D8o O3 PDF

GOVERNMENT OF INDIA
OFFICE OF THE DIRECTOR GENERAL OF CIVIL AVIATION
TECHNICAL CENTRE, OPP SAFDURJUNG AIRPORT, NEW DELHI
CIVIL AVIATION REQUIREMENTS

SECTION 8 – AIRCRAFT OPERATIONS
SERIES 'O' PART III
ISSUE I, 6TH JANUARY 2011 EFFECTIVE: FORTHWITH
F. No. AV 22024/16/2011-FSD
Subject: Operation of General Aviation Aeroplanes
1. INTRODUCTION
1.1 This CAR lays down provisions for an aircraft operation other than
commercial air transport operation or an aerial work operation for aeroplanes registered
in India and engaged in general aviation and lays down the minimum operational,
equipment and instrument requirements.
1.2 This CAR has been issued under the provision of Rule 29 and Rule 133A of the
Aircraft Rules 1937, for adoption of the minimum operational, equipment and instrument
requirement of ICAO as per Annex 6 Part II.
1.3 This CAR is issued in supersession of CAR Section 2 Series ‘O’ Part III, Issue II,
dated 15th July 1999.
2 . APPLICABILITY
2.1 The provisions of CAR are applicable to Indian registered aeroplanes

engaged in general aviation which include aeroplanes to general Aviation such as
certified in private or passenger category for state governments, corporate business
houses, individual owner(s) or when such aeroplanes are not engaged in commercial air
transport operations and aerial work.
2.2 The Section 2 of this CAR is applicable to all the general aviation operations of
aeroplanes and Section 3 adds additional requirements when general aviation
operations are conducted with the following:
a) aeroplanes with a maximum certificated take-off mass exceeding 5700 kg; or

b) aeroplanes equipped with one or more turbine engines; or
c) aeroplanes with a seating configuration of more than 9 passengers seats.
The above applicability does not preclude a general aviation operator from satisfying the
requirements of section “3” where it may be to the operator’s advantage or in the interest of safety.
Rev 3., 14th November 2014 1
CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART III 6TH JANUARY 2011

SECTION - 1
DEFINITIONS AND ABBREVIATIONS
Acts of unlawful interference. These are acts or attempted acts such as

to jeopardize the safety of civil aviation and air transport, i.e.:
unlawful seizure of aircraft in flight,
unlawful seizure of aircraft on the ground,
hostage-taking on board an aircraft or on aerodromes,
forcible intrusion on board an aircraft, at an airport or on the premises of

an aeronautical facility,
introduction on board an aircraft or at an airport of a weapon or

hazardous device or material intended for criminal purposes,
communication of false information as to jeopardize the safety of an aircraft

in flight or on the ground, of passengers, crew, ground personnel or the general
public, at an airport or on the premises of a civil aviation facility.
Aerial work. An aircraft operation in which an aircraft is used for

specialized services such as agriculture, construction, photography, surveying,
observation and patrol, search and rescue, aerial advertisement, and such.
Aerodrome. A defined area on land or water (including any buildings,

installations and equipment) intended to be used either wholly or in part for the
arrival, departure and surface movement of aircraft.
Aerodrome Operating Minima. The limits of usability of an aerodrome for:
a) take-off, expressed in terms of runway visual range and/or visibility

and, if necessary, cloud conditions;
b) landing in precision approach and landing operations, expressed in

terms of visibility and/or runway visual range and decision
altitude/height (DA/H) as appropriate to the category of operation;
c) landing in approach and landing operations with vertical guidance,

expressed in terms of visibility and/or runway visual range and decision
altitude/height (DA/H); and
d) landing in non-precision approach and landing operations, expressed in

terms of visibility and/or runway visual range, minimum descent
altitude/height (MDA/H) and, if necessary, cloud conditions.


Aeroplane. A power-driven heavier-than-air aircraft, deriving its lift in flight
chiefly from aerodynamic reactions on surfaces which remain fixed under given
conditions of flight.
Aircraft. Any machine that can derive support in the atmosphere from the
reactions of the air other than the reactions of the air against the earth's surface.
Airworthy. The status of an aircraft, engine, propeller or part when it conforms to

its approved design and is in a condition for safe operation.
Alternate aerodrome. An aerodrome to which an aircraft may proceed when

it becomes either impossible or inadvisable to proceed to or to land at the
aerodrome of intended landing. Alternate aerodromes include the following:
Take-off alternate. An alternate aerodrome at which an aircraft can

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

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

may proceed should it become either impossible or inadvisable to land at the
aerodrome of intended landing.
Note: The aerodrome from which a flight departs may also be an en-route or a
destination alternate aerodrome for that flight.
Altimetry system error (ASE). The difference between the altitude

indicated by the altimeter display, assuming a correct altimeter barometric
setting, and the pressure altitude Non-precision approach and landing
operations. An instrument approach and landing which utilizes lateral guidance
but does not utilize vertical guidance.
Approach and landing operations with vertical guidance. An

instrument approach and landing which utilizes lateral and vertical guidance but
does not meet the requirements established for precision approach and
landing operations.
Precision approach and landing operations. An instrument approach

and landing using precision lateral and vertical guidance with minima as
determined by the category of operation.
Approach and landing operations using instrument approach

procedures. Instrument approach and landing operations are classified as follows:
Note.-Lateral and vertical guidance refers to the guidance provided either by:
a) a ground-based navigation aid; or


b) computer generated navigation data.
Categories of precision approach and landing operations:
Category I (CAT I) operation. A precision instrument approach and

landing with:
a) a decision height not lower than 60 m (200 ft); and
b) either a visibility not less than 800 m or a runway visual range not less
than 550 m.
Category II (CAT II) operation. A precision instrument approach and

landing with:
a) a decision height lower than 60 m (200 ft), but not lower than 30 m
(100 ft); and
b) a runway visual range not less than 300 m.
Category IIIA (CAT IIIA) operation. A precision instrument approach

and landing with:
a) a decision height lower than 30 m (100 ft) or no decision height; and
b) a runway visual range not less than 175 m.
Category IIIB (CAT IIIB) operation. A precision instrument approach

and landing with:
a) a decision height lower than 15 m (50 ft) or no decision height; and
b) a runway visual range less than 200 m but not less than 50 m.
Category IIIC (CAT IIIC) operation. A precision instrument approach and

landing with no decision height and no runway visual range limitations.
Note.— Where decision height (DH) and runway visual range (RVR) fall into
different categories of operation, the instrument approach and landing operation
would be conducted in accordance with the requirements of the most
demanding category (e.g. an operation with a DH in the range of CAT IIIA but
with an R VR in the range of CAT IIIB would be considered a CAT IIIB operation
or an operation with a DH in the range of CAT II but with an R VR in the range
of CAT I would be considered a CAT II operation).
Area navigation (RNAV). A method of navigation which permits aircraft

operation on any desired flight path within the coverage of ground- or spaced-
based navigation aids or within the limits of the capability of self contained aids,


or a combination of these.
Note. — Area navigation includes performance-based navigation as well as

other operations that do not meet the definition of performance-based navigation.
Cabin crew member. A crew member who performs, in the interest of safety
of passengers, duties assigned by the operator or the pilot-in command of the
aircraft, but who shall not act as a flight crew member.
Commercial air transport operation. An aircraft operation involving the transport

of passengers, cargo or mail for remuneration or hire.
Continuing airworthiness. The set of processes by which all aircraft comply

with the applicable airworthiness requirements and remain in a condition
for safe operation throughout their operating life.
Corporate aviation operation. The non-commercial operation or use of aircraft by

a company for the carriage of passengers or goods as an aid to the
conduct of company business, flown by a professional pilot(s) employed to fly the
aircraft.
Combined vision system (CVS). A system to display images from a combination of

an enhanced vision system (EVS) and a synthetic vision system (SVS).
Dangerous goods. Articles or substances which are capable of posing a risk

to health, safety, property or the environment and which are shown in the
list of dangerous goods in the Technical Instructions or which are classified
according to those Instructions.
Note. — Dangerous goods are classified in accordance with “Carriage of

Dangerous Goods” Rules, 2003.
Decision altitude (DA) or decision height (DH). A specified altitude or height in

the precision approach or approach with vertical guidance at which a missed
approach must be initiated if the required visual reference to continue the
approach has not been established.
Note 1. — Decision altitude (DA) is referenced to mean sea level and decision
height (DH) is referenced to the threshold elevation.
Note 2.— The required visual reference means that section of the visual aids or
of the approach area which should have been in view for sufficient time for the
pilot to have made an assessment of the aircraft position andrate of change of
position, in relation to the desired flight path. In Category III operations with a
decision height the required visual reference is that specified for the particular
procedure and operation.
Note 3. — For convenience where both expressions are used they may be written
in the form “decision altitude/height” and abbreviated “DA/H”.


Emergency locator transmitter (ELT). A generic term describing equipment
which broadcast distinctive signals on designated frequencies and,
depending on application, may be automatically activated by impact or be
manually activated. An ELT may be any of the following
Automatic fixed ELT (ELT(AF)). An automatically activated ELT which
is permanently attached to an aircraft.
Automatic portable ELT (ELT(AP)). An automatically activated ELT which

is rigidly attached to an aircraft but readily removable from the aircraft.
Automatic deployable ELT (ELT(AD)). An ELT which is rigidly attached to

an aircraft and which is automatically deployed and activated by impact, and, in
some cases, also by hydrostatic sensors. Manual deployment is also
provided.
Survival ELT (ELT(S)). An ELT which is removable from an aircraft, stowed

so as to facilitate its ready use in an emergency, and manually activated by
survivors.
Engine. A unit used or intended to be used for aircraft propulsion. It consists of

at least those components and equipment necessary for functioning and
control, but excludes the propeller/rotors (if applicable).
Extended flight over water. A flight operated over water at a distance of more
than 93 km (50 NM), or 30 minutes at normal cruising speed, whichever is the
lesser, away from land suitable for making an emergency landing.
Electronic flight bag (EFB). An electronic information system, comprised of

equipment and
applications, for flight crew which allows for storing, updating, displaying and
processing of EFB
functions to support flight operations or duties.
Enhanced vision system (EVS). A system to display electronic real-time images of

the external scene achieved through the use of image sensors.
Note.— EVS does not include night vision imaging systems (NVIS).
Flight crew member. A licensed crew member charged with duties essential to
the operation of an aircraft during a flight duty period.
Flight manual. A manual, associated with the certificate of airworthiness,

containing limitations within which the aircraft is to be considered airworthy,
and instructions and information necessary to the flight crew members for the
safe operation of the aircraft.
Flight plan. Specified information provided to air traffic services units, relative to
an intended flight or portion of a flight of an aircraft.
Flight recorder. Any type of recorder installed in the aircraft for the purpose


of complimenting accident/incident investigation.
Flight simulation training device. Any one of the following three types of
apparatus in which flight conditions are simulated on the ground:
A flight simulator, which provides an accurate representation of the flight deck of

a particular aircraft type to the extent that the mechanical, electrical,
electronic, etc. aircraft systems control functions, the normal environment of
flight crew members, and the performance and flight characteristics of that type
of aircraft are realistically simulated
A flight procedures trainer, which provides a realistic flight deck
environment, and which simulates instrument responses, simple
control functions of mechanical, electrical, electronic, etc. aircraft
systems, and the performance and flight characteristics of aircraft of a
particular class;
A basic instrument flight trainer, which is equipped with

appropriate instruments, and which simulates the flight deck environment
of an aircraft in flight in instrument flight conditions.
Flight time - Aeroplanes. The total time from the moment an aeroplane first
moves for the purpose of taking off until the moment it finally comes to rest at the
end of the flight.
Note - Flight time as here defined is synonymous with the term "block to block"
time or "chock to chock" time in general usage which is measured from the
time an aeroplane first moves for the purpose of taking off until it finally stops at
the end of the flight.
General aviation operation. An aircraft operation other than a commercial

air transport operation or an aerial work operation.
Head-up display (HUD). A display system that presents flight information into
the pilot’s forward external field of view.
Instrument meteorological conditions (IMC). Meteorological conditions

expressed in terms of visibility, distance from cloud, and ceiling, less than the
minima specified for visual meteorological conditions.
Note:-specified minima for visual Meteorological conditions are contained in

CAR, Section –4, Series ‘E’ part –I
Isolated aerodrome. A destination aerodrome for which there is no destination

alternate aerodrome suitable for a given aeroplane type.
Large aeroplane. An aeroplane of a maximum certificated take-off mass of

over 5700 kg.


Maintenance. The performance of tasks required to ensure the
continuing airworthiness of an aircraft, including any one or combination of
overhaul, inspection, replacement, defect rectification, and the embodiment of a
modification or repair.
Maintenance programme. A document which describes the specific

scheduled maintenance tasks and their frequency of completion and related
procedures, such as a reliability programme, necessary for the safe operation of
those aircraft to which it applies.
Maintenance release. A document which contains a certification confirming that

the maintenance work to which it relates has been completed in a satisfactory
Manner,either in accordance with the approved data and the procedures
described in the maintenance organization’s procedures manual or under an
equivalent system.
Meteorological information. Meteorological report, analysis, forecast, and
any other statement relating to existing or expected meteorological conditions.
Minimum descent altitude (MDA) or minimum descent height (MDH). A

specified altitude or height in a non-precision approach or circling approach
below which descent must not be made without the required visual reference.
Note 1.— Minimum descent altitude (MDA) is referenced to mean sea level
and minimum descent height (MDH) is referenced to the aerodrome elevation or
to the threshold elevation if that is more than 7 ft ( 2 m) below the aerodrome
elevation. A minimum descent height for a circling approach is referenced to
the aerodrome elevation.
Note 2.— The required visual reference means that section of the visual aids or
of the approach area which should have been in view for sufficient time for the
pilot to have made an assessment of the aircraft position and rate of change of
position, in relation to the desired flight path. In the case of a circling approach
the required visual reference is the runway environment.
Note 3:- For convenience when both expressions are used they may be written in
the form “minimum descent altitude/height” and abbreviated “MDA/H”.
Navigation specification. A set of aircraft and flight crew requirements needed

to support performance-based navigation operations within a defined airspace.
There are two kinds of navigation specifications:
Required navigation performance (RNP specification). A navigation

specification based on area navigation that includes the requirement for
performance monitoring and alerting, designated by the prefix RNP, e.g. RNP 4,
RNP APCH.
Area navigation (RNAV specification). A navigation specification based

on area navigation that does not include the requirement for performance


monitoring and alerting, designated by the prefix RNAV, e.g. RNAV 5, RNAV 1.
Note 1. — The Performance-based Navigation (PBN) Manual (Doc 9613), Volume

II contains detailed guidance on navigation specifications and CAR Ser 2 Sec O pt
XII. Performance Based Navigation (PBN) – Aircraft Airworthiness,
Operational and Flight Crew Training Requirements for Required Navigation
Performance (RNP)/ Area Navigation (RNAV).
Note 2. — The term RNP as previously defined as “a statement of the

navigation performance, necessary for operation within a defined airspace”, has
been removed from this CAR as the concept of RNP has been overtaken by the
concept of PBN. The term RNP in this CAR is now solely used in the
context of navigation specifications that require performance monitoring and
alerting, e.g. RNP4 refers to the aircraft and operating requirements, including a
4NM lateral performance with on board performance monitoring and alerting that
are detailed in PBN Manual (Doc 9613).
Night. The hours between the end of evening civil twilight and the beginning
of morning civil twilight or such other period between sunset and sunrise as
may be prescribed by DGCA.
Note. — Civil twilight ends in the evening when the centre of the sun’s disc is
6 degrees below the horizon and begins in the morning when the centre of the
sun’s disc is 6 degrees below the horizon.
Obstacle clearance altitude (OCA) or obstacle clearance height (OCH).

The lowest altitude or lowest height above the elevation of the relevant runway
threshold or the aerodrome elevation as applicable used in establishing
compliance with appropriate obstacle clearance criteria.
Note 1— Obstacle clearance altitude is referenced to mean sea level and

obstacle clearance height is referenced to the threshold elevation or in the
case of non-precision approaches to the aerodrome elevation or the threshold
elevation if that is more than 7 feet (2 meter) below the aerodrome elevation.
An obstacle clearance height for a circling approach is referenced to the
aerodrome elevation.
Note 2— For convenience when both expressions are used they may be written
in the form “obstacle clearance altitude/height” and abbreviated “OCA/H”.
Operating base. The location from which operational control is exercised.
Note. — An operating base is normally the location where personnel involved in

the operation of the aeroplane work and the records associated with the
operation are located. An operating base has a degree of permanency beyond
that of a regular point of call.
Operational control. The exercise of authority over the initiation,

continuation, diversion or termination of a flight in the interest of the safety of the


aircraft and the regularity and efficiency of the flight.
Operational flight plan. The operator’s plan for the safe conduct of the flight
based on considerations of aeroplane performance, other operating limitations and
relevant expected conditions on the route to be followed and at the aerodromes
concerned.
Operations manual. A manual containing procedures, instructions and guidance

for use by operational personnel in the execution of their duties.
Operator. A person, organization or enterprise engaged in or offering to engage

in an aircraft operation.
Note. — In the context of this CAR, the operator is not engaged in the transport
of passengers, cargo or mail for remuneration or hire
Performance-based navigation (PBN). Area navigation based on

performance requirements for aircraft operating along an ATS route, on an
instrument approach procedure or in a designated airspace.
Note.— Performance requirements are expressed in navigation
specifications (RNAV specification, RNP specification) in terms of accuracy,
integrity, continuity, availability and functionality needed for the proposed
operation in the context of a particular airspace concept.
Pilot-in-command. The pilot designated by the operator or the owner as being

in command and charged with the safe conduct of a flight.
Psychoactive substances. Alcohol, opioids, cannabinoids, sedatives

and hypnotics, cocaine, other psycho stimulants, hallucinogens, and volatile
solvents, whereas coffee and tobacco are excluded.
Point of no return. The last possible geographic point at which an aeroplane can
proceed to the destination aerodrome as well as to an available en-route alternate
aerodrome for a given flight.
RCP type. A label (e.g. RCP 240) that represents the values assigned to
RCP parameters for communication transaction time, continuity, availability and
integrity.
Repair. The restoration of an aeronautical product to an airworthy condition

to ensure that the aircraft continues to comply with the design aspects of
the appropriate airworthiness requirements used for the issuance of the type
certificate for the respective aircraft type, after it has been damaged or subjected to
wear.
Required communication performance (RCP). A statement of the

performance requirements for operational communication in support of specific
ATM functions.


Required navigation performance (RNP). A statement of the
navigation performance necessary for operation within a defined airspace.
Note. — Navigation performance and requirements are defined for a particular

RNP type and/or application.
Runway visual range (RVR). The range over which the pilot of an aircraft on
the center line of runway can see the runway surface markings or the lights
delineating the runway or identifying its center line.
Safety management system. A systematic approach to managing safety,
including the necessary organizational structures, accountabilities, policies and
procedures.
State of Registry. The State on whose register the aircraft is entered.
State of the Aerodrome. The State in whose territory the aerodrome is located.
Synthetic vision system (SVS). A system to display data-derived synthetic images

of the external scene from the perspective of the flight deck.
Target level of safety (TLS). A generic term representing the level of risk which
is considered acceptable in particular circumstances.
Total vertical error (TVE). The vertical geometric difference between the
actual pressure altitude flown by an aircraft and its assigned pressure altitude
(flight level).
Visual meteorological conditions (VMC).Meteorological conditions expressed

in terms of visibility, distance from cloud, and ceiling, equal to or better than
specified minima.
Note. — The specified minima are contained in CAR, Section 4, Series ‘E Part I.
Section-2
The requirements detailed in this section are applicable to all general

aviation operation of aeroplanes.
Note. — The above applicability does not preclude a general aviation operator
from satisfying the requirements of Section “3” where it may be to the
operator’s advantage or in the interest of safety.
2.1 GENERAL
2.1.1 Compliance with laws, regulations and procedures

The pilot-in-command shall comply with the laws, regulations and procedures
of those States in which operations are conducted.
Note.— Information for pilots on flight procedure parameters and


operational procedures is contained in PANS-OPS, Volume I. Criteria for the
construction of visual and instrument flight procedures are contained in PANS-
OPS, Volume II.
2.1.1.2 The pilot-in-command shall be familiar with the laws, regulations and
procedures
pertinent to the performance of his or her duties, prescribed for the areas
to be traversed, the aerodromes to be used and the air navigation facilities
relating thereto. The pilot-in-command shall ensure that other members of the
flight crew are familiar with such of these laws, regulations and procedures as
are pertinent to the performance of their respective duties in the
operation of the aeroplane 2.1.1.3 The pilot-in-command shall have responsibility
for operational control.
2.1.1.4 If an emergency situation which endangers the safety of the aeroplane or

persons necessitates the taking of action which involves a violation of regulations
or procedures, the pilot-in-command / operator shall notify the nearest Air
Safety office of DGCA without delay in accordance with the procedure as
prescribed in CAR, Section 5, Series ‘C’, Part-I. In the event such emergency
situation occurs outside India, the pilot-in command shall notify the appropriate
local authority without delay and if required by the State in which the incident
occurs, the pilot-in-command shall also submit a report of the occurrence on any
such violation to the appropriate authority of such State. The pilot-in-
command shall submit a copy of the occurrence to the DGCA marked attention of
Director of Air Safety (Hqrs) with a copy endorsed to the Regional Air Safety
Office where the aeroplane is normally based. Such reports shall be submitted
within 48hours.
2.1.1.5 The pilot-in-command should have available on board the aeroplane the
essential information concerning the search and rescue services in the area over
which the aeroplane will be flown.
2.1.1.6 The pilot-in-command shall ensure that flight crew members

demonstrate the ability to speak and understand the language used for
aeronautical radiotelephony communications as specified in Annex 1.
2.1.2 Dangerous goods
Note.— Provisions for carriage of dangerous goods are contained in the

Aircraft (Carriage of Dangerous Goods) Rules, 2003.
2.1.3 Use of psychoactive substances
Note. — Provisions concerning the use of psychoactive substances are contained

in Rule 24 of the Aircraft Rules, 1937.
2.2 FLIGHT OPERATION
2.2.1 Operating facilities


The pilot-in-command shall ensure that a flight will not be commenced unless it
has been ascertained by every reasonable means available that the ground
and/or water facilities including communication facilities and navigation aids
available and directly required on such flight, for the safe operation of the
aeroplane, are adequate for the type of operation under which the flight is to be
conducted.
Note. — “Reasonable means” in this para is intended to denote the use, at the
point
of departure, of information available to the pilot-incommand either through
official information published by the aeronautical information services or readily
obtainable from other sources.
2.2.2 Operational management
2.2.2.1 Operating instructions — general

An aeroplane shall not be taxied on the movement area of an aerodrome
unless the person at the controls is an appropriately qualified pilot or:
a. has been duly authorized by the owner or in the case where it is leased
the lessee, or a designated agent;
b. is fully competent to taxi the aeroplane;
c. is qualified to use the radio telephone if radio communications are

required or a person qualified to use R.T. is on board; and
d. has received instruction from a competent person in respect of

aerodrome layout, and where appropriate, information on routes, signs,
marking, lights, ATC signals and instructions, phraseology
2.2.2.2 Aerodrome operating minima
2.2.2.2.1 The pilot-in-command shall establish aerodrome operating minima in

accordance with criteria specified by the State of Registry, for each aerodrome to be
used in operations. Such minima shall not be lower than any that may be
established for such aerodromes by the State of the Aerodrome, except when
specifically approved by that State.
Note.— This Standard does not require the State of the Aerodrome to establish
aerodrome operating minima.
2.2.2.2.1.1 The State of Registry may approve operational credit(s) for operations
with aeroplanes
equipped with HUD or equivalent displays, EVS, SVS or CVS. Such approvals shall
not affect the
classification of the instrument approach procedure.
Note 1.— Operational credit includes:


a) for the purposes of an approach ban (2.2.4.1.2), a minima below the
aerodrome operating
minima;
b) reducing or satisfying the visibility requirements; or
c) requiring fewer ground facilities as compensated for by airborne capabilities.
Note 2.— Guidance on operational credit for aircraft equipped with a HUD or
equivalent displays,
EVS, SVS and CVS is contained in Attachment 2.B and in the Manual of All-Weather
Operations
(Doc 9365).
Note 3.— Information regarding a HUD or equivalent displays, including references

to RTCA and
EUROCAE documents, is contained in the Manual of All-Weather Operations (Doc
9365).
2.2.2.3 Passengers
2.2.2.3.1 The pilot-in-command shall ensure that passengers are made

familiar with the location and use of:
a) seat belts;
b) emergency exits;
c) life jackets, if the carriage of life jackets is prescribed;
d) oxygen dispensing equipment if the use of oxygen is anticipated; and
e) other emergency equipment provided for individual use, including

passenger emergency briefing cards
2.2.2.3.2 The pilot-in-command shall ensure that all persons on board are
aware of the location and general manner of use of the principal emergency
equipment carried for collective use.
2.2.2.3.3 In an emergency during flight, the pilot-in-command shall ensure that

passengers are instructed in such emergency action as may be appropriate to
the circumstances.
2.2.2.3.4 In all such cases where cabin crew is carried the pilot-in-command
shall ensure that, during take-off and landing and whenever considered
necessary by reason of turbulence or any emergency occurring during flight, all
passengers on board an aeroplane shall be secured in their seats by means of


the seat belts or harnesses provided.
2.2.3 Flight preparation
2.2.3.1 A flight shall not be commenced until the pilot-in- command is satisfied
that:
a) the aeroplane is airworthy, duly registered and that appropriate certificates

with respect thereto are aboard the aeroplane;
b) the instruments and equipment installed in the aeroplane are appropriate,

taking into account the expected flight conditions;
c) any necessary maintenance has been performed in accordance with para
2.6;
d) the mass of the aeroplane and centre of gravity location are such that
the flight can be conducted safely, taking into account the flight conditions
expected;
e) any load carried is properly distributed and safely secured; and
f) the aeroplane operating limitations, contained in the flight manual, or

its equivalent, will not be exceeded.
2.2.3.2 The pilot-in-command shall have sufficient information on climb

performance with all engines operating to enable determination of the climb
gradient that can be achieved during the departure phase for the existing take-off
conditions and intended take-off technique
2.2.3.3 Flight planning
Before commencing a flight the pilot-in-command shall be familiar with all

available meteorological information appropriate to the intended flight.
Preparation for a flight away from the vicinity of the place of departure, and
for every flight under the instrument flight rules, shall include:
a) a study of available current weather reports and forecasts; and
b)the planning of an alternative course of action to provide for the eventuality that
the flight cannot be completed as planned, because of weather conditions.
Note 1.— It is the practice in some States to declare, for flight planning purposes,
higher minima for an aerodrome when nominated as an alternate, than for the same
aerodrome when planned as that of intended landing.
Note.— The requirements for flight plans are contained in ICAO Annex 2— Rules
of the Air and Procedures for Air Navigation Services — Air Traffic Management
PANS-ATM, Doc 4444).


2.2.3.4 Metrological conditions
2.2.3.4.1 A flight to be conducted in accordance with the visual flight rules shall
not be commenced unless current meteorological reports or a combination of
current reports and forecasts indicate that the meteorological conditions along
the route or that part of the route to be flown under the visual flight rules
will, at the appropriate time, be such as to render compliance with these rules.
2.2.3.4.2 A flight to be conducted in accordance with the instrument flight rules

shall not:
a) take off from the departure aerodrome unless the meteorological conditions, at the
time of use,are at or above the aerodrome operating minima for that operation; and
b) take off or continue beyond the point of in-flight re-planning unless at the
aerodrome of intended landing or at each alternate aerodrome to be selected in
compliance with 2.2.3.5, current meteorological reports or a combination of current
reports and forecasts indicate that the meteorological conditions will be, at the
estimated time of use, at or above the aerodrome operating minima for that
operation.
2.2.3.4.3 The State of Registry shall establish criteria to be used for the estimated
time of use of an aerodrome including a margin of time.
Note.— A widely accepted time margin for “estimated time of use” is one hour before
and after the earliest and latest time of arrival. Additional considerations can be
found in the Flight Planning and Fuel Management Manual (Doc 9976).
2.2.3.4.4 A flight to be planned or expected to operate in suspected or known

ground icing conditions shall not take off unless the aeroplane has been inspected
for icing and, if necessary, has been given appropriate deicing / anti-icing
treatment. Accumulation of ice or other naturally occurring contaminants shall be
removed so that the aeroplane is kept in an airworthy condition prior to take-off.
Note.— Guidance material is given in the Manual of Aircraft Ground

Deicing/Antiicing Operations (Doc 9640).
2.2.3.5 Alternate aerodromes

2.2.3.5.1 Destination alternate aerodromes
For a flight to be conducted in accordance with the instrument flight rules, at least
one destination alternate aerodrome shall be selected and specified in the flight
plans, unless
a) the duration of the flight from the departure aerodrome, or from the point of in-
flight re-planning, to the destination aerodrome is such that, taking into account all
meteorological conditions is and operational information relevant to the flight, at the
estimated time of use, a reasonable certainty exists that


1) the approach and landing may be made under visual meteorological
conditions; and
2) separate runways are usable at the estimated time of use of the destination
aerodrome with at least one runway having an operational instrument approach
procedure; or
b) the aerodrome of intended landing is isolated and:
1) a standard instrument approach procedure is prescribed for the aerodrome of

intended
landing
2) a point of no return has been determined; and
3) a flight shall not be continued past the point of no return unless available current
meteorological information indicates that the following meteorological conditions will
exist at the estimate time of use:
i) a cloud base of at least 300 m (1000 ft) above the minimum associated with the
instrument approach procedure; and
ii) visibility of at least 5.5 km (3 NM) or of 4 km (2 NM) more than the minimum
associated with the instrument approach procedure.
Note.— Separate runways are two or more runways at the same aerodrome
configured such that if one runway is closed, operations to the other runway(s) can
be conducted
2.2.3.6 Fuel and oil requirements
2.2.3.6.1 A flight shall not be commenced unless, taking into account both the
meteorological conditions and any delays that are expected in flight, the
aeroplane carries sufficient fuel and oil to ensure that it can safely complete the
flight. The amount of fuel to be carried must permit:
a) when the flight is conducted in accordance with the instrument flight rules
and a destination alternate aerodrome is not required in accordance with
2.2.3.5.1, flight to the aerodrome of intended landing, and after that, for at
least 45 minutes at normal cruising altitude; or
b) when the flight is conducted in accordance with the instrument flight
rules and a destination alternate aerodrome is required, flight from
the aerodrome of intended landing to an alternate aerodrome, and
after that, for at least 45 minutes at normal cruising altitude; or
c) when the flight is conducted in accordance with the visual flight rules by day,
flight to the aerodrome of intended landing, and after that, for at least 30
minutes at normal cruising altitude; or
d) when the flight is conducted in accordance with the visual flight rules by
night, flight to the aerodrome of intended landing and thereafter for
at least 45 minutes at normal cruising altitude.


Note 1.— Nothing in 2.2.3.6 precludes amendment of a flight plan in flight in order to
replan the flight to another aerodrome, provided that the requirements of 2.2.3.6 can
be complied with from the point where the flight is replanned.
Note 2.— Guidance on planning operations to isolated aerodromes is contained in

the Flight
Planning and Fuel Management Manual (Doc 9976).
2.2.3.6.2 The use of fuel after flight commencement for purposes other than
originally intended during pre-flight planning shall require a re-analysis and, if
applicable, adjustment of the planned operation.
2.2.3.7 Refuelling with passengers on board
2.2.3.7.1 An aeroplane should not be refueled when passengers are

embarking, on board or disembarking unless it is attended by the pilot-in-
command or other qualified personnel ready to initiate and direct an
evacuation of the aeroplane by the most practical and expeditious means
available.
2.2.3.7.2 When refuelling with passengers embarking, on board or

disembarking, two-way communications should be maintained by the
aeroplane’s intercommunication system or other suitable means between the
ground crew supervising the refuelling and the pilot-in-command or other
qualified personnel required by 2.2.3.7.1
Note. — Provisions concerning aircraft refuelling and safe refuelling practices

are contained in Rule 25A of the Aircraft Rules,1937.
2.2.3.8 Oxygen supply
The pilot-in-command during the pre-flight shall ensure that breathing oxygen
is available to crew members and passengers in sufficient quantities for all
flights at such altitudes where a lack of oxygen might result in impairment of the
faculties of crew members or harmfully affect passengers.
Note 1. — Guidance on the carriage and use of oxygen is given in Appendix-1.
Note 2. — Approximate altitudes in the Standard Atmosphere corresponding to

the values of absolute pressure used in the text of Appendix-1 are as follows:
Absolute pressure Meters Feet

700 hPa 3000 10000
620 hPa 4000 13000
376 hPa 7600 25000


2.2.4 In-flight procedures
2.2.4.1.1 A flight shall not be continued towards the aerodrome of intended landing,
unless the latest available information indicates that at the expected time of arrival, a
landing can be effected at that aerodrome or at least one destination alternate
aerodrome, in compliance with the operating minima established in accordance with
2.2.2.2.
2.2.4.1.2 An instrument approach shall not be continued beyond the outer marker fix
in case of precision approach, or below 300 m (1000ft) above the aerodrome in case
of non-precision approach, unless the reported visibility or controlling RVR is above
the specified minimum.
2.2.4.1.3 If, after passing the outer marker fix in case of precision approach, or after
descending below 300 m (1000 ft) above the aerodrome in case of non precision
approach, the reported visibility or controlling RVR falls below the specified
minimum, the approach may be continued to DA/H or MDA/H. In any case, an
aeroplane shall not continue its approach-to-land beyond a a point at which the limits
of the aerodrome operating minima would be infringed
Note.— Controlling RVR means the reported values of one or more RVR
reportinglocations (touchdown, mid-point and stop-end) used to determine whether
operating minima are or are not met. Where RVR is used, the controlling RVR is the
touchdown RVR, unless otherwise specified by DGCA.
2.2.4.2 Weather reporting by pilots When weather conditions likely to affect the
safety of other aircraft are encountered, they should be reported as soon as
possible.
Note.— The procedures for making meteorological observations on board aircraft in

flightand for recording and reporting them are contained in ICAO Annex 3, the
PANS-ATM (Doc 4444) and the appropriate Regional Supplementary
Procedures(Doc 7030).
2.2.4.3 Hazardous flight conditions Hazardous flight conditions encountered, other

than those associated with meteorological conditions, should be reported to the
appropriate aeronautical station as soon as possible. The reports so rendered
should give such details as may be pertinent to the safety of other aircraft.
2.2.4.4 Flight crew members at duty stations
2.2.4.4.1 Take-off and landing. All flight crew members required to be on flight deck
duty shall be at their stations.
2.2.4.4.2 En route. All flight crew members required to be on flight deck duty shall
remain at their stations except when their absence is necessary for the performance


of duties in connection with the operation of the aeroplane or for physiological
needs.
2.2.4.4.3 Seat belts. All flight crew members shall keep their seat belts fastened
when at their stations.
2.2.4.4.4 Safety harness. When safety harnesses are provided, any flight crew
member occupying a pilot's seat shall keep the safety harness fastened during the
take-off and landing phases; all other flight crew members shall keep their safety
harnesses fastened during the take-off and landing phases unless the shoulder
straps interfere with the performance of their duties, in which case the shoulder
straps may be unfastened but the seatbelt must remain fastened.
Note. — Safety harness includes shoulder strap(s) and a seat belt which may be
used independently.
2.2.4.5 Use of oxygen
All flight crew members, when engaged in performing duties essential to the safe
operation of an aeroplane in flight, shall use breathing oxygen continuously
whenever the circumstances prevail for which itssupply has been prescribed in
2.2.3.8.
2.2.4.6 Safeguarding of cabin crew and passengers in pressurized aeroplanes in the

event of loss of pressurization Cabin crew should be safeguarded so as to ensure
reasonable probability of their retaining consciousness during any emergency
descent which may be necessary in the event of loss of pressurization and, in
addition, they
Note. — It is not envisaged that cabin crew will always be able to provide assistance
to passengers during emergency descent procedures which may be required in the
event of loss of pressurization
2.2.4.7 In-flight fuel management
2.2.4.7.1 The pilot-in-command shall monitor the amount of usable fuel remaining on
board to ensure it is not less than the fuel required to proceed to an aerodrome
where a safe landing can be made with the planned final reserve fuel remaining.
2.2.4.7.2 The pilot-in-command shall advise ATC of a minimum fuel state by

declaring
MINIMUM FUEL when, having committed to land at a specific aerodrome, the pilot
calculates that any change to the existing clearance to that aerodrome, or other air
traffic delays, may result in landing with less than the planned final reserve fuel.
Note.— The declaration of MINIMUM FUEL informs ATC that all planned aerodrome
options have been reduced to a specific aerodrome of intended landing and any
change to the existing clearance, or air traffic delays, may result in landing with less


than the planned final reserve fuel. This is not an emergency situation but an
indication that an emergency situation is possible should any additional delay occur.
2.2.4.7.3 The pilot-in-command shall declare a situation of fuel emergency by

broadcasting MAYDAY MAYDAY MAYDAY FUEL, when the calculated usable fuel
estimated to be available upon landing at the nearest aerodrome where a safe
landing can be made is less than the planned final reserve fuel.
Note 1.— The planned final reserve fuel refers to the value calculated in 2.2.3.6 and
is the minimum amount of fuel required upon landing at any aerodrome.
Note 2.— The words “MAYDAY FUEL” describe the nature of the distress conditions
as required in Annex 10, Volume II, 5.3.2.1, b) 3.
2.2.4.8 Instrument approach procedures
2.2.4.8.1 One or more instrument approach procedures designed in accordance with

the classification of instrument approach and landing operations shall be approved
and promulgated by the
2.2.4.8.2 Aeroplanes operated in accordance with the instrument flight rules shall
comply with the instrument approach procedures approved by the DGCA or State in
which the aerodrome is located.
Note 1. — Definitions for the classification of instrument approach and landing

operations are at section 1
Note 2.—Information for pilots on flight procedure parameters and operational

procedures is contained in PANS-OPS, Volume I. Criteria for the construction of
visual and instrument flight procedures are contained in PANS-OPS, Volume II.
Obstacle clearance criteria and procedures used in certain States may differ from
PANS-OPS, and knowledge of these differences is important for safety reasons (see
Chapter 2.1, 2.1.1.1).
2.2.5 Duties of pilot-in-command
2.2.5.1 The pilot-in-command shall be responsible for the operation, safety and
security of the aeroplane and the safety of all crew members, passengers
and cargo on board.
2.2.5.2 The pilot-in-command shall be responsible for ensuring that a flight:
a) will not be commenced if any flight crew member is incapacitated from performing
duties by any cause such as injury, sickness, fatigue, the effects of any psychoactive
substance; and
b) will not be continued beyond the nearest suitable aerodrome when flight crew
members' capacity to perform functions is significantly reduced by impairment of
faculties from causes such as fatigue, sickness or lack of oxygen.
2.2.5.3 The pilot-in-command shall be responsible for notifying DGCA and the


nearest appropriate authority by the quickest available means of any accident
involving the aeroplane, resulting in serious injury or death of any person or
substantial damage to the aeroplane or property.
Note. — A definition of the term “serious injury” is contained in CAR, Section 5,

Series ‘C’, Part I.
2.2.6 Cabin baggage (take-off and landing)
During the pre-flight inspection the pilot-in-command shall confirm that all baggage
carried onto an aeroplane is taken into the passenger cabin and is securely stowed.
2.3 AEROPLANE PERFORMANCE OPERATING LIMITATIONS
a) in compliance with the terms of its airworthiness certificate or equivalent

approved document;
b) within the operating limitations prescribed by the DGCA; and
a) if applicable, within the mass limitations imposed by compliance with the

applicable noise certification Standards in Annex 16, Volume I, unless otherwise
authorized in exceptional circumstances for a certain aerodrome or a
runway where there is no noise disturbance problem, by the
DGCA/competent authority of the State in which the aerodrome is situated.
2.3.1.2 Placards, listings, instrument markings, or combinations thereof,

containing those operating limitations prescribed by the DGCA for visual
presentation, shall be displayed in the aeroplane.
2.3.1.3 The pilot-in-command shall determine that aeroplane performance will

permit the take-off and departure to be carried out safely.
2.4 AEROPLANE INSTRUMENTS, EQUIPMENT AND FLIGHT

DOCUMENTS
Note. — Specifications for the provision of aeroplane communication and

navigation equipment are contained in para 2.5.
2.4.1 General
In addition to the minimum equipment necessary for the issuance of a certificate

of airworthiness, the instruments, equipment and flight documents prescribed
in the following paragraphs shall be installed or carried, as appropriate, in
aeroplanes according to the aeroplane used and to the circumstances under
which the flight is to be conducted. The prescribed instruments and equipment,
including their installation, shall be acceptable to the DGCA.


2.4.2 Aeroplanes on all flights
2.4.2.1 An aeroplane shall be equipped with instruments which will enable the
flightcrew to control the flight path of the aeroplane, carry out any required
procedural manoeuvres and observe the operating limitations of the aeroplane in
the expected operating conditions
2.4.2.2 Aeroplanes on all flights shall be equipped with:
a) an accessible first-aid kit;
b) portable fire extinguishers of a type which, when discharged, will not cause
dangerous contamination of the air within the aeroplane. At least one shall
be located in:
1. the pilot’s compartment; and
2. each passenger compartment that is separate from the pilot’s

compartment and not readily accessible to the pilot or co-pilot;
Note. – Refer to 2.4.2.3 for fire extinguishing agents.
c) 1) a seat or berth for each person over an age of 2 years
2) a seat belt for each seat and restraining belts for each berth;
d) the following manuals, charts and information:
1) the flight manual or other documents or information concerning any

operating limitations prescribed for the aeroplane by the DGCA or manufacturer,
required for the application of para 2.3;
2) current and suitable charts for the route of the proposed flight and all
routes along which it is reasonable to expect that the flight may be diverted;
3) procedures, as prescribed in CAR, Section 4, Series ‘E’ Part I, for pilots-in-

command of intercepted aircraft;
4) visual signals for use by intercepting and intercepted aircraft, as contained

in CAR, Section 4, Series ‘E’ Part I; and
5) the journey log book for the aeroplane;
e) where the aeroplane is fitted with fuses that are accessible in flight ,spare
electrical fuses of appropriate ratings for replacement of those fuses.
2.4.2.3 Any agent used in a built-in fire extinguisher for each lavatory disposal
receptacle for towels, paper or waste in an aeroplane for which the individual
certificate of airworthiness is first issued on or after 31 December 2011 and
any extinguishing agent used in a portable fire extinguisher in an aeroplane


for which the individual certificate of airworthiness is first issued on or after 31
December 2016 shall:
a) meet the applicable minimum performance requirements; and
b) not be of a type listed in Annex A, Group II of the Montreal Protocol on

Substances That Deplete the Ozone Layer, 8th Edition, 2009.
Note.— Information concerning extinguishing agents is contained in the

UNEP Halons Technical Options Committee Technical Note No. 1 – New
Technology Halon Alternatives and FAA Report No. DOT/FAA/AR-99-63, Options
to the Use of Halons for Aircraft Fire Suppression Systems
2.4.2.4 Aeroplanes on all flights should be equipped as applicable with the

ground-air signal codes for search and rescue purposes.
2.4.2.5 Aeroplanes on all flights should be equipped with a safety harness for
each flight crew member seat.
Note.—- Safety harness includes shoulder strap(s) and a seat belt which may
be used independently.
2.4.2.6 Marking of break-in points
2.4.2.6.1 If areas of the fuselage suitable for break-in by rescue crews in

emergency are marked on an aeroplane such areas shall be marked as shown
below (see figure following). The colour of the markings shall be red or yellow,
and if necessary they shall be outlined in white to contrast with the background.
2.4.2.6.2 If the corner markings are more than 2 m apart, intermediate lines
9 cm x 3 cm shall be inserted so that there is no more than 2 m between adjacent
markings.
Note.— This para does not require any aeroplane to have break-in areas.
MARKING OF BREAK-IN POINTS


2.4.3 Aeroplanes operated as VFR flights
2.4.3.1 Aeroplanes when operated as VFR flights shall be equipped with:
a) a means of measuring and displaying:

1) magnetic heading;
2) the time in hours, minutes and seconds;
3) Barometric altitude;
4) indicated airspeed; and
b) such additional equipment as may be prescribed by the manufacturer/DGCA.
2.4.3.2 VFR flights which are operated as controlled flights should be equipped in
accordance with 2.4.7.
2.4.4 Aeroplanes on flights over water

2.4.4.1 Seaplanes
Seaplanes for all flights shall be equipped with:
a) one life jacket, or equivalent individual floatation device, for each person on
board, stowed in a position readily accessible from the seat or berth.
b) equipment for making the sound signals prescribed in the International

Regulations for Preventing Collisions at Sea, where applicable;
c) one anchor; and
d) one sea anchor (drogue), when necessary to assist in

manoeuvring.
Note.— “Seaplanes” includes amphibians operated as seaplanes.
2.4.4.2 Landplanes
2.4.4.2.1 Single-engine landplanes
All single-engine landplanes:
a) when flying en route over water beyond gliding distance from the shore; or
b) when taking off or landing at an aerodrome where, in the opinion of the pilot-in-
command, the take-off or approach path is so disposed over water that in the event
of a mishap there would be a likelihood of a ditching; should carry one life jacket for
each person on board, stowed in a position easily accessible from the seat or berth
of the person for whose use it is provided.

Note.— “Landplanes” includes amphibians operated as landplanes.
2.4.4.3 Aeroplanes on extended flights over water
2.4.4.3.1 All aeroplanes operated on extended flights over water shall be equipped
with, at a minimum, one life jacket for each person on board, stowed in a position
easily accessible from the seat or berth of the person for whose use it is provided.
2.4.4.3.2 The pilot-in-command of an aeroplane operated on an extended flight over

water shall determine the risks to survival of the occupants of the aeroplane in the
event of a ditching. The pilot in-command shall take into account the operating
environment and conditions such as, but not limited to, sea state and sea and air
temperatures, the distance from land suitable for making an emergency landing, and
the availability of search and rescue facilities. Based upon the assessment of these
risks, the pilot-in command shall, in addition to the equipment required in 2.4.4.3.1,
ensure that the aeroplane is equipped with:
a) life-saving rafts in sufficient numbers to carry all persons on board, stowed so as

to facilitate their ready use in emergency, provided with such lifesaving equipment,
including means of sustaining life, as is appropriate to the flight to be undertaken;
and
b) equipment for making the distress signals described in ICAO Annex 2.
2.4.5 Aeroplanes on flights over designated land areas
Aeroplanes, when operated across land areas which have been designated by the
Airports Authority of India (AAI) concerned as areas in which search and rescue
would be especially difficult, shall be equipped with such signaling devices and
lifesaving equipment (including means of sustaining life) as may be appropriate to
the area overflown.
2.4.6 Aeroplanes on high altitude flights
2.4.6.1 Aeroplanes intended to be operated at high altitudes shall be equipped with

oxygen storage and dispensing apparatus capable of storing and dispensing the
oxygen supplies required in 2.2.3.8.
2.4.6.2 Aeroplanes for which the individual certificate of airworthiness was first
issued on or after 1 January 1990. Pressurized aeroplanes intended to be operated
at flight altitudes at which the atmospheric pressure is less than 376 hPa shall be
equipped with a device to provide positive warning to the flight crew of any
dangerous loss of pressurization.
issued before 1 January 1990. Pressurized aeroplanes intended to be operated at
flight altitudes at which the atmospheric pressure is less than 376 hPa should be


equipped with a device to provide positive warning to the flight crew of any
dangerous loss of pressurization.
2.4.7 Aeroplanes operated in accordance with the instrument flight rules

Aeroplanes when operated in accordance with the instrument flight rules, or when
the aeroplane cannot be maintained in a desired attitude without reference to one or
more flight instruments, shall be equipped with:
a) a means of measuring and displaying:
1) magnetic heading (standby compass);

2) the time in hours, minutes and seconds;
3) Barometric altitude;
4) indicated airspeed, with a means of preventing malfunctioning due to
either condensation or icing;
5) turn and slip
6) aircraft attitude; and
7) stabilized aircraft heading;
Note. — The requirements of 5), 6) and 7) may be met by combinations of

instruments or by integrated flight director systems provided that the
safeguards against total failure, inherent in the three separate instruments,
are retained.
8) whether the supply of power to the gyroscopic instruments is adequate;

9) the outside air temperature;
10) rate-of-climb and descent; and
b) such additional instruments or equipment as may be prescribed by the DGCA, or

as required for the specific type of Operation.
2.4.8 Aeroplanes when operated at night
Aeroplanes, when operated at night, shall be equipped with:
a) the equipment specified in 2.4.7; and
b) the lights required by CAR, Section 4, Series ‘E’ Part I, for aircraft in flight or
operating on the movement area of an aerodrome;
Note.— Specifications for lights meeting the requirements of ICAO Annex 2 for
navigation lights are contained in Appendix 1. The general characteristics of lights
are specified in ICAO Annex 8. Detailed specifications for lights meeting the
requirements of ICAO Annex 2 for aircraft in flight or operating on the movement
area of an aerodrome are contained in the Airworthiness Manual (Doc 9760).
c) a landing light;


d) illumination for all flight instruments and equipment that are essential for the safe
operation of the aeroplane that are used by the flight crew;
e) lights in all passenger compartments; and
f) an independent portable light for each crew member station.
2.4.9 Aeroplanes complying with the noise certification Standards in Annex 16,
Volume I
An aeroplane shall carry a document attesting noise certification as per CAR,
Section 2, Series ‘X’ Part VII.
2.4.10 Mach number indicator

Aeroplanes with speed limitations expressed in terms of Mach numbershall be
equipped with a means of displaying Mach number.
2.4.11 Aeroplanes required to be equipped with ground proximity warning

systems (GPWS)
Aeroplanes so defined in CAR, Section 2, Series ‘I’, Part ‘VII’ shall be fitted with
Ground Proximity Warning System (GPWS).
2.4.12 Emergency locator transmitter (ELT)
2.4.12.1 All aeroplanes shall carry an automatic ELT.
2.4.12.2 Except as provided for in 2.4.12.3, all aeroplanes shall be equipped

with at least one ELT of any type.
2.4.12.3 All aeroplanes for which the individual certificate of airworthiness is

first issued after shall be equipped with at least one automatic ELT.
2.4.12.4 ELT equipment carried to satisfy the requirements of 2.4.12.1, 2.4.12.2 and
2.4.12.3 shall operate on frequencies 121.5 MHz and 406 MHz.
Note.― The judicious choice of numbers of ELTs, their type anplacement on

aircraft, and associated floatable life support systems, will ensure the greatest
chance of ELT activation in the event of an accident for aircraft operating over water
or land, including areas especially difficult for search and rescue. Placement of
transmitter units is a vital factor in ensuring optimal crash and fire protection. The
placement of the control and switching devices (activation monitors) of automatic
fixed ELTs and their associated operational procedures will also take into
consideration the need for rapid detection of inadvertent activation and convenient
manual switching by crew members.
2.4.13 Aeroplanes required to be equipped with a pressure-altitude reporting

transponder


2.4.13.1 Aeroplanes shall be equipped with a pressure-altitude reporting
transponder which operates in accordance with the CAR, Section 2,
2.4.13.2 Aeroplanes operating as VFR flights shall be equipped with a pressure

altitude reporting transponder which operates in accordance with the relevant
provision of CAR, Section 2, Series ‘R’, Part ‘IV’.
Note. — This provision is intended to support the effectiveness of ACAS as well as

to improve the effectiveness of air traffic services.
2.4.14 Microphones
When operating under the instrument flight rules all flight crew members required to
be on flight deck duty should communicate through boom or throat microphones
below the transition level/altitude.
Note: For high Performance aircraft FL 100/ 10000 ft. is recommended instead of
Transition Altitude/ Level.
2.4.15 Aeroplanes equipped with a head-up displays (HUD) and/or or

equivalent displays, enhanced vision systems (EVS), synthetic vision systems
(SVS) and/or combined vision systems (CVS)
2.4.15.1 Where aeroplanes are equipped with a HUD or equivalent displays, EVS,
SVS or CVS, or any combination of those systems into a hybrid system, criteria for
the use of such systems to for the safe operation of an aeroplane shall be
established by the State of Registry.
Note.— Information regarding a HUD or equivalent displays, including references to

RTCA and EUROCAE documents, is contained in the Manual of All-Weather
Operations (Doc 9365).
2.4.15.2 In approving the operational use of a HUD or equivalent displays, EVS, SVS
or CVS, the State of Registry shall ensure that:
a) the equipment meets the appropriate airworthiness certification

requirements;
b) the operator has carried out a safety risk assessment of the operations
supported by the HUD or equivalent displays, EVS, SVS or CVS;
c) the operator has established and documented the procedures for the use
of, and training requirements for, a HUD or equivalent displays, EVS, SVS or CVS.
Note 1.— Guidance on safety risk assessments is contained in the Safety

Management Manual(SMM) (Doc 9859).
Note 2.— Guidance on operational approvals is contained in Attachment 2.B.


2.4.16 Flight recorders
Note 4.— For aeroplanes for which the application for type certification is submitted
to a
Contracting State before 1 January 2016, specifications applicable to flight
recorders may be found in EUROCAE ED-112, ED-56A, ED-55, Minimum
Operational Performance Specifications (MOPS), or earlier equivalent documents.
Note 5.— For aeroplanes for which the application for type certification is submitted
to a Contracting State on or after 1 January 2016, specifications applicable to flight
recorders may be found in EUROCAE ED-112A, Minimum Operational Performance
Specification (MOPS), or equivalent documents.
Note 6.— Specifications applicable to lightweight flight recorders may be found in

EUROCAE ED 155, Minimum Operational Performance Specification (MOPS), or
equivalent documents.
2.4.16.1 Operation
2.4.16.1.1 Recommendation.— All turbine-engined aeroplanes with a seating

configuration of more than five passenger seats and of a maximum certificated take-
off mass of 5 700 kg or less for which the individual certificate of airworthiness is first
issued on or after 1 January 2016 should be equipped with:
a) a Type II FDR; or
b) a Class C AIR or AIRS capable of recording flight path and speed parameters
displayed to the pilot(s); or
c) an ADRS capable of recording the essential parameters defined in Table 2.3-3 of

Appendix 2.3.
Note.— AIR or AIRS classification is defined in 4.1 of Appendix 2.3.
2.4.16.1.2 The use of analogue FDRs using frequency modulation (FM) shall be
discontinued
2.4.16.1.3 The use of photographic film FDRs shall be discontinued.
2.4.16.1.4 Recommendation.— The use of magnetic tape FDRs should be

discontinued
2.4.16.1.5 The use of magnetic tape FDRs shall be discontinued by1st January
2016
2.4.16.2 Cockpit voice recorders and cockpit audio recording systems
2.4.16.2.1 Operation


2.4.16.2.1.1 Recommendation.— All turbine-engined aeroplanes with a seating

configuration of more than five passenger seats and of a maximum certificated take-
off mass of 5 700 kg or less for which the individual certificate of airworthiness is first
issued on or after 1 January 2016 and required to be operated by more than one
pilot should be equipped with either a CVR or a CARS.
2.4.16.2.1.2 Recommendation.— The use of magnetic tape and wire CVRs should
be
discontinued .
2.4.16.3 Data Link Recorder
2.4.16.4 Flight recorders — general
2.4.16.4.1 Construction and installation

Flight recorders shall be constructed, located and installed so as to provide
maximum practical protection for the recordings in order that the recorded
information may be preserved, recovered and transcribed. Flight recorders shall
meet the prescribed crashworthiness and fire protection specifications.
2.4.17 Electronic flight bags (EFBs)
Note. — Guidance on EFB equipment, functions and establishing criteria for the
operational use is contained in the Manual on Electronic Flight Bags (Doc xxxx).
2.4.17.1 EFB equipment
2.4.17.1.1 Where portable EFBs are used on board, the pilot-in-command and/or the
operator/owner shall ensure that they do not affect the performance of the aeroplane
systems, equipment or the ability to operate the aeroplane.
2.4.17.2 EFB functions
2.4.17.2.1 Where EFBs are used on board an aeroplane the pilot-in-command

and/or the
owner/operator shall:
a) assess the safety risk(s) associated with each EFB function;
b) establish the procedures for the use of, and training requirements for, the device
and each EFB function; and
c) ensure that, in the event of an EFB failure, sufficient information is readily

available to the flight crew for the flight to be conducted safely.
Note.— Guidance on safety risk assessments is contained in the Safety

Management Manual (SMM) (Doc 9859).


2.4.17.2.2 The State of Registry shall establish criteria for the operational use of EFB
functions to be used for the safe operations of aeroplanes.
2.4.17.3 EFB operational criteria
2.4.17.3.1 In establishing operational criteria for the use of EFBs, the State of
Registry shall ensure that:
a) the EFB equipment and its associated installation hardware, including interaction
with aeroplane systems if applicable, meet the appropriate airworthiness certification
requirements;
b) the operator/owner has assessed the risks associated with the operations
supported by the EFB function(s);
c) the operator/owner has established requirements for redundancy of the

information (if
appropriate) contained in and displayed by the EFB function(s);
d) the operator/owner has established and documented procedures for the
management of the EFB function(s) including any databases it may use; and
e) the operator/owner has established and documented the procedures for the use
of, and training requirements for, the EFB function(s).
Note.— Guidance on safety risk assessments is contained in the Safety

Management Manual (SMM)(Doc 9859).
2.5 AEROPLANE COMMUNICATION AND NAVIGATION EQUIPMENT
2.5.1 Communication equipment

2.5.1.1 An aeroplane to be operated in accordance with the instrument flight
rules or at night shall be provided with radio communication equipment.
Such equipment shall be capable of conducting two-way
communication with those aeronautical stations and on those
frequencies prescribed by the appropriate authority/DGCA.
Note.— The requirements of 2.5.1.1 are considered fulfilled if the ability to conduct
the communications specified therein is established during radio propagation
conditions which are normal for the route.
2.5.1.2 When compliance with 2.5.1.1 requires that more than one communication
equipment unit be provided, each shall be independent of the other or others to the
extent that a failure in any one will not result in failure of any other.
2.5.1.3 An aeroplane to be operated in accordance with the visual flight rules,

but as a controlled flight, shall, unless exempted by the DGCA, be
provided with radio communication equipment capable of conducting
two-way communication at any time during flight with such aeronautical


stations and on such frequencies as may be prescribed by the appropriate
authority/DGCA.
2.5.1.4 An aeroplane to be operated on a flight to which the provisions of
2.4.4.3.1 or 2.4.5 apply shall, unless exempted by the DGCA, be provided with radio
communication equipment capable of conducting two-way communication at any
time during flight with such aeronautical stations and on such frequencies as may be
prescribed by the appropriate authority/ DGCA.
2.5.1.5 The radio communication equipment required in accordance with
2.5.1.1 to 2.5.1.4 shall provide for communication on the aeronautical emergency

frequency 121.5 MHz.
2.5.1.6 For flights in defined portions of airspace or on routes where an RCP type
has been prescribed, an aer0oplane shall, in addition to the requirements specified
in 2.5.1.1 to 2.5.1.5:
a) be provided with communication equipment which will enable it to operate in

accordance with the prescribed RCP type(s); and
b) be authorized by the DGCA for such operations.
Note.— Information on RCP and associated procedures, and guidance concerning

the approval process, are contained in the Manual on Required Communication
Performance (RCP)(DOC 9869).This document also contains references to other
documents produced by States and international bodies concerning communication
systems and RCP.
2.5.2 Navigation equipment
2.5.2.1 An aeroplane shall be provided with navigation equipment which will

enable it to proceed:
a) in accordance with the flight plan; and
b) in accordance with the requirements of air traffic services;

except when, if not so precluded by the DGCA, navigation for flights under the visual
flight rules is accomplished by visual reference to landmarks.
2.5.2.2 For operations where a navigation specification for PBN has been
prescribed, an aeroplane shall, in addition to the requirements specified in 2.5.2.1:
a) be provided with navigation equipment which will enable it to operate in

accordance with the prescribed navigation specification(s); and
b) be authorized by the DGCA for such operations


Note.— Information on performance-based navigation, and guidance concerning the

implementation and operational approval process, are contained in the CAR, Section
2, Series ‘O’, Part ‘XII’.
2.5.2.3 For flights in defined portions of airspace where, based on regional air
navigation agreement, minimum navigation performance specifications (MNPS) are
prescribed, an aeroplane shall be provided with navigation equipment which:
a) continuously provides indications to the flight crew of adherence to or departure
from track to the required degree of accuracy at any point along that track; and
b) has been authorized by the DGCA for MNPS operations concerned.
Note.— The prescribed minimum navigation performance specifications and the

procedures governing their application are given in the CAR, Section 2, Series ‘O’,
Part ‘IX’
navigation agreement, minimum navigation performance specifications (MNPS) are
prescribed, an aeroplane shall be provided with navigation equipment which:
a) continuously provides indications to the flight crew of adherence to or departure

from track to the required degree of accuracy at any point along that track; and
b) has been authorized by the DGCA for MNPS operations concerned.
Note.— The prescribed minimum navigation performance specifications and the

procedures governing their application are given in the CAR, Section 2, Series ‘O’,
Part ‘IX’.
navigation agreement, a reduced vertical separation minimum (RVSM) of 300 m
(1000 ft) is applied between FL 290 and FL 410 inclusive, an aeroplane:
a) shall be provided with equipment which is capable of:

1) indicating to the flight crew the flight level being flown;
2) automatically maintaining a selected flight level;
3) providing an alert to the flight crew when a deviation occurs from the selected
flight level. The threshold for the alert shall not exceed ± 90 m (300 ft); and
4) automatically reporting pressure-altitude;
b) shall be authorized by the DGCA for operation in the airspace concerned; and
c) shall demonstrate a vertical navigation performance in accordance with Appendix
4.
2.5.2.5 Prior to applying for the RVSM approval required in accordance with
2.5.2.4 b), the owner/operator shall be satisfied that:
a) the vertical navigation performance capability of the aeroplane satisfies the


requirements specified in Appendix 5;
b) the owner/operator has instituted appropriate procedures in respect of continued
airworthiness (maintenance and repair) practices and programmes; and
c) the owner/operator has instituted appropriate flight crew procedures for operations
in RVSM airspace.
Note.— An RVSM approval is valid globally on the understanding that any operating
procedures specific to a given region will be stated in the operations manual or
appropriate crew guidance.
2.5.2.6 In respect of those aeroplanes mentioned in 2.5.2.4, adequate provisions

exist in CAR, Section-2, Series “O”, Part ‘XI’ for:
a) receiving the reports of height-keeping performance issued by the monitoring

agencies; and
b) taking immediate corrective action for individual aircraft, or aircraft type groups,
identified in such reports as not complying with the height-keeping requirements for
operation in airspace where RVSM is applied.
2.5.2.7 An operator that has been issued an RVSM approval shall ensure that a
minimum of two aeroplanes of each aircraft type grouping of the operator have their
height-keeping performance monitored, at least once every two years or within
intervals of 1 000 flight hours per aeroplane, whichever period is longer. If an
operator aircraft type grouping consists of a single aeroplane, monitoring of that
aeroplane shall be accomplished within the specified period.
Note.— Monitoring data from any regional monitoring programme established in

accordance with Appendix 5, may be used to satisfy the requirement.
2.5.2.8 DGCA is responsible for airspace where RVSM has been implemented, or to
issue RVSM approvals to operators within India. Where an aircraft is operating
without the approval in Indian airspace, and where an operator for whom DGCA has
regulatory oversight responsibility is found to be operating without the required
approval in the airspace of another State, DGCA may take appropriate action in
respect of aircraft and operators found to be operating in RVSM airspace without a
valid RVSM approval.
2.5.2.9 The aeroplane shall be sufficiently provided with navigation equipment to

ensure that, in the event of the failure of one item of equipment at any stage of the
flight, the remaining equipment will enable the aeroplane to navigate in accordance
with 2.5.2.1 and where applicable 2.5.2.2, 2.5.2.3 and 2.5.2.4.
Note 1. — This requirement may be met by means other than the duplication of
equipment.
Note 2. — Guidance material relating to aircraft equipment necessary for flight in
airspace where a 300 m (1000 ft) VSM is applied above FL 290 is contained in the
Manual on Implementation of a 300 m (1000 ft) Vertical Separation Minimum between


FL 290 and FL 410 Inclusive (Doc 9574)(CAR Sec2, Ser O, Pt XI).
2.5.2.10 On flights in which it is intended to land in instrument meteorological

conditions, an aeroplane shall be provided with radio equipment capable of receiving
signals providing guidance to a point from which a visual landing can be effected.
This equipment shall be capable of providing such guidance for each aerodrome at
which it is intended to land in instrument meteorological conditions and for any
designated alternate aerodromes.
2.6 AEROPLANE MAINTENANCE
Note 1.— For the purpose of this para “aeroplane” includes: powerplants, propellers,
components, accessories, instruments, equipment and apparatus including
emergency equipment
Note 2.— Guidance on continuing airworthiness requirements is contained in the

Airworthiness Manual (Doc 9760).
2.6.1 Owner’s maintenance responsibilities
2.6.1.1 The owner of an aeroplane, or in the case where it is leased, the lessee,
shall ensure that, in accordance with procedures acceptable to the DGCA:
a) the aeroplane is maintained in an airworthy condition;
b) the operational and emergency equipment necessary for an intended flight is

serviceable; and
c) the Certificate of Airworthiness of the aeroplane remains valid.
2.6.1.2 The owner or the lessee shall not operate the aeroplane unless it is
maintained and released to service under a system acceptable to the DGCA.
2.6.1.3 When the maintenance release is not issued by an approved maintenance

organization, the person signing the maintenance release shall be licensed in
accordance with DGCA licensing requirements.
2.6.1.4 The owner or the lessee shall ensure that the maintenance of the aeroplane
is performed in accordance with a maintenance programme acceptable to the
DGCA.
2.6.2 Maintenance records
2.6.2.1 The owner of an aeroplane, or in the case where it is leased, the lessee,
shall ensure that the following records are kept for the periods mentioned in 2.6.2.2:
a) the total time in service (hours, calendar time and cycles, as appropriate) of
the aeroplane and all life limited components;


b) the current status of compliance with all applicable mandatory continuing
airworthiness information;
c) appropriate details of modifications and repairs;
d) the time in service (hours, calendar time and cycles, as appropriate) since
the last overhaul of the aeroplane or its components subject to a mandatory
overhaul life;
e) the current status of the aeroplane’s compliance with the maintenance

programme; and
f) the detailed maintenance records to show that all requirements for the
signing of a maintenance release have been met.
2.6.2.2 The records in 2.6.2.1 a) to e) shall be kept for a minimum period of 90 days
after the unit to which they refer has been permanently withdrawn from service and
the records in 2.6.2.1 f) for a minimum period of one year after the signing of the
maintenance release.
2.6.2.3 In the event of a temporary change of owner or lessee, the records shall be
made available to the new owner or lessee. In the event of any permanent change of
owner or lessee, the records shall be transferred to the new owner or lessee.
Note. — Maintenance records or related documents, other than a valid certificate of

airworthiness, need not be carried in the aeroplane during international flights.
2.6.3 Modifications and repairs
All modifications and repairs shall comply with airworthiness requirements

acceptable to the DGCA. Procedures shall be established by the owner or operator
to ensure that the substantiating data supporting compliance with the airworthiness
requirements are retained.
2.6.4 Maintenance release
2.6.4.1 A maintenance release shall be completed and signed, as prescribed by the

DGCA, to certify that the maintenance work performed has been completed
satisfactorily and in accordance with data and procedures acceptable to the DGCA.
2.6.4.2 A maintenance release shall contain a certification including:
a) basic details of the maintenance performed;
b) the date such maintenance was completed;
c) when applicable, the identity of the approved maintenance organization; and
d) The identity of the authorized person or persons signing the release.


2.7 AEROPLANE FLIGHT CREW
2.7.1 Composition of the flight crew
The number and composition of the flight crew shall not be less than that specified in
the flight manual or other documents associated with the certificate of airworthiness
2.7.2 Qualifications
2.7.2.1 The pilot-in-command shall:
a) ensure that each flight crew member holds a valid licence issued by the DGCA, or
if issued by another Contracting State, rendered valid by the DGCA;
b) ensure that flight crew members are properly rated; and
c) be satisfied that flight crew members have maintained competency.
2.7.2.2 The pilot-in-command of an aeroplane equipped with an airborne collision

avoidance system (ACAS II) shall ensure that each flight crew member has been
appropriately trained to competency in the use of ACAS II equipment and the
avoidance of collision.
Note 1.— Procedures for the use of ACAS II equipment are specified in the
Procedures for Air Navigation Services − Aircraft Operations (PANS-OPS, Doc
8168), Volume I — Flight Procedures. ACAS II Training Guidelines for Pilots are
provided in PANS-OPS, Volume I, Attachment to Part III, Section 3, Chapter 3
“ACAS II Training Guidelines for Pilots”.
Note 2.— Appropriate training, to the satisfaction of the DGCA, to competency in the
use of ACAS II equipment and the avoidance of collisions may be evidenced, for
example, by:
a) possession of a type rating for an aeroplane equipped with ACAS II, where the
operation and use of ACAS II are included in the training syllabus for the type rating;
or
b) possession of a document issued by a training organization or person approved

by the DGCA to conduct training for pilots in the use of ACAS II, indicating that the
holder has been trained in accordance with the guidelines referred to in Note 1; or
c) a comprehensive pre-flight briefing by a pilot who has been trained in the use of
ACAS II in accordance with the guidelines referred to in Note 1.
2.8 MANUALS, LOGS AND RECORDS
2.8.1 Flight manual


Note. — The aeroplane flight manual contains the information specified in ICAO
Annex 8.
The aeroplane flight manual shall be updated by implementing changes made

mandatory by the DGCA.
2.8.2 Journey log book
2.8.2.1 A journey log book shall be maintained for every aeroplane engaged in air
navigation in which shall be entered particulars of the aeroplane, its crew and each
journey.
2.8.2.2 The aeroplane journey log should contain the following items:
a) aeroplane nationality and registration;
b ) date;
c) crew member names and duty assignments;
d) departure and arrival points and times;
e) purpose of flight;
f) observations regarding the flight; and
g) signature of the pilot-in-command.
2.8.3 Records of emergency and survival equipment carried
The owner of the aeroplane, or in the case where it is leased, the lessee, shall at all
times have available for immediate communication to rescue coordination centers,
lists containing information on the emergency and survival equipment carried on
board the aeroplane engaged in air navigation. The information shall include, as
applicable, the number, colour and type of life rafts and pyrotechnics, details of
emergency medical supplies, water supplies and the type and frequencies of the
emergency portable radio equipment.
2.9 SECURITY
2.9.1 Security of aircraft
The pilot-in-command shall be responsible for the security of the aircraft during its
operation.
2.9.2 Reporting acts of unlawful interference Following an act of unlawful

interference, the pilot-in-command shall submit a report of such an act to the “Bureau
of Civil Aviation Security”(BCAS).


Note.— In the context of this para, the word “security” is used in the sense of
prevention of acts of unlawful interference against civil aviation.
Section- 3
LARGE AND TURBOJET AEROPLANES
3.1 This section gives additional requirements when general aviation operations
are conducted with:
a) aeroplanes with a maximum certified take-off mass exceeding 5700 kg; or
b) aeroplanes equipped with one or more turbine engines; or
c) aeroplanes with a seating configuration of more than 9 passenger seats.
3.2 CORPORATE AVIATION OPERATIONS
A corporate aviation operation involving three or more aircraft that are operated by
pilots employed for the purpose of flying the aircraft should be conducted in
accordance with this section.
Note.— The term “aircraft” is used to indicate that a corporate aviation operation
using a mix of aeroplanes and helicopters would be subject to this para, as long as
at least one aeroplane was involved.
3.3 GENERAL
3.3.1 Compliance with laws, regulations and procedure
3.3.1.1 An operator shall ensure that all employees know that they must
comply with the laws, regulations and procedures of those States in which
operations are conducted.
Note.— Information for pilots on flight procedure parameters and

operational procedures is contained in PANS-OPS, Volume I. Criteria for the
construction of visual and instrument flight procedures are contained in PANS-
OPS, Volume II.
3.3.1.2 An operator shall ensure that all pilots are familiar with the laws,
regulations and procedures, pertinent to the performance of their duties,
prescribed for the areas to be traversed, the aerodromes to be used and the air
navigation facilities relating thereto. The operator shall ensure that other members
of the flight crew are familiar with such of these laws, regulations and
procedures as are pertinent to the performance of their respective duties


in the operation of the aeroplane.
3.3.1.3 The pilot-in-command is responsible for operational control. An

operator shall describe the operational control system in the operations manual
and identify the roles and responsibilities of those involved with the system.
3.3.1.4 An operator shall ensure that the pilot-in-command has available on

board the aeroplane all the essential information concerning the search and
rescue services in the area over which the aeroplane will be flown
Note. — This information may be made available to the pilot by means of

the operations manual or such other means as is considered appropriate
3.3.1.5 An operator shall ensure that flight crew members demonstrate the
ability to speak and understand the English language used for
aeronautical radiotelephony communications as specified in appropriate CAR of
Sec. 7, Series G, Part III.
3.3.2 Safety management system
3.3.2.1 An operator shall establish and maintain a safety management system

that is appropriate to the size and complexity of the operation.
3.3.2.2 The safety management system should as minimum include:
a) a process to identify actual and potential safety hazards and assess the
associated risks;
b) a process to develop and implement remedial action necessary to maintain an

acceptable level of safety; and
c) provision for continuous monitoring and regular assessment of the

appropriateness and effectiveness of safety management activities.
Note. — Guidance on safety management systems is contained in the

Safety Management Manual (SMM) (Doc 9859).
3.4 FLIGHT OPERATIONS
3.4.1Operating facilities
An operator shall ensure that a flight will not be commenced unless it has been
ascertained by every reasonable means available that the ground and/or water
facilities including communication facilities and navigation aids available and
directlyrequired on such flight, for the safe operation of the aeroplane, are
adequate for the type of operation under which the flight is to be conducted.
Note.— “Reasonable means” in this para is intended to denote the use, at the
point of departure, of information available to the operator either through


official information published by the aeronautical information services or readily
obtainable from other sources
3.4.2 Operational management
3.4.2.1 Operator notification
3.4.2.1.1 If an operator has an operating base in a State other than the India,
the operator shall notify the DGCA and the State in which the operating base is
located.
3.4.2.1.2 Upon notification in accordance with 3.4.2.1.1, safety and security

oversight shall be coordinated between the State in which the operating base
is located and India
3.4.2.2 Operations manual
3.4.2.2. An operator shall provide, for the use and guidance of personnel
concerned, an operations manual containing all the instructions and information
necessary for operations personnel to perform their duties. The operations
manual shall be amended or revised as is necessary to ensure that the
information contained therein is kept up to date. All such amendments or
revisions shall be issued to all personnel that are required to use this manual.
The operations manual shall be approved by DGCA.
Note. —CAR, Section 8, Series ‘O’, Part ‘X’ contains guidance on the
organization and content of an operations manual.
3.4.2.3 Operating instructions — general
3.4.2.3.1 An operator shall ensure that all operations personnel are properly
instructed in their particular duties and responsibilities and the relationship of such
duties to the operation as a whole.
3.4.2.3.2 An operator should issue operating instructions and provide information on

aeroplane climb performance engines operating to enable the pilot-in-command to
determine the climb gradient that can be achieved during the departure phase for
the existing take-off conditions and intended take-off technique. This information
should be included in the operations manual.
3.4.2.4 In-flight simulation of emergency situations
An operator shall ensure that when passengers are being carried, no

emergency or abnormal situations shall be simulated.
3.4.2.5 Checklists
Checklists shall be used by flight crews prior to, during and after all phases of


operations, and in emergencies, to ensure compliance with the operating
procedures contained in the aircraft operating manual and the aeroplane flight
manual or other documents associated with the certificate of airworthiness and
otherwise in the operations manual, are followed. The design and utilization of
checklists shall observe Human Factors principles
Note.— Guidance material on the application of Human Factors principles can

be found in the Human Factors Training Manual (Doc 9683) and CAR Sec 2 Ser.
B Pt.II - Preparation and use of Cockpit and emergency check list.
3.4.2.6 Minimum flight altitudes
An operator shall specify, for flights which are to be conducted in

accordance with the instrument flight rules, the method of establishing terrain
clearance altitudes.
3.4.2.7.1 An operator shall establish aerodrome operating minima in accordance

with criteria specified by the State of Registry, for each aerodrome to be used in
operations. Such minima shall not be lower than any that may be established for
such aerodromes by the State of the Aerodrome, except when specifically approved
by that State.
Note.— This Standard does not require the State of the Aerodrome to establish
aerodrome operating minima.
3.4.2.7.2 The State of Registry may approve operational credit(s) for operations with
aeroplanes equipped with automatic landing systems, a HUD or equivalent displays,
EVS, SVS or CVS. Such approvals shall not affect the classification of the instrument
approach procedure. .
Note 1.— Operational credit includes:
a) for the purposes of an approach ban (2.2.4.1.2), a minima below the aerodrome
operating minima;
b) reducing or satisfying the visibility requirements; or
c) requiring fewer ground facilities as compensated for by airborne capabilities.
Note 2.— Guidance on operational credit for aircraft equipped with automatic landing
systems, a HUD or equivalent displays, EVS, SVS and CVS is contained in
Attachment 2.B and in the Manual of All-Weather Operations (Doc 9365).
Note 3.— Information regarding a HUD or equivalent displays, including references

to RTCA and EUROCAE documents, is contained in the Manual of All-Weather


3.4.2.8 Fatigue management programme
An operator shall establish and implement a fatigue management programme
that ensures that all operator personnel involved in the operation and
maintenance of aircraft do not carry out their duties when fatigued. The
programme shall address flight and duty times and be included in the
operations manual. Operator shall ensure that FDTL stipulated by DGCA are
followed.
3.4.2.9 Passengers
3.4.2.9.1 An operator shall ensure that passengers are made familiar with the
location and use of:
a)seat belts;
b)emergency exits;
c)life jackets, if the carriage of life jackets is prescribed;
d)oxygen dispensing equipment, if the provision of oxygen for the use of

passengers is prescribed; and
e)other emergency equipment provided for individual use, including passenger

emergency briefing cards.
3.4.2.9.2 An operator shall ensure that all persons on board are aware of the
location and general manner of use of the principal emergency equipment carried for
collective use.
3.4.2.9.3 An operator shall ensure that in an emergency during flight, passengers

are instructed in such emergency action as may be appropriate to the
circumstances.
3.4.2.9.4 An operator shall ensure that during take-off and landing and whenever
considered necessary, by reason of turbulence or any emergency occurring during
flight, all passengers on board an aeroplane are secured in their seats by means of
the seat belts or harnesses provided
3.4.3 Flight preparation
3.4.3.1 The operator shall develop procedures to ensure that a flight is not
commenced unless:
a) the aeroplane is airworthy, duly registered and that appropriate certificates with


respect thereto are aboard the aeroplane;
b) the instruments and equipment installed in the aeroplane are appropriate, taking
into account the expected flight conditions;
c) any necessary maintenance has been performed in accordance with para 3.8
of this CAR;
d) the mass of the aeroplane and centre of gravity location are such that the
flight can be conducted safely, taking into account the flight conditions expected;
e) any load carried is properly distributed and safely secured; and
f) the aeroplane operating limitations, contained in the flight manual, or its

equivalent, will not be exceeded.
3.4.3.2 The operator shall make available sufficient information on climb

performance with all engines operating to enable determination of the climb
gradient that can be achieved during the departure phase for the existing take-off
conditions and intended take-off technique.
3.4.3.3 Operational flight planning
An operator shall specify flight planning procedures to provide for the safe
conduct of the flight based on considerations of aeroplane performance,
other operating limitations and relevant expected conditions on the route
to be followed and at the aerodromes concerned. These procedures shall
be included in the operations manual.
Note 1.— It is the practice in some States to declare, for flight planning purposes,
higher minima for an aerodrome nominated as an alternate, than for the same
aerodrome planned as that of intended landing.
Note 2.— The requirements for flight plans are contained in Annex 2 — Rules of the
Air and Procedures for Air Navigation Services — Air Traffic Management (PANS-
ATM, Doc 4444).
3.4.3.4 Alternate Aerodromes
3.4.3.4.1 Take-off alternate aerodrome
3.4.3.4.1.1 A take-off alternate aerodrome shall be selected and specified in the

flight plan if the Metreological conditions at the aerodrome of departure are at
or below the applicable aerodrome landing minima or tat operation or it would not
be possible to return to the aerodrome of departure for other reasons.
3.4.3.4.1.2 The take-off alternate aerodrome shall be located within the


following time from the aerodrome of departure:
a) for aeroplanes having two engines. Not more than a distance equivalent to a
flight time of onehour at the single-engine cruise speed; and with two engines, one
hour of flight time at a oneengine- inoperative cruising speed, determined from the
aircraft operating manual, calculated inISA and still-air conditions using the actual
take-off mass; or
b) for aeroplanes having with three or more engines. Not more than a distance
equivalent to a flight time of two hours at the one-engine inoperative cruise speed.
two hours of flight time at an all engines operating cruising speed, determined from
the aircraft operating manual, calculated in ISA and still-air conditions using the
actual take-off mass.
3.4.3.4.1.3 For an aerodrome to be selected as a take-off alternate the

available information shall indicate that, at the estimated time of use, the
conditions will be at or above the aerodrome operating minima for that operation.
3.4.3.5 fuel requirement
3.4.3.5.1 An aeroplane shall carry a sufficiency amount of usable fuel to complete

the planned flight safely and to allow for deviations from the planned operation.
3.4.3.5.2 The amount of usable fuel to be carried shall, as a minimum, be based

on :
a) Fuel consumption data:
1) Provided by the aeroplane manufacturer ; or
2) If available, current aeroplane – specific data derived from a fuel

consumption monitoring system; and
b) The operating conditions for the planned flight including;
1) Anticipated aeroplane mass;
2) Notices to airmen;
3) Current meteorological reports or a combination of current reports

and forecasts;
4) Air traffic services procedures, restrictions and anticipated delays;

and
5) The effects of deferred maintenance items and / or configuration

deviations.


Note --- Where no specific fuel consumption data exists for the precise conditions
of the flight, the aircraft may be operated in accordance with estimated fuel
consumption data.
3.4.3.5.3 the pre- flight calculation of usable fuel required shall include:
a) Taxi fuel, which shall be the amount of fuel expected to be consumed before
take-off taking into account local conditions at the departure aerodrome and
auxiliary power unit (APU) fuel consumption;
b) Trip fuel, which shall be the amount of fuel required to enable the aeroplane
to fly from take-off until landing at the destination aerodrome taking into account
the operating conditions of 3.4.3.5.2 b);
c) Contingency fuel, which shall be the amount of fuel required to compensate

for unforeseen factors. It shall be not less than five per cent of the planned trip fule;
Note: Unforeseen factors are those which could have an influence on the fuel
consumption to the destination aerodrome, such as deviations of an individual
aeroplane from the expected fuel consumption data, deviations from forecast
meteorological conditions, extended delays and deviations from planned routings
and / or cruising levels.
d) Destination alternate fuel, which shall be:
1) where a destination alternate aerodrome is required, the amount of fuel required to

enable the aeroplane to:
i) perform a missed approach at the destination aerodrome;

ii) climb to the expected cruising altitude;
iii) fly the expected routing;
iv) descend to the point where the expected approach is initiated; and
v) conduct the approach and landing at the destination alternate aerodrome; or
2) where a flight is operated without a destination alternate aerodrome, the
amount of fuel required to enable the aeroplane to fly for 15 minutes at holding
speed at 450 m (1 500 ft) above destination aerodrome elevation in standard
conditions; or
3) where the aerodrome of intended landing is an isolated aerodrome:
i) for a reciprocating engine aeroplane, the amount of fuel required to fly for 45
minutes plus 15 per cent of the flight time planned to be spent at cruising level,
including final reserve fuel, or two hours, whichever is less; or


ii) for a turbine-engined aeroplane, the amount of fuel required to fly for two
hours at normal cruise consumption above the destination aerodrome, including final
reserve fuel;
e) final reserve fuel, which shall be the amount of fuel on arrival at the destination
alternateaerodrome, or the destination aerodrome when no destination alternate
aerodrome is required:
1) for a reciprocating engine aeroplane, the amount of fuel required to fly for 45
minutes; or
2) for a turbine-engined aeroplane, the amount of fuel required to fly for 30

minutes at holding speed at 450 m (1 500 ft) above aerodrome elevation in standard
conditions
f) additional fuel, which shall be the supplementary amount of fuel required to enable
the aircraft to descend as necessary and proceed to land at an alternate aerodrome
in the event of engine failure or loss of pressurization based on the assumption that
such a failure occurs at the most critical point along the route;
g) discretionary fuel, which shall be the extra amount of fuel to be carried at the
discretion of the pilot-in-command.
3.4.3.5.4 Operators should determine one final reserve fuel value for each
aeroplane type and variant in their fleet rounded up to an easily recalled figure.
3.4.3.5.5 The use of fuel after flight commencement for purposes other than
originally intended during pre-flight planning shall require a re-analysis and, if
applicable, adjustment of the planned operation.
Note.— Nothing in 3.4.3.5 precludes the in-flight amendment of a flight plan to re-
plan that flight to another aerodrome, provided that the requirements of 3.4.3.5 can
be complied with from the point where the flight is re-planned.
3.4.3.6 In-flight fuel management
3.4.3.6.1 An operator shall establish policies and procedures to ensure that in-flight
fuel checks and fuel management are performed.
3.4.3.6.2 The pilot-in-command shall continually ensure that the amount of usable
fuel remaining on board is not less than the fuel required to proceed to an
aerodrome where a safe landing can be made with the planned final reserve fuel
remaining upon landing.
Note.— The protection of final reserve fuel is intended to ensure a safe landing at
any aerodrome when unforeseen occurrences may not permit safe completion of
an operation as originally planned. Guidance on flight planning including the
circumstances that may require re-analysis, adjustment and/or replanning of the
planned operation before take-off or en-route, is contained in the Flight Planning


and Fuel Management Manual (Doc 9976).
3.4.3.6.3 The pilot-in-command shall request delay information from ATC when
unanticipated circumstances may result in landing at the destination aerodrome
with less than the final reserve fuel plus any fuel required to proceed to an
alternate aerodrome or the fuel required to operate to an isolated aerodrome.
3.4.3.6.4 The pilot-in-command shall advise ATC of a minimum fuel state by

declaring MINIMUM FUEL when, having committed to land at a specific
aerodrome, the pilot calculates that any change to the existing clearance to that
aerodrome may result in landing with less than the planned final reserve fuel.
Note.— The declaration of MINIMUM FUEL informs ATC that all planned
aerodrome options have been reduced to a specific aerodrome of intended landing
and any change to the existing clearance may result in landing with less than the
planned final reserve fuel. This is not an emergency situation but an indication that
an emergency situation is possible should any additional delay occur.
3.4.3.6.5 The pilot-in-command shall declare a situation of fuel emergency by

broadcasting MAYDAY MAYDAY MAYDAY FUEL, when the calculated usable fuel
estimated to be available upon landing at the nearest aerodrome where a safe
landing can be made is less than the planned final reserve fuel.
Note 1.— The planned final reserve fuel refers to the value calculated in 3.4.3.5.3
e) and is the minimum amount of fuel required upon landing at any aerodrome.
Note 2.— The words “MAYDAY FUEL” describe the nature of the distress
conditions as required in Annex 10, Volume II, 5.3.2.1, b) 3.
3.4.3.7 Additional requirements for operations beyond 60 minutes to an en-route

alternate aerodrome When conducting operations beyond 60 minutes from a point
on a route to an Enroute alternate aerodrome operators should ensure that:
a) en-route alternate aerodromes are identified; and
b) the pilot-in-command has access to current information on the identified en-

route alternate aerodromes, including operational status and meteorological
conditions.
3.4.4 In-flight procedures
3.4.4.1 Instrument approaches
3.4.4.1.1 In the aircraft operating manual as stated in 3.6.1.2 an operator should

include operating procedures for conducting instrument approaches.
3.4.4.2.1 All flight crew members, when engaged in performing duties essential to
the safe operation of an aeroplane in flight, shall use breathing oxygen continuously


whenever the circumstances prevail for which its supply has been required in
3.4.3.6.1 or 3.4.3.6.2.
3.4.4.2.2 All flight crew members of pressurized aeroplanes operating above an

altitude where the atmospheric pressure is less than 376 hPa shall have available at
the flight duty station a quick-donning type of oxygen mask which will readily supply
oxygen upon demand.
3.4.4.3 Aeroplane operating procedures for noise abatement
3.4.4.3.1 Aeroplane operating procedures for noise abatement should comply with
the provisions of PANS-OPS (Doc 8168), Volume I, Section 7, Chapter 3.
3.4.4.3.2 Noise abatement procedures specified by an operator for any one

aeroplane type should be the same for all aerodromes.
Note. — A single procedure may not satisfy requirements at some aerodromes. A

specific clearance would be required from DGCA for this.
3.4.4.4 Aeroplane operating procedures for rates of climb and decent Unless
otherwise specified in an air traffic control instruction, to avoid the unnecessary
airborne collision avoidance system (ACASII) resolution advisories in the aircraft at
or approaching adjacent altitudes or flight levels, pilot should consider using
appropriate procedures to ensure that a rate of climb and descent of less than
8m/sec or 1500 ft/min (depending on the instrumentation available) is achieved
throughout the last 300m (1000ft) of climb and descent to the assigned altitude or
flight level, when made aware of another aircraft at or approaching an adjacent
altitude or flight level.
Note1 ---- Operations Circular 7/2010: Operational Procedures And Training

Requirements Of Airborne Collision Avoidance System (ACAS) Equipment.
Note2. — Material concerning the development of these procedures is contained in

PANS-OPS (Doc 8168) Volume I, Part III, Section 3, Chapter 3.
3.4.5 Duties of pilot-in-command
3.4.5.1 The pilot-in-command shall ensure that the checklists specified in

3.4.2.5 are complied with in detail.
3.4.5.2 If an emergency situation which endangers the safety of the

aeroplane or persons necessitates the taking of action which involves a violation of
regulations or procedures, the pilot-in-command / operator shall notify the nearest
Air Safety office of DGCA without delay in accordance with the procedure as
prescribed in CAR, Section 5, Series ‘C’, Part-I. In the event such emergency
situation occurs outside India, the pilot-in command shall notify the appropriate
local authority without delay and if required by the State in which the incident


occurs, the pilot-in-command shall also submit a report of the occurrence on any
such violation to the appropriate authority of such State. The pilot-in-command
shall submit a copy of the occurrence report to the DGCA marked attention of
Director of Air Safety (Hqrs) with a copy endorsed to the Regional Air Safety Office
where the aeroplane is normally based. Such reports shall be submitted within 48
hours.
Note.— A definition of the term “serious injury” is contained in CAR, Section 5,

Series ‘C’, PartI.
3.4.5.3 The pilot-in-command shall be responsible for reporting all known or

suspected defects in the aeroplane, to the operator, at the termination of the flight
3.4.5.4 The pilot-in-command shall be responsible for the journey log book or the
general declaration containing the information listed in 2.8.2.
3.4.6 Cabin baggage (take-off and landing)
An operator shall specify procedures to ensure that all baggage carried onto an
aeroplane and taken into the passenger cabin is adequately and securely stowed.
3.5 AEROPLANE PERFORMANCE OPERATING LIMITATIONS
3.5.1 General
For aeroplanes for which Parts IIIA and IIIB of ICAO Annex 8 are not applicable
because of the exemption provided for in Article 41 of the Convention, the operator
should ensure that the level of performance specified in 3.5.2 should be met as far
as practicable.
3.5.2 Applicable to aeroplanes certificated in accordance with Parts IIIA and IIIB of
ICAO annex 8
3.5.2.1 The Standards contained in 3.5.2.2 to 3.5.2.9 inclusive are applicable to the
aeroplanes to which Parts IIIA and IIIB of Annex 8 are applicable.
Note.— The Standards of ICAO Annex 8 — Airworthiness of Aircraft, Parts IIIA and
IIIB, apply to all aeroplanes of over 5 700 kg maximum certificated take-off mass
intended for the carriage of passengers or cargo or mail in international air
navigation.
3.5.2.2 An aeroplane shall be operated in compliance with the terms of its certificate
of airworthiness and within the approved operating limitations contained in its flight
manual.
3.5.2.3 The operator shall take such precautions as are reasonably possible to
ensure that the general level of safety contemplated by these provisions is
maintained under all expected operating conditions, including those not covered
specifically by the provisions of this para 3.5.


3.5.2.4 A flight shall not be commenced unless the performance information provided
in the flight manual indicates that the Standards of 3.5.2.5 to 3.5.2.9 can be complied
with for the flight to be undertaken.
3.5.2.5 In applying the requirements of this para 3.5, account shall be taken of all
factors that significantly affect the performance of the aeroplane (such as:
mass, operatingprocedures, the pressure-altitude appropriate to the elevation
of the aerodrome, temperature, wind, runway gradient and condition of runway, i.e.
presence of slush, water and/or ice, for landplanes, water surface condition for
seaplanes). Such factors shall be taken into account directly as operational
parameters or indirectly by means of allowances or margins,
3.5.2.6 Mass limitations
a)The mass of the aeroplane at the start of take-off shall not exceed the mass at
which 3.5.2.7 is complied with, nor the mass at which 3.5.2.8 and 3.5.2.9 are
complied with, allowing for expected reductions in mass as the flight proceeds, and
for such fuel jettisoning as is envisaged in applying 3.5.2.8 and 3.5.2.9 and, in
respect of alternate aerodromes, 3.5.2.6 c) and 3.5.2.9.
b)In no case shall the mass at the start of take-off exceed the maximum take-
off mass specified in the flight manual for the pressure-altitude appropriate to
the elevation of the aerodrome, and if used as a parameter to determine the
maximum take-off mass, any other local atmospheric condition.
c) In no case shall the estimated mass for the expected time of landing at
the aerodrome of intended landing and at any destination alternate
aerodrome, exceed the maximum landing mass specified in the flight manual
for the pressure-altitude appropriate to the elevation of those aerodromes, and if
used as a parameter to determine the maximum landing mass, any other local
atmospheric condition.
d)In no case shall the mass at the start of take-off, or at the expected time
of landing at the aerodrome of intended landing and at any destination alternate
aerodrome, exceed the relevant maximum masses at which compliance has been
demonstrated with the applicable noise certification Standards in ICAO Annex 16,
Volume I, unless otherwise authorized in exceptional circumstances for a
certain aerodrome or a runway where there is no noise disturbance problem, by
the competent authority of the State in which the aerodrome is situated.
3.5.2.7 Take-off. The aeroplane shall be able, in the event of a critical power-
unit failing at any point in the take-off, either to discontinue the take-off and stop
within the accelerate-stop distance available [or runway available], or to
continue the take-off and clear all obstacles along the flight path by an adequate
margin until the aeroplane is in a position to comply with 3.5.2.8.


3.5.2.7.1 In determining the length of the runway available, account shall be taken
of the loss, if any, of runway length due to alignment of the aeroplane prior to take-
off.
3.5.2.8 En route — one power-unit inoperative. The aeroplane shall be able, in the
event of the critical engine becoming inoperative at any point along the route or
planned diversions there from, to continue the flight to an aerodrome at which the
requirements of 3.5.2.9 can be met, without flying below the minimum obstacle
clearance altitude at any point.
3.5.2.9 Landing. The aeroplane shall, at the aerodrome of intended landing and at
any alternate aerodrome, after clearing all obstacles in the approach path by a safe
margin, be able to land, with assurance that it can come to a stop or, for a
seaplane, to a satisfactorily low speed, within the landing distance available.
Allowance shall be made for expected variations in the approach and landing
techniques, if such allowance has not been made in the scheduling of performance
data.
3.6 AEROPLANE INSTRUMENTS, EQUIPMENT AND FLIGHT DOCUMENTS
Note.— Specifications for the provision of aeroplane communication and navigation

equipment are contained in para 3.7.
3.6.1 General
3.6.1.1 Where a master minimum equipment list (MMEL) is established for the
aircraft type, the operator shall include in the operations manual a minimum
equipment list (MEL) approved by the State of Registry of the aeroplane which will
enable the pilot-in-command to determine whether a flight may be commenced or
continued from any intermediate stop should any instrument, equipment or systems
become inoperative
Note.— Appendix 4 contains guidance on the minimum equipment list.
3.6.1.2 An operator should provide operations staff and flight crew with an
aircraft operating manual, for each aircraft type operated, containing the normal,
abnormal and emergency procedures relating to the operation of the aircraft. The
manual should be consistent with the aircraft flight manual and checklists to be used.
The design of the manual should observe Human Factors principles.
Note.— Guidance material on the application of Human Factors principles can be

found in the Human Factors Training Manual (Doc 9683).
3.6.2 Aeroplanes on all flights
3.6.2.1 In addition to the requirements contained in 2.4.2.2, an aeroplane shall be

equipped with:


a)accessible and adequate medical supplies appropriate to the number of
passengers the aeroplane is authorized to carry.
b)Medical supplies should comprise one or more first-aid kits.
Note.— Guidance on the types, number, location and contents of the medical
supplies is given in CAR, Section 2, Series ‘X’, Part-III.
c) a safety harness for each flight crew seat. The safety harness for each pilot
seat shall incorporate a device which will automatically restrain the occupant’s torso
in the event of rapid deceleration;
d)The safety harness for each pilot seat should incorporate a device to prevent a
suddenly incapacitated pilot from interfering with the flight controls
Note. — Safety harness includes shoulder straps and a seat belt which may be
used independently.
e)means of ensuring that the following information and instructions are conveyed to
passengers:
1)when seat belts are to be fastened;
2)when and how oxygen equipment is to be used if the carriage of oxygen is

required;
3)restrictions on smoking;
4)location and use of life jackets or equivalent individual flotation devices where their
carriage is required;
5)location of emergency equipment; and
6)location and method of opening emergency exits.
3.6.2.2An aeroplane shall carry:
a)the operations manual prescribed in 3.4.2.2, or those parts of it that pertain to flight
operations;
b)the flight manual for the aeroplane, or other documents containing performance
data required for the application of para 3.5 and any other information necessary for
the operation of the aeroplane within the terms of its certificate of airworthiness,
unless these data are available in the operations manual; and
c)the checklists to which 3.4.2.5 refers.
3.6.3 Flight recorders


3.6.3.1 The requirements of flight data recorders and cockpit voice recorders are
contained in CAR, Section 2, Series ‘I’, Part ‘V’ and Part ‘VI’ respectively.
Aeroplanes on long-range over-water flights
3.6.3.2 Aeroplanes on long-range over-water flights
3.6.3.2.1 The operator of an aeroplane operated on an extended flight over water

shall determine the risks to survival of the occupants of the aeroplane in the event of
a ditching. The operator shall take into account the operating environment and
conditions such as, but not limited to, sea state and sea and air temperatures, the
distance from land suitable for making an emergency landing, and the availability of
search and rescue facilities. Based upon the assessment of these risks, the operator
shall, in addition to the equipment required in 2.4.4.3, ensure that the aeroplane is
appropriately equipped with:
a)life-saving rafts in sufficient numbers to carry all persons on board, stowed so as to

facilitate their ready use in emergency, provided with such lifesaving equipment,
including means of sustaining life, as is appropriate to the flight to be undertaken;
and
b)equipment for making the distress signals described in ICAO Annex 2.
3.6.3.2.2 ach life jacket, when carried in accordance with 2.4.4.3, shall be equipped
with a means of electric illumination for the purpose of facilitating the location of
persons, except where the requirement of 2.4.4.3.1 is met by the provision of
individual flotation devices other than life jackets.
issued before 1 January 1990.
3.6.3.3.1 Pressurized aeroplanes intended to be operated at flight altitudes at which

the atmospheric pressure will be less than 376 hPa shall be equipped with a device
to provide positive warning to the flight crew of any dangerous loss of pressurization.
3.6.3.3.2 An aeroplane intended to be operated at flight altitudes at which the

atmospheric pressure in personnel compartments is less than 700 hPa in personnel
compartments shall be equipped with oxygen storage and dispensing apparatus
capable of storing and dispensing the oxygen supplies required in 3.4.3.6.1.
3.6.3.3.3 An aeroplane intended to be operated at flight altitudes at which the

atmospheric pressure is less than 700 hPa but which is provided with means of
maintaining pressures greater than 700 hPa shall be provided with oxygen storage
and dispensing apparatus capable of storing and dispensing the oxygen supplies
required in 3.4.3.6.2.
3.6.4 Aeroplanes in icing conditions
Aeroplanes shall be equipped with suitable de-icing and/or anti-icing devices when
operated in circumstances in which icing conditions are reported to exist or are


expected to be encountered.
3.6.5 Aeroplanes operated in accordance with the instrument flight rules
3.6.5.1 In addition to the requirements contained in 2.4.7, aeroplanes when

operated in accordance with the instrument flight rules or when the aeroplane cannot
be maintained in a desired attitude without reference to one or more flight
instruments, shall be equipped with two independent altitude measuring and display
systems.
3.6.5.2 Aeroplanes over 5700 kg —Emergency power supply for electrically operated
attitude indicating instruments
3.6.5.2.1 Aeroplanes of a maximum certificated take-off mass of over 5700 kg newly

introduced into service after 1 January 1975 shall be fitted with an emergency power
supply, independent of the main electrical generating system, for the purpose of
operating and illuminating, for a minimum period of 30 minutes, an attitude indicating
instrument (artificial horizon), clearly visible to the pilot-in-command. The emergency
power supply shall be automatically operative after the total failure of the main
electrical generating system and clear indication shall be given on the instrument
panel that the attitude indicator(s) is being operated by emergency power.
3.6.5.2.2 Aircraft with advanced cockpit automation systems (glass cockpits) should
have system redundancy that provides the flight crew with attitude, heading,
airspeed and altitude indications in case of failure of the primary system or display
3.6.5.2.3 Instruments that are used by any one pilot shall be so arranged as to
permit the pilot to see their indications readily from his or her station, with the
minimum practicable deviation from the position and line of vision normally assumed
when looking forward along the flight path
3.6.6 Pressurized aeroplanes when carrying passengers — weather detecting

Equipment
Pressurized aeroplanes when carrying passengers shall be equipped with
operative weather-detecting equipment capable of detecting thunderstorms
whenever such aeroplanes are being operated in areas where such conditions may
be expected to exist along the route either at night or under instrument
meteorological conditions.
3.6.7 Aeroplanes operated above 15000 m (49000 ft) — radiation indicator

Aeroplanes intended to be primarily operated above 15000 m (49000 ft) should carry
equipment to measure and indicate continuously the dose rate of total cosmic
radiation being received (i.e. the total of ionizing and neutron radiation of galactic
and solar origin) and the cumulative dose on each flight. The display unit of the
equipment shall be readily visible to a flight crew member.


Note— The equipment is calibrated on the basis of assumptions acceptable to the
relevant authorities
3.6.9 Aeroplanes carrying passengers — cabin crew seats
3.6.9.1 Aeroplanes for which the individual certificate of airworthiness is first issued
on or after 1 January 1981. Aeroplanes shall be equipped with a forward or rearward
facing seat (within 15 degrees of the longitudinal axis of the aeroplane), fitted with a
safety harness for the use of each cabin crew member required to satisfy the intent
of 3.12.1 in respect of emergency evacuation.
3.6.9.2 Aeroplanes for which the individual certificate of airworthiness was

first issued before 1 January 1981
3.6.9.2.1 Aeroplanes should be equipped with a forward or rearward facing seat

(within 15 degrees of the longitudinal axis of the aeroplane), fitted with a safety
harness for the use of each cabin crew member required to satisfy the intent of
3.12.1 in respect of emergency evacuation.
Note.— Safety harness includes shoulder straps and a seat belt which may be
used independently.
3.6.9.2.2 Cabin crew seats provided in accordance with 3.6.9.1 or 3.6.9.2.1 shall be
located near floor level and other emergency exits as required by the DGCA for
emergency evacuation.
3.6.10 Aeroplanes required to be equipped with an airborne collision

avoidance system (ACAS)
All aeroplanes shall be fitted with airborne collision avoidance system in

accordance with CAR, Section-2, Series ’I’, Part ‘VIII’.
3.6.11Aeroplanes required to be equipped with a pressure-altitude reporting

Transponder
All aeroplanes shall be fitted with pressure-altitude reporting transponder in

accordance with CAR, Section-2, Series ’R’, Part ‘IV’.
3.6.12 Microphones
All flight crew members required to be on flight deck duty shall
communicate through boom or throat microphones below the transition
level/altitude.


Note: For high Performance aircraft FL 100/ 10000 ft. is recommended

instead of Transition Altitude/ Level
3.6.13 Aeroplanes equipped with automatic landing systems, a head-up

displays (HUD) or equivalent displays, enhanced vision systems (EVS),
synthetic vision systems (SVS) and/or combined vision systems (CVS)
3.6.13.1 Where aeroplanes are equipped with automatic landing systems, a HUD
or equivalent displays, or EVS, SVS or CVS, or any combination of those systems
into a hybrid system, the use of such systems for the safe operation of an
aeroplane shall be approved by the State of Registry.
Note.— Information regarding a HUD or equivalent displays, including references

to RTCA and EUROCAE documents, is contained in the Manual of All-Weather
3.6.13.2 In approving the operational use of automatic landing systems, HUD or

equivalent displays, EVS, SVS or CVS, the State of Registry shall ensure that:
a) the equipment meets the appropriate airworthiness certification

requirements;
b) the operator has carried out a safety risk assessment associated with the
operations supported by the automatic landing systems, a HUD or equivalent
displays, EVS, SVS or CVS;
c) the operator has established and documented the procedures for the use of,
and training requirements for, automatic landing systems, a HUD or equivalent
displays, EVS, SVS or CVS.
Note 1.— Guidance on safety risk assessments is contained in the Safety

Management Manual (SMM) (Doc 9859).
Note 2.— Guidance on operational approvals is contained in Attachment 2.B
3.7 AEROPLANE COMMUNICATION AND NAVIGATION EQUIPMENT
3.7.1Communication equipment
In addition to the requirements of 2.5.1.1 to 2.5.1.5, an aeroplane shall be provided

with radio communication equipment capable of:
a)conducting two-way communication for aerodrome control purposes;
b)receiving meteorological information at any time during flight; and
c) conducting two-way communication at any time during flight with at least one
aeronautical station and with such other aeronautical stations and on such
frequencies as may be prescribed by the appropriate authority/DGCA.


Note.— The requirements of 3.7.1 are considered fulfilled if the ability to conduct the
communications specified therein is established during radio propagation conditions
which are normal for the route.
The equipment installation shall be such that the failure of any single unit required for
either communications or navigation purposes or both will not result in the failure of
another unit required for communications or navigation purposes.
3.7.3 Electronic navigation data management
3.7.3.1 An operator of an aeroplane shall not employ electronic navigation data

products that have been processed for application in the air and on the ground
unless the DGCA has approved the operator’s procedures for ensuring that the
process applied and the products delivered have met acceptable standards of
integrity and that the products are compatible with the intended function of the
equipment that will use them. The operator shall continue to monitor both process
and products.
Note. — Guidance relating to the processes that data suppliers may follow is
contained in RTCA DO-200A/EUROCAE ED-76 and RTCA DO-201A/EUROCAE
ED-77.
3.7.3.2 An operator shall implement procedures that ensure the timely

distribution and insertion of current and unaltered electronic navigation data to all
aeroplanes that require it.
3.8 AEROPLANE MAINTENANCE
3.8.1 Operator’s maintenance responsibilities
3.8.1.1 An operator shall comply with the requirements of 2.6.1.
3.8.1.2 An operator should ensure that all maintenance personnel receive initial and
continuation training acceptable to the DGCA and appropriate to their assigned
tasks and responsibilities. This should include Human Factors and coordination with
other maintenance personnel and flight crew
Note. — Guidance material on the application of Human Factors principles can be

3.8.2 Operator’s maintenance control manual
An operator should provide a maintenance control manual, as specified in

3.11.1, for the use and guidance of maintenance and operations personnel. The
design of the manual should observe Human Factors principles.
Note 1.— Guidance material on the application of Human Factors principles can be


Note 2.— States may provide guidance material as outlined in 3.11.2 or reference
accepted industry codes of practice.
3.8.3 Maintenance programme
An operator shall provide, for the use and guidance of maintenance and operational
personnel concerned, a maintenance programme, acceptable to the State of
Registry, containing the information required by 3.11.2. The design and application
of the operator’s maintenance programme shall observe Human Factors principles.
3.8.4 An operator of an aeroplane of a maximum certificated take-off mass in

excess of 5700 kg shall, as prescribed by the DGCA, ensure that the information
resulting from maintenance and operational experience with respect to continuing
airworthiness, is transmitted as required by CAR, Section 2, Series ‘C’, Part ‘I’.
3.8.5 Maintenance release
3.8.5.1 A maintenance release shall be completed and signed, as prescribed by the

DGCA, to certify that the maintenance work has been performed in accordance with
the maintenance programme or other data and procedures acceptable to the DGCA.
3.8.5.2 A maintenance release shall contain a certification including:
a)basic details of the maintenance performed;
b)the date such maintenance was completed;
c) when applicable, the identity of the approved maintenance organization; and
d)the identity of the person or persons signing the release.
3.9 AEROPLANE FLIGHT CREW
3.9.1 Composition of the flight crew
3.9.1.1 Designation of pilot-in-command
For each flight the operator shall designate a pilot to act as pilot-in-command.
3.9.1.2 Flight engineer

When a separate flight engineer’s station is incorporated in the design of an
aeroplane, the flight crew shall include at least one flight engineer especially
assigned to that station, unless the duties associated with that station can be
satisfactorily performed by another flight crew member, holding a flight engineer
licence, without interference with regular duties.


3.9.2 Flight crew member emergency duties
An operator shall, for each type of aeroplane, assign to all flight crew members the
necessary functions they are to perform in an emergency or in a situation requiring
emergency evacuation. Recurrent training in accomplishing these functions shall be
contained in the operator’s training programme and shall include instruction in the
use of all emergency and life-saving equipment required to be carried, and drills in
the emergency evacuation of the aeroplane.
3.9.3 Flight crew member training programmes
An operator shall establish and maintain a training programme that is designed to

ensure that a person who receives training acquires and maintains the competency
to perform assigned duties, including skills related to human performance.
3.9.3.2 Ground and flight training programmes shall be established, either through
internal programmes or through a training services provider, and shall include or
make reference to a syllabus for those training programmes in the company
perations manual.
3.9.3.3 The training programme shall include training to competency for all
equipment installed.
3.9.3.2 4 Flight simulators should be used to the maximum extent practicable for
initial and annual recurrent training.
3.9.4 Qualifications
3.9.4.1 3.9.4.1 Flight crew member licensing
3.9.4.1.1 An operator shall:
a) ensure that each flight crew member assigned to duty holds a valid licence issued
by the DGCA, or if issued by another Contracting State, rendered valid by the
DGCA;
b) ensure that flight crew members are properly rated; and
c) be satisfied that flight crew members are competent to carry out assigned duties.
3.9.4.1.2 The operator of an aeroplane equipped with an airborne collision avoidance

system (ACAS II) shall ensure that each flight crew member has been appropriately
trained to competency in the use of ACAS II equipment and the avoidance of
collisions.
Note 1.— Procedures for the use of ACAS II equipment are specified in the
Procedures for Air Navigation Services — Aircraft Operations (PANS-OPS, Doc
8168), Volume I — Flight Procedures. ACAS II Training Guidelines for Pilots are


provided in PANS-OPS, Volume I, Attachment to Part III, Section 3, Chapter 3.
Operations Circular 7/2010: Operational Procedures And Training Requirements Of
Airborne Collision Avoidance System (ACAS) Equipment.
Note 2.— Appropriate training, to the satisfaction of the DGCA, to competency in the
use of ACAS II equipment and the avoidance of collisions may be evidenced, for
example, by:
a) possession of a type rating for an aeroplane equipped with ACAS II, where the
operation and use of ACAS II are included in the training syllabus for the type rating;
or
b) possession of a document issued by a training organization or person approved

by the State to conduct training for pilots in the use of ACAS II, indicating that the
holder has been trained in accordance with the guidelines referred to in Note 1; or
c) a comprehensive pre-flight briefing by a pilot who has been trained in the use of
ACAS II in accordance with the guidelines referred to in Note 1.
3.9.4.2 Recent experience — pilot-in-command
An operator shall not assign a pilot to act as pilot-in-command of an aeroplane

unless that pilot has made at least three take-offs and landings within the preceding
90 days on the same type of aeroplane or in a flight simulator approved for the
purpose.
3.9.4.3 Recent experience — co-pilot
An operator shall not assign a co-pilot to operate at the flight controls of an

aeroplane during take-off and landing unless that pilot has made at least three take-
offs and landings within the preceding 90 days on the same type of aeroplane or in a
flight simulator approved for the purpose.
3.9.4.4 Pilot proficiency checks
An operator shall ensure that piloting technique and the ability to execute emergency
procedures is checked periodically in such a way as to demonstrate the pilot’s
competence. Where the operation may be conducted under the instrument flight
rules, an operator shall ensure that the pilot’s competence to comply with such rules
is demonstrated to either a check pilot of the operator or a representative of the
State issuing the pilot licence.
Note. — The periodicity of the checks referred to in 3.9.4.4 is dependent upon the
complexity of both the aeroplane and the operation.


3.10 FLIGHT OPERATIONS OFFICER/FLIGHT DISPATCHER
An operator should ensure that any person assigned as a flight operations

officer/flight dispatcher meets the requirements detailed in CAR, Section 7, Series M,
Part II.
3.11 MANUALS, LOGS AND RECORDS
3.11.1 Operator’s maintenance control manual An operator’s maintenance control

manual provided in accordance with 3.8.2, which may a contain information about:
a) the means for complying with the procedures required by 3.8.1.1;
b) the means of recording the names and duties of the person or persons required
by 3.8.1.1;
c) the maintenance programme required by 3.8.3.1;
d) the methods used for the completion and retention of the operator’s maintenance
records required by 3.8.5;
e) the procedures for complying with the service information reporting requirements
of CAR, Section 2, Series ‘C’, Part I;
f) the procedures for implementing action resulting from mandatory continuing

airworthiness information;
g) a system of analysis and continued monitoring of the performance and efficiency

of the maintenance programme, in order to correct any deficiency in that programme;
h) the aircraft types and models to which the manual applies;
i) the procedures for ensuring that unserviceabilities affecting airworthiness are

recorded and rectified; and
j) procedures for advising the DGCA of significant in-service occurrences.
3.11.2 Maintenance programme
3.11.2.1 A maintenance programme for each aeroplane as required by 3.8.3 shall

contain the following information:
a) maintenance tasks and the intervals at which these are to be performed, taking
into account the anticipated utilization of the aeroplane;
b) when applicable, a continuing structural integrity programme;
c) procedures for changing or deviating from a) and b) above as approved by the

DGCA; and


d) when applicable and approved by the DGCA, condition monitoring and reliability
programme descriptions for aircraft systems, components and powerplants
3.11.2.2 Maintenance tasks and intervals that have been specified as mandatory in
approval of the type design, or approved changes to the maintenance programme,
shall be identified as such.
3.11.2.3 The maintenance programme should be based on maintenance programme

information made available by the State of Design or by the organization responsible
for the type design, and any additional applicable experience.
3.11.3 Flight recorder records
The owner of the aeroplane, or in the case where it is leased, the lessee, shall
ensure, to the extent possible, in the event the aeroplane becomes involved in an
accident or incident, the preservation of all related flight recorder records and, if
necessary, the associated flight recorders, and their retention in safe custody
pending their disposition as determined by DGCA.
3.12 CABIN CREW
3.12.1 Assignment of emergency duties An operator shall provide adequate number

of cabin crew in accordance with Rule 38B of the Aircraft rules 1937, in order to
effect a safe and expeditious evacuation of the aeroplane, and the necessary
functions to be performed in an emergency situation or a situation requiring
emergency evacuation. The operator shall assign these functions for each type of
aeroplane.
3.12.2 Cabin crew at emergency evacuation stations When cabin crew are required
by a State authority, each cabin crew member assigned to emergency evacuation
duties shall occupy a seat provided in accordance with 3.6.9 during take-off and
landing and whenever the pilot-in- command so directs.
3.12.3 Protection of cabin crew during flight
Each cabin crew member shall be seated with seat belt or, when provided, safety
harness fastened during takeoff and landing and whenever the pilot-in- command so
directs.
3.12.4 Training
3.12.4.1 An operator shall ensure that a training programme is completed by all

persons before being assigned as a cabin crew member.
3.12.4.2 An operator should establish and maintain a cabin crew training programme
that is designed to ensure that persons who receive training acquire the competency
to perform their assigned duties and includes or makes reference to a syllabus for


the training programme in the company operations manual. The training programme
should include Human Factors training.
Note. — Details on training programme of cabin crew is available in CAR, Section-7,

Series ‘M’, Part-1
3.13 SECURITY
3.13.1 Security programme
Each operator including corporate operator who are using aircraft with a maximum
take-off mass greater than 5700 kg, establishes, implements and maintains a written
operator security programme that meets the requirements of the “Bureau of Civil
Aviation Security” (BCAS).
Dr. Prabhat Kumar

Director General Civil Aviation


APPENDIX-1
CARRIAGE AND USE OF OXYGEN
Supplementary to 2.2.3.8
Introduction
The performance of crew members and the well-being of passengers during flights at
such altitudes where a lack of oxygen might result in impairment of faculties are of
major concern. Research conducted in altitude chambers or by exposure to
mountain elevations indicates that human tolerance could be related to the altitude
concerned and the exposure time. The subject is dealt with in detail in the Manual of
Civil Aviation Medicine (Doc 8984). In the light of the above and to further assist the
pilot-in-command in providing the oxygen supply intended by
2.2.3.8 of this CAR, the following guidelines, are considered relevant.
1. Oxygen supply
1.1 A flight to be operated at altitudes at which the atmospheric pressure in

personnel compartments will be less than 700 hPa shall not be commenced unless
sufficient stored breathing oxygen is carried to supply:
a) all crew members and 10 per cent of the passengers for any period in excess of
30 minutes that the pressure in compartments occupied by them will be between 700
hPa and 620 hPa; and
b) all crew members and passengers for any period that the atmospheric pressure in
compartments occupied by them will be less than 620 hPa.
1.2 A flight to be operated with a pressurized aeroplane shall not be commenced

unless a sufficient quantity of stored breathing oxygen is carried to supply all crew
members and passengers, as is appropriate to the circumstances of the flight being
undertaken, in the event of loss of pressurization, for any period that the atmospheric
pressure in any compartment occupied by them would be less than 700 hPa. In
addition, when an aeroplane is operated at flight altitudes at which the atmospheric
pressure is less than 376 hPa, or which, if operated at flight altitudes at which the
atmospheric pressure is more than 376 hPa and cannot descend safely within four
minutes to a flight altitude at which the atmospheric pressure is equal to 620 hPa,
there shall be no less than a 10-minute supply for the occupants of the passenger
compartment.
2. Use of oxygen
2.1 All flight crew members, when engaged in performing duties essential to the safe
operation of an aeroplane in flight, shall use breathing oxygen continuously
whenever the circumstances prevail for which its supply has required in 1.1 or 1.2.


2.2 All flight crew members of pressurized aeroplanes operating above an altitude
where the atmospheric pressure is less than 376 hPa shall have available at the
flight duty station a quick donning type of mask which will readily supply oxygen
upon demand.
Note.— Approximate altitudes in the Standard Atmosphere corresponding to the

values of absolute pressure used in the text are as follows:
Absolute pressure Meters Feet

700 hpa 3000 10000
620 hpa 4000 13000
376 hpa 7600 25000


APPENDIX 2
LIGHTS TO BE DISPLAYED BY AEROPLANES

(Note.— See 2.4.8)
1. Terminolology
When the following terms are used in this Appendix, they have the following
meanings:
Angles of coverage.
a)Angle of coverage A is formed by two intersecting vertical planes making angles of

70 degrees to the right and 70 degrees to the left respectively, looking aft along the
longitudinal axis to a vertical plane passing through the longitudinal axis.
b) Angle of coverage F is formed by two intersecting vertical planes making

angles of 110 degrees to the right and 110 degrees to the left respectively,
looking forward along the longitudinal axis to a vertical plane passing through
the longitudinal axis.
c) Angle of coverage L is formed by two intersecting vertical planes, one

parallel to the longitudinal axis of the aeroplane, and the other 110 degrees to
the left of the first, when looking forward along the longitudinal axis.
d) Angle of coverage R is formed by two intersecting vertical planes,

one parallel to the longitudinal axis of the aeroplane, and the other 110
degrees to the right of the first, when looking forward along the longitudinal
axis.
Horizontal plane. The plane containing the longitudinal axis and perpendicular
to the plane of symmetry of the aeroplane.
Longitudinal axis of the aeroplane. A selected axis parallel to the direction of

flight at a normal cruising speed, and passing through the centre of gravity
of the aeroplane.
Making way. An aeroplane on the surface of the water is “making way” when it
is under way and has a velocity relative to the water.
Under command. An aeroplane on the surface of the water is “under

command” when it is able to execute manoeuvres as required by the
International Regulations for Preventing Collisions at Sea for the purpose of
avoiding other vessels.
Under way. An aeroplane on the surface of the water is “under way” when it is
not aground or moored to the ground or to any fixed object on the land or in the
water.


Vertical planes. Planes perpendicular to the horizontal plane.
Visible. Visible on a dark night with a clear atmosphere.
2. Navigation lights to be displayed in the air
Note.— The lights specified herein are intended to meet the requirements of ICAO
Annex 2 for navigation lights.
As illustrated in Figure 1, the following unobstructed navigation lights shall be

displayed:
a) a red light projected above and below the horizontal plane through
angle of coverage L;
b) a green light projected above and below the horizontal plane

through angle of coverage R;
c) a white light projected above and below the horizontal plane rearward
through angle of coverage A.
3. Lights to be displayed on the water
3.1 General
Note.— The lights specified herein are intended to meet the requirements of ICAO
Annex 2 for lights to be displayed by aeroplanes on the water.
The International Regulations for Preventing Collisions at Sea require different

lights to be displayed in each of the following circumstances:
a) when under way;

b) when towing another vessel or aeroplane;
c) when being towed;
d) when not under command and not making way;


e) when making way but not under command;
f) when at anchor;
g) when at ground.
The lights required by aeroplanes in each case are described below.
3.2 When under way
As illustrated in Figure 2, the following appearing as steady unobstructed lights:
a) a red light projected above and below the horizontal through angle of
coverage L;
h)
b) a green light projected above and below the horizontal through angle
of coverage R;
i)
c) a white light projected above and below the horizontal through angle of coverage A;
and
j)
d) a white light projected through angle of coverage F.
The lights described in a), b) and c) should be visible at a distance of at least 3.7
km (2 NM). The light described in d) should be visible at a distance of 9.3 km (5
NM) when fitted to an aeroplane of 20 m or more in length or visible at a distance
of 5.6 km (3 NM) when fitted to an aeroplane of less than 20 m in length.
As illustrated in Figure 3, the following appearing as steady,

unobstructed lights:
a) the lights described in 3.2;


b) a second light having the same characteristics as the light described in 3.2
d) and mounted in a vertical line at least 2 m above or below it; and
c) a yellow light having otherwise the same characteristics as the light

described in 3.2 c) and mounted in a vertical line at least 2 m above it.
3.4 When being towed

The lights described in 3.2 a), b) and c) appearing as steady, unobstructed lights.
3.5 When not under command and not making way
As illustrated in Figure 4, two steady red lights placed where they can best
be seen, one vertically over the other and not less than 1 m apart, and of such a
character as to be visible all around the horizon at a distance of at least 3.7 km (2
NM).
3.6 When making way but not under command
As illustrated in Figure 5, the lights described in 3.5 plus the lights

described in 3.2 a), b) and c).
Note.— The display of lights prescribed in 3.5 and 3.6 is to be taken by

other aircraft as signals that the aeroplane showing them is not under
command and cannot therefore get out of the way. They are not signals
of aeroplanes in distress and requiring assistance.


a) If less than 50 m in length, where it can best be seen, a steady white light
(Figure 6), visible all around the horizon at a distance of at least 3.7 km (2 NM).
b) If 50 m or more in length, where they can best be seen, a steady white

forward light and a steady white rear light (Figure 7) both visible all around the
horizon at a distance of at least 5.6 km (3 NM).

c) If 50 m or more in span a steady white light on each side (Figures 8 and 9) to

indicate the maximum span and visible, so far as practicable, all around the horizon
at a distance of at least 1.9 km (1 NM).
3.8 When on ground


The lights prescribed in 3.7 and in addition two steady red lights in vertical line, at
least 1 m apart so placed as to be visible all around the horizon.
APPENDIX 2.3 FLIGHT RECORDERS
(Note. — See Chapter 2.4, 2.4.16)
1. General requirements
1.1 Non-deployable flight recorder containers shall:
a) be painted a distinctive orange or yellow colour;
b) carry reflective material to facilitate their location; and
c) have securely attached an automatically activated underwater locating device

operating at a frequency of 37.5 kHz. At the earliest practical date but not later than
1 January 2018, this device shall operate for a minimum of ninety days.
Note.— Current industry practice is to phase out yellow flight recorder containers at
the end of the service life of the flight recorders.


Appendix 3
Supplementary to 3.6.1.1
1. If deviations from the requirements of DGCA in the certification of aircraft were not
permitted, an aircraft could not be flown unless all systems and equipment were
operable. Experience has proved that some unserviceability can be accepted in the
short term when the remaining operative systems and equipment provide for
continued safe operations.
2. The operator shall obtain approval of a minimum equipment list those systems
and items of equipment that may be inoperative for certain flight conditions with the
intent that no flight can be conducted with inoperative systems and equipment other
than those specified.
3. A minimum equipment list, approved by the DGCA, is therefore necessary for

each aircraft, based on the master minimum equipment list established for the
aircraft type by the rganization responsible for the type design in conjunction with the
State of Design.
4. The Operator shall prepare a minimum equipment list designed to allow the
operation of an aircraft with certain systems or equipment inoperative provided an
acceptable level of safety is maintained.
5. The minimum equipment list is not intended to provide for operation of the aircraft
for an indefinite period with inoperative systems or equipment. The basic purpose of
the minimum equipment list is to permit the safe operation of an aircraft with
inoperative systems or equipment within the framework of a controlled and sound
programme of repairs and parts replacement.
6. Operators are to ensure that no flight is commenced with multiple minimum

equipment list items inoperative without determining that any interrelationship
between inoperative systems or components will not result in an unacceptable
degradation in the level of safety and/or undue increase in the flight crew workload.
7. The exposure to additional failures during continued operation with inoperative

systems or equipment should also be considered in determining that an acceptable
level of safety is being maintained. The minimum equipment list may not deviate
from requirements of the flight manual limitations section, emergency procedures or
other airworthiness requirements of the DGCA unless the flight manual provides
otherwise.
8. Systems or equipment accepted as inoperative for a flight should be placarded

where appropriate and all such items should be noted in the aircraft technical log to
inform the flight crew and maintenance personnel of the inoperative system or
equipment.


9. For a particular system or item of equipment to be accepted as inoperative, it may
be necessary to establish a maintenance procedure, for completion prior to flight, to
deactivate or isolate the system or equipment. It may similarly be necessary to
prepare an appropriate flight crew operating procedure.
10. The responsibilities of the pilot-in-command in accepting an aeroplane for

operation with deficiencies in accordance with a minimum equipment list are
specified in 2.2.3.1.


Appendix 4
ALTIMETRY SYSTEM PERFORMANCE REQUIREMENTS FOR OPERATIONS IN
RVSM AIRSPACE
1. In respect of groups of aeroplanes that are nominally of identical design and build
with respect to all details that could influence the accuracy of height-keeping
performance, the height-keeping performance capability shall be such that the total
vertical error (TVE) for the group of aeroplanes shall have a mean no greater than 25
m (80 ft) in magnitude and shall have a standard deviation no greater than 28 –
0.013z2 for 0 ≤ z ≤ 25 when z is the magnitude of the mean TVE in metres, or 92 –
0.004z2 for 0 ≤ z ≤ 80 where z is in feet. In addition, the components of TVE shall
have the following characteristics:
a) the mean altimetry system error (ASE) of the group shall not exceed 25 m (80 ft)
in magnitude;
b) the sum of the absolute value of the mean ASE and of three standard deviations
of ASE shall not exceed 75 m (245 ft);and
c) the differences between cleared flight level and the indicated pressure altitude
actually flown shall be symmetric about a mean of 0 m, with a standard deviation no
greater than 13.3 m (43.7 ft), and in addition, the decrease in the frequency of
differences with increasing difference magnitude shall be at least exponential.
2. In respect of aeroplanes for which the characteristics of the airframe and altimetry
system fit are unique and so cannot be classified as belonging to a group of
aeroplanes encompassed by paragraph 1, the height-keeping performance capability
shall be such that the components of the TVE of the aeroplane have the following
characteristics:
a) the ASE of the aeroplane shall not exceed 60 m (200 ft) in magnitude under all
flight conditions; and
b) the differences between the cleared flight level and the indicated pressure altitude
actually flown shall be symmetric about a mean of 0 m, with a standard deviation no
greater than 13.3 m (43.7 ft), and in addition, the decrease in the frequency of
differences with increasing difference magnitude shall be at least exponential.
4. Airborne image recorder (AIR) and airborne image recording system (AIRS)
4.1 Classes
4.1.1 A Class A AIR or AIRS captures the general cockpit area in order to provide
data supplemental to conventional flight recorders.
Note 2.— There are no provisions for Class A AIR or AIRS in this document.


4.1.2 A Class B AIR or AIRS captures data link message displays.
4.1.3 A Class C AIR or AIRS captures instruments and control panels.
Note.— A Class C AIR or AIRS may be considered as a means for recording flight
data where it is not practical or is prohibitively expensive to record on an FDR or an
ADRS, or where an FDR is not required.
4.1.4 The AIR or AIRS must start to record prior to the aeroplane moving under its
own power and record continuously until the termination of the flight when the
aeroplane is no longer capable of moving under its own power. In addition,
depending on the availability of electrical power, the AIR or AIRS must start to record
as early as possible during the cockpit checks prior to engine start at the beginning
of the Monitoring data from any regional monitoring programme Arrangements shall
be put in place, through interregional agreement, for the sharing between regions of
data from monitoring programmes.
Note.— Guidance material relating to vertical separation and monitoring of height-

keeping performance is contained in the Manual on Implementation of a 300m (1
000 ft) Vertical Separation Minimum Between FL 290 and FL 410 Inclusive (Doc
9574).


Appendix 5
MINIMUM PERFORMANCE REQUIREMENTS FOR FIRE EXTINGUISHERS
(a) Hand fire extinguishers.
(1) The following minimum number of hand fire extinguishers must be conveniently
located and evenly distributed in passenger compartments:
Passenger No.
Capacity Extinguisher
7 through 30 1
31 through 2
60
61 through 3
200
201 through 4
300
301 through 5
400
401 through 6
500
501 through 7
600
601 through 8
700
(2) At least one hand fire extinguisher must be conveniently located in the pilot
compartment.
(3) At least one readily accessible hand fire extinguisher must be available for use in
each Class A or Class B cargo or baggage compartment and in each Class E cargo
or baggage compartment that is accessible to crewmembers in flight.
(4) At least one hand fire extinguisher must be located in, or readily accessible for
use in, each galley located above or below the passenger compartment.
(5) Each hand fire extinguisher must be approved.
(6) At least one of the required fire extinguishers located in the passenger
compartment of an airplane with a passenger capacity of at least 31 and not more
than 60, and at least two of the fire extinguishers located in the passenger
compartment of an airplane with a passenger capacity of 61 or more must contain
Halon 1211 (bromochlorodifluoromethane CBrC1F2), or equivalent, as the
extinguishing agent. The type of extinguishing agent used in any other extinguisher
required by this section must be appropriate for the kinds of fires likely to occur
where used (7) The quantity of extinguishing agent used in each extinguisher


required by this section must be appropriate for the kinds of fires likely to occur
where used.
(8) Each extinguisher intended for use in a personnel compartment must be

designed to minimize the hazard of toxic gas concentration.
(b) Built-in fire extinguishers. If a built-in fire extinguisher is provided—
(1) Each built-in fire extinguishing system must be installed so that—
(i) No extinguishing agent likely to enter personnel compartments will be hazardous

to the occupants; and
(ii) No discharge of the extinguisher can cause structural damage.
(2) The capacity of each required built-in fire extinguishing system must be adequate
for any fire likely to occur in the compartment where used, considering the volume of
the compartment and the ventilation rate.

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CIVIL AVIATION REQUIREMENTS

Subject: Operation of General Aviation Aeroplanes

2.1 The provisions of CAR are applicable to Indian registered aeroplanes

a) aeroplanes with a maximum certificated take-off mass exceeding 5700 kg; or

DEFINITIONS AND ABBREVIATIONS

Acts of unlawful interference. These are acts or attempted acts such as

unlawful seizure of aircraft in flight,

unlawful seizure of aircraft on the ground,

hostage-taking on board an aircraft or on aerodromes,

forcible intrusion on board an aircraft, at an airport or on the premises of

introduction on board an aircraft or at an airport of a weapon or

communication of false information as to jeopardize the safety of an aircraft

Aerial work. An aircraft operation in which an aircraft is used for

Aerodrome. A defined area on land or water (including any buildings,

Aerodrome Operating Minima. The limits of usability of an aerodrome for:

a) take-off, expressed in terms of runway visual range and/or visibility

b) landing in precision approach and landing operations, expressed in

c) landing in approach and landing operations with vertical guidance,

d) landing in non-precision approach and landing operations, expressed in

Rev 3., 14th November 2014 2

Airworthy. The status of an aircraft, engine, propeller or part when it conforms to

Alternate aerodrome. An aerodrome to which an aircraft may proceed when

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

En-route alternate. An aerodrome at which an aircraft would be able to

Destination alternate. An alternate aerodrome to which an aircraft

Altimetry system error (ASE). The difference between the altitude

Approach and landing operations with vertical guidance. An

Precision approach and landing operations. An instrument approach

Approach and landing operations using instrument approach

Rev 3., 14th November 2014 3

Categories of precision approach and landing operations:

Category I (CAT I) operation. A precision instrument approach and

a) a decision height not lower than 60 m (200 ft); and

Category II (CAT II) operation. A precision instrument approach and

b) a runway visual range not less than 300 m.

Category IIIA (CAT IIIA) operation. A precision instrument approach

a) a decision height lower than 30 m (100 ft) or no decision height; and

b) a runway visual range not less than 175 m.

Category IIIB (CAT IIIB) operation. A precision instrument approach

a) a decision height lower than 15 m (50 ft) or no decision height; and

Category IIIC (CAT IIIC) operation. A precision instrument approach and

Area navigation (RNAV). A method of navigation which permits aircraft

Rev 3., 14th November 2014 4

Note. — Area navigation includes performance-based navigation as well as

Commercial air transport operation. An aircraft operation involving the transport

Continuing airworthiness. The set of processes by which all aircraft comply

Corporate aviation operation. The non-commercial operation or use of aircraft by

Combined vision system (CVS). A system to display images from a combination of

Dangerous goods. Articles or substances which are capable of posing a risk

Note. — Dangerous goods are classified in accordance with “Carriage of

Decision altitude (DA) or decision height (DH). A specified altitude or height in

Rev 3., 14th November 2014 5

Automatic portable ELT (ELT(AP)). An automatically activated ELT which

Automatic deployable ELT (ELT(AD)). An ELT which is rigidly attached to

Survival ELT (ELT(S)). An ELT which is removable from an aircraft, stowed

Engine. A unit used or intended to be used for aircraft propulsion. It consists of

Electronic flight bag (EFB). An electronic information system, comprised of

Enhanced vision system (EVS). A system to display electronic real-time images of

Flight manual. A manual, associated with the certificate of airworthiness,