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APPENDIX 1

DEFINITIONS.

Aerodrome. A defined area on land or water (including anybuildings, installations and equipment) intended to be usedeither wholly or in part for the arrival, departure and surfacemovement of aircraft.

Aerodrome beacon. Aeronautical beacon used to indicatethe location of an aerodrome from the air.

Aerodrome certificate. A certificate issued by theappropriate authority under applicable regulations for theoperation of an aerodrome.

Aerodrome elevation. The elevation of the highest point ofthe landing area.

Aerodrome identification sign. A sign placed on anaerodrome to aid in identifying the aerodrome from the air.

Aerodrome reference point. The designated geographicallocation of an aerodrome.

Aerodrome traffic density.

a) Light. Where the number of movements in the mean busyhour is not greater than 15 per runway or typically lessthan 20 total aerodrome movements.

b) Medium. Where the number of movements in the meanbusy hour is of the order of 16 to 25 per runway ortypically between 20 to 35 total aerodrome movements.

c) Heavy. Where the number of movements in the meanbusy hour is of the order of 26 or more per runway ortypically more than 35 total aerodrome movements.

Note 1.— The number of movements in the mean busy houris the arithmetic mean over the year of the number ofmovements in the daily busiest hour.

Note 2.— Either a take-off or a landing constitutes amovement.

Aeronautical ground light. Any light specially provided

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as an aid to air navigation, other than a light displayed onan aircraft.

Aeroplane reference field length. The minimum fieldlength required for take-off at maximum certificated take-off mass, sea level, standard atmospheric conditions, stillair and zero runway slope, as shown in the appropriateaeroplane flight manual prescribed by the certificatingauthority or equivalent data from the aeroplanemanufacturer.

Field length means balanced field length for aeroplanes, ifapplicable, or take-off distance in other cases.

Aircraft classification number (ACN). A numberexpressing the relative effect of an aircraft on a pavementfor a specified standard subgrade category.

Note.— The aircraft classification number is calculated withrespect to the centre of gravity (CG) position which yieldsthe critical loading on the critical gear. Normally the aft-most CG position appropriate to the maximum gross apron(ramp) mass is used to calculate the ACN. In exceptionalcases the forward-most CG position may result in the nosegear loading being more critical.

Aircraft stand. A designated area on an apron intended tobe used for parking an aircraft. Also known as “Parking Bay”or “Gate”. Aircraft stands are named as “Stand Nos” 1,2, 3,...,31,..,45 etc.

Apron. A defined area, on a land aerodrome, intended toaccommodate aircraft for purposes of loading or unloadingpassengers, mail or cargo, fuelling, parking or maintenance.

Apron management service. A service provided to regulatethe activities and the movement of aircraft and vehicles onan apron.

Barrette. Three or more aeronautical ground lights closelyspaced in a transverse line so that from a distance theyappear as a short bar of light.

Capacitor discharge light. A lamp in which high-intensityflashes of extremely short duration are produced by the

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discharge of electricity at high voltage through a gas enclosedin a tube.

Certified aerodrome. An aerodrome whose operator hasbeen granted an aerodrome certificate.

Clearway. A defined rectangular area on the ground or waterunder the control of the appropriate authority, selected orprepared as a suitable area over which an aeroplane maymake a portion of its initial climb to a specified height.

Compass locator (LOM): a low power, low or mediumfrequency radio beacon installed in conjunction with theinstrument landing system. When LOM is used, the locatoris at the Outer Marker; when LMM is used, the locator is atthe Middle Marker.

Cyclic redundancy check (CRC). A mathematicalalgorithm applied to the digital expression of data thatprovides a level of assurance against loss or alteration ofdata.

De-icing/anti-icing facility. A facility where frost, ice orsnow is removed (de-icing) from the aeroplane to provideclean surfaces, and/or where clean surfaces of the aeroplanereceive protection (anti-icing) against the formation of frostor ice and accumulation of snow or slush for a limited periodof time.

De-icing/anti-icing pad. An area comprising an inner areafor the parking of an aeroplane to receive de-icing/anti-icingtreatment and an outer area for the manoeuvring of two ormore mobile de-icing/anti-icing equipment.

Declared distances.

a) Take-off run available (TORA). The length of runwaydeclared available and suitable for the ground run of anaeroplane taking off.

b) Take-off distance available (TODA). The length of thetake-off run available plus the length of the clearway, ifprovided.

c) Accelerate-stop distance available (ASDA). The lengthof the take-off run available plus the length of the

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stopway, if provided.

d) Landing distance available (LDA). The length of runwaywhich is declared available and suitable for the groundrun of an aeroplane landing.

Displaced threshold. A threshold not located at theextremity of a runway.

Distance Measuring Equipment (DME): equipment(airborne and ground) used to measure, in nautical miles,the slant range distance of an aircraft from the DMEnavigational aid.

DNL: day-night noise level. The daily average noise metricin which that noise occurring between 10:00 p.m. and 7:00a.m. is penalized by 10 times.

Downwind leg: a flight path parallel to the landing runwayin the direction opposite to landing. The downwind legnormally extends between the crosswind leg and the baseleg.

Enplaned passengers: the total number of revenuepassengers boarding aircraft, including originating, stop-over, and transfer passengers, in scheduled and non-scheduled services.

General aviation: that portion of civil aviation whichencompasses all facets of aviation except air carriers holdinga certificate of convenience and necessity, and large aircraftcommercial operators.

Glide slope equipment: electrical equipment that emitssignals which provide vertical guidance by reference toairborne instruments during instrument approaches (suchas an ILS) or visual ground aids (such as VASI) which providevertical guidance for a VFR approach, or for the visualportion of an instrument approach and landing.

Global positioning system (GPS): a navigationaltechnology based on a constellation of satellites orbitingapproximately 11,000 miles above the surface of the earth.

Ground effect: the excess attenuation attributed toabsorption or reflection of noise by man-made or natural

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features on the ground surface.

Hazard beacon. An aeronautical beacon used to designatea danger to air navigation.

Heliport. An aerodrome or a defined area on a structureintended to be used wholly or in part for the arrival,departure and surface movement of helicopters.

Holding bay. A defined area where aircraft can be held, orbypassed, to facilitate efficient surface movement of aircraft.

Human Factors principles. Principles which apply toaeronautical design, certification, training, operations andmaintenance and which seek safe interface between thehuman and other system components by proper considerationto human performance.

Human performance. Human capabilities and limitationswhich have an impact on the safety and efficiency ofaeronautical operations.

Identification beacon. An aeronautical beacon emitting acoded signal by means of which a particular point of referencecan be identified.

Instrument runway. One of the following types of runwaysintended for the operation of aircraft using instrumentapproach procedures:

a) Non-precision approach runway. An instrument runwayserved by visual aids and a non-visual aid providing atleast directional guidance adequate for a straight-inapproach.

b) Precision approach runway, category I. An instrumentrunway served by ILS and/or MLS and visual aidsintended for operations with a decision height not lowerthan 60 m (200 ft) and either a visibility not less than800 m or a runway visual range not less than 550 m.

c) Precision approach runway, category II. An instrumentrunway served by ILS and/or MLS and visual aidsintended for operations with a decision height lowerthan 60 m (200 ft) but not lower than 30 m (100 ft) and arunway visual range not less than 350 m.

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d) Precision approach runway, category III. An instrumentrunway served by ILS and/or MLS to and along thesurface of the runway and:

A — intended for operations with a decision height lowerthan 30 m (100 ft), or no decision height and a runway visualrange not less than 200 m.

B — intended for operations with a decision height lowerthan 15 m (50 ft), or no decision height and a runway visualrange less than 200 m but not less than 50 m.

C — intended for operations with no decision height and norunway visual range limitations.

Note 2.— Visual aids need not necessarily be matched to thescale of non-visual aids provided. The criterion for theselection of visual aids is the conditions in which operationsare intended to be conducted.

Intermediate holding position. A designated positionintended for traffic control at which taxiing aircraft andvehicles shall stop and hold until further cleared to proceed,when so instructed by the aerodrome control tower.

Instrument approach procedure (IAP): a series ofpredetermined manoeuvres for the orderly transfer of anaircraft under instrument flight conditions from thebeginning of the initial approach to a landing, or to a pointfrom which a landing may be made visually. It is prescribedand approved for a specific airport by competent authority.

Instrument flight rules (IFR): rules governing theprocedures for conducting instrument flight. Also a termused by pilots and controllers to indicate type of flight plan.

Instrument landing system (ILS): a precision instrumentapproach system which normally consists of the followingelectronic components and visual aids: localizer, glide slope,outer marker, middle marker, and approach lights.

Landing area. That part of a movement area intended forthe landing or take-off of aircraft.

Landing direction indicator. A device to indicate visuallythe direction currently designated for landing and for take-

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off.

Localizer (LOC): the component of an ILS which provideshorizontal guidance to the runway centreline for aircraftduring approach and landing by radiating a directionalpattern of radio waves modulated by two signals which, whenreceived with equal intensity, are displayed by compatibleairborne equipment as an “on-course” indication, and whenreceived in unequal intensity are displayed as an “off-course”indication.

Manoeuvring area. That part of an aerodrome to be usedfor the take-off, landing and taxiing of aircraft, excludingaprons.

Marker. An object displayed above ground level in order toindicate an obstacle or delineate a boundary.

Marking. A symbol or group of symbols displayed on thesurface of the movement area in order to convey aeronauticalinformation.

Microwave landing system (MLS): a precision instrumentapproach system that provides precision guidance in azimuth,elevation, and distance measurement.

Missed approach: a manoeuvre conducted by a pilot whenan instrument approach can not be completed to a landing.This may be due to visual contact not established atauthorized minimums or instructions from air traffic control,or other reasons.

Movement area. That part of an aerodrome to be used forthe take-off, landing and taxiing of aircraft, consisting of themanoeuvring area and the apron(s).

Near-parallel runways. Non-intersecting runways whoseextended centre lines have an angle of convergence/divergence of 15 degrees or less.

Non-directional beacon (NDB): a radio beacontransmitting non-directional signals that a pilot of an aircraftequipped with direction finding equipment can determinehis/her bearing to or from the radio beacon and “home” on ortrack to or from the station.

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When the radio beacon is installed in conjunction with theinstrument landing system marker, it is normally called acompass locator.

Non-instrument runway. A runway intended for theoperation of aircraft using visual approach procedures.

Nonprecision approach procedure: a standardinstrument approach procedure in which no electronic glideslope is provided, such as VOR, GPS, RNAV, ASR, LDA, SDF,TACAN, NDB, or LOC.

Obstacle. All fixed (whether temporary or permanent) andmobile objects, or parts thereof, that are located on an areaintended for the surface movement of aircraft or that extendabove a defined surface intended to protect aircraft in flight.

Obstacle free zone (OFZ). The airspace above the innerapproach surface, inner transitional surfaces, and balkedlanding surface and that portion of the strip bounded by thesesurfaces, which is not penetrated by any fixed obstacle otherthan a low-mass and frangibly mounted one required for airnavigation purposes.

Operation: a take-off or a landing.

Outer marker (OM): an ILS navigation facility in theterminal area navigation system located four to seven milesfrom the runway threshold on the extended centreline ofthe runway, indicating to the pilot, that he/she is passingover the facility and can begin final approach.

Pavement classification number (PCN). A numberexpressing the bearing strength of a pavement forunrestricted operations.

Precision approach path indicator (PAPI): an airportlighting facility in the terminal area navigation system usedprimarily under VFR conditions. The PAPI provides visualdecent guidance to aircraft on approach to landing througha single row of two to four lights, radiating a high intensityred or white beam to indicate whether the pilot is above orbelow the required approach path to the runway. The PAPIhas an effective visual range of 5 miles during the day and20 miles at night.

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Precision approach procedure: a standard instrumentapproach procedure in which an electronic glide slope isprovided, such as ILS or MLS.

Precision instrument runway: a runway having a existinginstrument landing system (ILS).

Primary runway(s). Runway(s) used in preference to otherswhenever conditions permit.

Road. An established surface route on the movement areameant for the exclusive use of vehicles.

Road-holding position. A designated position at whichvehicles may be required to hold.

Runway. A defined rectangular area on a land aerodromeprepared for the landing and take-off of aircraft.

The runways are named according to their Magnetic Bearingswith reference to North rounded to nearest 100. Thus eachrunway has two names separated by 1800. For example theRunway at Delhi (IGI Airport) are 09/27 & 10/28. and Runwayat Mumbai are 09/27 & 14/32.

Runway end safety area (RESA). An area symmetricalabout the extended runway centre line and adjacent to theend of the strip primarily intended to reduce the risk ofdamage to an aeroplane undershooting or overrunning therunway.

Runway guard lights. A light system intended to cautionpilots or vehicle drivers that they are about to enter an activerunway.

Runway-holding position. A designated position intendedto protect a runway, an obstacle limitation surface, or an ILS/MLS critical/sensitive area at which taxiing aircraft andvehicles shall stop and hold, unless otherwise authorized bythe aerodrome control tower.

Runway strip. A defined area including the runway andstopway, if provided, intended:

a) to reduce the risk of damage to aircraft running off arunway; and

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b) to protect aircraft flying over it during take-off orlanding operations.

Runway turn pad. A defined area on a land aerodromeadjacent to a runway for the purpose of completing a 180-degree turn on a runway.

Runway visual range (RVR). The range over which thepilot of an aircraft on the centre line of a runway can see therunway surface markings or the lights delineating therunway or identifying its centre line.

Safety Management System. A system for the managementof safety at aerodromes, including the organizationalstructure, responsibilities, procedures, processes andprovisions for the implementation of aerodrome safetypolicies by an aerodrome operator, which provides for controlof safety at, and the safe use of aerodrome.

Segregated parallel operations. Simultaneous operationson parallel or near-parallel instrument runways in whichone runway is used exclusively for approaches and the otherrunway is used exclusively for departures.

Shoulder. An area adjacent to the edge of a pavement soprepared as to provide a transition between the pavementand the adjacent surface.

Sign.

a) Fixed message sign. A sign presenting only one message.

b) Variable message sign. A sign capable of presentingseveral pre-determined messages or no message, asapplicable.

Signal area. An area on an aerodrome used for the displayof ground signals.

Slush. Water-saturated snow which with a heel-and-toeslapdown motion against the ground will be displaced witha splatter; specific gravity: 0.5 up to 0.8.

Note.— Combinations of ice, snow and/or standing watermay, especially when rain, rain and snow, or snow is falling,produce substances with specific gravities in excess of 0.8.

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These substances, due to their high water/ice content, willhave a transparent rather than a cloudy appearance and, atthe higher specific gravities, will be readily distinguishablefrom slush.

Snow (on the ground).

a) Dry snow. Snow which can be blown if loose or, ifcompacted by hand, will fall apart again upon release;specific gravity: up to but not including 0.35.

b) Wet snow. Snow which, if compacted by hand, will sticktogether and tend to or form a snowball; specific gravity:0.35 up to but not including 0.5.

c) Compacted snow. Snow which has been compressed intoa solid mass that resists further compression and willhold together or break up into lumps if picked up;specific gravity: 0.5 and over.

Stopway. A defined rectangular area on the ground at theend of take-off run available prepared as a suitable area inwhich an aircraft can be stopped in the case of an abandonedtake off.

Take-off runway. A runway intended for take-off only.

Taxiway. A defined path on a land aerodrome establishedfor the taxiing of aircraft and intended to provide a linkbetween one part of the aerodrome and another, including:

a) Aircraft stand taxilane. A portion of an apron designatedas a taxiway and intended to provide access to aircraftstands only.

b) Apron taxiway. A portion of a taxiway system locatedon an apron and intended to provide a through taxi routeacross the apron.

c) Rapid exit taxiway. A taxiway connected to a runway atan acute angle and designed to allow landing aeroplanesto turn off at higher speeds than are achieved on otherexit taxiways thereby minimizing runway occupancytimes.

Taxiways are named as per alphabetical letters e.g.“Taxiways-A”, “Taxiways-B”, “Taxiways-C1” etc.

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Taxiway intersection. A junction of two or more taxiways.

Taxiway strip. An area including a taxiway intended toprotect an aircraft operating on the taxiway and to reducethe risk of damage to an aircraft accidentally running off thetaxiway.

Threshold. The beginning of that portion of the runwayusable for landing.

Touchdown zone. The portion of a runway, beyond thethreshold, where it is intended landing aeroplanes firstcontact the runway.

Usability factor. The percentage of time during which theuse of a runway or system of runways is not restricted becauseof the cross-wind component.

Note.— Cross-wind component means the surface windcomponent at right angles to the runway centre line.

Vector: a heading issued to an aircraft to providenavigational guidance by radar.

Visual approach: an approach wherein an aircraft on anIFR flight plan, operating in VFR conditions under thecontrol of an air traffic facility and having an air traffic controlauthorization, may proceed to the airport of destination inVFR conditions.

Visual approach slope indicator (VASI): an airportlighting facility in the terminal area navigation system usedprimarily under VFR conditions. It provides vertical visualguidance to aircraft during approach and landing, byradiating a pattern of high intensity red and white focusedlight beams which indicate to the pilot that he/she is above,on, or below the glide path.

Visual flight rules (VFR): rules that govern the proceduresfor conducting flight under visual conditions.

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APPENDIX 2

This AIC is issued under the provisions of Rule 133A of theAircraft Rules, 1937 for information, guidance and complianceby the concerned operators operating air transport servicesto, through within and over flying the Indian airspace. Theinformation contained in this AIC has also been circulatedvide Civil Aviation Requirements, Section 2 - Airworthiness,Series ’I’ Part VIII Revision 3 dated 27th April, 2006.

Cancellation: AIC 3 of 2001 is hereby cancelled

(K Gohain)

DIRECTOR GENERAL OF CIVIL AVIATION

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Subject: Installation of Airborne Collision Avoidance System.

1. INTRODUCTION

1.1 With the liberalisation of air transport operations in thecountry, the domestic operations have increasedconsiderably. Besides, there is congestion in the Indianairspace on account of large number of international flightsover flying or transiting through India. While the air trafficservices and associated facilities are continuously beingupgraded and modernised by the Airports Authority of Indiafor ensuring safety of aircraft operations in the Indianairspace, it is also considered necessary to upgrade theairborne equipment of aeroplanes to reduce the risk of midaircollisions between aircraft. Installation of Airborne CollisionAvoidance System (ACAS), which is an airborne equipmentthat functions independently of the ground based air traffic

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control system, can help in 2 preventing mid-air collisions.However, the level of protection provided by ACASequipment depends on the type of transponder the intruderaeroplane is carrying.

1.2 This CAR is issued under the provision of Rule 29C andRule 133A of the Aircraft Rules 1937.

2. APPLICABILITY

The requirements of this CAR are applicable to aeroplanesreferred in Paras 5 and 6 and engaged in commercial andgeneral aviation operations to, through, within andoverflying the Indian airspace.

3. DEFINITIONS

For the purpose of this CAR, the following terms shall havethe meanings as given against each:-

3.1 Airborne Collision Avoidance System (ACAS) :

An aeroplane system based on Secondary SurveillanceRadar (SSR) transponder signals which operatesindependently of ground-based equipment to provideadvice to the pilot on potential conflicting aeroplane thatare equipped with SSR transponder

3.2 ACAS I:

An ACAS which provides information as an aid to ‘seeand avoid’ action but does not include the capability forgenerating resolution advisories (RAs).

3.3 ACAS II:

An ACAS which provides vertical resolution advisories(RAs) in addition to the traffic advisories. TCAS – IIwith change 7 is equivalent to ACAS II.

3.4 Commercial air transport operation.

An aircraft operation involving the transport ofpassengers, cargo or mail for remuneration or hire.

3.5 General aviation operation.

An aircraft operation other than a commercial airtransport operation or an aerial work operation.

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3.6 Intruder:

An SSR transponder-equipped aeroplane within thesurveillance range of ACAS for which, ACAS has anestablished track.

3.7 Resolution Advisory (RA):

An indication given to the flight crew recommending:

a) a manoeuvre intended to provide separation fromall threats; or

b) a manoeuvre restriction intended to maintainexisting separation

3.8 Secondary Surveillance Radar (SSR):

A surveillance radar system which uses transmitters/receivers (interrogators) and transponders.

3.9 Traffic Advisory (TA):

An indication given to the flight crew that a certainintruder is a potential threat.

4. FUNCTIONAL REQUIREMENTS of ACAS I andACAS II

4.1 ACAS I shall perform the following functions:

a) surveillance of nearby SSR transponder equippedaeroplanes; and

b) provide indications to the flight crew identifyingthe approximate position of nearby aeroplanes asan aid to the visual acquisition.

4.2 ACAS II shall perform the following functions:

a) surveillance;

b) generation of TAs;

c) threat detection;

d) generation of RAs;

e) co-ordination; and

f) communication with ground stations.

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4.3 Airborne Collision Avoidance System should be of anapproved type meeting the specifications contained inAnnex 10 (Volume IV) to the Convention on InternationalCivil Aviation or FAA TSO C-119 or any other equivalentspecification acceptable to DGCA.

5. Aeroplanes engaged in Commercial air trans-port operation:

5.1 All turbine-engined aeroplanes having a maximumcertificated take-off mass in excess of 15000 kg orauthorized to carry more than 30 passengers ormaximum payload capacity of more than 3 tonnes shallbe equipped with an airborne collision avoidance system(ACAS II).

5.2 All turbine-engined aeroplanes having a maximumcertificated take off mass in excess of 5700 kg but notexceeding 15000 kg or authorized to carry more than 19passengers, which are imported on or after 1st April2006, shall be equipped with an airborne collisionavoidance system (ACAS II).

5.3 All turbine-engined aeroplanes having a maximumcertificated take off mass in excess of 5700 kg but notexceeding 15000 kg or authorized to carry more than 19passengers, which are imported before 1st April 2006,shall be equipped with an airborne collision avoidancesystem (ACAS I).

5.4 All turbine-engined aeroplanes having a maximumcertificated take off mass 5700 kg or less and authorizedto carry 10 to 19 passengers shall be equipped with anairborne collision avoidance system (ACAS I).

5.5 All twin jet-engined aeroplanes having a maximumcertificated take off mass 5700 kg or less and authorizedto carry less than 10 passengers shall be equipped withan airborne collision avoidance system (ACAS I).

5.6 It is recommended that all aeroplanes covered underParas 5.3, 5.4 and 5.5 should be equipped with anairborne collision avoidance system (ACAS II).

5.7 An airborne collision avoidance system shall operate in

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accordance with the relevant provisions of Annex 10,Volume IV.

6. Aeroplanes engaged in General aviation op-eration:

6.1 All turbine-engined aeroplanes of a maximumcertificated take-off mass in excess of 15000 kg, orauthorized to carry more than 30 passengers, for whichthe individual airworthiness certificate is first issuedafter 24 November 2005, shall be equipped with anairborne collision avoidance system (ACAS II).

6.2 It is recommended that all turbine-engined aeroplanesof a maximum certificated take off mass in excess of 5700kg but not exceeding 15000 kg, or authorized to carrymore than 19 passengers, for which the individualairworthiness certificate is first issued after 01 January2008, should be equipped with an airborne collisionavoidance system (ACAS II).

Note 1. – The term “individual airworthiness certificateis first issued” means certificate of airworthiness issuedto the individual aircraft after manufacture.

Note 2. – The term “turbine-engined” includes turbo-jet, turbo-prop and turbo-fan engines.

Note 3. – The term “authorised to carry number ofpassengers” implies the passengers seating capacity asper type certificate.

7. OPERATIONAL REQUIREMENTS

7.1 The Airplane Flight Manual shall contain theappropriate procedures for the ACAS II or ACAS I, asapplicable, duly approved by the concerned regulatoryauthority.

7.2 The Operations Manual and the Training Manual of theoperator shall respectively include the operationalprocedures and the training required for the flight crewon the ACAS.

7.3 The operating crew shall be adequately trained and keptproficient on the functioning of the ACAS. It should be

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emphasised that maximum benefit of 5 ACAS is obtainedwhen pilots of both the aeroplanes respond promptlyand correctly to their respective TAs/RAs.

Note 1. – Procedures for the use of ACAS equipment arespecified in the procedures for Air Navigation Services- Aircraft operations (PANS –OPS, Doc 8168), Volume I– Flight procedures.

ACAS Training Guidelines for pilots are provided inPANS – OPS, Volume I, Attachment A to Part VIII.

Note 2. – Appropriate training, to the satisfaction ofDGCA, to competency in the use of ACAS equipmentand the avoidance of collisions may be evidenced, forexample by:

a) possession of a type rating for an aeroplaneequipped with ACAS, where the operation and useof ACAS are included in the training syllabus forthe type rating; or

b) possession of a document issued by a trainingorganization or a person approved by the DGCA toconduct training for pilots in the use of ACAS,indicating that the holder has been trained inaccordance with the guidelines referred to in Note.1; or

c) a comprehensive pre-flight briefing by a pilot whohas been trained in the use of ACAS in accordancewith the guidelines referred to in Note 1.

7.4 In addition to the other applicable requirements, thefollowing procedures shall be followed by the flight crewfor the operation of ACAS:

a) The pilots shall not manoeuvre the aeroplanes inresponse to a TA only. The pilots, however, shallsearch for the approaching traffic.

b) In the event of RA to alter the flight path, the searchfor the conflicting traffic shall include a visual scanof the airspace into which own ACAS aeroplanemight manoeuvre.

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c) The alteration of the flight path shall be limited tothe minimum extent necessary to comply with theRA.

d) Pilots who deviate from an ATC clearance inresponse to an RA, shall promptly return to theterms of the previous ATC instruction or clearancewhen the conflict is resolved.

e) The pilots shall, as soon as practicable, notify theATC unit of the direction of the RA, and, when theconflict is resolved, that they are returning to theterms of the current ATC clearance.

Note. – When RA is initiated and in response thereofthe pilot deviates from ATC clearance, he is notconsidered to be violating the ATC instructions.

7.5 The ACAS system shall be kept ‘ON’ while operating inthe Indian airspace.

7.6 Every flight plan for a flight in the Indian airspace shallindicate that the aeroplane is equipped with aserviceable ACAS equipment required as per this CAR.

7.7 Any pilot experiencing RA while flying in Indianairspace, shall file a report on R/T with the handlingAir Traffic Control Unit in India followed by a writtenreport to the DGCA India and Airports Authority ofIndia. A proforma for filing the written report is givenas Appendix “A”.

7.8 The ATC controllers shall be adequately trained on thecapabilities and limitations of ACAS and on theprocedures to be applied for the provision of Air TrafficServices to aeroplanes equipped with ACAS inaccordance with the ICAO requirements.

7.9 Once an aeroplane departs from an assigned ATCclearance in compliance with an RA, the ATC controllerceases to be responsible for providing ATC separationbetween that aeroplane and other aeroplane affectedby the direct consequence of that RA manoeuvre.Controller’s responsibility for providing separation forall affected aeroplanes resumes when either:

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(i) the aeroplane returns to the assigned clearance;or

(ii) the pilot reports the ATC Controller that the RAmanoeuvre is completed and the ATC controllerconfirms that separation is established.

8. MAINTENANCE REQUIREMENTS

8.1 The ACAS equipment shall be maintained in accordancewith the manufacturer’s maintenance programme. Theinspection schedules shall include the manufacturer’smaintenance requirements.

8.2 The performance of the ACAS is highly sensitive toaltimetry error both for the ACAS-equipped aeroplaneand intruder aeroplane. It is therefore necessary thatthe accuracy of the aeroplane altimetry system besufficiently high for successful operational use of ACAS.This aspect should be highlighted in the maintenancesystem manual and to all concerned personnel.

8.3 The Aircraft Maintenance Engineer (AME) holdinglicence in Category ‘R’/’V’ on the type of aeroplane shallundergo adequate training on the maintenance of the 7ACAS. After successful completion of the training andoral check, the Quality Control Manager of theorganisation shall issue a certificate after which theAME licence is deemed to cover the inspection andcertification of ACAS. A copy of the certificate shall beforwarded to the Regional Airworthiness office of theDGCA.

8.4 The type training of AMEs on Radio/Avionics Systemshall include training on ACAS installed on theaeroplane.

8.5 The provisions contained in the MEL with regard tounserviceability of ACAS as approved by the concernedCivil Aviation Authorities shall be acceptable. However,in no case the ACAS shall be unserviceable for morethan ten days.

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APPENDIX ‘A’

PILOT/OBSERVER RA REPORT

Aircraft Operator_______________ Pilot_________ Observer ___________

Name____________________ Telephone__________ SSR ____________

(Information requested on this line is optional)

Aircraft ID________________________ Aircraft Type _______________

Aerodrome of Departure ________________ Destination ______________

Date and time of event ________________________________________UTC

Own aircraft altitude _______________________

Own aircraft position FIR ______ VOR ______ Radial ______ DME ______

Or

LAT _________ LONG _________

________________________________________________ Phase of Flight

Take-off______ Climb ________ Cruise ________ Descent ______ Hold ___

Final __________ Missed approach ____________

Clearance ___________ ft/FL

___________________________________________________________________

TA Information

TA issued ? YES __________ NO _____________

Visual contact prior to RA? YES __________ NO _____________

ATS advisory? YES __________ NO _____________

___________________________________________________________________

RA Information

Intruder bearing __________________ o’clock

Intruder range _____________________ NM

Relative altitude ___________________ ft

Type of RA ____________________ (climb, crossing climb, VSL500, etc.)

Did you follow the RA ? YES ____ NO _____

If applicable, did ATS instruction conflict with the RA ? YES ____ NO _____

Was RA necessary ? YES ____ NO _____

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General information

Flight conditions: IMC ________ VMC _______ Day _______ Night _______

Visibility: _______ NM

Air traffic service provided : En-route control _________

Aerodrome/ approach control ________ Flight information ________

Remarks

Note: The report should be forwarded to the Director of Air Safety, Office of theDirector General of Civil Aviation, Opp. Safdarjung Airport, Aurobindo Marg,New Delhi - 110003 (Phone 24620272, Fax No. 24633140).

With a copy to the Director of Air Routes and Aerodrome (Operations), AirportAuthority of India, Rajiv Gandhi Bhavan, Safdarjung Airport, New Delhi-110003(Phone 24631684,Fax 24629567)

***

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APPENDIX 3

The Aircraft (Carriage of Dangerous Goods) Rules,2003

(Promulgated by DGCA vide “Aeronautical InformationCircular AIC 03 of 2004 Dated 24th Feb 2004)

The Aircraft (Carriage of Dangerous Goods) Rules,2003

1. Short title, extent and application –

(1) These rules may be called the Aircraft (Carriage ofDangerous Goods) Rules, 2003.

(2) They extend to whole of India and apply also –

(a) to aircraft registered in India or aircraftoperated by an operator who has his principalplace of business or permanent place ofresidence in India, wherever they may be;

(b) to all aircraft for the time being in or over India;and

(c) to persons operating air transport services to,from, within and over India, shippers ofdangerous goods or their agents

3) They shall come into force on the date of their finalpublication in the Official Gazette.

2. Definitions and interpretation - In these rules, unlessthere is anything repugnant in the subject or context

(1) “aerodrome” means any definite or limited groundor water area intended to be used, either wholly orin part, for the landing or departure of aircraft, andincludes all buildings, sheds, vessels, piers andother structures thereon or appertaining thereto;

(2) “aircraft” means any machine which can derivesupport in the atmosphere from reactions of the airother than reactions of the air against the earth’ssurface and includes balloons whether fixed or free,

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airships, kites, gliders and flying machines;

(3) “cargo aircraft” means any aircraft, other than apassenger aircraft, which is carrying goods orproperty;

(4) “crew member” means a person assigned by anoperator to duty on an aircraft during a flight dutyperiod;

(5) “dangerous goods” means articles or substanceswhich are capable of posing a risk to health, safety,property or the environment and which are listedas such in the Technical Instructions or which areclassified according to the Technical Instructions;

(6) “dangerous goods accident” means an occurrenceassociated with and related to the transport ofdangerous goods by air which results in fatal orserious injury to a person or major propertydamage;

(7) “dangerous goods incident” means an occurrence,other than a dangerous goods accident, associatedwith and related to the transport of dangerous goodsby air, not necessarily occurring on board anaircraft, which results in injury to a person, damageto property, fire, breakage, spillage, leakage of fluidor radiation or other evidence that the integrity ofthe packaging has not been maintained and alsoincludes any occurrence relating to the transportof dangerous goods which seriously jeopardizes theaircraft or its occupants;

(8) “Director-General” means Director General of CivilAviation;

(9) “flight crew member” means a licensed crewmember charged with duties essential to theoperation of an aircraft during a flight duty period;

(10) “operator” means a person, organisation orenterprise engaged in or offering to engage in anaircraft operation;

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(11) “overpack” means an enclosure used by a singleshipper to contain one or more packages and to formone handling unit for convenience of handling andstowage;

(12) “package” means the complete product of thepacking operation consisting of the packaging andits contents prepared for transport;

(13) “packaging” means receptacles and any othercomponents or materials necessary for thereceptacle to perform its containment function;

(14) “passenger aircraft” means an aircraft that carriesany person other than a crew member, an operator’semployee in an official capacity, an authorizedrepresentative of an appropriate national authorityor a person accompanying a consignment or othercargo;

(15) “pilot-in-command” means the pilot designated bythe operator, or in the case of general aviation bythe owner, as being in command and charged withthe safe conduct of a flight;

(16) “serious injury” means an injury which is sustainedby a person in an accident and which:

(a) requires hospitalization for more than 48 hours,commencing within seven days from the datethe injury was received; or

(b) results in a fracture of any bone (except simplefractures of fingers, toes or nose); or

(c) involves lacerations which cause severehaemorrhage, nerve, muscle or tendon damage;or

(d) involves injury to any internal organ; or

(e) involves second or third degree burns, or anyburns affecting more than five per cent of thebody surface; or

(f) involves verified exposure to infectioussubstances or injurious radiation;

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(16A) “State of origin” means the State in the territoryof which the dangerous goods were first loaded onan aircraft

(17) “State of the operator” means the State in whichthe operator’s principal place of business is locatedor, if there is no such place of business, theoperator’s permanent place of residence;

(18) “Technical Instructions” means the TechnicalInstructions for the Safe Transport of DangerousGoods by Air issued by the International CivilAviation Organisation;

(19) “UN number” means the four-digit number assignedby the United Nations Committee of Experts on theTransport of Dangerous Goods to identify asubstance or a particular group of substances;

(20) “Unit load device” means any type of freightcontainer, aircraft container or aircraft pallet witha net, but excluding an overpack, designed forloading on an aircraft.

3. Carriage of dangerous goods by air. -

(1) No operator shall engage in the carriage ofdangerous goods unless it has been certified by theaeronautical authority of the State of the operatorto carry the dangerous goods

(2) No operator shall carry and no person shall causeor permit to be carried in any aircraft to, from,within or over India or deliver or cause to bedelivered for loading on such aircraft any dangerousgoods, except in accordance with and subject to therequirements specified in the TechnicalInstructions: Provided that dangerous goodsclassified as explosives shall not be carried in anyaircraft to, from, within or over India except inaccordance with and subject to the terms andconditions of a permission in writing granted bythe Central Government under rule 8 of the AircraftRules, 1937. Provided further that where dangerous

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goods classified as radioactive material are to becarried in any aircraft to, from or within India, theoperator shall ensure that the consignor or theconsignee, as the case may be, has written consentof the Central Government to carry such goodsunder section 16 of the Atomic Energy Act, 1962(33 of 1962). Provided also that where there isextreme emergency such as national orinternational crisis or natural calamities orotherwise necessitating transportation by air of suchgoods and full compliance with the requirementsspecified in the Technical Instructions mayadversely affect the public interest, the Director-General or any other officer authorised in thisbehalf by the Central Government may, by generalor special order in writing, grant exemption fromcomplying with these requirements provided thathe is satisfied that every effort has been made toachieve an overall level of safety in thetransportation of such goods which is equivalent tothe level of safety specified in the TechnicalInstructions

(3) Notwithstanding anything contained in sub-rule (2),the articles and substances that are specificallyidentified by name or by generic description in theTechnical Instructions as being forbidden fortransport by air under any circumstances, shall notbe carried on any aircraft

(4) The provisions of sub-rules (1) and (2) shall notapply to-

(a) the articles and substances classified asdangerous goods but otherwise required to beon board the aircraft in accordance with thepertinent airworthiness requirements and theoperating regulations, or for such specialisedpurposes as are identified in the TechnicalInstructions

b) specific articles and substances carried by

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passengers or crew members to the extentspecified in the Technical Instructions

(5) Where dangerous goods are carried under sub-rule(2), it shall be the duty of the shipper, the operatorand every person concerned with packing, marking,labelling, acceptance, handling, loading, unloading,storage, transportation or any other processconnected directly or indirectly with carriage ofsuch dangerous goods, to take all precautions toavoid danger to the aircraft or to the persons onboard or to any other person or property.

4. Custody of unauthorised Dangerous Goods - Whereany officer authorised in this behalf by the CentralGovernment has reason to believe that the provisionsof this rule are, or are about to be, contravened, he maycause the dangerous goods in question to be placed underhis custody pending detailed examination of the natureof the goods or pending a decision regarding the action,if any, to be taken in the matter.

4A. Classification of Dangerous goods – The dangerousgoods shall be classified in accordance with theprovisions of the Technical Instructions.

5. Packing –

(1) Dangerous goods shall be packed in accordancewith the requirements specified in the TechnicalInstructions in addition to the provisions of thisrule

(2) It shall be ensured that no harmful quantity of adangerous substance adheres to the outside of thepackagings used for the transport of the dangerousgoods

(3) Packagings used for the transport of dangerousgoods by air shall be of good quality and shall beconstructed and securely closed so as to preventleakage which might be caused in normalconditions of transport by changes in temperature,humidity or pressure, or by vibration

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(4) The packagings shall be suitable for the contentsand the packagings in direct contact with dangerousgoods shall be resistant to any chemical or otheraction of such goods

(4A) Packagings shall meet the material and constructionspecifications contained in the TechnicalInstructions

(4B) Packagings shall be tested in accordance with theprovisions of the Technical Instructions

(4C) Packagings for which retention of a liquid is a basicfunction, shall be capable of withstanding, withoutleaking, the pressure specified in the TechnicalInstructions

(5) Inner packagings used for the transport of thedangerous goods shall be packed, secured orcushioned in such a manner that no breakage orleakage shall be caused and these shall also controlthe movement of the dangerous goods within theouter packaging(s) during normal conditions of airtransport and also the cushioning and absorbentmaterials shall not react dangerously with thecontents of the receptacles

(6) No packaging used for the transport of thedangerous goods shall be re-used unless, —

(a) it has been inspected and found free fromcorrosion or other damage; and

(b) all necessary precautions have been taken toprevent contamination of subsequent contents:Provided that where it is not possible toproperly clean a packaging already used for thetransport of dangerous goods, then such anuncleaned empty packaging shall betransported by air following the sameprocedure as laid down for the transport of thedangerous goods for which such packagings hasbeen used earlier.

6. Labelling - Unless otherwise provided in the Technical

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Instructions, each package of dangerous goods shall belabelled in accordance with the requirements specifiedin the Technical Instructions.

7. Marking –

(1) Save as otherwise provided in the TechnicalInstructions, each package of dangerous goods shallbe marked with the proper shipping name of itscontents and, when assigned, the UN number andsuch other markings as may be specified in thoseInstructions

(2) Save as otherwise provided in the TechnicalInstructions, each packaging manufactured to thespecifications of the Technical Instructions shall bemarked in accordance with the provisions of theTechnical Instructions and no other packagingsshall be so marked

(3) In addition to the languages required by the Stateof origin, English shall also be used for themarkings related to dangerous goods.

8. Shipper’s responsibilities –

(1) No shipper or his agent shall offer any package oroverpack of dangerous goods for transport by airunless he has ensured that such dangerous goodsare not forbidden for transport by air and areproperly classified, packed, marked and labelledin accordance with the requirements specified inthe Technical Instructions

(2) Unless otherwise provided in these rules, noshipper or his agent shall offer dangerous goodsfor transport by air unless he has completed, signedand provided to the operator a dangerous goodstransport document, as specified in the TechnicalInstructions

(3) The dangerous goods transport document shall beara declaration signed by the shipper or his agentindicating that the dangerous goods are fully andaccurately described by their proper shipping

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names and that they are classified, packed, marked,labelled and in proper condition for transport byair as per requirements of the Technical Instructions

(4) In addition to the languages required by the Stateof origin, English shall also be used in the dangerousgoods transport document.

9. Operator’s Responsibilities –

(1) No operator shall accept dangerous goods fortransport by air unless, -

(a) the dangerous goods are accompanied by acompleted dangerous goods transportdocument, except where the TechnicalInstructions specify that such a document isnot required; and

(b) the package, overpack or freight containercontaining the dangerous goods has beeninspected in accordance with the acceptanceprocedures specified in the TechnicalInstructions

(2) The operator shall ensure that an acceptance check-list as required by the Technical Instructions hasbeen developed and is being used by his acceptancestaff

(3) Packages and overpacks containing dangerousgoods and freight containers containing radioactivematerials shall be inspected for evidence of leakageor damage before loading on an aircraft or into aunit load device and such packages, overpacks orfreight containers shall be loaded and stowed onan aircraft in accordance with the requirementsspecified in the Technical Instructions

(4) The operator shall ensure that no leaking ordamaged packages, overpacks or freight containerscontaining dangerous goods shall be loaded on anaircraft

(5) A unit load device shall not be loaded aboard anaircraft unless the device has been inspected and

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found free from any evidence of leakage from, ordamage to, any dangerous goods contained therein

(6) Where any package of dangerous goods loaded onan aircraft appears to be damaged or leaking, theoperator shall remove such package from theaircraft, or arrange for its removal by anappropriate authority or organisation, as the casemay be, and thereafter shall ensure that theremainder of the consignment is in a propercondition for transport by air and that no otherpackage has been contaminated

(7) Packages or overpacks containing dangerous goodsand freight containers containing radioactivematerials shall be inspected for signs of damage orleakage upon unloading from the aircraft or unitload device and if evidence of damage or leakage isfound, the area where the dangerous goods or unitload device were stowed on the aircraft shall beinspected for damage or contamination

(8) No dangerous goods shall be carried in an aircraftcabin occupied by passengers or on the flight deckof an aircraft, except those specified in sub-rule (4)of rule 3

(9) Any hazardous contamination found on an aircraftas a result of leakage or damage to dangerous goodsshall be removed without delay

(10) An aircraft which has been contaminated byradioactive materials shall immediately be takenout of service and not returned to service until theradiation level at any accessible surface and thenon-fixed contamination are not more than thevalues specified in the Technical Instructions

(11) Packages containing dangerous goods which mightreact dangerously with one another shall not bestowed on an aircraft next to each other or in aposition that would allow interaction between themin the event of leakage

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(12) Packages of toxic and infectious substances shallbe stowed on an aircraft in accordance with therequirements specified in the TechnicalInstructions

(13) Packages of radioactive materials shall be stowedon an aircraft so that they are separated frompersons, live animals and undeveloped film, inaccordance with the requirements specified in theTechnical Instructions

(14) Subject to the provisions of these rules, whendangerous goods are loaded in an aircraft, theoperator shall protect the dangerous goods frombeing damaged, and shall secure such goods in theaircraft in such a manner that will prevent anymovement in flight which would change theorientation of the packages. For packagescontaining radioactive materials, the securing shallbe adequate to ensure that the separationrequirements of sub-rule (13) are met at all times

(15) Except as otherwise provided in the TechnicalInstructions, packages of dangerous goods bearingthe “Cargo aircraft only” label shall be loaded insuch a manner that a crew member or otherauthorised person can see, handle and, where sizeand weight permit, separate such packages fromother cargo in flight.

10. Provision of Information –

(1) The operator of the aircraft in which dangerousgoods are to be carried shall provide informationin writing to the pilot-in- command as early aspracticable before departure of the aircraft asrequired by the Technical Instructions

(2) The operator shall provide such information in theOperations Manual so as to enable the flight crewmember to carry out their responsibilities withregard to the transport of dangerous goods and shallalso provide instructions as to the action to be takenin the event of emergencies arising involving

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dangerous goods

(3) Operators shall ensure that information ispromulgated in such a manner that passengers arewarned as to the types of goods which they areforbidden from transporting aboard an aircraft asprovided in the Technical Instructions

(4) Operators, shippers or other organisationsinvolved in the transport of dangerous goods by airshall provide such information to their personnelso as to enable them to carry out theirresponsibilities with regard to the transport ofdangerous goods and shall also provide instructionsas to the action to be taken in the event ofemergencies arising involving dangerous goods

(5) If an in-flight emergency occurs, the pilot-in-command shall, as soon as the situation permits,inform the appropriate air traffic services unit, forthe information of aerodrome authorities, of anydangerous goods on board the aircraft, as providedin the Technical Instructions

(6) In the event of an aircraft accident or a seriousincident where dangerous goods carried as cargoare involved, the operator of the aircraft shallprovide information, without delay, to theemergency services responding to the accident orserious incident, and, as soon as possible, to theappropriate authorities of the State of the operatorand the State in which the accident or seriousincident occurred, about the dangerous goods onboard, as shown on the written information to thepilot-in-command

(7) In the event of an aircraft incident, the operator ofan aircraft carrying dangerous goods as cargo shall,upon request, provide information, without delay,to the emergency services responding to theincident and also to the appropriate authority ofthe State in which the incident occurred, about thedangerous goods on board, as shown on the writteninformation to the pilot-in-command.

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10A. Inspection. –

(1) The Director-General or any other officerauthorised in this behalf by the Central Governmentby general or special order in writing, may, at anyreasonable time, enter any place to which access isnecessary and inspect any services, equipment,documents and records

(2) The operator, shipper, training establishment andevery other person concerned with carriage ofdangerous goods shall allow the person soauthorised, access to any part of the aircraft,building or any facility including equipment,records, documents and personnel, and shall co-operate in exercising his powers or carrying out hisduties under these rules.

11. Dangerous Goods Accidents and Incidents -

(1) In the event of a dangerous goods accident ordangerous goods incident, as the case may be, thepilot-in-command of the aircraft and the operatorof the aircraft or of the aerodrome, as the case maybe, shall submit a report in writing to the Director-General on such accident or incident

(2) The report under sub-rule (1) shall, in addition toany other relevant information, contain thefollowing information, namely: -

(a) the type, nationality and registration marks ofaircraft;

(b) the name of the owner, operator and hirer ofthe aircraft;

(c) the name of the pilot-in-command of theaircraft;

(d) the nature and purpose of the flight;

(e) the date and time of the dangerous goodsaccident or incident;

(f) the place where the accident occurred:

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(g) the last point of departure and the next pointof intended landing of the aircraft;

(h) the details of the dangerous goods on boardthe aircraft viz. their proper shipping name,UN number, quantity etc

I) the known cause of the dangerous goodsaccident or incident;

(J) details of other cargo on board the aircraft;

(k) the extent of known damage to the aircraft,other property and persons on board theaircraft;

(l) any other information required to be includedby the Director- General

(3) On receipt of the report under sub-rule (1), theDirector-General may, if considered necessary,order an investigation to determine the causes ofsuch accident or incident and take preventivemeasures to avoid re-occurrence of such accidentor incident.

12. Establishment of Training Programmes –

(1) No person shall engage himself in any manner inthe transport of dangerous goods unless he hasundergone proper training in accordance with theTechnical Instructions

(2) Initial and recurrent dangerous goods trainingprogrammes shall be established and maintainedby or on behalf of –

(a) shippers of dangerous goods including packersand persons or organizations undertaking theresponsibilities of the shipper;

(b) operators;

(c) ground handling agencies which perform, onbehalf of the operator, the act of accepting,handling, loading, unloading, transferring orother processing of cargo;

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(d) ground handling agencies located at an airportwhich perform, on behalf of the operator, theact of processing passengers;

(e) agencies, not located at an airport, whichperform, on behalf of the operator, the act ofchecking in passengers;

(f) freight forwarders; and

(g) agencies engaged in the security screening ofpassengers and their baggage, and cargo

(3) Training shall be provided in the requirementscommensurate with the responsibilities of thepersonnel being trained and such training shallinclude –

(a) general familiarization training aimed atproviding familiarity with the generalprovisions;

(b) funcation-specific training providing detailedtraining in the requirements applicable to thefunction for which that person is responsible;and

(c) safety training covering the hazards presentedby dangerous goods, safe handling andemergency response procedures

(4) Training shall be provided or verified upon theemployment of a person in a position involving thetransport of dangerous goods by air and recurrenttraining shall take place within twenty-four monthsof previous training to ensure knowledge is current

(5) The training programmes established andmaintained by or on behalf of operators shall besubjected to review and approval by the State ofthe operator and the training programmesestablished and maintained by or on behalf ofagencies other than operators shall be subjected toreview and approval by the Director-General.

13. Directions by Director-General - The Director

325Appendix

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General may, through Aeronautical InformationCirculars (AICs) and publication entitled Civil AviationRequirements (CARs), issue special directions, notinconsistent with the provisions of the Aircraft Act, 1934(22 of 1934), the Aircraft Rules, 1937 or these rules,relating to packing, marking, labelling, acceptance,handling, loading, unloading, storage, training and anyother process or procedure connected directly orindirectly with the carriage of dangerous goods by air.

14. General Power to exempt - The Central Governmentmay, by general or special order in writing, exempt anyaircraft or class of aircraft or any person or class ofpersons from the operation of these rules, either whollyor partially, subject to such conditions, if any, as may bespecified in that order.

15. Cancellation or suspension of licence, certificateand approval - Where the Director-General, aftergiving an opportunity of being heard, is satisfied thatany person has contravened or failed to comply withthe provisions of these rules, he may, for reasons to berecorded in writing, cancel or suspend any licence,certificate or approval issued under these rules or underthe Aircraft Rules, 1937.

[Principal Rule published vide GSR 206(E) dated5.3.2003

Amended by – (i) GSR No. 795(E) dated 6.10.2003,

(ii) GSR No. 796(E) dated 6.10.2003

(iii) GSR 600(E) dated 27.9.2006

(iv) GSR 231(E) dated 19.3.2007]

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APPENDIX 4

OFFICE OF THE DIRECTOR GENERAL OF CIVIL AVIATION

AIR SAFETY CIRCULAR 2 OF 1962

(Air Safety Directorate)

(No. 5/25/60-Acc)

Sub: Instructions regarding handling of radioactivematerials

The following extracts from ICAO Aircraft accidentInvestigation manual are forwarded for information ofinvestigation.

“Radioactive isotopes are being carried as freight withincreasing frequency in transport aircraft and theinvestigator should be on guard against the possibility of suchmaterial being present in the wreckage. A routinepreliminary check of freight manifest or an enquiry to AirCarrier’s agent will resolve the question. If it is establishedthat the radioactive materials were being carried, steps mustbe taken immediately to make sure that they are removed toa place of safety before they can cause harm to personsworking in close proximity to the wreckage.

Radioactivity can not be detected by the human senses butby means of a special instrument known as a “GeigerCounter”. The radiation can not be stopped or slowed downby any known means but its distance can be reduced to aharmless level by distance or by suitable screening.

A radioactive source, if spilled or scattered may cling to anyobject including clothing, food and the human body withobviously harmful results. The small size of an isotope likelyto be carried in an aircraft, the strength of its package andthe shielding incorporated in it, minimize the possibility ofdamage even when subjected to the impact of an aircraftaccident. As long as the package and shielding remain intactthere is likely to be little danger from the radiation. Wherefire follows the impact, however, the package and shieldingmay be damaged. The radioactive isotopes may then be

327Appendix

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changed into gaseous form by heat, in which the radiationmay spread in the downwind direction. Splashing of theradioactive material with water would, in suchcircumstances, increase the risk of radiation spreadingthroughout the wreckage.

In case where an accident resulting in fire occurs to anaircraft carrying radioactive isotopes, no examination of thewreckage should be commenced until the degree of radiationhas been checked by an expert.

Sd.

Y.R. Malhotra

Director of Air Safety

New Delhi

Dated The 24th November 1962.

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APPENDIX 5

OFFICE OF THE DIRECTOR GENERAL OF CIVIL AVIATION

EAST BLOCK II & III, R.K.PURAM, NEW DELHI-66.

AIR SAFETY DIRECTORATE

Air Safety Circular No. 2 of 1989

AV. 15011/1/87-AS 13th January, 1989.

Subject:-Emergency Response Procedures forTransport of Radioactive materials.

Radioactive materials are required to be transported fromone place to another. The packages in which radioactivematerials are transported are designed to withstand allroutine and foreseeable accident condition of transport.However, in view of the need for developing action plans foran emergency involving radioactive consignments, theCabinet Secretariat, Government of India appointed an Inter-Ministerial Working Group (consisting of representatives ofthe Department of Civil Aviation, Ministry of SurfaceTransport, Railway Board and the Department of AtomicEnergy) for preparation of emergency procedures. Theworking group has approved the document entitled ‘Emergency Response Procedure for Transport of RadioactiveMaterials”. The portions of the documents which are relevantto emergency during transportation of radio-active materialby air are enclosed.

All airlines (scheduled/non-scheduled) operating in India andall airport management authorities should ensure that alltheir concerned officials are made fully familiar of theemergency response procedure enclosed.

Sd/-

(H.S.Khola)

Deputy Director General.

Encls. as above.

Action Plans for an Emergency involving Radioactive Con-signments

329Appendix

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This enclosure is divided into three parts. Part 1 provides ageneral explanation of the role of each concerned party whomay have a role to play in an emergency involving radioactiveconsignments. Part 2 indicates the action plans for each typeof shipment relevant to your organisation identifying theconcerned responding person. Part 3 specifies the actionplans appropriate to the shipments.

Part 1 Persons involved to the action plans :

1.3.1 Introduction :

The response action plan will depend upon the nature of theshipment. The different radioactive shipments are groupedas those associated with nuclear fuel cycle and others. Inthe following discussions, consignor means the officer-in-charge at the origin of the shipment and identified as suchin the transport documents. In all events, since the consignerknows about the actual departure of the shipment, he isrequired to be notified by the persons at the accident site.The consigner’s address is inscribed on the package as isgiven in the transport documents too. Depending upon thelocation of the accident site, the consigner himself maydespatch a rescue team, if one is required to be sent or mayrequest the consignee (that is, the officer-in-charge at theintended destination of the shipment) and/or the Head, DRP,BARC, Bombay-400 085 to despatch the rescue team to theaccident site.

1.3.2 Action Plans :

The Action Plans prescribed in this document are assignedto the following agencies identified as responding persons(R.P.) :

R.P. 1 : Persons accompanying the shipment :

They include the crew of the vehicle carrying the radioactivematerial and the escort personnel, where such personnel aredeputed to accompany the shipment. They should take theinitial action.

R.P. 2 : Person on the scene :

This person may represent Police or other local authoritiesat the site of accident. If the persons accompanying the

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shipment are disabled, then police or other local authoritieswho would be called to the site of accident would needguidelines. These guidelines are inscribed on the ‘TERMCARD’ which is carried in the vehicle transportingthe radioactive consignment.

R.P. 3 : Consigner :

Immediately upon receipt of intimation regarding theaccident, the consignor should, in consultation with theofficer-in-charge of the local health physics unit/person-in-charge of radiological safety at the consignor’s organisation,take the measures prescribed in the action plan given in thisdocument.

R.P. 4 : Rescue Team :

The measures prescribed in the action plans should be takenby the rescue team, if such a team is despatched to theaccident site. These measures are to be taken by the R.P. 4,if R.P. 1 are not in a position to take these measures.

R.P. 5 : The Airport Manager :

The Airport Manager of the concerned Indian airport wouldbe activated into response action, if an emergency involvinga radioactive consignment arises in the airport.

R.P. 6 : The Port Trust Manager :

The manager of the concerned Indian seaport would beactivated into response action, if an emergency involving aradioactive consignment arises in the harbour.

1.3.2.2 The action plans are serially numbered as AP-1, AP-2etc and provided at the end of the document. In someinstances, the

action plan is based entirely on the “TREMCARD” carriedin the vehicle. These are the action plans for R.P.2. Thetremcard instructions are also provided at the end of thedocument. The tremcards are numbered serially as TRC-1,TRC-2 etc.

Chapter IV

Part 2 Emergency during transport of radioactive materialsthrough India

331Appendix

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Section 1 :

Action Plans for Airport Managers of Indian Airports

Action Plan :

In an emergency involving a shipment originating in a foreigncountry bound for a foreign country which is in transit in anIndian Airport, the Airport Manager should implement theprocedures specified in action plan AP-6.

Action Plan : AP-6

Part 3

If the package is received in an Indian Airport in a damagedcondition or is damaged upon arrival or during storage or isinvolved in an accident, the following measures should betaken by the Airport Manager:

� Rescue the injured, if the package was involved in anaccident.

� Fight fire if any.

� Cordon off a space of 3 m around the package.

� Inform the consignor and the consignee (address maybe obtained from the transport documents or on thepackages) requesting the consigner to arrange to collectthe package immediately.

� Inform Head, DRP,BARC,Bombay-400 085

(Telephone : 5511917, telegram: HEAD DRP BARC Bombay,CHEMBUR) regarding the incident, seeking his advice andact accordingly.

� If the labels on the package are defaced or if the addressof the consignor/consignee cannot be obtained, informHead, DRP, BARC, Bombay-400085 regarding theincident, seek his advice and act accordingly.

� In no case should be package be auctioned or otherwisedisposed of without obtaining specific clearance fromHead, DRP, BARC, Bombay-400085.

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APPENDIX 6

LIST OF PERMITTED AND PROHIBITED ITEMS ASPER B.C.A.S. (This includes security related itemsalso)

Prohibited items are weapons, explosives, incendiaries, andinclude items that are seemingly harmless but may be usedas weapons—the so-called “dual use” items. You may notbring these items to security checkpoints withoutauthorization. If you bring a prohibited item to thecheckpoint, you may be criminally prosecuted or, at the least,asked to rid yourself of the item. A screener and/or LawEnforcement Officer will make this determination,depending on what the item is and the circumstances. Thisis because bringing a prohibited item to a securitycheckpoint— even accidentally—is illegal.

Your prohibited item may be detained for use in aninvestigation and, if necessary, as evidence in your criminalprosecution. If permitted by the screener or LawEnforcement Officer, you may be allowed to: consult withthe airlines for possible assistance in placing the prohibiteditem in checked baggage; withdraw with the item from thescreening checkpoint at that time; make other arrangementsfor the item, such as taking it to your car; or, voluntarilyabandon the item. Items that are voluntarily abandonedcannot be recovered and will not be returned to you. Thefollowing chart outlines items that are permitted and itemsthat are prohibited in your carry-on or checked baggage. Youshould note that some items are allowed in your checkedbaggage, but not your carry-on. Also pay careful attention tothe “Notes” included at the bottom of each section – theycontain important information about restrictions.

The prohibited and permitted items chart is not intended tobe all-inclusive and is updated as necessary. To ensureeveryone’s security, the screener may determine that an itemnot on the prohibited items chart is prohibited. In addition,the screener may also determine that an item on thepermitted chart is dangerous and therefore may not bebrought through the security checkpoint.

333Appendix

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The chart applies to flights originating within India. Pleasecheck with your airline or travel agent for restrictions atdestinations outside India.

Chart showing permitted and prohibited items.

Can I take it?

Carryon Checked

Personal Items

Cigar Cutters Yes Yes

Corkscrews Yes Yes

Eyeglass Repair Tools (including screwdrivers) Yes Yes

Eyelash Curlers Yes Yes

Knitting and Crochet Needles No Yes

Knives, round-bladed butter or plastic Yes Yes

Lighters * Yes * No

Nail Clippers Yes Yes

Nail Files Yes Yes

Personal care or toiletries with aerosols, in limitedquantities (such as hairsprays, deodorants) Yes Yes

Safety Razors (including disposable razors) butexcluding straight razors & razor blades not incartridge Yes Yes

Scissors-plastic or metal with blunt tips Yes Yes

Scissors-metal with pointed tips No Yes

Toy Transformer Robots Yes Yes

Toy Weapons (if not realistic replicas) Yes Yes

Tweezers Yes Yes

Baby carrier (collapsible) Yes Yes

Feeding bottle, baby food Yes Yes

Reasonable reading material Yes Yes

Binoculars Yes Yes

Overcoat, Rug, Blanket Yes Yes

Ladies Purse, Vanity bag Yes Yes

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Umbrellas (allowed in carry-on baggage oncethey have been inspected to ensure that prohibiteditems are not concealed) Yes Yes

Walking Canes (allowed in carry-on baggage oncethey have been inspected to ensure that prohibiteditems are not concealed) Yes Yes

Pickles Yes Yes

* one lighter or one match box is allowed in your carry-on baggage – NOT checkedbaggage. Disposable lighters and absorbed liquid lighters are allowed in your carry-on baggage. Lighters with unabsorbed liquid fuel are NOT permitted. Strikeanywhere matches are NOT permitted.

Note: Some personal care items containing aerosol areregulated as hazardous materials.

Medication and Special Needs Devices

Braille Note-Taker, Slate and Stylus, AugmentationDevices Yes Yes

Diabetes-Related Supplies/Equipment, (onceinspected to ensure prohibited items are notconcealed) including: insulin and insulin loadeddispensing products; vials or box of individual vials;jet injectors; pens; infusers; and preloaded syringes;and an unlimited number of unused syringes, whenaccompanied by insulin; lancets; blood glucosemeters; blood glucose meter test strips; insulinpumps; and insulin pump supplies. Insulin in anyform or dispenser must be properly marked with aprofessionally printed label identifying themedication or manufacturer’s name orpharmaceutical label. Yes Yes

Nitro-glycerine pills or spray for medical use (ifproperly marked with a professionally printed labelidentifying the medication or manufacturer’s nameor pharmaceutical label) Yes Yes

Prosthetic Device Tools and Appliances, includingdrill, Allen wrenches, pull sleeves used to put on orremove prosthetic devices, if carried by the individualwith the prosthetic device or his or her companion Yes Yes

Can I take it?

Carryon Checked

Electronic Devices

Camcorders Yes Yes

Two-in-One, Tape recorder, transistor with batterycells Camera Equipment with battery cells Yes Yes

335Appendix

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The checked baggage screening equipment will damageundeveloped film in camera equipment. We recommend thatyou either put undeveloped film and cameras containingundeveloped film in your carry-on baggage or takeundeveloped film with you to the checkpoint and ask thescreener to conduct a

hand-inspection. Yes Yes

Laptop Computers Yes Yes

Mobile Phones Yes Yes

Pagers Yes Yes

Personal Data Assistants (PDA’s) Yes Yes

Note: Check with your airline or travel agent for restrictionson the use of these and other electronic items during yourflight.

Sharp Objects

Box Cutters No Yes

Ice Axes/Ice Picks No Yes

Knives (any length and type except round-bladed,butter, and plastic cutlery) No Yes

Meat Cleavers No Yes

Razor-Type Blades, such as box cutters, utilityknives, razor blades not in cartridge, but excludingsafety razors No Yes

Scissors – metal with pointed tips Scissors withplastic or metal blunt tips are permitted in yourcarry-on. No Yes

Swords No Yes

Note: Any sharp objects in checked baggage should besheathed or securely wrapped to prevent injury to baggagehandlers and inspectors. Sikh passengers have beenpermitted to carry a Kirpan (upto 6” blade and 3” handle) indomestic flights only.

Sporting Goods

Baseball Bats No Yes

Bows and Arrows No Yes

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Cricket Bats No Yes

Golf Clubs No Yes

Hockey Sticks No Yes

Pool Cues No Yes

Ski Poles No Yes

Spear Guns No Yes

Note: Any sharp objects in checked baggage should besheathed or securely wrapped to prevent injury to baggagehandlers and security screeners.

Can I take it?

Carryon Checked

Guns and Firearms

Fire arms & ammunitions -

Though regulations permit you to carry a licensed/authorized firearm and/or ammunition in yourchecked baggage but even then Check with yourairline or travel agent to see if firearms are permittedin checked baggage on the airline you are flying.. Itmust be declared to the airline at X-ray screeningpoint at the airport. The firearm must be in unloadedcondition. And packed separately from theammunition.. Both the firearm & ammunition mustbe securely packed separately in fibre, wood ormetal boxes, or other packaging specificallydesigned to carry such items. If you are a sportsmanand carrying firearms & ammunition for bonafidesports activities, you must have documents likePhoto ID card, passport, driving licence or PAN cardwith photograph to establish your identity, and acertificate from the concerned Sports Club orAssociation to prove your bonafide for carriage ofsuch arms & ammunitions. No Yes

BB guns No Yes

Compressed Air Guns No Yes

Flare Guns No No

Gun Lighters No No

Gun Powder No No

Parts of Guns and Firearms No Yes

Pellet Guns No Yes

337Appendix

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Realistic Replicas of Firearms No Yes

Starter Pistols No Yes

Tools

Axes and Hatchets No Yes

Crowbars No Yes

Hammers No Yes

Drills (including cordless portable power drills) No Yes

Saws (including cordless portable power saws) No Yes

Screwdrivers (except those in eyeglass repair kits) No Yes

Tools (including but not limited to wrenches andpliers) No Yes

Wrenches and Pliers No Yes

Note Any sharp objects in checked baggage should besheathed or securely wrapped to prevent injury to baggagehandlers and security screeners.

Martial Arts/Self Defence Items

Billy Clubs No Yes

Black Jacks No Yes

Brass Knuckles No Yes

Kubatons No Yes

Mace/Pepper Spray

One 118 ml or 4 Fl. oz. container of mace or pepperspray is permitted in checked baggage provided itis equipped with a safety mechanism to preventaccidental discharge. No Yes

Martial Arts Weapons No Yes

Night Sticks No Yes

Stun Guns/Shocking Devices No Yes

Throwing Stars No Yes

Note: Any sharp objects in checked baggage should besheathed or securely wrapped to prevent injury to baggagehandlers and security screeners.

Explosive Materials

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Blasting Caps No No

Dynamite No No

Fireworks No No

Flares (in any form) No No

Hand Grenades No No

Plastic Explosives No No

Realistic Replicas of Explosives No No

Flammable Items

Aerosol (any except for personal care or toiletries inlimited quantities) No No

Fuels (including cooking fuels and any flammableliquid fuel) No No

Gasoline No No

Gas Torches No No

Lighter Fluid No No

Strike-anywhere Matches No No

Turpentine and Paint Thinner No No

Realistic Replicas of Incendiaries No No

Disabling Chemicals and Other Dangerous ItemsChlorine for Pools and Spas No No

Compressed Gas Cylinders (including fireextinguishers) No No

Liquid Bleach No No

Spillable Batteries (except those in wheelchairs) No No

Spray Paint No No

Tear Gas No No

Note: There are other hazardous materials that are regulatedby the DGCA.

339Appendix

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APPENDIX 7

Telephone No. 2:4622495

GOVERNMENT OF INDIA Sl. No. 06 /2006

Telegraphic Address: AERONAUTICAL

INFORMATION SERVICES

Commercial : AIRCIVIL NEW DELHI


OPPOSITE SAFDARJUNG AIRPORT

14 October, 2006

Aeronautical : VIDDYAYX

NEW DELHI-110 003

E Mail: [email protected] Fax : 01124629221

File No AV.15022/ 46 /2006-AS

This AIC is issued under the provisions of Rule 133A of theAircraft Rules, 1937 for information, guidance and complianceby all concerned while operating at Indian airports.

(K Gohain)


-----------------------------------------------------------------------------------

SUBJECT: RUNWAY INCURSIONS

Runway incursion is defined as any occurrence at anaerodrome involving the incorrect presence of an aircraft,vehicle or person on the protected area of a surface,designated for the landing and take-off of aircraft.

With the growth in traffic runway incursions have beenshowing a growing trend the world over, and have beencausing safety concerns. Prevention of runway incursions hasbecome a priority area.

Runway incursion prevention programme involves 4 groupsof persons/services.

1. Pilots of aircraft.

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2. Drivers of vehicle /Pedestrians/Personal working at theairports.

3. Aerodrome owner/operator.

4. Air Traffic Controllers. Miscommunication betweencontroller and pilot, improper use of ICAO phraseology,read back and hear back error, lack of knowledge of theoperational area by airport staff engaged in differentairport operations were found to be the contributoryfactors.

In order to avoid Runway incursion causing safety hazardwhich may eventfully lead to serious incident/accident thisAIC details guidelines to be observed by all concerned whileoperating at Indian Airports

I. Guidelines for Pilots:

Detailed investigations of runway incursions have identifiedthree major areas where pilots can help.

� Communications

� Airport knowledge

� Cockpit procedures for maintaining orientation.

1. Communications: Effective pilot/controllercommunications are key to safe surface operations. Clearunderstanding of instructions should never becompromised, especially during busy times when thefrequency is congested.

a) Listen before you transmit.

b) If able, monitor RT communication to have mentalpicture of Airport activity.

c) Keep communications with the controller clear andconcise.

d) Ensure you understand all instructions. Neverassume.

e) Read back runway hold short instructions verbatim.

341Appendix

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2. Airport knowledge: Ground operations can be themost demanding and complex phase of the flight.

a) Review airport diagrams before taxing or landing.

b) Keep the airport diagrams including taxi routingsreadily available.

c) Be alert to airport vehicle and pedestrian activity.

d) Maintain situational awareness of proximity toRunway at all times.

e) Comply with Holding Point markings/signage

3. Cockpit procedures: Pilots can use proven andeffective procedures in the cockpit to help conduct safeoperations on the ground and during takeoff and landing.

a) Avoid unnecessary conversation, duringmovements, takeoff, and landing.

b) Constantly scan outside the cockpit, especiallywhen on runways.

c) If lost notify Air Traffic Control immediately.

d) Make your aircraft visible by proper use of aircraftlights.

e) If unfamiliar with the airport do not hesitate torequest progressive taxi instructions.

f) Insure proper radio telephony operation and checkaudio panel, volume control and squelch settings.

4. Stay alert especially when visibility is low: Extravigilance is required when visibility decreases and theability for pilots and controllers to maintain desiredlevel of situational awareness becomes significantlymore difficult.

5. Report confusing or deteriorating surfacemarkings and signs:

Report confusing or deteriorating surface markings and signsand inaccurate airport diagrams to the tower or airportmanager.

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II. Guidelines applicable to Airport owners/ Operators andAirside vehicle Drivers:

1. The term ground aids commonly refers to AerodromeSigns, Markings, Lightings and any other appearanceor object that is utilized to help guide the users of theAirport.

2. It is important to emphasize that effective and consistenttraining in the use of aerodrome ground aids is crucialin reducing the runway incursion problem. It istherefore important that all personnel having access toaerodrome operational areas and aerodrome ground aidsundergo training in correct interpretation ofinformation provided by signs markings and lightings.The training programme should be well coordinated andshould make ample use of SARPS and guidance materialas outlined in Annex 14 and associated technicalmanuals. A runway includes a runway strip, it is notjust the pavement surface, but includes grass/gravelareas. Edge of the strip is marked, which needs to bealways followed.

3. One of the primary causes of runway incursion is thelack of familiarization with the aerodrome lay out, it isimportant for the ground vehicle drivers to have on sighttraining experience in getting to know the aerodromesigns, markings and lighting. Maintain situationalawareness of proximity to Runway at all times

4. All operations by vehicles on the runways or taxiwaysrequire individual authorization from control tower,even for pass holders in each individual case.

5. Pilots of aircraft and vehicles operating on or near therunway are expected to keep watch for light or othersignals that might be issued from control toweraccording to local procedures. Radio equipped aircraftand vehicles should maintain continuous listening watchon Tower or Ground Control frequencies.

6. Faded signs and incorrectly placed signs often lead torunway incursion. Frequent and random inspection shall

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be carried out to prevent the above

7. Deficiency in the aerodrome marking and visual aidsoften lead to runway incursion.

8. All runway markings are white. This is to differentiatethem from taxiway markings.

9. Equip all airside vehicle with ICAO compliant markingsand lighting.

10. Provide airside escort vehicle to, vehicles/ aircraftunfamiliar with aerodrome layout/ procedure.

11. Runway side strip markings shall always be providedfor precision approach runway.

12. All taxiway markings are yellow to differentiate themfrom runway markings.

13. Runway holding position marking shall be in yellowcolour.

14. Aerodrome signs are divided in to mandatory instructionsigns and information signs.

15. Mandatory instruction signs are made in red backgroundwith white inscriptions. Aircraft and vehicles are notallowed to proceed beyond these points unlessspecifically authorized by control tower. These includerunway designation sign, runway holding position sign,no entry sign and road holding position sign.

16. Information signs are made of combination of yellow andblack colours. Information sign includes location signs,destination signs and direction signs. Location sign isin black background with yellow inscription and whenit is stand-alone will have yellow border. All otherinformation signs will have black inscription on yellowbackground.

17. A location sign shall be provided in conjunction with adirection sign except it may be omitted whenaeronautical studies indicate that it is not needed.

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18. Aerodrome lights include the stop bar lights or runwayguard lights. All traffic shall stop and hold at all lit stopbars and only proceed when specifically authorized byaerodrome control tower.

III. Guidelines for Air Traffic Controllers:

1. Apply existing ICAO standards and recommendedpractices and procedures.

2. Vehicles and aircraft shall not be permitted to holdcloser to the runway than the applicable runway holdingpositions.

3. Do not use conditional phrases such as: - “behind landingaircraft” or “after departing aircraft” for movementsaffecting active runways unless appropriate pilot or thecontroller both see the aircraft concerned.

4. Controller shall listen to the read back of clearancesand instructions to enter, land on, take-off, hold shortof, cross and back-track on any runway whether activeor not to ascertain that the clearance or instruction hasbeen correctly acknowledged by the flight crew and shalltake immediate action to correct any discrepancyrevealed by the read back.

5. ROGER and WILCO do not constitute a read-back.Correct read-backs are mandatory.

6. Controller shall listen to the read back instructionscarefully to avoid Read back and Hear back errori.e. controller confirming instructions as right althoughit is wrong.

7. Be alert for similar call signs, change call signstemporarily if required.

8. Avoid expectation bias i.e. hearing what is expectedinstead of what is really said.

9. In poor visibility conditions visual surveillance may beaugmented by Radar if available.

10. If Surface Movement radar is either not provided or

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unserviceable during low visibility operations, allaircraft and vehicles must report having vacated activerunway. Also by having the aircraft report airborne, thecontroller can be assured that the aircraft is no longeron the active runway.

11. When a taxi clearance contains a taxi limit beyond arunway, it shall contain an explicit clearance to either“cross” or “hold short” of that runway.

12. To reduce the potential for misunderstanding, the take-off clearance shall include the designator of thedeparture runway.

13. If the control tower is unable to determine, eithervisually or by Radar that a vacating or crossing aircrafthas cleared the runway, the aircraft shall be requestedto report when it has vacated the runway. The reportshall be made when the entire aircraft is beyondthe relevant runway holding position.

14. One of the reasons for misunderstanding due todifferences in FAA and ICAO phraseology has now beendone away with. The phrase “TAXI TO HOLDINGPOINT RUNWAY 27” shall be used instead of TAXITO HOLDING POSITION”. All runway incursionincidents come under the category of incidents and mustbe reported as per procedure established for ATSincidents.

For additional information on avoidance of RunwayIncursion, the “ICAO Runway Safety Tool Kit “ be referred.

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APPENDIX-8

Subject:-SAFETY REGULATION AND OVERSIGHTOF FLIGHT OPERATIONS.

1. OBJECTIVE

1.1 The main objective of the safety regulation and oversightof flight operations to ensure:

a) effective implementation of the safety relatedStandards and Recommended Practices containedin the ICAO Annexes, particularly Annexes 1 and 6and the relevant rules, regulations, procedures andrequirements laid down in the various nationalregulatory documents;

b) that safety weaknesses in the flight operations areand necessary corrective measures are taken in timebefore they become a potential safety hazard; and

c) that the capability of the operator to conduct theoperations safely be maintained at or above thelevel required by the regulations.

1.2 Strict adherence to the laid down operating proceduresand limitations and compliance with the rules andregulations shall be the motto and watchword of safetyregulation and oversight of flight operations.

1.3 This Civil Aviation Requirement (CAR) identifies the

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important operational aspects which need closemonitoring and describes broadly the system of safetyoversight required to be exercised on the air transportoperations by the operators and the DGCA officers. TheCAR is issued under the provisions of Rule 133A of theAircraft Rules, 1937, and Section 5A of the Aircraft Act,1934 for information, guidance and compliance by theconcerned agencies.

2. APPLICABILITY

All Indian operators engaged in scheduled air transportservices for carriage of passengers, mail or cargo shall complywith the requirements of this CAR. The safety requirementsare equally applicable to the Non-Scheduled/Air TaxiOperators who are also encouraged to adopt similar in housemonitoring system as far as practical and applicable to theiroperations. For new operators seeking permission tocommerce operations, it shall be a pre-requisite for the grantof the operating permit to furnish information confirmingthat they have established the necessary systems and haveadequate qualified manpower and infra-structure toimplement the safety regulations and for in-house monitoringof their flight operations as stipulated in this CAR. ConcernedDGCA officers shall exercise safety oversight on flightoperations as described in this CAR.

3. SAFETY REGULATION OF FLIGHT OPERATIONS

Various statutory/regulator documents, namely, the AircraftACT 1934, the Aircraft Rules 1937, Aeronautical InformationPublication (AIP) India, Aeronautical Information Circulars(AIC), Civil Aviation Requirements (CAR) etc. stipulate thesafety and operational requirements applicable to differenttypes of operations, which shall be complied with by theoperators. In addition, implementation of the followingimportant safety and operational requirements shall beclosely monitored by the operators and DGCA Officers toenhance safety of operations.

3.1 In accordance with Rule 134 of the Aircraft Rules, 1937,no person shall operate any air transport service in

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India without obtaining the necessary permit foroperating such services. The operating permit shall bemaintained current and valid and the operations shallbe conducted within the scope and provisions of thepermit.

3.2 The operators shall demonstrate, before grant of thepermit, their capability to safely operate the airtransport services sought to be operated. It shall beensured that the manpower, infrastructure, facilities,systems and operating capability does not degradebelow the required level at any time and is enhancedcontinually commensurate with expansion of operations.

3.3 The operators shall clearly outline in their operationsmanual their policy relating to flight operations inaccordance with the provisions of ICAO Annex 6, AircraftRules, 1937 and the applicable CARs and shall also laydown the procedures for implementation of the same.

3.4 The Chief of Operations shall be overall responsible forimplementation of the flight operations policy. For thispurpose, the operators shall have flight operationsoffices at the main base and also at the regional stationsexercising control on the flight operations. Theoperations offices shall be manned by adequate numberof operations officers, flight despatchers approved byDGCA and other supporting staff. The strength of suchofficers shall have to be increased as the size of operatingfleet grows.

3.5 The operations manual, CARs, AIP - India, AircraftRules, AICs, flight manual, Jeppeson manual, relevantICAO Annexes and related guidance material, check-lists and other operations documents shall be kept up-to-date by the operations offices. The operator shallremain on the mailing list of the suppliers of thesedocuments for the purpose of receiving regularamendments, wherever such a service is available.

3.6 A master folder for each type of regulatory/policydocument viz. CARs, AICs, Operations Circulars, Safety

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Bulletins etc. shall be maintained by the operationsoffices for reference by crew members and otherpersonnel.

3.7 Whenever any new aircraft operations requirement orcircular is issued by the aircraft manufacturer, DGCAor the operator, the operations offices shall bring thesame to the notice of all their concerned personnel andensure compliance. The operations manual shall alsobe amended from time to time, as required.

3.8 There shall be a proper system of distribution of thecirculars and other documents to all crew members andother concerned personnel.

3.9 Whenever a new crew or an operations officer isappointed, the operator shall give him/her a thoroughfamiliarization of the operations manual, the standingoperations circulars and other relevant documents.

3.10 The operations offices shall have a proper system ofmaintaining operational and flight records of personneland shall monitor records of each crew member(including foreign crew, if employed) in order to ensurethat:

a) the flight and duty time limitations are compliedwith;

b) their licences, instrument ratings etc. aremaintained valid;

c) Validity of their medical checks.

d) all proficiency checks are carried out as per theprocedures and within the stipulated periods; and

e) periodic refreshers are undergone as required.

For this purpose, a fool-proof system of record keepingin proper formats, preferably a computer based system,shall be established and followed.

3.11 All the flight crew members shall undergo periodicrefresher and flight safety courses as stipulated. During

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the crew training and refresher courses, all the newoperations and safety circulars and bulletins, majoraccident/incident case studies shall be discussed.

3.12 The operators shall specify procedures for ensuringflight crew proficiency for :

i) Commencement of operations after long leave/grounding i.e. more than 30 days;

ii) Corrective training and checks after failure in aproficiency check.

3.13 The operators shall establish specific operatingprocedures/ precautions for:

i) Operations to critical airports of their operatingnetwork i.e. airports surrounded by hilly/difficultterrain, satellite airfields etc;

ii) Operations to airfields having marginal runwaylength;

iii) Operations during monsoon period; and

iv) Operations during winter to airfields which becomefog bound.

3.14 The operators shall lay down and obtain DGCA approvalof their airport weather minimums and ensureadherence to the same by their flight crew members.

3.15 Suitable alternate aerodrome for each airport on theirnetwork shall be designated by the operators, whichshall meet the minimum safety and other requirementsfor safe operation of the aircraft type, keeping also inview the watch hours of the airport.

3.16 Minimum reserve fuel as laid down in AIP India shallalways be carried on each flight.

3.17 The operators shall have facilities and doctors forcarrying out pre-flight medical checks of their crewmembers as per the requirements. The equipment usedfor the purpose must be reliable to give accurate digitalrecord of observations. It shall be calibrated frequently,

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at least once in a year or as per the manufacturer’srequirements.

3.18 The operators shall have, trained/qualified and DGCAapproved load and trim sheet personnel at each airportfor the type of aircraft operated. The operator shallensure that in no case the aircraft is loaded beyond themaximum permissible limits determined from runwaylength (takeoff/ landing) requirement, climb and enrouteobstacle clearance or any other limitation. It would bedesirable that the operators should have appropriatecharts for each airport giving the RTOLW at differentambient temperatures and wind conditions.

3.19 Only trained, qualified and DGCA approved cabin crewshall be employed and they shall undergo periodicalrefresher and flight safety courses.

3.20 The operators shall train adequate number ofexperienced pilots and obtain approval from DGCA forthem to act as Check Pilots, Instructors and Examinerson the type of aircraft operated to carry out the trainingand proficiency checks of pilots and also for monitoringthe flight operations. In case an operator does not haveits own experienced pilots suitable for training as CheckPilot/Instructor/Examiner, the operator may use pilotsof the other operators or foreign pilots approved by theDGCA to discharge these functions on the type ofaircraft.

3.21 The operators engaged in carriage of cargo only andthose authorised to carry dangerous goods, shall trainadequate number of personnel in handling dangerousgoods and shall ensure that all stipulated requirementswith regard to packaging, handling, loading/unloadingand transportation of such goods are complied with.

3.22 The operators engaged in over-water operations withtwin engined aircraft shall ensure compliance of therequirements relating to ETOP operations.

3.23 The operators shall carry out regular in flightmonitoring of their flight operations to ensure

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compliance with the operating procedures through thesenior commanders and the internal safety audit team.Records of the deficiencies observed and the correctiveactions taken shall be maintained.

3.24 In addition to other information, extensive use of thedata recorded on the flight recorders (CVR/FDR) shouldbe made by the Chief of Operations in the performancemonitoring the flight crew, thus permitting earlydetection of safety hazards and the initiation ofappropriate accident prevention measures. Correctivemeasures shall be taken immediately when anydeficiency is observed.

3.25 Based on the experience of flight operations, theoperators shall issue operations circulars to eliminateany weak or potentially dangerous area in theiroperations.

3.26 The operators shall prepare operational flight plan foreach route including diversion sectors giving informationon route navigation, fuel requirements, flight time/speed/distance between different reporting points, maximumpermissible weights, airport weather minimas and othersafety related information.

3.27 Before commencing operations to a new station, theoperator shall carry out assessment of the suitability ofthe airport for safe operations of the type of aircraftintended to be operated particularly from the point ofview of runway length and strength, one engineinoperative approach, take off and climb procedures andcapability, adequacy of fire fighting and rescue facilities,clearance of enroute obstacles in case of an engine failureand the other safety related conditions. Requirementsof CAR Section 3, Series ‘E’, Part I, shall be compliedwith before commencing operations to new stations.

3.28 In cases where the aircraft used by an operator havebeen procured on wet lease the operations office shallensure compliance with the applicable operationsrequirements for operations with wet-leased aircraft.

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3.29 here a foreign pilot is employed by an Operator, theoperator shall ensure that the pilot has at least 500 hoursexperience as PIC on the type (with licence, ratings andmedical current) and has adequate working knowledgeof the English language, DGCA may grant exemptionfrom this requirement in specific cases where theoperator satisfies the Director General that safety willnot be compromised.

3.30 An operator employing any foreign pilot shall obtain forhim the required security clearance through DGCAbefore that pilot is scheduled for operations. That pilotshall also be given thorough familiarisation about IndianRules and Regulations, operating procedures, facilitiesavailable at different airports, prohibited areas, currentNotams and the operations manual of the operator. Afterthe Chief of Operations is satisfied with and has certifiedthe aforesaid briefing, the pilot shall be required to passan oral check by a DGCA board and then only his licenceshall be revalidated to fly Indian registered aircraft.

3.31 For scheduling a foreign pilot for operations upto aperiod of three months, the operator, in addition tofulfilling the requirements of Para 3.30, shall ensure thatan Indian pilot forms part of the crew complement.

3.32 A foreign pilot shall be permitted to operate Indianregistered aircraft regularly as a line pilot for more thanthree months only if has passed the DGCA’s writtenexamination in Air Regulations.

3.33 Whenever any crew member of an operator joins anotheroperator, that crew member shall be familiarised withthe operations manual of the new operator which shallbe followed by the oral check by a DGCA board beforethat crew member is scheduled for operations.

3.34 The operators shall have a system of frequent exchangeof information between pilots and engineers to improvecoordination and understanding of operational andairworthiness aspects. A record of such discussions shallbe maintained.

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3.35 Any differences between various aircraft of the sametype in the fleet of an operator, shall be circulated to allthe flight crew members. Adequate briefing should begiven to them as required.

3.36 The operators shall emphasise to all their pilots thatthey should meticulously record the snags in the aircraftas and when observed.

3.37 While accepting an aircraft, the pilots shall ensure thatsnags carried forward, if any, are not beyond the scopeof MEL and the aircraft is loaded within the permissiblelimits of weight and seats. The engineering andcommercial personnel shall also ensure compliance ofthese aspects respectively.

3.38 The operators shall prepare a Flight Safety Manualgiving amongst other information, policies andprocedures relating to investigation of incidents/accidents, implementation of safety recommendations,safety awareness and accident/incident preventionprogrammes. The Chief of Flight Safety of the operatorsshall be responsible for implementation of the policieslaid down in their Flight Safety Manuals and all safetymeasures relating to their flight operations.

3.39 The Chief of Flight Safety shall ensure compliance withthe safety recommendations made in the investigationreports, safety audit reports, spot checks etc. Properrecord of such implementation shall be maintained.

3.40 The Chief of Flight Safety shall arrange periodic safetyaudits and make reports on the same. The deficienciesobserved shall be brought to the notice of the concerneddepartments and appropriate corrective measures shallbe taken promptly.

3.41 The operators shall take all necessary measures toimplement the ICAO programme for prevention ofControlled Flight into Terrain (CFIT) accidentsincluding the related ICAO provisions. The operatorsshall discuss the important operational aspects of theCFIT programme during initial and recurrent trainingof flight crew.

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3.42 The operators shall make every effort to enhanceaccident/incident prevention measures, particularly inthe areas of information feed-back and analysis,voluntary reporting system and prompt investigationof incidents and implementation of safetyrecommendations.

3.43 The operators shall take into account relevant humanfactors aspects when developing operating proceduresand training of personnel. The operators are encouragedto engage in cooperation and mutual exchange ofinformation on problems related to influence of humanfactors on the safety of aircraft operations.

3.44 The operators shall lay down in their Training Manuals,the policies relating to the initial and recurrent trainingof their flight crew and operations personnel.

3.45 The Chief of Training shall prepare necessary trainingprogrammes for their flight crew and other operationspersonnel keeping in view the background of thepersons recruited and the operating requirements.Approval of the training programmes shall be obtainedfrom DGCA before commencing the training. The Chiefof Training shall also be responsible for training ofCheck Pilots/Instructors/Examiners as per the DGCArequirements.

3.46 Before sending trainees for training to any institute,the Chief of Training shall ensure that the institute hasthe requisite facilities and qualified and approvedInstructors and Examiners and the institute is approvedby the Aeronautical Authority of the Country and alsoby the DGCA India for imparting such training. Thetraining records shall be maintained and submitted ofDGCA as per the standing requirements.

3.47 The Chief of Training shall ensure that necessarychanges in the training programmes are carried out,where necessary, based on the experience and theobservations made during implementation of the safetyoversight programme and safety audits.

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3.48 In case of any violation, the operator shall promptly takeeffective corrective action including punitive action asnecessary to prevent similar occurrences in future. Arecord of such action shall be maintained.

3.49 To confirm continued capability to conduct theoperations authorised under the Operating Permit, theoperators shall submit to the DGCA, while applying forrenewal of the Operating Permit, the followinginformation:

a) Continued compliance of the requirementscontained in CAR Section 3, Air Transport, Series‘C’ Part II for grant of permission and to operatescheduled air transport services.

b) Report of the in-house safety audit team of theoperator on the safety audit carried out within 60days prior to expiry of the Operating Permit andthe action taken thereon.

3.50 The Operating Permit of any operator, shall be liable torevocation if the operator subsequently fails or is unableto meet the applicable laid down requirements duringthe course of its operations under the Permit.

4. IMPLEMENTATION OF SAFETY OVERSIGHTPROGRAMME OF FLIGHT OPERATIONS.

Effective safety regulation and oversight of flight operationscan be achieved only by joint efforts on the part of theoperators and the regulatory authority. It is, therefore,essential that in addition to the safety oversight programmeof DGCA, the operators should also have their in-housemonitoring programme commensurate with the type andscale of their operations. Broadly, the safety oversight offlight operations shall be conducted on the following lines:

4.1 The operators shall lay down their policies andprocedures for compliance of the operational, safety andtraining requirements in their operations manual, flightsafety manual and training manual. The responsibilityof implementation of the policies and procedures

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contained in these manuals may be assigned to theirofficials as indicated below:-

a) Operations Manual - Chief of Flight Operations

b) Flight Safety Manual - Chief of Flight Safety

c) Training Manual - Chief of Training

The division of responsibility for this purpose shall beclearly reflected in the relevant manuals.

4.2 The day-to-day safety regulation and in-housemonitoring of the flight operations should be exercisedby the Chief of Operations through the senior Pilots,Check Pilots, Instructors, Examiners and operationsofficers. Necessary check lists should be devised forcarrying out such monitoring. There shall be a propersystem of documentation and record keeping of thedeficiencies observed and the corrective measurestaken.

4.3 In addition to the day-to-day monitoring, periodic in-house safety audits shall be carried out by the dedicatedsafety audit teams of the operators to ensure that thesafety regulations are being complied with. Correctiveaction shall be taken immediately by the Chief of FlightSafety on the deficiencies observed during the audit.Relevant records and data in proper formats shall bemaintained in this regard.

4.4 In order to discharge the responsibility for safetyoversight in accordance with the provisions of ICAOAnnex.6, surveillance of flight operations includingtraining shall be carried out by the DGCA officers viz.Flight Inspectors, safety audit teams and otherauthorised officers. The Operations Manual for FlightInspectors stipulates the method of surveillance ofairline flight operations. The flight inspectors shallfrequently fly with the airline pilots to carry out thesurveillance in accordance with their OperationsManual. Deficiencies observed shall be intimated to theoperators for corrective action. Deputy Director Flight

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Crew Standards in DGCA Headquarters shall ensurethat necessary actions are taken on the observationsmade by the Flight Inspectors.

4.5 The DGCA safety audit teams or other authorisedpersons shall carry out safety audits of the operatorsperiodically. The deficiencies observed during theseaudits shall be brought to the notice of the concernedoperator for taking necessary corrective measures. TheDirector of Air Safety in the DGCA Headquarters shalltake appropriate measures to ensure that necessaryactions are taken by the operators to remove thedeficiencies and to implement the safetyrecommendations. Where punitive action is required tobe taken for serious lapses, the Director of Air Safetyshall initiate the same promptly.

5. INDUSTRY CONSULTATION AND REVIEW OF IMPLE-MENTATION OF THE SAFETY REGULATION ANDOVERSIGHT PROGRAMME.

Review of implementation of the safety regulations andoversight programme shall be carried out as and whenrequired by the DGCA Headquarters jointly with theoperators to assess functioning and effectiveness of theprogrammes. The Deputy Director, Flight Crew Standardsshall coordinate this review. This would also provide anopportunity to the operators to learn from the experience ofothers and to improve their own systems. During the review,it would also be assessed whether the national rules,regulations, procedures and requirements are adequate andeffective in the implementation of the relevant ICAOStandards and Recommended Practices and if foundnecessary, appropriate amendments would be suggested.

Sd/-

( H.S. KHOLA )

Director General of Civil Aviation

Appendix

Documents

Transcript of Appendix