waves with more frequent white caps
15-30 Kts
Medium size waves with long foam crests
Above 30 Kts
Larger waves with white foam blowing.

B-2-52
Effective
04-Dec12
2.3.18.3
FLT.OMB
ISSUE II, Rev 01

PROCEDURES
CHAPTER 02
Conditions Of Sea
Swell
This is a movement of the sea resulting from the past wind action,
sometimes originating from a considerable distance. A swell may be
distorted by nearby land masses or other sea currents but since it is, in
effect, the aftermath of past wind disturbances a heavy swell can exist in
conditions of zero wind.
Waves
When the wind is strong enough a secondary system of waves get
superimposed on the predominant movement or primary swell.
2.3.18.4
Choice Of Landing Direction
In a calm sea the touch down should be made into wind. A ditching into the
face of a big swell will bring with it violent deceleration and must never be
attempted. The aim is to land parallel with the swell on a crest picking the
direction that is most into the wind.
When the wind speed is above 20 Kts the wind becomes increasingly
important and it will be difficult or impossible to contain the drift. The
problem is best dealt with by selecting an approach and ditching directions
as a compromise between the two factors, i.e. head towards the wind and
land across the tops of the swell while avoiding the rising faces.
Above 30 Kts the wind is predominant. In a high wind of this kind the swell
will be shorter and the sea is likely to be broken into a pronounced
secondary system that cannot be ignored. A ditching must then be made
into the wind and down the back of a clearly defined wave.
2.3.18.5
Technique For Alighting In Water
This is the problem of controlling the variables of heading, speed, rate of

sink, touchdown area and airplane attitude at point of entry. In the final
stages the airplane will be at the lowest safe approach speed and in a
gentle descent.
B-2-53
Effective
04-Dec12
An understanding of the complex movement of the sea surface is perhaps

the most important single factor to be considered during a ditching.
FLT.OMB
ISSUE II, Rev 01

PROCEDURES
CHAPTER 02
DO NOT hold the nose too high. The tail will strike the water, force down
the nose and cause the airplane to dive.
DO NOT attempt a ditching at high speed. The airplane will bounce off the
water and the second arrival may be out of control.
DO NOT allow a wing to go down at the moment of ditching. When a wing
tip enters water the airplane is bound to swing possibly in the direction of a
rising swell or a large wave.
DO NOT keep the wing down when correcting for drift. Adopt the crabbing
technique, yawing into the required direction just before touch down. In any
case a little drift is acceptable when alighting in the water.
DO NOT fly into the face of a large wave or rising swell. This is the biggest
single hazard during the actual ditching.
2.3.18.6
Entering The Life Raft
Never jump from an airplane into a rubber dinghy or life raft, it could be
damaged beyond repair. When it has inflated in the inverted position follow
the instruction before boarding. Crew are warned to swim or paddle away
from the airplane before it sinks. This is to avoid the risk of damage to the
dinghy or personal injury through being caught by part of the sinking
structure.
2.3.18.7
Survival At Sea
Should it be necessary to ditch in the open sea, away from the usual
shipping lanes, some time may elapse before rescue. The steps that can
be taken to help search and rescue will depend upon the scale of
equipment carried in the life raft. In this situation the problem is of
attracting the attention of any ship or airplane likely to be within visual
distance and of safeguarding the physical condition of the survivors.
Signalling
Pyrotechnics will be limited, therefore save them until a ship or airplane is

seen. When lighted they must be kept well away from the life raft and the
B-2-54
Effective
04-Dec12
DO NOT stall or drop the airplane into the water from a height. The human
frame is not good at absorbing vertical forces and in any case the more
deeply an airplane enters the water on touch down, the greater will be the
deceleration.
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ISSUE II, Rev 01

PROCEDURES
CHAPTER 02
Water
For survival, water is more important than food and in temperate climates a
man requires between two and eight ounces a day, in higher temperature
considerably more. Possible source of water are rain and sea water treated
with desalination tablets.
Much can be done to conserve body fluid and so reduce the water
requirement. Prevent sweating in hot climates. Reduce, or better still, quit
smoking.
Eat very little to conserve the digestive fluid, remember the body can go for
a long period without food. Reduce thirst by sucking a piece of cloth or any
small object such as a button Never drink salt water
Food
When there is little water, eat lightly. A lot of body fluid is absorbed by
protein (eggs, fish, sea birds, etc.). Possible sources of food are all sea
birds, fish. The following types of fish are poisonous- brightly coloured fish,
fish that puff up, fish with human looking teeth or a mouth resembling that
of a parrot, fish covered with spikes or bristles.
Fishing
In the absence of bait, a small piece of cloth may be used. Red is the best
colour. Small fish are habitual dinghy followers and they may often be
caught with a small make shift net. A fishing line can cut the hands. Use
something for a reel or a handle and never attach the line to the life raft or
dinghy. Save bits of a previous catch for future bait. Night fishing with the
aid of a light can be very successful.
In areas where sharks, sword fish or other dangerous fish are indigenous,
wait until nightfall before throwing overboard waste food or body waste.
When dangerous fish are in evidence, stop fishing immediately, remain
B-2-55
Effective
04-Dec12
body. When an airplane appears to be looking for survivors, or it is likely to

fly nearby, use the Sea Marker Dye to attract attention. A small pocket
mirror can make an effective signalling device when used in conjunction
with the sun.
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ISSUE II, Rev 01

PROCEDURES
CHAPTER 02
quiet, keep clothing on and never trail hands or feet in the water. An attack
is then unlikely.
Keeping Warm
Keep the hands warm by placing under arm pits or between thighs. Keep
clothing and dinghy dry. Conserve body heat by keeping close together.
Keeping Cool
Dip clothing in the sea, wring out and put on again until dry, then repeat the
process. Precaution: Ensure that all clothing is dry by nightfall. Prevent salt
sores by brushing off dry salt which will have accumulated on the body.
Medical Care
When there is a lot of sun, take care not to expose the body needlessly, and
use anti-sunburn cream if available. Prevent sore eyes by wearing sun
glasses or using a make-shift eye shield. Avoid seasickness by keeping
yourself occupied. Prevent sore feet by keeping the floor of the dinghy or life
raft dry. Treat Immersion Foot by removing footwear, drying and wrapping
the feet loosely with dry cloth and exercising the toes and feet. Avoid
general body stiffness by carrying out mild exercise while sitting. Sore lips
should be treated with antiseptic cream. Do not lick. Constipation and
inability to urinate must be expected when there is a shortage of food and
water. This need not be a cause for concern.
2.3.19
Tyre Damage - Heat From Flush-Set Runway Lights
Because of the inherent features in their design, some types of flush-set

lights generate high temperatures which may damage the airplane tyres if
they remain too long in contact. Airplane tyres should not remain in contact
with these lights for long periods when the airplane is stationary. Damage
can occur after a period of one minute.
B-2-56
Effective
04-Dec12
Should a dangerous fish appear before the survivors have boarded the
dinghy or life raft, form an outward facing circle then beat the water
vigorously and in unison.
2.3.20
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PROCEDURES
CHAPTER 02
Brake/Wheel Fires
a)
Alert Airport Fire Service
b)
Position all available fire extinguishers in readiness fore or aft of the

wheels.
c)
Warn all personnel to keep clear.
d)
If there are no actual flames and no danger to the surrounding

structure do not use extinguishers. Watch the wheel closely until all
smoke has cleared and the wheel has cooled sufficiently to preclude
any fire outbreak.
e)
If the fire is endangering the airplane use extinguishers as follows:

If this is not effective, use all available means. THE WHEEL MAY
EXPLODE. Keep everyone away from the abeam lines of the wheel.
The fragments could travel several hundred feet. All wheels subjected
to fire extinguisher when hot are unserviceable and must be changed,
approaching from front or rear, never abeam the wheel. Use dry
chemical extinguisher first. If not effective, follow with the use of water
glycol extinguisher.
2.3.21
Foaming Of Runway
In the past, special runway foaming equipment and staff were provisioned
at a number of airports. When landing with less than complete landing
gear a request for a foam carpet has often been made by the
Commander. Recently there has been a transition from the use of protein
foam to the more efficient Aqueous Film Forming Foam (AFFF). As a
trade-off, the effectiveness of a runway foam carpet is reduced because
this foam, the best available agent, does not retain its bulk and the water
quickly subsides and drains away. In view of the above the foaming of a
runway during emergencies, abnormal operation is not recommended by
the Airline.
B-2-57
Effective
04-Dec12
Cold Fire extinguishing agents applied to hot wheels may cause the
wheels to explode with lethal violence. In the case of a wheel/ brake fires
observe the following precautions:
2.3.22
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PROCEDURES
CHAPTER 02
Non-Simulation of Emergencies
2.3.23
Overweight Landing
In the event of malfunctioning or failure of equipment considered

necessary for completion of a planned flight, Commanders are authorized
to land in excess of the maximum permitted landing weight (Refer FCOM
LIM 11). In these exceptional cases (involving in flight turn back or
diversion), the pilot should follow the overweight landing procedure. The
overweight landing procedure is specified in FCOM (PRO-ABN-80), QRH
(80.06) and FCTM (AO-090). The Commander should also record
overweight landing in the PDR. However, no maintenance inspection is
required if vertical speed at touchdown is below 360ft /min.
An overweight landing must not be made for purely commercial reasons.
To clarify, this means that landings in all normal operations are not to be
made above the Maximum Landing Weight for the aircraft. If predictions
show a possible landing above MLW, fuel must be burned to ensure
compliance.
When tankering and planning to land at MLW, if shortcuts etc. may result
in less fuel burn during the flight, pilots are to exercise prudence and uplift
fuel with a plan to land at about 300 kg less than MLW to cater for such
eventualities.
Payload however, is generally not to be reduced, and a flight may be
planned to land at MLW. In all cases, if fuel is saved en-route and a
landing above MLW is likely, the excess fuel will have to be burned off to
ensure landing at MLW.
B-2-58
Effective
04-Dec12
The Commander/ Training Commander shall ensure that when

passengers are carried, in flight simulation of emergency situation is
prohibited.
FLT.OMB
ISSUE II, Rev 00
CLIMB PERFORMANCE ALL ENGINES
CHAPTER 03
TABLE OF CONTENTS
3.
CLIMB PERFORMANCE ALL ENGINES .............................................3
B-3-1
Effective
17-Aug-11
FLT.OMB
ISSUE II, Rev 00
CHAPTER 03
B-3-2
Effective
17-Aug-11
3.
FLT.OMB
ISSUE II, Rev 00
CHAPTER 03
Refer FCOM : PER
(PER-CLB-GEN)
B-3-3
Effective
17-Aug-11
Operating instructions and information on climb performance with all engines

operating are given in the type specific FCOM.
FLT.OMB
ISSUE II, Rev 00
CHAPTER 03
B-3-4
Effective
17-Aug-11
FLT.OMB
ISSUE II, Rev 00
FLIGHT PLANNING
CHAPTER 04
TABLE OF CONTENTS
FLIGHT PLANNING PRE AND IN-FLIGHT ..........................................3
4.1
DATA AND INSTRUCTIONS FOR PREFLIGHT / INFLIGHT PLANNING

..................................................................................................................3
4.1.1
Method for Calculating Fuel needed for the various stages of

flight ............................................................................................3
B-4-1
Effective
17-Aug-11
4.
FLT.OMB
ISSUE II, Rev 00
FLIGHT PLANNING
CHAPTER 04
B-4-2
Effective
17-Aug-11
FLT.OMB
ISSUE II, Rev 00
FLIGHT PLANNING
CHAPTER 04
FLIGHT PLANNING PRE AND IN-FLIGHT
4.1
DATA AND
PLANNING
INSTRUCTIONS
FOR
PREFLIGHT
INFLIGHT
Flight planning data for pre-flight and in-flight planning with different
thrust/power and speed settings are given in the type specific FCOM.
Refer FCOM:
FCOM PER
PER-AEO
FCOM PER
PER-FPL
4.1.1
Method for Calculating Fuel needed for the various stages of

flight
FCOM PER
PER-AEO
FCOM PER
PER-FPL
B-4-3
Effective
17-Aug-11
4.
FLT.OMB
ISSUE II, Rev 00
FLIGHT PLANNING
CHAPTER 04
B-4-4
Effective
17-Aug-11
FLT.OMB
ISSUE II, Rev 01
CROSSWIND AND TAILWIND
CHAPTER 05
TABLE OF CONTENTS
MAXIMUM CROSSWIND AND TAILWIND COMPONENT .....................3
5.1
DEMONSTRATED CROSS WIND. ..........................................................3
5.2
MAXIMUM CROSSWIND /TAILWIND LIMITATIONS: TAKEOFF AND

LANDING .................................................................................................3
5.2.1
Airport Action ..............................................................................3
5.2.2
Crew Action ................................................................................3
5.2.3
Maximum Wind Conditions for CAT II OR CAT III Automatic

Approach, Landing and Roll Out ................................................4
B-5-1
Effective 04-Dec-12
5.
FLT.OMB
ISSUE II, Rev 01
CHAPTER 05
B-5-2
Effective 04-Dec-12
FLT.OMB
ISSUE II, Rev 01
CHAPTER 05
5.
MAXIMUM CROSSWIND AND TAILWIND COMPONENT
5.1
DEMONSTRATED CROSS WIND.
a)
Is not the operating limit.
b)
Is not the maximum aircraft crosswind capability
5.2
MAXIMUM CROSSWIND /TAILWIND LIMITATIONS: TAKEOFF AND

LANDING
The following shall be used as cross wind component Limitations for takeoff
and landing.
a)
Maximum crosswind limit ...................................25 kts (Gusting to 35 kts)
b)
Runway condition........................................................................ Dry/Wet
c)
Maximum tailwind for landing ............................................................15 kt
5.2.1
Airport Action
The airport authority uses a surface friction testing vehicle to determine the
runway surface friction characteristics in respect of wet paved runways at
airports in India. When the surface friction level drops below .47 which is
equivalent to or better than reported braking action Good (.4),
maintenance action will be initiated by the airport authority. When it falls
below 0.34 appropriate A/C/D series NOTAM will be originated with the
information that RWY may be slippery when wet.
5.2.2
Crew Action
The maximum crosswind component limitation is 25 kts (gusting to 35kts) for

dry and wet runway. The reported braking action should be good to medium
for dry and wet runways. If the surface friction drops or if degraded braking
action is not reported but expected, crew shall refer to reported braking action
table given in FCOM (QRH/PER-LDG-DIS-MAT and PER-LDG-CTA-20
/PER-TOF-CTA-20) to determine the permitted crosswind component.
B-5-3
Effective 04-Dec-12
The maximum demonstrated crosswind published in the AFM and FCOM is

the maximum crosswind component that was encountered and documented
during certification or test flights. The maximum demonstrated crosswind:
5.2.3
FLT.OMB
ISSUE II, Rev 01
CHAPTER 05
Maximum Wind Conditions for CAT II OR CAT III Automatic

Approach, Landing and Roll Out
Headwind : 30 knots
b)
Crosswind : 20 knots, (for Sharklet aircraft 15 Kts)
c)
Tailwind : 10 knots
Note: Wind limitation is based on the surface wind reported by the tower. If the wind displayed on
the ND exceeds the above-noted Auto Land limitations, but the tower reports surface wind within the
limitations, then the Autoland can be continued. If the tower reports a surface wind beyond the
limitations, only a CAT I automatic approach without Auto Land can be performed.
B-5-4
Effective 04-Dec-12
a)
FLT.OMB
ISSUE II, Rev 00
MASS AND BALANCE CALCULATIONS
CHAPTER 06
TABLE OF CONTENTS
MASS AND BALANCE CALCULATIONS ...............................................3
6.1
INSTRUCTIONS AND DATA FOR CALCULATION OF MASS AND

BALANCE ................................................................................................ 3
B-6-1
Effective
17-Aug-11
6.
FLT.OMB
ISSUE II, Rev 00
CHAPTER 06
B-6-2
Effective
17-Aug-11
FLT.OMB
ISSUE II, Rev 00
CHAPTER 06
6.1
INSTRUCTIONS AND DATA FOR CALCULATION OF MASS AND

BALANCE
The type specific FCOMs contain instructions and data for the calculation of
the mass and balance including:
a)
Calculation system (e.g. Index system)
b)
Information and instructions for completion of mass and balance

documentation, including manual and computer generated types:
c)
Limiting masses and centre of gravity for the types
d)
Dry operating mass and corresponding centre of gravity or index
Refer FCOM: PER-LOD

Additional information on weight and balance is covered in Part A, General
Chapter 14.
B-6-3
Effective
17-Aug-11
6.
FLT.OMB
ISSUE II, Rev 00
CHAPTER 06
B-6-4
Effective
17-Aug-11
FLT.OMB
ISSUE II, Rev 00
AIRPLANE LOADING
CHAPTER 07
TABLE OF CONTENTS
AIRPLANE LOADING AND SECURING OF LOADS .............................. 3
7.1
PROCEDURES AND PROVISIONS FOR LOADING AND SECURING

THE LOADS .............................................................................................3
B-7-1
Effective 17-Aug-11
7.
FLT.OMB
ISSUE II, Rev 00
AIRPLANE LOADING
CHAPTER 07
B-7-2
Effective 17-Aug-11
FLT.OMB
ISSUE II, Rev 00
AIRPLANE LOADING
CHAPTER 07
AIRPLANE LOADING AND SECURING OF LOADS
7.1
PROCEDURES AND PROVISIONS FOR LOADING AND SECURING

THE LOADS
Procedures and provisions for loading and securing the load in the airplane
are laid down in the type specific FCOMs.
Refer FCOM : PER-LOD
Additional information on loading and securing of items in the airplane is
covered in Part A General Chapter 9.
B-7-3
Effective 17-Aug-11
7.
FLT.OMB
ISSUE II, Rev 00
AIRPLANE LOADING
CHAPTER 07
B-7-4
Effective 17-Aug-11
FLT.OMB
ISSUE II, Rev 03
AIRPLANE SYSTEMS AND ASSOCIATED

CONTROLS
CHAPTER 08
TABLE OF CONTENTS
AIRPLANE SYSTEMS AND ASSOCIATED CONTROLS .......................3
8.1
DESCRIPTION OF AIRPLANE SYSTEMS ..............................................3
8.2
AUTOMATIC DEPENDENT SURVEILLANCE-BROADCAST (ADS-B) ..3

8.2.1
Introduction.................................................................................3
8.2.2
Regulatory Background .............................................................. 4
8.2.3
ADS-B OUT Surveillance data ...................................................4
8.2.4
GNSS Integrity Prediction Service ..............................................5
8.2.5
Operations of Mode S Transponder and ADS-B ........................5
8.2.6
Flight Planning............................................................................6
8.2.7
Executive control responsibility ..................................................6
8.2.8
Incident reporting........................................................................7
B-8-1
Effective
15-Dec-13
8.
FLT.OMB
ISSUE II, Rev 03

CONTROLS
CHAPTER 08
B-8-2
Effective
15-Dec-13
8.
FLT.OMB
ISSUE II, Rev 03

CONTROLS
CHAPTER 08
AIRPLANE SYSTEMS AND ASSOCIATED CONTROLS
8.1
DESCRIPTION OF AIRPLANE SYSTEMS
Refer FCOM on airplane systems. GEN/DSC

8.2
(All Chapters)
AUTOMATIC DEPENDENT SURVEILLANCE-BROADCAST (ADS-B)

8.2.1
Introduction
Automatic Dependent Surveillance-Broadcast (ADS-B) involves the transmission

of specific data messages from aircraft systems. These data messages are
broadcasted at approximately 0.5 second intervals and received at compatible
ground stations that relay these messages to Air Traffic Services Unit(s).
The overall ADS-B avionics system has the following functions:
Adequate surveillance data provision capability;
ADS-B message processing (encoding and generation);
ADS-B message transmission (1090 MHz ES airborne surveillance datalink);
The latter two functions are incorporated in the 1090 MHz ES ADS-B transmit
system; the surveillance data provision is realized through various on-board
surveillance data sources (e.g. horizontal position source, barometric altimetry,
ATC transponder control panel).
The horizontal position accuracy and integrity requirements of the ADS-B-Non
Radar Areas (NRA) application are associated with quality indicators which form
part of the air-to-ground ADS-B message exchange.
The implementation of the ADS-B system will support the provision of high
performance surveillance, enhancing flight safety, facilitating the reduction of
separation minima and supporting user demands such as user-preferred
trajectories.
B-8-3
Effective
15-Dec-13
A description of the airplane systems, related controls and indications and

operating instructions is given in the type specific FCOM dealing with
airplane systems.
FLT.OMB
ISSUE II, Rev 03

CONTROLS
CHAPTER 08
The combined surveillance information of ADS-B and RADARs provides continent

wide line of sight surveillance coverage above 29000 feet and significant coverage
at lower levels. In addition ADS-B reliable line of sight surveillance coverage up to
200NM from each of the ADS-B ground stations is available.
Regulatory Background
IndiGo fleet is equipped with transponder Mode S extended squitter for Automatic
Dependent Surveillance-Broadcast (ADS-B) out function which has been
demonstrated to comply with airworthiness requirements as set out in EASA AMC
20-24 effective 02 May 2008 for ADS B NRA System..
This approval is based on standards, descriptions, operational procedures and
limitations contained in ADS-B Out Capability Declaration document certification
reference 00D340P5203/C0S at the latest issue.
8.2.3
ADS-B OUT Surveillance data
With the ADS-B OUT capability, the Mode S ATC transponders automatically and
continuously transmit surveillance data to the ATC ground station without
preliminary ground interrogation.
The ADS-B OUT surveillance data, that are automatically and continuously
transmitted, are:
In flight:
Latitude and Longitude from the GPS
Horizontal Integrity Limit (HIL) of the GPS
Barometric Altitude
Difference between Barometric Altitude and Geometric Altitude (Given by

the GPS)
Ground Speed and Track
Vertical Speed
Flight Number (Flight number registered on the ATC flight plan and
entered in the FMS during cockpit preparation)
Emergency Situation Indicator.

B-8-4
Effective
15-Dec-13
8.2.2
FLT.OMB
ISSUE II, Rev 03

CONTROLS
CHAPTER 08
On the ground:
Latitude and Longitude from the GPS

Ground Speed and Track
Flight Number (Flight number registered on the ATC flight plan and
entered in the FMS during cockpit preparation).
8.2.4
GNSS Integrity Prediction Service
GNSS is the horizontal position data source with acceptable accuracy and integrity
performance for ADS-B-NRA application. GNSS system used on board IndiGo
fleet is certified as per the requirements of TSO-129A.
Whenever unpredicted loss of integrity occurs (including a RAIM warning report
from aircrew) then it is recommended that;
a)
ADS-B separation should not be applied by ATC to the particular aircraft

reporting until the integrity has been assured; and
b)
The controller should check with other aircraft in the vicinity of the aircraft
reporting the RAIM warning to determine if they have also been affected
and establish alternative forms of separation if necessary.
8.2.5
Operations of Mode S Transponder and ADS-B
It should be noted that independent operations of Mode S transponder and ADS-B

is not possible (ADS-B is solely provided by 1090 MHz extended squitter emitted
from the transponder).
When the Air Traffic Controller requests to stop transmitting ADS-B OUT
surveillance data or altitude (e.g. when she/he requests "STOP ADS-B
TRANSMISSION" or "STOP ADS-B ALTITUDE TRANSMISSION"), flight crew
should not switch off the ATC transponder or the altitude reporting, in order to
maintain TCAS operations or Air Traffic Controller radar surveillance.
B-8-5
Effective
15-Dec-13
8.2.6
FLT.OMB
ISSUE II, Rev 03

CONTROLS
CHAPTER 08
Flight Planning
Flight Notification
B1 ADS-B with dedicated 1090 MHz ADS-B out capability

Note: Direct ATC controller-pilot VHF voice communications must be available to conduct
ADS-B Out operations in Non-Radar Areas .If it is known that the same cannot be assured
then ADS-B designator should not be entered in Item 10 of ATS FPL message.
Aircraft Address (24 Bit Code)

ICAO 24 bit aircraft address is a six character, alphanumeric identification code
which is programmed into each specific aircrafts Mode S transponder during
installation. This code, sometimes is referred to as the 24 bit code, provides a
digital identification of the aircraft and is used by the Air Traffic System to link
information contained in a flight notification to aircraft position information received
via ADS-B.
Where required, the aircraft address (in hexadecimal format) may be recorded in
section 18 of the ICAO flight plan as per the following example: CODE/7C432B
SSR Mode S
When an aircraft is equipped with a mode S transponder, that transmits ADS-B
messages, following Mode S designator should also be entered in field 10;
E Transponder Mode S, including aircraft identification, pressure-altitude and extended
squitter (ADS-B) capability.
8.2.7
Executive control responsibility
The responsibility for control of the flight rests with the ATSU within whose
airspace the aircraft is operating. However, if the pilot takes action contrary to a
clearance that has already been coordinated with another sector or ATSU and
further coordination is not possible in the time available, the responsibility for this
action would rest with the pilot in command, and performed under the pilots
emergency authority.
B-8-6
Effective
15-Dec-13
Following ADS-B designator shall be entered in Item 10 of the flight plan to

indicate that the flight is capable of transmitting ADS-B messages. :
8.2.8
FLT.OMB
ISSUE II, Rev 03

CONTROLS
CHAPTER 08
Incident reporting
The ADS-B phraseology shall be similar to Radar phraseology and generic in

nature wherever the commonality so demands, specific otherwise. For quick
reference phraseologies have been reproduced below
CIRCUMSTANCES
TERMINATION OF
RADAR AND/OR ADS-
ADS-B
PHRASEOLOGY
RADAR PHRASEOLOGY
IDENTIFICATION TERMINATED [DUE (REASON)]

(INSTRUCTIONS)
B SERVICE
RADAR OR ADS-B
GROUND
EQUIPMENT
UNSERVICEABILITY
SECONDARY RADAR OUT OF

SERVICE (APPROPRIATE
INFORMATION AS NECESSARY)
OR PRIMARY RADAR OUT OF
SERVICE
(APPROPRIATE
INFORMATION AS NECESSARY)
ADSB OUT OF SERVICE

(APPROPRIATE
INFORMATION AS
NECESSARY).
TO REQUEST THE
AIRCRAFTS SSR OR
ADSB CAPABILITY
ADVISE TRANSPONDER
ADVISE ADSB
CAPABILITY
CAPABILITY
TO ADVISE THE
AIRCRAFTS SSR OR
ADSB CAPABILITY
TRANSPONDER (ALPHA,
ADSB TRANSMITTER
CHARLIE OR SIERRA AS
(TEN NINETY DATALINK)
SHOWN IN THE FLIGHT PLAN)

OR NEGATIVE
OR ADSB RECEIVER
(TEN NINETY DATALINK)
TRANSPONDER
OR NEGATIVE ADSB
B-8-7
Effective
15-Dec-13
Significant incidents associated with ATC surveillance information transmitted by

the ADS-B data link that affects or could affect the safe operation of the aircraft will
need to be reported in accordance with standard reporting procedures.
FLT.OMB
ISSUE II, Rev 03

CONTROLS
CHAPTER 08
8.2.9 Operational Safety aspects

In all cases, flight crews should comply with the surveillance provisions,
schedules and relevant procedures contained in the Aeronautical
Information Publications (AIP) published by the appropriate authorities.
b)
Direct controller-pilot VHF voice communications should be available at

all times.
c)
If flight crew receive equipment indications showing that position being

broadcast by the ADS-B system is in error (e.g. GPS anomaly), they
should inform the ATSP, as appropriate, using published contingency
procedures.
d)
Since IndiGo fleet does not have an independent Flight Deck Control
selection between the ADS-B function (ADS-B on/off) and the ATC
transponder function, the crew must be fully aware that disabling the ADS
B function will also lead to disable the ACAS function.
B-8-8
Effective
15-Dec-13
a)
FLT.OMB
ISSUE II, Rev 01
MINIMUM EQUIPMENT LIST
CHAPTER 09
TABLE OF CONTENTS
MINIMUM EQUIPMENT LIST ..................................................................3
9.1
MINIMUM EQUIPMENT LIST (MEL) AND CONFIGURATION

DEVIATION LIST (CDL) ...........................................................................3
9.2
USE OF MEL/CDL ...................................................................................5

9.2.1
How to use the MEL Entries section ...........................................6
9.2.2
Aircraft status column .................................................................6
9.2.3
Condition of Dispatch Column ....................................................7
9.2.4
How to use the MEL items section .............................................7
9.2.5
Item numbering ..........................................................................7
9.2.6
Dispatch conditions ....................................................................8
9.2.7
Operational and maintenance procedures................................ 10
9.2.8
Operational procedure .............................................................. 10
9.2.9
Notes ........................................................................................ 12
9.2.10
References ............................................................................... 13
9.2.11
How to use the MEL operational procedures section ............... 13
B-9-1
Effective
04-Dec-12
9.
FLT.OMB
ISSUE II, Rev 01
CHAPTER 09
B-9-2
Effective
04-Dec-12
9.
FLT.OMB
ISSUE II, Rev 01
CHAPTER 09
9.1
MINIMUM EQUIPMENT
DEVIATION LIST (CDL)
LIST
(MEL)
AND
CONFIGURATION
The Minimum Equipment List (MEL) is a document established by the airline

and approved by the DGCA. The Airline MEL is developed on the base of
Airbus Master MEL (MMEL) and customised by the airline as a function of its
own operational policies and regulatory requirements.
The Configuration Deviation List (CDL) is a document approved by the
Airworthiness Authority having certified the airplane. The CDL is included in
the Airplane Flight Manual.
These documents allow operations with certain items, systems, equipment,
instruments or components inoperative or missing as it has been
demonstrated that an acceptable level of safety is maintained by appropriate
operating limitations, by the transfer of the function to another operating
component(s) or by reference to other instruments or components providing
the required information.
In the MEL, an equipment is declared inoperative when:
It does not work.
It does not ensure all functions for which it was designed.
It does not work within its operational limits.
Whilst operating within the limits of the MEL / CDL, the airplane is deemed to
be airworthy and capable of operating within the specified environment.
The MEL is not intended to provide for continued operation of an airplane for
an unlimited period of time. Repairs should be made as soon as possible
within the time limit imposed by Rectification Intervals.
Rectification Intervals have been introduced in accordance with the directions
of DGCA.
B-9-3
Effective
04-Dec-12
For each airplane type a DGCA approved MEL based on the manufacturers
MMEL is maintained and amended by the Quality Control Section. A copy of
the MEL is kept on board for reference and guidance of flight crew. It must be
ensured that both engineering and operational stipulations, procedures and
limitations laid down in the MEL are complied with.
FLT.OMB
ISSUE II, Rev 01
CHAPTER 09
Dispatch of the airplane is not allowed after expiry of the Rectification Interval
specified in the MEL unless the Rectification Interval is extended in
accordance with the following:
A one time extension of the applicable Rectification Interval may be
permitted for the same duration as that specified in the MEL by EM
(QC).
Although the concept of Rectification Interval does not exist for the
CDL, all CDL items are not allowed to be left un-rectified for an
unlimited period of time as stated in the Flight Manual. However, a
specific time limit is required in the dispatch condition itself for some
items.
Decision for repair is the responsibility of Engineering.It is airline

policy that every effort is made to maintain 100 % serviceability with
rectification being initiated at the first practical opportunity.
In case of defect, engineering personnel will certify in the Technical

Log adjacent to the appropriate defect the MEL / CDL subject title,
system and item number together with any operational limitations.
At the completion of any engineering tasks associated with the

particular MEL item, engineering personnel will placard the
inoperative instrument, switch, light, etc.
When applicable, operational flight plan, take off and landing

performance and fuel requirement penalties must be taken into
account due to inoperative equipment or component.
When a MEL / CDL item is rectified, engineering personnel should

make an entry in the Technical Log identifying the item and details of
the rectification, including a statement that the MEL / CDL item has
been removed. Appropriate MEL placards must then be removed
from the cockpit.
The Airline Policy with respect to MEL/CDL gives the Commander

the flexibility to exercise his own good judgment as to whether to
accept the airplane for safe conduct of flight and/or continue the
flight or not, by weighing the conditions that exist.
An airplane must not be dispatched with multiple MEL / CDL items

inoperative without the Commander having first determined that any
B-9-4
Effective
04-Dec-12
FLT.OMB
ISSUE II, Rev 01
CHAPTER 09
interface or interrelationship between inoperative systems or

components will not result in degradation in the level of safety and/or
undue increase in crew workload.
The exposure to additional failures during continued operation with
inoperative systems or components must also be considered in
determining that an acceptable level of safety is maintained.
The Commander is expected to make his own decision as to

operating the flight under the set of circumstances which exist. The
MEL/CDL may not deviate from the requirements of the Airplane
Flight Manual Limitation Section, Emergency Procedure or
Airworthiness directives.
The existence of the MEL/CDL in no way absolves the Commander

and Engineer from ensuring that an airplane is safe for flight. The
Commander has the authority to decline the airplane if in his
judgment it does not meet the operational/airworthiness needs
regardless of MEL permissiveness. In such cases, the commander is
required to inform this to Vice President/Director (Flight Operations)
through the Trip Report.
If a snag is detected by cockpit crew after pushback and before takeoff and if the same does not require maintenance action as per MEL,
the Captain may proceed to the destination and report the snag.
USE OF MEL/CDL
The MEL has four sections:

-
MEL Entries (ME): This section lists all the ECAM alerts and gives a link
to the associated MEL item (if any) to be applied for the dispatch. This
section is a user-friendly entry point for the flight crew and the
maintenance personnel when an ECAM alert reports a system failure.
MEL Items (MI): This section lists all the MEL items with the associated
dispatch conditions.
MEL Operational Procedures (MO): This section gives the operational
procedures that are associated with the MEL items.
MEL Maintenance Procedures (MM): This section gives the Maintenance
procedures that are associated with the MEL items.
B-9-5
Effective
04-Dec-12
9.2
FLT.OMB
ISSUE II, Rev 01
CHAPTER 09
The MEL is organized in sections and subsections. The subsections contain

the DUs (Documentary Unit)
Note: Each subsection has its own date that corresponds to the issue date of the latest
MMEL/MEL revision that has affected the subsection. Therefore subsections of a same
manual might have different dates.
9.2.1
How to use the MEL Entries section
This section lists all the ECAM alerts. The ECAM monitors the condition of
some systems. In the case of malfunction of one or more systems, the ECAM
provides the flight crew with an associated ECAM alert. Refer to MI-00-08
ECAM and MAINTENANCE STATUS.
For each ECAM alert, this section indicates the associated MEL item (if any)
to be applied for the dispatch.
When an ECAM alert reports a system failure, the flight crew and the
maintenance personnel should refer to this section as a user-friendly entry
point in the MEL.
9.2.2
Aircraft status column
An ECAM alert may cover one or several failure modes of the monitored
system. For each failure mode, the AIRCRAFT STATUS column may indicate
the following status:
NIL: When there is only one failure mode, the AIRCRAFT STATUS column
indicates NIL.
When there are several failure modes, the AIRCRAFT STATUS column might
give a short description of each failure mode and/or a simple way to identify
each failure mode. If the MEL does not give this information, the column
displays NIL.
Actual alert: This indicates that the monitored system is inoperative. The
failure mode is the failure of the monitored system.
B-9-6
Effective
04-Dec-12
The LESS (List of Effective Sections/Subsections) lists all the subsections

which make up this MEL. When there is a change within a DU, The MEL
revision updates the whole subsection that contains the DU. This subsection
gets a new date that corresponds to the issue date of the MEL revision.
FLT.OMB
ISSUE II, Rev 01
CHAPTER 09
False alert: This indicates that the monitoring system is inoperative. The
failure mode is the failure of the monitoring system. The monitored system
remains fully operative.
Condition of Dispatch Column
For each failure mode, the CONDITION OF DISPATCH column gives the
applicable MEL item(s) for dispatch. But the flight crew is responsible for
checking that the condition of the aircraft systems/components
complies with the MEL requirements. If not, the dispatch of the aircraft
is not permitted.
The Condition of Dispatch column may also give the following alternate
possibilities:
No Dispatch: It is not permitted to dispatch the aircraft when the
ECAMdisplays this alert.
Not Applicable: The ECAM alert does not report a system failure but a
reversible abnormal condition such as the state of a system or an aircraft
configuration or an external condition. This condition is not a system failure
and is not related to MEL. The MEL shall not be used.
This is not a NO-GO situation. The corrective action to revert to normal
condition is immediate, obvious or well known by flight crew and/or
maintenance personnel
9.2.4
How to use the MEL items section
This section lists the equipment, components, systems or functions that are
safety-related and that are temporarily permitted to be inoperative at
departure provided that it complies with the associated MEL requirements.
Note: One single computer may include several functions. The corresponding MEL item
is either:
9.2.5
The computer: The MEL does not consider the loss of a single function. In
this case, when one function is inoperative, it is considered that the computer
is inoperative.
Each function separately. In this case, if several functions are inoperative all
the related MEL items are applied.
Item numbering
A code of three pairs of digits or four pairs of digits identifies each MEL item.
B-9-7
Effective
04-Dec-12
9.2.3
FLT.OMB
ISSUE II, Rev 01
CHAPTER 09
The three first digits of this numbering system follows the ATA Spec 2200.
For practical reasons, the second pair of digit also follows the below
organization:
00 refers to maintenance messages on the STATUS SD page,
01 refers to items located on the overhead panels,
05 refers to indications on the PFD,
06 refers to indications on the ND,
07 refers to indications on the SD pages,
08 refers to indications on the EWD,
09 refers to ECAM alerts,
10 to 95 follow the ATA Spec 2200.
The last pair of digits is the item rank. The item rank complies with the
following organization rules:
I tem ranks from 01 to 49 are for MEL items,

o
For items on the overhead panels, item ranks from 01 to 29 refer to

lights,
For items on the overhead panels, item ranks from 31 to 49 refer to

pushbutton switches and selectors.
9.2.6
Dispatch conditions
The dispatch conditions indicate (for each applicable item) the suitable
conditions, limitations (placards, operational procedures, maintenance
procedures) necessary to ensure that an acceptable level of safety is
maintained.
Some MEL items may have several dispatch conditions. Each dispatch
condition offers a different option to dispatch the aircraft.
A reference identifies each dispatch condition.
EXAMPLE
27-10-01C
- 27-10-01 corresponds to the item number,
- T he letter "C" identifies the dispatch condition within the item 27-10-01.
B-9-8
Effective
04-Dec-12
FLT.OMB
ISSUE II, Rev 01
CHAPTER 09
Note: If only the dispatch conditions 27-10-01B and 27-10-01D are mentioned in the MEL
this means that the dispatch conditions 27-10-01A and 27-10-01C do not apply to the fleet
(this does not mean that the dispatch conditions 27-10-01A and 27-10-01C are missing from
the MEL).
To identify the open MEL items in the logbook,

To refer to the associated operational procedure (if any),
To refer to the associated maintenance procedure (if any),
To provide the engineering and maintenance personnel with a unique
reference at fleet level for each option of dispatch for tracking and
reporting purposes.
When an MEL item has several dispatch conditions, the Operator must select and
apply only one dispatch condition at a time. An optional title might help the
Operator to identify the appropriate dispatch condition. When necessary, the
Operator may successively apply other dispatch conditions of the same item
provided that the Operator complies with the MEL requirements and provided that
the starting point of the repair interval countdown is not modified.
a)
Provision
Each dispatch condition has one or several requirements, called provisos.

Provisos are numbered 1), 2), 3)... or a), b), c)
All the provisos of the selected dispatch condition must be complied.
b)
Repair Interval
Each dispatch condition has an associated repair interval. The preamble of this
MEL defines the repair interval categories. Refer to MI-00-05 Repair Interval.
c)
Number (Nbr) Installed
Each dispatch condition has a number installed that specifies the quantity of
equipment, components, systems or functions installed on the aircraft.
This quantity corresponds to the aircraft type certified configuration and, therefore
required for all flight conditions, unless otherwise indicated in the number
required in conjunction with the provisos of the dispatch condition.
A dash symbol indicates that a variable quantity is installed.
B-9-9
Effective
04-Dec-12
The dispatch condition reference is used:
d)
FLT.OMB
ISSUE II, Rev 01
CHAPTER 09
Number (Nbr) Required
A dash symbol indicates that a variable quantity is required for dispatch.

e)
Placard
The "YES" in the "Placard" column indicates the request for a placard. The
control(s), and/or indicator(s) related to inoperative equipment, component,
system or function should be clearly placarded. The Certifying Staff should
determine the placard working and location unless the MEL dispatch condition
requires a specific wording and location.
The pilot may placard the inoperative systems if required by the MEL. He shall
record the defect in the Technical Log Book at the end of the flight.
9.2.7
Operational and maintenance procedures
The dispatch condition may require an operational or maintenance procedure to

ensure an acceptable level of safety.
The (O) symbol identifies an operational procedure.
The (M) symbol identifies a maintenance procedure.
The (O) (M) symbol means that the dispatch condition requires both an
operational procedure and a maintenance procedure.
9.2.8
Operational procedure
The (O) symbol indicates that the dispatch condition requires a specific
operational procedure to permit operation of the aircraft with the inoperative item.
Purpose of the operational procedure may be:
To require the flight crew or cabin crew to perform action(s),

To provide limitations or performance penalties,
To provide useful information to the crew.
The flight crew must read the content of the operational procedure before each
flight. The operational procedure must be applied before each flight. However, the
B-9-10
Effective
04-Dec-12
Each dispatch condition has a number required that specifies the minimum
quantity of equipment, components, systems or functions that must be operative
for dispatch in accordance with the provisos of the dispatch condition.
FLT.OMB
ISSUE II, Rev 01
CHAPTER 09
9.2.8.1
Criteria for Dispatch

(Refer MEL Issue 01, Revision 04 dated 21 January 2013)
The procedure for application of MEL after closure of cabin doors has been
introduced. The salient points of the new procedure are as under:
-
If a fault is displayed after the closure of cabin doors, the Flight crew shall
follow
the
appropriate
checklist/
procedure
(OEB/ECAM
action/QRH/FCOM) as per SOP.
On completion of the checklist/procedure, if the fault still continues, the
flight crew shall refer MEL to determine if the aircraft is allowed to be
dispatched with the snag under MEL.
If the aircraft is allowed to be dispatched under MEL, the flight crew may
continue with the flight provided there is no Maintenance Procedure (M)
associated with the MEL item.
(Also refer QRH 80.16 A)
If the snag is reflected only as a Status Message, the MEL is required

only if it appears before the first engine start. MEL application is not
required if it is displayed after the first engine start has begun, i.e. engine
START selector set to START.
When the defect is accepted and the flight is continued, the commander
shall inform OCC & MCC of the defect and associated MEL application
through ACARS.
The Pilot may placard the inoperative systems if required by the MEL. He
shall record the defect in the Technical Log Book at the end of the flight
B-9-11
Effective
04-Dec-12
dispatch condition might specify a different periodicity. In this case this operational
procedure must be applied before the first MEL dispatch and must be repeated at
the defined periodicity. The operational procedures are split and organized into
specific flight phases. The flight crew has to apply the part of the operational
procedure related to the relevant flight phase. Qualified flight crew or qualified
cabin crew usually performs the operational procedures. However other qualified
personnel can also perform the operational procedures. But the flight crew must
read the content of the operational procedure before each flight.
9.2.9
FLT.OMB
ISSUE II, Rev 01
CHAPTER 09
.
Notes
There are three levels of notes:
Notes at the level of the item: these notes appear below the item title and
before the first dispatch condition of this item. These notes apply to all
the dispatch conditions of the item.
B-9-12
Effective
04-Dec-12
FLT.OMB
ISSUE II, Rev 01
CHAPTER 09
Notes at the level of the dispatch condition: these notes appear at the
end of the dispatch condition. These notes apply only to this dispatch
condition.
Notes at the level of the proviso: these notes appear within a proviso.
These notes apply only to this proviso.
References
The references assist the Operator in complying with MEL requirements.

References are used in the following cases:
9.2.11
To permit the aircraft dispatch, another item has to be considered

inoperative, or
Another source of information has to be reviewed and associated
restrictions, and/or procedures must be applied (e.g. Refer to FCOM, or
Refer to Weight and Balance Manual), or
To redirect to the applicable MEL item. In that case, the referred relevant
MEL item must be entered and the associated dispatch conditions must
be applied, including the respective (o) and (m) procedures if any.
How to use the MEL operational procedures section
This section lists the operational procedures associated with the MEL items. The
dispatch conditions may require an operational procedure to permit the dispatch of
the aircraft. The operational procedures are split and organized into specific flight
phases. The flight crew has to apply the part of the operational procedure related
to the relevant flight phase. The operational procedures may also have the
following parts:
General Information: This part includes all information that the pilots must know
due to MEL condition.
Flight Preparation/Limitation
This part groups all the limitations due to MEL condition that the pilots must
consider for the route selection and flight preparation.
B-9-13
Effective
04-Dec-12
9.2.10
a)
FLT.OMB
ISSUE II, Rev 01
CHAPTER 09
Landing Capabilities ( CAT 2, CAT 3 SINGLE, CAT 3 DUAL)
In case, the MEL item affecting the landing capability has no MEL
operational procedure reference, the maximum landing capability forms a
part of dispatch condition.
The required equipment by certification for CAT 2, CAT 3 SINGLE and
CAT 3 DUAL are listed in the Flight Manual Refer to AFM/NORM-22-PA
Required Equipment for CAT II and CAT III Approach and Landing and
the QRH.
The equipment to be operative to get CAT 2, CAT 3 SINGLE, or CAT 3
DUAL capability displayed on the FMAs are listed in the QRH.
b)
Required Navigation Performance (RNP)

The MEL does not include the minimum equipment required for RNP
operations. The minimum equipment/functions required to begin RNP
operations are listed in the FCOM.
c)
Reduced Vertical Separation Minimum (RVSM)

When the RVSM capability of the aircraft is impacted by an inoperative
item, the associated MEL operational procedure provides the RVSM
limitations.
The minimum equipment/functions required to begin RVSM operations
are listed in the Flight Manual
Refer to AFM/NORM-34 Reduced Vertical Separation Minimum (RVSM)
and FCOM.
B-9-14
Effective
04-Dec-12
When the landing capability of the aircraft is impacted by an inoperative

item, the associated MEL operational procedure provides the maximum
landing capability.
FLT.OMB
ISSUE II, Rev 00
EMERGENCY AND SAFETY EQUIPMENT
CHAPTER 10
TABLE OF CONTENTS
CHECKLIST OF EMERGENCY AND SAFETY EQUIPMENT .................3
10.1
EMERGENCY CHECKLIST .....................................................................3
10.2
SAFETY EQUIPMENT CHECKLIST ........................................................3
B-10-1
Effective
17-Aug-11
10.
FLT.OMB
ISSUE II, Rev 00
CHAPTER 10
B-10-2
Effective
17-Aug-11
10.
FLT.OMB
ISSUE II, Rev 00
CHAPTER 10
CHECKLIST OF EMERGENCY AND SAFETY EQUIPMENT
10.1
EMERGENCY CHECKLIST
FCOM PRO/LIM/OEB/FCBUL
10.2
/ QRH
SAFETY EQUIPMENT CHECKLIST

SEP Manual
B-10-3
Effective
17-Aug-11
Checklist of emergency and safety equipment and instructions for the use
are issued to each crew member and a copy of each is also placed on board.
Refer abnormal/emergency section of FCOM/QRH and cabin attendants, the
SEP Manual.
FLT.OMB
ISSUE II, Rev 00
CHAPTER 10
B-10-4
Effective
17-Aug-11
FLT.OMB
ISSUE II, Rev 01
EMERGENCY EVACUATION PROCEDURES
CHAPTER 11
TABLE OF CONTENTS
EMERGENCY EVACUATION PROCEDURES ........................................3
11.1
PREPARATION FOR EMERGENCY EVACUATION .............................. 3
11.2
EMERGENCY EVACUATION GUIDANCE ..............................................3

11.2.1
Cockpit Crew Evacuation Duties ................................................3
11.2.2
Cabin Attendants Evacuation Duties ..........................................4
11.2.3
Ditching Evacuation ....................................................................6
B-11-1
Effective 04-Dec-12
11.
FLT.OMB
ISSUE II, Rev 01
CHAPTER 11
B-11-2
Effective 04-Dec-12
11.
FLT.OMB
ISSUE II, Rev 01
CHAPTER 11

(Refer FCOM PRO ABN 80 & 90)
For type specific emergency evacuation procedures the pilot and cabin
attendant must refer to the emergency /abnormal section of FCOM/QRH.
CABIN ATTENDANTS
For type specific emergency evacuation procedures cabin attendants must
refer to the emergency section in SEP manual.
11.1
PREPARATION FOR EMERGENCY EVACUATION

The crew coordination and emergency duties assigned are laid down in the
emergency section of the FCOM/QRH and in SEP Manual.
The evacuation command will normally be given by the commander.
However, in the eventuality of total cockpit crew incapacitation the cabin
attendant in-charge will be required to initiate the evacuation if it is apparent
that the pilots are incapacitated and the airplane and occupants safety is
threatened due to fire.
11.2
EMERGENCY EVACUATION GUIDANCE

In the event of an emergency in an airplane, when on the ground,
Commanders are responsible for deciding whether or not to order an
emergency evacuation of the airplane. Procedures laid down in the
respective FCOM should be followed. Should the Commander decide against
emergency evacuation, it would be prudent to have fire vehicles follow the
airplane to the apron as a precautionary measure.
11.2.1
Cockpit Crew Evacuation Duties
The Commander shall ensure completion of all emergency evacuation check

lists as specified in the airplane FCOM.
If it is not possible to reach the passenger cabin
The Cockpit Crew shall evacuate through the Cockpit emergency windows
by means of the escape devices and assist evacuation from the bottom of
the escape slides.
B-11-3
Effective 04-Dec-12
COCKPIT CREW
FLT.OMB
ISSUE II, Rev 01
CHAPTER 11
If it is possible to reach the passenger cabin

Commander
Is the last person to leave the aircraft: Checks that all persons have
evacuated the aircraft
Evacuates the aircraft, via the rear door, or any other available exit, if
he/she cannot reach the rear door.
On ground, he/she takes command of operations until rescue units

arrive.
Co-Pilot
Proceeds to the cabin, and takes the emergency equipment.
Evacuates the aircraft, using any available exit.
Helps passengers on ground, and directs them away from the aircraft
11.2.2
Cabin Attendants Evacuation Duties
Duties and Responsibilities of cabin attendants during evacuation are laid down
in the SEP Manual/ FCOM. All cabin attendants should be thoroughly familiar
with the same.
On receiving emergency call from Cockpit the senior cabin attendants shall
report to the Commander who will brief the approximate flight time available,
type of emergency and intended plan of action, exits not to be used etc.
The senior cabin attendants shall:
Advise all cabin attendants of the emergency
Allocate duties to the other cabin attendants
If necessary, switch on all cabin lights
Make the required PA announcements to the passengers
The order to evacuate shall be normally given by the Commander. However, if

no order is received and there is absolutely no doubt about the necessity for
evacuation (extensive structural damage, intensive internal/external fire
involving the airplane) the senior cabin attendants shall order the evacuation
immediately and if possible, inform the Commander.
B-11-4
Effective 04-Dec-12
He shall be the last person to leave the cockpit: Proceeds to the cabin, and
helps with passenger evacuation, as necessary
FLT.OMB
ISSUE II, Rev 01
CHAPTER 11
If the conditions outside are considered safe, check that the slide is in the armed
position, then open the door. If the automatic slide inflation fails, pull the manual
inflation handle.
Prevent passengers from jumping out immediately when the door is opened.
Check that the slide is inflated properly and no danger exists outside before
starting the evacuation.
Passengers who sit down on the door sill or are afraid or hesitate to abandon
the airplane must be firmly assisted out of the airplane.
Injured or invalid passengers will be evacuated as soon as situation permits.
Monitor the slide and, if required, stop the evacuation through those slides that
may be damaged or become unserviceable. Before abandoning the airplane
verify that there is no passenger in the cabin. Do not allow the passengers to
come back for their personal belongings.
SOD crew member should be made to leave the airplane first to assist the
passengers at the bottom of the slides.
Advise passengers to remove their shoes, leave their hand baggage behind and
proceed in an orderly way to the exits in use. Instruct the passengers not to
jump on the slides but to sit and slide. All people using the slide should try and
sit on newspaper/magazines or even the safety briefing cards to avoid friction
burns. Crew are strongly advised against the use of synthetic undergarments
while on flight duty.
If landing is accomplished by night, carry the available flash lights
Regroup passengers at a safe distance from the airplane and Keep them
together.
Once the evacuation is completed if required by circumstances and there is no
doubt about the absence of fire or any similar danger, the crew members may
return on board in order to save all the survival material stored in the galleys
arid other equipment
Supernumerary / Additional Crew
All supernumerary / additional crew will be briefed by the Commander and shall
follow his instructions. In case Cabin crew are not carried on a flight where the
supernumeraries/ additional crew members are present in the cabin
B-11-5
Effective 04-Dec-12
If the assigned door fails to open, divert passenger to another door.
FLT.OMB
ISSUE II, Rev 01
CHAPTER 11
11.2.2.1
Unplanned Evacuation
An evacuation shall be initiated by the Lead Cabin Attendant instantly under the
following life threatening conditions, in case there is no call from the cockpit once
the aircraft has come to a complete stop:
a)
an obvious self-sustaining major fire either inside the aircraft cabin or on

a part of the aircraft structure outside the cabin,
b)
dense smoke in the cabin,
c)
an unusually exaggerated nose-down, tail-down or wing-down attitude,

where remaining on board could cause injury or death,
d)
sounds which would indicate the breaking up of the aircraft,
e)
Ditching.
Note: However, post an abnormal landing / contingency, (besides the above listed 5
conditions), the Lead Cabin Attendant must await a command from the cockpit for at
least 10 sec after the aircraft comes to a complete stop. If no command is received from
the cockpit in these 10 seconds, the Lead CA should call the cockpit on the intercom. The
aft cabin attendants must also attempt to contact the cockpit crew or the Lead CA after
waiting for 10 sec. If there is no response to this call from the cockpit, the Lead CA (or
other CA in case of no response from either the cockpit or the Lead CA) may now initiate
an evacuation if the situation so warrants.
11.2.3
Ditching Evacuation
Refer FCOM and Ops Manual Part B, Chapter 2 and 13.
B-11-6
Effective 04-Dec-12
compartment, the Commander may brief/ assign one of the occupants to

complete some of the emergency actions like opening of the doors. The
carriage of supernumeraries/ ACM is in accordance with Para 11.1, Chapter 11
Operations manual Part A. Any actions required during an emergency
evacuation shall be strictly under his command unless it is a case of pilot
incapacitation/ unplanned evacuation.
FLT.OMB
ISSUE II, Rev 01
CABIN CREW NORMAL, ABNORMAL AND

EMERGENCY PROCEDURES
CHAPTER 12
TABLE OF CONTENTS
CABIN CREW NORMAL, ABNORMAL AND EMERGENCY
PROCEDURES ........................................................................................3
12.1
PROCEDURE FOR CO-ORDINATION BETWEEN FLIGHT CREW AND

CABIN ATTENDANTS .............................................................................3
12.1.1
Cockpit Entry Procedure - Normal Entry, Cabin Attendants .......3
12.1.2
Cockpit Occupants Exiting Flight Deck during flight ...................3
12.1.3
Cockpit Entry Procedure - Emergency Access ...........................4
12.1.4
Cockpit Entry - Unlawful Interference .........................................4
12.1.5
No Contact Period ......................................................................4
12.1.6
Emergency evacuation; .............................................................. 4
12.1.7
Before impact notification (forced/emergency landing or

ditching); .....................................................................................4
12.1.8
Crew member incapacitation; .....................................................4
B-12-1
Effective
04-Dec-12
12.
FLT.OMB
ISSUE II, Rev 01

CHAPTER 12
B-12-2
Effective
04-Dec-12
12.
FLT.OMB
ISSUE II, Rev 01

CHAPTER 12
CABIN CREW
PROCEDURES
NORMAL,
ABNORMAL
AND
EMERGENCY
12.1
PROCEDURE FOR CO-ORDINATION BETWEEN FLIGHT CREW

AND CABIN ATTENDANTS
The flight crew is required to use standard verbiage, terminology, signals and/or
verbal commands for communication with cabin crew during normal, abnormal and
emergency situations.
An efficient and clear communication should be ensured between flight crew and
cabin crew during such situation but not limited to
a)
Cabin depressurization;
b)
Severe turbulence;
c)
Emergency evacuation;
d)
Before impact
ditching);
e)
Crew member incapacitation;
f)
Unlawful interference.
notification
(forced/emergency
landing
or
For these coordination procedures refer to:

Cockpit Crew
FCOM
FCOM GEN/ DSC and FCOM PRO ABN
QRH
Cabin Attendants
SEP Manual
12.1.1
Cockpit Entry Procedure - Normal Entry, Cabin Attendants

Refer Company Operations Manual, Part A, Chapter 17
12.1.2
Cockpit Occupants Exiting Flight Deck during flight

B-12-3
Effective
04-Dec-12
The normal, abnormal and emergency procedures to be used by the cabin

attendants, the checklists relating thereto and airplane systems information and
the necessary procedures for the coordination between flight and cabin
attendants are given in the FCOM and the Cabin Attendants Manual.
12.1.3
FLT.OMB
ISSUE II, Rev 01

CHAPTER 12
Cockpit Entry Procedure - Emergency Access

Refer Company Operations Manual, Part A, Chapter 17.3.10.3 (c)
12.1.4
Cockpit Entry - Unlawful Interference
12.1.5
No Contact Period
Refer Company Operations Manual, Part A, Chapter 17.
12.1.6
Emergency evacuation;
Refer Chapter 11
12.1.7
Before impact notification (forced/emergency landing or

ditching);
Refer Chapter 11 and QRH
12.1.8
Crew member incapacitation;

B-12-4
Effective
04-Dec-12
Refer Company Operations Manual, Part A, Chapter 17.3.10.3 (d)/ 36.13

Chapter 36
FLT.OMB
ISSUE II, Rev 01
SURVIVAL AND EMERGENCY EQUIPMENT
CHAPTER 13
TABLE OF CONTENTS
SURVIVAL AND EMERGENCY EQUIPMENT ........................................3
13.1
MINIMUM AMOUNT OF OXYGEN REQUIRED TO BE CARRIED..........3
13.2
NEW EQUIPMENT ON BOARD............................................................... 3
B-13-1
Effective
04-Dec-12
13.
FLT.OMB
ISSUE II, Rev 01
CHAPTER 13
B-13-2
Effective
04-Dec-12
13.
FLT.OMB
ISSUE II, Rev 01
CHAPTER 13
For Emergency and Survival equipment to be carried on routes, its location,

use and the procedure for checking the serviceability of the equipment refer to:
Cockpit Crew:
FCOM DSC 26-10, LOPA (Annexure 2)
Cabin Attendants:
SEP Manual
ELTs : Carried on board operate on 121.5, 243 and 406.025 Mhz

Aircraft in use for domestic ops Two (One fixed automatic and one portable)
Aircraft in use for international ops Three (One fixed automatic and two
portable)
13.1
MINIMUM AMOUNT OF OXYGEN REQUIRED TO BE CARRIED

This has been covered in part A, General, Chapter 13.
13.2
NEW EQUIPMENT ON BOARD
The International fleet has been equipped with additional equipment to comply
with regulations.
a)
Slide Raft: On all 04 main doors. Namely L1, L2, R1 and R2
b)
Life Raft (Dinghy with its own ELT): Overhead bin 28-30 Row
Starboard side
c)
An additional ELT: Forward G1 galley compartment 111
d)
Survival Kits
B-13-3
Effective
04-Dec-12
A list of survival equipment available on board is described in the type specific

FCOM, SEP Manual and LOPA placed at annexure 2.
FLT.OMB
ISSUE II, Rev 01
CHAPTER 13
B-13-4
Effective
04-Dec-12
a)
FLT.OMB
ISSUE II, Rev 01
CHAPTER 13
SLIDE RAFT
LOWER TUBE
Features:
Upper & Lower Tubes-Upper & lower inflated portion of the raft
Disconnection Handle-To detach the Slide Raft from the Aircraft structure
Raft Capacity
44 - normal
55 over load
Locator Lights- To locate the raft in low light conditions
Hand pump fitting (inflate/deflate valve)
To fill in air in case of any leakage
Lifelines To be used as a support while sitting in and to be used as hand
holds while floating
Sea Anchor- To stop drift and keep the raft stable
Heaving Ring- To rescue and pull towards the raft
B-13-5
Effective
04-Dec-12
LOWER TUBE
FLT.OMB
ISSUE II, Rev 01
CHAPTER 13
Mooring line- Attaches the raft to the aircraft door sill and for tying the rafts
together
Floating knife- To cut the mooring line to detach the slide raft from the Aircraft
Boarding ladder/Stirrup- To board the slide raft from water
Survival Kit: There is one survival kit for each door. Therefore, 04 in total
02 in the first bin port side
02 in the last bin port side
Contents & Usage

Qty
1
Item
Survival Kit Container
Usage
SIGNALING EQUIPMENT
Flares
Para Red Rocket
Signaling
Mirror/Heliographic
Mirror
1
1
Whistle
Sea Dye Markers
1
1
1
1
1
2
Dehydrated Sponge
Bailing Bucket
Canopy
Canopy Container
Canopy Mast
Repair Plugs-Clamp type
with lower and upper flap
Manual Inflation Pump
8
50
Drinking Water Packets

Water
Purification
Tablets
Used for attracting attention from passing by ships

& aircrafts for rescue
To use: Follow instructions on the equipment
Used for attracting attention from passing by ships
& aircrafts for rescue
To
use:
Follow
instructions
on
the
equipment
Used to reflect sunlight towards the moving
aircraft
To use: Re-reflect the sunlight towards from
passing by ships & aircrafts for rescue
For attracting attention
Used to color the water around the raft to attract
attention. Should be used towards downstream
only
PRESERVATION EQUIPMENTS
Used for absorbing the water inside the raft
Used for collecting the water inside the raft
Deployed for protection
Contains the canopy
To support the canopy
Used for blocking air leakage from any puncture in
the raft
To use: Clamp type- Where the lower flap goes
inside the hole and the upper flap remains on top.
To fill in any leaked air in the raft
FIRST AID AND WELL BEING ITEMS
To be used in case of emergency
Used for purifying the sea water for drinking
purpose
B-13-6
Effective
04-Dec-12
1
1
FLT.OMB
ISSUE II, Rev 01
CHAPTER 13
Used for First Aid purpose (bandages, antiseptic

swabs, burn ointment)
Inhaled in case of sea-sickness
Energy boosters given on ration
First Aid Kit

Ammonia Inhalants
Glucose Toffee Tablets
Water Purification Pump
Flash Light
Survival Manual
To make sea water fit for drinking

GENERAL
To be used during low light conditions
To refer to for the usage of the contents of the
survival kit
B-13-7
Effective
04-Dec-12
12
7
Pkts
1
b)
FLT.OMB
ISSUE II, Rev 01
CHAPTER 13
LIFE RAFT (Dinghy)
Features: Same as that of a Slide Raft except:
Raft Capacity
25 - normal
B-13-8
Effective
04-Dec-12
FLT.OMB
ISSUE II, Rev 01
CHAPTER 13
38 over load
ELT SRB 406 in the survival kit
Quantity
1
1
1
c)
Item
Fishing Kit
Portable ELT
Swiss knife
Usage
For fishing purpose in case there are
no rations available
For search and rescue
Multipurpose
Radio Transmitter Beacon (ELT): The survival kit of the dinghy has an
ELT (SRB 406)
Purpose: For search and rescue.

To activate the beacon, pull the manual activation lanyard. The beacon will turn on
automatically and begin transmission as soon as the end of the wire with the silver
sleeve in water. You can check its operation by viewing the flashing light at the
end of the beacon.
DITCHING PROCESS
All: All the cabin attendants open their respective doors in the armed
configuration after assessing the condition outside. Pull the red manual
inflation handle simultaneously.
All: The cabin attendants will then shout commands and ask the passengers to
board the Slide Raft and in case of dinghy ask them to jump in water and then
board the dinghy
R1, L2 and R2 doors: After the requisite number of passengers have
embarked on their slide raft, R1, L2 and the R2 will board the slide raft at their
respective doors. They will pull the white detachment handle to detach the
slide raft from the aircraft and then cut the mooring line from the aircraft.
L1 door: After all the passengers have boarded the L 1 raft, the First Officer
boards the slide raft and then L1 detaches the slide raft from the aircraft
side.
L1 then goes to the aft and with the help of ABP's takes the Life Raft
(Dinghy) from the aft overhead bin. The Life Raft will be thrown either from
the R2 or the L2 door (whichever door's slide is detached first). Before the L1
throws the life raft out, she attaches the mooring line of the life raft with the
B-13-9
Effective
04-Dec-12
Survival Kit: Same as that of a Slide Raft and extra items given below:
FLT.OMB
ISSUE II, Rev 01
CHAPTER 13
Equipment to be carried:
R1 & R2 will take ELT and Megaphone mandatory while evacuating. The
contents of the FAK can be taken out by emptying the contents in a plastic
bag. All other equipment can be taken if time permits.
Rescue Measures:
The raft is equipped with Locator Lights; these remain visible even after the
canopy is installed. The light battery is water activated. Use the ELT carried
out. Exercise discretion while in using/deploying multiple locators.
Signal Mirrors can be used to beam flashes for aircraft to see, even if no
aircraft is visible, as these can be seen even in hazy conditions.
Each survival kit is equipped with Pyrotechnics (Flares) to enable rescue

teams to identify distress calls. Use the flares on the downwind side, to
protect against fire hazards & damage to raft. Keep the signal flares dry, and
use only when and rescue is sensed in the vicinity.
Sea Dye Marker, is another very important rescue equipment, to be deployed

on the downstream, by dipping in water, however it is to be used
conservatively. The marker can remain conspicuous for about 3 hours,
depending on the water turbulence.
Whistle, the survival kit is equipped with a whistle; it can be used to attract
surface vessels or people floating in water, or to even locate another raft if it
becomes separated.
Flash light; these can be used to flash distress signal, as light can be seen
across great distances over water at night time.
Rescue may be accomplished by ships, helicopters, or Amphibian Aircraft and

a variety of means may be used to transfer the survivors from the raft to the
rescue craft. Survivors should be instructed to keep their life vests on,
maintain their position in the raft and await instructions from rescue
personnel.
B-13-10
Effective
04-Dec-12
door frame assist handle and throws out with a force. In case, the life raft
does not inflate, pull the mooring line with a jerk.
L1 commands the passengers to jump into the water and board the raft. After
L1 takes the round of the cabin and the cockpit, she also jumps into the water
and boards the raft. After taking a round in the cabin, the Commander will
board the last available raft (slide raft or life raft)
FLT.OMB
ISSUE II, Rev 01
CHAPTER 13
SURVIVAL
Survivors: Care and Caution
Seat the survivors uniformly around the raft periphery with their backs against
the upper tube, additional survivors to be seated back-to-back across the
center of the raft.
Instruct survivors to don their inflated life vests at all times, till such time as
they are actually rescued
Direct all survivors to remain low in the raft, as it is perilous and can overturn
the raft in case of normal load on moderate to rough seas. In the event of an
overturned raft, it can still be used for survival. Only the canopy cannot be
used.
Discourage rapid movements on board the raft, as doing so not only

jeopardizes lives but saps up individual energy as well.
Look out for survivors floating individually and throw the heaving line to them,
guide them to the boarding end and assist them on board.
The special passengers should be assisted to the boarding end, and pulled
aboard the raft using the DUMP AND LIFT technique, which is pushing the
passenger in water so that the water buoyancy pushes him up and helps you
to pull him in the dinghy.
Attend to injured and sea sick passengers.
Continuous and repetitive instructions should include the following,

Stay low
Remain seated on the floor
Crawl(only if required)
Keep life jackets on & inflated
Abandoning the Aircraft: Fire/Explosion possible due to presence of fuel.

As fuel will be present on the surface, try to swim under water. Paddle/swim
against wind. To facilitate breathing, extend one hand and sweep the surface
to clear the fuel. Take a breath and dive quickly.
B-13-11
Effective
04-Dec-12
The points covered are generic in nature and should be made use of, as reference
guidelines, since every emergency is unique and all the variants affecting the
situation cannot be preconceived. You are advised to use your best judgment
while dealing with a situation, for survival and sustenance under adverse
conditions.
FLT.OMB
ISSUE II, Rev 01
CHAPTER 13
Protect from wind chills, extreme heat/sunburns. Avoid alcohol, coffee

and tobacco as they cause dehydration. Use the canopy and stay dry for as
long as possible. To avoid motion sickness, avoid eating, if ammonia
inhalants dont work try looking at the horizon, change head position. Protect
eyes and skin from salt exposure. Be careful while disposing body waste
(urine/stool) or even vomit. Dispose in small quantity and as far from the raft
as possible. Maintain good hygiene standards.
Water:
To stay in good shape an average body requires 1 litre/day; however, it is
possible to survive to survive with 5 to 20 centilitres/day. (The survival kit may
contain potable water pouches, however this is very less, and extreme care
should be exercised, while using it, as rescue operations can take an
unexpectedly long time) the water intake to acclimatize better. Moisten lip and
throat before drinking to have more satiated feeling. Consumption of sea
water may lead to Kidney Failure. Avoid dehydrated, high protein foods. To
cut down on loss of water by sweating, soak clothes in water and wear them,
taking care not to wet the raft floor. Water can be harvested in the canopy
during nights, for dew condensation, this water should be used after
purification by tablets. Similarly for rain water, the canopy can be spread out
to collect as much as possible. Ice bergs can be used as a source of water,
but should be approached only as a last resort as they have a potential to
inflict damage to the raft.
Food: Most fishes found in the open are fit for consumption in the raw form. If
in doubt, carefully remove the organs and the flesh attached to the organs.
Eat sparingly and wait to check for any reactions. Check the availability of
water before eating as some water is required for digestion also.
Medicines: Along with water, medicines form a potent combination to combat

the deadly effect of weather and duress subjected to the survivors. Crew
should expect the following medical exigencies on board the raft:
Seasickness Discourage intake of foods, ask the person to lie down and
relax. Give ammonia inhalants
Salt Water Sores This occurs due to long periods of exposure to water.
Do not open or squeeze them, use antiseptic. Keep the sores dry.
Sunburn Instruct survivors to keep the head and skin covered. Stay in
shade; avoid the reflection from the water as it too can cause sunburn.
Friction Burns/Cuts/Bruises Apply antiseptic/Burn ointment
If in Water,
B-13-12
Effective
04-Dec-12
FLT.OMB
ISSUE II, Rev 01
CHAPTER 13
Protect against HYPOTHERMIA. Swimming too fast will only tire the
individual. Almost 50% of the heat is lost through the head. Keep the
head dry for as long as possible.
B-13-13
Effective
04-Dec-12
Avoid Drowning: Paddle/swim as far away as possible, as there is a

possibility of getting sucked in with a sinking aircraft. Save
energydont try to swim too far against the tide. Guard against water
getting in your mouth.
FLT.OMB
ISSUE II, Rev 01
CHAPTER 13
B-13-14
Effective
04-Dec-12
FLT.OMB
ISSUE II, Rev 00
GROUND-AIR VISUAL SIGNAL CODE
CHAPTER 14
TABLE OF CONTENTS
GROUND-AIR VISUAL SIGNAL CODE FOR USE BY SURVIVORS......3
14.1
GROUND-AIR VISUAL SIGNAL CODE FOR USE BY RESCUE UNITS 3
14.2
SEARCH AND RESCUE ..........................................................................3
B-14-1
Effective
17-Aug-11
14.
FLT.OMB
ISSUE II, Rev 00
CHAPTER 14
B-14-2
Effective
17-Aug-11
14.
FLT.OMB
ISSUE II, Rev 00
CHAPTER 14
GROUND-AIR VISUAL SIGNAL CODE FOR USE BY SURVIVORS

Refer Operations Manual Part A, Chapter 10, Para 10.4.2.1
GROUND-AIR VISUAL SIGNAL CODE FOR USE BY RESCUE

UNITS
Refer Operations Manual Part A, Chapter 10, Para 10.4.2.2
14.2
SEARCH AND RESCUE

Refer Operations Manual Part A, Chapter 10, Para 10.5
B-14-3
Effective
17-Aug-11
14.1
FLT.OMB
ISSUE II, Rev 00
CHAPTER 14
B-14-4
Effective
17-Aug-11
FLT.OMB
ISSUE II-Rev 02
ANEXURES
ANX
TABLE OF CONTENTS
PROHIBITED AREAS ..............................................................................3
2.
LOPA........................................................................................................5
3.
AIRCRAFT WEIGHTS ..............................................................................7
B-ANX-1
Effective 27-May-13
1.
FLT.OMB
ISSUE II-Rev 02
ANEXURES
ANX
B-ANX-2
Effective 27-May-13
1.
FLT.OMB
ISSUE II-Rev 02
ANEXURES
ANX
PROHIBITED AREAS
B-ANX-3
Refer On Board Minima Folder
Effective 27-May-13
FLT.OMB
ISSUE II-Rev 02
ANEXURES
ANX
B-ANX-4
Effective 27-May-13
2.
FLT.OMB
ISSUE II-Rev 02
ANEXURES
ANX
LOPA
B-ANX-5
Effective 27-May-13
FLT.OMB
ISSUE II-Rev 02
ANEXURES
ANX
B-ANX-6
Effective 27-May-13
3.
FLT.OMB
ISSUE II-Rev 02
ANEXURES
ANX
AIRCRAFT WEIGHTS
VT-INO
3335
EFKQ
42182
61000
64500
73500
VT-INP
3357
EGBQ
41799
61000
64500
73500
VT-INQ
3414
EGBR
41818
61000
64500
73500
VT-INR
3453
DQBE
41881
61000
64500
73500
VT-INS
3457
DQBF
41845
61000
64500
73500
VT-INT
3497
DQBG
41834
61000
64500
73500
VT-INU
3541
DQBH
41621
61000
64500
73500
VT-INV
3618
DQBJ
41628
61000
64500
73500
VT-INX
3782
DSAC
42153
61000
64500
73500
10
VT-INY
3863
DSAB
42186
61000
64500
73500
11
VT-INZ
3943
DRQS
42185
61000
64500
73500
12
VT-IGH
4008
ALDP
42205
61000
64500
73500
13
VT-IGI
4113
APLM
42248
61000
64500
73500
14
VT-IGJ
4156
ARGH
42220
61000
64500
73500
15
VT-IGK
4216
CEHQ
42211
61000
64500
73500
16
VT-IGL
4312
CFLP
42278
61000
64500
73500
17
VT-IGS
4328
CPAE
42252
61000
64500
73500
18
VT-IGT
4384
GMBQ
42299
61000
64500
73500
19
VT-IGV
4481
HMCP
42228
61000
64500
73500
20
VT-IGU
4488
GMCQ
42096
61000
64500
73500
21
VT-IGW
4506
JPDL
42126
61000
64500
73500
22
VT-IGX
4518
KLAG
41441
61000
64500
73500
23
VT-IGY
4535
KMAE
42189
61000
64500
73500
24
VT-IGZ
4552
LRAK
41313
61000
64500
73500
25
VT-IEA
4603
HKDJ
41541
61000
64500
73500
B-ANX-7
Effective 27-May-13
FLT.OMB
ISSUE II-Rev 02
ANEXURES
ANX
VT-IEB
4609
HKDL
41574
61000
64500
73500
27
VT-IEC
4614
HKFL
42193
61000
64500
73500
28
VT-IED
4630
HMLP
41660
61000
64500
73500
29
VT-IEE
4637
HPEF
41657
61000
64500
73500
30
VT-IEF
4752
HPEK
41778
62500
66000
77000
31
VT-IEH
4757
ADPQ
41839
62500
66000
77000
32
VT-IEG
4762
HPEL
42322
62500
66000
77000
33
VT-IEI
4813
AHEF
42175
62500
66000
77000
34
VT-IEJ
4818
AKJL
42208
62500
66000
77000
35
VT-IEK
4868
APHS
42208
62500
66000
77000
36
VT-IEL
4888
AQKM
42189
62500
66000
77000
37
VT-IEM
4947
BEFR
42273
62500
66000
77000
38
VT-IEN
4954
BPHR
42156
62500
66000
77000
39
VT-IEO
4965
EPQS
42165
61000
64500
73500
40
VT-IEP
5027
EQJR
41756
62500
66000
77000
41
VT-IEQ
5036
EQKL
42279
62500
66000
77000
42
VT-IER
5076
EQMP
42357
62500
66000
77000
43
VT-IEV
5080
DQGS
42119
61000
64500
73500
44
VT-IES
5090
ASGH
41832
62500
66000
77000
45
VT-IEU
5092
DKFQ
41669
62500
66000
77000
46
VT-IET
5094
CRAF
42065
61000
64500
73500
47
VT-IEW
5155
EMFG
41598
61000
64500
73500
48
VT-IEX
5190
EMKP
42133
61000
64500
73500
49
VT-IEY
5230
KSDM
42085
61000
64500
73500
50
VT-IEZ
5231
MRDS
42038
61000
64500
73500
B-ANX-8
Effective 27-May-13
26
FLT.OMB
ISSUE II-Rev 02
ANEXURES
ANX
VT-IFA
5259
CRGL
42005
61000
64500
73500
52
VT-IFB
5262
DEHR
42175
61000
64500
73500
53
VT-IFC
5291
ELAS
41387
61000
64500
73500
54
VT-IFD
5298
DMCQ
41510
61000
64500
73500
55
VT-IFE
5313
EMQR
41836
61000
64500
73500
56
VT-IFF
5365
FMLQ
41800
61000
64500
73500
57
VT-IFG
5411
HPLR
41648
61000
64500
73500
58
VT-IFH
5437
AKDJ
42267
61000
64500
73500
59
VT-IFI
5460
AMJR
41626
61000
64500
73500
60
VT-IFJ
5473
AQFP
42257
61000
64500
73500
61
VT-IFK
5476
ARBD
41611
61000
64500
73500
62
VT-IFL
5507
BECR
42162
61000
64500
73500
63
VT-IFM
5537
CFBL
42469
61000
64500
73500
64
VT-IFN
5577
CGLM
42448
61000
64500
73500
65
VT-IFO
5641
DEAH
41815
61000
64500
73500
66
VT-IFP
5676
APER
41766
61000
64500
73500
67
VT-IFQ
5683
BFDS
41724
61000
64500
73500
68
VT-IFR
5712
BJKS
41842
61000
64500
73500
69
VT-IFS
5727
DLGH
41783
61000
64500
73500
70
VT-IFT
5744
BMCR
42025
62500
66000
77000
71
VT-IFU
5807
BPDF
41896
62500
66000
77000
72
VT-IFV
5829
BPEJ
41781
61000
64500
73500
B-ANX-9
Effective 27-May-13
51
FLT.OMB
ISSUE II-Rev 02
ANEXURES
ANX
B-ANX-10
Effective 27-May-13
Part - C
(Route & Aerodrome Instructions & Information)
And
EDTO Manual
Control Manual No:
InterGlobe Aviation Ltd

(IndiGo)
FLT.OMC
OPERATIONS MANUAL PART C
ISSUE II
GTOC
Chapter No
APP
DGCA Approval Page

LEP
ROR
RH
Revision Highlights
Introduction
Minimum Altitudes
AOM
Increase of AOM
Required Flight Profiles
Indian Weather Brief
Aerodrome Category
Entry Exit Requirements
UAE General Brief
TOC (Domestic)
GTOC
Details
Table of Contents (Domestic)
1.
Agartala
2.
Ahmedabad
3.
Bagdogra
4.
Bangalore
5.
Bhubaneswar
6.
Chandigarh
7.
Chennai
8.
Cochin
9.
Coimbatore
C-GTOC-1
Effective
09-Jul-14
FLT.OMC
ISSUE II
GTOC
Delhi
11.
Diburgarh
12.
Goa
13.
Guwahati
14.
Hyderabad
15.
Imphal
16.
Indore
17.
Jaipur
18.
Jammu
19.
Kolkata
20.
Lucknow
21.
Mumbai
22.
Nagpur
23.
Patna
24.
Pune
25.
Raipur
26.
Ranchi
27.
Srinagar
28.
Surat
29.
Trivandrum
30.
Vadodara
31.
Varanasi
32.
Visakhapatnam
C-GTOC-2
10.
Effective
09-Jul-14
FLT.OMC
ISSUE II
GTOC
INTERNATIONAL AERODROMES
TOC (International)
Table of Contents (International)
1.
Abu Dhabi
2.
Bangkok
3.
Doha
4.
Dubai
5.
Chittagong
6.
Jeddah
7.
Kathmandu
8.
Kuala Lumpur
9.
Male
10.
Muscat
11.
Paya Lebar
12.
Phuket
13.
Rayong
14.
Sharjah
15.
Singapore
C-GTOC-3
Effective
09-Jul-14
FLT.OMC
ISSUE II
GTOC
C-GTOC-4
Effective
09-Jul-14
FLT.OMC
ISSUE II
LEP / HC
Chapter Details
Revision
No
Page
No.
Date of
Issue
All
09-Jul-14
Global Table of Contents (GTOC)
All
09-Jul-14
All
09-Jul-14
Record of Revisions (ROR)
All
29-Apr-11
All
09-Jul-14
Chapter -1- Introduction
All
29-Apr-11
Chapter -2- Minimum Altitudes
All
29-Apr-11
Chapter -3- AOM
All
29-Apr-11
Chapter -4- Increase of AOM
All
29-Apr-11
Chapter -5- Required Flight Profiles
All
29-Apr-11
Chapter -6- Indian Weather Brief
All
29-Apr-11
Chapter -7- Aerodrome Category
All
09-Jul-14
Chapter -8- Entry Exit Requirements
All
29-Apr-11
Chapter-9-UAE General Brief
All
29-Apr-11
DOMESTIC AERODROMES
TOC (Domestic)
All
09-Jul-14
Agartala
All
29-Apr-11
Ahmedabad
All
29-Apr-11
Bagdogra
All
09-Jul-14
Bangalore
All
29-Apr-11
Bhubaneswar
All
29-Apr-11
C-LEP-1
Effective
09-Jul-14
DGCA Approval Page
FLT.OMC
ISSUE II
LEP / HC
Chapter
Page No.
Date of Issue
Chandigarh
All
04-Dec-12
Chennai
All
29-Apr-11
Cochin
All
29-Apr-11
Coimbatore
All
04-Dec-12
Delhi
All
29-Apr-11
Diburgarh
All
09-Jul-14
Goa
All
04-Dec-12
Guwahati
All
29-Apr-11
Hyderabad
All
04-Dec-12
Imphal
All
29-Apr-11
Indore
All
29-Apr-11
Jaipur
All
29-Apr-11
Jammu
All
09-Jul-14
Kolkata
All
29-Apr-11
Lucknow
All
29-Apr-11
Mumbai
All
09-Jul-14
Nagpur
All
29-Apr-11
Patna
All
09-Jul-14
Pune
All
29-Apr-11
Raipur
All
04-Dec-12
Ranchi
All
09-Jul-14
C-LEP-2
Effective
09-Jul-14
Revision No
FLT.OMC
ISSUE II
LEP / HC
Chapter
Page No.
Date of Issue
Srinagar
All
09-Jul-14
Surat
All
04-Dec-12
Trivandrum
All
29-Apr-11
Vadodara
All
29-Apr-11
Varanasi
All
09-Jul-14
Visakhapatnam
All
04-Dec-12
INTERNATIONAL AERODROMES
TOC (International)
All
09-Jul-14
Abu Dhabi
All
29-Apr-11
Bangkok
All
29-Apr-11
Chittagong
All
09-Jul-14
Doha
All
09-Jul-14
Dubai
All
29-Apr-11
Jeddah
All
29-Apr-11
Kathmandu
All
09-Jul-14
Kuala Lumpur
All
29-Apr-11
Male
All
29-Apr-11
Muscat
All
29-Apr-11
Paya Lebar
All
29-Apr-11
Phuket
All
29-Apr-11
Rayong
All
29-Apr-11
Sharjah
All
29-Apr-11
Singapore
All
29-Apr-11
C-LEP-3
Effective
09-Jul-14
Revision No
FLT.OMC
ISSUE II
LEP / HC
C-LEP-4
Effective
09-Jul-14
FLT.OMD
OPERATIONS MANUAL PART D
ISSUE II, Rev 00
ROR / HC
Rev. No.
ISSUE DATE
DATE FILED
D-ROR-1
INITIALS
Effective
27-Mar-12
REV. NO.
FLT.OMD
ISSUE II, Rev 00
ROR / HC
ISSUE DATE
DATE FILED
INITIALS
D-ROR-2
Effective
27-Mar-12
FLT.OMC
ISSUE II, Rev 04
REVISION HIGHLIGHTS
RH
As the Company has been growing steadily there has been a continuous update
on policies and procedures which were reviewed since the initial approval of the
Company Operations Manual in form of TRs/Notices. The TRs were accepted by
DGCA and have been incorporated in this revision.
or Editorial (E).
Para/Page
No.
Change Description
Reason of
Change
Chapter 07 AERODROME CATEGORY
Complete Chapter
BAGDOGRA
Complete Chapter
DIBRUGARH
Complete Chapter
C-RH-1
Effective 09-Jul-14
Some chapters have been completely revised/ re-issued to maintain chronological

order of the contents, in spite of a few changes therein.
FLT.OMC
ISSUE II, Rev 04
REVISION HIGHLIGHTS
RH
JAMMU
Complete Chapter
Complete Chapter
Complete Chapter
Complete Chapter
MUMBAI
PATNA
RANCHI
SRINAGAR
C-RH-2
Effective 09-Jul-14
Complete Chapter
FLT.OMC
ISSUE II, Rev 04
REVISION HIGHLIGHTS
RH
VARNASI
CHITTAGONG
Complete Chapter
Complete Chapter
DOHA
KATHMANDU
Complete Chapter
C-RH-3
Effective 09-Jul-14
Complete Chapter
FLT.OMC
ISSUE II, Rev 04
REVISION HIGHLIGHTS
RH
C-RH-4
Effective 09-Jul-14
FLT.OMC
ISSUE II, Rev 00
INTRODUCTION
CHAPTER 01
TABLE OF CONTENTS
ROUTE GUIDE ........................................................................................ 3
1.1
AIRWAY MANUAL .................................................................................. 3
1.2
INFORMATION ........................................................................................ 3
C-1-1
Effective 29-Apr-11
1.
FLT.OMC
ISSUE II, Rev 00
INTRODUCTION
CHAPTER 01
C-1-2
Effective 29-Apr-11
1.
FLT.OMC
ISSUE II, Rev 00
INTRODUCTION
CHAPTER 01
ROUTE GUIDE
1.1 AIRWAY MANUAL
Route Guide is produced by IndiGo Flight Operations Department. It contains

specific instructions and information pertaining to navigation, communication
and aerodromes within IndiGo area of operations. The objective of this
manual is to provide a document that strives to reduce the stress and improve
the harmony of flight planning and operations. It is designed to increase the
awareness of the area into which Flight Crew are flying.
The procedures and instructions contained in this manual are based on the
latest technical data and accumulated operational experience at the time of
publication. Nothing contained in this manual shall prevent the Commander
from utilizing his emergency authority in cases of emergency or during any
irregularity, and if the action is considered essential for the safety of the
aircraft and its occupants.
The content of this manual does not supersede or amend IndiGo aircraft type
documentation, Jeppesen or any other approved and current documentation.
Where information in this manual is at variance with any approved and current
technical documentation and/ or applicable national regulations, the latter
shall be regarded as the authoritative sources.
1.2 INFORMATION
It contains the following information for all airfields:
a) Name of airport, location and climatology
b) Runway characteristics;
c) Air Traffic Services and associated communications;
d) Navigation aids and lighting;
e) Weather reporting;
C-1-3
Effective 29-Apr-11
The Operations Manual, Part C, Route and Aerodrome Instructions and

Information comprises of all instructions and information needed for the areas
of operation of IndiGo. In order to provide the comprehensive information of
IndiGo Route Networks, the Operations Part C is divided into two volumes.
FLT.OMC
ISSUE II, Rev 00
INTRODUCTION
CHAPTER 01
f) Emergency services.
For applicable performance, refer
a) RTOW charts
b) FCOM-PER
c) QRH for in-flight performance
C-1-4
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
MINIMUM ALTITUDE
CHAPTER 02
TABLE OF CONTENTS
BAROMETRIC ALTIMETRY MINIMUM ALTITUDE FOR EACH

ROUTE TO BE FLOWN .......................................................................... 3
C-2-1
Effective 29-Apr-11
2.
FLT.OMC
ISSUE II, Rev 00
MINIMUM ALTITUDE
CHAPTER 02
C-2-2
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
MINIMUM ALTITUDE
CHAPTER 02
2. BAROMETRIC ALTIMETRY MINIMUM ALTITUDE FOR EACH ROUTE

TO BE FLOWN
This information is also given in the company flight plan covering that route
segment. (Also refer Chapter 6 of Operations Manual Part-A)
C-2-3
Effective 29-Apr-11
Pilots are to refer to the relevant Enroute Airway Chart for the route, route
segment which the minimum altitudes are depicted.
FLT.OMC
ISSUE II, Rev 00
MINIMUM ALTITUDE
CHAPTER 02
C-2-4
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
CHAPTER 03
TABLE OF CONTENTS
AERODROME OPERATING MINIMA FOR EACH AERODROME ......... 3
C-3-1
Effective 29-Apr-11
3.
FLT.OMC
ISSUE II, Rev 00
CHAPTER 03
C-3-2
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
CHAPTER 03
3. AERODROME OPERATING MINIMA FOR EACH AERODROME
(Refer On board Minima folder)
C-3-3
Effective 29-Apr-11
Approved minima for each of the aerodromes that are likely to be used as
aerodromes of intended landing or as alternate aerodromes are notified to
each pilot and will either be incorporated in the approach plate or issued
separately.
FLT.OMC
ISSUE II, Rev 00
CHAPTER 03
C-3-4
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
INCREASE OF AERODROME OPERATING

MINIMA
CHAPTER 04
TABLE OF CONTENTS
4.
C-4-1
Effective 29-Apr-11
INCREASE OF AERODROME OPERATING MINIMA (AOM) IN

CASE OF DEGRADATION OF APPROACH OR AERODROME
FACILITIES ............................................................................................. 3
FLT.OMC
ISSUE II, Rev 00

MINIMA
CHAPTER 04
C-4-2
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00

MINIMA
CHAPTER 04
4. INCREASE OF AERODROME OPERATING MINIMA (AOM) IN CASE OF

DEGRADATION OF APPROACH OR AERODROME FACILITIES
The Aerodrome Operating Minima (AOM), which dictates the minimum

visibility/RVR requirements varies with each ground navigational aid related IAL
procedure for each runway, depends on factors such as:
The height and distance of obstacles from beginning/ end of runway.
The related Obstacle Clearance Altitude (OCA) which ensures

adequate safe vertical margin over obstacles, as per regulations,
during approach by
following the prescribed Instrument Approach
Procedure
Whether there is any Approach Lighting System(ALS) installed and the

length and characteristics of the same
Navigational Aids used

accuracy
Category of airplane
Whether approach is precision or of non-precision category.
for Approach and their level of relative
The minimum visibility/ RVR requirements for each category of airplane will be
for DA (DH) and MDA (MDH) of specific IAL procedure for a runway, calculated
in accordance with the ICAO All Weather Operations Manual DOC 9365
AN910 and DGCA operations circulars on the subject. The approach
procedures are of two kinds i.e. Precision Approach and Non-Precision
Approach. With increasing DA (DH) values in the case of precision approaches
and MDA (MDH) values in the case of non-precision approaches, the visibility/
RVR requirements may increase.
C-4-3
Effective 29-Apr-11
In case of degradation of approach or aerodrome facilities the aerodrome

minima is revised upwards in accordance with the guidelines contained in
ICAO manual on All Weather Operations based on whether, the facilities
available are full, intermediate or basic. In this case revised aerodrome minima
are notified.
FLT.OMC
ISSUE II, Rev 00

MINIMA
CHAPTER 04
Depending upon the length of ALS (FALS, IALS, BALS etc), the AOM
requirement will change. This benefit is available for both precision as well
as non-precision approaches.
Similarly even in the case of Non-Precision Approaches, the AOM

requirements would depend on the position of obstacle,
ground
navigational aids, their accuracies, the OCA thereof and availability of ALS
and length of it. For example the relatively more accurate VOR/DME
approach, the visibility requirements are less than the only VOR or NDB
approaches.
(Refer Para 7.8.11, Chapter 7, Operations Manual Part A for Failed or
downgraded equipment.)
The DGCA CAR Section 8, Series C, on the subject all weather operations
is also relevant.
C-4-4
Effective 29-Apr-11
The precision approach is made when the particular runway has

appropriate ILS equipment or Precision Approach Radar. In precision
approach both the ground and airborne ILS equipment must be operational
and available. The Visibility requirements in precision approaches are less
than non-precision approaches. If the Glide Slope equipment is nonoperational, then the precision approach is considered as non-precision
approach for visibility requirements, which is higher.
FLT.OMC
ISSUE II, Rev 00
REQUIRED FLIGHT PROFILES
CHAPTER 05
TABLE OF CONTENTS
COMPLIANCE WITH ALL FLIGHT PROFILES REQUIRED BY
REGULATIONS ....................................................................................... 3
5.1
GENERAL ............................................................................................... 3
5.2
METHOD OF PRESENTATION .............................................................. 4
5.3
TAKE-OFF PERFORMANCE .................................................................. 4
5.4
5.5
5.6
5.3.1
Regulated Take-Off Weight (RTOW) ......................................... 4
5.3.2
Take Off Climb Performance and Limitations ............................ 4
5.3.3
Improved Climb Performance (ICP) ........................................... 4
5.3.4
Turn Procedures ........................................................................ 5
5.3.5
Normal Take-Off Obstacle Clearance ................................... 5
ENROUTE CLIMB LIMITATIONS ........................................................... 5

5.4.1
Enroute Obstacle Clearance ...................................................... 5
5.4.2
Minimum altitude overhead critical point and checkpoint ........... 6
LANDING PERFORMANCE .................................................................... 6

5.5.1
Landing Weight (Field Length Limit) .......................................... 7
5.5.2
Landing Weight (Climb Limit) ..................................................... 7
SUPPLEMENTARY PERFORMANCE INFORMATION .......................... 8

5.6.1
Tyre Speed Limitation ................................................................ 8
5.6.2
Brake Energy Limitations ........................................................... 8
5.6.3
Brake Cooling Schedule ............................................................ 8
5.6.4
Runway Braking Performance ................................................... 9
5.6.5
Non-Standard/Abnormal Landing Conditions ............................ 9
C-5-1
Effective 29-Apr-11
5.
FLT.OMC
ISSUE II, Rev 00
CHAPTER 05
C-5-2
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
CHAPTER 05
5. COMPLIANCE WITH
REGULATIONS
ALL
FLIGHT
PROFILES
REQUIRED
BY
i)
Aircraft weight (mass);
ii)
Operating procedures;
iii)
Pressure altitude;
iv)
Temperature;
v)
Wind;
vi)
Runway gradient;
vii)
Runway contaminant/braking action;
viii)
Obstacle data;
ix)
NOTAMs (including airport NOTAMs);
x)
MEL/CDL information;
xi)
Aircraft configuration (wing flap setting);
xii)
Anti-ice usage and, when applicable, ice accretion;
xiii)
Runway length used for aircraft alignment prior to take-off;
xiv)
Also fuel freeze considerations during extended operations.
5.1 GENERAL
The airplane performance is given in the FCOM - PER for all phases of flight
which is kept on board the airplane and also issued to each crew for
reference.
The Flight Crew and the Engineering personnel are to strictly observe the
procedures and follow the instructions laid down in the FCOMs during both
ground and air operations.
C-5-3
Effective 29-Apr-11
The Company shall provide data which will enable the flight crew to compute
aircraft performance for all phases of flight. Such guidance and data shall
ensure that the flight crew considers all relevant factors affecting aircraft
performance, to include:
5.2
FLT.OMC
ISSUE II, Rev 00
CHAPTER 05
METHOD OF PRESENTATION
5.3
TAKE-OFF PERFORMANCE
(Refer FCOM PER TOF)
5.3.1 Regulated Take-Off Weight (RTOW)

The regulated take-off weight tables (RTOW), which are based on the take-off
procedure-engine failure recognition at V1, give the allowable take-off weights
for a range of winds and temperatures. The tabulated weights given in the
RTOW Charts are the lowest of the weights determined by:
Field length (Stopway and Clearway taken into account);
Second segment climb;
Obstacle clearance;
Brake energy; and
Tyre speed
NOTE: All Take-offs will normally be bleeds off take-offs with APU off. Line-up
correction is taken into account in the RTOW Calculation
All airfields with runway length up to 6000 ft (for Airbus A320) are considered short
airfields. For airplane specific take off performance the pilot must refer to the FCOM.
5.3.2 Take Off Climb Performance and Limitations

All take offs should be planned on the basis of existing conditions and
intended take off technique meeting the performance requirement (climb
gradient etc.) given in RTOW charts (airplane type/station/runway in use) and
FCOMs.
5.3.3 Improved Climb Performance (ICP)
On runways where the field length limited weight is higher than the climb limit,
it is allowable to increase the V2 speed in order to improve climb
performance. The improvement in climb performance permits an increase in
the permitted regulated take-off weight.
C-5-4
Effective 29-Apr-11
Information on airplane performance is presented in tabulated and graphical

formats along with instructions on use of graph/tabulations in the respective
FCOM. The specific runway data including various airplane speeds for each
runway is given in RTOW Charts.
FLT.OMC
ISSUE II, Rev 00
CHAPTER 05
5.3.4 Turn Procedures

Turn procedures are used to avoid restrictions on take-off weight due to:
Limiting obstacles in the one-engine-inoperative take-off flight path.

Limiting obstacles in the all-engines-operating take-off flight path.
On a normal take-off (all-engines operating) where there are obstacles in the

take-off flight path, the take-off procedure must be such that obstacle
clearance is assured. Consequently, the initial climb-out speed should ensure
adequate climb gradient until obstacles in the take-off flight path have been
cleared.
The initial climb-out speed should be held to V2 + l5kt. Once obstacle
clearance is assured, accelerate and retract the flaps as per schedule.
NOTE 1.
The minimum level-off height for acceleration to climb speed is 400 ft or the
minimum flap retraction height as specified, whichever is greater.
2.
A compulsory turn procedure becomes an emergency turn procedure in the

event of an engine failure on take-off. In that event, the procedure specified
for engine failure on take-off must be adhered to.
For specific information on take-off limitations the pilot must refer to the performance
section of A320 FCOM
5.4
ENROUTE CLIMB LIMITATIONS
5.4.1 Enroute Obstacle Clearance

The drift-down procedures require the airplane to cross mountainous terrain at
a true altitude which is high enough to permit, in case of an engine failure, a
descent to the drift down altitude observing a terrain clearance of 2000 ft. The
drift-down flight paths are calculated for various gross weights (GWs) and
cover adverse temperatures and winds anticipated in operation. For legs
where the critical point lies within the distance of the normal climb, take-off
weights (TOWs) are also given. For interpolation, TOWs may be higher than
the maximum take-off weight. The calculations are based on head winds for
both directions that a drift-down flight path might take. The drift-down path is
also in each point based on a gradient that is worse (by 1.1 percent) than the
one actually available. Additional distance is gained by slowing down to the
drift-down speed horizontally, before starting the descent. For each routing
C-5-5
Effective 29-Apr-11
5.3.5 Normal Take-Off Obstacle Clearance
FLT.OMC
ISSUE II, Rev 00
CHAPTER 05
considered, a point is established beyond which, in case of engine failure, the

airplane will drift down on its course, but will turn back if the failure occurs
before that point. To cover navigational errors, a margin of +10 NM has been
allowed for locating the critical point.
The flight crew may determine and/or compute en route aircraft engine out
performance especially to obtain
i. Service ceiling;
ii. Drift down altitudes, as well as terrain clearance along the route to the
destination airport or to an en route alternate airport.
(Refer FCOM-PER-OEI and QRH - FPE-OEI)
Where ever obstacle clearance is not likely to be maintained in case of an
engine failure special procedures are to be planned and depicted.
5.4.2 Minimum altitude overhead critical point and checkpoint
The minimum altitude over the critical point (true altitude) has to be corrected
for non-standard temperature and QNH before selecting the cruise flight level.
It is also necessary that a given checkpoint at the entrance to the critical leg
be over flown at a minimum altitude. These altitudes make certain that:
The airplane reaches the minimum altitude over the critical point at
least 10 NM before the point.
There is no violation of the minimum terrain clearance in case of engine

failure in climb.
The MOCA according to the routing is not higher.

Minimum altitudes over both the critical point and the checkpoint have to be
increased when engine and air foil ice protection is in use.
The information for en-route climb limitations can be obtained from the FCOM.
5.5
LANDING PERFORMANCE
The factors to be considered in determining whether a runway at destination &

alternate aerodromes is suitable for landing are governed by
Landing distance available (LDA);
Approach/landing climb gradient requirement
Obstacles (both on the approach and in the missed approach);

C-5-6
Effective 29-Apr-11
Engine out procedures
FLT.OMC
ISSUE II, Rev 00
CHAPTER 05
Ambient conditions (head wind/tail wind, temperature, pressure

altitude);
Airplane mass (structural limits);
Different flap settings available for landing; and
Runway surface condition (wet, dry, contaminated with snow/slush/ice,

braking action, coefficient of friction).
5.5.1 Landing Weight (Field Length Limit)

The RLD is the regulatory reference to be used for dispatch landing
performance computation. The RLD is the factored certified landing distance
based on:
Maximum manual braking initiated immediately after main gear
touchdown
Prompt selection of max reverse thrust, maintained to 70kt, and idle
thrust to full stop (when credit is used)
Antiskid and all spoilers operative
The regulatory dispatch factor.
The pilot must check before departure that the available runway length at
destination is at least equal to the required landing distance for the forecasted
landing weight. In case of aircraft system failure affecting landing distance
known before the dispatch, the available runway length must be at least equal
to the required landing distance with failure, i.e. the required landing distance
without failure multiplied by the coefficient given in the Flight Manual or the
MMEL.
(Refer FCOM PER LDG GEN)
5.5.2 Landing Weight (Climb Limit)
The airplane must meet the specified climb gradient requirements in the
approach and landing configurations.
The landing weight (climb limit) is the weight applicable to the more limiting of
the two requirements.
For approach climb and landing climb limitations the pilot must refer to the
performance section of FCOM - PER GOA.
C-5-7
Effective 29-Apr-11
5.6
FLT.OMC
ISSUE II, Rev 00
CHAPTER 05
SUPPLEMENTARY PERFORMANCE INFORMATION
5.6.1 Tyre Speed Limitation
Data is provided in the Flight Manual on which the maximum tyre speed is
clearly annotated. The data to be considered are aerodrome pressure altitude,
air temperature and wind speed to enable the maximum TOW to be
calculated. If this weight is lower than what is dictated by any of other
considerations, it becomes the limiting TOW. It follows then that the most
adverse conditions for the tyre speed limitations are a high elevation
aerodrome, a high surface temperature and a tailwind.
5.6.2 Brake Energy Limitations
The ability of the braking system to stop the airplane decreases with increase
in altitude, and/or temperature, and/or weight, and with a tailwind and/or
downhill slope, so the design limitation is reached sooner. This limitation is
normally related to the airplane speed and is referred to as Vmbe. Decision
speed, V1 must never exceed Vmbe. If it does, the all up weight must be
reduced until V1 = Vmbe.
Vmbe is a design limitation on the take off run itself; but if the airplane has had
a period of prolonged taxiing and insufficient time for the brakes to cool before
commencing the takeoff run, the brake temperatures will already be fairly
high. This will reduce their energy absorption capacity, and is a factor, which
cannot be accurately scheduled.
5.6.3 Brake Cooling Schedule
Due to obvious reasons the pilots are required to ensure that the brake
temperature is within the stipulated brake temperatures before takeoff. This is
to ensure that during rejected takeoff the tyres do not burst in critical phase of
takeoff. After takeoff the brake temperatures tend to increase because of
friction during takeoff roll. The pilots are advised by the manufacturers to keep
C-5-8
Effective 29-Apr-11
With the increased weights and speeds of modern transport airplane, tyre
temperatures can become very high. Most tyres are fitted with fusible plugs
which give protection against overpressure due to high wheel temperatures
caused by excessive braking. Every type of tyre has a maximum speed
specified in the Flight Manual to ensure that at maximum TOW the
temperature generated remains within safe limits. Thus VLOF converted to a
groundspeed is the critical speed.
FLT.OMC
ISSUE II, Rev 00
CHAPTER 05
5.6.4 Runway Braking Performance

The takeoff and landing distances in the flight manual are based on hard,
smooth and dry runway surface. If the runway is wet or contaminated
(standing water, snow, slush, ice), the friction coefficient between the runway
and the tyre will be changed as well as the rolling friction coefficient of the tyre
there by affecting braking performance.
The technical term for the deterioration of the friction coefficient on a wet or
slush contaminated runway is called hydroplaning. The following distinctions
are:
Viscous hydroplaning
Dynamic hydroplaning
Reverted rubber hydroplaning
5.6.5 Non-Standard/Abnormal Landing Conditions

The emergency procedures have been established for application in the event
of a serious failure. They are applied following the read and do principle,
except for the memory items.
The procedures are presented in the basic checklist format in the QRH with
an adjacent expanded part which provides indications of the particular failure,
explanation for the actions, where the reason is not self evident and any
correction to the landing speeds, landing distance and configuration is
required.
C-5-9
Effective 29-Apr-11
the landing gear down for additional time to ensure proper brake cooling.
Another reason for the delaying the gear retraction due to high brake
temperatures is to safe guard the hydraulic fluid tank in the wheel well. Brake
fans when installed must be used whenever the brake temperature on any
wheel is capped. Refer relevant FCOM/ FCTM.
FLT.OMC
ISSUE II, Rev 00
CHAPTER 05
C-5-10
Effective 29-Apr-11
FLT.OMC
ISSUE II Rev 00
INDIAN WEATHER BRIEF
CHAPTER 06
TABLE OF CONTENTS
INDIAN WEATHER BRIEF .................................................................... 2

6.1
Northern Mountains ................................................................ 2
6.2
Rajasthan Desert..................................................................... 3
6.3
Deccan Plateau ....................................................................... 3
6.4
West Coast ............................................................................ 3
6.5
Southern Coastlands ............................................................... 4
6.6
Assam ................................................................................... 4
TOC-6-1
Effective 29-Apr-11
6.
FLT.OMC
ISSUE II Rev 00
CHAPTER 06
C-6-1
Effective
29-Apr-11
FLT.OMC
ISSUE II Rev 00
CHAPTER 06
6. INDIAN WEATHER BRIEF
The wide variety of terrain leads to a wide variety of climatic conditions. These
range from permanent snowfields to tropical coastlands; from areas of virtual
desert in the north-west to fertile, intensively cultivated rice fields in the northeast.
The Indian climate is dominated by the great wind system called the Asiatic
monsoon which is totally unlike any other country's prevailing wind system.
The monsoon reverses direction at certain times of the year. From June to
October India is influenced by the moist rain-bearing monsoon from the southwest and on some mountain ranges facing the sea, rainfall can be very heavy
indeed. The coolest, driest period over most of India is from December to
February when light northerlies bring clear skies and virtually dry weather.
From March to May the climate becomes very hot and the drought continues.
Usually, the monsoon reaches the south during late May or early June,
reaching the north about six weeks later. In some years the rains are
torrential, but in other years they will only be light. The monsoon is then
reckoned to have failed, leading to disastrous crop-growth problems.
India can be divided into seven climatic regions: the northern mountains, the
northern plains, the Rajasthan Desert, the Deccan plateau, the west coast, the
south-east coastlands and Assam in the extreme north-east.
6.1
Northern Mountains
The northern mountains region includes the Himalayas and their foothills.
Some rain can occur all year round and in winter light snow is brought by
disturbances from the west. The main rainy season is from July to October
(during the south-west monsoon). Winters are pleasant and cool at lower
levels, but it can get hot before the monsoon burst. At intermediate levels
(1,800-2,500 meters) the summer climate is very pleasant and cool, and hill
stations such as Dalhousie are popular refuges from the heat of the plains.
C-6-1
Effective
29-Apr-11
India is a large country - about a third of the size of the USA, and includes
vast plains like the Ganges valley and also the world's highest mountains - the
Himalayas.
FLT.OMC
ISSUE II Rev 00
CHAPTER 06
6.2
Rajasthan Desert
The Rajasthan Desert has annual average rainfall figures as low as 250 mm
(10") in places. This area is one of the world's hottest places from May to July,
and the arrival of the monsoon makes little difference to the temperatures.
Indeed July to September are unpleasantly hot and humid. Average maximum
temperatures typically reach 46 C (114 F) in June, and a sweltering 53 C
(127 F) has been recorded. The 'cool' season is from November to March
and is warm, sunny and dry.
6.3
Deccan Plateau
The Deccan peninsula is a low plateau with a different climate from the
coastlands. The three main seasonal divisions apply equally well here, but
rainfall is generally moderate or low. During the hot season, temperatures can
approach those of the northern plains (Average maximum temperature of 40
C/112 F in May at Hyderabad).
6.4
West Coast
The west coast consists of a narrow coastal plain backed by a steep mountain
barrier (the Western Ghats). Rainfall is abundant and heavy during the
monsoon season, and the heat can be very oppressive because of the
C-6-1
Effective
29-Apr-11
Extending from the Punjab to the Ganges delta, the Northern Plains are a lowlying region, and are hot and generally dry from March to June. Occasional
thunderstorms do occur at this season, especially in the east. When the
monsoon arrives in July, temperatures drop slightly in the cloudier weather but
the high humidity makes this season almost as unpleasant as the preceding
hot season - particularly at night. Average rainfall decreases from east to
west, and north-west of Delhi conditions are virtually desert. From December
to February the weather is generally sunny and dry. Nights and early
mornings can feel quite chilly but the days are warm and pleasant. Some light
rain may occur in the west and no part of the region is completely dry at this
time. The contrast between east and west is typified by looking at rainfall data
for July: 325 mm (12.8") at Calcutta, but 180 mm (7.1") at Delhi.
FLT.OMC
ISSUE II Rev 00
CHAPTER 06
humidity. Some hill stations in the Western Ghats have a pleasant climate
during the hot season, but are very wet and cloudy.
6.5
Southern Coastlands
6.6
Assam
Assam (in the extreme north-east) is almost detached from the rest of India by
Bangladesh. It is a region of plains and mountains and has a similar climate to
that of the northern plains and Himalayas, depending on altitude. Significant
rainfall can occur from March to May, but the main rainy season (June to
October) is very wet indeed. Cherrapunji (altitude 4,300 feet/1,300 m) has the
distinction of being one of the three wettest places in the world, with an annual
average rainfall of 10,800 mm (425 ").
C-6-1
Effective
29-Apr-11
In the southern coastlands, the main rains occur in October to December, and
are often associated with cyclones or tropical storms developing in the Bay of
Bengal. Because of the lack of cloud, the period of the south-west monsoon
from June to September can be very unpleasant since temperature and
humidity are very high.
FLT.OMC
ISSUE II Rev 00
CHAPTER 06
C-6-1
Effective
29-Apr-11
FLT.OMC
ISSUE II Rev 04
AERODROME CATEGORY
CHAPTER 07
TABLE OF CONTENT
AERODROME CATEGORY ................................................................... 2
7.1
Operations into a new Airfield .............................................. 2
7.2
Criteria for Categorization of aerodromes ............................ 2
7.3
Category A Aerodrome ...................................................... 3
7.4
Category B Aerodrome ...................................................... 4
7.5
Category C Aerodrome ....................................................... 5
7.6
Emergency Airports ............................................................. 5
TOC-7-1
Effective 09-Jul-14
7.
FLT.OMC
ISSUE II Rev 04
AERODROME CATEGORY
CHAPTER 07
C-7-1
Effective 09-Jul-14
FLT.OMC
ISSUE II Rev 04
AERODROME CATEGORY
CHAPTER 07
7.
AERODROME CATEGORY
7.1
Operations into a new Airfield
I.
Obstacle clearance for all phases of flight (MSA)
II.
Runway Characteristics
III.
Navigation aids and lighting facilities available for safe operations.
IV.
Weather considerations
V.
Emergency services available
VI.
Fuel burn calculations
VII.
ETOPS requirements
VIII.
Air traffic services
IX.
EOSID and Missed Approach Procedures (critical engine inoperative

operations).
X.
Depressurization over critical areas.
XI.
Airport Classification
The above mentioned criterias are not exhaustive, based on requirements

other necessary checks may be carried out.
7.2
Criteria for Categorization of aerodromes

I.
Category A: An aerodrome which satisfies all of the following

requirements:
An approved instrument approach procedure;
At least one runway with no performance limited procedure for takeoff and/or landing;
Published circling minima not higher than 1000 feet above
aerodrome level; and
Night operations capability
C-7-2
Effective 09-Jul-14
Before commencement of operations from a new airfield and/ or route,

suitability/safety/technical assessment for safe operations shall be carried out
by Operations Engineering persons. Following shall be taken into account:
II.
FLT.OMC
ISSUE II Rev 04
AERODROME CATEGORY
CHAPTER 07
Prior to operating to a Category B aerodrome, the commander should be

briefed, or self-briefed by means of programmed instruction, on the Category
B aerodrome(s) concerned and should certify that he has carried out these
instructions.
III.
Category C: An aerodrome, which requires additional considerations

to a Category B aerodrome.
.
7.3
Category A Aerodrome
Abu Dhabi International (Abu Dhabi, UAE) (OMAA)

Ahmedabad (VAAH)
Agartala (VEAT)
Amritsar (VIAR)
Aurangabad (VAAU)
Bangalore (VOBL)
Bangkok International (Thailand) (VTBS)
Bhubaneshwar (VEBS)
Calicut (VOCL)
Chandigarh (VICG)
Chennai (VOMM)
Chiang Mai International (Thailand) (VTCC)
Cochin (VOCI)
Coimbatore (VOCB)
Delhi (VIDP)
Dubai International (Dubai, UAE) (OMDB)
Goa (VOGO)
Hyderabad (VOHS)
Indore (VAID)
C-7-3
Effective 09-Jul-14
Category B: An aerodrome which does not satisfy the Category A

requirements or which requires extra considerations such as:
(a) Non-standard approach aids and/or approach patterns; or
(b) Unusual local weather conditions; or
(c) Unusual characteristics or performance limitations; or
(d) Any other relevant considerations including obstructions, physical
layout, lighting etc.
7.4
FLT.OMC
ISSUE II Rev 04
AERODROME CATEGORY
CHAPTER 07
Jaipur (VIJP)
Karachi International (Pakistan) (OPKC)
King Abdul Aziz International (Jeddah, Saudi Arabia) (OJEN)
King Khaled International (Riyadh, Saudi Arabia) (OERK)
Khajuraho (VAKJ)
Kolkata (VECC)
Kuala Lumpur International (Malaysia) (WMKK)
Lucknow (VILK)
Luxor International (Egypt) (HELX)
Male International (Maldives) (VRMM)
Mumbai (VABB)
Nagpur (VANP)
Penang (Malaysia) (WMKP)
Phuket (Thailand) (VTSP)
Prince Mohammad Bin Abdulaziz (Madina, Saudi Arabia) (OEMA)
Pune (VAPO)
Ranchi (VERC)
Singapore (WSSS)
Sharjah International (Sharjah) (OMSJ)
Tiruchirapalli (VOTR)
Thiruvananthapuram (VOTV)
Utapao International (Thailand) (VTBU)
Vadodara (VABO)
Varanasi (VIBN)
Visakhapatnam (VOVZ)
Category B Aerodrome
Agra (VIAG)
Allahabad (VAAH)
Bagdogra (VEBD)
Belgaum (VOBM)
Bhavnagar (VABV)
Bhopal (VABP)
Bhuj (VABJ)
Carnicobar (VOCX)
C-7-4
Effective 09-Jul-14
7.5
ISSUE II Rev 04
AERODROME CATEGORY
CHAPTER 07
Chabua (VECA)
Dibrugarh (VEMN)
Guwahati (VEGT)
Imphal (VEIM)
Jamnagar (VAJM)
Jammu (VIJU)
Jodhpur (VIJO)
Jorhat (VEJT)
Kanpur (VICX)
Kathmandu (VNKT)
Madurai (VOMD)
Patna (VEPT)
Raipur (VARP)
Rajkot (VARK)
Silchar (VEKU)
Srinagar (VISR)
Tezpur (VETZ)
Udaipur (VAUD)
Category C Aerodrome
7.6
FLT.OMC
Leh (VILH)
Mangalore (VOML)
Port Blair (VOPB)
Seeb International (Muscat) (OOMS)
Emergency Airports
The above mentioned airports may also be used as emergency airports.
C-7-5
Effective 09-Jul-14
FLT.OMC
ISSUE II Rev 00
ENTRY EXIT REQUIREMENTS
CHAPTER 08
TABLE OF CONTENTS
ABU DHABI ............................................................................................... 1
8.1.1
8.1.2
8.1.3
8.1.4
8.2
BANGKOK ................................................................................................. 3
8.2.1
8.2.2
8.2.3
8.2.4
8.2.5
8.3
CUSTOM AND IMMIGRATION REQUIREMENTS ............................... 7

DANGEROUS GOODS ................................................................................... 7
PUBLIC HEALTH REQUIREMENTS ......................................................... 8
JOHOR BAHRU .......................................................................................... 8

8.5.1
8.5.2
8.5.3
8.5.4
8.6

PROHIBITED GOODS .................................................................................... 6
ADDITIONAL INFORMATION ................................................................... 7
JEDDAH ..................................................................................................... 7
8.4.1
8.4.2
8.4.3
8.5

AIRCRAFT NOISE STANDARDS ............................................................... 4
DUBAI ........................................................................................................ 6
8.3.1
8.3.2
8.3.3
8.3.4
8.4


PROHIBITED GOODS .................................................................................. 11
PUBLIC HEALTH REQUIREMENTS ....................................................... 12
ADDITIONAL INFORMATION ................................................................. 14
KATHMANDU.......................................................................................... 14
8.6.1
8.6.2
8.6.3
CUSTOM AND IMMIGRATION REQUIREMENTS ............................. 14

TOC-1
Effective
29-Apr-11
8.1
8.6.4
8.7
CHAPTER 08


CUSTOM AND IMMIGRATION REQUIREMENTS ....................... 26

PROHIBITED GOODS ............................................................................ 27
PUBLIC HEALTH REQUIREMENTS ................................................. 27
ADDITIONAL INFORMATION ........................................................... 28

SHARJAH ................................................................................................. 30
8.12.1
8.12.2
8.12.3
8.12.4

TOC-2
Effective
29-Apr-11

PHUKET ................................................................................................... 28
8.11.1
8.11.2
8.11.3
8.11.4
8.12
PAYA LEBAR ........................................................................................... 26

8.10.1
8.10.2
8.10.3
8.10.4
8.11
ISSUE II Rev 00
MUSCAT .................................................................................................. 23
8.9.1
8.9.2
8.9.3
8.9.4
8.10
MALE ....................................................................................................... 22
8.8.1
8.8.2
8.8.3
8.8.4
8.9
FLT.OMC
KUALA LAMPUR ..................................................................................... 16

8.7.1
8.7.2
8.7.3
8.7.4
8.8
8.13
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
SINGAPORE ............................................................................................. 31
TOC-3
Effective
29-Apr-11
8.13.1
8.13.2
8.13.3
8.13.4
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
TOC-4
Effective
29-Apr-11
8.1
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
ABU DHABI
8.1.1 Custom and Immigration Requirements
C-8-1
Effective 29-Apr-11
Arriving Passengers:
Baggage or articles belonging to disembarking passengers and
crew should be immediately released except for items selected by
the customs authorities for inspection.
Persons of most nationalities who hold a valid passport and onward
ticket with confirmed reservations for the continuation of their
journey may be issued, on arrival in Abu Dhabi, with a transit visa
valid for a period of 72 hours only. Such visas will not be extended
or converted into visitors visas. Persons wishing to enter Abu Dhabi
for longer than 72 hours must obtain an entry permit. The entry
permit must be obtained from the Department of Nationality,
Passports and Residence, Abu Dhabi, on the visitors behalf by a
person legally resident in the area. Holders of such entry permits
will be entitled to receive visas on arrival in Abu Dhabi.
Transit Passenger:
Inspection of baggage belonging to transit passengers is required.
No documents or visas are required of passengers arriving and
departing on the same through flight or transferring to another flight
at the same airport, provided they do not leave the airport precincts
Departing passengers
Inspection of baggage belonging to embarking passengers is not
required.
On departure all passengers must complete an embarkation card
and are required to produce their passports for inspection.
Crew:
A flight crew member whose name appears on the crew list and
who retains his license in his possession when embarking and
disembarking and remains at the airport where the aircraft has
stopped or within the confines of city adjacent there to and who
departs on the same aircraft or his companies next regularly
scheduled flights out of Abu Dhabi is not required to present any
additional document.
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
8.1.2 Prohibited Goods
No Routine Requirements
8.1.3 Public Health Requirements
Cholera. A Cholera vaccination certificate is required when arriving

from infected local areas as defined by WHO.
Yellow Fever. A Yellow Fever vaccination certificate is required
when arriving from infected local areas as defined by WHO.
8.1.4 Additional Information

It is necessary that the under mentioned aircraft documents be submitted by
airline operators for clearance on entry and departure of their aircraft to and
from Abu Dhabi. One copy of the General Declaration must be signed by the
Pilot-in-command, or an authorized agent. All documents listed below must
follow the ICAO standard format as set forth in the relevant appendices to
Annex 9, to be furnished in English, and completed in legible handwriting. No
visas are required in connection with such documents.
Aircraft documents required are as follows:Required By
General
Declaration
Passenger
Manifest
Cargo Manifest
Immigration
NIL
NIL
NIL
NIL
NIL
NIL
NIL
NIL
Health
Customs
Total
C-8-2
Effective 29-Apr-11
8.2
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
BANGKOK

Carriage of dangerous goods is forbidden for transportation by air. Forbidden
dangerous goods and other regulated items include, but are not necessarily
limited to, the following:
Explosives, unless required on board the aircraft for its operation or

for signaling,
Weapons and munitions of war,
Infectious substances and/or infected live animals,
Any article, the transportation of which is forbidden under Table 3-1

of ICAO Doc 9284 Technical Instructions for Safe Transport of
Dangerous goods, Part 3, Chapter 2 or otherwise prohibited by the
competent authority.
Public health measures are required to be carried out in respect of

aircraft entering the Kingdom of Thailand in accordance with
Infections Disease Act., Thailand and International Health
Regulations (WHO).
Aircraft arriving from infected area may land at an international
airport provided the aircraft has been disinsected while in flight
approximately thirty minutes before arrival at the airport. The
insecticide to be used is authorized aerosol (standard reference
aerosol). If, in special circumstances a second spraying of the
aircraft is deemed necessary by the Health Authority to be carried
out on the ground, passengers and crew are permitted to disembark
beforehand.
C-8-3
Effective 29-Apr-11
A flight crew member and a crew member who are on duty and retain their
valid licenses or their certificates in their possession may enter into Thailand
for a period of up to 30 days without a passport or visa.
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
8.2.4 Aircraft Noise Standards
Limitation of gel, aerosol and liquid

Thailand will implement the new security measures on the carriage
of liquids, gels, aerosols and the like in hand baggage on board
scheduled, non-scheduled and private flights both domestic and
international from Thailand as of 1 June 2007 are as follows: All liquids, gels, aerosols and the like must be carried in
containers with a capacity not greater than 100 millilitres each
(or equivalent in other volumetric measurements). Liquids etc.
carried in containers with a capacity of more than 100 millilitres
will not be accepted, even if the container is only partially filled.
Containers must be placed in a transparent re-sealable plastic
bag with a maximum capacity not exceeding 1 litre. The
containers must fit comfortably within the transparent plastic
bag, which must be completely closed.
The transparent plastic bag is to be presented for screening at
the security screening point by separating it from other hand
baggage such as coats and laptop computers.
C-8-4
Effective 29-Apr-11
In order to minimize and prevent disturbance from aircraft noise, the

Department of Civil Aviation, with the approval of Ministry of Transport,
prescribes the requirement for implementation of aircraft noise standards
which is effective since 1 December 2006 as follows:
No aeroplane shall be operated at Bangkok International Airport

(DMK), Suvarnabhumi International Airport (BKK), and Chiang Mai
International Airport (CNX) unless it complies with the noise
standards of International Civil Aviation Annex 16 Volume 1 Chapter
3 or equivalent standards as applicable regardless of the date for
which the application for certificate of airworthiness for the prototype
was accepted, or another equivalent prescribed procedure was
carried out by the certifying authority as stated thereof.
The documents attesting noise certification shall be approved by

State of Registry and shall be carried on board the aeroplane.
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
All liquids, gels, aerosols and the like bought from the duty-free
shops at the airport or on board aircraft are exempted from the
requirements stated in items 1, 2 and 3 but they must be
packed in a transparent sealed plastic bag without reopening
sign after buying. Also, the receipt shall be clearly displayed
and the date of purchase shall coincide with the day of travel of
normal, transit or transfer passengers. For the passengers
benefit before shopping in duty-free shops at the airports,
please check the information with the shops or the airlines for
the regulations on the carriage of liquids, gels, aerosols and the
like which are practised at the airport of your destination, transit
and transfer.
The documents required for clearance of aircraft on entry and
departure to and from the Kingdom of Thailand must be submitted
by authorized agent or pilot-in-command. All documents are
acceptable when completed in legible English. No visas are
required in connection with such documents.
Aircraft Documents Required are as follows:
Arrival
Required By
Airport Authority
Customs
Immigration
Health
Plant Quarantine
Total
General
Declaration
1
1
2
1
NIL
5
C-8-5
Passenger
Manifest
1
1
3
1
NIL
6
Cargo Manifest
1
2
NIL
NIL
1
4
Effective 29-Apr-11
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
Departure
Required By
Passenger
Manifest
Cargo
Manifest
Store
List
NIL
1
2
NIL
4
1
3
NIL
5
2
NIL
NIL
4
1
NIL
NIL
1
Airport
Authority
Customs
Immigration
Health
Total
8.3
DUBAI
Persons of most nationalities who hold a valid passport and onward

ticket with confirmed reservations for the continuation of their
journey may be issued, on arrival in Dubai, with a visitor visa valid
for a period of 7 days only. This visa must be sponsored by a
person legally resident in Dubai who may obtain the visa on the
visitors behalf, on presentation of his passport to the airport
immigration authorities. Such visas will not be extended or
converted. Persons wishing to enter Dubai for longer than 7 days
must either hold a valid visa issued by a United Arab Emirates
Embassy overseas or an entry permit obtained on their behalf, by a
person legally resident in Dubai from Central Immigration
Department, Dubai. Holders of such entry permits will be entitled to
receive visas on arrival in Dubai.

Carriage of dangerous goods is forbidden for transportation by air. Forbidden
dangerous goods and other regulated items include, but are not necessarily
limited to, the following:
Explosives, unless required on board the aircraft for its operation or

for signaling,
Weapons and munitions of war,
Infectious substances and/or infected live animals,

C-8-6
Effective 29-Apr-11
General
Declaration
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
Any article, the transportation of which is forbidden under Table 3-1

of ICAO Doc 9284 Technical Instructions for Safe Transport of
Dangerous goods, Part 3, Chapter 2 or otherwise prohibited by the
No Routine Requirements

It is necessary that the under mentioned aircraft documents be submitted by
airline operators for clearance on entry and departure of their aircraft to and
from Dubai. One copy of the general declaration must be signed by the Pilotin-command, or an authorized agent. All documents listed below must follow
the ICAO standard format as set forth in the relevant appendices to Annex 9,
to be furnished in English and completed in legible handwriting. No visas are
required in connection with such documents.
Aircraft Documents Required are as follows:Required By

Immigration
Health
Customs
Total
8.4
General
Declaration
1
NIL
2
3
Passenger
Manifest
1
NIL
1
2
Cargo Manifest
1
NIL
1
2
JEDDAH
Flight crew members on scheduled services must be in possession

of a valid passport for transit purposes; a crew member license or
certificate is not acceptable in lieu.
8.4.2 Dangerous Goods

The Kingdom regulations concerning safe transport of dangerous goods by air
require the compliance with the following:
C-8-7
Effective 29-Apr-11
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
The transportation of all classes of dangerous goods to all Saudi

airports must be in accordance to the instructions of the ICAO
Technical Instructions for Safe Transport of Dangerous Goods by
Air
Prior approval is required for the carriage of munitions of war, all
classes of explosive and radioactive other than for medical
purposes, to any destination in Saudi Arabia
Prior approval is required for the carriage of dangerous articles and
substances, that are not identified and/or specified in the dangerous
goods list in ICAO document 9284 to all Saudi airports
The shipper of any dangerous goods by air shall provide a written
undertaking to re-ship the consignment, at the shipper's costs and
risk, if the shipment is not cleared and received by the consignee
within fifteen working days from the arrival of the consignment.
The air carrier and shipper must comply with the allowed quantity to
be carried as (Dangerous goods) consignment. Violator will be
subject to sanction.
8.5

aircraft entering Saudi Arabia.
The Government reserves the right to dis-insect every aircraft
coming from an area of yellow fever infection.
JOHOR BAHRU
Customs formalities are conducted in conformity with standard

international procedures and, as far as possible, in accordance with
the standard and recommended practices laid down by the World
Customs Organization.
Visitors entering Malaysia through the various entry points are
required to declare all dutiable or prohibited goods in their
possession. They are also required to open, unpack, and repack
their luggage to facilitate customs inspection. This ruling applies to
visitors arriving in Malaysia at first points of entry only. There are no
C-8-8
Effective 29-Apr-11
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
customs duties for travel between Peninsular Malaysia and Sabah

and Sarawak. The islands of Labuan in Sabah and Pulau Langkawi
in Kedah are excluded from any customs duties because of their
duty free status. No customs duties are payable on any goods
imported into Labuan or Pulau Langkawi except rubber, marble,
anchovies and petroleum products.
Malaysian customs regulations provide stiff penalties for those who
are found guilty of making false declarations or for concealing any
dutiable or prohibited goods.
At certain airports where the Green Channel System is being
practised, visitors who are not in possession of any dutiable or
prohibited goods except those allowed under the duty free
allowances may go through the Green Channel. Visitors who are in
possession of any prohibited or dutiable goods in excess of the duty
free allowances to which they are entitled are advised to go through
the normal channel and make their declaration to the Customs
Officer on duty.
Visitors must pay customs duties on all dutiable goods at the rate of
30% ad valorem that the goods are imported on or with the person
entering Malaysia or in the baggage of such person intended for
non-commercial use.
In case of alcoholic beverages, tyres and tubes, spirit, tobacco and
cigarettes and motor vehicles, the rate of duty will be the prevailing
rate at the time of importation.
The following are some goods which are dutiable in import:
Talcum powder and face powder.
Products for the care of hair (e.g. hair cream, shampoo, hair
dyes).
Sound recorders and reproducers including record players and
tape decks.
Radio broadcast receivers including those incorporating sound
recorders or reproducers for motor.
Radio broadcast receivers whether or not incorporating sound
recorders and reproducers.
Ball point pens of artificial plastic material.
Carpets other than those made of jute.
C-8-9
Effective 29-Apr-11
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
Textile articles.
Typewriters.
Glassware.
Telephones.
Electric smoothing irons.
Video cassette recorders.
Slide projectors.
Electric lamps and light fittings.
Food grinders and mixers.
Rice cooker.
Electric kettles.
Gramophone records.
Razors and razor blades.
Kitchen knives.
Locks and padlocks.
Lamp shades.
Handbags.
Playing cards.
Fruits (fresh and preserved).
Chocolates.
Ginseng.
Calendars.
Car accessories.
Footwear.
Golf balls.
Malaysians or visitors may import some goods duty free if they
satisfy the following conditions;
That the visitor satisfies the Customs Officer that he is not normally
resident in Malaysia and intends to visit Malaysia for a period of not
less than 72 hours. In the case of Malaysians, that the person had
left the country for a period of not less than 72 hours. (For Federal
Territory of Labuan, the period is 24 hours and Langkawi, the period
is 48 hours).The allowances are:
Wine, spirits or malt liquor not exceeding 1 litre in all.
Tobacco not exceeding 225 grams (equivalent to 200
cigarettes)
C-8-10
Effective 29-Apr-11
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
Matches not exceeding 100 sticks.

Cosmetics, soaps and dentifrices, in open containers to a total
value not exceeding RM200.
New wearing apparels not exceeding 3 pieces.
New footwear not exceeding one pair.
Portable electrically and battery operated appliances for
personal care and hygiene not exceeding 1 unit each.
Flight crew members will be accorded temporary admission during
an aircraft stay in any airport on production of either licenses or
valid crew member certificates issued by the State or Registry to the
aircraft.
All passengers require passports or other internationally recognised
travel documents except: Members of any visiting forces within the meaning of any law
for the time being in force regulating visiting forces present in
the Federation;
Bonafide Muslim pilgrims permanently resident in Malaysia,
Singapore and Brunei returning from Saudi Arabia
Passengers in direct transits (i.e. proceeding through Peninsular
Malaysia by the same aircraft) do not require visas.
The Immigration Officer may require any arriving passenger to show
evidence of means of support and onward passage to a destination
outside Malaysia.
Dangerous drugs (i.e. morphine, heroin, opium, ganja, etc.) are

prohibited from both import and export. The punishment for drug
smuggling is the death penalty. Dangerous drugs can only be
imported into the country/exported from the country by virtue of a
license issued by the Ministry of Health, Malaysia.
Any article bearing the imprint or reproduction of any currency note,
bank note, or coin which are current or have at any time been
issued or current in any country.
Any emblem or device in circumstances which raise a reasonable
presumption that such emblem or devise was intended or was likely
to be used in a manner prejudicial to the interest of the Federation
C-8-11
Effective 29-Apr-11
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
or to promote or foster a purpose prejudicial to or incompatible with

peace, welfare or good order in the Federation.
Cocoa pods, rambutans, pulasan, longan, and nam-nam fruits from
the Philippines and Indonesia.
Indecent or obscene prints, paintings, photographs, books, cards,
lithographic or other engravings, films, video tapes, laser discs,
color slides, computer diskettes and any other media (including
unprocessed films) or any other indecent or obscene articles.
All goods from Haiti.
All genuses of Piranha fish.
Turtle eggs.
Daggers and flick knives.
Sodium arsenate.
Intoxicating liquors containing any lead or compound of lead of
more than 3.46 milligrams per liter, whether in the form of copper or
any compound of copper.
Broadcast receivers capable of receiving radio communication
within the ranges (68-87) MHz and (108- 174) MHz except those
designed to receive meteorological broadcasts at spot frequencies
(except those for the use of the telecommunication authorities).
Pens, pencils and other articles resembling syringes.
Poisonous chemicals i.e. crocidolite, Polybrominated Biphenyls,
Poly-chlorinated Biphenyls, Polychlorinated Terphenyls and Tris (2,
3 - dibromopropyl) Phosphate.
Cloth bearing the imprint or reproduction of any verses of the
Quran.
All multicolor copying machines including Rank Xerox 6500, Canon
NP Color T and Ricoh Color 500.
The pilot-in-command of an aircraft landing at a Peninsular

Malaysia Airport shall furnish the Airport Health Officer with one
copy of the General Declaration Form, and if passengers are
manifested separately, one copy of the Passenger Manifest signed
by the pilot-in- command.
C-8-12
Effective 29-Apr-11
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
Disembarking passengers are not required to present vaccinations

certificates except when coming directly or indirectly from an area
infected with Yellow Fever.
On departure, no health formalities are required.
The pilot-in-command must ensure that all aircraft on international
flights from yellow fever epidemic countries are adequately
disinfected prior to arrival at Malaysian Airports using either the
'blocks away' method or the Dichlorvous Vapor System for the
Disinfecting of Aircraft, and must furnish evidence that this has been
done.
The Health Authority may disinfect aircraft on landing before
passengers are allowed to disembark, if disinfection has not been
done to the satisfaction of the Airport Health Officer.
The Health Authority does not require a passenger on an
International voyage to have a valid certificate of vaccination
against cholera. If a case of cholera has occurred on board, the
Health Authority may apply surveillance or isolation of suspects
among the passengers or crew for a period not exceeding five days
reckoned from the date of disembarkation.
Any person, coming through or from a Yellow Fever epidemic area,
or infected local area, who is not in possession of a valid certificate
of vaccination against Yellow Fever will be quarantined for a period
of not more than six days reckoned from the date of the last
possible exposure. A child below 1 year of age is excluded from this
requirement.
The validity of international Certificate of Vaccination against Yellow
Fever is as follows:A period of 10 years, beginning ten days after the date of
vaccination, or in the event of a revaccination within such period of
ten years, from the date of that revaccination.
The Health Authority may subject to medical examination any
person or aircraft on arrival, or prior to departure, on an international
voyage. The Health Authority may also take such samples as may
be necessary for the purpose of determining the state of health of
such person or the sanitary condition of the aircraft.
Problematic use of psychoactive substances
C-8-13
Effective 29-Apr-11
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
8.6
Passengers are kindly requested to declare to the Plant Quarantine

officers or to the Custom Officers, any plant or parts of a plant (dead
or alive) such as seeds, flowers, stems, roots and fruits, soil
samples rooting / growing media compost, organic fertilizers,
cultures of fungi, bacteria and viruses, insects or any other
vertebrate animals in their possession, upon arrival. An import
permit is required for most of these items.
KATHMANDU
All Crew members are required to produce their baggage at the Red
channel only. Baggage may be examined in such a manner as
deemed necessary and it shall be the duty of the person in charge
of the baggage to produce, open, unpack and repack such
baggage.
For flight crew members on schedule services who keep
possession of their license when embarking or disembarking,
remain at the airport where the aircraft has stopped or within the
confines of the cities adjacent there to, and depart on the same
aircraft or on their next regularly scheduled flight out of Nepal, the
crew member or certificate is excepted in lieu of passport for
temporary admission into Nepal. This provision is also applicable if
the crew the member enters Nepal by other means of transport for
the purpose of joining an aircraft.
No custom formalities are normally required for departing
passengers unless it is required to do so. However, restrictions on
the carriage of foreign cash currency in and out of the country
remain enforce. Visitors can export souvenirs to their respective
C-8-14
Effective 29-Apr-11
No person whose function is critical to the safety of aviation

(safety-sensitive personnel) shall undertake that function while
under the influence of any psychoactive substance, by reason
of which human performance is impaired. No such person shall
engage in any kind of problematic use of substances.
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
countries. However, the export of antiques and precious and semiprecious stones requires a clearance and certificate from the
department of archaeology..
Personal effects of the passenger are permitted free entry. They are
allowed to bring consumable article such as liquor 1 bottle of 1.15L,
200 sticks of cigarette, 15 rolls of photo film and 12 rolls of movie
camera films.
Visitors are allowed to carry one binocular, one camera, one video
camera, one radio, one tape recorder, one by-cycle, one wrist
watch, one set of fountain pen, perambulator, 10 disk records into
the country for personal use on condition that they are declared and
are to be taken back on return.
Carrying narcotics, arms and ammunition are strictly prohibited.
Gold, silver, precious stones, wild animals and their skins, horns
etc., all drugs whether processed or in their natural state are
prohibited to export
Disembarking passengers are required to present vaccination

certificates when coming directly from an area infected with cholera,
yellow fewer or smallpox.
Flight documentation to be carried are as follows: Current Maintenance released issued in relation to the
aeroplane.
Licence in respect of the radio station.
Current Licenses of the members of the flight crew.
Technical log.
Operations manual.
Operational Flight Plan.
ATC Flight Plan.
C-8-15
Effective 29-Apr-11
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
Copy of the load and Trim sheet.

Map and charts required for the flight
Passenger Manifest.

Customs
Immigration
Airport Office
Total
8.7
General
Declaration
1
1
1
3
Passenger
Manifest
1
1
1
3
Cargo Manifest
1
NIL
1
2
KAULA LAMPUR
Customs formalities are conducted in conformity with standard

international procedures and, as far as possible, in accordance with
the standard and recommended practices laid down by the World
Customs Organization.
Visitors entering Malaysia through the various entry points are
required to declare all dutiable or prohibited goods in their
possession. They are also required to open, unpack, and repack
their luggage to facilitate customs inspection. This ruling applies to
visitors arriving in Malaysia at first points of entry only. There are no
customs duties for travel between Peninsular Malaysia and Sabah
and Sarawak. The islands of Labuan in Sabah and Pulau Langkawi
in Kedah are excluded from any customs duties because of their
duty free status. No customs duties are payable on any goods
imported into Labuan or Pulau Langkawi except rubber, marble,
anchovies and petroleum products.
Malaysian customs regulations provide stiff penalties for those who
are found guilty of making false declarations or for concealing any
dutiable or prohibited goods.
At certain airports where the Green Channel System is being
practised, visitors who are not in possession of any dutiable or
C-8-16
Effective 29-Apr-11
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
prohibited goods except those allowed under the duty free

allowances may go through the Green Channel. Visitors who are in
possession of any prohibited or dutiable goods in excess of the duty
free allowances to which they are entitled are advised to go through
the normal channel and make their declaration to the Customs
Officer on duty.
Visitors must pay customs duties on all dutiable goods at the rate of
30% ad valorem that the goods are imported on or with the person
entering Malaysia or in the baggage of such person intended for
non-commercial use.
In case of alcoholic beverages, tyres and tubes, spirit, tobacco and
cigarettes and motor vehicles, the rate of duty will be the prevailing
rate at the time of importation.
The following are some goods which are dutiable in import:
Talcum powder and face powder.
Products for the care of hair (e.g. hair cream, shampoo, hair
dyes).
Sound recorders and reproducers including record players and
tape decks.
Radio broadcast receivers including those incorporating sound
recorders or reproducers for motor.
Radio broadcast receivers whether or not incorporating sound
recorders and reproducers.
Ball point pens of artificial plastic material.
Carpets other than those made of jute.
Textile articles.
Typewriters.
Glassware.
Telephones.
Electric smoothing irons.
Video cassette recorders.
Slide projectors.
Electric lamps and light fittings.
Food grinders and mixers.
Rice cooker.
Electric kettles.
C-8-17
Effective 29-Apr-11
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
Gramophone records.
Razors and razor blades.
Kitchen knives.
Locks and padlocks.
Lamp shades.
Handbags.
Playing cards.
Fruits (fresh and preserved).
Chocolates.
Ginseng.
Calendars.
Car accessories.
Footwear.
Golf balls.
Malaysians or visitors may import some goods duty free if they
satisfy the following conditions;
That the visitor satisfies the Customs Officer that he is not normally
resident in Malaysia and intends to visit Malaysia for a period of not
less than 72 hours. In the case of Malaysians, that the person had
left the country for a period of not less than 72 hours. (For Federal
Territory of Labuan, the period is 24 hours and Langkawi, the period
is 48 hours). The allowances are:
Wine, spirits or malt liquor not exceeding 1 litre in all.
Tobacco not exceeding 225 grams (equivalent to 200
cigarettes)
Matches not exceeding 100 sticks.
Cosmetics, soaps and dentifrices, in open containers to a total
value not exceeding RM200.
New wearing apparels not exceeding 3 pieces.
New footwear not exceeding one pair.
Portable electrically and battery operated appliances for
personal care and hygiene not exceeding 1 unit each.
Flight crew members will be accorded temporary admission during
an aircraft stay in any airport on production of either licences or
valid crew member certificates issued by the State or Registry to the
aircraft.
C-8-18
Effective 29-Apr-11
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
All passengers require passports or other internationally recognised

travel documents except: Members of any visiting forces within the meaning of any law
for the time being in force regulating visiting forces present in
the Federation;
Bonafide Muslim pilgrims permanently resident in Malaysia,
Singapore and Brunei returning from Saudi Arabia
Passengers in direct transits (i.e. proceeding through Peninsular
Malaysia by the same aircraft) do not require visas.
The Immigration Officer may require any arriving passenger to show
evidence of means of support and onward passage to a destination
outside Malaysia.
Dangerous drugs (i.e. morphine, heroin, opium, ganja, etc.) are

prohibited from both import and export. The punishment for drug
smuggling is the death penalty. Dangerous drugs can only be
imported into the country/exported from the country by virtue of a
license issued by the Ministry of Health, Malaysia.
Any article bearing the imprint or reproduction of any currency note,
bank note, or coin which are current or have at any time been
issued or current in any country.
Any emblem or device in circumstances which raise a reasonable
presumption that such emblem or devise was intended or was likely
to be used in a manner prejudicial to the interest of the Federation
or to promote or foster a purpose prejudicial to or incompatible with
peace, welfare or good order in the Federation.
Cocoa pods, rambutans, pulasan, longan, and nam-nam fruits from
the Philippines and Indonesia.
Indecent or obscene prints, paintings, photographs, books, cards,
lithographic or other engravings, films, video tapes, laser discs,
color slides, computer diskettes and any other media (including
unprocessed films) or any other indecent or obscene articles.
All goods from Haiti.
All genuses of Piranha fish.
C-8-19
Effective 29-Apr-11
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
Turtle eggs.
Daggers and flick knives.
Sodium arsenite.
Intoxicating liquors containing any lead or compound of lead of
more than 3.46 milligrams per liter, whether in the form of copper or
any compound of copper.
Broadcast receivers capable of receiving radio communication
within the ranges (68-87) MHz and (108- 174) MHz except those
designed to receive meteorological broadcasts at spot frequencies
(except those for the use of the telecommunication authorities).
Pens, pencils and other articles resembling syringes.
Poisonous chemicals i.e. crocidolite, Polybrominated Biphenyls,
Poly-chlorinated Biphenyls, Polychlorinated Terphenyls and Tris
(2,3 - dibromopropyl) Phosphate.
Cloth bearing the imprint or reproduction of any verses of the
Quran.
All multicolor copying machines including Rank Xerox 6500, Canon
NP Color T and Ricoh Color 500.
The pilot-in-command of an aircraft landing at a Peninsular

Malaysia Airport shall furnish the Airport Health Officer with one
copy of the General Declaration Form, and if passengers are
manifested separately, one copy of the Passenger Manifest signed
by the pilot-in- command.
Disembarking passengers are not required to present vaccinations
certificates except when coming directly or indirectly from an area
infected with Yellow Fever.
The pilot-in-command must ensure that all aircraft on international
flights from yellow fever epidemic countries are adequately
disinfected prior to arrival at Malaysian Airports using either the
'blocks away' method or the Dichlorvous Vapor System for the
Disinfecting of Aircraft, and must furnish evidence that this has been
done.
C-8-20
Effective 29-Apr-11
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
The Health Authority may disinfect aircraft on landing before

passengers are allowed to disembark, if disinfection has not been
done to the satisfaction of the Airport Health Officer.
The Health Authority does not require a passenger on an
International voyage to have a valid certificate of vaccination
against cholera. If a case of cholera has occurred on board, the
Health Authority may apply surveillance or isolation of suspects
among the passengers or crew for a period not exceeding five days
reckoned from the date of disembarkation.
Any person, coming through or from a Yellow Fever epidemic area,
or infected local area, who is not in possession of a valid certificate
of vaccination against Yellow Fever will be quarantined for a period
of not more than six days reckoned from the date of the last
possible exposure. A child below 1 year of age is excluded from this
requirement.
The validity of international Certificate of Vaccination against Yellow
Fever is as follows:A period of 10 years, beginning ten days after the date of
vaccination, or in the event of a revaccination within such period of
ten years, from the date of that revaccination.
The Health Authority may subject to medical examination any
person or aircraft on arrival, or prior to departure, on an international
voyage. The Health Authority may also take such samples as may
be necessary for the purpose of determining the state of health of
such person or the sanitary condition of the aircraft.
Problematic use of psychoactive substances
No person whose function is critical to the safety of aviation
(safety-sensitive personnel) shall undertake that function while
under the influence of any psychoactive substance, by reason
of which human performance is impaired. No such person shall
engage in any kind of problematic use of substances.
Passengers are kindly requested to declare to the Plant Quarantine

officers or to the Custom Officers, any plant or parts of a plant (dead
or alive) such as seeds, flowers, stems, roots and fruits, soil
C-8-21
Effective 29-Apr-11
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
samples rooting / growing media compost, organic fertilizers,

cultures of fungi, bacteria and viruses, insects or any other
vertebrate animals in their possession, upon arrival. An import
permit is required for most of these items:MALE

Alcoholic beverages, pork and their by-products, dogs and
dangerous animals, gun powder and explosives, weapons, firearms,
ammunition and spear guns and certain type of chemicals will not
be permitted to be carried into the country by passengers/crew
unless they possess a valid permit or license.

The following items are totally prohibited:
Narcotic drugs and psychotropic substances

Pornographic materials
Idols for worship
Pig meat products
No public health measures are required to be carried out in respect

of aircraft entering the Republic of Maldives with the following
exceptions.
Aircraft arriving from yellow fever infected countries or from
countries where Malaria is prevalent may land at Male' International
Airport or Gan International Airport provided that the aircraft is
disinsected using methods approved by WHO (approximately 10
minutes before arrival at the airport). This action must be properly
recorded in the Health Section of the General Declaration. The
insecticide to be used is aerosol spray. If, in special circumstances,
a second spray of the aircraft is deemed necessary by the public
C-8-22
Effective 29-Apr-11
8.8
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
health authorities to be carried out on the ground, passenger and

crew are permitted to disembark beforehand.
All passengers coming directly or have visited a yellow fever
endemic area within 6 days of arrival are required to provide a
yellow fever vaccination certificate on entry. Passengers arriving
into Maldives without a valid yellow fever vaccination certificate may
be quarantined or put under surveillance as per the national
regulations of Centre for Community health and Disease control.
8.9
Flight documentation to be carried are as follows: Certificate of registration.

Certificate of airworthiness.
Licence in respect of the radio station (if any).
Licenses of the members of the flight crew.
One copy of such certificate of maintenance review as is in
force.
Technical log.
Operations manual if required.
Copy of the load sheet if required.
Emergency Locator Beacon operating on 121.5 MHz and 406 MHz
over a period of 48 hours of continuous operation, at an operating
temperature of minus 20C, the equivalent isotropically radiated
peak envelop power shall at no time be less than 100 mW. on each
frequency.
MUSCAT
Arriving, departing and transit crew Members of operating or

positioning crews of aircraft engaged in scheduled international air
services and non-scheduled international air transport operations,
who remain at the airport where the aircraft has stopped or within
the confines of the cities adjacent thereto and depart on the same
or next regularly scheduled flight out of Oman, are exempt from the
C-8-23
Effective 29-Apr-11
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
requirement to hold a visa provided that they travel in uniform and

carry a valid passport. Crew members travelling under any other
circumstances, including those of aircraft engaged in private flights,
shall be regarded as passengers for immigration purposes and, as
such, shall comply with the relevant conditions prescribed in the
foregoing paragraphs.
Personal baggage and belongings are immediately released except
for those selected by the Customs Authorities for inspection.
No customs formalities are normally required on departure or in
transit.
All crew must wear uniform.
Passport and Crew Member ID Card are required. Passport must
contain enough unused pages in case an additional immigration
stamp is required. Crew has to complete a General Declaration
Form upon arrival. For crew of ad-hoc flights this form is completed
by Oman Air Handling at Muscat International Airport.

The following items are totally prohibited:
The import, transit and export of animal manures is prohibited.

The import of untreated or unsterilized natural soil is prohibited.
The import of treated or sterilized natural soil is permitted, only
insofar as live plants are rooted in it, subject to satisfactory
certification of the treatment referred to in paragraph 2.8 c) and to
the proviso that further treatment is administered by a duly
authorized Plant Quarantine Officer prior to release.
Imports found to be diseased or pest-infested shall either be
returned to the country of origin, within one week from the date of
arrival, or destroyed.
Plants and plant products shall not remain in transit for longer than
one week, unless the Minister of Agriculture and Fisheries directs
otherwise.
Bees (unless holding Ministry of Agriculture and Fisheries
clearance);
C-8-24
Effective 29-Apr-11
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
Dates: all types of dates including shoots of date palm, coconut,

ornamental palm trees, all parts thereof;
Firearms and toy weapons (unless holding security ministry
clearance), swords or knives and flammable materials (i.e. gasses).
Valuable items may be exempted, subject to assessment by
security officer;
Obscene books.
Non-canned foodstuffs (vegetables, fruit, non-alcoholic beverages)
from countries with cholera infected areas (unless holding Ministry
of Agriculture and Fisheries clearance).
Smallpox. A current certificate of vaccination against Smallpox is

no longer required.
Cholera. A Cholera vaccination certificate is not normally required,
but the Public Health Authorities reserve the right to administer
vaccination and/or chemoprophylaxis to persons arriving from
infected or endemic areas.
Yellow Fever. A current certificate of vaccination against Yellow
Fever is required for persons arriving from endemic areas. On
departure, no health formalities are required.
Departing passengers and crew a current certificate of vaccination
against Yellow Fever is required at destination for persons entering
or in transit through endemic areas. No other health formalities are
required.
No fumigation required in to or out of Muscat
Aircraft Documents Required are as follows:Arrival:Required By

Customs
General
Declaration
1
C-8-25
Passenger
Manifest
1
Cargo Manifest
2
Effective 29-Apr-11
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
Immigration
Health
Total
3
2
6
General
Declaration
1
3
0
4
Passenger
Manifest
0
3
0
3
General
Declaration
1
2
1
4
Passenger
Manifest
1
3
2
6
1
1
4
Transit:Required By
Customs
Immigration
Health
Total
Cargo Manifest
2
0
0
2
Departure:Required By
Customs
Immigration
Health
Total
8.10
Cargo Manifest
2
1
1
4
Note:
One copy of the General Declaration is endorsed and returned by
Customs, signifying clearance.
For the purposes of this regulation, a transit flight is deemed to be one
when no passengers embark or disembark and no articles are loaded
or unloaded. In the latter case, a - NIL - Cargo Manifest satisfies the
requirement.
PAYA LEBAR
All Customs, Health and Immigration clearances will be carried out

at Singapore Changi Airport.
C-8-26
Effective 29-Apr-11
3
1
5
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
The Singapore Changi Airport Manager or his representative will be

present to provide assistance when an aircraft is required to land at
Paya Lebar Airport.
The following items are NOT allowed to be imported into Paya Lebar:
Chewing gum (except dental or nicotine gum)
Chewing tobacco and imitation tobacco products
Cigarette lighters of pistol or revolver shape
Controlled drugs and psychotropic substances
Endangered species of wildlife and their by-products
Firecrackers
Obscene articles, publications, video tapes/discs and software
Reproduction of copyright publications, video tapes, video compact

discs, laser discs, records or cassettes
Seditious and treasonable materials
Strict compliance with the provisions of the International Health

Regulations, 1969, of the World Health Organization, The Infectious
Diseases Act and the Infectious Diseases (Quarantine) Regulations
is required.
The pilot-in-command of an aircraft landing at Airports in Singapore
shall furnish the Airport Health Officer with one copy of the General
Declaration form and one copy of the Passenger Manifest signed by
the pilot-in-command.
Vaccination Certificate Requirements for entry into Paya Lebar are
as follows:
Smallpox and cholera vaccination certificates are not required.
A yellow fever vaccination certificate is required from travellers
above one year of age who, within the preceding six days,
have been in or have passed through any country partly or
wholly endemic for yellow fever. The certificate is valid for a
period of 10 years, beginning ten days after the date of
C-8-27
Effective 29-Apr-11
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
vaccination or in the event of a re-vaccination within such

period of ten years, from the date of that re-vaccination.
Any pilot who has attained his 65th birthday shall not be permitted
to act as pilot-in-command of an aircraft engaged in scheduled
international air services or non-scheduled international air transport
operations within Singapore airspace.
Aircraft Documents Required are as follows:-
Required By
Immigration
Health
Customs
Total
8.11
General
Declaration
2
1
1
4
Passenger
Manifest
2
1
1
4
Cargo Manifest
NIL
NIL
1
1
Note:
If no passengers are embarking (disembarking) and no articles are
laden (unladen), no aircraft documents except copies of the General
Declaration need be submitted to the above authorities
PHUKET

A flight crew member and a crew member who are on duty and
retain their valid licenses or their certificates in their possession may
enter into Thailand for a period of up to 30 days without a passport
or visa.
No restriction.
C-8-28
Effective 29-Apr-11
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
Limitation of gel, aerosol and liquid

Thailand will implement the new security measures on the carriage
of liquids, gels, aerosols and the like in hand baggage on board
scheduled, non-scheduled and private flights both domestic and
international from Thailand as of 1 June 2007 are as follows: All liquids, gels, aerosols and the like must be carried in
containers with a capacity not greater than 100 millilitres each
(or equivalent in other volumetric measurements). Liquids etc.
carried in containers with a capacity of more than 100 millilitres
will not be accepted, even if the container is only partially filled.
Containers must be placed in a transparent re-sealable plastic
bag with a maximum capacity not exceeding 1 litre. The
containers must fit comfortably within the transparent plastic
bag, which must be completely closed.
The transparent plastic bag is to be presented for screening at
the security screening point by separating it from other hand
baggage such as coats and laptop computers.
All liquids, gels, aerosols and the like bought from the duty-free
shops at the airport or on board aircraft are exempted from the
requirements stated in items 1, 2 and 3 but they must be packed in
C-8-29
Effective 29-Apr-11

aircraft entering the Kingdom of Thailand in accordance with
Infections Disease Act., Thailand and International Health
Regulations (WHO).
Aircraft arriving from infected area may land at an international
airport provided the aircraft has been disinfected while in flight
approximately thirty minutes before arrival at the airport. The
insecticide to be used is authorized aerosol (standard reference
aerosol). If, in special circumstances a second spraying of the
aircraft is deemed necessary by the Health Authority to be carried
out on the ground, passengers and crew are permitted to disembark
beforehand.
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
8.12
SHARJAH
A Flight crew member on scheduled services who retains his

license in his possession when embarking and disembarking,
remains at the airport where the aircraft has stopped or within the
confines of the cities adjacent thereto and departs on the same
aircraft or on his next regularly scheduled flight out of Sharjah, his
crew member license or certificate is accepted in lieu of passport or
visa for temporary admission into Sharjah.
No restriction.
Cholera. A Cholera vaccination certificate is required when arriving

from infected local areas as defined by WHO.
Yellow Fever. A Yellow Fever vaccination certificate is required
when arriving from infected local areas as defined by WHO.

Immigration
General
Declaration
1
C-8-30
Passenger
Manifest
1
Cargo Manifest
NIL
Effective 29-Apr-11
a transparent sealed plastic bag without reopening sign after

buying. Also, the receipt shall be clearly displayed and the date of
purchase shall coincide with the day of travel of normal, transit or
transfer passengers. For the passengers benefit before shopping
in duty-free shops at the airports, please check the information with
the shops or the airlines for the regulations on the carriage of
liquids, gels, aerosols and the like which are practised at the airport
of your destination, transit and transfer
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
Health
Customs
Total
1
1
3
1
1
3
1
1
2
8.13
SINGAPORE
All crew members shall produce their baggage to Customs for

clearance at the Red Channel only. Departing passengers are not
subject to Customs formalities unless required to do so. Baggage
may be examined in such manner as deemed necessary and it shall
be the duty of the person in charge of the baggage to produce,
open, unpack and repack such baggage.

The following items are NOT allowed to be imported into Singapore:
Chewing gum (except dental or nicotine gum)
Chewing tobacco and imitation tobacco products
Cigarette lighters of pistol or revolver shape
Controlled drugs and psychotropic substances
Endangered species of wildlife and their by-products
Firecrackers
Obscene articles, publications, video tapes/discs and software
Reproduction of copyright publications, video tapes, video compact

discs, laser discs, records or cassettes
Seditious and treasonable materials
Strict compliance with the provisions of the International Health

Regulations, 1969, of the World Health Organization, The Infectious
Diseases Act and the Infectious Diseases (Quarantine) Regulations
is required.
C-8-31
Effective 29-Apr-11
Note: - If no passenger are embarking / disembarking and no article are

loaded / unloaded, no documents except copies of G.D need to be submitted
to the above authorities.
FLT.OMC
ISSUE II Rev 00
CHAPTER 08
The pilot-in-command of an aircraft landing at Airports in Singapore

shall furnish the Airport Health Officer with one copy of the General
Declaration form and one copy of the Passenger Manifest signed by
the pilot-in-command.
Vaccination Certificate Requirements for entry into Singapore are
as follows:
Smallpox and cholera vaccination certificates are not required.
A yellow fever vaccination certificate is required from travellers
above one year of age who, within the preceding six days,
have been in or have passed through any country partly or
wholly endemic for yellow fever. The certificate is valid for a
period of 10 years, beginning ten days after the date of
vaccination or in the event of a re-vaccination within such
period of ten years, from the date of that re-vaccination.
Any pilot who has attained his 65th birthday shall not be permitted
to act as pilot-in-command of an aircraft engaged in scheduled
international air services or non-scheduled international air transport
operations within Singapore airspace
Immigration
Health
Customs
Total
General
Declaration
2
1
1
4
Passenger
Manifest
2
1
1
4
Cargo Manifest
NIL
NIL
1
1
Note:
If no passengers are embarking (disembarking) and no articles are
laden (unladen), no aircraft documents except copies of the General
Declaration need be submitted to the above authorities.
C-8-32
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
UAE GENERAL BRIEF
Chapter-09
UAE GENERAL
BRIEF
TOC-1
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
UAE GENERAL BRIEF
Chapter-09
TOC-1
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
UAE GENERAL BRIEF
Chapter-09
Table of Contents
Medical Emergencies ........................................................... 2
1.2
Fuel Reserves Approaching Minimums ............................... 2
1.3
Vacating Runway After Landing ........................................... 3
1.4
Inability to Meet RNAV - RNP5 Requirements ..................... 4
1.5
Unserviceable Transponder ................................................. 5
TOC-1
Effective 29-Apr-11
1.1
FLT.OMC
ISSUE II, Rev 00
UAE GENERAL BRIEF
Chapter-09
UAE-1
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
UAE GENERAL BRIEF
Chapter-09
UAE GENERAL BRIEF

1.1
Aircraft in emergency can include the situation where a passenger on

board becomes seriously ill. The pilot notifies Air Traffic Control
(ATC) of this emergency situation by making a formal declaration on
the RTF, using the appropriate distress (MAYDAY MAYDAY) or
urgency (PAN PAN) prefix depending on whether the passenger
requires immediate assistance. The nature of the passengers
medical condition diagnosed or otherwise, is included in the distress
or urgency message.
Traffic in the hold declaring medical emergency may expect to be

routed to their alternative aerodromes if it will be more expeditious.
Fuel Reserves Approaching Minimums
There have been Incidents reported where crew has shown their
inability to hold in the vicinity of their destination aerodrome prior to
landing because of a shortage of fuel have indicated a lack of
understanding by operators and crews of the situation existing in
busy UAE terminal areas.
'NO delay expected' means in these circumstances:
'DO not anticipate being required to remain in a holding pattern
longer than 20 minutes before commencing an approach'.
Where a delay greater than 20 minutes is expected, the controller will
pass an EAT. When delays are expected to be less than 20 minutes,
controllers will, when requested, give a general indication of the
expected delay.
Traffic situations in the terminal areas can change very quickly even
though 'No delay expected' will often mean precisely that, crews
should expect that on occasions some holding will be required before
they are fitted into the final approach pattern.
Pilots should also be aware that although every effort will be made to
expedite their arrival, a call such as 'Fuel Emergency' has no status
UAE-2
Effective 29-Apr-11
1.2
Medical Emergencies
FLT.OMC
ISSUE II, Rev 00
UAE GENERAL BRIEF
Chapter-09
in the UAE and ATC cannot give priority to an aircraft with a shortage
of fuel unless an emergency is declared.
A radio call prefixed by MAYDAY for distress or PAN for urgency will
ensure priority handling but the aeroplane's actual fuel state should
reflect the seriousness of the emergency call. A commander should
only make such a call when he believes the aircraft to be in danger,
not because the fuel state has fallen below the amount needed to
comply with formula given above.
Vacating Runway After Landing
In UAE crew are requested to :

Plan their exit points prior to landing.
Vacate the runway expeditiously until the entire aircraft is clear
of the runway holding position.
Do not stop or reduce speed to less than normal taxi speed prior
to crossing the runway holding position.
Remain on the Tower frequency until instructed otherwise.
Pilots should note that a yellow dashed line in conjunction with 3
amber lights across a taxiway centerline, delineates a Taxiway
Intermediate Holding Position. These positions provide separation for
all aircraft from other aircraft on an intersecting taxiway.
Pilots should not stop at Taxiway Intermediate Holding Positions,
unless specifically instructed to do so by ATC
UAE-3
Effective 29-Apr-11
1.3
FLT.OMC
ISSUE II, Rev 00
UAE GENERAL BRIEF
Chapter-09
1.4
Inability to Meet RNAV - RNP5 Requirements
Policy
When ATC units are informed or it becomes apparent that an aircraft
unable to meet the specified navigational requirements of the sector
to be flown within the Emirates FIR is about to enter, entry clearance
to that sector will be denied. Particular attention should therefore be
paid to correctly completing Field 10 - Equipment of the Flight Plan
form.
On request an alternative clearance via another route or at a different
level or altitude will be provided to aircraft able to comply with the
navigational requirements specified for another sector.
Note: RNAV equipment, certified as RNP5 compliant, is required within the
Dubai CTA.
UAE-4
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
UAE GENERAL BRIEF
Chapter-09
Aircraft unable to accept or comply with the alternative clearance will

be required to remain outside the Emirates FIR.
Note: In these cases, transit of the FIR will not be permitted but the aircraft
will be allowed to land at an airport in the UAE.
ATC clearance for departure from the airport of contingency landing

will not be granted until the aircraft is released by the GCAA.
Release will only be granted after verification that the navigation
equipment carried meets the requirements specified for the proposed
operation or for departure at a specified time..
1.5
Unserviceable Transponder
Departing aircraft without a functional transponder shall be turned

back to the airport of departure. When ATC units are informed or it
becomes apparent that an aircraft is about to enter Emirates FIR
without a functioning transponder entry clearance will be denied.
In the event an emergency is declared over flight of the FIR will not
be permitted but the aircraft will be allowed to land at an airport in the
UAE.
ATC clearance for departure from the airport of emergency landing
will not be granted until a release has been obtained from the GCAA
Flight Safety Department after verification that the transponder is
serviceable.
UAE-5
Effective 29-Apr-11
Contingencies
The policy detailed above will not apply in the following cases:
In the event an emergency is declared.
Aircraft those are not able to meet specified requirements due to
in-flight failure or degradation of the RNAV system.
FLT.OMC
ISSUE II
TOC- DOMESTIC AERODROMES
TOC- DOM
S. No
Station
Details
Agartala
Ahmedabad
29-Apr-11
29-Apr-11
Bagdogra
09-Jul-14
Bangalore
29-Apr-11
Bhubaneswar
29-Apr-11
Chandigarh
04-Dec-12
Chennai
29-Apr-11
Cochin
29-Apr-11
Coimbatore
04-Dec-12
10
Delhi
29-Apr-11
11
Diburgarh
09-Jul-14
12
Goa
04-Dec-12
13
Guwahati
29-Apr-11
14
Hyderabad
04-Dec-12
15
Imphal
29-Apr-11
16
Indore
29-Apr-11
17
Jaipur
29-Apr-11
18
Jammu
09-Jul-14
19
Kolkata
29-Apr-11
20
Lucknow
29-Apr-11
21
Mumbai
09-Jul-14
22
Nagpur
29-Apr-11
23
Patna
09-Jul-14
24
Pune
29-Apr-11
25
Raipur
04-Dec-12
26
Ranchi
09-Jul-14
27
Srinagar
09-Jul-14
28
Surat
04-Dec-12
29
Trivandrum
29-Apr-11
30
Vadodara
29-Apr-11
31
Varanasi
09-Jul-14
32
Visakhapatnam
04-Dec-12
ADD-TOC
Effective 09-Jul-14
FLT.OMC
ISSUE II
TOC- DOMESTIC AERODROMES
TOC- DOM
ADD-TOC
Effective 09-Jul-14
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
AGARTALA
VEAT
(AGARTALA)
TOC-1
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
AGARTALA
TOC-2
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
AGARTALA
TABLE OF CONTENTS
Location ................................................................................ 2
1.2
Air Traffic Control ................................................................. 2
1.3
Weather ................................................................................. 2
1.4
RWY Details ......................................................................... 2
1.5
Alternates .............................................................................. 3
1.6
Custom and Immigration ......................................................... 3
1.7
Metrological Facilities ............................................................ 3
1.8
Airfield Data .......................................................................... 3
1.9
Aerodrome Operating Minima ................................................. 3
1.10
Communication Failure Procedure ........................................... 3
1.11
Noise Abatement Procedure..................................................... 4
1.12
Ground Communication .......................................................... 4
1.13
Additional Information ............................................................ 4
TOC-3
Effective 29-Apr-11
1.1
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
AGARTALA
VEAT-1
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
AGARTALA
AGARTALA
IATA
ICAO
ARP Coordinates
:
:
:
IXA
VEAT
235237.3N 0911424E
1.1
Location
Agartala airfield, is situated 10.5 KM of Agartala city.

1.2
Air Traffic Control
English is primary language used in ATC. Agartala Control area is bounded

between the boundary of India and Bangladesh.
Agartala ATS airspace is Class D with Transition altitude is 4000Ft. Vertical
limits are from SFC to FL200.
1.3
Weather
Agartala is situated in a plain along the Haora River, though the city also
extends to the low lying hills on its northern parts.
Agartala has a monsoon influenced humid subtropical climate with high
levels of precipitation almost all year. The city experiences long, hot and
wet summers that last from April to October. Average temperatures are
around 28 C (82 F), fluctuating with rainfall. There is a short, mild winter
from mid-November to early March, with mostly dry conditions and average
temperatures around 18 C (64 F).
1.4
RWY Details
RWY
18
36
HDG
M
185
005
TORA
(M)
2286
2286
TODA
(M)
2286
2286
ASDA
(M)
2286
2286
VEAT-2
LDA
(M)
2152
2286
ELEVATION
(ft)
45
48
SLOPE
(%)
0.03
-0.03
Effective 29-Apr-11
This briefing is to be read in conjunction with the current Jeppesen

documentation. In case a conflict exists between this material and
Jeppesen, the latter takes priority.
1.5
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
AGARTALA
Alternates
AIRPORT
GUWAHATI
KOLKATA
ICAO
VEGT
VECC
IATA
GAU
CCU
Dist
132
186
Remarks
Custom and Immigration
Custom and Immigration facility is available as per ATS.

1.7
Metrological Facilities
MET availability H24, METAR issued every 30Mins during Watch Hrs.
1.8
Airfield Data
Navigation Facilities :
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
RWY lights
TWY Markings
TWY Lights
Conditions
1.9
:
:
:
:
:
:
:
:
:
:
ILS RWY 18
VOR RWY 36
CIRCLING NDB
Not Available
14.1 M (46FT)
A
7
Jet A-1
Designation, THR, TDZ, Centerline, Edge
THR, Edge, End
Center line, holding positions
Edge
Restricted
Aerodrome Operating Minima
Company Minima is designed as per DGCA Operation Circular 6/1999 and

All Weather Operations (Doc 9365-AN/910). Company minima are
available in Onboard Jeppesen Manual.
1.10 Communication Failure Procedure
Refer JEPPESEN AIRWAY MANUAL for ICAO Recommended Standard
Communication Failure procedure.
VEAT-3
Effective 29-Apr-11
1.6
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
AGARTALA
1.11 Noise Abatement Procedure

Not Available
1.12 Ground Communication
:
:
Tel. Station Rep

Duty Mobile
:
:
IndiGo
ixa@goindigo.in,
arindam.debbarma@goindigo.in
0- 9862044373 Asst. Manager C.S
0- 9862044373
1.13 Additional Information
In case of no direct communication between Agartala ATC and

Dhaka ACC, Aircraft may have to contact Dhaka ACC for coordination prior to carrying out instrument approach procedure at
Agartala.
New illuminated WDI (Wind Direction Indicator) and LDI (Landing
Direction Indicator) commissioned on southern side of apron.
Visual Circling West of RWY is not permitted due to close proximity
of Bangladesh Border.
Secondary power supply to all lighting. Switch-over time is10 SEC.
Contact Agartala ATC 10 Mins prior to reporting CML (Waypoint Comilla).
Parking stand 1 to 5 available for aircraft up to A321, parking stand
6, 7 available for aircraft up to ATR-72
Operations on parking stand no 4 ,5 restricted to day time only due to
insufficient lighting in the APRON
Descent may be delayed due to departing traffic from IXA to CCU.
APRON lighting at Agartala airport is insufficient due to low height of
flood light masts restricted to 12m.Pilots to exercise caution.
Apron lightings at Agartala airport is insufficient due to low height of
flood light mast.
Caution: Fuel availability should be checked before departure to
Agartala. Usually non-availability of fuel at Agartala is given under
NOTAM.
VEAT-4
Effective 29-Apr-11
Company
E-mail
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
AGARTALA
VEAT-5
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
AHMEDABAD
VAAH
(AHMEDABAD)
TOC-1
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
AHMEDABAD
TOC-2
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
AHMEDABAD
TABLE OF CONTENTS
Location ................................................................................ 2
1.2
1.3
Weather ................................................................................. 2
1.4
RWY Details ......................................................................... 3
1.5
Alternates .............................................................................. 3
1.6
1.7
1.8
Airfield Data .......................................................................... 3
1.9
1.10
1.11
1.12
1.13
TOC-3
Effective 29-Apr-11
1.1
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
AHMEDABAD
VAAH-1
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
AHMEDABAD
AHMEDABAD
:
:
:
AMD
VAAH
230416.28N 0723735.15E

1.1
Location
Ahmedabad airport is 045/8KM from Ahmedabad Railway station and

about 1.5km east of Sabarmati river obstacle in the form of trees can be
located at 55M from RWY. Man-made obstacles located to North and West
of airport.
1.2
Air Traffic Control
Ahmedabad CTR: A circle radius 55KM (30NM) centered at VOR AAE.

Vertical limits are from GND to FL070. Airspace Classification is D and
Transition altitude is 4000ft
1.3
Weather
Ahmedabad has a hot semi-arid climate. There are three main seasons,
summer, monsoon and winter. Aside from the monsoon season, the climate
is dry. The weather is hot through the months of March to June the
average summer maximum is 45 C (113 F), and the average minimum is
23 C (73 F).
From November to February, the average maximum temperature is 30 C
(85 F), the average minimum is 15 C (59 F), and the climate is extremely
dry. Cold northerly winds are responsible for a mild chill in January.
The southwest monsoon brings a humid climate from mid-June to midSeptember. The average annual rainfall is about 76.0 cm (36.7 inches), but
VAAH-2
Effective 29-Apr-11
IATA
ICAO
ARP Coordinates
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
AHMEDABAD
infrequent heavy torrential rains cause the river to flood. The highest
temperature recorded is 47 C (116.6 F) and the lowest is 5 C (41 F).
1.4
RWY Details
RWY
05
23
1.5
HDG
M
045
225
TORA
(M)
3505
3505
ASDA
(M)
3505
3505
LDA
(M)
3505
3505
ELEVATION
(M)
180
189
SLOPE
(%)
0.07
-0.07
Alternates
AIRPORT
VADODARA
MUMBAI
1.6
TODA
(M)
3505
3505
ICAO
VABO
VABB
IATA
BDQ
BOM
Dist
55
248
Remarks
Custom and Immigration facility H24

1.7
MET availability H24, METAR issued every 30Mins

1.8
Airfield Data
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
:
:
:
:
:
:
RWY lights
TWY Markings
TWY lights
:
:
:
ILS RWY 23
VOR RWY 05
In Use
57.53 M (189FT)
A
9
Jet A-1
Designation, THR, TDZ, Centreline, Aiming
Point
THR, Edge &End lights
Centreline and Holding Positions.
Edge lights, Signage
VAAH-3
Effective 29-Apr-11
Expect mild to moderate turbulence at low levels in hot weather conditions.
Conditions
1.9
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
AHMEDABAD
Unrestricted

Company
E-mail
:
:
Tel. Station Rep

FAX
Duty Mobile
:
:
:
IndiGo
amd@goindigo.in,
arvind.bhandari@goindigo.in
+91-9898586720 (Manager C.S)
+91-79-22858106/07
+91--9725040718-19

Not Applicable
Push back and start up clearance is issued separately.

RNAV SID/STAR in use
Caution: Taxiway L2 not suitable for A320, small aircraft may be
parked at Bay No. 1 to 6.
Caution: Light aircraft and glider activity.
Seek information on RWY vacation taxi way before landing, it may
vary between A, B or C (Decelerate accordingly).
Caution: Bird activity in vicinity of the aerodrome..
VAAH-4
Effective 29-Apr-11

FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
AHMEDABAD
VAAH-5
Effective 29-Apr-11
FLT.OMC
ISSUE II Rev 04
DOMESTIC AERODROME
BAGDOGRA
VEBD
(BAGDOGRA)
Effective 09-Jul-14
FLT.OMC
ISSUE II Rev 04
DOMESTIC AERODROME
BAGDOGRA
Effective 09-Jul-14
FLT.OMC
ISSUE II Rev 04
DOMESTIC AERODROME
BAGDOGRA
TABLE OF CONTENT
Location ................................................................................ 2
1.2
1.3
Weather ................................................................................. 2
1.4
RWY Details ......................................................................... 3
1.5
Alternates .............................................................................. 3
1.6
1.7
1.9
Airfield Data .......................................................................... 4
1.10
1.11
1.12
1.13
1.14
TOC-1
Effective 09-Jul-14
1.1
FLT.OMC
ISSUE II Rev 04
DOMESTIC AERODROME
BAGDOGRA
TOC-2
Effective 09-Jul-14
FLT.OMC
ISSUE II Rev 04
DOMESTIC AERODROME
BAGDOGRA
BAGDOGRA
:
:
IXB
VEBD
ARP Coordinates
2641'07" N 08819'48" E

1.1
Location
BAGDOGRA is situated 6NM due west of New Jalpaiguri town. The

aerodrome is controlled by Indian Air Force. It is ensconced amongst
proximate boundaries of Bangladesh, Nepal and Bhutan.
1.2
Air Traffic Control
English is primary language used in ATC. Bagdogra control area is

bounded by a radius of 25NM Centred at BBD VOR. Bagdogra ATS
airspace is Class D with Transition altitude of 13000Ft.
1.3
Weather
The airport is affected by South-West monsoon & occasionally by South

East monsoons. During winter, passage of Western disturbance to the
North of the airport results in poor visibility & low cloud. Winds are
generally light during morning hours, becoming Northerly by fore-noon.
Shallow fog is prevalent during winter months in the morning hours.
Norwester effect this area and Strong convective clouds generally develop
near the hills during pre-monsoon and monsoon seasons during afternoon
hours.
Flight Rules: VFR/IFR
VEBD-1
Effective 09-Jul-14
IATA
ICAO
1.4
ISSUE II Rev 04
DOMESTIC AERODROME
BAGDOGRA
HDG
M
182
002
TORA
(M)
2743
2743
TODA
(M)
2743
2743
ASDA
(M)
2995
2995
LDA
(M)
2743
2743
ELEVATION
(FT)
410
390
SLOPE
(%)
-0.22
0.22
Alternates
AIRPORT
KOLKATA
ICAO
VECC
IATA
CCU
Dist
262
GUWAHATI
VEGT
GAU
179
RANCHI
VERC
IXR
340
Remarks
NIL
As per
watch hours
As per
watch hours
Custom and Immigration facility is available H24. [Prior notice is required

to Airport Director].
1.7
By IAF Met office, Bagdogra airport (AIS BRIEFING Available)

1.8
Minimum Safe Altitudes:

RADIAL
MSA
001-090 & 271-360
2200 FT
091-180**
13,000 FT
181-270**
11,000 FT
**Note: MSA is 4,700 within 10 nm for arrivals from NE & NW
VEBD-2
Effective 09-Jul-14
18
36
1.6
FLT.OMC
RWY Details
RWY
1.5
1.9
FLT.OMC
ISSUE II Rev 04
DOMESTIC AERODROME
BAGDOGRA
Airfield Data
VOR DME 36
SRA
36
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
:
:
:
:
:
RWY lights
TWY Markings
TWY Lights
Conditions
:
:
:
Not promulgated by Airfield operator. Flight

crew to follow Company published on-board
SID guidance chart.
126.18 M (414 ft)
B
7
Jet A-1
Designation, THR, TDZ, Centerline, Side
Stripe, Aiming Point, Turn Pad.
THR, TDZ, Edge, Turn Pad,
End, Stop Way
Center line, holding positions,
Not Available on TWY A & B.
Restricted as per watch hours.
1.10 Aerodrome Operating Minima

Company Minima is designed as per DGCA CAR Section 8, Series C,
Part I and All Weather Operations (Doc 9365-AN/910). Company minima
are available in On-board Minima Folder.
Company
E-mail
:
:
Tel. Station Rep
IndiGo
ixb@goindigo.in,
joydeep.sarkar@goindigo.in
+91- 9836870167

Refer JEPPESEN
procedure.
AIRWAY
MANUAL
VEBD-3
for
Communication
Failure
Effective 09-Jul-14
FLT.OMC
ISSUE II Rev 04
DOMESTIC AERODROME
BAGDOGRA

Not Applicable
Aircraft to line up 500 feet ahead of both runway thresholds to avoid
damage to arrester net installed at both ends.
2)
During taxing in/out parked in bay 01 and 02, use minimum power to
avoid damage to ATC building.
3)
Extension of watch hours of Bagdogra aerodrome beyond sunset is

subject to pre coordination with ATS unit.
Note-Departure from Runway 36 is prohibited beyond sunset.
4)
Runway friction characteristics not ascertained. Crew to exercise

caution while operating on wet runway surface.
5)
Backtracking on runway is not permitted to avoid slab fatigue. After

landing on Runway 36, vacate on C link unless specifically
instructed by ATC.
6)
Taxi-way lights for link A & link B is not available.
7)
Due to military operational flying at Bagdogra air-space, all aircraft

overflying or landing at VEBD to contact ATC at least 10 minutes
prior to crossing the reporting points on ats routes as follows:
RTE
SECTOR
REPORTING POINT
W105
PATIXB
KHR
W69
CCUIXB
KHR
T2/W69
PATIXB
LOTPUDeparture Procedure
8)
Runway 18: Due close proximity to international borders

(Bangladesh), all engine & engine-out SID has been promulgated.
Rwy 18 All-Engine Departure Instruction:
VEBD-4
Effective 09-Jul-14
1)
FLT.OMC
ISSUE II Rev 04
DOMESTIC AERODROME
BAGDOGRA
Destination
ATS Route
W137
VECC/VIDP
W69/W105
Routing
Climb straight ahead to BBD/5.0D and
commence right climbing turn towards
BBD remaining within BBD
7DME.Crossing BBD, intercept BBD/R-101
and further proceed towards OPIMO.
Continue climb to MEA
Climb straight ahead to BBD/5.0D and
commence right climbing TURN to
intercept BBD/R-211 and further proceed
towards LOTPU..
Continue climb to MEA
Rwy 18 Engine-out Escape procedure (EOSID):

Climb straight ahead to BBD / 5.0D, commence RIGHT climbing
turn (remaining within BBD 7DME) and join BBD VOR hold.
Continue climb to MHA or as advised by ATC.
Minimum acceleration height is 1500ft.
CAUTION: Flight crew to be aware of International Boundary
(Bangladesh) situated South easterly to the airfield.
Note 1: In case of engine inoperative, Bank Angle not to exceed 15
deg until reaching 1500' above air-field elevation.
Note 2: Prior to Take-Off flight crew should use fix function to draw
appropriate BRG/DIST for enhanced situational awareness.
Runway 36: Due close proximity to eastern Himalaya foot hills in
north westerly to north easterly direction approximately 8 NM from
the airfield, all engine & engine-out SID has been promulgated for
safe and efficacious departures.
Rwy 36 All-Engine Departure Instruction:
VEBD-5
Effective 09-Jul-14
VEGT
FLT.OMC
ISSUE II Rev 04
DOMESTIC AERODROME
BAGDOGRA
Destination
ATS Route
Routing
W137
Climb straight ahead to BBD / 1.5D

and commence RIGHT climbing turn
(remaining within BBD 4DME). While
crossing BBD / R-050 turn LEFT to
intercept BBD / R-101 and proceed
further towards OPIMO. Continue
climb to MEA.
VECC/VIDP W69/W105
Climb straight ahead to BBD / 1.5D
and commence RIGHT climbing turn
(remaining within BBD 4DME). While
crossing BBD / R-180 turn LEFT to
intercept BBD / R-211 and proceed
further towards LOTPU.. Continue
climb to MEA.
NOTE : Prior to Take-Off, Flight Crew should use fix function to Draw
4DME Circle around BBD for enhanced situational awareness.
Rwy 36 Engine-out Escape procedure (EOSID):
Climb straight ahead to BBD / 1.5D, commence RIGHT climbing
turn (remaining within BBD 4DME) and join BBD VOR hold.
Continue climb to MHA or as advised by ATC.
Minimum acceleration height is 1500ft.
CAUTION: Flight crew to be aware of VED 71 situated North
easterly to the airfield.
Note 1: In case of engine inoperative, Bank Angle not to exceed
15deg until reaching 1500' above air-field elevation.
Note 2: Prior to Take-Off flight crew should use fix function to draw
4DME circle around BBD enhanced situational awareness.
VEBD-6
Effective 09-Jul-14
VEGT
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
BANGALORE
VOBL
(BANGALORE)
TOC-1
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
BANGALORE
TOC-2
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
BANGALORE
TABLE OF CONTENTS
Location ................................................................................ 2
1.2
1.3
Weather ................................................................................. 2
1.4
RWY Details ......................................................................... 3
1.5
Alternates .............................................................................. 3
1.6
1.7
1.8
Airfield Data .......................................................................... 3
1.9
1.10
1.11
1.12
1.13
TOC-3
Effective
29-Apr-11
1.1
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
BANGALORE
VOBL-1
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
BANGALORE
BANGALORE
:
:
:
BLR
VOBL
131155.92N 0774219.70E

1.1
Location
Airport is 30 KM from City Railway station. There is a group of hills

approximately 10 NM North of the field with the highest point at 4813 fee t
(1810 feet AAL).
1.2
Air Traffic Control
Bangalore CTR bounded by 130100N 0771410E then along clockwise arc

of 30NM with vertical limits of GND to FL95. Airspace Classification is D
and Transition altitude is 7000ft
1.3
Weather
Bangalore experiences a tropical Savanna climate with distinct wet and

dry seasons. Due to its high elevation, Bangalore usually enjoys a more
moderate climate throughout the year. Occasional heat waves can make
things very uncomfortable in the summer. The coolest month is January
with an average low temperature of 15.1 C and the hottest month is April
with an average high temperature of 33.6 C.
Bangalore receives rainfall from both the northeast and the southwest
monsoons and the wettest months are August, September and October, in
that order. The heaviest rainfall recorded in a 24-hour period is
179 millimetres. Very heavy rains may occur in the month of July-augustSeptember in associated with thunderstorm which might give average
mean rainfall up to 190mm. Frequency of occurrence of thunderstorm is
very high in these months and occurs practically 50% of days. Some of
these thunderstorms are accompanied with violent squalls.
VOBL-2
Effective 29-Apr-11
IATA
ICAO
ARP Coordinates
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
BANGALORE
1.4
RWY Details
RWY
09
27
1.5
HDG
M
92
272
TORA
(M)
4000
4000
ASDA
(M)
4000
4000
LDA
(M)
4000
4000
ELEVATION
(M)
3001
2917
SLOPE
(%)
-0.64
0.64
Alternates
AIRPORT
COIMBATORE
CHENNAI
1.6
TODA
(M)
4000
4000
ICAO
VOCB
VOMM
IATA
CJB
MAA
Dist
138
145
Remarks

1.7

1.8
Airfield Data
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
:
:
:
:
:
:
RWY lights
ILS RWY 27
ILS RWY 09
In Use
915 M (3004FT)
A
9
Jet A-1
Designation, THR, TDZ, Centerline, Aiming
Point, Side stripe
VOBL-3
Effective 29-Apr-11
During months of April-may surface winds a light and variable. The summer
heat is moderated by fairly frequent thunderstorms, which occasionally
cause power outages and local flooding.
During winters low stratus clouds can cover the airfield, they occur mainly
in the morning, during this season. On few occasion smoke haze lifted from
city can affect visibility. Expect low level cloud and fog activity in winter
months
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
BANGALORE
TWY lights
Conditions
:
:
1.9
Edge & RWY Holding positions,

Intermediate TWY, Holding markings
Only Edge lights
Unrestricted

Company
E-mail
:
:
Tel. Station Rep.

FAX
Duty Mobile
:
:
:
IndiGo
blr@goindigo.in,
vivek.dharmadhikari@goindigo.in
Airport Manager +91-9901999699
+91-80-66785454
+91-9900196462

Not Available
Caution: Expect low level cloud during winters.

Caution: Fog activity in winter months during early hours of the day.
Caution: Yelahanka Air Base has control of the majority of the
airspace surrounding VOBL, thus arrivals and departures are routed
via specifically defined corridors. Pilots shall strictly adhere to STAR /
SID routings or radar vectors.
Caution: Bangalore old airport (VOBG) is around 16 NM South of
Bangalore International Airport. Pilots shall exercise caution and
avoid mistaking VOBG for Bangalore International Airport due to
similar RWY alignment.
VOBL-4
Effective 29-Apr-11
TWY Markings
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
BANGALORE
Caution: Do not enter Taxiway A without prior clearance from tower.

Refer Jeppesen Chart for RWY Incursion HOT SPOTS.
Obtain clearance delivery 15 minutes before departure.
RNAV STARs/SIDs are preferred for arrival and departure.
Landing on RWY09 rapid exit E is available at approximate distance
of 2500M. Entry into Taxiway E from Taxiway A is prohibited for
departing aircraft.
VOBL-5
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
BHUBANESHWAR
(BHUBANESHWAR)
TOC-1
Effective 29-Apr-11
VEBS
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
BHUBANESHWAR
TOC-2
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
BHUBANESHWAR
TABLE OF CONTENTS
Location ................................................................................ 2
1.2
1.3
Weather ................................................................................. 2
1.4
RWY Details ......................................................................... 3
1.5
Alternates .............................................................................. 3
1.6
1.7
1.8
Airfield Data .......................................................................... 3
1.9
1.10
1.11
1.12
1.13
TOC-3
Effective 29-Apr-11
1.1
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
BHUBANESHWAR
VEBS-1
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
BHUBANESHWAR
BHUBANESHWAR
:
:
:
BBI
VEBS
201448.2N 0854906.7E

1.1
Location
Bhubaneshwar is situated on a stretch of undulated plane with

Bhubaneswar town on the east and the low hills of Udaygiri and
Khahndagiri on the west. It is at a distance of 2 km south west of city.
Bhubaneswar is situated between 21 15' North Latitude 85 15' Longitude
and at an altitude of 45 meters above sea level. Geographically,
Bhubaneswar is situated in the eastern coastal plains of Odisha and south west of the Mahanadi River.
1.2
Air Traffic Control
Bhubaneshwar CTR: A circle radius 55.5KM (30NM) Centered (VOR).

Vertical limits are from GND to FL50. Airspace Classification is D and
1.3
Weather
The city has a tropical climate, specifically a tropical wet and dry climate.
The average temperatures range between a minimum of around 10 C in
the winter to a maximum of 40 C to 45 C in summer.
Sudden afternoon thunderstorms are common in April and May. The southwest monsoons appear in June. The average annual rainfall is 154 cm,
most of which is recorded between June and October. From month of
June-October Strong winds are associated with depression in North Bay.
These are the rainiest months. Mean total rainfall during these months can
be up to 325mm and rains can stretch for 15days a month. In months of
October-November winds are light and variable. Precipitation occurs under
influence of depression and tropical cyclones in central bay.
VEBS-2
Effective 29-Apr-11
IATA
ICAO
ARP Coordinates
1.4
ISSUE II, Rev 00
DOMESTIC AERODROME
BHUBANESHWAR
HDG
M
144
324
TORA
(M)
2743
2743
TODA
(M)
2743
2743
ASDA
(M)
2803
2803
LDA
(M)
2743
2743
ELEVATION
(M)
104
122
SLOPE
(%)
0.21
-0.21
Alternates
AIRPORT
KOLKATA
NAGPUR
ICAO
VECC
VANP
IATA
CCU
NAG
Dist
220
383
Remarks
Custom and Immigration facility is Not Available

1.7
MET availability H24, METAR issued every 30Mins as per ATS

1.8
Airfield Data
Facilities
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
:
:
:
:
:
:
RWY lights
TWY Markings
:
:
TWY lights
Conditions
:
:
ILS RWY 14
VOR RWY 32
Not Available
42.1 M (138FT)
A
9
Jet A-1
Point, Side stripe
Intermediate, TWY, Holding markings
Only Edge lights
Unrestricted
VEBS-3
Effective 29-Apr-11
14
32
1.6
FLT.OMC
RWY Details
RWY
1.5
1.9
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
BHUBANESHWAR

Company
E-mail
Tel. Station Rep
FAX
Duty Mobile
:
:
:
:
:
IndiGo
bbi@goindigo.in, g.praveen@goindigo.in
0-9937056502 / 09000118080 Manager(CS)
0674-2595016
0-9937020733

Not Available
Caution: Significant upslope on the RWY surface RWY 14.

Caution: Hump on the RWY.
Caution: Taxiway centreline markings not visible during twilight in
wet conditions.
Caution: Bird activity in vicinity of the aerodrome.
ATC does not clear descent below FL075 before 25 DME BBS.
RADAR facility not available.
VEBS-4
Effective 29-Apr-11

FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
BHUBANESHWAR
VEBS-5
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
CHANDIGARH
VICG
(CHANDIGARH)
Effective 04-Dec-12
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
CHANDIGARH
Effective 04-Dec-12
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
CHANDIGARH
TABLE OF CONTENTS
Location ..............................................................................1
1.2
Air Traffic Control ................................................................1
1.3
Weather ..............................................................................1
1.4
RWY Details........................................................................2
1.5
Alternates ............................................................................2
1.6
Custom and Immigration .....................................................2
1.7
Metrological Facilities ..........................................................2
1.8
Airfield Data ........................................................................3
1.9
Aerodrome Operating Minima .............................................3
1.10
Ground Communication ......................................................3
1.11
Communication Failure Procedure ......................................3
1.12
Noise Abatement Procedure ...............................................4
1.13
Additional Information .........................................................4
Effective 04-Dec-12
1.1
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
CHANDIGARH
Effective 04-Dec-12
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
CHANDIGARH
CHANDIGARH
:
:
:
IXC
VICG
304029N 0764726E
This briefing is to be read in conjunction with the current Company and IAF
documentation available in on Board Jeppesen Manual. In case a conflict
exists between this material and Jeppesen (Company and IAF
documentation), the latter takes priority.
1.1
Location
Chandigarh airfield is situated approximately 12 Km. East of Sec.17 Bus

Station.
1.2
Air Traffic Control
English is primary language used in ATC. Chandigarh control area is bounded

by a radius of 20NM centered on VICG ARP.
Chandigarh ATS airspace is Class D with Transition altitude is 10000Ft.
Vertical limits are from SFC to FL460, FL300 to FL460 is within VIDP
Jurisdiction
1.3
Weather
Located in the North West of India, Chandigarh experiences a subtropical

humid climate. A seasonal rhythm characterizes the weather and climate in
Chandigarh. Chandigarh is characterized by hot summers, unreliable rainfall,
mild winters and temperature variations.Chandigarh has well defined seasons
mixed with hot and cool climates.
Summer: (March to May) Months are very hot and temperatures remain in 35
C to 42 C in most of the days, but maximum reaches up to 46 C
Monsoon: (June to September) Month of June marks the monsoon for the
city of Chandigarh which lasts till September. While the city receives moderate
as well as heavy rainfall, yet the months of August and September may
sometimes receive very heavy rainfall. The heavy rains are received by the
city from the south while generally the rain in Chandigarh in the monsoons
VICG-1
Effective
04-Dec-12
IATA
ICAO
ARP Coordinates
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
CHANDIGARH
comes from the North West or North East. The average annual rainfall
received by the city of Chandigarh is 1110.7mm while the highest rainfall
received by the city in a day is 195.5 mm are humid and sultry, but reduces
the temperatures of hot summer days.
1.4
RWY Details
RWY
11
29
1.5
1.6
HDG
M
114
294
TORA
(M)
2734
2743
TODA
(M)
3132
3139
ASDA
(M)
3040
3048
LDA
(M)
2743
2743
ELEVATION
(ft.)
1028
1028
SLOPE
(%)
0.00
0.00
Alternates
AIRPORT
ICAO
IATA
Dist
DELHI
JAIPUR
VIDP
VIJP
DEL
JAI
142
210
Remarks
Custom and Immigration facility is Not Available.

1.7
MET availability during watch Hrs, METAR issued every 30Mins during watch
Hrs.
VICG-2
Effective
04-Dec-12
Winters: (November to February) Winters in Chandigarh ranges from

November to February. Generally the weather and climate of Chandigarh
during the winters is pleasant with mild cold days, yet Chandigarh climate can
get chilly at times as well. The maximum temperatures during the winter
season in Chandigarh is in between 7 C to 15 C and the minimum
temperature is -2 C to 5 C. Winter is often characterized by rain from the
west staying for 2-3 days coupled with hail storms.
.
1.8
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
CHANDIGARH
Airfield Data
ILS RWY 11
VOR RWY 29
SID/STAR
Not Available
Elevation
313.34M (1028FT)
Airfield Category
F/F category
Fuel
Jet A-1
RWY Markings
THR, TDZ, Centerline, Edge, End
RWY lights
THR, Edge, End, ORA
TWY Markings
TWY Lights
Edge
Conditions
Restricted
1.9
Company Minima is designed as per DGCA CAR Section-8 Series-C Part 1

and All Weather Operations (Doc 9365-AN/910). Company minima are
available in On-board Jeppesen Manual.
Refer annexure A for Ground Communication.
In case an inbound Aircraft to Chandigarh suffers RCF (Radio Communication
Failure) following are Crew Action:
1.
Maintain the last assigned speed and level, or minimum Flight

Altitude if higher, for a period of 7 min following:
2.
The time the last level or minimum Flight Altitude is reached or
3.
The time the transponder is set to code 7600
VICG-3
Effective
04-Dec-12
4.
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
CHANDIGARH
The Aircraft failure to report its position over a compulsory reporting

point.
Thereafter climb to Filed Flight Plan Level
b)
Reaching Over Head VORDME 116.5 CHG, descent in Hold to

MHA 5000 ft.
c)
Carry out ILS Procedure RWY11. (Carry out VORDME

Procedure RWY11 during non-availability of ILS RWY11).
d)
On Final look out for GREEN Signal from Tower or Runway

Controller Hut.
e)
On positive visual contact with Runway and receiving GREEN

from Tower or Runway Controller. Carry out a landing on
RWY11.
f)
End of Runway vacate on to LEFT (ECHO) for Civil Dispersal
Incase an out bound Aircraft suffers a RCF immediately after take-off

from Chandigarh, follow point no. 1,2,3,4 a) and continue the flight to
filed destination.
Not Applicable
Caution: High Hills located North-east of Airfield approximately 5Nm

from ARP
Caution: VI (D) 122 NARAINGARH FF Range located at a bearing of

060 to 128/and distance of 15 to 20 NM from the ARP
Caution: VI (D) 131 Siswan FF Range located at a bearing of 330

and distance of 13 NM from the ARP.
Caution: Crew advised not to use RWY 29 for Approach as THR

RWY 29 has been displaced and the VORDME/VOR approach
procedure for RWY 29 has not been revised for the displacement.
Caution: Bird activity in the vicinity of the airport.
VICG-4
Effective
04-Dec-12
a)
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
CHANDIGARH
Caution: Crew are advised not to use the additional turn guidance on
both end of Runway. These additional turn guidance are to enable
the manoeuver of IL-76 Aircraft.
ORA Lights available at the End of RWY.
Taxi Procedure:
Parking Stand 1, 2, 3 are Power In/Power Out
Taxi-In Procedures:
Aircraft landing on RWY29:

o After landing on RWY29 to execute 180 turn on
dumbbell RWY11 and back track on Runway for
turn LEFT onto ECHO.
Or
o
Sometime to reduce Runway occupancy, Aircraft

may be routes as follows:
After landing on RWY29 continue till end of
Runway. Turn RIGHT on to ALPHA. Continue Taxi
following centreline of Main Air Force Dispersal.
Aircraft may be instructed to enter on to Runway
via TWY C or D. Turn Left back track on
Runway and vacate Runway onto TWY E
for Civil dispersal.
Aircraft landing on RWY11:
After landing and completion of landing run,

Turn LEFT onto TWY ECHO for
Civil
Dispersal.
Taxi-Out Procedures:
Aircraft Taking-off on RWY11:
Taxi out via ECHO, Turn Right on Runway

for back track on RWY29. 180 on dumbbell
RWY11 for lining up.
VICG-5
Effective
04-Dec-12
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
CHANDIGARH
Aircraft Taking-off on RWY29:

o
Expected Departure Instructions:
When RWY In Use is RWY11:

o
When RWY In Use is RWY29:

o
Take-off turn RIGHT climb on Track 128

(W35). Clearances limit FL120/ONOGI.
Change over to SP on 123.5 MHz
Take-off turn LEFT cross over head to join

track 128 Clearances limit FL120/ONOGI.
Change over to SP on 123.5 MHz
Expected Arrival Instructions:
Changeover is given at approximately FL110/ONOGI

from SP (123.5 MHz) to Chandigarh (118.6 MHz)
Further descent is as per traffic.
Instruction to join Over Head at 5000 ft. (MHA) and

carry out ILS, VOR for RWY11 or VOR RWY29.
VICG-6
Effective
04-Dec-12
Taxi out via ECHO, Turn RIGHT for lining up

RWY29
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
CHENNAI
VOMM
(CHENNAI)
TOC-1
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
CHENNAI
TOC-2
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
CHENNAI
TABLE OF CONTENTS
Location ................................................................................ 2
1.2
1.3
Weather ................................................................................. 2
1.4
RWY Details ......................................................................... 3
1.5
Alternates .............................................................................. 3
1.6
1.7
1.8
Airfield Data .......................................................................... 3
1.9
1.10
1.11
1.12
1.13
TOC-3
Effective
29-Apr-11
1.1
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
CHENNAI
VOMM-1
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
CHENNAI
CHENNAI
:
:
:
MAA
VOMM
125941.7N 0801031.8E

1.1
Location
Chennai airfield is situated 14kms southwest of the city with trees and
shrubs on take-off and approach path. No significant high ground in the
vicinity. MSA is generally 1800 feet except for the Northwest sector, which
is 2300 feet. Within 10 NM, the MSA is 1800 feet all round.
1.2
Air Traffic Control
English is primary language used in ATC.

Chennai CTR: A circle radius 46KM Centered VOR (MMV). Vertical limits
are from GND to FL50. Airspace Classification is D and Transition altitude
is 4000ft
1.3
Weather
Chennai has a tropical climate, specifically a tropical wet and dry climate.
The city lies on the thermal equator and is also on the coast, which
prevents extreme variation in seasonal temperature. The weather is hot
and humid for most of the year.
The hottest part of the year is late May to early June, with maximum
temperatures around 3842 C. The coolest part of the year is January,
with minimum temperatures around 1820 C.
The average annual rainfall is about 51 in. The city gets most of its
seasonal rainfall from the north-east monsoon, from October to December.
Cyclones in the Bay of Bengal sometimes hit the city. Prevailing winds in
Chennai are usually south-westerly between April and October and
remains north-easterly rest of the year.
VOMM-2
Effective
29-Apr-11
IATA
ICAO
ARP Coordinates
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
CHENNAI
1.4
RWY Details
RWY
07
25
12
30
1.5
HDG
M
071
251
120
300
TORA
(M)
3658
3658
2085
2085
ASDA
(M)
3708
3718
2085
2085
LDA
(M)
3658
3658
1942
1755
ELEVATION
(M)
40
52
32
46
SLOPE
(%)
0.11
-0.11
0.20
-0.20
Alternates
AIRPORT
BANGALORE
HYDERABAD
1.6
TODA
(M)
3811
3863
2235
2235
ICAO
VOBL
VOHS
IATA
BLR
HYD
Dist
145
274
Remarks

1.7

1.8
Airfield Data
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
:
:
:
:
:
ILS RWY 07
ILS RWY 25
VOR RWY 12
VOR RWY 30
In Use
15.85 M (52FT)
A
9
Jet A-1
VOMM-3
Effective
29-Apr-11
Generally Chennai is a fair weather airport throughout the year except

during the months of October and November when thunderstorms due to
cyclonic activity in the Bay of Bengal could affect the airport. The duration
of these storms is generally 60-90 minutes, when visibility may drop below
minimums, and associated wind shear on finals for RWY07/25 may be
expected.
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
CHENNAI
RWY lights
TWY Markings
:
:
TWY lights
Conditions
:
:
1.9

Point, Side stripe
Intermediate, TWY, Holding markings
Only Edge lights
Unrestricted

All Weather Operations (Doc 9365-AN/910). Company minima is available
in Onboard Jeppesen Manual.l.
Company
E-mail
:
:
Tel. Station Rep

FAX
Duty Mobile
:
:
:
IndiGo
maa@goindigo.in,
saptarishi.mukerjee@goindigo.in
9500050613- Airport Manager
N/A
N/A

Not Available
Obtain clearance from delivery 15 minutes prior to departure.

All westbound flights landing at Chennai to follow V009 whenever
VOD 171 in inactive.
RNAV SID/STAR in use
Caution: During the months of January and February early
morning fog can be expected until about 1000 LT.
VOMM-4
Effective
29-Apr-11
RWY Markings
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
CHENNAI
Caution: Expect LLWS (Low Level wind Shear) during monsoon

months.
Caution: Expect Gusty conditions in summer months.
Caution: Airfield affected by NE monsoon along with 2-3 cyclonic
storms every year.
Caution: Birds activity in the vicinity of the airport.
Caution: Tambaram Air Force station has a RWY alignment of
12/30 and is located Heading of 217, 5.80 NM from the Chennai
ARP. It is 8.75 NM from the OM (MA) for RWY 07. There have
been numerous instances of aircraft mistaking RWY 12 at
Tambaram for RWY 07 at Chennai, and some instances of aircraft
landing on the incorrect RWY. Most of these errors have occurred
when pilots have opted for a visual approach to RWY 07. (Refer
Image below)
VOMM-5
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
CHENNAI
VOMM-6
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
CHENNAI
VOMM-7
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
COCHIN
VOCI
(COCHIN)
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
COCHIN
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
COCHIN
TABLE OF CONTENTS
Location ................................................................................ 2
1.2
1.3
Weather ................................................................................. 2
1.4
RWY Details ......................................................................... 3
1.5
Alternates .............................................................................. 3
1.6
1.7
1.8
Airfield Data .......................................................................... 3
1.9
1.10
1.11
1.12
1.13
Effective
29-Apr-11
1.1
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
COCHIN
VOCI-1
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
COCHIN
COCHIN
:
:
:
COK
VOCI
100914N 0762425E

1.1
Location
Cochin airfield is located 28 km from Cochin City and North of Trivandrum.

The airport is in close proximity to a river, thus giving potential rise to fog
and mist.
West and South of the airport the terrain is relatively flat. North through to
the East MSA is 6500 feet, the terrain rises to 1742 feet within 5 NM and
4100 feet within 11 NM. The South East quadrant also has terrain giving a
MSA of 5600 feet.
High hills between 1200 to 2550 feet are located on the North-North-east
side within 20 NM of the airfield.
1.2
Air Traffic Control

Cochin ATS airspace is Class D with Transition altitude is 11000Ft. Vertical
limits are from SFC to FL145
1.3
Weather
Cochin features a Tropical monsoon climate. Cochin's proximity to the

equator along with its coastal location results in little seasonal temperature
variation, with moderate to high levels of humidity. Annual temperatures
range between 20 to 35 C with the record high of 34 C and record low of
17 C.
From June through September, the south-west monsoon brings in heavy
rains as Cochin lies on the windward side of the Western Ghats.
VOCI-2
Effective 29-Apr-11
IATA
ICAO
ARP Coordinates
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
COCHIN
From October to December, Cochin receives lighter (yet significant) rain

from the northeast monsoon, as it lies on the leeward side. Average annual
rainfall is 274 cm (108 in) with an annual average of 132 rainy days.
RWY Details
RWY
09
27
1.5
HDG
M
091
271
TORA
(M)
3400
3400
ASDA
(M)
3400
3400
LDA
(M)
3400
3400
ELEVATION
(M)
28
30
SLOPE
(%)
0.02
-0.02
Alternates
AIRPORT
COIMBATORE
BANGALORE
1.6
TODA
(M)
3400
3400
ICAO
VOCB
VOBL
IATA
CJB
BLR
Dist
66
202
Remarks

1.7

1.8
Airfield Data
Elevation
SID/STAR
Airfield Category
F/F category
Fuel
RWY Markings
:
:
:
:
:
:
RWY lights
TWY Markings
TWY Lights
:
:
:
ILS (Z) RWY 27

VOR RWY 09
9.22 M (30FT)
In Use/N.A
A
9
Jet A-1
Designation, THR, TDZ, Centerline, End,
Edge
THR, Edge, End
Edge
VOCI-3
Effective 29-Apr-11
1.4
STOP BARS
Conditions
1.9
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
COCHIN
:
:
Available
Unrestricted

Company
Ground Handling
E-mail
Tel. Station Rep
:
:
:
:
FAX
Duty Mobile
:
:
IndiGo
Air India
cok@goindigo.in, roby.john@goindigo.in
+91-484-2611751 +91-9895066799 Station
In charge
+91-484-2611752 / 2341264
+91- 9388302727 / 9862562800

Not Applicable
Caution: 180 degree turns only permitted on turn pads adjacent to

RWY Threshold.
Caution: Birds activity in vicinity of airport.
Caution: Refer Jeppesen chart for RWY Incursion HOT SPOT
Caution: All aircraft above 50 Ton of wt. to make turning at dumbbell
only and to follow the guideline markings provided.
New metallic antenna mast of 65 FT installed at MM site. It does not
infringe in approach path.
VOCI-4
Effective 29-Apr-11

All Weather Operations (Doc 9365-AN/910). A company minimum is
available in Onboard Jeppesen Manual..
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
COCHIN
VOCI-5
Effective 29-Apr-11
Taxi guidelines to and from stand provided. Follow me jeep provided

when required.
FACTORS COMMON TO ALL SIDs ARE AS FOLLOWS:
All radials and DME distance are those of CIA VOR unless
otherwise specified.
ATC at its discretion may specify alternate routings if considered
necessary due to traffic.
Aircraft shall intercept appropriate radials within 10NM.
If unable to comply with SID, Inform ATC)
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
COIMBATORE
VOCB
(COIMBATORE)
Effective 04-Dec-12
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
COIMBATORE
Effective 04-Dec-12
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
COIMBATORE
TABLE OF CONTENTS
Location ................................................................................ 1
1.2
1.3
Weather ................................................................................. 1
1.4
RWY Details ......................................................................... 2
1.5
Alternates .............................................................................. 2
1.6
1.7
1.8
Airfield Data .......................................................................... 2
1.9
1.10
1.11
1.12
1.13
Effective 04-Dec-12
1.1
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
COIMBATORE
Effective 04-Dec-12
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
COIMBATORE
COIMBATORE
:
:
:
CJB
VOCB
110136.91N 0770230.45E

Jeppesen, the latter takes priority
1.1
Location
Coimbatore airfield is located about 13 km from the city centre. High terrain
exists west of the airport with highest MSAs in the Northwest.
1.2
Air Traffic Control
English is primary language used in ATC. Coimbatore control area is

bounded by a radius of 25NM Centered at VOR.
Coimbatore ATS airspace is Class D with Transition altitude is 11000Ft.
Vertical limits are from SFC to FL150
1.3
Weather
Located just east of the Western Ghats Mountains, VOCB has moderate
weather year round, with temperatures averaging 25C to 30C. The
retreating monsoon gives rain showers during November to January, with
occasional reduction in visibility in the early morning hours (0500 L to 0730
L) due to fog in these months. No significant weather phenomena at other
times of year.
Coimbatore has a pleasant, salubrious climate, not reaching the high
temperatures of other southern India cities. Under the Tropical Monsoon
climate classification, the city has a tropical wet and dry climate. Situated in
the Western part of the state of Tamil Nadu, Coimbatore is located at an
elevation of about 398 meters. The mean maximum and minimum
temperatures during summer and winter varies between 35C to 18C.
Highest temperature ever recorded is 41 C and lowest is 12 C.
VOCB-1
Effective
04-Dec-12
IATA
ICAO
ARP Coordinates
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
COIMBATORE
1.4
RWY Details
RWY
05
23
1.5
HDG
M
048
228
TORA
(M)
2990
2990
TODA
(M)
2990
2990
ASDA
(M)
2990
2990
LDA
(M)
2990
2990
ELEVATION
(Ft)
1324
1276
Alternates
AIRPORT
ICAO
IATA
Dist
COCHIN
BANGALORE
VOCI
VOBL
COK
BLR
66
136
1.6
SLOPE
(%)
0.04
-0.04
Remarks

1.7

1.8
Airfield Data
SID/STAR
:
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
RWY lights
TWY Markings
:
:
:
:
:
:
:
ILS RWY 23
SID Available (Not in Use), STAR not
available
403.56 M (1324FT)
A
7
Jet A-1
THR, Edge, End
VOCB-2
Effective
04-Dec-12
Due to the presence of the mountain pass, major parts of the district benefit
from the south-west monsoon in the months from June to August. After a
warm, humid September, the regular monsoon starts from October lasting
till early November. These monsoons are brought about by the retreating
North-eastern monsoon. The average annual rainfall is around 700 mm.
TWY Lights
Conditions
1.9
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
COIMBATORE
:
:
Edge
Unrestricted

Company
E-mail
Tel. Station Rep
FAX
Duty Mobile
:
:
:
:
:
IndiGo
cjb@goindigo.in, dharmender.s@goindigo.in
+91-9008853535 Manager C.S
N/A
+91-9629595295

Not Applicable
Warning: Ensure terrain clearance, and avoidance of VO (P) - 190

which is approximately on CCB R320/25 NM.
Warning: Landing RWY23 passing 6000 ft there is a turn area on left
marked by three white cross. Area prohibited for use.
Warning: To avoid infringing the LFA (Local Flying Area) of VOSX
(SULUR AB) prior coordination with VOCB Tower is required before
using Left hand down wind for RWY23 and Right hand downwind for
RWY05.In case of emergency after take-off which requires to
overflying VOSX (SULUR AB) below 5000 ft AMSL inform VOCB
tower immediately. The situation will be coordinated between VOCB
Tower and VOSX (SULUR AB) tower on Hot line.
VOCB-3
Effective
04-Dec-12
Company Minima is designed as per DGCA CAR Section-8 Series-C Part 1

FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
COIMBATORE
Caution: MSA in the NW sector is 7500 feet within 12 NM CCB, and

11,000 feet from 12 NM to 25 NM NW of CCB VOR.
Caution: Birds activity in the vicinity of the airport.
Caution: TWY D is not lighted and is restricted to Aircraft up to
5700 Kg.
Caution: DTGM (Distance to Go Markers) are available on both
sides of RWY. Crew to disregard the DTGM at VOCB due
discrepancy noticed in their layout.
Caution: The SIGN board on TWY DELTA/ALPHA reflects the
TORA for Intersection RWY05 DELTA/ALPHA as 1595M.Correct
value is 1995M.
Caution: Straight take off RWY23 restricted to 06nm CCB.
Caution: Bay 7 is restricted to ATR / Embraer.
Caution: During Line up on RWY23 there are two Turn Pads. First
Turn Pad is at the beginning of RWY and the second Turn pad is
400m down the RWY.
Caution: If given a Non-SID departure requiring a climb towards high
terrain, carefully evaluate climb gradient requirements.
Caution: Location of SULUR Airfield at a Heading of 096/7.3NM
from VCBI ARP. (Refer Image below)
Details are as follows:
Main
Aerodrome
VOCB
(COIMBATORE)
Aerodrome
In Vicinity
VOSX
(SULUR AB)
Dist/Direction
From Main RWY
7.5NM
DIRECTION SE
RWY
Orientation
RWY 05/23
All Aircraft operating within VOCB CTR to avoid overflying VOSX

(SULUR AB) military Airfield by at least 02 NM in all direction from
VOSX (SULUR AB). ARP for VOSX (SULUR AB) is 110047N
0770945E. Do not overfly below 5000 ft.
VOCB-4
Effective
04-Dec-12
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
COIMBATORE
TAXI PROCEDURE
Taxi Track are named as below
o ALPHA, BRAVO, ECHO are used for entry/exit to Civil
Apron/Dispersal.
o CHARLIE is used for entry/exit for Isolation bay. Isolation
bay is provided with guidelines and is lighted.
o DELTA is restricted to Aircraft with MTOW of 5700 Kg.
Taxi procedure when RWY in use is 23

Arriving Aircraft
Landing RWY 23 on completion of landing run, back track at the
end of RWY(05 Dumbbell ).Turn left to enter via TWY ALPHA for
parking stands 1 and 2 and turn left to enter via BRAVO for
parking stands 3,4 and 5.
TWY BRAVO is also used for parking into stand 6, 8 depending
upon the traffic situation.
Departing Aircraft
Departing Aircraft to turn right from parking stand 1, 2,3,4,5 and
follow TWY ECHO to exit at Dumbbell RWY23 on right.

Arriving Aircraft
end of RWY(23 Dumbbell ).Turn right to enter via BRAVO for
parking stands 3,4,5,6 and 8, and turn right to enter via ALPHA
for parking stands 1 and 2.
Departing Aircraft
Departing Aircraft will exit via ALPHA. Turn right to backtrack for
RWY 05.
ENGINE OUT PROCEDURE
EO RWY23
In case of Engine failure departure RWY23, Fly HDG 228
commence right Climbing turn max by 06Nm and be within D09
VOCB-5
Effective
04-Dec-12
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
COIMBATORE
CCB, maintain GDS come overhead CCB and join the hold or as
instructed by ATC.
Thrust reduction 1500 AGL.
SECTOR CJBMAA (COIMBATORE-CHENNAI)

Departure - Coimbatore clearance limit is FL150. Clearance
above FL150/50 NM is in coordination with Chennai.
Departure RWY 23: After take-off expect Left Turn and
clearance to climb on track .Change over point 30 NM and
FL150.
Establish two-way VHF contact with Bangalore HAL to transit
through Bangalore TEST flying area and contact Chennai before
leaving the area.
Departure RWY05: After take-off expect Right Turn and
FL150.
Establish two-way VHF contact with Bangalore HAL transit
through HAL TEST flying area and contact Chennai before
leaving the area.
SECTOR MAACJB (CHENNAI- COIMBATORE)

Departure - Chennai clears departure via KKP W115 as per
RWY in use.
Expect Descent with Bangalore HAL and Chennai thereafter
change over to Coimbatore Tower.
Arrival RWY23: Report overhead CCB. Descend in HOLD or
Report over BAVAP descend and intercept Final approach VOR
or ILS RWY 23. Change over point VOMM to VOCB inbound
50NM/FL160.
Arrival RWY05: Report overhead CCB, Descend in HOLD or
Report BAVAP descend and report left hand down wind for
RWY05 for visual approach. Change over point, VOMM to
VOCB inbound 50NM/FL160.
VOCB-6
Effective
04-Dec-12
COMMUNICATION / CO-ORDINATION PROCEDURE:
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
COIMBATORE
CAUTION: While reporting over BAVAP do not confuse VOSX (SULUR

AB) RWY 05/23 with VOCB RWY 05/23.

AB) RWY 05/23 with VOCB RWY 05/23.
SECTOR CJBDEL (COIMBATORE-DELHI)

Departure- Coimbatore clearance limit is FL150. Clearance
above FL150/50 NM is in coordination with Bangalore HAL.
Departure RWY 23: After take-off expect Right Turn and
clearance to climb on track. Change over point 30 NM and
FL150.Establish two way VHF contact and Change over to
Bangalore HAL.
Departure RWY05:
After take-off expect Left Turn and
FL150. Establish two way VHF contact and Change over to
Bangalore.
AB) RWY 05/23 with VOCB RWY 05/23
VOCB-7
Effective
04-Dec-12
SECTOR DELCJB (DELHI- COIMBATORE)

Departure - Delhi clears departure via W20S.
Change over to Bangalore HAL before entering HAL Test flying
area. Expect descent with Bangalore HAL thereafter change
over to Coimbatore Tower.
Arrival RWY23: Report overhead CCB descend in HOLD or
Report BAVAP, descend and intercept Final approach VOR or
ILS RWY 23 .Change over point, VOBL to VOCB inbound
50NM/FL160.
Arrival RWY05: Report overhead CCB descend in HOLD or
Report BAVAP, descend and report left hand down wind for
RWY05 for approach. Change over point, VOMM to VOCB
inbound 50NM/FL160.
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
COIMBATORE
VOCB-8
Effective
04-Dec-12
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
DELHI
VIDP
(DELHI)
TOC-1
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
DELHI
TOC-2
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
DELHI
TABLE OF CONTENTS
Location ............................................................................... 2
1.2
1.3
Weather ............................................................................... 2
1.4
RWY Details......................................................................... 3
1.5
Alternates ............................................................................. 3
1.6
Custom and Immigration ...................................................... 4
1.7
Metrological Facilities ........................................................... 4
1.8
Airfield Data ......................................................................... 4
1.9
Aerodrome Operating Minima .............................................. 4
1.10
Ground Communication ....................................................... 4
1.11
Communication Failure Procedure ....................................... 5
1.12
Noise Abatement Procedure ................................................ 5
1.13
Additional Information .......................................................... 6
TOC-3
Effective 29-Apr-11
1.1
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
DELHI
VIDP-1
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
DELHI
DELHI
:
:
:
DEL
VIDP
283407.42N 0770643.69E

1.1
Location
The airfield is located on a flat plain 8 NM southwest of the city. 6 NM to

the east is another airfield associated with light aircraft and glider activity.
Located just to the north of this airfield is a Prohibited Area (Rashtrpati
Bhawan) .
1.2
Air Traffic Control
Delhi control is 30nm centered Delhi VOR SFC to FL150.

Visual circling north of RWY is prohibited. Expect radar vectors within 15
DME. RWY 28 is preferred for landing. Minimum radar vectoring altitude is
2600ft within 25 nm all sectors.
Infrastructure development is a continuous process at Delhi airport, due
this new parking stands and taxi tracks are launched from time to time.
There might be a possibility that due such frequent changes at airport,
Jeppesen charts may not be up to date. It is advisable to read Jeppesen
charts in conjunction with latest NOTAMS.
Company has issued Notice regarding Prohibited area of Rashtrpati
Bhawan. Crew are advised to go through it
1.3
Weather
Winters (December to February)

Weather in this season gets disturbed only due western disturbance. These
disturbances generally begin in mid-December.
VIDP-2
Effective 29-Apr-11
IATA
ICAO
ARP Coordinates
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
DELHI
1.4
RWY Details
RWY
09
27
10
28
11
29
1.5
HDG
M
091
271
104
284
103
283
TORA
(M)
2813
2813
3810
3810
4110
4430
TODA
(M)
3246
3513
3810
4084
4110
4430
ASDA
(M)
2813
2813
3810
3810
4430
4430
LDA
(M)
2813
2661
3810
3810
3465
2970
ELEVATION
(M)
717
750
719
777
720
776
SLOPE
(%)
0.36
-0.36
0.46
-0.46
0.41
-0.38
Alternates
AIRPORT
ICAO
IATA
Dist
JAIPUR
LUCKNOW
VIJP
VILK
JAI
LKO
125
229
VIDP-3
Remarks
Effective 29-Apr-11
Visibility is poor in morning due to fog and tends to clear by 1000am,

expect congestion as visibility clears. Aircraft can expect a delay of 30-45
min due congestion. Evening can become foggy from 2100pm till early
morning. This phenomena may serve a period from end December to
January mid.
Pre-Monsoon (March to June)
Strong north westerly surface winds usually prevail over during mid-day
and early part of afternoon. Occasionally wind speed can reach 35 -40kt.
Visibility is poor due to dust raising winds .This season is characterized by
frequent occurrence of dust storm and thunderstorm. In dust storm winds
may even exceed 50-60kt.
Southwest Monsoon (July to September)
SW Monsoon extends to this region during last week of June and usually
last till September. About 80%of rainfall occurs in this season. The
principal weather hazard of the season is generally associated with
monsoon depression which may cause heavy rains. Caution should be
taken for squall wind and very low cloud with base of the clouds reaching
60-120m.
1.6
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
DELHI

1.7
1.8
Airfield Data
Facilities
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
:
:
:
:
:
:
RWY lights
TWY Markings
TWY lights
Conditions
:
:
:
1.9
ILS (CAT II/IIIA/IIIB) RWY 28

ILS RWY 27
ILS RWY 10
VOR RWY 09
In Use
237.1 M (777FT)
A
9
Jet A-1
Designation, THR, TDZ, Centreline, Edge,
End
End
Centreline, Holding position
Edge LGTS on curves & CL LGTS
Unrestricted

in Onboard Jeppesen Manual.
Company
IndiGo
VIDP-4
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
DELHI
E-mail
Tel. Station Rep
FAX
Duty Mobile
:
:
:
:
del@goindigo.in, Varun.mathur@goindigo.in
+91-9818360880 Airport Manager
+91-11-25671969
+91-9560527773 / 956052773
Refer JEPPESEN AIRWAY MANUAL for

procedure.
Departure Jeppesen VIDP 10-1p16
Arrival Jeppesen VIDP 10-1p12
.
Communication
Failure

The following schedule of Runway Use Plan will be adopted for each month
Schedule for dates from 1st to 8th and 17th to 23rd of each month.
Time slot
( IST)
0601 1400
Hrs
1401 - 2200
Hrs
2201 - 0200
Hrs
0201 - 0600
Hrs
RWY For westerly flow of

wind
Landing
Take-off
RWY For easterly flow of

wind
Landing
Take-off
29
28/27
11
10/09
28/27
29
10
11
29
28/27
11
10/09
28/27
29
10
11
Schedule for dates from 9th to 16th and 24th till end of the month.
Time slot
( IST)
0601 1400
Hrs
1401 - 2200
Hrs
RWY For westerly flow of

wind
Landing
Take-off
RWY For easterly flow of

wind
Landing
Take-off
28/27
29
10
11
29
28/27
11
10/09
VIDP-5
Effective 29-Apr-11
2201 - 0200
Hrs
0201 - 0600
Hrs
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
DELHI
28/27
29
10
11
29
28/27
11
10/09
Caution: Close proximity of HINDON Airport.

Caution: Close proximity of Safdarjung airport on Heading of
080/5.1NM from VIDP ARP. (Refer Image below)
Caution: Birds activity in the proximity of the airport.
Caution: Fog activity in winter months from evening till next day
1100 LT.
Caution: Prohibited areas around Delhi airfield.
Caution: Frequent men and vehicle movement at the apron.
Refer to Jeppesen Manual 10-1P8 for speed restriction/procedures
Refer to Ops Manual Part A for special seat belt procedure
Caution: In case of diversion to VIJP (JAI), VILK (LKO) and VAAH
(AMD) check for bay availability before initiating diversion.
Obtain clearance from delivery 15 minutes before departure
RNAV SID/STAR in use.
Frequent VIP movement may result in airport closure without prior
notice.
VIDP-6
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
DELHI
VIDP-7
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
DIBRUGARH
VEMN
(DIBRUGARH)
Effective
09-Jul-14
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
DIBRUGARH
Effective
09-Jul-14
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
DIBRUGARH
TABLE OF CONTENTS
Location ............................................................................... 2
1.2
1.3
Weather ............................................................................... 2
1.4
RWY Details......................................................................... 4
1.5
Alternates ............................................................................. 4
1.6
1.7
1.8
Airfield Data ......................................................................... 4
1.9
1.10
1.11
1.12
1.13
TOC-1
Effective
09-Jul-14
1.1
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
DIBRUGARH
TOC-2
Effective
09-Jul-14
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
DIBRUGARH
DIBRUGARH
:
:
:
DIB
VEMN
272851.7N 0950104.9E

1.1
Location
Dibrugarh airfield, is situated 11 KM from Dibrugarh city.

1.2
Air Traffic Control

Dibrugarh ATS airspace is Class D with Transition altitude is 8000Ft.
Vertical limits are from SFC to FL200
1.3
Weather
Dibrugarh is situated on the banks of the Brahmaputra River, in Upper

Assam (in the extreme north-east) and is almost detached from the rest of
India by Bangladesh. It is a region of plains and mountains and has a
similar climate to that of the northern plains and Himalayas, depending on
altitude. Significant rainfall can occur from March to May, but the main
rainy season starts from June to October. Cherrapunji located close to
Dibrugarh (altitude 4,300 feet/1,300 m) has the distinction of being one of
the three wettest places in the world, with an annual average rainfall of
10,800 mm (425 ").
Being located on the north of the 27 North latitude and with its unique
physiographic elements, the area experiences subtropical monsoon climate
with mild winter, warm and humid summer. The average annual rainfall of
the Dibrugarh city in the north is 276 cm with a total number of 193 rainy
days in a year. The average annual temperature in Dibrugarh is 23.9C
respectively. Located on the bank of the Brahmaputra, Dibrugarh city
VEMN-1
Effective
09-Jul-14
IATA
ICAO
ARP Coordinates
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
DIBRUGARH
VEMN-2
Effective
09-Jul-14
experiences mild climate with low temperature and high rainfall. On the
basis of the climatic characteristics such as distribution of temperature,
rainfall, rainy days, humidity, presence of fogs and thunderstorms, the
climate of the area may be classified into four seasons.
WINTER: The winter covers the months of December, January and
February. In this season, fair weather prevails occasionally associated wit h
fogs and haze. December and January are the driest months and January
being the coldest. The minimum temperature ranges between 8C and
10C and the maximum between 27C and 29C.
PRE-MONSOON: The months of March, April and May constitute the premonsoon season. From March the land surface gets steadily heated and
the temperature starts rising. Strong convection develops due to the local
depressions formed especially in the afternoon. The norwesters locally
called Kal Baisakhi appears during the period. Rainfall ranges between 59
and 160 cm and maximum temperature ranges between 28C and 32C.
This season is, in fact, a transitional phase between the dry cool winter and
the warm moist monsoon.
MONSOON: With the onset of monsoon in early June, heavy rainfall
occurs. Widespread low clouds and high humidity together maintain almost
uniform temperature over the area. The maximum temperature ranges
between 33C and 37C. The average annual rainfall during the period is
300 cm. The occurrence of thunderstorms is the most conspicuous
characteristics of the monsoon weather. This is the season of dominant
agricultural operation in the area.
RETREATING MONSOON: The monsoon withdraws from the area in the
last week of September or first week of October. The cool north-easterly
winds originating over the lofty mountains of the Arunachal Himalayas
brings the temperature down. The orographic low is replaced by high
pressure and a flat pressure gradient occurs. Rainfall decreases abruptly
and the sky becomes progressively clear. Sunny days prevail till the end of
November.
1.4
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
DIBRUGARH
RWY Details
RWY
HDG
M
046
226
TORA*
(M)
1739
1739
TODA
(M)
1829
1829
ASDA*
(M)
1739
1739
LDA
(M)
1829
1647
ELEVATION
(M)
358
360
SLOPE
(%)
0.03
-0.03
* TORA/ASDA has been reduced by 90m to compensate non-availability of RESA as per

DGCA guidelines.
1.5
Alternates
AIRPORT
ICAO
IATA
Dist
GUWAHATI
AGARTALA
KOLKATA
VEGT
VEAT
VECC
GAU
IXA
CCU
209
341
504
1.6
Remarks
Custom and Immigration facilities are Not Available

1.7
MET availability H24, METAR issued every 30Mins during watch Hrs
1.8
Airfield Data
SID/STAR
:
Elevation
:
Airfield Category
:
F/F category
:
Fuel
:
RWY Markings
:
RWY lights
:
TWY Markings
:
TWY Lights
:
Conditions
:
ILS RWY 05
Not Available
110.3 M (362ft)
B
7
Jet A-1
THR, Edge, End
Center line, Holding positions
Edge
Restricted
VEMN-3
Effective
09-Jul-14
05
23
1.9
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
DIBRUGARH

Company
E-mail
:
:
Tel. Station Rep
IndiGo
dib@goindigo.in,
hemanta.kumar@goindigo.in
9678003571
Duty Landline
0373-2382260 / 0373-2382259

Not Applicable
Caution: Circle to land is prohibited.

Caution: It is not permissible to land on RWY 23 due to nonavailability of Instrument Approach Procedure.
Caution: Whenever Danger Area VE(D)-201 is active, the level
clearance for departure is issued upto 8000 by Dibrugarh, further
climb with Jorhat. For arriving flights, Jorhat clears descent upto
9000, further descent with Dibrugarh.
Caution: Pilots are required to clearly identify Dibrugarh,
while carrying out approach at Dibrugarh due existence of
Chabua (VECA) aerodrome in close proximity on Heading of
100/5.1NM from VEMN ARP. (Refer Image)
Performance may be restricted at High temperature.
VEMN-4
Effective
09-Jul-14
Company Minima is designed as per CAR-Section 8, Series C, Part 1 and

All Weather Operations (Doc 9365-AN/910). A company minimum is
available in Onboard minima folder.
ISSUE II, Rev 04
DOMESTIC AERODROME
DIBRUGARH
Parking stands 1,2,3,5 & 6 are Power in/power out.

Civil apron is located to the south/east of RWY. Taxiways D, E, G
are on South East of RWY and are used for entry/exist to Civil
Apron.
Arriving Aircraft, after landing, back track at the end of RWY (at
Dumbbell RWY 23). Turn left on Taxiway G for parking stands 5
and 6. Taxiway E for parking stands 1 and Taxiway D for stands 2
and 3.
Departing aircraft to exit via Taxiway E.
Runway lightings have the following particularities differing from
the standard:
1.
END Lights for RWY05/23 are 04+04 on each side of

Runway but only 04 will be glowing when on commercial
or DG supply.
2.
EDGE Lights are available every 30M but whenever the

lights are on Commercial Supply or DG Supply lights will
be glowing every 60M.
3.
When landing on RWY05 from Abeam G the lights

turns to AMBER and total of 07 lights (Each side) will be
glowing covering a distance of 1300 ft.
The minimum experience level for Crew operating to VEMN :
PIC
FIRST OFFICER
Note:
FLT.OMC
Min on type Hrs

500
Nil
Route Check
01 RC
01 RC
Recency
No
No
NO Training flights (SLF or PIC RCs) are permitted to DIB. Only Clearance
Route Checks and Annual Line Route Checks (for cleared pilots) can be
carried out to DIB.
The flight crew should preferably carry out FLAP FULL landing.
Operation of thrust reverser is mandatory after landing.
VEMN-5
Effective
09-Jul-14
ISSUE II, Rev 04
DOMESTIC AERODROME
DIBRUGARH
Auto brakes needs to be serviceable and flight crew shall ensure

braking action consistent with adequate margin for stopping the
aircraft
During the approach phase, if the approach becomes unstable at
any time, the flight crew shall carry out go around.
Flight Crew shall carry out engine bleeds-off (packs off only)
take-off.
Aircraft with following MEL items not permitted:
o Thrust reverser inoperative
o
o
o
o
FLT.OMC
Anti-skid unserviceable
Spoilers unserviceable
Braking devices unserviceable
Nose Wheel Steering Control System
Flight Crew/Dispatch needs to compute RTOW keeping in view

ambient conditions like temperature, wind, runway condition and
QNH requirement.
Flight Crew should adhere to the following restrictions in the time
band between 0700z to 1100z :
1. To carry out full thrust take-off.
2. To apply +2C temperature correction to the reported
OAT for the calculation of RTOW.
Narrow Runway limitations are considered for wet conditions;
RTOW Charts are computed considering this requirement.
RTOW Charts have been computed by reducing runway lengths
by 90m to compensate non-availability of RESA on both end of
Runway.
Passengers both revenue and non-revenue together should not
exceed the certified passenger carrying capacity (180 Pax
excluding infants) of the aircraft.
Hand baggage dimensions are ensured to be in conformity with

available space in overhead bins or space under the seats.
VEMN-6
Effective
09-Jul-14
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
DIBRUGARH
No training flights are permitted except airfield and route clearance

specific to Dibrugarh and annual renewal route check.
Supervised take-off and landing is prohibited in Dibrugarh.
Simulator training exercise for Dibrugarh airfield during recurrent

/PPC/ IR should include an exercise with following conditions:
o Reduced runway length to compensate for non-availability
of RESA,
o Wet runway
o Cross wind upto15 knots.
o Engine failure before V1.
SECTOR- Kolkata- Dibrugarh (VECC-VEMN)

While flying CCUDIB sector following communication procedure is
to be followed:
Expect level clearance to FL290 from Kolkata and for Climb
above FL290 in coordinate with Dhaka Control.
Change over to Dhaka Control at AGODA and maintain with
Dhaka Control till ATOGA.
Change over to Guwahati Control at ATOGA and maintain
with Guwahati Control till RUPAK.
Before reaching IGOTU contact Tezpur and maintain until
MIKAG.
Change over to Jorhat Approach at RUPAK and maintain with
Jorhat Approach till NOMAG.
Report Position to Jorhat Approach at NOMAG.
Change over to Dibrugarh Approach at NOMAG.
Expect Clearance to descend below FL110 from Dibrugarh
Approach.
VEMN-7
Effective
09-Jul-14
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
DIBRUGARH
SECTOR- Dibrugarh-Kolkata (VEMN-VECC)
Dibrugarh clearances limit FL110. Expect climb above FL110

from VEJT (JHT).
Change over to Jorhat Approach at NOMAG and Report
Position to Jorhat Approach.
Before reaching MIKAG contact Tezpur and maintain until
IGOTU.
Change over to Guwahati Control at RUPAK and maintain
with Guwahati Control till ATOGA.
Change over to Dhaka Control at ATOGA. Maintain with
Dhaka Control till AGODA.
Change over to Kolkata Control at AGODA.
VEMN-8
Effective
09-Jul-14
While flying CCUDIB sector following communication procedure is

to be followed:
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
DIBRUGARH
VEMN-9
Effective
09-Jul-14
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
DIBRUGARH
VEMN-10
Effective
09-Jul-14
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
GOA
VOGO
(GOA)
Effective 04-Dec-12
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
GOA
Effective 04-Dec-12
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
GOA
TABLE OF CONTENTS
Location ............................................................................... 1
1.2
1.3
Weather ............................................................................... 1
1.4
RWY Details......................................................................... 2
1.5
Alternates ............................................................................. 2
1.6
1.7
1.8
Airfield Data ......................................................................... 2
1.9
1.10
1.11
1.12
1.13
Effective 04-Dec-12
1.1
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
GOA
Effective 04-Dec-12
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
GOA
GOA
:
:
:
GOI
VOGO
N15 22 41.98 E073 49 41.95

1.1
Location
Goa airfield is situated on Western Ghats at the Arabian Sea cost. Airfiel d
is surrounded by small hillocks in NE and NW sector.
Another significant obstruction Bambolim Radio mast 656ft AMSL, 016/4.9
NM from ARP. Obstruction marked by day and night.
1.2
Air Traffic Control
English is primary language used in ATC. Goa is Naval and Civil airfield.
Military flying is a daily routine, due to which daily between 0130-1130 all
schedule and non-schedule aircrafts to descend to 6000 ft or initial
approach altitude before entering area of 30nm radius centered at
VORDME.
1.3
Weather
Land and sea breeze are the prominent features for this airfield. Relative
humidity remains 80% throughout the year. Weather conditions are
adversely affected mainly in SW monsoon which sets in during first week of
June and remains active till last week of September. This period is
associated with squally surface winds, cloud development and moderate to
heavy rainfall. Generally weather remains cloudy, mainly with CU, AC, AS,
NS clouds. Monsoon is the main season for this airfield.
VOGO-1
Effective
04-Dec-12
IATA
ICAO
ARP Coordinates
1.4
ISSUE II, Rev 01
DOMESTIC AERODROME
GOA
HDG
M
081
261
TORA
(M)
3430
3430
TODA
(M)
3580
3635
ASDA
(M)
3580
3635
LDA
(M)
3430
3430
ELEVATION
(ft )
112
180
SLOPE
(%)
0.67
-0.67
While retrieving RTOW Charts, 100 m Shift has been included as per
the Local Airport Authority Requirement.
Alternates
AIRPORT
MUMBAI
BANGALORE
ICAO
VABB
VOBL
IATA
BOM
BLR
Dist
237
265
Remarks
Custom and Immigration facility available as per Flight Schedule

1.7

1.8
Airfield Data
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
RWY lights
TWY Markings
TWY lights
Conditions
:
:
:
:
:
:
:
:
:
:
VOR DME ILS DME RWY 26

VOR DME RWY 08
Not Available
45.72 M (150FT)
A
8
Jet A-1
Designation, THR, TDZ, Centerline, END
THR, Edge, check & RWY End lights
Center line, holding positions at all TWY
Only Edge lights
Restricted
VOGO-2
Effective
04-Dec-12
08
26
1.6
FLT.OMC
RWY Details
RWY
1.5
1.9
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
GOA

Company
E-mail
:
:
Tel. Station Rep
FAX
Duty Mobile
:
:
IndiGo
goi@goindigo.in,
francisca.george@goindigo.in
+91-832-2542953 +91-9890962206
Manager C.S
+91-832-2542952
+91-9371664464

Not Applicable
Warning: Visual circling north of R/W is prohibited

Caution: The airport is jointly used by civil and military. Military
controls the airspace, ATS and surface movement. The airfield is
closed to civil operations between 0300 Z to 0730 Z Monday to
Friday. At other times, priority will be given to military traffic which
may occasionally result in holding delays in the air or on the
ground.
Caution: Bird activity in the vicinity of the airfield.
Caution: During peak hours of 0730 Z to 1000 Z the civil ramp can
be congested with aircraft, ground equipment and vehicular traffic.
Exercise extreme caution during ground operations. The civil
apron has been extended, but due to lack of a parallel taxi track to
the North and due to a shortage of parking bays, anticipate delays
VOGO-3
Effective
04-Dec-12

FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
GOA
in the air and/ or on the ground of 10 to 15 minutes during this

period.
Caution: The Isolation Bay is located adjacent to taxi track S3.
Photography is prohibited.
Caution : Pilots should not mix up parallel TWY south of RWY
with RWY, especially during approach RWY 08
Caution: Arrester barrier when raised, height of net is 3.7M at
centre and arms are 6.1M high and are installed on both the
RWYs, RTOW charts are prepared considering proper line up
distances correction so that ropes are not damaged.
0
Caution: 180 turn on RWY not permitted for Medium and Heavy
wake turbulence aircraft category
Caution: Small military Aircraft may be parked on Turn pads at
either dumbbell clear of RWY. Pilot to exercise caution while
landing and take off
Caution: Goa cannot be used as an alternate airport unless
approved by authorities.
All medium / heavy aircraft landing on RWY 26 are to vacate RWY
via taxi link N5 or end of RWY. Stands 1 to 9 push back required.
DTGM (Distance To Go Markers) installed at a distance of 50 ft
from RWY edge and longitudinally 1000 ft apart throughout the
RWY on both sides.
Non schedule operations requires 24 hour prior notice
All flights to stick to schedule timings. Delayed flights are required
to obtain positive clearance from GOI (VOGO)
DATIS126.6 MHz hours of operations are 22:30 to 16:30 UTC
Arriving flights may be required to hold due excessive flying
operations and limited parking stands at civil apron.
VOGO-4
Effective
04-Dec-12
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
GUWAHATI
VEGT
(GUWAHATI)
TOC-1
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
GUWAHATI
TOC-2
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
GUWAHATI
TABLE OF CONTENTS
Location ............................................................................... 2
1.2
1.3
Weather ............................................................................... 2
1.4
RWY Details......................................................................... 3
1.5
Alternates ............................................................................. 3
1.6
1.7
1.8
Airfield Data ......................................................................... 3
1.9
1.10
1.11
1.12
1.13
TOC-3
Effective
29-Apr-11
1.1
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
GUWAHATI
VEGT-1
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
GUWAHATI
GUWAHATI
:
:
:
GAU
VEGT
260617.8N 0913507.7E

1.1
Location
GUWAHATI airfield is situated about 20 km south-west of Guwahati town

on southern bank of river Brahmaputra. Obstructions are seen also on the
northern bank of river Brahmaputra. High terrain 200-300m exist east,
South and SW within 6km from Airfield.
1.2
Air Traffic Control
GUWAHATI ATS airspace is SFC to FL080, Class D with Transition altitude

is 7000ft. Visual circling is restricted to west of RWY only. Vertical limits
from GND to FL080..
1.3
Weather
The climate here is sub-tropical and gets very humid. Rainfall in Assam is
very heavy and temperature remains quite pleasant throughout the year.
The average highest temperature during the months of summer is around
30 'C and in winters the temperature drops to about 10 'C. The best time to
visit Guwahati is during the months of November to April.
In winters station is affected by westerly disturbances moving across north
India or over Eastern Himalayas. Fog occurs 10-15 days in each of
December and February: Visibility may drop down to 500m or below during
these months.
During Monsoon season average low cloud of amount 3-4 Octa of the
clouds generally be between 300-1000m and frequently lowering to 300m.
VEGT-2
Effective
29-Apr-11
IATA
ICAO
ARP Coordinates
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
GUWAHATI
During the month of July to September average monthly rainfall is 4050cm. thunder storm during these months are frequent and may occur 6-7
days monthly.
RWY Details
RWY
02
20
1.5
HDG
M
023
203
TORA
(M)
2743
2743
ASDA
(M)
2743
2743
LDA
(M)
2743
2743
ELEVATION
(M)
162
162
SLOPE
(%)
0.00
0.00
Alternates
AIRPORT
KOLKATTA
AGARTALA
1.6
TODA
(M)
2743
2743
ICAO
VECC
VEAT
IATA
CCU
IXA
Dist
295
132
Remarks
Custom and Immigration facility are available on request with 24Hrs prior
notice to administration.
1.7
MET availability H24, METAR issued every 30Mins as per ATS.

1.8
Airfield Data
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
:
:
:
:
:
:
RWY lights
TWY Markings
:
:
ILS RWY 02
VOR RWY 20
Not Available
49.21 M (162FT)
B
7
Jet A-1
Designation, THR, TDZ, Centerline, Fixed
Distance
THR, Edge & RWY End lights
Center line, holding positions at all TWY
VEGT-3
Effective
29-Apr-11
1.4
TWY lights
Conditions
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
GUWAHATI
:
:
Only Edge lights

Unrestricted

Company
E-mail
Tel. Station Rep
:
:
:
FAX
Duty Mobile
:
:
IndiGo
gau@goindigo.in, rajeev.medhi@goindigo.in
+91-361-2843457, +91-9954047813
Manager C.S
+91-361-2843462
+91--9864077466

Not Applicable
Caution: Aircraft to use low power during turn on RWY and Turn
pads
Caution: Close proximity of Shilong airport on Heading of
138/33 NM from VIDP ARP. (Refer Image below)
Due parking stands constraints operations of all scheduled flights
are likely to be affected between 04:00 to 08:30 UTC daily. Due to
limited parking stand all domestic schedule flights shall take
positive bay clearance before start up from Guwahati.
VEGT-4
Effective
29-Apr-11
1.9
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
GUWAHATI
Parking stand occupancy preferably shall not exceed one hour

due to limited Parking stands.
GENERAL PROCEDURE
Radar vectoring shall be provided to intercept final approach
track prior to 12 NM from touch down at 3500FT. Final approach
track for ILS and VOR DME procedure is 023 M and 026 M ( R
206) respectively.
Radar service shall be terminated when aircraft is established on
final approach track and not earlier than 11 NM from touchdown.
When radar vectoring is provided air craft speed shall be
restricted as given below:
o 220Kts. IAS maximum on passing F100.
o 185Kts. IAS maximum when 20 NM from touchdown
position information is given by radar controller.
When being vectored via predetermined tracks aircraft shall
arrange the descent profile in such a way, so as to reach
3500FT prior 12NM from touch down on final approach track.
RADAR VECTORING PROCEDURE
ATS Route R472
At 30NM from MSSR (Monopulse Secondary surveillance radar)
aircraft may be descended to 5000FT. At 25NM aircraft shall be
radar vectored to fly predetermined track 090 M. On passing
230 M/20NM from MSSR (Monopulse Secondary surveillance
radar) aircraft shall be descended to 3500FT and after crossing
214 M from MSSR (Monopulse Secondary surveillance radar)
given left turn to follow track 065 M to intercept the final
approach track.
ATS Route W45
At 30NM, air craft shall be given radar vector to fly
predetermined track 141 M descending to 6000FT. At 233
M/19 NM from MSSR (Monopulse Secondary surveillance radar)
aircraft shall be given left turn to fly track 090 M as specified for
ATS Route R472 descending to 3500FT and thereafter
VEGT-5
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
GUWAHATI
procedure as given in 2.1 for interception of final approach track

shall be followed.
ATS Route W53
At 25NM, aircraft shall be descended to 6000FT. At 18NM air
craft shall be vectored to fly predetermined track 270 M
descending to 5000FT. Passing 169 M/13NM from MSSR
aircraft shall be given descent to 3500FT and thereafter crossing
bearing 195 from MSSR (Monopulse Secondary surveillance
radar) given right turn on heading 340 to intercept the final
approach track.
ATS Route B593
At 25NM aircraft shall be radar vectored to fly predetermined
track 325 M descending to 7000FT/ 6000FT/5000FT as
appropriate as per minimum vectoring altitudes. At 214 M/
18NM from MSSR (Monopulse Secondary surveillance radar)
aircraft shall be directed to turn right to follow track 065 M as
specified for ATS Route R472 and descended to 3500FT to
intercept the final approach track.
ATS Route W51
At 25NM, aircraft shall be radar vectored via predetermined
track 220 M descending to 6000FT. At 147 M/ 15NM from
MSSR (Monopulse Secondary surveillance radar) aircraft shall
be given right turn to follow predetermined track 270 M
descending to 5000FT. Thereafter procedure as given in 2.3 for
ATS route W53 shall be followed.
VEGT-6
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
GUWAHATI
VEGT-7
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
HYDERABAD
VOHS
(HYDERABAD)
Effective
04-Dec-12
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
HYDERABAD
Effective
04-Dec-12
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
HYDERABAD
TABLE OF CONTENTS
Location ............................................................................... 1
1.2
1.3
Weather ............................................................................... 1
1.4
RWY Details......................................................................... 2
1.5
Alternates ............................................................................. 2
1.6
1.7
1.8
Airfield Data ......................................................................... 2
1.9
1.10
1.11
1.12
1.13
Effective
04-Dec-12
1.1
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
HYDERABAD
Effective
04-Dec-12
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
HYDERABAD
HYDERABAD
:
:
:
HYD
VOHS
171426N 0782544E

1.1
Location
Airfield is located 20Km from Husain Sagar near Shamshabad and

approximately 22Km from City.
1.2
Air Traffic Control

Hyderabad ATS airspace is Class D with Transition altitude is 7000ft.
Vertical limits are from GND to FL100
North of the RWY centreline are military restricted and danger areas,
therefore all circuits are south of the RWY centreline.
A military airport at Hakimpet 20NM NE of Hyderabad has a similar
orientation, Identify Hyderabad airport before landing in order not to
mistake Hakimpet Airport. While coming into Hyderabad route W20S after
BUSBO is not available due air force exercise. Alternate route is W19/W27
to HYD. W20S can be used if we intent to over fly HYD.
1.3
Weather
December-February - Winter with rare occurrences of fog and early

morning haze.
March-May - Summer with occasional thermals in April-May.
June-September (South West Monsoon) this season is accompanied with
south westerly winds and thunderstorms during peak Monsoon. Very Low
clouds may be present during Mid-June and Mid-September when
depression from Bay of Bengal pass over or near the region
VOHS-1
Effective
04-Dec-12
IATA
ICAO
ARP Coordinates
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
HYDERABAD
October-November - Post Monsoon, with north westerly winds and some

thunderstorms during October. Weather is hazy all year round due to
smoke. March to early June is the hot.
RWY Details
RWY
09R
27L
09L
27R
1.5
HDG
M
090
270
090
270
TORA
(M)
4260
4260
3707
3707
TODA
(M)
4260
4260
3707
3707
ASDA
(M)
4260
4260
3707
3707
LDA
(M)
4260
4260
3707
3707
ELEVATION
(M)
1969
2024
1972
2028
Alternates
AIRPORT
ICAO
IATA
Dist
BANGALORE
CHENNAI
VOBL
VOMM
BLR
MAA
253
289
1.6
SLOPE
(%)
0.40
-0.40
0.46
-0.46
Remarks
Custom and Immigration facility is available H24.

1.7
MET availability H24, METAR issued every 30Mins.

1.8
Airfield Data
SID/STAR
Elevation
Airfield Category
F/F category
:
:
:
:
Fuel
ILS RWY 09R

ILS RWY 27L
DAY VFR RWY 09L
DAY VFR RWY 27R
In Use
617 M (2024FT)
A
CAT 9, (CAT10 available on 24 HRS Prior
notice)
Jet A-1
VOHS-2
Effective
04-Dec-12
1.4
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
HYDERABAD
RWY lights
TWY Markings
TWY lights
Conditions
:
:
:
:
1.9
Designation, THR, TDZ, Centerline

Displaced Threshold Markings for Secondary
RWY09L/27R
Center line, Holding positions at all TWY
Edge lights, Centerline lights
Unrestricted

Company
E-mail
Tel. Station Rep
:
:
:
FAX
Duty Mobile
:
:
IndiGo
hyd@goindigo.in, sarveshtiwari@goindigo.in
+91-40-24255053/40- +91-7702004488
Airport Manager
+91-40-24255051
+91- 9959932226

Refer JEPPESEN AIRWAY MANUAL for
procedure.
Departure Jeppesen VOHS 10-1P2
Arrival
Jeppesen VOHS 10-1P1
Communication
Failure

Not Applicable
VOHS-3
Effective
04-Dec-12
RWY Markings
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
HYDERABAD
VOHS-4
Effective
04-Dec-12
Caution: Do not mistake Hakimpet Air Base on Heading of

016/19.5NM and old Hyderabad Airport on Heading of 007/13NM
from ARP, as they have the same RWY alignment.
Change of Flight from IFR to VFR or vice versa:
Caution: Expect low level cloud during the month of June and
September
Caution: Fog activity in winter months.
Caution: RET (Rapid Exit Taxiway) not available for Secondary
RWY 09L/27R
The Company normally does not allow VFR operations for a
revenue Flight. For flights to VOHS during the period of the
primary runway closure, the Vice President Flight Operations has
approved VFR operations to Runway 09L / 27R at VOHS (HYD).
Except for PIC released with conditional command.
The aircraft will be radar vectored to the finals of the visual
approach, 1500 AGL and the Flight Rules are changed on RT from
IFR to VFR only when the secondary Runway is positively
identified.
Upon receiving a landing clearance from ATC, PIC must confirm
using the displaced THR marking that he is in line with secondary
RWY.
Conditional released Captain: No conditionally released PIC shall
be scheduled to operate to VOHS during the closer period.
Visual approach conducted on primary RWY 09R/27L should be
an ILS assisted visual approach.
NPA on primary RWY 09R/27L: Upon receiving landing clearance
from ATC PIC must confirm that the A/C is aligned with the
primary RWY by checking the absence of displaced threshold
during day.
Secondary RWY 09L/27R is available for DAY VFR operations
only.
Secondary RWY 09L/27R has been provided with ALS of 420M
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
HYDERABAD
RNAV STAR-SID procedure established at VOHS.

TWY A, A1, A2, A3, A8, A9, A10, CL LGT AVBL only at visibility
conditions of RVR 1000 M or less.
Taxi out Procedure RWY 09L/27R
RWY 27R
Expect to enter RWY via Taxiway B3 and backtrack for
Dumbbell
RWY09L
Expect to enter RWY via Taxiway B5 and backtrack for
Dumbbell
Taxi in Procedure RWY 09L/27R
RWY 27R
Expect to vacate RWY via Taxiway B5
RWY09L
Expect to vacate RWY via Taxiway B3

Note: during secondary RWY operation use of Taxiway B4 is at the
discretion of ATS.
Taxiway A1, A2, A3, A8, A9, A10 has been marked with dual
holding position markings to for primary and secondary RWY
operations
Departure Procedure RWY 09L/27R:
Expect climb straight ahead 3600Ft, then climb on track

to intercept first waypoint on the airway or
Expect climb straight ahead 3600Ft, then as directed by

ATC
Arrival Procedure RWY 09L/27R:
Procedural vectoring till the time the Aircraft reports RWY

in Visual
Parking Procedure
ACFT on Stand NR.01-12 shall pushback facing East.

ACFT on Stand NR. 01, 02, 03 shall pull forward till limit
line marked abeam Stand 4 due safety reasons i.e. to
avoid JET BLAST effect on perimeter wall.
VOHS-5
Effective
04-Dec-12
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
HYDERABAD
VOHS-6
Effective
04-Dec-12
ACFT on Stand NR.90 - 94 shall pushback facing West.

ACFT on Stand NR. 92, 93, 94 shall pull forward till limit
line marked abeam Stand 91 due safety reasons.
Stand NR 01&94 AVBL for Code C ACFT.PUSHBACK
limit lines marked for Stand NR. 01 & 94. PUSHBACK
LIMIT LINES are marked with WHITE LINE.
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
HYDERABAD
VOHS-7
Effective
04-Dec-12
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
HYDERABAD
VOHS-8
Effective
04-Dec-12
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
IMPHAL
VEIM
(IMPHAL)
TOC-1
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
IMPHAL
TOC-2
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
IMPHAL
TABLE OF CONTENTS
Location ............................................................................... 2
1.2
1.3
Weather ............................................................................... 2
1.4
RWY Details......................................................................... 3
1.5
Alternates ............................................................................. 3
1.6
1.7
1.8
Airfield Data ......................................................................... 3
1.9
1.10
1.11
1.12
1.13
TOC-3
Effective 29-Apr-11
1.1
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
IMPHAL
VEIM-1
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
IMPHAL
IMPHAL
:
:
:
IMF
VEIM
244551.2N 0935358.4E

1.1
Location
Airfield is located 225/07Km from Imphal city.

The airfield is located in the northern end of a valley oriented N-S and
surrounded by high hills on all sides rising to 9000ft within 25 NM. As per
requirements of ICAO Annex 14, hills have been provided with Solar
Powered Obstruction Lights (SPOL).
1.2
Air Traffic Control

Imphal ATS airspace is Class D with Transition altitude is 11000ft. Vertical
1.3
Weather
Summer months are usually bright and sunny. The airfield is affected by
Pre Monsoon and South West Monsoon which brings in significant clouds
and rain and is affected by Thunderstorms. Period from June to November
experiences heavy rain fall. The weather is cold during the winter months.
Haze and fog is common in the morning hours but typically does not last for
more than two to three hours.
VEIM-2
Effective 29-Apr-11
IATA
ICAO
ARP Coordinates
1.4
HDG
M
035
215
ISSUE II, Rev 00
DOMESTIC AERODROME
IMPHAL
TORA
(M)
2746
2746
TODA
(M)
2746
2746
ASDA
(M)
2806
2806
LDA
(M)
2746
2746
ELEVATION
(M)
2535
2540
SLOPE
(%)
0.05
-0.05
Alternates
AIRPORT
GUWAHATI
KOLKATA
1.6
ICAO
VEGT
VECC
IATA
GAU
CCU
Dist
155
341
Remarks
Custom and Immigration facility is Not available.

1.7
METAR issued every 30Mins, Trend forecast not issued.

1.8
Airfield Data
SID/STAR
:
Elevation
:
Airfield Category
:
F/F category
:
Fuel
:
RWY Markings
:
RWY lights
TWY Markings
TWY lights
Conditions
:
:
:
:
ILS RWY 04
Not Available
774.2 M (2540FT)
B
7
Jet A-1
And RWY End
Edge lights
Restricted
VEIM-3
Effective 29-Apr-11
1.5
FLT.OMC
RWY Details
RWY
04
22
1.9
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
IMPHAL

Company
E-mail
:
:
Tel. Station Rep
FAX
Duty Mobile
:
:
IndiGo
imf@goindigo.in,
shyamalee.singh@goindigo.in
+91-9774042354, +91-9862032297 Asst.
Manager C.S
+91-385-2455368
+91- 9862032669

Not Applicable
Caution: Solar power OBST light system on LANGOL and HIDOK

hills U/S.
Caution: No circling procedure is to be carried out.
Caution: Visual Approaches Day / Night are prohibited during
Normal Operations
Hold is mandatory before proceeding outbound for approach. Hold
fuel for the approach procedure is catered for in CFP fuel planning.
Caution: Due to reduced distance available between interception of
localizer and GLIDE PATH, interception of GLIDE PATH may occur
prior to establishing the LOCALIZER.
All approaches are to be stabilized approaches.
Use of TERR ON ND is as per SOP for Arrival and Departure
VEIM-4
Effective 29-Apr-11

FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
IMPHAL
GPWS should be mandatorily serviceable for Night Operations. All

aircraft conducting night operations into Imphal should have a
functional TAWS system. Aircraft are not to be dispatched under Mel
344802 to/from Imphal at night.
Approach briefing must include a review of terrain. Approach briefing
must include the descent profile, maximum speed in the hold, in the
procedure, and the effect of a 3.5 deg glide slope on aircraft
deceleration and on landing. Further, night operations can often
result in the black hole effect affecting the perception of the pilot.
This point may be highlighted in Approach Briefing.
ENGINE OUT SID
The engine out procedure at Imphal requires the use of TOGA power
up to the end of the acceleration phase and is to be flown on Autopilot. Tailwind Take Off RWY 22 recommended if IMC conditions
exist. (FCOM limitations apply)
TAKE-OFF RWY 22
In case of engine failure, maintain takeoff heading. Crossing
3DME from VOR (IIM)/3.5 nm on IRS, turn left HDG 160 Deg to
intercept R200 IIM. (With Auto Pilot, max bank angle is limited
to 15 Deg.) Commence acceleration and clean up the aircraft on
reaching a height of 1100ft AGL. Minimum acceleration altitude
is 3640 ft AMSL (QNH). Climb with MCT power at Green Dot
speed to 8500 ft AMSL and on reaching 10DME, R-200
IIM/10nm on IRS, turn left to VOR to join the hold for a VOR ILS
approach RWY 04. If VMC then climb to minimum 4150,
maintain VMC and carry out a visual circuit for RWY 22/ 04.
TAKE-OFF RWY 04
No take-off permitted under IMC conditions. Under VMC
condition, climb to minimum altitude 4150, maintain VMC and
carry out a visual circuit for RWY 04/22.
VEIM-5
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
INDORE
VAID
(INDORE)
TOC-1
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
INDORE
TOC-2
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
INDORE
TABLE OF CONTENT
Location ............................................................................... 2
1.2
1.3
Weather ............................................................................... 2
1.4
RWY Details......................................................................... 3
1.5
Alternates ............................................................................. 3
1.6
1.7
1.8
Airfield Data ......................................................................... 3
1.9
1.10
1.11
1.12
1.13
TOC-3
Effective 29-Apr-11
1.1
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
INDORE
VAID-1
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
INDORE
INDORE
:
:
:
IDR
VAID
224324.0N 0754819.7E

1.1
Location
Airfield is situated 315 / 06km from Indore Railway station. There are small
hills to South and South-east of airport.
1.2
Air Traffic Control
English is primary language used in ATC. Indore CTR is bounded by a

radius of 30nm centered at IID VOR.
Indore ATS airspace is Class D with Transition altitude is 5000ft. Vertical
1.3
Weather
Indore has a transitional climate between a tropical wet and dry climate and
a humid subtropical climate. Three distinct seasons are observed: summer,
monsoon and winter.
Summers start in mid-March and can be extremely hot in April and May.
The highest temperature recorded was 48 C. Average summer
temperatures may go as high as 42-44 C but humidity is very low. Due to
Indore's location on the southern edge of the Malwa Plateau, a cool breeze
(also referred to as Shab-e-Malwa) in the evenings makes summer nights
quite pleasant.
Monsoon season starts in late June, with temperatures averaging around
26 C, with sustained, torrential rainfall and high humidity. The average
rainfall is 36 inches. Indore gets most of its rainfall during JulySeptember
due to the southwest monsoon.
VAID-2
Effective
29-Apr-11
IATA
ICAO
ARP Coordinates
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
INDORE
Winters start in mid-November and are dry, mild and sunny. Temperatures
average about 415 C, but can fall close to freezing on some nights.
1.4
RWY Details
07
25
1.5
HDG
M
066
246
TORA
(M)
2750
2750
ASDA
(M)
2750
2750
LDA
(M)
2750
2750
ELEVATION
(M)
1836
1837
SLOPE
(%)
0.01
-0.01
Alternates
AIRPORT
AHEMDABAD
NAGPUR
1.6
TODA
(M)
2750
2750
ICAO
VAAH
VANP
IATA
AMD
NAG
Dist
180
256
Remarks

1.7
MET availability is H24, METAR issued every 30Mins.

1.8
Airfield Data
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
:
:
:
:
:
:
RWY Lights
TWY Markings
TWY Lights
Conditions
:
:
:
:
ILS RWY 25
VOR RWY 07
Not Available
564 M (1850FT)
A
7
Jet A-1
and End
THR, Edge & End lights
Center line, Holding positions, Edge
Edge
Unrestricted
VAID-3
Effective
29-Apr-11
RWY
1.9
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
INDORE

Company
E-mail
Tel. Station Rep
:
:
:
FAX
Duty Mobile
:
:
IndiGo
idr@goindigo.in, sarvesh.tiwari@goindigo.in
+91-141-5109993, +91-9829407207
Manager C.S
+91-141-5119991
+91-9929099848

Not Applicable
Caution: Do not mistake Safety Vehicle lane short / East of DELTA

for TWY DELTA.
Caution: Bird activity in the vicinity of the Airport.
Caution: Hump on the RWY (RWY 07 is not visible or cannot be
seen from RWY25 due a hump which starts from Abeam FOXTROT
on RWY till Threshold RWY 07)
Caution: There is an Iron covered place with light background
between Parking stand number 8 and 9 which may lead to an
incident during Taxiing of an Aircraft.
Caution: Pilot to exercise caution due to lots of pebbles on the entire
RWY.
VOR Holding Check point on TWY BRAVO.
VAID-4
Effective
29-Apr-11

FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
INDORE
Isolation bay FOXTROT available with appropriate marking and

lights.
Parking Bays 5-12 suitable for A320.
Power in - Power out taxi procedure followed.
Taxi Procedure are as follows:
Aircraft planned to be parked on stand no. 1 to 7 will taxi in via
taxiway delta and for taxi out turn right follow lead out line to
join taxiway CHARLIE &/or ALPHA.
Aircraft planned to be parked on stand no. 8 will taxi in via
taxiway ALPHA/CHARLIE and for taxi out turn left follow lead
out line to join taxiway CHARLIE/ALPHA via apron taxi lane
CHARLIE
Aircraft planned to be parked on stand no. 9 to 12 will taxi in via
taxiway ALPHA and for taxi out turn right follow lead out line to
join taxiway BRAVO.
CAUTION: Aircraft taxiing in to stand no.9 via ALPHA is not
clear if Aircraft taxiing out from stand no. 8.
Prohibited areas around VAID airfield are as follows:Range
BERICHA VAD08
HEMA VAD 08
CHOTAJAM
.
Radial w.r.t VOR

R 185 to R225
R 195 to R235
R 175 to R215
VAID-5
Safety Height AMSL

37000 Ft
8000 Ft
6000 Ft
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
JAIPUR
VIJP
(JAIPUR)
TOC-1
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
JAIPUR
TOC-2
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
JAIPUR
TABLE OF CONTENTS
Location ................................................................................ 2
1.2
1.3
Weather ................................................................................. 2
1.4
RWY Details ......................................................................... 3
1.5
Alternates .............................................................................. 3
1.6
1.7
1.8
Airfield Data .......................................................................... 3
1.9
1.10
1.11
1.12
1.13
TOC-3
Effective 29-Apr-11
1.1
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
JAIPUR
VIJP-1
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
JAIPUR
JAIPUR
:
:
:
JAI
VIJP
264927.0N 0754808.7E

1.1
Location
Airfield is situated in the southern suburb of Sanganer, 13km from Jaipur

city. There are small hills to North and North-east of airport.
1.2
Air Traffic Control
English is primary language used in ATC. Jaipur control area is bounded

by a radius of 25nm centered at JJP VOR.
Jaipur ATS airspace is Class D with Transition altitude is 5000ft. Vertical
1.3
Weather
Jaipur has a hot semi-arid climate receiving over 650 millimetres (26 in) of
rainfall annually but most rains occur in the monsoon months between June
and September. During the monsoon there are frequent, heavy rains and
thunderstorms.
Temperatures remain relatively high throughout the year, with the summer
months of April to early July having average daily temperatures of around
35 C.
The winter months of November to February are mild and pleasant, with
average temperatures ranging from 1518 C and with little or no humidity.
There are however occasional cold waves that lead to temperatures near
freezing. Weather is fine except for very occasional light rain with western
disturbance. Visibility is generally good, but deteriorates in early morning of
January due haze and sometimes Fog.
VIJP-2
Effective
29-Apr-11
IATA
ICAO
ARP Coordinates
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
JAIPUR
1.4
RWY Details
RWY
09
27
1.5
HDG
M
085
265
TORA
(M)
2797
2797
ASDA
(M)
2797
2797
LDA
(M)
2797
2797
ELEVATION
(M)
1262
1250
SLOPE
(%)
-0.14
0.14
Alternates
AIRPORT
DELHI
AHEMADABAD
1.6
TODA
(M)
2797
2797
ICAO
VIDP
VAAH
IATA
DEL
AMD
Dist
125
288
Remarks
Custom and Immigration facility is available as per operational requirement

2 Hrs prior notice to ARO.
1.7

1.8
Airfield Data
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
:
:
:
:
:
ILS RWY 27
VOR RWY 09
Not Available
385 M (1263FT)
A
7, PNR 24hrs for 8
Jet A-1
VIJP-3
Effective
29-Apr-11
Pre Monsoon Season(March-June) Surface winds are NW/W in the

beginning and back to W/SW. Wind speed gradually increase with season
and may reach Gale force on some afternoon. 1 to 2 thunderstorm or dust
storms occurs in March/ April. These storms mostly occur in afternoons and
are often accompanied by N/W squalls reaching 45-50 Kt. These storm
may last for few minutes but wind force may remain strong and visibility
poor for another couple of hours.
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
JAIPUR
RWY Lights
TWY Markings
TWY Lights
Conditions
:
:
:
:
1.9
Designation, THR, TDZ, Aiming Point

Centerline, Edge and End
Not Available
Unrestricted

Company
E-mail
Tel. Station Rep
:
:
:
FAX
Duty Mobile
:
:
IndiGo
jai@goindigo.in, sarvesh.tiwari@goindigo.in
+91-141-5109993, +91-9829407207
Manager C.S
+91-141-5119991
+91-9929099848

Not Applicable
Caution: A specific caution for a delayed descent due to late R/T

contact with Delhi when flying at lower Flight Level. In such cases,
ATC Jaipur may be requested for necessary liaison.
Caution: For RWY 27 approach, be aware there is a small hill and a
road running parallel to the approach path just North of the approach
track. Do not mistake this road for the RWY.
VIJP-4
Effective
29-Apr-11
RWY Markings
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
JAIPUR
Caution: Taxiway signage may be incomplete. Exercise caution.

Follow ATC instructions
Ahmedabad approach will switch the aircraft to Delhi approach
(Radar). Request descent from Delhi. If approaching from the
Southwest, for traffic separation, aircraft may be cleared to intercept
JJP radial 180 for descent. Approximately 50 NM inbound; expect
handover to Jaipur approach (no radar). Expect clearance to
intercept the 12 DME arc JJP for the ILS DME RWY 27 approach, or
to proceed to JJP VOR for the VOR RWY 27 approach. Winds
generally favor RWY 27.
Co-ordinate for descent with VIDP when coming from VAAH or
VECC.
After landing RWY 27, expect vacation on right towards new apron.
The old apron is used for international arrival and departures.
.
VIJP-5
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
JAMMU
VIJU
(JAMMU)
Effective 09-Jul-14
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
JAMMU
Effective 09-Jul-14
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
JAMMU
TABLE OF CONTENTS
Location ............................................................................... 2
1.2
1.3
Weather ............................................................................... 2
1.4
RWY Details......................................................................... 3
1.5
Alternates ............................................................................. 3
1.6
1.7
1.8
Airfield Data ......................................................................... 3
1.9
1.10
Communication Facility ........................................................ 4
1.11
1.12
1.13
1.14
TOC-1
Effective 09-Jul-14
1.1
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
JAMMU
TOC-2
Effective
09-Jul-14
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
JAMMU
JAMMU
:
:
:
IXJ
VIJU
N3241.6 E07450.4
1.1
Location
Jammu Airport is located in the Northern plains of India. Jammu is located

around 270NMs N-NW of Delhi and is very close to the International Border
with Pakistan. The airfield is controlled by Indian Air Force. Jammu
aerodrome is situated west of Jammu town and has hilly terrain in close
proximity in north and north east.
1.2
Air Traffic Control
English is primary language used in ATC. Jammu control area is bounded

by a radius of 10NM.Jammu ATS airspace is Class D with Transition
altitude is 11000Ft. Vertical limits are from SFC to FL120.
1.3
Weather
During the monsoon the weather becomes hazardous due to the reason
that aircraft cannot be very easily deviated from its designated route due to
close proximity of international border and high hills.
Summer months are usually bright and sunny. The airfield is affected by
the passages of Western Disturbances in winter which brings in significant
clouds and rain.
VIJU-1
Effective
09-Jul-14
IATA
ICAO
ARP Coordinates
1.4
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
JAMMU
RWY Details
RWY
HDG
M
177
357
TORA*
(M)
2013
1952
TODA
(M)
2103
1952
ASDA*
(M)
2013
1952
LDA
(M)
1981
2042
ELEVATION
(M)
964
951
SLOPE
(%)
-0.20
0.20
* TORA/ASDA has been reduced by 90m to compensate non-availability of RESA as per

DGCA guidelines.
1.5
Alternates
AIRPORT
SRINAGAR
DELHI
1.6
ICAO
VISR
VIDP
IATA
SXR
DEL
Dist
92
319
Remarks

1.7
MET availability H24, METAR issued every 30Mins during watch hrs.
1.8
Airfield Data
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
RWY lights
TWY Markings
TWY Lights
Conditions
:
:
:
:
:
:
:
:
:
:
NDB ILS RWY 36

NDB RWY 36
VOR DME / ILS DME RWY 36
VOR RWY 36
Not Available
293 M (961FT)
B
7
Jet A-1
THR, Edge, End
Edge
Restricted
VIJU-2
Effective
09-Jul-14
18
36
1.9
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
JAMMU
1.10 Communication Facility

Service Designator
Call Sign
TWR
Jammu Tower
APP
Jammu Approach
GND
Jammu Ground
Emergency Frequency
ALPHA Control
Northern Control
Pathankot
Lahore
Frequency (MHz)
123.500
123.500
123.500
121.500
119.7
120.4
122.7
127.5

Company
E-mail
:
:
Tel. Station Rep
IndiGo
ixj@goindigo.in,
Sukhdev.Singh@goindigo.in
8803433812
Duty Mobile
9205435709/10.

Not Applicable
VIJU-3
Effective
09-Jul-14
Company Minima is designed as per DGCA CAR SECTION 8 Series C Part

I and All Weather Operations (Doc 9365-AN/910). Company minima is
available in Onboard minima folder.
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
JAMMU
Min on type Hrs
Route
Check
PIC
500
02
12 months Recency or else

01 Route Check
FIRST
OFFICER
100
01

01 Route Check
Note:
Recency
a) NO Training flights (SLF or PIC RCs) are permitted to IXJ. Only Clearance Route Checks and
Annual Line Route Checks (for cleared pilots) can be carried out to IXJ.
b) PIC & FOs who have already operated to IXJ as per previous training requirements need not
undergo any additional training.
c) Recency Route Check cannot be carried out from jump seat.
d) 02 Route Checks for PIC/ 01 Route Check for FOs is the training requirement for those who are
not IXJ qualified. RC cannot be done from jump seat.
e) Pilots who are cleared for SXR operations only need to undergo additional Route Check(s) for IXJ
clearance.
VIJU-4
Effective
09-Jul-14
Caution: While landing and takeoff from RWY 18 and 36 for group
of trees right of approach path of RWY18.
Caution: TAWI field firing range active throughout the year during
day and night. Safety height 3000 ft location 280/ 02 NM from
JJU.
All turns at 18 threshold would be anticlockwise due to close
proximity of temporary light structures adjoining western edge of
RWY18 threshold. All pilots to ensure strict compliance.
Permanent obstruction Peer Baba Mazar located western side of
RWY at a distance of 155 feet from RWY edge and distance from
threshold RWY 36 is 1700 feet. Height of scaffolding 25 feet
construction unmarked and unlighted.
Civil apron is located to the east of RWY towards the end of RWY
18.
After landing, backtrack, if required, only at the end of RWY
(Dumbbell).
In event of exceptionally long float the crew are reminded that it is
mandatory to Go Around.
The minimum experience level for Crew operating to VIJU
ISSUE II, Rev 04
DOMESTIC AERODROME
JAMMU
Flight crew should preferably carry out FLAP FULL landing.

aircraft
take-off.
Before every take-off and landing, the flight crew shall review the
single engine procedure and actions required thereto as part of
crew briefing.
o Anti-skid unserviceable
o Spoilers unserviceable
o Braking devices unserviceable
o
FLT.OMC

QNH requirement.
Narrow Runway limitations are considered for wet runway
conditions to mitigate non-standard runway shoulders. RTOW
Charts are computed considering this requirement.
RTOW Charts have been computed by reducing runway lengths
by 90m to compensate non-availability of RESA on both end of
Runway.
VIJU-5
Effective
09-Jul-14
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
JAMMU



specific to Jammu and annual renewal route check.
Supervised take-off and landing is prohibited in Jammu.
Simulator training exercise for Jammu airfield during recurrent

o
o
o
o
Reduced runway length to compensate for non-availability

of RESA,
Wet runway
Cross wind upto15 knots.
Engine failure before V1.
.
COMMUNICATION / CO-ORDINATION PROCEDURE
ARRIVAL TO JAMMU
Sector DELIXJ (Delhi-Jammu)

o Contact ALPHA control before reaching BUTOP
o Change over to ALPHA control over ASARI.
o Contact Pathankot and Northern control before crossing
BOKAD. On first contact relay position report and ETAs.
o Obtain regional QNH and Jammu METAR from Northern
Control.
o At BOKAD obtain traffic information from ALPHA AND
Pathankot
o Fighter flying is carried out at Pathankot till FL240.
o Descent is cleared by Northern Control.
Sector SXRIXJ (Srinagar-Jammu)
VIJU-6
Effective
09-Jul-14
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
JAMMU
Reaching 17000 ft / MESAR contact Jammu for weather

and Pass the ETA.
o Descent with Northern Control.
QNH Setting Procedure
o During Climb/Descent, AREA/REGIONAL QNH as advised
by Northern Control.
o Maintain Jammu QNH in Jammu Control Area.
ARRIVAL Procedure
o Due to higher than normal initial approach altitude and short
outbound leg, the aircraft must be in CONFIG 2 before
commencing the ILS base turn. Crew should plan and
configure accordingly.
o Visual circling not permitted east of the airfield.
o Recommended circling within 5D JJU VOR at 3000 ft
altitude on QNH. However, if circling below 3000 ft, do not
go beyond 2.0 NM to the west of airfield due Tawi firing
range.
o Use of Terrain ON ND will be mandatory and as per SOP.
DEPARTURE FROM JAMMU
o 10 minutes prior to departure, contact Jammu TWR for
Level clearance.
o ATC may require the aircraft to climb in the holding pattern.
Climb in co-ordination with Northern Control.
o During climb in hold, remain within 5D JJU VOR.
Sector IXJSXR (Jammu - Srinagar)
o Descent in co-ordination with Northern Control. MESAR
must be crossed at or above 18000 ft. Contact Srinagar
Approach before crossing MESAR. During Fighter flying
and Low visibility/bad weather RADAR vectors will be
provided. If RADAR is not available, the aircraft may be
instructed by ATC to report overhead at 10500 ft and
descend in hold OR will be cleared for straight in approach
RWY 31 via MESAR.
Sector IXJDEL (Jammu-Delhi)
o
VIJU-7
Effective
09-Jul-14
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
JAMMU
Climb in the holding pattern and leave VOR at 10,000ft after

coordinating further climb with northern control
o Contact Pathankot at or before BIKUX. Fighter flying is
carried out till FL240.
o Contact ALPHA Control before reaching BOKAD.
o Crossing BOKAD changeover to ALPHA Control.
o Contact Delhi Control before reaching ASARI.
o At ASARI changeover to Delhi Area Control.
OPERATIONAL RESTRICTIONS
o VID 128 SARJUWAN: Area bounded by N3235.0 to
N3245.0 and E07454.9 to E07504.9. Field firing range
Active Ground to 19000 ft. Duration of activity notified by
NOTAM 7 days in advance.
o Caution: During approach on RWY 36 do not cross east of
R-150 on outbound of base turn due to close proximity of
VID 128.
o TAWI field range active round the clock throughout the
year. Safety height 3000ft, Location 280/2NM from ARP.
o As per AIP (India) Section Enroute 1.12, Pilots are
cautioned not to fly in the air space over Indian Territory
within 15NM of the border of India except when following an
ATS or specifically permitted route or when operating to or
from any aerodrome situated within 15NM of border of
India.
o When due to circumstances beyond the control of the Pilotin-command a deviation from the ATS/specifically permitted
route may have been/is to be made, the Pilot-in-command
of the aircraft shall inform the appropriate Air Traffic Control
Centre (ATCC).
o Warning: Aircraft should remain within 9 DME JJU due to
close proximity of international border with Pakistan.
o
VIJU-8
Effective
09-Jul-14
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
JAMMU
CONTINGENCY PROCEDURES
SINGLE ENGINE DEPARTURE PROCEDURE
RWY 18
o Turn right and Join VOR hold. Remain within 5D JJU VOR.
RWY 36
o Turn left and Join VOR hold. Remain within 5D JJU VOR.
Engine Failure
SECTOR - Jammu-Srinagar (VIJU - VISR)
o In case of engine failure more than 10 NM prior to MESAR,
turn right and return to VIJU or suitable airfield.
o In case of engine failure less than 10 NM prior to MESAR,
continue to VISR.
LOSS OF CABIN PRESSURE
SECTOR - Jammu-Srinagar (VIJU - VISR)
o If pressurization failure occurs more than 10NM prior to
MESAR, turn right and descent to 18,000. Proceed to VIJU.
In case of pressurization failure less than 10 NM prior to
MESAR, continue to VISR.
o Stay at or below the FCOM depressurization profile as
shown on FCOM (Reproduced below for information only).
VIJU-9
Effective
09-Jul-14
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
JAMMU
VIJU-10
Effective
09-Jul-14
FLT.OMC
ISSUE III, Rev 00
DOMESTIC AERODROME
KOLKATA
VECC
(KOLKATA)
TOC-1
Effective 29-Apr-11
FLT.OMC
ISSUE III, Rev 00
DOMESTIC AERODROME
KOLKATA
TOC-2
Effective 29-Apr-11
FLT.OMC
ISSUE III, Rev 00
DOMESTIC AERODROME
KOLKATA
TABLE OF CONTENTS
Location ............................................................................... 2
1.2
1.3
Weather ............................................................................... 2
1.4
RWY Details......................................................................... 4
1.5
Alternates ............................................................................. 4
1.6
1.7
1.8
Airfield Data ......................................................................... 4
1.9
1.10
1.11
1.12
1.13
TOC-3
Effective 29-Apr-11
1.1
FLT.OMC
ISSUE III, Rev 00
DOMESTIC AERODROME
KOLKATA
VECC-1
Effective 29-Apr-11
FLT.OMC
ISSUE III, Rev 00
DOMESTIC AERODROME
KOLKATA
KOLKATA
:
:
:
CCU
VECC
223914.2N 0882648.18E

1.1
Location
City is about 15km to the south west. Kolkata Airport is situated on the
western side of river Ganga. West about 5kms away, the river Hooghly, a
branch of river Ganga flows N-S. The sea coast with marshy Sunderbans
lies about 130-150kms away toward south.
1.2
Air Traffic Control
English is primary language used in ATC. Kolkata control area is bounded

by a radius of 25nm centered at CEA VOR.
Kolkata ATS airspace is Class D with Transition altitude is 4000ft. Vertical
1.3
Weather
Winters (December-February)
This is a dry season with normally fine, cool and sunny weather. The
mornings are however, misty and frequently foggy, while in the evening the
proximity of industrial areas gives rise to thick haze which reduces visibility
considerably. Fog usually starts forming 0400IST and thickens during dawn
and starts dissipating by 0900IST. The development of fog is generally
local and is at times thick enough to reduce visibility even to 50m.
Sometimes it has been noticed that southern end of the RWY becomes
hazy than other side. This weather condition is occasionally interrupted
with frequent thunderstorms and rain associated with western disturbances
in January and February.
VECC-2
Effective 29-Apr-11
IATA
ICAO
ARP Coordinates
FLT.OMC
ISSUE III, Rev 00
DOMESTIC AERODROME
KOLKATA
VECC-3
Effective 29-Apr-11
Summers (March-May)
Number of foggy days decrease steadily and by April fog is practically
unknown. Instead there is considerable thunderstorm activity during
afternoon and evenings associated with NOR WESTERS. On a NOR
WESTERS day the skies in the forenoon are generally clear. Usually the
CB tops of an approaching NOR WESTERS are first seen in the form of
dark bank of clouds hovering near the horizon from the north to west.
Thereafter progress of cloudiness over the station is very rapid. In less
than an hour the skies becomes completely overcast, and the squalls of
about 40-50Kt starts from northwest accompanies with thunder and
lightning. When squall sets in it raises some amount of dust. Activity of
squall does not last more than 30-40 minutes. Soon after it, rain starts
which develop frequently into heavy showers .The thunderstorm move
south-east / seawards.
The NOR-WESTERS season continue till middle of June, the frequency of
thunderstorm from 5-6 a month in march to 12-13 a month in May/ June.
Another situation which may affect Kolkata weather during this season,
particularly later half of May is occasional cyclonic storm from the bay of
bay Bengal which crosses the coast near Kolkata.
Monsoon (June to September)
The SW monsoon normally sets in over Kolkata by middle of June and
remains active with occasional breaks until the end of September.
Throughout the season skies are heavily clouded, with a general tendency
of decrease in cloud amount toward and during afternoons. Base of low
cloud is generally at 600m AGL, lowering to 90/150mts AGL. Surface winds
remain mostly S/SW occasionally becoming SE through the season and the
speed is generally 10-20kt.
Post Monsoon (October and November)
With retreat of monsoon, weather improves considerably. Visibility is
excellent during October and skies are clouded with cumulus with bases
generally above 750m.
1.4
FLT.OMC
ISSUE III, Rev 00
DOMESTIC AERODROME
KOLKATA
RWY Details
RWY
HDG
M
007
187
007
187
TORA
(M)
2839
2839
3627
3627
TODA
(M)
2839
2839
3627
3627
ASDA
(M)
2839
2839
3627
3627
LDA
(M)
2839
2749
3627
3200
ELEVATION
(M)
19
19
20
18
Alternates
AIRPORT
ICAO
IATA
Dist
BHUBANESHWAR
GAUWAHATI
VEBS
VEGT
BBI
GAU
220
295
1.6
SLOPE
(%)
0.00
0.00
0.00
0.00
Remarks

1.7

1.8
Airfield Data
Navigation Facilities:
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
RWY lights
:
:
:
:
:
:
:
TWY Markings
TWY Lights
:
:
ILS (CAT-II) RWY 19L

ILS RWY 01R
VOR RWY 01L
VOR RWY 19R
In Use
7.2 M 23ft
A
9
Jet A-1
THR, TDZ, Edge, Centerline & RWY End
lights
Centre line, Holding positions
Edge
VECC-4
Effective 29-Apr-11
01L
19R
01R
19L
1.5
Conditions
1.9
FLT.OMC
ISSUE III, Rev 00
DOMESTIC AERODROME
KOLKATA
Unrestricted

Company
E-mail
Tel. Station Rep
:
:
:
FAX
Duty Mobile
:
:
IndiGo
ccu@goindigo.in, vijay.matta@goindigo.in
+91-33-32531818, +91-9748177766
DGM Eastern Region
+91-33-25112366
+91-9748112111

Not Applicable
Caution: Close proximity of Barrackpore (VEBR) on Heading of

330/9.1NM from VECC ARP.
Caution: Chances of misidentification between RWY 19L/19R and
01L/01R.
For Stand 47, 48 & 49 Taxi in via TWY G & Taxi out via TWY A
For parking stands 26 & 27 manual marshaling required. Departing
aircraft to push back on TWY F1 facing north and start engines only
after reaching abeam stand No. 25
Portion of TWY F1 from the rear of stand 24 to the intersection of
TWY R available for operations of ACFT. Up to CAT C. Necessary
guidance board, lights and markings provided.
VECC-5
Effective 29-Apr-11

FLT.OMC
ISSUE III, Rev 00
DOMESTIC AERODROME
KOLKATA
Portion of TWY R from the intersection of TWY A till intersection of

TWY F1 available for aircraft up to CAT C. During towing to hanger
exercise caution due presence of vehicles
If required by ATC the length of intermediate segment may be
reduced to less than 5NM but not less than 2NM provided angle of
interception does not exceed 30 Deg.
RNAV SID/STAR In use.
Factors common to all SIDs are as follows:
The radials mentioned in the SIDs are those of KOLKATA

VOR (112.5MHz CEA) unless otherwise specified.
ATC at its discretion will specify alternate routings. If

considered necessary due traffic.
The departure instructions will specify the SID to be

followed, but may require an aircraft to climb to a specified
altitude on a specified heading and to climb when instructed
by Radar. In such cases, the aircraft will contact Radar and
follow instructions. If communications with Radar is not
established, the aircraft will follow the SID specified in the
departure instructions.
Specific ATC clearance required to cross RWY 19R/01L when
proceeding to from 19L/01R.
VECC-6
Effective 29-Apr-11
FLT.OMC
ISSUE III, Rev 00
DOMESTIC AERODROME
KOLKATA
VECC-7
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
LUCKNOW
VILK
(LUCKNOW)
TOC-1
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
LUCKNOW
TOC-2
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
LUCKNOW
TABLE OF CONTENTS
Location ............................................................................... 2
1.2
1.3
Weather ............................................................................... 2
1.4
RWY Details......................................................................... 2
1.5
Alternates ............................................................................. 3
1.6
1.7
1.8
Airfield Data ......................................................................... 3
1.9
1.10
1.11
1.12
1.13
TOC-3
Effective 29-Apr-11
1.1
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
LUCKNOW
VILK-1
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
LUCKNOW
LUCKNOW
:
:
:
LKO
VILK
264542.66N 0805300.33E

1.1
Location
Lucknow airfield, is situated 11 KM from Lucknow railway station.

1.2
Air Traffic Control
English is primary language used in ATC. Lucknow control area is bounded

by a radius of 25NM centered at LLK VOR. Lucknow ATS airspace is Class
D with Transition altitude is 4000Ft. Vertical limits for Control zone is from
GND to FL 050 and for Control area is from FL 050 to FL200.
1.3
Weather
Lucknow has a warm humid subtropical climate with cool, dry winters from
December to February and dry hot summers from April to June. The rainy
season is from mid-June to mid-September, when Lucknow gets an
average rainfall of 1010 mm (40 in) mostly from the south-west monsoon
winds. In winter the maximum temperature is around 25 degrees Celsius
and the minimum is in the 6 to 8 degrees Celsius range. Fog is quite
common from late December to late January. Summers are very hot with
temperatures rising to the 40 to 45 degree Celsius range, the average
highs being in the high 30's.
1.4
RWY Details
RWY
09
HDG
M
090
TORA
(M)
2742
TODA
(M)
2742
ASDA
(M)
2742
VILK-2
LDA
(M)
2585
ELEVATION
(M)
404
SLOPE
(%)
-0.06
Effective 29-Apr-11
IATA
ICAO
ARP Coordinates
27
1.5
270
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
LUCKNOW
2742
2742
2742
399
0.06
Alternates
ICAO
VIDP
VIJP
IATA
DEL
JAI
Dist
231
356
Remarks
Custom and Immigration facility are provided to cover operations of

scheduled international flights. The facilities can be arranged to cover any
authorized nonschedule operations on request with 24hr s prior
notification.
1.7
MET availability is H24, METAR issued every 30Mins.

1.8
Airfield Data
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
:
:
:
:
:
:
RWY lights
TWY Markings
:
:
TWY Lights
STOP BARS
Conditions
:
:
:
ILS DME RWY 27

VOR RWY 09
Not Available
123.2 M (404FT)
A
8
Jet A-1
Designation, THR, TDZ, Aiming Point,
Centerline, Edge
THR, Edge, End
Center line, Holding positions, Edge, TWY
Guidance
Edge
NOT Available
Unrestricted
VILK-3
Effective 29-Apr-11
AIRPORT
DELHI
JAIPUR
1.6
2742
1.9
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
LUCKNOW

Company
E-mail
:
:
Tel. Station Rep
Duty Mobile
FAX
:
:
IndiGo
lko@goindigo.in,
sagar.hemnani@goindigo.in
+91- 9935971444, +91- 9935390666
Station In charge
+91- 9935971444
N/A

Not Applicable
Caution: Two 90FT high steel lattice Mast raised at TX station

located 264657.9N 0805301.7E lighted and 264656.9N 0805303.7E
unlighted.
Caution: Do not mistake Bakshi Ka-Talab on Heading of 003 /
13.3 NM from VILK ARP which has same RWY alignment.
Caution: Taxing IN/OUT with low power from Apron.
Both lighted and unlighted landing Direction indicator (LDI) available
at VILK. Position between TWY B and TWY C
ATC may clear within CTR an aircraft established on any radial other
than the promulgated radial to join 11 DME Arc LLK procedure at or
above 2000 ft.
VILK-4
Effective 29-Apr-11

FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
LUCKNOW
VILK-5
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
MUMBAI
VABB
(MUMBAI)
Effective 09-Jul-14
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
MUMBAI
Effective 09-Jul-14
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
MUMBAI
TABLE OF CONTENT
Location ............................................................................... 2
1.2
1.3
Weather ............................................................................... 2
1.4
RWY Details......................................................................... 3
1.5
Alternates ............................................................................. 3
1.6
1.7
1.8
Airfield Data ......................................................................... 4
1.9
1.10
1.11
1.12
1.13
Effective 09-Jul-14
1.1
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
MUMBAI
VABB-1
Effective 09-Jul-14
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
MUMBAI
MUMBAI
:
:
:
BOM
VABB
190529.54N 0725157.53E

1.1
Location
Airfield is located on a coastal plain 8 NM to the northwest of the city and 2

NM from the coast.40 NM to the East are the Western Ghats Mountains,
which reach a maximum of 5400 ft ASL. Hills lie to the North and East
within 10 NM, the highest being nearly 1550 ft ASL at 8 NM NNE.
Immediately east of the aerodrome, in the vicinity of RWY 27, there are low
hills, which have been levelled to their present heights of around 200 feet
above airfield elevation. At range 3.5 NM on the approach to RWY 32 and
just left of centreline is a hill and obstructions to nearly 1050 feet ASL and
a mast nearly 1000 ft ASL 5.5 NM SSW. On the approach to RWY 27 there
are hills and obstructions to nearly 750 ft ASL 1 NM right of the centreline
and 2 NM short of the threshold.
1.2
Air Traffic Control
English is primary language used in ATC. Mumbai control area is bounded

by a radius of 40 NM Centered at BBB VOR.
Mumbai ATS airspace is Class D with Transition altitude is 4000 ft. Vertical
1.3
Weather
Weather is hazy all year round due to smoke.

March to early June: This is the hot season ending with the possibility of
thunderstorms which can be prolonged and severe.
VABB-2
Effective 09-Jul-14
IATA
ICAO
ARP Coordinates
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
MUMBAI
1.4
RWY Details
RWY
09
27
14
32
1.5
HDG
M
091
271
136
316
TODA
(M)
3188
3448
2871
2871
ASDA
(M)
3188
3448
2871
2871
LDA
(M)
3048
2965
2471
2673
ELEVATION
(FT)
15.7
23
39
25
SLOPE
(%)
0.06
-0.06
-0.15
0.15
Alternates
AIRPORT
AHMEDABAD
VADODARA
1.6
TORA
(M)
3188
3448
2871
2871
ICAO
VAAH
VABO
IATA
AMD
BDQ
Dist
241
197
Remarks

1.7
VABB-3
Effective 09-Jul-14
Mid June to September: This is the period of the Southwest Monsoon. The
onset and withdrawal of the monsoon is generally marked by severe
thunderstorms and squalls. The monsoon generally breaks over Mumbai
about the 9th June. Heavy rain and thunderstorms seem to occur almost
continuously during this period.
October to November: As the south-west monsoon withdraws the weather
is mainly fair. Winds are mainly north easterly during nights and mornings
and north westerly during afternoons. During this season severe cyclones
sometimes hit the coast near Mumbai. The frequency of these cyclones
crossing the coast line is very small.
December to February: Season is of fair weather with land-sea breezes.
February can be expected to be hazy with the possibility of fog.
1.8
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
MUMBAI
Airfield Data
:
:
:
:
:
:
RWY lights
TWY Markings
TWY Lights
Conditions
:
:
:
1.9

Part I and All Weather Operations (Doc 9365-AN/910). Company minima is
available in On-board Minima Folder.
Company
E-mail
:
:
Tel. Station Rep
FAX
Duty Mobile
:
:
IndiGo
bom@goindigo.in,
charnel.dsouza@goindigo.in
+9122-26156774, +91- 9920363366
DGM western Region
+91-22-26156792
+91- 9820999256
VABB-4
Effective 09-Jul-14
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
ILS RWY 09
ILS RWY 14
ILS RWY 27
VOR RWY 32
In Use
11 M (37 ft)
A
10
Jet A-1
Designation, THR, TDZ, Centerline, Fixed
Distance, Side Stripe, Aiming Point, Turn
Pad.
THR, TDZ, Edge, Centerline, Turn Pad,
End, Stop Way
Center line, holding positions, Edge
Edge
Unrestricted
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
MUMBAI

Refer JEPPESEN
procedure.
AIRWAY
MANUAL
for
Communication
Failure
Not Applicable
Caution: Do not mistake Juhu Airport on Heading of 281 / 1.9

NM from VABB ARP.
Due to extensive light aircraft and helicopter activity at Juhu, a
sharp look out should be maintained at all times.
Caution: Significant monsoon activity during June/July.
Caution: The ILS on RWY 27 has a 3.0 Glideslope. The ILS may
be unreliable during heavy rain.
Caution: SRA RWY 14 not available when ceiling is 500 ft. or
less.
Factors common to all SIDS are as under:
All radials are those of Mumbai VOR "BBB" unless specified
otherwise.
All aircraft shall maintain FL070 or below till 15NM, unless
specified otherwise in ATC clearance.
ATC at its discretion will specify alternate routings, if
necessitated due to traffic.
The departure instructions will specify SIDs but may require an
aircraft to climb to a specified altitude on a specified heading
and climb when instructed by Radar and follow instructions. If no
communication is established with Radar then the aircraft will
follow SID specified in the departure instructions.
Take off from RWY 32 at Mumbai shall not be conducted in weather
conditions at or below 500 ft ceiling.
Obtain clearance delivery 15 minutes before departure.
VABB-5
Effective 09-Jul-14
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
MUMBAI
All west bound flights on L301/L505, N571 and P574 must report
position NOBAT, SUGID and BISET respectively to VABB radio in
addition to VABB area control.
Caution: Cockpit Crew needs to be vigilant and cater for designated
HOT SPOT as mentioned on the airfield chart provided by
JEPPESEN as VABB is a very high density airfield and heightened
awareness is required to prevent any mishaps.
ENGINE OUT SID

The engine out procedure at VABB for RWY 09 and RWY 14 are
mentioned below.
TAKE-OFF RWY 09
1.
2.
3.
4.
5.
Maintain take-off heading 091, At MB397 commence RIGHT

climbing turn towards BBB / R-111 / D7 (Point A).
At BBB / R-111 / D7, commence RIGHT climbing turn towards BBB /
R-180 / D10 (Point B).
Crossing BBB radial 180 Degree turn RIGHT towards BBB.
Minimum acceleration height is 1500 ft.
Max Bank angle: 15 degree.
Note
Flight Crew must inform ATC if they are disregarding SID and
carrying out EOSID.
Prior to Take-Off flight crew should use fix function to draw
appropriate BRG / DIST for enhanced situational awareness.
TAKE-OFF RWY 14
1.
2.
3.
4.
5.
Maintain take-off heading 136, At D1.2 BBB commence LEFT

climbing turn towards BBB / R-111 / D7 (Point A).
At BBB / R-111 / D7, commence RIGHT climbing turn towards BBB /
R-180 / D10 (Point B).
Crossing BBB radial 180 Degree turn RIGHT towards BBB.
Minimum acceleration height is 1500 ft.
Max Bank angle: 15 degree.
VABB-6
Effective 09-Jul-14
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
MUMBAI
Notecarrying out EOSID.

Prior to Take-Off flight crew should use fix function to draw
appropriate BRG / DIST for enhanced situational awareness.
VABB-7
Effective 09-Jul-14
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
NAGPUR
VANP
(NAGPUR)
TOC-1
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
NAGPUR
TOC-2
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
NAGPUR
TABLE OF CONTENTS
Location ............................................................................... 2
1.2
1.3
Weather ............................................................................... 2
1.4
RWY Details......................................................................... 3
1.5
Alternates ............................................................................. 3
1.6
1.7
1.8
Airfield Data ......................................................................... 3
1.9
1.10
1.11
1.12
1.13
TOC-3
Effective 29-Apr-11
1.1
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
NAGPUR
VANP-1
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
NAGPUR
NAGPUR
:
:
:
NAG
VANP
210530.7N 0790253.8E

1.1
Location
The airport is located 8 km southwest of the city. No significant terrain

located in vicinity of the airport. Two noticeable man-made obstacles are 6
NM Northeast, 1775 feet and 10 NM Southwest, 1686 feet..
1.2
Air Traffic Control
English is primary language used in ATC. Nagpur control area is bounded

by a radius of 25NM centered at NNP VOR.
Nagpur ATS airspace is Class D with Transition altitude is 5000Ft. Vertic al
1.3
Weather
Summer (April-June): The heat thunderstorm during summer has a

favoured place of development to the north northwest of the airfield, south
of Pachmarhi hills. When these affect the airfield, north westerly squalls of
26-30 Kt are experienced. Frequently northeast of the airfield,
cumulonimbus clouds are noticed moving northwest to southeast. Rainfall
is more frequent to the north of the aerodrome during summer.
Monsoon (June to September): This is the season when the most of the
monsoon activity is experienced over the airfield. Surface winds of 5 -10 Kt
move west southwest. There is considerable thunder activity in June. A few
of the cyclonic storm and depressions which form in the north bay in
September move close to Nagpur and give rise to very bad weather, north
VANP-2
Effective 29-Apr-11
IATA
ICAO
ARP Coordinates
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
NAGPUR
westerly to westerly squalls, heavy showers and low clouds. In such heavy
showers visibility may be as low as 900mts and cloud base 90mts AGL .
1.4
RWY Details
14
32
1.5
HDG
M
144
324
TORA
(M)
3200
3200
ASDA
(M)
3200
3200
LDA
(M)
3200
3200
ELEVATION
(M)
1033
1007
SLOPE
(%)
-0.25
0.25
Alternates
AIRPORT
HYDERABAD
MUMBAI
1.6
TODA
(M)
3200
3200
ICAO
VOHS
VABB
IATA
HYD
BOM
Dist
251
369
Remarks

1.7
MET availability H24, METAR issued every 01Hr.

1.8
Airfield Data
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
:
:
:
:
:
:
RWY lights
TWY Markings
TWY Lights
Conditions
:
:
:
:
ILS RWY 32
VOR RWY 14
Not Available
314.8 M (1033Ft)
A
8
Jet A-1
Point, Edge
THR, Edge, End
Edge
Unrestricted
VANP-3
Effective 29-Apr-11
RWY
1.9
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
NAGPUR

Company
E-mail
:
:
Tel. Station Rep
FAX
Duty Mobile
:
:
IndiGo
nag@goindigo.in,
varun.dwivedi@goindigo.in
+91-712-2294372/3/4, +91- 9850369808
Manager C.S
+91-712-2293489
+91-99011071365

Communication Failure procedure
Not Applicable
Caution: PIG MENACE all around the airport.

Caution: Anticipate bird activity during the monsoon season,
especially kites/hawks.
Caution: Taxiway D not usable.
Nagpur control area, within the existing vertical and lateral limits, has
been bifurcated as ACC North and ACC South.
Area of jurisdiction and operational frequencies as follows:
ACC
North:
Between
radial
270
to
115
NNP
clockwise.freq:123.9 MHZ ACC South: Between radial 115 to
270 NNP clockwise.freq:133.65 MHZ
VANP-4
Effective 29-Apr-11

FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
NAGPUR
Operational hours: 0200 UTC to 0730 UTC daily. Beyond these

timings, and in lean periods, sectors will be combined and
operate on frequency 123.9 mhz.
VANP-5
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
PATNA
VEPT
(PATNA)
Effective 09-Jul-14
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
PATNA
Effective 09-Jul-14
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
PATNA
TABLE OF CONTENTS
Location ............................................................................... 1
1.2
1.3
Weather ............................................................................... 1
1.4
RWY Details......................................................................... 1
1.5
Alternates ............................................................................. 2
1.6
1.7
1.8
Airfield Data ......................................................................... 2
1.9
1.10
1.11
1.12
1.13
TOC-1
Effective 09-Jul-14
1.1
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
PATNA
TOC-1
Effective 09-Jul-14
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
PATNA
PATNA
:
:
:
PAT
VEPT
253537.0N 0850531.0E

1.1
Location
Patna airfield, is situated 5KM from Patna Railway Station .

1.2
Air Traffic Control
English is primary language used in ATC. Patna control area is bounded by

a radius of 30NM Centered at PPT VOR.
Patna ATS airspace is Class D with Transition altitude is 4000Ft. Vertical
1.3
Weather
Patna, as most of Bihar, has a humid subtropical climate with hot s ummers
from late March to early June, the monsoon season from late June to late
September and a mild winter from November to February. Highest
temperature ever recorded is 46.1 C, lowest ever is 2.2 C and annual
rainfall is 1000 mm.
1.4
RWY Details
RWY
HDG
TORA
TODA
ASDA
LDA
ELEVATI
ON
M
069
249
(M)
2072
2072
(M)
2072
2072
(M)
2072
2072
(M)
1677
1938
(ft)
169
169
07
25
VEPT-1
Effective
SLOP
E
(%)
0.00
0.00
09-Jul-14
IATA
ICAO
ARP Coordinates
1.5
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
PATNA
Alternates
1.6
ICAO
VECC
VILK
IATA
CCU
LKO
Dist
253
238
Remarks
Custom and Immigration facility is available as per ATS.

1.7
MET availability H24, METAR issued every 30Mins as per watch Hrs.
1.8
Airfield Data
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
RWY lights
TWY Markings
TWY Lights
STOP BARS
Conditions
1.9
:
:
:
:
:
:
:
:
:
:
:
ILS DME RWY 25

VOR RWY 07
Not Available
51.78 M (170FT)
B
6
Jet A-1
THR, Edge, End
Edge
Not Available
Restricted
Company Minima is designed as per CAR-Section 8, Series C, Part 1 and

in Onboard Minima Folder.
Company
E-mail
Tel. Station Rep
:
:
:
IndiGo
pat@goindigo.in, rupesh.singh@goindigo.in
+91- 9934140008 Station
In charge
VEPT-2
Effective
09-Jul-14
AIRPORT
KOLKATA
LUCKNOW
Land Line
Duty Mobile
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
PATNA
:
:
+91-612 2227409
+91- 9771415800/01

Not Applicable
Caution: Taxi-Way C is used for small Aircraft.

Caution: Close proximity of Bihta Air Base on Heading of
267/11.3NM from VEPT ARP which has the similar RWY
alignment. Do not mistake RWY 10/28 of Bihta AB for Patna,
which has similar RWY alignment.
Caution: Obstacles in the form of trees are situated in the precinct
of RWY 25 Approach path, the height of the obstacle would have
increased since the last survey crew to be cautious
In order to reduce the probability of high approach speed and
ROD (Rate of Descent) close to the ground, it is recommended
that the aircraft be at minimum in CONF 2 and at F speed prior to
commencement of decent on the glide path.
Narrow Runway limitations are considered for wet conditions to
mitigate non-standard runway strip. RTOW Charts are computed
considering this requirement.
In event of long float (the aircraft does not touchdown within the
touchdown zone,) during monsoon conditions the crew are
reminded that it is mandatory to Go Around. This is particularly
important during an approach conducted in actual monsoon
conditions or when the runway condition is wet.
Runway strip not as per ICAO standard.
The minimum experience level for Crew operating to VEPT :
VEPT-3
Effective
09-Jul-14

FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
PATNA
Min on type Hrs

500
Route Check
01 RC
Recency
No
NIL
01 RC
No
NO Training flights (SLF or PIC RCs) are permitted to PAT. Only Clearance
Route Checks and Annual Line Route Checks (for cleared pilots) can be
carried out to PAT.
PIC & FOs who have already operated to PAT as per previous training
requirements need not undergo any additional training.
01 RC for PIC & FOs is the training requirement for those who are not PAT
qualified. RC cannot be done from jump seat.
Caution: Glideslope for ILS 25 below 450ft AGL to be used with

caution. Auto pilot to be disconnected by 450ft AGL and establish
positive visual reference to the RWY.
Precision Approaches to be conducted regardless of the visibility for
RWY25; for Planned Non-Precision approaches RWY 25, prior
permission must be obtained from Vice-President, Flight Operations.
No restriction of non-precision approach for RWY07
Visual Approach for RWY 25 not allowed
Holding at VOR and GUPAS at the same level not authorized.
Non SKED Flight are permitted to Patna only with prior clearance of
Patna ATC due shortage of parking stand
Dumbbell RWY 25 is primary Isolation Parking Stand.
Flight crew should preferably carry out FLAP FULL landing.
aircraft
take-off.
VEPT-4
Effective
09-Jul-14
PIC
FIRST
OFFICER
Note:
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
PATNA
o
o
o
Anti-skid unserviceable
Spoilers unserviceable
Braking devices unserviceable

QNH requirement.

Supervised take-off and landing is prohibited in Patna.
Simulator training exercise for Patna airfield during recurrent

o Reduced runway length to compensate for non-availability
of RESA,
o Wet runway
specific to Patna and annual renewal route check.
o
o
Cross wind upto15 knots.

Engine failure before V1.
VEPT-5
Effective
09-Jul-14
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
PATNA
Secondary Power supply to all lighting at AD. Switch-over time: 08

Sec.
VEPT-6
Effective
09-Jul-14
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
PUNE
VAPO
(PUNE)
TOC-1
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
PUNE
TOC-2
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
PUNE
TABLE OF CONTENTS
Location ............................................................................... 2
1.2
1.3
Weather ............................................................................... 2
1.4
RWY Details......................................................................... 3
1.5
Alternates ............................................................................. 3
1.6
1.7
1.8
Airfield Data ......................................................................... 3
1.9
1.10
1.11
1.12
1.13
TOC-3
Effective 29-Apr-11
1.1
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
PUNE
VAPO-1
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
PUNE
PUNE
:
:
:
PNQ
VAPO
183458N 0735513E
1.1
Location
Pune airfield is located approximately 10 km NE of Pune city. Pune airport is

an Air Force Base.
1.2
Air Traffic Control
English is primary language used in ATC. Pune control zone is AMSL till
FL080.
Pune ATS airspace is Class D with Transition altitude is 7000Ft. Vertical limits
are from SFC to FL200
1.3
Weather
Pune has a tropical wet and dry climate with average temperatures ranging
between 20C to 28 C. Pune experiences three distinct seasons:
Summer (March-May): Typical summer months are from March to May, with
maximum temperatures ranging from 30C to 38C. The warmest month in
Pune is April, although summer doesn't end until May, the city often receives
heavy thundershowers in May (and humidity remains high). Even during the
hottest months, the nights are usually cool due high altitude of Pune.
Monsoon (June-October): The monsoon lasts from June to October, with
moderate rainfall and temperatures ranging from 10C to 28C. Most of the
722 mm (28.4 inches) of annual rainfall in the city fall between June and
September, and July is the wettest month of the year.
Winter (November-February): Winter begins in November. November in
particular is referred to as the Rosy Cold. The daytime temperature hovers
VAPO-2
Effective
29-Apr-11
IATA
ICAO
ARP Coordinates
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
PUNE
around 28C while night temperature is below 10C for most of December
and January, often dropping to 5C to 6C.
1.4
RWY Details
10
28
1.5
HDG
M
096
276
TORA
(M)
2469
2469
ASDA
(M)
2622
2622
LDA
(M)
2530
2530
ELEVATION
(M)
1912
1924
SLOPE
(%)
0.15
-0.15
Alternates
AIRPORT
MUMBAI
HYDERABAD
1.6
TODA
(M)
2713
2713
ICAO
VABB
VOHS
IATA
BOM
HYD
Dist
66
274
Remarks
Custom and Immigration facility is available as per requirement.

1.7

1.8
Airfield Data
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
RWY lights
TWY Markings
TWY Lights
Conditions
:
:
:
:
:
:
:
:
:
:
VOR DME RWY 28

Visual circling RWY 10
Not Available
591.9 M (1942FT)
A
8
Jet A-1
THR, Edge, End
Available
Restricted
VAPO-3
Effective
29-Apr-11
RWY
1.9
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
PUNE

Company
E-mail
Tel. Station Rep
:
:
:
FAX
Duty Mobile
:
:
IndiGo
pnq@goindigo.in, sampat.ullal@goindigo.in
+91-20-26610557, +91-9860144422
Airport Manager
+91-20-26685047
+91- 9766492598

Not Applicable
Caution: RWY 14/32 not in use and marked accordingly. The

abandoned RWY is used for taxi and parking.
Caution: Due to high terrain south of airfield, GPWS warning could
be triggered, on approach from South of airfield. Circle-to-land south
of airfield is prohibited.
Caution: Do not mistake TWY P for RWY 10/28.
Caution: PAPI angle is 2.6 degree for RWY 10/28. Since the
approach angle provided by PAPI is below 3, ducking under is
dangerous.
Caution: There are rubber deposits in the touchdown zone of RWYs
10/28. The runway has a special resin coating to protect it from the
after burners of the fighters. In case of wet conditions, braking action
gets reduced. Braking action, near the touchdown zone of the other
VAPO-4
Effective
29-Apr-11
Company Minima is designed as per DGCA Operation Circular 6/1999 and All
Weather Operations (Doc 9365-AN/910). Company minima is available in
Onboard Jeppesen Manual.
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
PUNE
runway can, at time, be very poor in such conditions. Pilots must

touchdown within 1000-1500 Ft of the threshold. The airplane nose
wheel should be brought down quickly & gently deceleration
commenced immediately using reversers and brakes. The airplane
speed has to be brought down to taxing speed before reaching the
touchdown zone of the reciprocal runway.
Caution: Airfield is very difficult to sight and pilots should be aware of
the likelihood of illusions due to a black-hole effect.
Caution: GLIDER/MICROLIGHT flying activity around Pune. Hours
of ops restricted during day light. Hadapasar Gliderdrome bearing
163 / 14.3km. Area of operation 5km around Gliderdrome upto
3000ft AGL.
Caution: Between 1700 UTC TO 0130 UTC next day taxi way
HOTEL-1 closed due night parking of 03 no. ATR-72 Aircraft on
stand no. 01 facing west.
Caution: ORP (Operation Readiness Platform) is available at the
beginning of both RWY for parking of fighter Aircraft prior to take-off
all scheduled and non-scheduled aircrafts to exercise caution while
lining up to ensure jet wake is not directed towards parked fighter
aircrafts to avoid any foreign object damage.
Caution: NDA Khadakwasala Helidrome bearing 232 /22.2km. Area
of Operations is 10km around Helidrome upto 5000ft AGL from
AMSL to 10,000 ft AMSL.
Caution: Crew should use the fighter taxiways with caution due to the
reduced width and be aware of FOD possibilities. Engine thrust
during taxi should be kept as low as possible.
Caution: Arrester Barriers have been installed on both runway ends.
In order to avoid any damage to the arrester barrier equipment,
aircraft should line up 200 beyond the beginning of the runway,
which is marked by a 2ft wide yellow line. RTOW charts have been
suitably corrected. Rotary Hydraulic Arrester Gear (RHAG) vehicles
are positioned on RWY shoulders. Obstruction on both shoulders of
RWY - RHAG vehicles, dimensions length 27 feet width 07 feet,
VAPO-5
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
PUNE
height 06 feet positioned 10 feet from runway edge. Location 800

feet from threshold on RWY 28 and 910 feet from threshold of RWY
10. Vehicles painted as per standard obstruction markings by day
and equipped with obstruction lights for night. All pilots to exercise
caution while landing and take-off.
Caution: Pendent cable connected to vehicles on both shoulders is
laid across the width of runway at the end of RWY in use. Cable
elevated two inches above ground. Tramping over cable is
permissible.
Caution: Taxiway HOTEL has a non-standard width of 59.7Ft.
Caution: All Pilots are to exercises caution for steep fall beyond
shoulders of Taxiway PAPA 1 and PAPA 2.
Ask for level clearance for departure at least 15min before ETD due
level coordination with Mumbai control.
Push back for start is given without any direction as it is coordinated
with apron control.
Line up point for RWY 10/28 is indicated by 2ft wide yellow strip
across the RWY.
Closure of exit taxiway P. One exit taxiway closed for aircraft
operations due surface irregularity. Delays are anticipated in
ARR/DEP due requirement for back track
Coordinate with VABB during descent and climb.
Arrival procedure (Type of approach) can be changed at the last
minute by ATC.
ALL 180 turn to be executed on turning pads only.
Circle to land prohibited south of RWY
Circuit pattern is Right hand for RWY28 and Left hand for RWY10.
Prohibited areas around VAPO airfield are as follows:
VAPO-6
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
PUNE
Lateral Limits
Upper/Lower
Limit
Type of
restriction
/Remarks
VA(P) 19
Kirkee (Pune)
Area bounded by a
circle of radius of
1.7NM centered at
183333.4N
0735107.3E
3000ft/GND
PERMANENT
DEHU ROAD
ORDINANCE
FACTORY. BRG
299 DIST 22Km.
5000ft/GND
PERMANENT
NIL
Identification/
Name
Lateral Limits
Upper/Lower
Limit
Type of
restriction
/Remarks
NIL
DIGHI field firing

range, BRG 325
DIST 4.5 Km active
Daily.
4000ft/GND
PERMANENT
NIL
BHOSE camp field

firing range BRG
342 26 Km
3000ft/GND
PERMANENT
5000ft/GND
Monday to
Friday active
between 0300
to 1140 UTC
and 1300 to
1630 UTC.
NIL
PASHAN field firing

range BRG 242
DIST 12 Km.
VAPO-7
Effective
29-Apr-11
Identification/
Name
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
RAIPUR
VARP
(RAIPUR)
TOC-1
Effective 04-Dec-12
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
RAIPUR
TOC-2
Effective 04-Dec-12
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
RAIPUR
TABLE OF CONTENTS
Location ............................................................................... 1
1.2
1.3
Weather ............................................................................... 1
1.4
RWY Details......................................................................... 2
1.5
Alternates ............................................................................. 2
1.6
1.7
1.8
Airfield Data ......................................................................... 3
1.9
1.10
1.11
1.12
1.13
TOC-3
Effective 04-Dec-12
1.1
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
RAIPUR
TOC-4
Effective 04-Dec-12
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
RAIPUR
RAIPUR
:
:
:
RPR
VARP
211052.0N 0814418.5E
1.1
Location
Raipur airfield is located approximately 18 km from Raipur railway station.

1.2
Air Traffic Control
English is primary language used in ATC. Raipur control area is bounded by a

radius of 30NM centered at ARP.
Raipur ATS airspace is Class D with Transition altitude is 5000Ft. Vertical
1.3
Weather
The city of Raipur is located near the centre of a large plain, sometimes
referred as the "rice bowl of India", where hundreds of varieties of rice are
grown. The Mahanadi River flows to the east of the city of Raipur, and the
southern side has dense forests. The Maikal Hills rise on the north-west of
Raipur; on the north, the land rises and merges with the Chota Nagpur
Plateau, which extends north-east across Jharkhand state. On the south of
Raipur lies the Baster Plateau.
Raipur has a tropical wet and dry climate with average maximum
temperatures ranging between 27C to 42 C. Raipur experiences three
distinct seasons:
Summer (March-May): Typical summer months are from March to May, with
average maximum temperatures ranging from 35C to 42C. The warmest
month in Raipur is May, although summer doesn't end until mid-June,
absolute maximum recorded in the month of May is 460C and in June is 47C.
Average Minimum temperature ranges between 20C and 28C while
absolute minimum ranges between 10C and 20C. This season is quite dry
VARP-1
Effective 04-Dec-12
IATA
ICAO
ARP Coordinates
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
RAIPUR
1.4
RWY Details
RWY
06
24
1.5
HDG
M
059.30
239.31
TODA
(M)
2286
2286
ASDA
(M)
2286
2286
LDA
(M)
2156
2286
ELEVATION
(-ft.)
1011
1032
SLOPE
(%)
0.28
-0.28
Alternates
AIRPORT
NAGPUR
HYDERABAD
1.6
TORA
(M)
2286
2286
ICAO
VANP
VOHS
IATA
NAG
HYD
Dist
171
357
Remarks

1.7
VARP-2
Effective 04-Dec-12
with average humidity being 37%. Rain/Thundershowers occur on an average

2 to 3 days, with highest recorded wind as 37kts.
Monsoon (June-October): The monsoon lasts from June to October, with
moderate rainfall and temperatures ranging from 10C to 28C. Most of the
1160 mm (47.7 inches) rainfall out of annual rainfall of 1330 mm in the city fall
between June and September, and August is the wettest month of the year.
Average Maximum temperature lies between 30C and 31C during July to
October, while average maximum temperature in the month of June is 37C.
June is a transition month between summer and Monsoon season. Onset of
Monsoon is expected around 11 June. Rain occurs 12 to 19 days per month
between June and September, hardly 4 days in October. Monsoon months
are humid period when average humidity is as high as 80%.
Winter (November-February): Winter begins in November. The average
maximum temperature lies between 27C and 30C, while average minimum
temperature lies between 12C and 16C. Absolute lowest temperature
recorded is 0C in January. Raipur hardly receives any fog.
1.8
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
RAIPUR
Airfield Data
1.9
:
:
:
:
:
:
:
:
:
:
Onboard minima folder.
Company
E-mail
Tel. Station Rep
:
:
:
FAX
Duty Mobile
:
:
IndiGo
rpr@goindigo.in, kunal.bhasin@goindigo.in
+91-771-2481213/14/15, +91-7389900129
Asst. Manager Customer Service
N/A
+91- 7389900129

Not Applicable
Caution:
Runway
recommendations.
markings
VARP-3
are
not
confirming
ICAO
Effective 04-Dec-12
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
RWY lights
TWY Markings
TWY Lights
Conditions
ILS RWY 24
VOR RWY 06
Not Available
317.26 M (1041FT)
A
6
Jet A-1
Designation, THR, Centerline, End, Edge
THR, Edge, End
Edge
Unrestricted
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
RAIPUR
Caution: Designation marking RWY24, reflects a CROSS(X) do not

mistake it for abandoned Airfield.
Caution: while Landing RWY24, disregard second Touch Down
markings and the prevailing Aiming Point markings. Remember LDA
RWY23 is 2286M and not 1995M.
Caution: Centerline markings from RWY24 to Abeam TWY ALPHA
are ambiguous.
Caution: Guidance/turn marking from Turn Pad to RWY06 Dumbbell
not provided.
Caution: Markings/Guide lines on OLD Apron are nonstandard, are
not to be followed Crew is required to be extra vigilant while
operating on OLD Apron.
During parking on Stand No.1 and 2, Crew is required to strictly
follow Signal Man.
Nose wheel is required to be parked behind the nose wheel
markings.
Wing walkers must be available during taxiing in/out of the OLD
Apron.
Flight Crew should be cautious about opening more power as it may
cause damage/injury to surrounding men and material
Single Engine Taxi must not be carried out while parking on OLD
Apron.
Loose gravels can be expected.
Old apron have joints with uneven surface, which due to tight
manoeuvring of 90 degrees locked wheel turn, might cause tire
damage.
On new Apron there are two types of Marking /Guide line, one is
Yellow painted and the other one is Light Grey. Disregard Light Grey
markings.
TWY CHARLIE has been provided with two Holding position
markings. Disregard marking closer to Runway.
TWY DELTA leads to isolation bay. Parking guidance for parking into
isolation bay not available.
VARP-4
Effective 04-Dec-12
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
RAIPUR
Undershoot area of RWY24 is having a steep downhill slope from

Dumbbell RWY24 on wards toward undershoot area. Take-off
/Landing RWY06 may be avoided.
TAXI PROCEDURE:
NEW APRON:
Aircraft to Taxi in via TWY B and Taxi out turn right and follow lead
out line to join TWY A.
Pilots to Taxi in and Taxi out from apron under own responsibility and
under Signal Man guidance. New apron area is partially visible from
Tower.
OLD APRON:
Aircraft to Taxi in/Taxi out via TWY C.
While Taxiing in, turn left for parking stand 1 and turn right for
parking stand 2.
Do not follow the guide line.
Follow Signal Man for parking.
Parking is to be done behind the nose wheel marking.
During Taxiing out, immediately turn right from Parking stand No.1
and immediately turn left from Parking stand No.2.
Caution to be exercised during taxiing in/out for nonstandard

guideline.
Caution for incorrect Holding Position marking while taxiing out from
C. Holding must be done only on first available marking. Disregard
holding position marking closer to Runway.
Effective 04-Dec-12
VARP-5
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
RAIPUR
VARP-6
Effective 04-Dec-12
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
RANCHI
VERC
(RANCHI)
Effective
09-Jul-14
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
RANCHI
Effective
09-Jul-14
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
RANCHI
TABLE OF CONTENTS
Location ................................................................................ 2
1.2
1.3
Weather ................................................................................. 2
1.4
RWY Details ......................................................................... 3
1.5
Alternates .............................................................................. 3
1.6
1.7
Meteorological Facilities ......................................................... 3
1.8
Airfield Data .......................................................................... 3
1.9
1.10
1.11
1.12
1.13
TOC-1
Effective
09-Jul-14
1.1
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
RANCHI
TOC-2
Effective 09-Jul-14
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
RANCHI
RANCHI
:
:
:
IXR
VERC
231851.0N 0851916.0E

documentation. In case a conflict exists between this material and Jeppesen,
the latter takes priority.
1.1
Location
Ranchi airfield, is situated 5KM from Ranchi City.

1.2
Air Traffic Control
English is primary language used in ATC. Ranchi control area is bounded by

a radius of 25NM Centered at RC NDB.
Ranchi ATS airspace is Class D with Transition altitude is 6000Ft. Vertical
1.3
Weather
Ranchi has a humid subtropical climate. However, due to adjoining forests

around the city, it is known for its pleasant climate.
Temperature ranges from maximum 45 to 20 C during summer and from 25
to 0 C during winter. December and January are the coolest months with
temperature getting to freezing point in some places of the city.
Mean Maximum temperature is 37.2 C, Mean lowest is 10.0 C.
Occurrence of heavy Thunderstorm activity is a normal phenomenon
especially during monsoon.
The annual rainfall is about 1430 mm. Maximum rainfall occurs in Monsoon
season from June to September (about 1,100 mm).
VERC-1
Effective 09-Jul-14
IATA
ICAO
ARP Coordinates
1.4
ISSUE II, Rev 04
DOMESTIC AERODROME
RANCHI
HDG
M
131
311
TORA
(M)
2713
2713
ASDA
(M)
2713
2713
LDA
(M)
2424
2713
ELEVATION
(FT)
2141
2075
SLOPE
(%)
-0.79
0.79
Alternates
AIRPORT
KOLKATA
BHUBANESHWAR
1.6
TODA
(M)
2713
2713
ICAO
VECC
VEBS
IATA
CCU
BBI
Dist
181
264
Remarks
Nil Facilities.
1.7
Meteorological Facilities
MET availability H24, METAR issued every 30Mins as per watch Hrs.
1.8
Airfield Data
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
RWY lights
TWY Markings
TWY Lights
STOP BARS
Conditions
1.9
:
:
:
:
:
:
:
:
:
:
:
ILS DME RWY 31

VOR RWY 13
Not Available
654.71 M (2148FT)
A
7
Jet A-1
Designation, THR, TDZ, Centerline, Edge, END
THR, Edge, End
Center line, Holding positions at TWY C Only.
Edge
Not Available
Watch Hours as per NOTAM
Company Minima is designed as per DGCA CAR-Section 8, Series C, Part 1

and All Weather Operations (Doc 9365-AN/910).Company minima is available
in Onboard minima folder.
VERC-2
Effective 09-Jul-14
1.5
FLT.OMC
RWY Details
RWY
13
31
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
RANCHI

:
:
:
IndiGo
ixr.ops@goindigo.in
-
Land Line
Duty Mobile
:
:
+91 651 2251139

-

Refer JEPPESEN AIRWAY MANUAL (VERC - 10-1P1).
Not Applicable
Caution: Significant upslope on the RWY surface RWY 31.

Caution: Apron III Not available for aircraft parking due connecting
TWY to Apron III Not available.
Caution: Pilots to exercise caution for Birds Activity in approach path
RWY13 and RWY31
Caution: TWY 'E' and TWY 'F' between TWY 'E' and 'D' are not
available.
RVR equipment is not installed. Manual RVR is issued when
required.
RESA Available for both Runways.
RESA Surface for undershoot RWY13 is uneven.
Caution: VE (D) 57 DEORI DUMRI (GND/37000ft) notified by
NOTAM 7days in advance may affect as per Duration of activity.
Whenever VE (D) 57 is active Route between GGC and RRC has to
be W106A. ATS Route W106 cannot be filed.
VERC-3
Effective 09-Jul-14
Company
E-mail
Tel. Station Rep
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
RANCHI
VERC-4
Effective 09-Jul-14
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
SRINAGAR
VISR
(SRINAGAR)
Effective 09-Jul-14
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
SRINAGAR
Effective 09-Jul-14
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
SRINAGAR
TABLE OF CONTENTS
Location ................................................................................ 1
1.2
1.3
Weather ................................................................................. 1
1.4
RWY Details ......................................................................... 2
1.5
Alternates .............................................................................. 2
1.6
1.7
1.8
Airfield Data .......................................................................... 2
1.9
1.10
1.11
Communication Facility .......................................................... 3
1.12
1.13
1.14
Effective 09-Jul-14
1.1
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
SRINAGAR
Effective 09-Jul-14
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
SRINAGAR
SRINAGAR
:
:
:
SXR
VISR
N3359.5 E07446.8
1.1
Location
Srinagar aerodrome is located around 350 NMs N-NW of Delhi and is close to
the International Border with Pakistan. It is located approx. 18 KM south of
Srinagar town, which is a well-known hilly tourist centre. The airfield is
controlled by the Indian Air Force...
The airfield is located at the centre of a narrow oblong valley oriented NW-SE
and surrounded by mountain ranges in the NE & SW, rising to over 10,000ft.
Area surrounding the airfield is generally flat and about 60ft lower than the
airfield. The border with Pakistan is in close proximity to the North (40NMs at
the closest point) and West (25NMs at the closest point).
1.2
Air Traffic Control
English is primary language used in ATC. Srinagar control area is bounded by

a radius of 40NM Centered at Srinagar aerodrome.
Srinagar ATS airspace is Class D with Transition altitude varying between
20000ft and 21000Ft. Vertical limits are from SFC to FL170
1.3
Weather
The weather is typically cold during the winter months with occurrences of
snowfall in Nov-Jan. Haze and fog is common in the morning hours but does
not last more than two to three hours. The airfield is affected by the passages
of Western Disturbances in winter which brings in significant clouds and rain.
Summer months are usually bright and sunny.
VISR-1
Effective 09-Jul-14
IATA
ICAO
ARP Coordinates
1.4
ISSUE II, Rev 04
DOMESTIC AERODROME
SRINAGAR
HDG
M
134
314
TORA
(M)
3658
3658
ASDA
(M)
3705
3708
LDA
(M)
3658
2957
ELEVATION
(FT)
5418
5485
SLOPE
(%)
0.56
-0.56
Alternates
AIRPORT
JAMMU
DELHI
1.6
TODA
(M)
3796
3799
ICAO
VIJU
VIDP
IATA
IXJ
DEL
Dist
92
382
Remarks

1.7
MET availability H24, METAR issued every 30Mins during watch hrs.
1.8
Airfield Data
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
:
:
:
:
:
:
RWY lights
TWY Markings
TWY Lights
Conditions
:
:
:
:
1.9
ILS RWY 31
VOR RWY 31
Not Available
1672 M (5485FT)
B
8
Jet A-1
Point, Edge
Edge
Edge
Restricted
Company Minima is designed as per CAR-Section 8, Series C, Part 1, and All

Onboard Jeppesen Manual
VISR-2
Effective 09-Jul-14
1.5
FLT.OMC
RWY Details
RWY
13
31
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
SRINAGAR

:
:
:
Duty Mobile
FAX
:
:
IndiGo
sxr@goindigo.in, asiya.bashir@goindigo.in
+91-194-2303377/3392, +91-9419022915
Manager C.S
+91-194-2303384/3338
N/A
1.11 Communication Facility

Service Designator
Call Sign
TWR
Srinagar Tower
APP
Srinagar Approach
ATIS
Srinagar Information
GCA(Ground Control Approach)
Emergency Frequency
ALPHA Control
Northern Control
Pathankot
Lahore
Frequency (MHz)
127.9
127.9 / 123.5
127.650
123.500
121.500
119.700
120.400
122.700
127.500

VISR-3
Effective 09-Jul-14
Company
E-mail
Tel. Station Rep
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
SRINAGAR

Not Applicable
Caution: Do not mistake Awantipur Airport on Heading of 123 / 12

NM from VISR ARP.
Both IFR & VFR flights are permitted to operate to and from the
airfield. All IndiGo flights, however, are always filed for IFR and must
follow all IFR procedures. Under VMC, a visual approach may be
permitted by ATC.
When RADAR is available the ATC may advise an aircraft to carry
out a 360 turn on the approach around 20 to 25NM (Left Hand
Orbit). Specifically after such an orbit, do not mistake Awantipur for
Srinagar.
After landing, carry out a 180 degree turn, if required, only at the end
of RWY (Dumbbell), and backtrack.
Aircraft to exercise caution while taxing via Taxiway J and F.
Altimeter setting: All flights operating shall fly on aerodrome QNH
Srinagar within SRINAGAR CONTROL zone up to 40 nm from
Srinagar.
All arrivals shall change over to Srinagar QNH at 10NM North of
MESAR and departures shall maintain Srinagar QNH till 10NM North
of MESAR to establish the required VSM
Regional QNH and Transition level should be obtained from
Northern control and maintain regional QNH below Transition
level till passing 10NM North of MESAR.
Non-standard RWY marking on RWY
Caution for close proximity of Awantipur Airfield
Steel gate mentioned on Taxiway D has been removed.
Departures from RWY 31 are permissible though not a regular
practice.
Line up 1000ft from the beginning of RWY 13/31 during takes off
to avoid damage to arrester barrier.
Possibility of being asked to clear off on the southern parallel
taxi way F and hold on operation readiness platform after
landing if parking space on the apron is not available.
VISR-4
Effective 09-Jul-14
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
SRINAGAR
Possibility of being asked to cross RWY from D1 or D and hold

on operation readiness platform before departing from RWY 13
for traffic movement.
ARRIVAL TO VISR (ILS APPROACH)
Sector DELSXR (Delhi-Srinagar)
o Civil aircraft will maintain even levels FL280 - FL380
between ASARI to Srinagar VOR (SNG).
o On ATS Route (W31/W34) between BOKAD and BIKUX,
airspace from Ground Level to FL240 is under Pathankot
ATC.
o All Aircraft transiting through Pathankot airspace at or below
FL240 shall contact on Pathankot on 122.7
o Contact Pathankot and Northern control before crossing
BOKAD. On first contact relay position report and
ETAs.Obtain regional QNH and Srinagar METAR from
Northern Control.
o At BOKAD obtain traffic information from ALPHA and
Pathankot.
o Fighter flying is carried out at Pathankot till FL240.
o Descent is cleared by Northern Control. MESAR must be
crossed at or above 18,000 ft on regional QNH.
o Contact Srinagar Approach before crossing MESAR.
Sector IXJSXR (Jammu - Srinagar)

o 10 minutes prior to departure, contact Jammu TWR for
Level clearance for IXJ-SXR.
o Climb overhead in the hold on local QNH to initially cleared
altitude or 11,000 ft, whichever is lower.
o Further climb with Northern Control
o Contact Northern Control for descent and Traffic
information. MESAR must be crossed at or above 18,000 ft
o Contact Srinagar Approach before crossing MESAR.
o During Fighter flying and Low visibility/bad weather RADAR
vectors will be provided. If RADAR is not available, the
aircraft may be instructed by ATC to report overhead at
10,500 ft and descend in hold OR will be cleared for straight
in approach RWY 31 via MESAR
Sector BOMSXR (Mumbai-Srinagar)

VISR-5
Effective 09-Jul-14
o
o
o
o
o
o
o
o
ISSUE II, Rev 04
DOMESTIC AERODROME
SRINAGAR
Civil aircraft will maintain even levels FL280 - FL380

between ASARI to Srinagar VOR (SNG).
On ATS Route (W31/W34) between BOKAD and BIKUX,
airspace from Ground Level to FL240 is under Pathankot
ATC.
All Aircraft transiting through Pathankot airspace at or below
FL240 shall contact on Pathankot on 122.7
Contact Pathankot and Northern control before crossing
BOKAD. On first contact relay position report and ETAs.
Obtain regional QNH and Srinagar METAR from Northern
Control.
At BOKAD obtain traffic information from ALPHA and
Pathankot
Fighter flying is carried out at Pathankot till FL240.
Descent is cleared by Northern Control. MESAR must be
crossed at or above 18,000 ft on regional QNH.
Contact Srinagar Approach before crossing MESAR.
QNH Setting Procedure

o
o
o
o
FLT.OMC
During Climb/Descent, AREA/REGIONAL QNH as advised

by Northern Control.
Maintain AREA/REGIONAL QNH till 10NM North of
MESAR.
Crossing 10NM North of MESAR. Change to SXR QNH.
Difference between Area QNH & SXR QNH can be 10-15
hpa.
ARRIVAL Procedure
RWY 31 is normally used for landing.
Plan the TOD so as to reach MESAR at 18,000 ft and 250
Kts.
VOR Approach VIA arrival route (MESAR):
o Prepare secondary FPL for an approach via arrival route
(Radial 134 SNG).
o Create the following way points and remove the FPL
discontinuity:
o
o
SNG/134/14 ALT CSTR 8,500

Insert VAPP at FAF (SNG 8D)
VISR-6
Effective 09-Jul-14
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
SRINAGAR
Recommended FPA for descent:
o
o
ALTITUDE (ft)
18000
15000
15000
11000
11000
8500
7500
6010
FPA
3.5
4.2
3.0
3.21
Recommended Configuration and Speeds when cleared for

approach from MESAR. When cleared, Commence descent
from MESAR (IAF 39D) 250kts and Speed Brakes.
When established on Final Approach Track, passing 8500
on QNH activate Approach Phase and Decelerate. Use of
half or full Speed brakes will be as per requirements.
Configure for a stabilized approach.
Use of Auto Brakes and max reverse thrust for landing is
highly recommended due to high elevation of the airfield.
ILS Approach VIA arrival route (MESAR):

o Prepare secondary FPL for an approach via arrival route
(Radial 134 SNG).
o Create the following way points and remove the FPL
discontinuity:
SNG/134/14 ALT CSTR 8,500
Insert VAPP at FAF (SNG 5D)
o
Recommended FPA for descent:

POSITION
MESAR
D31
D31
D21
D21
D14
ALTITUDE (ft)
18000
15000
15000
11000
11000
8500
VISR-7
FPA
3.5
3.8
3.3
Effective 09-Jul-14
POSITION
MESAR
D31
D31
D22
D22
D14
D8 (FAF)
MDA
o
o
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
SRINAGAR
Recommended Configuration and Speeds when cleared for

approach from MESAR. When cleared, Commence descent
from MESAR (IAF 39D) 250kts and Speed Brakes.
When established on Final Approach Track, passing 8500
on QNH activate Approach Phase and Decelerate. Use of
half or full Speed brakes will be as per requirements.
Configure for a stabilized approach.
Use of Auto Brakes and max reverse thrust for landing is
highly recommended due to high elevation of the airfield.
Delayed Descent
o In the event of a delayed descent clearance given by
Srinagar Approach, reduce speed to minimum practicable.
When cleared for descent trade speed with altitude and
when sufficient margin is available from VLS, deploy speed
brakes. Autopilot may be disconnected and full speed
brakes deployed once speed is above 240 KT IAS. If the
FMS is programmed correctly, as per way point and Altitude
Constraints, the Progress Page VDEV can be used. In
addition to this the position of the Level Off Arrow can be
compared with the 14D waypoint to judge the trajectory and
for situational awareness. At any stage, if the crew loses
situational awareness, it is recommended to join the VOR
holding and carry out an Instrument approach VIA the VOR.
For arrival VIA SNG VOR:

Descend in the holding pattern and leave VOR at 10,500ft.
o During Fighter flying and Low visibility/bad weather RADAR
vectors will be provided. If RADAR is not available, the
aircraft may be instructed by ATC to report overhead at
10500 ft.
o All holds below 20,000 ft will be carried out with CONF 1, S
Speed.
o Visual circling not permitted east of the airfield.
o Minimum circling altitude will be 2,000 ft AGL for Left hand
pattern RWY 31. Do not cross 2.5 NM displacements from
the RWY on the downwind leg due to terrain beyond.
o Use of Terrain ON ND will be mandatory and as per SOP.
o There is a very significant low ground before the beginning
of R/W 31 which causes optical illusion of being high. The
radio altimeter is not reliable due to this significant drop in
terrain before the RWY 31 threshold.
VISR-8
Effective 09-Jul-14
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
SRINAGAR
DEPARTURE FROM VISR

RWY 13 is used for all departures.
10 minutes prior to departure, contact Srinagar TWR for Level
clearance.
ATC may require the aircraft to climb in the holding pattern.
Contact Northern control before reaching 10NM North of
MESAR for regional QNH and further clearance. Generally, the
contact can be established by 15,000 ft. Regional QNH to be
effective from 10NM North of MESAR or as per instruction by
Northern Radar.
Departing aircraft may be cleared off ATS route due arriving
traffic. When cleared to MESAR, the aircraft will turn towards the
ATS route and intercept the Radial 140 as soon as possible
rather than going direct to MESAR due high terrain.
Sector SXRIXJ (Srinagar-Jammu)

o Reaching 17,000 ft / MESAR contact Jammu for weather
and Pass the ETA.
o Descent with Northern Control.
Sector SXRDEL (Srinagar - Delhi) / SXRBOM (Srinagar Mumbai)

o Reaching 17,000 ft / MESAR changeover to Northern
Control and Pathankot.
o Contact Pathankot before entering Pathankot local flying
area. Fighter flying is carried out till FL240.
o Before reaching BOKAD, contact Alpha Control for traffic
information.
o Crossing BOKAD changeover to ALPHA Control.
o Contact Delhi Control before reaching ASARI.
o At ASARI changeover to Delhi Area Control.
Low Temperature corrections are required when temperature

conditions are below ISA. At Srinagar, ISA temperature is around
5C. NO temperature corrections required unless OAT at Srinagar is
below 0C.
Operations from contaminated RWYs should be avoided whenever
possible.
OPERATIONAL RESTRICTIONS
Danger Area VI (D)-138(TOSHA MAIDAN) is south east of VISR
(SXR), active permanently from Ground to 35,000 ft.
VISR-9
Effective 09-Jul-14
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
SRINAGAR
Danger Area VI (D)-103(CHOR KHUD) is North West of VISR

(SXR), active permanently from Ground to 19,000 ft.
Pilots are cautioned not to fly in the air space over Indian
Territory within 15NM of the border of India except when
following an ATS or specifically permitted route or when
operating to or from any aerodrome situated within 15NM of
border of India.
When due to circumstances beyond the control of the Pilot-incommand a deviation from the ATS/specifically permitted route
may have been/is to be made, the Pilot-in-command of the
aircraft shall inform the appropriate Air Traffic Control Centre
(ATCC).
In case of delays, flight must depart from VISR at least 30 min
prior to local sunset time.
CONTINGENCY PROCEDURES
SINGLE ENGINE DEPARTURE PROCEDURE
RWY 13
o Engine failure prior to reaching 7500 or 8D SNG, whichever
is earlier, intercept radial 134. At 8D carry out a right
procedure turn (179/359) and carry out instrument approach
for RWY 31.
o If engine failure between 8D and 31D SNG, turn back and
land at Srinagar.
o If engine failure after 31D SNG, continue. Cross MESAR
above 17,000 ft.
LOSS OF CABIN PRESSURE
Inbound to Srinagar
o If pressurization failure occurs between PK and more than
10NM prior to MESAR, turn left and descent to 18,000 ft.
Proceed to VIJU (approx. 8 Min). If pressurisation failure
occurs at or less than 10 NM prior to MESAR, cross
MESAR at or above 18,000 ft. and continue to Srinagar.
o Stay at or below the FCOM depressurization profile as
shown on FCOM (Reproduced below for information only).
VISR-10
Effective 09-Jul-14
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
SRINAGAR
Outbound from Srinagar

If pressurization failure occurs more than 10NM prior to MESAR,
turn back and land at Srinagar.
If pressurization failure occurs between 10NM prior to MESAR
and PK, cross MESAR at or above 18,000 ft. After crossing
MESAR descent to 18,000 ft. and proceed to Jammu (approx. 8
Min).
Stay at or below the FCOM depressurization profile as shown on
FCOM.
VISR-11
Effective 09-Jul-14
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
SRINAGAR
VISR-12
Effective 09-Jul-14
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
SURAT
SURAT
(VASU)
Effective 04-Dec-12
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
SURAT
Effective 04-Dec-12
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
SURAT
TABLE OF CONTENT
Location ..............................................................................1
1.2
1.3
Weather ..............................................................................1
1.4
RWY Details........................................................................1
1.5
Alternates ............................................................................2
1.6
1.7
1.8
Airfield Data ........................................................................2
1.9
1.10
1.11
1.12
1.13
Effective 04-Dec-12
1.1
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
SURAT
Effective 04-Dec-12
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
SURAT
SURAT
:
:
:
STV
VASU
210657.76N 0724430.55E

1.1
Location
Surat airfield, is situated 18 KM SWS of Surat Railway Station.

1.2
Air Traffic Control
English is primary language used in ATC. Surat control area is bounded by a

radius of 20NM centered on VASU ARP.
Surat ATS airspace is Class D with Transition altitude is 4000Ft. Vertical limits
are from SFC to FL080
1.3
Weather
Surat has a tropical savanna climate, moderated strongly by the Arabian Sea.
The summer begins in early March and lasts till June. April and May are the
hottest months, the average maximum temperature being 40 C (104 F).
Monsoon begins in late June and the city receives about 1,000 millimetres
(39 in) of rain by the end of September, with the average maximum being
32 C (90 F) during those months. October and November see the retreat of
the monsoon and a return of high temperatures till late November.
Winter starts in December and ends in late February, with average
temperatures of around 23 C (73 F), and little rain.
1.4
RWY Details
RWY
04
22
HDG
M
043
223
TORA
(M)
2250
2250
TODA
(M)
2250
2250
ASDA
(M)
2250
2250
VASU-1
LDA
(M)
2250
2250
ELEVATION
(ft.)
22
29
SLOPE
(%)
0.09
-0.09
Effective
04-Dec-12
IATA
ICAO
ARP Coordinates
1.5
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
SURAT
Alternates
ICAO
IATA
Dist
VAAH
VABB
AMD
BOM
129
130
1.6
Remarks

1.7
Hrs.
1.8
Airfield Data
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
:
:
:
:
:
:
RWY lights
TWY Markings
TWY Lights
Conditions
:
:
:
:
1.9
ILS RWY 22
VOR RWY 04
Not Available
8.83 M (29FT)
A
7
Jet A-1
Designation, THR, TDZ, Centerline, Edge,
End
THR, Edge, End
Edge
Restricted
Company Minima is designed as per DGCA CAR Section-8 Aeries-C part 1

VASU-2
Effective
04-Dec-12
AIRPORT
AHMEDABAD
MUMBAI
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
SURAT

:
:
:
Turbo aviation
Nitin
+91-9824735570

Not Applicable
Caution: Dual Designation Markings on both side of Runway

Caution: Old Runway End and Displaced Threshold Markings
available on RWY.
Caution: Few Sign Boards are covered with grass.
Caution: Patch work done on Runway 22 immediately after Aiming
point marking (left of centreline) on which there is an uneven surface.
Signal Square is not available at Surat.
Isolation bay not available (under construction).
VASU-3
Effective
04-Dec-12
Company
Rep Name
Tel. Station Rep
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
SURAT
VASU-4
Effective
04-Dec-12
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
TRIVANDRUM
VOTV
(TRIVANDRUM)
TOC-1
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
TRIVANDRUM
TOC-2
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
TRIVANDRUM
TABLE OF CONTENTS
Location ............................................................................... 2
1.2
1.3
Weather ............................................................................... 2
1.4
RWY Details......................................................................... 3
1.5
Alternates ............................................................................. 3
1.6
1.7
1.8
Airfield Data ......................................................................... 3
1.9
1.10
1.11
1.12
1.13
TOC-3
Effective
29-Apr-11
1.1
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
TRIVANDRUM
VOTV-1
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
TRIVANDRUM
TRIVANDRUM
:
:
:
TRV
VOTV
082847.1N 0765511.3E

1.1
Location
The airfield is situated on the coast on the west side of the Southern tip of
India. 15 NM inland are the foothills of a mountain range which reaches over
6100 feet AMSL at 22 NM East to Northeast.
1.2
Air Traffic Control
English is primary language used in ATC. Thiruvananthapuram control area is

bounded by a radius of 25NM centered at TVM VOR.
Thiruvananthapuram ATS airspace is Class D with Transition altitude is
9000Ft. Vertical limits are from SFC to FL050 0
1.3
Weather
The temperature varies little throughout the year staying mainly between 24C
and 30C. Poor flying conditions come mainly from thunderstorms and heavy
rain.
December to Mid-April: Occasional fog at dawn, soon clearing. Overcast by
mid-afternoon, clearing early morning.
Mid April to June: Heavy cloud develops before dawn lasting all day with
heavy rain and frequent thunderstorms.
June to September: Generally fine with broken Cu. Very occasional squalls
with heavy rain only lasting a short time.
October to November: Rain Squalls more frequent and more persistent
leading to frequent occurrence of Thunderstorms, especially in the evening.
VOTV-2
Effective
29-Apr-11
IATA
ICAO
ARP Coordinates
1.4
ISSUE II, Rev 00
DOMESTIC AERODROME
TRIVANDRUM
HDG
M
139
319
TORA
(M)
3398
3398
TODA
(M)
3398
3620
ASDA
(M)
3398
3398
LDA
(M)
2992
3238
ELEVATION
(M)
15
13
Alternates
AIRPORT
ICAO
IATA
Dist
COCHIN
COIMBATORE
VOCI
VOCB
COK
CJB
106
154
1.6
SLOPE
(%)
-0.01
0.01
Remarks

1.7
MET availability H24, METAR issued every 30Mins during watch Hrs.
1.8
Airfield Data
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
RWY lights
TWY Markings
TWY Lights
Conditions
:
:
:
:
:
:
:
:
:
:
ILS RWY 32
VOR RWY 14
Not Available
4.55 M (15FT)
A
8
Jet A-1
THR, Edge, End
Edge
Unrestricted
VOTV-3
Effective
29-Apr-11
1.5
FLT.OMC
RWY Details
RWY
14
32
1.9
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
TRIVANDRUM

Company
E-mail
Tel. Station Rep
FAX
Duty Mobile
:
:
:
:
:
IndiGo
trv@goindigo.in, tejas.arte@goindigo.in
+91-8893808013 Manager C.S
N/A
N/A
Arriving Traffic:
The following radio communication failure procedure shall be
applicable at Trivandrum Airport when radar vectoring is provided for
pilot interpreted final approach aids.
If Radio Communication Failure occurs prior to interception of
final approach track aircraft should maintain the last assigned
altitude or 3200ft whichever is higher and proceed to VOR via
shortest route and carry out the IAL procedure last cleared.
In case radio communication failure takes place after
interception of final approach track aircraft should continue
approach for landing.
Departing Traffic:
Not Applicable
Light aircraft and glider activity in vicinity of the Aerodrome.

Caution: Birds activity observed in and around the airfield. Pilots to
exercise caution while landing and Take-off.
VOTV-4
Effective
29-Apr-11
Weather Operations (Doc 9365-AN/910). Company minima is available in Onboard Jeppesen Manual.
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
TRIVANDRUM
A
Temple
procession
is
carried
out
by
King
of
THIRUVANANTHAPURAM once every 6 months and for that the
entire march enters the RWY.
Whenever this procession is planned, a NOTAM is issued well in
advance for closure of RWY for almost 6 to 8 hours, twice a year.
There are two abandoned Turn pads. One is short of Dumbbell
RWY32 on Northern side of RWY and the other is southern side of
Dumbbell RWY14. Both the abandoned areas are marked with two
yellow crosses and are not to be used.
Caution: VO(D)-172A and 172B near VOCI (COK). When active a
NOTAM is issued for the active period. Whenever these are active, a
change of route needs to be filed and followed between VOCI (COK)
and VOTV (TRV). Route are as follows:
VOCI-VOTV: CIA W91 TUMLA W91 TVM
VOTV-VOCI: TVM W43N TUMLA DCT ARONA W46 CIA
These routes are not available in NAV DATA (FMS).Crew need to
build the route manually.
Whenever VO (D) 175 Sector 1, 2, 3 are active, a NOTAM is issued
and the traffic is made to hold as follows:
Departures: When VO (D) 175 is active and rocket is launched,
departing aircrafts can expect a delay of approximate 5-10 min
from the launch time
Arrivals: Aircraft from West, East and North shall be advised to
remain at 25 NM at or above 8400 ft in *safe zone after resolving
from other traffic, if any.
Aircraft on ATS Route R457 from VRMM (MLE) shall be advised
to intercept Radial 170 deg TVM at 130 NM from TVM avoiding
Thumba range (VOD 175) and shall be kept 25 NM away from
TVM at or above 8400ft in the safe zone. It can vary depending
on the traffic density.
TAXI / APRON PROCEDURE
Taxi Track are named as below
VOTV-5
Effective
29-Apr-11
o
o
o
o
ISSUE II, Rev 00
DOMESTIC AERODROME
TRIVANDRUM
ALPHA, BRAVO, CHARLIE, DELTA, FOXTROT is used for

entry/exit to Civil Apron/Dispersal.
DELTA, FOXTROT leads to New Terminal. These Taxi
Tracks are presently not used due to construction of the
New Terminal.
ECHO leads to the Isolation bay
Parking stands 1,2,3,4 are Power In/Power Out. Parking
stands 11, 12 are power in/push back.
Entry into parking stand 1, 2, 11, 12 will be through TWY
BRAVO.
Whenever an Aircraft is parked on stand 11, TWY ALPHA
will be used for Taxi of Aircraft up to wing span 48M only.
Only idle power engine run is permitted on parking stands.
For full and partial power run up use TWY ECHO facing
RWY or can be carried out on Dumbbell RWY32 in
coordination with Apron Control and ATC.
All Aircraft shall follow nose wheel guidelines strictly and

shall not make 180 turn on parking stands.

Arriving Aircraft
end of RWY(14 Dumbbell ).Turn right to enter via TWY BRAVO
for parking stands 1 to 9 and 11,12.
FLT.OMC
Departing Aircraft
Departing Aircraft to turn left from parking stand 1, 2, 3, 4 and
follow TWY ALPHA to exit for RWY. Turn right and back track on
RWY for Dumbbell RWY32.Follow guidelines by turning left at
end of RWY on Turn pad for lining up on Dumbbell.
Taxi procedure when RWY in use is 14`

Arriving Aircraft
VOTV-6
Effective
29-Apr-11
o
o
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
TRIVANDRUM
Landing RWY 14 on completion of landing run, Exit via BRAVO

or back track at the end of RWY (Dumbbell 32).Follow guideline
for parking into bay 1,2,3,4.
Departing Aircraft
Departing Aircraft will exit via ALPHA. Turn left to backtrack for
RWY 14. Anti-Clockwise turn permitted.
VOTV-7
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
VADODARA
VABO
(VADODARA)
TOC-1
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
VADODARA
TOC-2
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
VADODARA
TABLE OF CONTENT
Location ..............................................................................2
1.2
1.3
Weather ..............................................................................2
1.4
RWY Details........................................................................3
1.5
Alternates ............................................................................3
1.6
1.7
1.8
Airfield Data ........................................................................3
1.9
1.10
1.11
1.12
1.13
TOC-3
Effective 29-Apr-11
1.1
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
VADODARA
VABO-1
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
VADODARA
VADODARA
:
:
:
BDQ
VABO
221948N 0731308E

1.1
Location
Vadodara airfield, is situated 07 KM SWS of Vadodara Railway Station.

1.2
Air Traffic Control
English is primary language used in ATC. Vadodara control area is bounded

by a radius of 25NM centered at DVOR QQZ.
Vadodara ATS airspace is Class D with Transition altitude is 4000Ft. Vertical
1.3
Weather
Winter season (December - February): The weather during the period is

generally fine except on a few occasions when secondary western
disturbances affect the area causing clouding and on certain occasion light
rain.
Pre Monsoon Season (March - June): Weather is fine during this season.
SW Monsoon (July - September): It is during this period most of the weather
occurs. Monsoon normally sets in by mid of June. July is the wettest month
with a rainfall of approximately 30 cm. heavy rains occurs in association with
depression moving inland from Bay of Bengal and taking a more westerly
course.
Post Monsoon (October - November): Weather during this period is mainly
fine except for one or two days in the first half of the period when rain or
thunderstorm may occur.
VABO-2
Effective
29-Apr-11
IATA
ICAO
ARP Coordinates
1.4
ISSUE II, Rev 00
DOMESTIC AERODROME
VADODARA
HDG
M
044
224
TORA
(M)
2469
2469
TODA
(M)
2469
2469
ASDA
(M)
2469
2469
LDA
(M)
2256
2469
ELEVATION
(M)
122
127
Alternates
AIRPORT
ICAO
IATA
Dist
AHEMADABAD
MUMBAI
VAAH
VABB
AMD
BOM
55
204
1.6
SLOPE
(%)
0.04
-0.04
Remarks

1.7
Hrs.
1.8
Airfield Data
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
RWY lights
TWY Markings
TWY Lights
Conditions
:
:
:
:
:
:
:
:
:
:
ILS RWY 22
VOR RWY 04
Not Available
39.44 M (129FT)
A
6
Jet A-1
THR, Edge, End
Edge (TWY B & C)
Unrestricted
VABO-3
Effective
29-Apr-11
1.5
FLT.OMC
RWY Details
RWY
04
22
1.9
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
VADODARA

Company
E-mail
Tel. Station Rep
:
:
:
FAX
Duty Mobile
:
:
IndiGo
bdq@goindigo.in, meet.rindani@goindigo.in
+91-265-3203744, +91- 9141421212
Manager C.S
+91-265-2492221
+91- 9998091212

Not Applicable
Caution: Hill with top elevation 2720ft located around 18NM on

bearing 064 from VOR.
VOR procedure restricted to MAX speed of 220KT.
During VOR approach procedure for RWY 04, simultaneous holding
over VOR and D12.0/R-228 at same level is not permitted.
Secondary Power supply to all lighting at AD. Switch-over time is 15
Seconds.
VABO-4
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DOMESTIC AERODROME
VADODARA
VABO-5
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
VARANASI
VIBN
(VARANASI)
Effective 09-Jul-14
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
VARANASI
Effective 09-Jul-14
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
VARANASI
TABLE OF CONTENTS
Location ................................................................................ 2
1.2
1.3
Weather ................................................................................. 2
1.4
RWY Details ......................................................................... 3
1.5
Alternates .............................................................................. 3
1.6
1.7
1.8
Airfield Data .......................................................................... 4
1.9
1.10
1.11
1.12
1.13
TOC-1
Effective 09-Jul-14
1.1
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
VARANASI
TOC-2
Effective 09-Jul-14
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
VARANASI
VARANASI
:
:
:
VNS
VIBN
252705N 0825131E

1.1
Location
Lal Bahadur Shastri International Airport (or) Varanasi Airport is a

public airport located at Babatpur 18 km northwest of Varanasi, Uttar
Pradesh, India.
Varanasi is located in the middle Ganges valley of North India, in the
Eastern part of the state of Uttar Pradesh, along the left crescentshaped bank of the Ganges, averaging between 50 feet (15 m) and 70
feet (21 m) above the river.
Varanasi Airport was officially renamed as Lal Bahadur Shastri Airport in
October 2005.
1.2
Air Traffic Control
English is the primary language used in ATC. VARANASI control area is

bounded by a circle of radius 25NM Centred at 252715N 0825133E
(VOR) "BBN".
VERTICAL LIMITS: Surface to FL050.
VARANASI ATS airspace is Class D with Transition altitude of 4000Ft..
1.3
Weather
Varanasi experiences a humid subtropical climate with large variations

between summer and winter temperatures. The dry summer starts in
VIBN-1
Effective 09-Jul-14
IATA
ICAO
ARP Coordinates
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
VARANASI
April and lasts until June, followed by the monsoon season from July to
October. The temperature ranges between 22 and 46 C (72 and 115 F)
in the summers.
The average annual rainfall is 1,110 mm. Fog is common in the

winters, while hot dry winds, called loo, blow in the summers.

1.4
RWY
RWY Details
HDG
TORA
TODA
ASDA
LDA
ELEVATION
SLOPE
(M)
(M)
(M)
(M)
(FT)
(%)
09
94
2745
2745
2745
2512
264
0.01
27
274
2745
2745
2745
2745
265
-0.01
1.5
1.6
REMARKS
DISP THR
233M
Alternates
AIRPORT
ICAO
IATA
DISTANCE
REMARKS
LUCKNOW
VILK
LKO
132 NM
NIL
RANCHI
VERC
IXR
187 NM
NIL
Customs and immigration facilities are provided on limited basis to

cover operations of scheduled Intl. Flights. The facilities can be
arranged to cover any authorized non-sked operations.
VIBN-2
Effective 09-Jul-14
Winters in Varanasi see very large diurnal variations, with warm days and
downright cold nights. Cold waves from the Himalayan region cause
temperatures to dip across the city in the winter from December to
February and temperatures below 5 C (41 F) are not uncommon.
1.7
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
VARANASI
MET availability is as per ATS Watch hours.
1.8
Airfield Data
Navigation Facilities
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
:
:
:
:
:
:
RWY lights
TWY Markings
TWY Lights
Watch hours
:
:
:
:
1.9
ILS RWY27 / LLZ 27 / GP 27

VOR (Y) RWY27
VOR (Z) RWY 27
VOR (Y) RWY09
VOR (Z) RWY 09
NDB RWY 09
Not In Use
81.07 M (266 ft)
A
With in ATS HR: CAT 7
Jet A-1
Designation, THR, TDZ, Side strip,
Aiming Point, Turn Pad,
Centreline, Edge, RWY End
THR, Edge, Turn Pad, RWY End,
Centre line, holding positions, Edge
Edge
Consult Latest NOTAM

Part I and All Weather Operations (Doc 9365 - AN/910). Company minima
are available in On-board Minima Folder.
Company
E-mail
Tel. Station Rep
:
:
:
IndiGo
sakshi.singh@goindigo.in
+91-7525007662
VIBN-3
Effective 09-Jul-14
Meteorological office at Varanasi is a Class III meteorological office and

does not issue TREND Forecast.
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
VARANASI

Refer JEPPESEN AIRWAY MANUAL for Communication Failure procedure.
Not Applicable
1.
After watch hours the Air Traffic Services are available on request
with prior notice to Airport Director.
2.
All non-scheduled Flights to Varanasi to ensure availability of parking

stand at Varanasi, before commencing the Flight.
3.
RVR equipment is not installed at Varanasi. Crew can request

manual whenever the situation warrants.
4.
Taxiway A, B, C is 23M wide. TWY C is used for entry and

exists to /from Isolation bay only.
5.
All Aircraft when taxiing to/from Taxiway B are to exercise caution

for parked Aircraft. In case of any doubt Crew may ask for Follow Me
Jeep on Tower frequency.
6.
When taxiing in from TWY B, Aircraft taxiing over Bay No. 4 to Bay
No. 5, 6,7,8,9 must Follow to join as shown in Sketch 5. It is an
imaginary line and no marking has been provided on Apron.
7.
RWY09 has been permanently displaced by 233M and is duly

marked.
8.
TWYC is not in use. Crew to be advised not to get misguided by the

Sign board on mouth of TWY C towards the apron (Refer Sketch 6)
9.
Entry into Isolation bay is only through TWYC which connected to

runway
10. VDGS installed on parking stand 8 is not aligned with the markings. Crew is
advised to disregard the VDGS and follow the guidelines.
VIBN-4
Effective 09-Jul-14
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
VARANASI
12. Varanasi has En-route RADAR and not the Terminal RADAR. Air
traffic controlling above FL060 is under the purview of RADAR
control and flights are controlled procedurally at or below FL060. Any
Hold at or below FL060 is only over BBN. Standard Radio
Communication Failure procedure will apply during RADAR
environment even though the flight may be below FL060.
13. Intermediate old Turn Pads for RWY09 and RWY27 are not to be
used,.(Refer sketch 2 and 4)
14. On approach of RWY27 and Take-Off path of RWY09, Crew must
exercise caution due presence of high tension electrical cable over
RAIL tracks.
15. Crew need to be cautious for road close by on approach of RWY09
and Take -off path of RWY27. The moving traffic on the road might
distract the Crew during approach/landing on RWY09 and during
Take-off from RWY27.
16. Crew need to exercise caution against BLACK HOLE Approach
during night.
17. Wing walkers are must when aircraft is taxiing from old to new apron
till the taxiing aircraft is clear of parked aircrafts.
18. A320-Sharklets Aircraft can be accommodated on parking stand 1, 3,
4, 5, 6,7,8,9. Simultaneous parking on 3 and 4 not permitted for
Sharklets.
VIBN-5
Effective 09-Jul-14
11. Auto switch over time for the generator set is more than 15 second.
To meet the standard requirements, generator set is switched on
whenever the visibility is less than 3000M and during night time.
FLT.OMC
ISSUE II, Rev 04
DOMESTIC AERODROME
VARANASI
VIBN-6
Effective 09-Jul-14
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
VISHAKHAPATNAM
(VISHAKHAPATNAM)
Effective 04-Dec-12
VOVZ
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
VISHAKHAPATNAM
Effective 04-Dec-12
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
VISHAKHAPATNAM
TABLE OF CONTENT
Location ............................................................................... 2
1.2
1.3
Weather ............................................................................... 2
1.4
RWY Details......................................................................... 3
1.5
Alternates ............................................................................. 3
1.6
1.7
1.8
Airfield Data ......................................................................... 3
1.9
1.10
1.11
1.12
1.13
Effective 04-Dec-12
1.1
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
VISHAKHAPATNAM
VOVZ-1
Effective
04-Dec-12
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
VISHAKHAPATNAM
VISHAKHAPATNAM
:
:
:
VTZ
VOVZ
174316.24N 0831328.62E

1.1
Location
Airfield is located 7 km (3.8NM) from Visakhapatnam city. It is second

busiest airport in Andhra Pradesh after Hyderabad International airport. It is
controlled by the Indian Navy which carries out air traffic control as well as
provides support for flying operations for both military and civil aviation.
1.2
Air Traffic Control

Vishakhapatnam ATS airspace is Class D with Transition altitude is 7000ft.
Vertical limits are from SFC to FL050.
1.3
Weather
Visakhapatnam experiences a tropical wet and dry climate with little

variation in temperature through the year. May is the hottest month with
average temperatures around 32 C, while January is the coolest month
with average temperatures near 23 C.
As the city is located on the Bay of Bengal, the humidity remains high
throughout the year. The total annual rainfall is around 945 mm
(38 inches), the bulk of which is received during the south-west monsoon.
October is the wettest month with around 204 mm (8 inches) of rainfall.
The months from November to February are the best times to visit the c ity,
with moderate temperatures.From March to September, on average winds
blow from the south-westerly direction. During the months of October to
January, the winds blow from the north-easterly direction.
VOVZ-2
Effective
04-Dec-12
IATA
ICAO
ARP Coordinates
1.4
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
VISHAKHAPATNAM
RWY Details
HDG
(M)
10
096
3048
28
276
3048
3048
1.5
TORA
ASDA
LDA
ELEV
SLOPE
(M)
(M)
(M)
(ft)
(%)
3048
3048
19
-0.06
3048
3048
12
0.06
Alternates
AIRPORT
BHUBANESHWAR
HYDERABAD
1.6
TODA
ICAO
VEBS
VOHS
IATA
BBI
HYD
Distance
219
279
Remarks

1.7
MET Facility available as per the Watch Hrs, METAR issued every 30Mins.
1.8
Airfield Data
SID/STAR
:
Elevation
:
Airfield Category
:
F/F category
:
Fuel
:
RWY Markings
:
RWY Lights
TWY Markings
TWY Lights
Conditions
:
:
:
:
ILS RWY 28
Not Available
3.1M (10FT)
A
6
Jet A-1
Designation, THR, TDZ, Centerline, Side
Strip and End
Center line, Holding positions, Edge
Edge
Restricted
VOVZ-3
Effective
04-Dec-12
RWY
1.9
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
VISHAKHAPATNAM

Company
E-mail
Tel. Station Rep
FAX
Duty Mobile
:
:
:
:
:
IndiGo
vtz@goindigo.in, rsrkv.prasad@goindigo.in
+91-7894408090
0891-2507085
0891-2507083/84

Not Applicable
Caution: Apron Markings are faded.

Caution: Major Bird activity in the vicinity of the Aerodrome
predominantly during monsoon and pre-monsoon season.
Caution: RWY 10/28 is a unidirectional runway with landings on
RWY 28 and take-offs from RWY 10.
Caution: Operation on RWY 05/23 not permitted.
Caution: Crosswind component for RWY 10/28 observation SFC
WIND passed on RTF is of TWR Observation and may not be
indicative of actual wind conditions at LDG Zone of RWY 10/28 due
to topography of the airfield.
Caution: Sea breeze will also influence the lower level winds. (Below
3000 ft.) As a consequence, the aircraft can experience upto 15
knots of tail-wind during an approach conducted after 12:00 IST.
VOVZ-4
Effective
04-Dec-12
Company Minima is designed as laid down in Civil Aviation Requirement

Section 8 Aircraft Operations Series C Part I and ICAO DOC 9365
(Manual Of All Weather Operation). Company minima is available in
Onboard Minima Folder.
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
VISHAKHAPATNAM
Caution: Aerial photography prohibited. Cabin crew is required to

make necessary announcement
Caution: VO (D)-73 located east of VVZ.
Aircraft shall change from enroute VOR (VVZ) to terminal VOR
(VSP) at DME 25.0 VVZ. The en-route VOR (VVZ) is located on top
of the Yarada Konda range. Whereas, the terminal VOR (VSP) is
located next to RWY 10/28. The MSA reference to the Terminal VOR
VSP.
While executing VORDME RWY28 approach, if a go-around has to
be executed below MDA (H) with simultaneous one engine failure, it
is mandatory to follow missed approach procedure of ILS RWY 28.
Ensure that ATC is informed accordingly.
All landing should be carried out with flaps full configuration except in
case of any abnormal situation landing must be carried out as
stipulated in the said procedure or in case of any other procedure like
wind-shear, landing must be as stipulated by the FCOM.
Taxiway L1 and L2 for Naval dispersal only.
Isolation bay entry/exit via TWY L2.
VOR Holding Check point on TWY N4 and N3.
DTGM available both side of RWY at separation of 1000Ft.
PCN value suitable for A320-232 operations.
Aircraft may experience prolonged taxi during Departure.
SIMHACHALAM (KAILASA KONDA) hill range from North to North
East maximum top elevation 545M at a distance of 2.5 NM from
ARP. (Refer Terrain Chart Below)
DOLPHIN (YERADA KONDA) Hill Range from South East of South
maximum top elevation 360 M at a distance of 3.2 NM from ARP.
(Refer Terrain Chart Below)
NARAVA hill range from West to North West maximum top elevation
379M at a distance of 3.6 NM from ARP. (Refer Terrain Chart Below)
The Prevailing winds should be reviewed and the PNF to be actively
monitored the winds during approach
VOVZ-5
Effective
04-Dec-12
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
VISHAKHAPATNAM
Military operational flying will take priority over the civil flights and
may entail some delays during arrival and departure.
To enable ATC to obtain Level clearance, Crew are advised to
contact Tower frequency 15 min prior to departure from VOVZ.
In event of no communication between VOVZ and other ATS units,
VOVZ has a PCL (Pre Coordinated Level) F130/F140 for East and
West bound flights.
Runway 28 is utilized for Landing and Runway 10 for Take-off. Due
to Uni-Directional availability of Runway, the RTOW chart for full
length RWY 10 is provided to compensate for 15 Knots of Tail wind.
Terrain Layout
VOVZ-6
Effective
04-Dec-12
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
VISHAKHAPATNAM
ILS Runway 28 Initial approach
ILS Runway 28
VOVZ-7
Effective
04-Dec-12
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
VISHAKHAPATNAM
VOR Runway 28 Initial approach
VOR Runway 28
VOVZ-8
Effective
04-Dec-12
FLT.OMC
ISSUE II, Rev 01
DOMESTIC AERODROME
VISHAKHAPATNAM
VOVZ-9
Effective
04-Dec-12
FLT.OMC
ISSUE II
TOC- INTERNATIONAL AERODROMES
TOC- INTL
S. No
Station
Details
Abu Dhabi
29-Apr-11
Bangkok
29-Apr-11
Chittagong
09-Jul-14
Doha
09-Jul-14
Dubai
29-Apr-11
Jeddah
29-Apr-11
Kathmandu
09-Jul-14
Kuala Lumpur
29-Apr-11
Male
29-Apr-11
10
Muscat
29-Apr-11
11
Paya Lebar
29-Apr-11
12
Phuket
29-Apr-11
13
Rayong
29-Apr-11
14
Sharjah
29-Apr-11
15
Singapore
29-Apr-11
ADI-TOC
Effective
09-Jul-14
FLT.OMC
ISSUE II
TOC- INTERNATIONAL AERODROMES
TOC- INTL
INTENTIONALLY LEFT BALNK
ADI-TOC
Effective
09-Jul-14
FLT.OMC
ISSUE II, Rev 00
INTERNATIONAL AERODROME
ABU DHABI
OMAA
(ABU DHABI)
TOC-1
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
ABU DHABI
TOC-2
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
ABU DHABI
TABLE OF CONTENTS
Location ..............................................................................2
1.2
1.3
Weather ..............................................................................2
1.4
RWY Details........................................................................3
1.5
Alternates ............................................................................3
1.6
1.7
1.8
Airfield Data ........................................................................3
1.9
1.10
1.11
1.12
1.13
TOC-3
Effective 29-Apr-11
1.1
FLT.OMC
ISSUE II, Rev 00
ABU DHABI
OMAA-1
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
ABU DHABI
ABU DHABI
:
:
:
:
:
AUH
OMAA
Abu Dhabi International
+ 04:00
242559N 0543904E

1.1
Location
The airport is located close to the coast 16 NM East of the city. Terrain is not
a significant factor although there are several man made obstruction up to 800
feet within 10 NM.
1.2
Air Traffic Control
Air traffic control is very good with a high level of English being spoken
language. Abu Dhabi CTZ Vertical limits are from SFC to 1500ft. Airspace
Classification is D and Transition altitude is 13000ft.
1.3
Weather
Abu Dhabi is highly humid, especially when the prevailing winds are from the
North. Temperatures are similar to those of Dubai. Turbulence and marked
low-level inversions are possible.
May - September: Humidity is a little higher and temperatures are very hot.
Occasional dust storms are most likely during April and May. Thunderstorms,
although not very frequent, may be severe.
October - April: Warm and sunny with occasional rainfall. Early morning fog
is a possibility at any time of the year but is most persistent in the period
September to February.
OMAA-2
Effective 29-Apr-11
IATA
ICAO
Name of Airport
UTC
ARP Coordinates
1.4
FLT.OMC
ISSUE II, Rev 00
ABU DHABI
RWY Details
RWY
HDG
M
127
307
127
307
TORA
(M)
4100
4100
4100
4100
ASDA
(M)
4155
4160
4230
4230
LDA
(M)
4100
4100
4100
4100
ELEVATION
(M)
82
88
62
72
SLOPE
(%)
0.04
-0.04
0.07
-0.07
Alternates
AIRPORT
SHARJAH
DUBAI
1.6
TODA
(M)
4520
4480
4100
4100
ICAO
OMSJ
OMDB
IATA
SHJ
DXB
Dist
92
93
Remarks

1.7

1.8
Airfield Data
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
:
:
:
:
:
:
RWY lights
TWY Markings
ILS RWY 13R

ILS RWY 13L
ILS RWY 31R
ILS RWY 31L
In Use
27.82 M (88FT)
A
9
Jet A-1
Designation, Side Strip, THR, Transverse
Strip, TDZ, Centreline, Aiming point
THR, Centreline, Edge, End lights, Wing Bars,
Stopway
Centreline, Double Edge, Holding Position
OMAA-3
Effective 29-Apr-11
13R
31L
13L
31R
1.5
TWY lights
Conditions
1.9
FLT.OMC
ISSUE II, Rev 00
ABU DHABI
:
:
Centreline, Stop Bars, Edge lights at turn

Unrestricted

TBN
Not Applicable
Caution: Aerodrome Beacon Not Installed.

Caution: Due to soft shoulders at taxiway intersection. Aircraft must
remain on centreline at all times and follow taxing instruction from
ATC.
Abu Dhabi Bateen, 10 NM to the West, and Al Dhafra, a military airfield
12 NM to the South Southwest, have similar runway alignments to Abu
Dhabi International.
Restaurant in terminal building is available H24.
For medical facility, medical centre at airport and hospitals in MAFRAQ
and Abu Dhabi city are available.
Parking stands are indicated by illuminated signs, yellow numerals on
blue background positioned on satellite building.
Reflectors are installed on the lead-in lines which guide the pilots to
follow till the stop bars.
OMAA-4
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
ABU DHABI
Minimum Runway occupancy should be maintained at all given times.

Aircraft that cannot comply should notify ATC as soon as possible.
VDGS (Visual Docking and Guidance System) installed on all stands.
Nose in / Pushback parking is mandatory on all stands.
Stands enumerators, lead-in lines and stop bars are painted on apron
surface.
Continue solid yellow lines for aircraft lead-in
Broken while lines for pushback.
Transmissometer is available for reporting RVR on all the Rwy. For
radio transmission purposes the location will be designated as: ALPHA
:
Touchdown
BRAVO
:
1/3 Down RWY
CHARLI
:
Stop end
Helicopter landing area is located at the midpoint of TWY F, between
TWY F2 and TWY F3 or as directed by ATC.
OMAA-5
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
BANGKOK
VTBS
(BANGKOK)
TOC-1
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 00
BANGKOK
TOC-2
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 00
BANGKOK
TABLE OF CONTENTS
Location ..............................................................................2
1.2
1.3
Weather ..............................................................................2
1.4
RWY Details........................................................................3
1.5
Alternates ............................................................................3
1.6
1.7
1.8
Airfield Data ........................................................................3
1.9
1.10
1.11
1.12
1.13
TOC-3
Effective
29-Apr-11
1.1
FLT.OMC
ISSUE II, Rev 00
BANGKOK
VTBS-1
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 00
BANGKOK
BANGKOK
:
:
:
:
:
BKK
VTBS
Suvarnabhumi International Airport
+07:00
134109N 1004456E

1.1
Location
The airfield is situated 14 NM east of Bangkok city.

1.2
Air Traffic Control
Suvarnabhumi ATZ: A circle radius 05NM Centred at ARP.

Vertical limits are from SFC to 2000ft AMSL. Airspace Classification is C and
1.3
Weather
Tropical city known for its hot climate and plentiful sunny weather,
temperatures in Bangkok regularly stay well above 30C / 86F all through the
year. Bangkok is at its driest between November and February and
consequently at its busiest, when many tourists choose to visit the city. The
humidity levels also increase during this dry period, being especially sticky in
April and May.
The climate in Bangkok is at its hottest from March to August, while the rainy
season tends to fall between June and October. At this time of the year you
can expect short spells of rainy weather, with frequent afternoon showers,
monsoons and spells of thunder at times, although on some days, the rainy
weather may last all day. Around 90 percent of the rain falls at this time of the
VTBS-2
Effective
29-Apr-11
IATA
ICAO
Name of Airport
UTC
ARP Coordinates
FLT.OMC
ISSUE II, Rev 00
BANGKOK
year, although even during Bangkok's rainiest weather, there is still usually
plenty of sunshine to go around.
1.4
RWY Details
01L
19R
01R
19L
1.5
1.6
HDG
M
015
195
015
195
TORA
(M)
3500
3500
3800
3800
TODA
(M)
4600
4200
3800
4350
ASDA
(M)
3500
3500
3800
3800
LDA
(M)
3700
3700
4000
4000
ELEVATION
(M)
1.38
1.36
1.36
1.34
SLOPE
(%)
0.0
0.0
0.0
0.0
Alternates
AIRPORT
ICAO
IATA
Dist
RAYONG
PHUKET
VTBU
VTSP
UTP
HKT
77
376
Remarks
Custom and Immigration facility is available H24

1.7

1.8
Airfield Data
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
:
:
:
:
:
:
RWY lights
ILS RWY 01L

ILS RWY 01R
ILS RWY 19L
ILS RWY 19R
In Use
1.4 M (4.6 ft)
A
10
Jet A-1
Designation, THR, TDZ,
Centreline, Edge, End
THR, TDZ, Centreline, Edge, End
VTBS-3
Effective
29-Apr-11
RWY
FLT.OMC
ISSUE II, Rev 00
BANGKOK
TWY Markings
TWY lights
Conditions
Centreline, Edge
Centreline, Edge, Stop Bars
Unrestricted
Company
E-mail
Tel. Station Rep
:
:
:
Duty Mobile
FAX
BFS VHF Frequency
:
:
:
BFS
rungtiwaS@BFSAsia.com
+6621344360 Customer Service
Manager
+66847518155
N.A
131.025 MHz

All departing aircraft are required to apply noise abatement

procedure with thrust reduction at 1500 feet AGL, and acceleration at
3000 feet AGL.
Set minimum certified landing flaps according to the airplane flight
manual for the applicable condition.
After landing, limit the use of reverse thrust to idle between 1900 to
2300 UTC, unless it adversely affects the safety of aircraft operation
RNAV SID/STARS in Use.

VTBS-4
Effective
29-Apr-11
1.9
:
:
:
FLT.OMC
ISSUE II, Rev 00
BANGKOK
All TANGO Taxiway has soft pavement due to excessive use.

APU use on ground is limited to 5 min after parking and 10 min
before departure.
o
o
o
o
o
A1, A2, A3, A4, A5, A6

B1, B2, B3, B4, B5, B6
C1, C3, C5, C7, C9
101, 102, 103, 104, 105, 106, 107, 108, 109, 110,
111,112, 113, 114, 115, 116, 117, 118, 119, 120, 121,
122, 123, 124, 125, 126, 127, 128, 129, 130, 131, 132,
133, 134 201, 202, 203
Aircraft stand taxi lane T1, T2, T3, T4, T5, T6, T7
Taxiway B, B1, B2, B3, B4, B5, B6, B7, B8, B9, B10,B11,
B12, B13
Taxiway C, C1, C2, C3, C4, C5, C6, C7, C8, C10
Taxiway G between taxiway C and taxiway H4 including
taxiway H4
Taxiway H between taxiway C and taxiway H3
Ground Control on frequency 121.75 MHz for operations on

Main apron:
o Aircraft parking stands:
C2, C4, C6, C8, C10
D1, D2, D3, D4, D5, D6, D7, D8
E1, E3, E5, E7, E9
VTBS-5
Effective
29-Apr-11
Provision of Aerodrome Air Traffic Services
Aerodrome air traffic services are generally sectorized as follows:

Tower Control on frequency 118.20 MHz for arrivals and
departures on runway 19L / 01R or East runway.
Tower Control on frequency 119.00 MHz for arrivals and
departures on runway 19R / 01L or West runway.
East apron:
o
o
ISSUE II, Rev 00
BANGKOK
301, 302, 303, 304, 305, 306, 307, 308

Aircraft stand taxi lane T8, T9, T10, T11, T12
Taxiway G between taxiway H4 and taxiway H2 including
taxiway H2
Taxiway H between taxiway H1 and taxiway H3 including
taxiway H3

West apron:
o
o
o
o
o
FLT.OMC
E2, E4, E6, E8, E10

F1, F2, F3, F4, F5, F6
G1, G2, G3, G4, G5,
401, 402, 403
501, 502, 503, 504, 505, 506, 507, 508, 509, 510, 511, 512,
513, 514, 515, 516, 517, 518, 519, 520, 521, 522, 523, 524,
525
Aircraft stand taxi lane T13, T14, T15, T16, T17
Taxiway D, D1, D2, D3, D4, D5, D6, D7, D8, D9
Taxiway E, E1, E2, E5, E6, E7, E8, E9, E12, E13, E15,
E19, E21
Taxiway G between taxiway D and taxiway H2
Taxiway H between taxiway D and taxiway H1 including
taxiway H1
The parallel taxiways with paved shoulders may appear to be the

runway in poor visibility. Wide drainage ditches exist between the
parallel taxiway and each runway, and also between the taxiways
and the apron/terminal concourse.
VTBS-6
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 00
BANGKOK
VTBS-7
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 04
CHITTAGONG
VGEG
(CHITTAGONG)
Effective
09-Jul-14
FLT.OMC
ISSUE II, Rev 04
CHITTAGONG
Effective
09-Jul-14
FLT.OMC
ISSUE II, Rev 04
CHITTAGONG
TABLE OF CONTENTS
Location ..................................................................................... 1
1.2
Air Traffic Control ....................................................................... 1
1.3
Weather ..................................................................................... 1
1.4
RWY Details............................................................................... 2
1.5
Alternates ................................................................................... 2
1.6
Custom and Immigration ............................................................ 2
1.7
Metrological Facilities ................................................................. 2
1.8
Airfield Data ............................................................................... 2
1.9
Aerodrome Operating Minima .................................................... 3
1.10
Ground Communication ............................................................. 3
1.11
Communication Failure Procedure ............................................. 3
1.12
Noise Abatement Procedure ...................................................... 3
1.13
Additional Information................................................................. 3
TOC-1
Effective
09-Jul-14
1.1
FLT.OMC
ISSUE II, Rev 04
CHITTAGONG
Effective
09-Jul-14
FLT.OMC
ISSUE II, Rev 04
CHITTAGONG
CHITTAGONG
CGP
VGEG
Shah Amanat International Airport
+06:00
221525.28N, 0914919.95E

1.1
Location
The airport is located 10 NM (18.5 km) south of City railway station.

1.2
Air Traffic Control
English is primary language used in ATC. Chittagong CTR is centred with

radius of 25NM on Chittagong VOR.
Chittagong Control has a vertical limit from Ground to FL145. Airspace
classification is class C. Transition altitude is 4000 ft AMSL.
River Karnaphully flows around RWY23. Masts of ships and boats may
constitute mobile obstructions on approach [RTOW charts have been
calculated with these constraints].
1.3
Weather
Chittagong has a tropical monsoon climate with a dry season and a heavy
monsoon the rest of year; no cold season. The dry and cool season is from
November to March; pre-monsoon season is from April to May which is very
hot. The sunny and the monsoon season are from June to October, which is
warm, cloudy and wet.
The average annual temperature is 25.1 degrees Celsius (77.2 degrees
Fahrenheit) & total annual Precipitation averages 2735 mm. July is the wettest
month and January is the driest.
VGEG-1
Effective
09-Jul-14
IATA
:
ICAO
:
Name of Airport
:
UTC
:
ARP Coordinates :
1.4
ISSUE II, Rev 04
CHITTAGONG
HDG
M
050
230
TORA
(M)
2940
2940
TODA
(M)
3390
3390
LDA
(M)
2940
2940
ELEVATION
(FT)
14
14
SLOPE
(%)
Nil
Nil
Alternates
AIRPORT
KOLKATA
DHAKA
1.6
ASDA
(M)
3090
2940
ICAO
VECC
VHGS
IATA
CCU
DAC
Dist
192
123
Remarks
Custom and Immigration facility is available to meet operational requirements.

1.7
MET availability H-24, METAR issued every 30Mins during watch Hrs.
1.8
Airfield Data
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
RWY lights
TWY Markings
TWY Lights
Conditions
:
:
:
:
:
:
:
:
:
:
ILS RWY 23
DVOR RWY 05
N.A
4.26 M (14FT)
B
7
Jet A-1
Designation, THR, TDZ, Centerline
THR, Edge, End
Edge
Unrestricted
VGEG-2
Effective
09-Jul-14
1.5
FLT.OMC
RWY Details
RWY
05
23
1.9
FLT.OMC
ISSUE II, Rev 04
CHITTAGONG

TBN
Not Applicable.
New Parking bays have been constructed. Bay 1-6 are compatible
with Category C aircraft operation.
ENGINE OUT PROCEDURE
EOSID RWY05
o Follow RWY HDG 049 Degree, at 8DME CTG turn right and
contact ATC.
EO Missed Approach RWY05

o At 8DME CTG turn right and contact ATC
VGEG-3
Effective
09-Jul-14
Company Minima is designed as per AWO CAR SECTION 8 Series C Part 1

and All Weather Operations (Doc 9365-AN/910). Company minima is
available in on-board minima folder.
FLT.OMC
ISSUE II, Rev 04
CHITTAGONG
VGEG-4
Effective
09-Jul-14
FLT.OMC
ISSUE II, Rev 04
DOHA
OTBD
(DOHA)
TOC-1
Effective 09-Jul-14
FLT.OMC
ISSUE II, Rev 04
DOHA
TOC-2
Effective 09-Jul-14
FLT.OMC
ISSUE II, Rev 04
DOHA
TABLE OF CONTENTS
Location ...............................................................................2
1.2
1.3
Weather ................................................................................2
1.4
RWY Details ........................................................................3
1.5
Alternates .............................................................................3
1.6
Custom and Immigration ........................................................3
1.7
Metrological Facilities ...........................................................3
1.8
Airfield Data .........................................................................3
1.9
Aerodrome Operating Minima ................................................4
1.10
Ground Communication .........................................................4
1.11
Communication Failure Procedure ..........................................4
1.12
Noise Abatement Procedure....................................................6
1.13
Additional Information ...........................................................6
TOC-3
Effective 09-Jul-14
1.1
FLT.OMC
ISSUE II, Rev 04
DOHA
OTBD-1
Effective 09-Jul-14
FLT.OMC
ISSUE II, Rev 04
DOHA
DOHA
:
:
:
DOH
OTBD
2515'39.81"N 05133'54.34"E

the latter takes priority
1.1
Location
DOHA International Airport is the most important commercial airport in Qatar.

It is located 3.5NM south east of Doha.
The existing airport is likely to be replaced by mid-2014 when the first phase
of Hamad International Airport is expected to open.
Note:-Until further notice, new parallel runway is under construction,
approximately 2.8 NM East of existing RWY 15/33. Do not mistake this new
runway with runway in use.
1.2
Air Traffic Control
English is the primary language used in ATC. DOHA control area is bounded
by a circle of radius 15NM Centred at HHH DVOR (251459.66N
0513634.80E). DOHA ATS airspace is Class D with Transition altitude of
13000Ft.
1.3
Weather
Doha has a hot desert climate. With a strong northerly wind, wind-shear can
be expected on approach. Standard MET facilities are available. Summer is
very long, from May to September, when average high temperatures surpass
38 C (100 F) and may rise to 47 C (117 F).
Humidity is usually the least in May and June. Dew points can surpass 25 C
(77 F) in the summer. Throughout the summer, the city averages almost no
precipitation, and less than 20 mm (0.79 in) during other months. Rainfall is
OTBD-2
Effective 09-Jul-14
IATA
ICAO
ARP Coordinates
FLT.OMC
ISSUE II, Rev 04
DOHA
scarce, at a total of 75 mm (2.95 in) per annum, falling on isolated days mostly
between October to March. Winters are warm and the temperatures rarely
drop below 7 C (45 F).
1.4
RWY Details
RWY
HDG
TORA
TODA
ASDA
LDA
ELEVATION
SLOPE
(M)
(M)
(M)
(M)
(FT)
(%)
15
156
4570
4844
4570
3820
33
-0.05
33
336
4570
4753
4570
4570
25
0.05
1.5
REMARKS
DISP THR
750M
Alternates
AIRPORT
ICAO
IATA
DISTANCE
REMARKS
DUBAI
OMDB
DXB
217 NM
NIL
1.6
Customs and Immigration facility is available H24.

1.7

1.8
Airfield Data
DVOR / DME - RWY15 / RWY33

LOC ILS RWY 33 CAT II & III
GP RWY 33
ILS DME RWY 33
LOC ILS RWY 15 CAT I
GP RWY 15
ILS DME RWY 15
OTBD-3
Effective 09-Jul-14
FLT.OMC
ISSUE II, Rev 04
DOHA
Elevation
Not promulgated by the Airfield Operator. Radar

Departures are published.
10.66 M (35 Ft.)
Airfield Category
F/F category
Fuel
Jet A-1
SID/STAR
RWY Markings RWY lights :

:
Designation, THR, TDZ, displaced landing THR, CL,

edge, RWY end. THR, TDZ, Edge, End, CL
TWY Markings
Edge, CL, Holding positions.
TWY Lights
EDGE, CL, STOPBAR
Conditions
Unrestricted
1.9
Company Minima is designed as per DGCA CAR Section 8, Series C, Part I

and All Weather Operations (Doc 9365 - AN/910). Company minima available
in On-board Minima Folder.
Company
FBO
E-mail
FBO
Tel. Station Rep
FBO
Radio Communication Failure Procedure: (Reference CAA/ATM.03/208/14

dated 16 Feb 14)
a. In event of an apparent communication failure, the Pilot should:
1. Maintain terrain clearance at all times
2. SQUAWK 7600
OTBD-4
Effective 09-Jul-14
3.
b.
FLT.OMC
ISSUE II, Rev 04
DOHA
Contact appropriate alternate and secondary published ATS

frequency
Check Aircraft communications equipment
Listen to ATIS
Broadcast intensions (Assuming Aircraft transmitter is functioning)
and prefix transmissions with TRANSMITTING BLIND
Instrument Meteorological Condition (IMC)

If the Pilot of an Aircraft is flying in IMC or is uncertain that VMC can be
maintained, he should:
1.
2.
3.
Maintain the last assigned speed and level, or Minimum Flight

Altitude if higher , for a period of 7 minutes following:
The last assigned level or minimum flight altitude is reached or
The time the transponder is set to code 7600, whichever is later,
and thereafter adjust level and speed in accordance with the filed
flight plan or
If being vectored, proceed in the most direct manner possible to
rejoin the current flight planned route no later than the next
significant point, taking into consideration the applicable minimum
flight altitude,
When on arrival, follow 1) or 2) as applicable then:
Proceed according to the current flight planned route to
appropriate designated navigation aid or fix serving the
destination aerodrome, holding over the aid or fix, if necessary, to
ensure compliance with.
Commence descent from navigation aid or fix at, or as close as
possible to the EAT last received and acknowledge, or if no EAT
received and acknowledge, at or as close as possible to the ETA
resulting from the current flight plan.
Complete a normal instrument approach procedure as specified
for the designated navigation aid or fix; and
Land, if possible, within 30 minutes after the ETA specified in b)
or last expected approach time, whichever is later.
OTBD-5
Effective 09-Jul-14
4.
5.
6.
FLT.OMC
ISSUE II, Rev 04
DOHA

Not Applicable
Flight over Doha town prohibited below 2000 FT unless authorized
by ATC.
2.
Flight through OBP44, OBP45 and OBP47 prohibited.
3.
Prohibited Area OBP46 centered on 2517N 05128E, approximately

5.6 NM from 251539.81N 0513354.34E (DOHA ARP).
4.
Flight over QEAF Airbase below 1500 FT prohibited at all times.
5.
Every Sunday during 0600 - 0700, fuel line maintenance will take
place adjacent to western edge of TWY D between Aircraft stand
A18 and intersection TWY E1. Maintenance will not take place during
aircraft movements.
6.
Inbound aircraft to DOHA INTERNATIONAL Airport are required to

fly the following speeds:
210-230 KT from the holding facility during the initial approach

phase
180 KT on base leg / closed heading to final approach
160 KT when established on final approach and thereafter 160
KT to 5 NM final RWY 33 or to 6 NM final RWY 15.
These speeds are applied for ATC separation purposes and are
recommended.
All speed restrictions are to be flown as accurately as possible. Aircraft unable
to conform to these speeds must inform ATC and state what speeds can be
used. Pilots should also advise ATC if circumstances necessitate a change of
speed for aircraft per reasons.
In the interests of accurate spacing, pilots are requested to comply with speed
adjustments as promptly as feasible within their own operational constraints.
In the event that traffic sequencing does not require speed limitation, ATC will
advise "NO ATC SPEED RESTRICTION".
OTBD-6
Effective 09-Jul-14
1.
7.
FLT.OMC
ISSUE II, Rev 04
DOHA
Pilots should adhere to centerline guidance on taxiways at all times.
Departures
Arrivals
Landing aircraft to maintain their transponder switched - on until they park on
the stand.
8.
RWY 33 approved for CAT II/III operations, crew and aircraft should
be certified and current.
9.
To ensure MAX RWY utilization, arriving flights shall, on completion

of landing roll, expect to vacate expeditiously at first available TWY
exit, or as instructed by ATC.
10. ACFT should not be slowed significantly below normal taxi speed or
stopped on exit TWY unless approved by ATC.
11. Pilots are also advised to exercise caution due to bird activity around
airfield.
12. 180 deg turns on the runway are to be made on turning loops.
13. Highway with shielded illumination is visible to the aircraft on west of
approach for RWY 33.
14. RTOW charts RWY33 not provided due proximity to prohibited area
requiring turning departure. Hence Take-off is not permitted for
RWY33 for IndiGo aircrafts.
15. RWY 15 Full length departures, first 750 M of edge lights are red due
to Displaced Threshold.
OTBD-7
Effective 09-Jul-14
Departing aircraft are advised to switch - on their transponder before

requesting startup clearance from ATC. If an allocated code has not been
assigned under DCL (Departure Clearance) procedures, conspicuity code
A2000 should be selected.
FLT.OMC
ISSUE II, Rev 00
DUBAI
OMDB
(DUBAI)
TOC-1
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DUBAI
TOC-2
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DUBAI
TABLE OF CONTENT
Location ................................................................................ 2
1.2
1.3
Weather ................................................................................. 2
1.4
Runway Details ...................................................................... 3
1.5
Alternates .............................................................................. 3
1.6
1.7
1.8
Airfield Data .......................................................................... 3
1.9
1.10
1.11
1.12
1.13
TOC-3
Effective 29-Apr-11
1.1
FLT.OMC
ISSUE II, Rev 00
DUBAI
OMDB-1
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DUBAI
DUBAI
:
:
:
:
:
DXB
OMDB
Dubai International
+ 04:00
251510N 0552152E

1.1
Location
The airport is located close to the coast on the outskirts of the city. Terrain is
not a significant factor although there are several man made obstructions in
the area.
1.2
Air Traffic Control
language. Dubai CTZ Vertical limits are from SFC to 1500ft. Airspace
1.3
Weather
Dubai has a hot arid climate. Summers in Dubai are extremely hot, windy and
dry, with an average high around 40C and overnight lows around 30C. Most
days are sunny throughout the year. Winters are cool and short with an
average high of 23C and overnight lows of 14C. Precipitation, however, has
been increasing in the last few decades with accumulated rain reaching
150 mm per year
Early morning fog is a possibility at any time of year. Occasional dust storms
are most likely during the period March to May. Thunderstorms, although
infrequent, may be severe. Low-level WIND SHEAR may occur with calm or
light surface winds.
OMDB-2
Effective 29-Apr-11
IATA
ICAO
Name of Airport
UTC
ARP Coordinates
1.4
ISSUE II, Rev 00
DUBAI
HDG
M
120
300
120
300
TORA
(M)
4000
4000
4315
4447
TODA
(M)
4060
4060
4315
4447
ASDA
(M)
4060
4060
4570
4570
LDA
(M)
3600
4000
3730
4315
ELEVATION
(ft)
10
31
10
63
Alternates
AIRPORT
ICAO
IATA
Dist
SHARJAH
OMSJ
SHJ
20
ABU DHABI
OMAA
AUH
65
1.6
SLOPE
(%)
0.16
-0.16
0.37
-0.36
Remarks

1.7
MET availability H24, METAR issued every 30Mins during Watch Hrs.
1.8
Airfield Data
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
:
:
:
:
:
:
RWY lights
TWY Markings
:
:
ILS RWY 12L

ILS RWY 30R
ILS RWY 12R
ILS RWY 30L
In Use
17.98M (59FT)
A
10
Jet A-1
Designation, Side Strip, THR, Transfer Strip,
TDZ, Centerline, Aiming Point.
THR, TDZ, Centerline, Edge, End, Stopway
Rapid Exit, Center line, CATII Holding
OMDB-3
Effective 29-Apr-11
1.5
FLT.OMC
Runway Details
RWY
12L
30R
12R
30L
TWY Lights
Conditions
FLT.OMC
ISSUE II, Rev 00
DUBAI
:
:
Position
Edge, Centerline, Intermediate Holding
Restricted
Refer JEPPESEN AIRWAY MANUAL OMDB 10-1P
Company
E-mail
Tel. Station Rep
Duty Mobile
FAX
:
:
:
:
:
DANATA
g.singh@dnata.com
+971 50 9508853 Reg. Account Manager
+971 4 2161704
+971 4 2244562
Caution: Birds activity in the vicinity of the airport majorly during the
month of late September to early March and maximum during early
December to mid-February. Bird activity is maximum at sunrise near
the Dubai creek, crossing the approach to 30L/30R between 500ft to
1500ft AGL.
Caution: Due to similar runway alignment, do not mistake Sharjah
airport located 10 NM Northeast of Dubai.
Caution: Runway incursions are very prominent Crew need to be
extra vigilant
OMDB-4
Effective 29-Apr-11
1.9
FLT.OMC
ISSUE II, Rev 00
DUBAI
Caution: During LVO pilots are required to use full length departure
and hold at associated CAT II holding.
Caution: Arriving aircraft shall delay reporting RWY vacated until
the aircraft has completely passed the end of the green/amber coded
taxiway centerline lights.
Caution: Be aware of the constantly changing status of taxiways and
movement areas due to construction.
Caution: If tracking inbound and clearance to track towards DXB is
not received, should continue tracking towards Sharjah.
Caution: The designated Bomb Threat / Hijack parking area DXB is
taxiway K (located at threshold of Runway 12), specifically the
portion running parallel to the runway.
Caution: In accordance with the security procedures at Dubai
International Airport, transit crew members can leave and re-enter
the aircraft ONCE ONLY.
Caution: Expect reduced braking action when wet due to rubber
accumulation.
Caution: Refer Jeppesen Chart for RWY Incursion HOT
SPOTS.OMDB 10-9A
Caution: 180 turns on the runways are not permitted for aircraft
larger than A320.
For medical facility, medical centre at airport and hospitals in Dubai
city are available.
Crew is reminded to adopt best practices on RT procedures.
Unnecessary argument on RT is not welcomed.
No delay means at least 20 min delay
FOLLOW ME Jeep may be requested during CAT II operations only
CAT C Aircraft are to use intersection departure as and when
possible.
Transmissometer is available for reporting IRVR on all the Rwy. For
radio transmission purposes the location will be designated as:-
OMDB-5
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DUBAI
ALPHA
:
Touchdown
BRAVO
:
Mid-Point
CHARLI
:
Stop end
Visibility below 2000 M is reported in the following incremental steps:
50 M to 400 M
:
25 M
400 M to 800 M :
50 M
800 M to 2000 M :
100 M
Aircraft Taxing Conditions are as follows: Taxing from TWY PAPA to TWY NOVEMBER are into apron
ECHO, CHARLIE and BRAVO with only one engine operating
is not allowed. Minimum power shall be used in the turns.
Aircraft taxing via TWY KILO16 or KILO17 for departure
RWY30L shall use minimum power due to proximity of apron
HOTEL.
Aircraft will normally be expected to start-up during pushback, aircraft
wishing to start engine either before or after pushback should notify
ATC. In case of cargo apron operation 10mins prior notice is
required.
Nose in parking is mandatory. Exemption only given in special case
with specific authorization from ATC.
STOPBAR lights are available with the following characteristics:-Red
inset lights supplemented with elevated lights on either side of
holding position. RWY holding positions (CAT I and CAT II) and
intermediate holding positions for general service road crossings are
provided with stop bar lightings.
RWY Guard Lights are provided at RWY holding positions with a pair
of yellow flashing lights on either side of STOPBAR.
INTERMEDIATE HOLDING POSITION LIGHTS are set of three
yellow inset lights provided at all intermediate TWY holding
Positions.
Minimum Runway occupancy should be maintained at all given
times. Aircraft that cannot comply should notify ATC as soon as
possible.
OMDB-6
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DUBAI
Turn onto the bay when the nose wheel is approximately in line with
the bay Centerline. Keep the flight deck over the convex curve on the
turn on the guidance line on the foreside of the bay number from the
direction of the approach, using approximately 40 to 45 of nose
wheel steering angel.
To maintain a safe wing tip clearance from adjacent parked
aircraft, it is essential that aircraft do not cut the corner on the
bay centerline.
Broken turn-on lines are for DC10 and L1011; solid turn-on
lines are for B747 and all other aircraft.
Right hand traffic circuit RWY 12R & 12L.
RWY 12R & 12L base leg over the sea, aircraft are to be established
on final track before crossing the coast inbound.
When on approach to RWY 30R pilots shall reconfirm DME/GP
information and ensure that they have correctly identified the landing
RWY. Do not confuse with staggered parallel RWY 30L with THR
approximately 1.5 NM east of RWY 30R.
Minimum RWY occupancy:
Arrivals
Rapid exit from the RWY enables the achievement of maximum
RWY utilization. On exiting the RWY pilots are reminded not to stop
until the entire aircraft is clear of the RWY.
Departures
On receipt of the lineup clearance, aircraft shall taxi to the correct
position as soon as the preceding aircraft has commenced its takeoff
roll or landing run. Where possible, cockpit checks shall be
completed prior to line up. Aircraft shall commence take off roll
immediately after takeoff clearance is issued.
Note: Aircraft that cannot comply with these requirements are to notify ATC as soon as
possible.
A follow-me vehicle will be provided for all non-standard parking.

Yellow aircraft stand manoeuvring guidance lights and red position
lights for final stop position.
OMDB-7
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DUBAI
Note: Push-back approval can only be obtained from Dubai Ground.
If no pushback is required due to aircraft facing nose out, this must

be notified to "Dubai Delivery" on first contact.
Engine runs on bays are only permitted at ground idle and for a
maximum duration of 5 minutes. Requests shall be made on
telephone +971 4 216 4080 at least 30 minutes prior to start-up.
During dual Runway operations remember Land on LEFT and Depart
on RIGHT
Reduced Runway Separation Minima (RRSM)
Single Runway Mode Procedure:
Subject to the conditions for the application of RRSM the
following procedure(s) may be applied.
o Landing following landing:
When the runway-in-use is temporarily occupied by other
traffic, landing clearance may be issued to an arriving
aircraft, provided that the controller has reasonable
assurance that the following separation distances/criteria
will be met when the landing aircraft crosses the runway
threshold:
RWY 12L/30R
The preceding landing aircraft has landed and has vacated
the runway; or has passed a point at least 2500m from the
threshold of the runway (abeam TWY N7 and TWY M10 for
RWY 12L; midway TWY N3/N4 and TWY M3/M5 for RWY
30R); and is in motion and will vacate the runway without
stopping and/or backtracking.
OMDB-8
Effective 29-Apr-11
Push-backs are onto active Taxiways:

Dubai Delivery" is responsible for issuing an Airways/Route
Clearance.
Approval to start on stand does not imply an approval to
pushback.
"Dubai Ground" is responsible for issuing Start and Push-back
approval, along with the Taxi Clearance.
FLT.OMC
ISSUE II, Rev 00
DUBAI
RWY 12R/30L
The preceding landing aircraft has landed and has vacated
the runway; or has passed a point at least 2500m from the
threshold of the runway (abeam TWY M17 and TWY K14 for
RWY12R; abeam the runway exit points for TWY M11 and
TWY K8 for RWY 30L); and is in motion and will vacate the
runway without stopping and/or backtracking.
o Landing following departure:
When the runway-in-use is temporarily occupied by other
traffic, landing clearance may be issued to an arriving
aircraft, provided that the controller has reasonable
assurance that the following separation distances/criteria
will be met when the landing aircraft crosses the runway
threshold:
RWY 12L/30R
The preceding departing aircraft is/will be airborne and has
passed a point at least 2500m from the threshold of the
runway (abeam TWY N7 and TWY M10 for RWY12L; midway
TWY N3/N4 and TWY M3/M5 for RWY 30R).
RWY 12R/30L
The preceding departing aircraft is/will be airborne and has
passed a point at least 2500m from the threshold of the
runway (abeam TWY M17 and TWY K14 for RWY12R; abeam
the runway exit points for TWY M11 and TWY K8 for RWY
30L).
o Departure following departure:
Take-off clearance may be issued to a departing aircraft,
commencing its take-off roll from full length*, before the
preceding departure has passed the upwind end of the
runway; provided:
RWY 12L/30R
The preceding aircraft is airborne, and has passed a point at
least 2500m from the threshold of the runway (abeam TWY
N7 and TWY M10 for RWY12L; midway TWY N3/N4 and TWY
OMDB-9
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DUBAI
Note exception: Due to a displaced threshold, on RWY 12R only, the

succeeding departure may commence its take-off roll from M4 to M7
or K1 to K4, subject to the same provisos above.
Dual Dependent Runway Mode Procedure (Both

Directions):
The procedures described in the previous section for single
runway operations for landing following landing, and
departure following departure shall be applied in the same
manner on respective runways during dual dependent runway
operations.
The exception for Dual Dependent Runway Operations, from
Single Runway Operations, is in the scenario of landing
following departure. In either runway direction, a preceding
departing aircraft must have passed abeam the upwind
threshold of the landing runway, prior to the landing aircraft
crossing the threshold of the landing runway.
Conditions for the Application of RRSM:
RRSM may be applied by day only between:
o A departing aircraft and a succeeding landing aircraft
using a single runway
o Two successive landing aircraft
o Two successive departing aircraft.
OMDB-10
Effective 29-Apr-11
M3/M5 for RWY 30R) and minimum separation continues to

exist, constant or increasing, between the two departing
aircraft immediately after take-off of the second aircraft.
RWY 12R/30L
The preceding aircraft is airborne, and has passed a point at
least 2500m from the threshold of the runway (abeam TWY
M17 and TWY K14 for RWY12R; abeam the runway exit
points for TWY M11 and TWY K8 for RWY 30L) and minimum
separation continues to exist, constant or increasing, between
the two departing aircraft immediately after take-off of the
second aircraft.
FLT.OMC
ISSUE II, Rev 00
DUBAI
Provided:
Tail wind does not exceed 5 knots, and there are no
reports of wind shear
Met visibility shall be equal to or greater than 5 KM

and the cloud ceiling shall not be lower than 1000 FT
and the Air Traffic Controller is satisfied that the pilot
of the following aircraft will be able to observe the
relevant traffic clearly and continuously.
The pilot of the following aircraft is warned
The runway is dry and there is no evidence that the

braking action may be adversely affected
The controller is able to assess separation visually

or by radar derived information
Wake turbulence separation minima shall be applied
Minimum separation continues to exist between two

departing aircraft immediately after takeoff of the
second aircraft.
Traffic Information Phraseology for pilot of following
aircraft
When applying RRSM in a scenario where the runway is
temporarily occupied by a previously landed or departing
aircraft, ATC shall provide a warning (traffic information) to the
following aircraft when issuing the landing clearance or
departure clearance.
The following examples illustrate ICAO standard phraseology
that will be used:
o Landing Clearance Phraseology
Phraseology
"(Call sign) (traffic information e.g. aircraft type & vacating
point), wind (direction () / speed (knots)) Runway
(number) cleared to land"
"(Call sign) (traffic information e.g. aircraft type departing
ahead), wind (direction () / speed (knots)), Runway
(number) cleared to land"
OMDB-11
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DUBAI
Visibility is 5KM or greater
In order to facilitate simultaneous operations departing aircraft

may be issued with departure instructions in accordance with
Omni Directional Departure chart OMDB AD 2-48 (Attached
Below) or Jeppesen Chart 10-3D.
Departing aircraft shall not change frequency until advised.
Pilots shall be aware of the proximity of arriving and departing
traffic particularly in the event of a missed approach or
baulked landing situation.
Both arriving and departing aircraft may be issued with
instructions to turn on to a heading away from the adjacent
runway at any time in order to ensure separation from
conflicting aircraft. Turns have been evaluated for obstacle
clearance from 800FT for all runways. For departing traffic,
this turn may initially take an aircraft away from its planned
departure track. Aircraft should expedite climb and comply
with ATC instructions without delay.
OMDB-12
Effective 29-Apr-11
Departing Clearance Phraseology

Phraseology
"(Call sign) (traffic information e.g. aircraft type departing
ahead), wind (direction () /speed (knots)), Runway
(number) cleared for take-off"
Modes of Runway Operation:
The runway spacing restrict operations to Segregated
Operations on Parallel Runways
Normal operations at Dubai International will be conducted as
segregated runway operations with simultaneous arrivals and
departures
from
closely
spaced
parallel
runways.
Simultaneous operations will be restricted to the following
weather conditions:
o Cloud base is 1500FT or above
FLT.OMC
ISSUE II, Rev 00
DUBAI
Pilots requiring full length for departure for runway 12R shall
advise ATC of this prior to start and can expect delays at peak
times due to runway dependencies.
CAT III Operations:

Selectable TWY CL lights are installed. Pilots shall follow ATC
clearances in combination with selected high intensity TWY
CL lights. Pilots shall not continue taxiing when the high
intensity CL lights are not illuminated.
Departing aircraft shall use the Cat II / III holding points and
take-off from full RWY length.
For arriving aircraft, available RWY exits will be illuminated.
Pilots should select the first convenient illuminated exit or as
instructed by ATC.
Standard Low Visibility Taxi Routes are normally used.
However, deviations could be made at ATC discretions. Pilots
shall follow ATC taxi clearances on routes illuminated by route
selectable high intensity CL lights.
OMDB-13
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DUBAI
OMDB-14
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
DUBAI
OMDB-15
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
JEDDAH
OEJN
(JEDDAH)
TOC-1
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 00
JEDDAH
TOC-2
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 00
JEDDAH
TABLE OF CONTENTS
Location ..............................................................................2
1.2
1.3
Weather ..............................................................................2
1.4
RWY Details........................................................................3
1.5
Alternates ............................................................................3
1.6
1.7
1.8
Airfield Data ........................................................................3
1.9
1.10
1.11
1.12
1.13
TOC-3
Effective
29-Apr-11
1.1
FLT.OMC
ISSUE II, Rev 00
JEDDAH
OEJN-1
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 00
JEDDAH
JEDDAH
:
:
:
:
:
JED
OEJN
King Abdul Aziz International
+03:00
N 21 40 46.43 E 039 09 23.53

1.1
Location
The airfield is situated 2 NM inland to the north of the city of Jeddah. High
terrain is located in the eastern quadrant from the airfield.
The airfield has three wide spaced parallel runways. The easterly runway is
usually reserved for military traffic. Simultaneous arrivals and departures take
place.
1.2
Air Traffic Control
The standard of ATC and English can be poor. The airport has all standard
facilities available.
Because of Jeddahs closeness to Islam's holy city of Makkah, the airport has
a dedicated Hajj Terminal specially built to handle foreign pilgrims destined for
Makkah to take part in the rituals associated with the annual Hajj.
1.3
Weather
The climate is extremely dry and arid throughout the year, with unreliable
rainfall. There is little rainfalls between November & December, April and May.
May to September: Temperatures are extremely high and although inland the
humidity is quite low on the coast it can become high adding to the discomfort.
OEJN-2
Effective
29-Apr-11
IATA
ICAO
Name of Airport
UTC
ARP Coordinates
FLT.OMC
ISSUE II, Rev 00
JEDDAH
Winter Temperatures are generally mild and warm but inland and in higher
areas these can fall low enough for frost and snow to occur. Winter nights in
the desert can be particularly cold. Prevailing Northerly winds.
1.4
RWY Details
RWY
16L
34R
16C
34C
16R
34L
1.5
HDG
M
160
340
160
340
160
340
TORA
(M)
3810
3810
3420
3420
3920
3920
ASDA
(M)
3810
3810
3420
3420
3920
3920
LDA
(M)
3690
3690
3299
3299
3800
3800
ELEVATION
(M)
9
15
8
8
4
4
SLOPE
(%)
0.144
-0.144
0.00
0.00
0.00
0.00
Alternates
AIRPORT
MADINA
RIYADH
1.6
TODA
(M)
3810
3810
3420
3420
3920
3920
ICAO
OEMA
OERK
IATA
MED
RUH
Dist
183
489
Remarks

1.7

1.8
Airfield Data
Facilities
ILS RWY 16C

ILS RWY 16L
ILS RWY 16R
ILS RWY 34C
ILS RWY 34L
ILS RWY 34R
OEJN-3
Effective
29-Apr-11
Early morning fog is experienced during Spring Autumn. Dust storms occur
throughout the spring and summer season.
FLT.OMC
ISSUE II, Rev 00
JEDDAH
:
:
:
:
:
:
RWY lights
TWY Markings
TWY lights
Conditions
:
:
:
1.9
In Use
15 M (48FT)
A
9
Jet A-1
Designation, Side Strip, THR, Transverse
Strip, TDZ, Centreline, Aiming point
THR, Centreline, Edge, End lights, Wing Bars,
Stop way
Centreline, Double Edge, Holding Position
Centreline, Stop Bars, Edge lights at turn
Unrestricted
TBN
Not Applicable.
Taxiway lights are centerline green with blue edge.

Sequence flashing strobe lights on all runways.
RNAV STAR in Use.
Follow-me vehicle are available on request.
OEJN-4
Effective
29-Apr-11
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
FLT.OMC
ISSUE II, Rev 00
JEDDAH
Right circuits on all 34 runways and left circuits on all 16 runways.

Jeddah radar located near the airport with ranges 90 NM Primary
and 125 NM Secondary.
Caution: The carriage of alcohol or pornographic material may result
in arrest following normal aircraft search by Customs official.
Should a diversion be carried out to an aerodrome in Saudi Arabia
without an ATC unit it may be necessary to follow the TIBA (Traffic
Information Broadcasts by Aircraft) procedures (e.g. Hail, Wejh).
Refer to Jeppesen Air Traffic Control Saudi Arabia 2
The appropriate FRS (Fire Rescue Service Unit) for those
aerodromes with TIBA procedures must be called 15 minutes prior to
arrival.
The TIBA and FRS frequencies are listed on every approach plate
for those aerodromes affected.
Customs officials board and conduct a spot check after passengers
disembarkation at all destinations before aircraft release for further
ground handling process.
Hajj Pilgrimage :
During the Hajj Operations the following rules and regulations are to
be observed.
Pilgrimage to Makkah :
UMRA:
Umra is performed at any time of the year unlike Hajj, by
proceeding to the holy city of Mecca. Pilgrims unable to attend
the Hajj will endeavor to attend Umra.
HAJJ:
Hajj is the name given to the act of going pilgrimage during the
period laid down by the Saudi authorities and ending at Eid-AlAdha.
HAJJ Operations:
Hajj Operation in the form of Charter flights in addition to
schedule services will be undertaken during the Hajj period.
These flights present a significant security problem to the Saudi
Arabia government who normally maintain a tight control over
OEJN-5
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 00
JEDDAH
OEJN-6
Effective
29-Apr-11
immigration. The regulations for the transport of Hajj passengers

are strict and infringements will result in heavy fines for the
Operator concerned with ticketing, documentation and control of
passenger movement on the ground.
The following points require the attention of crews on both Hajj
operations and normal flights carrying pilgrims undertaking
Umra.
Al Meqat:
This is the time when the pilgrims would be appropriately
dressed. It may be taken as a distance 80 nm from Jeddah or
refer to the Jeppesen / Jeddah arrival, so a PA announcement
should be made shortly after T/O or early in the flight informing
the pilgrims of the estimated time at AL-MEQAT. A PA
announcement must be made at AL-MEQAT in order to indicate
when to start praying.
Scheduled Services during Hajj:
The PA announcements allowing time for pilgrims to prepare for
Al-MEQAT and the actual Position report will be made as in the
previous paragraph. In addition Hajj passenger will remain on
board until the other passengers have disembarked. Cabin Staff
have been instructed to make a PA announcement to this effect.
Normal Operations:
Normal operations to Jeddah will frequently carry pilgrims
undertaking Umra and these pilgrims should be shown due
courtesy and consideration. The PA announcements allowing
time for preparation and the actual position of Al-Meqat will be
made as described in the paragraph titled Al-Meqat.
FLT.OMC
ISSUE II, Rev 00
JEDDAH
OEJN-7
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 04
KATHMANDU
VNKT
(KATHMANDU)
TOC-1
Effective
09-Jul-14
FLT.OMC
ISSUE II, Rev 04
KATHMANDU
TOC-1
Effective
09-Jul-14
FLT.OMC
ISSUE II, Rev 04
KATHMANDU
TABLE OF CONTENT
Location ..............................................................................2
1.2
1.3
Weather ..............................................................................3
1.4
RWY Details........................................................................5
1.5
Alternates ............................................................................5
1.6
Customs and Immigration ...................................................5
1.7
1.8
Airfield Data ........................................................................5
1.9
1.10
1.11
1.12
1.13
Arrival and Departure Procedure ........................................6
1.14
Additional Information .......................................................13
TOC-1
Effective
09-Jul-14
1.1
FLT.OMC
ISSUE II, Rev 04
KATHMANDU
TOC-1
Effective
09-Jul-14
FLT.OMC
ISSUE II, Rev 04
KATHMANDU
KATHMANDU
:
:
:
:
KTM
VNKT
+ 05:45
N 27 41.8 E 085 21.5

documentation. In case a conflict exists between this document and
1.1
Location
The airfield is situated on top of an elliptically shaped hill in the Kathmandu

valley, surrounded by hills and mountain ranges. The airfield is approachable
through gaps in between hills, i.e. the South-East, North-West and the South
gap.
The airport is situated 3NM East of Kathmandu City in the heart of Kathmandu
valley. It has an elevation of 4390 feet AMSL and is surrounded by
mountainous terrain in all quadrants.
North - A man made structure on high terrain rises to 4794 feet

AMSL within 5 NM and Terrain up to 8963 feet AMSL within 7 NM.
Northeast: A terrain high point rises to 7805feet AMSL within 8 NM.
East: A terrain high point rises to 5440 feet AMSL within 6 NM, and
7805 feet AMSL within 9 NM.
Southeast: A terrain high point rises to 9285feet AMSL within 10
NM.
Southwest: A terrain high point rises to 8365feet AMSL within 8 NM.
Northwest: A terrain high point rises to 6890 feet AMSL within 7 NM.
Beyond 35 NM Northwest clockwise through East - Southeast lies the

Himalayan Mountain range with peaks of 25000 feet AMSL to more than
29000 feet AMSL (Mount Everest).
TOC-2
Effective
09-Jul-14
IATA
ICAO
UTC
ARP Coordinates
1.2
FLT.OMC
ISSUE II, Rev 04
KATHMANDU
Air Traffic Control
The standard of ATC is average. English at times is hardly adequate requiring

terminology to be kept simple. Transition altitude is 13500ft.
1.3
Weather
Kathmandu climate is subtropical and is influenced by the Himalayan

Mountains. The mountains act as a barrier separating the continental air mass
to the north and the tropical air mass to the south.
Late May to early June is the pre-monsoon period, generally dry and good but
with a few intense thunderstorms and some low clouds. The visibility is
occasionally 6 to 8 km with mist. The temperature is hot and can reach 34C.
Winds are easterly, south-easterly and south-westerly.
Mid June to Mid-September is the monsoon period. Weather is stable with
heavy rain activity at night with a few thunderstorms and some low clouds.
Wind is variable from East, Southeast and Southwest, generally between 5 to
10 kts with visibility of 8 to 10 km.
Late September to Mid-October is the post monsoon period (autumn).
Weather is generally very good and clear with very few thunderstorms
expected in late afternoon and night with presence of low clouds. Visibility is
generally 10 km, but morning mist can be expected with a visibility of 2 to 3
km on a few occasions.
Mid October to end of February is the winter season. Weather is generally
good with clear skies most of the time with one or two rainy periods,
(moderate rain) for about 12 to 36 hours during the season, with temperature
of approximately -2C in the morning and maximum of 18C in the afternoons
(in December, January and February). The visibility is good during the day
but fog is expected at night and in morning, clearing by 0930 to 1130
local time. Low clouds can also be expected at night and in morning, clearing
TOC-3
Effective
09-Jul-14
Inbound: Contact KTM on 113.2/120.6 MHz when within VHF range for flight
instructions, traffic information and weather (ATIS 127.0 MHz). Varanasi
Control will give you traffic information for your arrival and hand you over to
KTM Control near APIPU for descent. Expect handover to KTM Approach 20
DME west of SMR.
FLT.OMC
ISSUE II, Rev 04
KATHMANDU
by 0930 to 1130 local time. Light fog is expected from 10 October to midNovember and dense fog from mid-November to end of February.
Climatic conditions vary to a large extent in view of several geographical

factors (topography and altitude). Five major climatic regions have been
deciphered in Nepal, out of which Kathmandu valley falls under the Warm
Temperate Zone (elevation ranging from 1200 to 2300 meters where the
climate is fairly pleasant, typical of the region. This zone is followed by the
Cool Temperate Zone with elevation varying between 2100 meters and 3,300
meters. In the Kathmandu valley, which is representative of its valleys climate
the average temperature during the summer season varies from 28C 30C.
During the winter season the average temperature is about 10C.
The city generally has a salubrious climate with comfortable warm days
followed by cool mornings and nights. Unpredictability of weather is expected
as during winter, temperatures have dropped to -3C. The rainfall is mostly
monsoon based (about 80% of the total rainfall is concentrated during the
monsoon months of June to August).Rainfall varies substantially (100 cm to
200 cm) from eastern Nepal to western Nepal and has been recorded as
about 1,400 millimetres (55 in) for the Kathmandu valley and an average of
1,407 millimetres (55.4 in) specifically for the Kathmandu city. On an average
Humidity is 75%.
During pre-monsoon season (March to mid-June) surface winds are generally
light and variable but at times gusting up to 15 knots from South West and
North West directions. From mid-April onwards thunderstorms may occur after
0500 GMT. Normally from the month of July to December cases of bird
concentrations and bird strikes at or in the vicinity of the aerodrome have
been reported occasionally. In other months, stray birds may be encountered
occasionally.
TOC-4
Effective
09-Jul-14
Early March to the end of May is the dry season. Weather is dry, unstable and
hot with temperatures up to 34C, thus resulting in very frequent and intense
activity of thunderstorms starting late afternoon or evening for only a few
hours with heavy cloud cells moving fast. Low clouds are expected. Surface
wind in these conditions can reach 30 to 40 kts (Max 55 kts).
FLT.OMC
ISSUE II, Rev 04
KATHMANDU
During the months of June / July / Aug and Sep, it is recommended to carry
half an hour of additional holding fuel due to monsoon activity. This is factored
in the CFP fuel plan.
1.4
RWY Details
RWY
02
20
1.5
HDG
M
021
201
TORA
(M)
3050
3050
ASDA
(M)
3050
3050
LDA
(M)
3050
2930
ELEVATION
(Ft.)
4318
4392
SLOPE
(%)
0.74
-0.74
Alternates
AIRPORT
LUCKNOW
DELHI
1.6
TODA
(M)
3290
3200
ICAO
VILK
VIDP
IATA
LKO
DEL
Dist
279
456
Remarks
Customs and Immigration
Customs and Immigration facility is available H24

1.7
MET availability is H24 and METAR is issued every 30Mins.

1.8
Airfield Data
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
RWY lights
TWY Markings
TWY Lights
Conditions
:
:
:
:
:
:
:
:
:
:
VOR DME RWY 02

1339 M (4395FT)
B
9
Jet A-1
THR, Edge, End
Edge
Restricted
TOC-5
Effective
09-Jul-14
During months of Dec / Jan and Feb, fog can reduce visibility but it usually
clears by midday. RVR reporting facility is available. Sector visibility is
provided by MET.
1.9
FLT.OMC
ISSUE II, Rev 04
KATHMANDU
Company Minima is designed as per DGCA CAR SECTION 8 Series C Part 1

and All Weather Operations (Doc 9365-AN/910). Company minima is
available in On-board Minima Folder.
TBN
VNKT(KTM): Radio Communication Failure for In bound Flight to

VNKT(KTM):
IFR Flight to report over GURAS at last assigned and acknowledged
ETA. If not assigned and acknowledged then report GURAS as per
Filed Flight Plan. Over GURAS descent till 11,500ft and land within
30 min from ETA over GURAS. ATS Approach Controller will ensure
that other conflicting traffic are advised and separated accordingly.
After Landing, continue till the end of the runway and then make
180 RIGHT turn and follow Guideline, do not make a LEFT Turn.
Vacate on first available Taxiway.
VNKT(KTM): Radio Communication Failure for Out bound Flight
from VNKT(KTM):
Refer JEPPESEN AIRWAY MANUAL for ICAO Recommended
Standard Communication Failure procedure.

Not Applicable.
1.13 Arrival and Departure Procedure
Take-off and Landings at VNKT to be performed by Captain only.

EGPWS serviceability is mandatory for dispatch to VNKT. Dispatch
from VNKT is authorized with EGPWS function inoperative only
during day with terrain clearly in sight.
No operations (landing or takeoff) if KTM VOR or DME is
unserviceable.
TOC-6
Effective
09-Jul-14
FLT.OMC
ISSUE II, Rev 04
KATHMANDU
Pilots are advised to use APU/APU Bleed on ground instead of

GPU/Ground cart whenever possible due cost effectiveness.
As Kathmandu airfield is surrounded by mountainous terrain in all
quadrants, crew MUST maintain Enhanced Situational Awareness at
all times and MUST follow laid down procedures. PF selects Weather
Radar display and PNF selects Terrain display on respective NDs.
Both pilots may select Terrain on ND in case of no significant
weather.
Arrival procedure
-
FMGC accuracy check must be performed at TOD, 50 NM from

the airport and at Initial Approach Fix.
Insert constraint of 250 KTS/ FL150 at SMR.
Crew MUST ensure that QNH is correctly set.
Communication problems can be experienced, especially with
low power transmitter switching in KTM. As a technique, in
secondary flight plan enter hold at Guras. In case late descent
clearance is issued rendering the aircraft high on approach,
secondary flight plan can be activated to lose height and to get
the aircraft configured. Holding speed and timing at different
altitudes as depicted on the STAR chart should be strictly
adhered to unless waived by ATC.
For Landing, RWY 02 is the preferred runway even in case of
tailwinds (up to FCOM limitations).
Circling approaches to R/W 20 and visual approaches are
prohibited.
RNAV (RNP) RWY 02 is not permitted as it requires special
aircrew training and authorization.
Visual contact with terrain should be maintained at all times
(whenever possible) during the approach.
During night or in IMC, immediately conduct a go around in
response to EGPWS alerts, as appropriate.
Monitor Radio Altimeter indications for enhanced situational
awareness.
TOC-7
Effective
09-Jul-14
FLT.OMC
ISSUE II, Rev 04
KATHMANDU
Once the final descent has been initiated, there is no margin for
track deviation for weather avoidance. The weather condition
must be positively assessed for the approach and the missed
approach area while tracking towards RATAN.
Performance calculations for dispatch to Kathmandu will be
based on landing with CONFIG FULL. However in case of
potential wind shear condition / gust etc. CONFIG 3 landing at
Kathmandu may be carried out.
Use of auto brake in appropriate mode is recommended.
Max Reverse is to be considered on landing.
VOR Approach Runway 02 :
When making an approach along the VOR radial 202 for Runway 02,
there is a peak of 7688 feet elevation between 9 and 8 DME. An
unusually high Rate of Descent (significantly exceeding the FPA
profile value) between 10DME and 8DME may trigger an EGPWS
alert. The approach briefing must include actions in case of an
EGPWS warning (Day/Night/VMC/IMC).
Monitor Radio Altimeter indications. It should not indicate before 10.5
DME. Between 10.5 & 8.0 DME, In case radio altimeter reads less
than 1000 FT, execute an immediate GO-AROUND.
Expect higher than normal rate of descent / FPA due to approach
profile.
Be prepared for possible Downdrafts.
PNF is to give actual Altitude Call Outs at each VOR DME Check
point. This call out should include whether HIGH or LOW & by how
many feet after comparing with the published crossing altitude.
At times, KTM VOR scallops between D9.0 and D6.0. Locator LTH
should be selected on for situational awareness.
All NPAs at KTM will be CDFA approaches and FPA will be used, as
planned. Fully Managed NPAs at KTM are not authorized
IAF is at GURAS (17 DME KTM) at 11500 FT.
25 DME KTM Activate Approach Phase, 21 DME KTM Flaps 1,
19.5 DME KTM Flaps 2, 19 DME KTM L/G DN, 18.5 DME KTM
Flaps 3, 18 DME KTM Flaps FULL 17.3 DME - initiate descent to
TOC-8
Effective
09-Jul-14
ISSUE II, Rev 04
KATHMANDU
positively reach 8900 FT by 11DME. Respect 13 DME crossing

altitude of 9800ft. It is important to be in level flight and in ALT
mode at 8900 FT.
Guard against changing FCU Altitude Target at ALT*.
9.3 DME - select FPA 5.3
Ensure DME height crosschecked.
Speed Brakes are inhibited with Conf FULL.
Set Go-Around Altitude and perform Landing Check List.
3.3 DME select FPA 3.0. .
Due high terrain PAPI is flyable only within 2.5 nm from threshold.
R/W 02 has an uphill slope, giving the illusion of being high and
being a shorter runway. Runway surface is fairly smooth.
Because of high elevation, the TAS/ground speed and ROD during
final approach are higher than normal. Crew must be alert to execute
the flare in time.
Go Around procedure:
-
FLT.OMC
In case of Missed Approach, with all engines operating, follow

procedure as per Jeppesen.
With all engines operating, CONFIG 2 is to be maintained during
Missed Approach to ensure that aircraft remains within 4 DME
arc under strong tailwind conditions.
2 Engine Go-Around performance is not Limiting.
For Missed Approach with Single Engine, follow One Engine
Inoperative Procedure for Takeoff for that runway.
Departure Procedures :
Proceeding West Bound request DARKE 1A (DARK 1A) SIDS for
RWY 20 and DARKE 1D (DARK 1D) RWY 02, performance
permitting. Do not use DARK 1D (R/W 02) at night or if weather is
below landing minima during day. Generally, departing from RWY
02 results in less delay than departing from RWY 20.
-
Modify Thrust reduction altitude to 5000ft and acceleration

altitude to 10500ft on PERF take off page so as to maintain SRS
guidance till 10500 ft.
TOC-9
Effective
09-Jul-14
FLT.OMC
ISSUE II, Rev 04
KATHMANDU
Execute turns with MAX IAS 180KT. On PERF CLB page,

default speed may be 180Kts. Otherwise insert 180Kts for close
in turn.
Accuracy in navigation is a must due to the close proximity to
high terrain.
After acceleration, limit speed to green dot till passing MSA.
For take-off NOTAC 4(series) mandates that All Take-off will be
with PACKS OFF.
Departure Emergencies :
In case of any emergency requiring an immediate return to
Kathmandu, circling approaches are not recommended due to
the high workload and complexity involved. It is recommended
that the complete SID (2 engines) or EOSID (single engine) be
flown, followed by the VOR DME Runway 02 approach, or a
diversion made depending on the situation.
In these rare instances, the full procedure will take over 20
minutes and this must be factored carefully in the decision
making and time management process especially if a fire is
involved.
Engine-out Departure :
Navigation accuracy is very important.
Strictly follow the special EOSID procedures.
GPWS Terrain warning possible in the initial part of turn on R/W
20 Special EOSID.
These procedures have been designed with use of TOGA thrust
setting at the point of engine failure. APU start is to be
considered, time permitting.
EO SID RWY 20- DARKE 1B
Scenario 01 - Engine failure after V1 but before KTM 01 DME
inbound on KTM R-105
In case of engine failure after V1, Turn RIGHT at 4800FT
PA to intercept KTM 4.5 DME arc, crossing KTM R-040
right turn to intercept KTM R-105. At KTM 01 DME inbound
TOC-10
Effective
09-Jul-14
FLT.OMC
ISSUE II, Rev 04
KATHMANDU
If returning to VNKT - Leave DARKE on HEADING 239 to intercept KTM

R-270 at KTM 20 DME and join the KTM 20 DME arc, climbing to
11,500 PA. Turn left on Lead R-211 to join GURAS HOLD, configure the
aircraft for landing and commence VOR RWY 02 Approach via GURAS
Speed and Configuration
Maintain Take off configuration and SRS/V2 till 10,500/ PA. THRUST
REDUCTION is at 10 min after commencing takeoff. Reaching 10,500
PA clean up and accelerate to Green Dot Speed.
Note: Take off RWY 20 is restricted to a TAIL WIND component of 10kts, in case
wind component exceeds 10kts request for change in RWY.
Note: KTM is a FLY BY Point
EO SID RWY 20- DARKE 1A

In case of engine failure on DARKE 1A SID, follow EO SID
procedure for DARKE 1B
EO SID RWY 02- DARKE 1C

Scenario 01 - Engine failure after V1 but before KTM 01 DME
inbound to KTM on KTM R-105
In case of engine failure after V1 climb straight ahead to KTM
2.5 DME, turn right to intercept KTM 05 DME arc.
At R-060, commence right turn to intercept R-105 to KTM. At
KTM 01 DME inbound KTM, commence turn to intercept KTM
05 DME arc, continue with the same procedure until reaching
10,500 PA. On reaching 10,500 PA leave KTM on R-288 to
DARKE .
Scenario 02 - In case Engine failure after KTM 01 DME inbound
to KTM on KTM R-105
TOC-11
Effective
09-Jul-14
KTM , turn to intercept KTM 4.5 DME arc, continue with the
same procedure until reaching 10,500 PA. On reaching
10,500 PA leave KTM on R-288 to DARKE.
Scenario 02 - In case Engine failure after KTM 01 DME inbound
on KTM R-105
Proceed outbound to DARKE and join the Hold.
FLT.OMC
ISSUE II, Rev 04
KATHMANDU
Proceed outbound to DARKE and join the Hold climbing to

10500 FT
EO SID RWY 02- DARKE 1D

Scenario 01
In case of engine failure after V1 climb straight ahead to KTM 2.5 DME,
turn left to remain within KTM 04 DME arc. This will require disconnecting
the A/P and increasing bank for the first turn. Crossing R 330, turn
towards KTM VOR. Proceed outbound from KTM VOR on R 105. At 1
DME, commence turn left to stay within 5 DME arc. Crossing R-330 turn
left to KTM and continue with the same procedure until reaching 10500
PA. On reaching 10,500 PA leave KTM on R-288 to DARKE
R-270 at KTM 20 DME climbing to 11,500 PA and join the KTM 20 DME
arc. Turn left on Lead R-211 to join GURAS HOLD, configure the aircraft
for landing and commence VOR RWY 02 Approach via GURAS
Speed and Configuration
Maintain Take off configuration and SRS/V2 till 10,500 PA. THRUST
REDUCTION is at 10 min after commencing takeoff. Reaching 10,500
PA clean up and accelerate to Green Dot Speed.
Note:
Take off RWY 02 is restricted to a TAIL WIND component of 10kts, in

case wind component exceeds 10kts request for change in RWY.
KTM is a FLY BY Point
DARKE 1D is not allowed for Take-off below landing Minima and during
Night Operations
While following DARKE 1D- Crew to be VM with terrain.
TOC-12
Effective
09-Jul-14

R-270 at KTM 20 DME climbing to 11,500 PA and join the KTM 20 DME
arc. Turn left on Lead R-211 to join GURAS HOLD, configure the aircraft
for landing and commence VOR RWY 02 Approach via GURAS.
FLT.OMC
ISSUE II, Rev 04
KATHMANDU
TOC-13
Effective
09-Jul-14
Caution: Faded Centerline markings have been observed from THR

RWY 02 till ATC Tower.
Caution: Side Strip Markings are not continuous.
Caution: Signages are not as per ICAO standards.
Total number of parking bays at international terminal is 9, whereas
Jeppesen chart only shows 8 parking bays available.There are
duplicate markings for parking stand no. 3,5,7,8. Caution for loose
joint filling on the apron.
Caution: During any suspected bird activities do not hesitate to
request the airport authorities for Runway inspection.
Crew should re-check QNH and must specify the QNH in every
transmission for descent or ascent. Low level holding areas for
procedural traffic landing at VNKT airport depends upon runway in
use and are established below transition level (FL150) as odd+500ft.
Or even+500 ft.
RWY02/20 GURAS Lower Limit/Upper Limit 11500/13500 ft.
RWY02/20 DARKE Lower Limit/Upper Limit 10500/13500 ft.
RWY02/20 IGRIS Lower Limit/Upper Limit 10500/13500 ft.
High level holding areas are also established at GURAS over KTM DVOR with Lower Limit/Upper Limit FL150/FL190.
During Monsoon season due to adverse weather phenomenon and
unexpected runway surface damage which requires immediate repair
works on Runway, aircraft on Approach may be required to hold in
air till the repair work is completed. In case a repair requires more
than 30 minutes, a NOTAM will be issued for the same.
Caution: Beware of animals and unauthorized people on RWYs.
As per Regulations Cellular Phone usage is permitted only after
aircraft clears the active runway.
In the event of delay beyond the Scheduled timings, an extension
may be granted provided IndiGo submits a written request with prior
co-ordination with the handling agent in KTM.
THIMI GATTHAGHAR has restriction from Ground to 500m (1650ft)
AGL. VN (R) - Kathmandu (North West of runway) has been
abolished as per Dy. Director ATM Department (Airspace/Air route
FLT.OMC
ISSUE II, Rev 04
KATHMANDU
Division) at Kathmandu and will be amended vide next AIP

Supplement.
Following additional limitations need to be adhered to conduct night

operations at Kathmandu aerodrome:
1. Only Conf. Full Landings permitted except in case of equipment
malfunction.
2. Weather Radar & EGPWS must be Serviceable.
3. If GPS PRIMARY LOST appears on the ND, NAV accuracy must be
confirmed High on PROG page.
4. In the consequence of Critical system Failures (like Dual Hydraulic
failure/Electrical Emergency Configuration etc.) above FAF, diversion to
alternate must be initiated.
5. Tail Winds Limitation restricted to 10 kts.
6. Cloud Ceiling not less than MDA +200 Ft.(4 OCTA)
7. VOR DME B (Circling) Rwy 02 approach is inhibited.
8. Circle to land on RWY 20 not permitted
9. PAPI must be serviceable
10. Airway L 626 not to be used
11. PIC to have minimum experience of 10 Kathmandu Day operation before
being assigned for KTM night flight.
12. Assisted Take-off/Landing not permitted.
TOC-14
Effective
09-Jul-14
Operational Safety aspects of Night Operations at

Kathmandu:
FLT.OMC
ISSUE II, Rev 04
KATHMANDU
Terrain Layout
TOC-15
Effective
09-Jul-14
FLT.OMC
ISSUE II, Rev 04
KATHMANDU
EOSID DARKE 1B
TOC-16
Effective
09-Jul-14
FLT.OMC
ISSUE II, Rev 04
KATHMANDU
EOSID DARKE 1C
TOC-17
Effective
09-Jul-14
FLT.OMC
ISSUE II, Rev 04
KATHMANDU
EOSID DARKE 1D
TOC-18
Effective
09-Jul-14
FLT.OMC
ISSUE II, Rev 04
KATHMANDU
TOC-19
Effective
09-Jul-14
FLT.OMC
ISSUE II, Rev 00
KUALA LUMPUR
WMKK
(KAULA LUMPUR)
TOC-1
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 00
KUALA LUMPUR
TOC-2
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 00
KUALA LUMPUR
TABLE OF CONTENTS
Location ..............................................................................2
1.2
1.3
Weather ..............................................................................2
1.4
RWY Details........................................................................3
1.5
Alternates ............................................................................3
1.6
1.7
1.8
Airfield Data ........................................................................3
1.9
1.10
1.11
1.12
1.13
TOC-3
Effective
29-Apr-11
1.1
FLT.OMC
ISSUE II, Rev 00
KUALA LUMPUR
WMKK-1
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
KUALA LUMPUR
KUALA LUMPUR
:
:
:
:
:
KUL
WMKK
KL International / Sepang
+ 08:00
024436N 1014153E

1.1
Location
The airfield is located at a bearing of 180/43 km from Kuala Lumpur.

1.2
Air Traffic Control
language. Kuala Lumpur CTZ Vertical limits are from SFC 4000ft/AGL.
Airspace Classification is C and Transition altitude is 11000ft.
1.3
Weather
Protected by the Titiwangsa Mountains in the east and Indonesia's Sumatra

Island in the west, Kuala Lumpur has a tropical rainforest climate which is
warm and sunny, along with abundant rainfall, especially during the northeast
monsoon season from October to March. Temperatures tend to remain
constant. Maximums hover between 31C and 33C and have never
exceeded 37.2C, while minimums hover between 22C and 23.5C and have
never fallen below 17.7 C.
Kuala Lumpur typically receives 2,266 mm of rain annually. June and July are
relatively dry, but even then rainfall typically exceeds 120 millimeters per
month.
Flooding is a frequent occurrence in Kuala Lumpur whenever there is a heavy
downpour, especially in the city center and downstream areas. Dust particles
from forest fires from nearby Sumatra sometimes cast a haze over the region.
WMKK-2
Effective 29-Apr-11
IATA
ICAO
Name of Airport
UTC
ARP Coordinates
FLT.OMC
ISSUE II, Rev 00
KUALA LUMPUR
It is a major source of pollution in the city together with open burning,

emission from motor vehicles and construction work.
1.4
RWY Details
14R
32L
14L
32R
1.5
HDG
M
146
326
146
326
TORA
(M)
4019
4019
4000
4000
ASDA
(M)
4019
4019
4000
4000
LDA
(M)
4019
4019
4000
4000
ELEVATION
(M)
16.5
14.5
16.6
21.2
SLOPE
(%)
-0.05
0.05
0.11
-0.11
Alternates
AIRPORT
PENANG
SINGAPORE
1.6
TODA
(M)
4019
4019
4000
4000
ICAO
WMKP
WSSS
IATA
PEN
SIN
Dist
181
177
Remarks

1.7

1.8
Airfield Data
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
:
:
:
:
:
:
ILS DME RWY 14L

ILS DME RWY 14R
ILS DME RWY 32L
ILS DME RWY 32R
Available
21.15M (70FT)
A
9
Jet A-1
Designation, THR, TDZ, Centerline,
WMKK-3
Effective 29-Apr-11
RWY
RWY lights
TWY Markings
TWY lights
Conditions
FLT.OMC
ISSUE II, Rev 00
KUALA LUMPUR
:
:
:
:
THR, Centerline, Edge, End,

Holding positions. intersection
Edge, Centerline, Holding position
Unrestricted
TBN
Not Applicable.
Caution: Bird activity in the vicinity of the Aerodrome.

Touch and go landings not permitted.
ATC may issue other speeds to achieve a more accurate spacing,
e.g. 220 kt IAS prior to base turn
WMKK-4
Effective 29-Apr-11
1.9
FLT.OMC
ISSUE II, Rev 00
KUALA LUMPUR
WMKK-5
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
MALE
VRMM
(MALE)
TOC-1
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 00
MALE
TOC-2
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 00
MALE
TABLE OF CONTENTS
Location ..............................................................................2
1.2
1.3
Weather ..............................................................................2
1.4
RWY Details........................................................................2
1.5
Alternates ............................................................................3
1.6
1.7
1.8
Airfield Data ........................................................................3
1.9
1.10
1.11
1.12
1.13
TOC-3
Effective
29-Apr-11
1.1
FLT.OMC
ISSUE II, Rev 00
MALE
VRMM-1
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
MALE
MALE
:
:
:
:
:
MLE
VRMM
Male International Airport
+05:30
041130N 0733145E

1.1
Location
The airfield is situated 1.5 NM from Male.

1.2
Air Traffic Control
Male CTR: A circle radius 20NM Centred at ARP.

Vertical limits are from SFC to 3500ft AMSL. Airspace Classification is D and
Transition altitude is 11000ft.
1.3
Weather
Male has a tropical wet and dry climate. The city features wet and dry
seasons , with the wet season lasting from May through December and the
dry season covering the remaining four months. Unlike a number of cities with
this climate, Male experiences relatively consistent temperatures throughout
the course of the year, with average high temperatures of 30 degrees Celsius
and average low temperatures of 25 degrees Celsius. The city averages
slightly more than 1600 mm of precipitation annually.
1.4
RWY Details
RWY
18
36
HDG
M
183
003
TORA
(M)
3200
3200
TODA
(M)
3500
3500
ASDA
(M)
3260
3260
VRMM-2
LDA
(M)
3100
2910
ELEVATION
(M)
1.73
1.62
SLOPE
(%)
-0.003
0.003
Effective 29-Apr-11
IATA
ICAO
Name of Airport
UTC
ARP Coordinates
1.5
FLT.OMC
ISSUE II, Rev 00
MALE
Alternates
1.6
ICAO
VOTV
VOCI
IATA
TVM
COK
Dist
327
433
Remarks

1.7

1.8
Airfield Data
Facilities
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
:
:
:
:
:
:
RWY lights
TWY Markings
TWY lights
Conditions
:
:
:
:
1.9
ILS DME RWY 36

VOR DME RWY 18
In Use
1.73 M (6 ft)
A
09
Jet A-1
End
THR, Edge, End
Centreline, Edge, Holding Position
Edge
Unrestricted
VRMM-3
Effective 29-Apr-11
AIRPORT
TIRUVANANTHPURAM
COCHIN
FLT.OMC
ISSUE II, Rev 00
MALE

TBN

Not Applicable.
RNAV SID/STARS in Use.

Whenever VO (D) 175 Sector 1, 2, 3 are active, a NOTAM is issued
and the traffic is made to hold as follows:
Aircraft on ATS Route R457 from VRMM (MLE) shall be advised to
intercept Radial 170 deg TVM at 130 NM from TVM avoiding
Thumba range (VOD 175) and shall be kept 25 NM away from TVM
at or above 8400ft in the safe zone. It can vary depending on the
traffic density.
VRMM-4
Effective 29-Apr-11

FLT.OMC
ISSUE II, Rev 00
MALE
VRMM-5
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
MUSCAT
OOMS
(MUSCAT)
TOC-1
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 00
MUSCAT
TOC-2
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 00
MUSCAT
TABLE OF CONTENTS
Location ..............................................................................2
1.2
1.3
Weather ..............................................................................2
1.4
RWY Details........................................................................3
1.5
Alternates ............................................................................3
1.6
1.7
1.8
Airfield Data ........................................................................3
1.9
1.10
1.11
1.12
1.13
TOC-3
Effective
29-Apr-11
1.1
FLT.OMC
ISSUE II, Rev 00
MUSCAT
OOMS-1
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 00
MUSCAT
MUSCAT
:
:
:
:
:
MCT
OOMS
SEEB International airport
+04:00
233534.29N 0581654.47E

1.1
Location
The airport is located on the coast 17 NM west of Muscat There is high terrain
up to 8180 feet to the South of the extended runway centreline which push the
25 NM sector MSA up to 9000 feet.
1.2
Air Traffic Control
English is primary language used in ATC. The Air Traffic Control is generally
very good. Muscat CTR is centred with radius of 10NM on Muscat VOR /
DME.
Muscat Control has a vertical limit from surface to 5500 ft. Airspace
classification is class C. Transition altitude is 13000 ft.
1.3
Weather
The weather depends on the direction of the wind, for the most part the
visibility is good with cloudless skies. When the wind comes from the South
East during winter months mist will form.
The rainy season on the South coast is between June to September whilst in
the mountains and lowlands of the North rain may fall during any month.
Generally rainfall is greater in the Northern Mountains than the rest of the
country. On the coast temperatures and humidity are high during the year but
especially between May to September when it is at its hottest. Inland
OOMS-2
Effective
29-Apr-11
IATA
ICAO
Name of Airport
UTC
ARP Coordinates
FLT.OMC
ISSUE II, Rev 00
MUSCAT
temperatures are even higher although made more bearable by lower

humidity
1.4
RWY Details
RWY
08
26
1.5
HDG
M
84
264
TORA
(M)
3584
3584
ASDA
(M)
3584
3584
LDA
(M)
3165
3584
ELEVATION
(M)
47.9
25.4
SLOPE
(%)
-0.19
0.19
Alternates
AIRPORT
AL AIN
DUBAI
ABU DHABI
1.6
TODA
(M)
3644
3644
ICAO
OMAL
OMDB
OMAA
IATA
AAN
DXB
AUH
Dist
157
191
235
Remarks
Custom and Immigration facility is available for scheduled flights

1.7
Hrs.
1.8
Airfield Data
SID/STAR
Elevation
Airfield Category
F/F category
:
:
:
:
ILS RWY 08
ILS RWY 26
In Use/N.A
14.63 M (48FT)
C
9
OOMS-3
Effective
29-Apr-11
Early morning fog is likely to be observed from January to March. Dust Haze
during the summer months with July the worst month; dust storms a
possibility. Winds are mainly South-Easterly during summer and NorthWesterly during winter. Thunderstorms more frequent over the mountains to
the West as compare to over the airfield.
FLT.OMC
ISSUE II, Rev 00
MUSCAT
:
:
RWY lights
TWY Markings
TWY Lights
Conditions
:
:
:
:
1.9
Jet A-1
THR, Designation, THR, TDZ, Centerline,
Side Strip
THR, Edge, End
Center line, Edge, Holding positions
Edge
Unrestricted
Company
E-mail
Tel. Station Rep
Duty Mobile
FAX
:
:
:
:
:
OMAN AIR
khalaf.almazrui@omanair.com
+968- 99314585 Asst. Manager C.S
+968- 24518560
+968- 24519181

Arrival
:
(Refer to Emergency Chapter).
Departure :
Jeppesen OOMS 10-3.

Not Applicable.
Caution: Birds activity in the vicinity of the airport.(Egyptian Vultures

and Pigeons)
Caution: OOMS is a joint Military airport. There could be a military
traffic without transponder.
Caution: False localizer lock-on has occurred on ILS 26.
OOMS-4
Effective
29-Apr-11
Fuel
RWY Markings
FLT.OMC
ISSUE II, Rev 00
MUSCAT
Caution: Hills in the vicinity of the aerodrome.

Caution: Aerodrome Beacon not available.
Caution: Parking Bay 21, 22, 23 cannot be seen by ATS controllers
and associated staff.
Caution: All aircraft departing to the Northwest are required to avoid
overflying OO(R) -7. Approach/Radar will issue appropriate headings
to avoid this area.
Caution: Wing Bar and Stopway lights are not available.
Caution: Restricted area R7, North West of Airfield VERTICAL Limit
3500ft but it is not available till FL150.
Caution: Aiming point markings are displaced by 35M before PAPI
Caution: All Wind Socks are Non-Standard.
Wind Socks are not illuminated.
Height of the pole is less than 30ft which may reflect incorrect
wind speed and direction.
Colour of Wind Soak is Orange.
Taxiway Lighting. Blue elevated lights on taxiway edges and around
aprons.
ACFT on final may be subjected to unauthorized targeting by laser
pointing devices, advice ATC immediately.
FIC/ADC is not required for clearance in OOMS.
The LOC on runway 26 is not usable below 200 feet AGL.
There can be significant helicopter activity around the airfield.
Short notice airfield closures may occur for VIP movements.
RWY 26, right-hand circuit and RWY 08 is left-hand circuit.
Fire cover required during engine start-up.
For medical facility, medical centre at airport and hospitals in Muscat
city are available.
Radar range in 100Nm.
Wearing night visibility jacket is required in apron area.
Aiming point is on both RWY displaced 35 M before the PAPI.
OOMS-5
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 00
MUSCAT
The Runway 26 ILS maintenance period is the 1st Wednesday from

1000 to 1400 UTC.
The Runway 08 ILS maintenance period is the 3rd Wednesday from
1000 to 1400 UTC.
Edges light are elevated blue lights available on all TWY except TWY
GLOF.
Holding position GOLF 1, GOLF 2, GOLF 3 is not lit. Blue reflectors
available on GOLF 2.
Isolation bay on Taxiway GOLF and abeam Taxiway CHARLIE 10
Intermediate Holding position available.
SET procedure permitted as per company policy.
Wing Walkers are provided as and when required for wing tip
clearance.
Aerobridges not available at the airport.
Only Bay no. 1, 2, 3 are power-in and power-out.
Approach Radar and Tower monitor 121.50 MHz
Radar Service and procedure:Aircraft will be vectored and sequenced to the appropriate final
approach track (ILS, VOR, visual) so as to ensure an expeditious
flow of traffic. Radar vectors and flight levels / altitudes will be issued,
as required, for spacing and separating the aircraft so that correct
landing intervals are maintained, taking into account various factors
including aircraft characteristics.
Pilot should operate SSR transponder equipment as follows:
Operation of transponders on apron areas is not permitted,
except with ATC approval.
Departing aircraft shall squawk standby until take-off
clearance is received.
OOMS-6
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 00
MUSCAT
OOMS-7
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 00
PAYA LEBAR
WSAP
(PAYA LEBAR)
TOC-1
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
PAYA LEBAR
TOC-2
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
PAYA LEBAR
TABLE OF CONTENTS
Location ..............................................................................2
1.2
1.3
Weather ..............................................................................2
1.4
RWY Details........................................................................3
1.5
Alternates ............................................................................3
1.6
1.7
1.8
Airfield Data ........................................................................3
1.9
1.10
1.11
1.12
1.13
TOC-3
Effective 29-Apr-11
1.1
FLT.OMC
ISSUE II, Rev 00
PAYA LEBAR
WSAP-1
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 00
PAYA LEBAR
PAYA LEBAR
:
:
:
:
:
QPG
WSAP
Paya Lebar
+08:00
012120.6N 1035410E

1.1
Location
Airfield is situated at 037/5NM from City Centre (The Fullerton, Singapore).

1.2
Air Traffic Control

Paya Lebar Tower (Singapore APP outside the operation hours of Paya Lebar
Tower), Changi Control has a vertical limit from surface to 3000 ft AMSL.
Airspace classification is class D. Transition altitude is 11,000 ft.
1.3
Weather
Paya Lebar has a tropical rainforest climate with no distinctive seasons,

uniform temperature and pressure, high humidity, and abundant rainfall.
Temperatures range from 22C to 34C. On average, the relative humidity is
around 90% in the morning and 60% in the afternoon. During prolonged heavy
rain, relative humidity often reaches 100%. The lowest and highest
temperatures recorded in its maritime history are 19.4C and 36.0C.
May and June are the hottest months, while November and December make
up the wetter monsoon season. From August to October, there is often haze,
sometimes severe enough to prompt public health warnings, due to bush fires
in neighbouring Indonesia.
WSAP-2
Effective
29-Apr-11
IATA
ICAO
Name of Airport
UTC
ARP Coordinates
FLT.OMC
ISSUE II, Rev 00
PAYA LEBAR
Singapore does not observe daylight saving time or a summer time zone
change. The length of the day is nearly constant year round due to the
country's position near the equator.
RWY Details
RWY
02
20
1.5
HDG
M
023
203
TORA
(M)
3780
3780
ASDA
(M)
4085
4085
LDA
(M)
3780
3780
ELEVATION
(M)
13.2
19.3
SLOPE
(%)
0.161
-0.161
Alternates
AIRPORT
SINGAPORE
JOHOR BAHRU
KUALA LAMPUR
1.6
TODA
(M)
4085
4085
ICAO
WSSS
WMKJ
WMKP
IATA
SIN
JHB
KUL
Dist
5
90
177
Remarks

1.7

1.8
Airfield Data
Elevation
Airfield Category
AD Fire Category
Rescue equipment
:
:
:
:
Fuel
RWY Markings
:
:
ILS DME RWY 02

ILS DME RWY 20
DVOR/DME SJ
DVOR/DME PU
20M (65 ft)
A
CAT 9
Adequately provided as recommended by
ICAO
JET A1
Designation, Threshold, Touch Down, Aiming
WSAP-3
Effective
29-Apr-11
1.4
FLT.OMC
ISSUE II, Rev 00
PAYA LEBAR
TWY Markings
TWY Lights
Conditions
:
:
:
1.9
Point, Centerline, Edge, Side Strip, End

Threshold, Touch Down, Centre Line, End
Lights
Centerline
Centerline
Restricted
TBN
Not Applicable.
Caution: Intensive fixed wing flying operation west of runway.

Caution: Helizone adjacent west of runway up to 800ft QNH.
Caution: Arrestor Barrier both ends of runway. Arrester Barrier
installed 210ft south of RWY 02 THR and 118ft North of RWY 02
THR. Pilots are to land at least 500ft up the THR of RWY in use.
Caution: Arrester Hookwire cable installed 335m inwards from RWY
20 THR and 360m inwards from RWY 02 THR.
Caution: Intense bird activity after rain, and up to 2 hour after dusk
and dawn.
WSAP-4
Effective
29-Apr-11
RWY lights
FLT.OMC
ISSUE II, Rev 00
PAYA LEBAR
Pilots making approaches for RWY 20 are to take note of the high
ground, 32m AMSL, 1 Nm north of RWY 20 THR and to exercise
caution.
Threshold markings consist of 16 stripes
WSAP-5
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 00
PHUKET
VTSP
(PHUKET)
TOC-1
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 00
PHUKET
TOC-2
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 00
PHUKET
TABLE OF CONTENTS
Location ..............................................................................2
1.2
1.3
Weather ..............................................................................2
1.4
RWY Details........................................................................3
1.5
Alternates ............................................................................3
1.6
1.7
1.8
Airfield Data ........................................................................3
1.9
1.10
1.11
1.12
1.13
TOC-3
Effective
29-Apr-11
1.1
FLT.OMC
ISSUE II, Rev 00
PHUKET
VTSP-1
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 00
PHUKET
PHUKET
:
:
:
:
:
HKT
VTSP
Phuket International Airport
+08:00
080638N 0981845E

1.1
Location
Airfield is situated at 32 Km North West of city.

1.2
Air Traffic Control
English/Thai are primary language used in ATC.

Phuket Tower Control has a vertical limit from surface to 2000 ft AGL.
Airspace classification is class C. Transition altitude is 11,000 ft.
1.3
Weather
Phuket is hot and humid throughout the year. The hot season is generally
considered to be from March to early May. During the summer monsoon
season from May to October, mornings and afternoons are still sunny and
clear, but it tends to rain in the evenings and water clarity goes down. Locals
consider November to February the "cool" season, and the weather is quite
tolerable, much more so than in the tourism centered around the coast. It's
comparable to Florida's summer weather in temperature and intensity of rain
storms: 25C-33C, flying clouds, short and thunderous rainfalls in the
afternoons and evenings. Surfing is possible off the western beaches.
VTSP-2
Effective
29-Apr-11
IATA
ICAO
Name of Airport
UTC
ARP Coordinates
1.4
ISSUE II, Rev 00
PHUKET
HDG
M
090
270
TORA
(M)
3000
3000
ASDA
(M)
3060
3060
LDA
(M)
3000
3000
ELEVATION
(M)
5.79
25
SLOPE
(%)
0.64
-0.64
Alternates
AIRPORT
PENANG
BANGKOK
1.6
TODA
(M)
3000
3000
ICAO
WMKP
VTBS
IATA
PEN
BKK
Dist
207
376
Remarks

1.7

1.8
Airfield Data
Elevation
Airfield Category
AD Fire Category
Rescue equipment
Fuel
RWY Markings
:
:
:
:
:
:
RWY Lights
TWY Lights
TWY Markings
STOP BAR Lights
Conditions
:
:
:
:
:
ILS DME RWY 27

VOR RWY 09
25M (82 ft)
A
CAT 9
Facility of CAT 9 is provided
JET A1
and End
THR, TDZ, Edge & End lights
Centerline
Stop bars provided as appropriate
Unrestricted
VTSP-3
Effective
29-Apr-11
1.5
FLT.OMC
RWY Details
RWY
09
27
1.9
FLT.OMC
ISSUE II, Rev 00
PHUKET

TBN
Not Applicable.
All departing aircraft from Phuket International Airport are to call

GROUND CONTROL5 min prior to start up to request ATC
Clearance.
Pilot are to inform GROUND CONTROL their call sign , and
proposed flight level if it is different from the flight plan
Once the flight level is accepted by the pilot and ATC clearance is
issued, the aircraft must be ready to taxi within 5 minutes from the
time ATC clearance is issued.
VTSP-4
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 00
PHUKET
VTSP-5
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 00
RAYONG
VTBU
(RAYONG)
TOC-1
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 00
RAYONG
TOC-2
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 00
RAYONG
TABLE OF CONTENTS
Location ..............................................................................2
1.2
1.3
Weather ..............................................................................2
1.4
RWY Details........................................................................3
1.5
Alternates ............................................................................3
1.6
1.7
1.8
Airfield Data ........................................................................3
1.9
1.10
1.11
1.12
1.13
TOC-3
Effective
29-Apr-11
1.1
FLT.OMC
ISSUE II, Rev 00
RAYONG
VTBU-1
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 00
RAYONG
RAYONG
:
:
:
:
:
UTP
VTBU
U-TAPAO Pattaya International Airport
+ 08:00
124046.6N 1010017.7E

1.1
Location
The airfield is located 34 km West of Rayong City.

1.2
Air Traffic Control
language. Rayong CTZ Vertical limits are upto but not including 2000ft/AGL.
Airspace Classification is C and Transition altitude is 11000ft.
1.3
Weather
Tropical city known for its hot climate and plentiful sunny weather,
temperatures in Rayong regularly stay well above 30C / 86F all through the
year. Bangkok is at its driest between November and February and
consequently at its busiest, when many tourists choose to visit the city. The
humidity levels also increase during this dry period, being especially sticky in
April and May.
The climate in Rayong is at its hottest from March to August, while the rainy
season tends to fall between June and October. At this time of the year you
can expect short spells of rainy weather, with frequent afternoon showers,
monsoons and spells of thunder at times, although on some days, the rainy
weather may last all day. Around 90% of the rain falls at this time of the year,
although even during Rayong's rainiest weather, there is still usually plenty of
sunshine to go around.
VTBU-2
Effective
29-Apr-11
IATA
ICAO
Name of Airport
UTC
ARP Coordinates
1.4
ISSUE II, Rev 00
RAYONG
HDG
M
184
004
TORA
(M)
3505
3505
TODA
(M)
3810
3810
LDA
(M)
3505
3505
ELEVATION
(M)
59
24
SLOPE
(%)
-0.30
0.30
Alternates
AIRPORT
BANGKOK
PHUKET
1.6
ASDA
(M)
3810
3810
ICAO
VTBS
VTSP
IATA
BKK
HKT
Dist
77
395
Remarks

1.7

1.8
Airfield Data
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
RWY lights
TWY Markings
TWY lights
Conditions
:
:
:
:
:
:
:
:
:
:
ILS RWY 18
VOR DME RWY 36
N/A
18M (59FT)
A
8
Jet A-1
Designation, THR, TDZ, Centerline,
THR, Centerline, Edge, End,
Holding positions. intersection
Unrestricted
VTBU-3
Effective
29-Apr-11
1.5
FLT.OMC
RWY Details
RWY
18
36
1.9
FLT.OMC
ISSUE II, Rev 00
RAYONG

TBN
Departing Aircraft
Aircraft shall not be permitted to take-off unless two-way radio
communication can be maintained with the control tower.
If an aircraft experiences radio communications failure after
departure, the pilot shall comply with the VFR cruising altitude.
Arriving Aircraft
When aircraft radio receiver inoperative, report their position,
distance, heading, altitude and departure point when
approaching 5ONM from U-Tapao Pattaya International Airport
by transmitting in the blind.
When two-way communications failure, radio transmitter or
receiver inoperative, observe the direction of traffic in the
pattern, and enter downwind with the flow of traffic
o Day time
Joining the traffic pattern of the landing runway be
conformed to the altitude for the type of aircraft as
listed in item 3, then make a low approach along the
runway at 500 ft above the terrain, rocking wings of the
aircraft until it reaches end of the runway
Re-enter downwind leg and observe light signals from
the control tower
o Night time
Joining the traffic pattern of the landing runway be
conformed to the altitude for the type of aircraft as
listed in item 3, then make a low approach along the
VTBU-4
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 00
RAYONG

Not Applicable.
The radar separation Minimum to be used is 5 NM.

Emergency safe altitude for aircraft within 100 NM of U-Tapao
Pattaya International Airport is 7,600 FT, descend below this level
is only permitted in accordance with published Instrument
Approach Procedures or ATS Routes Structure or Minimum Vector
Altitude or Minimum Sector Altitude or when the aircraft having
reported the terrain in-sight and has been cleared for visual
approach.
Speed control may be applied on a tactical to the extent determined necessary by the controller. Aircraft unable to conform
to the speeds specified by the controller shall inform him
immediately, and state what speeds will be used. In the interests
of accurate spacing, pilot are requested to comply with speed
adjustments as promptly as feasible within their own operational
constraints, and should advise ATC if circumstance necessitate a
change of speed for aircraft performance reasons.
.
VTBU-5
Effective
29-Apr-11
runway at 500 ft above the terrain, and blinking the

landing light until it reaches end of runway.
Re-enter downwind leg and observe light signals from
the control tower for light signal on base leg and final
approach.
FLT.OMC
ISSUE II, Rev 00
SHARJAH
OMSJ
(SHARJAH)
TOC-1
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
SHARJAH
TOC-2
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
SHARJAH
TABLE OF CONTENTS
Location ..............................................................................2
1.2
1.3
Weather ..............................................................................2
1.4
RWY Details........................................................................3
1.5
Alternates ............................................................................3
1.6
1.7
1.8
Airfield Data ........................................................................3
1.9
1.10
1.11
1.12
1.13
TOC-3
Effective 29-Apr-11
1.1
FLT.OMC
ISSUE II, Rev 00
SHARJAH
OMSJ-1
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
SHARJAH
SHARJAH
:
:
:
:
:
SHJ
OMSJ
Sharjah International
+ 04:00
251945N 0553058E

1.1
Location
The airfield is located 10 NM North East of Dubai International Airport. No

significant terrain, except that the MSA in the South East quadrant rises to
2400 feet.
1.2
Air Traffic Control
language. Sharjah CTZ Vertical limits are from SFC to 1500ft. Airspace
1.3
Weather
Temperatures are very hot between May to September and warm and
sunny from mid-October to April with occasional rainfall. Rainfall is very low
and falls mainly from November to March. Humidity is high in coastal areas
during summer.
Weather is generally good, and consistent with the Middle East. However due
to the close proximity of the sea, fog and mist may give problems around early
morning and early evening.
OMSJ-2
Effective 29-Apr-11
IATA
ICAO
Name of Airport
UTC
ARP Coordinates
1.4
ISSUE II, Rev 00
SHARJAH
HDG
M
121
301
TORA
(M)
4063
4063
ASDA
(M)
4063
4063
LDA
(M)
4063
3764
ELEVATION
(M)
92
116
SLOPE
(%)
0.18
-0.18
Alternates
AIRPORT
DUBAI
ABU DHABI
1.6
TODA
(M)
4063
4063
ICAO
OMDB
OMAA
IATA
DXB
AUH
Dist
20
88
Remarks

1.7

1.8
Airfield Data
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
RWY Markings
:
:
:
:
:
:
RWY lights
TWY Markings
TWY lights
Conditions
:
:
:
:
ILS RWY 12
ILS RWY 30
In Use
35.35M (116FT)
A
9
Jet A-1
Point
THR, Centerline, Edge, End, Wing Bars
Edge, Holding positions
Unrestricted
OMSJ-3
Effective 29-Apr-11
1.5
FLT.OMC
RWY Details
RWY
12
30
1.9
FLT.OMC
ISSUE II, Rev 00
SHARJAH

TBN
Not Applicable.
Caution:-TWY centreline lights are not installed on TWY MIKE

Flying over city and town below 1500Ft AGL is prohibited.
Low thrust engine setting shall be used on all aprons, service and
maintenance area.
Departing aircraft shall be towed to holding point MIKE and KILO-1
before engine starts.
Arriving aircraft shall hold at holding point MIKE-1 / LIMA-1 / KILO1 and will be toed to parking stands.
ATC clearance is required prior to commencing pushback on
passenger and cargo Apron.
Intersection departure during Low Visibility operations is not
permitted.
For medical facility, medical centre at airport and hospitals in Sharjah
city are available.
Aircraft operations below 350M RVR are not permitted.
OMSJ-4
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
SHARJAH
During Low Visibility Procedure IRVR of less than 150M is

reported on RTF as IRVR less than 150M.
ATC clearance is required prior to commencing push back on the
passenger and cargo apron.
Transmissometer is available for reporting IRVR on all the Rwy.
For radio transmission purposes the location will be designated
as: ALPHA
Touchdown
BRAVO
:
Mid Point
CHARLI
:
Stop end.
OMSJ-5
Effective 29-Apr-11
FLT.OMC
ISSUE II, Rev 00
SINGAPORE
WSSS
(SINGAPORE)
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 00
SINGAPORE
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 00
SINGAPORE
TABLE OF CONTENTS
Location ................................................................................ 2
1.2
1.3
Weather ................................................................................. 2
1.4
Runway Details ...................................................................... 3
1.5
Alternates .............................................................................. 3
1.6
1.7
1.8
Airfield Data .......................................................................... 3
1.9
1.10
1.11
1.12
1.13
Effective
29-Apr-11
1.1
FLT.OMC
ISSUE II, Rev 00
SINGAPORE
WSSS-1
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 00
SINGAPORE
SINGAPORE
:
:
:
:
:
SIN
WSSS
Changi International Airport
+08:00
012133.16N 1035921.60E

1.1
Location
Airfield is situated at 061/17.2km from City Centre (The Fullerton,

Singapore).
1.2
Air Traffic Control

Changi Control has a vertical limit from surface to 3000ft AMSL. Airspace
classification is class C. Transition altitude is 11,000ft.
1.3
Weather
Singapore has a tropical rainforest climate with no distinctive seasons,

uniform temperature and pressure, high humidity, and abundant rainfall.
Temperatures range from 22C to 34C. On average, the relative humidity is
around 90% in the morning and 60% in the afternoon. During prolonged heavy
rain, relative humidity often reaches 100%. The lowest and highest
temperatures recorded in its maritime history are 19.4C and 36C.
May and June are the hottest months, while November and December make
up the wetter monsoon season. From August to October, there is often haze,
sometimes severe enough to prompt public health warnings, due to bush fires
in neighbouring Indonesia.
WSSS-2
Effective
29-Apr-11
IATA
ICAO
Name of Airport
UTC
ARP Coordinates
FLT.OMC
ISSUE II, Rev 00
SINGAPORE
Singapore does not observe daylight saving time or a summer time zone
change. The length of the day is nearly constant year round due to the
country's position near the equator.
Runway Details
RWY
02L
20R
02C
20C
1.5
1.6
HDG
M
023
203
023
203
TORA
(M)
4000
4000
4000
4000
TODA
(M)
4270
4270
4270
4270
ASDA
(M)
4060
4060
4060
4060
LDA
(M)
4000
3260
4000
4000
ELEVATION
(ft)
21.92
13.19
14.04
14.99
SLOPE
(%)
-0.067
0.067
0.007
-0.007
Alternates
AIRPORT
ICAO
IATA
KUALA LUMPUR
WMKK
KUL
JOHOR BAHRU
WMKJ
JHB
PENANG
WMKP
PEN
Dist
176
94
339
Remarks

1.7

1.8
Airfield Data
SID/STAR
Elevation
Airfield Category
F/F category
Fuel
:
:
:
:
:
ILS DME RWY 20C

ILS DME RWY 02C
ILS DME RWY 20R
ILS DME RWY 02L
In Use
6.68M (21.92 ft)
A
CAT 10 (No facilities for foaming of runways)
Jet A-1
WSSS-3
Effective
29-Apr-11
1.4
FLT.OMC
ISSUE II, Rev 00
SINGAPORE
RWY lights
TWY Markings
TWY Lights
Conditions
:
:
:
:
1.9
Designation, THR, TDZ, Aiming Point

Centerline, Edge and End
THR, TDZ, Edge, End
Center line, Holding positions, Stop Bars
Centerline
Unrestricted
Radio Communication Failure, special state procedures apply.
To alleviate the problem of noise, all aircraft on Airway G579 between

SINJON (SJ) and JAYBEE (JB) shall operate at/above 5,000ft.
The Standard Instrument Departure routes for aircraft departing on RWY
20R/20C are for the purpose of noise abatement in addition to being used
for air traffic control.
Departures on RWY 20R are restricted between 1600-2200 UTC. This
restriction is not applicable when RWY 20C/02C is unavailable because
of maintenance works or for other reasons

Company
E-mail
Tel. Station Rep
:
:
:
Duty Mobile
FAX
CIAS VHF Frequency
:
:
:
Changi Int. Airport Services

janneu@cias.com.sg
+65 9732 1702 - Manager-Ground
Operations
N.A
N.A
131.5 MHz
WSSS-4
Effective
29-Apr-11
RWY Markings
FLT.OMC
ISSUE II, Rev 00
SINGAPORE

CAUTION FOR WRONG APPROACHES & LANDING DUE CLOSE
PROXIMITY
Wrong approaches and landings of aircraft bound for Singapore Changi
and Paya Lebar airports.
The attention of all pilots is drawn to the existence of Paya Lebar
Airport close to Singapore Changi Airport. The runway at Singapore
Changi Airport is orientated in the same true bearing as the runway
at Paya Lebar Airport i.e. 023/203. Due to the close proximity of
these two runways, pilots are cautioned against mistaking Paya
Lebar Airport for the runway of Singapore Changi Airport and thus
making an inadvertent visual landing or approach to land at Paya
Lebar.
Erroneous approaches or landings usually occurred during the hours
of darkness. In almost every instance, the weather prevailing at the
time of the incident was generally good or fair.
There is intensive local flying at Paya Lebar and Seletar during the
day and night. Thus, the risk of collision is very great if a wrong
approach is made to any of the above two airports. Likewise, wrong
approaches into Singapore Changi Airport can also be disastrous.
SSR CODE ASSIGNMENT

Aircraft operating in the Singapore FIR will be assigned the following
codes except for those aircraft already assigned codes by adjacent FIRs.
INTERNATIONAL
0100 - 0177
2200 - 2277
DOMESTIC
0001 - 0077
4200 - 4277
4300 4377
4600 4677
RWY 02R/20L is solely for use by Republic of Singapore Air Force

(RSAF) aircraft
WSSS-5
Effective
29-Apr-11
ISSUE II, Rev 00
SINGAPORE
1700-2300
Note (a): In the event of emergency, RWY will be re-opened in 05 min.

Note (b): In the event of emergency, RWY will be re-opened within 30 min.
4th Monday and

4th Wednesday
Every Month (b)
1700-2300
Note (a): In the event of emergency, RWY will be re-opened in 05

min.
Note (b): In the event of emergency, RWY will be re-opened within
30 min.
RUNWAY UTILIZATION
RUNWAY-IN-USE
The runway-in-use (departure/arrival) is selected by aerodrome
control as the optimum for general purposes and to maximize runway
utilization. If the assigned runway is unsuitable for a particular
WSSS-6
Effective
29-Apr-11
3rd Monday and 3rd

Wednesday
Every Month (b)
Scheduled Closure of RWY 02C/20C

2nd Saturday
2nd Friday
Daily (a)
(March and
(Jan Feb)
December) (b) (Apr Nov) (b)
0315-0340
0530-0540
0820-0830
0200-0900
1600-2300
1720-1730
1945-2115 (b)
2340-2350
FLT.OMC
Scheduled Closure of RWY 02L/20R

2nd Friday
1st Saturday
(Jan May)
June and
Daily (a)
(Jul Aug)
September
(Oct Dec)
(b)
(b)
0240-0305
0510-0520
0800-0810
1600-2300
0200-0900
1745-1915 (b)
2320-2330
FLT.OMC
ISSUE II, Rev 00
SINGAPORE
operation, the pilot can obtain permission from ATC to use another
runway but should anticipate delay.
DEPARTURE
When instructed to enter the runway, pilots are required to
commence the maneuver without delay. Pilots are required to
commence take-off roll as soon as take-off clearance is issued by
ATC.
CLEARANCE FOR IMMEDIATE TAKE-OFF
A pilot receiving the ATC instruction cleared for immediate take-off
is required to act as follows:
o If waiting clear of the runway, taxi immediately on to it and
begin take-off run immediately without stopping the aircraft;
o If already lined-up on the runway, take-off without delay;
o If unable to comply with the instruction, inform ATC
immediately
ARRIVALS
Upon landing, pilots are reminded that it is imperative to vacate the
runway as quickly as practicable to enable ATC to apply minimum
spacing on final approach to maximize runway utilization and
minimize the occurrence of go-around. To ensure minimum
Runway Occupancy Time (ROT), each runway has multiple Rapid
Exit Taxiways (RETs). Pilots should vacate via the first available RET
corresponding to operational requirements, or as instructed by ATC.
Aircraft vacating the runway-in-use should not stop on the exit
taxiway until the entire aircraft has passed the runway holding point.
LAND AFTER PROCEDURES

Normally, only one aircraft is permitted to land or take-off on the
runway-in-use at any one time. However, when the traffic sequence
is two successive landing aircraft, the second aircraft may be allowed
to land before the first aircraft has cleared the runway-in-use
provided:
o The runway is long enough;
o During daylight hours;
WSSS-7
Effective
29-Apr-11
o
o
FLT.OMC
ISSUE II, Rev 00
SINGAPORE
The second aircraft will be able to see the first aircraft clearly
and continuously until it is clear of the runway;
The second aircraft has been warned. (Warning will be
provided by ATC in landing clearance)
.... (call sign) .... after the landing / departing .... (Aircraft Type)
Runway.....(Designator) cleared to land.
Responsibility for ensuring adequate separation between the
two aircraft rests with the pilot of the second aircraft.
SPECIAL LANDING PROCEDURES

Special landing procedures may be in force at Singapore Changi
Airport in conditions shown as follows:
o When the runway-in-use is temporarily occupied by other
traffic, landing clearance may be issued to an arriving aircraft
provided that at the time the aircraft crosses the threshold of
the runway-in use the following separation distances will exist:
o Landing following landing - The preceding landing aircraft will
be clear of the runway-in-use or will be at least 2,500m from
the threshold of the runway-in-use.
o Landing following departure - The departing aircraft will be
airborne and at least 2,500m from the threshold of the
runway-in-use, or if not airborne, will be at least 2,500m from
the threshold of the runway-in-use.
o These procedures will be used only under the following
conditions:
o During daylight hours;
o Visibility of at least 5km;
o Cloud ceiling of 1,500ft in the departure/missed approach
area;
o ATC is satisfied that the pilot of the next arriving aircraft will be
able to observe continuously the relevant traffic;
o No unfavorable surface wind conditions (including significant
tailwind, wind shear, turbulence, etc);
WSSS-8
Effective
29-Apr-11
FLT.OMC
ISSUE II, Rev 00
SINGAPORE
When the runway is dry and free of all precipitants such that
there is no evidence that the braking action may be adversely
affected.
SEGREGATED OPERATION ON PARALLEL RUNWAYS
Segregated operations on parallel runways are conducted at Singapore
Changi Airport from 0001UTC to 1600UTC daily.
The runway configuration is as follows:
Departure RWY - RWY 02C / Arrival RWY - RWY 02L
Departure RWY - RWY 20C / Arrival RWY - RWY 20R
o
BIRD CONCENTRATION IN THE VICINITY OF THE AIRPORT.

There could be an increase in bird activities during the migratory months
of September to April. During this period, migratory birds may use the
airport as their feeding ground.
Cautions: Low level wind shear can be experienced on approach to all
runways.
Warnings: The wind shear warning systems in Singapore may not detect
severe wind shear in the approach or departure areas of the airport and
should not be relied upon as the only means of indication of the presence
of wind shear.
Bird strikes should be reported to ATC at the earliest opportunity by RTF
and should include the following: Aircraft Call sign, the phrase Bird Strike
Report; altitude; approximate geographical location; time of Incident,
number of birds (an estimate); and size and type of birds (if possible).
A near miss is defined as a situation in which a bird or flock of birds is
within close proximity to an aircraft such as to cause alarm to the extent
whereby pilots would have to take evasive action had such action been
possible. Captains should report all bird strikes and near misses to CAAS
by completing a Bird Strike Report Form which is available from AIS.
WSSS-9
Effective
29-Apr-11
Note: ATC may change the configuration or the mode of operations if

circumstances warrant it.
Part - D
(Training Manual)
Manual Control No ..

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Chapter -1
Abbreviations & Definitions
Chapter -2
Flight Crew Training Programme
Chapter -3
Flight Crew Training Programme
Chapter -4
Cabin Crew Duties Training Programme
Chapter -5
Documentation and Storage
Annexures
List of Training Forms
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REVISION HIGHLIHTS
RH
or Editorial (E).
Change Description
Reason of
Change
Chapter 01 ABBREVIATIONS & DEFINITIONS
Complete Chapter
Chapter 02 FLIGHT CREW TRAINING PROGRAMME
Complete Chapter
Chapter 03 FLIGHT DISPATCHERS PROGRAMME
Complete Chapter
Chapter 04 CABIN CREW DUTIES TRAINING PROGRAMME
Complete Chapter
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Chapter 05 DOCUMENTATION AND STORAGE
D-RH-2
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ABBREVIATIONS & DEFINATIONS
CHAPTER 01
TABLE OF CONTENTS
ABBREVIATIONS USED IN MANUAL ....................................................3
1.1
Definitions .................................................................................................8
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1.
CHAPTER 01
ABBREVIATIONS USED IN MANUAL

A
Auto Flight system
ALTP
Airline transport pilot licence
AMC
Acceptable means of compliance
AP
Autopilot
APU
Auxiliary power unit
ATC
Air traffic control
ATPL
Airline transport pilot licence
AWOP
All weather operation procedures
AH
Alert Height
AFS
B
C
CANPA
Constant angle non-precision approach
CBT
Computer based training
CA
Cabin Attendant
CCQ
Cross crew qualification
CPL
Commercial pilots license (aeroplane)
CRP
Cruise relief pilot
CRM
Crew resource management
CRM
Cargo Regulations Manual
CAR
Civil Aviation Regulations
D
DG
Dangerous Goods
D-1-3
Effective
09-Jul-14
FLT.OMD
ISSUE II, Rev 04
Dangerous Goods Regulations
DH
Decision height
DGCA
Directorate General of Civil Aviation
E
ECAM
Electronic Centralised Aircraft Monitoring
ELT
Entry Level Training
ERM
Emergency Response Manual
ETOPS
Extended twin operation procedures
EZFW
Estimated zero fuel weight
EGPWS
Enhanced Ground Proximity Warning System.
F
FBS
Fixed base simulator
FFS
Full flight simulator
FL
Flight level
FMGS
Flight Management and Guidance System
FNPT
Flight and Navigation Procedure Trainer
G
GA
Go-around
GPWS
Ground proximity warning system
H
HPL
Human Performance Limitation Course
I
IATA
International Air Transport Association
IFR
Instrument flight rules
D-1-4
Effective
09-Jul-14
DGR
CHAPTER 01
FLT.OMD
ISSUE II, Rev 04
Instrument landing system
IOE
Initial operating experience
IR
Instrument rating
ITR
Initial type rating
J
JAA
Joint Aviation Authorities
JAR
Joint Aviation Requirements
K
L
LOFT
Line oriented flying training
LVTO
Low visibility take-off
M
MC
Multiple choice
MCC
Multi Crew Coordination
MEL
Minimum equipment list
MFF
Mixed fleet flying
MFTD
Maintenance and Flight Training Device
MNPS
Minimum navigation performance specification
N
NOTAM
Notice to airmen
NOTAC
Notice to Crew
O
OCC
Operations Control Centre
ODR
Operator difference requirements
D-1-5
Effective
09-Jul-14
ILS
CHAPTER 01
FLT.OMD
ISSUE II, Rev 04
OM
CHAPTER 01
Operations Manual
P
Passenger
PBE
Protective breathing equipment
PF
Pilot flying
PIC
Pilot in command
PM
Pilot Monitoring
PNF
Pilot non-flying
PRM
Precision runway monitoring
PAX
Q
R
RH
Right-hand
RVR
Runway visual range
RVSM
Reduced vertical separation minima
S
SFE
Synthetic flight examiner
SFI
Synthetic flight instructor
SIM
Simulator
SLF
Supervised Line Flying
SOP
Standard operating procedures
SEP
SOP
Supplement to Standard Operating Procedures
T
TC
Training captain
D-1-6
Effective
09-Jul-14
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ISSUE II, Rev 04
Type rating course
EXAMINER
Type rating examiner
INSTRUCTOR
Type rating instructor
TRTO
Type Rating Training Organization
TTT
Train The Trainer course
TR
CHAPTER 01
U
UNM
Unaccompanied Minor
V
VFR
Visual Flight Rules
VHF
Very high frequency
W
W&B
Weight (mass) and balance
X
XPDR
Transponder
Y
Z
ZFTT
Zero flight time training
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1.1
CHAPTER 01
Definitions
Alert Height
CA 40(A)
Skill test for the issue of a co-pilot endorsement
CA 40(B)
Skill test for the issue of a PIC endorsement
Category (of aircraft)
Categorization of aircraft according to specified basic characteristics, e.g.
aeroplane, helicopter, glider, free balloon
Check Pilot
An individual authorized by the DGCA to conduct Line Checks, Line training,
Line Evaluations and assessments.
Cognitive Skills
Those intellectual skills that are prerequisite to the performance of a task,
subtask, element or sub- element. The three primary categories of cognitive
skills are discrimination, concept learning and rule using.
Completion Standard
The condition that indicates that a trainee has successfully completed a
training or evaluation event. It is one of the three primary components of a
proficiency objective: performance, condition and standard. The conditions
describe the range of circumstances under which student performance will be
measured and evaluated. Conditions may include the natural environment
(ceiling, visibility, wind, turbulence, etc.), the operational environment
(NAVAID inoperable, birds, conflicting air traffic, gate change, passengers not
seated, etc.) and operational contingencies (abnormal Procedures and
emergencies).
D-1-8
Effective
09-Jul-14
The Alert height in one of the redundant operational systems in the aeroplane
(including, where appropriate, ground roll guidance), above which the
approach would be discontinued and a go-around executed, unless reversion
to a higher decision height is possible. If a failure in one of the required
redundant operational systems occurred below the alert height, it would be
ignored and the approach continued.
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CHAPTER 01
Courseware

The effective use of all available resources---human resources, hardware,
and information---to achieve safe and efficient flight.
Criticality
A determination of the relative impact of substandard task performance on
overall safety; critical tasks must be accomplished more frequently in training
and evaluation than non-critical tasks.
Curriculum
A portion of a training program that covers one of three program areas: (1)
Indoctrination, (2) Qualification, or (3) Continuing Qualification. A qualification
or continuing qualification curriculum addresses the required training and
qualification activities for a specific make, model, and series of aircraft (or
variant) and for a specific duty position.
Decision Height
Decision Height is the wheel height above the runway elevation, by which a
go-around must be initiated, unless adequate visual reference has been
established, and the aircraft position and approach path have been assessed
as satisfactory to continue the approach and landing safely.
Difficulty
The qualities of being hard to perform, comprehend, or solve. As used in this
Standard, the definition concerns a task or subtask and is expressed in
relative terms from least to most. The relative difficulty of a task or subtask
helps determine where, and how often, it is taught and tested in a curriculum.
Dual instruction time
Flight time or instrument ground time, during which a person is receiving flight
instruction from a properly authorized Instructor.
D-1-9
Effective
09-Jul-14
All instructional material a trainee requires to complete a curriculum, in

whatever media required, including manuals, audio-visual aids, lesson plans,
flight event descriptions, computer software programs, audiovisual programs,
workbooks, handouts, etc.
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ISSUE II, Rev 04
CHAPTER 01
Evaluation
Evaluation Period
A period within the continuing qualification cycle during which all critical
terminal proficiency objectives are trained and evaluated by Examiners,
Evaluators or Individuals authorized by DGCA to perform examination or
evaluation duties.
Event
A training or evaluation situation comprised of a task or subtask to be
performed by the crew under a specified set of conditions. Each event has
one or more specific training objectives (see Theme), which requires the
performance of a specific manoeuvre, the application of procedures, or the
opportunity to practice cognitive, communication, and other complex skills.
Facility
The physical environment required for training and qualification; e.g.
buildings, classrooms, briefing rooms, libraries, study areas, etc.
Flight time
The total time from the moment an aircraft first moves under its own power, or
commences push-back, for the purpose of taking off, until the moment it is
parked at the end of the flight.
Flight Training
Training given in the aircraft, flight simulator, flight training device, or other
cockpit environment.
Go-around
A go-around is the transition from an approach to a stabilized climb.
Instrument flight time
Time during which a pilot is controlling an aircraft in flight solely by reference
to instruments.
D-1-10
Effective
09-Jul-14
An assessment of an individual made by an evaluator to ascertain whether

the standards required for a specified level of proficiency have been
demonstrated.
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CHAPTER 01
Instrument ground time

Time during which a pilot is receiving instruction in simulated instrument flight
in synthetic training devices (STDs).
A meaningful division of learning consistent with the method of study,
learning, or testing of performance (proficiency) objectives.
Lesson Plan
A document, provided to instructors and/or students, describing the
objectives, content, context, timing, equipment, activities and evaluation
strategy of a particular lesson or group of lessons.
Line Oriented Flight Training (LOFT)
LOFT is a training session that provides crewmembers the opportunity to
practice line operations (e.g., manoeuvres, operating skills, systems
operations, and the operator's procedures) with a full crew in a realistic
environment. Crewmembers learn to handle a variety of scripted real-time
scenarios which include routine, abnormal, and emergency situations. They
also learn and practice cockpit resource management skills, including crew
cooperation, leadership/management, decision making, and communication
skills.
The overall objective of LOFT is to improve total flight crew performance,
thereby preventing incidents and accidents during operational flying.
Line Operational Simulation (LOS)
LOS is a simulator or Flight Training Device (FTD) training session conducted
in a "line environment" setting.
Motor Skill
Physical actions required to perform a specific task (subtask or element).
Trainees acquire a motor skill not when they can simply perform a prescribed
procedure, but when their movements are smooth, regular and precisely
timed. Those hands-on skills are prerequisite to the performance of a task,
subtask, element or sub-element.
Multi-crew cooperation
The functioning of the flight crew as a team of co-operative members, led by
the Pilot-in-Command.
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CHAPTER 01
Multi-pilot aeroplane (MPA)

Aeroplane certificated for operation with a minimum flight crew of at least 2
pilots.
The period between the end of evening civil twilight and the beginning of
morning civil twilight, or such other period between sunset and sunrise as
may be prescribed by the appropriate Authority.
Other Training Devices (OTD)
Training aids other than full flight simulators (FFS), flight training devices
(FTD) or flight and navigation procedures trainers (FNPT), which provide
means for training where a complete simulation of the flight deck environment
is not necessary.
Phase of Flight
The standard high-level set of activities performed by pilots on all operational
flights, e.g. Pre-flight, Engine Start, Pushback, Taxi, Takeoff, Climb, Cruise,
Descent, Holding, Approach, Landing, Taxi, and Post-flight Operations.
Proficiency Checks
Demonstrations of skill, including such oral examinations as the Examiner
may require, conducted to re-validate ratings.
Random Line Check
A "no-notice" online evaluation conducted in an aircraft during actual flight
operations.
Rating
An entry in a license stating special conditions, privileges or limitations
pertaining to that license.
Renewal (of a Rating or Approval)
The administrative action taken after a rating or approval has lapsed, which
renews the privileges of the rating or approval for a further specified period,
consequent upon fulfilment of the applicable renewal requirements.
Revalidation (of a Rating or Approval)
The administrative action taken, within the period of validity of a rating or
approval, which allows the holder to continue to exercise the privileges of that
D-1-12
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09-Jul-14
Night
FLT.OMD
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CHAPTER 01
rating or approval for a further specified period, consequent upon fulfilment of

the applicable revalidation requirements.
Single-pilot aeroplanes
Skill
An ability to perform an activity or action.
Skill tests
Skill tests are demonstrations of skill for initial issue of a licence or rating,
including such oral examinations as the Examiner may require.
Solo flight time
Flight time during which a student is the sole occupant of an aircraft.
Synthetic Flight Instructor (SFI)
Instructor authorized by DGCA to undertake the training duties assigned to a
INSTRUCTOR, with the exception of line training in the aeroplane.
Synthetic Flight Examiner (SFE)
Examiner authorized by DGCA to conduct all the checking duties of a
EXAMINER, with the exception of checks conducted in the aeroplane.
Training Centre Examiner
An independent organization that provides training under contract or other
arrangement to an airline operator.
Type (of aircraft)
All aircraft of the same basic design, including all modifications except those
modifications which result in a change of handling, flight characteristics or
flight crew compliment.
Type Rated Instructor (INSTRUCTOR)
Instructor authorized by DGCA to exercise the privileges as per CAR.
Type Rated Examiner (EXAMINER)
Examiner authorised by DGCA to exercise the privileges as per CAR.
Variant
D-1-13
Effective
09-Jul-14
Aeroplanes certificated for operation by one pilot.
FLT.OMD
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CHAPTER 01
A specifically-configured aircraft for which the DGCA has identified training

and qualification requirements that is significantly different from those
applicable to other aircraft of the same make, model, and series.
D-1-14
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FLIGHT CREW TRAINING PROGRAMME
CHAPTER 02
TABLE OF CONTENTS
PHILOSOPHY ......................................................................................... 9
2.2
POLICY STATEMENT ............................................................................. 9
2.3
SYSTEM OF AMENDMENT AND REVISION ....................................... 10
2.4
LANGUAGE .......................................................................................... 11
2.5
FLIGHT OPERATIONS TRAINING DEPARTMENT STRUCTURE ...... 11
2.6
FLIGHT CREW INDUCTION ................................................................. 12
2.6.1
FLIGHT CREW- PRE INDUCTION REQUIREMENTS .......................... 12
2.6.2
FLIGHT CREW - INDUCTION POLICY ................................................. 13
2.6.2.1 EXPERIENCE/QUALIFICATION REQUIREMENTS AND SELECTION

PROCESS ............................................................................................. 13
2.7
TRAINING CENTRE .............................................................................. 17
2.8
FLIGHT CREW TRAINING AND CHECKING PROGRAM ................... 18
2.8.1
GROUND TRAINING ............................................................................. 19
2.8.1.1 GROUND INSTRUCTOR....................................................................... 19

2.8.1.2 GROUND INDUCTION TRAINING SYLLABUS PILOTS WITH
VARIED EXPERIENCE AND QUALIFICATIONS ................................. 22
2.8.1.3 GROUND TRAINING AND EVALUATION ............................................ 27
2.8.1.4 UNSUITABLE OR FAILURE CASES .................................................... 28
2.8.1.5 CREW RESOURCE MANAGEMENT (CRM) / HUMAN FACTORS ...... 29
2.8.1.5.1 OBJECTIVES OF HUMAN FACTORS/CRM TRAINING ...................... 29
2.8.1.5.2 INTRODUCTION TO THE CRM TRAINING MODULES ....................... 29
2.8.1.5.3 SELECTION FOR CRM FACILITATOR ................................................ 32
2.8.1.6 EMERGENCY AND SAFETY EQUIPMENT CHECKING AND
TRAINING EMERGENCY EQUIPMENT ............................................... 32
D-2-1
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2.8.2
CHAPTER 02
PILOT TRAINING AND QUALIFICATION .............................................34
2.8.2.1 SIMULATOR TRAINING ........................................................................34

2.8.2.2 CONVERSION TRAINING .....................................................................35
2.8.2.3.1 ELT- MULTI CREW CO-OPERATION + JET FAM ................................ 37

2.8.2.3.2 ELT- JET FAM COURSE .......................................................................38
2.8.2.3.3 STANDARD TRANSITION WITH MFTD................................................38
2.8.2.4 ZERO FLIGHT TIME BASE TRAINING DESCRIPTION........................ 41
2.8.2.5 CCQ TRAINING PROGRAM A330 / A340 TO A320 ............................. 42
2.8.2.5.1 PRE-REQUISITE QUALIFYING EXPERIENCE MATRIX ...................... 43
2.8.2.5.2 CA40 B (J) / CA40 A (J) CHECKS ........................................................ 44
2.8.2.6 TYPE OF VARIANT OF AIRPLANE ON WHICH THE CREW MEMBER
IS CERTIFIED TO OPERATE ................................................................ 44
2.8.2.7 CRM BASED SIMULATOR TRAINING .................................................45
2.8.2.8 LINE ORIENTED FLYING TRAINING (LOFT) .......................................45
2.8.2.8.1 ELEMENTS OF LOFT ............................................................................45
2.8.2.9 INSTRUMENT RATING / PILOT PROFICIENCY CHECKS ..................50
2.8.2.9.1 INSTRUMENT RATING CHECK (IRC) RENEWAL ............................... 51
2.8.2.10 PILOT QUALIFICATION TO OPERATE IN EITHER SEAT ................... 51
2.8.3
LINE TRAINING (SLF, SLF AND ROUTE CHECK) .............................. 52
2.8.3.1 FOR LINE TRAINING PILOTS HAVE BEEN CATEGORIZED AS

UNDER:..................................................................................................52
2.8.3.2 TYPE OF ROUTE CHECKS (LINE CHECKS) .......................................57
2.8.3.2.1 RELEASE ROUTE CHECKS: ................................................................ 57
2.8.3.2.2 LICENSE RENEWAL ROUTE CHECKS: ..............................................57
2.8.3.2.3 RECENCY ROUTE CHECKS: ............................................................... 59
D-2-2
Effective 09-Jul-14
2.8.2.3 A 320 TYPE RATING / ENDORSEMENT COURSE .............................. 35
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CHAPTER 02
2.8.3.2.4 INITIAL LOCAL /INSTRUMENT RATING CHECK ............................... 59

2.8.3.2.5 EVALUATION ROUTE CHECKS: ......................................................... 60
2.8.3.2.6 FIRST COMMAND PROGRESS CHECKS: .......................................... 60
2.8.3.4 OBLIGATION OF CREW SCHEDULING .............................................. 61

2.8.3.5 NON SIMULATION OF ABNORMAL OR EMERGENCY SITUATIONS
DURING SCHEDULE FLIGHTS ............................................................ 61
2.8.3.6 GUIDELINES IN CASE OF ADDITIONAL TRAINING DURING SLF/SLF
............................................................................................................... 61
2.8.3.7 FAMILIARIZATION TRAINING (BASE TRAINING) .............................. 62
2.8.3.7.1 TRAINING OBJECTIVE ........................................................................ 62
2.8.3.7.2 GENERAL ............................................................................................. 62
2.8.3.7.3 CARRIAGE OF PASSENGERS ............................................................ 63
2.8.3.7.4 SEATING POLICY ................................................................................. 63
2.8.3.7.5 FLIGHT TRAINING POLICY ................................................................. 63
2.8.3.7.6 DOCUMENTATION ............................................................................... 68
2.8.4
COMMAND UPGRADE ......................................................................... 68
2.8.4.1 UPGRADE PROCESS .......................................................................... 70

2.8.4.1.1 UNSUITABLE/FAILURE CASES .......................................................... 72
2.8.4.1.2 APPEAL PROCESS .............................................................................. 73
2.8.4.1.3 SPECIALISED TRAINING AGREEMENT ............................................. 73
2.8.4.2 CONDITIONAL COMMAND .................................................................. 74
2.8.5
SELECTION AS CHECK PILOT / INSTRUCTOR / EXAMINER ........... 74
2.8.5.1 ELIGIBITY CRITERIA ........................................................................... 75

2.8.5.2 APPLICATION PROCESS .................................................................... 77
D-2-3
Effective 09-Jul-14
2.8.3.3 RESPONSIBILITIES OF FLIGHT OPERATIONS TRAINING SECTION:

............................................................................................................... 60
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2.8.5.3 FLIGHT OPERATIONS REVIEW BOARD .............................................78

2.8.5.4 EVALUATION PROCESS ......................................................................78
2.8.5.4.1 SPECIALISED TRAINING AGREEMENT..............................................80
2.8.5.6 TRAINING PROCESS ............................................................................80

2.8.5.7 SYNTHETIC FLIGHT INSTRUCTORS................................................... 81
2.8.5.8 STANDARDIZATION .............................................................................81
2.8.5.9 TRAINER FEEDBACK ...........................................................................82
2.8.6
UNSUITABLE/ FAILURE CASES -- LINE/SIM TRAINING & CHECK ..82
2.8.6.1 APPEAL PROCEDURE .........................................................................82

2.8.7
ENGLISH FOR AVIATION LANGUAGE - TRAINING, ASSESSMENT,

TEST AND CERTIFICATION .................................................................83
2.8.7.1 ICAO STANDARDS AND RECOMMENDED PRACTICES (SARPS)

CONCERNING LANGUAGE.................................................................83
2.8.7.2 LANGUAGE PROFICIENCY GUIDELINES .........................................86
2.8.8
SPECIAL TRAINING FOR SPECIAL OPERATIONS ............................ 88
2.8.8.1 UNRELIABLE SPEED INDICATION...................................................... 88

2.8.8.2 TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM (TCAS) ...89
2.8.8.3 APPROACH AND LANDING ACCIDENT REDUCTION TRAINING
(ALAR) ...................................................................................................93
2.8.8.4 PBN / RNP TRAINING ...........................................................................95
2.8.8.4.1 GENERAL RNAV CONCEPTS INCLUDING: ........................................96
2.8.8.4.2 RNP APCH CONCEPTS INCLUDING: ..................................................96
2.8.8.4.3 SIMULATOR TRAINING: .......................................................................98
2.8.8.4.4 RECURRENT TRAINING: ......................................................................98
2.8.8.4.5 MODE AWARENESS AND ENERGY STATE MANAGEMENT
ASPECTS OF FLIGHT DECK AUTOMATION ......................................98
D-2-4
Effective 09-Jul-14
2.8.5.5 FLIGHT OPERATIONS REVIEW BOARD .............................................80
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2.8.8.4.6 EGPWS WARNINGS ........................................................................... 109

2.8.8.4.7 CONTROLLED FLIGHT INTO TERRAIN (CFIT) / GROUND PROXIMITY
WARNING SYSTEM (GPWS) TRAINING ........................................... 109
MONSOON OPERATIONS ................................................................. 110
2.8.9.1 GROUND SCHOOL FOR ALL PILOTS: ............................................. 111

2.8.9.2 RELEASE OF NEW COMMANDERS DURING MONSOONS ............ 111
2.8.9.3 GENERAL CONDITIONS: ................................................................... 113
2.8.9.4 MEL REQUIREMENTS........................................................................ 113
2.8.10
REDUCED VERTICAL SEPARATION MINIMUM (RVSM) ................. 113
2.8.11
EXTENDED DIVERSION TIME OPERATIONS................................... 114
2.8.12
ILS CAT II / III OPERATIONS TRAINING & QUALIFICATIONS ..... 115
2.8.12.1 QUALIFICATIONS AND FLYING EXPERIENCE REQUIREMENTS FOR

CAT-II/III .............................................................................................. 116
2.8.12.2 SIMULATOR TRAINING AND LINE FLYING OF PIC & CO-PILOT FOR
CAT-II / CAT-III AUTHORIZATION ..................................................... 117
2.8.12.3 RECENCY REQUIREMENTS FOR CAT-II/III...................................... 120
2.8.12.4 RECURRENT TRAINING AND CHECKING FOR CAT-II/III ............... 120
2.8.13
QUALIFICATION AND FLYING EXPERIENCE REQUIREMENTS FOR

LVTO ................................................................................................... 121
2.8.13.1 GROUND TRAINING FOR LVTO........................................................ 122

2.8.13.2 SIMULATOR TRAINING AND CHECKING FOR LVTO...................... 123
2.8.13.3 RECURRENT SIMULATOR TRAINING AND CHECKING FOR LVTO
............................................................................................................. 123
2.8.14
DANGEROUS GOODS HANDLING TRAINING - INITIAL AND

RECURRENT ...................................................................................... 123
2.8.15
AVIATION SECURITY - INITIAL AND RECURRENT. ........................ 124
2.8.16
PRE FLIGHT / TRANSIT CHECK ....................................................... 125
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2.8.16.1 RENEWAL OF TRANSIT AUTHORIZATION ......................................126

FLIGHT CREW MEDICAL REQUIREMENTS ......................................126
2.9.1
PERIOD OF VALIDITY OF MEDICAL FITNESS ASSESSMENT AND

LICENCES ........................................................................................... 126
2.9.2
PERIODIC STRESS TEST AND BIOCHEMICAL PROFILE OF FLIGHT

CREW...................................................................................................127
2.9.3
MEDICAL REQUIREMENTS FOR PROFESSIONAL PILOTS AGED 60

TO 65 YEARS ...................................................................................... 128
2.9.4
DISPOSAL OF CASES OF HYPERTENSION IN CIVIL AIRCREW ....129
2.9.5
FLYING BY PILOTS HAVING MEDICAL RESTRICTIONS ................. 132
2.9.6
APPROVED MEDICAL EXAMINATION CENTRES ............................ 133
2.10
GUIDANCE
OF
EXAMINER/INSTRUCTOR/CHECK
PILOT/SFI
CONDUCTING TRAINING AND CHECKS ..........................................134
2.10.1
INTRODUCTION .................................................................................. 134
2.10.2
EXAMINERS/INSTRUCTORS/CHECK PILOT STATUS ..................... 134
2.10.3
DEFINITIONS ....................................................................................... 135
2.10.4
REQUIREMENTS FOR VALIDITY OF STATUS ..................................135
2.10.5
AGE OF EXAMINER/INSTRUCTOR.................................................... 137
2.10.6
PRIVILEGES/RESPONSIBILITIES OF EXAMINERS / INSTRUCTOR/

CHECK PILOT: .................................................................................... 137
2.10.6.1 PRIVILEGES OF EXAMINERS ............................................................ 137

2.10.6.2 PRIVILEGES OF INSTRUCTORS: ...................................................... 137
2.10.6.3 PRIVILEGES OF CHECK-PILOTS: ..................................................... 137
2.10.6.4 PRIVILEGES OF SYNTHETIC FLIGHT INSTRUCTORS .................... 138
2.10.6.5 RESPONSIBILITIES OF EXAMINER/INSTRUCTOR/CHECK PILOT/SFI
AN
PILOT/SFI
WILL
BE
RESPONSIBLE FOR THE FOLLOWING: ...........................................138
2.10.6.6 CRM TRAINER RESPONSIBILITIES ...............................................138
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2.9
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CONDUCT OF SIMULATOR SESSIONS............................................ 138
2.10.7.1 BRIEFING FOR THE SESSION .......................................................... 139

2.10.7.2 LIMITATION OF SIMULATORS:......................................................... 140
2.10.7.4 CONDUCT ........................................................................................... 143

2.10.8
CONDUCT OF ROUTE CHECKS ....................................................... 150
2.10.9
CONDUCT OF LINE TRAINING (SLF) ............................................... 152
2.10.10 REPORT WRITING ............................................................................. 154

2.10.11 FILLING ASSESSMENT/ PROFICIENCY CHECK REPORTS ........... 155
2.11
FLIGHT CREW LICENSING................................................................ 155
2.11.1
TRAINING REQUIREMENTS IN RESPECT OF PILOTS WHOSE

LICENCES HAVE EXPIRED ............................................................... 155
2.12
SUPERVISED TAKE OFF AND LANDING IN LINE OPERATIONS ... 155
2.12.1
CONDITIONS FOR SUPERVISED TAKE-OFF AND LANDINGS: ..... 156
2.12.2
UNDER SUPERVISION FLYING FOR ISSUE OF ALTP .................... 158
2.13
ROUTE / ROLE COMPETENCE QUALIFICATION ............................ 158
2.14
AERODROME CATEGORY ................................................................ 164
2.14.1
CATEGORY B AERODROMES ........................................................ 164
2.14.2
CATEGORISATION OF AIRPORTS ................................................... 165
2.14.3
ROLE QUALIFICATION ...................................................................... 165
D-2-7
Effective 09-Jul-14
2.10.7.3 CONSTRUCTION OF THE BRIEFING ................................................ 141
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D-2-8
Effective 09-Jul-14
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2.1 PHILOSOPHY
IndiGos training philosophy is to train for excellence. The best and most
important safety feature on any airplane is a well-trained, highly motivated
and professional pilot.
One-size-fits-all training is inadequate in todays environment. The training

requirement changes with the experience level of the trainee. A low
experience trainee could require extra training and increased SLFs. Flexibility
in training is essential to deal with pilots with varied experience levels. It is the
responsibility of the Chief Pilot (Training) to assess and to customise the
training program for each pilot in a specific experience bracket.
In addition to basic skills such as aeronautical decision making and crew
resource management, crew will receive training to reinforce effective
communication, leadership, conflict resolution, and judgment necessary to
properly lead and maintain the highest levels of safety in the face of internal
or external pressures and it shall be ensured that the Flight Crew members
receive Training that supports the introduction of:
New Policies, Rules, Instructions and procedures
New Aircraft Types, Systems and Fleet Modifications/Upgrades
2.2 POLICY STATEMENT

The Company Operations Manual Part D (OMD) or the Training manual
contains all the training and qualifications policies, requirements, instructions,
lesson plans and objectives required to qualify pilots and other operations
staff for safe operations. The primary purpose of this Manual is to provide
guidance for those parts of its contents, which are developed by the Operator
through DGCA and Manufacturers policies. The Training Manual is in
compliance with existing DGCA regulations. In case of any conflict between
D-2-9
Effective 09-Jul-14
Despite great advances in aircraft technology that have immeasurably

improved safety, the flight crew is still responsible for making hundreds of
decisions on each and every flight to operate in the safest manner possible.
When an aircraft system malfunctions, when severe weather threatens the
flight, or when any of dozens of other internal or external influences impact
the planned operation, the flight crew must quickly and accurately assess the
situation and take appropriate corrective actions. This can only be safely and
effectively accomplished by pilots trained to the highest standards.
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
the DGCA regulations and the policies laid down in this manual, the DGCA
regulations will prevail.
It shall be ensured that all relevant training documentation will be in

accordance with the Regulatory Authority requirements and Company
requirements.
Formal and regular communication occurs between and amongst flight
Operations Management, Trainers and Flight Crew Members to achieve
continued improvement of Ground, Simulator and Aircraft Training and Line
operations
All crew members shall complete CRM skills which may be accomplished as
part of ground, simulator, aircraft and / or line training
2.3 SYSTEM OF AMENDMENT AND REVISION
Chief Pilot (Training) is responsible for the issuance of amendments and
revisions to this Company Operations Manual part D.
A revision service is provided for each manual. Amendments to the Company
Operations Manual Part D are normally promulgated by means of normal
revisions issued whenever necessary to cover corrections and to add new
data.
All amendments will be in the form of printed, replacement pages. They are
accompanied by filing instructions and an updated List of Effective Pages
(LEP).
A brief outline of the purpose and the nature of each change are included in
the transmittal sheet attached to each amendment.
An R or a vertical bar in front of the line indicates any change in the text.
Each holder to whom Company Operations Manual Part D is issued is
responsible for the security and safeguarding of that manual, for insertion of
amendments and revisions and for maintaining the manual in a current status.
After each revision is entered, a notation should be made on the revision
record sheet.
Hand-written amendments and revisions are not permitted.
D-2-10
Effective 09-Jul-14
All members of the training department are required to have a detailed

knowledge of Flight Operations Policies, Standard Operating Procedures and
Training Policies and to conduct all training in accordance with these
guidelines.
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CHAPTER 02
2.4 LANGUAGE
For conciseness, the pronoun "he" is used throughout the text. Where
appropriate, "she" should be added or substituted for "he. This Training
Manual applies to both male and female although references in the text are
made to the masculine gender only as a matter of simplification.
When used in the text, the following terms shall have the meaning outlined
below:
"Shall" or an action verb in the imperative sense means that the application of
a rule or procedure or provision is mandatory.
"Should" means that the application of a procedure or provision is
recommended.
"May" means that the application of a procedure or provision is optional.
2.5 FLIGHT OPERATIONS TRAINING DEPARTMENT STRUCTURE
The training is conducted, supervised under Chief Pilot (Training). Chief Pilot
(Training) is responsible, and reports to Director Flight Operations.
- Refer Next Page -
D-2-11
Effective 09-Jul-14
This Training Manual has been prepared in the English language (UK). Most
of the aviation documents are published in English. Therefore, the English
language is a pre-requisite for anybody involved in training or operations at
IndiGo.
FLT.OMD
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CHAPTER 02
Chief Pilot- (Standards & QA)
Fleet Captain
Training
(Simulator)
Fleet Captain
Training
(Line)
Instructors &
Check Pilots
GM Training
Examiners
Chief Ground
Instructor
Ground
Instructor
(Performance)
Ground
Instructor
(Technical)
The responsibilities of Flight Operations training management is defined in

Company Operations Manual Part-A, Chapter 1.
Pilot training process manual mentions processes and procedures for the training
and licence renewals of Pilots and Dispatchers.
2.6 FLIGHT CREW INDUCTION
2.6.1
FLIGHT CREW- PRE INDUCTION REQUIREMENTS

The flight operations ( Pilot Administration) shall ensure that candidates,
prior to being employed as flight crew members, are screened for the
purpose of determining if they possess the requisite certifications, skills,
competencies and other attributes required by the company and/or
State. Such candidates shall be reviewed and/or assessed for:
D-2-12
Effective 09-Jul-14
Director (Flight Operations)
FLT.OMD
ISSUE II, REV 04
2.6.2
Technical competencies and skills;

Aviation experience;
Credentials and licenses;
Inter-personal skills;
Medical fitness;
Security background;
English language fluency
FLIGHT CREW - INDUCTION POLICY
IndiGo will induct pilots with varying experience and professional categories.
In order to maintain the highest level of safety, standards and
professionalism, before commencement of flying, all pilots will undergo a
company induction course covering training on contents and use of the
Operations Manual.
A pilot flying with another operator as Commander / First Officer, whether
type rated or not, is required to undergo familiarisation training covering the
differences between the aircraft previously operated and the aircraft operated
by the Company and company policy. He/ she will also be adequately briefed
about relevant State Regulations, Authorised Operation and the provisions of
the Operations Manual prior to being utilised by the company on routes.
2.6.2.1
Experience/Qualification Requirements And Selection Process
a) CATEGORY I : A 320 Rated National Commander

Pilots possessing Indian ALTP, FRTO, COP/RTR, IR, current Medical and
PIC rating on A320 aircraft. Total flying experience of 2500 hours
including 1000 hours Multi Engine out of which 300 hours PIC on A320.
Selection Process:
i)
ii)
Personal Interview,
General Topics
Technical
Personality Evaluation
Reference Checks
iii) Verification of Licenses and documents.
D-2-13
Effective 09-Jul-14
a)
b)
c)
d)
e)
f)
g)
CHAPTER 02
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
b) CATEGORY II : A 320 Rated Expat Commander

Minimum flying experience - 4000Hrs
Minimum PIC experience - 2000Hrs
Minimum glass-cockpit experience - 1000Hrs

Recent experience - at least three takes-off and landings within the preceding
90 days on the type of aircraft applied for, or in a flight simulator approved for
the purpose.
Passed a proficiency check on a flight simulator by a DGCA-approved
examiner, covering PF and PNF duties (duration of 4Hrs; i.e. 2Hrs each).
Ability to speak, read, write and comprehend English language to a level
acceptable to the company
The requirements for validation of foreign licences of Flight Crew are detailed
in CAR, Section 7, Flight Crew Standards, Training and Licensing, Series G
Part II.
Selection Process:
i)
ii)
Telephonic Interview,
General Topics
English speaking proficiency.
Pre Selection Medical Fitness Test
iii) Security Clearance

iv) Verification of Licenses and documents.
v)
Verification of currency of licenses from respective regulatory

authority.
vi) Simulator Evaluation/IR check done by IndiGo TRE

vii) DGCA Oral (AIC)
c) CATEGORY III : Non A320 Rated Commander
i)
Pilots possessing Indian ALTP, FRTO, COP / RTR, IR and current

Medical. Total flying experience of 2500 hours including PIC experience
D-2-14
Effective 09-Jul-14
Minimum PIC on Type/variant - 500Hrs with current IR/LR check/ (Pilots

Proficiency Checks)
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
of at least 500 hours on commercial multi-engine jet or 1000 hours on

non-commercial multi-engine jet.
ii)
d) CATEGORY IV : A320 Rated Sr. First Officers / First Officers

i)
Pilots possessing Indian ALTP, FRTO, COP/RTR, IR, current Medical.

Total flying experience of 1500 hours including 300 hours on A320.
ii)
Pilots possessing Indian CPL or higher category licence, FRTO, COP /

RTR, IR and current Medical. Minimum First officer experience of 200 hrs
on A320 family/A330 aircraft .
iii) First Officers with Previous A320 Rating & with recency on other Airbus
Ac in previous 6 months (A320 REACTIVATION)
iv) Entry Level Pilots holding a valid CPL or higher category License, FRTO,
RTR, class I medical and IR on any FAR/JAR part 25 multi-engine
Airplane. Total multi engine experience of 25 hours, 10 hours of which
may be on approved multi engine simulator.
A320 Rated Sr. First Officers / First Officers
Selection Process:
Personal Interview,
General Topics
Technical
Reference Checks
Verification of Licenses and documents

Junior Co- Pilots (JFOs)
Selection Process of 3 categories:
Cadets (NFTI)
-
Written Test
D-2-15
Effective 09-Jul-14

Medical. Total flying experience of 3000 hours including PIC experience
of at least 1000 hours on commercial multi-engine Turbo prop or 2000
hours on non-commercial multi-engine Turbo prop.
FLT.OMD
ISSUE II, REV 04
CAE Aircrew Selection System (CASS)
Group Discussion and Personal Interview
Post Type Rating Simulator Evaluation
PPP Pilot Provisioning Program (CPL holders)

-
Written Test
Post Type Rating Simulator Evaluation
TRZT (Type Rated Zero Time)

-
Written Test
Simulator Evaluation
e) CATEGORY V : NON A320 RATED Sr. First Officer / First Officer

i)
Sr. First Officer

Medical. Total flying experience of 1500 hours including 500 hours of
First Officer experience on commercial multi-engine jet.
ii)
First Officer
Pilots possessing Indian CPL or higher category licence, FRTO,

COP / RTR, IR and current Medical. Total flying experience of
1000 hours including First Officer experience of 250 hours on
commercial multi-engine jets.
D-2-16
Effective 09-Jul-14
CHAPTER 02
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CHAPTER 02
Selection Process:
i)
ii)
Personal Interview,
General Topics
Technical
Reference Checks

NON A320 Rated Sr. First Officer (Military Background)
Selection Process:
i)
ii)
Personal Interview
General Topics
Technical
Reference Checks

iv) CAE Aircrew Selection System (CASS)
2.7 TRAINING CENTRE
All training centres used by IndiGo will be DGCA approved. The training
centres will follow IndiGo SOPs and impart Training as per IndiGo Training
Manual. DGCA approval has been obtained for the following training centres
for Dry and Wet training.
D-2-17
Effective 09-Jul-14
Pilots possessing Indian CPL or higher category licence, FRTO,

COP / RTR, IR and current Medical. Total flying experience of
3000 hours including First Officer experience of 1000 hours
on commercial multi-engine turbo prop or 2000 hours on
non-commercial multi engine turbo prop or 1500 hours
accumulated flying experience (of which 250 hours on any
multi-engine aircraft).
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a)
CHAPTER 02
Airbus/ CAE training centres

i)
Airbus/CAE,DUBAI
ii)
AIRBUS/CAE,MADRID
iv) CAE, BURGESS HILL, U.K.

v)
CAE,KUALALUMPUR
vi) CAE, BANGALORE

vii) CAE, CSTPL-NOIDA.
b)
Alteon U.K.
c)
GECAT
d)
CTC, UK (PIC upgrade only)
e)
FSTC Flight Crew Simulation Center, Gurgaon
All training devices will be checked periodically either by the competent State
Authority or by an IndiGo Examiner.
Manufacturer FCOM, FCTM, QRH and other reference documents will be
used for training at all training centres. Differences with IndiGo S.O.P.s and
IndiGo fleet type will be highlighted by the use of appropriate document as
provided by IndiGo.
2.8 FLIGHT CREW TRAINING AND CHECKING PROGRAM
Training and Evaluation for pilots shall be conducted as per the approval /
acceptance by the Regulator Authority.
It shall be ensured that the Trainers, Training Devices including Simulator
(Level C/ D), Equipment and Course material are Standardized and Certified
by the Regulatory Authority and the Organisation.
Manoeuvres are trained to proficiency and perfection till the flight crew
achieves desired standards.
Remedial training syllabus is decided in consultation with the trainer. After
the flight crew is trained to proficiency that he is planned for evaluation and is
cleared once required standards are achieved.
Various Crew training & checking program are as follows:
D-2-18
Effective 09-Jul-14
iii) CAE,BRUSSELS
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CPL to A 320 Bridge Training

A 320 Transition Training
A 320 Type Rating / Command Upgrade Training
A 320 Recurrent Training
Jet Familiarization Entry Level Training
Low Visibility Operations
Specialized Training( EDTO, RVSM, RNP, RNAV, Jet Upset recovery
Training , GPWS/CFIT)
i) Dangerous Goods
j) CRM
k) AVSEC
All specialized Training will be covered as a part of Initial and Annual
Recurrent Training program, once every three years. Such training and
evaluation will include knowledge and conduct of associated procedures
response to system warnings.
2.8.1
2.8.1.1
Ground Training
Ground Instructor
a) Functions
i)
To provide initial ground training in the aeronautical knowledge areas

required for the issuance of a Student Pilots Licence, Private Pilots
Licence, Commercial Pilots Licence, Airline Transport Pilots Licence,
Flight Dispatcher Approval/Licence & type rating
ii)
To provide recurrent ground training in the aeronautical knowledge areas

required for of Private Pilots Licence, Commercial Pilots Licence, Airline
Transport Pilots Licence, Flight Dispatcher Approval/Licence, etc.
iii) For operators engaged in commercial operations, ground instructors are

also required to conduct training, as applicable, on following:a)
Review of aircraft systems & procedures specific to the aircraft type.

(Normal, Alternate, Abnormal & Emergency procedures.
b)
Performance, Navigation and Flight Planning
c)
Specialised Operations Training to include (as applicable) TCAS,

EGPWS, RVSM, RNAV/RNP, EDTO, CAT-II/III, Cold weather
operations, High Latitude (Polar) Operations, MNPS, CANPA, etc.
D-2-19
Effective 09-Jul-14
a)
b)
c)
d)
e)
f)
g)
h)
FLT.OMD
ISSUE II, REV 04
d)
CRM / ALAR / CFIT / Dangerous Goods / Human Factors / Security,

etc.
e)
Review of circulars, New Standing Orders, New CARs and Air

Safety Circulars pertaining to Flight Operations.
ELIGIBILITY
To be eligible for issuance of the Ground Instructors Approval, a person

shall possess the following qualifications:i) He shall be at least 21 years of age;
ii) He shall be able to read, write, speak, and understand the English
language.
iii) The applicant for Ground Instructor shall at-least be an engineering
graduate in aeronautical / mechanical / electrical / electronic / communication
/ computers stream from a recognized Board/University.
iv) Qualified pilot / flight navigator / flight engineer / flight dispatcher /with
minimum of five (05) years of relevant experience including instructional
experience shall also be eligible for ground instructor.
v) Subject Matter Experts (SMEs) in specialized fields e.g. dangerous goods
/ CRM / FOQA, etc., with minimum of ten years of relevant experience shall
also be eligible for ground instructor in relevant fields.
vi) Approved Ground Instructor / Flight Instructor of Defence services.
vii) Air Traffic Controllers, who have undergone a Course equivalent to
Aerodrome officers course from Civil Aviation Training College, Allahabad,
with five years ATC experience.
c)
TRAINING REQUIREMENTS
On fulfilling the eligibility requirements specified in above, the trainee ground

instructor shall undergo following training:i)
Regular ground classes
ii)
In-flight familiarization (As applicable)
iii) Mock-up stand-up lectures

D-2-20
Effective 09-Jul-14
b)
CHAPTER 02
FLT.OMD
ISSUE II, REV 04
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iv) Observe the conduct of class room session

v)
Undergo manufacturers approved CBT course
On satisfactory completion of requirements specified above, the

operator/organization employing the candidate shall recommend the name of
candidate to DGCA, FID along with requisite documents in support of the above.
The recommendation shall be enclosed with a certificate from a DGCA approved
Ground Instructor on the following aspects of test / training:
Pass a knowledge test on the aeronautical knowledge areas specific to

the field type of aircraft;
The learning process;
Elements of effective teaching;
Student evaluation and testing;
Course development;
Lesson planning; and
Classroom training techniques.
d)
ORAL EXAMINATION
After successful completion above requirements, the applicant Ground

Instructor shall be subjected to an oral examination by a DGCA board.
Approval of the Ground Instructor shall be given by Flight Inspection
Directorate, DGCA for Technical/Performance Instructor on Specific Aircraft
type/General Aviation subjects as applicable.
e)
RECENCY REQUIREMENTS
A Ground Instructor shall be required to undergo the following recency

training if he/she has not conducted class room training for Flight Operations
personnel for a period specified as under :Exceeding six months but not exceeding two years i)
Shall undergo refresher training

D-2-21
Effective 09-Jul-14
vi) Undergo a satisfactory internal assessment by the organization with

written test by a DGCA approved Ground instructor.
FLT.OMD
ISSUE II, REV 04
ii)
CHAPTER 02
Shall conduct training for re-currency under supervision of DGCA

approved Ground Instructor.
iii) Shall undergo CBT Training / attend class room lectures / hands-on
practice of computer based applications provided by manufacturers
GENERAL REQUIREMENTS
i)
For specialized operations viz. EDTO, MNPs, RNAV / RNP / RVSM /

CAT- II/III Operations / EGPWS etc. approval as instructor shall be
granted only on successful completion of relevant approved course
to DGCA approved Ground Instructors.
ii)
IndiGo will not /nor may any person serve as a Ground Instructor
unless that person has been approved by the DGCA.
iii) IndiGo should ensure that all Ground Instructors undergo periodic
training courses to continuously enhance their knowledge and to
keep them abreast with latest industry best practices
2.8.1.2
Ground Induction Training Syllabus Pilots With
Experience And Qualifications
a)
CATEGORY (I)
Varied
A320 RATED NATIONAL COMMANDERS
(4 Days)
NOTAC/C-NOTAM/OPS Notices
Weight & Balance
(Manual/ Computerized / ACARS Load & trim Sheet)
Company Ops Manual
Flight Safety
Computerized Flight Planning & Flight Release
RVSM & RNP Operations, Jet upset/recovery
Safety Management System
Wind shear avoidance and recovery from predictive and actual

wind shear terrain awareness procedures and manoevours
D-2-22
Effective 09-Jul-14
f)
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
OCC visit & Familiarization with departments
Crew Scheduling & FDTL
Wx Radar, T2CAS, ACARS & MEL including Tech Notices)
Company Ops Manual
COM Test & Debrief
Flt Ops Management (Fuel saving, tankering & Ops support

policies )
Adverse weather-Monsoons & All weather Operations

CLD (Voice & Grooming)
03 hrs.
Note: All A320 Type rated Pilots inducted are scheduled for A320 Annual
Refresher Training during the following week of the training promulgated above. In
addition to Performance and Technical training they are also imparted the
following;
Rated Examiner/ Instructor may be exempted from the Refresher if they

have their Refresher valid.
b)
CATEGORY (II)
A 320 TYPE RATED FIRST OFFICERS
INCLUDING SENIOR FIRST OFFICERS
Same as that for A- 320 Type Rated Commanders
c)
CATEGORY (III A) A 320 TYPE RATED CO PILOTS WITH NO

COMMERCIAL EXPERIENCE (JUNIOR FIRST OFFICERS)
DAY 1:
Subject
General Aircraft Performance
A320 Performance
Limitations, Take off performance
Description, MTOW calculation
DAY 2:
Chart
Take off performance- Flex calculation, wet &

contaminated runway
Use of QRTs.
Landing
Performance
Dispatch
requirements, RLD, ALD calculation
D-2-23
Effective 09-Jul-14
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
ALD with manual brakes, auto brakes and

Auto land- No failures
ALD with abnormal procedures, Approach
Climb Limiting weight
DAY 3:
Flight
PlanningDetailed,
Quick
Determination, Integrated Cruise Alternate
Planning, Conversion Ground to Air distance,
Fuel tankering.
Special Operations- Flight with Gear Down,
W/O pressurization, PBN
RVSM, Narrow Runway Ops
In Flight Performance - Ops data, thrust
ratings, climb, cruise descent
Holding, in cruise Quick check, Cost Index
Single
Engine
OperationsDiversion
strategies, gross & net ceilings, In
cruise Quick check.
DAY 4 to 6:
Technical Systems, MEL & CDL, Wx Radar,

T2 CAS, ACARS operation
DAY 7
ICAO documents, FAR and JAR Regulations

Air Traffic Services: Air space classification,
separation, crossing of ATS
Routes, wake turbulence,
Procedures,
Flight
and Alerting services
AOM, Radar
Information
DGCA Documents: Relevant CARs, AICs and

Ops & Safety Circulars
AAI Documents: AIP (India) Volume I & II and
supplements
Meteorology: Company set up, All weather
operations
DAY 8:
Company Ops Manual
D-2-24
Effective 09-Jul-14
Flight Planning Fuel Policy, Optimum & Max

Altitude
FLT.OMD
ISSUE II, REV 04
DAY 9:
CHAPTER 02
Company Ops Manual

Runway Markings & Lighting systems and
Aerodrome aids
DAY 10:
Company Ops Manual

NOTACs, C NOTAMs,
Crew Scheduling and roster procedures at

IndiGo
DAY 11:
Jeppesen Manual: Route & Approach charts,

SIDs & STARS
Company Dos & Donts
Communications
COM Test & Debrief
DAY 12:

Weight & Balance: Manual, computerized &
ACARS load sheet
CLD: Voice Training and Grooming
DAY 13:
CRM
Flight safety
Flight Dispatch:
Flight Release,
NOTAMs and Dispatch Procedures
DAY 14:
DGR
DAY 15 to 20: (06 days)
Aviation Security
d) CATEGORY IV:
Day 1:
OFP,
A 320 RATED EXPAT COMMANDER

NOTAC/C NOTAM/Ops Notices
Company Ops Manual Weight & Balance
(Conventional, Computerised & ACARS Load
Sheet Computerised Flight Planning & Flight
Release
D-2-25
Effective 09-Jul-14
Company Circulars
Ops circulars
FLT.OMD
ISSUE II, REV 04
Day 2:
CHAPTER 02
Company Ops Manual

Familiarization
OCC Briefing &
Crew Scheduling, Roster system & FDTL
DAY 3:
Company Ops Manual

ATC Regulations & RT Procedures
DAY 4 :
Company Ops Manual

Flight Safety, Flight Operations Management
DAY 5:
Revision COM
Scrutiny of Documents
Proceed to DGCA (Around 1300 hrs.)
DGCA Oral Test
Note: All A320 Type rated Expat Pilots inducted are scheduled for A320 Ground
Refresher Training during the following week of the training promulgated above. In
addition to Performance and Technical training they are also imparted the following;
a)
b)
c)
d)
e)
Adverse Weather-Monsoons & All weather Operations

Turn backs and Decision making
Safety and Emergency Procedures
CRM and SOP
-01 Hr
-01 Hr
-02 Hrs
04Hrs
CATEGORY V & VI: A 320 Non Rated Commanders and First

Officers (Transition Training)
Day 1-4
-
Aircraft General Performance
A 320 Aircraft Performance

Operating Limitations, Various Operating Speeds.
Take off Performance ROW charts (Temp & Weight Entry) Wet &
Contaminated runway, MEL & CDL dispatch, MTOW and Flex
Calculation procedure, Use of QRTs
D-2-26
Effective 09-Jul-14
Wx Radar, T2CAS, ACARS & MEL (Including

Technical Notices)
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
Landing Performance, Landing with In flight failures, MEL/ CDL

dispatch Special Operations, Flight Planning, In flight performance
Single Engine Operations / Engine Dual failure
Discussion on QRH and FCOM bulletins & Revision on Performance
Adverse weather-Monsoon operations, All Weather Operations & Met

briefing Load & Trim Sheet explanation Flight Dispatch Procedure,
Flight release, Operational Flight Plan Jeppesen Airway Manual,
Enroute & Approach Charts, SIDS & STARs
Day 5
Technical Systems, Cockpit Layout.
Note: Post CCQ Training and type rating on A 320, these pilots undergo Induction
Training for three days as applicable to Type rated Commanders or Co-pilots .
f)
CATEGORY VII : PIC UPGRADE /CAPTANCY DEVELOPMENT

COURSE
Day 1
Golden Rules, Operations Philosophy, Decision making as

a PIC, ECAM handling procedure, etc.
Day 2:
CLD Workshop
management.
Day 3:
Communication, Voice Training, grooming and ATC visit.
(Full
day)
Soft
skills
and
conflict
In addition will undergo extended refresher of 40 hrs.
2.8.1.3
a)
Ground Training and Evaluation
Recurrent Ground Training
All the Pilots are required to undergo a recurrent ground training course once a
year. The mode of training will be classroom and/or Computer Based Training or
any other approved method.
At the conclusion of any recurrent training curriculum, the individual involved
should be able to successfully demonstrate his knowledge of systems and
procedures, performance and flight planning company policies and procedures
etc. by correctly answering 70% of the questions.
D-2-27
Effective 09-Jul-14
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
b) Subjects to Be Covered In Ground Training

Refer Ground Training Syllabus
The Ground Training Syllabus Flight Operations Manual contains details

of Class room program and lesson plan.
c)
Methodology for Conducting Recurrent Ground Training

Prior to the commencement of any recurrent session, the participant is
subjected to an initial written test. This test is usually a time bound On-Line
test attempted prior to the commencement of the refresher. Based on his
performance in the Test as well as his past performance during his previous
Refresher Course(s), the Instructor identifies his areas of weaknesses and
covers them in the recurrent course. A final Written TEST is conducted at the
end of the Course. The Test consists of questions that have multiple-choice
answers. Question paper may be given based on the qualification of the pilot.
First officer, PIC and Trainer may be given different papers since they are at
different levels of learning. The technical questions are a Mix from CBT
presentation as well as from the Description /Limitations, as given in the
FCOMs. It ensures pilots awareness and knowledge about generic as well as
IGO specific fleet features. The duration of the technical test is 01:00 hour
and for performance test is 01:30 hours. The Pass marks are 70%. The Test
is followed by a Debriefing session for duration of 00:30 hour, where
questions marked wrong by each pilot, are discussed.
Airbus FCOMs, QRH, FCTM, AFM, other Airbus Supporting Documents and
IndiGo S.O.Ps will be referred to while conducting the refresher training.
The syllabus will be revised on a need basis. The review process will include
questionnaires and feedback from Trainers, Trainees and Post Evaluation
feedback. The philosophy behind the review is to collect data, identify areas
of weakness and cover them during the refresher.
2.8.1.4 Unsuitable Or Failure Cases

The pilots who are unable to clear the Test in the first attempt are given
additional training in the weak area(s), and subjected to a Re-test. Case of
D-2-28
Effective 09-Jul-14
Note: The duration of annual ground refresher training shall be at least 32 hours of
training and in case of extended ground refresher (as prescribed for PIC upgrade and
break in flying) at least 40 hours of training.
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
failure in the second attempt is brought to the notice of Chief Pilot (Training)
for further necessary action.
2.8.1.5 Crew Resource Management (CRM) / Human Factors
Objectives of Human Factors/CRM training
Flight crew members complete training in CRM skills, which may be

accomplished as part of ground , simulator, aircraft and or line training as
applicable.
The objectives of Human Factors / CRM training are as follows:
a) To enhance crew and management awareness of human factors which

b)
c)
d)
e)
could cause or exacerbate incidents which affect the safe conduct of air
operations.
To enhance knowledge of human factors and develop CRM skills and
attitudes which when applied appropriately could extricate an aircraft
operation from incipient accidents and incidents whether perpetrated by
technical or human factor failings.
To use CRM knowledge, skills and attitudes to conduct and manage
aircraft operations, and fully integrate these techniques throughout every
facet of the organisation culture, so as to prevent the onset of incidents
and potential accidents.
To use these skills to integrate commercially efficient aircraft operations
with safety.
To improve the working environment for crews and all those associated
with aircraft operations. Joint CRM will be conducted in accordance with
the required regulation from the State regulator ( CAR Sec. 8 , Series F
Part II)
CRM training will be conducted by DGCA approved CRM facilitators from

Flight Operations / In Flight Department.
Duration of CRM Training:
For Initial
6hrs X 2Days= 12hrs
For Recurrent
5hrs X 1Day= 5hrs
2.8.1.5.2 Introduction to the CRM Training Modules

The modular CRM training programme will cover all major elements of CRM
training and will be covered over a period not exceeding three years.
D-2-29
Effective 09-Jul-14
2.8.1.5.1
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
Human error and reliability, error chain, error prevention and

detection;
b)
Company safety culture, SOPs, organizational factors;
c)
Stress, stress management, fatigue and vigilance;
d)
Information acquisition and processing, situation awareness,

workload management;
e)
Decision making;
f)
Communication and coordination inside and outside the cockpit;
g)
Leadership and team behaviour, synergy;
h)
Automation and philosophy of the use of automation (if relevant

to the type);
i)
Specific type-related differences;
j)
Case based studies;
k)
Additional areas which warrant extra attention, as identified by

the accident prevention and flight safety programme.
Fleet Captain, Training (Simulator) shall be assigning a Chief
CRM co-ordinator
who will be responsible for contents development and periodic review of CRM
Module.
The following table indicates elements of CRM to be included in each type of
training.
Core Elements
Human error and

reliability, error
chain, error
prevention and
detection
Company safety
culture, SOPs,
organizational
Introductory
CRM Course
Operators
conversion
course when
changing
type
Operators
conversion
course when
changing
operator
In depth
Overview
Command
course
Recurrent
training
Overview
In depth
Not required
D-2-30
In depth
Effective 09-Jul-14
a)
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
factors
Not required
Information
acquisition and
processing,
situation
awareness,
workload
management
Decision making
Overview
Communication and
coordination inside
and outside the
cockpit
Overview
Leadership and
team behaviour,
synergy
Automation and
philosophy of the
use of automation
(if relevant to the
type)
In depth
As required
As required
Not required
Specific typerelated differences
Case based studies
As
Required
In depth
In depth
In depth
In depth
In depth
As
appropriate
Note: Joint (combined) CRM with the flight and cabin crew shall be carried out not later than
2 years from the Introductory CRM course. Recurrent training shall be carried out annually.
D-2-31
Effective 09-Jul-14
Stress, stress
management,
fatigue and
vigilance
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
2.8.1.5.3 Selection for CRM Facilitator
a)
Attributes:
b) The selection criteria
i)
Candidates will be required to send in a 5-6 slides Power point

presentation on any CRM related topic.
ii)
Selected candidates from above will do a mock presentation on the

PPT submitted, to assess:
Ability to deliver the content

Audience appeal
Ease with answering questions / handling objections
iii) Candidates making the grade will be invited for a panel interview to
assess
c)
Whether he/ she is a team player

Whether he/ she shares the same vision
The selection panel
It will include Fleet Captain (Training), Fleet Supervisor (Training) & Chief
CRM co-ordinator and other person appointed by Fleet Captain (Training).
After selection as CRM facilitator they will undergo training on facilitation skills
followed by observing 2 classes under a Facilitator and then conduct at least
1 class under the observation of DGCA approved CRM facilitator.
Fleet Captain, Training (Simulator) shall be responsible for selection and
standardization of CRM facilitators.
2.8.1.6 Emergency and Safety
Emergency Equipment
Equipment
Checking
and
Training
The Company ensures that each flight crewmember undergoes training on

the location and use of all emergency and safety equipment carried.
D-2-32
Effective 09-Jul-14
Good Communication Skills, Good Observer, Active listener, Should be a

good team player and make others comfortable in the group and should be
willing to enhance their knowledge by devoting time on the subject and the
training process.
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
Emergency and safety equipment training is part of conversion and recurrent

training.
a) The SEP training programme may be combined with safety and
b) Every year, Safety and Emergency procedures will be reviewed and must
include:
i)
ii)
iii)
iv)
c)
Actual donning of a lifejacket where fitted;

Actual donning of protective breathing equipment where fitted;
Actual handling of fire extinguishers;
Instruction on the location and use of all emergency and
safety equipment carried on the aeroplane;
v) Instruction on the location and use of all types of exits; and
vi) Security procedures.
Every 3 years, the programme of training must include the following:
i)
ii)
Actual operation of all types of exits;

Actual Demonstration of the method used to operate a slide
where fitted;
iii) Actual fire-fighting using equipment representative of that
carried in the aeroplane on an actual or simulated fire except
that, with Halon extinguishers, an alternative method
acceptable to DGCA may be used;
iv) The effects of smoke in an enclosed area and actual use of all
relevant equipment in a simulated smoke-filled environment;
v) Actual handling of pyrotechnics, real or simulated, where
fitted; and
vi) Demonstration in the use of the lifejackets-raft(s) where fitted.
The period of validity of Safety Emergency Procedures training is 12 calendar
months from the expiry date of the previous emergency and equipment training. If
issued within the final three months of validity of a previous emergency and safety
check, the period of validity shall extend from the date of issue until 12 months
from the expiry date of that previous SEP check.
Emergency and safety training may take place in conjunction with cabin crew
undergoing similar training on the location and use of all emergency and safety
equipment carried, with emphasis on co-ordinated procedures and two-way
communication between the flight deck and the cabin.
D-2-33
Effective 09-Jul-14
emergency equipment checking and shall be conducted in an aeroplane

or a suitable alternative training device.
FLT.OMD
ISSUE II, REV 04
2.8.2
CHAPTER 02
Pilot Training And Qualification
a) Pilot Training shall include:

i)
2.8.2.1 Simulator Training

Flight Crew will undergo training which will include demonstration of competence
in normal and non-normal procedures and procedures to include as a minimum,
rejected take off , emergency evacuation , engine failure, windshear avoidance
and recovery from predictive and actual wind shear, terrain awareness procedures
and manoeuvres and / or those procedures and manoeuvres specified by the
Company/Authority for the following
i)
ii)
iii)
iv)
v)
Type Rating / Endorsement

Transition/ Conversion
Upgrade to PIC
Re-Qualification
Recurrent Training
Exercises/Maneuvers are to be briefed in details before the simulator session.

Thereafter, the trainee will execute the exercises as decided by the trainer. In
case the performance is not up to the required standards, in a given exercise, the
trainer will debrief and make the trainee repeat the exercise. If the performance on
second attempt is below desired level, the trainer will de-brief/assist/demonstrate
the exercise. In case the trainee fails to perform satisfactorily on third attempt, the
D-2-34
Effective 09-Jul-14
Pilot Monitoring/Pilot Flying and other flight crew division of duties(

Task Sharing)
ii) Positive Transfer of aircraft control
iii) Consistent Check List philosophy
iv) Emphasis on a prioritization of Tasks (Fly, Navigate ,
communicate)
v) Proper use of all levels of Automation
b) The Pilot flight crew members shall complete an evaluation that includes a
demonstration of knowledge of the operations as part of the Air
Operators certificate and such evaluation shall include a demonstration
of knowledge of
i) Approaches authorised by the authority
ii) Ceiling and visibility requirements for take-off , approach and
landing
iii) Allowance of inoperative ground components
iv) Wind limitations ( Cross winds, Tail winds, if applicable head
wind)
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
trainer will discontinue the training and recommend a corrective simulator session
in consultation with the training department.
To bring about parity in training and evaluation, the trainers shall administer
standardized and appropriate simulated aircraft, weather and environmental
conditions. These shall be revised on yearly basis and placed in the Simulator
Training form mentioned below.
Training form IGO/OPS/FORM/TRG/11 in accordance with DGCA requirements
covering training aspect and recency.
Trainer shall ensure minimum serviceability levels of training devices in
accordance with available Simulator allowable deficiency list (ADL) such that it
does not adversely affect training, evaluation and/or safety
2.8.2.2 Conversion Training
A flight crew member completes a Type Rating course which satisfies the
requirements applicable to the issue of Flight Crew Licences when changing from
one type of aeroplane to another type or class for which a new type or class rating
is required.
2.8.2.3 A 320 Type Rating / Endorsement Course
Pilots will undergo training as stipulated in DGCA CAR, Section 7, Flight Crew
Standards, Training and Licensing, Series B Part XIX. Entry level Training(Multi
Crew Cooperation /or Jet Familiarisation) and Standard Airbus Transition Course
modified to comply with CAR, Section 7, Flight Crew Standards, Training and
Licensing, Series B Part XIX will be conducted under Airbus/CAE TRTO or any
other DGCA approved TRTO.
Prior to undertaking the standard transition course, pilots with no Previous JET
and Multi Crew experience will undergo Entry level Training (ELT) consisting of
Jet familiarization and Multi crew cooperation. Pilot with no Jet experience and
only multi crew experience will undergo the Jet Familiarisation course.
D-2-35
Effective 09-Jul-14
The assessment during check is conducted on the exercises that are part of the
training syllabus and pilots proficiency is assessed on overall performance. In
case trainer finds that the trainee has not performed any particular exercise within
the limits, the trainee shall be given second (final) chance to perform to the
required standards.
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
The Entry Level Training / Multi Crew Cooperation A320 enable low experience
pilots to acquire the professional level to undergo an A320 type rating in the most
favourable conditions.
The course also ensures learning MCC.
Commercial Pilot License or higher category of license with

Instrument Rating Multi Engine.
Fluency in English.
Flight experience:
-
200 hours,
100 hours as Pilot in command (PIC),
Multi engine /instrument rating
The Jet FAM course presents the particularities of a Jet category aircraft in terms
of systems and performances.
In addition, a synthetic flight-training device representative of Fly by wire Airbus
aircraft is used to present the handling characteristics in a realistic environment.
i)
PIC Prerequisites
Previously qualified on JAR / FAR 25 aircraft and commercial operations.
ii)
Valid and current ATPL

Fluent in English
Flight time:
1 500 hours as pilot
-
1 000 hours on JAR / FAR 25 aircraft
200 hours experience as airline, corporate or military

transport pilot.
First Officer Prerequisites:

Previously qualified on JAR / FAR 25 aircraft and commercial operations.
Valid and current CPL with IR

Fluent in English
D-2-36
Effective 09-Jul-14
Minimum prerequisites to enter an ELT MCC:
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
Flight time:
500 hours as pilot
-
300 hours on JAR / FAR 25 aircraft
200 hours experience as airline, corporate or military
The Type Rating Training syllabus being followed shall in no case be less than
what is being followed by the TRTO as per syllabus prescribed by the
Contracting State.
After First Officer endorsement (type-rating) on your DGCA India license,
trainee will be required to undergo a minimum of 06 To/Landigs during
familiarization aircraft training followed by a release route check for P2 (SIC)
release, before exercising the privileges of the type rating.
Training at all centres will be carried out as per IndiGo Training Manual and
IndiGo SOPs. The Trainers will be briefed on IndiGo procedures and the
differences with the IndiGo fleet type. The TRTO will ensure that all trainees
are briefed adequately so as to maintain standards desired by IndiGo.
2.8.2.3.1 ELT- Multi Crew Co-Operation + Jet FAM
(a) Ground Instruction
Technical training.........................................................12.50
Aircraft System...............................................................05.00
Performances.................................................................04.00
Jet Handling ................................................................02.00
Jet Aerodynamics.........................................................01.00
Weather ......................................................................00.50
Crew Concept ..............................................................26.00
Total...............................................................................38.50
(b) Simulator Instruction

PF .................................................................................16.00
PNF ..............................................................................16.00
Total FNPT....................................................................32.00
(c) Total Training
- Ground Instruction........................................................38.50
- Simulator Instructor.......................................................32.00
-
D-2-37
Effective 09-Jul-14
transport pilot.
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
Total................................................................................70.50
2.8.2.3.2 ELT- Jet FAM Course
Jet aircraft system
High altitude
Performances
-
Jet Handling.06:00
FNPT104:00
FNPT204:00
FNPT304:00
2.8.2.3.3 Standard Transition with MFTD

(a) Airbus/CAE approved training centres with MFTD
Ground training course
The pilots under training should undergo ground training as below:
-
Ground school.15 Days

Trainees welcome & Welcome briefing02:30
CBT: Aircraft systems presentation..19:00
CBT : Self-study.13:00
Performance :. 07:00
Systems test & debriefing :......04:00
Performance test & debriefing :...02:00
APT Trainer A / B / C sessions: 3 x 1 hour..03:00
APT Trainer 1 to 9 sessions : 9 x 4 hours36:00
APT Trainer 9 debriefing : 0.5 hour00:30
FMGS differences:
-
FM1 (Honeywell) to FM2 (Thales) * 2.00 of CBT

FM2 (Honeywell) to FM2 (Thales) * 1.00 of CBT
ENGINE differences:
CFM to IAE 01:00 of CBT
(b) Training For Approved Training Centers Without MFTD

Ground Training Course
The pilots under training should undergo ground training as below:
-
Trainees welcome & Welcome briefing.02:30

D-2-38
Effective 09-Jul-14
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
FMGS differences:
- FM1 (Honeywell) to FM2 (Thales) * 2.00 of CBT
- FM2 (Honeywell) to FM2 (Thales) * 1.00 of CBT
- ENGINE differences:
- CFM to IAE 01:00 of CBT
FMGS Trainer Sessions - 4 : 09:00 (3x2:00+3:00)
ECAM Trainer Sessions - 3 : 06:00 (3x2:00)
(c) AIRBUS / CAE TYPE RATING TRAINING COURSE
(i)
SIMULATOR TRAINING SYLLABUS
After satisfactory completion of above Ground Training Course, all pilots

under training should undergo the following Simulator Training:
FULL FLIGHT SIMULATOR
PF Hrs
PNF Hrs
FFS
: 7 Sessions
14
14
LOFT FFS
: 1 Session
SKILL TESTS FFS

Skill Test I: (CAT D SIM)
SIM Check including CA 40 (Day ) : 1 session
Skill Test II: (CAT D SIM) CA40 (Night) +
IR/PPC #
: 1 session
D-2-39
Effective 09-Jul-14
CBT: Aircraft systems presentation19:00

CBT: Self-study...13:00
Performance:07:00
Systems test & debriefing:........04:00
Performance test & debriefing:02:00
APT Trainer A / B / C sessions: 3 x 1 hour...03:00
APT Trainer 1 to 9 sessions: 9 x 4 hours.36:00
APT Trainer 9 debriefing: 0.5 hour.00:30
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
PIC will do 6 take off and landings by day and 6 by night

First Officer will do 3 take off and landings by day and 3 by night
# PIC will also do a Right Seat Qualification exercise in this session
2
(d) CAE, Brussels type rating training course

th
(DGCA Approval letter No.Av.22012/2/2006-FID date 14 Jan.08)

(e) SIM Centre type rating training course
(i)
Ground Training Syllabus

The theoretical knowledge training consists of integrated training
using:
General Operation Subjects
8:00 hours
Aircraft Systems
55:00 hours
Systems Integration
20:00 hours
83:00 hours
Test at the end of the course.

Total Duration of Ground Training
(ii) Simulator Training Syllabus
Simulator Training Syllabus On FFS (Including Normal and
Emergency Phase):
Flight Simulator
As a Crew
PF
(Hours)
PM
(Hours)
Total Time
PF
(Hours)
2.0
2.0
2.0
Simulator Module No. 2
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
D-2-40
Effective 09-Jul-14
w Visibility and All Weather Training ( As per latest

regulatory CAR from time to time).
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
Total
16.0
16.0
16.0
Skill Tests Ffs (Simulator Module No. 9)

PF (Hrs)
PNF (Hrs)
SIM Check including CA 40 (Day #)

02:00
02:00
:1 session
Skill Test II: (CAT D SIM)#

CA40 (Night) + IR/LR
02:00
02:00
: 1 session
PICs will do 6 take off and landings by day and 6 by night

First Officer will do 3 take off and landings by day and 3 by night
# PICs will also do a Right Seat Qualification exercise in this session
AWO/LVO : (CAT D SIM)#

AWO
04:00
LVO
04:00
:2 session
2.8.2.4 Zero Flight Time Base Training Description

ZFTT refers to an approved training course carried out on a Level D simulator
without the need for base training on completion of a type endorsement on jet
aeroplanes. The minimum experience requirements for flight crew entering a
ZFTT course are 500 hours PIC/co-pilot on commercial jet aeroplanes. ZFTT
can be utilised to conduct Base Training prior to Aircraft Familiarisation flight.
D-2-41
Effective 09-Jul-14
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
The session briefing should include exterior inspection (Video or

PowerPoint presentation or FCOM description).
The trainee occupies his respective seat while the Examiner/Instructor is

in the other seat.
The second trainee observes the session from the jump seat.
A minimum of 6 Take-Offs and 6 manual Full Stop Landings in varying

winds, turbulence, RWY status and visual conditions (A.THR On or Off)
are required.
TOW = MLW, except as defined for the applicable exercise.
Visual Circuits shall be flown at 1500 ft AGL. Weather is VFR with

turbulence 15%, except if otherwise specified.
Selection of APT is at the discretion of the instructor but preferably on a

limited RWY fitted with ILS, VASI and/or PAPI.
Performance to be computed by the Trainee for the applicable RWY

conditions / ATIS at MTOW and TOW = MLW
Remaining time may be devoted to repeat patterns as required.
2.8.2.5 CCQ Training Program A330 / A340 To A320

DGCA has approved the following CCQ program for IndiGo for A320 type
rating for pilots experienced on A330 or A340 aircraft vide letter
th
no.AV22012/6/2009-FID dated 28 July 2009.
(Refer Next Page)
D-2-42
Effective 09-Jul-14
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
2.8.2.5.1 Pre-Requisite Qualifying Experience Matrix

S
Crew
Duty
Airbus N
Experience
o
FBW
EFIS Aircraft
Experience
LDG
S
Single
Long
Aisle
Range
FBW
A/C
B777
CRJ
ERJ
A300
A310
etc.
/
/
/
/
Aviati
on /
ATR
42 /
ATR
72
Total PIC
(Including
U/S & SLF)
Multi
Engi
ne
Jet
All
Type
Multi
Engi
ne
EFIS
Jet
All
Type
1.
PIC
500
150
50
N/A
N/A
1500
2500
N/A
N/A
2.
PIC
Nil
150
50
2000
3000
2000
3000
1500
2000
3.
Co- Pilot
Nil
150
25
1000
1500
N/A
2500
N/A
N/A
4.
Co- Pilot
1000
1450
25
N/A
N/A
N/A
N/A
N/A
N/A
a) Ground Training For Derivative Aircraft A330 / A340

Ground Training for the CCQ A330 / A340 to A320 is to be undertaken at an
Airbus/CAE Training Centre. (Compliance Para 1 of DGCA Ops Cir 2 of 2008)
or any other centre approved by DGCA for CCQ training.
b) Simulator Training For Derivative Aircraft A330 / A340

i)
Simulator Training for the CCQ (A330 / A340 to A320) is to be

undertaken at an Airbus/CAE Training Centre, as per the Airbus
CCQ syllabus. (Compliance Para 2a of DGCA Ops Cir 2 of 2008)
ii)
For each pilot:

Skill Test + CA 40 A/B
Day
02:00 Hrs
IR/LR Test + CA 40 A/B
Night
02:00 Hrs
(Compliance Para 2b of DGCA Ops Cir 2 of 2008)

iii) AWO Training 01 Low Visibility Approach & Landing as required by
EU-OPS/JAR-FCL will be included in the FFS Training (Compliance
Para 2c of Ops Cir 2 of 2008)
D-2-43
Effective 09-Jul-14
Gene
ral
B-737/
Total
Experience
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
2.8.2.5.2 CA40 B (J) / CA40 A (J) Checks

-
For Commander Endorsement
CA40 B (J) test (Night Visual) shall include satisfactory completion of 6 take
offs and landings of which there shall be 2 instrument approaches on different
facilities.
-
For First Officer Endorsement

CA40 A (J) test (Day Visual) shall include satisfactory completion of 3 take
facilities.
CA40 A (J) test (Night Visual) shall include satisfactory completion of 3 take
facilities.
Licence Endorsement:
On the satisfactory completion of the above Training & Checking, licences
would be submitted for PIC or First Officer endorsement to DTL DGCA.
2.8.2.6 Type Of Variant Of Airplane On Which The Crew Member Is Certified

To Operate
(As per latest Regulatory requirement from time to time)
A320 is the base aircraft for the family of A319, A320 and A321 which are
classified in the same type rating. The pilot will be do differential training to
cover the differences from the A320 by a familiarisation course as under:
Classroom Training
i)
Technical - 04.00 hrs (CBT or Class room training)
ii)
Performance - 02.00 hrs.
Same day operations of variants of A-320 family
D-2-44
Effective 09-Jul-14
CA40 B (J) test (Day Visual) shall include satisfactory completion of 6 take
facilities.
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
Pilots who are type rated to fly A-320 variants (A318, A319, A319CJ, A320 &
A321) shall be allowed to fly the variants on same day / duty cycle provided
they have attended the differences training.
2.8.2.7 CRM Based Simulator Training
2.8.2.8 Line Oriented Flying Training (LOFT)

The use of flight training devices and flight simulators has become
increasingly important in training flight crew members. As the level of
sophistication in simulators increased, air operators have come to rely on
simulators for part or all of their flight training programs. LOFT is training in a
simulator with a complete crew using representative flight segments which
contain normal, abnormal, and emergency procedures that may be expected
in line operations.
LOFT is a useful training method because it gives crew members the
opportunity to practice line operations (e.g., manoeuvres, operating skills,
systems operations, and the operators procedures) with a full crew in a
realistic environment. Crew members learn to handle a variety of scripted
real-time scenarios which include routine, abnormal, and emergency
situations. They also learn and practice cockpit resource management skills,
including crew coordination, judgment, decision making, and communication
skills. The overall objective of LOFT is to improve total flight crew
performance, thereby preventing incidents and accidents during operational
flying.
2.8.2.8.1 Elements of LOFT
General
Certain elements about LOFT must be understood to ensure that its primary
objective, to provide realistic line-oriented training, is met. These elements
D-2-45
Effective 09-Jul-14
Cockpit Resource Management Simulator based training on the simulator

involves simulations of situations, which are a representative of line
operations. The emphasis is on situations which involve communication skills,
effective management of available resources within and outside the cockpit.
This training is a realistic, Real Time full mission training. CRM represents
scenarios of daily operations with reasonable and realistic emergencies to
provide training and evaluation of appropriate flight Deck Management
techniques.
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
apply to both Recurrent and Qualification LOFT and are described in this
chapter.
Crew Composition And Participation
Real-World Situations
LOFT should contain scenarios of real world, line operational situations,

which progress in real time. These scenarios should be representative of
flight segments where an entire en route operation is completed. In cases of
flights involving repetitive events, the en route segments may be compressed.
However, enough time should be allotted to allow crew members to become
sufficiently familiar with the scenario to ensure that if the scenario is
compressed, crew members will be able to resume or restart the scenario
without confusion.
No-Failure Training
LOFT is no-failure training, i.e. the instructor does not issue a passing or
failing grade to a participating crew member. As a LOFT scenario progresses,
it is allowed to continue without interruption so crew members may learn by
experiencing the results of their decisions. Decisions which produce
unwanted results do not indicate a training failure, but serve as a learning
experience. If the LOFT instructor identifies crew member performance
deficiencies, additional training or instruction will be provided. This training or
instruction may be in any form, including additional LOFT. Before the crew
member may return to line operations, the performance deficiencies will be
corrected and the instructor will document the training as satisfactorily
completed. The no-failure concept allows crew members to use their full
resources and creativity without instructor interference. At the end of a LOFT
session and after debriefing, the instructor certifies that the training has been
completed.
Uninterrupted Training
LOFT scenarios run full-length, with no interruption by the instructor

permitted. The effects of crew member decisions are allowed to accrue and
influence the rest of the flight. The concept is that crew members will learn
D-2-46
Effective 09-Jul-14
LOFT should take place in a line operational environment with a complete

crew. A complete crew will always be scheduled and every effort will be made
to maintain crew integrity. During LOFT, each crew member performs both as
an individual and as a member of a team, as is expected during line
operations.
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
more effectively if they are allowed to learn from their experiences, rather
than being interrupted and corrected by an instructor. In rare cases, and only
during Qualification LOFT, an instructor may choose to intervene if he
determines negative learning is taking place.
Feedback
LOFT includes feedback to crew members on their performance in the

scenario. This takes place during the debriefing phase.
Phases Of LOFT
LOFT scenarios should contain the following phases: briefing, pre-flight

planning documents and activities, flight time, and debriefing. These are
described in the following paragraphs.
a)
Briefing. Before the flight segment begins, the instructor should brief crew
members on the LOFT scenario, including the training objectives, and the
role of the instructor (i.e., the instructor is considered not present,
except as an Air Traffic Controller (ATC) or as another ground base
entity). The role of the flight crew should be discussed in the briefing (i.e.,
flight crew members should perform their duties just as they would in line
operations).
Information about the environmental setting of the scenario should also
be discussed.
b)
Pre-flight Planning Documents and Activities. Pre-flight planning

documents (e.g., weather reports, MEL, NOTAMs and flight plans)
should be prepared with the operators particular training objectives in
mind. For example, the operator may choose to have crew members
learn how to handle unfavourable weather conditions or how to correct
improper fuel loads. Preflight activities include cockpit setup, computation
of take-off data, etc.
c)
Flight Segment. The flight segment includes taxiing, take-off, flying, and
landing. It should also include the time in which communication with ATC
and other ground agencies takes place.
d)
Debriefing. Debriefing should include feedback to crew members on their

performance. Positive comments regarding crew performance should be
emphasized in the debriefing as well as crew performance which needs
improvement. The debriefing involves instructor critiques of individual
crew members and of the crew as a team. Also, it is important that crew
D-2-47
Effective 09-Jul-14
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
members be given the opportunity to critique and analyse their own

performance and review key points of the video record, if used.
Training Hours, Recurrent And Qualification LOFT
Line-oriented flight training (LOFT) is the inseparable ally of CRM, since it

provides an opportunity to apply CRM concepts in practice, in operational
settings and in real time. LOFT consists of carefully structured scenarios
developed in flight simulators where flight crew are confronted with
operational situations where the application of sound CRM principles is the
key for a successful outcome.
CRM scenarios may develop from many sources, such as:
i)
ii)
Operational problems
-
Pre-flight, hazardous cargo, fuelling options, NOTAM
Deferred defect items
Passenger / cabin
ATC
Weight and Balance
Environmental problems
-
Weather, wind, temperature, etc.
Wet, closed runway
Runway lighting problems
D-2-48
Effective 09-Jul-14
Both recurrent and qualification LOFT sessions should be based on at least 4

hours of total crew member training activity, which should include at least 2
hours of LOFT scenarios. Reasonable amounts of time should be allowed for
problem solving (e.g., consulting minimum equipment lists and operations
manuals, preparing take-off data, as well as other crew actions which are
occasioned by the training scenario). For qualification LOFT, the 4 hours of
crew member training should include cockpit preparation, pre-flight activities,
crew briefings, and interactions with flight dispatch and other ground
agencies. All crew members participating in a LOFT session are credited with
2 hours of simulator training time.
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
iii) Equipment problem

-
Airborne equipment problem

Ground equipment
Radio aids
Support equipment
v)
Workload
Incapacitation
Distraction
Crew Composition
Recurrent LOFT requires scheduling of a complete crew which is line
qualified.
vi) Crew Substitutes

The use of substitutes is discouraged and substitution should be rare.
When the composition of the scheduled line qualified crew cannot be
maintained, the operator may use substitutions based on the guidelines
in Table below. However, the Trainer will attempt first to substitute with
another line qualified crew member. This table should be used only as a
last resort to prevent interruption of scheduled training.
Pilot In Command Position
First Officer Position
Another person of the same status for that position.
PIC1
First Officer1
Pilot Instructor
PIC1
Pilot Instructor
1-Includes those who are either line qualified or in training for the
position.
2-May act as a substitute when a line qualified crew member is not
available. The instructor should not have previous knowledge of the
scenario; however, when this is unavoidable, the instructor should not
use that knowledge to influence or direct the scenario.
NOTE: The instructor conducting the LOFT session may not act as a substitute
crew member.
D-2-49
Effective 09-Jul-14
iv) Crew Problems
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
2.8.2.9 Instrument Rating / Pilot Proficiency Checks
Simulator training during Recurrent/ PPC/IR for all performance limited

airports shall include an exercise with the following conditions Reduced
runway length to compensate for non-availability of RESA, Wet runway, Cross
wind upto15 knots & Engine failure before V1.
The Pilots are required to undergo the following mandatory Proficiency
Checks.
-
Two Local Checks (PPC) on simulator or aircraft in a period of 12

consecutive months ##
One instrument Rating check
## These checks have to be completed in such a manner that the interval

between 2 checks should not be less than 4 months and not more than 8
months. These checks shall be carried out by DGCA approved Examiner/
Instructors.
Note: - Flight Simulators approved by the DGCA and certified as per the CAR may
be used for those parts of the checks for which they are specifically approved.
D-2-50
Effective 09-Jul-14
Recurrent Training of the pilots at periodical intervals is considered imperative

and necessary to ensure standards. Pilots proficiency on type will be
checked and monitored periodically to upgrade the skills and knowledge of
the pilot to ensure that every pilot acquires and maintains the competency to
perform his functions efficiently and safely. During the recurrent training
sessions commanders will carry out additional training to qualify to operate in
either seat. In addition qualified pilots will undergo Low Visibility Operations,
RVSM and PBN, EDTO CANPA recurrent training during any one of the
recurrent training sessions. The Company shall ensure that piloting technique
and the ability to execute emergency procedures is checked in such a way so
as to demonstrate the pilots competence. Where the proficiency checks are
conducted under instrument flight rules, the Company shall ensure that the
pilots competence to comply with such rules is demonstrated to DGCA
approved Examiner/ Instructor/ Check pilot or to an examiner nominated by
DGCA including DGCA Flight Operations Inspectors.
FLT.OMD
ISSUE II, REV 04
2.8.2.9.1
CHAPTER 02
Instrument Rating Check (IRC) Renewal

A pilot is required to undergo IR Renewal Check once in every 12
months. IR Check Performa should be filled in after completion of the
Check.
IR Check shall not be carried out on Revenue flight.
IR Check may be carried out alternatively on Full Flight Simulator on

type.
Engine relight/recovery from unusual attitude, recovery from approach to

stall, will be done only on the Simulator and will not be carried out on
aircraft at any time.
IR Checks can be combined with Local Check.
Simulated engine failure on aircraft shall only be carried out at or above

500 ft. above ground or under stabilized conditions, and as laid down in
various DGCA instructions on the subject from time to time.
Instrument rating of a pilot will be renewed on simulator/aircraft as and when

the same is due for renewal. IRC is carried out once annually and PPC twice
annually. The first PPC is combined with IRC and the second PPC is done
separately.
IRC/ PPC
FSTD Training
02:00 hrs PF + 02:00 hrs PM
Check
(SIM)
02:00 hrs PF + 02:00 hrs PM
(SIM)
02:00 hrs PF + 02:00 hrs PM
(Aircraft)
01:00 hrs PF
PPC
Check
OR
Check
Upon IR Check, License will be endorsed as per latest guidelines from

regulator
2.8.2.10 Pilot Qualification to Operate In Either Seat
PICs (commanders) whose duties also require them to operate in the right hand
seat and carry out the duties of co-pilot, or PICs required to conduct training or
examining duties from the right-hand seat, shall complete additional training. This
additional training must include at least the following:
D-2-51
Effective 09-Jul-14
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
a) This training will include at least the following from right seat:
an engine failure during take-off
an one engine inoperative approach and go-around
an one engine inoperative landing
CAT II/III for PNF qualification
b) When engine-out manoeuvres are carried out in an aeroplane, the

engine failure must be simulated in stabilized flight conditions.
c) When operating in the right-hand seat, the checks required for

operating in the left-hand seat must, in addition, be valid and current.
d) The validity of RHS training shall be 12 months and may be

combined with aeroplane/FSTD training.
e)
2.8.3
The validity for the RHS check shall be 6 months and may be
combined with the PPC.
Line Training (SLF, SLF And Route Check)
LINE TRAINING POLICY

It shall be ensured that the flight crew members before starting line training
have successfully completed a proficiency evaluation administered by an
Evaluator of the Company/ Representative of the Regulator and have
demonstrated the skill and knowledge level adequate for operating the aircraft
at or above the standards stipulated in the training syllabus
Short Field: Any runway with an available landing distance of 6500ft or less.No
Line Training (SLF and PIC RCs) is permitted. Only airfield clearance RC and
Annual Line Route Checks (for cleared pilots) are permitted.
NORTH EAST REGION
Preferably, North East Region should be covered during SLF/RC for PIC upgrade
and Transition PIC.
Pilots who has not flown to North East on A 320 family (either as Captain or CoPilot) will be required to undergo one route check before operating to these
airfields.
2.8.3.1 For Line Training Pilots Have Been Categorized As Under:
a)
Category 1
Type Rated PIC
D-2-52
Effective 09-Jul-14
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
Type Rated National/ Foreign PIC, having recency in the

Previous 6 months and with prior experience of operating in India
require:
i)
06 Familiarization sectors from the observer seat.
06 SLF sectors with Trainer.
01 Line Route Check

Examiner/Instructor.
ii)
of
sectors
(PF&PNF)
with
Type rated Foreign PIC who has no Flying Experience in

India require:
-
06 Familiarization sectors from observer seat.
06 SLF sectors with Trainer.
02 Line Release Route Check of minimum 2 sectors (PF&PNF)

with Examiner/Instructor.
Note: Line training may differ depending on gap in flying and

FATA
iii) PICs with previous A320 Rating & with Recency on other Airbus
Aircraft in last 06 Months or with No Recency in Last 06 Months
require:
To be based on case to case approval by DGCA
b)
CATEGORY 2
Transition PIC
i)
Transition PIC having Airbus Command Experience other than

A320
(Refer DGCA Letter for CCQ Dt 28/07/2009) require:
ii)
06 FAM sectors from observer Seat.
06 SLF Sectors with Trainer.
02 Release Route Checks with Examiner/Instructor, Last one

with Company EXAMINER in the observer seat.
Transition PIC having Jet Transport Command Experience

require:
-
15 sectors of familiarization flying from observation seat
15 sectors SLF from Right Seat with Trainer.

D-2-53
Effective 09-Jul-14
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
01 Route Check of 2 Sectors from RHS with EXAMINER for

starting SLF from LHS
SLF from Left Seat with Trainer.Trainee should have total

100 Hrs. of Line training.
10 Route Checks, each of 2 sectors. Of these minimum 5

Checks are to be by Night, Last two checks to be conducted
by two different Examiners.
Company Release route Check with Company Instructor/

Examiner in the observer seat upon endorsement
iii) Transition PIC having Turbo Prop Command Experience

require(Base Training Required):
c)
15 sector SLF from Right Seat with Trainer.
01 Route check of 2 sectors from RHS with EXAMINER for

starting SLF from LHS
SLF from left seat with Trainer. Trainee should have total 150
Hrs.
10 Route Checks each of 2 sectors. Of these minimum 5

Checks are to be by Night, Last two checks to be conducted
by two different Examiners.
Company Release route Check with Company Instructor/

Examiner in the observer seat.
CATEGORY 3
Type Rated Co pilots
iv) A320 Rated First Officers having recency on type in the
Previous 6 months require:
-
15 sectors of right seat SLF with Trainer.
01 Release Route Check of 02 sectors with Examiner/Instructor.
v)
First Officers with Previous A320 Rating & with recency on

other Airbus Ac in previous 6 months (A320 REACTIVATION)
require:
04 Sectors of Familiarization.
D-2-54
Effective 09-Jul-14
FLT.OMD
ISSUE II, REV 04
01 FFS Session of 04 Hrs. & 02 FFS Sessions (IR/LR Training &

IR/LR Check) by EXAMINER
08 Sectors of SLF/SLF with Trainer.
SLF Sectors for Senior First Officers Category 06 can be

combined.
02 Line Checks of 02 Sectors each with Examiner/Instructor.
02 Release Route Checks (1 by Day & 1 by Night) of 02 sectors

each with EXAMINER.
CATEGORY 4
Transition First Officers
i)
First Officers with Commercial Transport Flying Experience

require:
-
ii)
15 sectors familiarization flying from observation seat

30 sectors SLF if flying experience is less than 1000 hours on
or
15 sectors SLF if flying experience is more than 1000 hours on
02 Route Check of 02 sectors each, last one by Company
Airbus Rated First Officers other than A320 with recency in
previous 6 months require:
04 sectors of supernumerary flying
02 flights of right seat SLF with Examiner/Instructor of minimum 2

sectors each.
02 Route Checks, last one with Examiner.
e)
CATEGORY 5
First Officers with Type Rating only and no previous Commercial

Transport Flying Experience require:
-
01 Route Check with TRE to start SLF
04 sectors of SLF with TRI/TRE
20 Sectors SLF with Check Pilot (PM)
06 sectors of SLF with TRI/TRE

D-2-55
Effective 09-Jul-14
d)
CHAPTER 02
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
01 Release Route Check with TRE
f)
CATEGORY 6
First Officer Command Upgrade

National First Officer upgrade to PIC (1st time Command)
requires:
-
01 RC with TRI/TRE for release to undergo SLF
75 Hrs or 10 sectors (whichever is later) of LHS SLF
10 PIC Route Checks of which not less than 05 RC shall be by

Night and last 02 by two different Examiners.
After PIC endorsement, 01 Company release route check with

Company Instructor/ Examiner.
Note: If, the pilot under Command Training flies as First Officer after
completion of PIC Route Checks upon document submission for PIC
rating, shall undergo minimum 01 sector SLF from LHS before
undergoing the PIC Company release check.
g)
CATEGORY 7
Jr First Officer to First Officer

(6 months of service after line release)
01 Upgrade Line Evaluation Route Check of 02 sectors with a
Trainer.
Note: This route check can be combined with annual renewal route
check.
Route Check Policy
i)
Day is considered as 15 minutes before sunrise to 15 minutes

after sunset.
ii)
For PIC and Trainer upgrade it shall be ensured that Pilots are
trained and evaluated by different Trainer/Examiner.
iii)
Route check by night shall require approach and landing by

night.
iv)
Senior First Officer cannot be utilized as a First Officer once

the 10 PIC route checks have commenced until completed.
However, Senior First Officer can be used as a First Officer
D-2-56
Effective 09-Jul-14
i)
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
th
v)
License renewal route checks shall be of one sector for both

PIC and First Officer.
vi)
Not more than two route checks per pilot/ Trainer can be done
in a calendar day if the Trainer is occupying either the left or
right seat.
vii)
Regulatory checks cannot be combined on the same sector but

a company required check can be combined with a regulatory
check.
viii) Company Release route Check will be carried out with the
Examiner occupying the Observer seat. However, the
Examiner may also carry out this check by occupying the CM2
seat.
ix)
IR/LR checks can be carried out on the aircraft with permission

of the Chief Pilot (Training).
2.8.3.2 Type Of Route Checks (Line Checks)

2.8.3.2.1
Release Route checks:

-
Pilot in Command Release Checks (after obtaining PIC Rating on

Type).
Check Pilot, Instructor & Examiner Release Checks. These Release
checks can only be done by IndiGo Examiner or DGCA FIDs.
2.8.3.2.2
Company Release Check of First Officers with A320 experience

joining from other airline can be done only by IndiGo Instructor/
Examiner.
Jr. First Officer Release Check- Can be done by Airbus Trainers as

well.
License Renewal Route checks:
Required by regulation to be carried out once in a year by DGCA approved

CHP/ TRI/ TRE. This check should be carried out from the Observer seat
D-2-57
Effective 09-Jul-14
during interim period after completion of 10 PIC Route Check

till his PIC Endorsement is received and company release
check can be planned. In case he flies as a First Officer after
10 PIC Route Checks, he will have to undergo a LHS SLF with
Trainer. Before being planned for PIC Company release check.
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
preferably and in such a manner that the interval between 2 checks should
not be more than 12 months. If the LRRC is conducted within three months
prior to the expiry of the 12 months period, the next LRRC must be completed
within 12 months of the original expiry date of the previous LRRC.
complete line operation including pre-flight and post-flight procedures

and use of the equipment provided.
b) The flight crew must be assessed on their crew resource management
CRM skills in accordance with a methodology published in the
Operations Manual. The purpose of such assessment is to:
Provide feedback to the crew collectively and individually and serve
to identify retraining; and
Be used to improve the CRM training system.
c) CRM assessment alone shall not be used as a reason for a failure of the
route check.
d) When pilots are assigned duties as pilot flying and pilot monitoring they
must be checked in both functions. The line route check as PF and PM
may be completed on different route sectors within a span of 7 days. The
date of completion of the route check shall be when both functions have
been checked with satisfactory results.
e) Line
route
checks
must
be
conducted
by
Check
pilots/Instructors/Examiners. The person conducting the line route check
shall be trained in CRM concepts and the assessment of CRM skills and
may occupy an observers seat where installed. When a line route check
is conducted from the observers seat, it shall be ensured that the
pilot/pilots
under
check
hold
valid
and
current
licenses/ratings/qualification to undertake the flight
CPES Continuous Proficiency Enhancement & Standardization
In case of a requirement for Proficiency Enhancement & Standardization observed
during ALRC, CPES will be conducted with a Trainer occupying OBSERVATION
SEAT ONLY. CPES will be conducted 4 Months post/prior to next Route Check.
CPES Check form will be used for this requirement.. This assessment will be
without SATISFACTORY/UN-SATISFACTORY column, and more descriptive in
nature.
D-2-58
Effective 09-Jul-14
a) Line Route checks must establish the ability to perform satisfactorily a
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
Chief Pilot (Training) will have the authority to change the policy of CPES if
required.
2.8.3.2.3
Recency Route Checks:

REFRESHER
ROUTE
CHECK
SIM
TRE
RELEASE
02
SECTORS
30 TO 90 DAYS
90 DAYSTO06
MONTHS
YES
01 FFS
02
SECTORS
06 TO 12 MONTHS
EXTENDED
02 FFS
02
SECTORS
12 TO 24 MONTHS
EXTENDED
04 FFS + IR/PPC
04
SECTORS
02
SECTORS
24 TO 36 MONTHS
EXTENDED
06 FFS + IR/PPC + 01
TRE REL
06
SECTORS
02
SECTORS
MORE THAN 36
MONTHS
EXTENDED
FULL TYPE RATING

+ 01 TRE REL
08
SECTORS
02
SECTORS
FOR GAP IN FLYING OF MORE THAN 90 DAYS PILOT HAS TO MAINTAIN

RECENCY OF 3 TO/LANDING
2.8.3.2.4
Recency route check cannot be carried out from the observer seat.
Initial Local /Instrument Rating Check
Initial Local Check (PPC)

-
Minimum duration
30 Minutes
Minimum Instrument Flight Time
15 Minutes
PPC can be conducted along with Instrument rating Check (IRC).

Initial Instrument Rating Check (IR)
Duration (IRC) only:
D-2-59
Effective 09-Jul-14
INTERRUPTION
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
Minimum duration
45 Minutes
20 Minutes
(With a minimum of two different instrument approaches)
Duration (IRC/PPC combined):

-
Minimum duration

30 Minutes (with a minimum
of two different instrument approaches)
2.8.3.2.5
50 Minutes
Evaluation Route Checks:

-
Final Check Consideration for Upgrade to PIC, Check Pilot etc.
Any additional route check required by Company.
Category C Airfield Clearance Route Checks.
Surveillance and Standardization route checks.
Route and Aerodrome clearances
2.8.3.2.6
First Command progress checks:

-
300 hrs. PIC: Progress Check by a Trainer, in the form of IR/LR

which would suffice as progress Check.
500 hrs. PIC: Progress Check can be clubbed with any regulatory
check or CAT III Clearance.
2.8.3.3 Responsibilities of Flight Operations Training Section:

The Training Section will ensure that each pilot will be provided with a
Line training File containing:
a)
-
Pilots Line Training category.
Supernumerary/ Familiarization flying requirement.
SLF training record.
Route check forms.
Training progress forms.
The Training Section will also be responsible to advise Crew Scheduling

of:
b)
-
The Type of Route check required.

D-2-60
Effective 09-Jul-14
An IRC can be conducted along with PPC. In such cases, the duration
will be as given below:
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
Any Training limitation/modification that may be required.
Safety Pilot Required /Not Required
Training priority.
Closely monitor the training process for expeditious line readiness of

the pilot.
2.8.3.4 Obligation of Crew Scheduling

Crew scheduling is to ensure:
-
The pilot is scheduled and checked as per the Line Training and
Route Check Policy.
In the case of Flight interruption between Base training and SLF the
requirements of the Operations Manual are complied with.
Proper pairing of Trainee and Trainer.
Provide a weekly progress report to Chief Pilot (Training)
Ensure optimum utilization of Trainer.
Advise Chief Pilot (Training) of any adverse reports, if brought to

their attention by the Trainer.
Advise the Trainer of the Type of route check/ training to be carried

out.
2.8.3.5 Non Simulation Of Abnormal Or Emergency Situations During

Schedule Flights
Trainer and PIC doing supervised flying are prohibited from simulating
abnormal or emergency situations during schedule flights or flights when
passengers, paying / non-paying are carried.
2.8.3.6 Guidelines In Case Of Additional Training During SLF/SLF
Any additional training required needs to be immediately informed by mail or
sms to crew scheduling and pilots training.
-
For pilots with less than 10 sectors of SLF/ SLF; training requirement
-
Additional training recommended will be of maximum 5 sectors.
For pilots with 10 sectors or more of SLF/ SLF; training requirement
D-2-61
Effective 09-Jul-14
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
Additional training recommended should not exceed 1/3

Third) of the total sectors.
rd
(One
2.8.3.7
Familiarization Training (Base Training)
2.8.3.7.1
Training Objective
Aircraft base training objective is intended to confirm the "transfer of

knowledge" from the FFS to the aircraft. Additionally it gives the trainee the
opportunity to experience for the first time the real aircraft behaviour in basic
manoeuvers such as landing, flare etc. In addition following exercise shall be
conducted
Visual / instrument approach
Simulated engine failure at safe height (1500 agl)
Touch and go
Auto land practice, etc.
Aircraft Base Training will be carried out by Examiners. A full briefing will be
given by the Examiner/Instructor, prior to the flight. Engine will not be
switched off during the above exercise.
NOTE: when transitioning from another Fly-By-Wire aircraft, following points will be
highlighted during the base training briefing:
Overhead panel layout
One engine taxi
Rotation, pitch attitude target (light weight)
Schedule
Pre-flight briefing duration = 1:00
The Examiner/Instructor will ensure that the trainee has reviewed the walk
around and will assist in the Aircraft Exterior Inspection.
2.8.3.7.2
General
Training flights must be conducted in accordance with IndiGo training policies

and DGCA regulations. Training flights at airports will be conducted under the
D-2-62
Effective 09-Jul-14
On completion of additional recommended training, trainee pilot will undergo

an assessment check with Trainer nominated by Chief Pilot (Training).
Further course of action will be based on recommendation of Trainer in
consultation with Vice President/Director - Flight Operations / Chief Pilot
(Training).
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
direct authority of the Chief Pilot (Training). The Operations Control Centre will
be responsible for the organisation, documentation and coordination of the
flight training.
2.8.3.7.3
Carriage of Passengers
The carriage of passengers is limited to technical observers from IndiGo,

Airbus or DGCA approved observers.
The number of passengers may not exceed two.
2.8.3.7.4
Seating Policy
Trainees will occupy their respective operating seats under the supervision of
their Examiner/Instructor until cockpit preparation is complete. The instructor
will then occupy the appropriate non-flying pilot's seat. Normally, PIC Trainees
will occupy the left seat, First Officer trainees the right seat. However, if a First
Officer is being type-rated and DGCA requires it, the First Officer trainee will
be trained in the left seat. The observers' seat will be occupied by the nonflying trainee Pilot. If the number of Trainee Pilots is more than two, two
Trainee Pilots will occupy the Observer Seats and the remaining will occupy
the Passenger seats in the cabin.
For Trainees with less than 500hrs on Commercial Jets, a Safety Pilot will be
carried on board. A safety pilot should hold a PIC endorsement on A320 or be
Sr. Co Pilot. However, if a First Officer is assigned as safety pilot then the
minimum experience required on type should not be less than 500 hours.
The Safety Pilot will occupy the first observer seat.
If passengers or Trainees are carried on board, the L1 and R1 Doors will be in
armed position throughout the flight. The responsibility of the Arming and
Disarming of the Doors will be the Examiner/Instructor.
2.8.3.7.5
Flight Training Policy

As a general rule, all the items in the training syllabus should be
completed and repeated, if necessary, until proficiency is achieved.
a)
Unauthorized Manoeuvres
NO unauthorized manoeuvre which might jeopardize the safety of flight

will be allowed. In addition, NO demonstrations of the flight envelope
D-2-63
Effective 09-Jul-14
Flight training outside India will be undertaken under the joint authority of the
TRTO Team leader and the Chief Pilot (Training) of IndiGo.
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
protection systems will be intentionally carried out unless expressly

authorized by the Chief Pilot (Training).
b)
Engine Failure Simulation (if applicable) :
c)
Check-lists
Full check-lists will be performed. The ECAM landing memo may then
be used at instructor discretion to replace full check-lists.
d)
Accelerate / Stop
No acceleration / stop training will be conducted in the aircraft. The

decision to reject a take-off during a Base Training flight is made
exclusively by the instructor who will immediately take over control of
the aircraft. A briefing in this regard will be made prior to flight and
reinforced during the take-off briefing.
e)
Touch and Go
Touch and go are used to reduce the amount of training time wasted in
taxying the aircraft back to the holding point and awaiting take-off
clearance. In order to maintain a high level of safety they must be
conducted in a properly disciplined manner.
The following technique is to be used:
Prior to EVERY touch and go, the instructor will confirm with the trainee
that:
- reverse thrust will not be used
- brakes (auto or manual) will not be used
The trainee will:- land the nose wheel after main gear touchdown
(which also allows pitch trim reset)
- track the runway centreline using rudder pedal inputs only
The Instructor will: - disarm spoilers
- call STAND UP
The trainee will: - advance the thrust levers approximately 2" (5 cm)
forward (to prevent engines reducing to ground idle).
D-2-64
Effective 09-Jul-14
No engine shutdown is allowed for training purposes. Engine failure will

be simulated by setting the thrust lever to the idle stop (having first
checked the correct functioning of the other engine .Engine failure will
be simulated only on the downwind leg.
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
The Instructor will: - move the flap handle to position 2 detent and
confirm the flaps are running
- reset the rudder trim if necessary
- monitor the forward movement of the pitch trim
- call GO when aircraft is in the correct configuration

The trainee will: - advance the thrust levers to the TOGA detent
- Maintain the runway centreline.
The instructor will: - monitor engine acceleration
- check FMA announciation (when appropriate)
- check TOGA thrust obtained and call "POWER SET"
- Call "ROTATE" at VAPP if no V1 is displayed.
- maintain his hand behind the thrust levers to ensure no inadvertent
reduction of power or no unwanted stop
The trainee will: - rotate the aircraft to 15 and thereafter to the pitch
attitude commanded by the SRS.
f)
Touch and Go (END)

-
Following gear retraction the instructor will call for CLB thrust.
The trainee will move the thrust levers to the CLB detent (the
FMA will read THR CLB | SRS | GA TRK).
At acceleration altitude or ALT*, whichever occurs first, and F speed:

select FLAP 1 and S speed. Approach may be activated at this stage.
Emergencies:
If the Examiner/Instructor wishes to abandon the touch and go he will
call "STOP" simultaneously taking control of the aircraft and bring it to a
halt using maximum braking and reverse. Once the aircraft has stopped
he will call for any appropriate ECAM actions. The decision to
discontinue a touch and go after the application of TOGA must only be
taken if the Examiner/Instructor is certain that the aircraft cannot safely
fly.
Remember there is no V1 on a touch and go. Note that the take-off
configuration warning may sound if the application of TOGA is made
D-2-65
Effective 09-Jul-14
- place one hand behind the thrust levers ensuring they are advanced
approximately 2" (5 cm)
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
while the flaps or pitch trim are resetting but still outside of the take-off
range.
In the event of Evacuation, the Crew will use the L1 or R1 Door Slides
to evacuate. If the Cabin is inaccessible, the crew will use the Cockpit
window to evacuate. The crew in the passenger cabin will assess the
situation outside and use the safest exit to evacuate.
g)
Radio Communications / External Lookout
The Examiner/Instructor is responsible for all radio communications and

maintaining a visual lookout for conflicting air traffic. The Safety Pilot/or
trainees (including the observer in the jump seat) should be
encouraged to back up the Examiner/Instructor in this regard and to
immediately inform him of any potential conflict.
h)
Next Exercise
The Examiner/Instructor will inform the trainee of the next exercise to

be performed during the downwind leg, and he will confirm the trainees'
understanding of this exercise. During each approach, the
Examiner/Instructor will remind the trainee whether a full stop, a touch
and go, or a go around will be performed.
i)
Examiner/Instructor Take-over
i)
In Flight:
On the A320 there is no intermediate step for corrections between

voice recommendations (oral guidance) and total take-over by pressing
the push-button on the side stick. Because of the nature of the "fly by
wire" system, additive control inputs by the Examiner/Instructor may be
of negative value for instruction purposes and can generate confusion
in the handling of the trajectory. This should be emphasized and
reviewed with the trainees during the preflight briefing. If take-over
D-2-66
Effective 09-Jul-14
The instructors should thoroughly brief the trainee pilots about the
correct handling techniques before demonstrating simulated engine
failure exercises. The instructors should also take all necessary
precautions, guard/block the appropriate rudder control and give clear
commands to the trainee pilots so as to obviate the application of the
wrong rudder control during such exercises. (DGCA 4/1995)
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
becomes necessary during the flight, Examiner/Instructor will clearly

call "I HAVE CONTROL" and press side stick priority pushbutton.
Examiner/Instructor will keep his side stick priority pushbutton

depressed until the aircraft is under full control and it is safe to return
control to the trainee. However there may be cases where it is
necessary to apply back stick without warning in case of a very late
flare. It must be emphasized that a take-over is a very rare occurrence
and that if a take-over is necessary the trainee should not regard this as
a negative development but the normal take-over method for an A320.
ii)
On Ground :
It should be emphasized that the nose wheel steering tiller should NOT
be used at high speeds (GS > 30 kt) because of over controlling.
Steering inputs from both tillers are additive, and corrective inputs by
the instructor can be confusing and potentially dangerous. Should a
take-over be necessary, the instructor will immediately call out "I HAVE
CONTROL", and if necessary, be prepared to use differential braking to
regain control or bring the aircraft to a stop.
j)
Fuel Requirement
For normal Flight Training sessions, the fuel requirement will be

decided by the Trainer.
Adequate Fuel will be carried for Alternate and reserve as defined in
the company Fuel Policy.
k)
Automatic Landings
For demonstration purposes, Examiner/Instructors may carry out

automatic landings provided the weather and the ILS meet CAT 1
criteria or better. The Examiner/Instructor should be prepared to take
manual control immediately if the flight path or roll out deviate. Trainees
should be reminded of all the conditions and limitations required prior to
conducting an automatic landing during low visibility procedure.
NOTE: See FCOM references for limitations on the use of the
automatic landing system.
l)
FMGS Use
D-2-67
Effective 09-Jul-14
The trainee will acknowledge by calling "YOU HAVE CONTROL",

release the side stick and observe the red arrow on the side stick
priority panel on the glare shield.
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
runway will remain displayed is of considerable assistance for

positioning the aircraft on final approach.
2.8.3.7.6 Documentation
The following documentation will be provided, as appropriate, prior to
the commencement of the flight. In particular, the weather folder,
Notams, ATC flight plan, over flight FIC/ADC and computerized flight
plan (where necessary), will be provided by Operations Control Centre
by the time the crew report for briefing
AIRCRAFT UNDER IndiGo REGISTRATION
a)
Aircraft Documentation
-
b)
Training Documentation
-
RTOW for CONF 2
Flight Report Book
JEPPESEN documentation
Flight syllabus and Check Forms
Notams * / Weather folder *
c)
ATC Flight Plan
d)
Personal Documents
-
e)
Flight crew licence
Flight Logs and Trainees Files

-
2.8.4
Mandatory Documents as given in OMA.
The trainee syllabus must be filled in, signed by the

Command Upgrade
The progression from First Officer to PIC is an important milestone in the career of
all commercial pilots. Considering Indigos consistent delivery schedule and the
expansion of our fleet, there is a tremendous opportunity for qualified and capable
D-2-68
Effective 09-Jul-14
The FMGS should be initialised for the intended flight either by data
base company route or by waypoint and PBD. Managed lateral
navigation may be used to intercept the first ILS assisted approach and
when weather makes visual flight impossible. All visual circuits should
be flown with FDs off and FPV selected. The fact that the approach and
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
IndiGo First Officers to be enrolled in our Command Upgrade Program and earn
the qualification as an IndiGo PIC.
- Training records review;

- Management recommendations and/or review board;
- Training department recommendations and/or review board;
- Verification of minimum experience as required;
- Any other screening requirements or requirements specified by DGCA
from time to time.
To meet the Companys PIC Requirement the Company will notify PIC vacancies
at various domiciles from time to time. These vacancies will be based on projected
PIC requirement and command training will depend on the availability of Simulator
slots and trainers. Pilots accepting a change in domicile will be given preference
for upgrade. Eligible pilots will then be taken up for assessment as per seniority
which will not be the sole criteria for training and release.
Command Potential:
Command Potential assessment is to based on the following:
CRM
SOP Compliance
Decision Making
Handling
Command Potential during IR/PPC check is assessed as UNSAT /BORDERLINE/

SAT.
For a national First Officer to be considered for the IndiGo Command Upgrade
Program, he/she must meet the following criteria or as decide by Office of Chief
Pilot Training from time to time:
i)
ii)
iii)
iv)
Possess a valid and current ALTP issued by the DGCA.

Possess at least 500 hours of flight time on Airbus family aircraft
(A319/A320/A321/A330/A340).
Total Flying Experience of 2500 Hrs.
Time period of six months after line release as a First Officer
with IndiGo.
D-2-69
Effective 09-Jul-14
The company shall screen candidates for the position of PIC by ensuring a
prerequisite minimum level of line experience in accordance with DGCA
regulations. This is applicable to a screening process for direct hire or upgrade to
PIC. Such screening occurs prior to a pilot being assigned duties as PIC and
typically includes:
FLT.OMD
ISSUE II, REV 04
v)
vi)
Must have satisfactorily cleared the preceding two IR/LR checks

& Line route checks.
Command Potential should show a positive trend in last two IR/
PPC Checks and the latest potential has to be satisfactory.
Should not have been involved in BA (+) or an Accident
/Incident attributable to Pilot proficiency in the preceding 12
months.
Feedback on the pilots performance from the following:

-
Flight Safety,
Flight Operations Training,
Flight Operations Standards and QA,
Flight Operations Line Operations/Pilot Management and
Seniority list of eligible senior first officers will be maintained by training

department and will be released periodically based on the following guidelines:
1. Date of Joining as per national First Officer seniority list maintained by
Pilot Admin department.
2. A First Officers name will be included in the senior First Officer seniority
list on the date of issue of ALTP license provided all other eligibility
criteria are met. The latest date of meeting all eligibility criteria will
determine seniority.
3. ATPL Number will apply in case more than one senior First Officer has
the same date of joining or ATPL Issue.
2.8.4.1 Upgrade Process
The following structured upgrade process shall be followed for eligible senior First
Officers. Sequence of the process as given below can be changed as per
Companys requirement.
(a) Interview
The Interview Board shall consist of at least two members comprising of Chief
Pilot(s) and/ or designated Fleet Captains. The Board shall assess the pilot for:
i)
ii)
Airmanship, flying skills and technical knowledge.

Standard Operating Procedures.
D-2-70
Effective 09-Jul-14
vii)
CHAPTER 02
FLT.OMD
ISSUE II, REV 04
iii)
iv)
CHAPTER 02
Command ability and leadership.

CRM skills.
(b) Simulator Assessment (2:00 Hrs)
(c) PIC Upgrade Induction

Successful First Officers will then commence the Command Training Footprint
which would be of about 107 days as indicated below. The upgrade process may
be discontinued at any stage of the simulator or line training/checking if
performance is found unsatisfactory. The First Officer will be debriefed accordingly
and a time frame, agreed upon, decided for resuming the upgrade process. In
some rare cases, the upgrade process may be terminated, if it is assessed by the
company to be the best course of action.
i) Upgrade Induction training for Captaincy development
ii) Performance Technical and Operating knowledge enhancement.
iii) Introduction to and observation of the functioning of OCC, Dispatch,
MCC, Company Airport check in process, Ramp Operations & security
procedures and air Traffic control.
iv) Communication, voice training & conflict management.
(d)
Command Simulator Training

FULL FLIGHT SIMULATOR
PF Hrs
PNF Hrs
FFS
: 7 Sessions
14
14
LOFT FFS
: 1 Session
SKILL TESTS FFS

SIM Check including CA 40 (Day ) : 1 session
D-2-71
Effective 09-Jul-14
Assessment focuses on learning, teaching and its outcome. It is diagnostic and

identifies areas for improvement. During this session senior First Officer will be
assessed for his flying skills, normal and abnormal procedures, ECAM handling,
QRH knowledge, decision making and CRM skills. The trainer recommendations
shall find due importance in all future upgrade training.
FLT.OMD
ISSUE II, REV 04
Skill Test II: (CAT D SIM) CA40 (Night) +
: 1 session
IR/PPC #
CHAPTER 02
# PIC will also do a Right Seat Qualification exercise in this session

Low Visibility and All Weather Training
( As per latest regulatory CAR from time to time).
(e) Command Line Training
i) Command SLF
ii) 10 PIC route checks.
iii) Company Release check after obtaining DGCA PIC endorsement.
Upgrade
Induction
Simulator
Training
SLF and
Route
Checks
License and
Line Release
Total
18 days
15 days
50 days
21 days
104 days
2.8.4.1.1 UNSUITABLE/FAILURE CASES

A First Officer found unsuitable at any stage before upgrade simulator training will
be deferred for such upgrade as per following policy.
a)
Interview Stage
i)
Seniority will be maintained in case of 1 time failure in Interview, but

will not be considered again for interview for a period of 03 months.
ii)
2 Failure case will move to the bottom of seniority list as on date of

failure for a minimum period of 06 months.
st
nd
rd
iii) 3 Failure case will move to the bottom of seniority list as on date of
D-2-72
Effective 09-Jul-14
PIC will do 6 take off and landings by day and 6 by night
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
rd
iv) Failure cases after 03 Attempt will be considered for upgrade only if
approved by VP Ops
Pre Command SIM assessment
i)
Seniority will be maintained in case of 1st time failure in simulator

assessment, but will not be considered again for simulator assessment
for a period of 06 months.
ii)
2nd Failure case will move to the bottom of seniority list as on date of
iii) Failure cases after 02rd Attempt will be considered for upgrade only if
approved by Chief Pilot Training and would start the process from
Interview stage.
c)
Failure cases after commencement of upgrade simulator training:
i)
First officer will move to bottom of seniority list effective that date with a
minimum period of 06 months from the date of the check.
ii)
He will not be given more than two chances for upgrade simulator
training.
iii) Discontinuation of training because of any issues not related to

proficiency will be dealt on case to case basis.
iv) Failure during PIC route check: He will undergo additional training as
decided by Chief Pilot (Training) and restart his checks.
v)
All failure cases will be intimated

Supervisor/Director Training in writing.
by
Fleet
Captain/
Fleet
2.8.4.1.2 APPEAL PROCESS

Process is defined in Operations Manual Part D 2.8.6.2.
2.8.4.1.3 SPECIALISED TRAINING AGREEMENT
A Senior First Officer upgrading to PIC will be required to sign a specialized
training agreement prior to commencing the command SIM training. Under this
agreement they will undertake to serve the company for a minimum period of two
years from the date of obtaining Pilot-in-command endorsement from DGCA. By
way of guarantee the senior First Officer will be required to furnish undated
cheques (UDCs) of the amount as stipulated by Pilot Admin or HR from time to
time. This specialized training agreement will run concurrent with any other
specialized training agreement that the pilot may have entered into with the
company.
D-2-73
Effective 09-Jul-14
b)
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
2.8.4.2 Conditional Command
Refer Para 7.2 Chapter 7 OMA
2.8.5
Selection As Check Pilot / Instructor / Examiner
IndiGo will select eligible Indian PIC flying on DGCA issued ATPL license who
meet the company and DGCA criteria for upgrade to Check Pilot / Instructor /
Examiner. This Admin Notice lays down the policy on the qualification
requirements and selection process.
The Trainer requirement is depended on the Pilot strength and associated
regulatory training requirements reviewed from time to time. Calculation
matrix for the same exist with Pilot Training Flt. Operations
Policy
This policy will come into effect from its date of issue.
Pilots who wish to be considered must be:
a)
Free from prejudices and strong likes and dislikes
b)
Capable of recording fair assessments
c)
Impartial and have a balanced attitude towards crew
d)
Capable of instilling high standards of discipline among the crew
e) Must have an in depth knowledge of the Aircraft systems, Limitations,

Performance, Company Policy and Standard Operating Procedures
f)
Able to consistently demonstrate Good Airmanship and flying skills
g) Should have a record free of any incident attributable to pilots proficiency

in handling aircraft in the preceding 3 years
h) Should have a record completely free of any notifiable accident
attributable to pilot proficiency on type in the preceding 3 years and in line
operations on any type in the preceding 10 years
i) Must have obtained Pilot in Command endorsement on type on first
attempt and not have failed any line or simulator check on any type in the 24
D-2-74
Effective 09-Jul-14
The pilot on 1st command or change of aircraft type will be released on conditional
command. Such Pilot will fly on. restricted minima till he has gained command
experience of 100 Hrs on type before using normal minima. A pilot on conditional
command will be scheduled as per Para 2.12.3 Route / Role Competence
Qualification
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
months preceding the month of the application for a trainer upgrade

j) Must have exercised the privileges of an Examiner/Instructor/Check Pilot
in the preceding 24 months (not applicable for first time Check Pilots)
2.8.5.1 Eligibity Criteria
CHECK PILOT (FIRST TIME)

i)
Total Flying Experience 3,000 hours.
ii)
Total Command Experience 1,500 hours
iii) Total Command Experience on Type - 500 hours

iv) Minimum 3 months or 250 hours, whichever is later, line released
experience with the company.
v)
If adjudged Unsuitable after selection and commencement of Check

Pilot training, a minimum period of 12 months and 2 IR/PPC checks from
the date of failure or as recommended by the Board will be the period
prior to reapplication.
CHECK PILOT (TRANSITION)

i)
ii)
Total Commercial Command Experience 1,500 hours
iii) Total Command Experience on Type 500 hours

iv) Minimum 45 days (Or as decided by Chief Pilot Training) with the
company after line release.
v)
Previous experience as DGCA approved Check Pilot on commercial

multi-engine jets with MTOW> 60,000 kgs Jet Aircraft.
vi) If adjudged Unsuitable after selection and commencement of Check

Pilot training, a minimum period of 12 months and 2 IR/PPC checks from
the date of failure or as recommended by the Board will be the period
prior to reapplication.
INSTRUCTOR (FIRST TIME)
i)
Total Flying Experience 3500 hours.

D-2-75
Effective 09-Jul-14
The minimum experience requirement stipulated by the Company is:
FLT.OMD
ISSUE II, REV 04
ii)
CHAPTER 02
Total Command Experience 2000 hours
iii) Total Command Experience on Type 1,500 hours
v)
Minimum 12 months of experience as Check Pilot if the total flying

experience is more than 6000 hrs. 12 months commences from the
month of the first route check conducted as a Check Pilot.
vi) If adjudged Unsuitable after selection and commencement of Instructor

training, a minimum period of 12 months and 2 IR/PPC checks from the
date of failure or as recommended by the Board will be the period prior to
reapplication.
INSTRUCTOR (TRANSITION)
i)
Total Flying Experience 3500 hours.
ii)

iv) The total command experience on type for approval as Instructor shall be
relax able to 500 hours or 1 year whichever is later, in case a pilot has
instructional experience on the simulator of not less than 200 hours or
has acted as functional Examiner for a period not less than one year on
another commercial multi-engine jet with MTOW> 60,000 kgs.
v)
Minimum 45 days (Or as decided by Chief Pilot Training) with the

vi) If adjudged Unsuitable after selection and commencement of Instructor

training, a minimum period of 12 months and 2 IR/PPC from the date of
failure or as recommended by the Board will be the period prior to
reapplication.
EXAMINER (FIRST TIME)
i)
ii)

D-2-76
Effective 09-Jul-14
iv) Minimum 24 months as a Check Pilot if Total Flying Experience is less

than or equal to 6000 hrs. 24 months commences from the month of the
first route check conducted as a Check Pilot.
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
iv) Minimum experience as Instructor on type of 300 hours. This

Instructional Experience will include conduct of at least 2 complete
PIC/First Officer endorsement simulator training programmes.
v)
EXAMINER (TRANSITION)
i)
ii)
Total Commercial Command Experience 3,000 hours
iii) Total Command Experience on Type 1750 hours.

iv) Should have been a functional Examiner for a period not less than one
year on another commercial multi-engine jet with MTOW> 60,000 kg.
v)
Should have conducted at least 2 complete PIC/First Officer

endorsement simulator training programmes in earlier capacity as
Instructor/Examiner.
vi) Minimum 45 days (Or as decided by Chief Pilot Training) with the
vii) The pilot will be inducted as an Instructor and upgraded to an Examiner
following successful completion of the evaluation process as defined
below.
viii) If found Unsuitable by the Board, the pilot will not be eligible for
reapplication.
2.8.5.2 Application Process
The company will review its requirement of Check Pilots /Instructors /
Examiners bi-annually i.e. every May and December, and/or as otherwise
required.
Vacancies will be advertised through an ADMIN Notice in the first week of
May and December, and/or as required. Vacancies will depend on the
number of Trainer required for handling IndiGos training for ground school,
simulator training and line training. Each time vacancies are posted, if some
pilots remain who have applied previously and have not attained the position
applied for, these qualified pilots are to apply fresh each time, as a pilots
D-2-77
Effective 09-Jul-14
If found Unsuitable by the Board, the pilot will not be eligible for
reapplication.
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
situation may have changed since the last application. During the upgrade
process due weightage would be given to CASS report.
Pilots are to apply as per the guidelines given in the Admin Notice.
It is reiterated that not all PIC who meet the eligibility criteria will be upgraded
as Check Pilots and that not all Check Pilots will be upgraded as Instructors
and not all Instructors will be upgraded as Examiners. The upgradation from
Line PIC to Check Pilot, Check Pilot to Instructor, and Instructor to Examiner
will be based on company requirements and each individual pilots
performance, capability, and experience as laid down. Seniority will not be a
determining factor.
2.8.5.3 Flight Operations Review Board
The Review Board includes the Director Flight Operations as Chairman, and
the Chief Pilots Training/ Line Operations/ Standards & QA. A minimum of
Director Flight Operations and any two Chief Pilots will form the Board.
2.8.5.4 Evaluation process
The evaluation process will consist of the following:
a) Feedback on the pilots performance from the following:

-
Flight Safety,
Flight Operations Training,
Flight Operations Standards and QA,
Flight Operations Line Operations/Pilot Management and
If any applicant has spent less than 3 months in IndiGo and for whom
sufficient feedback/information is not available with the above mentioned
departments, IndiGo shall have the liberty to check with DGCA or any other
competent authority for the pilots past flying record.
D-2-78
Effective 09-Jul-14
Pilots seeking first time approval as Check Pilot/Instructor/Examiner and who

meet the eligibility criteria can apply by e-mail to pilots.training@goindigo.in
ATTN: Director (Training) with a copy to Chief Pilot (Training) prior to the
7th working day of May and the 7th working day of December of a calendar
year.
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
b) Written test (only for first time Check Pilots) on :

Aircraft systems
Performance
SOPs
c) CASS
(CAE Aircrew Selection System) test or equivalent

personality/aptitude test administered by IndiGo or its authorized
representatives.
O/o Chief Pilot (Training) will collate the results from the phases enumerated
above. If these results highlight any areas of concern for an applicant, the Training
Management will determine whether the pilot can continue with the process.
Written test failures may reapply if they so desire when the next round of
vacancies are posted.
Pilots found suitable for continuance will undergo:
-
Check Pilot will undergo One Line suitability check of at least 2 sectors with
Examiner/ Instructor
Instructor/Examiner will undergo a simulator assessment of conduct of a

simulator session.
Training as stipulated in Trainers Upgrade CAR by the regulator effective

from time to time.
Candidates successful upto this stage will undergo an interview with the Flight
Operations Review Board (at least three members in attendance).
The Review Board will then decide the final results. If these results highlight any
areas of concern for an applicant, the Review Board will determine whether the
pilot can continue with the process
All final results will be communicated to the respective pilots by the Director Flight
Operations/Chief Pilot Training/Fleet captain.
Instructors/ Check Pilots who do not qualify the FSD release check will follow the
recommendations given by the DGCA.
D-2-79
Effective 09-Jul-14
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
2.8.5.4.1 SPECIALISED TRAINING AGREEMENT
Pilots applying for trainer upgrade should be cleared to operate to all airfields/ on
all sectors out of base and should be operating to these airfields regularly.
2.8.5.5 Flight Operations Review Board
The Review Board includes the Director Flight Operations as Chairman,
and/or the Chief Pilots Training/ Line Operations/ Standards & QA/Fleet
Captain. A minimum of Director Flight Operations and/or any two Chief Pilots
will form the Board.
2.8.5.6 Training Process
Pilots will be trained so as to comply with the training requirements laid down for
each category in Appendix A of CAR Sec 7, Flight Crew Standards Training and
Licensing Series I, Part 1, on Minimum Training requirements for Examiners /
Instructors / Check Pilots.
Prior to commencement of simulator training, all pilots will undergo a train the
trainer training module in order to equip them with the current instructional styles
and methodologies.
CHECK PILOT (TRANSITION - WITH PREVIOUS EXPERIENCE IN THE SAME
CAPACITY WITH ANOTHER OPERATOR)
Check Pilots who have exercised the privileges of a Check Pilot on another type of
aircraft with a different operator will undergo training as given in CAR Sec-7,
Series I Part I).
A Check Pilot on type with a different operator will be assessed as per IndiGo
standards and as per guidelines laid down by DGCA from time to time.
Check Pilots who have not been standardized or evaluated as per the CAR will
undergo a DGCA FSD release check.
D-2-80
Effective 09-Jul-14
Upgrade toTrainer will be required to sign a specialized training agreement prior to

commencing the Upgrade training. Under this agreement they will undertake to
serve the company for a minimum specified period from the date of obtaining
Company Clearance as Trainer . By way of guarantee the Trainer will be required
to furnish undated cheques (UDCs) of the Specified amount as stipulated by Pilot
Admin or HR from time to time. This specialized training agreement will run
concurrent with any other specialized training agreement that the pilot may have
entered into with the company.
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
INSTRUCTOR (TRANSITION - WITH PREVIOUS EXPERIENCE IN THE SAME

An Instructor on type with a different operator will be assessed as per IndiGo

standards and as per guidelines laid down by DGCA from time to time.
The Instructor pilot will observe and conduct a complete PIC or First Officer
training course and LR & IR check under supervision of an Examiner/Instructor.
Instructors who have not been standardized or evaluated as per the CAR will
undergo a DGCA FSD release check.
EXAMINERS (TRANSITION - WITH PREVIOUS EXPERIENCE IN THE SAME
Examiners (Transition) will be inducted as Instructors and trained/checked as
Instructor as given above (flying training excluded).
After being recommended by the Review Board, Examiners (Transition) will be
evaluated in the Simulator for observe and conduct by Chief Pilot (Training) or
Chief Pilot (Standards & QA). Examiners who have not been standardized or
evaluated as per the CAR will undergo a DGCA FSD release check.
2.8.5.7 Synthetic Flight Instructors
The criterion for approval of Synthetic Flight Instructors is laid down in CAR
Section 7 Flight Crew Standards Training and Licensing Series I Part II. It must
be ensured that the latest information is at all times referred to. It is mandatory to
visit the DGCA web site www.dgca.nic.in and check the subject CAR prior to
application of its requirements. The company will train such personnel for SFI as
meet the Companys requirements with due consideration to cost-effectiveness.
2.8.5.8 Standardization
All Trainers will undergo a Train the Trainer course. A standardisation check will
be carried out once every two years for continued exercise of the privileges of the
trainer with DGCAs nominated CFOI or FOI.
D-2-81
Effective 09-Jul-14
Instructors who have exercised the privileges of an Instructor on another type of

aircraft with a different operator will undergo training as given in CAR Sec-7,
Series I Part I).
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
2.8.5.9 Trainer Feedback

A monthly trainer feedback system will ensure that all trainers interact with the
Training department and provide specific feedback on the trainee/ training
progress.
Quarterly Instructor/Check pilot meet will be organised to identify and address

training deficiencies, evaluation trends, are typically used for trend analysis and
program improvement for pilots (CPEC, JFO Assessment Check, Command
Potential Evaluation).
2.8.6
Unsuitable/ Failure Cases -- Line/Sim Training & Check
If a pilot under check/ training agrees with the assessment of the Trainer he will
undergo additional training or redo his check/ training as decided by Chief Pilot
(Training) on case to case basis.
2.8.6.1
Appeal Procedure
If a pilot under check/ training does not agree with the assessment of the
Trainer he will sign a dissent clearly indicating why he considers that he has
not been fairly or correctly assessed and send the same to Director Flight
Ops within 48hrs. In such case the DIRECTOR (FLIGHT OPERATIONS) may
ask Trainer to submit a detailed report on the sortie and the reasons for his
assessment within 24 hours. After reviewing DIRECTOR (FLIGHT
OPERATIONS) may constitute a board consisting of Chief Pilot (Training),
Chief Pilot (Standards & QA) and Chief Pilot (Line). The pilots dissent and
the Trainer report along with the pilots past performance will be reviewed by
the board. After reviewing the board will submit its decision to DIRECTOR
(FLIGHT OPERATIONS) who will convey the same to individual pilot.
If the affected pilot is not satisfied with the decision of the Board, he may
make an appeal to VP Operations within 7 days of Boards decision.
Vice President Operations may ask to carry out a reassessment of the subject
pilot within 7days. The reassessment will be done by two different
Trainers,
along with an observer nominated by Vice President Flight Operations either

on simulator or aircraft. These reports will be submitted to the Vice President
Flight Operations whose decision in the matter will be final.
D-2-82
Effective 09-Jul-14
It is ensured that regular communication occurs between and among Management

and Trainers to achieve continual improvement of Training
FLT.OMD
ISSUE II, REV 04
2.8.7
CHAPTER 02
English For Aviation Language - Training, Assessment, Test And

Certification
In 1998, the ICAO Assembly, taking note of several accidents and incidents
where the language proficiency of pilot and air traffic controller were causal or
contributory factors, formulated Assembly Resolution A32-16 in which the
ICAO Council was urged to direct the Air Navigation Commission to consider,
with a high level of priority, the matter of English language proficiency and to
complete the task of strengthening the relevant provisions of Annex 1
Personnel Licensing and Annex 10 Aeronautical Telecommunications, with
a view to obligating Contracting States to take steps to ensure that air traffic
control personnel and flight crews involved in flight operations in airspace
where the use of the English language is required are proficient in conducting
and comprehending radiotelephony communications in the English language.
2.8.7.1
ICAO STANDARDS AND RECOMMENDED PRACTICES (SARPS)
CONCERNING LANGUAGE
1)
The ICAO language proficiency requirements:

a)
Strengthen the provisions related to language use in

radiotelephony communications, both for the language of the
station on the ground and, in airspace where it is required, for
English, from the level of Recommendations to Standards;
b)
Establish minimum skill level requirements for

proficiency for flight crews and air traffic controllers;
c)
Introduce an ICAO language proficiency rating scale applicable to

both native and non-native speakers;
d)
Clarify the requirement for the use of both plain language and
phraseologies;
e)
Standardize on the use of ICAO phraseologies;
D-2-83
language
Effective 09-Jul-14
Safety experts are constantly seeking to identify means of improving safety in

order to reduce the already low accident rates. With mechanical failures
featuring less prominently in aircraft accidents, more attention has been
focussed in recent years on human factors that contribute to accidents.
Communication is one human element that is receiving renewed attention.
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
f)
Recommend a testing schedule to demonstrate language

proficiency; and
g)
Provide for service provider oversight of personnel compliance.
Annex 10 SARPs clarify that ICAO phraseologies shall be used

whenever possible.
3)
Annex 1 SARPs describe how language should be used for

radiotelephony communication.
4)
The language proficiency requirements in Annex 1 apply equally to

native and non-native speakers.
5)
Pilots and controllers are required to demonstrate Operational Level 4

language proficiency in the use of both ICAO phraseology and plain
language by 2008.
6)
A Standard in Annex 1 stipulates recurrent testing for pilots and

controllers who demonstrate language proficiency below Expert Level .
7)
Annexes 6 and 11 stipulate service provider or airline oversight of

personnel language proficiency.
The applicant/ pilot for a language proficiency endorsement shall
demonstrate an operational level of language proficiency both in the
use of phraseologies and plain language. To do so, the applicant/pilot
shall demonstrate the ability to:
communicate effectively in voice only and in face to face situations;
communicate on common and work related topics with accuracy and

clarity;
use appropriate communicative strategies, to exchange messages

and to recognize and resolve misunderstandings in a general or
work related context;
handle successfully the linguistic challenges presented by a

complication or unexpected turn of events that occurs within the
context of a routine work situation or communicative task with which
they are otherwise familiar; and
Use a dialect or accent which is intelligible to the aeronautical

community.
Except for pilots who have demonstrated language proficiency at an
expert level (Level 6), the language proficiency endorsement shall
be re-evaluated every:
D-2-84
Effective 09-Jul-14
2)
FLT.OMD
ISSUE II, REV 04
LEVEL
ACCEPTA
BILITY
DESCRIPTION
CHAPTER 02
RE-EVALUATION PERIOD
6
Expert
Re-Evaluation not required
Extended
6 Years
Operational
3 Years
Pre-Operational
Elementary
Pre-Elementary
No
Further Training Required
Conduct of English language proficiency assessment on behalf of DGCA.

A Board constituted by DGCA shall approve Examiners for conducting English
language proficiency assessment on behalf of DGCA.
The assessment shall be performed as per the guidelines given in CAR Sec -7,
Series G Part III.
The examiners nominated for approval to conduct English language proficiency
assessment shall be aviation specialists.
The examiner shall have the following qualification:
a)
Hold or have held an Indian professional pilot licence with at least 3 years
experience in civil aviation operations;
b)
Hold a Line Instructor Pilot appointment within his respective organization, a

Qualified Flying Instructor rating, Authorised Flight Examiner certificate or
Simulator Flight Instructor;
c)
Be certified to Level 6 proficiency; and
d)
Have attended a course on language assessment approved by DGCA.
The nominated examiners shall be trained on the specific requirements of the

assessment.
Examiners shall not test applicants to whom they have given language
training.
The Examiner shall issue a Certificate to the Pilot stating the Level of
Proficiency. The same shall be endorsed on the licence by DGCA.
D-2-85
Effective 09-Jul-14
Yes
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
Flight Operations Training shall maintain a record of crew qualification and

recurrent requirements.
2.8.7.2
LANGUAGE PROFICIENCY GUIDELINES
a) Assessment of language proficiency
The language proficiency assessment shall be designed to reflect a

range of tasks undertaken by pilots but with the specific focus on
language rather than operational procedures.
The assessment shall determine the applicants ability to:

communicate effectively using standard radiotelephony phraseology;
and deliver and understand messages in plain language in both usual

and unusual situations that necessitate departure from standard
radiotelephony phraseology.
Note: Refer to the Manual on the Implementation of ICAO Language

Proficiency Requirements (ICAO Doc 9835), Appendix A Part III and
Appendix B for further guidance.
The assessment may be subdivided into three elements, as follows:
Listening assessment of comprehension

Speaking assessment of pronunciation, fluency, structure and
vocabulary
Interaction
The three elements mentioned above may be combined and

they can be covered by using a wide variety of means/technologies.
Where appropriate, some or all of these elements may be

achieved through the use of the radiotelephony testing arrangements.
When the elements of the testing are assessed separately, the final
assessment shall be consolidated in the language proficiency
endorsement issued by DGCA.
D-2-86
Effective 09-Jul-14
The following guidelines will be followed when assessment of language

proficiency is carried out as laid out in Appnedix II of DGCA CAR Section 7 Series
G Part III
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
The assessment may be conducted during one of the several existing

checking or training activities, such as licence issue or rating issue and
revalidation, line training, operator line checks or proficiency checks.
b) Basic Assessment Requirements

The aim of the assessment is to determine the ability of an applicant for a
pilot licence or a licence holder to speak and understand the language
used for radiotelephony communications.
The assessment should determine the ability of the applicant to use both:
Standard radiotelephony phraseology; and Plain language, in situations
when standardised phraseology cannot serve an intended transmission.
- Voice only and/or face to face situations

- common, concrete and work related topics for pilots.
The applicants shall demonstrate their linguistic ability in dealing
with unexpected turn of events, and in solving apparent
misunderstandings, The assessment should determine the applicants
speaking and listening abilities.
Indirect assessments, of grammatical knowledge, reading and

writing, are not appropriate.
The assessment should determine the language skills of the

applicant in the following areas:
Pronunciation
Structure
Vocabulary
Fluency
Comprehension
(Note: The accent or variety of accents used in the test material should be sufficiently
intelligible for an international community of users)
Interactions
quality of response (immediate, appropriate, and informative)

the ability to initiate and maintain exchanges:
on common, concrete and work related topics; and
D-2-87
Effective 09-Jul-14
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
when dealing with an unexpected turn of events

the ability to deal with apparent misunderstandings by checking,
confirming
or clarifying.
When the assessment is not conducted in a face-to-face

situation, it should use appropriate technologies for the
assessment of the applicants abilities in listening and speaking,
and for enabling interactions (for example: simulated
pilot/controller communication).
In case of a pilot scoring a non-acceptable level (1-3), is encouraged to

undergo online English language courses namely TOFEL (Computer and
Pencil), TOEIC and IELTS with the minimum of following scores before
appearing for re-evaluation:
i)
TOFEL
Computer :
Pencil
:
ii) TOEIC
iii) IELTS
2.8.8
2.8.8.1
625
5.0
173
500
190
-520
-675
Special Training For Special Operations

Unreliable Speed Indication
The most probable reason for erroneous airspeed and/or altitude information
is an obstruction of the Pilot and/or static probes. Depending on how the
probes(s) are obstructed, the effects on cockpit indications differ.
It is highly unlikely that the aircraft probes will be obstructed at the same time,
to the same degree and in the same way. Therefore, the first effect of
erroneous airspeed/altitude data in the cockpit will most probably be a
discrepancy between the various indications (CAPT PFD, F/O PFD and STBY
instruments).
CONSEQUENCES OF OBSTRUCTED PITOT TUBES OR STATIC PORTS
D-2-88
Effective 09-Jul-14
NOTE: The assessment of the language skills in the areas mentioned above is conducted
using the Rating Scale below.
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
Exercises on flight with unreliable ASI are carried out during initial simulator
training and/or during recurrent training. The pilots must be familiarised about
the pitch attitude/power/speed relation in different phases of flight.
2.8.8.2
Traffic Alert and Collision Avoidance System (TCAS)
For detailed information and policy on TCAS/ACAS refer to part A Chapter

31.
Pilot Training
TCAS is intended to serve as a backup to visual collision avoidance, when
application of "right-of-way rules" and the separation services provided by air
traffic controllers have been negated. In order to be totally effective, timely
and reliable pilot responses to TCAS advisories are essential. Delayed flight
crew response or the reluctance of a pilot to comply with the provisions of an
RA can significantly decrease or negate the protection provided by TCAS. In
order to provide pilots with the necessary knowledge and familiarity to
respond as desired, it is strongly advised that TCAS training be provided to all
pilots prior to their use of the system.
i) TCAS academic training
Addresses necessary flight crew

knowledge of TCAS concepts,
systems and procedures;
ii)
Develops the necessary Pilot skills

to properly respond
to TCAS
advisories;
TCAS manoeuvre training
iii) TCAS initial evaluation .................................................................................

Assesses each Pilot's ability to
properly use TCAS;
iv) TCAS recurrent qualification .........................................................................
Maintains
appropriate
TCAS
knowledge and skills. Pilots should
fly all scenarios once every four
D-2-89
Effective 09-Jul-14
All the aircraft systems which use anemometric data, have been built-in fault
accommodation logics. The fault accommodation logics rely on a voting
principle: When the data provided by one source diverges from the average
value, the systems automatically reject this source and continue to operate
normally using the remaining two sources. The flight controls system and the
flight guidance system both use this voting principle.
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
years.
Pilots
should
complete
all
scenarios once every two years if
CBT is used.
a)
Academic training is intended to cover (in general terms) overall TCAS

system theory, including the basic operation of the TCAS logic; the concepts
of closest point of approach (CPA), time to CPA and vertical miss distance
thresholds for the issuance of corrective and preventive RAs: the ability of
TCAS to modify advisories during an encounter; the meaning of TAs and
RAs, increase rate RAs, RA reversals, altitude crossing RAs and weakened
RAs; the protection provided by TCAS against altitude reporting and nonaltitude reporting intruders; the protection TCAS provides in multiple aircraft
encounters; the concept of TCAS to TCAS coordination; the potential impacts
of not following RAs: and the continued applicability of see and avoid.
b)
Academic training also intended to explain the normal, expected pilot

response to TAs and RAs; vertical miss distances that can be expected when
responding to an RA; magnitude of altitude deviation which may result; pilot
responsibilities with regard to promptly returning to the ATC clearance unless
a new clearance is issued; the need to inform the controller as soon as
practical of a manoeuvre in response to a RA; and the use of the displayed
traffic information to visually acquire a threatening aircraft.
c)
ACAS limitations
OBJECTIVE: To verify that the pilot is aware of the limitations of ACAS.
CRITERIA: The pilot must demonstrate a knowledge and understanding of
the ACAS limitations including:
i)
ACAS will neither track nor display non-transponder-equipped aircraft,

nor aircraft with an inoperable transponder, nor aircraft with a Mode A
transponder;
ii)
ACAS will automatically fail if the input from the aircrafts barometric
altimeter, radio altimeter, or transponder is lost;
Note._ In some installations, the loss of information from other on-board systems such
as an inertial reference system (IRS) or attitude and heading reference system (AHRS)
D-2-90
Effective 09-Jul-14
TCAS Academic Training
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
may result in an ACAS failure. Individual operators should ensure that their pilots are
aware of what types of aircraft system failures will result in an ACAS failure.
some aircraft within 116 m (380 ft) above ground level (AGL) (nominal
value) will not be displayed. If ACAS is able to determine that an aircraft
below this altitude is airborne, it will be displayed;
iv)
ACAS may not display all proximate transponder-equipped aircraft in

areas of high-density traffic; however, it will still issue RAs as necessary;
v)
because of design limitations, the bearing displayed by ACAS is not

sufficiently accurate to support the initiation of horizontal manoeuvres
based solely on the traffic display;
vi)
because of design limitations, ACAS will neither display nor give alerts
against intruders with a vertical speed in excess of 3 048 m/min (10 000
ft/min). In addition, the design implementation may result in some shortterm errors in the tracked vertical speed of an intruder during periods of
high vertical acceleration by the intruder; and
vii) stall warnings, ground proximity warning system (GPWS)/enhanced

ground proximity warning system (EGPWS) warnings, and wind shear
warnings take precedence over ACAS advisories. When either a GPWS/
EGPWS or wind shear warning is active, ACAS will automatically switch
to the TA-only mode The training is also intended to address the
limitations of TCAS. These limitations include the inability of TCAS to
detect non transponder equipped aircraft; the inability of TCAS to issue
RAs against non-altitude reporting intruders: the ability of TCAS to inhibit
RAs below 300 meters (1000 ft.) AGL; and the ability for TCAS to inhibit
flying and increase climb RAs at some altitudes due to aircraft
performance limitations.
d)
HIGH VERTICAL RATE (HVR) ENCOUNTERS

An aeroplane climbing or descending to an assigned altitude or flight level,
especially with an autopilot engaged, may do so at a rate less than 8 m/sec (1
500 ft/min)* throughout the last 300 m (1 000 ft) of climb or descent to the
assigned level. These procedures are intended to avoid unnecessary airborne
collision avoidance system (ACAS II) resolution advisories in aircraft at
adjacent levels.
D-2-91
Effective 09-Jul-14
iii)
FLT.OMD
ISSUE II, REV 04
e)
CHAPTER 02
Other topics include the following:

Communication and coordination with ATC following an RA, when to
contact ATC and the phraseology to be used;
ii)
TCAS terminology, display symbology, modes of operation and

optional controls and display features including any items particular to
an operator's implementation or unique to its system;
iii)
Interfaces and compatibility with other aircraft systems including the

role of the Mode S Transponder in TCAS to TCAS coordination; the
radio altimeter; weather radar / electronic flight instrument system
interfaces: wind shear / GPWS / TCAS prioritization and climb inhibit
discrete.
iv)
Revisions to the Aircraft Flight Manual (AFM) resulting from the

introduction of TCAS; and
Minimum Equipment List (MEL) operating provisions.

Manoeuvre Training
In addition to the academic training described above, appropriate Manoeuvre
Training is required to assure the use of proper procedures and responses to
TCAS advisories. As a minimum, TCAS Manoeuvre Training is needed to expose
the pilot to the encounter geometry involving two level aircraft, and intruder with a
vertical rate, the TCAS aircraft with a vertical rate, parallel approach geometry and
multiple aircraft encounters. This training is expected to provide exposure to
corrective, preventive, altitude crossing, increase rate, reversals and weakening
RAs. Particular emphasis is required on the correct assessment of displays, aural
annunciations and vertical speeds required by TCAS; minimizing deviations from
the original clearance; and recognising modifications in the initial RA. This training
can best be conducted by using TCAS equipped flight training devices or
simulators, suitable computer bases instruction, or other equivalent means which
depict TCAS scenarios and require proper pilot responses.
Initial Evaluation of TCAS Knowledge and Procedures
Individual Pilot's knowledge of TCAS and appropriate procedures needs to be
evaluated prior to the use of TCAS in revenue service. Acceptable means of initial
assessment will include the following:
Evaluation of an authorised person using a simulator or a Training

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Device capable of modelling TCAS encounters, TCAS response and

pilot interaction;
Recurrent Training
2.8.8.3
Approach and Landing Accident Reduction Training (ALAR)
An ALAR task force was constituted to review the causes of accidents /

incidents and make suitable recommendations to reduce approach and
landing accidents which occurred during adverse weather conditions. The
salient aspects of training would be:
Stabilised Approach
Adherence to SOP
Approach Briefing
Horizontal and Vertical situational awareness
Respect EGPWS warnings
Decision to GO Around
CFIT risk assessment
Crew Coordination
Approach and Landing techniques
Stabilised Approach
The most common cause of approach and landing accidents has been
unstabilised approach. Maintaining a stable speed, descent rate and vertical/
lateral flight path in landing configuration is commonly referred to as the stabilized
approach concept. Any deviation from the planned flight path should be
announced. All approaches must be stabilized by 1000 feet above airport
elevation in IMC and by 500 feet in VMC.
Refer part A Chapter 25.
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TCAS Recurrent Training can be integrated into and / or conducted in

conjunction with other established Recurrent Training programmes. Recurrent
Training for TCAS is expected to include Manoeuvre Training and address
any significant issues identified by line operation experience, system
changes, and procedural.
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Adherence to SOP
SOP's are made on the basis of years of operational experience. SOP must be
reviewed at periodic intervals. Aircrew must assume ownership of their company
SOP and bring suggestions for change to the notice of the authorities.
Important topics that should be addressed in SOPs are:

Stabilized Approach, characterized by a constant-angle, constant-rate of descent
ending near the touchdown point, where the landing manoeuvre begins, the
accuracy, completeness and consistency.
Two significant changes are the conversion of the term pilot not flying (PNF) to
pilot monitoring (PM) and the addition of a related Appendix addressing Crew
Monitoring and Cross-Checking. It is increasingly acknowledged that it makes
better sense to characterize pilots by what they are doing rather than by what they
are not doing. Hence, pilot flying (PF) remains an appropriate term and is
unchanged. But the term pilot not flying misses the point. Studies of crew
performance, accident data, and pilots own experiences all point to the vital role
of the nonflying pilot as a monitor. Hence, the term pilot monitoring (PM) is now
widely viewed as a better term to describe that pilot. In those instances where the
older term PNF appears, it should be understood that pilot monitoring (PM) is the
preferred meaning.
THE IMPORTANCE OF UNDERSTANDING THE REASONS FOR AN SOP
a)
Effective Feedback. When flight crewmembers understand the underlying

reasons for an SOP they are better prepared and more eager to offer
effective feedback for improvements. The operator/ AOP holder, in turn,
benefits from more competent feedback in revising existing SOPs and in
developing new SOPs. Those benefits include safety, efficiency, and
employee morale.
b)
Troubleshooting. When flight crew members understand the underlying

reasons for an SOP, they are generally better prepared to handle a related inflight problem that may not be explicitly or completely addressed in their
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Standard operating procedures (SOPs) are universally recognized as basic to safe

aviation operations. Effective crew coordination and crew performance, the two
central concepts of crew resource management (CRM), depend upon the crews
having a shared mental model of each task. That mental model, in turn, is founded
on SOPs.
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operating manuals.
COLLABORATING FOR EFFECTIVE SOPs
In general, effective SOPs are the product of healthy collaboration among
managers and flight operations people, including flight crews. A safety culture
promoting continuous feedback from flight crews and others, and continuous
revision distinguishes effective SOPs.
b)
The developers of S.O.P. should pay close attention to the approved airplane
flight manual (AFM), to AFM revisions and operations bulletins issued by the
manufacturer.
Approach Briefing
Refer part A Chapter 30.
HORIZONTAL AND VERTICAL SITUATIONAL AWARENESS
It has been determined that accidents are five times more likely while
conducting a Non-precision Approach as against a Precision Approach. Most
of the accidents were due to lack of vertical situation awareness.
Most Non-Precision approaches provide vertical guidance in the form of
Altitude versus distance checks. The concept of stabilized approach requires
the aircraft to follow a steady vertical profile.
The crew training must emphasize this aspect of vertical situational
awareness and maintenance of a steady vertical profile on approach to the
touchdown point.
2.8.8.4
PBN / RNP Training
PBN Flight Crew Training Syllabus

The flight crew training programme will provide sufficient theoretical and practical
training, using a simulator, training device, or line training in an aircraft, in the
concept of RNP APCH operations without or with vertical guidance (APV
BAROVNAV) and the use of the aircrafts RNAV system in such operations to
ensure that pilots are not just task oriented.
The following syllabus is minimum addition to the training programme to support
RNP APCH including APV BAROVNAV operations:
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2.8.8.4.1 General RNAV Concepts Including:

Theory of RNAV including differences between types of RNAV
operations
b)
Limitations of RNAV
c)
Limitations of BAROVNAV
d)
Charting and database issues including:
Waypoint naming concepts

Vertical path angle
Flyby and flyover waypoints
e)
Use of RNAV equipment including:
Verification and sensor management
Tactically modifying the flight plan
Addressing discontinuities
Entering associated data such as: Wind /Altitude/ speed

constraints/Vertical profile/vertical speed
f)
Use of lateral navigation mode(s) and associated lateral control

techniques
g)
Use of vertical navigation mode(s) and associated vertical control

techniques
h)
R/T phraseology for RNAV operations
i)
The implication for RNAV operations of systems malfunctions which are

not RNAV related (e.g. hydraulic or engine failure)
2.8.8.4.2 RNP APCH concepts including:

a)
Definition of RNP APCH operations and its direct relationship with RNAV
(GNSS) procedures.
b)
Regulatory requirements for RNP APCH operations
c)
Required navigation equipment for RNP APCH operations:
GPS concepts and characteristics
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RNP/ANP requirements
RAIM
BAROVNAV
MEL
d)
Procedure characteristics
Chart depiction
Aircraft display depiction
Minima
e)
Retrieving a RNP APCH (or a RNAV (GNSS)) approach procedure from

the data base.
f)
Procedure change at destination airport, change arrival airport and

alternate airport.
g)
Flying the procedure:
Use of autopilot, auto thrust and flight director
Flight Guidance(FG) mode behavior
Lateral and vertical path management
Adherence to speed and/or altitude constraints
Fly direct to a waypoint
Determine lateral and vertical track error/deviation
Fly interception of an initial or intermediate segment of an approach

following ATC notification
Where the RNAV system supports interception of the extended final

approach segment then flight crew should be trained in use of the
function.
The use of other aircraft equipment to support track monitoring, weather

and obstacle avoidance
Contingency procedures in case of lateral mode failure ( LNAV) and/or

vertical mode failure (VNAV)
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For APV BAROVNAV operation, a clear understanding of specific crew

requirements:
for comparisons of VNAV guidance with primary altimeter information
for altitude crosschecks between primary altimeters (e.g. altimetry

comparisons of 100 feet),
for temperature limitations on instrument procedures
for altimeter settings in term of currency, accuracy and integrity.
i)
The effect of temperature deviation and its compensation
j)
ATC procedures
k)
Abnormal procedures
l)
A short objective in-house test to check assimilation of key aspects of above

2.8.8.4.3 Simulator Training:
Minimum 1 hour as PF/PM as applicable.
a)
RNAV Airway transition to RNAV STAR (or Radar Vector)- feed to RNP
Appch.-VMC or Partial
b)
Reset to Initial Approach Fix(IAF)- approach in IMC- with related Advisory

Messages. Full Stop Landing.
c)
Reset to Initial Fix (IF) with messages followed by Missed Approach.
d)
Continue Missed Approach profile with review for second approach- or unable
due to Message type.
2.8.8.4.4 Recurrent Training:

One RNP Approach during PPC, for recurrency or new Authorisation required
approach. Preparation of a module (courseware) for Ground Refresher for
integration into Annual Refresher Training.
2.8.8.4.5 Mode Awareness and Energy State Management Aspects Of Flight
Deck Automation
Automation has contributed substantially to the sustained improvement in air
operator safety around the world. Automation increases the timeliness and
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precision of routine procedures, and greatly reduces the opportunity to

introduce risks and threatening flight regimes.
A prototype automation policy for air carriers was developed after several
major accident analysis.
The objective of the sample policy is to help minimize the frequency with
which pilots experience mode confusion and undesirable energy states. This,
in turn, requires that crews understand the functions of the various modes of
automation. The sample policy is based on a set of common industry
practices that are known to be effective.
a)
Philosophy and Approach to the Use of Automation
An automation policy should begin with a description of the organizations

philosophy and approach to the use of automation.
i)
Fly the airplane

First and foremost, though automation has brought major improvements
to safety, air carriers should promulgate and systematically reinforce the
philosophy of fly the airplane. If pilots recognize that they are uncertain
about the auto flight modes or energy state, they should not allow the
airplane to continue in an unstable or unpredictable flight path or energy
state while attempting to correct the situation. Instead, pilots should
revert to a better-understood level or combination of automation until the
aircraft resumes the desired flight path and/or airspeed. This may
ultimately require that pilots turn off all automation systems and fly the
aircraft manually. When the aircraft again is flying the desired flight path
and/or airspeed, pilots can begin to reengage the automation as
appropriate. This type of statement in the automation policy would help
the pilot to know how to correctly interact with automation to reduce
workload and increase safety and efficiency.
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Nevertheless, in complex and highly automated aircraft, automation has its

limits. More critically, flight crews can lose situational awareness of the
automation mode under which the aircraft is operating or may not understand
the interaction between a mode of automation and a particular phase of flight
or pilot input. These and other examples of mode confusion often lead to
mismanaging the energy state of the aircraft or to the aircraft deviating from
the intended flight path for other reasons.
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ii)
CHAPTER 02
Adopt CAMI or VVM procedure
CAMI procedure for the pilot flying:
or
Confirm airborne (or ground) inputs to the FMS with the other pilot.
Activate inputs.
Monitor mode annunciations to ensure the auto flight system performs as
desired.
Intervene if necessary.
VVM policy for both flight crew members:
Verbalize.
Verify.
Monitor.
General approaches like these are easy to train, review on the line, and have
been shown to help flight crews in their overall approach to the use of
automation.
iii)
Other topics
Carriers also should consider including other statements on automation

philosophy to provide operational guidance to pilots.
Appreciate specified capability, limitations, and failure susceptibility of

the automation,
Be wary of auto flight states when crew coordination, communication,

and monitoring of automation is more important.
Resist situations when automation can increase pilot workload or

degrade performance, and
Avoid over-reliance on automation to the detriment of manual flying

skills.
b) Choice of Systems or Levels of Automation

Automation policy should include information to guide pilots on making
choices about how to combine and use automated systems. Some airlines
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Include references to and descriptions of generalized procedures, such

as the CAMI or VVM, that have been developed by various air carriers
as effective means for pilots to validate the arming/engagement of the
AFS and to monitor functions/mode changes.
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have defined levels of automation to help with this. However, a definition

alone is not adequate for this topic. Below is a list of recommended topics
that could add substance to a definition and that could provide practical
guidance for pilots.
Use the Appropriate Automation for the Task.
On highly automated and integrated aircraft, several combinations, or levels,

of automation may be available to perform a given task in either FMS modes
and guidance or non-FMS modes and guidance.
The most appropriate level of automation depends on the task to be

performed, the phase of flight and the amount of time available to
manage a task. A short-term or tactical task, such as responding to an
ATC direction to go briefly to a different altitude or heading, the task
should be accomplished in the FCU/MCP; this allows the crew to
maintain head-up flight. A long-term or strategic task that changes most
or all of the remaining flight should be accomplished in the FMS CDU,
which requires more head-down time by one pilot.
The most appropriate level also may depend on the level with which the
pilot feels most comfortable for the task or for the prevailing conditions,
depending on his/her knowledge and experience operating the aircraft
and systems. Reverting to hand-flying and manual thrust control actually
may be most appropriate, depending on conditions.
The PF should retain the authority and capability to select the most
appropriate level of automation and guidance for the task. Making this
selection includes adopting a more direct level of automation by reverting
from FMS guidance to selected guidance (that is, selected modes and
targets through the use of either the FCP or MCP); selecting a more
appropriate lateral or vertical mode; or reverting to hand-flying (with or
without FD guidance, with or without A/THR or A/T), for direct control of
aircraft vertical trajectory, lateral trajectory, and thrust.
ii)
Ensure that pilots possess required skills and knowledge.
Some airlines have also included statements in their automation policies

about the requirement for pilots to be skilled in and knowledgeable about the
use of certain combinations of automated systems or all possible
combinations of systems. Understanding and interacting with any auto flight
system ideally requires answering the following fundamental questions:
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How is the system designed?
Why the system is designed that way?
How does the system interact and communicate with the pilot?
How does the pilot operate the system in normal and abnormal
situations?
Ensure that pilots fully understand the following aspects in the use of
automation:
Integration of AP/FD and A/THR or A/T modes (that is, pairing of

modes),
if applicable;
Mode transition and reversion sequences; Integration of AP/FD and

A/THR or A/T modes (that is, pairing of modes), if applicable;
Mode transition and reversion sequences; and
Pilot-system interaction for o pilot-to-system communication (that is, for

target selections and modes engagement) and o system-to-pilot
feedback (that is, for cross-checking the status of modes and accuracy.
iii)
AP - A/THR Integration:
Integrated AP-A/THR or AP-A/T systems pair AP pitch modes (elevator

control) with the A/THR or A/T modes (thrust levers/throttle levers). Integrated
AP - A/THR or AP-A/T systems operate in the same way as a pilot who handflies with manual thrust.
Elevator is used to control pitch attitude, airspeed, vertical speed,

altitude, flight- path-angle, and vertical navigation profile or to capture
and track a glideslope beam.
Thrust levers or throttle levers are used to maintain a given thrust or a

given airspeed.
Throughout the flight, the pilots objective is to fly either:
Performance segments at constant thrust or at idle, as on take-off, climb

or descent; or
Trajectory segments at constant speed (as in cruise or on approach).
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Depending on the task to be accomplished, airspeed is maintained

either by the AP (elevators) or the A/THR (thrust levers) or A/T
(throttles levers), as shown in Table 1 below. 8 Table 1
AP A/THR & A/T Mode Integration
A/P
Thrust levers/ Throttle levers
Aircraft
Performance
controlled by:
Elevators
is
Aircraft Trajectory is controlled

by
iv)
Thrust or idle
Speed
Speed
V/S Vertical profile

Altitude
Glide
slope
Automation Design Objectives: -
The AFS provides guidance to capture and maintain the selected targets and
the defined flight path, in accordance with the modes engaged and the targets
set by the flight crew on either the flight control unit (FCU)/mode control panel
(MCP) or on the flight management system (FMS) control and display unit
(CDU).
The FCU/MCP constitutes the main interact between the pilot and the auto
flight system for short-term guidance (i.e., for immediate guidance such as
radar vectors).
The FMS CDU constitutes the main interface between the pilot and the auto
flight system for long-term guidance (i.e., for the current and subsequent flight
phases).
Two types of guidance (modes and associated targets) are available on
aircraft equipped with either a flight management guidance system (FMGS) or
flight management computer (FMC), featuring both lateral and vertical
navigation:
Selected guidance:
The aircraft is guided to acquire and maintain the targets set by the crew,
using the modes engaged or armed by the crew (i.e., using either FCU or
MCP target setting knobs and mode arming/engagement pushbuttons)
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A/THR or A/T
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FMS guidance:
The aircraft is guided along a pilot-defined FMS lateral navigation and a

vertical navigation flight plan, speed profile, altitude targets/constraints.
v)
Engaging Automation:
Modes engaged (check FMA annunciations) for FD guidance are the

correct modes for the intended flight phase and task;
Select the appropriate mode(s), as required; and confirm,
FD command bars do not display any large displacements; if large
displacements are commanded, continue to hand fly until FD bars are
centered prior to engaging the AP;
Engaging the AP while large commands are required to achieve the intended
flight path may result in the AP overshooting the intended vertical target or
lateral target, and/or surprise the pilot due to the resulting large pitch / roll
changes and thrust variations.
vi)
Other topics related to the choice of automation levels
Include other statements to help pilots choose the appropriate level of

automation.
Use optimum automation combination or level for comfortable

workload, high situation awareness, and improved operations capability
(passenger comfort, schedule, and economy).
Do not try to solve automation problems with conditioned responses from

the same level of automation.
Prioritize correctly (e.g. avoid programming during critical flight phases).
c)
Situation Awareness
Policies should include statements about the importance of maintaining

situation awareness and, particularly, mode and energy awareness.
i)
Mode and Energy Awareness

Situation awareness requires that pilots know the available guidance at
all times. The FCU/MCP and the FMS CDU are the primary interfaces for
pilots to set targets and arm or engage modes. Any action on the
FCU/MCP or on the FMS keyboard and line-select keys should be
confirmed by crosschecking the corresponding annunciation or data on
the PFD and/or ND (and on the FMS CDU). At all times, the PF and PNF
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Before engaging the AP, ensure sure that:
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should be aware of the status of the guidance modes being armed or

engaged and of any mode changes throughout mode transitions and
reversions.
Monitor the use and operation of the automated systems.
Check and announce the status of the FMA, such as the status of AP/FD
modes and A/THR or A/T mode.
Observe and announce the result of any target setting or change (on the
FCU/MCP) on the related PFD and/or ND scales; and
Supervise the AP/FD guidance and A/THR or A/T operation on the PFD
and ND (pitch attitude and bank angle, speed and speed trend, altitude,
vertical speed, heading, or track).
iii)
Other topics on situation awareness.
Remain alert for signs of deteriorating flying skills, excessive workload,

stress, or
Fatigue (avert complacency).
Ensure at least one crewmember monitors the actual flight path.
Consider hand flying in manual mode for immediate change of flight
path.
Brief the plan for using automation before take-off and rebrief in flight as
the situation dictates.
d) Communication and coordination

Topics related to communication and coordination to consider in developing
the automation policy are statements to help flight crews:
i)
Announce automatic or manual changes to auto flight status (or

update other pilot at first opportunity),
ii)
Brief and compare programmed flight path with charted procedure/

active routing,
iii) Coordinate (verbalize) before executing any inputs which alter

aircraft flight profile,
iv) Make callout 1,000 feet before clearance altitude and verbally
acknowledge,
v)
Utilize the point and acknowledge procedure with any ATC

clearance.
vi) Brief special automation duties & responsibilities, and

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vii) Actively listen for traffic, communication & clearances.
e) Verification
Include statements about verifying and cross-checking automation selections
and anticipating subsequent aircraft performance in an automation policy.
Know Your Modes and Targets.
At a high level, the goal of verification can be generalized as know your

modes and targets. The AP control panel and FMS control display
unit/keyboard are the prime interactions for pilots to communicate with aircraft
systems (to arm modes or engage modes, and to set targets). The PFD,
particularly the FMA section and target symbols on the speed scale and
altitude scale, and ND are the primary interactions for the aircraft to
communicate with pilots. These interfaces confirm that aircraft systems have
correctly accepted the pilots mode selections and target entries.
Any action on the autopilot control panel or on FMS keyboard/line-select keys
should be confirmed by cross-checking the corresponding annunciation or
data on the PFD and/or the ND. The PF and PNF (PM) should be aware of
the following:
Modes armed or engaged;
Guidance targets set;
Aircraft response in terms of attitude, speed, and trajectory; and
Mode transitions or reversions.
When flight crews perform an action on the FCU or FMS to give a command,
the pilot expects a particular aircraft reaction and, therefore, must have in
mind the following questions:
Which mode did I engage and which target did I set for the aircraft to fly
now?
Is the aircraft following intended vertical and lateral flight path and
targets?
Which mode did I arm and which target did I preset for the aircraft to fly
next?
To answer such questions, pilots must understand the certain controls and
displays:
FCU/MCP mode selection keys, target-setting knobs, and display

windows;
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FMS CDU keyboard, line-select keys, display pages, and messages;
Flight modes annunciator (FMA) on the PFD; and
PFD and navigational display (ND) displays and scales (that is, for crosschecking guidance targets).
ii)
Specific topics related to verification
Include statements to help pilots verify and cross-check inputs and aircraft
responses.
Cross-check raw data and computed data, as appropriate.
Verify (both pilots) entered waypoints and confirm FMS data against
printed charts.
Maintain effective cross-check of system performance with desired flight

path,
Verify programming that alters route, track, or altitude, and cross-check

proper mode annunciation,
Cross-Check (verify) result of selections, settings, and changes.
If a transition is selected or built, verify between pilots that it matches

clearance and that it produces desired track.
f)
System and Crew Monitoring

Monitoring automation is simply carefully observing flight deck displays
and indications to ensure the aircraft response matches your mode
selections and guidance target entries, and the aircraft attitude, speed,
and trajectory match expectations.
i)
During the capture phase, observe the progressive centering of FD bars

and the progressive centering of deviation symbols (during localizer and
glideslope capture). This enhances supervision of automation during
capture phases and cross-check with raw data, as applicable, to enable
early detection of a false capture or capture of an incorrect beam.
ii)
If the aircraft does not follow the desired flight path or airspeed, do not
hesitate to revert to a more direct level of automation, as recommended
by the airplane manufacturer or as required by the operators SOPs.
iii) In the event of an uncommanded AP disconnection, engage the second

AP immediately to reduce pilot workload.
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iv) Scan indications to ensure aircraft performs "as expected;"

v)
Monitor Status (indications and mode annunciations);
vi) Monitor ALT capture mode to ensure commands for smooth level-off at
assigned altitude are followed when using ALT capture mode of A/P F/D, or VNAV;
vii) Maintain One "head up" at all times/low altitude; avoid distraction from
duties;
viii) Do not let automation interfere with outside vigilance;
ix) Maintain continuous lookout during ground movement & VMC flight;
x)
PF and PNF monitor each other's actions; and
xi) Do not use any navigational system displaying an inoperative flag or

some other failure indication.
g)
Workload and System Use
Consider including statements on workload and system use to provide some

operational guidance to pilots, such as the following.
i)
Ensure PF has responsibility for flight path; remain prepared to assume

control (abnormal conditions).
ii)
Intervene if the flight status is not "as desired"; revert to lower automation
iii) Level; disengage any A/F system not operating "as expected."
iv) Encourage manual flying for maintaining proficiency when flight
conditions permit,
v)
Clearly establish who controls Aircraft under what Conditions.
vi) Allow for switch of PF & PNF duties if control properly maintained PF and
PNF monitor each other's actions.
vii) Designate one pilot to control (abnormal conditions).
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The effective monitoring of these controls and displays promotes increases

pilot awareness of the modes being engaged or armed and the available
guidance (flight path and speed control). Active monitoring of controls and
displays also enables the pilot to anticipate the sequence of flight modes
annunciations throughout successive mode transitions or mode reversions.
Carriers should also consider the following types of statements to help
provide operational guidance to pilots.
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2.8.8.4.6 EGPWS Warnings
ALAR Training will be included during initial and recurrent training and while
conducting Proficiency Checks on aircraft and simulator.
2.8.8.4.7 Controlled Flight into Terrain (CFIT) / Ground Proximity Warning
System (GPWS) Training
a)
Accident statistics indicate that over half of all accidents happen during
approach and landing. In addition, controlled flight into terrain (CFIT) is
the leading cause of commercial aircraft fatalities. Of the total hull lost
accidents to large commercial jets in 2003, seven were CFIT and 11
were ALAs. The rate of CFIT accidents has been substantially reduced
by the installation of Ground Proximity Warning System (GPWS), and
more recently, Terrain Avoidance Warning Systems (TAWS) commonly
known as Enhanced GPWS on transport category airplanes. However,
not all air operator aeroplanes are required to have TAWS equipment
installed and there has been an average of five CFIT accidents a year
for the past 10 years.
b)
Worldwide accident data demonstrate that pilots require improved

training in prevention of Approach and Landing (ALA) and CFIT
accidents in general, and in performance of the ground proximity escape
manoeuvre in particular.
c)
The Approach and Landing Accident and CFIT training programme is

primarily directed toward two aspects of the ALA/CFIT problem:
avoidance and escape. The most important goal for any flight crew is
maintain vertical and horizontal situational awareness in relation to the
ground, water, and obstacles. When this is not accomplished and the
potential for impact with the ground, water, or obstacles is imminent, the
proper escape manoeuvre must be used to improve the chance of
surviving.
The installation of the Ground Proximity Warning System (GPWS) can reduce
CFIT accidents and is one of the major tools in CFIT prevention. The
following manoeuvre should be executed in response to a GPWS warning,
D-2-109
Effective 09-Jul-14
EGPWS Operations and Training deals with response to EGPWS warnings.

With the enhancements in EGPWS, it is extremely reliable and the likelihood
of false warnings is remote. It is again emphasized that EGPWS warnings
must be respected and never ignored.
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
except in clear daylight / VMC when the flight crew can immediately and
unequivocally confirm that an impact with the ground, water or an obstacle
will not take place:
React immediately to a GPWS warning
Positively apply maximum thrust and rotate to the appropriate pitch
attitude.
iii) Pull up with wings level to ensure maximum airplane performance
iv) If terrain remains a threat, continue rotation up to the pitch limit
v) Do not change gear or flap configuration until terrain separation is
assured.
vi) Monitor radio altitude for sustained or increasing terrain separation.
vii) The escape manoeuvre should be continued until climbing to sector
emergency safe altitude or until visual verification can be made that the
airplane will clear the terrain or obstacle, even if the GPWS warning
stops.
CFIT training syllabus
The objectives of the Training Programme are to provide the pilot with the
ability to:
a)
b)
c)
d)
Recognize the factors that may lead to CFIT accidents and incidents.
Know the prevention strategies that will ensure a safe flight.
Improve situational awareness in order to avoid CFIT.
Learn an escape manoeuvre and techniques designed to enhance the
possibility of survival.
i)
Academic Training
Academic training: to be carried out for initial endorsement, upgrade
training & recurrent training. CFIT exercises will be included in the
recurrent training profiles.
ii)
Simulator Training
Simulator training: to be carried out for initial endorsement, Instrument
Rating, and License Renewal. Pilots are to be evaluated for
instantaneous reactions to warnings of the GPWS.
2.8.9
Monsoon Operations
Training for Monsoon Operations, shall be done in accordance with CAR on

AWO: Adverse Weather Operations-Monsoon Operations and as amended
D-2-110
Effective 09-Jul-14
i)
ii)
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
from time to time. It is mandatory to visit the DGCA web site www.dgca.nic.in
and check the subject CAR prior to application of its requirements
2.8.9.1
Ground School for All Pilots:
Ground School training will be imparted to all Pilots irrespective of the fact
that they may have flown during previous adverse weather periods. This
ground training shall cover, but not be limited to:
Aircraft Performance during Take-off and Landing with specific emphasis

on wet and contaminated runway conditions.
Calculation of Take-off and Landing field lengths and impact of individual

failure events, specific to aircraft type.
Indian Monsoon climatology.
Techniques of Weather Avoidance.
Use of Weather Radar
ALAR & Adverse Weather Tool Kit (earlier issued by DGCA).
2.8.9.2
Release of New Commanders during Monsoons
Following requirements are to be complied with prior to release of New

Commanders to operate as PIC in monsoon conditions.
Release of Commanders who have operated as PIC in monsoons on any
other type prior to being released on subsequent type will also be governed
by this Circular.
Pilots who have obtained command rating for the first time:
Pilots who have obtained command rating for the first time are required to be
subjected to adverse weather/monsoon training and a check before being
released to fly as PIC in actual or forecast, adverse weather/ monsoon
conditions.
Note: Pilots, who have obtained their command rating on Commercial
Transport aircraft for the first time, will fall under this category.
D-2-111
Effective 09-Jul-14
All pilots are to undergo simulator training and checks as below before they
are released to fly as PIC on a new type in actual or forecast, adverse
weather conditions. Simulator training and checks may be conducted during
PIC upgrade/co- pilot type training conversion course.
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
The following additional criteria must be fulfilled:

Should have operated as a P2 during previous three monsoon season
prior to obtaining PIC rating.
ii)
Should have at least 100 hours PIC experience on type before being
released to fly as PIC during adverse weather conditions unless the
pilot has minimum of 3 Monsoon seasons as P2 on type prior to
obtaining PIC rating.
iii) In cases where a PIC is short of the 100 hours requirement or his
endorsement has been obtained prior to or during adverse
weather/monsoons, the PIC may continue to fly from LHS with
Examiners/Instructors/Check Pilots during the adverse weather
conditions till they achieve 100 hours.
iv)
One hour simulator training (in the form of LOFT) for adverse weather
operations covering all aspects of adverse weather conditions likely to
be encountered en-route and in terminal areas covering aircraft
performance related to wet/ contaminated runway conditions combined
with MEL dispatch. Increased emphasis on landing performance
should be given including assessment of landing distance required in
reduced braking effectiveness vs. actual Landing Distance Available
(Safety Margins).
v)
One hour Simulator Check for adverse weather Operations.
Pilots who have operated as PIC in Monsoons on another type:

Pilots with previous experience as PIC in Monsoons who have newly obtained
PIC rating on another type, must, after Ground Training as per Para 2.8.9.1
above, comply with the following:
i)
ii)
One hour simulator training (in the form of LOFT) for adverse weather
operations covering all aspects of adverse weather conditions likely to be
encountered en-route and in terminal areas covering aircraft performance
related to wet/ contaminated runway conditions combined with MEL
dispatch. Increased emphasis on landing performance should be given
including assessment of landing distance required in reduced braking
effectiveness vs. actual Landing Distance Available (Safety Margins).
One hour Simulator Check for adverse weather Operations.
D-2-112
Effective 09-Jul-14
i)
FLT.OMD
ISSUE II, REV 04
2.8.9.3
a)
b)
d)
e)
f)
g)
h)
i)
j)
k)
2.8.9.4
General Conditions:
Minimum total cockpit experience level of the PIC and the First Officer
should not be less than 500 hours on type.
No supervised take-offs and landings in actual adverse weather
conditions.
Approach briefing prior to Top of Descent shall include
wet/contaminated Inflight Landing Distance calculation.
ILS approaches are to be preferred to non-precision approaches In
case of non-precision approaches, emphasis must be given on
Continuous Descent Final Approach (CDFA)
Greater emphasis on stabilized approaches (Refer Operations Circular
No. 1 of 2003 on ALAR India Training Tool Kit and Circular No.9 of
2009 Standard Operating Procedures).
PANS OPS procedures for speed control in terminal areas must be
followed.
Flight Manual limitations and Company SOPs must be strictly adhered
to.
Go around procedure in case of wind shear, stall and recovery must
be reviewed as per Operations Circular 2 of 2001.
All Operators are required to follow a non-reprisal policy for Go around
and Diversion,
Documentation about upset recovery technique for specific airplane
must be reviewed.
Full flap landing and adequate usage of Reverse thrust and
consideration of extra en-route/ terminal fuel computation shall be
adhered to. (Type specific manufacturers guidance accepted)
MEL Requirements
The following equipment shall be fully serviceable for flights to or from the
aerodromes with forecast or actual adverse weather conditions
a) Wind shield wipers on both sides must be serviceable.
b) Weather Radar.
2.8.10
Reduced Vertical Separation Minimum (RVSM)

Refer to part A Chapter 4.
Simulator Training: RVSM Contingency procedures training will be
included in the recurrent training profiles.
D-2-113
Effective 09-Jul-14
c)
CHAPTER 02
FLT.OMD
ISSUE II, REV 04
2.8.11
CHAPTER 02
EXTENDED DIVERSION TIME OPERATIONS
These regulations stipulate that unless otherwise permitted by competent

authority, no twin engine airplane can be operated on a route that contains a point
farther that one hour flying time in still air at normal cruising speed with one engine
inoperative from an adequate airport. When a route or a segment of the route
cannot be covered within the above mentioned 60 mins diversion time, regulatory
authorities may permit operations under EDTO OPERATIONS.
EDTO OR Extended diversion time Operations is a set of rules which enables
aircraft to fly beyond the one hour limit. Firstly, the aircraft must be EDTO type
certified and secondly, the airline must hold an EDTO operational approval.
Ground Training
(Refer Ground Training Syllabus-Flight operations)
This
training
is
imparted
by
the
DGCA
approved
Operations
Technical/Performance Training Instructors. The Ground Training duration would
be of one day which would cover the following:
a)
EDTO Regulations / Operation Approval.
b)
Monitoring progress of flight and planning for in flight contingencies.

i)
ii)
iii)
iv)
v)
vi)
vii)
EDTO Fuel requirements

Route Alternate standards/selection
Metrological requirements
Minimum Equipment List EDTO specific
EDTO service check and Tech log
Pre-flight FMS Set up
Concept of engineering reliability
c)
Diversion strategies and procedures.
d)
Area of operation.
e)
Communication and navigation facilities. Abnormal and emergency

procedures including :
D-2-114
Effective 09-Jul-14
The Operations of twin engine airplanes are governed by certain regulations to

ensure that in the event of one propulsion system failure, or any primary airplane
system failure, or a combination of the above, the remaining power (electrical,
hydraulic, pneumatic) will continue to be available at levels necessary, to permit
continuation of safe flight and safe landing at suitable airport.
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
single and multiple failures in flight that would precipitate go / no-go

and diversion decisions
operational restrictions associated with these failures including any

applicable MEL considerations
procedures for air-start of the propulsion system / APU if required
crew incapacitation
Dispatch considerations MMEL/MEL, CDL, Weather Minima.
Flight Crew Documentation.
Flight Crew Procedures.

Line Training
Recurrent Training
EDTO recurrent training is integrated with in recurrent annual training refresher
programmes.
2.8.12
ILS CAT II / III Operations Training & Qualifications
a) Training for Low Visibility Operations, Cat II & Cat III shall be done in
accordance with in accordance with DGCA CAR on AWO, as amended
from time to time. It is mandatory to visit the DGCA web site
http://dgca.nic.in/ and check the subject CAR prior to application of its
requirements
b) Training records will be maintained on the basis of the guidelines in the
CAR, as formalised and incorporated with relevant criteria, as applicable to
IndiGos operations and fleet.
c) Flight Ops Training Department will be responsible to obtain authorization
from DGCA and issue certificates & Cat II/III logbook for Pilots who have
successfully completed their low visibility training, on a periodical basis.
d) It will be the responsibility of individual pilots to maintain their recency
requirements, as amended by DGCA from time to time, to exercise the
privileges of Cat II / III authorization.
e) Flight Operations Training Department will be responsible to maintain and
update the training forms and records required for LVO operations in
accordance with the DGCA instructions on the subject.
D-2-115
Effective 09-Jul-14
One EDTO route check for pilot in command and it shall be one time
clearance.
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
f) All Pilots will carry out RHS training for LVO (CATII/III and LVTO) during
Recurrent Training.
Command SLF: Take of will be performed by the trainer (CM1) and

pilot undergoing SLF will be occupying RHS (Provided he is qualified
for LVTO). This sector will not be a training sector.
First Officer SLF: Not authorized if the first officer is not LVTO
trained.
Annual line route checks: Is authorized if the PIC and first officer is
LVTO trained.
Command Route Check: PIC route check will not be planned for
LVTO operations.
2.8.12.1 QUALIFICATIONS AND FLYING EXPERIENCE REQUIREMENTS

FOR CAT-II/III
The Pilot seeking authorization for ILS Cat-II or Cat-III operations shall meet the
following qualifications and experience requirements:
Licence and Ratings
i)
Current CPL or higher licence.
ii) Instrument Rating

Flying Experience for PIC
i)
Total flying experience 2500 hrs
ii) PIC experience on type 500 hrs (for pilots with no previous Cat II/III
authorization), 100 hrs (for pilots with previous Cat II/III authorization).
iii) Night Flying on type 100 hrs.
iv) Instrument Flying 100 hrs (including not more than 50 hrs on Full Flight
Simulator of the type).
Flying Experience for Co-Pilot
i)
Total flying experience 500 hrs
D-2-116
Effective 09-Jul-14
g) The Take Off is to be performed by the pilot in command (CM1) qualified

for LVTO. This instruction also applies in the case of all training flights
including route checks & SLF.
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
ii) On type experience as released Co-pilot 300 hrs (for pilots with no
previous Cat II/III authorization), 100 hrs (for pilots with previous Cat-II/III
authorization).
Ground Training for PIC, Co-Pilot for CAT II and CAT III Authorization
The ground training shall lay specific emphasis on the following;
a) All the technical aspects required for Cat-II and Cat-III operations, the
b)
aircraft equipment required for carrying out Cat-II and Cat-III approaches
and associated weather phenomenon, with special emphasis on poor
visibility in fog, rain, meteorological minima etc. This training shall be
given by Ground Instructor / Flight Instructor / Synthetic Flight Instructor /
Examiner trained in Cat-II and Cat-III operations.
The techniques for Cat-II and Cat-III operations, effects on operations
due failures in the airborne and ground equipment and their indications,
and action required to be taken on various failures. This training shall be
given by Flight Instructor/Synthetic Flight Instructor/Examiner trained in
Cat-II and Cat-III operations.
2.8.12.2 SIMULATOR TRAINING AND LINE FLYING OF PIC & CO-PILOT

FOR CAT-II / CAT-III AUTHORIZATION
The training exercises stipulated hereunder shall be the minimum to be carried out
on an approved simulator. The Synthetic Flight Instructor/Flight Instructor/
Examiner shall ensure that the pilot acquires the required proficiency and if
necessary additional training be given. In case of a gap between ground classes /
simulator training and line flying of more than six months the pilot shall undergo a
simulator training session of at least 8 Cat-II/III approaches. This may be
combined with recurrent IR/PPC training.
In case an SFI has not held a CAT II/III authorization on type within the previous
36 months, then prior to imparting training for LVTO and CAT II/III operations, he
must complete the ground training for LVTO and CAT II/III. Thereafter, the SFI
shall observe and conduct under supervision LVTO and CAT II/III training and
evaluation under an Instructor/Examiner as appropriate prior to conducting LVTO
and CAT II/III training.
D-2-117
Effective 09-Jul-14
iii) Instrument Flying 100 hrs. (including not more than 50 hrs on Full Flight
Simulator of the type
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
a)
SIMULATOR TRAINING FOR PIC / CO-PILOT

i)
Pilots with no previous Cat-II/III Authorization.
One Cat-II training session of minimum of 2 hours consisting of a minimum

of 10 Cat-II approaches in which at least 4 landings and 4 go around shall
be accomplished. The exercise shall also include approaches with one
engine inoperative for landing and go around. Handling of failures and
taking necessary corrective action shall also be part of the training.
One Cat-II evaluation session of 1 hour by an Examiner to check the

proficiency consisting of at least 3 landings and 1 go around to include
engine failure on approach, go around, recognition of aircraft and ground
equipment failures and to take necessary corrective action.
Only on successful completion of simulator training/evaluation for Cat-II

operations, pilot shall undergo one Cat- III training session of 2 hours
consisting of at least 3 landings and 2 go around with all engines operating,
critical engine failure and also with equipent failures and to demonstrate
ability to take necessary corrective actions to handle the failures.
One Cat-III check session of 1 hour by an Examiner to assess the

proficiency consisting of a minimum of 3 landings and 1 go around.
An operator may combine CAT II/III training and check modules. In this
case, the training session will be identical as covered above (2 hours for
CAT II and 1 hour for CAT III), however, the check for CAT II and CAT III
can be combined in one session of 1 hour consisting of at least 3 landings
and 1 go around of which minimum 1 landing shall be CAT II.
D-2-118
Effective 09-Jul-14
Simulator training for CAT II/III is prescribed for a standard crew complement of
one PIC and co-pilot. However, in case two PICs or co-pilots are paired for the
training, it shall be ensured that training and evaluation is completed specific to
the seat (e.g. if the quantum is 2 hours training and 1 hour evaluation for CAT II,
this shall be carried out for each of the pilots in a non- standard crew complement
which 2 hours plus 1 hour for each pilot).
FLT.OMD
ISSUE II, REV 04
ii)
CHAPTER 02
Pilots with previous Cat-II/III authorization on different design type
Training and evaluation as per Training and evaluation as

mentioned for Pilots with no previous Cat-II/III Authorization.
One Cat-II training session of minimum of 1 hours consisting of a minimum

of 3 Cat-II landings and 1 go around shall be accomplished. The exercise
shall also include approaches with one engine inoperative for landing and
go-around. Handling of failures and taking necessary corrective action shall
also be part of the training.
One Cat-II evaluation session of 1 hour by an Examiner to check the

proficiency for consisting of at least 3 landings and 1 go around to include
engine failure on approach, go around, recognition of aircraft and ground
equipment failures and to take necessary corrective action.
Only on successful completion of simulator training/evaluation for Cat-II

operations, pilot shall undergo one Cat-III training session of 1 hour
consisting of at least 3 Cat-III landings and 1 go around with all engines
operating, critical engine failure and also with equipment failures and to
demonstrate ability to take necessary corrective actions to handle the
failures.
One Cat-III evaluation session of 1 hour by an Examiner to check the

proficiency consisting of a minimum of 3 approaches and 1 go around.
An operator may combine CAT II/III training and check modules. In this
case, the training session will be identical as covered above (1 hour for
CAT II and 1 hour for CAT III), however, the check for CAT II and CAT III
can be combined in one session of 1 hour consisting of at least 3 landings
and 1 go around of which minimum 1 landing shall be CAT II.
Note 1: CAT II/III training and checking may be conducted as part of PIC
upgrade/co-pilot type training conversion course.
Note 2: Incapacitation procedures shall be practised
D-2-119
Effective 09-Jul-14
iii) Pilots with previous Cat-II/III authorization on Similar Design

Type.(Similar design types are aeroplanes that have similar displays and
procedures for Cat II/III operations such as fail operational A 320 / A330)
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
iv) Pilots upgrading from Cat IIIA to Cat IIIB on the same aircraft type.
b) LINE FLYING FOR PIC / CO-PILOT

i)
One ILS Cat-II/ Cat-III approach for PIC in weather conditions at or above
the
Cat-I
minima
under
the
supervision
of
Flight
Instructor/Examiner/DGCA Flight Operations Inspector. The Flight
Instructor/Examiner/DGCA Flight Operations Inspector will occupy RHS
seat.
ii)
One ILS Cat-II/ Cat-III approach for Co-pilot with a Cat-II/III qualified PIC
in weather conditions at or above the Cat-I minima.
2.8.12.3
RECENCY REQUIREMENTS FOR CAT-II/III
To exercise the privileges of Cat-II or Cat-III authorization, a PIC shall have

carried out a minimum of 6 approaches (either actual or practice) of the applicable
category including at least 1 on the aircraft within the preceding 6 months, and a
Co-pilot shall have been a crew member on at least 3 ILS Cat- II or Cat-III
approaches as applicable, within the preceding 6 months.
Note: All the above required practice approaches on the aircraft for initial authorization and
recency can be carried out at any Category-I ILS runway where autoland can be carried out
and which has been suitably assessed, after flight trials, by IndiGo. A periodically updated
list of airports/ runways where practice CAT II/ III approaches / autoland may be carried out
is being detailed in Operations Manual, Part-A, Chapter-17, Para 17.4.8.7. All practise &
actual Cat II/III approaches to be logged in Cat II/III logbook issued by IndiGo.
2.8.12.4
RECURRENT TRAINING AND CHECKING FOR CAT-II/III
Recurrent Ground Training

Recurrent ground training shall provide any remedial review of topics specified in
initial Cat-II and Cat-III ground training, to ensure continued familiarity with those
topics. Emphasis shall be placed on any programme modifications, changes to
aircraft equipment or procedures, review of any occurrences or incidents that may
be pertinent, and finally emphasis may be placed on re-familiarisation with topics
D-2-120
Effective 09-Jul-14
Pilots upgrading from Cat IIIA to Cat IIIB on the same type shall undergo
0:45 minutes training consisting of minimum 2 approaches and 1 go
around followed by 0:45 minutes evaluation consisting of minimum 2
approaches and 1 go around on the simulator. There shall be no
additional requirement of line flying to qualify from Cat IIIA to Cat IIIB.
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
Recurrent Simulator Training and Checks for PIC/ Co-Pilot

Pilots knowledge and ability to perform the tasks associated with the particular
category of operation for which he is authorized, is to be demonstrated during
training and PPC/IR checks. This shall include a minimum of 3 CAT II/III
approaches and a minimum of 1 go-around in the training and PPC/IR check
profiles.
2.8.13
QUALIFICATION AND FLYING EXPERIENCE REQUIREMENTS FOR

LVTO
Prior to conducting Low Visibility Take-offs each flight crew member should
complete the training and checking requirements for LVTO as mentioned. On
successful completion of LVTO training and checks, the Pilots proficiency to
undertake LVTO Operations will be recorded and certified. The PIC and Co-pilot
should have gained experience of 100 hours in the relevant aeroplane type as PIC
and released Co-pilot respectively before being authorized to use LVTO minima
up to the limiting RVR.
LOW VISIBILITY OPERATIONS TRAINING AND QUALIFICATIONS
An operator shall ensure that low visibility training and checking is conducted in
accordance with a detailed syllabus approved by FSD, DGCA and included in the
Operations Manual. The flight crew qualification is specific to the operation and
aircraft type. An operator shall ensure that, prior to conducting LVTO, Category II
and III operations each flight crew member completes the training and checking
requirements for LVTO and CAT II/III prescribed herein to the limiting values of
RVR and Decision Height appropriate to the operators approval; and is qualified
in accordance with this CAR. LVTO and CAT II/III authorization shall be applicable
only to scheduled operators. LVTO and CAT II/III training and qualification shall be
based on a modular concept of training. LVTO training and qualification module is
a pre-requisite for CAT II/III training and qualification modules. CAT II/III training
D-2-121
Effective 09-Jul-14
such as flight mode annunciation for failure conditions or other information which
the pilots may not routinely see during normal line operations. Topics to be
addressed for each PIC and Co Pilot are those topics, necessary for the
performance of the assigned duties for each respective crew member in the
current assignment. In addition operational aspects for assessment of equivalent
TDZ RVR as given in emanual are also covered .This training may be completed
during annual refresher training.
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
Exercise
Ground training
Simulator training
Simulator check
LVTO
1:00
1:00
1:00
CAT II
2:00
2:00
1:00
CAT III
2:00
1:00
1:00
CAT II/III
(combined)
3:00
3:00
1:00
Initial authorization
Pilots with previous authorization on similar design type

LVTO
1:00
1:00
1:00
CAT II
2:00
1:00
1:00
CAT III
2:00
1:00
1:00
CAT II/III
(combined)
3:00
2:00
1:00
2.8.13.1
GROUND TRAINING FOR LVTO
This training programme shall outline the procedures and techniques, conditions
and requirements (like MEL, Special Weather phenomenon etc.) for reduced
visibility take-off under weather conditions below landing minima. Emphasis
should be given on taxiing in low visibility conditions; CRM for Low Visibility
Operations; R/T procedures and avoidance of runway incursions
Pilot Assessment of equivalent TDZ RVR
For pilots authorized for LVTO,operational aspects of the assessment is
expounded in e-manual for self-study.
For pilots who are not authorized for LVTO,,operational aspects of the
assessment as given e-manual will be covered by the trainer conducting LVTO
training.
D-2-122
Effective 09-Jul-14
may be combined while covering respective approaches and failures. For

operators conducting manual F/D CAT II landings, the simulator training
(initial/recurrent) and evaluation shall include at least one manual F/D CAT II
landing. The quantum of ground/simulator training and checking for respective
modules is tabled below (breakdown of exercises is covered in following
paragraphs);
FLT.OMD
ISSUE II, REV 04
2.8.13.2
CHAPTER 02
SIMULATOR TRAINING AND CHECKING FOR LVTO
The pilots shall be subjected to adequate simulator training (minimum 1 hour) to

cover the following and any other relevant manoeuvres:
Line-up at beginning of RWY for assessment of equivalent TDZ RVR.
b)
Take-offs under simulated conditions of RVR 125 m.
c)
Reject take-off at low speed and high speed under limiting RVR
conditions.
d)
Exercise of diversion to the designated take-off alternate from engine

failure/fire at V1 including climb-out to en-route airway and landing at
take-off alternate at landing minima.
Note: Incapacitation procedures shall be practised
a)
Simulator check (minimum 1 hour) covering the above to assess the

proficiency.
Note 1: LVTO training and checking may be conducted as part of PIC

upgrade/co-pilot type training conversion course.
Note 2: Incapacitation procedures shall be practised
Depending on the experience level of the Pilots additional training / checking
covering CAT II/III & LVTO may be carried out as per operators conversion
course. (Refer Appendix 2 of CAR, Section-8, Series-F, Part-2, effective 01 Sep
2013)
2.8.13.3
RECURRENT SIMULATOR TRAINING AND CHECKING FOR LVTO
Pilots knowledge and ability to perform the tasks for which he is authorised, is to
be demonstrated during normal proficiency/IR training and checks. This shall
include a minimum of one take-off and one reject take-off under limiting RVR
conditions in the training and PPC/IR check profiles.
2.8.14
Dangerous Goods Handling Training - Initial and Recurrent
Dangerous Goods Regulations are covered in Part A Chapter 35. Validity of the
training programme is 02 years. If the training is conducted within three months
prior to the expiry of the two years period, the next DG training must be
D-2-123
Effective 09-Jul-14
a)
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
General Philosophy
Limitations
List of dangerous goods
Labeling and marking
Recognition of undeclared dangerous goods
Storage and Loading Procedures
Pilots notification
Provisions for passengers and crew
Emergency Procedures
2.8.15
Aviation Security - Initial and Recurrent.
Training as per the National Civil Aviation Security Training Program will be
carried out by the security department.
a) Initial Training ( Duration: 06 Working Days)
Module 01: Introduction to the course (04:30)

Module 02: Development of Counter Measures (03:45)
Module 03: Legislation and Aviation Security Programme (03:00)
Module 04: Recognition of Prohibited Items and Devices (03:00)
Module 05: Protection of Parked Aircraft (01:30)
Module 06: Aircraft Security Checks (01:30)
Module 07: Organization of Response to Acts on Unlawful Interference
(03:00)
Module 08: Response to Bomb Threat to Aircraft on Ground.
Module 09: Response to Bomb Threat to Aircraft in Flight (02:15)
Module 10: Response to Acts of Unlawful Seizure (04:30)
Module 11: Hostage Negotiation and Crisis Management (03:00)
Module 12: Persons Travelling Under Special / Legal Status
Module 13: Closing Activities
b) Refresher Training for Aircrew (Every 02 Years)
i)
Introduction to the course. World overview on AVSEC. Latest

incidents of Unlawful Interference and Indian Perspective.
D-2-124
Effective 09-Jul-14
completed within two years of the original expiry date of the previous DG
training.
As a policy IndiGo will not carry Dangerous Goods. However, to cater for
inadvertent carriage of Dangerous Goods by passengers, flight and cabin crew will
be given training on the following aspects:
FLT.OMD
ISSUE II, REV 04
ii)
CHAPTER 02
Legislative Framework.
iii) Psychology and Characteristics of Hijackers.

iv) Information Pack for Flight Crew to assist special task force shy
marshal.
Recognize offensive weapon, Improvised explosive device and
dangerous objects.
If the training is conducted within three months prior to the expiry of the two
years period, the next AVSEC training must be completed within two years of
the original expiry date of the previous AVSEC training.
c) Explosive Training
Training consists of different types of explosives and the components of a
bomb, how the bomb looks like and types of bombs and what is to be done
in case found as an unidentified item on board the aircraft.
2.8.16
PRE FLIGHT / TRANSIT CHECK
Course Duration: 2 days

Training requirements
Pilot must have attended two days Transit/Pre-flight Training conducted in
accordance with approved training manual. The training period should be logged
in personal logbooks day wise and signed by the Instructor.
Completed 7(seven) Transit / Pre-Flight inspection under the supervision of type
rated license holder or a certificate authorization holder.
Pre-flight / transit authorization
Passed a skill test conducted by the quality manager
The successful candidates shall be issued with the authorization by the Quality
Manager mentioning the scope of the authorization
Validity of the authorization shall be restricted to maximum of one year
Privileges
Pilot - Pre-flight / Transit certification including invoking of MEL for those items
only, which do not require maintenance action / procedures.
D-2-125
Effective 09-Jul-14
v)
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
Criteria to maintain currency for Pre-flight / Transit authorization as per

Company Procedures
2.8.16.1
Renewal of Transit Authorization
It is the responsibility of the Authorization holder to submit the authorization

application form to the Training department and Quality department at least 15
days prior to the date of expiration.
If the validity of the Authorization has expired and the application form has been
submitted for renewal, the authorization holder s permitted to exercise the
privileges of his authorization unless instructed otherwise by accountable
manager.
2.9 FLIGHT CREW MEDICAL REQUIREMENTS
2.9.1
PERIOD OF VALIDITY OF MEDICAL FITNESS ASSESSMENT AND
LICENCES
TYPE
AGE
LICENCE
CPL
BELOW 40 YRS.
VALIDITY
5 YRS.
12 MONTHS
CPL
ABOVE 40 YRS.
5 YRS.
6 MONTHS
2 YRS
12MONTHS
2 YRS.
6 MONTHS
5 YRS.
12 MONTHS
VALIDITY*
ATPL
ATPL
BELOW 40 YRS
40 TO 65 YRS.
FRTO
RTR
LICENCE
DEPENDANT ON
TYPE OF RTR.
MEDICAL
Validity of Medical
D-2-126
Effective 09-Jul-14
Once a pilot is certified to carry out the Pre-flight / Transit Check, he shall be
required to maintain a Log Card issued by IndiGo where an entry will be required
every 3 months that he under the supervision of a qualified AME has carried out a
Transit inspection including refuelling. This could be done either on a Pilots first
flight or during a Transit flight. The theoretical part will be covered during pilots
annual refresher course.
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
Pilots who appear for their medical but due to some reason cannot
complete their medical on the same day are not allowed to fly till such
time they complete their medical.
2.
Pilots who appear for their medical after their medical validity has lapsed
but their licenses are still valid and have been declared fit by the medical
board can commence their flying duties immediately.
3.
Pilots appearing for their medical examination after their medical and
licenses have lapsed have to wait for their medical assessment from
DGCA and renewal of licenses before they are allowed to commence
their flying duties.
4.
Pilots who have been declared TMU, after being declared fit should not
fly till their medical assessment is received from DGCA. However they
can undergo all training except aircraft training on the basis of their form
CA35.
2.9.2
PERIODIC STRESS TEST AND BIOCHEMICAL PROFILE OF FLIGHT

CREW
At present resting ECG is carried out as a part of Class I medical examination

of flight crew for all commercial pilots licences every 2 years between the
ages of 30 and 40 years and every year thereafter. No biochemical tests are
carried out as a routine.
In the interest of flight safety, henceforth, the following additional tests will be
carried out as a part of the aforesaid Class I medical examination of flight
crew.
STRESS TEST
i)
Type of Test
Treadmill stress test (maximal computerised, with online monitoring and
12 lead display).
ii)
Periodicity
Every five years after reaching age of 35 years till 55 years, and every
two years thereafter.
BIOCHEMICAL TESTS
D-2-127
Effective 09-Jul-14
1.
FLT.OMD
ISSUE II, REV 04
HB TLC DLC
ii)
Blood Urea
iii)
Serum Creatinine
iv)
Lipid Profile
v)
Blood Sugar fasting & 2 hours post glucose
vi)
S. Uric Acid
vii)
S. Bilirubin
viii) SGOT/SGPT
The biochemical profile tests should coincide with the periodic stress
test as laid down in above.
Medical examinations of flight crew who are due for the tests listed
above will be conducted at AFCME/IAM only.
The tests should be carried out at well-established and recognised
laboratories under own/Airline/Flying Club arrangement, preferably
within a month prior to the due date of medical examination. The full
records including the tracing of the treadmill test along with reports
should be made available at medical examination, to be conducted at
AFCME/IAM.
2.9.3
MEDICAL REQUIREMENTS FOR PROFESSIONAL PILOTS AGED 60

TO 65 YEARS
a) Should be fit for class I Medical Assessment.

b) Frequency of Renewal Medical Examination will be six monthly.
c) The medical examination will be conducted only at AFCME/IAM.
d) Specific investigations to be done at various stages are as below:
i)
6 Monthly: Blood Hb%, TLC & DLC and Urine RE & ME, ECG; Pure tone
audiometry;
ii)
Annual: Blood Sugar (F&PP) & Hb A1C; Lipid Profile and TMT/ 2D Echo
of heart (for post CABG/ PTCA/ Myocardial infarction cases).
D-2-128
Effective 09-Jul-14
i)
CHAPTER 02
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
Once in 2 years: The following examinations will be carried out at first

renewal after 60 years of age and subsequently once in two years:
i) TMT
TMT need not be done in the year when MPI scan is done.
iii) Serum Creatinine & LFT; Ultrasound Abdomen including Pelvis; Serum
PSA.
e) First renewal after the age of 60 years and thereafter when clinically
indicated: X-Ray chest & 2D Echo of heart.
f)
Once in 5 years or earlier if clinically indicated: CART (For post

CABG/PTCA/Myocardial Infarction cases).
g) Any other investigation - When indicated.

2.9.4
DISPOSAL OF CASES OF HYPERTENSION IN CIVIL AIRCREW
a) A blood pressure recording of 140/ 90 mm of Hg will be accepted as the

upper limit of normal. Phase V of Korrotk off sounds (disappearance) will
be used to indicate diastolic pressure for purpose of uniformity. For mildly
elevated office readings, before a diagnosis of hypertension is made and
treatment initiated, additional blood pressure data should be obtained from
serial clinic readings and ambulatory 24 hour blood pressure monitoring.
The confirmation of the diagnosis of hypertension may be done by 24
hours. Ambulatory BP Monitoring, done at IAM, AFCME, MEC (E) or
Medical Department of the concerned airlines. The report must be
countersigned by the authorised medical attendant (AMA) in the case of
pilots employed by commercial airlines. In case hypertension is confirmed
by 24 h ambulatory BP monitoring, the pilot will be taken off flying duties &
treated by his AMA, till satisfactory control of blood pressure is achieved.
b) Investigations & Assessment. All cases diagnosed as hypertension will be

evaluated as per following guidelines: i)
Extensive history & thorough physical examination
ii)
Clinical examination to exclude secondary causes, if any.

D-2-129
Effective 09-Jul-14
ii) MPI scan This shall be carried out for post CABG/PTCA/Myocardial
Infarction cases.
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
iii) Thorough examination to establish / exclude target organ involvement &

secondary cause of hypertension.
iv) The following investigations will be done:Routine haemogram.
Urine routine exam including microscopic examination.
ECG resting.
X-Ray Chest (Postero-Anterior View).
Complete biochemical profile [Blood Sugar (Fasting and 2 hours

after 75 g of oral Glucose), Urea, Uric Acid, Creatinine and
Cholesterol with lipid profile].
USG Abdomen.
Fundoscopy.
Echocardiography.
Any other relevant investigations, considered appropriate by the

President Medical Board.
c) Disposal of Flight Crew.

i)
If Ambulatory BP recordings are within normal limits, the flight crew will
be declared fit for unrestricted flying.
ii)
In case the flight crew is confirmed to have hypertension, he / she will be

placed under observation as temporary unfit for flying duties. The
President Medical Board may endorse the following Temporarily Unfit for
flying duties. Review four weeks after optimal blood pressure control,
subject to conditions laid down in the AIC. During this period flight crew
will be directed to the AMA / company doctor for investigations and
treatment of hypertension. Aircrew may be reviewed at IAM, AFCME or
MEC (E), 04 weeks after the blood pressure control is achieved with or
without medication & 24 h Ambulatory BP record show optimal control.
iii) Cases of White Coat Hypertension will be treated as being normotensive,

but endorsement made on CA-34, for follow up action. Such cases will
have a 24 h Ambulatory BP recording done once in two years, for
subsequent reviews, to reduce the chances of the diagnosis of
hypertension being missed. The P1 status pertains to pilots fully fit for all
flying duties, including instructional duties & P2 status pertains to fit for all
D-2-130
Effective 09-Jul-14
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
flying duties except instructional duties and Trainer in flight. Subsequent

disposal will be as follows:
Subsequent reviews may be permitted at any of the renewal centers,

subject to optimal control & monthly blood pressure records
maintained by AMA / medical department of the concerned airlines
being normal, along with an opinion of treating cardiologist & AMA,
at the discretion of the President Medical Board at IAM / AFCME /
MEC (E).
Flight crew whose blood pressure is controlled with permissible

drugs with no involvement of target organs may be recommended
limitation Fit for all flying duties except instructional duties and
trainer in flight (P2 Status). All such cases will be reviewed at IAM /
AFCME / MEC (E). Subsequent reviews may be permitted at any of
the renewal centres, subject to optimal control & monthly blood
pressure records maintained by AMA / medical department of the
concerned airlines being normal, along with an opinion of treating
cardiologist & AMA, at the discretion of the President Medical Board
at IAM / AFCME / MEC (E). Subsequently, this flight crew may be
permitted full flying duties without limitations (P1 status) subject to
optimal control of BP with permitted medication & normal 24 h
Ambulatory BP record.
Flight crew with uncontrolled hypertension or those who have target

organ involvement will be recommended unfit for flying duties unless
the situation reverses.
In the latter case the flight crew may be reassessed for flying fitness,
in a graduated manner depending upon control of hypertension &
functional disability as a consequence of target organ involvement.
D-2-131
Effective 09-Jul-14
Flight crew who are asymptomatic, controlled with nonpharmacological measures only (including and alcohol & tobacco
avoidance, yoga, low-salt diet & weight reduction) and without target
organ involvement, can be considered fit for full flying duties without
limitations (P1 Status). All such flight crew will be required to
undergo the next renewal medical examination at IAM / AFCME /
MEC (E) only.
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
Flight crew with mild concentric hypertrophy of the ventricles & no

other target organ damage may also be given P1 status, at the
discretion of the President Medical Board.
Permissible Medication. Flight crew with symptom less and

uncomplicated hypertension, where other secondary causes have
been excluded, can be started on anti-hypertensive drugs.
(a) Diuretics (excluding loop diuretics).
(b) Cardio selective beta-blockers.
(c) ACE inhibitors and ACE Receptor Blockers.
(d) Calcium channel blockers.
Commercial pilots flying transcontinental routes will be advised by their
AMA, about changes in drug intake pattern / timing while staying away
from home base.
This is applicable for initial issue of license medical examinations also.
2.9.5
FLYING BY PILOTS HAVING MEDICAL RESTRICTIONS
Air Crew Medical Boarding Centres impose one of the following restrictions
on the medical certificate of fitness issued by them, depending upon the
medical conditions of the pilots observed by them:
(a) Fit to fly as First Officer only
(b) Fit to fly as Pilot-in-Command along with a qualified experienced pilot.
Where the medical certificate of fitness issued by a Medical Boarding
Centre or the medical assessment issued by DGCA carries the restriction
as mentioned in Para 2 (ii) above, the term experienced pilot will mean
A pilot who:
i)
has no restrictions due to medical conditions;
ii)
has a current Pilot-in-Command rating on type of aircraft;
Or
A First Officer meeting the following criteria:
D-2-132
Effective 09-Jul-14
FLT.OMD
ISSUE II, REV 04
i)
has a minimum of 250 hours of

and currently flying the type of the aircraft;
experience
on
type
ii)
has not been held blameworthy for any incident on type during the
preceding two years for his/her proficiency in operating that type;
iii)
has not been held blameworthy for any accident on

any aircraft for his/her proficiency in operating an aircraft in the
preceding five years;
iv)
has not shown Below Standard performance during proficiency

check and/or instrument rating check during preceding two years;
and
v)
has a suitability certificate issued after suitability check on

aircraft/simulator, by an examiner on type indicating that the First
Officer is fit for handling the aircraft, especially during take-off/
and landing.
APPROVED MEDICAL EXAMINATION CENTRES
Class 1 Medical Examination

The Class 1 medical examination for the issue and renewal of licences will be
carried out by the Medical Boards at the Indian Air Force Centres listed in
Appendix A subject to proviso as hereunder:
Medical Examination Centre
Initial issue of Licence
Every fourth year renewal and every

seventh six-monthly renewal
as
applicable.
Licences which have lapsed - For a
period of over two years
After a period of unfitness -
D-2-133
- AFCME, Dhaula Kuan, New Delhi

- IAM,Vimanpura, Bangalore
- MEC (East), Jorhat
- AFCME, Dhaula Kuan, New Delhi
- IAM,Vimanpura, Bangalore
Or
- any other centre at the discretion of
DGCA.
- AFCME, New Delhi
- IAM, Bangalore
- AFCME, New Delhi,
- IAM, Bangalore,
Effective 09-Jul-14
2.9.6
CHAPTER 02
FLT.OMD
ISSUE II, REV 04
Renewal medical examination - above

60 yrs of age.
All Appeal medical - examination

Or
DGCA.
- AFCME, New Delhi
- IAM, Bangalore
Or
DGCA.
- AFCME, New Delhi
- IAM, Bangalore
- AFCME, New Delhi
- IAM, Bangalore
2.10 GUIDANCE
OF
CONDUCTING TRAINING AND CHECKS
2.10.1
PILOT/SFI
INTRODUCTION
These instructions and procedures are for examiners/instructors/check

pilots/synthetic Flight Instructors conducting checks and training for issue and
renewal of ratings and licenses. The DGCA issues flight crew licenses and
ratings in accordance with the requirements of ICAO. The DGCA must
ensure that the applicant has qualified by reason of knowledge, competence
and skill to hold the appropriate license or rating. The DGCA will therefore
authorise
suitably
experienced
and
qualified
pilots
as
examiners/instructors/check
pilots/synthetic
flight
instructors
(Examiner/Instructor/Check Pilot/SFI) to conduct the necessary trainings and
checks.
IndiGo training policy is aimed at achieving and maintaining at all times the
highest standards in the operation of the Company aircraft. This policy is
based on the requirements of the DGCA and industry best practices.
2.10.2
EXAMINERS/INSTRUCTORS/CHECK PILOT STATUS
The Examiner/Instructor Check Pilot authority is derived from the CIVIL

AVIATION REQUIREMENT SECTION 7 - FLIGHT CREW STANDARDS
TRAINING & LICENSING SERIES 'I', PART I 27th MAY, 1998.
D-2-134
Effective 09-Jul-14
Special Medical Examination -
CHAPTER 02
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
EXAMINER/INSTRUCTOR /CHECK PILOT must remember that they are

discharging their functions under this CAR in the interest of the safety of civil
aviation.
It shall be ensured that the objectivity while performing the Training and
evaluation and the Trainers are permitted to perform assigned activities
without inappropriate interference
Any advice concerning the conduct of skill tests and proficiency checks may
be obtained from Training pilots.training@goindigo.in
2.10.3
DEFINITIONS
A Skill Test is a demonstration of skill for licence or rating issue.

A Proficiency Check is a demonstration of skill to revalidate or renew ratings.
A Revalidation is the administrative action taken within the period of validity of
a rating or approval that allows the holder to continue to exercise the
privileges of a rating or approval for a further specified period consequent
upon the fulfilment of specified requirements.
A Renewal is the administrative action taken after a rating or approval has
lapsed. This action renews the privileges of a rating or approval for a further
period consequent upon the fulfilment of specified requirements.
2.10.4
REQUIREMENTS FOR VALIDITY OF STATUS
Examiners/Instructors/Check Pilots shall:

Hold a licence and rating granting privileges at least equal to the
licence/rating for which they are authorised to conduct skill tests/proficiency
checks.
(i) have a minimum of 10 hours flying experience as Pilot-in- Command on
the type during the preceding 30 days; and
D-2-135
Effective 09-Jul-14
An Examiner/Instructor/Check PILOT shall exercise privileges as authorised

in the above-mentioned CAR. In this role, the Examiner/Instructor/Check
Pilot must be mindful that he/she is performing a function on behalf of the
DGCA while conducting checks for his/her own company.
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
(ii) have exercised the privileges of Examiner/Instructor as applicable on the

type during the preceding six months except when newly approved on
the type.
(iv) hold a valid Class 1 Medical Certificate.

(v) have successfully undergone an evaluation by a DGCA FOI.
(vi) have completed a training and standardisation course as required by
IndiGo.
Examiner/Instructor/Check Pilot should note that it is their responsibility to
notify Training Standards Administration immediately of any changes to their
circumstances that may affect the validity of the authorisation and any
privileges attached. Examples of such changes could be: ceasing to
exercise the privileges of the authorisation, loss of licensing privileges and
medical fitness etc.
Unless
revoked
or
suspended,
the
approval
of
the
Examiners/Instructors/Check-Pilots shall remain valid for a period of five
years from the date of issue of approval so long as the pilots continue to
regularly fly the type of aircraft on which the approval has been granted and
meet the applicable requirements of this CAR and remain in the employment
of the operator who has obtained the approval. The DGCA approved
Examiners/Instructors/Check Pilots shall be required to undergo assessment
of their continued proficiency in carrying out their privileges as
Examiners/Instructors/Check Pilots. The Chief Flight Operations Inspector or
a Flight Operations Inspector shall carry out such assessment, once in two
years.
Examiner/Instructor Check Pilot approved by DGCA are authorised to carry
out various proficiency checks of pilots for issue /renewal of licences and
ratings. On consideration of equity and fairness, and to avoid any possible
element
of
bias, it is considered necessary
that
the
Examiners/Instructors/Check-Pilots do not carry out any check of pilots who
are their relatives. Both the pilot-under-check and the pilot carrying out the
check shall ensure compliance of this requirement.
D-2-136
Effective 09-Jul-14
(iii) hold a current rating to instruct for the licence or rating for which the skill
test or proficiency check is being conducted.
FLT.OMD
ISSUE II, REV 04
2.10.5
CHAPTER 02
AGE OF EXAMINER/INSTRUCTOR
2.10.6
2.10.6.1
PRIVILEGES/RESPONSIBILITIES OF EXAMINERS / INSTRUCTOR/

CHECK PILOT:
PRIVILEGES OF EXAMINERS
i) Skill test for First Officers rating (CA 40-A);

ii) Skill test for Pilot-in-Command rating (CA 40-B);
iii) Skill test for issue of Instrument Rating (IR);
iv) Final simulator check; -what check is this?
v) Ninth or tenth route check for Pilot-in-Command endorsement.
vi) Training and check of Examiners/Instructors/Check Pilots;
vii) Initial release of ab-initio First Officers.
viii) Base training. This is called Familiarisation Flight
ix) To exercise the privileges of an Instructor or a Check Pilot.
2.10.6.2
PRIVILEGES OF INSTRUCTORS:
i) Training of pilots for First Officer/Pilot-in-Command rating and Instrument

Rating.
ii) Training of Instructors and Check Pilots.
iii) Proficiency checks (LR and Route Check).
iv) Instrument Rating (IR) renewal check.
v) To exercise the privileges of a Check Pilot.
2.10.6.3
PRIVILEGES OF CHECK-PILOTS:
i) Route checks.
D-2-137
Effective 09-Jul-14
Training/Skill Tests of Pilots for First Officer Rating / Initial Type Endorsement
and also Initial issue of Instrument Rating can be performed by
Examiner/Instructor above 60 years of age subject to the condition that a type
qualified Commander less than 60 years of age having no medical restriction
placed on his licence shall be on board as Safety Pilot, to takeover in
extreme situation needing replacement of such examiner or instructor.
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
ii) Under supervision flying (SLF)

2.10.6.4
PRIVILEGES OF SYNTHETIC FLIGHT INSTRUCTORS
Note: CAR states that the same Examiner/Instructor cannot carry out two consecutive
checks of same pilot.
2.10.6.5 RESPONSIBILITIES
OF
PILOT/SFI AN EXAMINER/INSTRUCTOR/CHECK PILOT/SFI WILL BE
RESPONSIBLE FOR THE FOLLOWING:
Raising the standards of awareness and performance of the flight crew.
Ensuring that the IndiGos training/check complies with legal requirements.
Providing feedback to the company on training standards.
The Examiner/Instructor/SFI must be a role model for the crew under
training/check
2.10.6.6
CRM TRAINER RESPONSIBILITIES
It is critically important that Trainers are able to recognize poor CRM skills in
their students and make serious efforts to remedy the situation. PIC and First
Officers must be made aware of the importance of proper CRM and how it
affects the safety of modern Airline operations.
2.10.7
CONDUCT OF SIMULATOR SESSIONS
Prior to the Simulator session, the Examiner/Instructor/SFI will
Check that the simulator has a current DGCA approval for conducting
training/check
Check the crews licenses/ratings for validity training /checks planned

should meet the requirements for renewal/revalidation of license/rating.
Brief on emergency exits and fire extinguishing system in the briefing

room and the simulator.
Purpose and location of Emergency stops for the simulator
Escape ladder.
Safety restraints (seat belts, harness etc.).
Danger area marking.

D-2-138
Effective 09-Jul-14
All training for issue/renewal of license/rating except specialised training required

by DGCA. E.g.CAT II / CAT III.
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
Cleaning headsets and oxygen mask.
Fire detection and extinguishing system
Refreshment station and availability of meals, snacks and drinks.
Location of the rest rooms.
Differences between simulator and company a/c
2.10.7.1
a)
BRIEFING FOR THE SESSION
Aim
The aim of the training/check session is to:

i) Determine whether, by practical demonstration, the applicant has
reached/ maintained the required level of knowledge and skill for the
rating.
ii) Improve the standards of instruction and training by feedback of those
exercises and procedures which are commonly failed.
iii) To ensure that safety standards are maintained and where possible
improved, by requiring the application of sound airmanship and flight
discipline.
b) Stress Factors
i) Psychological stresses:
Visual stress
Some trainees may be affected by rapid changes in visual scenes

during
Repositioning,
Changes in environmental conditions.
Level of brightness in the cockpit in day conditions.
ii) Equilibrium & Spatial orientation stress:
Acceleration can produce perceptual disorders and neurosensory

illusions:
Taxiing (with or without motion),
Position freeze in flight and VMC,
D-2-139
Effective 09-Jul-14
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
Slew.
Psychological state:
Stress due to new learning environment.
Stress due to unexpected situational events.
2.10.7.2
Pressurization failure.
Acceleration and spatial orientation (non- normal manoeuvre)
Steep turn, upset and upset recovery Stall.
LIMITATION OF SIMULATORS:
Simulation is very close to reality but has limitations. Because of this, a

manoeuvre that appears correct in a simulator may lack fidelity. This has an
inherent danger, as the training imparted may not be meaningful in an aircraft.
When simulators are used to train for such manoeuvres, the trainee must be
briefed on this limitation. In these cases, stress should be on the technique
rather than on the ability to achieve the desired results.
Inputs outside the valid envelope can result in negative training.
Range of manoeuvres permitted by the motion system is limited to maintain
realism.
Failures available for simulation are limited and will not cover all the failures
covered under Emergency & Abnormal Procedures of FCOMs.
Some of the systems and ECAM procedures as depicted in simulators may
not represent the latest evolutions of aircraft systems and procedures. In
order to mitigate this situation, a good briefing on the differences is essential
before start of session.
a)
Negative training
Negative training happens when a trainee learns techniques and procedures

that are incorrect. Such training must be avoided at all costs. In order to do
avoid negative training:
Follow syllabus,
Keep it simple and realistic.
D-2-140
Effective 09-Jul-14
Unavoidable false simulation:
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
Flight Crew Training Manual and Company documents often have detailed
steps on conduct of particular exercises. Use of these procedures eliminates
negative training.
b) Briefing
2.10.7.3
CONSTRUCTION OF THE BRIEFING
The briefing may be given as one or more separate elements, as required, to

give the applicant the maximum opportunity to understand and prepare what
is required of him.
Briefing is an essential part of a training session:
It must be understood and supported by all crew members, trainees and

instructor.
It must be comprehensive, but not too long. It should be between 60 to

90 minutes.
It must be performed before a session, not too far in advance.
EXAMINER/INSTRUCTOR/SFI should keep the following in mind while

preparing the briefing
WHO?
Audience, type of crew, experience level
WHY?
Clarify the objectives, motivation
WHAT? What they must know, should know and need to know, all the
topics must be covered according to approved course
WHERE? Know limitations, health and safety requirements of any place
WHEN? Trainees need to know the length of the course
HOW? How to perform the briefing, strategy, lecture method, questions

and answers, visual aids, white board, etc
Building the briefings:

D-2-141
Effective 09-Jul-14
Some degree of nervousness is always present in a trainee. The

EXAMINER/INSTRUCTOR/SFI should adopt a friendly attitude and
encourage trainees participation in the briefing process. The style and pace
of briefing should be aimed at putting the trainee at ease. Trainees should be
encouraged to ask questions and clarify doubts. This will help in smooth
progress of the session while drawing the best performance out of the trainee.
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
Define objectives; anticipate tools to be used (board, briefing guide)

Define briefing plan
For each exercise, define different phases, define key points
Start on time, briefing room ready (tools etc.)
Conduct licensing checks, if any
Operating procedures to be followed
Operating capacity of applicant and examiner (applicable during training

and checks in aircraft)
Freedom for the applicant to ask questions
Contents of exercise to be performed. Detailed briefing is required on the

techniques to be used for a training session. Only the general principles
of each of the exercises to be done should be covered for a check.
Obtain trainees participation, determine by questioning if they have

prepared and understood.
Talk to both trainees
Suggested Briefings
Briefing for Simulator Sessions: The briefing contents and style will vary
depending on the type of session. A generic list of points to be covered is
given below.
The session is a training/check session for .
Use Company SOPS and procedures
Treat the session as though it is a line flight
Simulator has the following differences with our company aircraft (to be
finalized)
Simulator has the following items under MEL. Please apply the MEL
provisions
My role is that of ATC/Maintenance/Cabin Crew/Flight Dispatch etc
I will be a passive observer and will only interact in one of my capacities

as an external agency and not as a trainer ( for checks). I will intervene
as required and you may ask for a repeat or freeze and ask for
clarifications (for training sessions)
D-2-142
Effective 09-Jul-14
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
Task Sharing and PF/PNF roles have to be as per SOPs. Do not prompt
the PF except as required under task sharing. Prompt only when PF is
not performing his actions. In other words, do not steal the thunder from
the PF.
Weather will vary, sometimes rapidly.
Brief for each approach in full unless I request you to dispense with a full
briefing
Headsets will be used as per SOPs. Oxy masks and headsets have
been cleaned.
Documentation required for the session is available on board
Reset and Freeze functions will be used and I will inform you while using
them.
There will be a 10-minute break between sessions. Please ensure that

you are back in the simulator within this time.
Do not dwell over exercises that were not done competently in your
opinion. If required, I will be asking for a repeat.
The limitations in terms of Altitude/Speed and Heading are as provided

in the IR/PPC form. The limitations for Instrument Rating will be as per
SOP requirements.
The following exercises will be covered but the order in which they are
covered will not be the same as in briefing (EXAMINER/INSTRUCTOR/SFI to
give a detailed briefing on each of the exercises to be done during a training
session. For checks, an outline of the exercises and the level of automation
that is allowed will do)
2.10.7.4
Use this opportunity to clarify procedures about which you may have
doubts.
CONDUCT
a)
Checks
The EXAMINER/INSTRUCTOR will: Check the simulator qualification

and user approval
Complete the initial entry in the tech log.
Check the serviceability of the simulator, both visually and with regards
to the technical log.
D-2-143
Effective 09-Jul-14
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
Give a Health & Safety briefing for the simulator even if it is day 2 of the
check/training. Simulator safety is particularly important as direct access
to the outside world is removed when the motion is turned on
Make effective use of available simulator functions and time to create

realistic training and checking. A training/check is intended to represent
a practical flight. Accordingly, EXAMINER/INSTRUCTOR/SFI may set
practical scenarios for an applicant.
Use standard radiotelephony

environment and procedures.
EXAMINER/INSTRUCTOR/SFI should encourage a friendly and relaxed

atmosphere to develop both before and during a training/check. A
negative or hostile approach should not be used. During the
training/check, the EXAMINER/INSTRUCTOR/SFI should avoid negative
comments or criticisms and all assessments should be reserved for the
de-briefing.
Only the man oeuvres and procedures set out in the appropriate
training/check form will be undertaken.
The EXAMINER/INSTRUCTOR/SFI may change the sequence of

sections or man oeuvres to achieve an orderly and efficient flow of the
session. EXAMINER/INSTRUCTOR/SFI must ensure that the session is
completed efficiently and without waste of time.
Knowledge elements not evident in the demonstrated skills may be

tested by questioning. Questioning during checks must be avoided while
it may be used judiciously during training sessions.
and
correctly
simulate
the
ATC
b) INITS/RESETS
If any, are performed by instructor ONLY after announcing I have
controls.
c)
FREEZES/SPEED-UPs
Freezes must be transparent to the trainee. They should not alter any of
the information that the trainee requires. Speed-ups must be avoided
since they distort the trainees perception of time. It is better to use
tailwinds to speed up the session. If speed-ups are required, use then
after informing the trainee or in small, measured amounts.
D-2-144
Effective 09-Jul-14
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
d) Crashes:
Crashes can lead to a lack of confidence and strong difficulties to
continue to learn. Crashes must be avoided as far as possible.
This represents the main difficulty for instructors in managing sessions.

Syllabus is generally heavy:
f)
Arrive on time, or a few minutes ahead
Set up the simulator promptly
Avoid putting trainees under time stress. Use alternate methods,

ATC, ground, radar vectors, etc to reduce time required for an
exercise. Do not complain about lack of time. This puts the trainee
under stress.
Adapt the session if you can by combining some of the exercises
Use Radar Vectors, amend clearances as required to speed up.
FREEZE and SPEED UP: Must be transparent to trainees, (use

under IMC conditions)
Break During a Session:

A short break of 10 minutes during a normal session of 4 hrs is required.
At times, it may be good to have an unscheduled break if a trainees
performance is weak and has built up a high level of stress. Use the
break to de-stress the trainee
g)
Use of Hard Copy and Recording Functions:

These are useful functions and should be used to capture and store
information for debriefing. These play an important role if the trainee is
likely to fail an evaluation.
h) Leaving the simulator:

-
Leave simulator on time
Ensure the simulator is clean
D-2-145
Effective 09-Jul-14
e) Time management
FLT.OMD
ISSUE II, REV 04
Aircraft is at the Gate position
Tracks erased
Switches restored to normal position
Parking checklist complete and all systems reset
Collect all charts and manuals used for training
Complete the simulator log
Assessment
EXAMINER/INSTRUCTOR should assess the performance based on the
trainees experience level to put it in perspective, consider judging
based on what your own performance was at that level of experience.
Never judge based on your current level of experience and proficiency.
The following forms have to be completed after the session:
-
A 320 Standard Course form for training sessions
PPC/IR form after PPC/IR check session
CA 40 A forms after skill test for First Officer endorsement
CA 40 B forms after skill test for PIC endorsement
There are many other types of training and checks. The

EXAMINER/INSTRUCTOR/SFI must ensure that the appropriate forms
are completed at the end of the session.
The PPC/IR check form is divided in to 8 sections. The items marked 2B,
2C on PPC/IR form are mandatory. Items marked# are to be completed
on the simulator. From item 6 any four are required to be completed plus
item j.k.l.m. and n. Section 6 has specified 8 Emergency/Abnormal
Procedures and has left room for 2 additional items to be chosen by the
EXAMINER/INSTRUCTOR. A minimum of 4 of these items has to be
completed during the check and the items have to be rotated during
alternate PPC.
The PPC/IR check requires that the applicant has demonstrated required
proficiency in all the items that require testing. But it must be borne in
mind that there will be occasions when an applicant is unable to
D-2-146
Effective 09-Jul-14
i)
CHAPTER 02
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
Unsatisfactory performance in more than five items overall at the first

attempt will require the applicant to take the entire check again. Any
applicant failing not more than 5 items shall be checked in the failed
items again.
Exercises considered satisfactory after a repeat must be annotated as
repeat in the PPC/IR form. Details of deficiency should be recorded in
the Company form- A 320 Standard Course
Section 7 of the PPC/IR form covers CRM markers and an overall
assessment of CRM. Lack of proficiency in any of these items impacts
overall proficiency. The EXAMINER/INSTRUCTOR may stop the check
at any stage if it is considered that the applicants competency in any of
these areas requires a complete re-check.
A remedial training session will be provided before the check if the entire
check is repeated. A repeat check is considered a fresh check. There will
be no credit for items passed during the first check.
Should the EXAMINER/INSTRUCTOR consider that the applicant was
not performing satisfactorily due to any external influence or distraction
then the exercise should not be assessed. An example of this may be
noisy engineering work outside of a simulator.
If a pilot has presented himself for check and has not declared himself
unfit prior to the test, it is reasonable to assume that he would have
presented himself for a flight.
The check will be considered a completed check.
j)
Administrative Actions
D-2-147
Effective 09-Jul-14
demonstrate required proficiency at the first attempt. In such cases, the

particular exercise should be repeated. The applicant should be debriefed on the shortcomings before the second attempt. If the second
attempt does not produce the required level of proficiency, the applicant
is considered to have failed the check. Unsatisfactory performance in a
total of more than 3 items in the critical phases of flight, i.e. sections 2
and 4 plus section 6 is considered a failed check.
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
All required regulatory forms must be completed at the end of the

session and signed by the EXAMINER/INSTRUCTOR/SFI and the
candidate.
Company forms must contain detailed comments on the candidates

performance. It should be remembered that good performance deserves
mention as well. In case of poor performance, the report must provide
details of deficiency clearly and any remedial measures recommended
by the EXAMINER/INSTRUCTOR/SFI.
In case a candidate fails a check, the Training Administration and
Rostering Section must be informed immediately. It is also the
responsibility of the candidate to ensure that he/she does not conduct
line operations after a failed check.
Failures during Command Upgrade Checks require special handling. A
review board should first study the case and interview the candidate. A
specific remedial training should then be provided. Emphasis should be
on addressing deficiencies noted in earlier training. A minimum gap of 3
months is recommended before remedial training and rechecks.
k)
De-Briefing:
-
Provide a short break
Announce first if objectives are reached or not
Ask for the trainees own evaluation of his/her performance
Point out positive items first. Be open-minded. Review all exercises,

give remedies and answer to questions
Facilitate a discussion. Get the trainees to do the thinking and

talking. Summarise at the end (it can be useful to get the applicant to
summarise).
Dont facilitate a failure, it usually isnt appropriate
If a trainee has not met the required standard, it is important to

provide clear and concise reasons for the failure.
D-2-148
Effective 09-Jul-14
DGCA requires EXAMINER/INSTRUCTOR to maintain a personal record

of the checks done by them.
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
The reasons should include the

a) deviation from a policy,
b) deviation from procedures,
d) lack of skills
l)
Extension of training
There are occasions when a candidate does not meet the training
proficiency criteria. In such cases, extension of training may be
recommended by the EXAMINER/INSTRUCTOR/SFI.
In case Command Upgrade Training, not more than 2 extra sessions
shall be recommended. If the EXAMINER/INSTRUCTOR/SFI assesses
that more than two sessions will be required, training should be stopped
and a reassessment done by a board.
mention as well. In case of poor performance, the report must provide
details of deficiency clearly and any remedial measures recommended
by the EXAMINER/INSTRUCTOR/SFI.
m) Remedial Training
Remedial Training requires some special skills. The foremost skill is
empathy with the candidate. It must be remembered that the candidate
has perhaps lost his confidence and self-esteem or that he/she is
disillusioned with the training and check system and has probably
developed a mental block to further training.
The deficiencies noted must be addressed in detail. It is important to
understand the reasons for the deficiency. It could be knowledge or skill
D-2-149
Effective 09-Jul-14
c) CRM failures or
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
related. It could also be human factors related. Based on the analysis,

specific strategies must be provided to improve performance level.
2.10.8
Aim
Route checks are conducted to check for proficiency in normal operating
environment. This includes handling of any abnormal situation that may
arise during the check. The EXAMINER/INSTRUCTOR/CHECK PILOT
must bear in mind that he/she is ultimately responsible for the safe
conduct of the flight and should be ready to take over control if the pilot
under check is not performing to the required level of proficiency. While
conducting checks for P2s, the limitations under which they are allowed
to operate must be kept in mind and proficiency should be judged based
on these limitations.
b)
c)
Types
License Renewal Route Check
90 Day Recency Route Check
Renewal/Line Release Route Check (Transition from another

operator)
P2 Line Release route Check
PIC Route Check No. Day/Night
LVO Cat III/Cat II Route Check
Unconditional Release (Done after 100 hrs for PIC to remove

minima restrictions)
Special License Renewal Check
Assessment Check (For ALTP issue, progress assessment etc)
Corrective Training Route Check
DGCA Requirement (Specify reasons)
Briefing
Aim of the training/check
Level of proficiency required.
Delegation of PF/PNF roles for each of the sectors planned
Task sharing during RTO and abnormal situations

D-2-150
Effective 09-Jul-14
a)
CONDUCT OF ROUTE CHECKS
FLT.OMD
ISSUE II, REV 04
PIC trainees to act the role of P1
Weather limitations for the trainee for takeoff and landing
Role of Safety Pilot, if applicable
Assessment Criteria
The candidate should demonstrate proficiency in normal operations.

Emphasis must be on knowledge and application of SOPs, Company policies,
CRM, PA, liaison with ATC and other departments etc. Adherence to SOPs,
Company policies, systems knowledge and CRM are the minimum areas of
proficiency. Other areas require a debrief in case of deficiencies.
e)
All required regulatory forms must be completed at the end of the session and
signed by the EXAMINER/INSTRUCTOR/SFI and the candidate.
mention as well. In case of poor performance, the report must provide details
of deficiency clearly and any remedial measures recommended by the
EXAMINER/INSTRUCTOR/SFI.
f)
Remedial Training
It is important to understand the reasons for the deficiency. It could be

knowledge or skill related. It could also be human factors related. Remedial
training could be in the form of flying under supervision or ground refreshers
or a simple repeat of the check. In some rare cases, remedial training in the
simulator may be required.
g)
De-Briefing:
Provide a short break
Point out positive items first. Be open-minded. Review all exercises,

give remedies and answer to questions
Facilitate a discussion. Get the trainees to do the thinking and

talking. Summarize at the end (it can be useful to get the applicant
to summarize).
D-2-151
Effective 09-Jul-14
d)
CHAPTER 02
FLT.OMD
ISSUE II, REV 04
2.10.9
If a trainee has not met the required standard, it is important to

provide clear and concise reasons for the failure.
CONDUCT OF LINE TRAINING (SLF)

Aim
Aim of SLFs is to provide type qualified pilots opportunity to transfer the

knowledge and skills gained during simulator and ground training to the real
world of airline flying. This is the final training provided and as such provides
the last chance to iron out deficiencies that may not have manifested in earlier
phases of training. While the normal line operations environment does not
offer training avenues for non-normal situations, it is important that this
phase is used to train for such non-normal situations. This can be done by
means of creating scenarios based on the route and phase of flight. The
EXAMINER/INSTRUCTOR/CHECK PILOT should bear in mind that SOPs
and especially Sterile Cockpit Rules must be respected while imparting
training in the form of discussions.
Since the level and experience of the trainees vary, the training required will
also vary. Proficiency in SOPs, CRM, Company Procedures and Aircraft
Systems and must be ascertained through practical demonstrations and
through discussions and briefings.
b)
Types
i)
Ab-Initio pilots SLF
ii)
Command SLF (pre command and post simulator phases)
iii) Company SLF (for new entrants to the company)

iv) Route Familiarization
c)
Briefing
i)
Aim of the training
ii)
Level of proficiency required.
iii) Delegation of PF/PNF roles for each of the sectors planned

iv) Task sharing during RTO and abnormal situations
v)
PIC trainees to act the role of P1
vi) Weather limitations for the trainee for takeoff and landing
D-2-152
Effective 09-Jul-14
a)
CHAPTER 02
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
vii) Role of Safety Pilot, if applicable

d)
Assessment Criteria
At the end of training phase, the candidate should demonstrate proficiency in

normal operations. Emphasis must be on knowledge and application of
SOPs, Company policies, CRM, PA, liaison with ATC and other departments
etc. In a nut shell, the trainee should demonstrate all qualities and skills
required of his role. It is incumbent on the EXAMINER/INSTRUCTOR/CHECK
PILOT to ensure that the trainee is fully competent for line operations.
e)
Training forms must contain detailed comments on the candidates

performance. They are formulated to measure the progress of the trainee on
a continuous basis. As such, the reports must be focussed on measuring
progress. Areas of consistent weak performance should be clearly flagged up.
It is also important to capture areas of good performance.
f)
Remedial Training
Remedial Training is normally in the form of additional line training. In some

cases, simulator training may be required.
The deficiencies noted must be addressed in detail. It is important to
understand the reasons for the deficiency. It could be knowledge or skill
related. It could also be human factors related. Based on the analysis,
specific strategies must be provided to improve performance level.
g)
De-Briefing:
Start the debrief at the end of the flight.
Point out positive items first. Be open-minded. Review all exercises, give
remedies and answer to questions
D-2-153
Effective 09-Jul-14
This training requires a continuous assessment that measures the progress of

the trainee. The overall training period specified must be kept in mind while
assessing progress. Not all candidates will progress at the same level. As
long as progress is seen in areas marked for improvement, training should
continue.
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
Facilitate a discussion. Get the trainees to do the thinking and talking.

Summarize at the end (it can be useful to get the applicant to
summarize).
If a trainee has not met the required standard, it is important to provide

clear and concise reasons for the failure.
2.10.10 REPORT WRITING

Report writing serves the following purposes
Provides the trainee with a feedback on his performance. The trainee should
be able to gather from the report his areas of strengths and weaknesses.
Provides the next trainer a status report on the trainee
Provides the training department the status and progress level of the trainee.
It is easy to see why the reports should be detailed. It does not serve
anyones purpose to gloss over deficiencies. Training reports are progress
reports. If a deficiency is noted and reported at the beginning of a training
programme, everyone concerned knows what is to be corrected and if it is
being corrected. But if the deficiency is not reported, it is often noticed at a
late stage in the training. This creates difficulties for all concerned. It is a
disservice to the trainee, makes the job of other trainers difficult and the
training department does not know the real progress of the trainee.
It is equally important to cover good performance. This serves to motivate the
trainee, helps other trainers to focus the training and the training department
can forecast training schedules.
While reporting reports, it should be kept in mind that these are legal
documents and they should stand legal scrutiny. The regulator may scrutinise
them or the trainee may challenge them. It may also happen that these
records are analysed and questioned as a part of an investigation. So it is
important to be factual, succinct and objective.
Finally, reports for checks and reports for trainings are different. Training
reports are in the nature of progress reports while Check reports are about
Proficiency.
D-2-154
Effective 09-Jul-14
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
2.10.11 FILLING ASSESSMENT/ PROFICIENCY CHECK REPORTS
2.11
FLIGHT CREW LICENSING

Documents for renewal/endorsement/issue/upgrades are deposited
accordance with the checklist available on Indian regulators website.
in
Note for pilots:

1.
The first pages of the log book have to be filled, signed and attest by the pilot
himself.
2.
In case of any error in filling up the log book no correcting fluid to be utilised but
the amendment of the entry can be made by cancelling the entry and
countersigning it.
3.
At the end of every month the signature of the pilot is required, certifying that the
entries made in the log book are correct and further duly attested by the
competent Authority.
2.11.1
TRAINING REQUIREMENTS IN RESPECT OF PILOTS WHOSE

LICENCES HAVE EXPIRED
Refer to CAR Section 7 Flight Crew Standards Training and Licensing, Series
H, Part I. It must be ensured that the latest information is at all times referred to.
It is mandatory to visit the DGCA web site www.dgca.nic.in and check the subject
CAR prior to application of its requirements.
2.12
SUPERVISED TAKE OFF AND LANDING IN LINE OPERATIONS

In accordance with the DGCAs latest CAR on STL the following provisions would
apply for authorising supervised take off and landings.
a)
The following are authorised to give supervised take-off and

landing:
PIC: The PIC who permits a co-pilot to effect take-off and landing shall have;
(a) Minimum flying experience 3000 hours.
(b) Minimum command experience 1000 hours.
(c) Minimum PIC experience on type 300 hours.
D-2-155
Effective 09-Jul-14
Whenever, a Trainer is assigned to carry out any assessment/ proficiency

check the check report must be filled and completed in the Simulator/ Aircraft
after completion of the session/flight. Both the Pilot under check and the
Trainer must sign the report.
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
(d) Blameworthy free accident/incident record for preceding 3 years.

(e) Recent flying experience of 10 hours in preceding 30 days.
(f) Been suitably trained and assessed for supervised take-off and
landing in a level C/CG/D/DG simulator by the operator.
b) Procedure
2.12.1
Examiners, Instructors and Check Pilots may authorize a Co-pilot to

effect take-off and landing during all flights.
Pilots, other than the Examiners, Instructors and Check Pilots who are
eligible for supervised take-off and landing as mentioned above, may
authorize Co-pilots to effect take-off and landing once the copilot has
been cleared for unsupervised line flying duties.
Note: Unsupervised line flying duties refer to flights after co-pilot release
for line flying with pilots other than examiners/instructors/check pilots
The PIC has sole responsibility for safety and shall take over controls at
any stage of supervised take-off and landing to ensure this by
announcing I have controls. The co-pilot will acknowledge by
announcing You have controls and will continue to fly the aircraft safely
till a positive control input is made by the PIC.
CONDITIONS FOR SUPERVISED TAKE-OFF AND LANDINGS:
a) The Pilot-in-Command before authorising landing and take-off under

his/her supervision shall ensure that the aircraft is fully serviceable and
due consideration shall be given to factors such as snags carried forward
under minimum equipment list, serviceability of navigation and landing
aids and runway conditions etc. The Reverse Thrust or appropriate
system as installed, if applicable, must be serviceable.
b) While effecting supervised take-off and landing, the Pilot-in-Command

and the First Officer shall occupy the left hand and the right hand seat in
the cockpit respectively. However, for routine LR/IR/Route Checks, the
existing procedure shall continue;
c) Adequate pre-landing and pre-take off briefing shall be given by the Pilot
in- Command to the First Officer before authorising such operations.
D-2-156
Effective 09-Jul-14
Co-Pilot : The co-pilot who effects takeoff and landing shall have;
(a)Been suitably trained and assessed for supervised take-off and
landing in a level C/CG/D/DG simulator by the operator.
(b) Completed type rating syllabus including base training/ZFTT simulator
session as applicable.
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
d) For take-off, the responsibility for thrust levers/ throttles shall be with the
e) Supervised take-off and landing shall not be permitted during an

emergency/precautionary landing and CAT II or III operations, LVTO or
any time PIC feels conditions are marginal.
f)
The Pilot-in-Command shall ensure that during approach to land for a

supervised landing, the aircraft is established on the correct approach
profile by 1000 feet above the aerodrome elevation. He shall also ensure
that the aircraft is stabilised during approach at the correct approach
speed and aligned with the runway centreline and maintain a rate of
descent within the specified limits for the type of aircraft and approach
being made.
g) The Pilot-in-Command shall not authorise a First Officer to affect

supervised take-off or landing when TODA/LDA is marginal. A margin of
at least 1000 feet must be ensured. Critical airfields, [Mangalore, Port
Blair, Leh, Agartala, Patna, Dibrugarh, Lengpui, Jammu, Srinagar,
Kathmandu and CAT C airports] are specifically excluded for
supervised take-off and landing.
h) The First Officers shall be authorised to effect landing and take-off only
when reported meteorological conditions are above the specified
company minima. LVTO take off by First Officers shall not be permitted.
The meteorological minima for such operations shall be as follows:-
i)
ii)
iii)
i)
Visibility - 500 mtrs higher than applicable minima

Cloud base - 200 feet above MDA/DH;
Cross/tail wind component - not exceeding 10 knots.
Level of Proficiency will be assessed in the ZFTT/ Level D simulator by

rendering adequate training to both the Pilot-in-Command and First
Officer prior to allowing supervised take-off and landing by First Officers.
D-2-157
Effective 09-Jul-14
Pilot-in-Command and the decision and the execution of Reject Take off
(RTO) shall be the sole and complete responsibility of the Pilot-inCommand. Similarly, the decision and the execution of missed approach
shall be the responsibility of Pilot-in-Command. In both these
manoeuvres, the Pilot-in- Command shall clearly announce, I have
controls and take over the controls without compromising flight
path/safety.
FLT.OMD
ISSUE II, REV 04
j)
CHAPTER 02
Notwithstanding the conditions as stipulated above, the discretion of Pilot

in- Command shall prevail for allowing the First Officers to effect
Supervised Take Off & Landings.
2.12.2
UNDER SUPERVISION FLYING FOR ISSUE OF ALTP
The flying under supervision as stipulated above can be logged by First

Officers towards experience required for issue of ALTP.
A separate Log Book or a Booklet is to be maintained to log hours flown
under supervision which should be duly signed by the Pilot himself and the
Commander under whose supervision the flying has been conducted and
such Log Book or Booklet should be furnished along with the application for
the issue of ALTP.
2.13
ROUTE / ROLE COMPETENCE QUALIFICATION
a) Route And Aerodrome Competence

The pilot must ensure, prior to being assigned as Commander on a route
or as pilot to whom the flight may be delegated by the commander, that
he/ she has obtained adequate knowledge of the route to be flown and of
the aerodromes (including alternates) facilities and procedures to be
used.
b) Route Competence
i)
Training
Route competence training includes knowledge of:
Terrain and minimum safe altitudes
Seasonal meteorological conditions
Meteorological, communications and air traffic facilities, services

and procedures
Search and rescue procedures
D-2-158
Effective 09-Jul-14
The Chief Pilot (Training) will maintain an updated list of Pilots and First
Officers who are authorised to give and receive supervised take-off and
landing, under intimation to DGCA and the concerned pilots. For pilots
who have successfully cleared the STL check, STL can be carried out
provided they are in possession of the letter intimating DGCA of the
same.
FLT.OMD
ISSUE II, REV 04
Navigational facilities associated with the route along which the

flight is to take place
Depending upon the complexity of the route the following methods

of familiarization will be used:
For less complex routes: self-briefing with documentation, or

programmed instructions.
For more complex routes: Routes in the vicinity of high terrain, using
metric system for altitude reporting, not using English as the official
language for communication are considered as more complex
routes. In addition to the self-instruction, in-flight familiarization
under supervision or familiarization in an approved simulator using a
database appropriate to route concerned.
Requirements
For route competence, the PIC must have knowledge of:
a)
b)
c)
Terrain and minimum safe altitudes;

Seasonal meteorological conditions;
Meteorological, communication and air traffic facilities, services and
procedures.
d) Search and rescue procedures; and
e) Navigational facilities associated with the route along which the flight
is to take place.
f) Loss of radio communication procedures
The following method of familiarization will be used:
For less complex routes:
Familiarization by self-briefing with route documentation.
In flight familiarisation as observer& co-pilot, or pilot under supervision.
For more complex routes: specific route competence is
required.
c) Aerodrome Competence
i)
Training
Aerodrome competence training includes knowledge of:
Obstacles, general topography, lighting approach aids, minimum

safety altitudes.
Arrival, departure, holding and instrument approach procedures, as
well as any procedure applicable to flight path over heavily
populated areas.
D-2-159
Effective 09-Jul-14
ii)
CHAPTER 02
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
ii)
For Aerodrome competence the PIC must have knowledge of and must
brief himself on the parameters indicated below:
a)
b)
c)
d)
e)
f)
Aerodrome layout
Radio Aids
Standard Instrument Arrival and Departure procedures
Local weather and Company minima
Emergency and Safety Services
Obstacle and minimum safe altitudes
Route and Aerodrome Competence Qualification

Requirements are covered in DGCA Operations Circular 2 of 2012 and
Training requirements are mentioned in Flight Crew Training CAR Section 8,
Series F Part II. Aerodromes have been re-categorised and revised Route
and Aerodrome Qualifications is as given below:
a) ROUTE QUALIFICATION
I.
SE ASIA & GULF

MIN
ON
TYPE HOURS
ROUTE
CHECK
RECENCY
PIC
100
01
12 months Recency
else 01 RHS/OBS flight
FIRST
OFFICER
100
N/A
N/A
Note: PIC RC requirements are separate for SE Asia & Gulf
D-2-160
Effective 09-Jul-14
Loss of radio communication procedures for the particular

aerodrome.
Depending upon the complexity, aerodrome are classified in
categories from A to C. Category A is given to the least demanding
aerodrome; Category B and C are applied to more demanding
aerodromes.
Requirements
FLT.OMD
ISSUE II, REV 04
II.
EDTO
GROUND SCHOOL
ROUTE CHECK
REQUIRED
01
FIRST OFFICER
REQUIRED
N/A
NORTH EAST
MINIMUM ON
TYPE HOURS
ROUTE CHECK
PIC
N/A
01*
FIRST OFFICER
N/A
01**
Note:
*RC is required for those PIC who have not flown to NE as Co-Pilot OR if NE is
not covered as part of SLF/ PIC RCs.
** RC is required for those co-pilots who have not flown to NE during line training.
b) AERODROME QUALIFICATION
I.
CATEGORY "A" AERODROMES

i. Clearance to these aerodromes is not required.
II.
CATEGORY "B" AERODROMES

i. Clearance to these aerodromes is not required.
ii. Following aerodromes have been classified as Special
Aerodromes under category B:
D-2-161
Effective 09-Jul-14
PIC
III.
CHAPTER 02
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
IXJ & or SXR

MIN ON TYPE
HOURS
OBS
PIC
500
01
02

01 Route Check
FIRST
OFFICER
100
01
01

01 Route Check
RECENCY
Pilots who are cleared for SXR operations need to undergo 01 additional
Route Check for IXJ clearance.
NO Training flights (SLF or PIC RCs) are permitted to IXJ. Only
Clearance Route Checks and Annual Line Route Checks (for cleared
pilots) can be carried out to IXJ.
Pilots who are cleared for SXR operations only need to undergo
additional Route Check(s) for IXJ clearance.
Recency Route Check cannot be carried out from jump seat.
KTM - DAY
MIN ON
TYPE
HOURS
SIM CHECK
PIC
500
01
02

01 Route Check
FIRST
OFFICER
100
01
01

01 Route Check
ROUTE
CHECK
RECENCY
KTM - NIGHT
PIC: Must have a minimum experience of 10 day operations to KTM
FO: Cleared for Day KTM operations is cleared for Night KTM operations
Note: All TREs who are KTM cleared and who have operated to KTM with IndiGo
are cleared for KTM Night Operations.
D-2-162
Effective 09-Jul-14
Note:
-
ROUTE
CHECK
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
PAT
MIN ON TYPE
HOURS
RECENCY
PIC
500
01
No
FIRST
OFFICER
Nil
01
No
NO Training flights (SLF or PIC RCs) are permitted to PAT. Only

pilots) can be carried out to PAT.
PIC & FOs who have already operated to PAT as per previous training
01 RC for PIC & FOs is the training requirement for those who are not
PAT qualified. RC cannot be done from jump seat.
c) DIB
MIN
ON
TYPE HOURS
ROUTE CHECK
RECENCY
PIC
500
01
No
FIRST
OFFICER
Nil
01
No
Note:
-
NO Training flights (SLF or PIC RCs) are permitted to DIB.Only

pilots) can be carried out to Short Airfields.
PIC & FOs who have already operated to DIB as per previous training
01 RC for PIC & FOs is the training requirement for those who are not
DIB qualified. RC cannot be done from jump seat.
.
D-2-163
Effective 09-Jul-14
Note:
-
ROUTE
CHECK
FLT.OMD
ISSUE II, REV 04
I.
CHAPTER 02
CATEGORY "C" AERODROMES
MCT
OBS
PIC
100
01
01
12 months Recency
FIRST
OFFICER
100
01
01
12 months Recency
2.14
ROUTE
CHECK
RECENCY
AERODROME CATEGORY
CATEGORY A AERODROMES
Prior to operating to any Category A' aerodrome a PIC must brief himself on
the parameters indicated below. Category A aerodrome are all aerodromes
that satisfy the following requirements:
a)
An approved instrument approach procedure;
b)
At least one runway with no performance limited procedure for take-off

and/or landing;
c)
Published circling minima not higher than 1 000 feet above aerodrome
level; and
d)
Night operations capability
2.14.1
CATEGORY B AERODROMES
Category `B' Aerodromes have the following limitations:

a)
Non-standard approach aids and/or approach patterns; or
b)
Unusual local weather conditions; or
c)
Unusual characteristics or performance limitations; or

D-2-164
Effective 09-Jul-14
MIN ON
TYPE
HOURS
FLT.OMD
ISSUE II, REV 04
d)
CHAPTER 02
Any other relevant considerations including obstructions, physical layout,

lighting etc.
CATEGORY C AERODROMES
An aerodrome, which requires additional considerations to a Category B
aerodrome. Prior to operating to a Category C aerodrome, the crew should be
briefed and undertake a flight to the aerodrome as an observer and/or
undertake instruction in a flight simulator with visual database.
2.14.2
CATEGORISATION OF AIRPORTS
Refer, Company Operations Manual Part-C (Route Guide), Aerodrome

Category.
2.14.3
ROLE QUALIFICATION
A pilot may be assigned the following additional roles:
Examiner
Instructor
Check pilot
SFI
Relief Pilot
Test Flight pilot
Observer
Examiner, Instructor and Check Pilot

The qualification requirements are laid down IN PARA 2.8.5.
Synthetic Flight Instructor
The qualification requirements are laid down by DGCA in CAR Section 7
Flight Crew Standards Training and Licencing Series I Part I.
Safety Pilot
D-2-165
Effective 09-Jul-14
Prior to operating to a Category B aerodrome, the commander should be

briefed, or self-briefed by means of programmed instruction, on the Category
B aerodrome(s) concerned and should certify that he has carried out these
instructions.
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
A safety pilot should hold a PIC endorsement on A320 or be Sr. Co Pilot.

However, if a First Officer is assigned as safety pilot then the minimum
experience required on type should not be less than 500 hours.
Relief Pilot
Commander or First Officer rating on type depending on the relief duty.
Test Flight Pilot
-
Normal test flights
The Commander for a normal test flight must be at least a check pilot. The
First Officer in this case must be at least a commander on type.
-
Engine Change/ C of A Renewal Test flight
The Commander for these test flights must at least be an Instructor on type
and the First Officer at least a commander on type.
-
Acceptance Test Flights
The crew for an acceptance flight must be either an examiner on type as PIC
and a Commander on type as First Officer or an Instructor on type as PIC and
a check pilot as First Officer.
PICs who have carried out Acceptance Flight Tests on multi-engine jet aircraft
or qualified test pilots, with minimum of 500 hours PIC on type, may also be
deputed at the discretion of Vice President Flight Operations, for any of the
above.
Observer
A person with a pilots licence or an AME licence can be deputed as observer
depending on the condition under which the observation is required. ATC
officers and flight dispatchers are also authorised as observer on flights.
D-2-166
Effective 09-Jul-14
Training/Skill Tests of Pilots for First Officer Rating / Initial Type Endorsement
and also Initial issue of Instrument Rating can be performed by
Examiner/Instructor above 60 years of age subject to the condition that a type
qualified Commander less than 60 years of age having no medical restriction
placed on his licence shall be on board as Safety Pilot, to takeover in
extreme situation needing replacement of such examiner or instructor.
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
LIST OF INDIGO TRAINING FORMS

S.NO
1.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
FORM NO.
ROUTE CHECK FORM
IGO/OPS/FORM/ TRG/01
BASE TRAINING FORM
SIMULATOR SKILL TEST
CA 40 A (DAY)
CA 40 A (NIGHT)
PILOT PROFICIENCY (IR/LR)
CA 40 B (DAY)
CA 40 B (NIGHT)
LVO_ALL WEATHER OPERATIONS
PIC RIGHT SEAT QUALIFICATION
RECURRENT TRAINING FORMS
CRM
LVO INITIAL
CHECK PILOT CLASS ROOM TRAINING
CHECK PILOT FFS SUMMARY
CHECK PILOT SESSION 1 (RHS)
CHECK PILOT SESSION 2 (LHS)
CHECK PILOT ASSESSMENT CHECK
CHECK PILOT BASE TRAINING FORM
CHECK PILOT LOFT TRAINING
D-2-167
Effective 09-Jul-14
2.
NAME OF THE FORM
FLT.OMD
ISSUE II, REV 04

21.
22.
23.
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
37.
38.
39.
40.
41.
42.
CHECK PILOT LOFT CERTIFICATE

NIGHT/SHORT-CRITICAL
(A/B)
COMMAND UPGRADE SYLLABUS
SUPERNUMERARY FLYING
IGO/OPS/FORM/ TRG/27A
SUPERNUMERARY DISCUSSION TOPICS
IGO/OPS/FORM/ TRG/27B
EXAMINER CLASS ROOM TRAINING
IGO/OPS/FORM/TRG/ 30
MONSOON TRAINING SELF STUDY
MONSOON TRAINING LOFT
MONSOON TRAINING CHECK
ZFTT RECENCY
PRE COMMAND ASSESSMENT
PRE COMMAND SLF
CAT-II & III PRECISION APPROACHES
(A/B/C)
JR. F/O. UPGRADE ASSESSMENT
INSTRUCTOR PILOT CLASS ROOM TRAINING
INSTRUCTOR PILOT SESSION 1 (RHS)
INSTRUCTOR PILOT SESSION 2 (LHS)
INSTRUCTOR PILOT ASSESSMENT
INSTRUCTOR PILOT BASE TRAINING &

RELEASE CHECK
INSTRUCTOR PILOT LOFT
SUPERVISED LINE FLYING (CAPTAIN

UPGRADE)
LINE BRIEFING TOPIC (CAPTAIN UPGRADE)
SUPERVISED LINE FLYING (JR FO)
D-2-168
Effective 09-Jul-14
24.
CHAPTER 02
FLT.OMD
ISSUE II, REV 04

43.
44.
45.
47.
48.
49.
50.
51.
52.
53.
54.
55.
56.
57.
LINE BRIEFING TOPIC (JR FO)
SUPERVISED LINE FLYING (RATED CAPT)
LINE BRIEFING TOPIC (RATED CAPT)
SUPERVISED LINE FLYING (RATED SR FO)
LINE BRIEFING TOPIC (RATED SR FO)
SUPERVISED LINE FLYING RHS (CAPT COMM /

NON COMM)
LINE BRIEFING TOPICS RHS (CAPT COMM /
NON COMM)
SUPERVISED LINE FLYING LHS (CAPT COMM
/ NON COMM)
LINE BRIEFING TOPICS LHS (CAPT COMM /
NON COMM)
IGO/OPS/FORM/ TRG/55C
IGO/OPS/FORM/ TRG/55D
SUPERVISED LINE FLYING (CCQ CAPT)
LINE BRIEFING TOPIC (CCQ CAPT)
SUPERVISED LINE FLYING (CCQ FO)
LINE BRIEFING TOPIC (CCQ FO)
CAT II/III AUTO LAND PERFORMA &

RECORD OFAPPROACHES
LINE SUPERNUMERARY FORM & FLOWS
D-2-169
Effective 09-Jul-14
46.
CHAPTER 02
FLT.OMD
ISSUE II, REV 04
CHAPTER 02
D-2-170
Effective 09-Jul-14
FLT.OMD
ISSUE II, Rev 04
FLIGHT DISPATCHERS PROGRAMME
CHAPTER 03
TABLE OF CONTENTS
DETAILS OF FLIGHT OPERATIONS OFFICERS / FLIGHT
DISPATCHERS TRAINING PROGRAMME WHEN EMPLOYED IN
CONJUCTION WITH A METHOD OF FLIGHT SUPERVISION...............3
3.1
Flight Dispatchers .....................................................................................3
3.2
Induction Policy.........................................................................................3
3.3
Training Syllabus And Checking Programmes Pertaining To The

Duties Of Flight Dispatchers .....................................................................4
3.4
Transition Training ....................................................................................5
3.5
Differences Training..................................................................................7
3.6
Refresher / Recurrent Training .................................................................7
3.7
Operating Familiarisation ........................................................................12
3.8
DGCA Approval ......................................................................................12
3.9
Dispatcher/Flight Operations Officer Resource Management (DRM). ....12

3.9.1
The Mission of DRM Training .............................................12
3.9.2
Components of DRM Training ............................................14
D-3-1
Effective
09-Jul-14
3.
FLT.OMD
ISSUE II, Rev 04
CHAPTER 03
-INTENTIONALLYT LEFT BLANK-
D-3-2
Effective
09-Jul-14
FLT.OMD
ISSUE II, Rev 04
3.
CHAPTER 03
DETAILS OF FLIGHT OPERATIONS OFFICERS / FLIGHT

DISPATCHERS TRAINING PROGRAMME WHEN EMPLOYED IN
CONJUCTION WITH A METHOD OF FLIGHT SUPERVISION
3.1
Flight Dispatchers
The Company would ensure that the personnel engaged to act as Flight
Dispatchers will be fully trained and approved by DGCA as per the
requirement stipulated in CAR Section - 7, Flight Crew Standard Training
& Licensing, Series 'M' Part II.
3.2
Induction Policy
The Company will recruit Flight Dispatchers in the following categories:
1.
Flight Dispatchers (approved by DGCA on A320)
2.
Flight Dispatchers (approved by DGCA on other jets not on A320)
3.
Flight Dispatchers (Completed the Flight Dispatchers training

from DGCA approved school)
4.
Trainee Flight Dispatchers
(1) Flight Dispatchers (Approved on A320):
Company Induction Course
Recurrent Training
(2) Flight Dispatchers (approved by DGCA on other jets not on

A320)
DGCA Dispatcher Transition Course or Airbus Dispatcher

Transition Course ( on A320)
DGCA Oral Exam
D-3-3
Effective
09-Jul-14
The structure of the Companys Flight Operations involves the requirement

of Operations Control as a method of flight supervision. The traditional
functions of flight dispatch will be carried out in conjunction with
Operations Control. The duties, responsibilities and functioning of Flight
Dispatchers are laid down in part A Chapter 1.
FLT.OMD
ISSUE II, Rev 04
CHAPTER 03
On successful completion and approval by DGCA they will be given two

observation flights for cockpit experience before being utilised for Flight
Dispatch duties.
The dispatchers who are inducted after satisfactorily completing an

approved training course and having cleared the DGCA written exam,
General and Specific, would be given following training for their approval
as Flight Dispatcher:
90 days on job training of dispatching of aircraft under the

supervision of a qualified flight dispatcher/ a Commander
Operating familiarisation of at least 5 hours observing flight deck

procedures.
DGCA Oral Exam
On successful completion and approval by DGCA they will be utilised

for Flight Dispatch duties.
(4) Trainee Flight Dispatchers
Will be subjected to complete initial training profile in terms of the CAR at a
DGCA approved training school. They will be operational only after
successful completion of the training and written/oral DGCA exam as per
the syllabus mentioned in CAR Section - 7, Flight Crew Standard Training
& Licensing Series 'M' Part II and once DGCA approval is obtained for
such trainee dispatchers to function as Flight Dispatcher.
3.3
Training Syllabus And Checking Programmes Pertaining To

The Duties Of Flight Dispatchers
COMPANY INDUCTION TRAINING
The company will provide the induction training (2 days) for all newly
appointed Flight Dispatchers consisting of:
i)
Duties and responsibilities of Flight Dispatchers.
ii)
Contents of the AOC / permit and limitations, if any.
iii) Briefing on Operations Manual.

D-3-4
Effective
09-Jul-14
(3) Flight Dispatchers (Completed the Flight Dispatchers training

from DGCA approved school)
FLT.OMD
ISSUE II, Rev 04
CHAPTER 03
Note: All A320 Type rated Dispatchers inducted are scheduled for A320 Annual
Refresher Training during the following week of the training promulgated above .
3.4
Transition Training
A Flight Dispatcher performing regular duty on one type of aircraft cannot
perform duties on any other type of aircraft until he/she has successfully
undergone an approved course on the type of aircraft the endorsement is
being sought.
Before utilising a DGCA approved Flight Dispatcher who is not type rated
on A320 the company will subject him to a Dispatcher Transition Course.
The transition training shall include instructions on:
i)
A general description of the aircraft emphasising operating and

performance characteristics, navigation equipment, instrument
approach and communication equipment, emergency equipment and
procedures, and other subjects having a bearing on flight dispatcher's
duties and responsibilities;
ii)
Flight operation procedures including procedures for avoiding severe

weather situations and for operating in or near thunderstorm
(including best penetrating altitudes), turbulent air (including clear air
turbulence), icing, hail, and other potentially hazardous meteorological
conditions;
iii) Weight and balance computations;

iv) Flight dispatch requirements and procedures;
v)
ATS flight planning and operational flight planning including track

selection, flight time analysis, fuel consumption, endurance, choice of
alternate airports, and
vi) Emergency procedures.

The duration of this training shall not be less than 2 weeks.
(b) AIRBUS DISPATCHER TRANSITION COURSE
Standard Dispatcher Course
Systems (CBT)
1 day
Documentation and Performance
4 days
D-3-5
Effective
09-Jul-14
(a) DGCA DISPATCHER TRANSITION COURSE
FLT.OMD
ISSUE II, Rev 04
CHAPTER 03
Objectives
The objective of the course is to familiarize the trainees with the
use of the operational documents like Aircraft Flight Manual
(AFM), the Flight Crew Operating Manual (FCOM), the Master
Minimum Equipment List (MMEL) and the Aircraft Characteristics
for Airport Planning (ACAP).
Description of the aircraft

performance characteristics
To study the aircraft systems at a description level
emphasizing
operating
and
DESCRIPTION
st
1 Module: Documentation & performance 4 days

Conducted with lectures, this module is approached under various
aspects.
Theoretical viewpoint
Take off performance, in flight performance, aerodynamics, flight
mechanics, etc., using the Airbus programme which is a graphic Interface
enabling to obtain a quick visualization of the aircrafts performance.
Regulatory viewpoint
Review of the main regulatory points related to performance.
Practical Viewpoint
nd
Detailed presentation of selected official documents (Flight

Manual, Flight Crew Operating Manual, Master Minimum
equipment List, Aircraft Characteristics) illustrated by many
numerical examples and exercise.
Presentation of Airbus performance software
Module: Aircraft Systems Presentation-1 day
Conducted with lecture, this module is devoted to aircraft systems, studied

at a description level only. Some of the topics covered are the Air
Conditioning system, the Flight Controls system, the Auto flight system,
the fuel System or the Landing gear system.
D-3-6
Effective
09-Jul-14
FLT.OMD
ISSUE II, Rev 04
3.5
CHAPTER 03
Differences Training
Differences training for all variations of a particular type of aircraft will be

included in initial, transition and recurrent training for the aircraft.
3.6
Refresher / Recurrent Training

a)
b)
The Company will provide Recurrent training to ensure that each

Flight Dispatcher is adequately trained and currently proficient with
respect to the specific aircraft (including differences training if
applicable).
Recurrent training will include at least the following i)
A quiz or other review to determine the state of the dispatchers

knowledge with respect to the aircraft;
ii)
Instructions as necessary in the subjects required for initial

ground training to refresh their knowledge;
iii) A competency check

c) The duration of recurrent training shall not be less than 3 days.
d) Each flight dispatcher shall undergo refresher training at least once
every two years. The course shall mainly consist of emergency and
safety aspects, familiarisation with DGCA circulars, NOTAMS, AICs,
CARs and review of accidents/incidents during the last two years.
e) Details of syllabus to be followed as mentioned in Ground Training
Syllabus -Flight Operations
f) The flight dispatcher instructor under whom the Flight Dispatcher has
undergone refresher training shall issue a certificate of successful
completion of training.
D-3-7
Effective
09-Jul-14
The duration of differences training shall depend upon degree of

differences between the different variants of aircraft of the same type used
by the Company.
FLT.OMD
ISSUE II, Rev 04
CHAPTER 03
(II) RECENCY CHECK

Flight Dispatchers not performing duties continuously for 6
months or more shall undergo recency check with the Flight
Dispatcher Instructor on the type before being rostered for flight
dispatch duties.
ii)
Flight Dispatcher not performing duties continuously for 12

months or more shall undergo an extended refresher training
course with the company as stipulated in Para 3.1.6 The
company will also assess his knowledge and skills on human
performance before permitting him to perform the duties of Flight
Dispatcher.
A certificate on compliance of above shall be submitted to the

DGCA by the operator.
(III) EXTENDED REFRESHER COURSE
Extended Refresher course will comprise of:
i)

approach and communication equipment, emergency equipment
and procedures, and other subjects having a bearing on flight
dispatcher's duties and responsibilities;
ii)
Flight operation procedures including procedures for avoiding

severe weather situations and for operating in or near
thunderstorm (including best penetrating altitudes), turbulent air
(including clear air turbulence), icing, hail, and other potentially
hazardous meteorological conditions;

v)

selection, flight time analysis, fuel consumption, endurance,
choice of alternate airports, and
vi) Emergency procedures.

vii) Details of syllabus to be followed as mentioned in Ground
Training Syllabus -Flight Operations
D-3-8
Effective
09-Jul-14
i)
FLT.OMD
ISSUE II, Rev 04
CHAPTER 03
(IV) FLIGHT DISPATCHERS TRAINING PROGRAM
a.
Basic Indoctrination training,
b.
Initial training
c.
Competency Check
d.
Operating Familiarization
(i)
Basic Indoctrination Training

The basic indoctrination training shall include a minimum of 7
days of instructions in at least the following areasi)
Duties and responsibilities of Flight Dispatchers.
ii)
Joint Dispatcher - pilot responsibilities.
iii) Appropriate portion of Civil Aviation Requirements, Aircraft

Rules and AICs.
iv) Contents of the operators certificate/permit and limitations, if
any.
v)
Appropriate portion of the airline/operator Manual.
(ii) Initial Training

The Initial training for Flight Dispatchers shall include
instructions in at least the following areas:
(v) GENERAL SUBJECTS
i)
Use of communication systems and the appropriate normal and

emergency procedures.
ii)
Meteorology, including various types of meteorological

information and forecasts, interpretation of weather data
(including forecasting of enroute and terminal weather
conditions), frontal systems, wind condition, and use of actual
and prognostic weather charts for various altitudes.
iii) Prevailing weather phenomena and the available sources of

weather information, making an accurate and operationally
acceptable weather analysis from a series of daily weather maps
and of weather condition prevailing in general neighbourhood of a
D-3-9
Effective
09-Jul-14
The training approval as Flight Dispatcher will be conducted at a DGCA

approved training institute in accordance with syllabus and procedures
mentioned in CAR Section - 7, Series 'M' Part II. This will comprise of:
FLT.OMD
ISSUE II, Rev 04
CHAPTER 03
specific air route and to forecast weather trends pertinent to air

transportation with particular reference to designated terminals.
v)
Navigational aids, publications, principles of air navigation with

particular reference to instrument flight operations.
vi) Characteristics of appropriate airports.

vii) Air traffic control, instrument approach procedures relevant to the
duties of a flight dispatcher and determining optimal flight path.
viii) Rules and regulations relevant to air transportation.
ix) Use and limitation of altimeters, particularly in respect to
barometric settings.
x)
Techniques for maintaining a flight watch.
xi) Procedures for communicating with aircraft and relevant ground

stations.
xii) Providing operating supervision and all other assistance to flight
in adverse conditions appropriate to the duties of the flight.
xiii) Basic principles of computer based flight planning.
xiv) Operational procedures for the carriage of freight and dangerous
goods.
xv) Procedure relating to unlawful interference and sabotage of
aircraft.
xvi) Knowledge and skills in Human Performance of Flight Dispatcher
(vi) TRAINING FOR EACH AIRCRAFT TYPE
i)

approach and communication equipment, emergency equipment
and procedures, and other subjects having a bearing on flight
dispatcher's duties and responsibilities;
ii)
Flight operation procedures including procedures for avoiding

severe weather situations and for operating in or near
thunderstorm (including best penetrating altitudes), turbulent air
(including clear air turbulence), icing, hail, and other potentially
hazardous meteorological conditions;
D-3-10
Effective
09-Jul-14
iv) Use of Aeronautical documentation such as AIP, NOTAM,

aeronautical codes and abbreviations.
FLT.OMD
ISSUE II, Rev 04
CHAPTER 03

v)
(vii) EMERGENCY PROCEDURES

i)
Emergency procedure must be emphasized including alerting of

proper governmental, company and private agencies during
emergencies to give maximum help to an aircraft in distress.
ii)
The duration of initial training for flight dispatchers as specified

above shall not be less than 4 weeks.
(VIII) COMPETENCY CHECK

To demonstrate his competency, a Flight Dispatcher will undergo
following tests/examinations:
(IX) WRITTEN TEST / EXAMINATION
Each Flight Dispatcher trainee after having undergone the
prescribed training shall appear in a written examination conducted
by DGCA (Central Examination Organisation). The examination
shall consist of:
i)
General subjects,
ii)
Specific on type of aircraft.
(X) ORAL AND PRACTICAL TEST

The applicant after successfully undergoing the ground training and
ground subjects examination shall carry out the duties and functions
of a flight dispatcher under the supervision of an approved flight
dispatcher(s) for a period of not less than 90 working days within six
months immediately preceding the application for oral test. The
practical training should commence within 12 months from the date of
the declaration of result of the written examination.
The Flight Dispatchers shall undergo an oral/practical test to
demonstrate their proficiency to a DGCA Board, which shall include a
Flight Dispatcher Instructor or Flight Dispatcher on type. The
application for Oral Test shall contain a certificate from an operator
who is currently operating that type of aircraft certifying that the
D-3-11
Effective
09-Jul-14

selection, flight time analysis, fuel consumption, endurance,
choice of alternate airports, and
FLT.OMD
ISSUE II, Rev 04
CHAPTER 03
applicant has successfully carried out duties and functions of a Flight

Dispatcher as indicated above. Final approval for functioning as a
Flight Dispatcher shall be issued by DGCA.
Operating Familiarisation
The applicant should have acquired operating familiarisation consisting of
at least 5 hours observing flight deck operations except that a person may
serve as a flight dispatcher without meeting this requirement for 90 days
after initial introduction of a new aircraft type into operation.
3.8
DGCA Approval
On successfully fulfilling all the requirements as listed above; DGCA will
grant approval to the applicant to act as Flight Dispatcher.
3.9
DISPATCHER/FLIGHT OPERATIONS
MANAGEMENT (DRM).
OFFICER
RESOURCE
The communication center with respect to positive operational control is

the dispatcher/flight operations officer who-coordinates a wide array of
resources for the flight crew. DRM addresses the challenge of optimizing
the person/machine interface and related interpersonal issues. These
issues include effective teambuilding and maintenance, information
transfer, problem solving, decision making, maintaining situational
awareness, and dealing with automated systems. DRM training, like CRM
training,
is
comprised
of
three
components:
Initial
Indoctrination/Awareness, Recurrent Practice and Feedback, and
Continuing Reinforcement. DRM differs in the effective use of all
resources: human resources, hardware, and information.
3.9.1
The Mission of DRM Training
DRM training has been conceived to prevent aviation accidents by

improving team by improving interaction between the aircraft dispatcher,
PIC, maintenance and other personnel.
Operating Environment. The operating environment comprises interactions
of the aircraft dispatcher/flight operations officer with:
Pilots.
Air traffic controllers.

D-3-12
Effective
09-Jul-14
3.7
FLT.OMD
ISSUE II, Rev 04
CHAPTER 03
Other dispatcher/flight operations officers.
Managers.
Station personnel.
Meteorology resources.
Aircraft maintenance staff.
Load planners.
Crew schedulers.
Aircraft routers.
Communication systems and related personnel.
Flight planning systems and related personnel.
Situational Awareness (Dispatcher/Flight Operations Officer). The ability

to absorb information in a dynamic environment, to evaluate and refine
that information, to anticipate contingencies, and to initiate appropriate
actions as necessary.
Communications: Chief among many functions, the dispatcher/flight
operations officer is a center for communications, continually receiving and
disseminating information.
He/she interfaces with the flight crew, with ATC, and with many others in
the operational environment. Communication skills are at the heart of this
work. Communication should be in standardized language that is easily
understood by individuals in various departments and joint, organizations.
Communication among departments and joint training should be
encouraged. Special emphasis should be given to.
Inquiry /advocacy /assertion.
Conflict resolution.
Radio communication (phraseology and technique).
Handling Information: One of the aircraft dispatcher/flight operations

officer's main responsibilities is to keep the flight crew updated on any
information that affects flight safety. Dispatcher/flight operations officers
are required to review large quantities of realtime information and to
decide what information is pertinent for each flight under their operational
control. Dispatcher/flight operations officers pass on information relevant
D-3-13
Effective
09-Jul-14
FLT.OMD
ISSUE II, Rev 04
CHAPTER 03
to each flight, sometimes obtaining missing information as part of the

process. This linkage provides timely information to the flight crew
members and relieves workload.
Workload Management: DRM should help dispatcher/flight operations

officers see that how they react during normal routine circumstances can
have a powerful influence on how well they function during high workload
and stressful situations. Prioritizing tasks is one key element in consistent,
effective operational control.
Effective Decision Making Through inquiry, advocacy, and assertion, the
dispatcher/flight operations officer assumes a leadership role within the
operational environment. This leadership role in workload management
and situational awareness supports the captain. It requires the
dispatcher/flight operations officer, together with the pilot in command, to
apply problem solving skills which include the following:
Weighing the competing needs that must be considered in

choosing among alternatives.
Being aware of the resources available to the various parties

involved in the decision making;
Applying effective problem solving strategies to help in decision

making; and
Avoiding situations and behaviours that contribute to errors.
3.9.2
Components of DRM Training

a)
Initial Training.
The initial indoctrination/awareness component of DRM training
consists of classroom presentations that focus on the interpersonal
relations and coordination involved in a decision making process.
It also provides a common terminology and conceptual framework
for identifying coordination problems. Initial indoctrination may be
accomplished by a combination of methods including lectures,
D-3-14
Effective
09-Jul-14
Interpersonal Skills: DRM concentrates on dispatcher/flight operations

officers' attitudes and behaviours and the effects that they have on others.
FLT.OMD
ISSUE II, Rev 04
CHAPTER 03
discussion groups, and role playing exercises. It is advantageous

to have interactive participation of flight crew members and other
members of the operating environment.
Indoctrination/awareness training modules for experienced aircraft
dispatcher/flight operations officers are not the only way that this
important DRM training component may be provided. DRM
concepts should be addressed in dispatcher/flight operations
officer initial qualification training for new-hires.
Curriculum development should address DRM skills that have

been demonstrated to influence dispatchers /flight operations
officer performance. For maximum effectiveness, the curriculum
should define the concepts involved and relate directly to
operational issues which dispatchers /flight operations officers face
in daily operations.
Effective initial training increases understanding of DRM concepts.

That understanding, in turn, often influences individual attitudes
favourably regarding human factors issues. Often, the training
suggests more effective communication practices.
It is important to recognize that classroom instruction alone does

not fundamentally alter aircraft despatcher attitudes over the long
term. The initial training is a necessary first step towards effective
DRM training.
b) Recurrent Practice and Feedback.
DRM training will be included as a regular part of required

recurrent training. Recurrent DRM training will include classroom
or briefing room refresher training to review and amplify DRM
components, followed by practice and feedback exercises such as
role-playing in-flight scenarios or LOFT. These recurrent DRM
exercises, if possible, will take place with a full crew, each member
operating in his or her normal crew position.
Recurrent training with performance feedback allows participants

to practice newly developed DRM skills and to receive feedback
on their effectiveness.
D-3-15
Effective
09-Jul-14
FLT.OMD
ISSUE II, Rev 04
CHAPTER 03
Feedback has its greatest impact when it comes from self-critique and
from peers, together with guidance from a facilitator with special training
in assessment and debriefing techniques. The most effective feedback
refers to the coordination concepts identified in indoctrination/
awareness training or in recurrent training.
Effective feedback relates to specific behaviours. Practice and feedback

are best accomplished through the use of some form of simulation and
audio or videotape. Taped feedback, with the guidance of a facilitator, is
particularly effective because it allows participants to view themselves
from a third person perspective. This approach especially compelling in
that video captures and displays strengths and weaknesses vividly.
Participants can easily see behavioural patterns and individual work
styles. As a result, appropriate adjustments are often self-evident.
D-3-16
Effective
09-Jul-14
FLT.OMD
ISSUE II, Rev 04
CABIN CREW DUTIES TRAINING

PROGREMME
CHAPTER 04
4.
CABIN CREW DUTIES TRAINING PROGRAMME .................................3
D-4-1
Effective
09-Jul-14
TABLE OF CONTENTS
FLT.OMD
ISSUE II, Rev 04

PROGREMME
CHAPTER 04
D-4-2
Effective
09-Jul-14
FLT.OMD
ISSUE II, Rev 04

PROGREMME
4.
CHAPTER 04
CABIN CREW DUTIES TRAINING PROGRAMME
Refer Cabin attendants training manual
D-4-3
Effective
09-Jul-14
FLT.OMD
ISSUE II, Rev 04

PROGREMME
CHAPTER 04
D-4-4
Effective
09-Jul-14
FLT.OMD
ISSUE II, Rev 04
DOCUMENTATION AND STORAGE
CHAPTER 05
TABLE OF CONTENTS
DESCRIPTION OF DOCUMENTS TO BE STORED AND STORAGE
PERIOD ....................................................................................................3
5.1
Record of Information used for preparation and execution of flights .........3
5.2
Flight Crew records...................................................................................3
5.3
Cabin Attendant records ...........................................................................4
5.4
Records of other operations personnel .....................................................4
5.5
Other records ............................................................................................4
5.6
Electronic Method of retention ..................................................................5
D-5-1
Effective
09-Jul-14
5.
FLT.OMD
ISSUE II, Rev 04
CHAPTER 05
D-5-2
Effective
09-Jul-14
FLT.OMD
ISSUE II, Rev 04
5.
CHAPTER 05
DESCRIPTION OF DOCUMENTS TO BE STORED AND STORAGE

PERIOD
i) The fulfillment of flight crew qualification requirements, as specified in

chapter 11, OM A.
ii) Successful and unsuccessful flight crew evaluations. Also refer Para
2.8.6, Chapter 2.
5.1
5.2
Record of Information used for preparation and execution of

flights
6 Months
Route specific NOTAMS & Briefing

Documentation
6 Months
Mass and Balance Documentation
4 Months
Notification on Special Loads & Dangerous Goods
4 Months
Aircraft Tech Log
Refer: Quality Control Manual
Flight Crew records

Flight, Duty and Rest Time
18 months
Licences, Ratings and Medical

Conversion Training & Checking
For duration during which crew

member exercises privileges of licence
for the operator
3 Years
Command Course including Checking
3 Years
Recurrent Training & Checking
3 Years
Training & Checking to operate in either pilots

Seat
Route & Aerodrome Competence
3 Years
Training and Qualification for Special Ops.
3 Years
3 Years
Flight Crew Log Book
5 Years
D-5-3
3 Years
Effective
09-Jul-14
The system for the management and control of flight operations records shall
ensure the content and retention of all records in accordance with required
regulations and also ensure operational records are subjected to standardized
processes for identification; legibility; maintenance; retention and retrieval;
protection and security; disposal, deletion (electronic records) and archiving.
Management and control of flight operations records will include retention, for a
period of time as defined by the regulator from time to time. The records of
document to include:
FLT.OMD
ISSUE II, Rev 04
CHAPTER 05
Note: 1. Individual Pilot authorization certificates will be issued by the office of Chief Pilot (Training)
after carefully scrutinizing the training and documentation in compliance with the CAR.
2. Pilot License and Training records are being maintained in electronic files.
Journey Log
3 Months
Flight Report(s) for recording details of any occurrence

as prescribed by DGCA or any event which the
Commander deems necessary to report / record.
Reports on exceedances of Duty and/or reducing Rest
Periods
5.3
Flight, Duty and Rest Time
15 Months
Initial Training, Conversion and Difference

Training (including Checking)
As long as the Cabin Attendant is

employed by the Company
Until 12 Months after the Cabin
Attendant has left the employ of
the Company
3 years
Records of other operations personnel

Training / Qualification records of other
DGCA approved Personnel
5.5
3 Months
Cabin Attendant records
Recurrent Training, Refresher & Checking
5.4
3 Months
Last two Training Records
Other records
Records on Cosmic and Solar Radiation
Dosage
For aircraft operated at or above 15000 m
Until 12 months after the crew

member has left the employ of
the Company
Fuel and Oil Records
6 months
Crew, Passenger and cargo manifest
30 days
Pilots Acceptance Report
6 months
Distribution records for information

dissemination to Crew and other staff (emanual, notices, etc.)
6 Months
D-5-4
Effective
09-Jul-14
Reports
FLT.OMD
ISSUE II, Rev 04
5.6
CHAPTER 05
Electronic Method of retention
Hardware and software, when updated or replaced, is retained to enable retrieval

of old records.
D-5-5
Effective
09-Jul-14
The Flight Operations records which are maintained in the electronic files shall be
in a computer system, which is a reliable and efficient means of short and longterm storage. The integrity of this type of record-keeping system is ensured
through secure, safe storage and backup systems by the IT department through
the company IT Policy.
The record files are managed and controlled (i.e. created, maintained, identified,
updated, accessed, retained and deleted) using computer systems, programs and
displays in a web-based system. The electronic system is so programmed to
create backup files on a schedule that ensures records are never lost due to
hardware or software failures. The file backup is on a daily basis. The electronic
records are similar to that of a paper record.
FLT.OMD
ISSUE II, Rev 04
CHAPTER 05
D-5-6
Effective
09-Jul-14
FLT.OMD
ISSUE II
ANNEXURES
ANX
LIST OF INDIGO TRAINING FORMS

S.NO
FORM NO.
1.
ROUTE CHECK FORM
2.
BASE TRAINING FORM
3.
SIMULATOR SKILL TEST
4.
CA 40 A (DAY)
5.
CA 40 A (NIGHT)
6.
PILOT PROFICIENCY (IR/LR)
7.
CA 40 B (DAY)
8.
CA 40 B (NIGHT)
9.
10.
LVO_ALL WEATHER
OPERATIONS
PIC RIGHT SEAT QUALIFICATION
11.
RECURRENT TRAINING FORMS
12.
CRM
13.
LVO INITIAL
14.
15.
CHECK PILOT CLASS ROOM

TRAINING
CHECK PILOT FFS SUMMARY
16.
CHECK PILOT SESSION 1 (RHS)
17.
CHECK PILOT SESSION 2 (LHS)
18.
CHECK PILOT ASSESSMENT

CHECK
CHECK PILOT BASE TRAINING
FORM
IGO/OPS/FORM/
TRG/01
IGO/OPS/FORM/
TRG/02
IGO/OPS/FORM/
TRG/03
IGO/OPS/FORM/
TRG/04
IGO/OPS/FORM/
TRG/05
IGO/OPS/FORM/
TRG/06
IGO/OPS/FORM/
TRG/07
IGO/OPS/FORM/
TRG/08
IGO/OPS/FORM/
TRG/09
IGO/OPS/FORM/
TRG/10
IGO/OPS/FORM/
TRG/11
IGO/OPS/FORM/
TRG/12
IGO/OPS/FORM/
TRG/14
IGO/OPS/FORM/
TRG/18
IGO/OPS/FORM/
TRG/19
IGO/OPS/FORM/
TRG/20
IGO/OPS/FORM/
TRG/21
IGO/OPS/FORM/
TRG/22
IGO/OPS/FORM/
TRG/23
19.
D-ANX-1
Effective
19-Dec-13
NAME OF THE FORM
FLT.OMD
ISSUE II
ANNEXURES
CHECK PILOT LOFT TRAINING
21.
22.
CHECK PILOT LOFT

CERTIFICATE NIGHT/SHORTCRITICAL
COMMAND UPGRADE SYLLABUS
23.
SUPERNUMERARY FLYING
24.
27.
SUPERNUMERARY DISCUSSION
TOPICS
EXAMINER CLASS ROOM
TRAINING
MONSOON TRAINING SELF
STUDY
MONSOON TRAINING LOFT
28.
MONSOON TRAINING CHECK
29.
ZFTT RECENCY
30.
PRE COMMAND ASSESSMENT
31.
PRE COMMAND SLF
32.
CAT-II & III PRECISION

APPROACHES
JR. F/O. UPGRADE ASSESSMENT
25.
26.
33.
34.
39.
INSTRUCTOR PILOT CLASS

ROOM TRAINING
INSTRUCTOR PILOT SESSION 1
(RHS)
INSTRUCTOR PILOT SESSION 2
(LHS)
INSTRUCTOR PILOT
ASSESSMENT
INSTRUCTOR PILOT BASE
TRAINING & RELEASE CHECK
INSTRUCTOR PILOT LOFT
40.
SUPERVISED LINE FLYING
35.
36.
37.
38.
D-ANX-2
IGO/OPS/FORM/
TRG/24
IGO/OPS/FORM/
TRG/25 (A/B)
IGO/OPS/FORM/
TRG/26
IGO/OPS/FORM/
TRG/27A
IGO/OPS/FORM/
TRG/27B
IGO/OPS/FORM/TRG/
30
IGO/OPS/FORM/TRG/
34
IGO/OPS/FORM/TRG/
35
IGO/OPS/FORM/TRG/
36
IGO/OPS/FORM/TRG/
37
IGO/OPS/FORM/TRG/
38
IGO/OPS/FORM/TRG/
39
IGO/OPS/FORM/TRG/
41 (A/B/C)
IGO/OPS/FORM/
TRG/44
IGO/OPS/FORM/
TRG/45
IGO/OPS/FORM/
TRG/46
IGO/OPS/FORM/
TRG/47
IGO/OPS/FORM/
TRG/48
IGO/OPS/FORM/
TRG/49
IGO/OPS/FORM/
TRG/50
IGO/OPS/FORM/
Effective
19-Dec-13
20.
ANX
FLT.OMD
ISSUE II
ANNEXURES
41.
43.
44.
45.
46.
47.
48.
49.
50.
51.
52.
53.
54.
55.
56.
57.
58.
(CAPTAIN UPGRADE)
TRG/51A
LINE BRIEFING TOPIC (CAPTAIN

UPGRADE)
SUPERVISED LINE FLYING (JR
FO)
LINE BRIEFING TOPIC (JR FO)
IGO/OPS/FORM/
TRG/51B
IGO/OPS/FORM/
TRG/52A
IGO/OPS/FORM/
TRG/52B
IGO/OPS/FORM/
TRG/53A
IGO/OPS/FORM/
TRG/53B
IGO/OPS/FORM/
TRG/54A
IGO/OPS/FORM/
TRG/54B
IGO/OPS/FORM/
TRG/55A

(EXPAT CAPT)
LINE BRIEFING TOPIC (EXPAT
CAPT)
(RATED SR FO)
LINE BRIEFING TOPIC (RATED
SR FO)
SUPERVISED LINE FLYING RHS
(CAPT COMM /
NON COMM)
LINE BRIEFING TOPICS RHS
(CAPT COMM / NON COMM)
SUPERVISED LINE FLYING LHS
(CAPT COMM /
NON COMM)
LINE BRIEFING TOPICS LHS
(CAPT COMM)
LINE BRIEFING TOPICS LHS
(CAPT NON COMM)
SUPERVISED LINE FLYING (CCQ
CAPT)
LINE BRIEFING TOPIC (CCQ
CAPT)
SUPERVISED LINE FLYING (CCQ
FO)
LINE BRIEFING TOPIC (CCQ FO)
CAT II/III AUTO LAND
PERFORMA & RECORD OF
APPROACHES
LINE SUPERNUMERARY FORM &
FLOWS
D-ANX-3
IGO/OPS/FORM/
TRG/55B
IGO/OPS/FORM/
TRG/55C
IGO/OPS/FORM/
TRG/55D
IGO/OPS/FORM/
TRG/55E
IGO/OPS/FORM/
TRG/56A
IGO/OPS/FORM/
TRG/56B
IGO/OPS/FORM/
TRG/57A
IGO/OPS/FORM/
TRG/57B
IGO/OPS/FORM/
TRG/58
IGO/OPS/FORM/
TRG/59
Effective
19-Dec-13
42.
ANX
FLT.OMD
ISSUE II
ANNEXURES
ANX
D-ANX-4
Effective
19-Dec-13
EDTO Manual
Control Manual No:

(IndiGo)
INTENTIONLLY LEFT BLANK
FLT. EDTO
EDTO Manual
ISSUE II, Rev 03
DGCA APPROVAL
APP
App-1
Effective
15-Dec-13
FLT. EDTO
EDTO Manual
ISSUE II, Rev 03
DGCA APPROVAL
APP
App-2
Effective
15-Dec-13
FLT. EDTO
EDTO Manual
ISSUE II, Rev 03
DGCA APPROVAL
APP
App-3
Effective
15-Dec-13
FLT. EDTO
EDTO Manual
ISSUE II, Rev 03
DGCA APPROVAL
APP
App-4
Effective
15-Dec-13
FLT.EDTO
EDTO MANUAL
ISSUE II, Rev 03
FDW
EDTO Manual is an extension of Company Operations Manual, and has been

approved as a part of revision 03 to Company Operations manual.
The EDTO Manual has been prepared by InterGlobe Aviation limited (IndiGo),
Flight Operations department in accordance with Civil Aviation Requirements
Section 8 - Aircraft Operations Series 'S' Part I Issue I.
The purpose is to;
Establish standardised procedures and practices for uniform application.
Serve as a review guide.
The manual will be periodically revised to incorporate procedural and system

information changes.
The Manual is Company (IndiGo) property and any disclosure of its contents to
others is given in strictest confidence. It must not be reproduced by any other
person, agency or company without specific approval and permission of the Vice
InterGlobe Aviation Limited.

st
1 Floor, Tower C, Global Business Park,
Gurgaon-1220002 ,
Haryana, India.
Tel: +91 124 435 2500
Fax: 91 124 406 8536
COM-1
Effective
15-Dec-13
FLT.EDTO
EDTO MANUAL
ISSUE II, Rev 03
FDW
COM-2
Effective
15-Dec-13
FLT.EDTO
EDTO MANUAL
ISSUE II / Rev 03
LEP / HC
Revision
No
Page
No.
Date of
Issue
DGCA Approval Page
All
15-Dec-13
Foreword
All
15-Dec-13
All
15-Dec-13
Record of Revisions (ROR)
All
15-Dec-13
Record of Temporary Revisions( RTR)
All
15-Dec-13
List of Temporary Revisions (LTR)
All
15-Dec-13
All
15-Dec-13
Chapter 01
All
15-Dec-13
Annexures
All
15-Dec-13
Chapter Details
LEP-1
Effective
15-Dec-13
FLT.EDTO
EDTO MANUAL
ISSUE II / Rev 03
LEP / HC
LEP-2
Effective
15-Dec-13
FLT.EDTO
EDTO MANUAL
ISSUE II Rev 03
ROR / HC
The manual holder/Representative shall enter the appropriate data in the

revision sheet below after updating the manual. The compliance has to be
signed under Initials column. Retain this revision sheet until officially
replaced.
REVISION
DATE
DATE FILED
ROR-1
INITIALS
Effective 15-Dec-13
REV. NO.
FLT.EDTO
EDTO MANUAL
ISSUE II Rev 03
ROR / HC
DATE
DATE FILED
ROR -2
INITIALS
Effective 15-Dec-13
FLT.EDTO
EDTO MANUAL
ISSUE II / Rev 03
LIST OF TEMPORARY REVISIONS
LTR
The following Temporary Revision (TR) has been issued
TR- No
Subject
LTR-1
Date Of Issue
Effective
15-Dec-13
TR- No
FLT.EDTO
EDTO MANUAL
ISSUE II / Rev 03
LIST OF TEMPORARY REVISIONS
LTR
Subject
LTR-2
Date Of Issue
Effective
15-Dec-13
FLT.EDTO
EDTO MANUAL
ISSUE II, Rev 03
RECORD OF TEMPORARY REVISIONS
RTR
The holder/representative shall enter the appropriate data in the below sheet
after inserting the Temporary Revision in the manual. The compliance has to
be signed under Inserted By column. Retain this sheet until officially
replaced.
TR No.
Issue Date
Date of Filing
RTR-1
Inserted By
Effective
15-Dec-13
TR No.
FLT.EDTO
EDTO MANUAL
ISSUE II, Rev 03
RTR
Issue Date
Date of Filing
RTR -2
Inserted By
Effective
15-Dec-13
FLT.EDTO
EDTO MANUAL
ISSUE II, Rev 03
REVISION HIGHLIGHTS
RH
The concept of EDTO is being introduced as revision 3, of Company Operations

Manual (Part A).
RH-1
Effective 15-Dec-13
FLT.EDTO
EDTO MANUAL
ISSUE II, Rev 03
REVISION HIGHLIGHTS
RH
RH-2
Effective 15-Dec-13
EDTO MANUAL
FLT.EDTO
ISSUE II, Rev 03
Chapter -01
TABLE OF CONTENTS
1.0
INTRODUCTION ...................................................................................... 5
1.1
REGULATORY PROVISIONS FOR EDTO ..............................................6

1.1.1
GENERAL CRITERIA ................................................................ 6
1.1.2
COMPLIANCY OF REGULATION FOR INDIGO FLEET ..........7
2.0
DEFINITIONS ........................................................................................... 7
3.0
EXTENDED DIVERSION TIME OPERATIONS (EDTO)

REQUIREMENTS ................................................................................... 10
3.1
GENERAL .............................................................................................. 10
3.2
EDTO SIGNIFICANT SYSTEMS ............................................................ 10
3.3
ONE-ENGINE-INOPERATIVE CRUISE SPEED (SINGLE-ENGINE

SPEED) .................................................................................................. 11
3.4
THRESHOLD TIME ................................................................................ 12

3.4.1
3.5
DETERMINATION OF THE EDTO THRESHOLD ................... 12
MAXIMUM DIVERSION TIME: ............................................................... 13

3.5.1
DETERMINATION OF MAXIMUM DIVERSION TIME ............. 13
3.6
EN-ROUTE ALTERNATE AERODROMES ........................................... 14
3.7
AREA OF OPERATION ......................................................................... 15
4.0
FLIGHT DISPATCH PROCEDURE........................................................ 16
4.1
GENERAL .............................................................................................. 16
4.2
CONFIRMATION OF THE AIRCRAFT EDTO STATUS ........................ 17
4.3
SELECTION OF THE EDTO EN-ROUTE ALTERNATE AIRPORTS .... 17

4.3.1
GENERAL ................................................................................ 17
4.3.2
PERIOD OF POSSIBLE USE OF THE EDTO EN-ROUTE

ALTERNATE AIRPORT........................................................... 19
1
Effective 15-Dec-13
EDTO MANUAL
4.3.3
4.4
FLT.EDTO
ISSUE II, Rev 03
Chapter -01
EDTO DISPATCH MINIMA ..................................................... 19
EDTO FUEL REQUIREMENT ............................................................... 21

4.4.1
GENERAL ............................................................................... 21
4.4.2
CRITICAL POINT (CP) ............................................................ 22
4.4.3
CRITICAL FUEL RESERVE .................................................... 22
4.4.4
CRITICAL FUEL SCENARIO .................................................. 22
4.5
AIRCRAFT PERFORMANCE DATA ..................................................... 27
4.6
EDTO COMPUTERIZED FLIGHT PLAN (CFP) .................................... 28

4.6.1
GENERAL ............................................................................... 28
4.6.2
DETERMINATION OF THE REQUIRED FUEL ON BOARD .. 29
4.6.3
RE-ROUTED FLIGHT WITH NON-EDTO CONDITIONS. ....... 29
4.6.4
PREPARATION OF THE PLOTTING CHART ........................ 30
4.6.5
SAMPLE EDTO CFP ............................................................... 30
4.6.6
ATS FLIGHT PLAN ................................................................. 30
4.7
FLIGHT CREW DOCUMENTATION - FLIGHT CREW BRIEFING

FOLDER ................................................................................................ 30
4.8
FLIGHT DISPATCH CHECK LIST ........................................................ 31
4.9
4.8.1
DISPATCH TIMELINE FOR EDTO FLIGHT. .......................... 31
4.8.2
EDTO DISPATCH CHECKLIST .............................................. 32
OPERATIONS FLIGHT WATCH ........................................................... 33

4.9.1
GENERAL ............................................................................... 33
4.9.2
IN-FLIGHT FORECAST MONITORING .................................. 33
4.9.3
IN FLIGHT ASSISTANCE ....................................................... 34
4.10
POST FLIGHT ....................................................................................... 34
5.0
EDTO FLIGHT CREW PROCEDURES ................................................. 34

2
Effective 15-Dec-13
EDTO MANUAL
FLT.EDTO
ISSUE II, Rev 03
Chapter -01
5.1
RECEIVING/ACCEPTING THE AIRCRAFT .......................................... 34
5.2
COCKPIT PREPARATION .................................................................... 34
5.3
AFTER ENGINE START CHECK LIST .................................................. 35
5.4
IN FLIGHT WEATHER MONITORING ................................................... 35
5.5
DECISION MAKING BEFORE REACHING EEP ................................... 36
5.6
NAVIGATION MONITORING ................................................................. 37
5.7
FUEL MONITORING .............................................................................. 37
5.8
EDTO DIVERSION DECISION MAKING ............................................... 37
5.9
AIRCRAFT DIVERSION PERFORMANCE DATA ................................. 39

5.9.1
ONE ENGINE INOPERATIVE (OEI) PERFORMANCE DATA. 39
5.9.2
DIVERSION SPEED ................................................................ 39
5.10
FLIGHT CREW ETDO GUIDE................................................................ 39
5.11
IN-FLIGHT APU RELIABILITY CHECK ................................................. 41
5.12
REPORTING OF OPERATIONAL EVENTS AND AIRCRAFT DEFECTS

................................................................................................................ 41
5.13
RECTIFICATION OF AIRCRAFT DEFECTS AND VERIFICATION: ..... 41
5.14
FLIGHT CREW RESPONSIBILITIES..................................................... 42
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INTRODUCTION
EDTO (Extended diversion time operations)-Operations by turbine engine

aeroplanes to fly beyond a threshold time, and up to a maximum diversion time,
approved by DGCA.
EDTO regulations permit an enlarged area of operation for the twin engine aircraft.
The efficiency of direct EDTO routing can be demonstrated by a comparison of
distance, time and fuel saving. Compared to non EDTO, it can save
considerable fuel or make an equivalent payload gain.
A second benefit of EDTO operation is that it permits twins to be used on routes
previously denied to them. Therefore increase of maximum diversion time has
permitted the flexibility to use A 320 on a route which would otherwise remain the
sole preserve of three or four engine aircraft.
Moreover, the passengers also benefit from EDTO operations with the opening of
new routes between city pairs where traffic is too thin for an economically viable
operation with larger aircraft but can be supported by a smaller twin. EDTO
operations also permit flight frequencies to be increased on high density routes by
using smaller twins, hence increasing flexibility.
To achieve this expected level of reliability and safety the regulatory authorities
grant Operational Approval, although not renewable, is continually reviewed and
even be withdrawn.
CAR SECTION 8 - AIRCRAFT OPERATIONS SERIES 'S' PART I ISSUE I
mandate the below mentioned provisions to be incorporated in operating
procedure before conduct of EDTO:
EDTO Approval
Maintenance program
EDTO significant systems
EDTO critical fuel
OPS CRTL &Flight Dispatch procedure
OPS procedures
Training
Identify &verify alternates above minima
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File Alternate in ATS flight plan
1.1
REGULATORY PROVISIONS FOR EDTO
1.1.1
GENERAL CRITERIA
Civil Aviation Requirements SECTION 8 - AIRCRAFT OPERATIONS SERIES 'S'

PART I ISSUE I, 06th September 2013 provides requirements for obtaining DGCA
approval for;
Aeroplanes with two engines, to fly beyond one hour of flight time (approved
threshold time by DGCA) at a one-engine-inoperative cruising speed,
determined from the aircraft operating manual, calculated in ISA and still-air
conditions using the actual take-off mass, and up to a maximum diversion
time, approved by DGCA.
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Note-To be eligible for EDTO the specified airframe/engine combination should have been
certificated to the Airworthiness Standards of Transport Category aeroplanes by FAA of USA
or EASA or by any other regulatory authority acceptable to DGCA.
1.1.2
COMPLIANCY OF REGULATION FOR INDIGO FLEET
IndiGo AFM confers that the type-design reliability and performance of IndiGos
aircraft-engine combination has been evaluated and found to comply with the
criteria of AMC 20-6( Rev 2 ) for operations between 60 minutes and 120 minutes
diversion time when the configuration, maintenance and procedures standards
contained in EASA approved Airbus ETOPS (EDTO) CMP document at the latest
applicable revision are met.
Note-Above compliance does not constitute an operational approval.
DGCA has endowed IndiGo operational approval for Extended diversion time
operations to operate beyond threshold time of 60 minutes and up to a maximum
diversion time of 90 minutes.
2.0
DEFINITIONS
Alternate Aerodrome
An aerodrome to which an aircraft may proceed when it becomes either
impossible or inadvisable to proceed to or to land at the aerodrome of intended
landing where the necessary services and facilities are available, where aircraft
performance requirements can be met and which is operational at the expected
time of use. Alternate aerodromes include the following:
Take-off alternate. An alternate aerodrome at which an aircraft would be able to
land should this become necessary shortly after take-off and it is not possible to
use the aerodrome of departure.
En-route alternate: An alternate aerodrome at which an aircraft would be able to
land in the event that a diversion becomes necessary while en route.
Destination alternate: An alternate aerodrome at which an aircraft would be able to
land should it become either impossible or inadvisable to land at the aerodrome of
intended landing.
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Aircraft reference weight

Aircraft reference weight is defined as the highest of the estimated gross weight
values at the critical points of the various routes being considered within the given
area of operation. The computation will be done considering a take-off at the
maximum take-off weight (structural or runway limitation or landing weight
limitation) and a standard speed schedule, in still air and ISA (or delta ISA)
conditions. Whenever applicable, the above computation should be conducted
considering that a given route may be supported by different sets of declared enroute alternates (thus resulting in different CP locations).
Extended diversion time operations (EDTO)
Any operation by an aeroplane with two or more turbine engines where the
diversion time to an en-route alternate aerodrome is greater than the threshold
time established by the DGCA.
EDTO critical fuel
The fuel quantity necessary to fly to an en-route alternate aerodrome considering,
at the most critical point on the route, the most limiting system failure. Note
Para 4.3 contains guidance on EDTO critical fuel scenarios.
EDTO-significant system
An aeroplane system whose failure or degradation could adversely affect the
safety particular to an EDTO flight, or whose continued functioning is specifically
important to the safe flight and landing of an aeroplane during an EDTO diversion.
Isolated aerodrome
A destination aerodrome for which there is no destination alternate aerodrome
suitable for a given aeroplane type.
Maximum diversion time
Maximum allowable range, expressed in time, from a point on a route to an enroute alternate aerodrome.
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Point of no return
The last possible geographic point at which an aeroplane can proceed to the
destination aerodrome as well as to an available en route alternate aerodrome for
a given flight.
Threshold time
The range, expressed in time, established by the State of the Operator to an enroute alternate aerodrome, whereby any time beyond requires an EDTO approval
from the State of the Operator.
Note: The threshold time for EDTO established by DGCA is 60 minutes for two and more
than two engine aeroplanes.
Auxiliary Power Unit (APU)

A gas turbine engine intended for use as a power source for driving generators,
hydraulic pumps and other aeroplane accessories, equipment and/or to provide
compressed air for aeroplane pneumatic system.
In - Flight Shutdown (IFSD)
When an engine ceases to function in flight and is shutdown, whether selfinduced, crew initiated or caused by some other external influence (i.e. IFSD for all
cases; for example due to flameout, internal failure, crew initiated shutoff, foreign
object ingestion, icing, inability to obtain and/or control desired thrust etc.).
Propulsion System
A system consisting of power unit and all other equipment utilized to provide those
functions necessary to sustain, monitor and control the power/thrust output of any
one-power unit following installation on the airframe.
EDTO Configuration, Maintenance and Procedures (CMP) Standard
The particular aeroplane configuration minimum requirements including any
special inspection, hardware life limits, master minimum equipment list constraints
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and maintenance practices found necessary to establish the suitability of an

airframe engine combination for an EDTO.
3.0
EXTENDED
DIVERSION
REQUIREMENTS
3.1
GENERAL
TIME
OPERATIONS
(EDTO)
Unless the operation has been specifically approved by DGCA an aeroplane shall
not be operated on a route where the diversion time from any point on the route,
calculated in ISA and still air conditions at the one-engine inoperative cruise speed
for aeroplanes with two turbine engines to an en-route alternate aerodrome
exceeds a threshold time established for such operations by the DGCA.
Note1. When the diversion time exceeds the threshold time, the operation is
considered to be an extended diversion time operation (EDTO).
Note2. For the purpose of EDTO, the take-off and/or destination aerodromes may be
considered en-route alternate aerodromes.
3.2
1.
EDTO SIGNIFICANT SYSTEMS

EDTO significant systems may be the aeroplane propulsion system and any
other aeroplane systems as listed below whose failure or malfunctioning could
adversely affect safety particular to an EDTO flight, or whose functioning is
specifically important to continued safe flight and landing during an aeroplane
EDTO diversion.
The following aircraft systems are considered significant for EDTO operations:
Air conditioning and pressurization systems,
Auto Flight
Communication systems,
Electrical power supply, including batteries,
Emergency equipment,
Fire detection and extinguishing systems,
Flight controls,
Fuel system,
Hydraulic systems,
Ice protection systems,
Flight instruments,
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Pneumatic systems,
Navigation systems,
APU,
Propulsion systems (starting and ignition, parameter indications, oil
consumption trend),
Any other system, required in accordance with the area of operation
Refer FCOM abnormal procedures pertaining to EDTO significant systems.

2.
The maximum diversion time should not exceed the value of the EDTO
significant system limitation(s), for extended diversion time operations
reduced with an operational safety margin, commonly 15 minutes, specified
by the DGCA.
Note-For IndiGo fleet, Cargo Fire Suppression System time limitation is 205 minutes.
3.3
ONE-ENGINE-INOPERATIVE
SPEED)
CRUISE
SPEED
(SINGLE-ENGINE
1.
The approved one-engine-inoperative cruise speed for the intended area of

operation must be a speed, within the certified limits of the aeroplane, as
approved by DGCA
2.
This speed should be used in

i)
Establishing the outer limit of the area of operation and any dispatch
limitation,
ii) Calculation of single-engine fuel requirements and,
iii) Establishing the level off altitude (net performance) data. This level off
altitude (net performance) must clear any obstacle en route by margins
as specified in the operational requirements.
A speed other than the approved one-engine-inoperative-speed may be used as
the basis for compliance with en-route altitude requirements.
3.
Based on evaluation of the actual situation, the pilot-in-command may deviate

from the planned one-engine-inoperative cruise speed.
Note: The diversion distance based on the approved one-engine-inoperative cruise speed
may take into account the variation of the True Air Speed.
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IndiGos EDTO Speed Schedule

Single Engine Operation
3.4
Aircraft Type
A320
Descent
MCT/320KT IAS
Cruise
MCT/320KT IAS
Decent To Landing
M.78/300KT/250KT
THRESHOLD TIME
Threshold time is a flight time to an en-route alternate aerodrome, which is

established by the DGCA as being the EDTO threshold beyond which particular
consideration is given in regulations to the aeroplane capability as well as the
operator's relevant operational experience for granting an EDTO approval.
3.4.1
DETERMINATION OF THE EDTO THRESHOLD
For determining whether a point of the route is beyond the EDTO threshold to an
en-route alternate, the approved speed should be used (see 3.3). The distance is
calculated from the point of the diversion followed by cruise for the threshold time
(60 minutes as determined by the DGCA) as shown on the figure below. For the
purposes of computing distances, credit for drift down may be taken.
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MAXIMUM DIVERSION TIME:
Maximum allowable range, expressed in time, from a point on a route to an enroute alternate aerodrome
The maximum diversion time takes into consideration the most limiting EDTO
significant system time limitation, as indicated in the manufacturers
documentation (ex. Cargo Fire Suppression System).
IndiGo has been endowed with maximum diversion time of 90minutes.
Distance covered during authorized maximum diversion time of 90mins:
Aircraft Type
A320-232 SHARKLET
A320-232
3.5.1
Distance(NM)
624
622
DETERMINATION OF MAXIMUM DIVERSION TIME
For determining the maximum diversion time distance to an en-route alternate, the
approved speed should be used (see 3.3). The distance is calculated from the
point of the diversion followed by cruise for the maximum diversion time of 90
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minutes as approved by DGCA, as shown in the figure below. For the purposes of
computing distances, credit for drift down may be taken.
3.6
EN-ROUTE ALTERNATE AERODROMES
Following provisions apply for EDTO en-route alternate aerodrome:

1.
For route planning purposes, identified en-route alternate aerodromes need to

be located at a distance within the maximum diversion time from the route
and which could be used if necessary; and
2.
In extended diversion time operations, before an aeroplane crosses its

threshold time during flight, there should always be an en-route alternate
aerodrome within the approved maximum diversion time whose conditions will
be at or above the established aerodrome operating minima for the operation
during the estimated time of use.
If any conditions, such as weather below landing minima, are identified that would
preclude a safe approach and landing at that aerodrome during the estimated time
of use, an alternative course of action should be determined such as selecting
another en-route alternate aerodrome within the operators approved maximum
diversion time.
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Note. En route alternate aerodromes may also be the take-off and/or destination
aerodromes.
3.7
AREA OF OPERATION
EDTO operations are allowed within a well-defined area.

The size of area depends upon:
The threshold time
The maximum diversion time
The selected one-engine-out diversion speed schedule and
The number and location of the selected adequate diversion airports.

The area of operation is determined in still air and ISA conditions, considering the
relevant aircraft performance with one engine inoperative, the remaining engine
being on MCT or less. Therefore the area of operation is determined once and
does not need to be reassessed for each flight (considering the en route weather
forecast or the aircraft performance depending on the T/O weight) unless one or
more adequate diversion airports happen to be unsuitable.
For some specific geographical areas where the temperature deviation from ISA is
essentially constant all the year through, the operational authorities may agree to
determine the area of operation, considering this specific ISA deviation at the
typical one-engine-out diversion altitude.
AREA OF OPERATION- REGION 01: BAY OF BENGAL
EDTO -90minutes maximum diversion time
ADEQUATE ETOPS ALTERNATE
VCBI
VOBL
VILK
VYMD
VECC
VGHS
VTSP
WMKK
VTBU
WSSS
WIMM
VOMM
VOHS
VIDP
VGEG
VEBS
VYYY
WMKP
WMSA
VTBS
WMKJ
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AREA OF OPERATION- REGION 02: ARABIAN SEA

EDTO -90minutes maximum diversion time
ADEQUATE ETOPS ALTERNATE
VOTV
VOCL
VABB
VOBL
VANP
OPNH
OMDB
OMFJ
OMRK
VOCI
VOCB
VAAH
VOML
OMAA
OPKC
OOMS
OMSJ
OMAL
4.0
FLIGHT DISPATCH PROCEDURE
4.1
GENERAL
Dispatching an EDTO Flight is basically processed as a normal Flight but with

some additional specific aspects related to EDTO operations. The success of the
EDTO operations is essentially dependent on the quality of the Flight preparation.
A successful EDTO Flight preparation on the other hand is achieved by collecting,
processing and transmitting to Flight Crew all relevant information to safely and
economically conduct the Flight.
Before each EDTO flight and in addition to the normal preparation of any flight the
dispatcher on duty must:
Select the EDTO en-route Alternate airports through the list of adequate
alternate airports (Refer to Para 3.7: Area of Operation)
Determine the EDTO areas associated to each nominated EDTO en-route
Alternate airports
Determine the EDTO Segment
Determine the position of EDTO Entry Point (EEP)
Determine the position of EDTO Exit Point (EXP)
Determine the position of each Equal-Time Point (ETP)
Determine the position of the Critical Point (CP) and the associated
required quantity of fuel (EDTO diversion scenarios)
Check that aircraft EDTO capability at dispatch meet the route
requirements (Diversion time in ISA Temperature and still air)
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Check that the longest diversion time from ETP to nominated EDTO
en-route alternate is not higher than:
o
The lowest time capability of all EDTO significant systems (Cargo fire
suppression system) of the aircraft minus 15 minutes.
Remark: The diversion time is checked in ISA Temperature and still air and
consequently doesnt need to be checked before each flight, but only in case of
dispatch under MEL/CDL, if approved diversion time is reduced.
4.2
CONFIRMATION OF THE AIRCRAFT EDTO STATUS
Based on the latest aircraft status message(s) received from the Maintenance
Control Centre, the dispatch should:
Assesses the aircraft technical and EDTO status, in terms of configuration,

MEL, CDL, defects rectification (Deferred Maintenance Items, Holding Item
List)
Identifies the relevant performance and/or fuel penalties or EDTO
restrictions, and accordingly plans the flight.
4.3
SELECTION OF THE EDTO EN-ROUTE ALTERNATE AIRPORTS
4.3.1
GENERAL
To list an aerodrome as an EDTO en-route alternate, the following criteria should

be met:
1.
2.
3.
The landing distances required as specified in the AFM for the altitude of the
aerodrome, for the runway expected to be used, taking into account wind
conditions, runway surface conditions, and aeroplane handling characteristics,
permit the aeroplane to be stopped within the landing distance available as
declared by the aerodrome authorities and computed in accordance with the
applicable operational requirements.
The aerodrome services and facilities are adequate to permit an instrument
approach procedure to the runway expected to be used while complying with
the applicable aerodrome operating minima.
The latest available forecast weather conditions for a period commencing at the
earliest potential time of landing and ending at the latest nominated time of use
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of that aerodrome, equals or exceeds the authorized weather minima for enroute alternate aerodromes as provided for by the increments listed hereafter in
the paragraph Dispatch Minima. In addition, for the same period, the forecast
crosswind component plus any gusts should be within operating limits and
within the maximum crosswind limitations taking into account the runway
condition (dry, wet or contaminated).
In addition, flight crews should be provided with information on adequate
aerodromes appropriate to the route to be flown which are not forecast to meet
en-route alternate weather minima. Aerodrome facility information and other
appropriate planning data concerning these aerodromes should be provided to
flight crews for use when executing a diversion.
At normal conditions of propagation and normal one engine inoperative cruise
altitude, reliable two-way voice communications between aeroplane and
appropriate ATC unit over the planned route should be available.
Note-Dispatch should check latest notam for serviceability of VHF/HF/Volmet frequencies
covering the area of operation at pre-flight stage.
To check the weather and field conditions, the landing aids available, ATC and
Airports services, the dispatch should use available information such as:
o
o
Airport data (AIP, charts, NOTAM ...)

Weather conditions (TAF, long term TAF, SIGMET, SNOWTAM's
messages and significant weather chart).
To be nominated as an EDTO en-route alternate airport, an airport should meet

the following additional criteria:
Provide the ATC and other needed airports services. It has to be noted that
for an EDTO en-route alternate aerodrome, a published Rescue and Fire
Fighting services (RFFS) category equivalent to ICAO category 5 is
mandatory. For alternates outside India at least 30 minutes notice could be
given to the aerodrome operator prior to the arrival of the aeroplane
provided the State of Authority has accepted the same.
Among the adequate alternate airports complying with the required EDTO
dispatch weather and field conditions, the flight dispatch nominates some of them
as EDTO en-route alternate airport to support the considered EDTO flight.
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Then the computerized flight plan (CFP) is set with the nominated EDTO en-route
alternate airports.
4.3.2
PERIOD OF POSSIBLE USE OF THE EDTO EN-ROUTE ALTERNATE

AIRPORT
An aerodrome may be nominated as an EDTO en-route alternate for flight

planning and release purposes if the available forecast weather conditions for a
period commencing at the earliest potential time of landing and ending at the latest
nominated time of use of that aerodrome, equal or exceed the criteria required by
table EDTO Dispatch minima.
THE EARLIEST ESTIMATED TIME OF ARRIVAL:

The earliest estimated time of arrival at the nominated EDTO en-route alternate
airport(s) is computed considering a two-engine diversion from the first Equal Time
Point (ETP) along the outbound route associated with the considered en-route
alternate, at the normally planned cruise altitude and speed (i.e. assuming a
diversion for any reason other than an engine or pressurization failure).
THE LATEST ESTIMATED TIME OF ARRIVAL:
The latest estimated time of arrival is computed considering a two-engine

diversion from the second Equal Time Point (ETP) associated with the considered
en-route alternate, at FL100 or at the MORA and at the LRC speed (i.e.
considering a pressurization failure only).
The computerized flight plan can indicate the earliest and latest time of possible
use of the EDTO En-route alternate airports.
4.3.3
EDTO DISPATCH MINIMA
CAR Section 8 Series C Part I All Weather Operations lays down the procedures
and the requirement for EDTO dispatch minima as given in table below.
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EDTO Dispatch minima

Approach Facility Configuration
Ceiling DA/H or
MDA/H
RVR
For airports supporting one

approach and landing operation.
Authorized
DA/H
plus an increment of
400 ft
Authorized visibility plus

an increment of 1 500 m
For airports supporting at least

two approach and landing
operations, each providing a
straight-in approach and landing
operation to different, suitable
runways
For airports with a published Cat
II or Cat III approach and
landing operation, and at least
two approach and landing
operations, each providing a
straight-in approach and landing
operation to different, suitable
runways
Authorized DA/H or
MDA/H
plus
an
increment of 200 ft
Authorized visibility plus

an increment of 800 m
Cat II procedures, a
ceiling of at least 300
ft, or for Cat III
procedures, a ceiling
of at least 200 ft
Cat II, a visibility of at

least RVR 1 200 m or, for
Cat III, a visibility of at
least RVR 550 m
Note-Computed minima based on the above Planning minima table have been kept
onboard aircraft as ALTERNATE PLANNING MINIMA FOR DISPATCH.
Example: Presentation of Planning minima table for EDTO en-route alternate

airports
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ALTERNATE PLANNING MINIMA FOR DISPATCH
Airport
Ahmedabad
(VAAH)
189FT
Chennai
(VOMM)
52FT
RWY
Applicable Inst. Proc.
23
23
23
23
23
23
05
07
07
07
07
07
25
25
25
07
07
25
ILS (Z)
GP INOP (Z)
ILS (Y)
GP INOP (Y)
VOR
NDB
VOR
ILS (Z)
GP INOP
ILS (Y)
GP INOP
VOR
ILS
GP INOP
VOR
LCTR
SRA
SRA
Ceiling DH /
MDH (ft)**
Planning minima
Visibility/RVR (m)**
641
2100
508
1800
4.3.3.1 Delayed Dispatch

If the dispatch of a flight is delayed by more than one hour, pilots and/or
operations personnel should monitor weather forecasts and airport status at the
nominated en- route alternates to ensure that they stay within the specified
planning minima requirements until dispatch.
4.4
EDTO FUEL REQUIREMENT
4.4.1
GENERAL
For releasing an aeroplane on an EDTO flight, it should be ensured that it carries

sufficient fuel and oil to meet the applicable operational requirements and any
additional fuel that may be determined in accordance with the EDTO
requirements.
To perform an EDTO flight the aircraft must carry a sufficient quantity of fuel and
oil:
To comply with the standard fuel policy, and

To perform a diversion from any point along the EDTO segment of the
planned route (between the EDTO Entry Point and the EDTO Exit Point) to a
nominated EDTO en-route alternate airport taking account of the EDTO fuel
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requirements.
The EDTO fuel requirements are defined hereafter in paragraph Critical Fuel
Scenario.
4.4.2
CRITICAL POINT (CP)
The critical point (CP) is the point along the EDTO segment for which the
difference between the standard fuel quantity expected to be on board (fuel to
continue) and the fuel quantity required to perform an EDTO diversion (EDTO fuel
scenario) is minimum or negative.
If this difference of quantities of fuel is negative, the EDTO fuel policy requires the
carriage of additional EDTO fuel reserves.
The Critical Point is usually, but not necessarily, the last ETP within the EDTO
segment.
4.4.3
CRITICAL FUEL RESERVE
In establishing the critical fuel reserves, it is imperative to determine the fuel

necessary to fly to the most critical point (at normal cruise speed and altitude,
taking into account the anticipated meteorological conditions for the flight) and
execute a diversion to an EDTO en-route alternate under the conditions outlined
hereafter in paragraph : Critical Fuel Scenario.
These critical fuel reserves should be compared to the normal applicable
operational requirements for the flight. If it is determined by this comparison that
the fuel to complete the critical fuel scenario exceeds the fuel that would be on
board at the most critical point, as determined by applicable operational
requirements, additional fuel should be included to the extent necessary to safely
complete the Critical Fuel Scenario.
4.4.4
CRITICAL FUEL SCENARIO
The EDTO fuel policy applied at the flight preparation stage to determine the
minimum quantity of fuel required to plan a diversion to an EDTO en-route
alternate airport must consider the following 3 scenario:
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Scenario 1:
A rapid decompression followed by descent to 10,000 ft or a higher altitude if
sufficient oxygen is provided in accordance with the applicable operational
requirements.
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Scenario 2:
Fly at the approved one-engine-inoperative cruise speed assuming a rapid
decompression and a simultaneous engine failure followed by descent to 10,000 ft
or a higher altitude if sufficient oxygen is provided in accordance with the
applicable operational requirements.
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Scenario 3:
Fly at the approved one-engine-inoperative cruise speed assuming an engine
failure, followed by a descent to the one-engine-inoperative cruise altitude.
1.
THE APPROVED ONE-ENGINE DIVERSION CRUISE SPEED

The EDTO one-engine-inoperative cruise speed is defined in Para 3.5.
Example: MCT/ 320 kt IAS
Note: As applicable for each route and in addition to the EDTO requirements, the
compliance with the following requirements must be ensured:
En-route obstacle clearance,
Oxygen supply
2.
THE FINAL RESERVE:

The final reserve is the quantity of fuel needed upon reaching the nominated
EDTO en-route alternate,
To hold at 1500 ft above field elevation for 15 minutes,
and then Conduct an instrument approach and landing.

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THE WIND FORECAST:

To take account of possible gap between actual wind and forecasted wind,
the following correction is applied to the forecasted wind used to determine
the air distance in the fuel computation:
Add a 5% wind speed factor (i.e., an increment to headwind or a decrement to
tailwind) on the actual forecast wind used to calculate fuel in the greater of the
scenarios (1), (2) or (3) above to take into account of any potential errors in
wind forecasting.
If an operator is not using the actual forecast wind based on wind model
acceptable to the competent authority, allow 5% of the fuel required for
scenario (1), (2) or (3) above, as reserve fuel to allow for errors in wind data.
A forecast of wind aloft distributed worldwide by the World Area Forecast
System (WAFS) is an example of a wind model acceptable to the competent
authority. IndiGos flight planning software complies with this requirement.
4.
THE ICING CONDITIONS:

In icing conditions, the amount of fuel that is obtained above is corrected by
taking into account the greatest of (A) and (B):
(A) The effect of airframe icing during 10 % of the time during which icing
is forecast, including ice accumulation on unprotected surfaces, and the

fuel used by engine and wing anti-ice during this period.
(B) Fuel quantity consumes for Total Anti-Ice (engine and wing) during
the entire time during which icing is forecast
Note: Unless a reliable icing forecast is available, icing may be presumed to

occur:
When the total air temperature (TAT) at the approved one-engineinoperative cruise speed is less than +10C, or
If the outside air temperature is between 0C and -20C with a relative
humidity (RH) of 55% or greater.
5.
FUEL BURN PERFORMANCE FACTOR:

IndiGo has established a comprehensive programme to monitor the
deterioration of the aircraft performance and to determine the needed fuel
supply to compensate for any such deterioration. This Fuel Burn Factor or
Bias Factor is incorporated in the flight planning software and subsequently
the fuel computation is compensated accordingly.
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Notes:
o If an APU is one of the required power sources, its fuel consumption

should be accounted for during the appropriate phases of flight.
o Additional fuel consumptions due to any MEL or CDL items should be

accounted for during the appropriate phases of flight, when
applicable.
This fuel policy is applicable to any point along the EDTO segment. But the fuel
required for EDTO diversion is computed only at each Equal-Time Point (ETP) to
determine the critical point. The fuel required at the critical point is used to
determine the minimum quantity of fuel that must be carried.
4.5
AIRCRAFT PERFORMANCE DATA
Flight Crew Operating Manual (FCOM) contains sufficient data to support the
critical fuel reserve and area of operations calculation. The requirements for oneengine-inoperative performance en-route can be found in the FCOM PER-OEI.
Detailed one-engine-inoperative performance data includes fuel flow for standard
and non-standard atmospheric conditions and as a function of airspeed and power
setting, where appropriate, covering:
Drift down (includes net performance);

Cruise altitude coverage including 10,000 feet;
Holding;
Altitude capability (includes net performance);
Missed approach.
Detailed all-engine-operating performance data, includes nominal fuel flow data,

for standard and non-standard atmospheric conditions and as a function of
airspeed and power setting, where appropriate, covering:
Cruise (altitude coverage including 10,000 feet); and

Holding.
The altitudes, airspeeds, thrust settings, and fuel flow used in establishing the
EDTO area of operations should be used in showing the corresponding terrain and
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EDTO MANUAL
obstruction clearances
requirements.
in
accordance
with
FLT.EDTO
Chapter -01
the
applicable
operational
In addition to above, following Performance data for EDTO is available in FCOM:

Maximum diversion distance
EDTO fuel from critical point to landing.
To take into account aircraft performance deterioration, a fuel performance factor

is applied in fuel consumption calculation. The fuel performance factor adjusts the
standard fuel consumption and is determined with the Aircraft Performance
Monitoring (APM) software of the Airbus Performance Engineers Programs tool.
4.6
EDTO COMPUTERIZED FLIGHT PLAN (CFP)
4.6.1
GENERAL
The computerized flight plan complies with the applicable regulations along with
the provision of IndiGos policy and approbations such as diversion time and oneengine diversion speed schedule.
The EDTO Computerized Flight Plan provides following additional data:
Fuel & time required to plan a diversion to an EDTO en-route alternate

airport considering 3 scenarios.
The additional EDTO fuel reserve
The location of the EDTO segment (EEP, EXP) and ETPs (CP)
The earliest and latest time of arrival on EDTO en-route alternate
airports
4.6.1.1 Minimum altitudes applicable to the routes

Minimum altitudes applicable to the route segments are depicted in CFP
navigation log portion as Route MORA. The Route MORA values computed by
Flight Plan software are generated from the promulgated grid MORA. The grids
considered by software are 1 latitude by 1 longitude. MORA values clear all
terrain and obstructions:
By 1,000 ft in areas where the highest elevations are 5,000 ft MSL or

lower;
By 2,000 ft in areas where the highest elevations are 5,001 ft MSL or
higher;
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The field will contain values expressed in hundreds of feet, for example the value
of 6,000 ft is expressed as 060 and the value of 7,100 ft is expressed as 071.
Note 1: MORA values displayed on the flight plan may differ from the MORA
values on the navigational charts, as navigational chart values are not always
broken down into a grid of 1 X 1 squares.
Note 2: If MORA>10000 ft an increase of the quantity of supplemental oxygen has
to be considered or alternate route to diversion be selected. (Refer FCOM PROSPO-20)
4.6.2
DETERMINATION OF THE REQUIRED FUEL ON BOARD
On a practical point of view, the single-engine diversion without pressurization

failure is never fuel limiting. The minimum required block fuel for dispatching an
EDTO flight is, therefore, defined as the greater of the following fuel quantities:
Standard fuel planning

EDTO fuel planning considering an engine failure and a pressurization failure
occurring at the critical point
EDTO fuel planning considering a pressurization failure only occurring at the
critical point.
Computerized Flight Plan (CFP) automatically compares at each ETP:
The fuel expected to be on-board, considering a standard fuel planning

The fuel required to divert, considering the two scenario with pressurization
failure defined above.
To perform this analysis the CFP considers that the standard contingency fuel is
partly burned as a function of the flight part already covered when overflying an
ETP.
As applicable, additional EDTO fuel reserves are determined and added to the
standard fuel requirements as Dispatch Fuel (ETP).
4.6.3
RE-ROUTED FLIGHT WITH NON-EDTO CONDITIONS.
Due to the aircraft technical status the flight dispatcher may need to re-route the
flight to a non-EDTO route.
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In this instance, the flight preparation must be adapted accordingly, and the flight
dispatch documents must be re-established in line with the new routing and
operating rules.
4.6.4
PREPARATION OF THE PLOTTING CHART
The plotting chart completes the CFP.

The plotting chart indicates the following information:
EDTO area,
Planned route/track
EDTO segment and significant points: EEP, ETP(s), CP, EXP.
4.6.5
SAMPLE EDTO CFP
Sample EDTO CFP is appended in ANNEXURE-A.

4.6.6
ATS FLIGHT PLAN
EDTO en-route alternate needs to be filled in Item 18 as RALT/ ICAO four letter
indicator(s).
4.7
FLIGHT CREW DOCUMENTATION - FLIGHT CREW BRIEFING

FOLDER
The Flight crew briefing folder that dispatch compiles for an EDTO flight includes
the following documents (as applicable):
Any documents provided for a standard flight

NOTAMs of the nominated EDTO en-route alternate airports and of any other
adequate alternate airport.
Weather forecasts and reports (TAF, METAR messages, SPECI, SIGMET and
SNOWTAM messages, as applicable) of the nominated EDTO en-route
alternate airports and of any other adequate alternate airport that could be
used in case of diversion
Forecasted wind and temperature charts on planned and diversion routes for:
o
o
o
FL 100
Typical single-engine cruise altitudes
Standard cruise flight levels
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Significant Weather Chart(s) (e.g. turbulence and icing conditions) for the
planned and diversion routes, and for any en-route alternate airports. As
applicable, Satellite weather pictures can complete this charts.
ATC flight plan
CFP log including the significant EDTO points EEP, ETPS, CP and EXP and
the EDTO fuel requirements
Plotting chart or orientation chart with the EDTO area of operation
Navigation and Airport charts to perform diversion to any alternate airports on
the route
Dispatch information
MEL/CDL (impact on EDTO capability).
4.8
FLIGHT DISPATCH CHECK LIST
4.8.1
DISPATCH TIMELINE FOR EDTO FLIGHT.
Time before Departure

04 Hrs.
Event
Finalize Load/ZFW
Check:
03 Hrs.
- Aircraft Status
- Aircraft Limitations
Evaluation:
Route Forecast
Destination Weather
Destination Airport Status/Limitations
Identify EDTO Alternate based
Weather minima table in Para 4.3.3.
Alternate Airport Limitations
NOTAM Coverage
Status of Departure Airport
Limitation of Departure Airport
Operating Crew Compliance
Indent OFP
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02 Hours 02 hours 30
Min.
- Scrutinize OFP
- Execute pre-departure phone briefing
- Alert for Fuel order
01 Hour 30Min
- Crew reporting
- Execute full pre departure briefing
- Obtain and disseminate Fuel order
35min
- Crew at the Aircraft
4.8.2
EDTO DISPATCH CHECKLIST

Aircraft:
Date:
STD:
STD ALTN:
Registration:
Flight Number:
Sector:
EDTO ALTN:
EDTO STATUS
EDTO APPROVED : COMPANY
CHECK AOP
EDTO APPROVED:CREW
CHECK EDTO CERTIFICATE
EDTO APPROVED:FLIGHT
CHECK EDTO CERTIFICATE
DISPATCHER
EDTO APPROVED: AIRCRAFT
CHECK AFM
EDTO APPROVED: ATS
CHECK AOP
ROUTE
MAINTENANCE RELEASE
CHECK MAINTANENCE
STATEMENT
CONTROL CENTRE
MEL/CDL
CHECK EDTO MEL
NOTAM
DEPARTURE AIRPORT
APPLICABLE NOTAM IF ANY
DESTINATION AIRPORT
EN-ROUTE ALTERNATE
EN-ROUTE
WEATHER FOLDER
TAF/METAR/SIGMET
MET FOLDER
DEPARTURE AIRPORT
MET FOLDER
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EN-ROUTE ALTERNATE
MET FOLDER
WIND AND TEMP CHARTS
MET FOLDER
CRUISE FLIGHT LEVEL
CFP
DIVERSION FLIGHT LEVEL
CFP
ICING FORCAST
MET FOLDER
SUITABLE AIRPORT
SELECTION OF SUITABLE
CFP
AIRPORT
SPECIFIC NAVIGATION REQUIREMENTS
RVSM/RNAV
CHECK RVSM/RNAV CAPABILITY
CAT III/CAT II
CHECK APPLICABILITY
4.9
OPERATIONS FLIGHT WATCH
4.9.1
GENERAL
Flight watch cell is established to monitor the conditions on route and keeps the
PIC informed of any adverse development which may require the aircraft to
reroute. This can happen when the designated EDTO alternate airfield becomes
non-available due to MET / other conditions. During the EDTO flight progress,
Flight Watch:
Monitors weather and NOTAMs that involve the EDTO flight

Provides the crew with any relevant information
Contacts ATC for any rerouting
The Operations Flight Watch service is provided to all EDTO flights by Operation
Control centre using ARINC, HF and VHF communication means.
4.9.2
IN-FLIGHT FORECAST MONITORING
The applicable en-route minima at each alternate airport (ceiling & visibility) for enroute decision are the normal company minima. The EDTO dispatch minima do
not apply with the commencement of flight. Flight dispatch should keep the PIC
informed of any significant changes at designated route alternate. Prior to EDTO
entry point forecast weather (WX), aero-plane status, runway surface conditions,
LDA, aerodrome services and facilities at en-route alternate must be evaluated. If
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any such conditions deteriorate below minimum requirements, appropriate course

of action should be initiated by crew. As pilot may not be able to obtain weather /
NOTAM information during the flight, dispatch officer therefore must provide such
information to the PIC by ACARs. / HF.
4.9.3
4.10
IN FLIGHT ASSISTANCE
Advise Crew prior EEP through HF/ACARS of any degradation of EDTO
alternates. Eg. Runway not being available or weather being below AOM.
Warn Crew through HF/ACARS message if any nominated EDTO
alternate gets degraded, with possible suggestion;
If no ACK message is received from Flight, initiate HF call;
In case of diversion:
Inform handling agent
Inform any other IndiGo personal based at that station;
Monitor ACARS for any further assistance the Flight may require;
Start process for Aircraft recovery
POST FLIGHT
Aircraft movement should be watched through company channel/ACARS.

Dispatch report must be raised if any emergency has been experienced. Receive
debriefing from the PIC on the flight conditions. Maintain an accurate flight log.
Dispatch must be advised of any fuel planning short falls and any failures which
may affect subsequent ETOPS flights.
5.0
EDTO FLIGHT CREW PROCEDURES
5.1
RECEIVING/ACCEPTING THE AIRCRAFT
When flight crew accepts the aircraft, the pilots must ensure that the EDTO
Maintenance release and the EDTO pre-departure service check are endorsed
correctly.
Some MEL item(s) have impacts on the aircraft EDTO capability. For this reason,
the flight crew must verify that the aircraft has not been degraded to NON-EDTO
and that the EDTO capability such as the diversion time is not reduced.
5.2
COCKPIT PREPARATION
During the cockpit preparation, the flight crew performs:

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[The actions defined in the FCOM SOP (Standard Operating Procedures)]
5.3
The specific EDTO system checks prior each flight, as laid down in FCOM
PRO-SPO-40-50.
The FMS set-up in accordance with the SOP and in accordance with the
recommendations published in the FCOM for long-range navigation.
The EEP, ETPs (the CP) and the EXP are not stringed to the FMS FPLN but
are entered as STORED WAYPOINTS and Wind entries are performed on all
the relevant FMS WIND pages.
AFTER ENGINE START CHECK LIST
After engine start, the ECAM STATUS page is checked for any (not previously
known) failure condition. In case of failure, the flight crew must reassess the
aircraft EDTO capabilities in accordance with the company policy (at this point, the
MEL EDTO dispatch requirements are applied).
5.4
IN FLIGHT WEATHER MONITORING
Post-dispatch, weather conditions at the EDTO en-route alternates should be

equal to or better than the normal landing minima for the available instrument
approach.
1.
During the flight, the flight crew should remain informed of any significant
changes in conditions at designated EDTO en-route alternate aerodromes.
2.
Prior to the EDTO Entry Point, the forecast weather, established aeroplane
status, fuel remaining, and where possible field conditions and aerodrome
services and facilities at designated EDTO en-route alternates are to be
evaluated.
If any conditions are identified which could preclude safe approach and
landing on a designated en-route alternate aerodrome, then the flight crew
should take appropriate action, such as re-routing as necessary, to remain
within the operators approved diversion time of an en-route alternate
aerodrome with forecast weather to be at or above landing minima.
In the event this is not possible, the next nearest en-route alternate
aerodrome should be selected provided the diversion time does not exceed
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the maximum approved diversion time. This does not override the pilot in
commands authority to select the safest course of action.
3.
The EDTO increments on minima applied at the planning stage are not
applied after dispatch (aircraft moving by itself). The applicable minima at
each EDTO en-route alternate airport (ceiling and visibility) for en-route
decisions are the normal published minima or company minima, taking into
account serviceable landing navaids and crew qualification.
5.5
DECISION MAKING BEFORE REACHING EEP
1.
Before reaching the EDTO Entry Point (EEP), the flight crew must obtain from
Flight Watch/OCC, or by their own means, up-dated weather information
(METAR, TAF, SIGMET, SPECI messages) for the EDTO en-route alternate
airports.
2.
In addition, Flight Watch/OCC should transmit to the flight crew any new or
updated NOTAM or SNOWTAM, relevant to the EDTO en-route alternate
airports.
3.
Weather minima at the estimated time of arrival at respective EDTO en-route

alternate airport are checked to be at or above the company and crew
minima.
4.
The area of EDTO operation is reassessed when:
The forecast minima at one or more of the declared en route alternate

airport(s) is lower than the company or crew minima, or
One or more of the declared EDTO en-route alternate airport(s) is no
more available,
In these cases a re-routing or turn-back may have to be considered before

reaching the EDTO Entry Point (EEP) in function of the new area of EDTO
operation.
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The aircraft systems status is checked with reference to the ECAM MEMO,
STATUS and SYS pages. Based on the overall assessment of the aircraft and
weather situation, the pilot in command:
Confirms the decision to continue, re-route or turn-back, and

Proceeds accordingly.
Note-The flight crew is not required at the EEP to provide an AIREP position and fuel
status report to the Flight Watch, even in case of re-routing, unless the flight crew
expects or requests a special assistance.
5.6
NAVIGATION MONITORING
Navigation monitoring during EDTO flights is conducted in accordance with the

standard navigation procedure. Refer FCOM PRO-NOR-SOP-15 P 2/4 & DSC22_20-20-20.
5.7
FUEL MONITORING
During an EDTO flight, the flight crew performs the same fuel monitoring
procedures as for a non-EDTO flight. There is no specific fuel monitoring
requirement for EDTO flight.
In flight, the additional EDTO fuel that has been determined during the flight
preparation is part of the contingency fuel. The flight crew doesnt manage the
additional EDTO fuel independently of the standard contingency fuel.
At the Critical Point (CP), it is not required that the actual fuel on board is equal to
the quantity of fuel computed during the flight preparation.
[To perform quality studies, it may request the flight crew to record the following
fuel quantities when overflying the EDTO Critical Point (CP):
5.8
Indicated fuel on board (FOB)

Minimum required diversion fuel, based on the CFP log.]
EDTO DIVERSION DECISION MAKING
Factors to be considered when deciding upon the appropriate course of action and
suitability of an aerodrome for diversion may include but are not limited to:
Aircraft configuration/weight/systems status;

Wind and weather conditions en route at the diversion altitude;
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Minimum altitudes en route to the diversion aerodrome;

Fuel required for the diversion;
Aerodrome condition, terrain, weather and wind;
Runways available and runway surface condition;
Approach aids and lighting;
Rescue and Fire Fighting Service (RFFS) capability at the diversion
aerodrome;
Facilities for aircraft occupants - disembarkation & shelter;
Medical facilities;
Pilots familiarity with the aerodrome
Information about the aerodrome available to the flight crew;

Contingency procedures should not be interpreted in any way that prejudices the
final authority and responsibility of the pilot-in-command for the safe operation of
the aeroplane.
Note: for an EDTO en-route alternate aerodrome, a published RFFS category

equivalent to ICAO category 5.
For EDTO flights, FCOM provides the following criteria that the flight crew must
consider a reroute or diversion:
Before reaching the EDTO Entry Point (EEP), weather minima at diversion
airport(s) going below the company/crew en-route minima, or diversion
airport(s) becoming unsuitable for any reason.
Failure cases that require a diversion to the nearest airport (cases leading to
a LAND ASAP message on the ECAM and/or in the QRH).
Failure cases that increase fuel consumption, exceeding the available fuel
reserves.
Electrical generation, Fuel system, Hydraulic system and APU.
Loss of navigation performance capability, before entering an area with

requirements on vertical and/or horizontal navigation (as applicable).
In case of a diversion, the flight crew must adhere to the procedures defined in the
FCOM.
In order to reduce diversion time and distance, the flight crew must also consider
the possibility to perform the diversion to other available adequate airports.
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Depending on the cause of the diversion (e.g. fire, structural damage, etc.), and in
function of his safety assessment of the overall situation, the flight crew can adapt
the diversion strategy in terms of speed and altitude.
5.9
AIRCRAFT DIVERSION PERFORMANCE DATA
5.9.1
ONE ENGINE INOPERATIVE (OEI) PERFORMANCE DATA
In flight ONE ENGINE INOPERATIVE performance data is published in the

FCOM.
The FCOM provides the flight crew with the following single engine performance
data:
Gross and net ceilings, for the drift down (green dot) and LRC speeds, with
applicable correction factors,
Summary of diversion speed strategies-Standard, Obstacle & Fixed speed
strategies.
For each speed strategy:
o Descent and cruise performance data
o Diversion in-cruise (fuel and time to landing)
o Emergency descent
o Holding.
5.9.2
DIVERSION SPEED
In the case of a diversion to an EDTO en-route alternate airport and after

completion of a safety assessment of the situation, the Commander has the
authority to deviate from the planned one-engine out operating speed, even if the
resulting diversion time exceeds the EDTO diversion time granted by the
Authority. The most important consideration is to safely conduct the flight to the
alternate airport.
When the flight crew deviates from the planned diversion speed, they must
especially focus their attention on the fuel monitoring, any time limited system
limitations and on obstacles vertical margin.
5.10
FLIGHT CREW ETDO GUIDE

EDTO PILOTS GUIDE
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PRE FLIGHT PAPER WORK:

CHECK CREW CERTIFICATION FOR EDTO
CHECK ENROUTE ALTERNATE ARE ABOVE EDTO WEATHER
MINIMA FOR APPLICABLE TIME
EFFECTIVITY OF NOTAM AT ENROUTE ALTERNATES

(EXAMPLE AIRPORT CLOSURE/RUNWAY CLOSURE)
CHECK WIND ALOFT FOR FL100/FL300/FL340/FL390

IN THE COCKPIT:
VERIFY FRB FOR EDTO CLEARANCE MMEL/CDL ITEMS

ENSURE SERVICBILITY OF ACARS/CPDLC/SATCOM/HF (ANY
ONE OF ITEM)
DURING COCKPIT PREPARATION CHECK FOR FUEL X FEED

VALUE OPERATION
STORE EEP/ETP1/EXP POINTS AS WAY POINTS (IT SHOULD

NOT BE PART OF ACTIVE FLIGHT PLAN)
SECONDARY FLIGHT PLAN COPY ACTIVE

ABV FL100:
PASS EEP/ETP/EXP TIMES VIA CO-FREQ (FROM CFP)
INSERT 15MIN TIME MARKER BEFORE EEP

BEFORE EEP:
CHECK EDTO ALTERNATES ARE WITHIN AOM OR CREW
MINIMA BEFORE EEP(IF NONE OF THE ALTERNATES ARE
WITHIN MINIMA THEN REROUTING IS REQUIRED)
AFTER EEP:
EDTO ALTERNATE BELOW AOM MINIMA IS NOT A

REQUIREMENT TO DIVERT OR REROUTE
POST FLIGHT:
CHECK AND REPORT IRS ACCURACY (POSITION MONITOR

PAGE IRS)
REPORT ON TECHNICAL LOG ANY MALFUNCTION WHICH
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MAY AFFECT EDTO
5.11
IN-FLIGHT APU RELIABILITY CHECK
On aircraft type A320, where APU running in ETOPS segment is not mandatory,
to establish APU reliability data on sampling basis, Engineering has advised to
carryout in-flight APU start once every month on inbound sectors to India. To
achieve this, start APU just short of descent after adequate cold soak and let APU
run for 5 min. Once the procedure is performed Crew should make an entry in
Technical Log Book under appropriate column.
Note: Multiple start attempts may be performed within aircraft limitation (Refer FCOM
LIM-49-10 )
5.12
REPORTING OF OPERATIONAL EVENTS AND AIRCRAFT DEFECTS
The flight crew must report in the logbook all defects of system that would prevent
the aircraft to be dispatched on an EDTO flight in compliance with the MEL for
maintenance assessment and corrective action, as required.
Aircraft systems significant for EDTO operations are listed in 3.2.
The flight crew must report the following events significant for EDTO operations for
further analysis:
IFSD, IFTB, un-commanded thrust changes, loss or lack of throttle control,

failure to reach the commanded thrust, malfunction and/or abnormal
behavior of an EDTO significant system listed in 3.2.
Flight crews must record relevant flight parameters, engine/system parameters

and event circumstances.
5.13
RECTIFICATION OF AIRCRAFT DEFECTS AND VERIFICATION:
The crew must report in the FRB any observed defects or malfunctions on aircraft
of the EDTO fleet during EDTO and NON-EDTO flights, and that are significant to
EDTO flights.
The Maintenance must fully investigate, rectify such defect or malfunction before
the next EDTO flight.
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5.14
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Chapter -01
FLIGHT CREW RESPONSIBILITIES
For EDTO flights, the flight crew is responsible to:
Ensure that the weather forecast and reports for the proposed operating area
and flight duration indicate that the flight may be conducted in accordance
with EDTO planning operating minima
Ensure that sufficient fuel is carried to meet the requirements of the EDTO
sector, considering the standard flight to destination and the diversion to
EDTO en-route alternates
Confirm that all necessary en-route charts and approach charts for destination
and EDTO en-route Alternate airports are carried on board the aircraft
Ensure that any re-routing requested by ATC or the commander does not
involve deviation from the authorized area of operations
Ensure that EDTO maintenance dispatch is correctly carried out.
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ANNEXURE
ANX
ANNEXURE A
INDIGO IGO 054
/ 18DEC13 / WSSS-VOMM ALTN VOBL
THIS FLIGHT PLAN IS ETOPS COMPLIANT USING THE FOLLOWING

90 MINUTES/ WSSS VYYY VOMM
AC/REG
PERF FACTOR
VALID
-------- ----------VTIEF
+4.0%
190350
STD 2150Z/0550L
STA 0205Z/0735L
SBLK 0415
CRZ
TYPE FL
------
---- --- ------ ------ -------- ----
CI009
IFR
ETD 2150Z
ETA 0158Z
RECALL PROG
340 00056
OUT ....Z
ON
....Z
ABLK ....
COMPUTED
181209 181913
OFF ....Z
IN ....Z
ADC..........
FIC..........
--------------------------------------------------------------------GND-DIST(NM/KM) AIR-DIST TRIP-WIND CRZ ISA

1611/2984
1544NM
P018
P11
--------------------------------------------------------------------FUEL
TIME
ALL WEIGHTS IN KGS
TAXI FUEL
200
TRIP FUEL
10051
03.46
RTE RSV
503
00.12 MAX(5 PCT BURN OR 200 KGS)
ALTN FUEL
2221
00.52
FINAL FUEL
1186
00.30
DISPATCH FUEL (ETP)
0
00.00
MIN FUEL REQD
14161
05.20
EXTRA FUEL (DELAY/HOLD) 1000
00.24
TNKG FUEL
3300
01.19
.......KGS (Max)
TOTAL FUEL
18461
07.03
BLOCK FUEL
(+39)
18500
MIN DEST FOB
3407
--------------------------------------------------------------------ANX- 1
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ANNEXURE
ANX
MZFW
62500
PZFW
57500
AZFW
.....
PAX
...
MTOW
77000
PTOW
75761
ATOW
.....
CREW
...
MLW
66000
PLWT 65710
UNDRLD .....
TNB
...
OEW
41778
ALWT
.....
--------------------------------------------------------------------DEPARTURE
ATIS:.......................................................
--------------------------------------------------------------------TAKE OFF DATA:
R/W.........
INT...........
SHIFT.........
DRY/WET........
CONFIG......
TOGA/FLEX..... V1/VR/V2......
--------------------------------------------------------------------TAKE-OFF ALTERNATES
MORA
NONE
DIST
TIME
FUEL
TR(T)
FL
W/C
DESTINATION ALTERNATES
MORA
VOBL BANGALORE INTL
5300
VOHS RAJIV GANDHI INTL
3900
DIST
TIME
FUEL
TR(T)
FL
W/C
0147
00.33
1431
275
200
P004
0277
00.52
2221
338
300
M004
---------------------------------------------------------------------/// WEIGHT AND LEVEL VARIATION ANALYSIS ///

ZFW CHG P1000KGS BURN MORE 104 KGS
ZFW CHG M1000KGS BURN LESS 104 KGS
FL320 TRIP 10104 TIME 03.48 W/C P014
ANX- 2
Effective 15-Dec-13
FLT. EDTO
EDTO Manual
ISSUE II, Rev 03
ANNEXURE
ANX
FL300 TRIP 10294 TIME 03.51 W/C P012
ANX- 3
Effective 15-Dec-13
FLT. EDTO
EDTO Manual
ISSUE II, Rev 03
ANNEXURE
ANX
///FLIGHT PLAN WSSS-VOMM///

CORTE SINMAA01
WSSS DCT VTK DCT AKOMA Y339 GEMAS B466 GUNIP N571 IDASO V003 MMV
DCT VOMM
ATC
CLEARANCE..........................................................
..
CLMB ISA DEV: P11
FLT NO
: IGO 054
ROUTE MORA :
4500FT
DEP AIRFIELD: WSSS
A/C REG
: VTIEF
ARR AIRFIELD:
VOMM
ELEVATION
:
22FT
ELEVATION
:
52FT
-----------------------------------------------------------------------BAY NO..... TAXY
CLEARANCE...........................................
-----------------------------------------------------------------------TO WPT TRK DIST TAS/GS FL
W/V S/R ZT/EET
ET/AT
MOR FOB
AFOB
-----------------------------------------------------------------------TAXI
WSSS 000 000/000 000 000/000
00/0000 ..../....
18500
VTK
....
030 004 264/260 CLB 323/010 02 01/0004 ..../.... 013
17817
-WMFC
....
--- --- ---/--- --- ---/--- -- --/0004 ..../.... ---
-----
WMFC KUALA LUMPUR
ANX- 4
Effective 15-Dec-13
FLT. EDTO
EDTO Manual
ISSUE II, Rev 03
ANNEXURE
ANX
AKOMA
....
342 021 316/301 CLB 321/015 03 04/0008 ..../.... 027
17404
AROSO
....
308 039 378/384 CLB 076/010 01 06/0014 ..../.... 037
16934
GEMAS
....
294 057 424/441 CLB 093/019 01 08/0022 ..../.... 045
16416
TOC
....
306 071 461/489 CLB 107/028 02 09/0031 ..../.... 045
15927
VBA
....
306 009 452/486 340 117/034 02 01/0032 ..../.... 045
15874
SUKAT
....
301 031 452/486 340 117/034 02 04/0036 ..../.... 025
15699
GUNIP
....
301 104 454/487 340 117/033 01 12/0048 ..../.... 011
15101
-E.ENT
....
311 093 454/487 340 117/033 01 12/0100 ..../.... 010
14569
///////////////////////////////////////////////////////////////////
////
// ETOPS ENTRY POINT N0530.6 E09821.8
//
///////////////////////////////////////////////////////////////////
////
VAMPI
....
311 061 454/479 340 117/026 02 08/0108 ..../.... 010
14218
MEKAR
....
286 068 454/474 340 118/020 02 08/0116 ..../.... 010
13830
NILAM
....
296 034 455/472 340 109/018 02 05/0121 ..../.... 010
13634
ANX- 5
Effective 15-Dec-13
-ETP1
....
FLT. EDTO
EDTO Manual
ISSUE II, Rev 03
ANNEXURE
ANX
--- 039 455/472 340 109/018 -- 05/0126 ..../.... 010
13414
///////////////////////////////////////////////////////////////////
////
// ETP N0702.4 E09523.7 BURN 05928 WSSS/VYYY
//
///////////////////////////////////////////////////////////////////
////
IGOGU
....
296 065 454/474 340 119/019 02 08/0134 ..../.... 010
13043
-VOMF
....
--- --- ---/--- --- ---/--- -- --/0134 ..../.... ---
-----
VOMF CHENNAI
LAGOG
....
294 157 454/476 340 129/022 02 20/0154 ..../.... 017
12162
-ETP2
....
--- 177 454/476 340 129/022 -- 22/0216 ..../.... 010
11181
///////////////////////////////////////////////////////////////////
////
// ETP N0951.2 E08918.0 BURN 05616 VYYY/VOMM
//
///////////////////////////////////////////////////////////////////
////
BIKEN
....
295 050 454/473 340 139/021 02 06/0222 ..../.... 010
10903
-E.EXT
....
297 101 454/473 340 139/021 02 13/0235 ..../.... 010
10345
///////////////////////////////////////////////////////////////////
////
ANX- 6
Effective 15-Dec-13
FLT. EDTO
EDTO Manual
ISSUE II, Rev 03
ANNEXURE
ANX
// ETOPS EXIT POINT N1058.2 E08700.5

//
///////////////////////////////////////////////////////////////////
////
IDASO
....
297 227 453/464 340 127/011 01 30/0305 ..../.... 010
09093
TOD
....
266 082 453/455 340 021/004 01 11/0316 ..../.... 010
08637
AVGIR
....
266 008 459/461 DSC 029/003 01 01/0317 ..../.... 010
08627
MMV
....
283 112 336/340 DSC 050/006 01 23/0340 ..../.... 013
08342
VOMM
....
071 001 253/237 DSC 082/016 02 06/0346 ..../.... 013
08330
APPROACH AND LAND

....
00/0006 ..../....
08210
----------------------------------------------------------------------TAXI IN....................................................
BAY NO ......
----------------------------------------------------------------------DESTINATION
ATIS........................................................
ALTERNATE
ATIS..........................................................
ANX- 7
Effective 15-Dec-13
FLT. EDTO
EDTO Manual
ISSUE II, Rev 03
ANNEXURE
ANX
-----------------------------------------------------------------------ETP DRIFTDOWN SUMMARY DATA

1EO DEPRESSURIZATION
ALL ENGS DEPRESSURIZAT 1EO DRIFTDOWN
ETP N07024 E095237
ETP N07024 E095237
ETP N07024 E095237
TO ETP BURN 004847
TO ETP BURN 004847
TO ETP BURN 004847
TIME 01.26
TIME 01.26
TIME 01.26
DIST
0631
DIST
0631
DIST
0631
ETP AIRPORTS
WSSS
VYYY
TIME
01.41
01.41
RQFUEL 005728 005728
FL
100
100
DIST
0617
0593
WIND
P08
M06
ETP AIRPORTS
WSSS
VYYY
TIME
01.50
01.50
RQFUEL 005928 005928
FL
100
100
DIST
0617
0593
WIND
P08
M06
ETP AIRPORTS
WSSS
VYYY
TIME
01.44
01.44
RQFUEL 004976 004976
FL
170
170
DIST
0617
0593
WIND
P00
M07
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 1EO DEPRESSURIZATION
ETP N09495 E089217
TO ETP BURN 007057
TIME 02.16
DIST
1026
ALL ENGS DEPRESSURIZAT 1EO DRIFTDOWN

ETP N09512 E089180
ETP N09388 E089447
TO ETP BURN 007080
TO ETP BURN 006918
TIME 02.16
TIME 02.12
DIST
1030
DIST
1001
ETP AIRPORTS
VYYY
VOMM
TIME
01.37
01.37
RQFUEL 005489 005489
FL
100
100
DIST
0580
0573
WIND
P04
M06
ETP AIRPORTS
VYYY
VOMM
TIME
01.49
01.49
RQFUEL 005616 005616
FL
100
100
DIST
0581
0569
WIND
P04
M06
ETP AIRPORTS
VYYY
VOMM
TIME
01.42
01.42
RQFUEL 004690 004690
FL
170
170
DIST
0573
0598
WIND
M07
P04
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
.
POSSIBLE PERIOD OF USE - PRE FLIGHT ACTUALS
WSSS VALIDITY WINDOW
VYYY VALIDITY WINDOW
21:50Z TO 01:06Z
00:54Z TO 01:55Z
ANX- 8
Effective 15-Dec-13
VOMM VALIDITY WINDOW
FLT. EDTO
EDTO Manual
ISSUE II, Rev 03
ANNEXURE
ANX
01:41Z TO 01:55Z
/////ALTERNATE SUMMARIES/////
ALTN1
ALTN2
DIST
0147
0277
VOBL
VOHS
TIME
00.33
00.52
FUEL
1431
2221
TR(T)
275
338
FL
200
300
W/C
P004
M004
MORA
5300
3900
CORTE
MAABLR01
MAAHYD01
------------------------------------------------------------------CORTE MAABLR01
VOMM DCT MMV W117 BIA DCT VOBL
CORTE MAAHYD01
VOMM DCT MMV W20N HIA DCT VOHS
CLMB ISA DEV:
5300FT
DEP AIRFIELD:
VOBL
ELEVATION
:
3001FT
P17
FLT NO
: IGO 054
ROUTE MORA
VOMM
A/C REG
: VTIEF
ALT AIRFIELD:
52FT
ELEVATION
-----------------------------------------------------------------------TO WPT TRK DIST TAS/GS FL

W/V S/R ZT/EET
ET/AT
MOR FOB
AFOB
-----------------------------------------------------------------------MISSED APPROACH VOMM
..../....
08210
MMV
....
251 001 253/271 CLB 069/017 02 00/0000 ..../.... 013
08179
TOC
....
284 048 321/328 CLB 069/008 01 09/0009 ..../.... 044
07341
XIVIL
....
284 027 391/395 200 043/009 00 04/0013 ..../.... 044
07164
ANX- 9
Effective 15-Dec-13
FLT. EDTO
EDTO Manual
ISSUE II, Rev 03
ANNEXURE
ANX
TOD
....
266 013 390/397 200 043/009 00 02/0015 ..../.... 053
07075
BIA
....
266 056 343/350 DSC 075/007 01 11/0026 ..../.... 053
06911
VOBL
....
252 002 268/273 DSC 070/005 00 07/0033 ..../.... 053
06899
APPROACH AND LAND

....
00/0006 ..../....
06779
----------------------------------------------------------------------TAXI IN....................................................
BAY NO ......
WIND AND TEMPERATURE SUMMARY
WPT
FL300
VBA
103/024
SUKAT
103/024
GUNIP
110/019
VAMPI
108/015
MEKAR
102/012
NILAM
102/012
IGOGU
113/015
TRP
FL390
OAT
FL360
OAT
FL350
OAT
FL330
OAT
OAT
52
117/037 M54
115/034 M46
115/032 M43
112/029 M38
52
117/037 M54
115/034 M46
115/032 M43
112/029 M38
53
120/033 M54
118/028 M46
116/027 M44
114/024 M38
52
126/030 M54
124/024 M46
123/023 M44
119/019 M38
52
128/031 M54
119/023 M46
115/020 M44
108/016 M38
52
128/031 M54
119/023 M46
115/020 M44
108/016 M38
56
131/028 M54
127/023 M46
125/022 M44
121/018 M38
M30
M30
M30
M30
M31
M31
M30
ANX- 10
Effective 15-Dec-13
LAGOG
55
114/014 M31
BIKEN
55
117/012 M30
IDASO
56
041/000 M30
FLT. EDTO
EDTO Manual
ISSUE II, Rev 03
ANNEXURE
ANX
137/031 M54
135/025 M46
134/023 M44
130/019 M39
142/025 M54
140/022 M46
139/021 M44
134/018 M39
141/011 M55
105/005 M47
065/004 M44
029/004 M38
FL350
FL300
FL200
DESCENT FORECAST
WPT
FL100
AVGIR
260/002
MMV
096/002
VOMM
096/002
FL390
OAT
OAT
OAT
OAT
OAT
122/007 M54
044/003 M44
345/002 M31
053/011 M08
097/006 M54
049/003 M44
012/005 M31
069/012 M07
097/006 M54
049/003 M44
012/005 M31
069/012 M07
P11
P12
P12
NAVAID SUMMARY
PRIMARY:
WSSS
VTK
AKOMA
AROSO
GEMAS
VBA
SUKAT
GUNIP
VAMPI
N0121.6
N0124.9
N0145.4
N0208.8
N0232.0
N0319.5
N0335.4
N0429.9
N0610.9
E10359.4
E10401.3 116.50
E10354.7
E10324.3
E10231.8
E10127.4 114.70
E10101.2
E09931.8
E09735.1
ALTERNATE:
MMV
N1259.3 E08009.3 112.50
XIVIL
N1317.7 E07855.1
MEKAR
NILAM
IGOGU
LAGOG
BIKEN
IDASO
AVGIR
MMV
VOMM
N0630.2
N0645.4
N0731.0
N0835.6
N1012.4
N1239.6
N1233.5
N1259.3
N1259.7
E09629.5
E09558.6
E09425.0
E09159.8
E08831.8
E08333.4
E08200.7
E08009.3 112.50
E08010.5
BIA
VOBL
N1312.4 E07743.9 116.80

N1311.9 E07742.3
-----------------------------------------------------------------Date: 18DEC13
Dispatcher: GAURAV SHARMA MR
___________________________________________________________________
__
ANX- 11
Effective 15-Dec-13
FLT. EDTO
EDTO Manual
ISSUE II, Rev 03
ANNEXURE
ANX
(FPL-IGO054-IS
-A320/M-SDFGE1HIRWY/S
-WSSS2150
-N0452F340 VTK DCT AKOMA Y339 GEMAS B466 GUNIP N571 IDASO V003
-VOMM0346 VOBL VOHS
-PBN/A1B1D1O1 DOF/131218 REG/VTIEF EET/WMFC0004 VOMF0134
SEL/HPEK RALT WSSS VYYY VOMM RMK/RT DESIGNATOR IFLY)
ANX- 12
Effective 15-Dec-13
FLIGHT SAFETY MANUAL
Corporate Office:
InterGlobe Enterprises Ltd.,
Block 2 B, DLF Corporate Park
DLF City Phase - III
Mehrauli Gurgaon Road
Gurgaon 122 002
Control Copy No:

(Approved by the DGCA vide Letter no.
AV-15025/2/2010/-AS dated 28.04.2010)
Issue 2
Revision No. Nil
Date of Issue: 15th May 2010

Effective:
Immediate
Not a controlled copy, printed from Company portal/e-manual

IndiGo
InterGlobe Aviation Ltd.
Tower C,
Global Business Park
Mehrauli Gurgaon Road,
Gurgaon - 122 002
Haryana

LETTER OF APPROVAL
Issue 2
Revision No. Nil

Effective:
Immediate

LETTER OF APPROVAL
Issue 2
Revision No. 3
Date of Issue: 3rd June 2013

Effective:
Immediate

IndiGo Safety Policy
INDIGO SAFETY POLICY
Issue 2
Revision No. 3

Effective:
Immediate

TABLE OF CONTENTS
CONTENTS
1.1 Statement of President / CEO on IndiGo Safety Policy.......... 1-1

1.2 Scope ...................................................................................... 1-1
1.3 Regulations for the Preparation of the Manual ....................... 1-1
1.3.1 Regulatory Provisions and Safety Manual ............................................ 1-2
1.4
1.5
1.6
1.7
Scope of the Manual ............................................................... 1-2

Composition of the Manual ..................................................... 1-3
Compliance and Applicability of the Manual ........................... 1-3
Review and Amendment / Revision to the Manual ................. 1-3
1.7.1 Records of Revisions / Amendments .................................................... 1-4

1.7.2 Temporary Revisions ............................................................................ 1-4
1.8 Authority Responsible for the Issue and Revisions of the

Manual ............................................................................................. 1-4
1.9 Annotation of Pages and Effective Dates ............................... 1-4
1.10 Table of Contents ................................................................. 1-5
1.11 Type, Size and Structure of the Manual ............................... 1-5
1.12 Loss of Flight Safety Manual ................................................ 1-5
1.13 Dissemination of Safety Instructions and Information .......... 1-5
1.13.1
1.13.2
1.13.3
IndiGo Safety Policy ......................................................................... 1-5

IndiGo Flight Safety Manual ............................................................. 1-6
IndiGo Flight Safety Circular............................................................. 1-6
Issue 2
Revision No. 5
Date of Issue: 03rd Feb 2014

Effective:
Immediate
INDIGO SAFETY POLICY

TABLE OF CONTENTS.I
FOREWORD ................................................................................................XI
PREFACE ..................................................................................................XIII
RECORD OF REVISION .......................................................................... XV
RECORD OF TEMPORARY REVISION ............................................. XVII
LIST OF EFFECTIVE PAGES ................................................................. XIX
DISTRIBUTION LIST ............................................................................. XXI
REVISION HIGHLIGHTS .................................................................... XXIII
1 INTRODUCTION ................................................................................ 1-1

TABLE OF CONTENTS
1.13.4
1.13.5
1.13.6
CONTENTS
Flight Safety Information Bulletin ....................................................1-6

IndiGo Safety Journal .......................................................................1-6
IndiGo Safety Awareness Instructions .............................................1-7
2 MANAGEMENT AND ORGANIZATION STRUCTURE OF FLIGHT

SAFETY DEPARTMENT ........................................................................ 2-1
2.1 Aim and Objectives of Flight Safety ........................................ 2-1
2.1.1 Scope of Activity ...................................................................................2-2
2.1.2 Responsibilities .....................................................................................2-2
2.2 Organization Structure Flight Safety Department. ............... 2-2

2.3 Composition of Flight Safety Department ............................... 2-4
2.4 Qualification and Training requirements of Flight Safety
Personnel......................................................................................... 2-4
2.4.1
2.4.2
2.4.3
2.4.4
Chief of Flight Safety .............................................................................2-4

Deputy Chief of Flight Safety ................................................................2-5
Other Safety Officers ............................................................................2-5
Continued Skill Enhancement ...............................................................2-6
2.5 Duties and Responsibilities ..................................................... 2-6

2.5.1 Chief of Flight Safety .............................................................................2-6
2.5.2 Deputy Chief of Flight Safety ................................................................2-8
2.5.3 Dy General Manager Flight Safety (Audits and Admin) .........................2-9
2.5.4 Dy General Manager Flight Safety (FDM) ...........................................2-10
2.5.5 Manager Flight Safety (Incident Investigation) ...................................2-11
2.5.6 Assistant Manager Flight Safety (Audits and Admin) ..........................2-11
2.5.7 Assistant Manager Flight Safety (FDM) ...............................................2-12
2.5.8 Executive Flight Safety (Audit and Admin) ..........................................2-13
2.5.9 Executive Flight Safety (Incident Investigation) ..................................2-13
2.5.10 Safety Pilot .....................................................................................2-14
Issue 2
Revision No. 5
ii

Effective:
Immediate
1.14 Flight Safety Document Control Procedure .......................... 1-7

1.15 Abbreviations ........................................................................ 1-7
1.16 Definitions and Glossary of Terms ..................................... 1-12

TABLE OF CONTENTS
2.5.11
CONTENTS
Chief Medical Officer ..................................................................... 2-15
3 AIRCRAFT ACCIDENT / INCIDENT REPORTING ...................... 3-1
3.1 Accident and Incident Reporting Procedures ......................... 3-1
3.2 Definitions ............................................................................... 3-6

3.2.1 Accident ................................................................................................ 3-6
3.2.2 Serious incident .................................................................................... 3-7
3.2.3 Serious injury ........................................................................................ 3-7
3.3 Accident / Serious Incidents Reporting Content ..................... 3-7

3.4 Incident ................................................................................... 3-8
3.4.1 List of Notifiable Incidents .................................................................... 3-8
3.4.2 Other Reportable Incidents .................................................................. 3-8
3.4.2.1
3.4.2.2
3.4.2.3
3.4.2.4
Ground Incidents....................................................................................3-9
Wildlife (Bird/Animal) Strike...................................................................3-9
Airmiss / Airprox and TCAS "RA" incidents .............................................3-9
ATS related incidents............................................................................3-10
3.4.2.4.1 Overdue Aircraft (IFR/VFR) ...................................................................... 3-10

3.4.2.4.2 Missing Aircraft ....................................................................................... 3-10
3.4.2.4.3 Phases of Emergency .............................................................................. 3-10
3.4.2.4.3.1 Uncertainty Phase When............................................................................... 3-10
3.4.2.4.3.2 Alert Phase When .......................................................................................... 3-11
3.4.2.4.3.3 Distress Phase When ..................................................................................... 3-11
3.4.2.5 Reporting Deaths, Missing Persons and Births on Board ......................3-11

3.4.2.6 Bomb Threat ........................................................................................3-12
3.4.2.6.1
3.4.2.6.2
3.4.2.6.3
3.4.2.6.4
Action by receiver of Bomb Threat Call ................................................... 3-12

Recording and tracing Bomb Threat Call ................................................. 3-12
Duties of IndiGo Personnel in such contingency...................................... 3-13
Reporting Procedure ............................................................................... 3-14
3.4.2.7 Unlawful Interference ..........................................................................3-14

3.4.2.7.1 Role of IndiGo ......................................................................................... 3-15
3.4.2.7.2 Information to ATC.................................................................................. 3-15
Issue 2
Revision No. 5
iii

Effective:
Immediate
3.1.1 Aircraft Accident Notification ............................................................. 3-1

3.1.2 Aircraft Incident Notification ............................................................. 3-3
3.1.3 Occurrences outside the Country Notification................................... 3-5

TABLE OF CONTENTS
CONTENTS
3.4.2.7.3 Commander / Pilot-In-Command ............................................................ 3-16

3.4.2.7.4 Precautions ............................................................................................. 3-16
3.4.2.7.5 Reporting Procedure ............................................................................... 3-17
3.4.2.8 Unruly Passengers ............................................................................... 3-17

3.4.2.8.2.1 Airport Handling ............................................................................................ 3-18
3.4.2.8.2.2 In Flight .......................................................................................................... 3-18
3.4.2.8.2.3 After Landing ................................................................................................. 3-19
3.4.2.8.3 Reporting Procedure ............................................................................... 3-19
3.4.2.9 Pre-flight Medical ................................................................................ 3-19

3.4.2.10 Miscellaneous Occurrences ............................................................... 3-20
3.5 Formats for Submitting Initial Reports .................................. 3-20

3.5.1 Contents of Incidents Report ..............................................................3-20
3.5.2 List of Flight Safety Incident Reporting Forms: ...................................3-21
4 AIRCRAFT ACCIDENT / INCIDENT INVESTIGATION.............. 4-1
4.1 Aircraft Incident Investigation .................................................. 4-1

4.2 Objective of Incident Investigation .......................................... 4-1
4.3 Permanent Investigation Board (PIB) - Constitution ............... 4-1
4.4 Nomination of PIB Members ................................................... 4-2
4.5 Incident Investigation by PIB................................................... 4-2
4.6 Procedure for conduct of PIB .................................................. 4-3
4.7 Preparation of the report ......................................................... 4-4
4.8 Action Taken on PIB recommendations ................................. 4-5
4.9 Format for Final Investigation Report ..................................... 4-5
4.10 Final Closure of the Incident ................................................. 4-9
4.11 Finalization and Disposal of Report ...................................... 4-9
4.12 Appeal Procedure ................................................................. 4-9
4.13 Accident / Serious Incident Investigation ............................ 4-10
4.14 Authority Issuing order of Investigation of Accident / Serious
Incident .......................................................................................... 4-10
4.14.1
Order of Investigation of Accident .................................................4-10
Issue 2
Revision No. 5
iv

Effective:
Immediate
3.4.2.8.1 Classification of Threats .......................................................................... 3-18

3.4.2.8.2 Handling of Unruly Passenger ................................................................. 3-18

TABLE OF CONTENTS
4.14.2
CONTENTS
Order of Investigation of Serious Incident ..................................... 4-11
5 ACCIDENT PREVENTION PROGRAM........................................... 5-1
5.1 Introduction ............................................................................. 5-1

5.2 Accident Prevention Program - Elements............................... 5-2
5.2.1 Inspection of Load and Trim ................................................................. 5-3
5.2.1.1 Qualification requirements for Load & Trim Inspector ...........................5-3
5.2.2 Apron / Ramp / GSE / Station Inspection .............................................. 5-3

5.2.3 Spot Checks .......................................................................................... 5-4
5.2.4 Oversight inspection of Engineering Activities (Stores, MEL, Release Line
Maintenance, Base Maintenance) .................................................................. 5-4
5.2.4.1 Maintenance schedules - adherence monitoring ...................................5-4
5.2.4.2 M.E.L. compliance monitoring................................................................5-5
5.2.5 Inspection of pre-flight medical ............................................................ 5-5

5.2.6 Inspection of Dispatch Operation Office ............................................... 5-5
5.2.7 FDTL monitoring ................................................................................... 5-6
5.2.8 Inspection of training set up ................................................................. 5-6
5.2.9 In flight cockpit inspection / surveillance.............................................. 5-7
5.2.10 In-flight cabin inspection / surveillance ........................................... 5-7
5.2.11 System & Task Analysis .................................................................... 5-7
5.2.12 Monitoring Operations to Critcal / Marginal Airfields. .................... 5-8
5.2.13 Monitoring Adverse Weather Operations ....................................... 5-8
5.2.14 Flight Data Analysis .......................................................................... 5-8
5.2.15 Prelaunch Inspection ....................................................................... 5-8
5.2.16 Implementation of Recommendation of Inspector of Accident /
Committee of Inquiry / Court of Inquiry ......................................................... 5-8
5.2.17 Flight Safety Documentation System. .............................................. 5-9
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4.15 Investigation of Accident to Indian Registered Aircraft outside

Indian Territory .............................................................................. 4-11
4.16 Role of Airline in Aircraft Accidents .................................... 4-12
4.17 IndiGo Family Assistance Program .................................... 4-12
4.18 Flight Recorder Records - Preservation ............................. 4-13

TABLE OF CONTENTS
Tools for Information dissemination to crew and other Ground Staff. .. 5Documentation Team ........................................................................ 5-11
Documentation Criteria ..................................................................... 5-12
Flight Safety Documentation System ................................................. 5-14
Review and Amendment to Flight Safety Document System ............. 5-15
5.3 Anonymous / Voluntary and Hazard Reporting .................... 5-16

5.3.1 Confidential Voluntary Reporting .......................................................5-16
5.3.2 Anonymous Reporting ........................................................................5-17
5.3.3 Hazard Reporting ................................................................................5-17
5.3.3.1 Action on Hazard Reports .................................................................... 5-17
5.3.3.2 Records to be retained ........................................................................ 5-18
5.4 IndiGo Flight Safety Review Committee ............................... 5-18

5.5 IndiGo Pilot-Engineer Meetings ............................................ 5-18
6 FLIGHT OPERATION QUALITY ASSURANCE ............................ 6-1

6.1 IndiGo FOQA policy ................................................................ 6-1
6.1.1 FOQA Program Objectives ....................................................................6-1
6.1.2 Goals of FOQA program ........................................................................6-2
6.2 Monitoring of Flight Data ......................................................... 6-2

6.2.1 Procedure for exceedance Trend Monitoring .......................................6-2
6.2.2 Utilization of Exceedance Monitoring Data ..........................................6-3
6.2.2.1 Yellow exceedences (Low severity level) ............................................... 6-3
6.2.2.2 Amber events (Medium severity level) .................................................. 6-3
6.2.2.3 Red exceedences (High severity level) ................................................... 6-3
6.2.3 Exceedance Limit ..................................................................................6-3

6.2.4 Analysis of Exceedance Data .................................................................6-3
6.3 CVR Monitoring ....................................................................... 6-4

6.3.1 Setup for CVR Monitoring .....................................................................6-5
6.3.2 Action on deficiency observed during CVR / Flight Data Monitoring ....6-5
6.3.3 Correlation of CVR and DFDR ................................................................6-5
7 INTERNAL / REGULATORY SAFETY AUDIT PROGRAM ........ 7-1

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10
5.2.17.2
5.2.17.3
5.2.17.4
5.2.17.5
CONTENTS

TABLE OF CONTENTS
CONTENTS
7.1 Internal Safety Audit - Regulation ........................................... 7-1

7.2 Objective ................................................................................. 7-1
7.3 Safety Audit Procedures ......................................................... 7-1
7.4
7.5
7.6
7.7
7.8
7.9
Outside Agency Audits ........................................................... 7-2

Internal Safety Audit Schedule ............................................... 7-2
Internal Safety Audit Plan ....................................................... 7-2
Audit Team Leader Internal Safety Audit................................ 7-2
Composition of Audit Team - Internal Safety Audit ................ 7-3
Qualification for Internal Auditors............................................ 7-3
7.9.1 Pilot ...................................................................................................... 7-3

7.9.2 Engineer................................................................................................ 7-3
7.9.3 Officer - Airport Operations / Security / Cargo / Load & Trim / Inflight
Services .......................................................................................................... 7-4
7.9.4 Other Auditors ...................................................................................... 7-4
7.10 Scope Internal Safety Audit .................................................. 7-4

7.10.1
7.10.2
7.10.3
7.10.3.1
7.10.3.2
7.10.3.3
7.10.3.4
7.10.3.5
7.10.3.6
7.10.3.7
7.10.3.8
7.10.3.9
Management & Control. .................................................................. 7-4

Review of Departmental Manuals. .................................................. 7-5
Onsite Audit ..................................................................................... 7-6
Flight Operations ..................................................................................7-6
Engineering ..........................................................................................7-6
Inflight Services ....................................................................................7-6
Airport Operation & Customer Services ...............................................7-6
Operation Control Center.....................................................................7-7
Cargo Operation ...................................................................................7-8
Corporate Learning Department ..........................................................7-8
Flight Safety .........................................................................................7-8
Pre Flight Medical ................................................................................7-9
7.11 Internal Safety Audit Checklist.............................................. 7-9

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7.3.1 Scheduled Safety Audits ....................................................................... 7-1

7.3.2 Special Safety Audits............................................................................. 7-1
7.3.3 Random Audits ..................................................................................... 7-2

TABLE OF CONTENTS
CONTENTS
7.12 Procedure for Conducting Internal Safety Audit ................... 7-9

Opening Meeting ...........................................................................7-10
Audit Evidence ...............................................................................7-10
Analysis of Findings ........................................................................7-10
Closing Meeting .............................................................................7-11
Reporting of Audit Results .............................................................7-11
7.12.5.1 Corrective Action Request Form (CARF) ............................................ 7-12
7.12.6
Audit Follow-up & closure .............................................................7-12
7.13.1
Review of ATR ................................................................................7-13
7.15.1
7.15.2
7.15.3
Role of IndiGo in DGCA Audit .........................................................7-14

Procedure for taking action and submission of report to DGCA ....7-14
Format for submitting Action Taken Report ..................................7-14
7.13 Internal Safety Audit Report Submission to DGCA ............ 7-13

7.14 Record Maintenance ........................................................... 7-13
7.15 DGCA Audit ........................................................................ 7-14
8 CONTROLLED FLIGHT INTO TERRAIN (CFIT) ......................... 8-1
8.1 Monitoring of CFIT prevention program .................................. 8-1

8.2 EGPWS Warning .................................................................... 8-1
8.3 EGPWS reporting procedure .................................................. 8-1
8.3.1 Verbal Reports ......................................................................................8-1
8.3.2 Written Reports ....................................................................................8-2
8.4 CFIT Risk Assessment ........................................................... 8-2
9 DANGEROUS GOODS........................................................................ 9-1

9.1
9.2
9.3
9.4
9.5
9.6
9.7
9.8
Description of Dangerous Goods ............................................ 9-1

IndiGo Policy on Dangerous Goods ....................................... 9-1
Dangerous Goods Accidents .................................................. 9-1
Dangerous Goods Incidents ................................................... 9-1
Reporting of Dangerous Goods Accidents and Incidents ....... 9-2
Undeclared or Misdeclared Dangerous Goods ...................... 9-2
Monitoring Action by IndiGo Flight Safety Department........... 9-3
Checklist for monitoring Dangerous Goods Regulation.......... 9-3
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7.12.1
7.12.2
7.12.3
7.12.4
7.12.5

TABLE OF CONTENTS
10
CONTENTS
ADVERSE WEATHER OPERATION ........................................ 10-1
10.1 General ............................................................................... 10-1

10.2 Actions by Different Department of IndiGo ......................... 10-1
Flight Operations Department ....................................................... 10-1
Engineering Department................................................................ 10-2
Ground Operations ........................................................................ 10-3
10.3 Monitoring of adverse weather operation by IndiGo Flight

Safety Department ........................................................................ 10-4
11
RAMP SAFETY ............................................................................. 11-1
11.1 Definition ............................................................................. 11-1

11.2 Ground Operation ............................................................... 11-3
11.3 Ramp Handling Procedures ............................................... 11-3
11.3.1
11.3.2
11.3.3
11.3.4
11.3.5
11.3.6
11.3.7
Preventive Measures ..................................................................... 11-3

Ramp Operating Procedures .......................................................... 11-4
Personnel Operating on the Apron ................................................ 11-5
Passengers on the Ramp ................................................................ 11-6
Vehicle Movements into Operational Area of Airport ................... 11-6
Apron Cleanliness .......................................................................... 11-6
Do's and Don'ts at the Ramp / Apron:- .......................................... 11-7
11.3.7.1 Dos (On the Ramp):- ..........................................................................11-7

11.3.7.2 Donts (On the Ramp):- ......................................................................11-7
11.3.8
Apron / Ramp Discipline ................................................................ 11-8
11.4.1
11.4.2
Classification of Ground / Ramp Incidents and Accidents .............. 11-8

Ground / Ramp Incident Reporting ................................................ 11-9
11.4 Ground / Ramp Incidents Reporting and Investigation ...... 11-8

11.4.2.1 Ground / Ramp Incident Report Format.............................................11-9
11.4.3
Investigation of Ground Incidents ................................................ 11-10
11.4.3.1 Responsibility and procedure to report and investigate the ground

incident. 11-10
11.4.3.2 Procedure to investigate the ground incident. .................................11-10
12
EMERGENCY RESPONSE PROCEDURE ................................. 12-1
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10.2.1
10.2.2
10.2.3

TABLE OF CONTENTS
13
Emergency Response Plan ................................................ 12-1

Reference Documents ........................................................ 12-1
Disabled Aircraft Removal Plan .......................................... 12-1
Emergency Response Procedures - Review ...................... 12-1
Emergency Drills ................................................................. 12-2
RISK MANAGEMENT ................................................................. 13-1
13.1 Introduction ......................................................................... 13-1

13.2 Definitions ........................................................................... 13-2
13.3 The true cost of risk ............................................................ 13-2
13.3.1
Cost of Accident .............................................................................13-3
13.3.1.1 Direct costs ........................................................................................ 13-3

13.3.1.2 Indirect costs ..................................................................................... 13-3
13.3.2
Costs of incidents ...........................................................................13-4
13.4 Risk Management ............................................................... 13-4
14
15
LIST OF ANNEXURES ................................................................ 14-1

LIST OF APPENDICES ............................................................... 15-1
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12.1
12.2
12.3
12.4
12.5
CONTENTS

FOREWORD
FOREWORD
(Aditya Ghosh)
President
IndiGo
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IndiGo is a low-cost-low-fare carrier which commenced its commercial operations on

August 04, 2006. Since then, IndiGo has been Indias largest low fare carrier and the
fastest growing airline in the country.
IndiGo operates in conformity with the regulatory requirements laid down by the Director
General of Civil Aviation, India. Flight operation is conducted as per the standards laid
down by the ICAO Annexure-6, to the Chicago convention 1949 on Civil Aviation, and
aircraft maintenance as per ICAO Annex-8 and CAR -145 issued by the DGCA, India.
IndiGo stands for three things Ontime, hassle free and affordable fares. However, at all
times IndiGos operations carried out with the highest regard to safety and the focus on
safety is and should always be second to none.
From its very first day of operation IndiGo has earned an enviable reputation of being one
of safest and most secure airlines. In order to achieve this, while selecting a single type of
proven aircraft from the Airbus family, IndiGo has adopted manufacturer recommended
maintenance practices and operational procedures. Further, it has introduced the most
modern e-solutions in flight operations, quality management, training and load control
activities. IndiGo is the first and currently, the only airline in India to cover Threat and Error
Management (TEM) syllabus during the initial as well as recurrent Crew Resource
Management (CRM) training. IndiGo has also introduced flight data monitoring under its
Safety Management System (SMS).
The management of IndiGo is fully committed to Safety. However the same cannot be
successful without the involvement and commitment of every employee of the airline. The
result envisaged is the achievement of total compliance to the SOPs by every employee
and thereby minimizing the chances of the occurrence of incidents at IndiGo. The Flight
Safety Department of IndiGo is entrusted with the task of ensuring that safety in the airline
is achieved with total commitment and involvement of all personnel concerned. This
Manual is developed by the Flight Safety Department of IndiGo keeping these objectives
in mind. The Manual not only deals with the incident / accident prevention activities of
IndiGo, but also prescribes the companys policies and procedures for effectively handling
the post accident scenario.
Safety is everyones concern at IndiGo!

FOREWORD
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PREFACE
PREFACE
This Flight Safety Manual has been prepared in accordance with the guidelines laid down
Accident / Incident Prevention Programme. The main objective of IndiGo Flight Safety is
accident / incident prevention through implementation of safety oversight programme and
a functional SMS. To achieve this objective this manual lays down the accident / incident
prevention concepts and methods adopted by IndiGo and the responsibility of individuals
in this regard.
IndiGo is committed to adopt an integrated approach to safety in order to attain the
organizational objectives. It believes in integrating work practices, setting up procedures
for improving the safety in all aspects of operations. This aim will be achieved by
identifying potential hazards and establishing robust defenses and mitigating measures to
ensure that the risks remain within acceptable limits.
IndiGo will consistently strive to review and improve its safety standards, quality by way of
learning and adopting best safety practices. Suggestions for improvement are welcome
and may be forwarded to the undersigned or fltsafe.hq@goindigo.in.
Nothing contained in this manual shall supersede the instructions issued by the DGCA or
any other government regulation in force.
Chief of Flight Safety, IndiGo

Date : 31st May 2013
Tower C, First Floor
Global Business Park
Gurgaon, Haryana- 122 002
Tel. 0124 - (95124) 4068537-9
Fax.0124 - (95124) 4068536
Email dhruv.rebbapragada@goindigo.in
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in DGCA CAR Section 5, Series F Part I on the subject Flight Safety Awareness and

PREFACE
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RECORD OF REVISIONS
RECORD OF REVISION
01
02
03
ROR
LEP
Ch 2 Pg 5
Ch 4 Pg 4
Ch 5 Pg 5
Ch 5 Pg 7
Ch 5 Pg 9
Ch 6 Pg 4
ROR
LEP
Ch 3 Pg 5
Ch 4 Pg 1
Ch 6 Pg 4&5
Ch 8 Pg 2
Ch 9 Pg 2
Preface
ROR
LEP
Ch 1 Pg 1-26
Ch 2 Pg 1-16
Ch 3 Pg 1-20
Ch 4 Pg 1-12
Ch 5 Pg 2-18
Ch 6 Pg 2-6
Ch 7 Pg 1-14
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Date of
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Date
Revision
Carried Out
Entered By
(name and
initials)
7th July 2012
29th Aug 2012
3rd June 2013
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Revision Revised Page

Number
Number

RECORD OF REVISIONS
05
Issue 2
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04
Ch 8 Pg 1-2
Ch 10 Pg 4
Ch 12 Pg 1-2
Ch 13 Pg 1-4
TOC
ROR
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Distribution
List
Ch 3 Pg 1-22
Ch 4 Pg 1-14
Ch 12 Pg 1
Appendix 3
Appendix 20
TOC
ROR
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Ch 9 Pg 2-4
All Appendix
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3rd Feb 2014
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RECORD OF TEMPORARY REVISION
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Date of
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Date Revision
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Revision
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Number

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Chapter 6
Chapter 7
Chapter 8
Chapter 9
Chapter 10
Chapter 11
Chapter 12
Chapter 12
Chapter 13
Page No.
1 26
1 16
1 22
1 14
1
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1 10
1
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Eff. Date
3rd June 13
3rd June 13
20th Sep 13
20th Sep 13
15th May10
3rd June 13
15th May10
3rd June 13
3rd June 13
3rd June 13
15th May10
3rd Feb14
15th May10
3rd June 13
15th May10
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Chapter 1
Chapter 2
Chapter 3
Chapter 4
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DISTRIBUTION LIST
DISTRIBUTION LIST
Issue 2
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xxi
Date of Issue: 20th Sep 2013

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Immediate
A copy of this manual (hard or soft copy) will be issued under control
number to each member of the operating crew, and other operations
personnel of the airline as decided by the flight safety management. A
copy of the manual shall also be kept in the flight bag of each aircraft and
also at the following locations for reference:1. Office of the Managing Director
2. Office of the President / Chief Executive Officer
3. Office of the VP Flight Operations
4. Office of the VP Eng and Maintenance
5. Office of the EVP Customer Services, Operation Control, AOCS
6. Office of the VP Corporate Affairs
7. Office of the VP Human Resources
8. Office of the VP In Flight
9. Office of the VP CLD
10. Office of Chief Financial Officer
11. Office of the Chief of Flight Safety
12. Quality Control Manager
13. Operation Control Centre (OCC)
14. All IndiGo Flight Dispatch offices
15. All IndiGo Station Manager / In-charge offices
16. Office of IndiGo Director Security
17. IndiGo Flight Safety office
18. In all IndiGo Aircraft (Flight Bag)
19. All InterGlobe / IndiGo Air Cargo offices
20. Office of the Director Air Safety, DGCA HQ
21. Office of the Director / Regional Controller Air Safety, DGCA
Regional Offices

DISTRIBUTION LIST
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REVISION HIGHLIGHTS
Revision Highlights
Please note that changes are termed as either: New (N), Revised (R),
Shifted (S), Editorial (E) or Deleted (D).
Rev Chapter Sub-section
No.
No.
No.
1.1
1.1
1.1
1.4
1.4
1.5
1.5
1.6
1.7
1.7.1
1.7.2
1.7.2
1.8
1.9
1.10
1.10
1.11
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1.12
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Change description
1-1
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1-4
1-4
1-4
1-4
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1-5
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1-5
1-5
1-5
1-5
Introduction revised
Subsection 1.4 Flight Safety Policy shifted to 1.1
Scope revised
Subsection 1.4.1 shifted to 1.4
Subheading revised
Scope Of Manual revised
Subsection 1.5 shifted to 1.7
Subsection 1.5.1 shifted to 1.7.1
Temporary Revisions revised
Table of Contents revised
Type, Size and Structure of Manual revised
Dissemination of Safety Instruction and Information
revised
IndiGo Safety Policy added
IndiGo Flight Safety Manual added
Subheading revised
Flight Safety Information Bulletin revised
Subheading revised
IndiGo Safety Awareness Instruction added
Flight Safety Document Control Procedure added
Hazard Definition revised
Risk Definition revised
1.13
1-5
1.13.1
1.13.2
1.13.3
1.13.3
1.13.4
1.13.4
1.13.5
1.13.5
1.13.6
1.14
1.16
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1-6
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R
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The revision highlights for Issue 01, Revision 00, dated 04 JUL 2013 are
as under:

REVISION HIGHLIGHTS
No.
No.
No.
2.1
3
2-1
Aim and Objectives of Flight Safety revised

Organization Structure- Flight Safety
Department(Organogram) revised
Composition of Flight Safety Department revised
Qualification & Training Requirements for Chief of Flight
Safety revised
Qualification & Training Requirements for Other Safety
Officers revised
Subheading revised
Subheading revised
Duties and Responsibilities of Dy General Manager Flight
Safety(Audit & Admin) revised
Subheading revised
Duties and Responsibilities of Dy General Manager Flight
Safety(FDM) revised
Duties and Responsibilities of Manager Flight Safety
(Incident Investigation) added
Duties and Responsibilities of Asst Manager Flight Safety(
Audit & Admin) added
Subheading revised
Duties and Responsibilities of Asst Manager Flight
Safety(FDM) revised
Duties and Responsibilities of Executive Flight
Safety(Audit & Admin) added
Subheading revised
Duties and Responsibilities of Executive Flight
Safety(Incident Investigation) revised
2-3
2.3
2.3
2.4
2.4.1
2-4
2-4
2-4
2-4
2.4.1
2-5
2.4.2
2.4.3
2-5
2-5
2.4.3
2-5
2.4.4
2.5
2.5.1
2.5.1
2.5.2
2.5.3
2.5.3
2.5.4
2.5.4
2-6
2-6
2-6
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2-8
2-9
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2-9 & 210
2-10
2-10
2.5.4
2-10
2.5.5
2-11
2.5.6
2.5.7
2.5.7
2.5.7
2-11 & 212

2-12
2-12
2-12 & 213
2.5.8
2-13
2.5.9
2.5.9
2-13
2-13
2-13 & 214
2-14
2-14 & 215
2.5.9
2.5.10
2.5.10
2.5.11
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2-15
Duties and Responsibilities of Safety Pilot revised
R
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Change description
2.2
2.5.3
Page No.

REVISION HIGHLIGHTS
No.
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3.1
3.1.1
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3.1.2
3.1.3
3.1.3
3.2.2
3.3
3.4
3.4.1
3.4.2
3.4.2
3.4.2.1
3.4.2.2
3.4.2.2
3.4.2.3
3.4.2.4
3.4.2.4.1
3.4.2.4.2
3.4.2.4.3
3.4.2.4.3.1
3.4.2.4.3.2
3.4.2.4.3.3
3.4.2.5
3.4.2.6
3.4.2.6.1
3.4.2.6.2
3.4.2.6.3
3.4.2.6.4
3.4.2.7
3.4.2.7.1
3.4.2.7.2
3.4.2.7.3
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3.4.2.8.1
3.4.2.8.2
3.4.2.8.2.1
3.4.2.8.2.2
3.4.2.8.2.3
3.4.2.8.3
3.4.2.9
3.4.2.9
3.4.2.10
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Change description
3-1
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3-3
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3-19
Accident and Incident Reporting Procedure revised
Reason of
change
R
Aircraft Accident-Notification
Aircraft Incident-Notification
Subheading revised
Occurrence Outside the Country- Notification revised
Serious Incident
Subsection 3.2.3.1 shifted to 3.3
Subsection 3.2.4.1 shifted to 3.4.1
Other reportable Incidents revised
Subsection 3.2.4.2.1 shifted to 3.4.2.1
Wild Life(Bird/Animal) Strike revised
Subsection 3.2.4.2.4.1 shifted to 3.4.2.4.1
Subsection 3.2.4.2.4.3.1 shifted to 3.4.2.4.3.1
Pre-Flight Medical revised
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S
S
S
S
S
S
S
S
S
S
S
S
S
S
S
R
S
xxv

Effective:
Immediate
Page No.

REVISION HIGHLIGHTS
Page No.
Change description
3-19
3-19
3-19
3-19
3-20
3-20
3-20
4-1
4-1
4-1
4-1 & 4-2
4-2
4-2
4-2
4-2
4-3
4-3 & 4-4
4-4
Subheading revised
Miscellaneous Occurrences revised
Formats for Submitting Initial Reports
List of Flight Safety Incident Reporting Forms revised
Aircraft Incident Investigation revised
Objective of Incident Investigation added
Permanent Investigation Board(PIB)- Constitution Revised
Nomination of PIB Members added
Subheading revised
Incident Investigation by PIB revised
Procedure for Conduct of PIB added
Preparation of Report added
Action Taken on PIB recommendations added
Format for Final Investigation Report (Personnel
Information) revised
Final Closure of the Incident added
Finalization and Disposal of report revised
Appeal Procedure added
Minor Occurrences deleted
Format for Single Page Report deleted
Accident Prevention Program- Elements added
Inspection of Load & Trim revised
Subsection 5.1.1.1 shifted to 5.2.1.1
Apron / Ramp / GSE Inspection
Spot Checks added
Subheading added
4.9
4-5
4.10
4.11
4.11
4.12
4-8
4-8
4-8
4-8
4.13
4.14
4.14.1
4-14.2
4.15
4.16
4.17
5.2
5.2.1
5.2.1
5.2.1.1
5.2.2
5.2.2
5.2.3
5.2.4
5.2.4.1
5.2.4.2
5.2.5
5.2.6
5.2.7
5.2.8
5.2.9
4-9
4-9
4-9
4-10
4-10
4-10
4-10
5-2
5-3
5-3
5-3
5-3
5-3
5-4
5-4
5-4
5-4
5-5
5-5
5-6
5-6
5-7
Issue 2
Revision No. 5
xxvi
Reason of
change
E
R
S
R
S
S
R
R
N
S
R
N
S
E
R
N
N
N
R
N
S
R
N
D
D
S
S
S
S
S
S
S
N
S
R
S
S
R
N
S
S
S
S
S
S
S
E

Effective:
Immediate

No.
No.
No.
3.4.2.10
3.4.2.10
3.5
3
3
3.5
3.5.1
3.5.2
3.5.2
4.1
3
4
4.2
4.3
4.3
4.4
4.5
4.5
4.5
4.6
4.7
4.8

REVISION HIGHLIGHTS
Page No.
Change description
Subheading added
System & Task Analysis added
Monitoring Operations to Critical / Marginal Airfield added
Monitoring Adverse Weather Operations added
Flight Data Analysis added
Pre-Launch Inspection added
Flight Safety Documentation System revised
Tools for Information dissemination to crew and other

Ground staff added
Documentation Team added
Documentation Criteria added
Flight Safety Documentation System added
5.3
5.3
5.3.1
5.3.1
5.3.2
5.3.3
5.3.3.1
5.3.3.1
5.3.3.2
5.3.3.2
5.4
5.5
6.2.3
6.2.4
6.2.4
6.3
5-7
5-7
5-8
5-8
5-8
5-8
5-8
5-9
5-9 & 5 10
5-10 & 511
5-11 & 512
5-12, 5-13
& 5-14
5-14 & 515
5-15 & 516
5-16
5-16
5-16
5-16
5-17
5-17
5-17
5-17
5-18
5-18
5-18
5-18
6-3
6-3
6-4
6-4
Reason of
change
E
N
N
N
N
N
S
S
6.3.2
6-5
6.3.2
6-5
6.3.3
7.1
7.2
7.3
7.3.1
7.3.1
7.3.2
7.3.3
6-5
7-1
7-1
7-1
7-1
7-1
7-1
7-2
5.2.17
5.2.17.1
5.2.17.2
5.2.17.3
5.2.17.4
5.2.17.5
3
Issue 2
Revision No. 5
Review and amendment of Flight Safety Document

System added
Anonymous / Voluntary and Hazard Reporting revised
Confidential Voluntary Reporting revised
Action On Hazard Reports revised
Records to be retained revised
IndiGo Pilot-Engineer Meetings added
Exceedances Limit revised
Subheading revised
Analysis of Exceedance Data revised
CVR monitoring revised
Checklist for CVR Monitoring Checklist
Action on deficiency observed during CVR /Flight data
Monitoring revised
Schedule Safety Audits revised
xxvii
N
S
R
S
R
S
S
S
R
S
R
S
N
R
E
R
R
D
S
R
S
S
S
S
S
R
S
S

Effective:
Immediate

No.
No.
No.
5.2.10
5.2.11
5.2.12
5.2.13
5.2.14
5.2.15
3
5
5.2.16
5.2.17

REVISION HIGHLIGHTS
Page No.
Change description
7-2
7-2
7-2
7-2 & 7-3
7-3
7-3
7-3
7-3
7-3
7-3
7-3
7-3
7-3
7-3
7-3
7-4
7-4

Internal Safety Audit Schedule added
Internal Safety Audit Plan added
Audit Team Leader Internal Safety Audit added
Composition of Audit team- Internal Safety Audit revised
Subheading revised
Qualification of Internal Auditors revised
Subheading revised
Pilot Qualification Revised
Subheading revised
Engineer Qualification revised
Subheading revised
Officer Airport Operations / Security/Cargo / Load & Trim /
Inflight Services Qualification revised
Subheading revised
Other Auditor Qualification revised
Scope of Internal Audit added
Management & Control added
Review of Departmental Manuals added
Onsite Audit added
Flight Operations added
Engineering added
Inflight Services added
Airport Operation & Customer Services
Operation Control Center added
Cargo Operations added
Corporate Learning Department added
Flight Safety added
Pre Flight Medical added
Subheading revised
Internal Safety Audit Checklist revised
Procedure for Conducting Internal Safety Audit revised
Opening Meeting added
Audit Evidence added
7.9.3
7-4
7.9.4
7.9.4
7.9.4
7.10
7.10.1
7.10.2
7.10.3
7.10.3.1
7.10.3.2
7-10.3.3
7.10.3.4
7.10.3.5
7.10.3.6
7.10.3.7
7.10.3.8
7.10.3.9
7.11
7.11
7.11
7.12
7.12
7.12.1
7.12.2
7-4
7-4
7-4
7-4
7-4 & 7-5
7-5
7-5
7-5
7-5
7-5
7-5 & 7-6
7-7
7-8
7-8
7-8 & 7-9
7-9
7-9
7-9
7-9
7-9
7-9
7-10
7-10
7-10 & 711
7-11
7-11 & 712
7-11
7.12.3
7.12.4
7.12.5
7.12.5
Issue 2
Revision No. 5
xxviii
Reason of
change
S
N
N
N
S
R
S
E
R
S
E
R
S
E
R
S
E
R
S
E
R
N
N
N
N
N
N
N
N
N
N
N
N
N
S
E
R
S
R
N
N
Analysis of finding added
Closing meeting added
Subheading revised

Effective:
Immediate

No.
No.
No.
7.4
7.5
7.6
7.7
7.8
7.8
7.9
3
7
7.9
7.9
7.9.1
7.9.1
7.9.1
7.9.2
7.9.2
7.9.2
7.9.3
7.9.3

REVISION HIGHLIGHTS
12
13
13.1
13.2
13.3
13.3.1
13.3.1.1
13.3.1.2
13.3.2
Issue 2
Revision No. 5
13-1
13-2
13-2
13-3
13-3
13-3
13-4
Change description
Reporting of Audit Results
Corrective Action Request Form(CARF) added
Audit follow-up & closure added
Record Maintenance added
Note Revised
Reference Documents revised
Emergency Response Procedure- Review added
Emergency Drills
Post-Accident Follow up action Company Personnel
deleted
Head Quarter Command Centre deleted
Setting up of Emergency Control Centre (ECC) and Crash
Site Cell (CSC) deleted
Allocation of Functions of ECC and CSC deleted
Emergency Control Centre (ECC) deleted
Operation(ECC) deleted
Engineering(ECC) deleted
Ground Operations (AM / In-Charge) (ECC) deleted
Transport and Security(ECC) deleted
Crash Site Cell(CSC) deleted
General(CSC) deleted
Operations(CSC) deleted
Engineering(CSC) deleted
Ground Operations(CSC) deleted
Transport & Logistics(CSC) deleted
Security(CSC) deleted
Activities of IndiGo Headquarter(CSC) deleted
Medical(CSC) deleted
Flight Safety Related(CSC) deleted
Introduction revised
xxix
Reason of
change
R
N
N
S
S
N
S
S
S
S
S
S
S
S
S
R
R
S
N
N
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
R
S
S
S
S
S
S

Effective:
Immediate

Page No.
No.
No.
No.
7.12.5
7-11 & 7-12
7.12.5.1
7-12
7.12.6
7-12
7.13
7-13
7.13.1
7-13
3
7
7.14
7-13
7.15
7-14
7.15.1
7-14
7.15.2
7-14
7.15.3
7-14
8.2
8-1
8.3
8-1
3
8
8.3.1
8-1
8.3.2
8-2
8.4
8-2
3
10
10-4
12.2
12-1
12.3
12-1
12.4
12-1
12.5
12-2

REVISION HIGHLIGHTS
No.
No.
No.
13.4
13-4
Risk Management added

Risk Profiles deleted
Risk assessment deleted
Risk assessment matrix deleted
Risk Mitigation Process deleted
Defence Analysis for Risk Mitigation deleted
Risk Mitigation Strategies
Risk Acceptability
Summary
Decision Making
Cost Benefit Consideration
Reason of
change
N
D
D
D
D
D
D
D
D
D
D
Wildlife(Bird/ Animal) Strike Form
Anonymous / Voluntary Incident Reporting
Corrective Action Request Form(CARF)
Flight Safety Document Management Process
Prelaunch Inspection Checklist
Added DGCA officials in Distribution list
Table of Contents revised to add Revision Highlights
Revision Highlights added
Aircraft Accident Notification

Aircraft Incidentt Notification
Permanent Investigation Board (PIB) Constitution
Procedure for conduct of PIB
Accident / Serous Incident Investigation
Order of Investigation of Accident
Order of Investigation of Serious Incident
Investigation of Accident to Indian Registered Aircraft
outside Indian Territory
Flight Recorder Records - Preservation
Disabled Aircraft Removal Plan
R
R
R
R
R
R
R
Important Contact Details
Revised ROR
Revised LEP
Added process for notification
Shifted to the next page
R
R
N
S
13
4
4
Change description
Appendix
5
Appendix
11
Appendix
24
Appendix
28
Appendix
28
Distributio
n List
Table of
Contents
Revision
Highlights
12
Appendix
3
Appendix
20
ROR
LEP
9
9
3.1.1
3.1.2
4.3
4.6
4.13
4.14.1
4.14.2
3-1 to 3-3
3-3 to 3-5
4-1
4-3 to 4-4
4-10
4-10 to 4-11
4-11
4.15
4-11
4.18
12.3
4-13
12-1
Issue 2
Revision No. 5
9.5
9.7
2
3
xxx
R
N
R

Effective:
Immediate
Page No.

INTRODUCTION
CHAPTER
1
1 INTRODUCTION
1.1 Statement of President / CEO on IndiGo Safety Policy
1.2 Scope
IndiGo is a subsidiary of InterGlobe Enterprises Ltd., Established as a
domestic passenger carrier in India with the approval of government of
India Ministry of Civil Aviation. IndiGo connects all metros and main
stations across India and few international stations with a fleet of A-320
series aircraft. There are crew lay over stations at Delhi, Mumbai,
Bangalore, Hyderabad, Chennai, Ahmedabad, Kolkata, Pune, Kochi and
Jaipur with adequate supporting facility for Pre Flight Medical check etc.
Night parking facility for aircraft is available at Main base Delhi and out
stations such as, Mumbai, Bangalore, Kolkata, Jaipur, Pune, Hyderabad
and Chennai.
1.3 Regulations for the Preparation of the Manual

This manual is developed and issued by the Flight Safety Department of
the IndiGo. It lays down the accident prevention policy and incident
Issue 2
Revision No. 3
1-1

Effective:
Immediate
The Statement by President of InterGlobe Aviation Ltd on IndiGo Safety

Policy duly attested is placed as ' IndiGo Safety Policy ' to this manual.
The vision with which IndiGo operates is: offer fares that are always
affordable, flights that are on time and a hassle-free flying experience. The
management of IndiGo is fully committed to flight safety and will support
every effort by the employees for achieving these objective.
In the civil aviation as in every other Industry, each employee should
understand that incidents lead to accidents and so prevention of incidents
primarily will result in the total elimination of the causes for the occurrence
of accidents. In order to achieve this objective the management
encourages the Flight Safety Department of the IndiGo to undertake
regular and consistent proactive incident / accident prevention program in
the organization
CHAPTER
1
INTRODUCTION
1.3.1 Regulatory Provisions and Safety Manual

The contents of this manual are consistent with the regulatory provisions.
However certain instructions contained in this manual may be more
stringent than the regulatory instructions issued by the DGCA. In the event
of any contradictory provisions or procedures of lower standards finding
place in this document, instructions contained in the following documents
shall supersede: Aircraft Manual India (Acts and Rules)
Civil Aviation Requirements
Aeronautical Information Circulars
DGCA Circulars
1.4 Scope of the Manual

This manual is prepared with the objective of laying down the company
policy regarding accident prevention, flight safety promotion and safety
oversight activities in the Airline. Further this document prescribes the
procedures to be followed by the accident prevention department i.e. the
Flight Safety Department of the Airline, for effectively and efficiently
undertaking the accident / incident prevention efforts in the organization.
The duties and the responsibilities of the flight safety personnel of the
airline also form part of this document.
Issue 2
Revision No. 3
1-2

Effective:
Immediate
investigation procedures of the Airline. The contents of this manual are in

conformity with the Rules and Regulations issued by the Director General
of Civil Aviation of India and are consistent with the standards prescribed
through ICAO Annexure-13 to the Chicago convention 1949 on Aircraft
Accident Investigation. Further this document is prepared in accordance
with CAR Section-5, Series F Part-1 dated 28th June 1996 Revision 2
dated 17th March 2009.
CHAPTER
1
INTRODUCTION
1.5 Composition of the Manual
1.6 Compliance and Applicability of the Manual

The instructions contained in this document are to be complied by all
IndiGo personnel, as applicable. The contents of this manual laying down
the Incident / Accident Prevention Program in the IndiGo, is applicable to
all personnel for the time being in the service of the company, whether
regular, temporary or casual in aircraft maintenance or flight operation or
other related activities of the airline.
1.7 Review and Amendment / Revision to the Manual

Review and Amendment / Revision to this manual will be carried out
annually or as on required basis, under the authority of the Chief of Flight
Safety. The manual and such amendments / revisions will be forwarded to
DGCA for their acceptance. The Flight Safety Department at the corporate
Head Quarter will make necessary arrangements for the timely distribution
of the amendments / revisions to all concerned for updating the copies of
the manual in their possession.
Whenever a new revision is published the holder of the copy is required to
replace the revision pages as per instructions. After the revision has been
carried out, the record of the revision placed before Chapter 1 is to be
completed and signed with date of revision by the person making the
change. The replaced page should be removed and destroyed.
Issue 2
Revision No. 3
1-3

Effective:
Immediate
This Manual is developed by the Flight Safety Directorate of IndiGo in

accordance
with
CAR
section
5,
series
F,
Part-1 and is issued with the approval of Director Air Safety, DGCA (HQ).
This manual is a policy manual and the following procedure manual also
forms part of this manual.
IndiGo Safety Management System (SMS) Manual.
IndiGo Emergency Response Manual
IndiGo Audit Manual
CHAPTER
1
INTRODUCTION
1.7.1 Records of Revisions / Amendments
Revision
Number
Revised Page
Number
Date
of Date of Revision
Revision
Entered
Entered
By
After completion of the revision / amendments, acknowledge of the same

in the above mentioned format along with 'Control Number' MUST be
sent by mail to fltsafe.hq@goindigo.in .
1.7.2 Temporary Revisions

If required temporary revision to the Flight Safety Manual resulting from
change in nature / Scope of Operation or regulation will be issued. The
same will be incorporated in the Flight Safety Manual during next revision
cycle.
1.8 Authority Responsible for the Issue and Revisions of

the Manual
The Chief of Flight Safety of IndiGo shall be responsible for the issue of
flight safety manual. Further he / she will also be responsible for the issue
of revisions and amendments to the manual on as required basis..
1.9 Annotation of Pages and Effective Dates

All pages of this manual shall contain header with IndiGo logo and the
words Flight Safety Manual Chapter number and chapter headings. All
pages will also carry footer with issue number, revision number, page
number and effective date.
Issue 2
Revision No. 3
1-4

Effective:
Immediate
An officer from the Flight Safety Department will be entrusted with the
duties of issuing the Revisions and maintaining proper records of
amendments and revisions in the flight safety manual. The format given
below should be regularly kept updated in the flight safety manual for
maintaining the records by each department and person(s) holding the
copy of the manual.
CHAPTER
1
INTRODUCTION
1.10
Table of Contents
This manual contains a table of contents indicating the chapter no., para
no., contents and page no for easy reference.
No.
Contents (Heading / Subheading)
Page No.
Chapter 1
Chapter 2
1.11
Type, Size and Structure of the Manual
The hard version of the Manual shall be of convenient size permitting easy
carriage. It will be ring-bound permitting convenient replacement of sheets
/ pages. The document may be supplied to flight crew, OCC, Flight
Dispatch, etc. in CD ROM and forms part of the e-manual. The contents
are suitably indexed for easy identification of various subjects dealt in the
manual.
1.12
Loss of Flight Safety Manual
Loss of a copy of the flight safety manual shall be reported to the Chief of
Flight Safety, through proper channel giving details of the circumstances
leading to such loss. Loss should be reported within 7 days of noticing the
same.
1.13
Dissemination
Information
of
Safety
Instructions
and
Dissemination of safety instruction and information will be through a

combination of hard copies and soft copies. The following modes will be
used for dissemination of the information.
1.13.1
IndiGo Safety Policy
IndiGo Safety Policy in accordance with national and international

requirements, and signed by the Accountable Executive of IndiGo. The
safety policy reflects IndiGos commitments regarding safety including a
Issue 2
Revision No. 3
1-5

Effective:
Immediate
Chapter
Para No.
CHAPTER
1
INTRODUCTION
1.13.2
IndiGo Flight Safety Manual
This manual is prepared with the objective of laying down the company
policy regarding accident prevention, flight safety promotion and safety
oversight activities in the Airline.
IndiGo Flight Safety Manual is available on IndiGo portal for reference.
1.13.3
IndiGo Flight Safety Circular
Instructions applicable to the operational, engineering or any other

personnel of IndiGo relating to safety, accident / incident prevention or
accident / incident investigation, will be issued as on requirement basis by
the Chief of Flight Safety. Such circulars will be forwarded online to all
concerned personnel for necessary compliance. The copy of the circulars
will also be available on IndiGo portal for reference.
1.13.4
Flight Safety Information Bulletin
Flight Safety Information extracted from various industry / state sources

and also through activities carried out as part of IndiGo accident / incident
prevention program will be circulated to all concerned from time to time.
Soft copies of such bulletins will be forwarded online to all applicable
personnel.
1.13.5
IndiGo Safety Journal
IndiGo safety journal INDSAFE containing articles and information useful

for the promotion of safety and accident / incident prevention will be
published online at regular intervals. The same will also be available on
IndiGo portal for reference.
Issue 2
Revision No. 3
1-6

Effective:
Immediate
clear statement about the provision of the necessary resources for the
implementation of the same. IndiGo Safety Policy is communicated, with
visible endorsement, throughout IndiGo. IndiGo Safety Policy is placed as
' IndiGo Safety Policy ' to this manual and also available on IndiGo portal
for reference.
CHAPTER
1
INTRODUCTION
1.13.6
IndiGo Safety Awareness Instructions
Safety Information and SARPs will be communicated as and when

required to all concerned. These instructions will be issued through flyers,
posters, screensavers, presentation etc.
Flight Safety Document Control Procedure
The primary purpose of document control is to ensure necessary,

accurate and up-to-date documents are available to those personnel
required to use them, to include, in the case of outsourced operational
functions, employees of external service providers. All manuals issued by
the flight safety department will have a control no. to ensure necessary,
accurate up-to-date information are available. For details on Flight Safety
Document Management Process refer chapter 5, para 5.2.17.
1.15
Abbreviations
AAI
AAL
ACAS
ACC
AFM
AFTN
AGL
AIC
AIP
ALAR
AMSS
AOG
AOP
APP
APU
Airports Authority of India

Above Aerodrome Level
Airborne Collision Avoidance System
Area Control Centre
Aircraft Flight Manual
Aeronautical Fixed Telecommunication Network
Above Ground Level
Aeronautical Information Circular
Approach and Landing Accident Reduction
Automatic Message Switching System
Aircraft on Ground
Air Operator Permit
Approach
Auxiliary Power Unit
Issue 2
Revision No. 3
1-7

Effective:
Immediate
1.14
CHAPTER
1
INTRODUCTION
Above Sea Level
Airport Surveillance Radar
Actual Time of Arrival
Actual Time of Departure
Air Traffic Control
Automatic Terminal Information Service
Action Taken Report
Air Traffic Services
Bureau of Civil Aviation Security
Bomb Search Procedures
Civil Aviation Department
Calibrated Air Speed
Clear Air Turbulence
Configuration Deviation List
Chief Executive Officer (IndiGo)
Controlled Flight into Terrain
Centre of Gravity
Chief Operating Officer
Crash Site Cell
Cockpit Voice Recorder
Decision Altitude
Director Air Safety
Director Airworthiness
Digital Flight Data Recorder
Director General of Civil Aviation
Decision Height
Issue 2
Revision No. 3
1-8

Effective:
Immediate
ASL
ASR
ATA
ATD
ATC
ATIS
ATR
ATS
BCAS
BSP
CAD
CAS
CAR
CAT
CDL
CEO
CFIT
CG
COO
CRM
CSC
CVR
DA
DAS
DAW
DFDR
DGCA
DH
CHAPTER
1
INTRODUCTION
Issue 2
Revision No. 3
1-9

Effective:
Immediate
DME
Distance Measuring Equipment
DISTREFA
Distress Phase
ECC
Emergency Control Centre
EGPWS Enhanced Ground Proximity Warning System
EGT
Exhaust Gas Temperature
ELT
Emergency Locator Transmitter
ETA
Estimated Time of Arrival
ETOPS Extended Range Twin Engine Operations
FCOM
FCTM
FDAU
Flight Data Acquisition Unit
FDTL
Flight Duty Time Limitation
FIC
Flight Information Centre
FMS
Flight Management System
FPM
Feet Per Minute
FOQA
Flight Operation Quality Assurance
FSF
Flight Safety Form
FSR
Flight Safety Report
FT
Feet
GMT
Greenwich Mean Time
GOM
Ground Operations Manual
GPWS Ground Proximity Warning System
GS
Glide Slope
HUD
Head Up Display
IATA
International Air Transport Association
ICAO
International Civil Aviation Organization
IFR
Instrument Flight Rules
IGIA
Indira Gandhi International Airport
CHAPTER
1
INTRODUCTION
Issue 2
Revision No. 3
1-10

Effective:
Immediate
ILS
Instrument Landing System
IMC
Instrument Meteorological Conditions
INCERFA Uncertainty Phase
IR
Instrument Rating
ISA
International Standard Atmosphere
IST
Indian Standard Time
ITT
Internal Turbine Temperature
KM
Kilo meter
LAS
Line assessment System
LOAS
Line Operations Assessment System
LOC
Localizer
LW
Landing Weight
MDA
Minimum Descent Altitude
MDH
Minimum Descent Height
MET
India Meteorological Department
MEL
METAR Meteorological Aviation Report
MLC
Movement Liaison Cell
MMEL
MMO
Mach Maximum Operation
MNPS
Minimum Navigation Performance Specification
MOE
Maintenance Organization Exposition
MOQA Maintenance Operations Quality Assurance
MSA
Minimum Safe Altitude
MTR
Meter
NM
Nautical Mile
NOTAM Notice to Airmen
OCC
Operation Control Centre
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Precision Approach Path Indicator
Passenger
Pilot Defect Report
Pilot Flying
Pilot-In-Command
Pilot Not Flying
Persons on Board
Quality Assurance Manager
Risk Awareness Tool Kit
Rescue Co-ordination Centre
Required Navigation Performance
Rate of Descent
Radio Telephony
Regulated Take off Weight
Runway Visual Range
Reduced Vertical Separation Minima
Search and Rescue
Standards and Recommended Practices (ICAO)
Standard Instrument Departure
Statute Mile
Solid State Cockpit Voice Recorder
Solid State Flight Data Recorder
Secondary Surveillance Radar
Standard Terminal Arrival Route
Traffic Alert Collision Avoidance System
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PAPI
PAR
PAX
PDR
PF
PIC
PNF
POB
QAM
QRH
RATK
RCC
RNP
ROD
RT (R/T)
RTOW
RVR
RVSM
SAR
SARPS
SID
SM
SOP
SSCVR
SSFDR
SSR
STAR
TCAS
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Touch Down
Take-Off
Total on Board
Take Off Weight
Technical Procedure Manual
Terminal One (at IGIA)
Terminal Two (-do-)
Aerodrome Control Tower
Visual Approach Slope Indicator
Visual Flight Rules
Visual Meteorological Condition
Maximum Operating Velocity
Very High Frequency Omni Directional Range
Vice President
1.16
Definitions and Glossary of Terms
ACAS (Airborne Collision Avoidance System):- ACAS is an electronic

system which provides information as an aid to 'see and avoid' actions but
does not include the capability for generating resolution advisories (RAs).
ACAS-I: An airborne system based on secondary surveillance radar
transponder signals which operate independently of ground based
equipment to provide advise to the pilot on potential conflicting aeroplane
that are equipped with secondary surveillance radar transponder.
ACAS II: An ACAS which provides vertical resolution advisories (RAs) in
addition to the traffic advisories. TCAS - II with change 7 is equivalent to
ACAS-II.
Accident :- (ICAO Annexure-13) An occurrence associated with the
operation of an aircraft which takes place between the time any person
boards the aircraft with the intention of flight until such time all such
persons have disembarked, in which.
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TD
TO
TOB
TOW
TPM
TR-I
TR-II
TWR
VASI
VFR
VMC
VMO
VOR
VP

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(a) a person is fatally or seriously injured as a result of:

being in the aircraft, or
direct contact with any part of the aircraft, including parts which have
direct exposure to jet blast.
Except when the injuries are from natural causes, self inflicted or inflicted
by other persons, or when the injuries are to stowaways hiding outside the
areas normally available to the passengers and crew; or
(b) the aircraft sustains damages or structural failure which:
adversely affects the structural strength, performance or flight
would normally require major repair or replacement of the affected
component.
Except for engine failure or damage, when the damage is limited to the
engine, its cowlings or accessories; or for damage limited to propellers,
wing tips, antennas, tires, brakes, fairings, small dents or puncture holes
in the aircraft skin; or
(c) the aircraft is missing or is completely inaccessible.
Accident Prevention :- The detection and elimination or avoidance of
hazards.
Aerodrome: Any definite or limited ground or water area intended to be
used, either wholly or in part, for the landing or departure of aircraft, and
includes all buildings, sheds, vessels, piers and other structures thereon
or appertaining thereto.
Aerodrome Reference Point: In relation to any aerodrome, means a
designated point established in the horizontal plane at or near the
geometric centre of that part of the aerodrome reserved for the departure
or landing of aircraft.
Air-prox: Air-prox is defined as a situation in which the Pilot considers his
aircraft may have been endangered as a result of the close and potentially

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dangerous proximity to another aircraft during flight to the extended that a

definite risk of collision existed.
Aerodrome Operating Minima: The limits of usability of an aerodrome
for:
take-off, expressed in terms of runway visual range and / or visibility
and, if necessary, cloud conditions;
landing in precision approach and landing operations, expressed in
terms of visibility and / or runway visual range and decision altitude /
height (DA/H) as appropriate to the category of the operation;
landing in approach and landing operations with vertical guidance,
expressed in terms of visibility and / or runway visual range and
decision altitude / height (DA/H); and
landing in non-precision approach and landing operations, expressed
in terms of visibility and / or runway visual range, minimum descent
altitude/height (MDA/H) and, if necessary, cloud conditions.
Aeroplane : A power-driven heavier-than-air aircraft, deriving its lift in
flight chiefly from aerodynamic reactions on surfaces which remain fixed
under given conditions of flight.
Aircraft: Any machine that can derive support in the atmosphere from the
reactions of the air other than the reactions of the air against the earth's
surface.
Aircraft Operating Manual: A manual, acceptable to the DGCA
containing normal, abnormal and emergency procedures, checklists,
limitations, performance information, details of the aircraft systems and
other material relevant to the operation of the aircraft.
Note: The aircraft operating manual is part of the operation manual.
Air Operator Permit / Certificate / Certificate (AOC): A Permit /
Certificate / Certificate authorizing an operator to carry out specified
commercial air transport operations.
Alternate Aerodrome: An aerodrome to which an aircraft may proceed
when it becomes either impossible or inadvisable to proceed to or to land

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at the aerodrome of intended landing. Alternate aerodromes include the

following:
Take-off Alternate: An alternate aerodrome at which an aircraft can land
should this become necessary shortly after take-off and it is not possible
to use the aerodrome of departure.
En-route Alternate: An alternate aerodrome at which an aircraft would
be able to land after experiencing an abnormal or emergency condition
while enroute.
Destination alternate: An alternate aerodrome to which an aircraft may
proceed should it become either impossible or inadvisable to land at the
aerodrome of intended landing.
Note: The aerodrome from which a flight departs may also be an en-route
or a destination alternate aerodrome for that flight.
Altimetry System Error (ASE): The difference between the altitude
indicated by the altimeter display, assuming a correct altimeter barometric
setting, and the pressure altitude corresponding to the undisturbed
ambient pressure.
Approach and landing operations using instrument approach
procedures: Instrument approach and landing operations are classified
as follows.
Non-precision Approach and Landing Operations: An instrument
approach and landing which utilizes lateral guidance but does not utilize
vertical guidance.
Approach and Landing Operations with Vertical Guidance: An
instrument approach and landing which utilizes lateral and vertical
guidance but does not meet the requirements established for precision
approach and landing operations.
Precision Approach and Landing Operations: An instrument approach
and landing using precision lateral and vertical guidance with minima as
determined by the category of operation.

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Note. Lateral and vertical guidance refers to the guidance provided

either by:
a) a ground-based navigation aid; or
b) computer generated navigation data.
Categories of precision approach and landing operations:
Category I (CAT I) operation. A precision instrument approach and
landing with a decision height not lower than 60 m (200 ft) and with either
a visibility not less than 800m or a runway visual range not less than 550
m.
Category II (CAT II) operation. A precision instrument approach and
landing with a decision height lower than 60 m (200 ft), but not lower than
30 m (100 ft), and a runway visual range not less than 350 m.
Category IIIA (CAT IIIA) operation. A precision instrument approach and
landing with:
a) a decision height lower than 30 m (100 ft) or no decision height; and
b) a runway visual range not less than 200 m.
Category IIIB (CAT IIIB) operation. A precision instrument approach and
landing with:
a) a decision height lower than 15 m (50 ft) or no decision height; and
b) a runway visual range less than 200 m but not less than 50 m.
Category IIIC (CAT IIIC) operation: - A precision instrument approach and
landing with no decision height and no runway visual range limitations.
Note. Where decision height (DH) and runway visual range (RVR) fall
into different categories of operation, the instrument approach and landing
operation would be conducted in accordance with the requirements of the
most demanding category (e.g. an operation with a DH in the range of
CAT IIIA but with an RVR in the range of CAT IIIB would be considered a
CAT IIIB operation or an operation with a DH in the range of CAT II but
with an RVR in the range of CAT I would be considered a CAT II
operation).

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Cabin Crew Member: A crew member who performs, in the interest of

safety of passengers, duties assigned by the operator or the Pilot-InCommand of the aircraft, but who shall not act as a flight crew member.
Cockpit Voice Recorder: Is equipment installed in the aircraft for the
purpose of recording the oral environment on the flight deck during flight
time for the purpose of accident / incident prevention and investigation?
Commercial Air Transport Operation: An aircraft operation involving the
transport of passengers, cargo or mail for remuneration or hire.
Configuration Deviation List (CDL): A list established by the
organization responsible for the type design with the approval of the State
of Design which identifies any external parts of an aircraft type which may
be missing at the commencement of a flight, and which contains, where
necessary, any information on associated operating limitations and
performance correction.
Crew Member: A person assigned by an operator to be on duty in an
aircraft during a flight duty period.
Cruise Relief Pilot: A flight crew member who is assigned to perform pilot
tasks during cruise flight, to allow the Pilot-In-Command or a co-pilot to
obtain planned rest.
Cruising level: A level maintained during a significant portion of a flight.
Dangerous Goods: Articles or substances which are capable of posing a
risk to health, safety, property or the environment and which are shown in
the list of dangerous goods in the Technical Instructions or which are
classified according to those Instructions. Note. Dangerous goods are
classified in Aircraft (Carriage of Dangerous Goods) Rules, 2003.
Decision Altitude / Height (DA/H): A specified altitude or height in the
precision approach or approach with vertical guidance at which a missed
approach must be initiated if the required visual reference to continue the
approach has not been established.
Note 1 - Decision altitude (DA) is referenced to mean sea level (MSL) and
decision height (DH) is referenced to the threshold elevation.

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Note 2 - The required visual reference means that section of the visual
aids or of the approach area which should have been in view for sufficient
time for the pilot to have made an assessment of the aircraft position and
rate of change of position, in relation to the desired flight path. In Category
III operations with a decision height the required visual reference is that
specified for the particular procedure and operation.
Note 3 - For convenience where both expressions are used they may be
written in the form decision altitude / height and abbreviated DA/H.
Emergency Locator Transmitter (ELT): A generic term describing
equipment which broadcast distinctive signals on designated frequencies
and, depending on application, may be automatically activated by impact
or be manually activated. An ELT may be any of the following:
Automatic fixed ELT (ELT (AF)): An automatically activated ELT which
is permanently attached to an aircraft.
Automatic portable ELT (ELT (AP)): An automatically activated ELT
which is rigidly attached to an aircraft but readily removable from the
aircraft.
Automatic deployable ELT (ELT (AD)): An ELT which is rigidly attached
to an aircraft and which is automatically deployed and activated by impact,
and, in some cases, also by hydrostatic sensors. Manual deployment is
also provided.
Survival ELT (ELT(S)): An ELT which is removable from an aircraft,
stowed so as to facilitate its ready use in an emergency, and manually
activated by survivors.
Extended Range Operations with Twin Engined Aero plane (ETOPS):
Any flight by aero plane with two turbine power engines where from any
point on the route the flight time at the one engine inoperative cruise
speed to an adequate aerodrome is greater than the threshold time.
Incident: (ICAO Annexure-13) An occurrence, other then an accident
associated with the operation of an aircraft which affects or could affect
the safety of operation.

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Inquiry: Inquiry is a process to determine the facts, conditions and

circumstances pertaining to the accident / incident with a view to
establishing the probable cause thereof, so that appropriate steps may be
taken to prevent a recurrence of the accident / incident and the factors
that led to it.
Investigation: It is a process conducted for the purpose of accident /
incident prevention. It includes the gathering and analysis of information,
the drawing of conclusions, including the determination of cause(s) and,
when appropriate, the making of Flight Safety recommendations
Flight Crew Member: A licensed crew member charged with duties
essential to the operation of an aircraft during a flight duty period.
Flight Data Analysis: A process of analyzing recorded flight data in order
to improve the safety of flight operations.
Flight Duty Period: The total time from the moment a flight crew member
commences duty, immediately subsequent to a rest period and prior to
making a flight or a series of flights, to the moment the flight crew member
is relieved of all duties having completed such flight or series of flights.
Flight Manual: A manual, associated with the certificate of airworthiness,
containing limitations within which the aircraft is to be considered
airworthy, and instructions and information necessary to the flight crew
members for the safe operation of the aircraft.
Flight Plan: Specified information provided to air traffic services units
relative to an intended flight or portions of a flight of an aircraft.
Flight Recorder: Any type of recorder installed in the aircraft for the
purpose of complimenting accident / incident investigation.
Flight Safety Documents System: A set of inter-related documentation
established by the operator, compiling and organizing information
necessary for flight and ground operations, and comprising, as a
minimum, the operations manual and the operators maintenance control
manual.

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Flight Time: Flight time means the total time from the moment aircraft first
moves under its own power for the purpose of taking off and until the
moment it comes to rest at the end of the flight.
Note. Flight time as here defined is synonymous with the term block to
block time or chock to chock time in general usage which is measured
from the time an aero plane first moves for the purpose of taking off until it
finally stops at the end of the flight
Ground Handling: Services necessary for an aircrafts arrival at, and
departure from, an airport, other than air traffic services.
Ground Proximity Warning System (GPWS):- Equipment installed in an
aero plane for the purpose of providing automatically a timely and
distinctive warning to the flight crew when the aero plane is in potentially
hazardous proximity to the earth's surface.
Human Factors Principles: Principles which apply to aeronautical
design, certification, training, operations, and maintenance and which
seek safe interface between the human and other system components by
proper considerations to human performance.
Human Performance: Human capabilities and limitations which have an
impact on the safety and efficiency of aeronautical operations.
Hazard (ICAO Doc-9859): A hazard is defined as a condition or an object
with the potential to cause injuries to personnel, damage to equipment or
structures, loss of material, or reduction of ability to perform a prescribed
function.
Instrument Meteorological Conditions (IMC): Meteorological conditions
expressed in terms of visibility, distance from cloud, and ceiling (CAR
Section 4, Series E Part I) less than the minima specified for visual
meteorological conditions.
Note. The specified minima for visual meteorological conditions are
contained in CAR Section 4, Series E Part I.
Large Aeroplane: An aeroplane of a maximum certificated take-off mass
of over 5700kg.

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Maintenance: The performance of tasks required to ensure the continuing

airworthiness of an aircraft, including any one or combination of overhaul,
inspection, replacement, defect rectification, and the embodiment of a
modification or repair.
Maintenance Organizations Procedures Manual:- A document
endorsed by the head of the maintenance organization which details the
maintenance organizations structure and management responsibilities,
scope of work, description of facilities, maintenance procedures and
quality assurance or inspection systems.
Maintenance Program: A document which describes the specific
scheduled maintenance tasks and their frequency of completion and
related procedures, such as a reliability program, necessary for the safe
operation of those aircraft to which it applies.
Maintenance Release: A document which contains a certification
confirming that the maintenance work to which it relates has been
completed in a satisfactory manner, either in accordance with the
approved data and the procedures described in the maintenance
organizations procedures manual or under an equivalent system.
Master Minimum Equipment List (MMEL): A list established for a
particular aircraft type by the organization responsible for the type design
with the approval of the State of Design containing items, one or more of
which is permitted to be unserviceable at the commencement of a flight.
The MMEL may be associated with special operating conditions,
limitations or procedures.
Maximum mass: Maximum certificated take-off mass.
Minimum Descent Altitude (MDA) or Minimum Descent Height (MDH):
A specified altitude or height in a non precision approach or circling
approach below which descent must not be made without the required
visual reference.
Note 1 Minimum descent altitude (MDA) is referenced to mean sea level
and minimum descent height (MDH) is referenced to the aerodrome
elevation or to the threshold elevation if that is more than 2 m (7 ft) below

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the aerodrome elevation. A minimum descent height for a circling

approach is referenced to the aerodrome elevation.
Note 2 The required visual reference means that section of the visual
aids or of the approach area which should have been in view for sufficient
time for the pilot to have made an assessment of the aircraft position and
rate of change of position, in relation to the desired flight path. In the case
of a circling approach the required visual reference is the runway
environment.
Note 3 For convenience when both expressions are used they may be
written in the form minimum descent altitude / height and abbreviated
MDA/H
Minimum Equipment List (MEL): A list which provides for the operation
of aircraft, subject to specified conditions, with particular equipment
inoperative, prepared by an operator in conformity with, or more restrictive
than, the MMEL established for the aircraft type.
Night: The hours between the end of evening civil twilight and the
beginning of morning civil twilight or such other period between sunset
and sunrise as may be prescribed by the appropriate authority.
Note - Civil twilight ends in the evening when the centre of the sun's disc
is 6 degrees below the horizon and begins in the morning when the centre
of the sun's disc is 6 degrees below the horizon.
Obstacle Clearance Altitude (OCA) or Obstacle Clearance Height
(OCH): The lowest altitude or the lowest height above the elevation of the
relevant runway threshold or the aerodrome elevation as applicable used
in establishing compliance with appropriate obstacle clearance criteria.
Note 1 Obstacle clearance altitude is referenced to mean sea level and
obstacle clearance height is referenced to the threshold elevation or in the
case of non-precision approaches to the aerodrome elevation or the
threshold elevation if that is more than 2 m (7 ft) below the aerodrome
elevation. An obstacle clearance height for a circling approach is
referenced to the aerodrome elevation.

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Note 2 For convenience when both expressions are used they may be
written in the form obstacle clearance altitude / height and abbreviated
OCA/H.
Operational Control: The exercise of authority over the initiation,
continuation, diversion or termination of a flight in the interest of the safety
of the aircraft and the regularity and efficiency of the flight.
Operational Flight Plan: The operators plan for the safe conduct of the
flight based on considerations of aero plane performance, other operating
limitations and relevant expected conditions on the route to be followed
and at the aerodromes concerned.
Operations Manual: A manual containing procedures, instructions and
guidance for use by operational personnel in the execution of their duties.
Operator: - A person, organization or enterprise engaged in or offering to
engage in an aircraft operation.
Operators Maintenance Control Manual: A document which describes
the operators procedures necessary to ensure that all scheduled and
unscheduled maintenance is performed on the operators aircraft on time
and in a controlled and satisfactory manner.
Pilot-In-Command: The pilot designated by the operator, or in the case of
general aviation, the owner, as being in command and charged with the
safe conduct of a flight.
Pressure-Altitude: An atmospheric pressure expressed in terms of
altitude which corresponds to that pressure in the Standard Atmosphere.
Psychoactive Substances: Alcohol, opioids, canabinoids, sedatives and
hypnotics, cocaine, other psycostimulants, hallucinogens, and volatile
solvents, whereas coffee and tobacco are excluded.
Repair: The restoration of an aeronautical product to an airworthy
condition to ensure that the aircraft continues to comply with the design
aspects of the appropriate airworthiness requirements used for the
issuance of the type certificate for the respective aircraft type, after it has
been damaged or subjected to wear.

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Required Navigation Performance (RNP): A statement of the navigation

performance necessary for operation within a defined airspace.
Note Navigation performance and requirements are defined for a
particular RNP type and / or application
Rest Period: Any period of time on the ground during which a flight crew
member is relieved of all duties by the operator.
RNP Type: A containment value expressed as a distance in nautical miles
from the intended position within which flights would be for at least 95 per
cent of the total flying time.
Example RNP 4 represents a navigation accuracy of plus or minus 7.4
km (4 NM) on a 95 per cent containment basis.
Runway Visual Range (RVR): The range over which the pilot of an
aircraft on the centre line of a runway can see the runway surface
markings or the lights delineating the runway or identifying its centre line.
Resolution Advisory (RA): An indication given to the flight crew
recommending:
a) A maneuver intended to provide separation from all threats; or
b) A maneuver restriction intended to maintain existing separation
RISK (ICAO Doc-9859): Safety risk is defined as the assessment,
expressed in terms of predicted probability and severity, of the
consequences of a hazard, taking as reference the worst foreseeable
situation.
Rescue: An operation to retrieve persons in distress, provide for their
initial medical or other needs, and deliver them to a place of safety.
Search: - An operation normally coordinated by a rescue co-ordination
centre or rescue sub-centre using available personal and facilities to
locate persons in distress.
Secondary Surveillance Radar (SSR): A surveillance radar system
which uses transmitter / receivers (interrogators and transponders).

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Serious Incident (Aircraft (investigation of Accidents and Incidents)

Rules, 2012): Means an incident involving circumstances indicating that
there was a high probabilityof an accident and associated with the
operation of an aircraft which - :
i) In the case of a manned aircraft, takes place between the time any
person boards the aircraft with the intention of flight until such time as
all such persons have disembarked, or
ii) In the case of an unmanned aircraft, takes place between the time the
aircraft is ready to move with the purpose of flight until such time as it
comes to rest at the end of the flight and the primary propulsion system
is shut down.
Security (from CAR): In the context of this document the word the
security is used in the sense of prevention of illicit at against Civil
Aviation.
Small Aero plane: An aero plane of a maximum certificated take-off
mass of 5700 kg or less.
State of Registry: The State on whose register the aircraft is entered.
Note In the case of the registration of aircraft of an international
operating agency on other than a national basis, the States constituting
the agency are jointly and severally bound to assume the obligations
which, under the Chicago Convention, attach to a State of Registry. See,
in this regard, the Council Resolution of 14 December 1967 on Nationality
and Registration of Aircraft Operated by International Operating Agencies
which can be found in Policy and Guidance Material on the Economic
Regulation of International Air Transport (ICAO Doc 9587).
State of the Operator: The State in which the operators principal place
of business is located or, if there is no such place of business, the
operators permanent residence.
Synthetic Flight Trainer: Any one of the following three types of
apparatus in which flight conditions are simulated on the ground: A flight
simulator, which provides an accurate representation of the flight deck of a

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particular aircraft type to the extent that the mechanical, electrical,

electronic, etc. aircraft systems control functions, the normal environment
of flight crew members, and the performance and flight characteristics of
that type of aircraft are realistically simulated; A flight procedures trainer,
which provides a realistic flight deck environment, and which simulates
instrument responses, simple control functions of mechanical, electrical,
electronic, etc. aircraft systems, and the performance and flight
characteristics of aircraft of a particular class; A basic instrument flight
trainer, which is equipped with appropriate instruments, and which
simulates the flight deck environment of an aircraft in flight in instrument
flight conditions.
Traffic Advisory (TA): An indication given to the flight crew that it is
certain that there is a potential threat.
Target Level of Safety (TLS): A generic term representing the level of
risk which is considered acceptable in particular circumstances.
Total Vertical Error (TVE): The vertical geometric difference between the
actual pressure altitudes flown by an aircraft and its assigned pressure
altitude (flight level).
Visual Meteorological Conditions (VMC): Meteorological conditions
expressed in terms of visibility, distance from cloud, and ceiling, equal to
or better than specified minima.

MANAGEMENT & ORGANIZATION STRUCTURE OF
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2 MANAGEMENT and ORGANIZATION STRUCTURE

OF FLIGHT SAFETY DEPARTMENT
2.1 Aim and Objectives of Flight Safety
Further the Flight Safety Department of the IndiGo under the accident
prevention program conducts regular Safety Audit and frequent Safety
Inspections of the various activities of the airline. This includes but not
limited to Operation, Maintenance, Loading, Unloading, Ground-Handling
and other related activities in the airline.
Officials from the flight safety directorate of IndiGo monitor CVR and
DFDR data and analyze the same. These data is also stored and used to
identify habitual or inadvertent deviations from the Standard Operating
Procedures by the crew and to initiate appropriate corrective measures
before those develop into undesirable and unsafe "habit patterns".
It will be a constant endeavor of all IndiGo personnel to identify potential
hazards including those relating to other agencies and service providers
at the aerodromes. IndiGo has an active risk management process
wherein the identification, analysis and mitigation of risk associated with
the hazards identified are managed. IndiGo also maintain an open
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The main objective of IndiGo Flight Safety is accident prevention through

implementation of safety oversight programme and a functional SMS. To
achieve this, various programs aimed at identifying unsafe and nonstandard procedures and practices and their timely removal is
established. For the effective implementation of this program IndiGo has
introduced Safety Reporting as the primary tool in the organization.
Safety reporting consists of Voluntary Reporting, Hazard Reporting and
the mandatory reporting. Safety Awareness also form part of IndiGo
accident prevention efforts where in employees are updated about
various safety issues through workshops, seminars, bulletins, journal,
instructions etc.

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2
attitude towards suggestions / criticism from other aviation agencies and

personal for the promotion of the incident / accidents prevention program.
2.1.1 Scope of Activity

The scope of the flight safety efforts in the IndiGo will cover all aspects
relating to the safety of, passengers, employees or the general public
who for the time being associated with the company's airline activity.
Further it will also envelop responsibilities imposed on the Airline by
national and local laws relating to Flight Safety including those pertaining
to the environment aspects.
2.1.2 Responsibilities
Manage IndiGo accident / incident prevention, Safety Oversight and SMS
program. Initiate and continue loss prevention programs through hazard
detection and mitigation process. Review all major accidents and
selected High Potential Occurrences in other airlines in the country and
other countries and utilize the appropriate data for the accident
prevention efforts in the organization. Review adequacy of Safety
Management System and make recommendations for changes.
2.2 Organization Structure Flight Safety Department.

In order to effectively discharge these responsibilities the management of
IndiGo has established a Flight Safety Department with the Chief of Flight
Safety directly reporting to the President / Chief Executive Officer.
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IndiGo Flight Safety Review Committee is also constituted to regularly

review the safety status and related activities in the Airline. The
committee Chaired by the President / Chief Executive Officer / Chief of
Flight Safety, will meet as on required basis. However, such meetings
shall be held at least once every six months.

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PRESIDENT
Safety Pilot
Permanent
Investigation
Board (PIB)
Dy. Chief of
Flight Safety
Chief Medical
Officer
Dy GM
Audits / Admin
Dy GM
FDM
Manager
Investigation
AM
AM
Exec
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Chief of Flight
Safety

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2.3 Composition of Flight Safety Department
2.4 Qualification and Training requirements of Flight

Safety Personnel
2.4.1 Chief of Flight Safety
The Chief of Flight Safety shall be appropriately qualified with necessary
experience and should meet the requirements as specified in the CAR
Section 5 Series F Part I.
The minimum attributes and qualifications required for a Chief of Flight
Safety are:
A broad aviation / technical education.
A sound knowledge of commercial operations, in particular flight
operations procedures and activities.
Sound Knowledge of Safety Management principles and practices.
Experience as a flight crew member preferably on type of aircrafts
operated by the company or Aviation Engineer.
Issue 2
Revision No. 3
2-4

Effective:
Immediate
IndiGo shall have dedicated Flight Safety Department in accordance with

CAR Section-5 Series-F, Part-1. The Flight Safety Department shall have
adequate number of competent personnel for implementation of the flight
safety awareness and accident / incident prevention program appropriate
to the size and scope of operations. The Flight Safety Department shall
continue to maintain the approval from the DGCA.
IndiGo Flight Safety Department will have the following positions manned
by suitable personnel.
Chief of Flight Safety
Deputy Chief of Flight Safety
Safety Pilot
Chief Medical Officer
General Manager / Dy General Manager
Manager Flight Safety / Assistant Manager
Executive Flight Safety

CHAPTER
2
2.4.2 Deputy Chief of Flight Safety

When the Chief of Flight Safety is from operation background the deputy
chief as required the above stated CAR shall be from Aviation
Engineering background and with appropriate qualification and
experience to effectively discharge the duties and functions of the
position.
2.4.3 Other Safety Officers

All officers joining Flight Safety Department would be imparted extensive
on the job training in order to make them aware of the flight safety policy,
objectives and procedures, to equip them to perform their duties in
effective and efficient manner. The records of such training and test
conducted to the newly joined safety personnel shall be retained till the
next DGCA Audit.
All personal from Flight Safety Department who may be required to carry
out Incident Investigation, as far as possible be subjected to basic
technical / performance training on the type of aircraft operated in the
airline. However personal who are otherwise highly qualified and
experienced in incident / accident investigation may head the incident
investigation team provided Members jointly meet the performance and
engineering training requirement stated above.
Issue 2
Revision No. 3
2-5

Effective:
Immediate
Experience in aircraft accident / incident investigation, safety audits

and accident prevention work of minimum ten years.
The ability for clear expression in writing.
Good presentation and interpersonal skills.
Computer literacy.
The ability to communicate at all levels, both inside and outside the
Company.
Organizational ability.
To be capable of working alone (at times under pressure).
Good analytical skills.
To exhibit leadership and an authoritative approach.

CHAPTER
2
2.4.4 Continued Skill Enhancement

Officers of Flight Safety Department would be nominated to attend
various specialized training programmes and seminars conducted by
professional agencies from time to time in order to update their
knowledge and skill.
2.5.1 Chief of Flight Safety

The Chief of Flight Safety / Accident prevention Advisor shall be a DGCA
approved person who should be of Indian nationality. The incumbent
should have either been a flight crew member or aviation engineer and
should have extensive knowledge and experience in Civil Aviation.
Chief of Flight Safety is responsible for keeping the top management of
IndiGo informed of the safety status of the entire airline operation. The
Chief of Flight Safety shall hold independent, full time position. The
incumbent shall report directly to the top management to ensure
effectiveness of the flight safety organization and to accord high priority to
safety.
The Chief of Flight Safety will be reporting to the President / Chief
Executive Officer. In Addition the incumbent will carry out the following
duties and functions in IndiGo.
Developing Flight Safety Manual that describes the airline's safety
policy and procedures.
Review and amend the Flight Safety Manual periodically so that its
contents are in compliance with the current requirements / changes
of the DGCA.
Ensure that all employees are familiarized with the Safety Manual
and comply with the contents of the same.
Establish a reporting system which provides for a timely and free
flow of safety-related information.
Ensure that the air safety occurrence reporting database is
maintained.
Issue 2
Revision No. 3
2-6

Effective:
Immediate
2.5 Duties and Responsibilities

CHAPTER
2
Issue 2
Revision No. 3
2-7

Effective:
Immediate
Ensure monitoring of timely corrective actions and flight safety

trends.
Ensure compliance with DGCA Mandatory Occurrence Reporting
requirements.
Soliciting and processing safety improvement suggestions.
Developing and maintaining a safety awareness program.
Oversee the effective implementation and application of Safety
Management System in various departments of IndiGo.
Liaising with the heads of all departments company-wide on flight
safety matters.
Acting as Chairman of the Company Flight Safety Committee and
convening the same as required.
Convening Pilot Engineer coordination meetings.
Disseminating flight safety-related information company-wide.
Associate with courts of inquiry, committees of inquiry and inspector
of accidents / investigation in respect of notifiable accidents as and
when required.
Ensure timely compliance by all departments of the airline on the
recommendations contained in PIB / Court of inquiry / Committee of
inquiry / Inspector of Accident reports.
Maintaining an open liaison with manufacturers' customer flight
safety departments, government regulatory bodies and other flight
safety organizations world-wide.
Assisting with the investigation of accidents; and conducting and
coordinating investigations into incidents.
Maintaining familiarity with all aspects of the Company's activities
and its personnel.
Order PIB as and when required.
Reviewing and evaluating adequacy of the emergency response
plan.
Planning and controlling the Flight Safety budget.
Managing or have oversight of the Flight Data Analysis / Flight Data
Monitoring Program.
Publishing the periodic Company flight safety magazine / journal.

CHAPTER
2
2.5.2 Deputy Chief of Flight Safety

Deputy Chief of Flight Safety will report to the Chief of Flight Safety and
will discharge the following functions:
Coordinate and conduct incident investigation as required by Chief
of Flight Safety.
Provide all technical and engineering support to the Flight Safety
Department.
Monitor the quality of maintenance activities in terms of safety and
efficiency.
Check and confirm the timely implementation of mandatory
modifications (MODS), Notices, etc.
Function as a member of the safety audit team whenever detailed.
Conduct random inspection of out station maintenance facilities.
Conduct random checks of fuel samples and confirm quality of fuel
supplied to the airline by the oil companies.
Oversee the effective implementation and effective application of
Safety Management System in maintenance and engineering
department.
Whenever required to attend meetings on repetitive snag /
modifications committees.
Issue 2
Revision No. 3
2-8

Effective:
Immediate
Organize training of flight safety officers and staff of the airline.

To carry out special investigation as required by the CEO /
President.
Partake in national and international aviation safety related seminars
and workshops and conferences.
Organize the conduct of internal safety audit of the Airline.
Facilitate the conduct of DGCA safety audit of IndiGo as and when
scheduled.
Organize the conduct of flight safety seminars and workshops to
promote safety awareness.
Conduct random in-flight surveillance check of flight crew and cabin
crew.
Participation in corporate strategic planning.

CHAPTER
2
2.5.3
Dy General Manager Flight Safety (Audits and
Admin)
Dy General Manager Flight Safety (Audits and Admin) should be a Pilot
holding or having held ALTP or an engineer with adequate experience in
Air Safety related work with an airline or similar organization. The
Experience required in aviation safety in all cases will not be less than 5
years.
Dy General Manager Flight Safety will be responsible to the Chief / Dy
Chief of Flight Safety, for the following:
Ensure adherence to and preparation of yearly Audit Plan.
Ensure all Audits, Inspections, Surveillance etc are conducted as
per plan.
Function as a member of the safety audit team.
Ensure Internal Audit Report is timely forwarded to DGCA.
Arranging for Flight Safety Committee / Pilot- Engineer meetings
and maintain the records of such meetings.
Ensure timely compliance by all departments on the findings /
recommendations contained in Audits, Inspections, Surveillance etc.
Conduct Pre-Launch Station Inspection.
Liaise with external agencies with respect to audits.
Maintain liaison with regulatory and other agencies to build proactive
inter organizational relation.
Management System.
Issue 2
Revision No. 3
2-9

Effective:
Immediate
Ensure the upkeep of data on in-flight engine shutdowns, major

causes of tyre failure and bird strikes, etc.
In absence of Chief of Flight Safety Order PIB as and when
required.
Function as a member of Permanent Investigation Board as and
when detailed.
In absence of Chief of Flight Safety perform his duties.
Any other duties assigned from time to time by the Chief of Flight
Safety.

CHAPTER
2
Ensure timely notification of reportable occurrences to DGCA / AAIB

/ AAI etc.
Any other duties assigned from time to time by the Chief / Dy Chief
of Flight Safety
2.5.4
Dy General Manager Flight Safety (FDM)
Issue 2
Revision No. 3
2-10

Effective:
Immediate
Dy. General Manager Flight Safety should be a graduate in Engineering /

Diploma in Aviation Engineering or a Pilot having held ALTP / CPL with at
least 5 years previous experience in Air Safety with an airline or similar
organization.
Dy. General Manager Flight Safety will be responsible to the Chief / Dy
Chief of Flight Safety, for the following:
Arrange extract of CVR / DFDR in coordination with the engineering
department for the purpose of incident investigation.
Ensure Flight data monitoring for determining exceedance.
Preparation of exceedance report.
Maintaining a data storage library of the collected data for future
analysis.
Management System.
Forward recovered data to the DGCA for the purpose of enquiry as
and when required.
Co-ordinate with other departments on matters relating to CVR /
DFDR data collections.
Provide data for the conduct of incident investigation or as and when
required.
Liaise with manufacturers and operation department for the
development and use of electronic data.
Ensure storage of data as per regulatory requirements.
Propose acquisition of new hardware / software to meet the
technical changes.
Any other duties assigned by Chief / Dy Chief of Flight Safety.

2.5.5
CHAPTER
2
Manager Flight Safety (Incident Investigation)
2.5.6
Assistant Manager Flight Safety (Audits and Admin)
Assistant Manager Flight Safety (Audits and Admin) should have a

University Degree in Science / Maths or Diploma in engineering.
Assistant Manager Flight Safety will report to the Dy GM Flight Safety
(Audits and Admin) and will be responsible for:
Issue 2
Revision No. 3
2-11

Effective:
Immediate
Manager Flight Safety (Incident Investigation) should be a Pilot holding or

having held ALTP or an engineer with adequate experience of least 5
years. Manager Flight Safety (Incident Investigation) will report to the Dy
Chief / Chief of Flight Safety on matters relating to incident Investigation
activities.
Manager Flight Safety (Incident Investigation) will:
Maintain liaison with regulatory and other agencies to build proactive
inter organizational relation.
Conduct and co-ordinate PIBs as and when required.
Ensure preparation of PIB reports.
Ensure submission of PIB reports to DGCA in coordination with
Chief of Flight Safety.
Ensure timely compliance by all departments on the findings /
recommendations by PIB.
Ensure timely notification of reportable occurences to DGCA / AAIB
/ AAI etc.
Conduct Investigation of ground incident (except those related to
aircraft).
Preparation of Ground Incident (except those related to aircraft)
Investigation reports and their submission to Chief of Flight Safety.
Maintain statistics for inflight engine shutdown, ATC Incidents, bird
strikes etc and forward returns to DGCA as and when required
Preparation of CVR transcript of incident cases or as and when
required.
Any other duties assigned from time to time by the Chief / Dy Chief
of Flight Safety.

CHAPTER
2
2.5.7
Assistant Manager Flight Safety (FDM)
Assistant Manager Flight Safety (FDM) should a Pilot holding or having

held ALTP or an engineer.
Assistant Manager Flight Safety will report to the Dy GM Flight Safety
(FDM) and will be responsible for:
Prepare CVR and FDR readout reports for DGCA at the time of
aircraft Induction.
Arranging the retrieval of the SSFDR / DFDR data for incident
investigation.
Prepare FDR Test Report as and when required.
Assist in the preparation of Exceedence Report.
Maintain records and follow up on Voluntary and Hazard Reports.
Prepare and issue Flight Safety Circular as and when required.
Issue 2
Revision No. 3
2-12

Effective:
Immediate
Preparation of yearly Audit Plan.

Preparation of Audit / Surveillance reports.
Follow up on audits, inspections, surveillance reports by external
agencies.
Follow up from all departments for timely compliance on the findings
/ recommendations contained in Audits, Inspections, Surveillance
etc.
Maintain records of all audits, inspections, surveillance etc. carried
out.
Conduct Ramp / Apron, load and trim, preflight medical, cargo,
FDTL of flight and cabin crew, cabin surveillance / Inspections /
Audits etc.
Function as a member of the safety audit team whenever detailed
Carry out pre-launch station inspection whenever detailed.
Maintain records for Flight Safety Committee / Pilot- Engineer
meetings etc.
Timely notification of all notifiable incidents to DGCA/AAIB/AAI etc.
Assist in preparation of Safety Circulars / Journal / Bulletien and
,maintain records for the same.
Any other duties assigned from time to time by the Chief / Dy Chief /
DGM Flight Safety.

CHAPTER
2
2.5.8
Executive Flight Safety (Audit and Admin)
Executive Flight Safety (Audits and Admin) should have a University

Degree in Science / Math or Diploma in engineering with not less than
two years relevant experience.
Executive Flight Safety (Audits and Admin) will report to Asst. Manager
Flight Safety (Audits and Admin) will be responsible for:
Assist in preparation of yearly Audit Plan.
Assist in preparation of Audits.
Maintain records of all audits, inspections, surveillance etc. carried
out
Maintain records for Flight Safety Committee / Pilot- Engineer
meetings etc.
Timely notification of all notifiable incidents to DGCA/AAIB/AAI etc.
Assist in preparation of Safety Circulars / Journal / Bulletien and
,maintain records for the same.
Function as a member of the safety audit team whenever detailed
Any other duties assigned from time to time by the Chief / Asst.
Manager Flight Safety (Audit and Admin).
2.5.9
Executive Flight Safety (Incident Investigation)
Executive Flight Safety (Incident Investigation) should be a Pilot holding

or having held ALTP or an engineer with experience of least two years.
Issue 2
Revision No. 3
2-13

Effective:
Immediate
The proper storage of all CVR / DFDR data for the Flight Safety
Department.
Maintain records and issue revisions to Flight Safety Manual as and
when required.
Maintain records and issue revisions to SMS Manual as and when
required.
Maintain and update the Flight Safety Documentation System.
Conduct Load and Trim checks as and when required.
Any other duties assigned from time to time by the Chief / Dy Chief /
DGM Flight Safety.

CHAPTER
2
2.5.10
Safety Pilot
Safety Pilot should preferably be a Senior Commander with at least a

Check pilot approval on A320 series aircraft. Pilots those who held
Examiner / Instructor approval on other type of Aircraft and presently
flying as PIC on the type operated by IndiGo.
Safety Pilot will report to the Chief of Flight Safety on matters relating
safety however for flying duties, the incumbent will be reporting to the VP
Flight Operations.
Advise the flight safety department on all Flight Operational aspects.
Conduct safety audit of the ops department whenever detailed as
internal safety audit team member.
Undertake random checks of CVR Readouts for detecting deviations
from standard operating procedures.
Assist FDR data analysis.
Carryout analysis of DFDR Data of flights on the basis of "voluntary
reporting" and advice Chief of Flight Safety for counseling of the
crew as and when required.
Conduct in-flight checks to ascertain 'on the job performance' of
flight crew.
Issue 2
Revision No. 3
2-14

Effective:
Immediate
Executive Flight Safety (Incident Investigation) will report to the Manager

Flight Safety (Incident Investigation) and he will be responsible for:
Timely notification of reportable occurrences to DGCA / AAIB / AAI
etc.
Co-ordinate and arrange relevant data for PIB investigations.
Assist in preparation of PIB reports.
Follow-up on PIB recommendations.
Maintain statistics for inflight engine shutdown, ATC Incidents, bird
strikes etc.
Preparation of CVR transcript of incident cases or as and when
required
Any other duties assigned from time to time by the Chief / Manager
Flight Safety (Incident Investigation).

CHAPTER
2
Undertake random checks of flight dispatch sections for ensuring

adherence to company procedures and policies.
Inspect the Pre flight medical check of pilots.
Any other duties assigned from time to time by the Chief of Flight
Safety.
Chief Medical Officer
Chief medical officer should be a doctor (at least MBBS deg) with
experience of atleast five years.
Chief Medical Officer will report to the Chief of Flight Safety on matters
relating safety and will be responsible for:
Ensure compliance with DGCA regulations regarding Preflight
Medical Checks.
Ensure for flights originating in India, 100% of flight crew member
and 100% of cabin crew member are subjected to Pre-flight medical
check for alcohol.
Ensure fort flight originating outside India, preflight and post flight
medical check are being done as per regulation.
Ensure that at base stations doctors (at least MBBS deg) employed
by the company or on contract are available to conduct the test.
Ensure for any breath analyser test being positive, the reading
recorded, print out taken and a repeat test carried out at an interval
of maximum 15 to 20 Min.
Ensure that all positive cases are promptly reported to flight safety
and within 24 hrs of occurrence.
Issue 2
Revision No. 3
2-15

Effective:
Immediate
2.5.11

CHAPTER
2
Issue 2
Revision No. 3
2-16

Effective:
Immediate

AIRCRAFT ACCIDENT / INCIDENT
REPORTING
CHAPTER
3
3 AIRCRAFT ACCIDENT / INCIDENT REPORTING

3.1 Accident and Incident Reporting Procedures
3.1.1 Aircraft Accident Notification

Where an accident occurs which has to be notified under Aircraft
(Investigation of Accidents and Incidents) Rules, 2012, the Pilot-InCommand of the aircraft or, if he be killed or incapacitated, the owner, the
operator, the hirer or other person on whose behalf he was in command
of the aircraft, or any other relevant person, as the case may be, shall
inform the following:
Aircraft Accident Investigation Bureau
Director-General of Civil Aviation and
In case the accident occurs within India, the following also needs to be
informed:
District Magistrate
Officer-in-charge of the nearest Police Station.
The notice and information shall be sent by completing the Accident
notification Form (refer Appendix 2 to this manual) as soon as possible
and by the quickest means available (by SMS, Fax, Telephone, Mobile)
and in any case within 24 hours after becoming aware of the accident.
Notification of Accidents (Fatal / Non fatal) as defined under Aircraft
(Investigation of Accidents and Incidents) Rules, 2012 shall be notified as
under:Issue 2
Revision No. 4
3-1

Effective:
Immediate
Aircraft (Investigation of Accidents and Incidents) Rules, 2012 lays down

the rules governing aircraft Accidents and incidents. Aircraft (Investigation
of Accidents and Incidents) Rules, 2012, lays down the requirements in
regard to the notification and reporting of accidents respectively in
respect of civil registered aircraft.
Chapter 6, Annexure 13 to the Convention on International Civil Aviation
lays down the International Standards and Recommended Practices for
Aircraft Accident and Incident Investigation. India as a contracting state to
the convention is required to follow the same.

REPORTING
CHAPTER
3
Information Required to be
given to
Contents of the 'Notice' to

be given to the DGCA
(A)
(B)
(C)
Principal
Reporting
Officer: Chief of Flight
Safety
The principal reporting officer shall

intimate occurrence at the earliest
opportunity (within 24 hrs of
occurrence) to the following:Outside Agencies
Deputy Director General (Air
Safety) DGCA (Hq)
Director Air Safety (Hq) /
Deputy Director Air Safety (Hq)
Director / Officer incharge
concerned Regional Office Air
Safety Directorate
Deputy Director General /
Director AAIB
AAIB Control Room
District Magistrate.
Police Station.
Fire Services
INDIGO HQ
MD
President
EVP Customer Services
CFO
VP Flt Ops.
VP Engg.
VP Corporate Affairs
VP In Flight
VP-HR
The President / CEO / Chief of

Flight Safety will ensure supply
of the following information to
the DGCA Authorities within 24
hours of the accident :
1. The type, nationality and
registration marks of aircraft.
2. The name of the owner
operator and hirer of the
aircraft.
3. The name of the person- incommand of the aircraft.
4. The name and description of
the crew of the aircraft.
5. The nature and purpose of
the flight.
6. Date and time of accident.
7. The
place
where
the
accident occurred.
8. Last point of departure
and the next point of
intended landing of the
aircraft.
9. The nature of the accident.
10. Then
number
and
Description of the person
killed and injured as a result
of accident.
11. Extent of known damage to
the aircraft.
Secondary
Reporting
Officer: Director OCC
Duty Engineer
Station
/
Airport
Manager
/
Duty Officer /
Agent.
Note:
The Chief of Flight Safety shall ensure every evening that proper notification action
has been taken with regard to any accident that may have occurred that day. He /
she will also personally confirm that authorities have received the information.
Issue 2
Revision No. 4
3-2

Effective:
Immediate
Reporting
Agency

REPORTING
CHAPTER
3
3.1.2 Aircraft Incident Notification

All incidents shall be notified under Aircraft (Investigation of Accidents
and Incidents) Rules, 2012, as soon as possible and by the quickest
means available (by SMS, Fax, Telephone, Mobile) and in any case
within 24 hours after becoming aware of the incident to the following:
Aircraft Accident Investigation Bureau
Director-General of Civil Aviation
The following personnel shall be informed as soon as possible and by the
quickest means available (by SMS, Fax, Telephone, Mobile)
Issue 2
Revision No. 4
3-3

Effective:
Immediate
The following personnel shall be informed as soon as possible and by the

quickest means available (by SMS, Fax, Telephone, Mobile)
Deputy Director General (Air Safety) DGCA (Hq)
Director Air Safety (Hq) / Deputy Director Air Safety (Hq)
Director / Officer In-charge of the concerned Regional Office of Air
Safety Directorate.
Deputy Director General AAIB / Director AAIB
AAIB control room
The initial intimation shall be followed by email / letter indicating further
details of occurrence after due verification
At all stations respective Airport Managers will inform directly to the Chief
of Flight Safety and Director OCC immediately. The Airport Manager in
consultation with Chief of Flight Safety as required may report to the
Regional DGCA Air Safety Officer at the earliest. Director OCC / Officerin-charge will inform officials in the IndiGo Headquarters as listed in
column B of the table in para 3.1.1 above. The Contact numbers are
given as Appendix 3 to this manual.
IndiGo Flight Safety Department will ensure that accidents are
immediately reported to DGCA via online Accident Incident Reporting
System developed by DGCA. Once an accident has been reported online
a print out of the report will be taken, the same will be stamped and
signed by authorized personnel of Flight Safety and forwarded to DGCA
along with hard copy of the report.

REPORTING
Deputy Director General (Air Safety) DGCA (Hq)

Director Air Safety (Hq) / Deputy Director Air Safety (Hq)
Director/Officer In-charge concerned Regional Air Safety Office
Deputy Director General AAIB / Director AAIB
AAIB control room
Reporting
Agency
Information Required to be given to
Contents
of
the
Notice to be given to
the DGCA
Principal
Reporting
Officer:
The Principal Reporting Officer shall intimate

incident at the earliest opportunity within 24
hours of occurrence to the following:
Outside Agencies
Chief of
Flight
Safety
Secondary
Reporting
Officer:
Director
OCC
Duty
Engineer
Airport
Manager
/
Duty
Officer /
Agent
The type, nationality,

registration of aircraft.
The name of the
owner, operator and
Deputy Director General (Air Safety) DGCA (Hq) hirer of the aircraft.
The name of the
Director / Deputy Director Air Safety (Hq)
person-in-command of
Director / Officer incharge Regional Office Air
the aircraft
Safety Directorate
The
names
and
Deputy Director General / Director AAIB
description of the crew
AAIB Control Room
of the aircraft.
IndiGo H.Q.
The nature and the
President
purpose of the flight.
EVP Customer Service
The date and the
VP Flight Operations.
purpose of the flight.
The place where the
VP Engg
incident occurred.
VP Corporate Affairs
The last point of
VP In Flight
departure and the next
Manager Quality Assurance
point
of
intended
Additional Agencies
landing of the aircraft.
AAI / NAVY / Air force (where required)
The nature of the
incident.
MET Department as applicable.
The initial intimation shall be followed by email / letter indicating further

details of occurrence after due verification
Issue 2
Revision No. 4
3-4

Effective:
Immediate
CHAPTER
3

REPORTING
CHAPTER
3
3.1.3 Occurrences outside the Country Notification

For occurrences that take place outside India and in the network of
IndiGo, all such occurrences will be reported to DGCA as well as the
local law prevalent in that country will also be followed.
If a situation arises outside India (domestic flight while flying over a
foreign land or while during ferry across other countries) the PIC shall
Issue 2
Revision No. 4
3-5

Effective:
Immediate
The Manager / Officer-in-charge Flight Dispatch, OCC / MCC Controller

will ensure that all incidents / occurrences are reported immediately to the
Chief of Flight Safety, Director OCC, VP Operations, VP Engineering, VP
In flight and VP Airport Ops of IndiGo.
Respective Duty Engineer, Ground Operations In-charge shall report
occurrence pertaining to their Department to Chief of Flight Safety and
Director OCC.
At all stations respective Airport Managers or the appointed agents will
inform incidents / occurrences directly to the Chief of Flight Safety and
Director OCC immediately. The Airport Manager / Agent in consultation
with Chief of Flight Safety as required may report occurrences to the
Regional DGCA Air Safety Officer at the earliest.
The Chief of Flight Safety as required will notify concerned authorities of
DGCA as required under the rules. Director OCC will inform officials in
the IndiGo Headquarters as listed in column B of the table in para 3.2
above. The Contact numbers are given as Appendix 3 to this manual.
All serious incidents and accidents will be reported to AAIB.
The Chief of Flight Safety / Dy. Chief of Flt Safety / Manager Quality
Assurance shall ensure every evening before leaving the office that all
incidents occurred in the region has been notified to the concerned
authorities and consolidated report forwarded.
IndiGo Flight Safety Department will ensure that all reportable incidents
are immediately reported to DGCA via online Accident Incident Reporting
System developed by DGCA. Once the incident has been reported online
a print out of the report will be taken, the same will be stamped and
signed by authorized personnel of Flight Safety and forwarded to DGCA
along with hard copy of the report.

REPORTING
CHAPTER
3
submit a report of occurrence on any incident / violation to the

appropriate authority of the state where the incident occurred. A copy of
such report shall be submitted as soon as possible but not later than ten
days, to the Director of Air Safety DGCA HQ through, VP Operations /
Chief of Flight Safety, IndiGo.
3.2.1 Accident
Accident: An occurrence associated with the operation of an aircraft
which takes place between the time any person boards the aircraft with
the intention of flight until such time as all such persons have
disembarked, in which:
a person is fatally or seriously injured as a result of:
being in the aircraft, or
direct contact with any part of the aircraft, including parts which have
direct exposure to jet blast,
except when the injuries are from natural causes, self-inflicted or inflicted
by other persons, or when the injuries are to stowaways hiding outside
the areas normally available to the passengers and crew; or
the aircraft sustains damage or structural failure which:
adversely affects the structural strength, performance or flight
would normally require major repair or replacement of the affected
component,
except for engine failure or damage, when the damage is limited to the
engine, its cowlings or accessories; or for damage limited to propellers,
wing tips, antennas, tires, brakes, fairings, small dents or puncture holes
in the aircraft skin; or
the aircraft is missing or is completely inaccessible.
Issue 2
Revision No. 4
3-6

Effective:
Immediate
3.2 Definitions

REPORTING
CHAPTER
3
3.2.2 Serious incident
3.2.3 Serious injury

An injury which is sustained by a person in an accident and which:
Requires hospitalization for more than 48 hours, commencing within
seven days from the date the injury was received; or
Results in a fracture of any bone (except simple fractures of fingers,
toes or nose); or
Involves lacerations which cause severe hemorrhage, nerve, muscle
or tendon damage; or
Involves injury to any internal organ; or
Involves second or third degree burns, or any burns affecting more
than 5 per cent of the body surface; or
Involves verified exposure to infectious substances or injurious
radiation.
3.3 Accident / Serious Incidents Reporting Content

The notice to the Director-General shall contain the following information:
(i) the type, nationality and registration marks of aircraft;
(ii) the name of the owner, operator and hirer of the aircraft;
(iii) the name of the person-in-command of the aircraft;
(iv) the names and description of the crew of the aircraft;
Issue 2
Revision No. 4
3-7

Effective:
Immediate
Serious incident means an incident involving circumstances indicating

that there was a high probability of on accident and associated eith the
operation of an aircraft which, In the case of a manned aircraft, takes place between the time any
person boards the aircraft with the intention of flight until such time
as all persons have disembarked, or
In the case of an unmanned aircraft, takes place between the time
the aircraft is ready to move with the purpose of flight until such time
as it comes to rest at the end of the flight and the primary propulsion
system is shut down.

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3.4 Incident
Incident: An occurrence, other than an accident, associated with the
operation of an aircraft, which affects or could have seriously affected the
safety of operation leading to an accident.
Note - For Additional Definitions & glossary terms refer- CAR Section 5,
Series C, Part-I and Aircraft (Investigation of Accidents and Incidents)
Rules, 2012.
3.4.1 List of Notifiable Incidents

Notifiable incidents are as per DGCA Air Safety Circular No.5 of 1982
(Refer Annexure A to this manual). All notifiable incidents will be
reported to Flight Safety Department by filling of Flight Safety Incident
Report form (refer Appendix 4 to this manual).
3.4.2 Other Reportable Incidents

a) Ground Incident
b) Wildlife (Bird/Animal) Strike
c) Airmiss / Airprox and TCAS "RA" incidents
d) Aircraft Overdue
e) Aircraft Missing
f) Death / Birth On Board
g) Bomb Threat
h) Unlawful Interference
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(v) the nature and purpose of the flight;

(vi) the date and time of the accident;
(vii) the place where the accident occurred;
(viii) the last point of departure and the next point of intended landing
of the aircraft;
(ix) the nature of the accident;
(x) the number and description of the persons killed and injured as a
result of the accident; and
(xi) the extent of known damage to the aircraft.

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i) Unruly Passenger
j) Pre flight medical positive case
k) Miscellaneous occurrences
3.4.2.1
Ground Incidents
3.4.2.2
Wildlife (Bird/Animal) Strike
All wildlife (Bird/Animal) strikes will be reported to Flight Safety

Department by filling of Bird Strike form (refer Appendix 5 to this
manual) in accordance with DGCA Aeronautical Information Circular No.
7 of 1989 and Air Safety Circular 02 of 2011.
3.4.2.3
Airmiss / Airprox and TCAS "RA" incidents
An Airprox / Airmiss is defined as a situation in which the pilot considers

his aircraft may have been endangered as a result of the close and
potentially dangerous proximity of another aircraft during flight to the
extent that a definite risk of Collision existed. In case of such an incident
PIC will fill Airprox Report form in-flight (refer Appendix 6 to this
manual) as well as Air-Traffic Incident Report form on ground (refer
Appendix 7 to this manual).
TCAS / ACAS, if any time is activated and the Pilot gets RA, it is
mandatory to report immediately to the nearest ATC and on arrival
complete the specified Performa (refer Appendix 8 to this manual) as
mentioned under CAR Section 2, Series I part VIII and DGCA
Aeronautical Information Circular No. 3 of 2006.
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When an aircraft is involved in damage when standing inside or outside

hangers or while servicing inside the hangers due to:
Fire in airframes or engines
Collision of vehicles, equipment or obstructions,
Injury to staff
Mishandling of equipment used for evacuation resulting in
inadvertent deployment of slide chute.

REPORTING
3.4.2.4
CHAPTER
3
ATS related incidents
All ATS related incidents will be reported to Flight Safety Department by

filling of Flight Safety Incident Report (refer Appendix 4 to this manual)
or Air Traffic Incident Report Form (refer Appendix 7 to this manual)
3.4.2.4.2 Missing Aircraft

An aircraft is missing when its position in unknown and with the supply
of fuel known to be carried or normally carried it can no longer be
airborne.
3.4.2.4.3 Phases of Emergency
3.4.2.4.3.1
Uncertainty Phase When
No communication has been received from an aircraft within a
period of thirty (30) minutes after the time a communication should
have been received, or from the time an unsuccessful attempt to
establish communication with such an aircraft was first made,
whichever was earlier.
An aircraft fails to arrive within thirty (30) minutes of the estimated
time of arrival last notified to or estimated by air traffic service units,
whichever is the later, except when no doubt exists as the Safety of
the aircraft and its occupants.
The evaluation of other circumstances e.g. knowledge that the
aircraft is experiencing difficulties renders it advisable to declare the
uncertainty phase.
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3.4.2.4.1 Overdue Aircraft (IFR/VFR)

An aircraft operating in accordance with IFR / VFR is considered
overdue when communications with such aircraft or radar identification,
cannot be established within thirty (30) minutes after:
Failure to report over an ATC specified reporting point or over a
compulsory reporting point along the route of flight, whichever is
earlier; or
Failure of arrive at the Estimated Time of Arrival (ETA) at the point
of intended landing.

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3.4.2.5 Reporting Deaths, Missing Persons and Births on

Board
Lead Cabin Attendant to notify directly or through Airport Manager to the
Chief of Flight Safety and Director OCC. Whatever, details are readily
available those should also be included in the report. Death on Board
Report Format (refer Appendix 9 to this manual) / Birth on Board
Report Format (refer Appendix 10 to this manual).
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3.4.2.4.3.2
Alert Phase When
Following the uncertainty, subsequent attempts to establish
communication with aircraft or inquiries from other sources have failed to
reveal any news of the aircraft, or when;
An aircraft has been cleared to land and fails to land within five
minutes of the estimated time of landing and communication has not
been re-established with the aircraft, or when
Information has been received which indicates that the operating
efficiency of the aircraft has been impaired to the extent that a forced
landing is likely, except when evidence exists that would allay
apprehension as to the safety of the aircraft and its occupants. An
aircraft is known or believed to be the subject of unlawful interference.
3.4.2.4.3.3
Distress Phase When
Following the alert phase, further unsuccessful attempts to establish
communication with aircraft and more widespread inquiries point to the
probability that the aircraft is in distress or when:
The fuel of board is considered to be exhausted or to be insufficient
to enable the aircraft to reach safety; or when
Information indicates efficiency of the aircraft has been impaired to
the extent that a forced landing is likely; or when
Information is received that the aircraft has or is about to make a
forced landing or has crashed.

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3.4.2.6
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Bomb Threat
3.4.2.6.1 Action by receiver of Bomb Threat Call

The Airlines entire staff receiving phone calls will be briefed and trained
in asking questions from potential bomb threat caller. These questions
would be promptly asked by the person receiving the bomb threat call.
The purpose of the Airline staff answering calls would be to extract
maximum information by prolonging the conversation tactfully. The
receiver of a bomb threat call would be trained to elicit at least the
following information;i)
Where is the bomb located?
ii) What time the bomb is likely to explode?
iii) What kind of device it is?
iv) Why did you place the bomb or how do you know about it?
v) Who are you and what is your identity?
3.4.2.6.2 Recording and tracing Bomb Threat Call
As a strict procedure, telephone numbers on which calls are frequently
received are identified. The Airline with the help of the Telephone
Departments would try to trace the calls made at these telephones. The
sensitive telephone numbers are also fitted with a continuous recording
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For controlling any bomb threat situation, the Station Manager of the
Airline would be in constant touch with BCAS authorities, Airport Director,
DCP / ACP on duty, Air Traffic Control (WSO) (NAA), Representative of
BDDS (BCAS) and other security authorities in case of contingencies.
The Airline will nominate the Station Manager as its representative in the
Bomb Threat Assessment Committee (BTAC) or in his absence the
Manager on duty at the airport, in the event of a Bomb Threat
Contingency. This would be necessary for ensuring safety and security of
the passengers and aircrafts.
The Indian Civil Aviation sector, perceives enhanced threat which might
be caused by the anti social elements and taking a cue from the same,
IndiGo will take the following steps with regard to bomb threat procedures
in accordance with the regulations formulated by BCAS.

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3.4.2.6.3 Duties of IndiGo Personnel in such contingency

The IndiGo Security Staff led by Security Manager / Duty Manager will
ensure the following actions:
a) Immediately attend the Bomb Threat Assessment Committee
meeting.
b) In case the aircraft is on ground, make arrangements for
disembarking the passengers along with their hand baggage to
ensure their safety, he should remain prepared to remove the
aircraft to isolated parking bay at a short notice.
c) On being decided to move aircraft to isolated parking bay make
arrangements to offload cargo, catering and registered baggage /
mail. These should be kept at a minimum distance of 100 meters
away from the aircraft.
d) In case the aircraft is in-flight, the pilot should be directed to proceed
to isolated parking bay by ATC immediately after landing.
Passenger along with their hand baggage should be disembarked
first, followed by offloading of baggage, cargo, mail and stress.
e) Making arrangements for cargo already security cleared, but not
loaded in the aircraft or offloaded after receipt of threat call to be
identified / searched in presence of IndiGo staff or by owner and to
be kept in a protected place until loaded in the aircraft which has
been declared safe.
f) Detailing a senior representative of IndiGo to be available at the
isolated parking bay to co-ordinate the activities of various subagencies. He will make available additional manpower to complete
the various duties assigned to them expeditiously.
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device if possible. Since it has become necessary to trace the bomb

threat call in view of advanced technology, it would be ensured that the
use of latest technology of recording and tracing the bomb threat call of
telephone number is explored. The fact that such recording and tracing
facility at the airport has been installed will be given publicity without
divulging such telephone numbers to ensure secrecy of such telephone
numbers.

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3.4.2.6.4 Reporting Procedure

In a situation where a bomb threat has been received, copies of Post
Bomb Incident (Threat) report, Anti Sabotage Check-certificate, Bomb
Threat report along with Flight Safety Incident report (refer Appendix 4
to this manual) and Cabin Safety report if applicable should be
forwarded to Chief of Flight Safety as soon as possible.
Note: For detailed information regarding Bomb Threat Handling
refer to InterGlobe Aviation Ltd. IndiGo Security Manual.
3.4.2.7
Unlawful Interference
These are acts or attempted acts such as to jeopardize the safety of civil
aviation and air transport, i.e.:
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g) Ensure minimum essential movement of personnel, vehicles

equipment and fuel tankers near the aircraft under threat.
h) Deploying IndiGo Security Guard at ladder point.
i) Getting anti sabotage checks conducted by aircraft engineers. The
airports where such engineering personnel are not available,
delegate the function of the engineering inspection to the flights
engineers. Search will be assisted by the team from the BDDS /
Explosive Experts, IndiGos Security and Officer from Directorate of
Airworthiness (DGCA). In case, an Explosive Expert is not available
the assistance of Police Officer trained in Bomb Disposal operation
by NSG may be obtained through Airport Security. The local Army /
Navy / Air Force unit may also be requested for rendering
assistance.
j) Ensure that offloaded cargo, registered baggage and stores are kept
at a safe distance of 100 meters from the aircraft till it is identified by
passengers or checked by anti sabotage team.
k) All bonded stores, first aid box, cabin crew baggage and other flight
equipment should be opened by the crew member / IndiGo staff and
then to be given for inspection to the anti-sabotage team.
l) The Commander of the flight or responsible crew member should be
made available to assist the bomb squad in carrying out search.

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unlawful seizure of aircraft in flight,

unlawful seizure of aircraft on ground,
hostage-taking on board aircraft or on aerodromes,
forcible intrusion on board aircraft, at an airport or on the premises
of an aeronautical facility,
introduction on board an aircraft or at an airport of a weapon or
hazardous device or material,
communication of false information such as to jeopardize the safety
of an aircraft in flight or on the ground, of passengers, crew, ground
personnel or the general public, at an airport or on the premises of a
civil aviation facility.
3.4.2.7.2 Information to ATC

The commander of the hijacked aircraft shall endeavor to notify the
appropriate air traffic service unit of the fact and any deviation from the
current flight plan necessitated by the circumstances in order to enable
ATS unit to give priority to the aircraft and to minimize conflict with the
other traffic.
An aircraft equipped with SSR transponder might operate the equipment
as follows:
a) On mode A, code 7700 or
b) On mode A code 7500, to indicate especially that it is being
subjected to unlawful interference.
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3.4.2.7.1 Role of IndiGo

The commander of hijacked aircraft has very little choice except to obey
the instructions of the hijackers. In consequence, the commander of
hijacked aircraft may not be in position to fly the aircraft in a manner
required by air traffic control unit or in the manner the Commander
himself desires. All instructions issued by BCAS vide circular No 43/2005
regarding contingency plan for handling hijack situation will be
implemented.

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3.4.2.7.4 Precautions
Full account should be taken of the possibility that a person committing
an unlawful act aboard the aircraft may be in an unstable state of mind.
Crew members should therefore:
a) Refrain from unnecessary conversation or actions that may irritate
the individual.
b) Exercise due care to ensure that the passengers do not become
excited or resort to action in an attempt to overpower the
individual, which may jeopardize safety. One practical measure to
restrain passengers would be to instruct them to fasten their seat
belts.
For the safe conduct of flight, the security of the flight crew compartment
is of prime importance. Once the unlawful seizure has commenced, an
attempt should be made to prevent the offender from entering the flight
crew compartment. This may be done by gaining the offenders
confidence and explaining that his orders will be followed without the
necessity of entry. An appropriate member of the crew should attempt to
engage the offender in conversation for the purpose of determining the
motivation force in this unlawful act. This information may enable the
crew to deal with the offender.
Crew members should be authorized to take measures which deviate
from the provisions listed in the operations manual but only if the
measure is necessary to secure the safety of the passenger.
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3.4.2.7.3 Commander / Pilot-In-Command

Annex 6 Part 1 and Chapter 5 of Tokyo Convention specify the power
and authorities of the Pilot-In-Command and also specific actions to be
taken by him in the event of unlawful interference. In addition the Pilot-InCommand should hold command of all crew members including any
security officials. If the Pilot-In-Command is unable to do so, another
qualified member of the crew should assume command in accordance
with the sequence provided for in the company operation manual. All
crew members under direction of the commander will assist him in every
way.

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In a situation of unlawful interference in flight a written report by filling
Flight safety Incident report (refer Appendix 4 to this manual) is to be
submitted by the crew member through the commander.
A report from an independent non company witness is desirable.
All the reports describing the occurrence along with copies of any cabin
attendant (cabin Safety report)/witness report should be forwarded to
Chief of Flight Safety as soon as possible.
Note - For detailed information regarding Unlawful Interference
refer to InterGlobe Aviation Ltd. IndiGo Security Manual.
3.4.2.8
Unruly Passengers
Individual passengers or groups of passengers with the potential to

behave in a unruly manner generally fall into the following categories;
apparently intoxicated or under the influence of drugs or alcohol to the
extent of physical incompetence
Engage in disorderly or offensive conduct to the discomfort or
distress of other passengers and flight attendants;
Are violent to the extent that there is a possibility of injuries to
passengers or cabin attendant or damage to the aircraft;
Are apparently of unsound mind;
Are known or suspected of being in possession of fire arms;
Fail to adhere to instructions by Company personnel.
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If a potential offender enters the flight crew compartment, he should be

informed that no resistance will be offered and he should be requested
not to touch any aircraft control, system or instruments. If his requests are
unreasonable and endangers the flight, the consequences of his
direction, should be explained in a clear manner by the flight crew, who
should endeavor to ensure that the individual does not become excited.
If the action directed by the offender requires action contrary to the flight
plan, he should be advised that it is essential for Air Traffic Control unit to
be so advised if the flight is to proceed safely.

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3.4.2.8.2 Handling of Unruly Passenger

3.4.2.8.2.1
Airport Handling
Airport staff will prevent the boarding of any passengers or group of
passengers whose behavior displays the characteristics laid down in para
3.4.2.8
Cabin attendants observing unruly conduct, in accordance with the
characteristics laid down in para 3.4.2.8 during embarkation will
immediately advise the appropriate airport staff and the commander. If
necessary, the offending passenger(s) is to be disembarked. Assistance
from airport police or security staff should be enlisted, if required.
3.4.2.8.2.2
In Flight
The handling of unruly passengers in flights is at the discretion of the
commander / PIC and in co-ordination with the senior cabin attendant
member.
This discretionary action could range from a member of the cockpit crew
talking to the disorderly passenger(s), or to the physical restraint of the
passenger. The Commander has the authority to divert the flight to
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3.4.2.8.1 Classification of Threats

A very useful industry developed tool for determining the seriousness of
an unruly or assaultive-passenger incident and the responses thereby
warranted, is a four-tiered scheme of threat levels. This has permitted the
development of a broadly understood reference that can be used to
describe an ongoing incident in a way that facilitates the understanding of
crew and ground personnel as to what level of seriousness the on-board
situation has reached. Thereby ground can anticipate what crew
responses are and what the consequent ground supportive response
should be. The levels are:
Level 1
Disruptive behavior
Level 2
Physically abusive behavior
Level 3
Life-threatening behavior
Level 4
Attempt breach or actual breach of the flight
crew compartment

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In the event where a passenger(s) behaves in 'unruly manner', a written
report is required to be submitted to the DGCA through the Chief of Flight
Safety as early as possible. Such incident report should be filled in the
format as required under DGCA regulation.
Unruly Passenger Incident Report duly completed by the Lead Cabin
Attendant in the specified format (refer Appendix 27 to this manual)
along with relevant documents should be forwarded to Cabin Crew Nodal
Officer at Corporate HQ. However telephonic message regarding such
incidents must be communicated as soon as possible to IndiGo Cabin
Crew Nodal Officer or Chief of Flight Safety (IndiGo). In the event of OCC
receiving such information the same shall be communicated without any
delay to the Cabin Crew Nodal Officer and Chief of Flight Safety.
The Cabin Crew Nodal Officer or Chief of Flight Safety on receiving such
message shall telephonically intimate the Director Air Safety (DGCA,
HQ), followed by written intimation without delay.
In case of such incidents occurring on ground before boarding and after
de-boarding, the Airport Manager shall be responsible to complete the
notification as stated above. Any in-flight occurrence of such nature
brought to the notice by the Flight Crew / Cabin Crew after landing, shall
also be reported by the Airport Manager as stated above.
Note - For detailed information regarding Unruly Passenger refer
to InterGlobe Aviation Ltd. IndiGo Security Manual
3.4.2.9
Pre-flight Medical
In accordance with the rule 24 of Aircraft Rules 1937 pre-flight medical

examinations are carried out on crew members to detect presence of
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disembark the passenger(s) if in his opinion the safety and orderly

conduct of the flight is likely to be affected.
3.4.2.8.2.3
After Landing
In case of a serious incident with unruly passenger(s) the Commander /
PIC will request airport police or IndiGo security staff, to meet the
airplane on arrival and if necessary, charge the passenger(s) with an
offence.

REPORTING
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alcohol in breath before under taking flights or on arrival from flights at

bases and also at out stations. In case of crew being detected positive in
pre-flight medical test or the crew avoids undergoing the test, a report will
be raised by the duty doctor and will be forwarded to Flight Safety
Department for onward submission to DGCA.
All minor occurrences such as Ground Turn Back and any other case as
desired by DGCA are to be notified in writing by completing the Flight
Safety Incident Form, FSF-001 (Refer Appendix 4 to this manual).
3.5 Formats for Submitting Initial Reports

All reportable incidents / accidents mentioned in para 3.3 of this chapter
must be notified in writing in the specified Flight Safety Forms. Hard
copies of the forms are also placed in the Nav bag onboard each aircraft
as well as at the airport managers office.
The completed Flight Safety Forms should be handed over to, the Airport
Manager or the appointed Agent. The Airport Manager / Agent is
responsible for ensuring that the completed Flight Safety Forms are
forwarded by the quickest means to the Chief of Flight Safety. A copy of
the format is to be retained by the station.
Provision of online reporting of all reportable incidents / accidents are
also available. In the the IndiGo portal, on the home page there is a link
for safety reporting. One can click on the link, select the required form, fill
the form and submit it. The forms can be found at
https://6eworld.goindigo.in/flightsafe/default.aspx
3.5.1 Contents of Incidents Report

The Communication notifying the incident under sub-rule (1) shall contain
the following information :
(i) the type, nationality and registration marks of the aircraft;
(ii) the name of the owner, operator and hirer of the aircraft;
(iii) the name of the Pilot-In-Command.
(iv) the names and description of the crew of the aircraft;
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3.4.2.10 Miscellaneous Occurrences

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3.5.2 List of Flight Safety Incident Reporting Forms:

Form Name
Form Number Sample Format
Flight Safety Incident Report Form
FSF001
Appendix -4
Wildlife (Bird/Animal) Strike Form
FSF002
Appendix -5
Air Prox Report
FSF003
Appendix -6
Pilot / Observer RA Report
FSF004
Appendix -8
Air Traffic Incident Report Form
FSF005
Appendix -7
Death on Board Report From
FSF006
Appendix -9
Birth on Board Report From
FSF007
Appendix -10
Anonymous / Voluntary Incident Report Form
FSF008
Appendix -11
Hazard Report Form
FSF009
Appendix -12
Ground Incident Report Form
FSF010
Appendix -13
Dangerous Goods Accident / Incident Report

Form
FSF011
Appendix -14
EGPWS Occurrence Report Form
FSF012
Appendix -15
Accident Notification Format
FSF013
Appendix -2
Unruly Passenger Report Form
FSF014
Appendix -27
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(v) the nature and purpose of the flight;

(vi) the date and time of the incident;
(vii) the place where the incident occurred;
(viii) the last point of departure and the next point of intended landing of
the aircraft;
(ix) the nature of the incident.

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INVESTIGATION
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4 AIRCRAFT ACCIDENT / INCIDENT INVESTIGATION

4.1 Aircraft Incident Investigation
4.2 Objective of Incident Investigation

The sole objective of the investigation of an accident or incident
shall be the prevention of accidents and incidents and not to
apportion blame or liability.
Any investigation conducted in accordance with the provisions of
these rules shall be separate from any judicial or administrative
proceedings to apportion blame or liability.
4.3 Permanent Investigation Board (PIB) - Constitution

The Permanent Investigation Board will generally consist of the following
members:
Sl.No Primary Member
Alternate
Dy. Chief of Flight Safety
Dy. G.M Flight Safety
Quality Manager
Dy. Quality Manager
Examiner/Instructor on Type
Examiner/Instructor/Check
on type
Pilot
Chief of Flight or in his absence Dy. Chief of Flight will be the convener of
PIB.
Additional members from AOCS, In Flight Services may be co-opted to
PIB when the nature of incident being investigated warrants their
participation.
Additionally the PIB Members may be assisted by their subordinate if
required. However the participation in PIB should be limited based on the
requirement.
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All Incidents will be investigated in accordance with Indian Aircraft Rules

2012 Aircraft (Investigation of Accidents and Incidents) and CAR Section5, Para - I.

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Chief of Flight Safety can also appoint observer for the PIB as understudy
and will not participate in the PIB as an active member.
The PIB will be conducted under supervision of representative of Director
Air Safety DGCA. They will be requested to attend the PIB meeting.
Chief of Flight Safety will be responsible for constituting the PIB and
nominate its members. In respect of members from engineering,
operations and other department when required, Chief of Flight Safety
will consult the respective head of the departments for nomination.
4.5 Incident Investigation by PIB

All incidents will be investigated in accordance with Indian Aircraft Rules
2012 Aircraft (Investigation of Accidents and Incidents) and CAR Section5, Part -I
All notifiable incidents defined as reportable in this manual will be
investigated by a duly constituted PIB.
Incidents of Airprox as defined in this Manual and Bird Hits will not
be investigated by IndiGo Airlines Limited unless otherwise required
by Chief of Flight Safety/DGCA. In case of Air Traffic Incidents the
DFDR Data would be obtained and preserved for analysis.
Aircraft encountering lightning, static discharge or serious Met
condition, which results in major damage, stiffness or immobility of
controls experienced by the Pilot on flight or injury to passengers
and or crew members, will be investigated by PIB.
All Ground Incidents involving damage to aircraft will also be
investigated by a Board consisting of Shift In Charge of the involved
department. The convener will be Dy. Chief of Flight Safety/Dy. G.M
of Flight Safety.
All other Ground incidents which do not involve contact with or
damage to aircraft will be investigated internally and the report
submitted to Flight Safety.
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4.4 Nomination of PIB Members

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4.6 Procedure for conduct of PIB
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As soon as an incident occurs, the documents/information as well as data

like DFDR/CVR would be collected for analysis. Further an initial Risk
Assessment would be carried out to determine the priority which needs to
be accorded to the incidents.
Actual time required for investigation will depend on the complexity of
each case. However, to ensure completion of investigation at the earliest,
following time limits for investigation of various types of incidents will be
adhered to.
a. An engineering Incident involving violation of maintenance
procedures- 10 days.
b. An operation incident involving violation of procedures by Operating
crew-10 days
c. If operation incident is accompanied with the failure of Aircraft
system/component- operation report should be submitted within 10
days to allow corrective action to be taken immediately. All efforts
should be made to submit the Final investigation within four weeks.
d. Investigation of an incident which involves failure of component or
system and where the component investigation report is essential to
determine the cause of the incident should be completed within 3
months or as much time as taken by the equipment
manufacturer/Overhaul -maintenance shop / Laboratory.
e. Incident involving Human factor should be completed within four
weeks. Cases which involve consultation of external experts/
manufacturer participation 3 months
f. Ground incidents involving collision between aircraft and vehicle;
aircraft and aircraft should be investigated in 10 days.
g. Investigation of Runway incursions- 15 days
h. Investigation of Runway excursions-30 days
i. Investigation of ATC incidents-30 days

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4.7 Preparation of the report
Based on discussions in the PIB, the PIB report will be prepared within 10
days and submit to Chief of Flight Safety. The report will also be
forwarded to Director Air Safety, DGCA and as well as to the concerned
department for action on recommendations
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If the investigation is not completed within the stipulated time limit

indicated above, on expiry of the same, an extension of 15 days may be
given by the Chief of Flight Safety. Any further extension of time limit
shall be with the prior approval of DGCA upon being satisfied on the
progress made in the investigation, further area of investigation and time
required to complete the investigation
The PIB will meet as and when required to discuss and review the
incidents which have occurred till date since the last PIB Meeting and to
adhere to the time limits mentioned above. The meetings must be held
more frequently in case of number of incidents is high or in case an
incident warrants urgent investigation.
All incident documents/information and analysis of data should be
compiled for discussion in the PIB.
The Notice for the meeting will be sent to all concerns at least one week
in advance and agenda would list the incidents to be discussed along
with a brief summary and rectification details.
In case any person involved in the incident is being called to attend the
PIB, he should be given sufficient notice for the same indicating time and
venue of the PIB Meeting.
Proper record of the discussions in the PIB would be maintained which
shall include the following:
Date and Place of the meeting
List of attendees with signature
The Incidents discussed in the meeting with broad outline of the
discussion along with the decision taken.
Any other observation/remarks of the PIB

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4.8 Action Taken on PIB recommendations
4.9 Format for Final Investigation Report

Title- Will comprise of:
a. Name of operator.
b. Manufacturer.
c. Model.
d. Nationality and registration marks of aircraft.
e. Place and date of occurrence.
Synopsis- Will describe briefly all relevant information regarding:
a. Notification of occurrence to regulatory authorities.
b. Brief resume of the circumstances leading to the occurrence.
1. Factual Information
1.1
History of Flight- Flight Number, last point and time of
departure, point of intended landing, flight preparation,
description of the flights and events leading to occurrence.
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The final Report would be sent to the respective HODs for follow up
actions on the recommendation made in PIB.
The respective department would take actions expeditiously and revert
with Action Taken Report to Chief of Flight Safety within 15 days. In case
more time is required to implement the recommendation the same would
be intimated to Chief of Flight Safety with a proposed timeline for
implementation. The Chief of Flight Safety would review ATR for effective
implementation.
After ensuring that the implementation status is satisfactory then action
taken on the recommendations made in the PIB report will be
communicated to Director Air Safety, DGCA. In case licensed personnels
are grounded by DGCA office, they will exercise their privileges only after
getting clearance from DGCA.

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1.2
Injures to persons-Type of injury, No. of injured crew /
passenger / others.
1.3
Damage to aircraft- Brief statement of the damage
sustained by aircraft.
1.4
Other damage- Brief statement of the damage sustained
by objects other than aircraft.
1.5
Personnel Information- No information that can identify
the crew will be mentioned in the report but will consist of the
following:
i. Flight Crew Age, validity of licenses, ratings, mandatory
check, flying experience and other relevant information on
duty time.
ii. Other Crew - Qualification and experience.
iii. Other Personnel - Pertinent information of ATS,
maintenance etc, when relevant.
1.6
Aircraft Informationi. Airworthiness and Maintenance - Brief statement on
airworthiness and maintenance of the aircraft (indicating
deficiencies known prior to and during the flight, if having
any bearing on occurrence).
ii. Performance - Brief Statement on performance if relevant.
And whether mass and centre of gravity were within the
prescribed limits (if not did it have any bearing on
occurrence give details).
iii. Fuel - Type of fuel used.
1.7
Meteorological Information
i. Meteorological Condition - Brief statement on the
meteorological
conditions
appropriate
to
the
circumstances including both forecast and actual
condition, and the availability of meteorological
information to the flight crew.
ii. Natural Light Conditions - Natural light conditions at the
time of occurrence (day, moonlight, twilight etc).

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2. Analysis - Analysis of factual information relevant to the

determination of conclusion and causes.
3. Conclusion - List the findings and causes established in the
investigation, including both the immediate and the deeper systemic
causes.
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1.8
Aids to Navigation - Pertinent information on navigation
aids available, including landing aids, visual ground aids etc
and their effectiveness at the time.
1.9
Communication - Pertinent Information on aeronautical
mobile, company channels, ACARS and fixed service
communications and their effectiveness at the time.
1.10 Aerodrome Information - Pertinent information
associated with the aerodrome its facilities and condition.
1.11 Flight Recorders - Pertinent data available from DFDR
and SSCVR.
1.12 Wreckage and Impact Information - General information
regarding distribution pattern of wreckage; detected material
failure or component malfunctions.
1.13 Medical and Pathological Information - Brief description
of the results of the investigation undertaken and pertinent data
available there from.
1.14 Fire - If fire occurred, information on the nature of the
occurrence, and of the firefighting equipment used and its
effectiveness.
1.15 Survival Aspects - Brief description of search,
evacuation and rescue, location of crew and passengers in
relation to injuries sustained, failure of structures such as seats
and seatbelt attachments.
1.16 Test and Research - Brief statement regarding the
results of tests and research.
1.17 Additional Information - Any other relevant information.

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4. Safety Recommendations - Brief statement on any

recommendations made for the purpose of accident prevention and
any resultant corrective action.
Note: Insert N/A against columns, which are not relevant.
Appendices - As appropriate, any other pertinent information considered
necessary for the understanding of report such as:
1. Brief statement of visual damage to aircraft including third party.
2. Aircraft information Brief statement of airworthiness and
maintenance of aircraft (indication of deficiencies known prior to and
during flight etc.).
3. Weight and Balance details of the flight (Trim sheet).
4. Pertinent information concerning flight crew where relevant i.e.
licensing, rating, mandatory checks and flying experience etc. and
also whether crew underwent pre-flight medical examination.
5. Meteorological information including both forecast and actual
weather conditions and weather information supplied to the crew in
flight.
6. Aids to navigation pertinent information on navigational aids such
as PAR, ILS and visual ground aids etc. and their serviceability
status at the time of accident / incident.
7. Serviceability status of communication facilities.
8. Aerodrome information facilities and condition of runways
including takeoff or landing area.
9. Recording of statements of flight crew / Engineering personnel and
any other relevant witnesses.
10. Completion of Flight Safety Incident Report Form.
11. Condition of DFDR and CVR at the time of recovery.
12. Rough sketch, photographs and recording of impact marks where
applicable.
13. Cockpit information Cockpit instrument, readings and setting
flight controls, levers, trim control and switch settings, radio and nav
aids, frequencies selected, warning lights etc., cross-feed, booster
pumps settings and any other significant factor observed.

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4.10
Final Closure of the Incident
4.11
Finalization and Disposal of Report
All Documents/Records along with reports and ATR would be saved in

the incident database for future reference. The incident database would
also maintain ADREP reporting Format for ease of analysis and
uniformity
The reports will be generated online on the IndiGo portal and all
concerned can go through the report. Once the report is acceptable by all
concerned, the Chief of Flight Safety will forward / present the copy of the
Inquiry Report to the Director of Air Safety (Delhi Region), CAD or his
designated representatives. The reports shall be reviewed by the DAS,
Delhi Region who shall authorize for the closure of the case if no more
investigation is required. Once the case is closed a copy of investigation
report shall be given to the concerned departmental heads for any further
action required.
4.12
Appeal Procedure
In accordance with 4.1.2.2 & 4.3 if the involved personnel do not agree
with the findings of Final report they should sign an appeal with their
respective HODs / Chief of Flight Safety clearly indicating the reasons for
their appeal. The appeal should be raised within 15 days from the release
of final report. The appeal will be reviewed by the HOD in consultation
with Chief of Flight Safety. The chief of Flight Safety may constitute a
new PIB team if he so desires and will convene another PIB in
consultation with DGCA.
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14. In case of fire, information on nature of occurrence and fire fighting

equipment used.
15. Survival aspects brief description of search, evacuation and
rescue operation, failure of structures such as seats and seat belt
attachments etc.
16. Test, Research and analysis reports of components when carried
out also must be included.

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4.13
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4
Accident / Serious Incident Investigation
4.14
Authority Issuing order
Accident / Serious Incident
4.14.1
of
Investigation
of
Order of Investigation of Accident
In case of accident or an incident to an aircraft in the territory of India.

(a) The Central Government shall institute an investigation into the
circumstances of the accident and shall be responsible for conducting the
investigation;
(b) The Central Government shall institute an investigation into the
circumstances of the serious incident
(c) The Director General shall institute an investigation into the
circumstances of all incidents and serious incidents to aircraft not
covered by clause (b).
Notwithstanding anything contained in clause (c), where it appears to the
Central Government that it is expedient to hold an investigation into
circumstances of any incident or a serious incident covered by clause (c),
it may, by order, institute an investigation into circumstances of an
incident or a serious incident. Classification by the Central Government of
an occurrence as accident or serious incident or incident shall be final
and binding.
In case an accident or a serious incident to an Indian registered aircraft
occurs at a location not being a territory of any State then the Central
Government shall institute an investigation into the circumstances of the
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All accidents / serious incidents / incidents will be investigated in

accordance with Indian Aircraft Rules 2012 Aircraft (Investigation of
Accidents and Incidents) and CAR Section-5, Para - I.
Accidents / serious Incidents to company aircraft may also be
investigated by the Flight Safety Department of IndiGo. However, the
report shall be kept confidential with the management. Internal
investigation shall, however, not supersede the findings and
recommendations of the DGCA report.

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accident or serious incident and shall be responsible for conducting the

investigation.
4.14.2
Order of Investigation of Serious Incident
4.15
Investigation of Accident to Indian Registered
Aircraft outside Indian Territory
On receipt of a notification of an accident or a serious incident to an
Indian registered aircraft in the territory of another State, The Central
Government, may appoint accredited representative and advisors to
participate in the investigation and intimate it to the State of Occurrence.
The extract of the relevant portion of Annex 13 to the Chicago
Convention on Civil Aviation laying down the standards for conducting the
investigation into accident to aircraft outside the area of the nationality of
registration is annexed to this manual as Annexure B.
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The Director General may order an investigation of any incident or a

serious incident and may appoint a competent and qualified person as
Inquiry Officer for the purpose of carrying out the investigation.
In case the Central Government decides to investigate the incident or
serious incident, the investigation ordered by Director General shall be
closed and all relevant material shall be transferred to the Court or the
Committee appointed by the Central Government for its investigation.
The investigation will be held in private and the Inquiry Officer shall have
the same powers as an Aircraft Accident Investigator as under rule 10 of
Indian Aircraft Rules 2012 Aircraft (Investigation of Accidents and
Incidents). The Inquiry Officer shall make a report to the Director General
in the format specified by the Bureau. The Director General shall forward
the report of the Inquiry Officer to the Central Government with such
comments as the Director General may think fit to make and the Central
Government may, at its discretion, make the whole or part of any such
report public in such a manner as it may consider fit

INVESTIGATION
4.16
CHAPTER
4
Role of Airline in Aircraft Accidents
In accordance with CAR Section 5, Series C Part I, full assistance will be

provided by IndiGo in conducting the investigation by Inquiry Officer /
Inspector of Accident / Committee of Inquiry / Court of Inquiry.
IndiGo Family Assistance Program
IndiGo has put together a network of professionals to assist in

personalized crisis, grief counselling and support of families. (Whether
these people are paid or volunteering their expertise, in helping, they
should be referred to as professionals - never volunteers. They are
professional in what they do. The word "volunteer" does not express the
dignity we are placing on this responsibility).
IndiGo will have primary responsibility for coordinating the emotional care
and support of the families on a personal basis. This family care and
counsel is critical to get started during the first 24 hours following an
accident if families feel they need it. The IndiGo is entitled to a list of
casualties and next-of-kin for this purpose.
IndiGo Personnel will be engaged in maintaining the flight operation and
so just doesn't have the manpower to provide this type of family support.
The Family Assistance Program involving IndiGo includes:
Meeting with families who travel to the accident site and
contacting those families unable to travel.
Providing the families information concerning this request and
the rules of IndiGo and the various government agencies
involved with respect to the accident.
Arranging for any desired simple memorial service within a
relatively short time following the accident.
IndiGo will remain in contact with families until such time as it determines,
in consultation with the Director Air Safety, DGCA, that its assistance is
no longer needed.
IndiGo will remain responsible for initial notification to the families of the
passengers on board the aircraft.
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IndiGo may not be authorized to release any information concerning the

passenger list except that they may provide information concerning the
passenger to his or her family members to the extent that they consider, it
appropriate.
Note: For more details refer to IndiGo Emergency Response Manual.
Flight Recorder Records - Preservation
IndiGo shall have processes to ensure, when an aircraft becomes

involved in an accident or incident, the related flight recorder records and,
to the extent possible, the associated flight recorders are preserved and
retained in safe custody pending disposition in accordance with the
appropriate investigation.
The records shall be maintained for a minimum of two years or pending
clearances from investigation authority.
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4.18

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ACCIDENT PREVENTION PROGRAM
CHAPTER
5
5 ACCIDENT PREVENTION PROGRAM

5.1 Introduction
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IndiGo has developed Accident prevention program in accordance with

CAR Section 5 Series F Part I. Accident prevention is the process of
identification / detection and removal or avoidance of hazards to
operation, personnel and passenger safety in the airline.
Accidents are typically the result of a combination of several different
causes. When each such cause is viewed alone, it may often appear
insignificant but in combination with other causes it can complete a
sequence of seemingly unrelated events that result in an accident.
Accident prevention, therefore, involves identification and elimination of
these causes before they develop into potential hazards.
Accident investigation reports contain findings and recommendations, the
knowledge of which is essential for the personnel to prevent recurrence
of the same. Directorate of Flight safety of IndiGo will circulate the
relevant portions of accident / incident investigation reports among
concerned personnel through bulletin / circulars. Further, such reports
and publications from other countries also will be circulated for promoting
safety awareness among employees of the Airline.
IndiGo accident prevention include voluntary / anonymous reporting,
hazard reporting, mandatory incident reporting, internal safety audits,
safety inspections, etc. Further publication of safety magazines, bulletins
and circulars will also form part of company accident / incident prevention
efforts.
Successful accident prevention program can be achieved only with the
total involvement and commitment of the top management. The
Managing Director and Board level officers of IndiGo are aware of this
fact and are fully committed to the cause of safety in the Airline.
The officers and staff of IndiGo are to be made aware that there is no
compromise on standards in the maintenance of equipment or provisions
of services and that safety of flight operations shall be the prime

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5.2 Accident Prevention Program - Elements

IndiGo accident prevention program will consist of the following elements.
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objective. In order to ensure this, risk management program comprising

the following is adopted: Formal and informal reporting system;
An objective review of incident reports;
A process by which un-rectified hazards (if any) are regularly
brought to the attention of the CEO / President.
A feedback process to ensure that persons submitting comments or
proposals are informed of the outcome; and
Preparation of periodic summary for the CEO / President, an
assessment of the achievements and failures, and the areas
identified for future improvement.
Timely implementation of the recommendation of Incident
Investigation Reports, Courts of Enquiry, Committee of Enquiry and
Inspector of Accident, in IndiGo.
The Flight Safety Department shall maintain record of the
recommendations of various accidents / incidents enquiry committees,
which are directly or indirectly related to the personnel and the services
provided by the IndiGo. The Directorate of Flight Safety shall circulate the
relevant portions of the incident / accident investigation reports with
findings and recommendations to the field officers regularly for necessary
information and compliance where necessary. The Flight Safety
Department shall also, coordinate the action to be taken by various
directorates for the effective and timely implementation of these
recommendations.
IndiGo Flight Safety Department will regularly monitor the progress of
implementation of the safety recommendations and shall prepare
statement of compliance bi-annually (January and July) for review by the
Chief Executive Officer / President.

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5.2.1 Inspection of Load and Trim
5.2.1.1
Qualification requirements for Load & Trim Inspector
The Load & Trim Sheet Inspector / Auditor must have undergone an
approved Load & Trim course conducted by the airline either as a Load &
Trim Staff or as a flight crew. Those other than flight crew should have a
minimum of five years of aviation experience in flight operation related
area and should have DGCA approval as Load & Trim personnel on type.
The flight crew with PIC rating held on any aircraft above 5700 kgs may
also conduct such inspections.
Both above categories of personnel should have undergone at least two
full flight practical Load & Trim Inspection familiarization under a qualified
Load & Trim Instructor / auditor. This requirement may also be completed
under the supervision of a pilot, or a Load & Trim certified personnel with
not less than two years of experience in load and trim preparation.
5.2.2 Apron / Ramp / GSE / Station Inspection

Personnel from IndiGo Flight Safety Department will carry out two Apron /
Ramp Safety Inspection / Audit per month at different stations in the
IndiGo network. Wherever possible these inspections shall be carried out
in association with respective aerodrome authorities. Such inspections
will be in addition to Safety Inspections being conducted by the DGCA.
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Officers from the Flight Safety Department will carry out checks of load
and trim sheets to ensure accuracy and prevent overloading. Such
checks shall include determining the correct usage of standard weights,
within prescribed CG limits and that the passenger manifest tallies with
the number of persons actually on board. 0.01 % records will be checked
per month including those from out stations.
Observations / discrepancies found during such inspections shall be
communicated to respective stations and action taken report from
concerned station shall be forwarded to Flight Safety Department within a
fortnight.
For Checklist of Load & Trim Inspection refer Appendix 16 to this
manual.

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5.2.3 Spot Checks

In addition to the checks as mentioned above, spot checks will also be
carried out by personnel from the Flight Safety Department. All domestic
stations in the network will be covered during a year.
5.2.4 Oversight inspection of Engineering Activities (Stores,

MEL, Release Line Maintenance, Base Maintenance)
5.2.4.1
Maintenance schedules - adherence monitoring
The maintenance schedules, procedure sheets and rectification of

defects shall be carried out as laid down in the quality control manual of
IndiGo. Compliance with mandatory modifications, service bulletins shall
be ensured. Component history cards shall be computerized. Proper
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These inspections shall include:

Inspection of Ramp and Ramp Equipment
Checks on Ramp discipline.
Apron / Ramp markings and lighting.
Fire and rescue arrangements.
Observations / discrepancies found during such inspections shall be
communicated to respective departments / stations and action taken
report from concerned department / station shall be forwarded to the
Chief of Flight Safety within a fortnight.
Note:
i) These inspections shall be specifically with the view to detect
potential operational hazards such as possibility of large patches of
accumulated water causing operation area contamination and
adequacy of Fire and Rescue service to meet the requirements of
IndiGo Fleet.
ii) Also refer to Chapter-11 for detailed procedures for conducting apron
/ ramp safety inspections / audit.
For Checklist of Apron / GSE / Station Inspection refer Appendix 17 to
this manual.

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5
compliance to these requirements will be examined during routine safety

inspections and during internal safety audits.
5.2.4.2
M.E.L. compliance monitoring
5.2.5 Inspection of pre-flight medical

To ensure compliance to CAR Section 5, Series F, Part III, dated 13th
November 2009, regular Inspection of pre-flight medical facility will be
conducted by personnel from IndiGo Flight Safety Department. Such
inspection will be to confirm that all operating crew successfully undergo
the prescribed pre-flight medical test prior to commencement of their
flight duty, and the records of the same are correctly maintained.
5.2.6 Inspection of Dispatch Operation Office

Officers from Flight Safety Department will conduct inspection of the flight
dispatch operation office every quarter to check the following:
i) Flight Safety Documentation
Availability.
Condition.
Currency.
Dissemination.
ii) Pre Departure Functions
Load Planning.
Aircraft Routing
Flight Planning
Control of MEL and CDL limitation
Compliance with flight operation limitations
iii) Flight Following
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The compliance of MEL requirements as per the details given in the

Quality Control Manual shall be monitored from time to time by the flight
safety personnel. Officers from the Flight Safety Department may carry
out random checks to ensure compliance of MEL requirements. Also this
aspect shall be examined during Internal Safety Audits.

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5.2.7 FDTL monitoring

Officers from Flight Safety Department will conduct checks of Flight and
Duty Time Limitations (FDTL) records every quarter to confirm the
following;
i)
Integrity of data entered in computerized system.
ii)
Accuracy of computerized system.
iii)
Adherence to regulation.
iv)
Security of data.
In addition, whenever FDTL exceedance / violation is recorded, crew
scheduling will forward the report to the concerned department. The
department will review the report and forward it to Chief of Flight Safety
along with their comments for onward submission to DGCA.
5.2.8 Inspection of training set up

It is important to accept the inevitability of human errors. No person
whether pilot, engineer, flight dispatcher, cabin attendant or load master
will perform perfectly at all times. One of the factors which can be
improved is human performance and that is through the adoption of
appropriate and adequate initial and recurrent training methods and its
effective application.
Officers from Flight Safety Department therefore will biannually inspect
and review various training aspects of IndiGo including:
i) Training Curriculum vis a vis:
DGCA Approved Training Manual.
Currency of Manual.
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iv) Updating of Aerodrome operating minima

v) Qualification of Flight Dispatcher
Rating
Currency of refresher
vi) Follow up action on Pilots special report
vii) Status of emergency contact phone list.

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Safety
5.2.9 In flight cockpit inspection / surveillance

In Flight cockpit inspection / surveillance will be conducted by designated
Pilots detailed by the Flight Operations Department and the copy of such
inspection / surveillance (refer Appendix 18 to this manual) will be
forwarded to Chief Pilot Standards and Quality Assurance for necessary
action if any, once action has been completed the report will be
forwarded to Chief of Flight Safety. The frequency of such checks shall
be as specified in the operation manual however never less than those
required under the DGCA regulations.
5.2.10
In-flight cabin inspection / surveillance
In-flight cabin inspection / surveillance will be carried out by designated

Cabin Crew Instructors detailed by In-flight Department and also by
officials from Flight Safety Department at least once a month. Copy of
these reports (refer Appendix 19 to this manual) shall be maintained
for at least six months after action taken on deficiencies / observations.
5.2.11
System & Task Analysis
As part of IndiGo accident prevention program system & task analysis will
be carried out for identifying hazard before introduction of a new system /
procedure or change in existing system / procedure. The same will be
carried out for the following:
Initial designs of systems, organisations, and/or products.
Changes to existing system designs.
Whenever new operations/procedures adopted.
Existing operations/procedures when modified.
Following tools will be used for System & Task Analysis:
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Updating of Manual in conformity with Flight

Documentation.
ii) Location and adequacy of Training Facility.
iii) Induction / Refresher training records.
iv) Action Taken report and follow up of Failure cases.

5.2.12
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5
Monitoring Operations to Critcal / Marginal Airfields.
Based on the criticality of the airfield, the FDM programme will be

customized to monitor operations to these airfields especially approach
procedures, landing technique etc.
Monitoring Adverse Weather Operations
Adherence to met minima, tail wind conditions, MEL requirements,

special ground precautions etc. will be monitored during adverse weather
operations. Refer Chapter 10 of this manual for more details
5.2.14
Flight Data Analysis
Refer Chapter 6 Para 6.2 of this manual for Details
5.2.15
Prelaunch Inspection
Before IndiGo commences its scheduled operation to a new station

Officers from Flight Safety Department will carry out pre launch
inspection of these stations. The inspection will be carried out based on
the Pre Launch Inspection checklist (refer Appendix 28 to this manual).
The report of the inspection along with ATR will be submitted to Chief of
Safety prior to commencement of Scheduled Operation.
5.2.16 Implementation of Recommendation of Inspector of

Accident / Committee of Inquiry / Court of Inquiry
Chief of Flight Safety or his designated representative should monitor the
follow up of the implementation of various findings / Flight Safety
recommendations of Court of Inquiries. In addition, the incumbent will
also monitor and initiate follow-up action on the recommendations of
Committees of Inquiries, Reports of Inspector of Accidents, DGCA Flight
Safety Audit Reports and in-house Safety Audits Reports of IndiGo. All
these data shall be computerized and kept periodically updated by the
Flight Safety Department. Quarterly compliance statement in respect of
such recommendations shall be forwarded to the DGCA (Attn- DAS)
regularly.
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5.2.13

5.2.17
CHAPTER
5
Flight Safety Documentation System.
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Flight safety documentation system is a set of inter-related

documentation, compiling and organizing information necessary for flight
and ground operations. It comprises of the under mentioned documents:
A. IndiGo Documents
Operation Manual
Technical Procedure Manual
MOE
Airport Services Manual
Security Manual
Load & Trim Manual
Safety and Emergency Procedure Manual
Dispatch Manual
B. Other Documents
Aircraft Manual(India)
ICAO Annexures
Component Deviation List
Route Guides
C. Additional safety documentation system requirements; In
addition to the above mentioned documents, in house circulars
(NOTAC, Technical Notice etc.) issued by various departments and
relevant aircraft Maintenance and Operations related instructions by
Airbus and DGCA also shall form part of the airline Flight Safety
Documentation system.

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5
5.2.17.1 Tools for Information dissemination to crew and other

Ground Staff.
Safety Cells function is to coordinate with other departments and
distribute all Flight Safety documents. These documentations are
distributed via several media as given below:
a. Company Portal 6E World:
Company Portal 6E World is the primary source where all Flight
Safety / Operations documents are available.
https://6eworld.goindigo.in/flightsafe/default.aspx
It is recommended that all operating personnel access Company
Portal regularly.
As soon as a new document is uploaded on Company Portal 6E
World an intimation to all concerned personnel is sent via e-mail.
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These documents have different authors, and are under different

responsibilities. Through Flight Safety Documentation system effort is
being made such that these documents use common terminology, format
and structure and be compatible and consistent with each other so that it
does not lead to inconsistencies, contradictions, ambiguities or different
interpretations in implementation.
Flight Safety Department is responsible for dissemination of safety
related information to Crew, Dispatchers, technical staff, Ground Staff
and issuing alerts, journals, bulletins etc.
The information dissemination is in form of;
Company Flight Safety Manual,
Company Air Safety Notices,
Instructions from Regulator and other agencies
Officers from Flight Safety Department will check for availability,
condition, currency, and dissemination procedures, of the above
mentioned documents during Station Inspection / spot checks.

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5
c. Flight Release
Any information which is critical and requires immediate attention of
Crew, is attached with Flight Release.
5.2.17.2 Documentation Team

The Flight Safety documentation team is headed by Chief of Flight
Safety. A core Flight Safety Documentation System team has been set
up to look into the day to day working of the Flight Safety Documentation
System. The team consists of members from different departments who
look into their part of the documentation and work together to comply with
the Flight Safety Documentation system. A nodal officer has been
nominated who will be responsible to DGCA to ensure compliance of
Flight Safety Documentation System.
The team members will be adequately trained by an accredited agency
preferably IATA to perform their functions. The team members ensure the
following:
Collate new information affecting operating documents on a
continuing basis. The new information may be pertaining to changes
in regulations or introduction of new regulation, manufacturer or
equipment vendor released information etc.
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Revision No. 3
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Effective:
Immediate
b. e-manual
e-manual is issued quarterly or required an interim revision is issued
to meet operational requirements. e-manual is produced in form of a
DVD.
During induction of Flight Crew /Ground Staff e-manual is issued as
a part of initial package.
e-manual includes Company Operations Manuals/Temporary
Revisions (TR), Flight Operations Notice, FCOMS, QRH, FCTM,
FM, Flight Safety Manual, Air Safety Circulars etc.
Latest issue of e-manual supersedes all previous editions of emanual.

CHAPTER
5
5.2.17.3 Documentation Criteria

Company flight safety documents system has been organized according
to criteria which ensure easy access to information required for flight and
ground operations contained in the various operational documents
comprising the system and which facilitate management of the
distribution and revision of operational documents. Time critical
information, time sensitive information, and frequently used information
will be placed in cards and quick-reference guides.
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Effective:
Immediate
Distribution of information amongst all relevant personnel on

continuing basis.
Coordination of information amongst all concerned.
Identification of other manuals or documents that would be affected
by the proposed changes. Coordination for requisite changes to
such manuals with concerned departments before effecting the
consequential amendments.
Timely removal of obsolete information from the system.
Presence of easy and unambiguous document referencing system.
Operational documents include a glossary of terms, acronyms and
their standard definition, updated on a regular basis to ensure
access to the most recent terminology. All significant terms,
acronyms and abbreviations included in the flight documents system
should be defined.
Easy updating of the manuals/ documents in circulation.
Availability of tracking system for all previous updates which may
include list of effective pages, record of revisions and history of
revisions etc. The tracking system should include a procedure to
verify that operational personnel have the most recent updates.
Indexing of individual documents and documentation system.
Include a formal feedback system for obtaining input from
operational personnel

CHAPTER
5
Issue 2
Revision No. 3
5-13

Effective:
Immediate
The flight safety documents system has been validated before

deployment, under realistic conditions. Validation has involved the critical
aspects of the information use, in order to verify its effectiveness.
Interactions among all groups that can occur during operations has also
been included in the validation process.
Information contained in a flight safety documents system has been
grouped according to the importance and use of the information, as
follows:
(i) Time critical information, e.g., information that can jeopardize the
safety of the operation if not immediately available; Time critical
information should be placed early and prominently in the flight safety
documents system.
a) Notams
b) AIP Supplements which has immediate effect
c) Quick Reference Handbook (QRH)
d) Emergency Response Manual
e) Jeppesen Approach Charts & En-route Charts
(ii) Time sensitive information, e.g., information that can affect the level
of safety or delay the operation if not available in a short time period;
a) FCOM Amendments
b) Flight Operations Briefing Notes
c) RTOW Charts
(iii) Frequently used information;
a) Flight Crew Operations Manuals (FCOMS)
b) Company Operations Manuals
c) Company Notices like: NOTACS, CNOTAMS, Operations Circulars,
Technical Circulars & Administration Circulars
(iv) Reference information, e.g., information that is required for the
operation but does not fall under (ii) or (iii) above;
a) ICAO/IATA Dangerous Goods Manual
b) BCAS approved Security Manual
c) DGCA approved Cabin Attendant Manual
d) Flight Dispatch Manual

CHAPTER
5
(v) Information that can be grouped based on the phase of operation

in which it is used.
a) FCOM Volume 3
b) Company Operations Manual Chapter 17
Documents in the Flight Safety Documentation System are placed
together and grouped as per the documentation criteria listed in para
above. IndiGo uses an electronic system for Flight Safety Documents and
the documents could be viewed in the IndiGo portal at
https://6eworld.goindigo.in/flightsafe/Document
Management
System.aspx.
IndiGo will also maintain a Master Manual Register which contains the
following information about the documents:
Serial No.
Reference No.
Title
Purpose of the Document
Department Owner of the document
Responsible Manager
Type of document
Issue / Volume No.
Issue Date
Year of Edition
Date of Last Revision
List of recepients
Officers from Flight Safety Department during Station Inspection / spot
checks will check for the availability, condition, currency, and
dissemination procedures, in respect of the above mentioned documents.
The documents in aircraft library are maintained as per the guidelines
given in Civil Aviation Requirements (CAR) and Company Operations
Manual Part (A). To maintain this library aircraft should be checked on
daily basis.
The detailed process is as follows;
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5.2.17.4 Flight Safety Documentation System

CHAPTER
5
5.2.17.5 Review and Amendment to Flight Safety Document

System
Review of the Flight Safety Documentation system will be carried out biannually or as on required basis, under the authority of the Chief of Flight
Safety. All manuals and other documents will be reviewed for their
currency. The nominated nodal officer will review the Flight Safety
Documentation System biannually or as and when required. The flight
safety document system will also be reviewed after:
Major Events (mergers, acquisitions, rapid growth, downsizing etc)
Technology Changes (introduction of new equipment)
Changes in Safety Regulations.
Before deployment new information will be reviewed and validated
considering its effects on the entire flight safety documents system.
The process for review and amendment for each document is laid down
in the respective manuals and the amendments will be carried out by the
respective departments. The amendments / revisions will be carried out
both in the hard copy as well as soft copy of the document. The process
of amendment is a manual process and will be followed till a feasible
electronic solution is available for the same. The concerned Department
at the corporate Head Quarter will make necessary arrangements for the
timely distribution of the amendments / revisions to all concerned for
updating the copies of the manual in their possession.
Whenever a new revision is published the holder of the copy is
required to replace the revision pages as per instructions. After the
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Executive Flight Operations Support is responsible to check aircraft.

Aircraft shall be preferably checked and updated at night.
Document status shall be checked as per Aircraft Check Report
(ACR), and not by memory.
Missing documents shall be replaced in the aircraft ASAP.
If required, next station shall be informed for any kind of follow up.
After check is completed ACR should be filled and e-mailed to
Manager FOS.

CHAPTER
5
revision has been carried out, the record of the revision is to be

completed and signed with date of revision by the person making the
change. The replaced page should be removed and destroyed.
5.3 Anonymous / Voluntary and Hazard Reporting
5.3.1 Confidential Voluntary Reporting

IndiGo has introduced non-punitive voluntary reporting in the airline. This
is a system of hazard reporting where anyone who is concerned with
aviation safety may forward a report by filling the Anonymous Voluntary
Reporting form (Appendix 11 to this Manual) or by simply sending email
giving the details of the occurrence to the Chief of Flight Safety. The
report may be briefly written identifying the specific hazard with
suggestions for improvement / rectification, if any. Such reports may
bear the signature and name of the person who makes the same which, if
so desired, shall be kept confidential.
Issue 2
Revision No. 3
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Effective:
Immediate
IndiGo as part of accident prevention program promotes Anonymous /

Voluntary and Hazard Reporting. Any issues related to safety / deviations
from SOP / Hazards can be reported under Anonymous / Voluntary and
Hazard reporting program established by IndiGo Flight Safety
Department. The reports can be submitted by the following methods:
Filling the Anonymous / Voluntary Reporting form (Appendix 11 to
this Manual) and Hazard Report (refer Appendix 12 to this
manual).
Forwarding an email, giving a brief description of the hazard, to
fltsafe.hq@goindigo.in
Online hazard reporting by logging into IndiGo portal.
The information received through above mentioned reports shall only be
used as a preventive tool and at no stage will be used as a material
evidence for taking disciplinary action against the person reporting. This
shall however be without prejudice to usual regulatory investigation and
consequent action by DGCA / IndiGo under the rules and for any
negligent / willful act of non-adherence to laid down procedures etc.

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5
5.3.2 Anonymous Reporting
5.3.3 Hazard Reporting

It is the duty of every employee of IndiGo to report any situation that, in
his / her opinion could be a hazard to flight operation and as such a
safety concern. The Chief of Flight Safety personally encourages all
personnel of the Airline to be the eyes and ears of safety. The objective is
to prevent an Accident, not to place blame. If an employee submits
Hazard Report (refer Appendix 12 to this manual), it is brought to the
Safety Department where the urgency of the situation is determined. In
case of an oral report, the Safety Department in turn will generate a
Hazard Report giving details of the reported Hazard. The Safety
Department may also initiate Hazard Reports based on Airworthiness
Directives, Safety Inspection Report etc.
5.3.3.1
Action on Hazard Reports
The Hazard Report will be forwarded to the respective Local Safety

Action Group (LSAG) member for further necessary action. If the LSAG
member is unable to take action or is not in the members purview, it will
be forwarded to the respective LSAG-Corporate member for necessary
action. For detailed information on action taken for hazard reports refer
IndiGo SMS Manual.
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Effective:
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There are situations where the person reporting the hazard may not like
to disclose his identity. In such cases, report regarding a hazard or
occurrence of an incident may be forwarded in writing to the Chief of
Flight Safety, IndiGo, without signature, name, identity or address of the
person reporting. Persons involved in any sort of aviation related incident
are encouraged to make their own report either through voluntary
reporting or anonymous reporting system. Such reports may be
forwarded to the Chief of Flight Safety, IndiGo, Tower-C, GBP, MG Road
Gurgaon, Haryana, by Post or by company mail, e-mail to
fltsafe.hq@goindigo.in.

5.3.3.2
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5
Records to be retained
5.4 IndiGo Flight Safety Review Committee

IndiGo Flight Safety Review Committee comprising of the Head of the
departments of Flight Ops., Maintenance, Ground Support, and In-flight
Services will be convened regularly to review the progress of the accident
prevention efforts in IndiGo. This meeting may be convened by the Chief
of Flight Safety as and when necessary, however not less than once in
every six months. The meeting may discuss plan of action required to be
taken to implement specific safety recommendations of Court of Enquiry,
Committee of Enquiry and Inspector of Accidents Reports. Further
matters affecting safety which may require coordinated action by various
departments may also be taken up in these meetings.
5.5 IndiGo Pilot-Engineer Meetings

As a part of accident / incident prevention program, IndiGo will organize
regular meetings of the pilots and engineers to discuss important Flight
Safety issues. This meeting would be convened by the Chief of Flight
Safety as and when necessary, however not less than once in every six
months.
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The Safety Department will retain all of the Hazard Reports that have
been received / generated or initiated for a period of two years. The
reports are kept in folders dated 01st January-30thJune and 01stJuly 31st
December for the appropriate year. In January and July every year, the
folder for the previous six month period will be reviewed and summarized
in the Biannual Safety Report. These reports will also be discussed at the
meetings of the IndiGo Flight Safety Review Committee.

FLIGHT OPERATION QUALITY ASSURANCE
CHAPTER
6
6 FLIGHT OPERATION QUALITY ASSURANCE

6.1 IndiGo FOQA policy
6.1.1 FOQA Program Objectives

The Flight Operation Quality Assurance program of IndiGo aims at
improving safety, increasing savings and reducing costs. Under this
program the Flight Safety Team of the airline collects and analyzes
DFDR data recorded and downloaded from every flight as part of the
proactive accident prevention program. In addition to decoding the CVR
data of incident cases, a part of such recorded data from the fleet is
randomly monitored to confirm crew adherence to SOPs and support the
FOQA activity. This enables the airline to mainly improve;
Flight crew performance
Operational training program and procedures
Adherence to Air Traffic Control clearances and ATS

procedures
Aircraft maintenance and design system
Aircraft operations and support system design procedures

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Effective:
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Flight Operation Quality Assurance program has been accepted as a

proven accident prevention tool by most of the airlines around the world
and has been recommended by various international agencies like ICAO
and IATA. The DGCA in India also has suggested (refer Annexure C to
this manual) airlines in India to adopt FOQA methods into their accident
prevention program.
The objective of IndiGo being safe in the Air Transport operation, has
introduced FOQA program as one of the primary tools into the accident
prevention program in the Airline. The FOQA program is further
integrated into the accident / incident prevention and thereby safety
promotion activity of the airline.
As per Company policy the flight data analysis program shall be
non-punitive. Adequate safeguards are put in place to protect the
source(s) of data and analysis results in IndiGo, to strictly adhere to this
principle.

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6
6.1.2 Goals of FOQA program

The Goals of the FOQA program, in addition to accident / incident
prevention are: commitment to safety, dependability, punctuality,
efficiency and economy.
Flight data monitoring for determining exceedance is an effective tool for
managing Flight Operations Quality Assurance Program. It will remove
deficiencies in aircraft operations before they result in Accident / Incident.
As required under CAR Section 5, Series F, Part I; CAR Section 5, Series
F, Part II (refer Annexure C to this manual) and DGCA Air Safety
Circular 2 of 1999.
6.2.1 Procedure for exceedance Trend Monitoring

The Engineering Department of IndiGo will carry out regular data
acquisition. The data derived by the engineering department will be
forwarded on-line to the Flight Safety Department where the same will be
analyzed for parameter exceedance assessment. The Data will be
analyzed by using appropriate software and deviations beyond the
selected alerts shall be detected and recorded by dedicated flight safety
personnel. A proper record in accordance with DGCA Air Safety Circular
6 of 2007 shall be maintained by the Flight Safety Department and used
for crew counseling, trend analysis and other accident / incident
prevention activities.
Flight data analysis in IndiGo is proactive and non-punitive program for
gathering and analyzing data recorded during routine flights to improve
flight crew performance, operating procedures, flight training, air traffic
control procedures, air navigation services, and aircraft maintenance and
design etc. Also the 3D software is utilized for analyzing and
demonstrating the analyzed results for the benefit of crew training and
awareness.
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6.2 Monitoring of Flight Data

CHAPTER
6
6.2.2 Utilization of Exceedance Monitoring Data
6.2.2.1
Yellow exceedences (Low severity level)
Yellow exceedences are exceedences of low severity. They are

statistically important because those can indicate the airline trend for a
given exceedance.
6.2.2.2
Amber events (Medium severity level)
Amber exceedences are exceedences of medium severity those may

require flight crew written explanation.
6.2.2.3
Red exceedences (High severity level)
Red exceedences are exceedences of high severity those may require

crew counseling or other corrective measures as decided by Chief of
Flight Safety.
6.2.3 Exceedance Limit

Exceedance limits have been set in accordance with CAR Section 5,
Series F, Part II (refer Annexure C to this manual). The exceedance
limits will be reviewed every year and necessary changes if required will
be incorporated.
6.2.4 Analysis of Exceedance Data

Special analysis and evaluation will be carried out for Exceedences
falling under Red Category as these Exceedences as perceived to be for
high severity level. 3D animation software is being used for detailed
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After analysis and validation of exceedences, the exceedences will be

graded as per severity levels. The severity levels will be determined
based on the under mentioned:
i) DGCA Regulations.
ii) Manufacturer recommendations.
iii) Operating experience.
The Exceedance Parameters being monitored would be reviewed once
every year. This is done with the objective of regular redefining and
updating of the parameters and making IndiGo the safest airline.

CHAPTER
6
6.3 CVR Monitoring

CVR monitoring will be carried out by IndiGo Flight Safety Department in
association with Flight Operations Department as per the frequency
specified in CAR Section 5, Series F, Part I CVR monitoring for half the
number of aircraft in the fleet per month. This will be in addition to the
CVR data monitoring of those aircraft involved in incidents.
The CVR recording will be monitored for recording quality, SOP
adherence, Cockpit and Cabin CRM. CVR monitoring will be carried out
by officers from Flight Safety under supervision of type rated pilots. For
CVR Monitoring refer Appendix 22 to this manual.
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Effective:
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analysis of the flight to check whether or not the flight was handled as per
the Standard Operating Procedures.
Also Exceedences during approach / landing phases or where structural
limits have been exceeded will be thoroughly analyzed and revalidated.
The analysis of above mentioned Exceedences will mainly focus on to
identify whether the Exceedences was due to error or was it a violation of
SOP. Also it will be analyzed with the view to confirm whether the
Exceedences are aerodrome specific or crew specific.
Upon completion of analysis, all exceedence falling in the red and amber
severity level will be forwarded to the concerned crew for their comments.
Based on the comments received by the crew, Flight Safety will forward
the exceedance with safetys comments to Chief Pilot Standards and
Quality Assurance for appropriate corrective action. The action taken
report will be forwarded to Flight Safety Department and records will be
maintained for two years under strict security. In addition to this a
quarterly and a yearly feedback is given to all crew regarding their
exceedance.
Quarterly review of consolidated FDM data to identify significant trends
for the purpose of evidence based training, awareness and procedure
modification.

CHAPTER
6
6.3.1 Setup for CVR Monitoring
6.3.2 Action on deficiency observed during CVR / Flight Data

Monitoring
When deviations from SOP or when any hazard element is detected
during CVR / Flight Data Monitoring, the matter will be brought to the
notice of the Chief Pilot Standards and Quality Assurance and Chief of
Flight Safety to take necessary corrective action. The corrective action as
deemed fit and acceptable to Chief of Flight Safety of will be initiated
under strict confidence and secrecy by Chief Pilot Standards and Quality
Assurance or a person designated by him. Action taken report will be
forwarded to Flight Safety Department and maintained for two years.
6.3.3 Correlation of CVR and DFDR

In order to achieve the best results from flight data analysis and for its
effective use in monitoring of flight procedures by the crew, it is
necessary that the flight data readouts are correlated with the CVR
readouts.
IndiGo therefore, in accordance with DGCA Air Safety Circular 3 of 1997,
will correlate flight data with CVR recording. The CVR data recoded for
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The Engineering Department of IndiGo will be responsible to carry out

download of CVR data at an interval specified above. The data from the
engineering department will be forwarded to the Flight Safety
Department, where the same will be monitored and transcript prepared
where required with the help of flight crew.
The CVR data received will be decompressed and individual channel
recordings separated using software provided by the manufacturer of
CVR.
In the event of an incident listed in DGCA Air Safety Circular 5 of 1982
the Duty Engineer before releasing the aircraft shall confirm that the CVR
of the involved flight has been downloaded or necessary permission has
been obtained from the Director / Regional Controller of Air Safety of the
concerned region for releasing the aircraft without carrying out CVR
download. (refer IndiGo Technical Procedures Manual Section-3 QP-01
Para 2.1)

CHAPTER
6
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Revision No. 3
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Effective:
Immediate
different channels will be decoded using the inputs given by software

manufacturer to ascertain the time at which recording started. The time at
which recording of CVR channel starts will be synchronized with the flight
data recorded time and then correlation of data will be done to ascertain
precisely the areas requiring special attention for safety enhancement.
The synchronized data of CVR and FDR will be received by senior pilots /
Training Captains deputed by VP Operations to determine deviation from
SOPs etc and take necessary preventive action to curtail recurrence.

INTERNAL/REGULATORY SAFETY AUDIT
PROGRAM
CHAPTER
7
7 INTERNAL / REGULATORY SAFETY AUDIT

PROGRAM
7.1 Internal Safety Audit - Regulation
7.2 Objective
Audit is a systematic and independent comparison of the way in which an
operation is being carried out, against the way in which say, it should be
conducted.
7.3 Safety Audit Procedures

Safety audits are effective tools for accident prevention. Three types of
safety audits are proposed to be conducted by the Flight Safety
Department in IndiGo.
7.3.1 Scheduled Safety Audits

Scheduled Safety Audits may be conducted at all Operational and
Engineering divisions, sections and facilities of IndiGo. The audit for main
bases will be conducted at least once every year and outstations once
every two years. The schedules for such audits should be worked out
and intimated well in advance to enable the departments / stations to
prepare themselves for the audit.
7.3.2 Special Safety Audits

Unscheduled Safety Audits are ordered by the Chief of Safety when
required by MD / President or when reports about deterioration in the
standards of service are received. Normally 15 days notice is given to
the station before undertaking such audits.
Issue 2
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Effective:
Immediate
Regular Internal Safety Audit of various departments of the airline will be

conducted by the Flight Safety Department as specified under CAR
Section 5, Series F Part I. The observations and recommendations of the
audits will be used to improve the safety standards in the airline.

PROGRAM
CHAPTER
7
7.3.3 Random Audits

Random Audits are conducted when required by higher authorities or
DGCA or serious deterioration in the standards of service are reported or
brought to the notice of the management. Nil notice is given before such
Audits / Inspections.
These audits are conducted by the ICAO / FAA / IATA to meet certain
specific requirements. Advance information is normally provided for such
audits. (also ref 7.2 below).
7.5 Internal Safety Audit Schedule

Annual audit plan for the next calendar year will be published by IndiGo
Flight Safety Department by 15th Dec of every year.
7.6 Internal Safety Audit Plan

IndiGo Flight Safety department will be responsible for preparation and
issuance the Internal Audit plan. The documented audit plan shall include
the following:
1. Auditee name and address
2. Audit objectives, scope and criteria
3. Audit team members
4. Audit Agenda specifying departments or activities to be audited
including date start and end time of auditing plus names of assigned
auditors
5. Audit report distribution and the expected date of issue
The audit plan will be forwarded to the auditee one month in advance. All
efforts shall be made to adhere to the plan.
7.7 Audit Team Leader Internal Safety Audit

Chief of Flight Safety will be responsible for identifying Audit Team
Leader. Audit Team Leader will be a trained auditor with minimum10
years of experience in aviation. The lead auditor shall have management
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Effective:
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7.4 Outside Agency Audits

PROGRAM
CHAPTER
7
capabilities and the authority to make final decisions regarding the

conduct of the audit and any audit observations.
The lead auditor is ultimately responsible for all phases of the audit.
7.8 Composition of Audit Team - Internal Safety Audit
7.9 Qualification for Internal Auditors

All Audit team members will have minimum of 3 years of aviation
experience and shall be free from bias and influences which could affect
audit objectivity
7.9.1 Pilot
A pilot holding current license on type of aircraft being operated has
undergone an auditors course by an accredited organization and
approved by the Chief of Flight Safety.
7.9.2 Engineer
An engineer with aviation experience having undergone an auditors
course by an accredited organization and approved by the Chief of Flight
Safety can be nominated to the Audit team.
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The safety audit team shall comprise of, not less than three members:
1. Chief of Flight Safety or his designated representative along with 2
and 3 below. Any two from the remaining as optional depending
upon the expected workload.
2. A Pilot.
3. An Engineer.
4. An officer from Airport Operations
5. An officer from Security
6. An officer from Cargo
7. An officer from Load & Trim
8. An officer from Inflight Services
9. Officer from Safety Department or any other person as detailed by
the Chief of Flight Safety / CEO

PROGRAM
CHAPTER
7
7.9.3 Officer - Airport Operations / Security / Cargo / Load &

Trim / Inflight Services
7.9.4 Other Auditors

Any officer from the Flight Safety Department having undergone an
auditors course by an accredited organization and approved by the Chief
of Flight Safety.
7.10
Scope Internal Safety Audit
Scope of Internal Safety Audit is vast as it covers all operational

departments. Following Departments / Functions will be audited as part of
Internal Safety Audit:
1. Management & Control.
2. Review of Departmental Manuals.
3. Onsite Audit
a) Flight Operations
b) Engineering
c) Inflight Services
d) Airport Operations & Customer Services
e) Operation Control Center
f) Cargo Operations
g) Corporate Learning Department
h) Flight Safety
i) Pre Flight Medical
7.10.1
Management & Control.
Management Policy will be audited to check for the commitment and

priority to safety of aircraft operations. It will also be checked if the
management has issued guidelines to this effect and has also taken
action for violations of safety requirements by their employees. Auditors
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Effective:
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An officer from the Airport / Ramp / Cargo Operations having undergone

an auditors course by an accredited organization and approved by the
Chief of Flight Safety.

PROGRAM
CHAPTER
7
7.10.2
Review of Departmental Manuals.
Internal Safety Auditors shall review the relevant documentation before

the audit is performed. Only by reviewing the documentation can the
auditors decide how to progress with the audit and develop the questions
he/she needs to ask during the audit. Following documents will be
reviewed:
1. Company Flight Operation Manual (All Parts)
2. Continuous Airworthiness Maintenance Exposition
3. Maintenance Organization Exposition
4. Technical Procedure Manual
5. Cabin Attendant Manual / Safety & Emergency Procedure Manual
6. Security Program
7. Aircraft Handling Manual
8. Passenger Handling Manual
9. Load & Trim Manual
10. Dangerous Goods Manual
11. Flight Safety Manual
12. Safety Management System Manual
13. Cargo Operation Manual
14. Flight Dispatch / Operation Control Center Manual
Internal Safety Auditors shall review documentation to assess whether all
required elements of the specified standard are addressed adequately.
There are adequate procedures or other documented measures to
ensure that activities are properly controlled. If there are any deficiencies
present in the documentation system. Internal Safety Auditors shall
record all documentation findings for further analysis to determine
nonconformity and same will be forwarded with CARP.
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will check whether Management Policy provides provision for allocation of

necessary resources such as sufficient manpower, adequate work space,
hardware, software and Check for proper environment control.
Auditors will also check if the management system has continuity
throughout the IndiGo and ensures control of operations and
management of safety and security outcomes.

PROGRAM
7.10.3
CHAPTER
7
Onsite Audit
Audit team will be conducting onsite audits of various departments to

check the implementation and effectiveness of various policies and
procedures documented in respective departmental manuals.
As part of engineering onsite audit, audit team will check the following:
1. Crew Reporting and Briefing
2. Approval, Availability and Currency of mandatory documents.
3. Records of information dissemination.
4. Training set up
5. Licensing
6. Documentation of records
7.10.3.2 Engineering
As part of engineering onsite audit, audit team will check the following:
1. Planning- Stores, Work Packaging, Repair Administration, Logistics
& Procurement.
2. Line Maintenance- Scope of Approval of Maintenance personnel
Availability of Resources, Documentation, Maintenance Control
Center & Line Maintenance Procedures.
3. Quality Assurance& Technical Support- Modification Cell, Engine
Cell, Quality Assurance Cell & Technical Library.
7.10.3.3 Inflight Services

As part of Inflight Services onsite audit, audit team will check the
following:
1. Crew Reporting & Briefing
2. Approval, Availability & Currency of Mandatory Documents
3. Records of Information dissemination
4. Records of Surveillance Flight & Action Taken Reports
5. Incident Records & Action Taken Reports
7.10.3.4 Airport Operation & Customer Services
As part of Airport Operation & Customer Services onsite audit, audit team
will check the following:
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Effective:
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7.10.3.1 Flight Operations

PROGRAM
Goods,
AVSEC,
7.10.3.5 Operation Control Center

As part of Operation Control Center onsite audit, audit team will check the
following:
a) Flight Dispatch
1. Technical Library
2. Document Distribution Records
3. Emergency Procedures & Preparedness
4. Pre departure Functions
5. Flight Release
6. Flight Following
7. Weather
8. Aerodrome Operating Minima
9. Change Over Procedure
10. Trip Records Maintenance
b) Crew Scheduling
1. Availability of Automated Software for monitoring Flight Duty Time
Limitations
2. Automated software to be checked for adequacy, currency,
accuracy, accessibility & security
3. Crew allocation process
4. Automated software to be checked for auto alert generation
5. Flight Duty Time Records to be checked for adequacy, currency,
accuracy, accessibility & security
Issue 2
Revision No. 3
7-7

Effective:
Immediate

3. Ramp Operations
4. Ground Support Equipment
5. Load & Trim Records
6. Training records(Load & Trim, Dangerous
Screening, Marshalling)
7. Security Functions
8. Emergency Procedures & Preparedness
CHAPTER
7

PROGRAM
CHAPTER
7
7.10.3.6 Cargo Operation
7.10.3.7 Corporate Learning Department

As part of Corporate Learning Department onsite audit, audit team will
check the following:
1. Adequacy of space in terms of classrooms
2. Availability of Training Aids
3. Approval of Training Courses & Instructors
6. Records of Check Flights & Action Taken Reports
7. Training Records of Cabin Attendants
8. Action Taken report and follow up of Failure cases.
7.10.3.8 Flight Safety

As part of Flight Safety onsite audit, audit team will check the following:
1. Approval of Flight Safety Department
2. Approval of Chief / Dy. Chief of Flight Safety
4. Permanent Investigation Board
5. Records of Internal Safety Audit along with Action Taken Report
6. Records of Station Safety Audit along with Action Taken Report
7. Records of Investigation along with Action Taken Report
8. Flight Data Monitoring
9. Cockpit Voice Recording Monitoring
10. Records of Safety Surveillance along with Action Taken Report
Issue 2
Revision No. 3
7-8

Effective:
Immediate
As part of Cargo Operation onsite audit, audit team will check the
following:
3. Load Acceptance & Handling
4. Perishable / Special Load Acceptance & Handling
5. Cargo Security
6. Training Records
7. Cargo Record Maintenance

PROGRAM
CHAPTER
7
11. Voluntary / Anonymous Reporting system

12. Hazard Reporting & Risk Mitigation Process
13. Flight Safety Document Management System.
7.10.3.9 Pre Flight Medical
7.11
Internal Safety Audit Checklist
Internal Audit Checklist (Refer Appendix 23) provides Structure and

continuity to an audit and ensures that the audit scope is being followed.
It is also a means of communication and a place to record data for use for
future reference. Audit checklist will be forwarded to auditees along with
Audit Plan. The Checklist will be updated by audit team members before
audit initiation based on the review of departmental manuals.
7.12
Procedure for Conducting Internal Safety Audit
Audit Performance relates to all the activities that take place during the
actual on-site audit. The effectiveness of the process is dependent upon
the how well the audit plan is executed and the completeness of prepared
checklists.
The on-site part of the audit is to determine the degree of compliance
with the documented system and the effectiveness of its implementation.
The auditor shall proceed with the audit in accordance with the audit
agenda, using the prepared checklists. It shall be the responsibility of the
lead auditor to supervise the activities of the audit team members to
ensure the audit objectives are achieved.
All efforts shall be made by Audit Team so as to not interfere in the
regular work of Audited department.
Issue 2
Revision No. 3
7-9

Effective:
Immediate
As part of Pre Flight Medical onsite audit, audit team will check the
following:
1. Adequacy of Facility
2. Serviceability status of Breath Analyser Equipment
3. Record of Pre Flight Medical of crew

PROGRAM
7.12.1
CHAPTER
7
Opening Meeting
7.12.2
Audit Evidence
Audit evidence is information that provides a factual basis or factual

evidence for audit findings which can be obtained through observing work
area conditions, interviews, examining records such as letters, contracts
testimonial or testing documents. Audit Evidence provides the basis for
the Auditor to determine conformity or nonconformity with required
standards.
Clues suggesting deficiencies will be noted if they seem significant, even
if checklists do not cover them, and investigated.
7.12.3
Analysis of Findings
The Auditors will carefully verify and analyze all gathered evidence to
conclude conformity or non-conformity. Auditors shall exercise
professional judgment when analyzing or evaluating the gathered
evidence. All efforts will be made by auditors to complete the analysis
before the closing meeting. Upon completion of Analysis of gathered
evidence the findings will be classified as:
Issue 2
Revision No. 3
7-10

Effective:
Immediate
This meeting at the beginning of the on-site audit shall be relatively brief
but will provide the opportunity for all attendees (auditees / members
nominated by the auditees) to clarify any problems or conditions relating
to the audit.
The elements of this opening meeting will be:
1. Introductions
2. Statement of Confidentiality
3. Confirmation of scope, objectives and Audit standard
4. Confirmation of availability of personnel
5. Review of Audit Plan and Audit Agenda
6. Explanation of method of auditing and raising of nonconformities
7. Confirmation of time, place and attendees for closing meeting
Chief of Safety / Audit Team Leader will conduct Opening meeting before
the initiation of on-site audit

PROGRAM
CHAPTER
7
7.12.4
Closing Meeting
The audit team shall hold a closing meeting with the auditees senior
management and those responsible for the functions concerned. The
main purpose of this meeting will be to thank the staff for the cooperation
extended and to present the audit results to the senior management in
such a manner so as to ensure that they clearly understand the results of
the audit. All nonconformities and observations are presented.
Chief of Safety / Audit Team Leader will conduct closing meeting
7.12.5
Reporting of Audit Results
The audit team shall prepare the audit report. The audit report is an
accurate, precise and concise record of the audit. The audit report will be
issued within the agreed arrangements (closing meeting) where it will be
completed, discussed and signed by the lead auditor and the auditee /
auditee management representative. The audit report will contain the
following:
The scope and objectives of the audit
Details of the audit plan
Summary of agreed non conformities or findings
The Lead auditor will be responsible for completion of audit report within
7 days of the closing meeting. Once the audit report is completed the
same will be forwarded to the President and Chief of Flight Safety. Upon
approval by the President the same will be issued to the concerned
auditees and their management representative along with Corrective
Action Request Form (Refer Appendix 24).
All Level 1 findings will be immediately forwarded to Chief of Safety,
respective Head of department and Auditee. All efforts shall be made that
Issue 2
Revision No. 3
7-11

Effective:
Immediate
Level 1: Level 1 finding is any significant non-compliance with the

applicable requirement which lowers the safety standard and
hazards seriously the flight safety.
Level 2: A level 2 finding is any non-compliance with the applicable
requirement which could lower the safety standard and possibly
hazard the flight safety.

PROGRAM
CHAPTER
7
7.12.5.1 Corrective Action Request Form (CARF)

Corrective Action Request Form will be raised
findings. The responsible manager is required
of the deficiency and take the necessary
preventive action must also be taken so as
reoccur. Once
7.12.6
by the Audit team for all

to identify the root cause
corrective action. Also
the deficiency does not
Audit Follow-up & closure
The relevant portions of the CARF will be filled by auditor and forwarded
to the auditee. Upon receipt of the same auditee / auditees senior
management will carry out analysis of the finding to determine root cause
and decide on the necessary corrective action.
Once the corrective and preventive action is taken by auditee / auditees
senior management the CARF will be forwarded back to auditor after
completing the relevant fields along with proof and documentation of
corrective / preventive action. The time limit set for Corrective /
preventive action shall depend on the level of finding and has to be
adhered to.
The auditor upon closure of the CARF will provide notification of closure
to the auditee / auditees senior management & Lead Auditor.
Unless the CARF is closed the audit finding will be considered as
Open.
The final Audit report along with the ATRs will be forwarded to the
President.
Issue 2
Revision No. 3
7-12

Effective:
Immediate
corrective action is taken and implemented for the finding within 7 days,
unless any special extension has been granted by Accountable
Executive.
All Level 2 findings will be forwarded to the Auditee. All efforts shall be
made that corrective action is taken and implemented for the finding
within 30 days, unless any special extension has been granted by Chief
of Safety.

PROGRAM
7.13
CHAPTER
7
Internal Safety Audit Report Submission to DGCA
7.13.1
Review of ATR
Evaluation of effectiveness of corrective action taken on the findings of

Audit Report will be carried out by officers of Flight Safety Department
through routine subsequent inspections / surveillance. If during evaluation
it is observed that desired results are not being obtained by means of
corrective action implemented, the same will be reviewed in conjunction
with the concerned department and new strategy / corrective action
formulated and implemented.
7.14
Record Maintenance
Flight Safety will be responsible of maintaining the under mentioned audit

records in soft / hard copy for a period of 2 years:
Published Annual Audit Plan
Revisions to Published Annual Audit Plan
Completed Audit Checklist
Audit Evidence
Audit Report along with CARF
Issue 2
Revision No. 3
7-13

Effective:
Immediate
On completion of the Internal Safety Audit a report shall be prepared and

the copy of the same should be forwarded to the DGCA (Kind Attn-DAS)
within a week of acceptance by the President / CEO.
Also once the Action Taken report for all the observations / deficiencies
recorded in the audit report has been reviewed and accepted by the
Chief of Flight Safety, a report will be forwarded to the DGCA (Kind AttnDAS) confirming the same. The Action Taken report on all deficiencies
/observations will be forwarded by the concerned HODs to the Chief of
Flight Safety within 30 days of acceptance of Audit report by President /
CEO.

PROGRAM
7.15
CHAPTER
7
DGCA Audit
The Director General of Civil Aviation after giving reasonable period of

notice may depute officer(s) to carry out Safety Audit of IndiGo prior to
issue / renewal of Operating Permit or any time as deemed necessary.
Role of IndiGo in DGCA Audit
When an audit of IndiGo is conducted by DGCA All department heads

and Airport Managers will coordinate with the Chief of Flight Safety
IndiGo and extend all facilities for the same.
7.15.2 Procedure for taking action and submission of

report to DGCA
On receipt of the DGCA audit report, the observations / discrepancies as
reported by DGCA will be circulated to the respective department for their
compliance. On receipt of the action taken report from concerned
departments Flight Safety Department will compile the full report and
forward it to the DGCA within 30 days from the receipt of audit report.
7.15.3
Format for submitting Action Taken Report
Action taken report on DGCA observations / discrepancies will be

forwarded to DGCA along with the following information.
i) Reason for non-compliance / observation.
ii) Proposed corrective / preventive action.
iii) Reference document if any.
Format for submitting action taken report is given as Appendix 24 to this
manual.
Note: For further details on Audits and Surveillance refer IndiGo
Safety Audit and Surveillance Manual
Issue 2
Revision No. 3
7-14

Effective:
Immediate
7.15.1

CONTROLLED FLIGHT INTO TERRAIN(CFIT)
CHAPTER
8
8 CONTROLLED FLIGHT INTO TERRAIN (CFIT)

8.1 Monitoring of CFIT prevention program
8.2 EGPWS Warning

The EGPWS is a Terrain Awareness and Alerting system providing
terrain alerting and display functions. It uses aircraft inputs including
geographical position, altitude, attitude, airspeed and glide slope
deviation. These are used with internal terrain, obstacles and airport
databases to predict potential conflict between the aircraft flight path and
the terrain or an obstacle. A terrain or an obstacle conflict results in a
visual and audio caution or warning alert.
Additionally EGPWS provides alerts for excessive glide slope deviation,
too low with flaps and gear not in landing configuration, and optionally
provides bank and radio altimeter callouts based on the system program
pin selection.
For additional information on EGPWS refer DGCA Operations Circular 5
of 2002.
8.3 EGPWS reporting procedure

8.3.1 Verbal Reports
Verbal reports should be made promptly to the appropriate air traffic
control unit:
Issue 2
Revision No. 3
8-1

Effective:
Immediate
Measures specified in DGCA Advisory Circular, 1 of 2009 for Air

Operators regarding the prevention of CFIT accidents shall be adopted.
The Flight crew will be subjected to CFIT accident prevention training and
checks as specified in the operation / training manual of IndiGo.
Adherence to Standard Operating Procedures with particular reference to
non-precision approaches such as VOR / DME and step down
approaches shall be monitored for accuracy. Flight Recorders shall also
be monitored to gauge responses for GPWS activation. In addition
training records will be checked to confirm that the pilots have undergone
the CFIT prevention training during their refresher courses.

CONTROLLED FLIGHT INTO TERRAIN(CFIT)
CHAPTER
8
8.3.2 Written Reports

Written Reports should be submitted whenever the aircraft flight path has
been modified in response to a EGPWS alert (false, nuisance or
genuine).
EGPWS Occurrence Report (refer Appendix 15 to this manual) is
required to be raised whenever an EGPWS alert has been issued and is
believed to have been false, or if it is believed that an EGPWS alert
should have been issued but was not, or when an alert was required and
was correctly given by the equipment. The same must be entered in the
Aircraft Flight Log as well. Whenever such a report is raised, it is
necessary to forward a copy to DGCA within 24 hours.
8.4 CFIT Risk Assessment
The level of CFIT risk can be calculated using the methodology laid down
in CFIT checklist (issued by Flight Safety Foundation) attached as
Appendix 25 to this manual.
Note: for more details on CFIT please refer IndiGo Company
Operations Manual, Part-A, Chapter-30.
Issue 2
Revision No. 3
8-2

Effective:
Immediate
Whenever any maneuvers has caused the aircraft to deviate from

an air traffic clearance
When, subsequent to a maneuver that has caused the aircraft to
deviate from an air traffic clearance, the aircraft has returned to a
flight path that complies with the clearance
When Air Traffic Control issues instructions that, if followed, would
cause the crew to maneuver the aircraft towards terrain or obstacle
and it appears from the display that a potential CFlT occurrence is
likely to result.
CHAPTER
9
DANGEROUS GOODS
9 DANGEROUS GOODS
9.1 Description of Dangerous Goods
9.2 IndiGo Policy on Dangerous Goods
In IndiGo the following policy on the transport of Dangerous Goods

applies:
Hand
a)
Generally No Dangerous goods are
Baggage
Checked
permitted except for few Dangerous
b)
Baggage
goods refer Annexure D to this
On One
manual
c)
Person
No Dangerous Goods are Permitted
d) Cargo
to be carried
e) Mails
- do f) COMAT
- do -
9.3 Dangerous Goods Accidents

An occurrence associated with and related to the transport of dangerous
goods by air which results in fatal or serious injury to a person or major
property damage.
9.4 Dangerous Goods Incidents

An occurrence other than a dangerous goods accident associated with
and related to the transport of dangerous goods by air, not necessarily
occurring on board an aircraft, which results in injury to a person,
property damage, fire, breakage, spillage, leakage of fluid or radiation or
other evidence that the integrity of the packaging has not been
maintained. Any occurrence relating to the transport of dangerous goods
Issue 2
Revision No. Nil
9-1

Effective:
Immediate
"Dangerous Goods" means articles or substances which are capable of

posing a risk to health, safety, property or the environment and which are
listed as such in the Technical Instructions on the subject or which are
classified according to the Technical Instructions.
CHAPTER
9
DANGEROUS GOODS
which seriously jeopardizes an aircraft or its occupants is also deemed to

be a dangerous goods incident. (A dangerous goods accident or incident
may also constitute an aircraft accident or incident as specified in Annex
13 to the Chicago Convention on International Civil Aviation - Aircraft
Accident Investigation)
of
Dangerous
Goods
Accidents
and
IndiGo will report all dangerous goods accidents or incidents to the

DGCA within 24 hrs of occurrence and in accordance with Rule 11 of The
Aircraft (Carriage of Dangerous Goods) Rules 2003. Any personnel
handling dangerous goods for IndiGo comes across any dangerous
goods accident or incident shall report it to the flight safety department by
filling up the Dangerous Goods Occurrence Report (online or hardcopy).
Hardcopy may be forwarded to fltsafe.hq@goindigo.in. The personnel will
also inform to the Chief Instructor Dangerous Goods. Flight Safety will
report it to the appropriate authority of the State of the Operator ie DGCA
and the state in which the accident or incident occurred, and such reports
are in accordance with the reporting requirements of the appropriate
authorities.
Notes
1. This includes incidents involving dangerous goods that are not
subject to all or part of these Regulations through the application of
an exception or of a special provision.
2. The accident and incident reporting form is given below by the name
of Dangerous Goods Occurrence Report refer Appendix 14 to this
Manual.
9.6 Undeclared or Misdeclared Dangerous Goods

IndiGo will report any occasion when undeclared or misdeclared
dangerous goods are discovered in cargo. Such a report must be made
to the DGCA and the State in which this occurred. IndiGo will also report
any occasion when dangerous goods not permitted to be carried by
passengers and crew are discovered in their baggage.
Issue 2
Revision No. 5
9-2

Effective:
Immediate
9.5 Reporting
Incidents
CHAPTER
9
DANGEROUS GOODS
9.7 Monitoring Action by IndiGo Flight Safety Department
9.8 Checklist
for
Regulation
monitoring
Dangerous
Goods
Refer Appendix 26 to this manual

Note: for more details on Dangerous Goods please refer IndiGo
Dangerous Goods Manual.
Issue 2
Revision No. 5
9-3

Effective:
Immediate
Officers from Flight Safety Department will carry out periodic spot checks
and inspections to monitor the compliance of the applicable regulations
regarding Standard Operating Procedure for handling and carriage of
Dangerous goods and the airline dangerous goods training program.
Also during Internal Safety audit Chief Instructor Dangerous Goods or
person designated by him and acceptable to the Chief of flight Safety
willbe part of the audit team. Any non compliance observed during
inspection / spot checks / audits will be forwarded by Chief of Flight
Safety to the respective IndiGo officials and the action taken report on the
same will be submitted to Chief of Flight Safety who will forward the non
compliance / action taken report to the DGCA.
The Non compliance report / Action taken report will be reviewed by Chief
Instructor Dangerous Goods in consultation with IndiGo Flight Safety
Department.

DANGEROUS GOODS
CHAPTER
9
Issue 2
Revision No. 5
9-4

Effective:
Immediate

ADVERSE WEATHER OPERATION
CHAPTER
10
10 ADVERSE WEATHER OPERATION

10.1
General
10.2
Actions by Different Department of IndiGo
Special efforts will be undertaken by different departments of IndiGo as

preventive measures during Monsoon period to mitigate the effects of
associated hazards and avoid any resultant incident / accident. Those
include but may not be limited to the following.
10.2.1
Flight Operations Department
All efforts will be made to ensure that:

i. Release of new commanders to operate as PIC in adverse
weather / monsoonic conditions / Release of Commanders who
have operated as PIC in Monsoons on any other type prior to
being released on subsequent type will be strictly in accordance
with guidelines given in DGCA, CAR Section 8, Series C, Part I
on the subject All Weather Operation AWO.
ii. All expatriate crew shall undergo monsoon checks before being
rostered for flying during the monsoon period.
iii. Full IAL procedure shall be carried out as far as possible.
iv. Crew should strictly adhere to the approved weather minima.
v. Latest meteorological briefing be taken and avoid possibility of
entering into severe weather conditions.
vi. Wet runway limitations for weight be strictly followed.
vii. Pilots should not hesitate to go around in case of un-stabilized
approach or hold for improvement of weather.
Issue 2
Revision No. Nil
10-1

Effective:
Immediate
Adverse weather condition such as low visibility, turbulence, icing, wind

shear, thunderstorm etc. severely impact the operation of an airlines.
IndiGo will strictly adhere to guidelines in this regard issued by DGCA
vide CAR Section 8, Series C, Part I on the subject All Weather
Operation AWO.

CHAPTER
10
10.2.2
Engineering Department
i. The following equipment must be serviceable during adverse

weather / monsoonic conditions within India:
a. Transponder and TCAS, both must be serviceable.
b. EGPWS must be serviceable.
c. Thrust reverser must be serviceable.
d. Anti-skid system must be serviceable.
e. Wind shield wipers on both sides must be serviceable.
f.
Anti icing and de-icing must be serviceable.
g. At least one Weather Radar System must be serviceable.
h. Groove on tyres must be visible out of base stations.
The following items even though un-serviceable, could be accepted
to return direct to base station for maintenance (i.e. one landing
only) subject to acceptable weather conditions at departure and
destination station.
a. Transponder / TCAS (not in RVSM airspace)
Issue 2
Revision No. Nil
10-2

Effective:
Immediate
viii. Special precautions be taken to ensure the safety of

passengers and cabin crew in case in-flight turbulence is
expected.
ix. Minimum total cockpit experience level of the PIC and the CoPilot should not be less than 500 hours on type.
x. Full flap landing and adequate usage of Reverse thrust and
consideration of extra en-route / terminal fuel computation shall
be adhered to.
xi. ILS approaches are to be preferred to non-precision approaches.
In case of non-precision approaches, emphasis may be given on
Constant Angle Non-Precision Approaches (CANPA)
xii. No assisted take-offs and landings in actual adverse weather /
monsoonic conditions.

CHAPTER
10
b.
10.2.3
Ground Operations
i. As high winds are regular phenomenon during this period,

necessary preventive action like putting chocks on both sides of the
wheels (minimum six in number) be ensured. Wherever practicable
(wheel temperature permitting) parking brakes be kept ON during
storm warning.
ii. All ground vehicles, step ladders and baggage trolleys should be
kept in serviceable condition and parked away from the aircraft
maneuvering area. Whenever these equipments are in use these
should be properly locked and not left unattended.
iii. Regular garbage disposal in the operational area may be carried out
and
water
concentration
needs
to
be
avoided.
Issue 2
Revision No. Nil
10-3

Effective:
Immediate
EGPWS subject to all other instrumentation (to co-relate

position) being serviceable and flight crew to have satisfactory
terrain awareness.
c. One Thrust Reverser Subject to additional margin of
minimum 1000 feet to field length requirement for take-off and
landing.
d. Anti-Skid system Subject to performance limitations.
e. Wind-shield Wipers Subject to the PIC side (LHS) being
serviceable.
f. Anti-icing and De-icing Subject to performance limitations.
Note: Clubbing of c. & d. is not permitted. So also, any system
degradation causing impact on Flight Controls / Thrust Reversal /
Anti-skid must be carefully weighed.
The above waivers to the MEL restrictions will in any case never be
applied if the MEL / other regulatory requirements are not permitting
the same for any other specific operations.
ii. Tyres / Brakes system should be meticulously maintained.
iii. Fuel system is regularly checked for water contamination during
every refueling and night check.

CHAPTER
10
10.3
Monitoring of adverse weather operation by
IndiGo Flight Safety Department
Note: For more details on Adverse Weather / Monsoon Operation

please refer IndiGo Company Operations Manual.
Issue 2
Revision No. 3
10-4

Effective:
Immediate
In order to ensure strict adherence and compliance of guidelines issued

by DGCA for Adverse Weather / Monsoon Operation IndiGo Flight Safety
Department will:
i. Conduct random checks to ensure that all new commander
release are in accordance with DGCA CAR Section 8, Series C,
Part I on the subject All Weather Operation AWO.
ii. Carry out inspection of crew scheduling records to ensure that
minimum cockpit experience during Adverse Weather / Monsoon
Operation is more than 500 Hrs.
iii. Conduct inspections to ensure MEL compliance in accordance
with DGCA CAR Section 8, Series C, Part I on the subject All
Weather Operation AWO.
iv. Conduct Ramp Inspections to ensure that all Ground support
equipment are being properly maintained and are properly parked
/ secured away for aircraft maneuvering area.
v. Undertake regular checks to ensure that weather minima are
strictly adhered to.
vi. Carryout intense Flight data Monitoring to ensure that:
a. No assisted Takeoff and Landings during actual Adverse
Weather / Monsoonic conditions.
b. Stabilized approaches are being carried out.
c. Full flap landings and adequate usage of thrust reverse.
vii. Increase In-flight cockpit and cabin surveillance.

RAMP SAFETY
CHAPTER
11
11 RAMP SAFETY
11.1
Definition
Issue 2
Revision No. Nil
11-1

Effective:
Immediate
Aerodrome: A defined area on land or water (including any buildings,

installations and equipment) intended to be used either wholly or in part
for the arrival, departure and surface movement of aircraft.
Aeronautical ground light: Any light specially provided as an aid to air
navigation, other than a light displayed on an aircraft.
Aircraft stand: A designated area on an apron intended to be used for
parking an aircraft.
Apron: A defined area, on a land aerodrome, intended to accommodate
aircraft for purposes of loading or unloading passengers, mail or cargo,
fuelling, parking or maintenance.
Apron management service: A service provided to regulate the
activities and the movement of aircraft and vehicles on an apron.
Holding bay: A defined area where aircraft can be held, or bypassed, to
facilitate efficient surface movement of aircraft.
Intermediate holding position: A designated position intended for traffic
control at which taxiing aircraft and vehicles shall stop and hold until
further cleared to proceed, when so instructed by the aerodrome control
tower.
Landing area: That part of a movement area intended for the landing or
take-off of aircraft.
Maneuvering area: That part of an aerodrome to be used for the takeoff, landing and taxiing of aircraft, excluding aprons.
Marking: A symbol or group of symbols displayed on the surface of the
movement area in order to convey aeronautical information.
Movement area: That part of an aerodrome to be used for the take-off,
landing and taxiing of aircraft, consisting of the maneuvering area and the
apron(s).
Obstacle: All fixed (whether temporary or permanent) and mobile
objects, or parts thereof, that are located on an area intended for the

RAMP SAFETY
CHAPTER
11
Issue 2
Revision No. Nil
11-2

Effective:
Immediate
surface movement of aircraft or that extend above a defined surface

intended to protect aircraft in flight.
Road: An established surface route on the movement area meant for the
exclusive use of vehicles.
Road-holding position: A designated position at which vehicles may be
required to hold.
Runway: A defined rectangular area on a land aerodrome prepared for
the landing and take-off of aircraft.
Runway guard lights: A light system intended to caution pilots or
vehicle drivers that they are about to enter an active runway.
Runway-holding position: A designated position intended to protect a
runway, an obstacle limitation surface, or an ILS / MLS critical / sensitive
area at which taxiing aircraft and vehicles shall stop and hold, unless
otherwise authorized by the aerodrome control tower.
Runway strip: A defined area including the runway and stop way, if
provided, intended:
To reduce the risk of damage to aircraft running off a runway;
To protect aircraft flying over it during take-off or landing operations.
Taxiway: A defined path on a land aerodrome established for the taxiing
of aircraft and intended to provide a link between one part of the
aerodrome and another, including:
Aircraft stand taxi lane: A portion of an apron designated as a
taxiway and intended to provide access to aircraft stands only.
Apron taxiway: A portion of a taxiway system located on an apron
and intended to provide a through taxi route across the apron.
Rapid exit taxiway: A taxiway connected to a runway at an acute
angle and designed to allow landing aero planes to turn off at higher
speeds than are achieved on other exit taxiways thereby minimizing
runway occupancy times.
Taxiway intersection: A junction of two or more taxiways.

RAMP SAFETY
CHAPTER
11
Taxiway strip: An area including a taxiway intended to protect an aircraft

operating on the taxiway and to reduce the risk of damage to an aircraft
accidentally running off the taxiway.
11.2
Ground Operation
11.3
Ramp Handling Procedures
In order to establish proper Ramp handling procedures, it is necessary to

develop effective communication system with the ground handling
personnel. Hence it is essential that the ground staff of the company is
aware of:
The type of aircraft operated.
Characteristics of the aircraft operating.
Ground equipment used.
Flight schedules.
Fueling requirements.
Loading, unloading facilities and procedures.
Ground handling program, etc.
11.3.1
Preventive Measures
In addition to the above, it is essential that a system is established for

continued interaction with the ground personnel to ensure the following:
The ground handling staff is adequately trained in the use of
ground equipment.
Identify hazards and rectify or remove them without delay.
Issue 2
Revision No. Nil
11-3

Effective:
Immediate
Ground operation is a requisite part of flight operation and as such is an

integral part of the overall safety policy of IndiGo.
An aircraft taxiing into parking or taxing out for departure is considered to
be in flight. An aircraft parked at the Apron / Ramp may be surrounded by
personnel, equipment and vehicles for maintenance, refueling, embarking
or disembarking of passengers etc.
Both the above cases form part of ground operations and the best way to
ensure that operations are carried out safely and expeditiously is through
promoting the safety awareness among the apron personnel.

RAMP SAFETY
Whenever necessary seek the co-operation of the Aerodrome

Authority and other Airline Operators for the removal of
hazards.
Undertake proper and regular maintenance of ground
equipments.
Ramp Operating Procedures
The personnel driving on the apron should be thoroughly made familiar

with the apron operating procedures.
The following points must be stressed upon their orientation training:
Brakes, tyres and where applicable padding or buffering should

be in good condition and any defect should be rectified
immediately.
Damage to aircraft, however minor, could have fatal

consequences and should be reported immediately.
Oily or wet surfaces increase the risk of accidents oily or wet

boots can slip off control pedals and thus cause accidents.
Weather conditions such as rain, snow and fog reduce visibility

to a considerable extent, and may affect ramp operations; and
extra caution needs to be observed while operating under such
condition.
Vehicles positioning in reverse up to an aircraft should be

guided by a competent person using the recognized hand
signals.
When parking a vehicle, the wheels should be straight, the

hand-brake fully applied and the engine switched off.
Emergency evacuation routes from aircraft should never be

obstructed by vehicles or equipment.
Driving should be prohibited within the hazardous area behind

an aircraft when anti-collision lights are operating which
indicates that its engines are running or are about to be started.
When towed equipment such as ground power units or air-start

units are being positioned to service aircraft, they should be
towed parallel to the center line of the aircraft.
Issue 2
Revision No. Nil
11-4

Effective:
Immediate
11.3.2
CHAPTER
11
CHAPTER
11
RAMP SAFETY
11.3.3
Personnel Operating on the Apron
Only persons trained and authorized to operate equipment or drive

vehicles in the operational area of the airport by the competent authority
shall only enter or operate ground handling equipments / vehicles in the
ramp or movement area of the airport. Such personnel shall be:
Trained to operate the equipment; and
Checked for their competence by qualified instructor.

Issue 2
Revision No. Nil
11-5

Effective:
Immediate
The aircraft should always be to the drivers side of any vehicle

driving around the aircraft.
Driving under aircraft wings should be strictly prohibited, except
where expressly authorized, e.g. for refueling.
Vehicles should not be positioned close to an aircraft because
of the danger of setting during loading.
When parking a vehicle at the side of an aircraft, care should
be taken to ensure that other services, such as refueling,
maintenance, catering and loading / unloading are not
hampered, and the wheels should be turned away from the
aircraft.
Random parking of vehicles and handling equipment outside
the designated parking areas on the apron represents a major
hazard to aircraft as well as to other traffic, and should not be
permitted.
Drivers should always be aware that the driver ahead may
brake without warning or apparent reasons.
Vehicles with a high superstructure should not be permitted to
reverse on the apron, unless marshaled.
Experience has shown that the speed of taxiing aircraft can be
difficult to judge, and crossing in front of a moving aircraft
should therefore be prohibited within 200 meters of the aircraft.
Driving over cables or hoses should be avoided.
An aircraft has priority, even when under tow or guided by a
Marshaller.
Local apron speed limits should be respected.

RAMP SAFETY
11.3.4
Subjected to periodic refreshers and checks.

Shall hold valid driving license issued by appropriate authority
when applicable.
Should be of normal and colour vision
Should not have hearing disabilities.
Should be physically certified fit.
Shall also ensure that they do not perform duties after
consuming alcohol.
Passengers on the Ramp
All passengers proceeding from departure lounge to aircraft or vice versa

shall as far as possible, be transported by vehicles, to avoid any chances
of mistakes due passengers straying inadvertently into dangerous areas.
11.3.5
Vehicle Movements into Operational Area of Airport
All IndiGo vehicles operating in the operational area should be subjected

to regular safety inspection. Persons operating vehicles within the airport
premises should be adequately trained and issued with valid driving
license and permit after airport operations training by the Airport
Authority. Other casual drivers of IndiGo should drive only under the
direct supervision of other trained and approved company personnel.
The Airport Manager of IndiGo shall also conduct periodic checks to
ensure that the company personnel hold valid driving license, approval
and airport entry permit. Further it should be confirmed that the above
requirements are satisfied before they are deployed for duty in the
operational area of the aerodrome.
11.3.6
Apron Cleanliness
Lose items and articles dropped on the ramp are a potential safety risk
and may be ingested by aircraft engines or damage wheels, tyres or
structures. Many activities on the ramp produce items which can cause
damage to aircraft and its engines. Designated company waste
receptacles should be regularly emptied and all personnel on the ramp
should exercise discipline in their activities in order to make use of them
regularly.
Issue 2
Revision No. Nil
11-6

Effective:
Immediate
CHAPTER
11
CHAPTER
11
RAMP SAFETY
11.3.7
Do's and Don'ts at the Ramp / Apron:-
The staff working on the operational area of the aerodrome should be

regularly subjected to safety awareness programs with specific emphasis
on the following Do's and Don'ts:
Do obey safety rules.

Do understand danger areas.
Do know what causes accidents.
Do know emergency procedures.
Do know how to call for help
Do wear personal protective equipment if the job calls for it.
Do give way to moving aircraft.
Do obey speed limits.
Do wear hearing protection in noise hazard areas.
Do give way to passengers.
Do approach aircraft from the side.
Do keep a good look-out.
Do keep clear of the leading and trailing edges of the wings
(slats and flaps) / horizontal stabilizer.
Do walk with care near propellers, landing-gear doors and
thrust reversers.
Do pick up litter and deposit at the appropriate bins.
Do exercise caution when moving near aircraft engines.
Do comply with any order, signal or direction given by the
11.3.7.2 Donts (On the Ramp):
DO NOT drive any ramp equipment UNLESS you have been

trained and authorized to operate it.
DO NOT carry anyone on ramp equipment UNLESS there is a
proper seat for them to sit on.
DO NOT position ramp equipment near an aircraft UNLESS
there is a guide-person.
Issue 2
Revision No. Nil
11-7

Effective:
Immediate
11.3.7.1 Dos (On the Ramp):-
CHAPTER
11
RAMP SAFETY
11.3.8
Apron / Ramp Discipline
Apron discipline guidelines as laid down in DGCA Air Safety Circular 4 of

2007 (refer Annexure E to this manual) will be strictly adhered too.
11.4
Ground /
Investigation
Ramp
Incidents
Reporting
and
The increase in aircraft movements at aerodromes increases the chances

of occurrence of ground incidents. The greater the apron activity the
greater the chances of likely incident / damage to aircraft during ground
operations.
Another very important feature of apron safety is the prevention of injury
to ground crew or passengers as a result of negligence, technical faults
and such other causes.
Ground Incident / Accident reporting and analysis procedure is laid down
in AAI Operations Circular No.4 of 1997 of Airports Authority of India
(International Division). The flight safety office IndiGo shall maintain a
record of the ground related incidents / accidents of IndiGo aircraft.
11.4.1 Classification of Ground / Ramp Incidents and

Accidents
Incidents and accidents on ground / ramp are classified under following
categories:
a) Incidents involving passengers.
b) Incidents involving personnel.
Issue 2
Revision No. Nil
11-8

Effective:
Immediate
DO NOT leave ramp equipment unattended with the engine

running.
DO NOT use ramp equipment for purposes other than those for
which it is designed.
DO NOT drive behind aircraft when its engines are running.
DO NOT drive on taxiways unless authorized to do so.
DO NOT litter the ramp or operational area of the aerodrome.
DO NOT enter or cross the ramp area or operational area of
the aerodrome without appropriate authorization.
CHAPTER
11
RAMP SAFETY
c)
d)
11.4.2
Damage to aircraft.
Damage to ground equipment and vehicles.
Ground / Ramp Incident Reporting
11.4.2.1 Ground / Ramp Incident Report Format

A document containing the details of Ground Operations procedures are
issued separately as Passenger Handling Manual and Aircraft Handling
Manual. Appendix 13 to this manual contains the ground incident
reporting format. In the event of a ground related incident the same is
required to be completed as prescribed therein. A copy of the report also
should be forwarded to the IndiGo Flight Safety department.
Issue 2
Revision No. Nil
11-9

Effective:
Immediate
All ground / apron / ramp incidents involving persons must be reported by

the Airport Manager of IndiGo to the respective Regional Air Safety office.
Incidents should also be reported to the Aerodrome Authorities and Chief
of Flight Safety, without delay. However ground / apron / ramp incidents
involving GSE may be reported to the Airport Management and IndiGo
Flight Safety.
Whenever injury to persons occurs inadvertently, airport / company
doctor must be informed and first-aid and hospitalization whenever
necessary should be arranged.
Incase of fatalities or serious injury requiring hospitalization, the local
police station should be informed without delay. As regards to fatalities on
the ramp / apron, to IndiGo passenger or employee, action as in the case
of death due to accident will be initiated by the Airport Manager.
In the case of IndiGo passenger getting seriously injured requiring
hospitalization, all arrangements be made by the company until the
relatives of the person arrives and assume the responsibilities.
In the case of IndiGo passengers of foreign nationality, in addition to the
above, the concerned Embassy / High Commission / Consulate in India
and Ministry of External Affairs shall be informed without delay. However,
in the case of incidents / accidents which fall under notifiable category
under the Aircraft Rules - 1937, action specified under the Regulations of
the DGCA India shall be adhered to.
CHAPTER
11
RAMP SAFETY
11.4.3
Investigation of Ground Incidents
11.4.3.1 Responsibility and procedure to report and investigate

the ground incident.
11.4.3.2 Procedure to investigate the ground incident.

Station i/c / Shift i/c / Safety convener will collect all the data on ground
incident including relevant statements from the staff involved and
photographs of the damage where possible. In case more than one
department is involved, the involved department representative may be
associated with the investigation. All the witness in case of ground
incident may be retained at the station where incident took place till
investigator complete the investigation.
If the investigation reveals that an immediate preventive action is
necessary the same shall be intimated to the concerned department head
by the Chief of Flight Safety.
Issue 2
Revision No. Nil
11-10

Effective:
Immediate
Station i/c / shift i/c will be responsible for reporting ground incident at
their station to Flight Safety Department. Chief of Flight Safety or his
designated representative shall be the convener and conduct the
investigation.

EMERGENCY RESPONSE PROCEDURE
CHAPTER
12
12 EMERGENCY RESPONSE PROCEDURE

12.1
Emergency Response Plan
12.2
Reference Documents
The following statutory documents should be carefully read and clearly

understood so that officers / staff detailed for their jobs are fully
conversant with the duties and responsibilities of the different agencies
and the limitations under which IndiGo as the Operator would have to
take action and assist these authorities.
i) Aircraft (Investigation of Accidents and Incidents) Rules, 2012.
ii) CAR Section 5 Series C Part 1 Aircraft Accidents and Serious
Incidents Notification and Investigation thereof.
iii) IndiGo Emergency Response Plan
12.3
Disabled Aircraft Removal Plan
A disabled aircraft on or adjacent to the movement area is a serious

problem resulting in high costs to operators because of diversions,
interruption of operations, and the consequent loss of revenues to the
airport. IndiGo shall make all the arrangements to get the disabled aircraft
removed / shifted under supervision of the AAIB in accordance with
Aircraft (Investigation of Accidents and Incidents) Rules, 2012 & CAR
Section 5, Series C, Part I
12.4
Emergency Response Procedures - Review
Emergency response procedure will be reviewed once in two years and if

necessary amendments will be carried out.
Issue 2
Revision No. 4
12-1

Effective:
Immediate
A sympathetic and personal approach by all personnel dealing with an

aircraft accident / emergency will go a long way in projecting a good
image of the Company to the passengers (public annoyance must be
avoided).

EMERGENCY RESPONSE PROCEDURE
12.5
CHAPTER
12
Emergency Drills
When an emergency happens, the concerned personnel have to be

prepared to deal with the emergency. To keep the personnel prepared
mock drills will be carried out periodically.
Issue 2
Revision No. 3
12-2

Effective:
Immediate
Note: For more details on Emergency Response please refer IndiGo

Emergency Response Manual.

RISK MANAGMENT
CHAPTER
13
13 RISK MANAGEMENT
13.1
Introduction
Issue 2
Revision No. 3
13-1

Effective:
Immediate
There is always a certain amount of risk in anything we do. The

management of risk involves avoiding, eliminating, or controlling
hazards to the point where the level of risk is acceptable. If proper
planning is done, alternative solutions may be found to anticipated
problems, thus avoiding the hazards altogether. If the hazards cannot
be avoided, they should be carefully analyzed and the associated risk
mitigated by using specifically developed procedures. These
procedures include the use of checklists and job cards, required
equipment inspections, and the standardization of tasks. If hazards
prevail, then they must be controlled or, at least, reduced to an
acceptable level. This is done through the establishment of limitations,
warning systems, and having contingency plans in place. One of the
tasks of the Chief of Flight Safety is to ensure that suitable action is
taken by the concerned department to mitigate risk on the hazards
identified. The Chief of Flight Safety also provides advice or
recommendations on risk control action. The decision on the
acceptability, or what to do about the risk, belongs to the department
Head. If the risks remain unacceptable, suitable actions have to be
taken.
Risk management decisions should be made at the highest practical
level. Delegating risk management to a subordinate may be
inappropriate because the subordinate may not always have sufficient
information required to make the risk acceptance decision.
Notwithstanding, the department head would still have to bear the
responsibility of the decision, whether he had agreed with it or not.
Decisions on whether or not to accept risk should be based strictly on
the magnitude of the risk and the benefits of accepting it. Personal
convenience and emotions should not enter the equation.

RISK MANAGMENT
13.2
CHAPTER
13
Definitions
13.3
The true cost of risk
Accidents / Incidents cost money. Although purchasing insurance can

spread the costs of an accident over time, accidents make bad
Issue 2
Revision No. 3
13-2

Effective:
Immediate
Safety- is the state in which the risk of harm to persons or of property

damage is reduced to, and maintained at or below, an acceptable level
through a continuing process of hazard identification and risk
management.
Errors- When a planned series of actions fails to achieve the desired
outcome.
Hazard- A hazard is defined as a condition or an object with the
potential to cause injuries to personnel, damage to equipment or
structures, loss of material, or reduction of ability to perform a
prescribed function.
Violations- Willful disregard for rules and procedures
Risk- Safety risk is defined as the assessment, expressed in terms of
predicted probability and severity, of the consequences of a hazard,
taking as reference the worst foreseeable situation.
Risk assessment- involves consideration of both the probability and
the severity of any adverse consequences; in other words, the loss
potential is determined. In carrying out risk assessments, it is important
to distinguish between hazards (the potential to cause harm) and risk
(the likelihood of that harm being realized within a specified period of
time). A risk assessment matrix is a useful tool for prioritizing the
hazards most warranting attention.
Risk management- The identification, analysis and elimination (and/or
mitigation to an acceptable or tolerable level) of those hazards, as well
as the subsequent risks, that threaten the viability of an organization.
Risk Mitigation- If the result of an assessment is that the system
under review does not satisfy the safety assessment criteria, it will be
necessary to find some means of modifying the system in order to
reduce the risk. This process is called Risk Mitigation.

RISK MANAGMENT
CHAPTER
13
business sense. While insurance may cover specified risks, there are
many uninsured costs. In addition, there are less tangible (but no less
important) costs such as the loss of confidence of the travelling public.
An understanding of the total costs of an accident is fundamental to
understanding the economics of safety.
Cost of Accident
There are two basic types of costs associated with an accident or a

serious incident: direct and indirect.
13.3.1.1 Direct costs

These are the obvious costs which are fairly easy to determine. They
mostly relate to physical damage and include rectifying, replacing or
compensating for injuries, aircraft equipment and property damage.
The high costs of an accident can be reduced by insurance coverage.
13.3.1.2 Indirect costs

While insurance may cover specified accident costs, there are many
uninsured costs. An understanding of these uninsured costs (or indirect
costs) is fundamental to understanding the economics of safety.
Indirect costs include all those items that are not directly covered by
insurance and usually total much more than the direct costs resulting
from an accident. Such costs are sometimes not obvious and are often
delayed. Some examples of uninsured costs that may accrue from an
accident include:
i.
Loss of business and damage to the reputation
ii.
Loss of use of equipment.
iii.
Loss of staff productivity.
iv.
Investigation and clean-up.
v.
Insurance deductibles.
vi.
Legal action and damage claims.
vii.
Fines and citations.
Issue 2
Revision No. 3
13-3

Effective:
Immediate
13.3.1

RISK MANAGMENT
13.3.2
CHAPTER
13
Costs of incidents
13.4
Risk Management
Once the presence of a safety hazard is confirmed, analysis is required

to assess its potential for harm or damage. This is done following
profile which compares the type of Hazard with the frequency of its
occurrence.
Note: For Risk Management
Management System Manual.
Issue 2
Revision No. 3
13-4
process refer IndiGo
Safety

Effective:
Immediate
Serious aviation incidents, which result in minor damage or injuries,

can also incur many of these indirect or uninsured costs. Typical cost
factors arising from such incidents can include:
i. Flight delays and cancellations;
ii. Alternate passenger transportation, accommodation,
complaints, etc.
iii. Crew change and positioning;
iv. Loss of revenue and reputation;
v. Aircraft recovery, repair and test flight; and
vi. Incident investigation.
ANNEXURE
LIST OF ANNEXURES
14 LIST OF ANNEXURES
S / No
Reference
DGCA Air Safety Circular No. 5

of 1982
Annexure B
Extract of ICAO Annexure 13
Annexure C
CAR Section 5 Series F Part II
Annexure D
Annexure E
List of Permitted Dangerous

Goods
DGCA Air Safety Circular No. 4
of 2007
Issue 2
Revision No. Nil
14-1
Notification Of Incidents
ICAO Regulation Regarding Instituting And

Conducting The Investigation
Monitoring Of DFDR / QAR / PMR Data For
Accident / Incident Prevention
List of DGR permitted by IndiGo
Apron Discipline

Effective:
Immediate
Annexure A
Subject

LIST OF ANNEXURES
ANNEXURE
Issue 2
Revision No. Nil
14-2

Effective:
Immediate
APPENDIX
LIST OF APPENDICES
15 LIST OF APPENDICES
Issue 2
Revision No. 4
Subject
Flight Safety Training Syllabus
Accident Notification Format
Important Contact Numbers Of DGCA
Flight Safety Incident Report
Wildlife (Bird/Animal) Strike Form
Air Prox Report
Air Traffic Incident Report Form
Pilot / Observer RA Report
Death On Board Report Form
Birth On Board Report Form
Hazard Report Form
Ground Incident Report Form
Dangerous Goods Accident / Incident Report Form
EGPWS Occurrence Report Form
Load & Trim Sheet Check List
IndiGo Ramp Check List
Enroute Surveillance Check List
Aircraft Cabin Inspection Checklist
IndiGo List of Exceedence
Flight Crew Counseling Form
Cockpit Voice Recorder Monitoring Checklist
Internal Safety Audit Check List
Corrective Action Request Form (CARF)
CFIT Risk Assessment Checklist
Dangerous Goods Inspection Checklist
Unruly Passenger Report Form
Prelaunch Inspection Checklist
15-1

Effective:
Immediate
S / No
Appendix 1
Appendix 2
Appendix 3
Appendix 4
Appendix 5
Appendix 6
Appendix 7
Appendix 8
Appendix 9
Appendix 10
Appendix 11
Appendix 12
Appendix 13
Appendix 14
Appendix 15
Appendix 16
Appendix 17
Appendix 18
Appendix 19
Appendix 20
Appendix 21
Appendix 22
Appendix 23
Appendix 24
Appendix 25
Appendix 26
Appendix 27
Appendix 28
APPENDIX
LIST OF APPENDICES
Issue 2
Revision No. 4
15-2

Effective:
Immediate

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PART-A

Manual Control No: ....................

INTERGLOBE AVIATION LIMITED

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INTERGLOBE AVIATION LTD

OPERATIONS MANUAL PART A

ISSUE II, Rev 00

FOREWARD & COMPLIANCE

The Operations Manual (Part A, B, C, D) has been prepared by InterGlobe

Establish standardised procedures and practices for uniform application.

Serve as a review guide.

The manual will be periodically revised to incorporate procedural and system

InterGlobe Aviation Limited.

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OPERATIONS MANUAL PART A

ISSUE II, Rev 00

FOREWARD & COMPLIANCE

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OPERATIONS MANUAL PART A

It is the responsibility of every employee to be aware of the provisions of

Capt. Ashim Mittra

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OPERATIONS MANUAL PART A

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OPERATIONS MANUAL PART A

ISSUE II, Rev 04

GLOBAL TABLE OF CONTENTS

Foreword and Compliance

Global Table of Contents

List of Effective Pages (LEP)

Record of Normal Revisions (ROR)

Revision Highlights (RH)

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Administration & Control Of Operations Manual

Flight Duty And Time Limitations

Navigation Equipment Required

Long Range Navigation Procedures Required

Radio Listening Watch

Determination Of Minimum Flight Altitudes

INTERGLOBE AVIATION LTD

OPERATIONS MANUAL PART A

ISSUE II, Rev 04

GLOBAL TABLE OF CONTENTS

Safety Precautions During Refueling With Passengers On

Ground Handling Arrangements & Procedures

Procedures For Pilot In Command An Observing An Accident

Flight Crew For Each Type Of Operation And Succession Of

Computation Of Quantities Of Fuel And Oil To Be Carried

Conditions Under Which Oxygen Shall Be Used And Amount

Instructions For Mass And Balance