Operational Procedures

• Part I — International Commercial Air Transport — Aeroplanes. Applies to the operation of aeroplanes by operators authorised to conduct international commercial air transport operations.
• Part II — International General Aviation — Aeroplanes. Deals exclusively with international general aviation. Became applicable in September 1969.
• Part III — International Operations — Helicopters. Deals with all international helicopter operations. Became applicable in November 1986.

1. Certificate of Registration
2. Certificate of Airworthiness (C of A)
3. Airworthiness Review Certificate (ARC)
4. A document attesting Noise Certification of the aeroplane / helicopter
5. Air Operator's Permit (AOP)
6. Appropriate Licences for each member of the flight crew
7. Aeromobile Radio operation Licence for the Radio Communication apparatus
8. Journey Log Book or equivalent documents approved by the DGCA
9. Operations Manual
10. Minimum Equipment List (MEL)
11. Flight Manual
12. Cabin Crew Manual
13. Cockpit and Emergency Check List — unless these form part of the Flight Manual carried on board
14. Aeroplane / Helicopter search procedure checklist
15. Maintenance Release / Certificate to Release to Service (CRS)
16. LOPA — Layout of Passenger Arrangement
17. Emergency and Safety Equipment Layout
18. Route guides
19. Current and suitable navigation charts / maps for the planned route and all other routes along which the flight may reasonably be expected to be diverted
20. Weight Schedule
21. Load and Trim Sheet
22. If carrying passengers — a list of passenger names and their places of embarkation and destination
23. If carrying cargo — a cargo manifest and detailed declarations of the cargo
24. If carrying dangerous goods — a list of such goods (this list must be specifically brought to the notice of the Pilot-in-Command before the flight)
25. Current comprehensive insurance policy covering passengers and their baggage, crew, third party risks and hull loss

A Permit / Certificate authorising an operator to carry out specified commercial air transport operations.

The State in which the operator's principal place of business is located or, if there is no such place of business, the operator's permanent residence.

The touch-down zone (TDZ) RVR is always controlling. If reported and relevant, the mid-point and stop-end RVR are also controlling.

In this context, "relevant" means that part of the runway used during the high-speed phase of the landing down to a speed of approximately 60 knots.

Comprise one or more of the following systems:

• FDR — Flight Data Recorder
• CVR — Cockpit Voice Recorder
• AIR — Airborne Image Recorder
• DLR — Data Link Recorder

Image and data link information may be recorded on either the CVR or the FDR.

Comprise one or more of the following systems:

• ADRS — Aircraft Data Recording System
• CARS — Cockpit Audio Recording System
• AIRS — Airborne Image Recording System
• DLRS — Data Link Recording System

Image and data link information may be recorded on either the CARS or the ADRS.

The airspace formerly known as the "North Atlantic Minimum Navigational Specifications Airspace" (MNPSA) — FL285–420 inclusive — is re-designated as the "North Atlantic High Level Airspace" (NAT HLA). The re-designation from MNPS to HLA is in keeping with the transition from capability-based navigation (MNPS) to Performance-Based Navigation (PBN) in this segment of the NAT airspace.

The amount of fuel expected to be consumed before take-off, taking into account local conditions at the departure aerodrome and APU fuel consumption.

The amount of fuel required to enable the aeroplane to fly from take-off (or the point of in-flight re-planning) until landing at the destination aerodrome, taking into account the operating conditions.

The amount of fuel required to compensate for unforeseen factors. It shall be 5% of the planned trip fuel (or of the fuel required from the point of in-flight re-planning, based on the consumption rate used to plan the trip fuel) — but in no case shall it be lower than the amount required to fly for 5 minutes at holding speed at 450 m (1 500 ft) above the destination aerodrome in standard conditions.

1) Where a destination alternate aerodrome is required — the amount of fuel required to enable the aeroplane to:

• i) perform a missed approach at the destination aerodrome;
• ii) climb to the expected cruising altitude;
• iii) fly the expected routing;
• iv) descend to the point where the expected approach is initiated; and
• v) conduct the approach and landing at the destination alternate aerodrome.

2) Where two destination alternate aerodromes are required — the amount of fuel required to enable the aeroplane to proceed to the destination alternate aerodrome which requires the greater amount of alternate fuel.

3) Where a flight is operated without a destination alternate aerodrome — the amount of fuel required to fly for 15 minutes at holding speed at 450 m (1 500 ft) above destination aerodrome elevation in standard conditions.

4) Where the aerodrome of intended landing is an isolated aerodrome:

• vi) for a reciprocating engine aeroplane — fuel to fly for 45 minutes plus 15% of the flight time planned to be spent at cruising level (including final reserve fuel), or two hours, whichever is less;
• vii) for a turbine-engine aeroplane — fuel to fly for two hours at normal cruise consumption above the destination aerodrome (including final reserve fuel).

The amount of fuel calculated using the estimated mass on arrival at the destination alternate aerodrome (or the destination aerodrome when no destination alternate is required):

• For a reciprocating engine aeroplane — fuel to fly for 45 minutes, under speed and altitude conditions specified by the State of the Operator;
• For a turbine-engine aeroplane — fuel to fly for 30 minutes at holding speed at 450 m (1 500 ft) above aerodrome elevation in standard conditions.

The supplementary amount of fuel required if the minimum fuel calculated is not sufficient to:

• Allow the aeroplane to descend as necessary and proceed to an alternate aerodrome in the event of engine failure or loss of pressurisation — whichever requires the greater amount of fuel — based on the assumption that such a failure occurs at the most critical point along the route; then
• Fly for 15 minutes at holding speed at 450 m (1 500 ft) above aerodrome elevation in standard conditions; and
• Make an approach and landing.

It must also allow an aeroplane engaged in EDTO to comply with the EDTO critical fuel scenario as established by the State of the Operator, and meet additional requirements not covered above.

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 State of the Operator.

The extra amount of fuel to be carried at the discretion of the pilot-in-command.

Civil Aviation Requirement Section 7 — Flight Crew Standards, Training and Licensing, Series J (in three parts) prescribes the maximum limits of Flight Time, Flight Duty Period, Duty Period and the minimum Rest Period applicable to all flight crew and cabin crew of Scheduled, Non-Scheduled, General Aviation and Scheduled Commuter Air Transport Services.

Crew who perform duties in the interest of the safety of passengers, and duties assigned by the operator and the pilot-in-command — but who shall not act as a flight crew member.

A licensed crew member charged with duties essential to the operation of an aircraft during a flight duty period.

Operators permitted to operate aircraft weighing up to 40,000 kg. They are permitted to operate commercial flights between two or more local destinations, except the Category I cities, which include: Mumbai Int'l, Kolkata Int'l, Delhi Int'l, Bangalore Int'l, Hyderabad Int'l, Thiruvananthapuram and Chennai.

A state in which a crew member's circadian biological clock is synchronised to the time zone where the crew member is. A crew member is considered acclimatized to a 3-hour-wide time zone surrounding the local time at the point of departure. When the local time at the place where a flight duty commences differs by more than 3 hours from the local time where the next duty starts, the crew member — for calculating the maximum daily FDP — is considered acclimatized to the departure time zone for the first 48 hours. After 48 hours, the crew member is considered acclimatized to the local time where they start the next duty.

For the purpose of standby and split duty — a quiet and comfortable place not open to the public, with the ability to control light and temperature, equipped with adequate furniture providing a crew member with the possibility to sleep, with enough capacity to accommodate all crew members present, and with access to food and drink.

For the purpose of standby, split duty and rest — a separate room for each crew member located in a quiet environment, equipped with a bed, sufficiently ventilated, with a device for regulating temperature and light intensity, and with access to food and drink.

A flight crew which comprises more than the minimum number required to operate the aircraft, allowing each flight crew member to leave the assigned post for the purpose of in-flight rest and to be replaced by another flight crew member of equal or higher qualification.

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

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.

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

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" is synonymous with "block-to-block" or "chocks-to-chocks" time.

When a crew member is required to report for a duty in advance of the stipulated reporting time, for a scheduled flight or series of flights, to carry out a duty at the behest of the operator — the time spent on that duty shall be part of the subsequent FDP.

A physiological state of reduced mental or physical performance capability resulting from sleep loss or extended wakefulness, circadian phase, or workload, that can impair a crew member's alertness and ability to safely operate an aircraft or perform safety-related duties.

The location nominated by the operator, having a high degree of permanence, from which the crew member normally starts and ends a flight duty or a series of flight duty periods.

The place of posting by the operator where the crew operates and starts a series of Duty Cycles, and which is not the same as Home Base.

A 24-hour period commencing at 00:00 local time.

A period of 8 hours falling between 2200 hours and 0800 hours local time.

Any Duty Period encroaching upon any portion of the time period between 0000 hrs and 0600 hrs in the time zone to which the crew is acclimatized.

A crew member carrying out duties in an aircraft during a sector.

The transferring of a non-operating flight crew member from place to place at the behest of the operator. Note: "Positioning" is synonymous with "Deadheading".

The time at which a flight crew member is required by an operator to report for duty.

A continuous, uninterrupted and defined period of time, subsequent to or prior to duty, during which a flight crew member is free from all duties, standby and reserve.

A bunk or seat with leg and foot support suitable for crew members' sleeping on board an aircraft.

A list provided by an operator of the times when a flight crew member is required to undertake duties. Note: "Roster" is synonymous with "Schedule", "Line of Time", "Pattern" and "Rotation".

A defined period of time during which a flight crew member is required by the operator to be available to receive an assignment for a specific duty without an intervening rest period.

The segment of a Flight Duty Period between an aircraft first moving for the purpose of taking off until it comes to rest after landing on the designated parking position.

A defined region of the earth with a uniform local time which differs by one hour, or part of one hour, from the uniform local time of an adjoining region — irrespective of season.

Flights for the purpose of Base Training, Familiarization, and Conducting Aircraft Training and Checks (Skill Test / IR / PPC).

An unplanned event — such as unforeseen weather, natural calamity, medical emergency, national requirement for relief and rescue operations (mission oriented), equipment malfunction, runway closure, passenger or aircraft security, etc. — that is beyond the control of the operator.

Continuous non-stop flights between a specific city pair, involving any sector having a flight time of over 14 hours — and flight duty periods of up to 22 hours — at any time during a calendar year, taking into account the mean and seasonal wind changes. ULR operations apply to both sectors of a city pair.

A period of time within a flight duty time which is given to a crew member to rest before recommencing duty.

A period between 0200h and 0600h in the time zone to which a crew member is acclimatized. This window is calculated from scientific data on the circadian low of performance, alertness (peak fatigue) and body temperature.