FSM Issue 4 Rev 3

AI-FSD-001
FLIGHT SAFETY MANUAL
Chief of Flight Safety (ED-Flight Safety), Air India
WEBSITE: www.flightsafety.airindia.in
Email: airsafety@airindia.in & flightsafety.hqrs@airindia.in
(Airbus and Boeing Fleet): +91-11-24628957
(Boeing Fleet): +91-22-26148050
(Airbus Fleet): +91-11-24628993,
Issue– 4, Rev. 03, 11 Dec 2020

AI-FSD-001
EXECUTIVE DIRECTOR -FLIGHT SAFETY (CHIEF OF FLIGHT SAFETY)

AIR INDIA LTD.
FLIGHT SAFETY DEPARTMENT,
OLD AIR
PO- 400 029
: 022-2626 3332
Issue – 4, Rev. 03, 11 DEC 2020

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GOVERNMENTOF INDIA
CIVIL AVIATION DEPARTMENT
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OFFICE OF THE
DIRECTORATE GENERAL OF CIVIL AVIATION
OPP. SAFDARJUNG AIRPORT, NEW DELHI- I IO OO3
TELEPHONE: +91 -01 | -2462321 I
+91 -01 l-24620272
FAX: +91-0ll-24623211124616715
File No:DAS-2021-0016
Datcd: 30/06/2021
To,
The Accountable Manageq
IWs Air India
New Delhi
Subject: Approval of .lSgq3.-B.g:l!j9!:] of Flight Safety Manual of Air India
Dcar Sir,
Please rcfer to Air India letter no. 202 I 0l I 3000002 dated 3010612021 on thc subject cited above. Issue-4, Rcvision-3 of the Flight Safcty Manual is found in order as
per CAR Scction-S, Scrics-'F', Part-I.
You are advised to kccp manual updated and incorporate all the latcst amcndments w.r.t Rules, CAR, Circulars ctc. issucd from time to time in future undcr intimation
to this o{ficc.
for Dircctor Gcneral of Civil Aviation
;i;"isdr
FLIGHT SAFETY MANUAL AI–FSD-001
FOREWORD Issue-4 Rev-3 11Dec 2020



INTENTIONALLY LEFT BLANK
FOR-4
Chapter-0
CORPORATE POLICIES Issue-04 Rev-3 11DEC2020
HQ/CMD/20/3105 11th December 2020
CORPORATE SAFETY POLICY
Safety is one of the core business functions of Air India Limited covering all Air Operator
Permit’s, subsidiaries and Strategic Business Unit (SBU) functions. We are committed to
developing, implementing, maintaining and constantly improving strategies and processes to
ensure that all our aviation activities take place under a balanced allocation of organizational
resources, aimed at achieving the highest level of safety performance through a Corporate
Safety Management System (SMS) covering all the AOCs, subsidiaries and Strategic Business
Units (SBUs) and meeting National and International standards, while delivering our services.
All levels of management and all employees are accountable for the delivery of this highest
level of safety performance, starting with the Chairman and Managing Director (CMD)) and
Managing Committee of Air India Limited. All the Directors / SBU Heads / Chiefs / Exec.
Directors/Departmental Heads will appropriately implement and integrate the Safety
Management System (SMS) throughout the Organization to address safety of aircraft
operations.
The Corporate Safety policy will be carried forward by all Functional Heads to all
employees and shall be visible throughout the Organization by means of communiqué’s,
posters, website and other terms of information.
Air India Limited is committed to:
a) Support the management of safety through the provision of all appropriate resources
that will result in an organizational culture that fosters safe practices, encourages effective
safety reporting and communication, and actively manages safety with the same attention
to results as the attention to the results of the other management systems of the
organization.
b) Enforce the management of safety as a primary responsibility of all managers and
Employees.
c) Clearly define for all staff, managers and employees alike, their accountabilities and
responsibilities for the delivery of the organization’s safety performance and the
performance of our safety management system.
d) Establish and operate hazard identification and risk management processes,
including a hazard reporting system, in order to eliminate or mitigate the safety risks of the
consequences of hazards resulting from our operations or activities to a point which is as
low as reasonably practicable (ALARP).
e) Ensure that no action will be taken against any employee who discloses a safety
concern through the hazard reporting system, unless such disclosure indicates, beyond any
reasonable doubt, an illegal act, gross negligence, or a deliberate or willful disregard of
regulations or procedures.
f) Comply with and, wherever possible, exceed, legislative and regulatory requirements
and standards.
g) Ensure that sufficient skilled and trained human resources are available to
implement safety strategies and processes.
POL - 1
Chapter-0
h) Ensure that all staff are provided with adequate and appropriate aviation safety
information and training, are competent in safety matters, and are allocated only tasks
commensurate with their skills.
i) Establish and measure our safety performance against realistic safety performance
indicators and safety performance targets.
j) Continually improve our safety performance through management processes that

ensure that relevant safety action is taken and is effective.
k) Ensure externally supplied systems and services to support our operations are
delivered meeting our safety performance standards.
l) Ensure the promotion of safety awareness among all personnel.
POL - 2
Chapter-0
HQ/CMD/20/3107 11th December 2020
CORPORATE QUALITY POLICY
AIR INDIA LIMITED covering all AOCs, subsidiaries and Strategic Business Units are
committed to providing our customers with the highest level of product and service quality
derived from a Quality and Safety Management system whose foundation lies in a culture of
safety, quality, customer satisfaction and continuous improvement.
AIR INDIA LIMITED will ensure compliance with relevant statutory quality, safety and
environmental requirements which will be reviewed regularly. We will actively pursue
improving quality, through programmes that enable each employee to do their job “Right
the First Time” and “Every Time” thus fulfilling our customers expectations without
compromising the safety and quality of our operations.
Quality Performance is a commitment to excellence by each employee. It is
achieved by teamwork and a process of continuous improvement.
The objectives of the Quality Management System are:

a) To maintain an effective Quality Management System complying with international
standards and regulatory requirements.
b) To ensure compliance with relevant statutory, quality and safety requirements.
c) Providing a safe and secure operation as the first and most fundamental obligation to our
customers and employees, as well as to the communities we serve.
d) To achieve and maintain a level of quality and safety which enhances the Company's
reputation with customers. Constantly meeting customer expectations is both our
collective duty and foundation of our success.
e) To endeavour, at all times, to maximize customer satisfaction.
f) To implement innovative methods of management taking advantage of best practices in
Air Transport.
g) To ensure the existence of necessary facilities, workplaces, equipment and supporting
services as well as work environment to satisfy operational safety, quality, security and
continual improvement.
h) To commit to environmental protection and sustainable development, by use of modern
technology and optimization of our operation, by striving to reduce the negative impacts
of air transport on the environment and the society.
Every employee has an inherent responsibility for an ongoing commitment to quality and to
the promotion of a quality culture.
POL - 3
Chapter-0
HQ/CMD/20/3108
11th December2020
CORPORATE SECURITY POLICY
Air India Limited covering all its AOCs, SBUs and subsidiaries’ are
uncompromisingly committed to ensure Security and to Safeguard its passengers, staff,
crew, cargo/mail, customer assets and facilities from any detriment, damage or injury as
well as prevent the aircraft from unlawful seizure, hijacking, etc. Air India Limited will
abide by all Regulatory Directives on security and try to exceed requirements by periodically
reviewing its policy for continual relevance to have a culture that has security a fundamental
operational priority.
Air India limited will allocate organisational resources aimed at highest level of
security through a Security Management System with continual improvement.
Air India Limited is committed to
(i) Establish and maintain safe workplaces and practices;
(ii) Establish security objectives and security performance standards consequent security
enhancement and risk prevention strategies
(iii) Include security and risk considerations into business developments and operational
changes;
(iv) Proactive incorporation of and adherence to security principles and controls into
standard operating procedures;
(v) Provide personnel with the necessary skills through training to ensure that they gain
and maintain the required competencies;
(vi) Develop awareness through education to ensure personnel have a common

understanding of aviation security and the nature of potential hazards and threats;
(vii) Promote the reporting incidents and potential hazards and threats on a non-punitive
basis;
(viii)Promote security awareness and establish security culture.
(ix) Openly disseminate security related information, and provide two-way

communication channels between management and personnel;
POL - 4
Chapter-0
(x) Enlist the support of all personnel in developing solutions to eliminate unsafe
conditions and practices.
(xi) Ensure vigilant application by each individual in conducting their duties, adhering to
standard operating procedures and regulatory requirements;
(xii) Ensure all operational managers, pilots, crew members, mechanics, dispatchers,
operational and company staff, have a clear understanding of the airline security
programme and work together as a team to ensure the strict adherence to all aviation
security measures and requirements.
POL - 5
Chapter-0
HQ/CMD/20/3106 11th December,2020
CORPORATE ENVIRONMENT POLICY
Air India Limited, covering all its Airline Operating Permits, subsidiaries and Strategic
Business Units, as a part of it’s corporate social responsibilities, is committed to address all
environment issues with particular regard to preserving and protecting the environment. Air
India, through its "Environment Management System", will abide by all applicable laws and
regulations and continually improve environment management practices and exceed the
requirements by periodically reviewing our policy and improving our environmental related
performance.
Air India is committed to implement Green Initiative measures through effective

implementation of programme that:
• reduce carbon emission, reduce noise and other pollution, reduce fuel consumption,
reduce consumption of natural resources.
• Provide sufficient resources to meet environmental objectives by continual measuring,

monitoring, reporting and improving upon environmental performance.
• Set performance targets wherein objectives are achieved through training and the
implementation of work instructions and practices.
Air India’s goal is to be an organization whose practices make it one of the most
environmentally sensitive company in the aviation industry through an approach that
safeguards and enhances the quality of life of its employees, customers and protects the
environment.
POL - 6
Chapter-0
HQ/CMD/20/3109 11th December,2020
CORPORATE SOCIAL RESPONSIBILITY
Corporate Social Responsibility has been the hallmark of Air India right from the day
the company was formed by JRD TATA when he said
QTE “No success in material terms is worthwhile unless it serves the

needs or interests of the country and its people. In a free enterprise, the
community is not just another stakeholder in business but is in fact the very
purpose of its existence". UNQTE
With this legacy, Air India Limited covering all its AOC’s, subsidiaries and SBUs is
committed to Corporate Social Responsibility through following :
 Creating shared value concept by building interdependency of corporate success with

social welfare.
 Triple Bottom Line concept of measuring Corporate Performance in terms of

economic impact, social impact and environmental impact.
 Incorporating CSR strategy directly into the business strategy through ‘Fair Trade’.
Air India’s goal is to build a society with sustainable growth in terms of human index,
social awareness and education, ethical consumerism along with business.
POL - 7
Chapter-0
POL - 8
AIASL
FLIGHT SAFETY MANUAL AI-FSD-001
CHAPTER-0
HISTORY OF REVISION Issue-04 Rev-3 11 DEC 2020
HISTORY OF REVISION
Issue No. Revision Date of Effective Brief Description of

No. Revision Date change
Issue – 0 Rev. 0 01 SEPT 2007 01 SEPT 2007 Fresh Issue
Issue – 0 Rev. 1 15 SEPT 2007 15 SEPT 2007
Issue – 1 Rev. 0 01 SEPT 2011 01 SEPT 2011 New DGCA CAR on SMS
Issue - 2 Rev. 0 01 FEB 2013 01 FEB 2013 New CAR DGCA Aircraft
Rules 2012 with respect to
incident / accident
reporting and investigating
Issue – 3 Rev – 0 01 AUG 2013 01 AUG 2013 New DGCA CAR – CAP
8100
Issue – 4 Rev – 0 01 JUN 2017 01 JUN 2017 Due new DGCA CAR
Pre/Post Medical check,
flight safety awareness
and accident/incident
prevention programme &
change of CARs in other
sections of DGCA majorly
CAR-M / CAR 145 and
Section 8.
Issue – 4 Rev – 1 15 JUN 2018 25 JUL 2018 -Due new DGCA CAR
Section 1, Series C Part I,
CAR Section 5, Series F
Part II, CAR Section 2,
Series I Part VI, CAR
Section Series C' Part I,
Issue-II, Rev. I and CAR
Section 5, Series C Part I
and SSP circular 02 of
2018.
-To include the corporate
policies signed by the new
CMD.
HR-1
FLIGHT SAFETY MANUAL AI-FSD-001
CHAPTER-0
HISTORY OF REVISION Issue-04 Rev-3 11 DEC 2020
HISTORY OF REVISION
Issue No. Revision Date of Effective Brief Description of

No. Revision Date change
-Due new DGCA CARs:
i) CAR Section 2, Series I
Part V, Issue III, dated
30.10.2018.
ii) CAR Section 2, Series I
Part VI, Issue III, dated
30.10.2018.
iii)CAR Section 5, Series C
Part I, Rev. 03, dated
16.11.2018.
iv) CAR Section 5, Series F
Issue – 4 Rev – 2 15 JUN 2019 15 Sep 2019 Part III, Issue III, Rev1,
dated 01.08.2018.
v) CAR Section 7, Series J
Part 1, Issue IV, dated
03.08.2018.
vi) CAR Section 7, Series J
Part 3, Issue III, dated
24.04.2019.
vi) Corporate Policies
signed by CMD- Mr. Lohani
-Due new DGCA CARs:
i)Corporate Policies signed

by CMD- Mr. Rajiv Bansal.
ii) To include Foreword
signed by ED-FS, Capt.
Nivedita Bhasin.
Iii)CAR Section 5, Series C
Part I, Issue II ,Rev. 04,
dated 26.02.2020.
iv) CAR Section 5, Series F
Part IV, Issue I, dated
Issue – 4 Rev –3 11 Dec 2020 01 Jul 2021 16.09.2019
v)To include the provisions
of Revision 1 of the SSP
Circular 01 of 2012.
vi ) FOQA Parameters
vii) Spot Check Checklists
viii)To include the
provisions of SSP Circular
02 of 2020.
Viii) To include the
provision of AIC 25/2020.
HR-2
AIR INDIA LIMITED
Chapter- - 3
CHAPTER - 3
AIRCRAFT ACCIDENTS/INCIDENT Issue-4 Rev.3 11 Dec 2020
REPORTING
3.1 AIRCRAFT ACCIDENT / INCIDENT REPORTING
GENERAL
This Chapter lays down guidelines for Reporting of Aircraft Accident/ Serious Incidents / Incidents and other
occurrences which affect Safety of Aircraft Operation to comply with CAR, Section-5, Series-C, Part-I, Issue-II,
Rev. 04, dtd. 26th February 2020 (Notification of Incidents and Investigation thereof), which is applicable to all
AOCs, subsidiaries of Air India including all Scheduled, Non- Scheduled, Aerial work aircraft, State Government
/ BSF aircraft & private aircraft operators, flying clubs, aircraft manufacturer, Aerodrome operator, Air
Navigation service provider, MROs, Ground handling agents, fuel vendors.
VOLUNTARY / CONFIDENTIAL REPORTING:

All personnel are encouraged to bring to the notice of the Flight Safety Department any hazards, deficiencies
and safety or security concern including reporting of hazards or concerns resulting from or associated with
human performance. These reports may and should be forwarded to Chief of flight Safety. These Reports may
be sent through Email or even telephonically to the Flight Safety Department. This is in accordance with
Section-1, Series-C, Part-I dtd 27th July 2017 for establishment of SMS.
For further details, refer the reporting procedures are described in Chapter 13 of this manual.
3.2 Aircraft (Investigation of Accidents and Incidents) Rules, 2017:
These rules extend to the whole of India and applies also –
a. To citizens of India wherever they may be.

b. To, and to the person on, aircraft registered in India wherever they may be.
c. To, and to the person on, aircraft registered outside India but for the time being in/over
India.
d. To an aircraft by a person who is not a citizen of India but has principle place of
business or permanent residence in India.
3.3 DEFINITIONS
“Accident” shall mean an occurrence associated with the operation of an aircraft which, ⎯
(i) in the case of a manned aircraft, takes place between the
time any person boards the aircraft with the intention of flight until such time as all such person
s have disembarked; or
(ii) In the case of an unmanned aircraft, takes place between the time the aircraft is ready to move
with the purpose of flight until such time as it comes to rest at the end of the flight and the
primary propulsion system is shutdown, in which-
(a) a person is fatally or seriously injured as a result of ⎯
(i) being in the aircraft, or
(ii) direct contact with any part of the aircraft, including parts which have become detached fr
om the aircraft, or
(iii) direct exposure to jet blast,
Except when the injuries are from natural causes, self-inflicted or inflected by other persons or
when the injuries are to stowaways hiding outside the areas normally available to the
passenger and crew; or
(b) the aircraft sustains damage or structural failure which ⎯
(i) adversely affects the structural strength, performance or flight characteristics of the
aircraft, and
(ii) would normally require major repair or replacement of the effected component,
Except for the failure of engine or damage, when the damage is limited to a single engine,
(including its cowling or accessories), to propellers, wing tips, antennas, probes, vanes, tires,
CHAPTER - 3
REPORTING
brakes, wheels, fairings, panels, landing gear doors, wind screens, the aircraft skins (such as
small dents or puncher holes), or for minor damage to main rotor blades, tail rotor blades,
landing gear and those resulting from hail or bird strike ( including holes in the radome), or
(c) The aircraft is missing or is completely inaccessible.
Note 1: For the purpose of this clause, the guidance for the determination of aircraft damage is at Schedule B.
Note 2: For the purpose of this clause, only unmanned aircraft which have designed or operational approval
given by a State to be considered.
“Accident investigation authority”: Means the authority designated by a State as responsible for aircraft
accident and incident investigations within the context of ICAO Annex 13 .
“Accredited representative” : Means a person designated by a State, on the basis of his or her qualifications,
for the purpose of participating in an investigation conducted by another State and where the State has
established an accident investigation authority, the designated accredited representative would normally be from
that authority.
“Act” : means the Aircraft Act, 1934 (22 of 1934);
“Adviser”: Means a person appointed by a State, on the basis of his or her qualifications, for the purpose of
assisting its accredited representative in an investigation;
“Aircraft”: means any machine that can derive support in the atmosphere from the reactions of the air other
than the reactions of the air against the surface of the earth;
“Aircraft Accident Investigation Bureau(AAIB)” : Means the accident investigation authority established
by the Central Government as per Annex 13 of ICAO;
“Annex 13” : Means Annex 10 to the Convention relating to International Civil Aviation signed at Chicago on
the 7th day of December1944 as amended from time to time;
Causes”: Means actions, omissions, events, condition or a combination thereof, which led to the accident or
incident but does not amount to assigning fault or determination of administrative, civil or criminal liability.
“Chicago Convention” : Means Convention relating to International Civil Aviation signed at Chicago on the 7th
day of December, 1944 as amended from time to time.
“Contributing factors”: Means actions, omissions, events, conditions, or a combination thereof, which if
eliminated, avoided or absent, would have reduced the probability of the accident or incident occurring, or
mitigated the severity of the consequences of the accident or incident and the identification of the contributing
factors does not imply the assignment of fault or determination of administrative, civil or criminal liability’;
“DG, CA”: Means the Director General who shall be the head of the Directorate General of Civil Aviation.
Directorate General of Civil Aviation means the organisation performing civil aviation regulatory and safety
oversight functions.
“DG, AAIB”: Means the Director General who shall be the head of the Aircraft Accident Investigation Bureau.
“Fatal injury”: means an injury which is sustained by a person in an accident which results in his or her death
within 30 days of the date of the accident.
“Draft Final Report”: Means the report submitted by the Investigators appointed under rule 11 or rule 12, for
forwarding to the States for consultation under sub-rule (1) of rule 14.
“Flight recorder”: Means any type of recorder installed in the aircraft for the purpose of assisting accident or
incident investigation.
CHAPTER - 3
REPORTING
“ICAO” : Means International Civil Aviation Organization created under the Convention relating to International
Civil Aviation signed at Chicago on the 7th day of December, 1944.
“Incident” : means an occurrence, other than an accident associated with the operation of an aircraft which
effects or could affect the safety of operation;
“Inquiry Officer”: means a person appointed by the Director‐General under rule 13 to

investigate a serious incident or an incident.
“Investigation”: means a process conducted for the purpose of prevention of accident which includes the
gathering and analysis of information, the drawing of conclusion, including the determination of causes,
contributing factors and when appropriate, the making of safety recommendations.
“Investigator” :Means a person appointed by the Aircraft Accident Investigation Bureau to investigate an
accident or a serious incident as Investigator-in-Charge under rule 11, or by the Central Government for Formal
Investigation under rule 12, or authorised by Bureau to conduct preliminary investigation under sub-rule (1) of
rule 9 or sub-rule (2) of rule 7; or an Investigator-in-Charge appointed by DG, CA under rule 13.
“Investigator-in-Charge”: Means a person charged, on the basis of his or her qualifications, with the
responsibility for the organisation, conduct and control of an investigation; Note: Nothing in this clause shall
preclude the functions of an Investigator- in-Charge being assigned to the Court referred to in rule 12 or other
body.
“Maximum mass” means maximum certificated take‐off mass;
“Missing aircraft” means when the official search has been terminated and the
wreckage of the aircraft has not been located;
“Occurrence” :Means any safety-related event which endangers or which, if not corrected or addressed, could
endanger an aircraft, its occupants or any other persons and it includes incident, serious incident and accident.
“Operator” means a person, organization or enterprise engaged in or offering

to engage in operation of an aircraft;
“Preliminary report” means the communication used for the prompt dissemination
of data obtained during the early stages of the investigation;
“Safety recommendation” means
i. a proposal of an accident investigation authority based on information derived
from an investigation, made with the intention of preventing accidents or
incidents and which in no case has the purpose of creating a presumption of blame
or liability for an accident or incident;
ii. recommendations resulting from diverse sources and safety studies,
“Schedule” means a Schedule to these rules;
“Serious Incident”: means an incident involving circumstances indicating that there
was a high probability of an accident and associated with the operation of an aircraft which,⎯
i. in the case of a manned aircraft, takes place between the time any person boards the aircraft with the i
ntention of flight until such time as all such persons have disembarked, or
ii. in the case of an unmanned aircraft, takes place between the time the aircraft is ready to move with the
purpose of flight until such time as it comes to rest at
the end of the flight and the primary propulsion system is shut down;
Note.—The examples of serious incident are as specified in Schedule A.
CHAPTER - 3
REPORTING
“Serious injury” means an injury which is sustained by a person in an accident and which ⎯
i. requires hospitalization for more than 48 hours, commencing within seven days from the date the injury
was received; or
ii. results in a fracture of any bone (except simple fractures of fingers, toes or nose); or
iii. involves lacerations which cause severe haemorrhage, nerve, muscle or tendon damage; or
iv. involves injury to any internal organ; or
v. involves second or third degree burns, or any burns affecting more than 5 percent of the body surface;
or
vi. involves verified exposure to infectious substances or injurious radiation;
“State of Design”: means the State having jurisdiction over the organization responsible for the type design of
the aircraft.
“State of Manufacture”: means the State having jurisdiction over the organization responsible for the final
assembly of aircraft;
“State of Occurrence” means the State in the territory of which an accident or incident occurs;
“State of the Operator” means the State in which the principal place of business of the
operator is located or, if there is no such place of business, the permanent residence of the operator;
“State of Registry” means the State on whose register the aircraft is entered.
Explanation — In the case of the registration of aircraft of an international operating agency other than on a
national basis, the States constituting the agency shall jointly and severally discharge the obligations which
attach to a State of Registry under ICAO Annex 13.
“State Safety Programme” :Means an integrated set of regulations and activities aimed at improving safety.
3.4 ACCIDENT/INCIDENT REPORTING PROCEDURE

In accordance with Section-5, Series-C, Part-I, Issue-II, Rev. 04, dtd. 26th February 2020 (Notification of
Incidents and Investigation thereof), and Aircraft (Investigation of Accidents and Incidents) Rules 2017,it is
incumbent that the notice and information of occurrences shall be sent as soon as possible by the quickest
means available and in any case within 24 hours by the person in command of the aircraft or if he/she be killed
or incapacitated the owner, operator, the hirer or other persons on whose behalf he was in command of the
aircraft/ Airport Director/ATC In charge/Communication In charge/Aerodrome In charge/Safety Investigation
Coordinator (SIC) In charge to the Director General of Civil Aviation (Attn: Director Air Safety, HQ), JDG and
DDG- Air Safety HQRS and the concerned Regional Air Safety Office(s) where the operator is based and where
the location of the occurrence falls.
CHAPTER - 3
REPORTING
The notification shall be sent to the following:
a) Aircraft Accident Investigation Bureau

b) Director General of Civil Aviation by the quickest means of communication available;
and
c) In the case of an accident occurring in India, give information to District Magistrate and the Officer In-charge
of the nearest police station.
In order to comply with above mentioned DGCA CAR, IOCC/Operational Personnel/Departments /Airport
Manager at the Station should inform with brief details of the occurrence within the quickest possible time to
inform through Mobile SMS/ Telephone/Email/Online-FSD Website/ /Fax to the Flight Safety Department by
utilizing any of the following:
(Airbus and Boeing Fleet): +91-11-24628957
(Boeing Fleet): +91-22-26148050
(Airbus Fleet): +91-11-24628993,
Subsequent to the above initial intimation, Operational Personnel/Departments /Airport Manager at the Station,
should report the Incidents in the prescribed format (various Reporting Forms appended in this chapter) within
24 hours to Flight Safety Department so as to notify the same to DGCA.
Further, the Chief of Flight Safety/Dy. Chief of Flight Safety ensures the notification of occurrence through
quickest possible means of communication but not later than 24hrs to the following officers of DGCA/other
Offices as per CAR mentioned in the above DGCA Section-5, Series-C, Part-I, Issue-II, Rev. 04, dtd. 26th
February 2020 (Notification of Incidents and Investigation thereof):
a) Jt. Director General , Air Safety (Hq) - DGCA (Hq) - Bsrai.dgca@nic.in, 011-24623211
b) Deputy Director General (Air Safety) - DGCA (Hq)- maneesh.dgca@nic.in , 011-24620272.
c) Director Air Safety (Hq.)/Deputy Director Air Safety (Hq.)- dashq.dgca@gov.in ,011-24620274.
d) Director Air Safety NR.- Airsafetynr.dgca@nic.in,011-24615070
e) Director Air Safety WR.- daswr.dgca@gov.in,022-28200010
f)Director Air Safety ER -daskol.dgca@nic.in ,033-25119415
g)Director Air Safety SR rcashyd.dgca@nic.in , airsafetymaa.dgca@nic.in ,040-27905246, 044-22561338
h)Director Air Safety of the location of occurrence: Please refer the DGCA website for Directory and contact
details of the relevant region and the detailed Directory in Annexure 3.J
i) Director General- AAIB- Email ID: aaib.moca@nic.in , 011-24654017 / 4027
For further detailed Information to DGCA office, refer the below list and the current Directory
available on DGCA website: www.dgca.gov.in
Also Flight Safety Department utilizes the online Accident Incident Reporting System (AIRS) for reporting to
DGCA.
In case the incident is of serious nature, immediately the information has to be sent to the nominees of Aircraft
Accident Investigation Bureau (As per the Appendix 3.F).
CHAPTER - 3
REPORTING
Receipt of Incident/Accident Report within the Air India:-
The flight Safety Department has the accident/incident reporting system within the organization through Flight
Safety Web portal to raise following reports online:
i. Flight Safety Report (FSR).

ii. Air Traffic Incident / Airmiss Reports
iii. EGPWS Occurrence Reports Operational Occurrences
iv. Pilot/ Observer RA Reports to be reported by Cockpit Crew
v. Wild Life(Bird/Animal) Strike Reports (Mandatory)
vi. Any other incident reported by PIC.
vii. Preliminary Investigation Report raised by QC/CAM. – Engineering Occurrences.
The reporting forms are given in Appendix 3.A to 3.E of this chapter.
i. Flight Safety Report (FSR) :
Accident/ Serious Incident/ Incident notification formats are made in conformity with Appendix C of Procedure
manual for aircraft Accident/ Incident investigation. This report should be filled by Pilot- in command on
occurrence of incident. The report form given in Appendix 3.A.
ii. Air Traffic Incident / Air-miss Reports:
Air traffic incident/ Air-miss Report should be raised by PIC within 24hrs as per DGCA CAR Section-5, Series-C,
Part-I, Issue-II, Rev. 04, dtd. 26th February 2020 (Notification of Incidents and Investigation thereof),. The
report form given in Appendix 3.B
iii. EGPWS Occurrence Reports:
The report form as per Operations Circular 5 of 2002 given in Appendix 3.C.
iv. Pilot/ Observer RA Reports:
Airborne Collision Avoidance System (ACAS) is a airborne equipment that functions independently of the ground
based air traffic control system. However, the level of protection provided by ACAS equipment depends on the
type if transponder the intruder aeroplane is carrying. Pilot experiencing RA shall file a report on RA/TA with
handling Air Traffic Control Unit followed by a written report as per the report in Appendix 3.D in accordance
with CAR Section 2 Series I Part VIII, Rev.4, dtd 04th Sept 2017.
v. Wild Life(Bird/Animal) Strike Reports:
Wildlife Strike report raises when any collision between bird or other wildlife and an aircraft for which physical
evidence found or not found. This form prepared as per CAR Section 5 Series C Part I in conformity with ICAO
Annex 14. The report form given in Appendix 3.E.
The occurrences listed in section 3.7.2, which are likely to endanger the safety of aircraft operations, would
come under the category of incidents and shall be reported to the DAS (DGCA) in the format given in
Appendix-3G of this chapter. These occurrences shall be reported by the Pilots, Engineers and other nominated
personnel of the airline to the Flight Safety Department.
CHAPTER - 3
REPORTING
3.5 LIST OF REPORTABLE OCCURANCES:

3.5.1 OCCURRENCES REQUIRED TO BE REPORTED
Occurrences which are likely to endanger the safety of Aircraft Operations shall be reported to DGCA. The
notice and information of occurrence as stipulated in the Rules shall be sent as soon as possible by the
quickest means available and in any case within 24 hours by the person in command of the aircraft or if he
be killed or incapacitated the owner, operator, the hirer or other persons on whose behalf he was in
command of the aircraft to the a) Director General of Civil Aviation (Attn: Director Air Safety, Hqrs.), the
Regional Air Safety Office(s) where the Operator is based and where the location of the occurrence falls and
b) information to District Magistrate and the Officer In-charge of the nearest police station. The list of
reportable occurrences as per CAR Section-5, Series-C, Part-I, Issue-II, Rev. 04, dtd. 26th February 2020
(Notification of Incidents and Investigation thereof).
3.5.2 LIST OF REPORTABLE INCIDENTS:
I. AIRCRAFT TECHNICAL
A) Structural
• Damage to a principal structural element that has not been qualified as damage tolerant (life limited
element). Principal structural elements are those which contribute significantly to carrying flight,
ground and pressurisation loads and whose failure could result in a catastrophic failure of the
aircraft.
• Damage or defect (exceeding allowed tolerances) to a structural element whose failure could reduce
the structural stiffness to such an extent that the required aeroelastic characteristics are no longer
achieved.
• Damage to or defect of a structural element, which could result in the liberation of items of mass
that may injure occupants of the aircraft.
• Damage to or defect of a structural element, which could jeopardise proper operation of systems.
• Loss of any part of the aircraft structure in flight.
B) Systems
• Loss, significant malfunction or defect of any system, sub-system, equipment, etc. when standard
operating procedures, could not be satisfactorily accomplished.
• Inability of the crew to control the system e.g. uncommanded actions, incorrect and/or incomplete
response, etc.
• Failure or malfunction of the protection device or emergency system associated with the system.
• Loss of redundancy of the system.
• Operation of any primary warning system associated with aircraft systems or equipment unless the
crew conclusively establishes that the indication is false provided that the false warning did not
result in a hazard arising from the crew response to the warning.
• Leakage of hydraulic fluids, fuel, oil or other fluids which may result in a fire hazard or possible
hazardous contamination of aircraft structure, systems or equipment or risk to occupants.
• Malfunction or defect of any indication system which results in a possibility of misleading indications
to the crew.
• Any failure, malfunction or defect in a system during critical phase of flight.
• Flight controls malfunction.
CHAPTER - 3
REPORTING
Examples of reportable occurrences resulting from the application of these generic criteria to specific
systems are listed below. However, system snags occurring during pushback before taxi may not be
reported:
1. Air conditioning/ventilation
a) Complete loss of avionics cooling.

b) Depressurization.
2. Auto-flight system
a) Failure of auto-flight system to achieve the intended operation while engaged.

b) Difficulty to control the aircraft linked to autoflight system functioning.
c) Failure of any auto-flight system disconnect device.
d) Uncommanded auto-flight mode change.
3. Communications
a) Failure or defect of passenger addresses system resulting in loss or inaudible passenger address.
b) Total loss of communication in flight.
4. Electrical system
a) Loss of one electrical system distribution system (AC/DC).

b) Total loss or loss of more than one electrical generation system.
c) Failure of the backup (emergency) electrical generating system.
5. Cockpit/Cabin/Cargo
a) Pilot seat control loss during flight.

b) Failure of any emergency system or equipment, including emergency evacuation signalling system, exit
doors, emergency lighting, etc.
c) Loss of retention capability of the cargo loading system.
6. Fire protection system
a) Fire warnings, except those immediately confirmed as false.

b) Undetected failure or defect of fire/smoke detection/protection system, which could lead to loss or
reduced fire detection/protection.
c) Absence of warning in case of actual fire or smoke.
7. Flight controls
a) Asymmetry of flaps, slats, spoilers etc.

b) Limitation of movement, stiffness or poor/delayed response in the operation of primary flight control
systems or their associated subsystems.
c) Flight control surface runaway.
d) Flight control surface vibration.
e) Mechanical flight control disconnection or failure.
f) Significant interference with normal control of the aircraft or degradation of flying qualities.
CHAPTER - 3
REPORTING
8. Fuel system
a) Fuel quantity indicating system malfunction resulting in total loss or erroneous indicated fuel quantity
on board
b) Leakage of fuel resulting in loss, fire hazard, significant contamination.
c) Malfunction or defects of the fuel jettisoning system resulting in inadvertent loss of significant quantity,
fire hazard, hazardous contamination of aircraft equipment or inability to jettison fuel.
d) Fuel system malfunctions or defects having significant effect on fuel supply and/or distribution.
e) Inability to transfer or use total quantity of usable fuel.
9. Hydraulics
a) Loss of hydraulic system.

b) Leakage of hydraulic fluid.
c) Loss of more than one hydraulic circuits.
d) Failure of backup hydraulic system.
e) Inadvertent Ram Air Turbine (RAT) extension.
10. Ice detection/protection system
a) Undetected loss or reduced performance of the anti-ice/de-ice system.

b) Loss of more than one of the probe heating systems.
c) Inability to obtain symmetrical wing de-icing.
d) Abnormal ice accumulation leading to significant effects on performance or handling qualities.
e) Crew vision significantly affected.
11. Indicating/warning/recording systems
a) Malfunction or defect of any indicating system with a possibility of misleading indications to the crew.
b) Loss or malfunction of more than one display unit or computer display/warning function in a glass
cockpit environment.
12. Landing gear system /brakes/tyres
a) Brake fire.
b) Significant loss of braking action.
c) Unsymmetrical braking.
d) Failure of landing gear free fall extension system.
e) Unwanted gear or gear doors extension/retraction.
f) Tyre burst.
13. Navigation systems
a) Total loss or multiple navigation equipment failures.

b) Total loss or multiple air data system equipment failures.
c) Significant misleading indication.
d) Significant navigation errors attributed to incorrect data.
e) Unexpected deviations in lateral or vertical path not caused by pilot input.
14. Oxygen
a) For pressurized aircraft: loss of oxygen supply in the cockpit.
b) Loss of oxygen supply to a significant number of passengers (more than 10%).
15. Bleed air system
a) Hot bleed air leak resulting in fire warning or structural damage.

b) Loss of all bleed air systems.
c) Failure of bleed air leak detection system.
CHAPTER - 3
REPORTING
16. Propulsion system

a) Flameout, shutdown or malfunction of any engine.
b) Over speed or inability to control the speed of any high speed rotating component.
c) Failure or malfunction of any part of an engine or power plant resulting in any one or more of
the following:
d) Non-containment of components/debris
e) Uncontrolled internal or external fire
f) Thrust in a different direction from that demanded by the pilot
g) Thrust reversing system failing to operate or operating inadvertently
h) Inability to control power, thrust or rpm
i) Failure of the engine mount structure
j) Partial or complete loss of a major part of the powerplant
k) Dense visible fumes or concentrations of toxic products sufficient to incapacitate crew or
passengers
l) Inability to shut down an engine by use of normal procedures
m) Inability to restart a serviceable engine
n) An uncommanded thrust/power loss, change, etc. classified as a loss of thrust or power control.
o) Any defect in a life controlled part causing retirement before completion of its full life.
p) Defects of common origin resulting in in-flight engine shut down.
q) An engine limiter or control device failing to operate when required or operating inadvertently.
r) Exceedance of engine parameters.
s) FOD resulting in damage.
t) Failure or malfunction of any part of a propeller or powerplant resulting in any one or more of
the following:
i. Overspeed of the propeller
ii. Development of excessive drag
iii. Thrust in the opposite direction to that commanded by the pilot
iv. Release of the propeller or any major portion of the propeller
v. Failure that results in excessive imbalance
vi. Unintended movement of propeller blades below the established minimum in-flight low-
pitch position
vii. Inability to feather the propeller
viii. Inability to command a change in propeller pitch
ix. Uncommented change in pitch
x. Uncontrollable torque or speed fluctuation
u) Damage or defect of main rotor gearbox/attachment resulting into in-flight separation of the
rotor assembly and /or malfunctions of the rotor control.
v) Damage to tail rotor, transmission and equivalent systems.
w) Shut down or failure when the APU is required to be available by operational requirements.
x) Inability to shut down the APU.
y) Over speed of APU.
z) Inability to start the APU when needed for operational reasons.
C) Human Factors
Any incident where any feature or inadequacy of the aircraft design contributes to a hazardous or
catastrophic effect.
II. AIRCRAFT FLIGHT OPERATIONS
A) Operation of Aircraft
• Risk of collision with an aircraft, terrain or other object or an unsafe situation when avoidance action
would have been appropriate.
• Avoidance manoeuvre required to avoid a collision with an aircraft, terrain or other object.
• Avoidance manoeuvre to avoid other unsafe situations.
• Take-off or landing incidents, including precautionary or forced landings.
CHAPTER - 3
REPORTING
Incidents such as under-shooting, overrunning or running off the side of runways. Take-offs, rejected
take-offs landings or attempted landings on a closed, occupied or incorrect runway. Runway incursions.
• Inability to achieve predicted performance during take-off or initial climb.
• Critically low fuel quantity or inability to transfer fuel or use total quantity of usable fuel.
• Loss of control (partial or temporary) from any cause.
• Occurrences close to or above V1 resulting from or producing a hazardous or potentially hazardous
situation (e.g. rejected take-off, tail strike, engine power loss etc.).
• Unintentional significant deviation from airspeed, intended track or altitude.
• Descent below decision height/altitude or minimum descent height/altitude without the required visual
reference.
• Loss of position awareness relative to actual position or to other aircraft.
• Breakdown in communication between flight crew or between flight crew and others (cabin crew, ATC,
engineering).
• Abnormal Runway contact of the aircraft.
• Exceedance of fuel imbalance limits.
• Incorrect receipt or interpretation of radiotelephony messages.
• Fuel system malfunctions or defects, which had an effect on fuel supply and/or distribution.
• Aircraft unintentionally departing a paved surface.
• Collision between an aircraft and any other aircraft, vehicle or other ground object.
• Inadvertent and/or incorrect operation of any controls.
• Inability to achieve the intended aircraft configuration for any flight phase (e.g. landing gear and doors,
flaps, stabilisers, slats etc).
• Abnormal vibration.
• Operation of any primary warning system associated with manoeuvring of the aircraft e.g. configuration
warning, stall warning (stick shake), over speed warning etc. unless the crew conclusively establishes
that the indication is false provided that the false warning did not result in a hazard arising from the
crew response to the warning.
• GPWS warning.
• ACAS/TCAS RAs.
• Jet or prop blast incidents resulting in significant damage or serious injury.
B) Emergencies
• Fire, explosion, smoke or toxic or noxious fumes.
• Use of any non-standard procedure by the flight or cabin crew to deal with an emergency.
• Event leading to an emergency evacuation.
• Depressurization.
• Use of any emergency equipment or prescribed emergency procedures in order to deal with a situation.
• Event leading to the declaration of an emergency.
• Failure of any emergency system or equipment, including exit doors, etc.
• Events requiring any emergency use of oxygen by any crew member.
CHAPTER - 3
REPORTING
C) Crew Incapacitation
• Incapacitation of any member of the flight crew.

• Incapacitation of any member of the cabin crew which renders them unable to perform essential
emergency duties.
D) Meteorology
• Lightning strike which resulted in damage to the aircraft or loss or malfunction of any essential service.
• Hail strike which resulted in damage to the aircraft or loss or malfunction of any essential service.
• Severe turbulence resulting in injury to occupants or deemed to require a ‘turbulence check’ of the
aircraft.
• Windshear encounter.
• Icing encounter resulting in handling difficulties, damage to the aircraft or loss or malfunction of any
essential service.
III. AIRCRAFT MAINTENANCE AND REPAIR
• Incorrect assembly of aircraft parts or components found during inspection or test procedure.
• Hot bleed air leak resulting in structural damage.
• Any defect in a life controlled part causing retirement before completion of its full life.
• Any damage or deterioration (i.e. fractures, cracks, corrosion, delamination, disbonding etc) resulting
from any cause (such as flutter, loss of stiffness or structural failure) to:
 Primary structure or a principal structural element requiring repair/complete or partial replacement of
the element
 Secondary structure which may have endangered the aircraft
 Engine, propeller or rotorcraft rotor system.
• Products, parts, appliances and materials of unknown or suspect origin.
• Misleading, incorrect or insufficient maintenance data or procedures that could lead to maintenance
errors.
IV. AIR NAVIGATION SERVICES, FACILITIES AND GROUND SERVICES
A) Air Navigation Services
• Provision of significantly incorrect, inadequate or misleading information from any ground sources, e.g.
Air Traffic Control (ATC), Automatic Terminal Information Service (ATIS), Meteorological Services,
navigation databases, maps, charts, manuals, etc.
• Provision of less than prescribed terrain clearance.
• Provision of incorrect pressure reference data (i.e. altimeter setting).
• Incorrect transmission, receipt or interpretation of significant messages when this results in a
hazardous situation.
• Separation minima infringement.
• Unauthorised penetration of airspace.
• Unlawful radio communication transmission.
• Significant degradation / failure of CNS facilities.
• Aerodrome movement areas obstructed by aircraft, vehicles, animals or foreign objects, resulting in a
hazardous or potentially hazardous situation.
• Errors or inadequacies in marking of obstructions or hazards on aerodrome movement areas resulting
in a hazardous situation.
• Failure, significant malfunction or unavailability of airfield lighting.
CHAPTER - 3
REPORTING
B) Aerodrome and Aerodrome Facilities
• Significant spillage during fueling operations.

• Loading of incorrect fuel quantities likely to have a significant effect on aircraft endurance,
performance, balance or structural strength.
• unsatisfactory ground de-icing / anti-icing
C) Passenger Handling, Baggage and Cargo
• Significant contamination of aircraft structure, or systems and equipment arising from the carriage
of baggage or cargo.
• Incorrect loading of passengers, baggage or cargo, likely to have a significant effect on aircraft
mass and/or balance.
• Incorrect stowage of baggage or cargo (including hand baggage) likely to create a hazardous
situation in the aircraft or to impede emergency evacuation.
• Inadequate stowage of cargo containers or other substantial items of cargo.
• Dangerous goods incidents (Refer Chapter-9 of this Manual for more details).
D) Aircraft Ground Handling and Servicing
• Failure, malfunction or defect of ground equipment used for test or checking of aircraft systems
and equipment when the required routine inspection and test procedures did not clearly identify
the problem when this results in a hazardous situation.
• Loading of contaminated or incorrect type of fuel or other essential fluids (including oxygen and
potable water).
V. MAINTENANCE ORGANIZATION
• Any airframe, engine, propeller, component or system defect/malfunction/damage found during

scheduled or unscheduled aircraft (airframe/engines/components) maintenance activities which
could possibly lead to an aircraft operational accident or serious incident (if not properly rectified.
VI. DESIGN AND MANUFACTURING ORGANIZATIONS
• Any design- or manufacturing-related deficiency/defect/malfunction of product or services

discovered by or brought to the attention of the design/manufacturing organization which is
deemed to warrant the possible issue of an emergency airworthiness directive (EAD),
airworthiness directive (AD) or alert service bulletin (ASB);
VII. WILDLIFE ACTIVITY

• All Wildlife Strikes and wildlife movement is required to be reported.
VIII. Ground Collision Incidents
• Collision while taxiing to or from a runway in use.
IX. Ground Handling (RAMP) incidents.
3.5.3 CLASSIFICATION OF OCCURANCE

As per the DGCA instructions, the information of The International Civil Aviation Organisation (ICAO) and
Commercial Aviation Safety Team (CAST) developed common taxonomies and definitions for aviation
accident/incident reporting system.
CHAPTER - 3
REPORTING
3.6 FORMAT FOR SUBMITTING INITIAL REPORT:
Below are the formats of the Flight Safety Manual used for reporting.
APPENDIX- 3.A
FLIGHT SAFETY REPORT
REPORTABLE ACCIDENT/ INCIDENT should be reported on this form. It is to be ensured that the form is duly
completed and forwarded to the Chief of Flight Safety within 12 hours Part A,B,C and D should be completed by
the Pilot, Part E by IFS /CIC, Part F by AME/Technician, and Part G by Station-in-charge. Write ‘NOT APPLICABLE’
wherever not applicable.
A (i) Aircraft and Flight Data
Name of Captain: License No.: Flying Flying Flying Flying Experience –
Crew: Experience Experience – Experience – On-type PIC Hrs:
(in Block – Total Hrs: Total PIC Hrs: On-type Hrs:
Letters)
Co- Pilot: License No.: Flying Flying Flying Flying Experience –
Experience Experience – Experience – On-type PIC Hrs:
– Total Hrs: Total PIC Hrs: On-type Hrs:
Addl. License No.: Flying Flying Flying Flying Experience –

Captain: Experience Experience – Experience – On-type PIC Hrs:
Addl. License No.: Flying Flying Flying Flying Experience –

Captain: Experience Experience – Experience – On-type PIC Hrs:
Date: A/C Type & Registration: Flight No.: Sector: Time of T.O.: Time of Occurrence:
B-737 VT-
Place: No. of Pax. Altitude: Phase of IAS: Max. T.O. Wt.: V1/V2 :
Flight:
A/C Landing Wt.: Max. Landing Wt.: T.O. Wt.: Vr :
(ii)WEATHER
Cloud type & amount: Visibility: Wind : Turbulence : Intensity:
Precipitation : Ht.: O.A.T.:
B THE FOLLOWING INFORMATION MUST ALSO BE PROVIDED IN CASE OF

LANDING/T.O.ACCIDENT/INCIDENT INCLUDING TYRE BURSTS
Condition of Runway : Surface Wind velocity: Surface Wind Type:
CHAPTER - 3
REPORTING
C IN CASE OF ENGINE FAILURE THIS PART MUST ALSO BE COMPLETED

Engine Position: Position of L/Gear: Position of Flaps: Engine
Anti-Ice
Changes accomplished Altitude Change : Thrust Change : EPR :

if any prior to
malfunction:
Failure During : Engine Shutdown due to : Overspeed RPM Values: Fuel trim
setting :
Any Other Reason:
Engine Parameters prior to RPM - N1 : N2 : Oil Temp :

shutdown
Fuel flow : EGT/JPT : Oil Pr. :
After Shutdown: Wind Mill RPM if Any: Wind Mill time: Wind Mill
Oil
Pressure:
D DESCRIPTION OF OCCURRENCE(FOR CAPTAIN)
Captain's Name : Email : Mobile :
E DESCRIPTION OF OCCURENCE (FOR IFS/CCIC):
Total No. of Cabin Crew IFS/CCIC's Name : Email : Mobile :

:
F Technical Report (This includes brief details as well as diagnosis and rectification
action):
AME/Technician's Name : Email : Mobile :
G OFFICIAL IN-CHARGE. The report should include as applicable the result of

information available particulars of passengers, crew or third parties killed or
injured. Also details of any freight or property belong to operator or third parties
which is lost or damaged:
Station: Date:
Station In-Charge's Name : Email : Mobile :
NOTE: 1. In case flying hrs details are not readily available then they should be sent separately at the
earliest to airsafety@airindia.in (BOEING FLEET)/ flightsafety.hqrs@airindia.in (AIRBUS FLEET)
2. Number of Cabin crew, CCIC's Name, Email and mobile number shall be entered by PIC. In case
description of occurrence is not applicable to cabin crew write NA in description of occurrence but
CIC particulars must be entered.
3. Technical Report may be sent separately
4. In case of any difficulty for reporting On-line through Flight Safety Website, the soft form of FSR
is available in the FORM FOLDER of ARMS Portal. This form can filled up email to
airsafety@airindia.in
(BOEING FLEET)/ flightsafety.hqrs@airindia.in (AIRBUS FLEET) as an attachment
CHAPTER - 3
REPORTING
APPENDIX- 3.B
k) Traffic information issued

( )Yes, based on radar ( )Yes, based on visual sighting ( )Yes, based on other
information
( ) No
l) Airborne collision avoidance system – TCAS Type-II
( ) Unserviceable ( ) Traffic advisory issued
( ) Resolution advisory issued ( ) Traffic advisory or resolution advisory not issued
m) Radar identification
( ) No radar available ( ) Radar identification ( ) No radar
identification
n) Other aircraft sighted
( ) Yes ( ) No ( ) Wrong aircraft sighted
o) Avoiding action taken
( ) Yes ( ) No
p) Type of flight plan IFR
3. Other aircraft
a) Type and call sign / registration (if known)……………………………………………..
b) If a) above not known, describe below:

( ) High wing ( ) Mid wing
( ) Low wing
( ) Rotorcraft
( ) 1engine ( ) 2 engines ( ) 3 engines
( ) 4 engines
Marking, colour or other available details………………………………………………………………..
………………………………………………..………………………………………………..…………….
…………………………………..………………………………………………..………………………….
c) Aircraft climbing or descending
( ) Level flight ( ) Climbing ( ) Descending
( ) Unknown ( ) N/A
d) Aircraft bank angle
( ) Wings level ( ) Slight bank ( ) Moderate bank
( ) Steep bank ( ) Unknown ( ) N/A
e) Aircraft direction of bank
( ) Left ( ) Right ( ) Unknown ( ) N/A
CHAPTER - 3
REPORTING
4. Distance
a) Closest horizontal distance ……………………………………………………………
b) Closest vertical distance………………………………………………………………..
5. Weather conditions
a) IMC / VMC*
b) Above/below* clouds / fog / haze or between layers'
c) Distance vertically from cloud………………….m / ft' below…………………………...m / ft* above
d) In cloud / rain / snow I sleet / fog / haze*
e) Flying into / out of sun
f) Flight visibility…………………………….m / km`
6. Any other information considered important by the pilot-In-command.

…………………………………………………………………………………………….
…………………………………………………………………………………………….
D - MISCELLANEOUS
1. Information regarding reporting aircraft………………………………………………………..
a) Aircraft registration……………………………………………………………………………………
b) Aircraft type/ Flight No ……………………………………………………………………………………………………….
c) Operator………………………………………………………………………………………………………...
d) Aerodrome of departure……………………………………………………………………………………
e) Aerodrome of first landing…………………………………….destination……………………. ……………
i) Reported by radio or other means to……………….Name of ATS unit) at time ……………….. UTC
g) Date / time / place of completion of form …………………………………………………. ……………..
h) PIC Name……………………………. Email Id…………………………………. Mobile No:…………………………..
i) Co-pilot Name……………………………. Email Id…………………………………. Mobile No:……………………..
j) Addl.Cockpit Crew Name………………………… Email Id………………… Mobile No:…………………………..
k) Addl.Cockpit Crew Name………………………… Email Id………………… Mobile No:……………………………
l) CCIC Name……………………………. Email Id…………………………………. Mobile No:…………………………..
CHAPTER - 3
REPORTING
f) Lights displayed
( ) Navigation lights ( ) Strobe lights ( ) Cabin lights
( ) Red anti-collision lights ( ) Landing / taxi lights ( ) Other

g) Traffic avoidance advice issued by ATS
( ) Yes, based on radar ( ) Yes, based on visual sighting

AIR TRAFFIC INCIDENT/AIRMISS REPORT
For use when submitting and receiving reports on air traffic incidents.
A- AIRCRAFT IDENTIFICATION B - TYPE OF INCIDENT: AIRPROX /AIRMISS
C-THE INCIDENT
1. General
a) Date & time of incident …………………………………………………………….UTC
b) Position………………………………………………………………………………………
2. Own aircraft:
a) Phase of Flight
( ) On Ground ( ) Take Off ( ) Climb ( ) Cruse ( ) Hold

( ) descent ( ) Approach ( ) Missed Approach
b) Heading and route …………………………………………………………………………………..
c) True airspeed …………………... measured in…………………... Kts/Mac.No
d) Level and altimeter setting
e) Aircraft climbing or descending

( ) Level flight ( ) Climbing ( )Descending
( ) N/A
f) Aircraft bank angle
( ) Wings level ( ) Bank below 15° ( ) Bank 15°-35°
( ) Bank above 35° ( ) Inverted ( ) Unknown
( ) N/A
g) Aircraft direction of bank
( ) Left ( ) Right ( ) Unknown
( ) N/A
h) Restrictions to visibility (select as many as required):
( ) Sun glare ( ) Windscreen pillar ( ) Dirty windscreen

( ) Other cockpit structure ( ) None
i) Use of aircraft lighting (select as many as required):

( ) Red anti-collision lights ( ) Landing / taxi lights ( )Logo (tail fin)lights
( ) Other ( ) None
j) Traffic avoidance advice issued by ATS:

( )Yes, based on radar ( )Yes, based on visual sighting ( )Yes, based on other information
( ) No
h) Traffic information issued:

( ) Yes, based on other information ( ) No ( ) Unknown ( ) N/A
i) Avoiding action taken:

( ) Yes ( ) No ( ) Unknown
CHAPTER - 3
REPORTING
2. Function, e-mail Address and signature of person submitting report

a) Function …………………………………………………………………………………………………….…
b) Designation …………………………………………………………………………………………………….…
c) e-mail Address …………………………………………………………………………………………………….
d) Mobile number…………………………………………………………………………………….
3. Function and signature of person receiving report
a) Function ……………………………………………
b) Designation ………………………………………
c) e-mail Address …………………………………

E- SUPPLEMENTARY INFORMATION BY ATS UNIT CONCERNED
1. Receipt of report
a) Report received via HF / VHF / telephone /other (specify)………………………………………….
b) Report received by……………………………………………………………….…..(Name of ATS unit).
2. Details of ATS action

Clearance, incident seen (radar / visually, warning given, result of local enquiry, etc.
………………………………………………………………………………………………………………………….
………………………………………………………………………………………………………………………….
………………………………………………………………………………………………………………………….
…………………………………………………………………………………………………………………………
DIAGRAMS OF AIRPROX
Mark passage of other aircraft relative to you, in plan on the left and in elevation on the right,
assuming YOU are at the centre of each diagram. Include first sighting and passing distance.
CHAPTER - 3
REPORTING
APPENDIX- 3.C
EGPWS OCCURRENCE REPORT
1 Name of Operator :
2 Date and Time of Occurrence :
3 Type of Aircraft :
4 Aircraft Registration :
5 Flight Number :
6 Crew Details Captain :
7 First Officer :
8 Location (Latitude/Longitude or :
Geographical position in relation to a
ground feature or Navigation aid)
9 Altitude and Flight path :
10 Alert provided :
11 Action taken :
12 Comments of Crew :
CHAPTER - 3
REPORTING
APPENDIX- 3.D
PILOT/OBSERVER RA REPORT
Aircraft Operator___________________________________ Pilot Observer

Name___________________________________ Telephone___________
Aircraft ID_______________Aircraft Type_________________ Flight Number ______________
Aerodrome of Departure___________________________________Destination____________
Date and time of event ___________________________________UTC
Own aircraft altitude ___________________________________
Own aircraft position FIR __________VOR__________Radial_________DME____________
Or LAT____________________LONG_______________
………………………………………………………………………………………………………………………………………
Phase of Flight
Take-off__________Climb__________Cruise __________Descent__________Hold________
Final______________________________ Missed approach____________________
Clearance________________________________________ft/FL
………………………………………………………………………………………………………………………………………..
TA Information
TA issued ? YES NO
Visual contact prior to RA ? YES NO
ATS advisory ? YES NO
…………………………………………………………….………………………………………………………………………….
RA Information
Intruder bearing : o'clock
Intruder range : NM
Relative altitude : ft..
Type of RA : (climb, crossing climb, VSL500, etc.)
Did you follow the RA ? : YES NO
If applicable, did ATS instruction conflict with the RA ? : YES NO
General information
Flight conditions : IMC__________VMC__________Day__________Night__________
Visibility : __________ NM
Air traffic service provided : En route control ____________________
Aerodrome/Approach control : ____________________Flight information
CHAPTER - 3
REPORTING
APPENDIX- 3.E
CHAPTER - 3
REPORTING
APPENDIX- 3.F
NOTIFICATION OF INCIDENT/ SERIOUS INCIDENT/ ACCIDENT TO AAIB/DGCA
(As per Aircraft (Investigation of Accidents and Incidents) Rules, 2017/ CAR Section 5 Series C
Part I)
CHAPTER - 3
REPORTING
APPENDIX- 3.F

(As per Aircraft Rule 2017 / CAR Section 5 Series C Part I)
CHAPTER - 3
REPORTING
APPENDIX- 3.G
FORMAT FOR SUBMISSION OF QUARTERLY REPORT OF REPORTABLE OF
REPORTABLE OCCURRENCE TO DGCA
As per CAR Section 5 Series C Part 1
CHAPTER - 3
REPORTING
Appendix- 3.H
RUNWAY INCURSION REPORTING FORM (As per CAR Section 4, Series X PART 1)
A Date/time of incident (in UTC) Report Number:
Y Y Y Y M M D D h h m m DAY NIGHT
B Person submitting the report:

Name
Job Title
Telephone
Facility/Unit
Date/time/place of completion of form
C ICAO Aerodrome Designator
D Surface Condition (Braking)
E Aircraft, vehicle or person involved in the runway incursion (Indicate those involved in the occurence)
Aircraft 1
Aircraft 2
Aircraft 3
Vehicle
Person
F Weather Conditions
Wind Visibility/RVR
Temperature (° Celsius) Ceiling/Cloud
Additional Information :
G Evasive Action Aircraft 1

No
Yes
CHAPTER - 3
REPORTING
Select from the list below as appropriate

Cancelled take off clearance
Rejected takeoff distance rolled
Rotated early
Delayed rotation
Abrupt stop
Swerved
Missed approach Distance to runway threshold
Other
CHAPTER - 3
REPORTING
Appendix- 3.H
H Evasive Action Aircraft 2
No
Yes
Cancelled takeoff clearance
Rejected takeoff Distance rolled
Rotated early
Delayed rotation
Abrupt stop
Swerved
Other
I Evasive Action - Vehicle

No
Yes Select from the list below as appropriate

Abrupt stop
Swerve
Other
J Closest Proximity (CP) Vertical (ft) Horizontal (m)
K Communication Difficulties?
No
Read back/hear back
Blocked communication
Partially blocked communication
Confused call signs
ACFT/vehicle on wrong frequency/no radio
Non-standard phraseology
CHAPTER - 3
REPORTING
Appendix- 3.H
L. ATC
Did the ATC forget about ? Yes No
An ACFT/person/vehicle cleared onto or to cross a runway?
An ACFT on approach to land?
A runway closure?
M. Description of Incident and Relevant

Circumstances:
1. A description or diagram of the geometry of the incident scenario;
Description:
Diagram:
2. A description of any evasive or corrective action taken to avoid a collision;
3 An assessment of the available reaction time and the effectiveness of the evasive or corrective action;
CHAPTER - 3
REPORTING
Appendix- 3.H
4. An indication of whether a review of voice communication has been completed and results of that review :
5. Initial assessment of severity
N. Aircraft details- Aircraft - 1
Registration No . Call sign
SSR code (if applicable) Flight No.

Owner/Operator Aircraft 1 type
Flight Details
(Select from the list below as appropriate )
Type of Flight Flight Rules
General Aviation IFR
Non-scheduled
Scheduled
Military VFR
Not applicable
Other
CHAPTER - 3
AIRCRAFT ACCIDENT AND Issue-4 Rev.3 11 Dec 2020
INCIDENT- REPORTING
Appendix- 3.H
PAGE 3 -31
CHAPTER - 3
INCIDENT- REPORTING
Appendix- 3.H
Q. Vehicle details –Vehicle 2
Vehicle-2 type Owner/Operator :

Permit No.
INSTRUCTIONS FOR THE COMPLETION OF RUNWAY INCURSIONINITIAL REPORT FORM

A. Date/time UTC and conditions (day or night).
B. Details of the person submitting the report.
C. Aerodrome designator as indicated in Location Indicators (Doc 7910).
D. Information regarding runway condition at the time of the incursion that affected the
braking action of the aircraft.
E. Identification of aircraft, vehicle and person involved in the runway incursion. More
details should be provided in N, O, P, and Q.
F. Information on weather conditions such as wind, visibility, RVR, temperature,
ceiling, cloud and additional information as required.
G. Information regarding evasive actions taken by aircraft and/or vehicle.
H. Information regarding the closest proximity (CP) or distance, horizontally and/or
vertically, between both parties during the runway incursion or at the point at which both
parties were aware of the situation and the aircraft was under control at taxi speed or
less.
I. Information regarding communications difficulties and ATC memory lapses.
J. Describe the runway incursion, provide information requested. Attach additional
papers as requested.
K. Detailed information regarding aircraft and vehicles involved in the runway incursion.
L. Details of the Safety Manager receiving the report.
M. Investigating agency & likely date of completion of Investigation.
PAGE 3 -32
CHAPTER - 3
INCIDENT- REPORTING
Appendix- 3.I
VOLUNTARY SAFETY REPORTING TO DGCA ( DGCA AIC 25/2020)
As per DGCA AIC 25/2020 dated 04th Aug 2020, which supercedes AIC05/2020, in order to
make the Hazard reporting system more effective DGCA in addition to the Organizations
reporting system has introduced a Voluntary reporting system .
According to the same, anyone who witnesses or is involved or has knowledge of an
occurrence , hazard or situation which he or she believes possess potential threat to flight
safety is requested to report the same in prescribed performa mentioned in Annexure A of
the AIC.
Voluntary reports can be submitted to DGCA as follows:
By email on voluntaryreport-dgca@gov.in
By post at: Voluntary Safety Reporting System

Air Safety Directorate, O/o Directorate General of Civil Aviation- HQ,
Opp. Safdarjung Airport, Aurobindo Marg, New Delhi-110003
DGCA has assured that no punitive action will be taken on such Voluntary Reporting made
unless infringement relates to Unlawful /criminal/ deliberate gross negligent unsafe action.
However the Voluntary Report is not a substitute for Statutory Mandatory Reporting System,
which will continue to function.
VOLUNTARY / CONFIDENTIAL SAFETY REPORTING TO DGCA
PAGE 3 -33
CHAPTER - 3
INCIDENT- REPORTING
Appendix- 3.J
ADDRESSES ALONG WITH TELEPHONE AND FAX NOS

(PLEASE REFER TO DGCA WEBSITE FOR
UPDATED CONTACT DETAILS)
Office of the DGCA Address Telephone E-mail

Technical Centrte, 011-24623211 Bsrai.dgca@nic.in
Shri Bir Singh Rai (Opp. Safdarjung Airport)
Joint Director General Aurobindo Marg, New
Delhi-110003
Technical Centrte, 011-24620272 Maneesh.dgca@nic.in
Shri Maneesh Kumar (Opp. Safdarjung Airport)
Deputy Director General Aurobindo Marg, New
Delhi-110003
Technical Centrte, 011-24620274 Sanit.dgca@nic.in
Shri. Sanit Kumar
(Opp. Safdarjung Airport) Dashq.dgca@gov.in
Director Air Safety , DGCA (Hqs)
Aurobindo Marg, New
Delhi-110003
Technical Centrte, 011-24620273 axjoseph.dgca@nic.in
Shri. A X Joseph
(Opp. Safdarjung Airport)
Director Air Safety , DGCA (Hqs)
Aurobindo Marg, New
Delhi-110003
Civil Aviation Department, 011-24615070
Director Air Safety Safdarjung Airport, Airsafetynr.dgca@nic.in
(Northern Region) Aurobindo Marg, New
Delhi-110003
Integrated operational 022-28200010 Sanjayb.dgca@nic.in
Shri. Sanjay Brahmane office complex, New Airport Daswr.dgca@nic.in
Director of Air Safety colony, (Opp. Parsiwada,
(Western Region) Sahar Road), Vile Parle
(East), Mumbai-400099
033-24119415 Hnmishra.dgca@nic.in
Shri. H.N. Mishra Office of DDG (Eastern
Daskol.dgca@nic.in
Dy. Director of Air Safety Region), NSCBI Airport,
(Eastern Region) Dum Dum, Kolkata-700052
Office of DDG (Southern 044-22561338 Rrajendran.dgca@nic.in

Region), First Floor, New 044-22561621 Airsafetymaa.dgca@nic.i
Shri. R. Rajendran
International Air Cargo n
Dy. Director of Air Safety
Terminal (Near AMSS Post
(Southern Region)
Office), Meenambakkam,
Chennai-600027
Shri. Siva Kumar Jadala Civil Aviation Department, 040-27905246 Skjadala.dgca.nic.in
Asst. Director of Air Safety RCAS, Hyderabad Airport 040-27904509 Rcashyd.dgca@nic.in
( Southern Region-II) (Old), Hyderabad-500016
Office of DDG, Fourth Floor, 080-25223542 Narayana.dgca@nic.in
Shri. Narayana Vislavat
Technical Block,AAI, HAL Nps.dgca@nic.in
Dy. Director of Air Safety
Airport, Bengaluru-560017
PAGE 3 -34
AIR INDIA LIMITED
Chapter- - 4
CHAPTER - 4
INVESTIGATION
4.1 AIRCRAFT (INVESTIGATION OF ACCIDENTS AND INCIDENTS), RULES 2017
These rules extend to the whole of India and applies also –

a. To citizens of India wherever they may be.
b. To, and to the person on, aircraft registered in India wherever they may be.
c. To, and to the person on, aircraft registered outside India but for the time being in/over India.
d. To an aircraft by a person who is not a citizen of India but has principle place of business or
permanent residence in India.
4.2 INCIDENT/ACCIDENT INVESTIGATION:
The sole objective of the investigation of an accident or incident shall be the prevention of
accidents and incidents and not to apportion blame or liability.
The objective shall also be to identify the root cause and recommend measures to prevent
recurrence.
Any investigation conducted in accordance with the provisions of the CAR shall be separate from any
judicial or administrative proceedings to apportion blame or liability.
AIR INDIA LTD. has a defined process for investigation of aircraft incidents as per CAR Section 5 Series C
Part 1 and Series F Part 1 and reporting of the same to the regulatory authority, DGCA as per AIRCRAFT
(INVESTIGATION OF ACCIDENTS AND INCIDENTS), RULES 2017.
DGCA will evaluate each occurrence report received to decide which occurrence requires investigation by
the DGCA or by the concerned operator / AAI through PIB/ AIB under the supervision / Convenorship of
the DGCA.
4.A INCIDENT PIB INVESTIGATION
DGCA CAR Section-5, Series-C, Part-I, Issue-II, Rev. 04, dtd. 26th February 2020 (Notification of Incidents
and Investigation thereof), Para 6.2 states that incidents shall be investigated by the Permanent
Investigation Board (PIB) of the Airlines under supervision of Officer of the Regional Air Safety Office of
DGCA. Accordingly, a Permanent Investigation Board (PIB) of Flight Safety Department is available to
investigate incidents involving AI aircraft, including incidents on ground. The board conducts the meeting
every month.
All the occurrences of the intervening period are discussed with DGCA Regional office. DGCA Regional
office decides the occurrences which require investigation by PIB and accordingly, Flight Safety
Department prepares PIB agenda listing all those occurrences to be discussed in the PIB meeting and
circulates to all departments concerned. During the same discussion, DGCA office also decides all other
occurrences which are of nature that further investigation may not be necessary and that further
investigation serves no purpose, report of all such occurrences are prepared and submitted as
“Summary Investigation Report (SIR)”.
However for all other investigations the PIB report shall be prepared as per the format in Appendix ‘C’ of
DGCA CAR Section-5, Series-C, Part-I, Issue-II, Rev. 04, dtd. 26th February 2020 (Notification of Incidents
and Investigation thereof), PIB incidents will be discussed and concluded with Safety Recommendations
where necessary during the PIB meetings in presence of DGCA official(s). PIB report shall be prepared
as per the format given in the Appendix 3.F of chapter-3 which is as published in DGCA CAR. Involved
flight crew and maintenance crew and other personnel, if required, are to be made available for the
purpose of recording their account of the incident. CVR transcript/DFDR readout of the relevant
parameters, site report, test report of the relevant system to the extent possible should be made
available during the meeting.
PAGE 4 -1
CHAPTER - 4
INVESTIGATION
To ensure that the benefits of investigation are fully realized by each organisation, The Chief of Flight
Safety will present flight safety data to the governing board members of the organisation.
The flight safety data may include the following.
a) Details of Accident /Serious Incident/Incident occurred to the aircraft operated by the organisation,
Findings recommendations and action taken on the recommendations.
b) Salient findings during Audit and Surveillance inspection.
c) Trends observed from the FOQA monitoring.
d) Any other issue impacting the safety.
For incidents to aircraft other than as given in Para 6.2.1 of CAR Section 5, Series C Part I, the
investigation shall be carried out by DGCA.
All efforts should be made to complete the investigation within the time limits stipulate in Para 7 of
CAR Section 5, Series C Part I.
Air India shall fill ADREP using ECCAIRS or compatible excel sheet for the incidents that are
investigated by PIB and submit along with the PIB report to the Concerned Regional Air Safety Office
and O/o DAS (DGCA HQ)
4.A.1 COMPOSITION OF ROUTINE PERMANENT INVESTIGATION BOARD (PIB) :

A Permanent Investigation Board (PIB) investigates the incidents occurring to Air India’s aircraft. The
board consists as follows:
The Board consists of Chief of flight safety/Dy. Chief of Flight Safety, personnel assigned with duties
of flight safety activities (with fleet size of less than three), a senior pilot on type, preferable
instructor/examiner and Manager Quality/Engineer qualified on type preferably not involved with the
certification work.
PERMANENT INVESTIGATION BOARD: BOEING FLEET
CONVENER ALTERNATE
Chief of Flight Safety Dy. Chief of Flight Safety
MEMBERS
Sr Pilot (Preferably Instructor/Examiner)
CAM/Dy.CAM
Additionally, a member will be co-opted from GH, IFS etc based on the nature/ type of incident.
Boeing Aircraft Fleet (B7474, B777 & B787) incidents shall be investigated by PIB at Mumbai base.
Representative of the Regional Director Air Safety, DGCA office will be present in the PIB meeting.
PERMANENT INVESTIGATION BOARD : AIRBUS FLEET :

All airbus fleet aircraft incidents shall be investigated by Permanent Investigation Boards formed at
respective aircraft bases viz Delhi for A320, Mumbai for A321 and at Kolkata for A319 aircraft fleet.
CONVENER ALTERNATE
Chief of Flight Safety Dy. Chief of Flight Safety
MEMBERS
Sr Pilot (Preferably Instructor / Examiner)
CAM/Dy.CAM
Additionally, a member will be co-opted from GH, IFS etc based on the nature/ type of incident.
Representative of the respective Regional Director Air Safety, DGCA office will be present in the PIB
meeting.
PAGE 4 -2
CHAPTER - 4
INVESTIGATION
4.A.1.1 Special Investigation Committee:

Chief of Flight Safety may call for Special Investigation Committee on any incident which
may deem to be investigated in detail depending on the severity of the incident or the findings of
the routine PIB with the concurrence of DGCA
The Special Investigation Committee shall constitute of Officers as determined by
Chief/Deputy Chief of Flight Safety and may also include Engineering (CAM/Quality), Operations
and any other departments concerned.
Chief of Flight safety or Dy. Chief of Flight Safety will have the power to summon any employee of
the Airline to the FSD for Clarification / Enquiry / Investigation in connection with any Accident,
Incident, Hazard Identification, Anonymous Report, Voluntary Report etc. and place on record, the
statements / answers from the individual (s) concerned.
NOTES:
1. The Board may co-opt members from other Departments / Other Officers from FSD
whenever necessary.
2. The Board will investigate all incidents and accidents, including those involving aircraft
dry-leased by Air India Ltd., and submit its report to the Chief of Flight Safety who will
forward the Board’s recommendations to the departments concerned for expeditious
implementation. A copy of the report should be forwarded to the CMD.
3. The departments concerned will submit an Action Taken Report (ATR) to the Chief of
Flight Safety after recommendations of the PIB, are implemented.
4. All Departments are directed to extend full co-operation to the PIB.
5. Investigations shall be completed in accordance with the time lines given the para-7 of
the CAR Section-5, Series-C, Part-I, Issue-II, Rev. 04, dtd. 26th February 2020
(Notification of Incidents and Investigation thereof),
6. For PIB, the DGCA - Air Safety representative will be associated as an observer.
7. Depending on the availability of personnel / existing situation, the Chief of Flight Safety
reserves the right to suitably amend the composition of a PIB.
8. The Chief of Flight Safety shall inform the Accountable Executive on the occurrence of a
serious incident/Accident.
9. All “PIB reports” and “Summary Investigation Reports” shall be submitted to DGCA.
Note: Investigation report shall contain recommendations based on information derived from an
investigation, made with the intention of preventing accident or incident and which in no case has the
purpose of creating a presumption of blame or liability for an accident or incident.
Action taken report on recommendations made in the investigation reports mentioned in Para 6 of CAR
Section-5, Series-C, Part-I, Issue-II, Rev. 04, dtd. 26th February 2020 (Notification of Incidents and
Investigation thereof), 17 shall be submitted by all concerned to Regional Air Safety Offices and
Director Air Safety (DGCA HQ).
PAGE 4 -3
CHAPTER - 4
INVESTIGATION
4.A.2 PROCEDURE FOR INVESTIGATION OF INCIDENT BY PIB

4.A.2.1 DOCUMENTATION
The investigating officials should obtain all documents relevant to the incident.
The documents generally required to be examined may include the following:
1. Flight Safety Report (FSR)

2. Pilots Report (PSR)
3. Voluntary Report (VOL)
4. General Declaration (GD)
5. Fuel and Navigation Flight Plan.
6. Sector page of Flight Report Book.
7. Load Sheet
8. Fuel / Oil uplift record.
9. Fuelling Instructions, if any (As prepared by the PIC)
10.NOTAMS
11. Met. Data
12. Take-off Data Card
13. Landing Data Card
14. Engineering Snag Rectification Record
15. Relevant extracts from the CVR transcript
16. Relevant extracts from the DFDR read-out
17. ATC Voice Tape Transcript
18. IFS Report
19. Security Release Certificate
20. Training Records of crew involved
21. Any other documents relevant to the investigation e.g. Passengers Report, Flight
Dispatch log, etc.
4.A.2.2 TIME LINE OF COMPLETION OF INVESTIGATION

Actual time required for investigation will depend on the complexity of each case.
However, to ensure completion of investigation at the earliest, following time limits as
stipulated in Para-7 of Section-5, Series-C, Part-I, Issue-II, Rev. 04, dtd. 26th February
2020 (Notification of Incidents and Investigation thereof), shall be followed.
a. An engineering incident involving of maintenance procedures – 02 weeks
b. An operation incident involving of procedures by Operating crew – 02 weeks.
c. If operation incident is accompanied with the failure of Aircraft system/component-
operation report should be submitted within 10 days to allow corrective action to be
taken immediately. All efforts should be made to submit the Final investigation
within four weeks.
d. Investigation of an incident which involves failure of component or system and
where the component investigation report is essential to determine the cause of the
incident should be completed within 3 months or as much time as taken by the
equipment manufacturer / Overhaul –maintenance shop / Laboratory.
e. Incident involving consultation of external experts / manufacturer participation – 03
months.
f. Ground incidents involving collision between aircraft and vehicle; aircraft and
aircraft should be investigated in 02 weeks.
g. Investigation of Runway incursions – 02 weeks.
h. Investigation of Runway excursions – 30 days
i. Investigation of ATC incidents – 30 days
PAGE 4 -4
CHAPTER - 4
INVESTIGATION
4.A.2.3 REMOVAL OF CVR FOR THE PURPOSE OF INVESTIGATION

CVR removal should be done in the occasions mentioned in the Para-9 of Section-5,
Series-C, Part-I, Issue-II, Rev. 04, dtd. 26th February 2020 (Notification of Incidents and
Investigation thereof).
In case of the accident/serious incidents CVR shall be removed from the aircraft at the
earliest opportunity.
a. CVR shall be removed in case of the following incidents
 Any failure of aircraft primary structure.
 Damage which necessitates repair before further flight due to ingestion, collision,
meteorological conditions, hard or overweight landing, overheating, incorrect
technique or practices etc.
 Any incident where any minor injury is sustained by a passenger or member of
the crew while on board the aircraft e.g. injury to a passenger as a result of
turbulence, scalding of a member of the cabin staff as a result of faulty design,
inadequate servicing or the in correct handling of galley equipment.
 Declaration of an emergency situation.
 An emergency evacuation of the aircraft.
 Fire or Explosion.
 Fire or Smoke warning.
 In-flight engine shut-down or significant loss of power.
 Significant leakage of fuel, hydraulic fluid or oil.
 Smoke toxic or noxious fumes in crew, passengers or freight compartments.
 Rejected take-off.
 Unintentional deviation from the intended track or attitude, caused by a
procedural, systems or equipment defect.
 Precautionary or forced landing.
 Balked landing and Bounced Landing.
 Unintentional contact with the ground, including touch down before the runway
threshold.
 Over-running the ends or sides of the runway or landing strip.
 The separation between the aircraft was less than prescribed for the situation.
 Runway obstructed by foreign objects.
 All undershoots/overshoots or aircraft leaving the runway paved areas.
 Collision between moving aircraft and vehicles or any other ground equipments
 Difficulty in controlling intoxicated, violent or armed passengers.
 In case of pilot incapacitation.
b. Besides the above occurrences, Director Air Safety of the DGCA may direct for
removal of Cockpit Voice Recorder on any other occasion. Chief of the Flight Safety
of the Operator in consultation with the Regional Air Safety Offices may also require
removal of CVR at any other occasion for investigation/ Inquiry.
c. Director of Air Safety/Regional Controller of Air Safety in Consultation with DAS (HQ)
may exempt the removal of CVR in extraordinary situations. Record of such cases
shall be maintained by the respective Regional Offices.
d. Approved Chief of Safety may take decision regarding removal of CVR in following
cases of low speed abandoned take off due ATC instructions, wildlife incursion and
bird hit.
Protection of data i.e. CVR, FDR, airborne image recordings, etc :It shall be ensured that
the CVR and airborne image recordings are well protected from any inappropriate use and not
disclosed to the public.
CVR and airborne image recording data shall not be used for disciplinary, civil, administrative and
criminal proceeding against the employees, operational personal or organizations.
PAGE 4 -5
CHAPTER - 4
INVESTIGATION
4.A.2.4 FORMAT FOR FINAL INVESTIGATION REPORT

AIR INDIA LTD.
ROUTINE PIB (RPIB) REPORT REF. # /______
Incident - …………
Flight No. / Date / Sector :
Place of incident : ………..
Manufacturer and Model : .……….
Registration : VT-…..
Investigation Authority : PIB, AIR INDIA LTD.
Representative of DGCA associated in PIB : ………………….
PIB held on date(s) : ………….
1.0 FACTUAL INFORMATION
1.1 History of the flight:
1.2 Injuries to persons :
1.3 Damage to the Aircraft :
1.4 Other damage :
1.5 Personnel Information :
Flight Crew License Type & Validity Experience

No.
Commander:
First Officer:
Pertinent information regarding other personnel, when relevant.
1.6 Aircraft Information:
a) TSN
b) CSN
c) Brief statement on airworthiness and maintenance of the aircraft (indication of deficiencies known
prior to and during the flight to be included, if having any bearing on the accident).
d) Brief statement on performance, if relevant, and whether the mass and centre of gravity were
within the prescribed limits during the phase of operation related to the accident. (If not and if of any
bearing on the accident give details.)
e) Type of fuel used (if applicable)
1.7 Meteorological Information
(a) Brief statement on the Meteorological conditions appropriate to the circumstances including both
forecast and actual conditions and the availability of meteorological information to the crew.
(b) Natural light conditions at the time of accident/ incident and visibility
(Sun, Light, Moonlight twilight etc.)
1.8 Aids to Navigation
Information on Navigational aids available including landing aids such as GCA, ILS etc. and their
effectiveness at the time
PAGE 4 -6
CHAPTER - 4
INVESTIGATION
1.9 Communication
1.10 Aerodrome Information
1.11 Flight Recorders

Location of the flight Recorder, installation in the aircraft their condition on recovery and pertinent
data available there from
NOTE: The term flight Recorder is used as a generic term that includes flight Data Recorder,
Voice Recorder and any other such type of recorder which may be deployed.
CVR :
DFDR :
1.12 Wreckage & Impact Information :
1.13 Medical & Pathological Information :
1.14 Fire
If fire occurred, information on the nature of the occurrence and the fire fighting equipment used
and its effectiveness
1.15 Survival Aspects
1.16 Tests & Research
1.17 Additional Information
1.18 New Investigation Techniques

NOTE: - Notifiable fatal accidents are investigated by Court of enquiry/ Committee of Inquiry.
Notifiable non-fatal accidents are investigated by Inspector of Accidents and Air India Ltd. Board of
Inquiry, separately.
2.0 Analysis :
3.0 Conclusion:
3.1 Finding:
3.2 Causes:
Reproduce in (a) and (b) below the test of the report in its entirety unless it is inadvisable because of
length or complexity
(a) Findings: indicate the most significant determination of the fact-finding and analysis
(b) Cause or probable cause (s)
4.0 Safety Recommendations :
PAGE 4 -7
CHAPTER - 4
INVESTIGATION
A LIST OF ANNEXURES TO THE REPORT
Following documents to be submitted along with the PIB Report based on the nature of incident and few
are mentioned for guidance purpose:
(a) Meteorological data.
(b) A sketch plan indicating ground marks and probable path of the flight prior to accident/ incident.
(c) Photographs of the scene of an accident/ incident.
(d) Statements of the crew and eyewitnesses.
(e) Particulars of any pail or parts which, it is considered may have a bearing on the cause of
Accident Incident.
(f) Tape transcript of R/T conversation FDR and Cockpit Voice Recorder read-outs.
Any other relevant documents.
NOTE: The following information may also be furnished by the Board for record purposes:
(a) Date of formation of Al Board of Inquiry ordered by the authority concerned.

(b) Date of 1st Board meeting.
(c) Date of finalisation of the Inquiry Report
(d) Reasons for delay where applicable, in finalisation of the inquiry Report (In this connection, refer
DGCA's letter No. 15029/14/74-AS dated 23.7.1974).
4. A.2.5 RECOMMENDATIONS
Recommendations should include:
1. Preventive actions required to avoid recurrence of similar incident.
2. To prescribe evaluation/additional training of personnel;
3. To review any change in policies and SOPs;
4. To suggest modifications in equipment / installations;
5. To consider issuance of circular for information of all concerned;
6. Recommendation should be with regard to both department and individual concerned.
7. Any other recommendation(s).

4.A.2.6 CONCURRENCE BY MEMBERS
The PIB members are required to sign the reports. In case of any difference of opinion, a PIB member
may place a dissent note with the findings and recommendations for perusal of Chief of Flight Safety.
PAGE 4 -8
CHAPTER - 4
INVESTIGATION
4. A.2.7 SUBMISSION OF PIB REPORT and ATRs TO DGCA
The signed PIB report shall be submitted to DGCA along with supporting documents as listed in the PIB
Report after the investigation is completed. Copy of the PIB Report shall be sent to Department(s)
concerned for implementation of the PIB Safety recommendations. A proper procedure is developed to
follow ATRs on the findings / recommendations of the Permanent Investigation Boards. The relevant PIB
report will be closed subsequent to receipt of the ATR and submission to the Regional offices of DGCA.
Pending ATRs and their status will be discussed during the PIB meetings as follow up in order to close
the incident in a quickest possible time.
4.A.3 ACTION TAKEN ON THE RECOMMENDATIONS MADE IN THE PIB REPORT AND THEIR
COMMUNICATION TO REGIONAL OFFICE / DAS HQRS
Action Taken Report (ATR) shall be received from the respective department(s) within ONE MONTH
from the date of completion of investigation through PIB, ie, Final PIB held on date.
The effectiveness of the Corrective Actions will be evaluated Flight Safety Department through
periodical review of implementation of recommendations at an interval of THREE MONTHS in
accordance with para-6.1 & Appendix-D of CAR Section 5 Series F Part I, Rev 2 Dated 17th March
2009).
FSR PIR (Engg.) Other Incident

raised within 24 hrs. Raised with in 24 (Other Dept.)
hrs.
All relevant information is

gathered on these PIB conducted PIB report prepared as per
incidents. with members para 5.A.2.6 of this manual
DFDR from concerned with
CVR departments and 1. Factual Information
SECTOR Report nominated 2. Analysis
QCTS Report DGCA official as 3. Conclusion
CREW Statement observer 4. Safety Recommendations
Other Reports as
PIB report to
Occurrences of similar DAS-DGCA,
incidents are monitored to CMD and
confirm that Closing of incident
after receipt of ATR. concerned
recommendations are departments
effective. .
Intimation of ATR to
Review of Corrective DAS-DGCA.
/Preventive Actions for
effectiveness after 03
months.
PAGE 4 -9
CHAPTER - 4
INVESTIGATION
4.B INVESTIGATION OF SERIOUS INCIDENTS AND ACCIDENTS

The Serious Incidents and Accidents are investigated by AAIB, Govt. of India in accordance with the
Procedures Manual of Aircraft Accident /Incident Investigation Procedures.
4.B.1. AUTHORITY ISSUING ORDER FOR THE INVESTIGATION OF ACCIDENT AND SERIOUS
INCIDENTS
The Aircraft Accident Investigation Bureau, Govt. of India will conduct an investigation of aircraft accident
or a serious incident as per Aircraft (investigation of accidents and incidents), rules 2017.
4.B.1.1 AIRCRAFT ACCIDENT INVESTIGATION BUREAU:

1. For the purposes of carrying out investigation into accidents, serious incidents and incidents
referred to in sub-rules (1), (2) and (4) of rule 5, the Central Government shall set up a Bureau
in the Ministry of Civil Aviation known as the Aircraft Accident Investigation Bureau of India and
appoint such number of officers familiar with aircraft accident investigation procedures and other
persons, as it deems fit from time to time.
2. The Aircraft Accident Investigation Bureau shall function under overall supervision and control of
Government of India, Ministry of Civil Aviation.
3. The Aircraft Accident Investigation Bureau shall discharge the following functions, namely:-
a. obtaining preliminary report under rule 9 from any person or persons authorized either
under sub-rule (1) of rule 9 or under sub-rule(2) of rule 7.
b. assisting the Central Government in setting up of Committee of Inquiry and formal
investigation under these rules;
c. to facilitate the investigation and administrative work of the Committees and Courts,
whenever necessary.
d. processing of the reports of Courts and Committees of Inquiry received by the Central
Government, which includes-
i. forwarding of the reports to the States for consultation under sub-rule (1) of rule
14;
ii. forwarding the report made public by the Central Government under sub-rule (2)
of rule 14 to the States as required under Annex 13;
iii. forwarding the report made public by the Central Government under sub-rule (2)
of rule 14 to lCAO if the mass of the aircraft involved in accident or incident is
more than 5,700 kg;
e. follow-up the recommendations made by Courts and Committees of inquiry and to
ensure that are implemented by the concerned agencies;
f. to process cases for a resolution by the Central Government of disputes between the
Bureau and any agency regarding implementation of a recommendation;
g. to formulate safety recommendation on the basis of safety studies, including induction of
new technology to enhance safety, conducted from time to time.
h. establish and maintain an accident and incident database to facilitate the effective
analysis of information on actual or potential safety deficiencies obtained, including that
from its incident reporting systems, and to determine any preventive actions required;
i. to process obligations of the Central Government under Annex 13 to the Convention
relating to International Civil Aviation signed at Chicago on the 7th day of December,
1944 as amended from time to time
j. Any other functions, which the Central Government may ask the Bureau to perform from
time to time under these rules.
4. The Aircraft Accident Investigation Bureau may, by notification in the Official Gazette, and with
the previous approval of the Central Government, make procedures, not inconsistent with the
provisions of the Act to carry out the purposes of these rules and the functions referred to in sub-
rule (3).
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5. ln particular, and without prejudice to the generality of the foregoing power, such procedures may
provide for all or any of the following matters, namely:-
a. the persons required to notify the accidents and incidents;
b. the notifications of accidents and serious incidents to International Civil Aviation Organization and
the States for participation in the investigation;
c. the investigation of aircraft accident and incidents;
d. the format of preliminary and reports of Committee of Inquiry and Formal Investigation
conducted under these rules;
e. the consolidation and follow-up of safety recommendations made by the Committee of Inquiry
and Formal Investigation with the agencies required to implement the recommendations and
require action taken reports from these agencies; and
f. Any other matter subsidiary or incidental to aircraft accident and incident investigation.
4. B.2 ROLE / DUTY OF OPERATOR IN ASSISTING THE INVESTIGATION BY AN

INVESTIGATOR IN CHARGE / INSPECTOR OF ACCIDENTS / COMMITTEE OF INQUIRY /
COURT OF INQUIRY
The Director-General may specifies the manner in which the aircraft accidents and incidents are to be
notified, guidelines and modalities to be adopted for classification, investigation thereto and the
responsibilities of various organizations like the Airlines and other Departments/ agencies at the airport
etc. in providing assistance with regard to investigation. Flight Safety is responsible for providing all
necessary support to DGCA and other regulatory authorities concerned, in accident investigation.
Note :- The following information are the extract from the Aircraft (Investigation Of Accidents And
Incidents), Rules 2017 and relevant section extracted for the airline are reproduced below.
4.B.2.1 RESPONSIBILITIES OF OPERATOR IN ACCIDENT/INCIDENT INVESTIGATION:-
As per AIRCRAFT (INVESTIGATION OF ACCIDENTS AND INCIDENTS), RULES 2017, following

is the responsibility of the operator during Accident/Incident Investigation:
1. Whenever an accident occurs, the Owner, Operator, Pilot-in-Command, Co-pilot of the aircraft
shall take all reasonable measures to protect the evidence and to maintain safe custody of the
aircraft and its contents for such a period as may be necessary for the purposes of an
investigation subject to the Indian Aircraft (Investigation Of Accidents And Incidents),
Rules 2017. Safe custody shall include protection against further damage, access by
unauthorized persons, pilfering and deterioration.
2. All the documents relating to the aircraft shall be segregated and sealed by the Operator and
shall be handed over to DGCA Officers who shall determine the adequacy of action as deemed
appropriate and may seal any other documents etc. pertinent to the investigation of the accident
as any of the material could be of use to the investigating authority. The following are the broad
outlines of the records which should be segregated and sealed as soon as possible after the
accident occurs:
a) By Airline:
i. Flight folder consists of Operational Flight Plan, ATC Flight Plan, MET folder,
NOTAMS, Company Advisory, Takeoff and landing data card.
ii. Training files of the Pilots and Cabin Crew including recurrency training record.
iii. Past incidents of the Crew and Counseling/ training based on FOQA monitoring.
iv. Any Breath analyser Positive record( i.e Pre / Post Flight Breath Analyser Test
records of cabin crew, Cockpit Crew and Maintenance Personnel, Personnel
engaged in Aircraft maintenance, Air traffic control services, Aerodrome
operations, Ground handling services as applicable.)The requirements of Medical
Examination of personnel after accident shall be complied with in accordance
with CAR Section 5, Series F part II , III and IV.
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INVESTIGATION
v. Copy of current SOP, FCOM, Operation Manual etc

vi. Load & Trim Sheet.
vii. Passenger Manifest & GD
viii. AME Training Record & recurrency status.
ix. All documents including log books regarding, maintenance, servicing etc. of
aircraft should be segregated and sealed by the Operator and handed over to the
Inspector of Accidents or his representative.
x. Documents such as aircraft file, flight reports, performance reports and
concessions granted if any
b) By Air Traffic Services:

i. Log books of all the relevant ATS including Radar Units.
ii. All messages pertaining to the aircraft including data like Flight progress strips,
etc.
iii. All messages detailing information passed to the aircraft.
iv. Log books of all ATS vehicles employed for search and rescue, fire fighting and
visits to the site of accident etc.
Note: The vehicle log book should be sealed after relevant entries are made. These entries should be
made immediately on return from the operation.
c) By Aeronautical Communication Service:

i. All tapes containing messages exchanged with the aircraft.
ii. All tapes containing messages exchanged/communicated regarding alerting,
search and rescue and fire fighting etc.
iii. All messages regarding the aircraft.
iv. Relevant records/log books of all the Nav aids used just prior to accident.
v. The dairy of Duty Officer of Communication Centre.
d) By Rescue and Fire Fighting Services:

i. The occurrence book of the Fire Fighting unit concerned.
ii. Log books of the vehicles engaged in the search and rescue and actual fire
fighting operations.
Note: These books should be sealed after necessary entries have been made regarding completion of
rescue and fire fighting operations.
e) By Meteorological Department (Aviation):
i. All records pertaining to Metars, TAFORS & ROFORS, Specis & weather warning
which could be of relevance to the aircraft involved.
ii. All records forming basis of the information regarding Metars, Tafors and Rofors.
iii. The special weather observation recorded immediately after the accident.
iv. Log books of the Duty Officers at different positions.
f) By Fuel Vendor: The sample of fuel/oil uplifted should be preserved by the fuel
vendor. A separate fuel/oil sample should also be collected and sealed by Inspector
of Accidents or his representative.
3. Typically, the operator should provide sufficient support to the Inspector of Accidents and other
personnel in the initial coordination effort necessary to make arrangements for the investigation
team to reach the site. Operator should also help with such important items as travel
arrangements, hotels, rental cars, and on-site administrative support. Whenever possible, the
team of the operator should travel with the investigation team to the accident site. It is important
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that the investigative process should begin as soon as possible and with the most current and
accurate information.
The following records shall not be disclosed for purposes other than the investigation of the
accident except when the Central Government determines that their disclosure outweighs the
adverse domestic and international impact such action may have on that investigation or any
future investigations:
a. all statements taken from persons by the investigation authorities in the course of their
investigation;
b. all communications between persons having been involved in the operation of the
aircraft;
c. medical or private information regarding persons involved in the accident/incident;
d. cockpit voice recordings and transcripts from such recordings;
e. recordings and transcriptions of recordings from air traffic control units;
f. cockpit airborne image recordings and any part or transcripts from such recordings; and
g. opinion expressed in the analysis of information, including flight recorder information
4.B.3 FAMILY ASSISTANCE PROGRAMME (CREW & PAX):
Refer Emergency Management Manual of Air India Ltd.
Investigation of Air Prox Incidents
All Airprox incidents shall be investigated by Airprox Investigation Board constituted and notified
by DGCA HQ at all Regional Offices of Air Safety Directorate i.e. Delhi, Mumbai, Kolkata, Chennai,
and Hyderabad in their respective regions as per provision 6.3 of DGCA CAR Section-5, Series-C,
Part-I, Issue-II, Rev. 04, dtd. 26th February 2020
Investigation of Runway Incursions

All Runway Incursion incidents will be investigated by the DGCA as per provision 6.4 of DGCA
CAR Section-5, Series-C, Part-I, Issue-II, Rev. 04, dtd. 26th February 2020.
Investigation of Ground Handling Incidents / Ground Collision Incidents

(1) Ground Handling Vehicular Incidents involving Air India vehicles (& not involving aircraft) will
be investigated by a team consisting of representative from Air India Flight Safety Department &
Safety Investigation coordinator/GSD department of the Aerodrome operator as per provision
6.5.1 of DGCA CAR Section-5, Series-C, Part-I, Issue-II, Rev. 04, dtd. 26th February 2020.
The report is to be submitted to Regional Air Safety Department for final acceptance. DGCA may
at its discretion order a separate enquiry of any incident.
(2) Ground Collision Incidents involving Air India aircraft will be investigated by Air India Flight
Safety / GH Department as per provision 6.5.2 of DGCA CAR Section-5, Series-C, Part-I, Issue-II,
Rev. 04, dtd. 26th February 2020.
Depending upon the injury to personnel / damage to the equipment /aircraft / structure, the
investigation will be conducted by DGCA Air Safety Directorate. The criteria for investigation
by DGCA will depend upon the serious injury / fatality or substantial damage to the aircraft and
equipment /structure associated with the aircraft.
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PAGE 4 -14
AIR INDIA LIMITED
Chapter- - 5
` AI–FSD-001
CHAPTER - 5
ACCIDENT PREVENTION Issue-4 Rev.3 11 Dec 2020
PROGRAM
5.1 ACCIDENT PREVENTION PROGRAM
Air India Ltd. has an accident prevention program and a safety risk management programme
that includes a combination of proactive and reactive methods for safety data collection and
analysis that are implemented and integrated throughout the organization to ensure existing
and potential hazards to aircraft operation are identified and analyzed.
To promote Flight safety, a proactive rather than a reactive approach is recommended. The
salient features of Proactive and Reactive measures, undertaken by Air India Ltd. are
mentioned in detail in following pages. Proactive measures are aimed at identifying problem
areas and implementing corrective measures before events become incidents and accidents.
The aim is to nurture a safety culture in the airline and ensure the existence of the necessary
facilities, work space, equipment and supporting services, as well as work environment, to
satisfy operational safety and security requirements. This is in conformity with DGCA, CAR-
Clause 6 of Section 5, Series F, Part I, Rev 2, dtd. 17th March 2009. The procedures followed
by the Flight Safety Department include the following :
5.1.1 PROACTIVE PROGRAM
All irregularities or other non-routine operational occurrences that might be precursors to an
aircraft accident, Serious Incident or incident shall be identified and investigated by the
following Proactive Program and through Hazard Risk Management processes.
5.1.2 INTERNAL SAFETY AUDIT
Internal Safety Audits procedure and constitution of audit team members are outlined in
the chapter 7 of this manual.
5.1.3 SPOT CHECK AND SURVEILLANCE
5.1.3.1 SPOT CHECK/SURVEILLANCE PROGRAM
The spot check team shall consist of suitably qualified officers of the Flight Safety
Department. They will be authorized to carry out spot checks by COFS depending on
their area of qualification and experience.
Flight Safety Department should conduct Spot checks to comply with Appendix-D of
CAR Section-5, Series-F, Part-I, the “minimum suggested quantum of the accident
prevention work of different operational areas”. Flight Safety Department also
decides the frequency of other accident prevention Spot Checks as mentioned in the
respective Spot Check sections in this chapter.
The Cabin and Cockpit surveillance checks as well as LOSA shall be carried out by
qualified Personnel.
The Chief of Flight safety/Dy. Chief of Flight Safety will ensure competency and
suitability of the trainee auditors, prior to appointing them as an understudy in an
audit.
Spot Checks can be carried out randomly by the Flight Safety Officers at any location
without prior notification to the concerned department / area.
5.1.3.2 QUALIFICATION AND EXPERIENCE REQUIRED TO CARRY OUT SPOT
CHECK
He/She shall be a Flight Safety Officer with minimum 3 year aviation experience or 2
years working experience in Flight Safety Department. He/She should have undergone
spot check and on job training for 2 spot checks followed by a release check.
The exception will be made for those personnel to conduct spot checks / audits in the
areas where she / he had experience in the past, whose experience in Aviation is more
than 5 years of Aviation experience and have auditor training and experience earlier.
They can carry out 2spot checks supervised followed by a release check.
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AI–FSD-001
CHAPTER - 5
ACCIDENT PREVENTION Issue-4 Rev.0 01 JUN 2017
PROGRAM
5.1.3.3 SPOT CHECK / SURVEILLANCE REPORT AND ATR
a. The senior most flight safety officer in the team shall submit the inspection report to the
head of ATR Working Group for referring to Department/Station/concerned agency for
getting ATRs and follow-ups thereof – TO SEE THIS PARA
b. The spot check/surveillance report shall include the findings and the recommendations.
5.2 MANDATORY SPOT CHECKS/INSPECTIONS
5.2.1 INSPECTION OF LOAD AND TRIM SHEET
“Load and Trim Sheet” compliance checks shall be carried out every month and minimum
number of such spot checks shall be 0.01% of total flights including out stations (Appendix-D of
CAR Section-5, Series-F, Part-I, Rev-II, dtd 17th March2009).
This check is to ensure standard weights of crew and passengers are being used and loading of
aircraft is within the limits as per RTOLW charts with proper centre of gravity. Load and trim
sheets shall also be checked for their accuracy and their proper filling up for any irregularity.
Check whether loading of the aircraft is being supervised.
During the inspection, the requirements laid down in the CAR Section 8- Series D Part I & Series X
Part II are to be checked. Few of the important requirements are listed below which are to be
mandatorily checked for conformity in addition to other findings :-
1. Overloading beyond RTOW.

2. Correct recording of baggage weight.
3. Authentic cargo manifestation.
4. Difference in number of passengers between manifest and trim sheet.
5. Standard weights of crew and passengers are being used.
6. Loading of aircraft is within the limits as per RTOLW charts with proper Center of gravity.
7. The Load is securely tied to prevent possibility of shifting in flight which may effect calculated
CG position.
8. Check weather loading of the aircraft is being supervised.
9. Check to ensure the accuracy and proper filling up of load and trim sheet for any irregularity.
10. Seat allocation to passengers is kept within the permissible limits.
Further the training and refresher records of the personnel preparing the Load and Trim Sheet are to
be scrutinized. A manual Load & Trim Sheet is prepared by each Load Sheeter at least one flight
(aircraft type-wise) in a month, compared with Computerized Load Sheet and Flight Commander’s
signature is obtained on the same. This is essential to maintain their proficiency so that it will not
affect the safety of the flight when computerized system is failed. The Division/Section ensures
maintenance of such record and to be made available during inspections/spot checks.
For centralized load control, the SOP compliance and related requirements must be checked.
5.2.2 INSPECTION OF GROUND EQUIPMENT AND APRON DISCIPLINE
The Flight Safety Department shall conduct TWO Apron Inspections every month spread out to cover
all stations operated by Air India Ltd. to ensure adherence to apron discipline and procedures by
ground handling personnel, serviceability of ground support equipment and other facilities. One
inspection each of Ramp and Apron should be conducted in compliance with regulatory requirement
out of two checks to ensure adherence to apron discipline and procedures by ground support
personnel, serviceability of ground support equipments and other facilities at all stations. Refer para-
6.2(o) & Appendix-D of CAR Section-5, Series-F, Part-I, Rev-II, dtd 17th March2009).
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5.2.3 ‘MEL’ INSPECTION - ENGG
“MEL” check is required to be carried out at least once in a quarter as per Para-6.2(m) &
Appendix-D of CAR Section-5, Series-F, Part-I, Rev-II, dtd 17th March2009).
5.3 OTHER SPOT CHECKS/INSPECTIONS
Besides the mandatory spot checks/inspections and those listed below, any area can be inspected
as per directions of ED-FS
5.3.1 OVERSIGHT OF ENGINEERING ACTIVITIES
The Flight Safety Department shall also carry out spot checks of engineering activities viz. Line
Maintenance, Engineering Hangar and Engineering Stores of the base stations as per the directions of
the Chief of Flight Safety. The Engineering setup of all line stations is inspected during Internal
Safety Audits.
5.3.2. INSPECTION OF MEDICAL FACILITY:
Flight safety department shall carry out inspections on Preflight/Post flight medical check facilities
in order to ensure compliance of regulatory requirements. The inspections shall be carried out as
per the direction of the Chief of Flight Safety.
Pre & Post Flight BA Check shall carry out by Medical Services-Air India Limited as per CAR
SECTION 5 – AIR SAFETY Series ‘F’ Part III Issue III, Rev. 01 dtd 01st August 2018. Refer
appendix 5.A and 5.B for the format of Register to be maintained and Form to be used for positive
cases respectively, while carrying out both Pre & Post Flight BA Checks. Medical Department shall
maintain separate records of pre-flight and post-flight breathanalyzer examination for the flight
crew, cabin crew and maintenance personnel. All the relevant records must be preserved for a
period of one year.
Few important points are reproduced below to use as guidelines to conduct checks and above
mentioned CAR may be referred for more details.
As per the provision of Rule 24 of the Aircraft Rules, ‘no person acting as, or carried in aircraft for the
purpose of acting as pilot, commander, navigator, engineer, cabin crew or the other operating
member of the crew thereof, shall have taken or used any alcoholic drink, sedative, narcotic, or
stimulant drug preparation within 12 hours of the commencement of the flight or taken or use any
such preparation in the course of the flight, and no such person shall, while so acting or carried, be in
state of intoxication or have detectable blood alcohol whatsoever in his breath, urine or blood alcohol
analysis or in a state in which by reason of his having taken any alcoholic, sedative, narcotic or
stimulant drug or preparation his capacity so to act is impaired, and no other person while in a state
of intoxication shall enter or be in aircraft or report for duty.
• For all scheduled flights originating from India, each flight crew and cabin crew shall be
subjected to pre-flight breath-analyzer examination at first departure airport during
the flight duty period.
• If a crew member operates a flight without undergoing the pre-flight breathanalyzer
examination, the Chief of Operations / Chief of Flight Safety shall ensure that the involved
crew member is off-rostered at the first point of landing and same is reported to DGCA as per
the CAR provisions.
• Notwithstanding the provision above, if a crew undergoes post flight medical at first point of
landing and if it tests negative he/she may continue the remaining sector and shall be
grounded at last station of the duty cycle.
• For all scheduled flights originating from destinations outside India, post-flight breath-
analyzer examination of each flight crew and cabin crew shall be carried out on reaching in
India / at first port of landing in India.
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` AI–FSD-001
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• In case of diversion of flights, due to unforeseen circumstances, to an airport where facility for
pre-flight breath-analyzer examination is not available, the flight crew and cabin crew shall
undergo post-flight breath-analyzer examination at first landing.
• All maintenance personnel shall be subjected to breath-analyzer examination for alcohol

consumption before undertaking any taxi operation of the aircraft.
• No crew member shall consume any drug/formulation or use any substance mouthwash/tooth
gel which has alcoholic content. Any crew member who is undergoing such medication shall
consult the company doctor before undertaking flying assignment.
• Save as provided, representative of Air Safety Directorate/DMS (CA) of DGCA at his discretion
may order a breath-analyzer examination of any of the crew members prior to or on
completion of a flight.
• Operators shall have Doctor holding MBBS degree/trained Paramedics/Emergency Medical

Technician (EMT)/B.Sc (Nursing) on full-time employment of the company to conduct pre-
flight breath-analyzer examination at a designated place within the airport premises.
Alternatively, operators may pool their resources or avail the pre-flight breath-analyzer
examination services of Govt./Govt. licensed private hospitals located in the premises of the
airport. Such facilities shall be subjected to periodic checks by the DGCA.
• Post-flight breath-analyzer examination shall be carried out preferably in the aircraft after its
arrival. The time consumed in the post-flight breath-analyzer examination shall not be counted
towards duty.
• Before each test, the Doctor/Paramedics/EMT obtain a reading of 0.000 on the instrument.
The Doctor/Paramedics/EMT shall also carry out a control test on daily basis and keep a record
of printout to ensure serviceability of both the breath-analyzer equipment and the printer.
• If the breath-analyzer examination result is positive, a repeat test shall be carried out after
an interval of maximum 15-20 minutes. During this time, the subject crew may be permitted
to wash his face and rinse his mouth, if desired. Before the second test is carried out, a control
test must be taken with the same equipment to verify the serviceability and correctness of the
breath-analyzer. Both the readings so obtained shall be recorded and print out taken. The
second test shall be carried out in the presence of a witness either from flight dispatch or
operations department and result so obtained shall be recorded and a print out taken as per
the above referred CAR. At outstations where flight dispatch/operation office set up is not
available, the Airport Manager/Duty Officer of Air India Traffic will be the witness. The person
who witnessed the test shall countersign the test report.
• However, if the crew member/maintenance personnel wishes to undergo the confirmatory test
on alternate equipment, the breath-analyser test can be done on alternate equipment,
provided the crew submits in writing a request for the same and the procedure for the second
test is followed. All such instances shall to be reported to DGCA.
• The make, serial number and calibration status of the breath-analyzer shall be recorded in the
event the crew member/maintenance personnel is detected positive for alcohol consumption.
Under no circumstances third test shall be conducted.
• If the second test is satisfactory, the crew member may be cleared for flight. If the crew
member refuses to undergo the second test, it shall be recorded and the concerned crew
member shall not operate the flight. In such case, action against the crew member shall be
taken in accordance with CAR.
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• Additional crew member travelling as a passenger on completion of duty or for positioning to

operate flight from the destination may not undergo pre-flight breath analyzer examination.
Such crew member shall be subjected to pre-flight breath analyzer examination from where
he/she undertakes the flight.
• However if additional Crew Member is to travel in cockpit, the additional crew member shall be
subjected to pre-flight breath-analyser examination.
• All the breath-analyzer examination positive/missed cases shall be promptly reported but not
later than 24 hours of occurrence to the concerned Regional Air Safety Offices of the DGCA
and Director of Air Safety (HQ).
• It shall be ensured that the breath-analyzer examination is recorded on camera and recording
is to be preserved for six months.
• All the BA positive cases shall promptly be reported by the doctor whenever there is any crew
member detected positive on BA Test or misses the BA Test. It will be duty of the doctor to
inform the Flight Safety offices immediately, besides informing the concerned departmental
heads.This information will be communicated by telephone as well as email to Flight Safety
officials, Regional Flight Safety office and Flight safety headquarters immediately.
• All such violations shall be endorsed on the individual’s license by DGCA. Operations/In Flight
Service/Engineering must ensure that the crew are de-rostered immediately on being found BA
positive/Missed BA. In case of Pilots,Cabin crew, maintenance personnel, their license/SEP
booklets have to be endorsed by the DGCA which must be initiated by the respective
departments. A copy of the same must be provided to Flight Safety office, failing which they
will not be permitted to fly/ exercise the privileges of their license. It shall be the responsibility
of Chief of Flight Safety/Accountable Manager to ensure that the crew/maintenance personnel
operate flights/resume duties only after license/authorisation has been submitted to DGCA for
necessary endorsement by the respective departmental heads and Flight Safety clearance has
been obtained. The Enforecement actions for Pre Flight and/ or Post Flight BA positive shall be
in accordance with the tabulated requirements of Para 8 of CAR Section5, Series F Part III.
CARRIAGE OF VIP: Whenever a designated VIP is to be carried on board for the purpose of flying,
the operator shall ensure pre-flight breath-analyzer examination of the crew members
assigned to operate such flight ,i.e the provision of post flight in lieu of pre-flight breath-
analyzer shall not be applicable.
All the documents and the procedures being followed by Medical Services including the type
of instrument used, its validity, etc. shall be verified during the spot check and deviations or
violations, if any, shall be recorded as finding for corrective actions.
5.3.2.1 BREATH-ANALYZER EXAMINATION OF THE PERSONNEL ENGAGED IN AIRCRAFT

MAINTENANCE, AERODROME OPERATIONS, GROUND HANDLING SERVICES FOR
DETECTING CONSUMPTION OF ALCOHOL.
Flight safety department shall carry out inspections on medical check facilities in order to
ensure compliance of regulatory requirements. The inspections shall be carried out as per
the direction of the Chief of Flight Safety.
The AOCs and Subsidiaries may use the medical facilities of other operators / Airport
agencies provided it is covered under an SLA / formalized agreement , a copy of which
may be sought during the Inspection.
The BA Check shall carry out by Medical Services-Air India Limited as per CAR SECTION 5
– AIR SAFETY Series ‘F’ Part IV Issue I, dtd 16th September 2019.
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The format of Register maintained and Form to be used for positive cases respectively,
while carrying out the BA Checks shall be verified.
Medical Department / The Agency carrying out the tests shall maintain appropriate records
of breath analyzer examination and All the relevant records must be preserved for a
period of one year.
a. Air India and or the Ground Handling and Engineering Organisations shall ensure
that at least 10% individuals employed in their respective organisations as engaged
in such Ground Handling and Engineering support functions , are randomly subjected
to breath-analyser examination on a daily basis, when they report for the duty.
b. A scientifically valid method such as a random-number table or a computer-based
random-number generator shall be used to select the covered employees for testing.
Each covered employee in the pool must have a unique identifier Employee Number,
or other comparable identifying number. It must be ensured that all employees have
an equal chance of being tested each time the selection is made. Specific individuals
or groups must not be targeted including certain occupational groups or locations.
The 10% individuals for the BA test shall be selected before start of the shift and
communicate to the person conducting the BA test and the individual selected for the
BA test when he/she reports for the duty.
c. It shall be ensured that no person shall consume any drug/formulation or use any
substance mouthwash/tooth gel etc., which may have alcoholic content, prior to
reporting for duty, as such alcohol content may lead to positive result in BA test. Any
person, who is taking such medication shall consult the company doctor / doctor
administering medication, before they undertake the assigned duty.
d. Officer of Air Safety Directorate/Directorate of Medical Services (Civil
Aviation)/Concerned Directorate of DGCA may require random breath-analyzer
examination of personnel.
e. In an event of suspicion regarding consumption of alcohol, Aerodrome Management
may conduct random breath-analyzer examination of ground handling personnel and
Aerodrome Operation Personnel. Similarly other organisation may also subject their
employees to random BA test without compromising with the 10% of daily
requirement for BA test.
f. Organization shall make available at least two serviceable breath-analyzer equipment
capable of giving accurate digital value up to three decimal places with a memory to
store and recall at least last 1000 records.
g. The breath-analyser equipment shall be used only in auto mode.
h. The breath-analyzer equipment shall be attachable to a printer. At least one
serviceable printer for the breath-analyzer equipment shall be available at all times.
i. The breath-analyzer equipment shall be calibrated after 10,000 blows/six months/at a
frequency as recommended by the equipment manufacturer from an agency having
ISO certification. The date of the last calibration shall be appended on the
instrument. Record of such calibrations shall be maintained by the employer. It shall
be the responsibility of the employer to ensure continued serviceability of the
breathanalyzer equipment and maintain such records.
5.3.2.1 ( a) PROCEDURE FOR BREATH-ANALYZER EXAMINATION
a. Organisation shall have a Doctor holding MBBS degree/trained

Paramedics/Emergency Medical Technician (EMT)/Personnel holding BSC
(Nursing)/Diploma (Nursing) to conduct the breath-analyser examination at a
designated place within the airport premises.
b.Alternatively organisations may pool their resources including personnel used for
conducting BA test or avail the breathanalyzer examination services of Govt. /Govt.
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licensed private hospitals located in the premises of the aerodrome/Medical facilities

established by Aerodrome operator. Such facilities shall be subjected to periodic
checks by the DGCA.
c. Before each test, the Medical Personnel shall run an ‘air blank’ on the instrument and obtain
a reading of 0.000. The Medical Personnel shall also carry out a control test on daily basis
and keep a record of printout to ensure serviceability of both the breathanalyzer equipment
and the printer. Any BA reading during examination of a personnel above 0.000 shall be
considered as positive result. Breath-analyzer examination shall be recorded on camera and
recording shall be preserved for a period of six month.
d. Breath-analyzer examination record shall be maintained as per the format given in Appendix
I and Appendix II of the CAR Section 5, Series F Part IV.
e. If the breath-analyzer examination result is positive, a repeat test shall be carried out after an
interval of maximum 15-20 minutes. During this time, the subject personnel may be
permitted to wash his face and rinse his mouth, if desired. Before the second test is carried
out, a control test must be taken with the same equipment to verify the serviceability and
correctness of the breath-analyzer. Both the readings so obtained shall be recorded and print
out taken. The second test shall be carried out in the presence of a witness as designated by
the organisation, who shall countersign the test report.
f. The make, serial number and calibration status of the breath-analyzer shall be recorded in
the event a personnel is detected positive for alcohol consumption. Under no circumstances,
third test shall be conducted.
g. If the second test is satisfactory, the concerned personnel may be cleared for duty.
h. All the breath-analyzer examination positive /refusal cases shall be promptly reported but not
later than 24 hours of occurrence to the concerned Regional Offices of the DGCA and at
DGCA (HQ) as per table below:
5.3.2.1. (b )ACTION ON POSITIVE TEST:
a. Any person, who tests breath-analyzer examination positive for the first time/refuses
to undergo the breath-analyser examination/refuses to undergo the breath-analyser
examination the second time upon being tested positive during the first test/ attempt
to evade the breath-analyzer examination by leaving the airport premises, shall be
kept off duty and his/her license/approval shall be suspended for a period of three
months. Non-licenced/non approval holder, shall be removed from safety sensitive
functions for a period of three months. B.
b. In case of second such violation of the provisions contained in Para 8.1 of the CAR,
the license/approval issued by DGCA, of the concerned person shall be suspended for
a period of one year. Non-licenced/ non approval holder, shall be removed from the
performance of safety Sensitive function for a period of one year.
c. In case of third such violation of the provisions contained in Para 8.1 of the CAR, the
license/approval issued by DGCA of the concerned person shall be suspended for a
period of three years. Non-licenced/non approval holder, shall be removed from
safety sensitive functions for a period of three years.
d. In case of fourth such violation of the provisions contained in Para 8.1 of the CAR,
the license/approval issued by DGCA of the concerned person shall be cancelled and
non-licenced/non approval holder shall be removed permanently from sensitive
functions.
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e. For the ground handling personnel and aerodrome operational personnel, who do not
hold any licence/approval, the concerned aerodrome operator/Organization shall
formulate a procedure for temporary removal from the duty and/or permanent
removal from the duty of a personnel involved in violation of para 8.1 to 8.4 of the
CAR.
f. The Organisation shall submit monthly data in respect of Para 8 of the CAR to the
concerned Directorate as per the table in the CAR para 7.7 at DGCA (HQ) latest by
10th of every month for the immediate preceding month.
CARRIAGE OF VIP: Whenever a designated VIP is to be carried on board for the purpose of flying,
the operator shall ensure pre-flight breath-analyzer examination of the crew members assigned to
operate such flight ,i.e the provision of post flight in lieu of pre-flight breath-analyzer shall not be
applicable.
All the documents and the procedures being followed by Medical Services including the type of
instrument used, its validity, etc. shall be verified during the spot check and deviations or
violations, if any, shall be recorded as finding for corrective actions.
5.3.3 INSPECTION OF FLIGHT DESPATCH / OPERATIONS OFFICE
The Flight Safety Department shall carry out inspection of the Flight Despatch Office at base and
outstations as per the directions of the Chief of Flight Safety.
The following items must be checked:
i. Despatchers Training / Ops. Manual for approval, updating and legibility.

ii. Approval of all despatchers.
iii. Record of refresher training for despatchers
iv. Record of serviceability and adequacy of communication network namely VHF / Telephone /
Fax Machine.
v. Validity of R/T set license.
vi. Validity of R/T license held by despatchers.
vii. Aircraft briefcase (carry out random check of full contents of any aircraft briefcase ready for
dispatch) and last updates of Company guidance manuals.
viii. There is sufficient over-lap during shift change to ensure proper continuity & briefing/
debriefing by Duty Manager.
ix. Availability of severe weather procedures, e.g. Thunderstorm / monsoon.
x. Latest emergency procedures for Bomb Threat / Hi-jack are available.
xi. Latest local airport Emergency Response plan, AI Emergency Response plan and off route
diversion guide is available.
xii. Flight planning procedures for conformity with all mandatory provisions.
xiii. Crew briefing and check for standardization :
1. Validity of NOTAMS.
2. Quality of charts and graphs used for crew briefing.
3. Important and recent information like runway closure, night curfew, etc., are prominently
displayed on appropriate board.
4. Duty Officers log book for readability and relevance.
5. Duty Officer is fully prepared with information and advisory for a diversion
6. During inclement weather.
7. Efficiency of flight-watch system.
5.3.4 INSPECTION OF FDTL BEING MONITORED BY OPERATIONS DEPARTMENT
Adherence to laid down limitations of Flight Time Limitations (FTL) and Flight Duty Time Limitations
(FDTL) as provided in the applicable CAR Section 7 Series J Part I, Issue-IV, dtd 03rd August 2018 and
CAR Section 7 Series J Part III, Issue-III dtd 24th April 2019 will be monitored by Operations
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Department. FDTL Exceedance and Violation reports by Flight Crew to Operations Department.
Additionally online reporting form is made available in Flight Safety Website to raise on-line for
information to Flight Safety. FDTL for Cabin Crew is ensured by the In-Flight Services Department.
Operations and In-Fllight Services Department will send consolidated report of all FDTL extension and
having given the adequate rest period details to Flight Safety Department on Monthly basis. Flight
Safety Department shall conduct the Spot Check on FDTL at an interval decided by Chief of Flight
Safety. This is to verify and assess the CAR compliance by Operations & IFS Departments.
5.3.5 INSPECTION OF TRAINING SETUP
The Flight Safety Department shall ensure that personnel who perform functions of the safety or
security of aircraft operations are required to maintain competence on basis of continued education
and training and if applicable for a specified position, continue to satisfy any mandatory technical
competency requirements.
The Flight Safety Department shall carry out inspections on Operations Training, Engineering
Training, Ground Handling Training setups (Ramp, Pax, L&T, DG, etc.), Cabin crew training and
Security training of all personnel including instructors and respective training facilities.
5.3.6 CABIN SURVEILLANCE
The Flight Safety Department shall carry cabin surveillance at an interval decided by Chief of Flight
Safety. The surveillance shall cover the serviceability of safety equipment on board the aircraft and
cabin crew proficiency on safety related matters.
5.3.7 COCKPIT SURVEILLANCE
The Flight Safety Department shall carry out cockpit surveillance at an interval decided by Chief of
Flight Safety. The surveillance shall be carried out by Type Rated Examiners (TRE) or Type Rated
Instructors (TRI) of Flight Safety Department / COFS / DY.COFS (OPS) to ensure strict adherence to
laid down procedures and cockpit discipline. The frequency of cockpit surveillance shall be increased
during bad weather conditions like monsoon, fog etc.
5.3.8 ADVERSE WEATHER/MONSOON CHECK
Regular checks shall be carried out for flights especially during bad weathers, i.e., during monsoon
and foggy weather for detection and prevention of weather minima violation.
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5.3.9 COMMERCIAL AND OVERSIZED HAND BAGGAGE SPOT CHECK
The Traffic services activities and handling/monitoring of Hand Baggage for its size and weight
restrictions by the Traffic services shall be checked at an intervals decided by Chief of Flight Safety.
5.3.10 INSPECTION ON CARGO AND DANGEROUS GOODS
The Flight Safety Department shall carry inspection of Cargo and Dangerous Goods facility at an
interval decided by Chief of Flight Safety in order to assess the compliance of Dangerous Goods
Regulations.
5.3.11 LINE OPERATION SAFETY AUDIT (LOSA)
Refer appendix 5.D of this chapter.
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5.4 REACTIVE PROGRAM
5.4.1 REPORTING OF ACCIDENTS/ INCIDENTS
In accordance with Aircraft (Investigation of Accidents and Incidents) Rules, 2017 and the DGCA CAR
Section-5, Series-C, Part-I, Issue-II, Rev. 04, dtd. 26th February 2020, all operators are required to
report notifiable incidents/accidents to the office of DGCA. For all such incidents, report with
preliminary information shall be Reported through quickest means such as email/sms/fax/Telephone
to Flight Safety Department by the Station Manager/concerned Department. In addition to this, the
Captain of the flight shall raise online mandatory Reports through Flight Safety Website within the
shortest possible time so as to notify to DGCA by Flight Safety Department. Refer Chapter-4 of this
Manual for more details.
5.4.2 PERMANENT INVESTIGATION BOARD (PIB)
The Flight Safety Department shall constitute Permanent Investigation Board to investigate all
incidents involving our aircraft, including incidents on ground. A routine PIB shall be conducted at
regular interval. A special PIB shall be constituted by the Chief of Flight Safety for incidents which
requires detailed investigation where crew & other concerned personnel need to be called (Refer
Chapter-4 of this Manual for more details).
5.4.3 IMPLEMENTATION OF RECOMMENDATIONS OF INSPECTOR OF ACCIDENT/

COMMITTEE OF INQUIRY AND COURT OF INQUIRY
The Flight Safety Department shall ensure that the recommendations of Inspector of
Accident/Committee of inquiry/Court of Inquiry are implemented. Specific audits shall be conducted
to establish that such recommendations are implemented.
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5.5 FLIGHT SAFETY ANALYSIS PROGRAM
Chief of Flight Safety shall be the designated manager responsible for the performance of Flight
Safety Analysis Program and for ensuring communication and coordination with appropriate
Operational Managers. He shall report directly to Chairman and Managing Director.
The information obtained from Accident Prevention and Flight Safety Analysis Program shall be
maintained in electronic form as following Data Bases: -
i. Flight Data Monitoring
ii. Incident / Accident Investigation
iii. Audits and Inspections
iv. Voluntary / Confidential Reports
v. SAFA Inspection Data
In order to obtain meaningful lessons, all the above Data shall be Analyzed and Reviewed
quarterly. The purpose is to identify significant Trends/ Problem Areas, if any, so that timely
measures can be taken to address them. As required, Chief/Deputy of Flight Safety shall issue
Flight Safety Bulletins as a means of mitigation.
The Flight Safety Analysis report shall be reviewed in the various Management Review
Meetings as mentioned in Corporate SMS Manual to facilitate settings of Safety Performance
Indicators (SPIs) and to validate the effectiveness of safety risk controls. Refer para 2.7 of this
manual for details on Safety Analysis Group
This review will also help to identify Improvement or Decline in the level of Safety.
The data from the flight safety analysis program shall be disseminated to appropriate Operational
personnel via E mails to appropriate departments, Flight Safety Website and informatory circulars.
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5.6 FLIGHT SAFETY DOCUMENTATION SYSTEM

The Guidelines for Flight Safety Documentation system are as per DGCA Air Safety Circular No#2 of
2013 dated 21st Jan 2013.
Flight Safety Documentation System is a set of inter-related documentation established by the Flight
Safety Department, Air India Ltd, compiling and organizing information necessary for flight and
ground operations. The Flight Safety Department has a system for the management and control of
documents and records to ensure their content and retention in accordance with the requirements of
applicable authority. The Flight Safety Manual, Circulars, Critical information, etc are uploaded to
Flight Safety Website: “flightsafety.airindia.in” and can be accessed by all employees in the
organization by using login ID: flightsafety, password: safety. This website is structured to store
& view all flight safety related information/data in digital form including various Trend Reports. The
data is stored permanently in the server.
The Flight Safety Documentation System is part of the “Corporate Document Management
System” (CDMS) of Air India that works on IBM FileNET platform and can be accessed by all
employees of the organisation. CDMS also ensures that such documents/Manuals are subjected to
standardized processes throughout the organisation and the same is approved by DGCA.
Document Management System comprising Operations Manual, Flight Manual (FCOM), Flight Deck
Normal/Abnormal/Emergency procedures Manual/Checklist (QRH/SOP), Cabin Crew SEP Manual,
Training Manuals, Dispatch manual are prepared, updated from time to time, obtain approval from
DGCA (as applicable), circulated and controlled by the Operations Department of Air India Ltd for
which ED-OPS is responsible for the same. Whenever any circulars, amendments to the manual,
advisory notes issued by the Operations Department in consultation with Flight Safety Department
and the Flight Safety Department receives such copies for reference and record updation. Further, all
the manuals, circulars issued by Operations Department are uploaded in their website and can be
accessed through ops.airindia.in with selective login ID and password.
Documentation System comprising Maintenance Manuals, Procedures Manual, MEL, DDGP Manual,
MOE, CAME are prepared, updated from time to time, obtain approval from DGCA (as applicable),
circulated and controlled by the Engineering Department of Air India Ltd for which CAM is responsible
for the same. Whenever any circulars, amendments to the maintenance manuals, MEL, etc issued by
the Engineer Department and the Flight Safety Department receives such copies, especially MEL, for
reference and record updation. Further, all the manuals, circulars issued by Engineering Department
are uploaded in their intranet web portal and can be accessed all technical staffs within India &
foreign stations. The CAM Organisation of Engineering, functions in accordance with CAR-M and is
approved by DGCA.
Emergency Response Manual for Air India is controlled by Head & Coordinator Emergency Response
Planning & Management is responsible for making amendments, circulation and controlling. This
manual is uploaded in the website dms.airindia.in and can be accessed by the users in the
organisation. This manual is approved by DGCA. Mock drills are conducted by Emergency Response
Team in accordance with the procedure laid down in the manual and access the response time by
each agency and necessary corrective action will be taken as needed. Also ERP maintains and update
emergency contact telephone numbers of each Air India station and circulated to all concerned
including Flight Safety Department.
Security Manual of Air India is controlled by ED-Security responsible for preparation, circulation and
controlling. The manual is prepared and updated in accordance with the BCAS regulations and
obtained approval from BCAS is the responsibility of ED - Security. The approved manual is uploaded
to the DMS website, ie, dms.airindia.in and can be accessed by all concerned through login ID and
password.
Air India Ltd. has in place a functional Corporate Document Management System (DMS) based on
IBM File Net / File Server which complies with the DGCA CAR, Public Records Act 1993 and Public
Records Rules, 1997. The DMS facilitates easy access to all employees of Air India through a unique
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ID based on individual staff numbers and a password (Copy of CDMS Manual is placed at the end of
this Manual)
5.6.1 LAYOUT AND STRUCTURING OF MANUAL
i. Each manual published by every Department shall maintain a standardized format and structure.
Manuals which are large and voluminous in content, shall be divided into parts. Each such part in
turn may be divided into many volumes. Each such volume may be divided into Sections
depending on commonality of subjects. Each such section will have chapters, which are to be
numbered sequentially within the section.
ii. Each page in a Chapter will be numbered in such a manner as to reflect on the Chapter Number
e.g. Page 7-2 indicates Page No.2 of Chapter 7.
iii. The chapters shall be organized into paragraphs, sub-paragraphs, etc. The paragraphs are to be
sequentially numbered in a manner which reflects on the chapter number. For example, Para 7.1
indicates the first para of Chapter 7. The para numbering will use the period symbol (.)
progressively to identify a paragraph from a sub-paragraph and further from a sub-sub-paragraph
e.g. Para No. 7.2.1.4 will represent sub-sub-paragraph no. 4 of sub-para no. 1 of para no.2 of
chapter 7.
iv. It may be kept in mind that para numbering may be inserted as far as possible to sub-sub-
paragraph. Further division to sub-sub-sub-para would make the para numbering unwieldy and
make it difficult in formatting. Bullet symbols may be used, if required, as applicable to further
divide the sub-sub-paragraph. To the extent possible, Para headings should be limited to
paragraphs and sub-paragraphs.
v. As far as possible, the contents page also while listing paragraphs in a chapter need to reflect
only the Chapter Number and Title, Para Number and sub-paragraph. This limitation is suggested
only to limit the size of the content section. Typical plan and layout of the Manual is given below
for ready reference :-
MANUAL
PART – A, B, C, etc.
VOLUMES – I, II, III, etc.
SECTIONS - 1,2, 3, etc.
CHAPTERS – 1,2,3, etc.
PARAGRAPH – (e.g. 7.1 – para no. 1 of Chapter 7)
SUB-PARAGRAPH – (e.g. 7.1.4)
SUB-SUB-PARAGRAPH – (e.g. 7.1.4.6)
NOTE – For those Manuals which are not voluminous in content, need not have PARTS,
VOLUMES and SECTIONS. They could be directly divided into CHAPTERS.
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5.6.2 SEQUENCE OF ARRANGEMENT:-

Typically, a Manual shall include the following arranged in the sequence indicated below:-
a) Title Page
b) Preface
c) Approvals/Acceptance Letter from DGCA (if applicable)
d) Corporate Safety Policy (signed by CMD)
e) Table of Contents
f) Distribution List
g) Record of Amendments
h) List of Effective Pages
i) Various Chapters as applicable
• Title Page :- This page will include the Air India logo in the Top Centre and the Name of
the Manual in Bold upper case letters in the centre of the page
• Preface :- This should include a brief write-up about Merger, necessity of publishing the
Manual and scope of the Manual (a specimen Preface is attached for reference).
• Corporate Safety Policy :- A copy of the signed Corporate Safety Policy is attached for
inclusion.
• Table of Contents :- This will include reference to every document listed above i.e.
from (a) to (i) followed by the contents of every Chapter (a specimen Table of contents is
attached for reference).
• Distribution List: - This will include individuals/Departments / agencies to whom a copy

of the Manual is distributed to. Copies distributed in Hard copy format are to be
numbered and mentioned in the Distribution List. Where bulk distribution is done for e.g.
Pilots, Cabin Crew, Flight Despatchers, etc., the Distribution List will mention this fact.
Distribution in soft copy format is also to be indicated in the Distribution List. (a specimen
Distribution List is attached for reference).
• Record of Amendments: - Amendments will typically include Revisions (R), Additions

(A) or Deletions (D). The Record of Amendments will clearly indicate the type of
amendment, date of issue of amendment, effective date of amendment, and initials of
the person amending the Manual (a specimen Record of Amendments is attached for
reference).
• List of Effective Pages: This section shall include columns which indicate the page
number, date of issue of the page and Amendment number (a specimen LEP is attached
for reference).
5.6.3 ORGANISATION:
a. The Flight Safety Documentation System is organized to have easy access to information
required for flight and ground operations, facilitating efficient distribution and revision of
operational documents. Documents are classified based on -
i. time-criticality,
ii. time-sensitivity,
iii. frequently used information
iv. Reference information (which does not fall under ii and iii above)
v. Phase of operation
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b. The classification of documents as given above is complied with by the Corporate DMS,
Operations Documentation, MRO-IT and also Flight Dispatch Documentation. Some of this
information is disseminated in the form of cards and quick reference guides.
c. All Flight Safety Documentation is positively validated before deployment. The validation
process involves critical aspects of information use and interaction among all
stakeholders.
d. All documentation are subject to standardized lay out and format of chapters,
terminology, writing style, use of graphics and symbols. Wherever applicable, glossary of
terms, acronyms, definitions are included in the document.
e. The Flight Safety Document System also includes a verification mechanism which ensures
whenever a document is amended, all other documents likely to be affected are identified
and that consequential amendments are duly coordinated and agreed to by the
responsible departments before the amendment is processed.
f. The System is controlled in an effective manner with standardized processes for –
i. Master Manual Register: Flight Safety Department maintains Master Manual

Register containing information about the manuals/ documents such as Reference
number, Title, Date of issue, Date of Revision, Volume Number, purpose of the
Manual and Approval Date.
ii. Distribution: The manuals, bulletins and other documents shall be distributed in
electronic format (pdf) as per the distribution list.
iii. Identification: version of Flight Safety documents is controlled.
iv. Legibility: all manuals are prepared as per corporate DMS policy.
v. Maintenance: Revisions shall be issued as per the revision policy and amendments
distributed.
vi. Retention and Dissemination of documents: besides the distribution of
documents & manuals from internal and external sources including regulatory
authorities and OEM by Flight Safety Department, easy reference and accessibility of
all such documents and manuals to all employees is made possible through Flight
Safety Website & DMS website.
vii. Protection, Security and Retrieval: All flight safety related documents are stored
electronically and have controlled access.
viii. Disposal, deletion (electronic records) and archiving, as laid down by the corporate
Document Management System of AIR INDIA LTD. and regulatory requirements.
ix. Identification and control of reproduced and/or obsolete documents is maintained by
the corporate DMS and Flight Safety Department.
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DEPLOYMENT
All Flight Safety Documents are deployed in such a manner as to be easily accessible by all concerned
personnel. The deployment and access is based on the operational environment and operational
relevance. A system of formal feedback is also incorporated so as to obtain inputs about the
documentation system.
5.6.4 AMENDMENTS
a. The Airline has in place an effective process for the review, distribution and revision control to
process information and data obtained from all sources. The sources include State of design,
State of Registry, State of Operator, OEMs, vendors, etc. It could also include sources from within
the airline which could be due to –
i. changes resulting from the installation of new equipment;

ii. changes in response to operating experience;
iii. changes in the Airline’s policies and procedures;
iv. changes in the AOP;
v. Changes for purposes of maintaining cross fleet standardization.
b. The documentation system has processes to include reviews of all documents which could based
on –
i. periodicity
ii. major events
iii. technology changes
iv. changes in safety regulations
c. Following the review any amendments to the documents would be approved by the Chief of Flight
Safety and communicated and distributed to all concerned in electronic format through emails or
hard copies as per the distribution list. The distribution process includes a system of receipt,
confirmation and tracking to ensure currency by all concerned. This ensures that all operational
personnel have the most recent updates.
Note: For more details, Refer Corporate Document Management System Manual.
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5.6.5 GUIDELINES FOR RETENTION OF VARIOUS FLIGHT SAFETY DOCUMENTS:
S. Type of Document Retention Period

No Soft Copy Hard Copy
Records Records
1. Record of Aircraft Accident Files Permanent Permanent
2. Record of DGCA Approvals of various manuals of 25 Years 10 Years
Flight Safety Department
3. Directives, Policy letters, circulars issued by Permanent 25 Years
Ministry / DGCA.
4. Bilateral agreements with other countries, Permanent 10 Years
regulators of other countries.
5. Record of SPIB Reports. 25 Years 10 Years
6. Record of DGCA Approval for Post Holder’s of 25 Years 10 Years
Flight Safety Department.
7. Record of Circulars/Advisory notes issued by 10 Years 5 Years
Flight Safety.
8. Record of Aircraft Incident Files 10 Years 5 Years
9. Record of PIB Reports. 10 Years 5 Years
10. Record of PFMC/ post flight BA positive cases of 10 Years 5 Years
crew.
11. Record of Pilot Proficiency findings arising out of 10 Years 5 Years
incidents/accidents/occurrences.
12. Record of Spot Checks/Surveillances 10 Years 5 Years
13. Record of Internal Safety Audits 10 Years 5 Years
14. Record of Station surveys conducted for SESF Permanent 5 Years
operation.
15. Record of Risk Analysis carried out for various 10 Years 5 Years
purposes.
16. Record of Flight Safety General Administration. 10 Years 5 Years
17. Record of Assets of Flight Safety and their scrap - 10 Years 5 Years
page / disposal.
18. Record of FDTL monitoring. 10 Years 3 Years
19. Record of DFDR/CVR monitoring (FOQA 03 Years 3 Years
activities).
20. Record of DFDR/CVR monitoring (FOQA activities) 10 Years 5 Years
for Aircrafts involved in occurrences/ Incidents /
Accidents
21. Record of Mandatory Reports 10 Years 5 Years
22. Record of HIR/Voluntary/Anonymous/Confidential 10 Years 5 Years
Reports.
23. Record of Daily/Weekly Incidents/Occurrences 5 Years 2 Years
Reports to DGCA
24. Record of Monthly Reports to DGCA 3 Years 2 Years
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5.6.6 OVERSIGHT
The audit team of Flight Safety Department checks to ensure the receipt and availability of Flight
Safety related documents at the station during Internal Safety Audits and Spot Checks.
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5.7 SPOT CHECK CHECKLIST
5.7.1 LOAD AND TRIM SHEET SPOT CHECK CHECKLIST
OPERATOR
STATION
DATE
TRIM SHEET OFFICER ( Name, Contact
details)
SUPERVISOR/INCHARGE ( Name, Contact
details)
AUDITOR 1.
2.
3.
SI.NO DESCRIPTION S/U/NA*

1. Weight & Balance manual of Airline / Aircraft handled are available and
updated.
2. Practice Manual load sheet prepared periodically by individuals and cross

checked for accuracy with computerized load sheet. Manual load sheet signed
by commander and records maintained.
3. Whether Load & Trim Sheet personnel have undergone training / recurrent
training and approved by competent person and is in currency.
4. Check Load & Trim Sheets for the following discrepancies -

1. Overloading beyond RTOW.
2. Any adjustment in OEW
3. Difference in number of pax in manifest and trim sheet.
4. CG position is within the permissible limits
5. Periodic update of aircraft weights / configuration and basic index from DCS.
6. Verification of actual checked – in baggage weight reflected in trim sheet.
SAMPLE TRIM SHEET DATA
FLT NO: DATE: SECTOR:
1 The aero plane registration and type;
2 The flight identification number and date
3 The identity of the pilot-in-command;
4 The identity of the person who prepared the document;
5 The dry operating mass and the corresponding CG of the aero plane;
6 The mass of the fuel at take-off and the mass of trip fuel;
7 The mass of consumables other than fuel;
8 The components of the load including passengers, baggage, freight
and ballast;
9 The take-off mass, landing mass and zero fuel mass;
10 The load distribution;
11 The applicable aero plane CG positions
12 The limiting mass and CG values.
*- S – SATISFACTORY / U – UNSATISFACTORY / NA – NOT APPLICABLE
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REF CAT(I/II)
OBSERVATIONS ATR
S/N
Mobile No. & Email address of Auditor Signature of Auditor

REPORT MUST BE E-MAILED / FAXED TO DEPT. / SECTION / DIVISION CONCERNED, IN
CASE OF FINDING (S). IF NO FINDINGS, FILE REPORT.
OFFICE USE ONLY
1. Report Ref. No. : Reference to Department / Section / Division Required :
YES/NO
2. Report emailed / faxed to Department / Section / Division on :
3. I. ATR CAT I : Due on :
ii. Reminder sent on :
iii. Received on :
4. I. ATR CAT II : Due on :
iii. Received on :
Note: CAT I FINDING (AFFECTS FLT. SAFETY) – ATR WITHIN 07 DAYS.
CAT II FINDING (DOES NOT AFFECT FLT. SAFETY) – ATR WITHIN 30 DAYS
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5.7.2 APRON SPOT CHECK – CHECKLIST
OPERATOR
PLACE
DATE
APRON INCHARGE
AUDITOR 1.
2.
3.

1 Vehicles in close proximity to the aircraft driven within speed limits.
2 Equipment parked / placed within yellow demarcation line.
3 Ramp area adequately illuminated.
4 Vehicles within safety lanes and speed limits on tarmac.
5 Hi-lift in lowered position when in close vicinity of aircraft and whether
guided whilst docking.
6 Chocks used on vehicles as per the procedure.
7 Marshallers with fluorescent jackets, pads / wands.
8 Apron personnel wearing fluorescent jackets and required PPEs.
9 Guide men used whenever vehicles back towards / move away from aircraft.
10 Vehicles operated near the aircraft are driven by adequately trained and
authorised personnel.
11 Ramp surface is clear of contamination from oil, FOD, loose objects.
12 Drivers and other personnel adequately trained with respect to apron safety
precautions.
13 Whether personnel have undergone refresher training.
14 Ground operations are adequately controlled and monitored by supervisory
personnel.
15 Push back Tractor driven in the forward direction. The operator must drive
from the forward side.
16 ‘No Smoking’ sign & rules strictly observed.
17 Anti collision lights on all moving vehicles are switched ON.
18 No equipment / vehicle is moved across the path of boarding / deplaning
passengers whilst on hard stand.
19 Any other observation.
PAGE 5 -22
` AI–FSD-001
CHAPTER - 5
PROGRAM
REF CAT
OBSERVATIONS ATR
S/N (I/II)

REPORT MUST BE E-MAILED / FAXED TO DEPT. / SECTION / DIVISION
CONCERNED, IN CASE OF FINDING (S). IF NO FINDINGS, FILE REPORT.
OFFICE USE ONLY
1. Report Ref. No. : Reference to Department / Section / Division Required
: YES/NO
3. i. ATR CAT I : Due on :
iii. Received on :
4. i. ATR CAT II : Due on :
iii. Received on :
PAGE 5 -23
` AI–FSD-001
CHAPTER - 5
PROGRAM
5.7.3 CAMO(L) MEL - ENGINEERING SPOT CHECK – CHECKLIST
OPERATOR
STATION
DATE
INCHARGE( Name, Contact details)
AUDITOR 1.
2.
3.
To check :
1. Current Manufacturer’s MMEL Revision no. & date

2. Compliance of time lines for preparation/updation of MEL & submission to DGCA
3. MEL revision Date and approval of DGCA
4. Records of Category wise/Chapter wise MEL releases maintained by QC & Monitoring
of same
5. Record of any MEL extensions and approvals of DGCA and their Status.
6. Scrutiny of Sector Pages of a particular aircraft for a reasonable period (minimum last
3 months period) and check MEL invoking/Revoking status in compliance of periods
specified for MEL Category.
7. Documentation of MEL releases and proper entry of those MEL details in the Tech
Log.
8. Compliance of DDG procedures by AMEs during MEL releases.
9. EDTO DDG procedures during MEL release.
10. Record of MEL violations, if any
11. Records of MEL release by the approved Licence AMEs with Auth/Lic No.
12. Any other observation.
PAGE 5 -24
` AI–FSD-001
CHAPTER - 5
PROGRAM
REF CAT
OBSERVATIONS ATR
S/N (I/II)

OFFICE USE ONLY
1. Report Ref. No. : Reference to Department / Section / Division Required : YES/NO
iii. Received on :
iii. Received on :
PAGE 5 -25
` AI–FSD-001
CHAPTER - 5
PROGRAM
5.7.4 ENGINEERING STORES SPOT CHECK - CHECKLIST

OPERATOR
STATION
DATE
STORE MANAGER/ INCHARGE ( Name,
Contact details)
AUDITOR 1.
2.
3.
5.7.4 ENGINEERING STORES SPOT CHECK CHECKLIST
1. No smoking signs and fire extinguishers displayed / available.
2 Check the suitability of stores in term of size, environment control, racks &
bins, adequate lighting and water seepage.
3 Are parts in the store correctly identified? Check match between Part No., bin
identification and store’s inventory?
4 Bonded, commercial and quarantine stores not inter mixed and segregated
from bonded stores.
5 Are all ‘lifed’ items controlled by expiry date and on a first in first out system?
6 Is the control of universal items, repairable items and storage of flammable
goods being acceptable?
7 Is the tool crib controlled, issue/receipt of tools are done properly?
8 Expired seals / sealants and rubber parts not kept in the stores.
9 Expired adhesives and aquadis capsules not in use.
10 Shelf life control exercised. Life expired gaskets not kept in stores.
11 Shelf life details of components in stores have rubber seals inside.
12 Tyres rotated once in 3 months.
13 Proper record of inventory and control exercised.
14 Storage of ESDS devices as per DGCA Circular AAC06 of 2000 dtd
20DEC2000.
15 i. Adequate no. of Special Tools in good working condition.
ii. List of special tools available at station
16 Email, Designation and contact no. of Stores Manager.
17 Email, Designation and contact no. of Shift-in-Charge.
18 Inventory of consumable item
19 Record preservation system ( 02 yrs)
20 Approval of Store inspector
21 Check for proper cleanliness and lighting.
22 Check for fire drill conducted for store personnel.
23 Record of temperature and humidity.
24 Check for cold storage and rubber item storage.
25 Check the system of obtaining spare from store in case of defect rectification.
26 Any other observation.
PAGE 5 -26
` AI–FSD-001
CHAPTER - 5
PROGRAM
REF S/N CAT(I/II) OBSERVATIONS ATR

OFFICE USE ONLY
YES/NO
iii. Received on :
iii. Received on :
PAGE 5 -27
` AI–FSD-001
CHAPTER - 5
PROGRAM
5.7.5 ENGINEERING HANGAR SPOT CHECK - CHECKLIST
OPERATOR
STATION
DATE
SHIFT INCHARGE ( Name, Contact details)
AUDITOR 1.
2.
3.

1. Check previous inspection findings and ensure all discrepancies have been
rectified.
2. Aircraft docking in position and locked all safety barriers available and
serviceable.
3. Check for the protection of hanger - free from dust, noise pollution and rain.
General cleanliness of hanger.
4. Environmental control - separate waste containers (for solid and liquid)
provided, maintained and used correctly.
5. Fire extinguishers - correct type / quantity / condition and located in
designated area with valid test / service date.
6. Pneumatic supply-reliable and tapping points conveniently located.
7. AME / Approval holders - strength and coverage adequate.
8. Technician - trained, trade wise strength adequate.
9. Shift hand over/ take over register.
10. Adherence to all safety precautions by all individuals involved in
maintenance.
11. Adherence to proper maintenance practices by all individuals involved in the
maintenance.
12. Waste oil, fuel, hyd. Oil and soiled rags properly disposed into waste
containers.
13. Aircraft undergoing maintenance inside the hangar is properly defueled.
14. Hangar is provided with proper earthing points. They are marked properly
and resistance check is carried out at regular intervals. Resistance value and
due date of inspection are painted on the points. Check records.
15. Check for centre line marking on the hanger floor.
16. Check electrical wiring in the hanger for :-
➢ Condition
➢ Loose / improper connection
➢ Insulation
17. Check that the electrical main switch is located in an easily accessible area in
the hangar.
18. Check that Electrostatic Sensitive Devices (ESD) are kept properly and are
not kept on the floor.
19. Check whether proper precautions / procedures are followed by Maintenance
personnel whilst installing / removing ESDC devices from the aircraft.
20 Check the weighing scale used for the purpose of weighment of the aircraft is
calibrated at specified interval. (Ref. DGCA CAR Sec 2 Series X Part II)
21 Check if any aircraft is reweighted due to major repair or major alteration or
there has been major change in the interior arrangement or Pilot/Pax/Cargo
compartment. (Ref. DGCA CAR Sec 2 Series X Part II)
PAGE 5 -28
` AI–FSD-001
CHAPTER - 5
PROGRAM
ENGINEERING HANGAR SPOT CHECK - CHECKLIST

21. Check that necessary blanking is provided at proper blanking points on the
aircraft.
22. Is there a system of control register or electronic database available track
calibration periodicity and calibration standards inspection due date
23. Are the special tools/electronic equipment kept with operating instructions
24 Check for emergency exit path inside the hangar area in case of fire or
natural calamities and check for properly demarcated emergency assembly
point outside the hangar
25 Checked for aircraft parked in designated nose wheel stop bar marking and
aircraft both wing tips are clear from any obstructions.
26 Check for emergency eye wash / shower station at the convenient locations
27 Check for all disassembled / removed items, components are properly
tagged, blanked and kept in proper rack, stands etc.
28 Any Other Observation

OFFICE USE ONLY
YES/NO
iii. Received on :
iii. Received on :
PAGE 5 -29
` AI–FSD-001
CHAPTER - 5
PROGRAM
5.7.6 ENGINEERING LINE MAINTENANCE SPOT CHECK - CHECKLIST

OPERATOR
STATION
DATE
LINE/SHIFT INCHARGE( Name, Contact
details)
AUDITOR 1.
2.
3.

1. Hand-over register.
2. Brought forward snags.
3. Engineering staff notices.
4. Availability of updated Manuals.
5. Record of Q.C. callouts.
6. Snag sheets – Check for proper procedure.
7. Condition of equipment such as trestles, docks etc.
8. General cleanliness.
9. Fire-fighting equipment - availability & serviceability.
10. Calibration cards used on equipment.
11. Display of No smoking signs.
12. Cowling, panels, fairings placed on ground with rubber padding.
13. Snag rectification carried out as per Maintenance Manual.
14. Trained technicians for engine start, use of electrical power, fire extinguishing
operation and marshalling are available at outstation (s).
15. AMEs who does not have authorization is not carrying out rectification of snags.
16. Special tools and equipment are adequate and in working condition for carrying out
scheduled inspections, snag rectification etc. on the aircraft.
17. Nitrogen specifications and whether bottles properly stacked.
18 Facilities and equipment like oxygen charging, battery charging, ground cart for
power, tyre charging, toilet servicing and potable water are available.
19. Periodicity of calibration of various gauges is maintained, documented and placarded
on the bench.
20. Facilities and equipments for wheel changing including spare wheel, tyre pressure
gauge etc are available.
21. Check the duty roster and duty allocation for fatigue finding.
22. Check the placard availability for the invoking of MEL.
23. Check for defect report sheet (Appendix II) as per the prescribed format of CAR
and records associated with the defects and their rectification action. (Ref. CAR
Sec 2 Series C Part I)
24. Check issue of taxi permit by the quality manager of the operator to facilitate
taxying of aircraft. Check documents and records of personnel authorised for
taxi. (Ref. CAR Sec 2 Series C Part I)
25. Check that the spares are stored properly having proper release note /
serviceable tags etc. as applicable. (Ref. CAR 145)
26. Check whether the spare items which required to be stored in environmentally
controlled condition are kept properly. (Ref. CAR 145)
27. Documentation of MEL releases and proper entry of those MEL details in the Tech
Log.
28. Compliance of DDG procedures by AMEs during MEL releases.
29. EDTO DDG procedures during MEL release.
30. Actions in case of repeated snags
PAGE 5 -30
` AI–FSD-001
CHAPTER - 5
PROGRAM

OFFICE USE ONLY
YES/NO
iii. Received on :
iii. Received on :
PAGE 5 -31
` AI–FSD-001
CHAPTER - 5
PROGRAM
5.7.7 PRE & POST-FLIGHT MEDICAL SPOT CHECK - CHECKLIST
OPERATOR
STATION
DATE
MED OFFICER/DUTY MNGR( Name, Contact
details)
AUDITOR 1.
2.
3.

1. Availability of M.O.
2. All crew members listed in GD signed the associated register.
3. i. Whether 100% of flight crew and cabin crew were checked for alcohol
consumption for flights originating from this station.
ii. Post flight medical check for the all flights originating from out station.
4. Is M.O. aware of procedure to be followed if a crew member does not report for
PFMC (missed or evaded).
5. Check serviceability of Alco Sensor (s). Note reading (s).
6. Serial No., validity, last & next due date for alternate Alco Sensor calibration. Is
M.O. aware of Confirmatory Test Procedure?
7. Two serviceable Breath analyzer equipments in possession.
1. S/N: VALIDITY:
2. S/N: VALIDITY:
3. ADDTL:
S/N: VALIDITY:
8. One sample print of test report.
9. No. of Medical Examinations (A) Planned for the day. (B) Carried out up to this
spot check.
10. No. of Positive case (s). Correct procedure followed for Positive case (s) for 2
yrs.
11. Separate PFMC register maintained for Pre-Flight and Post-Flight for Cockpit
crew & Cabin crew regular as per the Performa available in appendix II of CAR
Sec 5 Ser F Part III
12. PFMC procedure compliance with Company Policy & CAR.
13. PFMC records available with M.O.
14. PFMC Policy & CAR available with M.O.
15. Adequate No. of Sterilized / disposable blowing units available.
16 Is Duty Officer FD aware of PFMC procedure and action to be taken if M.O. is
not present.
17. Is Duty Officer FD aware of requirement to inform ED-FS and FSD of positive
cases.
PAGE 5 -32
` AI–FSD-001
CHAPTER - 5
PROGRAM
PRE & POST-FLIGHT MEDICAL SPOT CHECK – CHECKLIST

18. In case of ground handling personnel, ensure that at least 10% staff are
randomly subjected to BA Test
19. Serviceability of CCTV camera for recording the BA check
20. Record of any prior information provided to MO regarding BA check of
Maintenance personnel.
21. Any Other Observations

OFFICE USE ONLY
YES/NO
iii. Received on :
iii. Received on :
PAGE 5 -33
` AI–FSD-001
CHAPTER - 5
PROGRAM
5.7.8 FLIGHT DESPTACH SPOT CHECK - CHECKLIST
OPERATOR
STATION
DATE
DUTY OFFICER /FLT. DESP INCHARGE(
Name, Contact details)
AUDITOR 1.
2.
3.

1. Supervision and control.
2. Responsibility / Function of various individuals (Org. chart).
3. Staff notices for conveying management policies & practices.
4. Records of Findings and A.T.R.
5. List of manuals required to be maintained and their update status (The
document should be available at appropriate locations).
6. Dispatchers Training / Ops. Manual check for approval, updating and
legibility.
7. Approval of all dispatchers. Check availability of updated RT Log Book and RT
Operator.
8. Record of refresher training for dispatchers.
9. Record of serviceability and adequacy of communication network, namely
VHF / Telephone / Fax Machine.
10. Validity of R / T set license.
11. Validity of R / T license held by dispatchers.
12. Aircraft briefcase (carry out random check of full contents of any aircraft
briefcase ready for dispatch) and last updates of Company guidance
manuals.
13. Record of route familiarization flights for dispatchers.
14. Whether there is sufficient over-lap during shift change to ensure proper
continuity & briefing / debriefing by Duty Manager.
15. Availability of severe weather procedures, e.g. Thunderstorm / monsoon.
16. Latest emergency procedures for Bomb Threat / Hi-jack.
17. Latest local Airport Contingency plan, AI Contingency Plan and off route
diversion guide.
18. Flight planning procedures for conformity with all mandatory provisions.
19. Check Crew briefings (at least 02) for standardization.
20. Validity of NOTAMS.
21. Quality of charts and graphs.
22. Important and recent information like runway closure, night curfew, etc.
prominently displayed on appropriate Notice Boards.
23. Duty Officers log book for readability and relevance.
24. Duty Officer preparedness with information and advisory for a diversion,
during adverse weather conditions (monsoon, winter).
25. Efficiency of flight watch system.
26. Fog watch policy (Circulars / Advisories / Guidance material).
27. On-time performance monitoring system.
28. Any deficiency reported in respect of aerodrome, route facility,
communication, radio aids, navigation, meteorological service, ATC unit etc.
PAGE 5 -34
` AI–FSD-001
CHAPTER - 5
PROGRAM

OFFICE USE ONLY
YES/NO
iii. Received on :
iii. Received on :
PAGE 5 -35
` AI–FSD-001
CHAPTER - 5
PROGRAM
5.7.9 FDTL MONITORING COMPLIANCE SPOT CHECK- CHECKLIST
OPERATOR
STATION
DATE
SCHDLG INCHARGE( Name, Contact
details)
AUDITOR 1.
2.
3.
1. Total No. of FDTL Exceedances reported in the month.
2. Total No. of FDTL Violations (not reported cases) observed in the month.
3. Total No. of FDTL Extensions and Dispensations sought from DGCA in the
month.
4. Details of No. of FDTL Exceedances in the month & contributory factors /
reasons: (Specify):
No.____ - Reasons(s) ________________; No._____ - Reasons(s)
________________

________________

________________
5. Whether FDTL Exceedance reports were raised by the crew concerned.
6. Whether scheduling has any mechanism to detect FDTL Violations

(Exceedances not reported by crew)
7. Whether applicable Time-Off is given to the crew concerned after an FDTL

Exceedance.
8. Familiarity of Scheduling Officers with respect to FDTL requirements, AIC’s /

DGCA CAR’s / Company Policies / Dispensations / Time-off period & Rest
Period requirements at Base and at Outstations
9. Availability of Records pertaining to FDTL / Exceedances / Violations / Crew

Roster / Crew details / Reports for updating FDTL Data / ATR’s (if any) for
violations / Circulars / CAR’s / AIC’s
10. Whether Flight Patterns designed in adherence with FDTL requirements.
11. Percentage of occasions where discretion used for similar reasons when a
particular route or route pattern is flown.
12. Total No. of Fatigue reports raised for the month.
PAGE 5 -36
` AI–FSD-001
CHAPTER - 5
PROGRAM

OFFICE USE ONLY
YES/NO
iii. Received on :
iii. Received on :
PAGE 5 -37
` AI–FSD-001
CHAPTER - 5
PROGRAM
5.7.10 RAMP SPOT CHECK – CHECKLIST
OPERATOR
PLACE
DATE
RAMP SUPERVISOR ( Name, Contact
details)
AUDITOR 1.
2.
3.

A DESPATCHING
1 Fuelling
2 GS Equipment condition/presentability/ Safety / Extinguishers
3 Engg. Equipment condition/presentability
4 Safety Equipment (wear of PPEs by the staff)
5 Extinguishers used on GS Equipment(Validity, condition, easy accessibility,
presence of Operating procedure label)
6 High Visibility jackets (Engg & GH personnel & all others working under the
aircraft on the ramp) wore by all staff.
7 Marshaller is provided with High visibility Jacket, Proper batons/Pads
8 Marshaller – Authorisation (check the document)
9 Ramp Supervisor/Coordinator available at the ramp.
10 Load Master/Sheeter/Controller available at the ramp.
B FLIGHT CREW INFORMATION
11 License / Ratings / Currency / Medicals
12 Reporting Time
13 Flight time and FDTL
14 Flight equipment (incl. personal)
C LOADING
15 Cabin Baggage (Size)
16 Cargo location & security
17 Re- fuelling procedures
18 Mass & Balance calculations - allowances
19 Ground servicing procedures
D MANUALS & DOCUMENTS
20 Operations Manual and FCOM, AFM etc.
21 Maintenance Manual & MEL / CDL
22 Flight or Journey Log book
23 Maps /charts /Instrument approach charts
24 Navigation Logs/ CFP
25 Checklists
26 Aircraft Registration certificate
27 Certificate of Airworthiness / Noise / Insurance / Weight & Bal schedule
28 Radio License
29 AOC – Operations specifications
E AIRCRAFT
30 Operational Control
31 Communications equipment
32 Navigation equipment
33 First aid kits / medical kits
34 Life jackets
PAGE 5 -38
` AI–FSD-001
CHAPTER - 5
PROGRAM
35 Rafts / slides
36 Emergency radio / survival eqpt.
37 Accessibility of emergency exits
38 Seats and safety belts
F MISCELLANEOUS/OTHER ITEMS

OFFICE USE ONLY
YES/NO
iii. Received on :
iii. Received on :
PAGE 5 -39
` AI–FSD-001
CHAPTER - 5
PROGRAM
5.7.11 OPERATIONS TRAINING DIVISION SPOT CHECK
OPERATOR
STATION
DATE
TRAINING INCHARGE( Name, Contact
details)
AUDITOR 1.
2.
3.

A GROUND TECHNICAL TRAINING
1. Violation of Ground Technical Refresher validity monitoring.
2. Violation of Flight Safety Refresher validity monitoring.
3. Violation of Aircraft Performance Refresher validity monitoring.
4. Violation of DG refresher validity monitoring.
5. No. of DGCA approved Ground Technical Instructors authorized to
conduct training.
6. Proper records of GTT, Flight Safety, A/C Performance, DG Refreshers
and assessments maintained.
7. All training modules adequately equipped with necessary training facilities
and other aids.
8. Libraries properly maintained – Reference books, Revisions, Manuals
updated.
9. Flight Dispatchers’ Refresher Training for each fleet carried out on
schedule and records maintained.
B. TRAINING AND LICENCING.
10. Violation(s) of license renewal medical validity.
11. Whether any mechanism in place to detect expiry of license renewal
medicals.
12. Records of flying log books maintained with proper certification as per
Company Policy.
13. Violation of Simulator Refresher validity monitoring.
14. Violation of PPC/IR checks validity monitoring.
15. Violation of Route checks validity monitoring.
16. Updated records of Simulator Refreshers, PPC/IRs and Route Checks
available.
17. Records of license validity-CPL, ALTP, IR, RT, FRTO -of all crew available.
18 Whether any mechanism in place to detect expiry of validity of items
under No.16&17.
19. Route qualification for different Airports (Critical / Non-critical) fulfilled
and records maintained.
20. DGCA Circulars/CARs regarding qualification for LVTO, CAT II / CAT III
and Adverse Weather Operations, complied with and proper co-ordination
between Crew Scheduling and Training Division established through
suitable means to ensure that no violation occurs.
21. Sufficient No. of crew suitably trained and recency maintained for CAT II
/ CAT III and Adverse Weather Operations.
22. Adequate briefing and debriefing carried out by Training Captains during
Simulator sessions.
23. Approval and validity of TRTO to conduct endorsement Training on A-310
/ B747 and B-738.
PAGE 5 -40
` AI–FSD-001
CHAPTER - 5
PROGRAM
C. TRAINING CAPTAINS
24. Training records of Training captains on each fleet maintained.
25. Sufficient No. of Training Captains trained as per CAR requirements on
each fleet.
26. Updated list of P1 and P2 qualified to conduct Assisted T/O and Landings
available.
27. Whether Examiners / Flt. Instructors report 1 hr. prior to a simulator
session.
D SIMULATORS
28. Validity of certification of flight simulators.
29. Maintenance Program, periodic inspection schedules and records
maintained.
30. Defect reporting and rectification action taken reports available.
31. Allowable deficiency list (ADL) for simulators maintained.
32. Sufficient No. of Simulator Maintenance Engineers available in each shift.
33. Any other observations.
Signature of Auditor
Mobile No. & Email address of Auditor
OFFICE USE ONLY
YES/NO
iii. Received on :
iii. Received on :
PAGE 5 -41
` AI–FSD-001
CHAPTER - 5
PROGRAM
5.7.12 CABIN CREW TRAINING DIVISION SPOT CHECK
OPERATOR
STATION
DATE
LINE/SHIFT INCHARGE( Name, Contact
details)
AUDITOR 1.
2.
3.

A INSTRUCTORS / TRAINING FACILITIES/TRAINING EQUIPMENTS AND
AIDS
1. Updated Training Manual and training program for cabin crew.
2. Sufficiently No. of Trained Instructors available.
3. Instructor’s qualification /training record/Experience/approvals available.
• Engineering Graduate;
• 02 year of experience as Check Cabin Crew/ 03 years of experience as
Cabin Crew In-charge.
• For aircrafts with seating capacity up to 20 seats, a cabin crew with
continuous ten years experience on commercial aircraft.
4. Availability of Nodal officer for Cabin Crew training approved by DGCA.
5. Number of students in each class and instructor’s instructional
qualities/techniques/ interaction etc.
6. TRAINING FACILITIES AND AIDS
1. Mock up
2. Galley
3. Galley Utilities functional, locks working.
4. Galley Power switches
5. Ties, snap locks function.
6. Training/ Teaching material
7. Projection System
8. Class room condition
9. Library facility ( Reference books, revisions, sufficient manual stocks
avail)
7. All modules have practical training involved.
8. Check whether during training Safety circulars regarding the SEP aspects are
discussed.
9. Check whether DGCA rules, Operators rules and procedures are discussed.
10. After each session debriefing done.
11. Proper training and instructions are given to handle cases like Mother with
Infant, Physically Challenged persons during training section.
12. Crew Coordination CRM is monitored during training section.
13. Any findings are open of previous audits.
14. Approval of Training Equipment and of Personnel conducting Training
and Testing of such Equipment: Whenever the operator utilizes training
facilities an approval shall be obtained for the facility, equipments and the
personnel utilized for training/maintenance from the DGCA, before commencing
the training. The operator shall also evolve a maintenance programme to keep
the facility operational. A log to this effect shall be maintained. If the device is
unserviceable for a period of more than six months re-approval by DGCA shall
be required.
PAGE 5 -42
` AI–FSD-001
CHAPTER - 5
PROGRAM
B DOCUMENTATION & RECORDS

15. Proper records of Internal examination/assessments are maintained.
16. Individual records of performance / training files of candidate’s are maintained.
17. All correspondences with DGCA, other departments, agencies are maintained.

OFFICE USE ONLY
1. Report Ref. No. : Reference to Department / Section / Division Required : YES/NO
iii. Received on :
iii. Received on :
PAGE 5 -43
` AI–FSD-001
CHAPTER - 5
PROGRAM
5.7.13 GROUND SUPPORT TRAINING DIVISION SPOT CHECK
OPERATOR
STATION
DATE
details)
AUDITOR 1.
2.
3.

1. GSD staff training guidelines – Related Manuals/Instructions
2. Quarterly Training schedule of GSD staff
3. Compliance with the training schedule
4. Refresher training activity
5. Equipment maintenance training and its record.
6. Ramp safety training and its record.
7. Equipment operation training and its record.
8. Instructor’s qualification
9. Instructor’s currency.
10. Availability of instructors.

OFFICE USE ONLY
YES/NO
iii. Received on :
iii. Received on :
PAGE 5 -44
` AI–FSD-001
CHAPTER - 5
PROGRAM
5.7.14 SECURITY TRAINING DIVISION SPOT CHECK
OPERATOR
STATION
DATE
details)
AUDITOR 1.
2.
3.

1. Security training guide lines – Manuals
2. Regular monitoring of training program as per regulatory requirements at
regular interval.
3. Review of BCAS circulars on regular interval and its record maintained.
4. X-ray screener training and its record maintained.
5. AvSec training, Bomb Threat training and other mandatory training and
its record maintained.
6. Authorization of instructors and their currency.

OFFICE USE ONLY
YES/NO
iii. Received on :
iii. Received on :
PAGE 5 -45
` AI–FSD-001
CHAPTER - 5
PROGRAM
5.7.15 STAFF TRAINING COLLEGE SPOT CHECK
OPERATOR
STATION
DATE
details)
AUDITOR 1.
2.
3.

1. Training manual
2. List of instructors and their training/refresher record.
3. Authorization of instructors.
4. Training setup facility – classroom, projector, black board, light, ventilation
etc.
5. DGR training and its record maintained.
6. Load and trim sheet training and its record maintained.
7. Flight Dispatcher training and its record maintained.

OFFICE USE ONLY
YES/NO
iii. Received on :
iii. Received on :
PAGE 5 -46
` AI–FSD-001
CHAPTER - 5
PROGRAM
5.7.16 CABIN SURVEILLANCE CHECKLIST
OPERATOR FLT NO
SECTOR REG
PIC FO
CIC/CCIC DATE
AUDITOR 1. 2. 3.
SI. NO DESCRIPTION S/U/NA

A CIC BRIEFING
1 Pre departure briefing on SEP by CIC
2 Currency of certificate of competency
3 S.E.P. H/Flight Logbook / QRH and Circulars
B PFME
4 Availability of M.O.
5 All crew members underwent PFME/BT
6 All crew members listed in GD signed the associated register.
C PREFLIGHT
7 Portable Breathing Equipment
8 Fire extinguishers
9 First Aid kits / Physician kits
10 Portable oxygen bottles / Masks
11 Megaphones
12 Lavatory Preflight
13 Door Preflight
14 Life jackets
15 Rafts
16 Torches
17 ELT
18 Cabin Attendants seats & Harnesses
19 Passenger Briefing cards
20 Passenger seats & Restraint Devices
D GALLEY
21 Circuit Breakers
22 Storage compartments / restraints
23 Intercom
E CABIN CREW KNOWLEDGE
24 Emergency Equipments
25 Emergency Procedures
26 First Aid
27 Dangerous Goods
DEPARTURE & PASSENGER BRIEFING
28 Stowage of cabin baggage
29 Arm / Disarm evacuation slides
30 Life Jacket demonstration
31 Oxygen demonstration
32 No smoking / Exits / Seat belt signs
33 Use of seat belts
34 Exit Row Pax. Briefing
35 Clarity of PA system announcements
35 Use of video for pre-flight Pax. safety demo
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36 Use of child restraint devices/basinet

INFLIGHT
37 Pax monitoring for use of seat belts
38 Flight attendant position for Takeoff & Landing
39 Galley Equipment / Serving Carts: Restraints
40 Crew co ordination
41 Response to flight deck calls
42 Monitoring of seat belt / No smoking signs
43 Cockpit Interaction on Intercom and record of same
44 Manning of Cockpit
45 Emergency Handling
46 Turbulent air security
ON ARRIVAL
47 Passenger Compliance with Ordinance Signs
48 Arm / Disarm evacuation slides
OTHER
49 Cabin occurrences / difficulties
50 Cabin Defects Log Book
51 Compliance with DGCA rules & regulations
51 Compliance with Operators rules / procedures
51 Handling of physically challenged individuals
53 Any other observation

OFFICE USE ONLY
YES/NO
iii. Received on :
iii. Received on :
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5.7.17 COCKPIT SURVEILLANCE CHECKLIST
OPERATOR AUDITOR FLIGHT NO. DATE
P1 P2 A/C TYPE REGN.
RELIEF P1 RELIEF P2 DEP. AIRPORT DEST. AIRPORT
CIC/ CS 1 CIC /CS 2 CHOCKS OFF CHOCKS ON (UTC)

(UTC)
S/ S/U/ S/U/
PREFLIGHT S/N APPROACH & LANDING
N NA NA
1 Flight Despatch procedures - 27 Approach & Missed approach -
Weather analysis, NOTAMS, Route briefing & preparation
planning
2 RTOW use & Fuel planning 28 MEA / MSA awareness
(descent)
3 Pre flight external checks 29 Area arrival, altitude & speed
control
4 Knowledge of on board 30 Holding procedures &
documentation endurance
5 Pre flight acceptance / knowledge of 31 FMS preparation & cross check
MEL / tech log (PDR) with approach chart
6 Load & Trim sheet – understanding 32 Aircraft configuration & speed
control
7 Cabin crew briefing for Cockpit 33 ILS/ VOR / NDB /RADAR/ Visual
access –Normal / Emergency code / approach-use of Aids & Runway
Single pilot Identification
8 Before departure briefing 34 Stabilized approach / Landing /
Auto land
DEPARTURE 35 Missed approach
9 Communication with ATC & Ground 36 Taxi in, parking & shutdown
personnel – phraseology
10 Aircraft Push back procedures(use of 37 Snag reporting
lights)
11 Engine Start procedures - specific for
FLIGHT CREW
engine type
12 Taxiing procedures 38 Flight deck vigilance /
Situational awareness
13 IFR / VFR or PIC /First Officer (Cross 39 CRM / Judgmental skills
out as appropriate)
14 Take Off - V1 VR V2 compliance / 40 Standard callouts
cross wind technique / FMA &
Instrument monitoring
15 Departure - SID compliance / Noise 41 Handling of emergencies & Non
abatement procedures / Altitude & standard practices
Speed control
16 Flight Following procedures (ACARS 42 Compliance with aircraft
etc) limitations
17 Altitude & MSA / MEA awareness 43 Use of checklists
ENROUTE 44 Ops Manual & SOP adherence
18 SOP compliance 45 License, Medical & Recurrent
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Training records
19 Radio Communications & Monitoring AERODROMES
20 Engine Fail / Emergency descent 46 Runways, Taxiways - markings
Briefing & Procedures / Planning & lighting
21 Use of TCAS, Weather Radar 47 Public Protection
procedures, use, monitoring,
avoidance
22 Use of NAVAIDS / FMS - Position 48 Ground personnel
awareness[RNAV]
23 Knowledge of Technical Circulars MISCELLANEOUS / OTHER
ITEMS
24 Communication Failure procedures
awareness & briefing
25 Fuel consumption checks
26 Special Operations: RVSM / / RNAV
- Procedures & Planning

OFFICE USE ONLY
YES/NO
iii. Received on :
iii. Received on :
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5.7.18 MONSOON COMPLIANCE CHECKLIST
OPERATOR AUDITOR FLIGHT NO. DATE
P1 P2 A/C TYPE REGN.
RELIEF P1 RELIEF P2 DEP. AIRPORT DEST. AIRPORT
IFS CIC START CHECK (IST) END CHECK (IST)
S/N TRAINING S/U/NA S.NO ENGINEERING S/U/NA

1 Company Circular issued in accordance 13 Serviceability of
with DGCA Circular on monsoon a) Transponder / TCAS
operations.
2 Training module ensures compliance b) GPWS / EGPWS
with the prerequisites in respect of c) Thrust Reversers
crew qualification d) Anti Skid system
CREW SCHEDULING e) Wipers
3 Qualified crew rostered for flights f) Anti-icing & De-icing system
during monsoon. Weather Radar
4 Minimum total cockpit experience level 14 Grooves on tyres
of P1 & P2 not less than 500 hrs on
type
FLIGHT DESPATCH GROUND HANDLING
5 A/C Status (MEL / CDL) 15 Ground vehicles / step ladders /
baggage trolleys parked away from
the aircraft maneuvering area when
not in use*
6 Current & valid TAFs / METARs for 16 Baggage trolleys properly parked &
departure, destination & alternates locked when in use*
* (due to strong winds & poor
visibility during monsoon weather)
7 Current NOTAMS 17 Any other observation.
8 Destination alternate(s) in the CFPL in
compliance with CO. ADV / Circular(s)
9 List of SSB Frequencies for relaying
METARS, serviceability status of
approach / landing aids, thru CO. ADV
/ Circular(s)
FLIGHT CREW MISCELLANEOUS / OTHER
ITEMS
10 Flight Despatch procedures - Weather 18
analysis, COMP. Cross wind limitations,
NOTAMS, Route planning
11 Fuel uplift in compliance with CO. ADV 19
/ Circular(s)
12 Calculation of A/C Performance (Take 20
off / Landing) with respect to :
a) Wet / Slippery runway operation
b) Braking action
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OFFICE USE ONLY
YES/NO
iii. Received on :
iii. Received on :
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5.7.19 COMMERCIAL AND OVERSIZED HAND BAGGAGE SPOT CHECK
OPERATOR
STATION
DATE
STN MNGR/ DUTY MNGR( Name, Contact
details)
AUDITOR 1.
2.
3.

A COMMERCIAL
1. List of manuals required to be maintained with update status.
3. Whether restricted item regulations observed.
4. Restricted items displayed in a minimum of 2 prominent places in the Check-
In area.
5. Information regarding restricted / prohibited items is adequate and being
followed strictly.
6. Whether baggage identification procedures are adequate and being strictly
followed.
7. Required Procedure / System followed for allocation of exit row seats.
8. Whether DCS system is updated regularly and contains latest information.
B OVERSIZED HAND BAGGAGE
9. Information regarding restriction of carrying one piece of hand baggage,
permissible dimensions 55cms X 40cms X 20cms and max. Wt. 8 kg.,
displayed at appropriate location(s).
10. Hand Baggage gauge (size and weight) available at appropriate location,
prior to check-in counter.
11. Adequate manning by Traffic and Security staff prior to immigration, in order
to keep a check on hand bags carried by passengers.
12. Availability of floor walkers at appropriate locations prior to boarding the
aircraft.
13. Over weight and Over sized Hand bags rejected at boarding gate.
14. Any passenger (s) with more than one hand bag, other than laptops, purses,
etc.
15. Any other observations.
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OFFICE USE ONLY
YES/NO
iii. Received on :
iii. Received on :
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5.7.20 CARGO AND DG WAREHOUSE SPOT CHECK
OPERATOR
STATION
DATE
MNGR ( Name, Contact details)
AUDITOR 1.
2.
3.

A. CARGO
1. List of manuals required to be maintained with their update status.
3. Preparation of consignment conforms to IATA recommendations.
4. Consignment weight is crosschecked by AI staff against Airway Bill. Action
taken against erring shipping agents in case of discrepancy.
5. Security equipment and observance of cooling period unless X-rayed.
6. Weighing scale – accuracy.
7. Validity of weighing scale calibration certificate.
8. Adequate Fire extinguishers with validity certificates in warehouse.
9. Adequate no. of ‘No Smoking’ signs prominently displayed in warehouse.
B. DANGEROUS GOODS :
10. Check that previous inspection findings are properly rectified.
11. Check whether any permit has been obtained from DGCA for transportation
of DG
12. Check that station has detailed technical instructions covering the following.
a) Packing
b) Labeling
c) Markings
d) Shippers responsibilities
e) Operators responsibilities
f) Provision of information
g) Training of personnel
h) Loading/unloading procedure for DG
13. Check the station has adequate number of trained personnel for handling the
DG from approved institute.
14. Check the acceptance procedures for DG and are in compliance with the
appropriate regulations given Air India Cargo Operations Manual.
15. Check the shippers Declaration completion procedures are in compliance with
the appropriate regulations given in Technical Instruction (TI)/ Air India
Cargo Operations Manual.
16. Check if a reporting system exists to identify undeclared/misidentified mis-
declared DG.
17. Check the period for which shipping documents are retained 180 days as per
Air India Cargo operations Manual.
18. Check the procedure for storage, loading/unloading of DG and are in
compliance with the procedure given in TI/ Air India Cargo Operations
Manual.
19 Check the procedure adopted for informing the pilots regarding the DG.
20 Whether the pilots have been supplied with "action taken during emergency
and dangerous occurrence reporting procedure."
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21 Check the quality of packaging (should withstand change in temperature,

humidity, pressure or vibration) in normal condition of transportation.
22 Check whether inner & outer packaging are properly secured and cushioned
to control their movement within the outer packaging.
23 Check whether cushioning and absorbent materials are not reactive with the
contents of the receptacles.
24 Whether a receptacle is re-used? If yes are the all-necessary measures have
been taken to prevent contamination of subsequent Contents.
25 Check the labeling & marking on the packages are done as per Technical
Instruction/ Air India Cargo Operations Manual.
26 Check that passenger checks in procedure are in compliance with the
regulation as per Air India Cargo Operation Manual.
27 Check, if untrained personnel, who are handling, offering for transport and
transporting are appropriately supervised.
28 Any other observations.

OFFICE USE ONLY
YES/NO
iii. Received on :
iii. Received on :
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5.7.21 SAFA AUDIT CHECKLIST
AIR INDIA LIMITED, FLIGHT SAFETY DEPARTMENT

CHECKLIST - SAFA STYLE SPOT CHECK
Flight No: Station :
Date : A/c Registration :
Sector : Name of AME :
Name of Name of Ramp Supervisor

PIC : :
Name of Name of Load Sheeter :

F/O :
Name of
CIC :
Item Description Checked Remarks/findings details
A - Flight Deck
A01 General Condition
A02 Emergency Exit
A03 Equipment
A04 Manuals
A05 Checklists
A06 Navigation / instrument charts
A07 Minimum Equipment List
A08 Certificate of registration
A09 Noise certificate (where applicable)
A10 AOC or equivalent
A11 Radio license
A12 Certificate of Airworthiness
A13 Flight Preparation
A14 Mass and balance calculation
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Item Description Checked Remarks/findings details
A15 Hand fire extinguishers
A16 Life jackets / flotation device
A17 Harness
A18 Oxygen equipment
A19 Independent portable light
A20 Flight crew licence / composition
A21 Journey log book or equivalent
A22 Maintenance release
A23 Defect notification and rectification

(incl. Tech Log)
A24 Pre-flight inspection
B - Safety/Cabin
B01 General Internal Condition
B02 Cabin crew station and crew rest area
B03 First Aid Kit / Emergency Medical Kit
B04 Hand fire extinguishers
B05 Life jackets / Flotation devices
B06 Seat belt and seat condition
B07 Emergency exit, lighting, and

Independent
B08 Slides/Life-Rafts (as required), ELT
B09 Oxygen Supply (Cabin Crew and

Passengers)
B10 Safety Instructions
B11 Cabin crew members
B12 Access to emergency exits
B13 Stowage of passenger baggage
B14 Seat capacity
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Item Description Checked Remarks/findings

details
C - Aircraft Condition
C01 General External Condition
C02 Doors and Hatches
C03 Flight Controls
C04 Wheels, tyres and brakes
C05 Undercarriage, skids/floats
C06 Wheel well
C07 Powerplant and Pylon
C08 Fan blades, Propellers, Rotors

(main/tail)
C09 Obvious repairs
C10 Obvious unrepaired damage
C11 Leakage
D - Cargo
D01 General Condition of Cargo

Compartment
D02 Dangerous Goods
D03 Cargo stowage
E - General
E01 General
Legends to be used : Checked & found ok : √, not complied - X
Name of
the
Inspector
: Signature :
Name of
the
Inspector
: Signature :
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GENERAL SPOT AUDIT CHECKLIST
5.7.22 SPOT CHECK
OPERATOR
STATION
DATE
MNGR ( Name, Contact details)
AUDITOR 1.
2.
3.

A. AREA
1.
2.
3.
4.
5.
6.
7.
8.
9.
B.
10.
11.

OFFICE USE ONLY
YES/NO
iii. Received on :
iii. Received on :
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APPENDIX -5.A
Page no:
AIR INDIA LIMITED

PRE/POST-FLIGHT MEDICAL EXAMINATION FOR ALCOHOL - CREW
AIR INDIA LIMITED

PRE/POST-FLIGHT MEDICAL EXAMINATION FOR ALCOHOL - PERSONNEL ENGAGED IN
AIRCRAFT MAINTENANCE, AIR TRAFFIC CONTROL SERVICES, AERODROME
OPERATIONS, GROUND HANDLING SERVICES
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APPENDIX -5.B
SL No:
AIR INDIA LTD
PRE/POST-FLIGHT MEDICAL EXAMINATION FOR ALCOHOL
(TO BE FILLED IF CREW TESTED ‘POSITIVE’ IN SCREENING TEST, REQUIRED TO BE FILLED UP BY
THE DOCTOR AND COUNTERSIGNED BY WITNESS)
To be filled by Cockpit/Cabin Crew (in Capital letters)
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APPENDIX -5.B
SL No:
AIR INDIA LTD
PRE/POST-FLIGHT MEDICAL EXAMINATION FOR ALCOHOL
(TO BE FILLED IF CREW TESTED ‘POSITIVE’ IN SCREENING TEST, REQUIRED TO BE FILLED UP BY
THE DOCTOR AND COUNTERSIGNED BY WITNESS)
To be filled by personnel engaged in Aircraft maintenance, Air traffic control services,

Aerodrome operations, Ground handling services (in Capital letters)
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APPENDIX -5.C
Contact Numbers of DGCA, Air Safety Directorate

Important Contact Numbers of DGCA, Air Safety Directorate
Name of Office Address Phone & FAX

Director General of Civil Technical Centre Phone : 011-24620784 &
Aviation (DGCA) 24627830
Opp: Safdarjung Airport Board : 011-24622495-500
New Delhi 110 003 Fax : 011-24629221
& 24633140
Director of Air Safety O/o the Director General Phone : 011-24620272

DGCA (Headquarter) of Civil Aviation Board :011-24622495-500
New Delhi (DGCA), Fax : 011-24629221
Technical Centre, & 24633140
Opp: Safdarjung Airport
New Delhi 110 003
Director of Air Safety, Civil Aviation Phone : 011-24615070

Northern Region, DGCA, New Department Fax : 011-24690321
Delhi Safdarjung Airport
New Delhi
IGI Airport, New Delhi
Director of Air Safety, Civil Aviation Phone : 033-25118374,

Eastern Region, DGCA, Kolkata Department Fax : 033-25119785
Dum Dum Airport
Kolkata
Director of Air Safety, Civil Aviation Dept. Phone : 044-22561621, 044-

Southern Region, DGCA, Chennai Chennai Airport 22561338
Chennai
Director of Air Safety, Civil Aviation Phone : 022-26157338 /
Western Region, DGCA, Mumbai Department 26263730 /
Mumbai Airport 26265311
Santa Cruz (E) Fax : 022-26157007
Mumbai
Regional Controller of Air Civil Aviation Dept. Phone : 040-27905246

Safety DGCA, Hyderabad Airport
Hyderabad Hyderabad
c/o Hindustan Aeronautics
Regional Controller of Air Safety, Limited
91-080-5234597
Bangalore 15/1 Cubbon Road
Bangalore
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Appendix – 5.D
1. LINE OPERATION SAFETY OBSERVATION (LOSA)
Air India Ltd has a program for the systematic acquisition and analysis of data from
observations of flight crew performance during normal line operations, which is in
conformance to ICAO Doc. No. 9803.
The purpose of LOSA is to collect safety data, keep it confidential, feed into the
SMS data base and not to punish crew members. LOSA follows the “Fly on the
Wall” concept and is not an evaluating, training or checking activity.
The Chief of Flight Safety co-ordinates with the ED-Operations, ED-Training and Head
Corporate SMS and QMS for effective functioning of the LOSA Program. The SMS Manager
is the designated LOSA Manager. Refer the Organization Manual which has been approved
by the CMD thereby approving the LOSA program; and Quality and Safety Audit Manual,
which provides the details of the checklist and observing techniques.
The Software is maintained by the QMS office with de-identified names and the results of
the LOSA program are shared with the Flight safety and the SMS office.
Line monitoring is considered a proactive hazard identification activity in an SMS. Line
operations monitoring program is a completely different activity from line evaluation (or line
checking) of the flight crew. Line operations monitoring cannot be accomplished in
conjunction with any type of operational evaluation of the flight crew.
Under this program, flight crew performance in a normal line environment is observed from
the flight deck jump seat by individuals who have been specially selected and trained.
Observers, with the cooperation of the flight crew, systematically gather operational data
that can be analyzed and used to make real improvements to certain areas of the operation.
Observers are particularly aware of, and record, threats and errors that occur in the
operating environment.
The Line Operations Safety Audit / Observation (LOSA) is a well-known and successful
example of a normal line operations monitoring program.
The acceptable program has the following characteristics:
• A planned and organized series of observations of flight crew performance during normal
line flights is conducted a minimum of once during every four year period.
• Observations are conducted on regular and routine line flights, and the flight crew is
advised and clearly understands that normal line monitoring is not an evaluating, training or
checking activity. The flight crew would be expected to operate as if the observer were not
there.
• There is mutual support and cooperation from both the management of Air India Ltd and
flight crew members (through their professional association, if applicable).
• Participation from the flight crew is voluntary; observations are not conducted unless
permission is received from the flight crew.
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• Data collected from observations are confidential, de-identified and used for safety
enhancement purposes only. Data from an observation are never permitted to be used for
disciplinary action unless there is evidence of willful misconduct or illegal activity.
• Procedures are in place to ensure data from observations are retained in a way that ensures
effective security.
• Objectives of observations are clearly defined, and collected data are always used to
address specific issues that affect flight safety.
• Observers are specifically selected and trained (calibrated) to ensure a high level of
consistency and standardization in the data being collected. Observers are objective,
impartial and have a high level of integrity.
• There is a process in place to ensure data collected from observations are subjected to
analysis from appropriately diverse subject matter experts to ensure consistency and
accuracy.
• Data derived from observations are analyzed and presented in a manner that identifies
potential weakness and permits Air India Ltd to develop appropriate action(s) that will
enhance specific aspects of the operation.
• Results from the monitoring program, including the corrective action plan, are
communicated to flight crew members.
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2. ELEMENTS OF LOSA :
Air India has a LOSA programme for the systematic acquisition and analysis of data from observations
of flight crew performance during normal line operations.
2.1 Line Operations Safety Audit (LOSA) or LOAS (Line Operations Assessment System) is a critical
organizational strategy aimed at developing countermeasures to operational errors. It is an
organizational tool used to identify threats to aviation safety, minimize the risks such threats may
generate and implement measures to manage human error in operational contexts. LOSA will enable
us to assess our level of resilience to systemic threats, operational risks and front-line personal errors,
thus providing a principled, data-driven approach to prioritize and implement actions to enhance
safety.
2.2 LOSA is closely linked with Crew Resource Management (CRM) training.
Since CRM is essentially error management for operational personnel, data from LOSA form the basis
for contemporary CRM training refocus and/or design known as Threat and Error Management (TEM)
training. Data from LOSA also provide a real-time picture of system operations that can guide
organizational strategies in regard to safety, training and operations.
2.3 DFDR/QAR readouts provide information on the frequency of exceedances and the locations
where they occur, but the DFDR readouts do not provide information on the human
behaviours that were precursors of the events. When DFDR/QAR data track potential systemic
problems, pilot reports are still necessary to provide the context within which the problems can be
fully diagnosed. LOSA helps in doing so.
2.4 The line observations are conducted under strict no-jeopardy conditions; therefore, flight crews
are not held accountable for their actions and errors that are observed. During flights that
are being observed, observers record and code potential threats to safety; how the threats are
addressed; the errors such threats generate; how flight crews manage these errors; and specific
behaviours that have been known to be associated with accidents and incidents.
2.5 LOSA observations are Jump-seat observations during normal flight operations limited to
regularly scheduled flights.
2.6 Pilots/ CRM facilitators are trained for carrying out the LOSA observations, and should
be objective, trustworthy and non-controversial.
Observation teams will typically include line pilots, instructor pilots, safety pilots, management pilots,
members of Human Factors groups and CRM facilitators. The training includes Ground training
followed by one trainee observer LOSA and one LOSA conducted under supervision.
2.7 LOSA data is De-identified and confidential. LOSA observers should not record names, flight
numbers, dates or any other information that can identify a crew. This allows for a level of protection
against disciplinary actions. The purpose of LOSA is to collect safety data, not to punish
crewmembers. In order to maintain confidentiality, there is a trusted data collection site. DGM
(QMS) is responsible for ensuring that the LOSA data is maintained, kept de-identified and
confidential. The LOSA observers will provide the hard copy of filled LOSA Reports to the DGM -QMS
who will ensure that it is de-identified and entered into the software. Feed-back from the reports
generated will be regularly provided to the SMS Office for their review.
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2.8 The final product of a LOSA is the data-derived LOSA targets for enhancements. As the data
are collected and analyzed, patterns emerge. Certain errors occur more frequently than others,
certain airports or events emerge as more problematic than others, certain SOPs are routinely ignored
or modified and certain maneuvers pose greater difficulty in adherence than others. These patterns
can be identified as LOSA targets for enhancement. Action plans based on these targets, to analyze
the targets and implement appropriate change strategies, can be adopted.
2.9 The LOSA Manager shall ensure the following :-
• Observations are conducted on regular and routine line flights, and the flight crew is advised
and clearly understands that normal line monitoring is not an evaluating, training or checking
activity. The flight crew would be expected to operate as if the observer were not there.
• There is mutual support and cooperation from both the management and flight crew
members.
• Participation from the flight crew is voluntary; observations are not conducted unless
permission is received from the flight crew.
• Data collected from observations are confidential, de-identified and used for safety
enhancement purposes only.
• Data from an observation are never permitted to be used for disciplinary action unless there
is evidence of wilful misconduct or illegal activity.
• Procedures are in place to ensure data from observations are retained in a way that ensures
effective security.
• Objectives of observations are clearly defined, and collected data are always used to address
specific issues that affect flight safety.
• Observers are specifically selected and trained (calibrated) to ensure a high level of
consistency and standardisation in the data being collected. Observers are objective, impartial
and have a high level of integrity.
• There is a process in place to ensure data collected from observations are subjected to
analysis from appropriately diverse subject matter experts to ensure consistency and
accuracy.
• Data derived from observations are analysed and presented in a manner that identifies
potential weakness and permits the operator to develop appropriate action(s) that will
enhance specific aspects of the operation.
• Results from the monitoring programme, including the corrective action plan, are
communicated to flight crew members.
2.10 LOSA observation sheets to be used as included in Appendix ‘A’ of Quality and Safety Audit
Manual and Flight Safety Manual and Para 5.7.21 LOSA Checklist of FSM
2.11 The data collected from observations is confidential and is discussed with Flight Safety/ SMS
representatives. The data derived is analysed by them that identifies potential weakness. The results
from this are communicated to flight crew members through circulars, etc. but without highlighting
the source or names from which the information has been obtained.
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3. LOSA - PLANNING
The LOSA program is prepared on an yearly basis and would include adequate observations across
different aircraft types and for different sectors. It would also include focus on new sectors as well as
critical airfields. This is in compliance of DGCA Operations Circular 3 of 2004 (Para-7). Further based
on the safety data, feed back from LOSA observations, risk ascertained, the number and frequency of
LOSA observations can be adapted in a dynamic manner.
4. Authorized auditors for cockpit surveillance and line operation safety audit (LOSA)
For the purpose of Cockpit Surveillance and Line Operation Safety Audit (LOSA), where entry is
required in the cockpit, though the provision of AIC 03, 1997 shall be applicable for general personnel
authorized from the company, as per the proactive programme mentioned in CAR Section-5, Series F
Part I. The cockpit procedures shall be standardized by the Examiners/ Instructors/Check pilots of the
airlines. The LOSA trained auditors of Air India will be authorized to travel in the cockpit as observer.
A formal permission shall be sought from the PIC while boarding the flight or during the flight, to
conduct the audit.
5. Amalgamation of LOSA data into SMS System:

The De-identified LOSA findings are also entered into the SMS database, Hazard Logs and the
departmental heads are advised to mitigate the issues. LOSA Reports summary is included into the
SMS database.
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5.7.21 LOSA CHECKLIST
I. COCKPIT CREW PERFORMANCE
Crew Performance Marker: 1. Poor 2. Marginal 3. Good 4. Outstanding
A. Pre-Departure Markers
# Item Criteria Rating Notes/
Keywords
Planning behavioral Markers 1 2 3 4
1 SOP Briefing The required briefing was interactive and
operationally thorough. Concise, not crushed and
met SOP requirements. Bottom lines were established
2 Plans Operational plans and decisions were
Communicated communicated and acknowledged. Shared
understanding about plans. “Everybody on the same
page”.
3 Workload Roles and responsibilities were defined for
Assignment normal and non-normal situations. Workload
assignments were communicated and acknowledged.
4 Contingency Crew members developed effective strategies to
Management manage threats to safety. Threats and their
consequences were anticipated. Used all available
resources to manage threats.
Execution Behavioral Markers 1 2 3 4
5 Monitor / Crew members actively monitored and
Cross-check crosschecked systems and other crewmembers.
Aircraft position, settings and crew actions were
verified.
6 Workload Operational tasks were prioritized and properly
Management managed to handle primary flight duties. Avoided
task fixation. Did not allow work “overload”
7 Vigilance Crew members remained alert of the
environment and position of the aircraft. Crew
members maintained situational awareness.
8 Automation Automation was properly managed to balance
Management situational and/or workload requirements.
Automation setup was briefed to other members.
Effective recovery techniques from automation
anomalies.
Review/ Modify Behavioral Markers 1 2 3 4
9 Evolution of Existing Plans were reviewed and modified when
Plans necessary. Crew decisions and actions were openly
analyzed to make sure the existing plan was the best
plan.
10 Inquiry Crewmembers asked questions to investigate
and/or clarify current plans of action.
Crewmembers not afraid to express a lack of
knowledge. “Nothing taken for granted” attitude.
11 Assertiveness Crewmembers stated critical information and/or
solutions with appropriate persistence. Crew
members spoken up without hesitation.
PAGE 5 -70
` AI–FSD-001
CHAPTER - 5
PROGRAM
Execution Operational Markers 1 2 3 4

Keywords
12 S.O.P. / All flight desk tasks were performed according to
Regulation SOP’s. Call-outs were made and checklists
performed correctly at the right time. SOP’s were
well known and duly performed by the crew at all times.
13 Ground Pushback and Taxi were conducted sensibly with
Handling regard to safety, passenger comfort and aircraft
systems. Appropriate separation with other traffic was
maintained. Kept well within boundaries of taxiways.
Speed and thrust were appropriate for surface
conditions, brakes and tires.
B. Take Off / Climb
14 Monitor / Crew “members” actively monitored and
Cross-check crosschecked systems and other crew members.
Aircraft position, settings and crew actions were
verified.
task fixation. Did not allow work “overload”
16 Vigilance Crewmembers remained alert of the
environment and position of the aircraft.
Crewmembers maintained situational awareness.
anomalies.
Review / Modify Behavioral Markers 1 2 3 4
18 Evaluation Of Existing plans were reviewed and modified when
plan.
solutions with appropriate persistence.
Crewmembers spoke up without hesitation.
Execution Operational Markers 1 2 3 4
21 S.O.P. / All flight deck tasks were performed according to
well known and duly performed by the crew at all
times.
22 Flight Profile Appropriate aircraft handling, flight management
and airmanship were displayed throughout this
phase of flight. Aircraft was flown accurately
throughout takeoff, departure and climb.
PAGE 5 -71
` AI–FSD-001
CHAPTER - 5
PROGRAM

Keywords
C. Cruise
Planning behavioral Markers 1 2 3 4
24 Plans Operational plans and decisions were
Communicated communicated and acknowledged. Shared
page”.
27 Monitor / Crew members actively monitored and cross-
Cross-check checked systems and other crewmembers.
Aircraft position, settings and crew actions were verified
task fixation. Did not allow work “overload”.
29 Vigilance Crewmembers remained alert of the
environment and position of the aircraft.
Crewmembers maintained situational awareness.
anomalies.
Review / Modify Markers 1 2 3 4
plan.
PAGE 5 -72
` AI–FSD-001
CHAPTER - 5
PROGRAM

Keywords
times.
phase of flight. Horizontal and vertical navigation
were optimized for performance, economy, weather
and traffic.
D. Descent / Approach / Land 1 2 3 4
37 Plans stated Operational plans and decisions were
communicated and acknowledged. Shared
page”.

40 Monitor / The required briefing was interactive and
Cross-check operationally thorough. Concise, not crushed and
41 Workload Operational plans and decisions were
Management communicated and acknowledged. Shared
page”.
42 Vigilance Roles and responsibilities were defined for
normal and non-normal situations. Workload
43 Automation Crew members developed effective strategies to
PAGE 5 -73
` AI–FSD-001
CHAPTER - 5
PROGRAM

Keywords
Review / Modify Markers 1 2 3 4
plan.
times.
phase of flight. Horizontal and vertical navigation
were optimized for performance, economy, weather
and traffic.
E. Overall Flight
Overall Behavioral Markers
Crew Behavior 1 2 3 4
49 Communicatio Environment for open communication was
n environment- established and maintained. Good cross talk, flow
Crew of information was fluid, clear and direct.
50 Leadership Captain showed leadership and coordinated
Crew flight deck activities. In command, decisive and
encouraged crew participation
51 Judgments Correct decisions were made based on
Crew information that was gathered and properly
assessed at appropriate times. Potential problems
were anticipated and dealt with effectively
52 Interpersonal Harmonious relationship existed between the
skills Crew crew throughout the flight. Captain and FO
interacted effectively to establish a professional working
environment
PAGE 5 -74
` AI–FSD-001
CHAPTER - 5
PROGRAM

Keywords
Operations Coordination. 1 2 3 4
53 Cabin Crew Cabin crew was properly briefed. Efficient
Coordination communication was established and maintained
throughout the flight. A professional and courteous
attitude was achieved.
54 Ground Staff Effective interaction and discussion prevailed
Coordination during ground handling.
Proper implementation of the correct procedures was
correctively monitored.
55 P.A. Cockpit All mandatory PA announcement were
announcement performed, Passengers were kept informed of
Coordination the progress of the flight. The company image was
professionally presented.
Overall operational Markers Knowledge 1 2 3 4
56 Route The crew demonstrated the required knowledge
Knowledge of navigational procedures, terrain features and
alternate and destination airports for the leg
flown
57 Company The crew demonstrated the required working
regulations knowledge of company regulations and
Knowledge procedures other than flight SOPs
58 Aircraft System The crew demonstrated the required technical
Knowledge and operational knowledge of aircraft systems.
59 Aircraft The crew demonstrated swift and accurate to
performance performance calculation
knowledge
Technical Proficiency 1 2 3 4
60 SOP Briefing Aircraft system was appropriately used
throughout the flight both during normal and
abnormal operations.
61 Plans stated Computation of aircraft performance was
accurately and efficiently performed.
Aircraft performance charts were used in an appropriate
manner.
II. Operations Support

Dispatch 1 2 3 4
62 Transportation Transportation to and from the dispatch office, if
needed, was on time, reliable, quick and comfortable.
63 Flight planning Thorough flight planning was performed by dispatch.
All relevant information regarding aircraft and route
was to hand.
64 Weather Detailed, up to date information was available for
information departure, alternate and destination airports and the
enroute phase.
65 Briefing A thorough, up to date briefing was provided to all
crewmembers, highlighting any significant factors.
PAGE 5 -75
` AI–FSD-001
CHAPTER - 5
PROGRAM

Keywords
66 Documentation All documentation needed to comply with aviation
authority and an airline regulation available. It was
complete and up to date.
67 Load sheet The load sheet was accurately completed and took into
account any unusual cargo and last minute changes.
68 Company Company communication was of good quality and was
communication conducted in an appropriate manner.
Line Maintenance 1 2 3 4
69 Aircraft The aircraft technical log was accurately filled in,
Technical Log explanatory and in good condition.
70 A/C condition The aircraft was in perfect working order and in good
condition. There were no recurring defects.
71 Spares support Frequently needed items were readily available and the
overall supply chain was quick and efficient.
72 Efficiency The maintenance organization for all aircraft systems
was effective.
73 Crew liaison An effective rapport existed between crew, engineers,
support staff and supervisors.
74 Release Aircraft release complied with regulations and was on
time.
Cockpit Documentation 1 2 3 4
75 Aircraft Documentation was up to date, complete, readily
technical and available and in good condition.
general
manuals
76 Navigation Documentation, including FMS database, was up to
Documentation date, complete, readily available and in good condition.
III. Cabin Operation
PAX Handling 1 2 3 4
77 Boarding Boarding was completed in a quick and orderly manner.
It was on time and security measures were appropriate.
78 PA PA announcement were relevant, clear and concise.
announcement They contained sufficient information and they were not
marred by language difficulties.
Cabin Status 1 2 3 4
79 Aircraft Cabin The aircraft cabin log was accurately completed,
Log explanatory and in good condition.
80 Galleys / Galleys and lavatories were clean, hygienic fully
lavatories equipped and in working order.
81 Emergency All emergency equipment was serviceable, within date,
equipment safely stowed in the correct location and identified.
82 Pax All installed systems were serviceable and gave good
entertainment quality signals.
83 Cabin Cabin furnishings were clean and in good condition.
condition
Cabin Crew 1 2 3 4
84 Technical The cabin crew demonstrated excellent technical and
knowledge operational knowledge of all cabin systems.
PAGE 5 -76
` AI–FSD-001
CHAPTER - 5
PROGRAM

Keywords
85 Evacuation The cabin crew had an appropriate knowledge of
procedures evacuation procedures.
86 Individual Pax. The cabin crew had appropriate knowledge of how to
emergency deal with any individual passenger problem.
87 Fire / smoke The cabin crew had appropriate knowledge of the
procedures procedures.
III. Operating Environment
Ramp 1 2 3 4
88 Loading Loading was carried out properly with the appropriate
equipment. Good communication existed between all
people involved.
89 Ramp Surface Surfaces were smooth, well marked and clear of
conditions obstructions.
90 Marshalling The marshalling / self guidance systems were well
organized and conformed to safety regulations.
91 Ramp A/C Aircraft maneuvering was smooth and safe.
maneuvering
92 Ramp Comm. Communications with ground staff were clear and
concise, with no language difficulties.
93 Ramp Lighting Ramp lighting was of sufficient intensity
En-route Facilities 1 2 3 4
94 Taxiway The taxiway was smooth, clean, had good drainage and
conditions was well marked.
95 Taxiway Taxiway lighting was of sufficient intensity
lighting
96 Runway The runway was smooth, clean, had good drainage
conditions and was well marked.
97 Runway/Appr All runway and approach lighting was of sufficient
lighting intensity
98 ATC ATC communication was clear and in accordance with
communication international phraseology regulations.
99 ATC handling ATC handling was safe and efficient. All airspace users
understood language used by ATC
100 Navigations Aid All navigation aids were serviceable and accurate.
General Comments
Narrative This narrative should include overall impression of the cockpit crew, operation
support, cabin operation and operating environment.
PAGE 5 -77
` AI–FSD-001
CHAPTER - 5
PROGRAM
PAGE 5 -78
AIR INDIA LIMITED
Chapter- - 6
AI–FSD-001
CHAPTER - 6
FLIGHT OPERATION Issue-4 Rev.1 15 JUN 2018
QUALITY ASSURANCE
6.1 FLIGHT OPERATION QUALITY ASSURANCE (FOQA)

The Flight Safety Department shall have a FOQA Program that is confidential, proactive and non-
punitive and contains adequate safeguards to protect data sources.
The program shall include a systematic download and analysis of electronically recorded aircraft flight
data. This chapter is prepared in accordance with CAR-Section5, Series F, Part-II, Issue-1, Revision 1,
dated 26th July 2017 .
FDR analysis programme / FOQA programme is a proactive and non-punitive programme for gathering
and analyzing data recording during routine flights to improve aviation safety. It shall contain adequate
safeguard to protect the source of data. It is issued under the provisions of Rule 29C and Rule 133A of
the Aircraft Rules, 1937.
As per the regulation, all Scheduled operators engaged in operation of aeroplane of certified takeoff
mass in excess of 20000 Kgs shall develop procedures, establish facilities and monitor DFDR/ QAR/
PMR data of all flights to determine exceedances in flight parameters from the stipulated limits.
Air India has SSFDR installed in aircraft which have certificated takeoff mass more than 5700 kgs. The
Solid State FDR (SSFDR) is a recording device which stores up to 25 hours of aircraft parameters into a
crash survivable memory module.
The Solid State CVR (SSCVR) system is a crash survivable recording device intended for installation in
aircraft to accommodate mandatory cockpit voice recording. The CVR retains the most recent 2 hours
of recorded information in a solid state crash survivable memory including all audio, digital, and timing
data. The DFDR unit mounted in the aft section of the aft galley in the cabin. CVR unit is mounted at
the aft of the aft cargo compartment in B 747, B777 and Airbus family aircrafts. For B787 Aircraft , both
CVR and DFDR are an integral unit known as EAFR (Enhanced Airborne Flight Recorder), one is located
in the forward MEC and the other unit is in the ceiling of cabin aft galley.
The FOQA monitoring frequency is as below:
 DFDR Monitoring : 100% (As per data received from Engineering which is close to 100% except
for few cases of data corruption and technical glitches)
 CVR Monitoring : ½ the number of aircrafts in the fleet per month
Details of SSCVR :
I) B747 & B 777:
Aircraft fleet : Boeing
Part no : 980-6022-001,
Make : HONEY WELL
II) A319,A320 & A321 :

Aircraft fleet : Airbus
Part No : 2100-1025-02 (or equivalent)
Make : L-3 COMMUNICATION CORP
Details of SSFDR :
I) B747 & B 777:
Part no : 2100-4043-00, Make : L-3 COMMUNICATION CORP
Part no : 980-4700-042, Make : HONEYWELL
II) A319,A320 & A321 :
Aircraft fleet : Airbus

Part No : 2100-4043-02 (or equivalent) make: L-3 COMMUNICATION CORP
I) Details of B787 Aircraft:
(B787 has an integrated recording system consisting of CVR and DFDR, known as EAFR-
Enhanced Airborne Recording System)
Part No : 866-0084-101 or 866-0084-102; make: Rockwell Collins
PAGE 6 -1
AI–FSD-001
CHAPTER - 6
QUALITY ASSURANCE
6.2 ESTABLISHENT OF MONITORING FACILITIES
The Flight Safety department has made suitable arrangements for monitoring facilities and network has
been established for inflow & outflow of the SSFDR/WQAR/PQAR/QAR/CVR Downloaded data between
various stations and the monitoring cell. FOQA program of Boeing Fleet (B747, B777 & B787) setup is
established at Flight Safety Department, Old Airport, Mumbai and for Airbus fleet at Flight Safety
Department, Safdarjung, New Delhi.
i) Air India Flight Safety Department has a dedicated monitoring cell with adequate number of
trained personnel to ensure that data monitoring is carried out on continuous basis without any
breakdown.
ii) Suitable arrangements/network are established for inflow & outflow of the QAR/ PMR /
Downloaded data between various stations and the monitoring cell.
iii) Adequate and suitable hardware and software are provided so that failure of any single unit
does not lead to breakdown of the system.
iv) Suitable software package are developed / procured which can give output in the form of
digital data, graphical presentation & 3-D presentation of the recorded data.
v) Air India Flight Safety Department has established Exceedance limits of various parameters for
each type of aircraft which also conforms to the limits given in Annexure-A of Section 5, Series
F, Part-II, Issue-1,Revision 1, dated 26th July 2017 .which are incorporated in the Flight Safety
Manuals.
vi) Provision is made in the software package to change the threshold values of exceedances, as
required.
vii) Flight Safety Department revises the threshold values of the exceedances from time to time &
introduces new parameters based on the experience to make the monitoring system more
meaningful.
viii) The exceedance values used for monitoring are to be submitted to the Air Safety Directorate of
DGCA (Hqrs) which is part of this chapter of Flight Safety Manual.
6.3 ANALYSIS OF DATA AND MONITORING
Data From CD File processed

Data Downloaded to HDD &/ or using FliSAFE NEST Flight History
From a/c using directly to AIRFASE /NAL Software/AIRFASE Report
PCMCIA Card/PI Server through Software
Unit copied WQAR using GSM
to CD & / or through Network Exceedence
WQAR and saved in Report
a file on PC
Correlate with CVR when

necessary and if feasible
Appropriate actions Statistical reports Filtering of

Analysis Of
by Operation / to Ops/Trg Invalid
Exceedence
Training. Exceedances
Discrete Counseling of
crew based on analysis
PAGE 6 -2
AI–FSD-001
CHAPTER - 6
QUALITY ASSURANCE
6.3.1 PROCEDURE FOR ANALYSIS OF DATA AND EXCEEDANCE TREND MONITORING:
I. Entire data of each flight is to be analyzed to determine if any flight parameter had
exceeded the laid down limit.
This applies to 100 % flights which includes Commercial, training and Ferry Flights. If any
exceedance is detected appropriate report for the same shall be generated in the given
standard format, giving the actual value of the parameter, the specified limit for the same,
the time of the event and the other relevant flight details. Hard copy of the report shall
be printed for further analysis and review.
II. For the flights in which the exceedances are detected, a detailed analysis of flight shall be
carried out to check whether or not the flight was handled as per the Standard Operating
Procedures. As the approach and landing are critical phases of the flight, detailed analysis
of the approach and landing phases of all flights shall be carried out, to detect any
deviations from the normal approach profile and whether the approach was stabilised or
not.
III. For all performance limited Airports, where there are special procedures, Training
Department would provide the exact profile to Flight Safety for FOQA Monitoring.
IV. Daily reports for the exceedances of parameters shall be generated for all the types of
aircraft and shall be put up for review and analysis by a type-rated captain, who makes
as assessment of the exceedances. Suitable follow up action is taken in consultation
with Chief/Dy. Chief of Flight Safety.
V. Suitable corrective action to overcome the deficiencies / shortcomings observed during

analysis of the data shall be taken.
VI. Counseling of the crew members on the deficiencies observed shall be carried out.
VII. A quarterly statistical report giving summary of general findings and suggested corrective
measures along with Trend Charts shall be generated covering all type of aircraft and the
same should be provided to Operations-Training. Operations-Training will make the
Training Captains aware of this data/information provided by FSD and also include the
desired information in the training and disseminate to all pilots.
VIII. During the refresher courses, the results and findings of the analysis should be discussed
for the benefit of the crew members.
IX. Proper records are to be maintained of all the findings and corrective measures taken.
X. The Flight Safety Department of Air India ensures effective functioning of the program
in coordination with the operations, training and other concerned
Divisions/Departments .
XI. In case of significant incidents, DFDR Data is correlated with CVR readouts as per
regulations, and as required by the Chief / Dy. Chief of Flight Safety
PAGE 6 -3
AI–FSD-001
CHAPTER - 6
FLIGHT OPERATION Issue-4 Rev.3 11 Dec 2020
QUALITY ASSURANCE
6.5 EXCEEDANCE LIMIT FOR EACH TYPE OF AIRCRAFT :
PARAMETERS LIMITS FOR DFDR ANALYSIS
6.5.1 BOEING 747 - 400
MEDIUM HIGH
SR. EXCEEDANCE EXCEEDANCE TRIGGER LOW LIMIT PHASE OF
LIMIT LIMIT
NO EVENT PARAMETER CONDITION (YELLOW) FLIGHT
(AMBER) (RED)
Descent,
DME < 10 AND Approach,
360 deg Turn Captains MAG HDG Go Around,
＊1 340 deg 350 deg 360 deg
on Approach Heading CHANGE > 340 Landing
deg Note: Not for
CCJ Airport
Auto Pilot RA < 250 ft AND

Takeoff,
2 Engaged < 250 RA HEIGHT Autopilot 250 ft 230 ft 210 ft
Climb
ft Engaged
Bank Angle RA: (100 - 500

Takeoff and
3 High > 25 deg ROLL ANGLE ft) AND Roll 25 deg 27 deg 30 deg
Climb
(100-500 ft) Angle > 25 deg
4 Takeoff,
Climb,
Bank Angle RA > 500 ft AND
Cruise,
High > 35 deg ROLL ANGLE Roll Angle > 35 35 deg 37 deg 40 deg
Descent,
anytime deg
Approach,
Landing
Bank Angle RA Between (0 - Takeoff,

＊5 High > 5 deg ROLL ANGLE 100ft) AND Roll 5 deg 6 deg 7 deg Climb,
(0 - 100 ft) Att > 5 deg Landing
AIR/GND 1 =
AIR, AIR/GND 1
＊6 Bounce
VERTICAL G = GND (Within 3 1g 2g 3g Landing
Landing
secs before
Landing instant)
Climb. Out
COMPUTED CAS < V2 AND
7 Speed Low (35 V2 kts V2 -3 kts V2 - 5 kts Climb
AIRSPEED RA: (35 - 400 ft)
- 400 ft)
PAGE 6 -5
AI–FSD-001
CHAPTER - 6
QUALITY ASSURANCE
BOEING 747 – 400:
MEDIUM HIGH PHASE

SR. EXCEEDANCE EXCEEDANCE TRIGGER LOW LIMIT
LIMIT LIMIT OF
NO EVENT PARAMETER CONDITION (YELLOW)
(AMBER) (RED) FLIGHT
Climb. Out Speed CAS < V2 AND

COMPUTED V2 - 10
8 Low (400 - RA: (400 - 1500 V2 kts V2 -5 kts Climb
AIRSPEED kts
1500ft) ft)
Climb. Out Speed COMPUTED CAS < V2 AND

9 V2 kts V2 -3 kts V2 - 5 kts Climb
Low at 35 ft AIRSPEED RA: (15 - 50 ft)
CAS > 330 kts

Desent Speed
COMPUTED AND ALT- Cruise,
10 High (FL 300 - FL 340 kts 350 kts 360 kts
AIRSPEED (10000 ft - Descent
100)
30000 ft)
CAS < (VR - 2
COMPUTED
11 Early Rotation kts) AND PITCH VR - 2 kts VR - 3 kts VR - 5 kts Take Off
AIRSPEED
ATT >= 1.5 deg
CAS > (VR + 5
COMPUTED kts) AND PITCH VR +12
12 Late Rotation VR + 5 kts VR + 8 kts Take Off
AIRSPEED ATT >= 1.5 kts
DEG
EGT MAX > 650

EGT High at Take
13 EGT MAX deg AND RA 650 deg 655 deg 660 deg Take Off
Off (Any Engine)
Height < 2000ft
Eng Start EGT EGT MAX > 535

14 HIGH (Any EGT MAX deg AND N2 > 535 deg 540 deg 545 deg ENG Start
Engine) 30 %
N1 MAX >
15 ENG N1 High N1 MAX 111.40% 113.40% 115.40% ALL
111.4 %
N2 MAX >
16 ENG N2 High N2 MAX 105.50% 106.30% 107.00% ALL
105.5 %
ENG OIL
PRESSURE <
ENG Oil Pressure ENG OIL
17 13 AND MAX N2 13 12 11 ALL
Low PRESSURE
> 55 AND MAX
N1 > 30
PAGE 6 -6
AI–FSD-001
CHAPTER - 6
QUALITY ASSURANCE
BOEING 747 – 400:
SR.
NO MEDIUM HIGH
EXCEEDANCE EXCEEDANCE TRIGGER LOW LIMIT PHASE OF
LIMIT LIMIT
EVENT PARAMETER CONDITION (YELLOW) FLIGHT
(AMBER) (RED)
MAX OIL TEMP

ENG Oil Temp MAX ENG OIL
18 > 163 AND MAX 163 deg 165 deg 167 deg ALL
High TEMP
N1 > 15 %
RA Height <
Flap Early 1000 ft AND Take off
19 RA Height 1000 ft 900 ft 800 ft
Retraction FLAP Lever and Climb
Position < 10
Takeoff,
Flap Limit Speed CAS > 280 kts Climb,
COMPUTED
20 High when Flap is AND FLAP Lever 280 kts 290 kts 300 kts Descent,
AIRSPEED
1 Position >=1 Approach,
Landing
Takeoff,
COMPUTED
21 High when Flap is AND Flap Lever 260 kts 270 kts 80 kts Descent,
AIRSPEED
5 Position >=5 Approach,
Landing
Takeoff,
COMPUTED
AIRSPEED
10 Position >= 10 Approach,
Landing
Takeoff,
COMPUTED
AIRSPEED
Landing
Takeoff,
COMPUTED
AIRSPEED
Landing
PAGE 6 -7
AI–FSD-001
CHAPTER - 6
QUALITY ASSURANCE
BOEING 747 – 400:
MEDIUM HIGH
SR. EXCEEDANCE EXCEEDANCE TRIGGER LOW LIMIT PHASE OF
LIMIT LIMIT
NO EVENT PARAMETER CONDITION (YELLOW) FLIGHT
(AMBER) (RED)
Takeoff,
COMPUTED
AIRSPEED
30 Position = 30 Approach,
Landing
CAS < Vref +

Flap Limit Speed Descent,
COMPUTED 80 kts AND Flap Vref + 78 Vref +
26 Low when Flap is Vref +80 kts Approach,
AIRSPEED Lever Position = kts 70 kts
0 Landing
0
CAS < Vref +

COMPUTED 60 kts AND Vref +
27 Low when Flap is Vref + 60 kts Vref 55 kts Approach,
AIRSPEED FLAP Lever 50 kts
1 Landing
Position<= 1
CAS < Vref +

28 Low when Flap is Vref + 40 kts Approach,
AIRSPEED Lever Position kts 30 kts
5 Landing
<=5
CAS < Vref +

29 Low when Flap is Vref +20 kts Approach,
AIRSPEED Lever kts 10 kts
10 Landing
Position<=10
Flap Limit Speed CAS < Vref + 8 Descent,

COMPUTED Vref + 5
30 Low when Flap is AND Flap Lever Vref + 10 kts Vref + 8 kts Approach,
AIRSPEED kts
20 Position<=20 Landing
Flap Limit Speed CAS < Vref AND Approach

COMPUTED Vref - 5
31 Low when Flap is Flap Lever Vref +0 kts Vref - 3 kts and
AIRSPEED kts
30 Position <= 30 Landing
⃰32
Climb,
Gear Selection Altitude >
ALTITUDE 20000 ft 20000 ft 20000 ft Cruise,
Altitude High 20000 ft
Descent
ALT > 20000 FT

Flap Position Climb,
FLAP HANDLE AND Flap
33 More than 0 AND 1 1 1 Cruise and
POSITION Handle Position
Above 20000ft Descent
>0
PAGE 6 -8
AI–FSD-001
CHAPTER - 6
QUALITY ASSURANCE
BOEING 747 – 400:
MEDIUM HIGH
SR. LIMIT LIMIT
NO (AMBER) (RED)
Approach,
Go Around
34 Go Around Event RA Height RA ALT < 200 ft 200 ft 180 ft 160 ft
and
Landing
Height Loss after RA Height (35 - Take off

35 RA Height 20 ft 25 ft 30 ft
Takeoff 400 ft) and Climb
RA Height (400
Height Loss after
- 1000 ft) AND Take off
36 Takeoff (400 ft - RA Height 100 ft 110 ft 120 ft
ALT Loss < - and Climb
1500 ft)
100 ft
Vertical
High G during
37 VERT ACCN Acceleration > 1.4g 1.5g 1.6g Landing
Landing
1.4g
38
Glide Slope Dev
High Glide Slope > 0.7 Dot AND Approach
Deviation (1000 - GLIDESLOPE DEV RA Height: 0.7 Dot 1.0 Dot 1.2 Dot and
500ft) (1000 ft to 500 Landing
ft)
Glide Slope Dev

High Glide Slope Approach
> 0.5 Dot AND
⃰39 Deviation (500 - GLIDESLOPE DEV 0.5 Dot 0.6 Dot 0.75 Dot and
RA Height: (500
100ft) Landing
ft to 100 ft)
LOC DEV >

High Localizer 0.75 Dot AND Approach
40 Deviation (1000 - LOCALISER DEV RA Height: 0.75 Dot 0.85 Dot 1 Dot and
500 ft) (1000 ft to 500 Landing
ft)
LOC DEV > 0.5

High Localizer Approach
Dot AND RA
41 Deviation (500 - LOCALISER DEV 0.5 Dot 0.65 Dot 0.75 Dot and
Height: (500 -
100ft) Landing
100 ft)
⃰42
High Pitch Angle
Pitch Angle > 9
Before PITCH ANGLE 9 deg 10 deg 11 deg Landing
deg
Touchdown
PAGE 6 -9
AI–FSD-001
CHAPTER - 6
QUALITY ASSURANCE
BOEING 747 – 400:

SR.
NO MEDIUM HIGH
LIMIT LIMIT
(AMBER) (RED)
Pitch Rate > 4

High Pitch Rate 5
43 PITCH RATE deg/sec AND 4 deg/sec 4.5 deg/sec Takeoff
During Takeoff deg/sec
RA < 35 ft
RA Height <
High ROD (1000 1000 ft AND -1200 Approach and
44 VERTICAL SPEED -1000 ft/min -1100 ft/min
ft - Touchdown ) V/S <= -1000 ft/min Landing
ft/min
RA Height
High ROD (3000 - (3000 - 1000ft) -1400 Descent,
45 VERTICAL SPEED -1200 ft/min -1300 ft/min
1000 ft) AND V/S < - ft/min Approach
1200 ft/min
ALT (5000 ft-

High ROD (5000 - 3000 ft) AND -3000 Descent,
46 VERTICAL SPEED -2000 ft/min -2500 ft/mi
3000 ft) V/S <= 2000 ft/min Approach
ft/min
CAS > Vref + CAS >
High Speed COMPUTED AIR CAS > Vref + CAS > Vref Approach and
47 20 kts AND RA - Vref +
(1000 ft- 50 ft) SPEED 20 + 25 Landing
(50 - 1000 ft) 30
CAS
High Speed at COMPUTED AIR CAS > Vref + CAS > Vref + CAS > Vref
48 >Vref + Landing
Touchdown SPEED 10 kts 10 + 15
20
Ground Speed
> 30 kts (Check
High Taxi Speed Taxi Out and
49 GROUND SPEED 90 secs after 30 kts 32 kts 35 kts
in Straight Taxi In
Landing for Taxi
In)
CAS > 320 kts
Landing Gear Descent,
COMPUTED AIR AND Landing
50 Extention Speed 320 kts 330 kts 340 kts Approach and
SPEED Gear Lever
High Touch and Go
Down
PAGE 6 -10
AI–FSD-001
CHAPTER - 6
QUALITY ASSURANCE
BOEING 747 – 400:
MEDIUM HIGH
SR. LIMIT LIMIT
NO (AMBER) (RED)
CAS > 270 kts Takeoff,

Landing Gear
COMPUTED AIR OR MACH > 0.82 Climb, Cruise
51 Retraction 270 kts 275 kts 280 kts
SPEED M AND Landing and Touch
Speed High
Gear Lever Down and Go
⃰52
Late Selection RA <= 1200 ft
Approach
of Flaps for ALTITUDE AND Flap Lever 1200 ft 1150 ft 1100 ft
and Landing
Landing Position < 25
Low on
ALT AND RA
Approach (180 Approach
53 ALTITUDE Height <= 1200 1200 ft 1000 ft 800 ft
to 120 secs) to and Landing
ft
T/D
Low on
Approach (90 RA Height <= Approach
54 ALTITUDE 600 ft 500 ft 400 ft
to 60 secs) to 600 ft and Landing
T/D
PITCH ANGLE <
Low Pitch Angle
55 PITCH ANGLE 2 deg AND RA < 2 deg 1.8 deg 1.6 deg Landing
at Touchdown
10 FT
Pitch Rate < 1.5

Low Pitch Rate
⃰56 PITCH RATE deg/sec at 1.5 deg/sec 1.25 deg/sec 1 deg/sec Takeoff
During Takeoff
Takeoff Instant
CAS < Vref AND

Low Speed at COMPUTED Vref - 5 Approach
RA: (1000 ft- 50 Vref Vref - 3 kts
1000 ft to 50 ft AIRSPEED kts and Landing
⃰57 ft)
CAS < (Vref - 7

Low Speed at COMPUTED Vref - 11
58 kts) AND RA Vref - 7 kts Vref - 9 kts Landing
Touchdown AIRSPEED kts
Height < 10 ft
Takeoff,
Max EPR > 1.6 Aborted
59 Max EPR MAX EPR 1.6 1.62 1.64
AND CAS > 100 Takeoff,
Climb
60 Min EPR MIN EPR Min EPR < 1.32 1.32 1.31 1.30 Takeoff
PAGE 6 -11
AI–FSD-001
CHAPTER - 6
QUALITY ASSURANCE
BOEING 747 – 400:
LOW MEDIUM HIGH

EXCEEDANCE TRIGGER PHASE OF
EXCEEDANCE EVENT LIMIT LIMIT LIMIT
SR. NO PARAMETER CONDITION FLIGHT
(YELLOW) (AMBER) (RED)
GROSS > 285.6 285.763

⃰61 Max Landing Weight GROSS WEIGHT 285.5 Tons Landing
285.5 Tons Tons Tons
GROSS
Max Structural T/O 377.7 377.842
⃰62 GROSS WEIGHT WEIGHT > 377.6 Tons Takeoff
Weight Tons Tons
377.6 TONS
ALT > 45000

⃰63 Max Altitude ALT 45000 ft 45050 ft 45100 ft Cruise
FT
ALT > 29000

Climb,
⃰64 MMO Exceedance MACH ft AND MACH O.88 M 0.89 M 0.90 M
Cruise
> 0.88 M
RA ALT <
400 ft AND Takeoff,
65 Pitch High Initial Climb PITCH ANGLE 16 deg 18 deg 20 deg
PITCH ANGLE Climb
> 15 deg
RA ALT: (35ft
- 400 ft) AND Takeoff,
66 Pitch Low Initial Climb PITCH ANGLE 12.5 deg 11.5 deg 10.5 deg
PITCH ANGLE Climb
< 12.5 deg
RA Height <=
RA HEIGHT AND
30 ft AND
67 Prolonged Flare AIR GND ON 9 secs 10 secs 11 Landing
AIR GND ON
GND
GND = AIR
RA Height < Approach,

MAG HDG < -20 deg 500 ft AND Go Around,
CAPTAINS
68 from RW centerline ( MAG HDG - -20 deg -25 deg -30 deg Landing
HEADING
(500 ft to T/D) LDG HDG ) and Touch
< -20 deg & Go
RA ALT < Approach,

MAG HDG > 20 Deg 500 ft AND Go Around,
CAPTAINS
69 from RW Centerline (MAG HDG - 20 deg 25 deg 30 deg Landing
HEADING
(500 ft - T/D) LDG HDG) > and Touch
20 deg & Go
PAGE 6 -12
AI–FSD-001
CHAPTER - 6
QUALITY ASSURANCE
BOEING 747 – 400:
LOW MEDIUM HIGH

SR. NO EXCEEDANCE EVENT LIMIT LIMIT LIMIT
PARAMETER CONDITION FLIGHT
Takeoff,
Rejected Takeoff at COMPUTED AIR CAS < 80 kts
⃰70 60 kts 70 kts 80 kts Aborted
Low Speed SPEED <
Takeoff
Takeoff,
Rejected Takeoff at COMPUTED AIR CAS >= 80
⃰71 100 kts 110 kts 120 kts Aborted
High Speed SPEED > kts
Takeoff
RA Height <
SPD BRAKE Approach
Speed Brake on 1000 ft AND
* 72 HANDLE 1000 ft 900 ft 800 ft and
Approach Speed Handle
POSITION Landing
Position >4
RA Height <
SPD BRAKE Approach
Speed Brake on 1000 ft AND
HANDLE 1000 ft 900 ft 800 ft and
⃰73 Approach Speed Handle
POSITION Landing
Position >4
CAS > 250

Speed Exceedance COMPUTED AIR
74 kts AND ALT 250 kts 253 kts 255 kts Descent
Below 10000ft SPEED
<= 9000 ft
PITCH ATT >

Tail Touch During 11 deg RA
75 PITCH ANGLE 11 deg 11.5 deg 12.5 deg Landing
Landing Height < 35
ft
PITCH ANGLE
Tail Touch During > 11 deg
PITCH ANGLE 11 deg 11.5 deg 12 deg Takeoff
76 Takeoff AND RA <
35ft
Tail Wind Approach,

Component > Landing,
77 Tailwind Landing WIND SPEED 10 kts 12 kts 15 kts
10 kts AND Touch and
RA < 50 ft Go
PITCH ANGLE
> 11.5 deg
78 Take off Pitch High PITCH ANGLE 11.5 deg 12.5 deg 15.5 deg Takeoff
AND RA <
20ft
PAGE 6 -13
AI–FSD-001
CHAPTER - 6
QUALITY ASSURANCE
BOEING 747 – 400:
LOW MEDIUM HIGH

SR. NO (YELLOW) (AMBER) (RED)
Climb,
Cruise,
TERRAIN =
⃰79 Terrain TERRAIN 2 4 6 Descent,
TRUE
Approach,
Go Around
Climb,
TERRAIN Cruise,
⃰80 Terrain Pull up TERRAIN PULLUP PULLUP = 2 4 6 Descent,
TRUE Approach,
Go Around
Climb,
TERRAIN Cruise,
⃰81 Terrain Pull up TERRAIN PULLUP PULLUP = 2 4 6 Descent,
TRUE Approach,
Go Around
Climb,
Cruise,
TOO LOW
⃰82 Too Low Flaps TOO LOW FLAPS 2 4 6 Descent,
FLAPS = True
Approach,
Go Around
Climb,
TOO LOW Cruise,
TOO LOW
⃰83 Too Low Terrain TERRAIN = 2 4 6 Descent,
TERRAIN
True Approach,
Go Around
COMPUTED AIR CAS > Vr + V2+ 10 V2 + 15

⃰84 Unstick speed High V2 + 5 kts Takeoff
SPEED 15 kts kts kts
CAS > 360 Climb,

COMPUTED AIR
85 VMO Exceedance kts AND ALT 360 kts 365 kts 370 kts Cruise and
SPEED
<= 26000ft Descent
Condition ->(
High Taxi speed In
GROUND SPEED ENG 1 N2 < Taxi out
86 Turn 15 17 19
90 OR Taxi In
PAGE 6 -14
AI–FSD-001
CHAPTER - 6
QUALITY ASSURANCE
BOEING 747 – 400:
LOW MEDIUM HIGH

SR. NO (YELLOW) (AMBER) (RED)
Climb,
Condition -
Cruise,
High G in Air VERT ACCN >VERT ACCN
87 1.4 1.5 1.6 Descent,
> 1.4
Approach,
Go Around
Condition -
>Thrust Rev.
Low Reverser after Deploy Landing
88 Cruise 55 53 51
Touch Down (Ideal Roll
Reverse
Policy)
Condition -
89 Cruise Mach Cruise >Mach 0.9 > 0.831 0.835 0.840 Cruise
0.83
PAGE 6 -15
AI–FSD-001
CHAPTER - 6
QUALITY ASSURANCE
6.5.2 BOEING 777 – 200/300
SR.
NO LOW MEDIUM HIGH
EXCEEDANCE EXCEEDANCE TRIGGER PHASE OF
LIMIT LIMIT LIMIT
EVENT PARAMETER CONDITION FLIGHT
Descent,
DME < 10 AND
Approach, Go
MAG HDG < 360
360 deg Turn on CAPTAIN'S Around,
*1 deg AND 600 330 340 350
Approach HDG Landing Note
secs before
:-Except for
Landing
CCJ Airport
Auto Pilot RA < 200 FT

Takeoff,
Engaged < 200 RA MIN AND Autopilot 200 ft 190 ft 180 ft
Climb
*2 ft Engaged
RA < 50 FT AND
Auto Pilot
Autopilot
3 Engaged Height RA MIN 50 ft 30 ft 20 ft Landing
Engaged (N/A for
Low
Autoland)
ROLL ATT Takeoff,

Bank Angle High
(Bank Angle RA > 500 ft AND Climb, Cruise,
4 > 35 deg 35 deg 38 deg 42 deg
Protection 35 Roll Att > 35 deg Descent,
Anytime
deg) Approach
Takeoff,
RA Height: (0-
Bank Angle High Climb,
ROLL ATT 100 ft) AND Roll 4 deg 4.5 deg 5 deg
(0 - 100 ft) Descent,
Att > 5 deg
*5 Approach
AIR GND1 ON
GND = AIR, AIR
Bounced
*6 AIR/GND 1 GND1 = GND 1.1 g 1.5 g 2.0 g Landing
Landing
(Check 3 secs
before Landing)
Climb. Out CAS >= V2 + 25

COMPUTED
*7 Speed High at kts AND RA: (15 V2 + 30 kts V2 + 33 kts V2 + 33 kts Takeoff
AIRSPEED
35 ft - 50 ft)
Climb. Out CAS > V2 + 30

COMPUTED
8 Speed High (35 kts AND (RA: 35 V2 + 30 kts V2 + 33 kts V2 + 35 kts Climb
AIRSPEED
- 400 ft) - 400 ft)
PAGE 6 -16
AI–FSD-001
CHAPTER - 6
QUALITY ASSURANCE
BOEING 777 – 200/300
LOW MEDIUM HIGH

SR. EXCEEDANCE EXCEEDANCE TRIGGER PHASE OF
LIMIT LIMIT LIMIT
NO EVENT PARAMETER CONDITION FLIGHT
Climb. Out CAS >= V2 + 30

COMPUTED
9 Speed High (400 kts AND RA: V2 + 30 kts V2 + 33 kts V2 + 35 kts Climb
AIRSPEED
- 1000 ft) (400 - 1000 ft )
RA = (15 ft - 50
Climb Out Speed COMPUTED
* 10 ft) AND CAS <= V2 kts V2 - 3 kts V2 - 5 kts Climb
Low at 35 ft AIRSPEED
V2 kts
Climb Out Speed RA: (35 - 400

COMPUTED
11 Low (35 to 400 FT) AND CAS < V2 kts V2 - 3 kts V2 - 5 kts Climb
AIRSPEED
ft) V2 kts
Climb Out Speed RA: (400 - 1000

COMPUTED
12 Low (400 - 1000 ft) AND CAS < V2 + 5 kts V2 kts V2 - 5 kts Climb
AIRSPEED
ft) V2 + 5 kts
Descent Speed CAS > 325 ft

COMPUTED Cruise,
High (FL AND ALT (10000 325 kts 335 kts 340 kts
13 AIRSPEED Descent
300 - FL 100) ft - 30000 ft)
CAS < VR - 2 kts

COMPUTED
* 14 Early Rotation AND PITCH ATT Vr - 2 kts Vr -3 kts Vr - 5 kts Take Off
AIRSPEED
>= 1.5 DEG
CAS > VR + 5
COMPUTED
* 15 Late Rotation kts AND PITCH Vr + 10 kts Vr + 12 kts Vr + 15 kts Take Off
AIRSPEED
ATT >= 1.5 DEG
PAGE 6 -17
AI–FSD-001
CHAPTER - 6
QUALITY ASSURANCE
BOEING 777 – 200/300
LOW MEDIUM HIGH

EXCEEDANCE EXCEEDANCE TRIGGER PHASE OF
SR. NO LIMIT LIMIT LIMIT
EVENT PARAMETER CONDITION FLIGHT
EGT High at
EGT MAX >
16 Take Off (Any EGT MAX 1030 deg 1040 deg 1050 deg Take Off
1030 deg
Engine)
EGT MAX >

ENG Start EGT Engine
17 EGT MAX 745 deg AND 745 deg 747 deg 750 deg
High Start
N2 > 20 %
N1 MAX > 110

18 ENG N1 High N1 MAX 110% 110.20% 110.50% ALL
%
N2 MAX > 120

19 ENG N2 High N2 MAX 120% 120.50% 121% ALL
%
ENG Oil Temp OIL TEMP Oil Temp MAX

20 132 deg 137 deg 143 deg ALL
High MAX > 132 deg
LEFT ENG Taxi Out,

Engine Out Fuel Flow L
21 OUT TAXI --- --- --- Taxi In,
Taxi Eng < 1000
PERMITTED Parking
22
RA Height <
Flap Early 1000 ft AND Take off
RA Height 1000 ft 900 ft 800 ft
Retraction Flap Handle and Climb
Position < 10
CAS > 261 kts

Flap Limit
COMPUTED AND Flap Climb and
Speed High 265 kts 266 kts 267 kts
* 23 AIRSPEED Handle Descent
when Flap is 1
Position >= 1
CAS > 241 kts Takeoff,

Flap Limit
COMPUTED AND Flap Approach
* 24 Speed High 245 kts 246 kts 247 kts
AIRSPEED Handle and
when Flap is 5
Position >= 5 Landing
PAGE 6 -18
AI–FSD-001
CHAPTER - 6
QUALITY ASSURANCE
BOEING 777 – 200/300
MEDIUM HIGH PHASE

SR. EXCEEDANC EXCEEDANCE TRIGGER LOW LIMIT
LIMIT LIMIT OF
NO E EVENT PARAMETER CONDITION (YELLOW)
(AMBER) (RED) FLIGHT
Flap Limit
CAS > 226 kts Take Off,
Speed High COMPUTED
AND Flap Handle 230 kts 231 232 Approach
when Flap is AIRSPEED
* 25 Position >= 15 and Landing
15
Flap Limit
CAS > 221 kts Descent,
Speed High COMPUTED
* 26 AND Flap Handle 225 kts 226 kts 227 kts Approach
Position >= 20 and Landing
20
Flap Limit
Speed High COMPUTED
* 27 AND Flap Handle 200 kts 201 kts 202 kts Approach
Position >= 25 and Landing
25
Flap Limit
Speed High COMPUTED
28 AND Flap Handle 176 kts 178 kts 180 kts Approach
Position = 30 and Landing
30
Flap Limit CAS < (Vref + 78

Descent,
Speed Low COMPUTED kts) AND Flap Vref + 78 Vref + 75 Vref +
29 Approach
when Flap is AIRSPEED Handle Position = kts kts 70 kts
and Landing
0 0

Descent,
Speed Low COMPUTED kts)AND Flap Vref + 55 Vref + 52 Vref +
30 Approach
when Flap is AIRSPEED Handle Position<= kts kts 50 kts
and Landing
1 1

Descent,
Speed Low COMPUTED kts) AND Flap Vref + 35 Vref + 32 Vref +
31 Approach
when Flap is AIRSPEED Handle Position kts kts 30 kts
and Landing
5 <=5
PAGE 6 -19
AI–FSD-001
CHAPTER - 6
QUALITY ASSURANCE
BOEING 777 – 200/300
LOW MEDIUM HIGH PHASE

SR. EXCEEDANCE EXCEEDANCE TRIGGER
LIMIT LIMIT LIMIT OF
NO EVENT PARAMETER CONDITION
(YELLOW) (AMBER) (RED) FLIGHT
CAS < (Vref + Descent,

Flap Limit Speed
COMPUTED 15) kts AND Flap Vref + 15 Approach
32 Low when Flap Vref + 12 kts Vref + 10 kts
AIRSPEED Handle Position kts and
is 15
<= 15 Landing
CAS < (Vref Descent,

Flap Limit Speed
COMPUTED +15 kts) AND Vref + 15 Approach
33 Low when Flap Vref + 12 kts Vref + 10 kts
AIRSPEED Flap Handle kts and
is 20
Position <= 20 Landing
CAS < Vref +5 Descent,

Flap Limit Speed
COMPUTED kts AND Flap Approach
34 Low when Flap Vref +5 kts Vref +3 kts Vref kts
AIRSPEED Handle Position and
is 25
<= 25 Landing
Flap Limit Speed CAS < Vref kts Approach

COMPUTED
* 35 Low when Flap AND Flap Handle Vref +3kts Vref - 2 kts Vref - 5 kts and
AIRSPEED
is 30 Position = 30 Landing
ALT > 20000 FT

Flap Position Climb,
FLAP HANDLE AND FLAP
* 36 More than 0 0 0.5 1 Cruise and
POSITION HANDLE
Above 20000ft Descent
POSITION > 0
Approach,
Go Around RA ALT < 200 ft Go Around
* 37 RA Height 150 ft 140 ft 130 ft
Event AND N1 > 70 % and
Landing
Height Loss
RA Height ( 35 ft Take off
38 after Takeoff RA Height 20 ft 25 ft 30 ft
- 400 ft) and Climb
(35 - 400 ft)
RA Height: (400
Height Loss
ft - 1500 ft) AND Take off
* 39 after Takeoff RA Height -100 ft -110 ft -120 ft
ALT Loss < -100 and Climb
(400 - 1500 ft)
ft
PAGE 6 -20
AI–FSD-001
CHAPTER - 6
QUALITY ASSURANCE
BOEING 777 – 200/300
LOW MEDIUM HIGH

SR. EXCEEDANC EXCEEDANCE TRIGGER PHASE OF
LIMIT LIMIT LIMIT
NO E EVENT PARAMETER CONDITION FLIGHT
Normal
High G during Normal
40 Acceleration 1.7g 1.8g 1.9g Landing
Landing Acceleration
>1.7g
High Glide
RA Height (1000
Slope
- 500 ft) AND Approach and
41 Deviation GLIDESLOPE 0.75 Dot 0.85 Dot 1 Dot
G/S Exceedance Landing
(1000 ft - 500
> 0.75 Dot
ft)
High Glide
RA Height (200ft
Slope
- 500 ft) AND Approach and
42 Deviation GLIDESLOPE 0.5 Dot 0.6 Dot 0.75 Dot
G/S Exceedance Landing
(500 ft -
> 0.5 Dot
200ft)
RA Height (1000
High Localizer
- 500 ft) AND
Deviation Approach and
43 GLIDESLOPE Localizer 0.75 Dot 0.85 Dot 1 Dot
(1000 to 500 Landing
Exceedance >
ft)
0.75 dot
High Localizer RA Height < 500

Deviation ft AND Localizer Approach and
44 LOCALIZER 0.5 Dot 0.65 Dot 0.75 Dot
(500 ft to Exceedance > Landing
T/D) 0.5 dot
High Pitch
Pitch ATT >= 5
45 Angle Before PITCH ATT 5 deg 5.5 deg 6 deg Landing
deg
Touchdown
High Pitch
Pitch Rate >
* 46 Rate During PITCH RATE 2.5 deg/sec 3.5 deg/sec 4.5 deg/sec Takeoff
deg/sec
Takeoff
RA Height (1000
High ROD
VERTICAL ft - 500 ft) AND Approach and
* 47 (1000 - 1050 ft/min 1100 ft/min 1150 ft/min
SPEED V/S <= -1100 Landing
500ft)
ft/sec
PAGE 6 -21
AI–FSD-001
CHAPTER - 6
QUALITY ASSURANCE
BOEING 777 – 200/300
LOW MEDIUM HIGH

LIMIT LIMIT LIMIT
RA Height < 500 Approach

High ROD (500 VERTICAL '-1050
48 ft AND V/S <= - '-1100 ft/min '-1150 ft/min and
ft - Touchdown) SPEED ft/min
1050 ft/sec Landing
CAS > Vref + 15

Approach
High Speed COMPUTED kts AND RA CAS > Vref CAS > Vref + CAS > Vref +
49 and
(1000 - 50 ft) AIRSPEED Height (1000 - + 15 kts 18 kts 20 kts
Landing
50 ft)
High Speed at COMPUTED CAS > Vref + 10 CAS > Vref CAS > Vref + CAS > Vref +
50 Landing
Touchdown AIRSPEED kts + 5 kts 12 kts 15 kts
Ground Speed >

High Taxi Speed GROUND 30 kts (Check 90 Taxi Out
* 51 31 kts 33 kts 35 kts
in Straight SPEED secs after and Taxi In
Landing Instant)
Takeoff,
Landing Gear CAS > 250 kts Climb,
COMPUTED
52 Down With High and Landing 250 kts 260 kts 270 kts Cruise,
AIR SPEED
Speed Gear Lever Down Descent &
Approach
Takeoff,
Landing Gear CAS > 250 kts Climb,
COMPUTED
53 Selection Speed and Landing 250 kts 260 kts 270 kts Cruise,
AIRSPEED
High Gear Lever Down Descent &
Approach
Time for Thrust
Late Reverser THRUST REV Lever
54 6 secs 8 secs 10 secs Landing
Deployment DEPLOYMENT Deployment after
Landing >
(ALT - Landing
Late Selection of Approach
Altitude) <=
55 Flaps for ALTITUDE 1200 ft 1150 ft 1100 ft and
1200 ft AND
Landing Landing
Flaps < 25
RA Height <
Low on Approach
1200 ft And Flap
56 Approach (180 - RA Height 1200 ft 1150 ft 1100 ft and
Height Position
120 secs) to T/D Landing
>= 20
PAGE 6 -22
AI–FSD-001
CHAPTER - 6
QUALITY ASSURANCE
BOEING 777 – 200/300
LOW MEDIUM HIGH

SR. EXCEEDANC EXCEEDANCE TRIGGER PHASE OF
LIMIT LIMIT LIMIT
NO E EVENT PARAMETER CONDITION FLIGHT
Low on
RA Height < 600 Descent,
Approach (90
57 RA Height ft Flap Handle 600 ft 550 ft 500 ft Approach and
- 60 secs) to
Position >= 20 Landing
T/D
Low Pitch PITCH ATT MIN

58 Angle at PITCH ATT <= 2 deg AND 2 deg 1.5 deg 1.25 deg Landing
Touchdown RA < 10 ft
Low Pitch Pitch Rate < 1.5

59 Rate During PITCH RATE deg/sec at 1.5 deg/sec 1.25 deg/sec 1 deg/sec Takeoff
Takeoff Takeoff Instant
Low Speed at CAS < Vref AND

Approach and
* 60 (1000 ft to 50 Vref RA: (1000ft -50 Vref+3kts Vref +2kts Vref
Landing
ft) ft)
CAS < (Vref - 10

Low Speed at COMPUTED Vref - 10
* 61 kts) AND RA Vref - 11 kts Vref - 12 kts Landing
Touchdown AIRSPEED kts
Height < 10 ft
Max Landing FMS GROSS

FMS GROSS
* 62 Weight B777- WEIGHT > 222.9 222.9 Tons 223 Tons 223.167 Tons Landing
WEIGHT
200LR Tons
Max
FMS GROSS
Structural FMS GROSS
* 63 WEIGHT > 347.2 347.2 Tons 347.3 Tons 347.451 Tons Takeoff
T/O Weight WEIGHT
Tons
B777-200LR
MAX Landing FMS GROSS

FMS GROSS
* 64 Weight B777- WEIGHT > 250 250 Tons 251.1 Tons 251.29 Tons Landing
WEIGHT
300ER Tons
PAGE 6 -23
AI–FSD-001
CHAPTER - 6
QUALITY ASSURANCE
BOEING 777 – 200/300
LOW MEDIUM HIGH

LIMIT LIMIT LIMIT
Max Structal T/O FMS GROSS

FMS GROSS
65 Weight B777- WEIGHT > 351.3 351.3 Tons 351.4 Tons 351.534 Tns Takeoff
WEIGHT
300ER Tons
* 66 Max Altitude ALT ALT > 43000 ft 43000 ft 43050 ft 43100 ft Cruise
ALT > 29000 ft

67 MMO Exceedance MACH AND MACH > 0.88 M 0.885 M 0.89 M Cruise
0.88 M
RA ALT < 400 ft

Pitch High Initial Takeoff,
68 PITCH ATT AND PITCH ATT 18 deg 20 deg 22 deg
Climb Climb
> 18 deg
RA ALT: (35 ft -
Pitch Low Initial 400 ft) AND Takeoff,
* 69 PITCH ATT 5 deg 4 deg 3 deg
Climb PITCH ATT < 10 Climb
deg
RA HEIGHT RA Height <= 30

70 Prolonged Flare AND AIR GND ft AND AIR GND 8 secs 10 secs 12 secs Landing
ON AIR ON GND = AIR
R/W HDG < -20 (MAG HDG - LDG Approach,

deg from HDG) < -20 Landing,
71 MAG HDG -20 deg -25 deg -30 deg
centerline (500 ft AND RA < 500 Touch & Go
ft - T/D) ft Around
R/W HDG > 20

(MAG HDG - LDG Approach,
Deg from
72 MAG HDG HDG) > 20 ft 20 deg 25 deg 30 deg Landing &
Centerline
AND RA < 500 ft Go Around
(500 ft - T/D)
PAGE 6 -24
AI–FSD-001
CHAPTER - 6
QUALITY ASSURANCE
BOEING 777 – 200/300
LOW MEDIUM HIGH

SR. EXCEEDAN EXCEEDANCE TRIGGER PHASE OF
LIMIT LIMIT LIMIT
NO CE EVENT PARAMETER CONDITION FLIGHT
Rejected GROUND SPEED

GROUND Takeoff Roll,
73 Takeoff at > 80 kts AND 100 kts 105 kts 110 kts
SPEED Takeoff
High Speed CAS > 80 kts
Rejected GROUND SPEED

GROUND Takeoff Roll,
* 74 Takeoff at < 80 kts AND 60 kts 70 kts 80 kts
SPEED Takeoff
Low Speed CAS <= 80 kts
RA Height <=
Speed Brake 1000 ft AND Approach and
75 RA HEIGHT 1000 ft 900 ft 800 ft
on Approach Speed Lever Landing
Position > 30
Speed
CAS > 250 kts
Exceedance COMPUTED
* 76 AND ALT < 9000 248 kts 249 kts 250 kts Descent
Below 10000 AIR SPEED
ft
ft
Tail Touch RA Height < 35

77 During PITCH ATT ft AND PITCH 8 deg 8.5 deg 9 deg Landing
Landing ATT > 8 deg
Tail Touch RA Height < 35

78 During PITCH ATT ft AND PITCH 10 deg 10.5 deg 11 deg Takeoff
Takeoff ATT > 10 deg
Tailwind
(GROUND SPEED
Exceedance Approach and
79 WIND SPEED - TAS) > 10 kts 10 kts 12 kts 15 kts
During Landing
AND ALT < 50 ft
Landing
PITCH ATT > 8

Takeoff Pitch
80 PITCH ATT deg AT Takeoff 8 deg 8.5 deg 9 deg Takeoff
High
Instant
PAGE 6 -25
AI–FSD-001
CHAPTER - 6
QUALITY ASSURANCE
BOEING 777 – 200/300
LOW MEDIUM HIGH

LIMIT LIMIT LIMIT
Unstick speed COMPUTED

* 81 CAS > Vr + 5 kts Vr + 5 kts Vr + 10 kts Vr + 15 kts Takeoff
High AIRSPEED
Unstick speed COMPUTED

82 CAS < Vr - 5 kts Vr - 5 kts Vr - 8 kts Vr - 10 kts Takeoff
Low AIRSPEED
CAS > 345 kts Climb,

COMPUTED
83 VMO Exceedance AND ALT <= 345 kts 347 kts 350 kts Cruise and
AIRSPEED
29000ft Descent
Condition - Taxi Out

Y (VR
Speed of COMPUTED >COMPUTED (VR (VR Takeoff Roll
SPEED +
84 Rotation High AIRSPEED AIRSPEED > VR SPEED + SPEED +15) Aborted
10)
SPEED + 10 12.5) Takeoff
Takeoff
Y (VR Taxi Out
Condition -
Speed of COMPUTED SPEED - 5) (VR Takeoff Roll
>COMPUTED (VR
85 Rotation Low AIRSPEED SPEED - 7) Aborted
AIRSPEED < VR SPEED - 10)
Takeoff
SPEED – 5
Takeoff
Condition -
High Taxi speed GROUND
>GROUND Taxi Out
86 In Turn SPEED 12 15 17
SPEED > 12 Taxi In
Takeoff
Climb
Condition -
Cruise
High G in Air VERT ACCN >VERT ACCN >
87 1.4 1.5 1.6 Descent
1.4
Approach
Go Around
Low Reverser Condition ->(

after Touch N1 MIN THRUST REV
88 55 53 51 Landing Roll
down DEPLOY 1 = DEP
Condition -
Cruise Mach MACH 0.9 >MACH 0.9 >
89 0.831 0.835 0.840 Cruise
0.83
PAGE 6 -26
AI–FSD-001
CHAPTER - 6
QUALITY ASSURANCE
6.5.3 BOEING 787-8

SL LIMIT EXCEEDANCE
EXCEEDANCE EQUATION PHASE AIRPORTS
No. VALUE PARAMETER
Condition ->DME R CHAN1
SRNG < 10 OR
DME L CHAN1 SRNG < 10 Descent
Y (330) AND Approach
360° TURN ON Except
A (340) MAG HDG MAG HDG < 360 Go
1 APROCH -CCJ
R (350) Rule : Around
Check exceedance condition Landing
within 600 seconds before
landing instant.
Difference Type : Yes
Condition ->RADIO HEIGHT
MIN < 200 AND
Auto Pilot Y (199)
RADIO HEIGHT A/P ENG = ENG Takeoff
Engaged < 200 A (190) All
2 MIN Rule : Climb
Ft R (180)
Check exceedance condition
within 25 seconds after
takeoff instant.
Auto Pilot Y (50)
RADIO HEIGHT Condition ->RADIO HEIGHT Landing -CDG
Engaged Ht A (30)
3 MIN MIN < 50 AND N/ A for -FRA
Low R (20)
A/P ENG = ENG Landing
Takeoff
Bank angle Y (35) Condition ->RADIO HEIGHT Climb
high > 35° A (38) ROLL ATT 1 MAX > 500 AND Cruise
4 All
Anytime R (42) ROLL ATT 1 > 35 AND Descent
COMPUTED AIRSPEED > 120 Approach
Condition ->( ( RAD HEIGHT

BNR L > 0 AND
RAD HEIGHT BNR L <= 100 )
OR
( RAD HEIGHT BNR C > 0
Bank Angle Y (6.0) Takeoff
AND
High Between A (7.0) ROLL ATT 1 Climb
5 RAD HEIGHT BNR C <= 100 ) All
0 - 100 Ft R (8.0) Descent
OR
( RAD HEIGHT BNR R > 0
AND
RAD HEIGHT BNR R <= 100 )
) AND ROLL ATT 1 > 30 AND
COMPUTED AIRSPEED > 120
Condition ->AIR GND ON

GND = AIR Trig :
Bounce Landing Y (1)
AIR GND ON Condition ->AIR GND ON
Event After A (1.5) Landing All
6 GND GND = GND
L/D Instant R (2.0)
Rule :
Check exceedance condition
at trigger point and within 3
seconds after landing instant.
PAGE 6 -27
AI–FSD-001
CHAPTER - 6
QUALITY ASSURANCE
SL LIMIT EXCEEDANCE AIRPORTS

EXCEEDANCE EQUATION PHASE
No. VALUE PARAMETER
Condition - All
>COMPUTED
AIRSPEED > V2
SPEED + 25
Y (V2
AND
SPEED +
(N2 LEFT > 85 OR
25)
Climb out N2 RIGHT > 85) AND
A (V2
Speed High (35 ( ( RAD HEIGHT BNR
SPEED + COMPUTED Climb
7 to C > 35 AND
30) AIRSPEED
400 ft) RAD HEIGHT BNR C <
R (V2
400) OR
SPEED +
(RAD HEIGHT BNR L >
35)
35 AND
RAD HEIGHT BNR L <
400) ) AND
AP NOSE WHEEL ON
GND = AIR
Condition -
>COMPUTED
AIRSPEED >= V2
SPEED +
25 AND
(N2 LEFT > 85 OR
Y (V2
N2 RIGHT > 85) AND
SPEED +
((RAD HEIGHT BNR C
25)
Climb out > 400 AND
A (V2
Speed High COMPUTED RAD HEIGHT BNR C <
SPEED + Climb All
8 (400 to AIRSPEED 1500) OR
30)
1000 ft) (RAD HEIGHT BNR L >
R (V2
400 AND
SPEED +
RAD HEIGHT BNR L <
35)
1500) OR
(RAD HEIGHT BNR R
> 400 AND
RAD HEIGHT BNR R <
1500)) AND
AIR GND ON GND =
AIR
Condition -
>COMPUTED
Y (V2 AIRSPEED > V2
SPEED + SPEED + 25
25) AND
Climb out A (V2 RAD HEIGHT BNR L >
COMPUTED
speed high at SPEED + 35 AND Takeoff
9 AIRSPEED All
35 Ft 30) RAD HEIGHT BNR L <
R (V2 50
SPEED + Rule :
35) Check exceedance
condition within 10
seconds after
takeoff instant.
PAGE 6 -28
AI–FSD-001
CHAPTER - 6
QUALITY ASSURANCE
Y (V2 Condition ->RAD

SPEED) HEIGHT BNR L > 400
Climb out
A (V2 AND
speed low (35 COMPUTED
SPEED - RAD HEIGHT BNR L < Climb
10 to AIRSPEED All
3) 1500 AND
400 ft)
R (V2 COMPUTED AIRSPEED
SPEED-5) < V2 SPEED + 5
Y (V2 Condition ->RAD

SPEED + HEIGHT BNR L > 400
Climb out 5) AND
COMPUTED
speed low A (V2) RAD HEIGHT BNR L < Climb All
11 AIRSPEED
(400-1000 ft) R (V2 1500 AND
SPEED - COMPUTED AIRSPEED
5) < V2 SPEED + 5
Condition -
>COMPUTED
AIRSPEED <= V2
SPEED - 5
AND
(N2 LEFT > 85 OR
N2 RIGHT > 85) AND
((RAD HEIGHT BNR C
> 35 AND
Y (V2
RAD HEIGHT BNR C <
SPEED-5)
50) OR
A (V2
Climb Out (RAD HEIGHT BNR L >
SPEED - COMPUTED
Speed Low at 35 AND Takeoff All
12 7) AIRSPEED
35 ft RAD HEIGHT BNR L <
R (V2
50) OR
SPEED -
(RAD HEIGHT BNR R
8)
> 35 AND
RAD HEIGHT BNR R <
50)) AND
AIR GND ON GND =
AIR
Rule :
Check exceedance
condition within 10
seconds after
takeoff instant.
Condition -
>COMPUTED
AIRSPEED > 330 AND
Descent Speed Y (340) VERTICAL SPD < -900
COMPUTED Cruise
High(FL 300- A (345) AND All
13 AIRSPEED Descent
FL 90) R (350) VERTICAL SPD > -
7500 AND
ALT > 9000 AND
ALT < 30000
PAGE 6 -29
AI–FSD-001
CHAPTER - 6
QUALITY ASSURANCE
SL LIMIT EXCEEDANCE
No. VALUE PARAMETER
Condition -
>COMPUTED
Y (VR AIRSPEED < VR
SPEED) SPEED
A (VR AND
SPEED - COMPUTED PITCH ATT >= 1.5
Early rotation Takeoff
14 3) AIRSPEED Trig : All
R (VR Condition ->AIR GND
SPEED - ON GND = AIR
5) Rule :
Check exceedance
condition at trigger
point
Condition ->EGT MAX
> 1030 AND
N2 MAX > 65 AND
( FUEL CTRL SWITCH
1 = 0 OR
EGT High at Y (995) FUEL CTRL SWITCH 2
Takeoff (Any A (1000) EGT MAX = 0 ) AND Takeoff
15 All
Engine) R (1005) FUEL FLOW MAX >=
1000
Rule :
Check exceedance
condition within 20
seconds after
Take off instant.
Condition ->EGT MAX
> 745 AND
N2 MAX > 20 AND
Eng Start EGT Y (745)
FUEL FLOW MIN >
HIGH (Any A (747) EGT MAX Engine On
16 250 AND All
Engine) R (750)
( FUEL CTRL SWITCH
1 = 0 OR
FUEL CTRL SWITCH 2
=0)
Engine On
Taxi Out
Takeoff
Roll
Aborted
Takeoff
Condition ->N1 MAX > Takeoff
Y (106.3)
110 AND Climb
Engine N1 High A (106.4) N1 MAX All
17 FUEL FLOW MIN > Cruise
R (106.5)
100 Descent
Approach
Go Around
Landing
Touch and
Go Landing
Roll
Taxi In
PAGE 6 -30
AI–FSD-001
CHAPTER - 6
QUALITY ASSURANCE
SL LIMIT EXCEEDANCE
No. VALUE PARAMETER
Engine On
Taxi Out
Takeoff
Roll
Aborted
Takeoff
Takeoff
Y (117) Climb
Condition ->N2 MAX >
Engine N2 High A (117.5) N2 MAX Cruise
18 120 AND All
R (118) Descent
FUEL FLOW MIN
Approach
Go Around
Landing
Touch and
Go
Landing
Roll
Taxi In
Engine On
Taxi Out
Aborted
Takeoff
Condition ->N2 MAX >
Takeoff
55 AND
Y (12) ENGINE OIL Climb
Engine Oil ENGINE OIL
A (11) PRESSURE Cruise
19 Pressure Low PRESSURE MAX < 10 All
R (10) MAX Descent
AND
Approach
N1 MAX > 30
Go Around
Landing
Touch and
Go
Taxi In
Engine On
Taxi Out
Takeoff
Roll
Y (150) Condition ->OIL TEMP Takeoff
Engine Oil
A (155) OIL TEMP MAX MAX > 132 AND Climb
20 Temp High All
R (160) N2 MAX > 65 Cruise
Descent
Landing
Landing
Roll
Taxi In
PAGE 6 -31
AI–FSD-001
CHAPTER - 6
QUALITY ASSURANCE
SL LIMIT EXCEEDANCE
No. VALUE PARAMETER
Condition ->RAD
HEIGHT BNR L < 1000
AND
FLAP HANDLE
POSITION < 20 AND
RATE OF FLAP
HANDLE POSN < 0
Trig :
Y (1000) Condition ->N2 LEFT
Flap Early RAD HEIGHT Takeoff
A (900) > 90 OR
21 Retraction BNR L Climb All
R (800) N2 RIGHT > 90
Rule :
Check exceedance
condition within 60
seconds after
trigger point till end of
phase and between 4
and 40
seconds after takeoff
instant.
Condition -
Flap limit speed Y (248) >COMPUTED
COMPUTED Climb
high when A (249) AIRSPEED > 265 AND
22 AIRSPEED Descent All
flap is 1 R (250) FLAP HANDLE
POSITION > 1
Condition -
>COMPUTED
AIRSPEED > 230 AND
Flap limit speed Y (213) Takeoff
COMPUTED FLAP HANDLE
high when A (214) Approach
23 AIRSPEED POSITION >= 13 AND All
flap is 15 R (215) Landing
FLAP HANDLE
POSITION < 16 AND
FLAPS DETENT 15 = 1
Condition -
>COMPUTED
Flap limit speed Y (208) AIRSPEED > 225 AND Descent
COMPUTED
high when A (209) FLAP HANDLE Approach
24 AIRSPEED All
flap is 20 R (210) POSITION >= 18 AND Landing
FLAP HANDLE
POSITION < 21 AND
FLAPS DETENT 20 = 1
Condition -
>COMPUTED
AIRSPEED > 200 AND
Flap limit speed Y (178)
COMPUTED FLAP HANDLE
high when A (179) Descent
25 AIRSPEED POSITION >= 23 AND All
flap is 25 R (180)
FLAP HANDLE
POSITION < 26 AND
FLAPS DETENT 25 = 1
PAGE 6 -32
AI–FSD-001
CHAPTER - 6
QUALITY ASSURANCE
SL LIMIT EXCEEDANCE
No. VALUE PARAMETER
Condition -
>COMPUTED
COMPUTED
26 AIRSPEED All
FLAP HANDLE
POSITION < 31 AND
FLAPS DETENT 30 = 1
Condition -
>COMPUTED
COMPUTED
27 AIRSPEED All
FLAP HANDLE
POSITION < 6 AND
FLAPS DETENT 5 = 1
Y Condition -
(VREF30 >COMPUTED
+ 78) AIRSPEED < VREF +
Flap limit speed Descent
A COMPUTED 70 AND
low when flap Approach
28 (VREF30 AIRSPEED FLAP HANDLE All
is 0 Landing
+75) POSITION >= 0 AND
R FLAP HANDLE
(VREF30 POSITION < 1 AND
+ 70) FLAPS DETENT UP = 1
Y
(VREF30 Condition -
+ 55) >COMPUTED
Flap limit speed A AIRSPEED < VREF + Descent
COMPUTED
low when flap (VREF30 55 AND Approach
29 AIRSPEED All
is 1 + 52) FLAP HANDLE Landing
R POSITION >= 1 AND
(VREF30 FLAP HANDLE
+ 50) POSITION < 2
Y
Condition -
(VREF30
>COMPUTED
+ 15)
AIRSPEED < ( VREF +
Flap limit speed A Descent
COMPUTED 20 ) AND
low when flap (VREF30 Approach
30 AIRSPEED FLAP HANDLE All
is 15 + 12) Landing
POSITION >= 15 AND
R
FLAP HANDLE
(VREF30
POSITION < 16 AND
+ 10)
FLAPS DETENT 15 = 1
PAGE 6 -33
AI–FSD-001
CHAPTER - 6
QUALITY ASSURANCE
SL LIMIT EXCEEDANCE
No. VALUE PARAMETER
Y Condition -
(VREF30 >COMPUTED
+ 15) AIRSPEED < VREF +
Flap limit speed Descent
A COMPUTED 16 AND
low when flap Approach
31 (VREF30 AIRSPEED FLAP HANDLE All
is 20 Landing
+ 12) POSITION >= 18 AND
R FLAP HANDLE
VREF30 POSITION < 21 AND
+ 10) FLAPS DETENT 20 = 1
Y Condition -
(VREF25 >COMPUTED
+2) AIRSPEED < VREF
Flap limit speed A AND Descent
COMPUTED
low when flap (VREF25 FLAP HANDLE Approach
32 AIRSPEED All
is 25 +1) POSITION >= 23 AND Landing
R FLAP HANDLE
(VREF25 POSITION < 26 AND
+0) FLAPS DETENT 20 = 1
Condition -
>COMPUTED
AIRSPEED < VREF - 3
AND
FLAP HANDLE
Y
POSITION >= 28 AND
(VREF30
FLAP HANDLE
+2)
POSITION < 32 AND
Flap limit speed A
COMPUTED FLAPS DETENT 30 = 1 Approach
low when flap (VREF30
33 AIRSPEED AND Landing All
is 30 +1)
AIR GND ON GND =
R
AIR AND
(VREF30
RADIO ALT > 3
- 0)
Rule :
Check exceedance
condition from start of
phase till 2
seconds before
landing instant.
Condition -
Y
>COMPUTED
(VREF30
AIRSPEED < VREF +
+ 35)
35
Flap limit speed A Descent
COMPUTED AND
low when flap (VREF30 Approach
34 AIRSPEED FLAP HANDLE All
is 5 + 32) Landing
POSITION > 4 AND
R
FLAP HANDLE
(VREF30
POSITION < 6 AND
+ 30)
FLAPS DETENT 5 = 1
PAGE 6 -34
AI–FSD-001
CHAPTER - 6
QUALITY ASSURANCE
SL LIMIT EXCEEDANCE
No. VALUE PARAMETER
Condition ->ALT >
Flap Position Y (0) 20000 AND Climb
FLAP HANDLE
More than 0 A (0.5) FLAP HANDLE Cruise
35 POSITION All
Above 20000 R (1) POSITION > 0 AND Descent
FLAPS DETENT UP = 0
Condition ->( ALT -

Landing Altitude ) <
150 AND
Y (150) Approach
Go Around RAD HEIGHT RAD HEIGHT BNR L <
A (140) Go Around
36 Event BNR L 150 AND All
R (130) Landing
AIR GND ON GND =
AIR AND
N1 LEFT > 70 OR
N1 RIGHT > 70
Condition ->RAD
HEIGHT BNR L < 400
AND
RAD HEIGHT BNR L >
Y (20)
Height Loss RAD HEIGHT 35 Takeoff
A (25)
37 after Takeoff BNR L Rule : Climb All
R (30)
Check exceedance
condition within 20
seconds after
takeoff instant.
Condition ->RAD
HEIGHT BNR L < 1500
AND
RAD HEIGHT BNR L
Height Loss Y (100) >= 400 AND
RAD HEIGHT Takeoff
after Takeoff A (110) VERTICAL SPD < -100
38 BNR L Climb All
100ft R (120) Rule :
Check exceedance
condition within 40
seconds after
takeoff instant.
Y (1.8)
High G during Condition ->NORMAL
A (1.9) NORMAL ACCN Landing
39 landing ACCN > 1.6 All
R (2.0)
PAGE 6 -35
AI–FSD-001
CHAPTER - 6
QUALITY ASSURANCE
SL LIMIT EXCEEDANCE
No. VALUE PARAMETER
Condition ->( ( RAD

HEIGHT BNR C > 500
AND
RAD HEIGHT BNR C <
1000) OR
( RAD HEIGHT BNR L
> 500 AND
RAD HEIGHT BNR L <
1000) OR
High Glide Y (0.75) GLIDESLOPE ( RAD HEIGHT BNR R Descent
Slope Deviation A (0.85) FOR > 500 AND Approach
40 All
(1000 - 600 ft) R (1) EXCEEDANCE RAD HEIGHT BNR R < Landing
1000 )) AND
FLAP HANDLE
POSITION >= 18 AND
GLIDESLOPE FOR
EXCEEDANCE > 0.75
AND
( ALT - Landing
Altitude ) < 1000 AND
( ALT - Landing
Altitude ) > 500
Condition ->( ( RAD

HEIGHT BNR C <=
500 AND
RAD HEIGHT BNR C >
200) OR
( RAD HEIGHT BNR L
<= 500 AND
RAD HEIGHT BNR L >
200) OR
High Glide Y (0.5) GLIDESLOPE ( RAD HEIGHT BNR R
Approach
Slope Deviation A (0.6) FOR <= 500 AND
41 Landing All
(600 - 400 ft) R (0.75) EXCEEDANCE RAD HEIGHT BNR R >
200 )) AND
FLAP HANDLE
POSITION >= 18 AND
GLIDESLOPE FOR
EXCEEDANCE > 0.5
AND
( ALT - Landing
( ALT - Landing
Altitude ) > 200
PAGE 6 -36
AI–FSD-001
CHAPTER - 6
QUALITY ASSURANCE
SL LIMIT EXCEEDANCE
No. VALUE PARAMETER
Condition ->( ( RAD
HEIGHT BNR L > 500
AND
RAD HEIGHT BNR L
<= 1000 ) OR
( RAD HEIGHT BNR C
> 500 AND
RAD HEIGHT BNR C
<= 1000 ) OR
High Localiser
Y (0.75) LOCALIZER ( RAD HEIGHT BNR R Descent
Deviation
A (0.85) FOR > 500 AND Approach All
42 (1000 to 500
R (1) EXCEEDANCE RAD HEIGHT BNR R Landing
ft)
<= 1000 ) ) AND
LOCALIZER FOR
EXCEEDANCE > 0.75
AND
FLAP HANDLE
POSITION >= 20 AND
( ALT - Landing
( ALT - Landing
Altitude ) > 500
Condition ->( ( RAD
HEIGHT BNR C < 500
OR
RAD HEIGHT BNR L <
500 OR
RAD HEIGHT BNR R <
500 ) ) AND
High Localiser FLAP HANDLE
Y (0.5) LOCALIZER Descent
Deviation POSITION >= 20 AND
A (0.65) FOR Approach
43 Below 500 - LOCALIZER FOR All
R (0.75) EXCEEDANCE Landing
T/D EXCEEDANCE > 0.5
AND
( ALT - Landing
Altitude ) < 500
Rule :
Check exceedance
condition within 30
seconds before
landing instant.
Condition ->PITCH
ATT >= 5 AND
AIR GND ON GND =
High Pitch Y (5)
GND
Angle Before A (5.5) PITCH ATT Landing
44 Rule : All
Touch Down R (6)
Check exceedance
phase till
landing instant.
PAGE 6 -37
AI–FSD-001
CHAPTER - 6
QUALITY ASSURANCE
SL LIMIT EXCEEDANCE
No. VALUE PARAMETER
Condition ->PITCH
RATE > 3.5 AND
N1 LEFT > 90
High Pitch Rate Y (3.5)
Rule :
During A (4.5) PITCH RATE Takeoff
45 Check exceedance All
Takeoff R (5.5)
phase till
takeoff instant.
Condition ->RADIO
HEIGHT MAX < 1000
AND
High ROD
Y (-1100) VERTICAL SPD <= - Descent
Between 1000
A (-1200) VERTICAL SPD 1100 AND Approach
46 Ft- All
R (-1300) FLAP HANDLE Landing
500 Ft
POSITION >= 20 AND
( ALT - Landing
Altitude ) < 1000
Condition ->ALT -
Landing Altitude < 500
AND
High ROD Y (-1050) Descent
RADIO ALT < 500
Between 500 A (-1100) VERTICAL SPD Approach
47 AND All
Ft-Touch Down R (-1150) Landing
VERTICAL SPD <= -
900 AND
VERTICAL SPD >= -
7500
Condition ->ALT -
Landing Altitude < 800
Y (VREF
AND
+ 15)
ALT - Landing Altitude
High Speed at A (VREF COMPUTED Approach
> 50 AND
48 800-50 Ft + 18) AIRSPEED Landing All
COMPUTED AIRSPEED
R (VREF
> VREF + 15 AND
+ 20)
RAD HEIGHT BNR L
>= 50 AND
N1 CMD RIGHT < 55
Condition -
>COMPUTED
Y (VREF
AIRSPEED > VREF +
High Speed at + 8) COMPUTED
10 Landing
49 TouchDown A (VREF AIRSPEED All
Rule :
+ 12)
Check exceedance
R (VREF
condition at landing
+ 15)
instant.
PAGE 6 -38
AI–FSD-001
CHAPTER - 6
QUALITY ASSURANCE
SL LIMIT EXCEEDANCE
No. VALUE PARAMETER
Condition ->GROUND
SPEED >= 32 AND
N2 MAX < 70 AND
AP NOSE WHEEL ON
High Taxi Y (31) GROUND GND = GND Taxi Out
50 Speed in A (33) SPEED Rule : Taxi In All
Straight R (35) Check exceedance
condition beyond 60
seconds after
landing instant till end
of phase.
Condition -
>COMPUTED
Takeoff
AIRSPEED > 250 AND
Climb
( LEFT MAIN GEAR
Landing Gear Y (250) Cruise
COMPUTED DWN LOCKED = DWN
Down With A (260) Descent
51 AIRSPEED OR All
High Speed R (270) Approach
RIGHT MAIN GEAR
Touch and
DWN LOCKD = DWN
Go
OR
NOSE GEAR DWN
LOCKD = DWN )
Takeoff
Condition - Climb
Y (250)
Landing Gear >COMPUTED Cruise
A (260) COMPUTED
Selection Speed AIRSPEED > 250 AND Descent
52 R (270) AIRSPEED All
High LANDING GEAR LVR Approach
DWN = DWN Landing
Touch and
Go
Condition ->( (
THRUST REV DEPLOY
1 = --- OR
THRUST REV DEPLOY
Y (6) 2 = --- ) AND
Late Reverser THRUST REV
A (8) AIR GND ON GND = Landing
53 Deployment DEPLOY 1 All
R (10) GND )
Rule :
Check exceedance
condition within 12
seconds after
landing instant.
PAGE 6 -39
AI–FSD-001
CHAPTER - 6
QUALITY ASSURANCE
SL LIMIT EXCEEDANCE
No. VALUE PARAMETER
Condition ->CAPT COL
POSN 1 > 1 AND
COMPUTED AIRSPEED
Y (VR
>= VR SPEED + 10
SPEED +
AND
10)
AP NOSE WHEEL ON
A (VR
Late Rotation VR SPEED GND = AIR Takeoff
54 SPEED + All
Trig :
12)
Condition ->Control
R (VR
Column Position > 1
SPEED +
Rule :
15)
Check exceedance
point
Condition ->( ALT -
Landing Altitude ) <
1300 AND
FLAP POSN < 20 AND
Late Selection Y (1200) Descent
FLAPS DETENT 30 = 0
of Flap for A (1150) ALT Approach
55 Rule : All
Landing R (1100) Landing
Check exceedance
condition between 210
and 10 seconds before
landing instant.
Condition ->RADIO
ALT < 1200 AND
FLAP HANDLE
POSITION >= 20 AND
Low on ( ALT - Landing
Y (1200) Descent
Approach b/w Altitude ) < 1200
A (1150) RADIO ALT Approach
56 180 & Rule : All
R (1100) Landing
120 sec to T/D Check exceedance
and 120
seconds before
landing instant.
Condition ->RADIO
HEIGHT MIN < 600
AND
FLAP HANDLE
Low on
Y (600) POSITION >= 20 AND Descent
Approach b/w RADIO HEIGHT
A (550) ( ALT - Landing Approach
57 90 & 60 MIN All
R (500) Altitude ) < 600 Landing
sec to T/D
Rule :
Check exceedance
and 60 seconds before
landing instant.
PAGE 6 -40
AI–FSD-001
CHAPTER - 6
QUALITY ASSURANCE
SL LIMIT EXCEEDANCE
No. VALUE PARAMETER
Condition ->PITCH
ATT MIN <= 2 AND
RADIO HEIGHT MIN <
Low Pitch Angle Y (2) 50 AND
at Touch A (1.5) PITCH ATT MIN RADIO HEIGHT MAX > Landing
58 All
Down R (1.25) 4
Rule :
Check exceedance
instant.
Condition ->PITCH
RATE < 1.5 AND
CAPT COL POSN 1 > 1
Trig :
Condition -
>COMPUTED
Low Pitch Rate Y (1.5) AIRSPEED > V1
During A (1.25) PITCH RATE SPEED Takeoff
59 All
Takeoff R (1.0) Rule :
Check exceedance
condition after trigger
point till end of phase
and from start of
phase till takeoff
instant.
Y Condition -
(VREF+3 >COMPUTED
) AIRSPEED < VREF
Low Speed at A (VREF AND Approach
VREF
60 1000-50 Ft +2) RADIO ALT > 50 AND Landing All
R ALT - Landing Altitude
(VREF+0 < 1000 AND
) ALT - Landing Altitude
> 50
Y
(172.365 Condition ->FMF
) GROSS WEIGHT >
A 223.167
Max Landing FMF GRO Landing
61 (172.365 Rule : All
Weight SS WEIGHT
1) Check exceedance
R condition at landing
(172.365 instant.
2)
PAGE 6 -41
AI–FSD-001
CHAPTER - 6
QUALITY ASSURANCE
SL LIMIT EXCEEDANCE
No. VALUE PARAMETER
Y
(227.930
Exd :
) Taxi Out
Condition ->FMF
Max Structural A FMF GROSS Takeoff
GROSS WEIGHT >
62 T/O Weight (227.930 WEIGHT Roll All
351.534 AND
1) Takeoff
WTAI AIR/GND = AIR
R
(227.930
2)
Y
(43100) Condition ->ALT >
Maximum A 43100 AND
ALT Cruise
63 Altitude (43101) AP NOSE WHEEL ON All
R GND = AIR
(43102)
Y (0.890)
MMO Condition ->ALT >
A (0.895) MACH Cruise
64 Exceedance 29000 AND All
R (0.90)
MACH > 0.87
Condition ->ALT -
Takeoff Altitude < 400
AND
PITCH ATT > 15 AND
Y (20)
Pitch High RADIO ALT < 400 Takeoff
A (22) PITCH ATT
65 Initial Climb Rule : Climb All
R (24)
Check exceedance
condition within 7
seconds after
takeoff instant.
Condition ->ALT -
Takeoff Altitude < 400
Y (5) AND
Pitch Low Initial Takeoff
A (4) PITCH ATT PITCH ATT < 5 AND
66 Climb Climb All
R (3) RADIO ALT < 400
AND
RADIO ALT > 35
PAGE 6 -42
AI–FSD-001
CHAPTER - 6
QUALITY ASSURANCE
SL LIMIT EXCEEDANCE
No. VALUE PARAMETER
Condition ->(RAD
HEIGHT BNR C <= 30
OR
RAD HEIGHT BNR L
<= 30 OR
RAD HEIGHT BNR R
<= 30) AND
Y (8) AIR GND ON GND =
AIR GND ON Approach
Prolonged Flare A (10) AIR AND All
67 GND Landing
R (12) ( ALT - Landing
Altitude ) <= 30
Rule :
Check exceedance
condition within 25
seconds before
landing instant.
Condition ->AIR GND

ON GND = AIR AND Approach
R/W_HDG<- Y (20) ALT - Landing Altitude Go Around
68 20°_centrline A (25) MAG HDG < 500 AND Landing All
(500 Ft- T/D) R (30) MAG HDG - Landing Touch and
Heading < -20 AND Go
RADIO ALT < 500
Condition ->AIR GND
ON GND = AIR AND Approach
R/W_HDG>20° Y (20) ALT - Landing Altitude Go Around
69 _centrline A (25) MAG HDG < 500 AND Landing All
(500 Ft- T/D) R (30) MAG HDG - Landing Touch and
Heading > 20 AND Go
RADIO ALT < 500
Condition -
>COMPUTED
AIRSPEED >= 100
AND
AIR GND ON GND =
Taxi Out
GND
Takeoff
Rejected Take Y (80) Trig :
GROUND Roll
70 Off at High A (85) Condition - All
SPEED Aborted
Speed R (90) >COMPUTED
Takeoff
AIRSPEED > 80
Takeoff
Rule :
Check exceedance
point till end of
phase
PAGE 6 -43
AI–FSD-001
CHAPTER - 6
QUALITY ASSURANCE
SL LIMIT EXCEEDANCE
No. VALUE PARAMETER
Condition ->GROUND
SPEED >= 60 AND
COMPUTED AIRSPEED
> 80 AND
AIR GND ON GND =
GND AND
Taxi Out
N1 MAX < 60
Rejected Take Y (70) Takeoff
GROUND Trig :
71 Off at Low A (75) Roll All
SPEED Condition -
Speed R (80) Aborted
>COMPUTED
Takeoff
AIRSPEED > 50
Rule :
Check exceedance
point till end of
phase
Condition ->RADIO
HEIGHT MIN > 0 AND
RADIO HEIGHT MIN
<= 900 AND
SPD BRAKE LEVER
Y (1000) POSN 1 > 30 AND Descent
Speed Brake on RADIO HEIGHT
72 A (900) SPD BRAKE LEVER Approach All
Approach MIN
R (800) POSN 2 > 30 Landing
Rule :
Check exceedance
condition within 60
seconds before
landing instant
PAGE 6 -44
AI–FSD-001
CHAPTER - 6
QUALITY ASSURANCE
BOEING B787-8:
SL LIMIT EXCEEDANCE
No. VALUE PARAMETER
Exd : All
Speed
Y (248) Condition - Descent
Exceedance COMPUTED
73 A (249) >COMPUTED Approach All
Below AIRSPEED
R (250) AIRSPEED > 250 AND Landing
10000 Ft
ALT < 10000
Y (VR
Condition -
SPEED +
>COMPUTED Taxi Out
10)
AIRSPEED > VR Takeoff
A (VR
Speed of COMPUTED SPEED + 10 AND Roll
74 SPEED + All
Rotation High AIRSPEED CAPT COL POSN 1 > 1 Aborted
12.5)
AND Takeoff
R (VR
( ALT - Takeoff Takeoff
SPEED +
Altitude ) < 35
15)
Condition -
>COMPUTED
Y (VR
AIRSPEED < VR
SPEED -
SPEED – 5 AND Taxi Out
5)
CAPT COL POSN 1 > 1 Takeoff
A (VR
Speed of COMPUTED AND Roll
75 SPEED - All
Rotation Low AIRSPEED PITCH ATT < 1.75 Aborted
7)
AND Takeoff
R (VR
( ALT - Takeoff Takeoff
SPEED -
Altitude ) < 35 AND
10)
COMPUTED AIRSPEED
> 30
Condition ->( RAD
HEIGHT BNR L < 35
AND
PITCH ATT > 8 AND
Y (8)
Tail Touch ( ALT - Landing
76 A (8.5) PITCH ATT Landing All
During Landing Altitude ) < 35 )
R (9)
Rule :
Check exceedance
instant.
Condition ->( RAD
HEIGHT BNR L < 35
AND
PITCH ATT > 10 AND
Tail Touch Y (10)
AIR GND ON GND =
77 During Take A (10.7) PITCH ATT Take off All
GND )
Off R (11.2)
Rule :
Check exceedance
condition at takeoff
instant.
PAGE 6 -45
AI–FSD-001
CHAPTER - 6
QUALITY ASSURANCE
SL LIMIT EXCEEDANCE
No. VALUE PARAMETER
Condition ->( MAG
HDG - WIND DIR ) >
90 AND
Approach
( MAG HDG - WIND
Landing
Y (10) DIR ) < 180 AND
Tail wind Touch and
78 A (12) WIND SPD WIND SPD > 10 AND All
Landing Go
R (15) RADIO ALT < 50
Landing
Rule : Check
Roll
exceedance condition
within 5 seconds
before landing instant.
Condition ->RADIO
ALT < 35 AND
PITCH ATT > 8 AND
Y (7) ( ALT - Takeoff
Takeoff Pitch
79 A (7.5) PITCH ATT Altitude ) < 35 AND Takeoff All
High
R (8) AIR GND ON GND =
GND AND
Control Column
Position > 1
Condition -
>COMPUTED
AIRSPEED >= V2
SPEED + 15 AND
(RAD HEIGHT BNR C
< 35 OR
RAD HEIGHT BNR L <
Y (VR
35 OR
SPEED +
RAD HEIGHT BNR R <
10)
35 ) AND( ALT -
A (VR
Unstick speed COMPUTED Takeoff Altitude ) < 35
80 SPEED + Takeoff All
high AIRSPEED AND
12.5)
AIR GND ON GND =
R (VR
AIR
SPEED +
Trig :
15)
Condition ->AIR GND
ON GND = AIR
Rule :
Check exceedance
point and at takeoff
instant.
Y (VR
Condition -
SPEED -
>COMPUTED
8)
AIRSPEED < V2
A (VR
Unstick speed COMPUTED SPEED - 8
81 SPEED - Takeoff All
low AIRSPEED Rule :
10)
Check exceedance
R (VR
condition at takeoff
SPEED -
instant.
12)
PAGE 6 -46
AI–FSD-001
CHAPTER - 6
QUALITY ASSURANCE
SL LIMIT EXCEEDANCE
No. VALUE PARAMETER
Exd : All
Y (351) Condition - Climb
VMO COMPUTED
82 A (355) >COMPUTED Cruise All
Exceedance AIRSPEED
R (360) AIRSPEED > 350 AND Descent
ALT <= 29000
Inactive Exceedances
Takeoff
Condition ->VERT Climb
Y (1.4)
ACCN > 1.4 AND Cruise
83 High G in Air A (1.5) VERT ACCN All
AIR GND ON GND = Descent
R (1.6)
AIR Approach
Go Around
Y (0.83)
Condition ->MACH 1 >
84 Cruise Mach A (0.831) MACH 1 Cruise All
0.83
R (0.832)
PAGE 6 -47
AI–FSD-001
CHAPTER - 6
QUALITY ASSURANCE
PAGE 6 -48
CHAPTER – 6
FLIGHT OPERATION QUALITY ASSURANCE Issue-4 Rev.3 11 DEC 2020
6.5.4 AIRBUS A319 (FAP A319IAC21 & FAP A319AIC22)
A.
Sr. No. Category Event Name Trigger Condition Low Limit Medium Limit High Limit (RED)
(Yellow) (AMBER)
1 THRUST Max engine speed N1 >104% # # >104%
Max engine speed N2 >105% # # >105%
2 THRUST EGT Start on ground >725°C # # >725°C
THRUST EGT (High) EGT_1 or 920°C 938°C 950°C
EGT_2>:TOL>=2s
THRUST EGT Max Continuous >915°C # # >915°C
TLA =MCT
3 THRUST EPR 1, 2 Not Applicable # #
4 WARNING Max. T/O Wt. >68 T * # # >68 T *

5 THRUST Oil Temperature High >140°C 141°C to 141°C to 155°C >155°C
155°C (<=15 (for >15 min)
min)
6 SPEED Taxi Speed high in straight Ground Speed >32 kts. >=35 kts. >=40 kts.
line
* VT-SCA/VT-SCB/VT-SCC = 70 T MTOW
Rest all 319’s = 68T MTOW
PAGE 6 -49
CHAPTER – 6
AIRBUS A319 (FAP A319IAC21 & FAP A319AIC22)
B. TAKE OFF
(Yellow) (AMBER)
1 PITCH Pitch Rate High at take-off Pitch_Rate > : 5 °/s 6°/s 7°/s
2 PITCH Pitch rate low at take-off PITCH_RATE 2.25 °/s 2 °/s 1.5 °/s
(MAX)<:
3 SPEED Speed of Rotation High >VR + 10 kts >VR + 10 >VR + 15 >VR+20
4 SPEED Speed of Rotation Low <VR – 5 kts. <VR –5 <VR –7 <VR –10
5 SPEED Unstick speed high >V2 + 20 kts. >V2 + 20 >V2+25 >V2+30

6 SPEED Unstick speed low <V2 – 8 kts. # # <V2 – 8 kts.
7 PITCH Pitch High at take off Pitch >:(At Lift off) 12° 13° 14°
Pitch high in climb Pitch >:TOL = 3s ; 19° 20° 21°

8 PITCH Total time for rotation to >=6 SEC >=6 SEC >=8 SEC >= 10 SEC
achieve target attitude
9 SPEED Speed above Maximum Tire GS> # # 195 kts.
speed
10 SPEED Reject Take-off Detected CAS>: 50 kts. 80 kts. 100 kts.
11 CONFIGURATION Auto Pilot Engaged AP ON and ALT <100 >10000 ft. >25000ft. >29000ft. for >1
ft . or AP OFF and for >2 min for >2 min min or <100ft.
ALT >10000 ft. for
>1 min
PAGE 6 -50
CHAPTER – 6
C. CLIMB
(Yellow) (AMBER)
1 ROLL Bank High in initial climb ( ROLL > : TOL = 5s 25° 30° 35°
400 ft. to 1000 ft. )
Bank High in initial climb ROLL > : TOL = 3s 15° 20° 25°
100ft to 400 ft.
2 ROLL Bank High in initial climb ROLL> = : TOL = 3s 6° 8° 10°
(take off to
100 ft.)
3 CONFIGURATION Flap Early retraction at Slats/Flaps setting <900ft <800ft <700ft
Take-off. change at
_ALTITUDE <
4 WARNING Take Off Config Warning Warning =: # # Take-off
5 WARNING GPWS_WARNING Below GPWS_WARNING or # # >=2s
500 ft AFE GPWS_GS
6 WARNING GPWS Warning GPWS_WARNING or # # >=2s

GPWS_GS
GPWS Warning GPWS_WARNING or # # >=2s

between 500 and 1000 ft GPWS_GS
AFE
PAGE 6 -51
CHAPTER – 6
C. CLIMB
(Yellow) (AMBER)
7 SPEED Climb out speed low (35 ft. CAS<V2 <V2+6KTS <V2+2KTS <V2-2KTS
Above Ground Level
8 SPEED Climb out speed low (35 ft. CAS<V2 + 5 kts. # <V2+5 <V2
Above Airport Level to 400
ft above airport level )
9 SPEED Climb out speed (400 ft. CAS<V2 + 15 kts. <V2+15 <V2+7 <V2
ft. above airport level )
10 VERTICAL RATES Excess Time to 1000 ft. Time to reach 1000 # # > =35 sec
ft AAL >=35 sec.
11 SPEED Speed above VLO CAS/MACH>; # # 220 kts.

Retraction TOL>=3s
PAGE 6 -52
CHAPTER – 6
D. CRUISE / DESCENT
(Yellow) (AMBER)
1 SPEED Speed Above VMO CAS> # VMO+4 kts.; VMO +4Kts.,
TOL<= 3s TOL <=6s
2 SPEED Speed Above MMO MACH>: # MMO + 0.004 MMO+0.004,
TOL=<3s TOL=<6s
3 WARNING Altitude Above Maximum ALT_STD>: # # 39800 ft.
Operating Altitude
4 ACCELERATION Vertical acceleration High VRTG Max > = : 1.4 G, 1.6 G 1.8 G
in Flight or
VRTG Min < = : 0.6 G 0.4 G 0.2 G
5 WARNING Altitude Above Maximum ALT_STD>: # # 39800 FT
Operating Altitude
6 WARNING TCAS RA Warning TCAS_RA during: # # 3s
PAGE 6 -53
CHAPTER – 6
E. APPROACH & LANDING
(Yellow) (AMBER)
1 ROLL Bank High in approach ( ROLL> : TOL =3s 10 ° 15 ° 20°
400 ft.-100 ft.)
ROLL Bank high in approach ROLL > : TOL =3s 25° 30° 35°
(1000 ft. – 400 ft)
Bank high in approach ROLL> : TOL =3s > 32° 36° 40°
ROLL (above 1000 ft.)
2 ROLL Bank High in Approach ROLL(MAX) > = : 6° 8° 10°
(below 100 ft.)
3 SPEED Speed above VEF CAS>;TOL > = 3s # VFE VFE+ 4 kts
4 WARNING Flap/Slat extended above For 10s, FLAPS # # 20200 ft

Max altitude Deployed and
ALT_STD >
5 CONFIGURATION Flap late setting at landing ALTITUDE < : 1000 ft. 750 ft. 500 ft.
Flap Questionable Setting Conf. (Info if = 3) # # <3

at Landing
6 SPEED Speed Above VLE CAS/MACH > ; # # 280 kts.
TOL>=3s 0.67 MACH
PAGE 6 -54
CHAPTER – 6
AIRBUS A319 (FAP A319IAIC21 & FAP A319AIC22)
(Yellow) (AMBER)
7 SPEED Speed above VLO Extension CAS > # # 250 kts.
8 SPEED Speed high in approach CAS > : VAPP+15 Kts. VAPP+20 Kts. VAPP+25 Kts.
(at 1000 ft.)
9 SPEED Speed high in approach ( CAS > : VAPP+10 Kts. VAPP+15 Kts. VAPP+20 Kts.
at 500 ft.)
10 SPEED Speed high in approach ( CAS > : VAPP+8 Kts. VAPP+11 Kts. VAPP+15 Kts.
at 50 ft.)
11 SPEED Speed High at Touch Down CAS > : VAPP+0 Kts. VAPP+5 Kts. VAPP+10 Kts.
.
12 ALIGNMENT Deviation below glide slope Glide >: TOL > = 3s 0.5 dot .5dot 1 dot
(1000 ft.-200 ft.)
ALIGNMENT Deviation above glide Glide > : TOL >= 3s -0.5 dot -.5dot -1 dot
slope(1000 ft.-200 ft.)
13 ALIGNMENT Localiser deviation LOCC> : TOL> =3s 0.5 dot .5dot 1 dot
Deviation from localizer LOCC > : TOL>=3s 0.5 dot .5dot 1 dot
(Low ALT)
PAGE 6 -55
CHAPTER – 6
(Yellow) (AMBER)
14 SPEED Speed low in approach (at CAS <: VAPP(–5)kts. VAPP(–8) kts. VAPP(–10) kts.
1000 ft.)
Speed low in approach (at CAS <: VAPP(–5) kts. VAPP(–8)kts. VAPP(–10) kts.
500 ft.)
15 PITCH Pitch Attitude High at PITCH > : (AT Touch 10.4° 11.4° 12.4°
Touch down. Down)
16 PITCH Pitch Attitude low at Touch PITCH <= : (AT 2.5° 1.7° 1°
down Touch Down)
17 HEIGHT Path Low in approach (at Path Angle <: 2.6° 2.4° 2.2°
1200 ft.)
18 HEIGHT Path Low in approach (at Path Angle <: 2.6° 2.4° 2.2°
800 ft.)
Path Low in approach (at Path Angle <: 2.6° 2.4° 2.2°
400 ft.)
19 SPEED Speed exceedence below CAS>255 kts.ALT >255 kts. # >255kts. & >10s and
10,000 ft. (Speed above <10000 ft. <10000 ft. ALT <9500 ft.
250 kts below 10000 ft.)
20 ACCELERATION Vertical Acceleration High VRTGMAX > =: 1.7G 1.85G 2.0G
at Touchdown
PAGE 6 -56
CHAPTER – 6
(Yellow) (AMBER)
at Touchdown
22 PITCH Pitch High on Touch Down PITCH > : (AT Touch 10.4° 11.4° 12.4°
Down)
23 PITCH Pitch Low at Touch down PITCH <= : (AT 2.5° 1.7° 1°
Touch Down)
24 WARNING Go-around Go Around when >200 <=200 #
ALT_AFE:
25 WARNING GPWS Warning GPWS_WARNING OR # # >=2s
GPWS_GS
26 CONFIGURATION Speed brakes used in # # # Speed brakes out in
approach (below 1000ft.) final approach
27 VERTICAL RATES Rate of Descent High in IVV>: TOL = >3s 1000 ft/min 1100 ft/min 1200 ft/min
Approach (1000ft-500 ft.) =>2s >5s >10s
28 VERTICAL RATES Rate of Descent High in IVV>: TOL> = 2s 1000 ft/min. 1100 ft/min 1200 ft/min.
Approach (500 ft.) =>2 sec. > = 3sec >=5 sec
29 CONFIGURATION Reversers delayed at Reverser not 5 sec. after 10 sec after _CAS<50 kts.
landing deployed Touch Down Touch Down
PAGE 6 -57
CHAPTER – 6
(Yellow) (AMBER)
30 WARNING Bounced Landing : Bounced Bounced & Bounced &
IVV> 200 ft/min IVV>400 ft./min
31 SPEED Speed low during landing <=VAPP and Flaps # # < = VAPP
flap selection not at Landing
Config.
32 HEIGHT Path Low in Approach (at Path Angle < : 2.6° 2.4° 2.2°
400 ft)
33 WARNING Overweight Landing Landing weight > : >61 T >61 & IVV>= 200 >61 T & IVV>=
ft/min 360 ft/min.
PAGE 6 -58
CHAPTER – 6
6.5.5 AIRBUS A320 (FAP A320AIC21)
A.
(Yellow) (AMBER)
2 THRUST EGT Start on ground / >725°C # # >725°C
Inflight
EGT_2>:TOL>=2s
4 WARNING Max. T/O Wt. >73500kgs. # # >73500kgs.

5 THRUST Oil Temperature High >140°C 141°C to 141°C to 155°C > >156°C
155°C (>15 min)
(<=15 min.)
6 SPEED Taxi Speed high in straight GS >32 kts. > = 35 kts. > = 40 kts.
line
PAGE 6 -59
CHAPTER – 6
AIRBUS A320 (FAP A320AIC21)
B. TAKE OFF
Sr. No. Category Event Name Trigger Condition Low Limit Medium Limit High Limit
(Yellow) (AMBER) (RED)
1 PITCH Pitch Rate High at take-off Pitch _Rate > : 4.5 °/s 5.5°/s 6.5°/s
(MAX)<:
3 SPEED Speed of Rotation High >VR + 10 kts >VR + 10 >VR +15 > VR + 20
4 SPEED Speed of Rotation Low <VR – 5 kts. <VR – 5 <VR – 7 < VR – 10
5 SPEED Unstick speed high >V2 + 20 kts. >V2 + 20 >V2 + 25 >V2+30

6 SPEED Unstick speed low <V2 – 8 kts. # # <V2 –8
Pitch High in Climb PITCH >:TOL = 3s 19 ° 20 ° 21 °
9 SPEED Speed above Maximum Tire GS> ;TOL>=3S # # 195 kts.
speed
11 CONFIGURATION Auto Pilot Engaged AP ON and ALT <100 >10000 ft. >25000ft. >29000ft for >1
ft . or AP OFF and for >2 min. for >2 min. min. or <100 ft.
ALT >10000 ft. for
>1min.
PAGE 6 -60
CHAPTER – 6
C. CLIMB
400 ft. to 1000 ft. )
Bank High in initial climb ( ROLL > : TOL =3s 10° 15° 20°
100 ft. to 400 ft. )
2 ROLL Bank High in initial climb ROLL > = : TOL = 6° 8° 10°
(take off to 3s
100 ft.)
Take-off. change at
_ALTITUDE <
4 WARNING Take-off Configuration Warning =: # # Take-off
Warning
5 WARNING GPWS Warning GPWS _ Warning or # # >2sec
GPWS_GS
6 WARNING GPWS Warning GPWS _ Warning or # # >2sec
GPWS_GS
7 SPEED Climb out speed low (35 ft. CAS<V2 + FOR 3s <v2+6kts <v2+2kts <v2-2kts
Above Ground Level
PAGE 6 -61
CHAPTER – 6
C. CLIMB
ft Above Airport Level )
9 SPEED Climb out speed (400 ft. <V2 + 15 kts. <V2+15 kts. <V2+7 kts. <V2
ft. Above Airport Level )
Retraction TOL>=3s
PAGE 6 -62
CHAPTER – 6
D. CRUISE / DESCENT
1 SPEED Speed Above VMO CAS> # VMO+4 kts.; VMO +4Kts., TOL
TOL>=3s >=6s
2 SPEED Speed Above MMO MACH>: # MMO + 0.004 MMO+0.004, TOL
TOL=>3s =>6s
3 WARNING Altitude Above Maximum ALT_STD>: # # 39850 ft.
Operating Altitude
4 ACCELERATION Vertical acceleration High VRTG Max > = : 1.4 G, 1.6 G 1.8 G
in Flight or
VRTG Min < = : 0.6 G 0.4 G 0.2 G
5 WARNING Altitude Above Maximum ALT_STD>: # # 39800 FT
Operating Altitude
PAGE 6 -63
CHAPTER – 6
1 ROLL Bank High in approach ROLL> : TOL =3s 10° 15° 20°
(400 ft.-100 ft.)
ROLL Bank high in approach ROLL> : TOL =3s 25° 30° 35°
(1000 ft. – 400 ft)
ROLL Bank high in approach ROLL> : TOL =3s 32° 36° 40°
(above 1000 ft.)
2 ROLL Bank High in Approach ROLL(MAX) > = : 6° 8° 10°
(below 100 ft.)
4 WARNING Flap/Slat extended above For 10s, FLAPS # # 20200 ft
Max altitude Deployed and
ALT_STD >
5 CONFIGURATION Flap late setting at landing ALTITUDE < : 1000 ft. 750 ft. 500 ft.
Flap Questionable Setting Conf. (Info if = 3) # # <3
at Landing
6 SPEED Speed Above VLE CAS/MACH > ; # # 280 kts.,
TOL>=3s 0.67 m
PAGE 6 -64
CHAPTER – 6
(Yellow) (AMBER)
8 SPEED Speed high in approach CAS > VAPP: +15 Kts. +20 Kts. +25 Kts.
(at 1000 ft.)
9 SPEED Speed high in approach ( CAS > VAPP : +10 Kts. +15 Kts. +20 Kts.
at 500 ft.)
10 SPEED Speed high in approach ( CAS >VAPP: +8 Kts. +11 Kts. +15 Kts.
at 50 ft.)
11 SPEED Speed High at Touch Down CAS >: VAPP +0 Kts. VAPP +5 Kts. VAPP +10 Kts.
.
12 ALIGNMENT Deviation below glide slope Glide > : TOL > = 3s 0.5 dot 0.5 dot 1dot
(<1000 ft.-200 ft.)
ALIGNMENT Deviation above glide Glide > : TOL > = 3s -0.5 dot -0.5 dot -1 dot
slope(<1000 ft.-200 ft.)
13 ALIGNMENT Localiser deviation LOCC > : TOL >=3s 0.5 dot 0.5 dot 1 dot
14 Speed low in approach (at CAS <: VAPP (-5)kts. VAPP (-8) kts. VAPP(-10) kts.
1000 ft.)
SPEED
Speed low in approach (at CAS <: VAPP (-5) kts. VAPP(-8)kts. VAPP(-10) kts.
500 ft.)
15 PITCH Pitch High at Touch down. PITCH > : (AT Touch 8.2° 9.2° 10.2°
Down)
PAGE 6 -65
CHAPTER – 6
(Yellow) (AMBER)
16 PITCH Pitch low at Touch down PITCH <= : (AT 2° 1° 0.5°
Touch Down)
17 HEIGHT Path Low in approach (at Path Angle <: Glide angle Glide angle Glide angle
1200 ft.) -0.4° -0.6° -0.8°
18 HEIGHT Path Low in approach (at Path Angle <: Glide angle Glide angle Glide angle
800 ft.) -0.4° -0.6° -0.8°
Path Low in approach (at Path Angle <: Glide angle Glide angle Glide angle
400 ft.) -0.4° -0.6° -0.8°
19 SPEED Speed exceedence below CAS>255 kts. ALT >255 kts. # >255kts. & >5s
10,000 ft. (Speed above <10000 ft. <10000 ft. and ALT <9500 ft.
250 kts below 10000 ft.)
at Touchdown
21 PITCH Pitch High on Touch Down PITCH > : (AT Touch 8.2° 9.2° 10.2°
Down)
22 PITCH Pitch Low at Touch down PITCH <= : (AT 2° 1° 0.5°
Touch Down)
PAGE 6 -66
CHAPTER – 6
Sr. No. Category Event Name Trigger Condition Low Limit Medium High Limit (RED)
(Yellow) Limit
(AMBER)
ALT_AFE:
24 WARNING GPWS Warning GPWS_WARNING OR # # >2 sec.
GPWS_GS
25 CONFIGURATION Speed brakes used in : # # Speed brakes out in
approach (below 1000ft.) final approach
26 VERTICAL RATES Rate of Descent High in IVV>: TOL =>3s 1000 ft/min 1100 ft/min 1200 ft/min
Approach (1000ft-500 ft.)
27 VERTICAL RATES Rate of Descent High in IVV> : TOL => 3s 1000ft/min 1100 ft/m 1200ft/m
Approach (500 ft.)
28 CONFIGURATION Reverser delayed at landing Reverser not 5 sec. after 10 sec after _CAS<50 kts.
deployed: touch down touch down
ǀ IVV ǀ > 200 ǀ IVV ǀ >400 ft./min
ft/min
30 SPEED Speed low during landing <=VAPP and flaps # # < = VAPP
flap selection not at landing Config.
PAGE 6 -67
CHAPTER – 6
(Yellow) Limit
(AMBER)
31 HEIGHT Path Low in Approach (at Path Angle < : Glide angle Glide angle Glide angle
400 ft) -0.4° -0.6° -0.8°
32 WARNING Overweight Landing Landing weight > >64.5 T >64.5 T & >64.5 T & IVV>=360
IVV>=200 ft/m
ft/m
PAGE 6 -68
CHAPTER – 6
A.
(Yellow) Limit
(AMBER)
EGT_2>:TOL>=2s
TLA = MCT
4 WARNING Max. T/O Wt. >77000 kg. # # >77000kgs.

5 THRUST Oil Temperature High >140°C >141°C to 141°C to >155°C
155°C 155°C
(<=15 min) ( >15 min)
6 SPEED Taxi Speed high in straight GS >32 kts. > = 35 kts. > = 40 kts.
line
PAGE 6 -69
CHAPTER – 6
B. TAKE OFF
(Yellow) Limit
(AMBER)
1 PITCH Pitch Rate High at take-off Pitch _Rate > : 4.5 °/s 5.5°/s 6.5°/s
(MAX)<:
3 SPEED Speed of Rotation High >VR + 10 kts > VR + 10 >VR + 15 >VR+20
4 SPEED Speed of Rotation Low <VR –5 kts. <VR –5 <VR –7 <VR –10
5 SPEED Unstick speed high >V2 + 20 kts. >V2 + 20 kts. >V2 + 25 >V2+30kts
kts.
6 SPEED Unstick speed low <V2 –8 kts. # # <V2 –8 kts.
Pitch High in Climb PITCH >:TOL = 3s 19 ° 20 ° 21 °

9 SPEED Speed above Maximum Tire GS> TOL> = 3 sec # # >195 kts.
speed
11 CONFIGURATION Auto Pilot Engaged AP ON and ALT <100 >10000 ft. >25000ft. >29000ft
ft . or AP OFF and for >2 min for >2 min for >1 min,
ALT >10000 ft. for or <100ft.
>1 min
PAGE 6 -70
CHAPTER – 6
C. CLIMB
(Yellow) Limit
(AMBER)
400 ft. to 1000 ft. )
Bank High in initial climb ( ROLL > : TOL =3s 15° 20° 25°
100 ft. to 400 ft. )
2 ROLL Bank High in initial climb ROLL > = : TOL = 6° 8° 10°
(take off to 3s
100 ft.)
Take-off. change at
_ALTITUDE <
Warning
5 WARNING GPWS Warning GPWS _ Warning or # # =ON
GPWS_GS
PAGE 6 -71
CHAPTER – 6
C. CLIMB
(Yellow) Limit
(AMBER)
6 SPEED Climb out speed low (35 ft. CAS<V2 # # <V2
Above Ground Level)
Above Airport Level to
400 ft Above Airport
Level )
8 SPEED Climb out speed (400 ft. CAS<V2 +15 kts. <V2+15 kts. <V2+7 kts. <V2
ft. Above Airport Level )
9 VERTICAL RATES Excess Time to Time to reach 1000 # # > =35 sec
1000 ft. ft AAL >=35 sec.

Retraction TOL>=3s
PAGE 6 -72
CHAPTER – 6
D. CRUISE / DESCENT
(Yellow) Limit
(AMBER)
1 SPEED Speed Above VMO CAS> # VMO+4 kts.; VMO +4Kts.,
TOL>=3s TOL >=6s
2 SPEED Speed Above MMO MACH>: 0.01 MMO + MMO+0.004, TOL =>6s
0.004
TOL=>3s
3 WARNING Altitude Above Maximum Operating ALT_STD>: 39200 ft. 39800 ft. 39800 ft.
Altitude
4 ACCELERATI Vertical acceleration High in Flight VRTG Max > = : 1.4 G, 1.6 G 1.8 G
ON or
VRTG Min < = : 0.6 G 0.4 G 0.2 G
PAGE 6 -73
CHAPTER – 6
(Yellow) Limit
(AMBER)
1 ROLL Bank High in approach ( 400 ft.-100 ROLL> : TOL =3s 10 ° 15 ° 20
ft.)
ROLL Bank high in approach (1000 ft. – 400 ft) ROLL> : TOL =3s 25° 30° 35°
ROLL Bank high in approach (above 1000 ft.) ROLL> : TOL =3s 32° 36° 40°
2 ROLL Bank High in Approach (below 100 ft.) ROLL(MAX) > = : 6° 8° 10°

4 WARNING Flap/Slat extended above Max altitude For 10s, FLAPS # # 20200 ft
Deployed and
ALT_STD >
5 CONFIGURAT Flap late setting at landing ALTITUDE < : 1000 ft. 750 ft. 500 ft.
ION
Flap Questionable Setting at Landing Conf. (Info if = 3) # # <3
6 SPEED Speed Above VLE CAS/MACH > ; # # 280 kts.

TOL>=3s 0.67 m
8 SPEED Speed high in approach (at 1000 ft.) CAS > VAPP: +15 Kts. +20 Kts. +25 Kts.
PAGE 6 -74
CHAPTER – 6
(Yellow) Limit
(AMBER)
9 SPEED Speed high in approach CAS > VAPP: +10 Kts. +15 Kts. +20 Kts.
(at 500 ft.)
10 SPEED Speed high in approach CAS >VAPP : +8 Kts. +11 Kts. +15 Kts.
(at 50 ft.)
11 SPEED Speed High at Touch Down . CAS >: VAPP+0 Kts. VAPP+5 Kts. VAPP+10 Kts.
12 ALIGNMENT Deviation below glide slope (1000 ft.-200 Glide > : TOL > = 0.5 dot 0.5 dot 1 dot
ft.) 3s
ALIGNMENT Deviation above glide slope(1000 ft.-200 Glide > : TOL > = –0.5 dot –0.5 dot –1 dot
ft.) 3s
13 ALIGNMENT Localiser deviation LOCC > : TOL 0.5 dot 0.5 dot 1 dot
>=3s
ALIGNMENT Deviation from Localiser (Low ALT) LOCC>:TOL>=3s 0.5 dot 0.5 dot 1 dot
14 SPEED Speed low in approach (at 1000 ft.) CAS <: VAPP (-5)kts. VAPP (-8) VAPP(-10) kts.
kts.
SPEED Speed low in approach (at 500 ft.) CAS <: VAPP (-5) kts. VAPP(-8)kts. VAPP(-10) kts.
15 PITCH Pitch High at Touch down. PITCH > : (AT 8.2° 9.2° 10.2°
Touch Down);
16 PITCH Pitch low at Touch down PITCH <= : (AT 2° 1° 0.5°
Touch Down)
PAGE 6 -75
CHAPTER – 6
(Yellow) Limit
(AMBER)
17 HEIGHT Path Low in approach (at 1200 ft.) Path Angle <: Glide angle Glide angle Glide angle
–0.4° –0.6° –0.8°
–0.4° –0.6° –0.8°
Path Low in approach (at 400 ft.) Path Angle <: Glide angle Glide angle Glide angle
–0.4° –0.6° –0.8°
19 SPEED Speed exceedence below 10,000 ft. CAS>255 kts. ALT >255 kts. # >255kts. & >10s at
(Speed above 250 kts below 10000 ft.) <10000 ft. <10000 ft. <9500 ft.
20 ACCELERATI Vertical Acceleration High at Touchdown VRTGMAX > =: 1.7G 1.85G 2.0G
ON
ALT_AFE:
PAGE 6 -76
CHAPTER – 6
(Yellow) Limit
(AMBER)
22 WARNING GPWS Warning GPWS_WARNING # # =ON
OR GPWS_GS
23 CONFIGURAT Speed brakes used in approach (below : # # Speed brakes out in
ION 1000ft.) final approach
24 VERTICAL Rate of Descent High in Approach IVV> : TOL =>3s 1000 ft/min 1100 ft/min 1200ft/min
RATES (1000ft-500 ft.)
25 VERTICAL Rate of Descent High in Approach Below IVV> : TOL >=3s 1000ft/min 1100 ft/m 1200ft/m
RATES (500 ft.)
26 CONFIGURAT Reverser delayed at landing Reverser not 5 sec. after 10 sec after _CAS<50 kts.
ION deployed: touch down touch down
IVV > 200 IVV>400 ft./min
ft/min
28 SPEED Speed low during landing flap selection <=VAPP & Flaps # # < = VAPP
not at Landing
CONFIG.
29 WARNING Overweight Landing Landing weight > >66 T >66 T +1 % >66 + 1%
PAGE 6 -77
CHAPTER – 6
A.
(Yellow) Limit
(AMBER)
1 THRUST Max engine speed N1 N1>101% # # >101%
Max engine speed N2 N2>116.5 % # # >116.5%
2 THRUST EGT Start on ground / In Flight EGT>750° on # # EGT>750° on Ground
Ground / EGT > 875° In Flight
/ EGT > 875° In
Flight
THRUST EGT High EGT_1 or EGT_2 > 1030°C 1048°C 1060°C
(TOL > = 2s)
THRUST EGT Max Continuous > 1025°C # # >1025°C
TLA = MCT
4 WARNING Max. T/O Wt. >79 Tons # # >79 T

5 THRUST Oil Temperature High >140° C 141°C to 141°C to >155°C
155°C 155°C
( < =15 min) (>15 min)
6 SPEED Taxi Speed High in straight line GS > >32 kts. > = 35 kts. > = 40 kts.
PAGE 6 -78
CHAPTER – 6
B. TAKE OFF
(Yellow) Limit
(AMBER)
1 PITCH Pitch Rate High at take-off Pitch _Rate > : 4.5°/s 5.5°/s 6.5°/s
(MAX)<:
3 SPEED Speed of Rotation High >VR + 10 kts > VR + 10 > VR + 15 >VR+20
4 SPEED Speed of Rotation Low < VR – 5 kts. < VR – 5 < VR – 7 <VR – 10
5 SPEED Unstick speed high >V2 + 20 kts. >V2+20 >V2+25 >V2+30

6 SPEED Unstick speed low <V2 – 8 kts. # # <V2 – 8
7 PITCH Pitch High at take off Pitch >: (At Lift 10° 11° 12°
off);
PITCH Pitch High in Climb PITCH> : TOL = 3s 19 ° 20 ° 21 °
8 PITCH Total time for rotation to achieve target >=6 SEC >=6 SEC >=8 SEC >= 10 SEC
attitude
9 SPEED Speed above Maximum Tire speed GS >;TOL >=3s # # 195 kts.
11 CONFIGURAT Auto Pilot Engaged AP ON and ALT >10000 ft. >25000ft. >29000ft for >1 min.
ION <100 ft . or AP OFF for >2 min. for >2 min. or <100ft.
and ALT >10000
ft. for >1 min.
PAGE 6 -79
CHAPTER – 6
C. CLIMB
(Yellow) Limit
(AMBER)
1 ROLL Bank High in initial climb ( 400 ft. to ROLL > : TOL = 3s 25° 30° 35°
1000 ft. )
ROLL Bank High in initial Climb (100 ft.-400 ROLL>:TOL=3s 15° 20° 25°
ft.)
2 ROLL Bank High in initial climb (take off to ROLL > = : TOL = 6° 8° 10°
100 ft.) 3s
3 CONFIGURAT Flap Early retraction at Take-off. Slats/Flaps setting <900ft <800ft <700ft
ION change at
_ALTITUDE <
4 WARNING Take-off Configuration Warning Warning =: # # Take-off
5 WARNING GPWS Warning GPWS_WARNING or # # =ON
GPWS_GS
PAGE 6 -80
CHAPTER – 6
C. CLIMB
(Yellow) (AMBER)
6 SPEED Climb out speed low (35 ft. Above CAS<V2 # # <V2
Ground Level)
7 SPEED Climb out speed low (35 ft. Above CAS<V2 + 5 kts. # <V2+5 <V2
Airport Level to 400 ft Above Airport
Level )
8 SPEED Climb out speed (400 ft. Above Airport CAS<V2 + 15 kts. <V2+15 <V2+7 <V2
Level to 1500 ft. Above Airport Level )
9 VERTICAL Excess Time to 1000 ft. Time to reach 1000 # # > =35 sec
RATES ft AAL >=35 sec.
10 SPEED Speed above VLO Retraction CAS/MACH>; # # 220 kts.

TOL>=3s
PAGE 6 -81
CHAPTER – 6
D. CRUISE / DESCENT
(Yellow) (AMBER)
1 SPEED Speed Above VMO CAS> # VMO+4 kts.; VMO +4Kts.;
TOL>= 3s TOL>=6s
2 SPEED Speed Above MMO MACH>: # MMO + 0.004 MMO+0.004,
TOL>=3s TOL >=6s
3 WARNING Altitude Above Maximum Operating ALT_STD>: # # 39150 ft.
Altitude
4 ACCELERATI Vertical acceleration High in Flight VRTG Max > = : 1.4 G, 1.6 G 1.8 G
ON or
VRTG Min < = : 0.6 G 0.4 G 0.2 G
PAGE 6 -82
CHAPTER – 6
(Yellow) (AMBER)
1 Bank high in approach (400 ft. – 100 ft) ROLL > : TOL =3s 10° 15° 20°
ROLL
Bank high in approach (1000 ft. – 400 ROLL > : TOL =3s 25° 30° 35°
ROLL ft)
Bank high in approach (above 1000 ft.) ROLL > : TOL =3s 32° 36° 40°
ROLL
Bank High in Approach (below 100 ft.) ROLL (MAX) > = : 6° 8° 10°
2 ROLL
°
3 SPEED Speed above VFE CAS>;TOL > = 3s # VFE VFE+ 4 kts
4 WARNING Flap/Slat extended above Max altitude For 10s, FLAPS # # 20200 ft.
Deployed and
ALT_STD >
5 CONFIGURAT Flap late setting at landing ALTITUDE < : 1000 ft. 750 ft. 500 ft.
ION
Flap Questionable Setting at Landing Conf. (Info if = 3) # # <3

TOL>=3s 0.67 M
PAGE 6 -83
CHAPTER – 6
(Yellow) (AMBER)
8 SPEED Speed high in approach (at 1000 ft.) CAS > VAPP: +15 Kts. +20 Kts. +25 Kts.
9 SPEED Speed high in approach ( at 500 ft.) CAS > VAPP: +10 Kts. +15 Kts. +20 Kts.
10 SPEED Speed high in approach ( at 50 ft.) CAS > VAPP: +8 Kts. +11 Kts. +15 Kts.
11 SPEED Speed High at Touch Down . CAS > : VAPP+0 Kts. VAPP+5 Kts. VAPP+10 Kts.
12 ALIGNMENT Deviation below glide slope (1000 ft.- Glide > : TOL > = 0.5 dot 0.5dot 1 dot
200 ft.) 3s
ALIGNMENT Deviation above glide slope(1000 ft.-200 Glide > : TOL > = –0.5 dot 0.5dot 1 dot
ft.) 3s
13 ALIGNMENT Localiser deviation LOCC > : TOL 0.5 dot -0.5dot -1 dot
>=3s
ALIGNMENT Deviation from Localiser (Low ALT) LOCC > : TOL 0.5 dot 0.5dot 1 dot
>=3s
14 SPEED Speed low in approach (at 1000 ft.) CAS < VAPP: (–5)kts. (–8) kts. (–10) kts.
Speed low in approach (at 500 ft.) CAS <VAPP: (–5) kts. (–8)kts. (–10) kts.
SPEED
15 PITCH Pitch High at Touch down. PITCH > : (AT 8.2° 9.2° 10.2°
Touch Down)
16 PITCH Pitch low at Touch down PITCH <= : (AT 2.0° 1.0 ° 0.5°
Touch Down)
PAGE 6 -84
CHAPTER – 6
(Yellow) (AMBER)
– 0.4° –0.6° – 0.8°
– 0.4° – 0.6° – 0.8°
Path Low in approach (at 400 ft.) Path Angle <: Glide angle Glide angle Glide angle
HEIGHT
– 0.4° – 0.6° – 0.8°
19 SPEED Speed exceedence below 10,000 ft. CAS>255 kts. # # >255kts. & >10s at
(Speed above 250 kts below 10000 ft.) ALT<10000 ft. ALT <9500 ft.
ON
ON
ALT_AFE:
PAGE 6 -85
CHAPTER – 6
(Yellow) (AMBER)
25 WARNING GPWS Warning GPWS_WARNING # # =ON
OR GPWS_GS
26 CONFIGURAT Speed brakes used in approach (below : # # Speed brakes out in
ION 1000ft.) final approach
27 VERTICAL Rate of Descent High in Approach IVV> : TOL => 2s 1000 ft/min 1000 ft/min 1000ft/min
RATES (1000ft-500 ft.) > =2s >5s >10 sec
28 VERTICAL Rate of Descent High in Approach IVV> : TOL = >2s >1000ft/m 1000 ft/m 1000ft/m
RATES (below 500 ft.) =>2s >=3s >=5s
29 CONFIGURAT Reversers delayed at landing Reverser not 5 sec. after 10 sec after _CAS<50 kts.
ION deployed: Touch down Touch down
30 Warning Bounced Landing : Bounced Bounced & Bounced &
IVV>200 ft/min IVV>400 ft./min
31 Speed Speed low during landing flap selection <=VAPP and Flaps # # < = VAPP
not at Landing
Config.
32 Warning Overweight Landing Landing weight > >67.4 T >67.4 T +1 % >67.4 T +1%
PAGE 6 -86
CHAPTER – 6
6.5.6 A321 (FAP A321AIC21)

A.
Sr. Category Event Name Trigger Condition Low Limit Medium Limit High Limit (RED)
No. (Yellow) (AMBER)
THRUST EGT High EGT_1 or 920°C 938°C 950°C
EGT_2>:TOL>=2s

TLA = MCT
4 WARNING Max. T/O Wt. >89 Tons # # >89 T

5 THRUST Oil Temperature High >140° C 141°C to 155°C 141°C to 155°C >155°C
(<=15 min) (>15 min)
6 SPEED Taxi Speed High in straight GS > >32 kts. > = 35 kts. > = 40 kts.
line
PAGE 6 -87
CHAPTER – 6
B. TAKE OFF
1 PITCH Pitch Rate High at take-off Pitch _Rate > : 4 °/s 5°/s 6°/s
2 PITCH Pitch rate low at take-off PITCH_RATE (MAX)<: 2.25 °/s 2 °/s 1.5 °/s
3 SPEED Speed of Rotation High >VR + 10 kts >VR + 10 >VR + 15 >VR +20
4 SPEED Speed of Rotation Low <VR -5 kts. <VR – 5 <VR– 7 <VR –10
5 SPEED Unstick speed high >V2 + 20 kts. >V2+20 >V2+25 >V2+30

6 SPEED Unstick speed low <V2 -8 kts. # # <V2 – 8
7 PITCH Pitch High at take off Pitch >: (At Lift off); 7.7° 8.7° 9.7°
PITCH Pitch High in Climb PITCH> : TOL = 3s 19 ° 20 ° 21 °

9 SPEED Speed above Maximum Tire GS> : TOL > = 3s # # 195 kts.
speed
11 CONFIGUR Auto Pilot Engaged AP ON and ALT <100 ft . or >10000 ft. >25000ft. >29000ft
ATION AP OFF and ALT >10000 ft. for >2 min for >2 min for >1 min,
for >1 min or <100ft.
PAGE 6 -88
CHAPTER – 6
C. CLIMB
Sr. Category Event Name Trigger Condition Low Limit Medium Limit High Limit
No. (Yellow) (AMBER) (RED)
400 ft. to 1000 ft. )
ROLL Bank High in initial Climb ROLL>:TOL=3s 15° 20° 25°

(100 ft.-400 ft.)
2 ROLL Bank High in initial climb ROLL > = : TOL = 3s 6° 8° 10°
(take off to
100 ft.)
3 CONFIGU Flap Early retraction at Slats/Flaps setting change <900ft <800ft <700ft
RATION Take-off. at _ALTITUDE <
Warning
5 WARNING GPWS_WARNING Below GPWS_WARNING or # # =ON
500 ft AFE GPWS_GS
6 WARNING GPWS Warning GPWS_WARNING or # # =ON

GPWS_GS
GPWS Warning GPWS_WARNING or # # =ON

between 500 and 1000 ft GPWS_GS
AFE
PAGE 6 -89
CHAPTER – 6
7 SPEED Climb out speed low CAS<V2 # # <V2
(35 ft. Above Ground
Level)
8 SPEED Climb out speed low CAS<V2 + 5 kts. # <V2+5 <V2
(35 ft. Above Airport
Level to 400 ft above
Airport level )
9 SPEED Climb out speed (400 CAS<V2 + 15 kts. <V2+15 <V2+7 <V2
ft. Above Airport Level
to 1500 ft. above
Airport level )
10 VERTICAL Excess Time to 1000 ft. Time to reach 1000 ft AAL # # > =35 sec
RATES >=35 sec.
11 SPEED Speed above VLO CAS/MACH>; TOL>=3s # # 220 kts.

Retraction
PAGE 6 -90
CHAPTER – 6
D. CRUISE / DESCENT
1 SPEED Speed Above VMO CAS> # VMO+4 kts.; TOL>= VMO +4Kts., TOL >=6s
3s
2 SPEED Speed Above MMO MACH>: # MMO + 0.004 TOL > MMO+0.004,
= 3s TOL >=6s
3 WARNING Altitude Above ALT_STD>: # # 39800 ft.
Maximum Operating
Altitude
4 ACCELERATION Vertical acceleration VRTG Max > = : or 1.4 G, 1.6 G 1.8 G
High in Flight VRTG Min < = : 0.6 G 0.4 G 0.2 G
PAGE 6 -91
CHAPTER – 6

1 ROLL Bank High in approach ROLL > : TOL =3s 10 ° 15 ° 20
( 400 ft.-100 ft.)
(1000 ft. – 400 ft)
(above 1000 ft.)
Bank High in Approach ROLL (MAX) > = : 6° 8° 10°
2 ROLL
(below 100 ft.)
3 SPEED Speed above VFE CAS>;TOL > = 3s # VFE VFE+ 4kts.
4 WARNING Flap/Slat extended For 10s, FLAPS # # 20200 ft
above Max altitude Deployed and ALT_STD
>
5 CONFIGURATI Flap late setting at ALTITUDE < : 1000 ft. 750 ft. 500 ft.
ON landing
Flap Questionable Conf. (Info if = 3) # # <3
Setting at Landing
TOL>=3s 0.67 M
7 SPEED Speed above VLO CAS > # # 250 kts.
Extension
(at 1000 ft.)
PAGE 6 -92
CHAPTER – 6
( at 500 ft.)
10 SPEED Speed High in Approach CAS > : VAPP+8 Kts. VAPP+11 Kts. VAPP+15 Kts.
( at 50 ft.)
11 SPEED Speed High at CAS > : VAPP+0 Kts. VAPP+5 Kts. VAPP+10 Kts.
Touchdown .
12 ALIGNMENT Deviation Below Glide Glide > : TOL > = 3s 0.5 dot 0.5dot 1 dot
Slope (1000 FT.-200
FT.)
ALIGNMENT Deviation Above Glide Glide > : TOL > = 3s – 0.5 dot – 0.5dot – 1 dot
Slope (1000 FT.-200 FT.)
13 ALIGNMENT Localiser deviation LOCC > : TOL >=3s 0.5 dot 0.5dot 1 dot
Deviation from localizer LOCC > : TOL >=3s 0.5 dot 0.5dot 1 dot
ALIGNMENT
(Low ALT)
14 SPEED Speed low in approach CAS <: VAPP(-5)kts. VAPP(-8) kts. VAPP(-10) kts.
(at 1000 ft.)
SPEED Speed low in approach CAS <: VAPP(-5) kts. VAPP (-8)kts. VAPP(-10) kts.
(at 500 ft.)
15 PITCH Pitch Attitude High at PITCH > : (AT Touch 6.2° 7.2° 8.2°
Touch down. Down)
16 PITCH Pitch Attitude low at PITCH <= : (AT Touch 1° 0.5° 0°
Touch down Down)
17 HEIGHT Path Low in approach Path Angle <: 2.6° 2.4° 2.2°
(at 1200 ft.)
PAGE 6 -93
CHAPTER – 6
18 HEIGHT Path Low in approach Path Angle <: 2.6° 2.4° 2.2°
(at 800 ft.)
Path Low in approach Path Angle <: 2.6° 2.4° 2.2°
(at 400 ft.)
19 SPEED Speed exceedence CAS>255 kts. >255 kts. >255 >275kts. & >10s
below 10,000 ft. (Speed <10000 ft. <10000 ft. <6000ft. AT <9500 FT .
above 250 kts below >5s
10000 ft.)
20 ACCELERATION Vertical Acceleration VRTGMAX > =: 1.75G 1.85G 2.0G
High at Touchdown
ALT_AFE:
22 WARNING GPWS Warning GPWS_WARNING OR # # =ON
GPWS_GS
23 CONFIGURATION Speed brakes used in : # # Speed brakes out
approach (below in final approach
1000ft.)
PAGE 6 -94
CHAPTER – 6
24 VERTICAL Rate of Descent High in IVV> : TOL => 2s 1000 ft/min 1100 ft/min 1200ft/min
RATES Approach (1000ft-500
ft.)
25 VERTICAL Rate of Descent High in IVV> : TOL = >2s 1000ft/min 1100 ft/min 1200ft/min
RATES Approach (below 500
ft.)
26 CONFIGURAT Reversers delayed at Reverser not 5 sec. after 10 sec after _CAS<50 kts.
ION landing deployed: Touch down Touch down
IVV>200 ft/min IVV>400 ft./min
28 SPEED Speed low during <=VAPP and Flaps # # < = VAPP
landing flap selection not at Landing
Config.
29 WARNING Overweight Landing Landing weight > 75.5 T 75.5 T & 75.5 T &
IVV>= IVV>=360
200ft/min ft/min.
PAGE 6 -95
CHAPTER – 6
FLIGHT OPERATION QUALITY Issue-4 Rev.3 11 Dec 2020
ASSURANCE
6.6 FOQA POLICY FOR MONITORING PILOTS:

The numerical data from DFDR/WQAR/PQAR data is generated by technical team of FOQA cell for
all the exceedances cases in a readable format. The type pilot of Flight Safety Department
reviews the same and analyses for suitable further action. In line with non-punitive policy, the
pilots may be informed of the exceedances through e-mail or counseled as necessary.
Sometimes the FOQA exceedances are such which are considered reportable by DGCA for
example Unstabilised Approach, Abnormal contact with runway etc.
For the sake of clarity and understanding to differentiate between the cases where the
exceedance is addressed through FOQA process (email /counselling) and the cases to be taken
for further investigation, following exceedance case is cited as example;
I. FOR BOEING FLEET:-

FOQA LIMITS – VgTD
A/C TYPE YELLOW AMBER RED AMM

B-747 1.4 1.5 1.6 > 1.60
B-777 1.700 1.800 1.900 > 1.90
B-787 1.8 1.9 2.0 > 2.00
RED EXCEEDANCE CASES - Email / Safety Awareness Capsule
II. FOR AIRBUS FLEET:

FOQA LIMITS – VgTD
A/C TYPE YELLOW AMBER RED AMM

A-319
A-320 1.5 1.6 1.75 > 2.5
A-321
Note: All YELLOW and AMBER exceedance are being monitored and taken to generate
trends for crew awareness. In case of RED exceedances, the crew are counseled through
Safety Awareness Capsule by Flight Safety Department.
PAGE 6 -96
CHAPTER – 6
ASSURANCE
6.6.1 ANALYSIS OF EXCEEDANCE DATA :

The deficiencies noted in SSFDR monitoring are immediately acted upon for taking appropriate
remedial measures.
Following are the general guidelines to be followed to address the exceedance cases:
 1st Red Exceedance – E-mail to be sent

 2nd Red Exceedance will be called to FSD if it is for the same Exceedance, otherwise E-mail
to be sent with reminder of the previous Exceedance.
 3rd Red Exceedance- Crew will be called to report to FSD for Safety Enhancement Training
/Suitable Corrective Training.
The above are general guidelines only, and can vary on a case-to-case basis depending on the
nature of exceedance.
If deficiencies in flight handling technique are evident then the Pilot concerned is called to the
Flight Safety Department and counseled by Chief/Dy. Chief of Flight Safety or by type rated
Training Captains of Flight Safety Department authorized by Chief/Dy. Chief of Flight Safety. If
any re-training is found to be necessary, the concerned pilot is referred to Training. The sample
FOQA Counseling Report – Safety Awareness Capsule Report is in 6.6.2 of this chapter.
The exceedance cases which are of serious operational safety hazard in the opinion of the Chief
of Flight Safety, may advise for additional/specific corrective training to the pilot concerned.
Similarly, when the exceedances are repetitive or re-occurring in nature shall be categorized
depending on their severity levels. On a case to case basis, decisions will be taken by the FSD
Captains along with Dy. CoFS (Ops) and Chief of Flight Safety. If required, depending on the
severity level, DGCA will also be informed and the Pilots can be derostered for suitable corrective
training, if the FOQA exceedances are of serious nature.
Where the development of an undesirable trend becomes evident (i.e. within a fleet or at a
particular phase of flight or airport location), then the Operations and Training department shall
be notified to ensure implementation measures to reverse the trend through modification of
training exercises and/or operating procedures.
The exceedances are addressed through FOQA process either email to pilot(s) or Counselling or
corrective training as the case may be depends on severity of the exceedance.
Handling of ‘g’ (CG Normal acceleration) exceedance cases/Hard Landings :
B747 : Readout will be generated from FOQA system and will be analysed the parameters that
resulted exceedance of ‘g’ value more than AMM limit of 1.60. Suitable actions will be taken by
FOQA to address the exceedance. Only the cases having exceedance of ‘g’ together with Engg
findings of damages to aircraft, will be taken in PIB and discussed with DGCA. Rest all ‘g’
exceedance cases would be addressed through FOQA procedures.
B777 : Air India B777 aircraft fleet is now equipped with improved software BP V17A.1.1 which
facilitates LCMP report (Landing Condition Monitoring Page) to generate in the system indicates
the Limits exceedance status as “YES or NO” along with other parameters such as “Peak CG
Normal Accel, MG Sink Rate, Roll angle, Pitch angle & Crab angle” with “Actual & Limit” values for
each of these parameters. This LCMP report can be accessed through MAT and readily retrieved
in the cockpit. LCMP report generated in the system is the only document based on which the
PAGE 6 -97
CHAPTER – 6
ASSURANCE
hard landing can be ascertained then and there after landing and carry out inspections as
necessary. All such LCMP-YES cases captured through pilot reporting or AHM alerts, are handled
by FOQA by analysing the landing technique parameters recorded in the readout. ‘g’ value
indicated in the FOQA readout shall not be considered to ascertain hard landing or exceedance of
‘g’ value. The ‘g’ value of FOQA has now become redundant due to use of improved software &
generation of LCMP exceedance report in the aircraft. Only the LCMP-YES cases together with
Engg findings of damages to aircraft, will be taken in PIB and discussed with DGCA. Rest all
LCMP-YES cases would be addressed through FOQA procedures.
B787 : The suspected hard landing cases reported by crew are verified through FOQA and
analysed. The hard landing would be ascertained in correlation with tables given in the AMM and
suitable corrective actions will be taken through FOQA procedures. Only the cases having
exceedance of ‘g’ together with Engg findings of damages to aircraft, will be taken in PIB and
discussed with DGCA. Rest all ‘g’ exceedance cases would be addressed through FOQA
procedures.
PAGE 6 -98
CHAPTER – 6
ASSURANCE
6.6.2 SAFETY AWARENESS CAPSULE FORM

CONFIDENTIAL
SAFETY AWARENESS CAPSULE (SAC) REPORT
(POST INCIDENT / FOQA MONITORING)
FLT NO: REPORT OF: SAC DATE:

DATE: REPORT NO.: /
SECTOR: CMDR: (PF/PM)
FOQA REF NO.:
REGN: F/O: (PF/PM)
SAC RECORD:
A/C TYPE:
STATUS: U-CHECK / LOFT/ ROUTINE
TYPE OF EXCEEDENCE:
EXCEEDENCE DETAILS :
SAC REMARKS:
SAFETY ENHANCEMENT TRAINING (S.E.T):
NON-PUNITIVE
SAFETY ENHANCEMENT RECOMMENDATION (S.E.R.)
NON-PUNITIVE
Capt. Capt.
CHIEF/ DY. CHIEF OF Crewmember Counseling Officer
FLIGHT SAFETY/Training (I concur with this report)
Captain Nominated by CoFS
/ Dy.CoFS
PAGE 6 -99
CHAPTER – 6
ASSURANCE
6.6.3 COUNSELING INSTRUCTIONS

1) The Counseling officer(s) must be of a higher Executive seniority, vis-à-vis the crew
member to be counseled. Chief of Flight Safety may authorize otherwise.
2) As far as possible, the Counseling must be conducted in the presence of Chief of Flight
Safety. In the absence of Chief of Flight Safety, counseling must be conducted in the
presence of Dy.Chief of Flight Safety (P).
3) The Counseling must be conducted under strict confidentiality with due courtesy to be
accorded to the crew member(s) concerned.
4) The Counseling report must be typed in the prescribed format (available with Secy. to
Chief of Flight Safety) and duly signed by the, i) Crew member Concerned ii) Counseling
Officer iii) Chief of Flight Safety or Dy.Chief of Flight Safety or the Sr. Executive so
authorized by the Chief of Flight Safety, under whose authority, the counseling was
conducted.
5) Counseling Officer(s) and Secy. to Chief of Flight Safety must ensure that the original
Counseling report is not reproduced in any manner whatsoever.
6) If deemed necessary, the Counseling Officer may recommend Safety Enhancement
Training (S.E.T) for the Crew member(s) concerned, in concurrence with the Chief of
Flight Safety.
7) S.E.T if recommended, must be conveyed to the Training Department vide Standard IM
Format, with copies marked to Head of Training and Head of Operations. The IM must
include i) Brief synopsis, ii) Details of training to be conducted, iii) Time frame within
which the training must be completed.
8) The Counseling Officer(s) must ensure receipt of the S.E.T. ATR (IM), and must inform
Chief of Flight Safety accordingly.
6.6.4 COUNSELING GUIDELINES
1) FOQA observations & DFDR Readouts must be discussed with the Crewmember.
2) Procedural deviation(s) must be highlighted and brought to the notice of the
Crewmember.
3) The individual’s previous Exceedances(s)/Incident(s) history (if applicable), must be
discussed, with an emphasis on the “Learning curve”.
4) References to the relevant extracts of the SOP/FCOM/FCTM/MEL/CAR & company
circulars must be discussed during counseling.
5) Counseling remarks must be brief and specific.
6.7 CVR MONITORING
The requirements of Cockpit Voice Recorders & Cockpit Audio Recording System shall comply with
CAR Section 2, Series I, Part VI, Issue 3, dated 30th October 2018.Random monitoring of CVR
equal to ½ the number of aircraft in the fleet shall be carried out by Flight Safety Department per
month to check if there is any deficiency on the part of the crew adherence to the Standard
Operating procedure (SOP) and also to verify the integrity of CVR recording system of the
aircraft.
Engineering Department shall make necessary arrangements to provide CVR data to Flight Safety
Department. Besides routine CVR data, COFS can ask for specific CVRs of flights for investigation
purpose.
6.7.1 SET UP FOR CVR MONITORING
The Flight Safety Department shall have necessary resources for CVR monitoring. The
department shall have a CVR Monitoring Cell with competent personnel and equipped with
computers and hi-fi audio system.
The monitoring of CVR shall be done with reference to the CVR Monitoring Report as in para
6.7.2 of this chapter.
PAGE 6 -100
CHAPTER – 6
ASSURANCE
6.7.2 CVR MONITORING REPORT
OPERATO AUDITOR COMMANDER FIRST OFFICER REPORT

R DATE
AIR INDIA
FLT NO- SECTOR A/C TYPE/ REGN. CVR S/N REPORT TYPE
DATE
S/N DETAILS YES / NO / S / U / NA /

OTHER
1. Cockpit Checklist (Challenge and Response)
2. Adherence to SOP
3. Sterile Cockpit Concept
4. Standard Call-Outs (Instrument, Visual, CAT

II / III)
5. Aural Warnings (GPWS, TCAS, G/S, etc.)
6. R/T Phraseology
7. CRM
8. Appropriate use of P/A
9.* Headset/Intercom On During Sterile Phase Of

Flight
10. Any other Observation
PAGE 6 -101
CHAPTER – 6
ASSURANCE
REF
FINDINGS & CAT (I / II) ATR
S/N
During CVR monitoring, all channels (including area mike) were checked and found
audible without any distortion:
REPORT MUST BE E-MAILED / FAXED TO DEPT. / SECTION / DIVISION

CONCERNED, IN CASE OF FINDING (S). IF NO FINDINGS, FILE REPORT.
1. Report Ref. No. : Reference to Department / Section /

Division :
2. Report emailed / faxed to Department / Section / Division on : N/A (date)
3. ATR CAT I : Due on (date) / Reminder sent on (date) / Received on

(date)
4. ATR CAT II : Due on (date) / Reminder sent on (date) / Received on
(date)
POINTS 1, 2, 3 & 4 ONLY FOR FSD

OFFICE USE
CAT I FINDING (AFFECTS FLT. SAFETY) – ATR WITHIN 15 DAYS.

S – SATISFACTORY / U – UNSATISFACTORY / NA – NOT APPLICABLE
PAGE 6 -102
CHAPTER – 6
ASSURANCE
6.7.3 ACTION ON THE DEFICIENCIES OBSERVED DURING CVR MONITORING
Suitable corrective action to overcome the deficiencies / shortcomings observed during analysis of
CVR shall be taken. Counseling of the crew members on the deficiencies observed shall be carried
out by Chief/Dy. Chief of Flight Safety or by type rated Training Captains of Flight Safety
Department authorized by Chief/Dy. Chief of Flight Safety.
In case a trend of deficiencies / shortcomings are observed, the Flight Safety Department shall
report the same to Operations / Training Division for corrective action and shall monitor
corrective actions taken in subsequent CVR monitoring.
If the quality of the recording is found improper then the same is informed to the Engineering
Department to take proper action. Subsequent to the rectification, integrity of the CVR recording
system is verified.
6.8 CORRELATION OF CVR & DFDR
In case of Serious Incidents / Significant violation, the CVR’s shall be correlated with SSFDR for
better understanding.
Para 6.9- Flight Data Recorders, Combination Recorders, Datalink Recorders, Airborne
Image Recorders, Airborne Image Recording System And Aircraft Data Recording
System MONITORING
The requirements of Flight Data Recorders, Combination Recorders, Datalink Recorders, Airborne
Image Recorders, Airborne Image Recording System And Aircraft Data Recording System
Monitoring shall comply with CAR Section 2, Series I, Part V, Issue 3, dated 30th October 2018
PAGE 6 -103
CHAPTER – 6
ASSURANCE
PAGE 6 -104
AIR INDIA LIMITED
Chapter- - 7
CHAPTER – 7
INTERNAL/REGULATORY Issue-4 Rev.0 01 JUN 2017
SAFETY AUDIT PROGRAM
7.1 INTERNAL AUDIT PROGRAM
The Flight Safety Department shall conduct periodic internal safety audit of all operational areas
of the Base and all online stations of Air India. These audits shall be carried out as per the
guidelines given in the DGCA CAR, Section 5, Series-F, Part-I, Rev.II, 17th March2009 as well as in
terms of ICAO Standards and Recommended Practices (Annex 6).
The purpose of audits is to verify that operations are carried out in conformity with the safety
requirements, and not merely to find faults. If indeed something is found to be going wrong, the
aim is to help correct it before it becomes a hazard. It is also ensured that positions within the
organization that affect operational safety and security are filled by personnel on the basis of
knowledge, skills, training and experience appropriate for the position.
During the safety audits of base station/ line station, all the departments at the station including
outsourced agencies shall be checked for the Safety Management System implementation and
effectiveness as per the checklist available in this chapter.
Chief of Flight Safety ensures and plans the stations which are falling due for audit in the
beginning of the year and a calendar of Audit plan will be made accordingly. Chief of flight safety
will oversee the adherence of audit plan and meeting time lines by the audit teams. ATR follow-
up team to appraise the status of findings (OPEN/CLOSE) on quarterly basis to Chief of Flight
Safety/Dy.Chief of Flight Safety for escalating to higher management for OPEN status findings, as
necessary.
7.1.1 SCOPE OF THE AUDIT
Scope of the each Audit, as appropriate for the area being audited and also :
i) Includes audit objectives that address ongoing compliance with regulatory requirements,
Company standards and other applicable regulations, rules and standards,
ii) Considers relevant Operational Safety or Security events that have occurred,
iii) Considers results from previous audits, including the effectiveness of corrective actions
that has been implemented.
7.1.2 DEPARTMENTS FOR AUDIT
a) Ground Handling (Pax, Ramp and Load & Trim)
b) Cargo Handling
c) Engineering
d) Medical Services
e) Operations
f) Training
g) Flight Dispatch
h) Security
i) Flight Catering / Kitchen Unit
j) In-flight Services
7.1.3 PERIODICITY
Internal Safety Audit of Base Stations and all line stations (domestic and foreign) are scheduled in
accordance with the DGCA CAR (Ref#Appendix-D of Section-5, Series-F, Part-I, Rev.II, dtd 17th
March 2009 and DGCA dispensation for periodicity of Audit, if any, and are completed within
specified time period. Flight Safety has the audit plan and provides sufficient resources including
qualified auditors. Eventually, the Audit Plan is implemented in coordination with Corporate QMS.
Chief of Flight Safety or Deputy Chief of Flight Safety shall, at their discretion, decide on
unscheduled Audits / Surveillance / Inspections/Spot Audits , to be carried out at any station, or
any department, using the principles of safety risk assessment.
PAGE 7 -1
CHAPTER – 7
INTERNAL/REGULATORY Issue-4 Rev.3 11 Dec 2020
7.1.4 AUDIT TEAM COMPOSITION
The internal safety audit team shall consist of qualified auditors who are experienced in the
operational areas in the past. The Chief of Flight safety will ensure competency of the auditors
and suitability of the trainee auditors, prior to appointing them as an understudy in an audit. For
details, refer to Quality & Safety Audit Manual, Volume II of Corporate SMS Manual of Air India
approved by DGCA.
Main Base Audit Team will include atleast a Pilot and an Engineer to cover the areas of
Operations, Flight Despatch, maintenance, In-Flight Services and Ground Handling. The
Specialised auditors from flight safety will be part of the team.
For Line Stations, atleast 02 trained Flight Safety Auditors shall be a part of the Audit Team.
For critical airfields a Flight Safety Pilot shall be a part of the Audit Team.
7.1.5 QUALIFICATION AND EXPERIENCE OF AUDITOR

a. He/She shall be a Flight Safety Officer with adequate experience.
b. She/he should have 2 years of working experience in Flight Safety Department.
c. She/he should have carried out a minimum of 3 station audits including a base station as
understudy along with the audit team, unless he is already a QMS qualified auditor,
working in Flight Safety.
d. She / He should undergo classroom training of 2 days in addition to OJT.

Or,
d.He /She should have more than five years of aviation experience.
Should have undergone Auditor’s training and should have carried out minimum two audits
under supervision of the Lead auditor post which carried out one independent audit .
7.1.6 PROCEDURE FOR INTERNAL AUDIT
Flight Safety Department shall carry out the Station Audits as per the CMD approved
Integrated Annual Audit plan of Air India. Flight Safety Department coordinates with QMS for
conducting audit of a Station/Department according to the Audit Calendar.
The Procedures as given below have been developed by using Quality & Safety Audit Manual of
Air India and the Inspection Manual of the DGCA's Directorate of Flight Inspection as a model:
a. Flight Safety utilizes auditors that are impartial and functionally independent from the
operational activities.
Advance intimation shall be given to the department to be audited.
b. Advance information to Station/Departmental officials facilitating for inspection.

c. Departmental representatives shall feel free to discuss opinions and new ideas with the
inspection team in order to find solutions to their safety related problems.
d. At the end of the Audit, a debriefing session shall be held with the officers of the
department/station audited.
e. The Lead Auditor shall submit the report to the Chief of Flight Safety.
f. The Audit report shall include the findings and recommendations based on root causes.
g. The draft audit report shall be put up to Chief of Flight Safety/Dy.Chief of Flight Safety
by the Lead Auditor for concurrence. The final Audit Report shall be forwarded to the
Regional Head and Station in-charge / Airport Manager within the time limits
stipulated by Chief of Flight Safety. The corrective measures at the
station/department which will be followed up by the Action Taken Report (ATR)
team. The audit report shall also be sent to the Chief and Deputy of Flight Safety,
respective Departmental heads and the Chairman and Managing Director.
PAGE 7 -2
CHAPTER – 7
7.2 INTERNAL AUDIT CHECKLISTS
Checklist (s) placed below shall be used for the Audit.

7.2.1 GROUND HANDLING
(PAX, BAGG. HANDLING & CHECK-IN AREA- AUDIT CHECKLIST)
Date-……………......... Station-…………………….
E-mail address- …………….. Fax No. - …………………
 NAME OF AGENCY :........................................................
 NUMBER OF FLIGHTS HANDLED : AI..... OTHERS-...........
S/N DESCRIPTION OBSERVATION REMARKS
1 PAX and BAGGAGE HANDLING :
1 Supervision and control of the section with ( ) SATISFACTORY
hierarchy of reporting ( ) FINDING
( ) NA
2 Record of issue and distribution of staff ( ) SATISFACTORY
notices for policies and practices existing in ( ) FINDING
the station. ( ) NA
3 a. List of manual maintained at station. ( ) SATISFACTORY
b. Authorized person for updation of ( ) FINDING
manual at station. ( ) NA
c. Authorized person for distribution of
manual and details between
different sections at station.
4 Current AOP copy at station ( ) SATISFACTORY
( ) FINDING
( ) NA
5 a. What was the date and purpose of the ( ) SATISFACTORY
previous audit? ( ) FINDING
b. What were the number of Audit ( ) NA
Findings and conclusions from the
previous audit?
c. Was the audit follow-up completed?
d. List any outstanding audit findings
respecting the previous audit?
6 Whether restricted items regulations are ( ) SATISFACTORY
being observed. ( ) FINDING
( ) NA
7 Restricted items must be prominently ( ) SATISFACTORY
displayed in sufficient number at each of the ( ) FINDING
places at an airport: ( ) NA
a. Where tickets are issued
b. Where passenger check-in\
c. In aircraft boarding area
8 Information regarding restricted / prohibited ( ) SATISFACTORY
items is adequate and being followed strictly. ( ) FINDING
( ) NA
9 Whether baggage identification procedures ( ) SATISFACTORY
are adequate and being followed strictly. ( ) FINDING
( ) NA
10 Calibration of weighing machines : ( ) SATISFACTORY
1.Validity certificate. ( ) FINDING
2.‘Due Date’ marked on the weighing ( ) NA
machine.
PAGE 7 -3
CHAPTER – 7

Continued…
11 The Provider shall have procedures to ensure cabin ( ) SATISFACTORY
baggage is in compliance with size, weight and ( ) FINDING
quantity limits as specified in applicable regulations ( ) NA
and/or by the customer airline(s).
12 Record of disallowed hand baggage to be loaded in ( ) SATISFACTORY
cargo hold under Limited Release Tag. ( ) FINDING
( ) NA
13 a. Counter staff are adequately trained and ( ) SATISFACTORY
familiar with the Operator’s type of operations. ( ) FINDING
b. Are they familiar with the Operator’s type of ( ) NA
operation?
14 Check-in counters are adequately manned with ( ) SATISFACTORY
floor walker, supervisors etc. ( ) FINDING
( ) NA
15 Weight & Balance manual of Airlines/ Aircraft ( ) SATISFACTORY
handled are available and updated. ( ) FINDING
( ) NA
16 Manual load sheet for practice must be prepared ( ) SATISFACTORY
periodically and cross checked for accuracy with ( ) FINDING
computerised load sheet. ( ) NA
17 Approval of Load & Trim Sheet personnel and ( ) SATISFACTORY
whether they have undergone approved training / ( ) FINDING
refresher every 2 years. ( ) NA
18 The Load & Trim Sheets for the following ( ) SATISFACTORY
discrepancies - ( ) FINDING
1. Overloading beyond RTOW. ( ) NA
2. Correct recording of baggage weight.
3. Difference in number of pax in manifest and
trim sheet.
19 Periodic update of aircraft weights / configuration ( ) SATISFACTORY
and basic index from DCS. ( ) FINDING
( ) NA
20 In case of LMC of passenger off loading, ( ) SATISFACTORY
whether respective baggage off-loading is ( ) FINDING
meticulously followed (No Pax - No Baggage) ; ( ) NA
21 Updated local Airport & AI Emergency Response ( ) SATISFACTORY
plan. Ensure all personnel are current with the ( ) FINDING
contents of Emergency Response plans. ( ) NA
22 Active participation in Runway safety Meeting of ( ) SATISFACTORY
respective station. ( ) FINDING
( ) NA
23 Are they familiar with the Operator’s type of ( ) SATISFACTORY
operation? ( ) FINDING
( ) NA
24 The Provider shall have procedures for the transfer ( ) SATISFACTORY
of information and data to the load control office ( ) FINDING
to ensure passengers and all baggage loaded onto ( ) NA
the aircraft are accounted for in the load control
process
PAGE 7 -4
CHAPTER – 7

Continued…
25 The Provider shall have procedures in ( ) SATISFACTORY

accordance with requirements of the ( ) FINDING
customer airline(s) to ensure a boarding ( ) NA
pass containing the passengers name is
issued to each seated passenger during the
check-in process.
26 The Provider shall have procedures to ( ) SATISFACTORY
ensure, when receiving baggage during ( ) FINDING
passenger check-in operations, including any ( ) NA
items being accepted as checked baggage:
i) All baggage have a passenger identity
tag or label;
ii) Baggage is tagged to the final

destination as indicated on the ticket;
iii) Old baggage tags and/or labels are

removed or obliterated, as applicable;
Baggage not suitable for secure carriage are
refused
27 EXCESS BAGGAGE - The Provider shall have ( ) SATISFACTORY
procedures in accordance with requirements ( ) FINDING
of the customer airline(s) for the check-in of ( ) NA
heavy or overweight baggage, and to ensure
such baggage is accounted for in the load
control process.
28 ‘No Smoking’ sign & rules are being strictly ( ) SATISFACTORY
observed ( ) FINDING
( ) NA
PAGE 7 -5
CHAPTER – 7

(RAMP HANDLING - AUDIT CHECKLIST)
Date-……………......... Station-………………….…….
mail address- …………….. Fax No.- …………………
 NAME OF AGENCY -........................................................

 NUMBER OF FLIGHTS HANDLED : AI............... OTHERS-..................

1 Supervision and control of the section with hierarchy of ( ) SATISFACTORY
reporting ( ) FINDING
( ) NA
2 Record of issue and distribution of staff notices for ( ) SATISFACTORY
policies and practices existing in the station. ( ) FINDING
( ) NA
b. Authorized person for updation of manual at ( ) FINDING
station. ( ) NA
c. Authorized person for distribution of manual and
details between different sections at station.
4 a. What was the date and purpose of the previous ( ) SATISFACTORY
audit? ( ) FINDING
b. What were the number of Audit Findings and ( ) NA
conclusions from the previous audit?
d. List any outstanding audit findings respecting the
previous audit?
5 EQUIPMENT- CHECK: ( ) SATISFACTORY
a. List of equipment ( ) FINDING
b. Monitoring of operating hours of each equipment. ( ) NA
c. Record of scheduled/non-scheduled maintenance
program.
d. Proper condition
e. serviceability of brakes
f. attachment pin & spring
g. tyre
h. glow paint
i. locking devices
j. lighting & anti collision lights
k. side guards
l. engine
m. fire extinguishers & validity
n. smoke emission and oil leakage
o. Cushioning bumpers (where applicable).
p. List of equipment
q. Monitoring of operating hours of each equipment.
r. Record of maintenance
s. Equipment height clearance
PAGE 7 -6
CHAPTER – 7

(RAMP HANDLING - AUDIT CHECKLIST)
Contd….
6 The Provider shall have a policy that addresses the use ( ) SATISFACTORY
of psychoactive substances by operational personnel, ( ) FINDING
and ensures: ( ) NA
i) The exercise of duties while under the influence
of psychoactive substances is prohibited;
ii) Consequences for such behavior are defined.
7 The Provider should have a process to ensure aircraft ( ) SATISFACTORY
ground damages are reported to IATA for inclusion in ( ) FINDING
the Ground Damage Database (GDDB). Such reports ( ) NA
should be submitted in accordance with the formal IATA
ground damage reporting structure.
8 Drivers and other personnel have been trained on the ( ) SATISFACTORY
safety precautions to be taken in the apron while ( ) FINDING
handling the ground equipment. Also, whether ( ) NA
they have undergone regular refreshers
a. Aircraft Ground Movement Training
b. Cargo and Mail Handling Training
c. Safety and Security Training
d. Aircraft Handling and Loading Training
e. Baggage Handling Training
f. Passenger Handling Training
g. Load Control Training
9 Rostering of equipment operators and other ground staff ( ) SATISFACTORY
with adequate rest. ( ) FINDING
( ) NA
10 Are office facilities adequate? ( ) SATISFACTORY
( ) FINDING
( ) NA
11 Procedure for scrapping and identification of scrap yard ( ) SATISFACTORY
for unserviceable/ discarded equipments. ( ) FINDING
( ) NA
12 ‘No Smoking’ sign & rules are being strictly observed ( ) SATISFACTORY
( ) FINDING
( ) NA
13 Clear of FOD ( ) SATISFACTORY
( ) FINDING
( ) NA
PAGE 7 -7
CHAPTER – 7
7.2.3 CARGO HANDLING - AUDIT CHECKLIST
Date-……………......... Station-…………………….
E-mail address- …………….. Fax No.- …………………
 NAME OFAGENCY -........................................................

 NUMBER OF FLIGHTS HANDLED : AI............... OTHERS-..................
( ) NA
notices for policies and practices existing ( ) FINDING
in the station. ( ) NA
manual and details between different
sections at station.
previous audit?
5 Cargo and mail handling services at any ( ) SATISFACTORY
station, the Provider shall have a program ( ) FINDING
that ensures all personnel with duties ( ) NA
and/or responsibilities in cargo and mail
handling functions complete initial and
recurrent training. Such training shall
provide the knowledge necessary for
cargo handling personnel to perform
duties, execute procedures and operate
equipment associated with specific cargo
handling functions. Refreshers in every 36
months.
6 Handling of dangerous goods is as per ( ) SATISFACTORY
instructions contained in the D.G.R.M; ( ) FINDING
( ) NA
7 Personnel trained for handling of D.G. are ( ) SATISFACTORY
trained and have undergone periodic ( ) FINDING
refreshers. ( ) NA
8 Preparation of consignment conforms to ( ) SATISFACTORY
IATA recommendations ; ( ) FINDING
( ) NA
PAGE 7 -8
CHAPTER – 7

Contd….
9 Consignment weight is crosschecked by AI ( ) SATISFACTORY

staff. against Airway Bill. Action taken ( ) FINDING
against erring shipping agents in case of ( ) NA
discrepancy.
10 Security equipment and observance of ( ) SATISFACTORY
cooling period unless X-rayed. ( ) FINDING
( ) NA
11 Weighing scale - accuracy; ( ) SATISFACTORY
( ) FINDING
( ) NA
12 Validity of weighing scale calibration ( ) SATISFACTORY
certificate. ( ) FINDING
( ) NA
13 Warehouse has adequate Fire ( ) SATISFACTORY
extinguishers with validity certificates. ( ) FINDING
( ) NA
14 Warehouse has adequate ‘No Smoking’ ( ) SATISFACTORY
signs prominently displayed. ( ) FINDING
( ) NA
15 ULD Condition ( ) SATISFACTORY
( ) FINDING
( ) NA
DANGEROUS GOODS (DGR) :
16 Check that previous inspection findings ( ) SATISFACTORY
are properly rectified. ( ) FINDING
( ) NA
17 Check whether any permit has been ( ) SATISFACTORY
obtained from DGCA for transportation of ( ) FINDING
DG ( ) NA
18 Check that station has detailed technical ( ) SATISFACTORY
instructions covering the following. ( ) FINDING
a) Packing ( ) NA
b) Labeling
c) Markings
d) Shippers responsibilities
e) Operators responsibilities
f) Provision of information
g) Training of personnel
h) Loading/unloading procedure for DG
19 Check the station has adequate number of ( ) SATISFACTORY
trained personnel for handling the DG ( ) FINDING
from approved institute. ( ) NA
20 Check the acceptance procedures for DG ( ) SATISFACTORY

and are in compliance with the ( ) FINDING
appropriate regulations given Air India ( ) NA
Cargo Operations Manual.
PAGE 7 -9
CHAPTER – 7

Contd….
21 Check the shippers Declaration ( ) SATISFACTORY

completion procedures are in compliance ( ) FINDING
with the appropriate regulations given in ( ) NA
Technical Instruction (TI)/ Air India Cargo
Operations Manual.
22 Check if a reporting system exists to ( ) SATISFACTORY
identify undeclared/misidentified mis- ( ) FINDING
declared DG. ( ) NA
23 Check the period for which shipping ( ) SATISFACTORY
documents are retained 180 days as per ( ) FINDING
Air India Cargo operations Manual. ( ) NA
24 Check the procedure for storage, ( ) SATISFACTORY
loading/unloading of DG and are in ( ) FINDING
compliance with the procedure given in ( ) NA
TI/ Air India Cargo Operations Manual.
25 Check the procedure adopted for ( ) SATISFACTORY
informing the pilots regarding the DG. ( ) FINDING
( ) NA
26 Whether the pilots have been supplied ( ) SATISFACTORY
with "action taken during emergency and ( ) FINDING
dangerous occurrence reporting ( ) NA
procedure."
27 Check the quality of packaging (should ( ) SATISFACTORY
withstand change in temperature, ( ) FINDING
humidity, pressure or vibration) in normal ( ) NA
condition of transportation.
28 Check whether inner & outer packaging ( ) SATISFACTORY
are properly secured and cushioned to ( ) FINDING
control their movement within the outer ( ) NA
packaging.
29 Check whether cushioning and absorbent ( ) SATISFACTORY
materials are not reactive with the ( ) FINDING
contents of the receptacles. ( ) NA
30 Whether a receptacle is re-used? If yes ( ) SATISFACTORY
are the all-necessary measures have been ( ) FINDING
taken to prevent contamination of ( ) NA
subsequent Contents.
31 Check the labeling & marking on the ( ) SATISFACTORY
packages are done as per Technical ( ) FINDING
Instruction/ Air India Cargo Operations ( ) NA
Manual.
32 Check that passenger checks in procedure ( ) SATISFACTORY
are in compliance with the regulation as ( ) FINDING
per Air India Cargo Operation Manual. ( ) NA
33 Check, if untrained personnel, who are ( ) SATISFACTORY
handling, offering for transport and ( ) FINDING
transporting are appropriately supervised. ( ) NA
34 Any other observations. ( ) SATISFACTORY
( ) FINDING
( ) NA
PAGE 7 -10
CHAPTER – 7
7.2.4 ENGINEERING DEPARTMENT

AUDIT CHECKLIST
Date-……………......... Station-…………………….
 NAME OF AGENCY ........................................................

 NUMBER OF FLIGHTS HANDLED : AIR INDIA............... OTHERS ..................

Management and Control
( ) NA
2 Record of issue and distribution of staff notices ( ) SATISFACTORY
for policies and practices existing in the ( ) FINDING
station. ( ) NA
b. Authorized person for updation of manual ( ) FINDING
at station. ( ) NA
b. What were the number of Audit Findings ( ) NA
and conclusions from the previous audit?
Equipment, Tools & Material
5 Is the inventory of general tools & equipment ( ) SATISFACTORY
is available at line station store and kept ( ) FINDING
updated. ( ) NA
6 Bottles for collecting fuel samples are ( ) SATISFACTORY
available. ( ) FINDING
( ) NA
7 Record of ELT testing time is being maintained ( ) SATISFACTORY
for battery life. ( ) FINDING
( ) NA
8 All the special tools and equipment are ( ) SATISFACTORY
properly labelled and having valid calibration. ( ) FINDING
Check the calibration record & sample check of ( ) NA
calibrated tool for labelling.
9 Aircraft jacks are available and periodic proof ( ) SATISFACTORY
loading check is carried out. () FINDING
() NA
10 Are aquadis capsules available at line station. ( ) SATISFACTORY
Check their expiry date. () FINDING
() NA
PAGE 7 -11
CHAPTER – 7
AUDIT CHECKLIST
Contd…
11 Does the line station have adequate no. of ( ) SATISFACTORY
headsets for communication with Pilot. ( ) FINDING
( ) NA
12 Fire-fighting equipment - availability & ( ) SATISFACTORY
serviceability. ( ) FINDING
( ) NA
13 Condition of equipment such as trestles, docks ( ) SATISFACTORY
etc. ( ) FINDING
( ) NA
14 Nitrogen used of proper specifications and ( ) SATISFACTORY
bottles are properly stacked. ( ) FINDING
( ) NA
15 Facilities and equipment like oxygen charging, ( ) SATISFACTORY
battery charging, ground cart for power, tyre ( ) FINDING
charging, toilet servicing and potable water are ( ) NA
available.
Line Station Facilities
16 Whether number of AMEs is adequate to cope ( ) SATISFACTORY
up with maintenance. ( ) FINDING
( ) NA
17 At outstation trained technicians for engine ( ) SATISFACTORY
start, use of electrical power and fire ( ) FINDING
extinguishing operation are available. ( ) NA
18 Whether the radio engineers operating R/T ( ) SATISFACTORY
hold valid licence. ( ) FINDING
( ) NA
19 Does the cleanliness of line station facilities ( ) SATISFACTORY
are Maintained satisfactorily. ( ) FINDING
( ) NA
20 Does the line station display “NO SMOKING” ( ) SATISFACTORY
and “EXIT” caution, emergency contact ( ) FINDING
numbers in its facility & also having a No ( ) NA
smoking display board for placing near the
aircraft during refuelling etc.
PAGE 7 -12
CHAPTER – 7
AUDIT CHECKLIST
Contd…
21 Does the line station having following updated ( ) SATISFACTORY

maintenance data / technical publications:- ( ) FINDING
(a) Aircraft Maintenance Manual (AMM) ( ) NA
(b) Illustrated parts catalogue (IPC)
(c) Fault isolation Manual (FIM) /
Troubleshooting Manual (TSM)
(d) Wiring Diagram manual (WDM)
(e) System Schematic Manual (SSM)
(f) Minimum Equipment List (MEL)/
Configuration Deviation List
(CDL)/Dispatch Deviation Guide (DDG)
(g) Extended twin engine operation (ETOPS)/
Extended diversion time operation (EDTO)
(h) Maintenance Organisation Exposition
(MOE)
(i) Engineering procedures manual (EPM)
(j) Continuing Airworthiness Management
Exposition (CAME)
(k) Continuing Airworthiness Management
Procedures Manual(CAMPM)
(l) Civil Aviation Requirements (CAR, Sec 2)
(m) Such other documents required as per
DGCA requirements/AICL policy &
procedures.
22 Is the organisation subscribed for maintenance ( ) SATISFACTORY
publications with respective manufacturer for ( ) FINDING
obtaining latest amendments? Check the ( ) NA
procedure to upkeep the manufacturer’s
publications.
23 Check the availability of latest copies of staff ( ) SATISFACTORY
notices/technical circulars / Quality circulars & ( ) FINDING
their read and sign record at line station ( ) NA
24 Is the shift in charge/station engineer ( ) SATISFACTORY
maintaining a defect register at line station? ( ) FINDING
( ) NA
25 Hand-over register. ( ) SATISFACTORY
( ) FINDING
( ) NA
PAGE 7 -13
CHAPTER – 7
AUDIT CHECKLIST
Contd…
26 Check the record of all hydraulic fluid/Engine ( ) SATISFACTORY
oil/ Fuel uplift. ( ) FINDING
( ) NA
27 Environmental control- separate waste( ) SATISFACTORY
containers (Dry and Wet) provided & properly ( ) FINDING
used. ( ) NA
28 Verify Computer, Internet connectivity, email ( ) SATISFACTORY
facility, Printer, Telephone facilities are ( ) FINDING
available. ( ) NA
29 Verify record for details of Type Training, ( ) SATISFACTORY
Licence, scope of authorization of all certifying ( ) FINDING
staff and support staff. ( ) NA
30 Check availability of wheel change equipment ( ) SATISFACTORY
including spare wheels, T.P. gauge, and wheel ( ) FINDING
charging facility. ( ) NA
31 Check that the Nitrogen cylinders used for ( ) SATISFACTORY
maintenance are obtained from approved ( ) FINDING
source. ( ) NA
32 Verify items removed from aircraft properly ( ) SATISFACTORY
segregated & stored on racks with ( ) FINDING
identification such as Serviceable Tag, U/S tag, ( ) NA
Component Holding tag, etc.
33 Verify the availability of back to birth ( ) SATISFACTORY
traceability of all LLPs (Life limited parts) () FINDING
() NA
34 Verify that Staff is provided with protective ( ) SATISFACTORY
clothing uniform, safety shoes, gloves, safety ( ) FINDING
goggles, ear plugs, mask etc. for use while ( ) NA
working for their safety.
QUALITY CONTROL / CAM
4.35 Verify the records that approved continuing ( ) SATISFACTORY
airworthiness management Organisation ( ) FINDING
(CAMO) manage the continuing airworthiness ( ) NA
of commercial air transport aircraft when
listed both on its approval certificate and on
its Air Operator Certificate (AOC).
36 Verify the records that approved CAMO ( ) SATISFACTORY
manages to arrange to carry out limited ( ) FINDING
continuing airworthiness tasks with any ( ) NA
contracted organisation, working under its
quality system, as listed on the approval
certificate.
37 Verify that the airworthiness review ( ) SATISFACTORY
certificate that has been issued by DGCA or ( ) FINDING
by another Continuing Airworthiness ( ) NA
Management Organization approved in
accordance with Section A, Subpart G of
CAR-M;
PAGE 7 -14
CHAPTER – 7
AUDIT CHECKLIST
Contd…
38 Verify the procedure for reconstruction, control ( ) SATISFACTORY

by QM & acceptance by DGCA of ( ) FINDING
lost/destroyed aircraft records. ( ) NA
39 Verify the procedure of preliminary reporting ( ) SATISFACTORY
the reportable occurrences to concerned ( ) FINDING
Regional DGCA Authorities in written by ( ) NA
concerned MM giving as much information as
possible.
40 Verify the availability of current and approved ( ) SATISFACTORY
MOE ( ) FINDING
( ) NA
41 Verify independent record for initial type ( ) SATISFACTORY
training and recurring (refresher for license ( ) FINDING
renewal) training for certifying staff and ( ) NA
support staff.
42 Verify record of Initial Human Factors ( ) SATISFACTORY
Training/ FTS Training and refresher HF ( ) FINDING
training provided to all Certifying staff, Non- ( ) NA
Certifying Staff & Support Staff.
43 Verify the records of the certifying personnel ( ) SATISFACTORY
for ( ) FINDING
Qualification of type License. ( ) NA
44 Verify that all relevant tasks & inspection work ( ) SATISFACTORY
on the aircraft has been carried out to the ( ) FINDING
required standard as per approved work ( ) NA
package before issue of CRS by the certifying
staff.
45 Check & verify the one off authorization ( ) SATISFACTORY
certification documentation including the ( ) FINDING
experience & qualification of the person to ( ) NA
whom one off authorization is issued.
46 ( a) Availability of ( ) SATISFACTORY
1. Quality Control Managers or Dy. Quality ( ) FINDING
Control Managers have licenses on the ( ) NA
type of aircraft being operated.
2. Adequacy of manpower in Quality
Control set up for the functions like delay
& defect investigation, reliability &
performance monitoring , compliance of
SBs / modifications, TBO control , etc.
3. Display of approval letter / certificate in
QCM office.
47 Check Register / List for details of Refresher ( ) SATISFACTORY

Training as per AAC 8 0f 2000, Human factors ( ) FINDING
and other training of all certifying staff and ( ) NA
support staff.
PAGE 7 -15
CHAPTER – 7

AUDIT CHECKLIST
Contd…
48 Verify procedure for competence assessment ( ) SATISFACTORY

of certifying staff prior to revalidate ( ) FINDING
Certification of Authorization of all certifying ( ) NA
staff and support staff.
49 Does the facility have following updated ( ) SATISFACTORY
maintenance data / technical publications:- ( ) FINDING
(n) Aircraft Maintenance Manual (AMM) ( ) NA
(o) Illustrated parts catalogue (IPC)
(p) Fault isolation Manual (FIM) /
Troubleshooting Manual (TSM)
(q) Wiring Diagram manual (WDM)
(r) System Schematic Manual (SSM)
(s) Minimum Equipment List (MEL)/
Configuration Deviation List
(CDL)/Dispatch Deviation Guide (DDG).
MMEL reference to be current for cross
reference with MEL.
(t) Extended twin engine operation (ETOPS)/
Extended diversion time operation (EDTO)
(u) Maintenance Organisation Exposition
(MOE)
(v) Engineering procedures manual (EPM)
(w) Continuing Airworthiness Management
Exposition (CAME)
(x) Continuing Airworthiness Management
Procedures Manual(CAMPM)
(y) Civil Aviation Requirements (CAR, Sec 2)
(z) Such other documents required as per
DGCA requirements/AICL policy &
procedures.
50 ( ) SATISFACTORY
Check scope of Authorization is clearly
( ) FINDING
mentioned with details of codes if used.
( ) NA
51 ( ) SATISFACTORY
Ensure Authorization is issued by the Quality
( ) FINDING
Manager or his Representative.
( ) NA
52 Verify record for details of Type Training, ( ) SATISFACTORY
Licence, scope of authorization of all certifying ( ) FINDING
staff and support staff. ( ) NA
PAGE 7 -16
CHAPTER – 7
AUDIT CHECKLIST
Contd…
53 Check all certifying staff and support staff ( ) SATISFACTORY

carries the Certificate of Authorization in ( ) FINDING
person. ( ) NA
54 b) SCHEDULES: ( ) SATISFACTORY
1. Are certified item-wise and are duly ( ) FINDING
signed. ( ) NA
2. Contain the tools required for
accomplishing the task.
3. Index detailing the heading, amendments,
amendment number and date of approval
are available.
4. Changes made in are with approval of
airworthiness authorities.
Whether QC is verifying that all items are
certified by the qualified persons and
completed schedules are preserved for the
desired period.
55 Special schedules are prepared, approved and ( ) SATISFACTORY
available and approval numbers of schedules ( ) FINDING
are printed on it. ( ) NA
56 ( ) SATISFACTORY
Record of Action taken against erring
( ) FINDING
personnel
( ) NA
57 ( ) SATISFACTORY
Major Defects Reports ( ) FINDING
( ) NA
58 ( ) SATISFACTORY
Call outs and feed backs from Maintenance
( ) FINDING
(ONE TIME CALL OUT on aircraft).
( ) NA
59 ( ) SATISFACTORY
Components Reliability Programme issue &
( ) FINDING
revision.
( ) NA
60 ( ) SATISFACTORY
Line Station inspection ( ) FINDING
( ) NA
61 ( ) SATISFACTORY
Slide chute serviceability (if applicable) is
( ) FINDING
assured at desirable intervals.
( ) NA
62 Defects register, performance monitoring ( ) SATISFACTORY
records, components removal records, ( ) FINDING
components history cards are properly ( ) NA
maintained.
63 MEL: ( ) SATISFACTORY
1. Is approved. ( ) FINDING
2. Is not violated from base. ( ) NA
No deficiencies are cleared although not
covered under MEL.
PAGE 7 -17
CHAPTER – 7
AUDIT CHECKLIST
Contd…
64 Planning for future requirements of overhaul ( ) SATISFACTORY

of components / rotables and agency to ( ) FINDING
undertake the same. ( ) NA
65 Components are sent for investigation ( ) SATISFACTORY
and received back timely with investigation ( ) FINDING
report from vendors. ( ) NA
66 Feedback on the prematurely removed ( ) SATISFACTORY
components. ( ) FINDING
( ) NA
67 Track of the component installation on ( ) SATISFACTORY
different aircraft. ( ) FINDING
( ) NA
68 Delay or repetitive snag meeting is held and ( ) SATISFACTORY
record maintained. ( ) FINDING
( ) NA
69 Snags are attended thoroughly as per ( ) SATISFACTORY
maintenance manual. ( ) FINDING
( ) NA
70 Snag rectification is carried out by ( ) SATISFACTORY
appropriately licensed engineers only. ( ) FINDING
( ) NA
71 Regular scrutiny of delay & defect records by ( ) SATISFACTORY
QCM for ensuring adequacy for rectification. ( ) FINDING
( ) NA
72 The equipment/spares are adequate and ( ) SATISFACTORY
proportionate to snags reported on typical ( ) FINDING
systems. ( ) NA
73 Whether QCM is reporting incidents / major ( ) SATISFACTORY
defect to DGCA. ( ) FINDING
( ) NA
74 Whether there is a reliability management cell ( ) SATISFACTORY
to look after : ( ) FINDING
1. Aircraft systems, Engine and Components ( ) NA
reliability.
2. Compilation of monthly data regarding
performance of aircraft components /
systems.
3. Engine performance analysis, monitoring
of engine parameters and graphic plotting
of engine parameters.
4. Evaluation of alert value of individual
system.
PRODUCTION PLANNING
75 Are the adequate man hours available as per ( ) SATISFACTORY
aircraft hanger visit plan related to the work ( ) FINDING
package to be accomplished? ( ) NA
PAGE 7 -18
CHAPTER – 7

AUDIT CHECKLIST
Contd…
76 ( ) SATISFACTORY
Check the record of man hour plan periodically
( ) FINDING
reviewed at fixed interval.
( ) NA
77 Check the record of deferred maintenance task ( ) SATISFACTORY
of inspection schedule & confirm whether ( ) FINDING
permission of COE/QM/Dy.QM/ was sought in ( ) NA
writing and reason for deferment should be
mentioned and also when the task will be
carried out should be spelt out. The deferment
permission shall only be up to interval
permitted by the manufacturer’s MPD.
78 Check the completed component replacement ( ) SATISFACTORY
form (CRF) after replacement of major ( ) FINDING
component of aircraft. ( ) NA
79 Does the AME enter the details of fuel quality ( ) SATISFACTORY
control check in the flight report sector page ( ) FINDING
(Tech. Log) and certify & also certify the check ( ) NA
schedule.
HANGARS
80 Check availability of suitable hangar to ( ) SATISFACTORY
accommodate the aircraft to carry out planned ( ) FINDING
base maintenance. ( ) NA
81 ( ) SATISFACTORY
Does the base station have current aircraft
( ) FINDING
hangar visit plan.
( ) NA
82 Aircraft docking – Check for centre line ( ) SATISFACTORY
marking in the hangar, all safety barriers are ( ) FINDING
available and serviceable. ( ) NA
83 Check pneumatic supply – reliable and tapping ( ) SATISFACTORY
points conveniently located and with oil/water ( ) FINDING
ways and lubrication container maintained. ( ) NA
84 ( ) SATISFACTORY
Check whether the electrical main switch is
( ) FINDING
located in easy accessible place in the hangar.
( ) NA
85 Check the electrical wiring /points in the hangar ( ) SATISFACTORY
for a) Condition ( ) FINDING
b) Loose/improper connection ( ) NA
c) Insulation
86 Check if Hangar provided with proper earthing ( ) SATISFACTORY
points & resistance check is carried out at ( ) FINDING
regular intervals. Check due date of inspection ( ) NA
& records.
87 ( ) SATISFACTORY
Check Fire Extinguishers available and
( ) FINDING
Serviceable at the designated locations.
( ) NA
ENGINEERING STORES
88 ( ) SATISFACTORY
Verify segregation of Serviceable,
( ) FINDING
Unserviceable and Unsalvageable items.
( ) NA
PAGE 7 -19
CHAPTER – 7

AUDIT CHECKLIST
Contd…
89 Are the U/S components labelled with U/S tag? ( ) SATISFACTORY
& suitably protected by carrying out ( ) FINDING
recommended procedures. () NA
90 () SATISFACTORY
Verify the scrap process for unsalvageable
() FINDING
items to prevent them to be return to service.
() NA
91 Check the defective item removed from ( ) SATISFACTORY
aircraft possessing the repairable tag attached ( ) FINDING
duly completed by inspector/AME or approved ( ) NA
person, indicating
- Registration of Aircraft
- SL. No. of component
- Reason for removal or defect found
- Date of removal
92 Is the serial no of the components installed on ( ) SATISFACTORY
aircraft indicated on the reverse of the ( ) FINDING
repairable tag? () NA
93 Verify items removed from aircraft properly ( ) SATISFACTORY
segregated & stored on racks with ( ) FINDING
identification such as Serviceable Tag, U/S tag, ( ) NA
Component Holding tag, etc.
The operator shall ensure that each
maintenance organization has a secured
94 () SATISFACTORY
Check that ESDS Devices Handling & packing,
() FINDING
storage procedure is followed.
() NA
ENGINEERING SHOPS (AOD, IOD, EOD, STANDARDS ROOM, RADIO
SHOP, COD, ENGINE OVERHAUL, ENGINEERING FACILITIES UNIT)
95 Shops approval is displayed. ( ) SATISFACTORY
( ) FINDING
( ) NA
96 Approval records - shops, personnel. ( ) SATISFACTORY
( ) FINDING
( ) NA
97 Fire-fighting equipment serviceable. ( ) SATISFACTORY
( ) FINDING
( ) NA
98 Maintenance of humidity and Temperature ( ) SATISFACTORY
controls. ( ) FINDING
( ) NA
99 Primary and secondary standard availability. ( ) SATISFACTORY
( ) FINDING
( ) NA
100 Calibration of standards. ( ) SATISFACTORY
( ) FINDING
( ) NA
101 Calibration of equipment. ( ) SATISFACTORY
( ) FINDING
( ) NA
PAGE 7 -20
CHAPTER – 7

AUDIT CHECKLIST
Contd…
102 Manuals - updated OHM, CMM. ( ) SATISFACTORY

( ) FINDING
( ) NA
103 Procedure sheets – updating, signing etc. ( ) SATISFACTORY
( ) FINDING
( ) NA
104 Major item cards. ( ) SATISFACTORY
( ) FINDING
( ) NA
105 Records of SBs, ADs etc. ( ) SATISFACTORY
( ) FINDING
( ) NA
106 Reliability programme. ( ) SATISFACTORY
( ) FINDING
( ) NA
107 List of capabilities. ( ) SATISFACTORY
( ) FINDING
( ) NA
108 General cleanliness. ( ) SATISFACTORY
( ) FINDING
( ) NA
109 Fire-fighting equipment is serviceable. ( ) SATISFACTORY
( ) FINDING
( ) NA
110 Calibration of gauges / tools / equipment etc. ( ) SATISFACTORY
( ) FINDING
( ) NA
111 General conditions of equipment. ( ) SATISFACTORY
( ) FINDING
( ) NA
112 Approval records - shops, personnel. ( ) SATISFACTORY
( ) FINDING
( ) NA
113 Training records of personnel including ( ) SATISFACTORY
currency of refresher ( ) FINDING
training ( ) NA
114 Shelf life items / compounds. ( ) SATISFACTORY
( ) FINDING
( ) NA
115 Temperature, dust & humidity monitoring ( ) SATISFACTORY
records.(where applicable) ( ) FINDING
( ) NA
116 ( ) SATISFACTORY
NDT manual of manufacturer. ( ) FINDING
( ) NA
117 Magnaflux Test piece is available. ( ) SATISFACTORY
( ) FINDING
( ) NA
PAGE 7 -21
CHAPTER – 7

AUDIT CHECKLIST
Contd…
118 Ammeter calibration for magnaflux equipment ( ) SATISFACTORY

is available. ( ) FINDING
( ) NA
119 Current requirements for various components ( ) SATISFACTORY
are known. ( ) FINDING
( ) NA
120 List of inspection personnel – ( ) SATISFACTORY
1. Record of training. ( ) FINDING
2. Approvals. ( ) NA
121 General cleanliness. ( ) SATISFACTORY
( ) FINDING
( ) NA
122 Safety equipment and serviceability of the ( ) SATISFACTORY
same. ( ) FINDING
( ) NA
123 Calibration of gauges, tools, equipment etc. ( ) SATISFACTORY
( ) FINDING
( ) NA
124 General conditions of equipment. ( ) SATISFACTORY
( ) FINDING
( ) NA
ADDITIONAL
125 The operator shall have a process to maintain ( ) SATISFACTORY
a list of external providers of maintenance ( ) FINDING
services and products. ( ) NA
126 The operator shall have a system for ( ) SATISFACTORY
forecasting and tracking maintenance ( ) FINDING
activities. ( ) NA
127 The operator shall have a system for tracking ( ) SATISFACTORY
the hours, cycles and calendar times for ( ) FINDING
aircraft, engine and life limited components. ( ) NA
128 The operator shall have a process to ensure ( ) SATISFACTORY
MEL/CDL restricted items are tracked and ( ) FINDING
corrected within the required time interval. ( ) NA
a. Any case of short term escalation of
MEL/CDL time period.
129 Assessment of personnel skill, knowledge and ( ) SATISFACTORY
if required medical fitness on the respective ( ) FINDING
area. ( ) NA
130 Use of maintenance procedure Manual by ( ) SATISFACTORY
Maintenance agency. ( ) FINDING
( ) NA
PAGE 7 -22
CHAPTER – 7

AUDIT CHECKLIST
Contd…
TRAINING SECTION – MAINTENANCE TRAINING ORGANISATION

131 TRAINING FACILITY ( ) SATISFACTORY
( ) FINDING
( ) NA
132 A training organization shall be an organization ( ) SATISFACTORY
or part of an organization registered as a legal ( ) FINDING
entity. ( ) NA
133 Approval Certificate of Maintenance Training & ( ) SATISFACTORY
Examination Organization. ( CA Form 11) ( ) FINDING
( ) NA
134 - Facility should be capable to protect ( ) SATISFACTORY
from preveilling weather conditions. ( ) FINDING
- The maximum number of students ( ) NA
undergoing knowledge training during
any training course shall not exceed
28.
- The size of accommodation for
examination purposes shall be such
that no student can read the
paperwork or computer screen of any
other student from his/her position
during examinations.
135 The maximum number of students undergoing ( ) SATISFACTORY
practical training during any training course ( ) FINDING
shall not exceed 15 per supervisor or assessor. ( ) NA
136 Secured storage facilities should be available ( ) SATISFACTORY
for the examination papers and training ( ) FINDING
records. ( ) NA
137 A library shall be provided containing all ( ) SATISFACTORY
technical material appropriate to the scope and ( ) FINDING
level of training under-taken. ( ) NA
138 Identified Accountable manager who has ( ) SATISFACTORY
corporate authority for ensuring that all ( ) FINDING
training commitments can be financed and ( ) NA
carried out to the standard required by this
CAR.
139 The maintenance training organization shall ( ) SATISFACTORY
contract sufficient staff to plan/perform ( ) FINDING
knowledge and practical training, conduct ( ) NA
knowledge examinations and practical
assessments in accordance with the approval.
140 The experience and qualifications of ( ) SATISFACTORY
instructors, knowledge examiners and practical ( ) FINDING
assessors shall be as per addendum 1 to CAR ( ) NA
147
PAGE 7 -23
CHAPTER – 7

AUDIT CHECKLIST
Contd…
141 Instructors and knowledge examiners shall ( ) SATISFACTORY
undergo updating training at least every 24 ( ) FINDING
months relevant to current technology, ( ) NA
practical skills, human factors and the latest
training techniques appropriate to the
knowledge being trained or examined.
142 The organization shall maintain a record of ( ) SATISFACTORY
training manager, instructors, knowledge ( ) FINDING
examiners and practical assessors. These ( ) NA
records shall reflect the experience and
qualification, training history and any
subsequent training undertaken.
143 Each classroom shall have appropriate ( ) SATISFACTORY
presentation equipment of a standard that ( ) FINDING
ensures students can easily read presentation ( ) NA
text/drawings/diagrams and figures from any
position in the classroom.
144 Maintenance training course material shall be ( ) SATISFACTORY
provided to the student and cover all course ( ) FINDING
content. ( ) NA
145 The organization shall keep all student ( ) SATISFACTORY
training, examination and assessment records ( ) FINDING
for an unlimited period. ( ) NA
146 The organization have a procedures acceptable ( ) SATISFACTORY
to the DGCA to ensure proper training ( ) FINDING
standards and compliance with all relevant ( ) NA
requirements in this CAR.
147 An independent audit with feedback to ( ) SATISFACTORY
accountable manager to be established to ( ) FINDING
monitor training standards, the integrity of ( ) NA
knowledge examinations and practical
assessments, compliance with and adequacy of
the procedures.
148 Security of examination system. ( ) SATISFACTORY
( ) FINDING
( ) NA
149 Maintenance Training Organisation Exposition ( ) SATISFACTORY
signed by Accountable Manager ( ) FINDING
( ) NA
150 An approval of training Organisation ( ) SATISFACTORY
( ) FINDING
( ) NA
PAGE 7 -24
CHAPTER – 7
7.2.5 MEDICAL SERVICES DEPARTMENT

AUDIT CHECKLIST
Date-……………......... Station-…………………….
 NAME OF AGENCY .....................................................

 NUMBER OF FLIGHTS HANDLED : AI.......... OTHERS...........

1 Ensuring all operator/crew member/maintenance ( ) SATISFACTORY
personnel are undergone breath analyser ( ) FINDING
examination. ( ) NA
2 Two serviceable breath-analyzer equipments ( ) SATISFACTORY
capable of giving accurate digital value upto three ( ) FINDING
decimal places with a memory to store and recall at ( ) NA
least last 1000 records should be available at
station.
3 At least one serviceable printer for the breath- ( ) SATISFACTORY
analyzer equipment shall be available at all times. ( ) FINDING
( ) NA
4 The breath-analyzer equipment shall be calibrated ( ) SATISFACTORY
after 10,000 blows/six months/at a frequency as ( ) FINDING
recommended by the equipment manufacturer ( ) NA
from an agency having ISO certification to
undertake the calibration activity.
5 Post-flight breath-analyzer examination ( ) SATISFACTORY
( ) FINDING
( ) NA
6 Before each test, the Medical Officer shall run an ( ) SATISFACTORY
‘air blank’ on the instrument on daily basis and ( ) FINDING
keep a record of printout to ensure serviceability of ( ) NA
both the breath-analyzer equipment and the
printer.
7 Operators shall keep the pre-flight and post-flight ( ) SATISFACTORY
breath-analyzer examination record separately in a ( ) FINDING
bound volume with all pages serial numbered. ( ) NA
8 Breath-analyzer examination record shall be ( ) SATISFACTORY
maintained as per the format given in CAR Sec 5 ( ) FINDING
Ser F Part III ( ) NA
9 Records of pre-flight and post-flight breathanalyzer ( ) SATISFACTORY
examination must be preserved for a period of one ( ) FINDING
year. ( ) NA
10 Operator shall ensure that crew ( ) SATISFACTORY
members/maintenance personnel are aware of the ( ) FINDING
provisions of CAR Sec 5 Ser F Part III during their ( ) NA
annual refreshers and records should be
maintained with the acknowledgement from each
crew member. ( Only in main bases)
11 Submission of monthly data in respect of number ( ) SATISFACTORY
of post- flight and pre-flight medical examination. ( ) FINDING
( ) NA
PAGE 7 -25
CHAPTER – 7
7.2.6 OPERATIONS DEPARTMENT - AUDIT CHECKLIST
Date-……………......... Station-…………………….

( ) NA
3 a. List of manual maintained at ( ) SATISFACTORY
station. ( ) FINDING
b. Authorized person for updation of ( ) NA
manual at station.
c. Authorized person for distribution
of manual and details between
4 a. What was the date and purpose of ( ) SATISFACTORY
the previous audit? ( ) FINDING
previous audit?
c. Was the audit follow-up
completed?
5 Adherence of CAR provisions ( ) SATISFACTORY
( ) FINDING
( ) NA
6 Record of operations circulars issued by ( ) SATISFACTORY
Operation Department. ( ) FINDING
( ) NA
7 Formulate policies in respect of Crew ( ) SATISFACTORY
utilization., Minimum training standards., ( ) FINDING
Safety standards and procedures. And ( ) NA
Operational efficiency.
8 All operators are require to develop ( ) SATISFACTORY
procedures for compliance of ACARS and ( ) FINDING
its continuous operation during flight ( ) NA
should be submitted to DGCA
9 FDTL Records maintained properly for ( ) SATISFACTORY
Cockpit/Cabin Crew. ( ) FINDING
( ) NA
PAGE 7 -26
CHAPTER – 7
Contd…
10 List of flights having critical margin of duty
( ) SATISFACTORY
time. ( ) FINDING
( ) NA
11 Whether CAR Sec 7 Ser J Part III/I is ( ) SATISFACTORY
strictly followed for Cockpit/Cabin Crew. ( ) FINDING
( ) NA
12 Consecutive seven days flying hours of ( ) SATISFACTORY
individuals. ( ) FINDING
( ) NA
13 Consecutive 30/365 days flying hours of ( ) SATISFACTORY
individual crew members. ( ) FINDING
( ) NA
14 Monthly average flying on each fleet. ( ) SATISFACTORY
( ) FINDING
( ) NA
15 Total number of FDTL Extensions per ( ) SATISFACTORY
month ( ) FINDING
( ) NA
16 FDTL Extension report to DGCA ( ) SATISFACTORY
( ) FINDING
( ) NA
17 FDTL Extension above permissible limit ( ) SATISFACTORY
with DGCA Approval ( ) FINDING
( ) NA
18 If discretion was used for similar reasons ( ) SATISFACTORY
on more than 20 percent of occasions ( ) FINDING
when a particular route or route pattern is ( ) NA
flown, then the company shall review and
change the schedule or the crew
scheduling arrangements so as to reduce
the frequency at which such events occur.
19 Crew rostering should have transparent, ( ) SATISFACTORY
computerized system, for which there will ( ) FINDING
be an online system with a link for DGCA ( ) NA
to monitor. The company shall evolve a
system so that only designated officers of
the company and DGCA have access to
the system. Further, the system shall have
provision of audit trail so that any change
made in the data may be tracked down to
its source
20 To enable the company to ascertain that ( ) SATISFACTORY
the fatigue management system is ( ) FINDING
functioning, as intended and as approved, ( ) NA
records shall be kept for 18 months of the
duties performed and rest periods
provided so as to facilitate inspection by
the company’s authorized personnel and
surveillance/audit by DGCA officers.
PAGE 7 -27
CHAPTER – 7

Contd…
21 - The company through the ( ) SATISFACTORY

computerised system shall be able to ( ) FINDING
ensure that flight crew member is well ( ) NA
within the flight time, flight duty
period, duty period and rest period
requirements before permitting him to
operate the flight.
- The company shall evolve a
mechanism by which personal records
maintained by individual pilot are
reconciled with the company’s records
from time to time.
- Procedures acceptable to DGCA are
established, to prevent the crewing
together of inexperienced flight crew
members ( Less than 100 hrs in RHS/
HS).
TECH. & DOC. SECTION
22 Operations Manual / FCOM of all fleet. ( ) SATISFACTORY
( ) FINDING
( ) NA
23 Weight & Balance Manuals. ( ) SATISFACTORY
( ) FINDING
( ) NA
24 Airport Analysis Hand Book / RTOW ( ) SATISFACTORY
Tables. ( ) FINDING
( ) NA
25 Normal & Emergency Cockpit Check List. ( ) SATISFACTORY
( ) FINDING
( ) NA
26 MEL, CDL, FRM, Working Manual, AI ( ) SATISFACTORY
Technical Circulars. ( ) FINDING
( ) NA
27 Interim File with index & validity of ( ) SATISFACTORY
circulars, Alternate File. ( ) FINDING
( ) NA
28 Operations Manual (Standing Orders ( ) SATISFACTORY
Manual). ( ) FINDING
( ) NA
29 Route Manuals (Jeppesen), Indian Aircraft ( ) SATISFACTORY
Manual. ( ) FINDING
( ) NA
30 AIPs, CARs, AIC Circulars, Air Safety ( ) SATISFACTORY
Circulars, ICAO Publications, FARs / JARs. ( ) FINDING
( ) NA
31 Flight Safety Manual. ( ) SATISFACTORY
( ) FINDING
( ) NA
PAGE 7 -28
CHAPTER – 7

Contd…
32 Operations Policies & Circulars, Operations ( ) SATISFACTORY

Engg Bulletins. ( ) FINDING
( ) NA
33 Air India Emergency Response Plan. ( ) SATISFACTORY
( ) FINDING
( ) NA
34 Distribution system of amendments & ( ) SATISFACTORY
circulars to flight crew. ( ) FINDING
( ) NA
35 Periodic updation and distribution of ( ) SATISFACTORY
Weight schedules. ( ) FINDING
( ) NA
36 List of latest revisions of all documents ( ) SATISFACTORY
(updated 1st of every month) circulated to ( ) FINDING
all Desp. Stns. ( ) NA
PAGE 7 -29
CHAPTER – 7
7.2.7 TRAINING DEPARTMENT - AUDIT CHECKLIST
Date-……………......... Station-…………………….

1 Supervision and control of the section ( ) SATISFACTORY
with hierarchy of reporting ( ) FINDING
( ) NA
previous audit?
5 Training Manuals- ( ) SATISFACTORY
a. Details of the flight crew training ( ) FINDING
programme. ( ) NA
b. Details of the cabin crew duties
training programme.
c. Details of the flight operations
officer/flight dispatcher training
programme when employed in
conjunction with a method of
flight supervision.
6 Cabin Crew Training setup approval along ( ) SATISFACTORY
with equipment and training instructors ( ) FINDING
( ) NA
7 Flight Crew Training Manual ( ) SATISFACTORY
( ) FINDING
( ) NA
8 DGCA approved DE ( ) SATISFACTORY
( ) FINDING
( ) NA
PAGE 7 -30
CHAPTER – 7
Contd….
9 Cabin Crew Safety Training Manager: ( ) SATISFACTORY
A person responsible for cabin crew ( ) FINDING
training and safety functions nominated ( ) NA
by the airline and accepted by DGCA. The
airline shall also nominate an alternate
10 DGCA Approved Cabin Crew Training ( ) SATISFACTORY
Manual ( ) FINDING
( ) NA
11 DGCA Accepted Cabin Crew SEP Manual ( ) SATISFACTORY
including Quick Reference Handbook and ( ) FINDING
human factor policy approved by DGCA. ( ) NA
12 Maintenance programme to keep the ( ) SATISFACTORY
cabin crew training facility operational. A ( ) FINDING
log to this effect shall be maintained. If ( ) NA
the training devices are unserviceable for
a period of more than six months re-
approval by DGCA shall be required.
13 SOPs. ( ) SATISFACTORY
( ) FINDING
( ) NA
14 General condition and legibility. ( ) SATISFACTORY
( ) FINDING
( ) NA
15 Approval of DGCA as applicable. ( ) SATISFACTORY
( ) FINDING
( ) NA
16 Whether updated to latest amendment. ( ) SATISFACTORY
( ) FINDING
( ) NA
17 Record of amendments maintained. ( ) SATISFACTORY
( ) FINDING
( ) NA
18 A system exists for ensuring the update of ( ) SATISFACTORY
individual crew member’s copy. ( ) FINDING
( ) NA
PAGE 7 -31
CHAPTER – 7
Contd….
19 CHECK RECORDS OF COCKPIT CREW ( ) SATISFACTORY

a. Ground Technical Training ( ) FINDING
b. Fixed Base Simulator Training ( ) NA
(CPT/CSS / FBS
c. FFS Training
d. Aircraft Training
e. Safety and emergency procedures
checking
f. Security training
g. Dangerous goods regulations training
h. Retain records for a period of 3 years
from the date of training, checking
and qualification which are
undertaken by the flight crew
member.
i. PPC /IR
20 CHECK RECORDS OF CABIN CREW ( ) SATISFACTORY
a. Initial Training ( ) FINDING
b. Type/ Conversion Training or ( ) NA
Subsequent Conversion Training
c. Recurrent Training --- Mandatory
training for all cabin crew within a
period of 12 consecutive months; and
For cabin crew who has been absent
from active flying duties for more
than 6 months up to 12 months.
d. Extended Recurrent Training - ---
Training for cabin crew who has been
absent from active flying duties for
more than 12 months up to 18
months
e. Refresher Training -- Training for
cabin crew who is absent from active
flight duties from 3 months up to 6
months but are within the validity of
the previous training.
f. Transition Training --- Training for
cabin crew who are qualified on the
aircraft type, but from a different
operator and within the validity of
previous trainings.
g. Practical Training
h. Training record should be maintained
for 3 years.
21 Annual In-flight Proficiency check record ( ) SATISFACTORY
of Cabin crew ( ) FINDING
( ) NA
PAGE 7 -32
CHAPTER – 7
Contd….
22 Annual medical record: ( ) SATISFACTORY
The Initial Medical Examination shall be ( ) FINDING
conducted upon induction. Subsequently, ( ) NA
cabin crew shall undergo renewal medical
examination once every four years till the
age of 40 yrs, once every two years till the
age of 50 yrs and yearly thereafter.
23 An operator shall maintain training records ( ) SATISFACTORY
of all the trainings and assessments ( ) FINDING
undertaken by the cabin crew and ( ) NA
instructors during the period of their service
with the operator till 2 years after they
have relinquished/retired from the service.
TRAINING – GROUND INSTRUCTORS
24 Eligibility of Ground Instructors ( ) SATISFACTORY
- Basic qualification ( ) FINDING
( ) NA
25 Training program of Instructors. ( ) SATISFACTORY
a. Class room training program ( ) FINDING
b. Written exam schedule ( ) NA
c. Oral exam
26 Record of Approval & assessment of ( ) SATISFACTORY
Ground Instructors. ( ) FINDING
( ) NA
27 Validity of approval of Ground Instructors. ( ) SATISFACTORY
( ) FINDING
( ) NA
28 Record of annual refreshers ( ) SATISFACTORY
( ) FINDING
( ) NA
29 Training program of Ground instructors who ( ) SATISFACTORY
have brake from their duties for more than ( ) FINDING
3 years and its training record. ( ) NA
30 Maintenance of training and other relevant ( ) SATISFACTORY
record of Ground instructors for 3 years. ( ) FINDING
( ) NA
31 DGCA may also permit for a specific period ( ) SATISFACTORY
Ground Instructor of equivalent status ( ) FINDING
approved by any Contracting State to ( ) NA
exercise functions as Ground Instructor.
Such permission will be given to the Post-
Holder Training to issue the approval for a
period of not more than 6 months.
32 DGCA approved Ground Instructors as on ( ) SATISFACTORY
date of issue of CAR Sec 7 Ser I Part VII ( ) FINDING
can be approved as Ground Instructors by ( ) NA
the Post Holder Training without any
further training. The DGCA approval will
lapse for all such DGCA approved Ground
Instructors three months from 26.09.2016.
PAGE 7 -33
CHAPTER – 7
Contd….
TRAINING FACILITY
SIMULATOR
33 A Flight simulator qualification (Certificate ( ) SATISFACTORY
of Approval) is valid for 2 years unless ( ) FINDING
otherwise specified by the DGCA ( ) NA
34 Quality Manager will have put up sufficient ( ) SATISFACTORY
experience in carrying out qualification tests ( ) FINDING
and flight simulator maintenance and will ( ) NA
be approved by DGCA.
35 - prepare a Quality Manual ( ) SATISFACTORY
( ) FINDING
- Simulator Maintenance Programme
( ) NA
- Daily Shift Register (Maint.)
36 Operator shall prepare a circular on the ( ) SATISFACTORY
following aspects, which shall be circulated ( ) FINDING
to simulator occupants and maintenance ( ) NA
personnel on simulator safety to, ensure
that they are aware of
b. Safety equipment
c. Arrangement in the simulator in case of
emergency.
d. Adequate fire/smoke detection, warning
and suppression, arrangement to ensure
the safe passage of personnel from the
simulator.
e. Adequate protections against electrical,
mechanical, hydraulic and pneumatic
hazard including those arising from the
control loading & motion systems.
f. Other items as given below:
i. Two-way communication system,
which remains operational in the
event of total power failure.
ii. Emergency lighting.
iii. Escape exits & facilities.
iv. Occupant restraints (seats, seat belts
etc.)
v. External warning of motion and access
ramp or stairs activity.
vi. Danger area markings.
vii. Guard rails and gates.
viii. Motion & control loading,
emergency stop controls accessible
from either pilot and instructor seats;
ix. A manually or automatically operated
electrical power isolation switch
x. Motion system and access ramp should
be able to be operated from outside
by maintenance personnel in
emergency.
PAGE 7 -34
CHAPTER – 7
Contd….
37 Records of defects and rectifications. ( ) SATISFACTORY
( ) FINDING
( ) NA
38 Uses of DGCA approved allowable ( ) SATISFACTORY
deficiency list (ADL) & rectification records. ( ) FINDING
( ) NA
39 General condition of Simulators ( ) SATISFACTORY
environment and Flight deck. ( ) FINDING
( ) NA
40 Currency of NAV-DATA.(where applicable) ( ) SATISFACTORY
( ) FINDING
( ) NA
41 Serviceability of Emergency Devices and ( ) SATISFACTORY
knowledge of Fire Escape. ( ) FINDING
( ) NA
42 Procedures by all concerned. ( ) SATISFACTORY
( ) FINDING
( ) NA
SIMULATOR TRAINING CHECK:
43 Adherence to standard procedures. ( ) SATISFACTORY
( ) FINDING
( ) NA
44 Use of current document. (charts, checklist, ( ) SATISFACTORY
etc.) ( ) FINDING
( ) NA
45 Use of standard phraseology. ( ) SATISFACTORY
( ) FINDING
( ) NA
46 Quality of Cockpit Resources Management ( ) SATISFACTORY
(CRM). ( ) FINDING
( ) NA
47 Briefing and debriefing. ( ) SATISFACTORY
( ) FINDING
( ) NA
FLIGHT SAFETY MOCK-UP CHECK:
48 Serviceability of slide-cum-raft. ( ) SATISFACTORY
( ) FINDING
( ) NA
49 Mock-up is well maintained. ( ) SATISFACTORY
( ) FINDING
( ) NA
50 Crew carry out practice drills in uniform. ( ) SATISFACTORY
( ) FINDING
( ) NA
51 Crew use the current / fully amended ( ) SATISFACTORY
Safety Procedures Hand Book and QRH ( ) FINDING
( ) NA
52 Relevant checklist. ( ) SATISFACTORY
( ) FINDING
( ) NA
PAGE 7 -35
CHAPTER – 7
Contd….
53 Flight safety equipment. ( ) SATISFACTORY
( ) FINDING
( ) NA
54 Crew actually operate various equipment to get ( ) SATISFACTORY
hands-on experience including Manual ( ) FINDING
deployment of oxygen mask , fire extinguishers, ( ) NA
first aid box etc.
55 Equipment conforms to actual aircraft ( ) SATISFACTORY
standards. ( ) FINDING
( ) NA
56 Planning by Training Department to comply ( ) SATISFACTORY
with the requirement of CAR Section 7 Series I ( ) FINDING
Part X to increase the number of SFI and ( ) NA
simulator utalisation inside India by 31st
December 2018.
TRAINING– GROUND INSTRUCTORS ( Applicable only to Staff College)
57 Eligibility of Ground Instructors ( ) SATISFACTORY
- Basic qualification ( ) FINDING
( ) NA
58 Training program of Instructors. ( ) SATISFACTORY
- Class room training program ( ) FINDING
- Written exam schedule ( ) NA
- Oral exam
59 Record of Approval & assessment of Ground ( ) SATISFACTORY
Instructors. ( ) FINDING
( ) NA
60 Validity of approval of Ground Instructors. ( ) SATISFACTORY
( ) FINDING
( ) NA
61 Record of annual refreshers ( ) SATISFACTORY
( ) FINDING
( ) NA
62 Training program of Ground instructors who have ( ) SATISFACTORY
brake from their duties for more than 3 years and ( ) FINDING
its training record. ( ) NA
63 Maintenance of training and other relevant record ( ) SATISFACTORY
of Ground instructors for 3 years. ( ) FINDING
( ) NA
64 DGCA may also permit for a specific period ( ) SATISFACTORY
Ground Instructor of equivalent status approved ( ) FINDING
by any Contracting State to exercise functions as ( ) NA
Ground Instructor. Such permission will be given
to the Post-Holder Training to issue the approval
for a period of not more than 6 months.
65 DGCA approved Ground Instructors as on date of ( ) SATISFACTORY
issue of CAR Sec 7 Ser I Part VII can be approved ( ) FINDING
as Ground Instructors by the Post Holder Training ( ) NA
without any further training. The DGCA approval
will lapse for all such DGCA approved Ground
Instructors three months from 26.09.2016.
PAGE 7 -36
CHAPTER – 7
7.2.8 OPERATIONS DEPARTMENT

FLIGHT DESPATCH- AUDIT CHECKLIST
Date-……………......... Station-…………………….

( ) NA
2 Record of issue and distribution of staff notices ( ) SATISFACTORY
for policies and practices existing in the station. ( ) FINDING
( ) NA
b. What were the number of Audit Findings ( ) NA
and conclusions from the previous
audit?
5 Dispatchers Training / Ops. Manual for approval, ( ) SATISFACTORY
updating and legibility. ( ) FINDING
( ) NA
6 Approval of all dispatchers. ( ) SATISFACTORY
( ) FINDING
( ) NA
7 Record of refresher training for dispatchers ( ) SATISFACTORY
( ) FINDING
( ) NA
8 Record of serviceability and adequacy of ( ) SATISFACTORY
communication network namely VHF / ( ) FINDING
Telephone / Fax Machine. ( ) NA
9 Validity of R/T set licence. ( ) SATISFACTORY
( ) FINDING
( ) NA
10 Validity of R/T licence held by dispatchers. ( ) SATISFACTORY
( ) FINDING
( ) NA
11 Aircraft briefcase (carry out random check of full ( ) SATISFACTORY
contents of any aircraft briefcase ready for ( ) FINDING
dispatch) and last updates of Company guidance ( ) NA
manuals.
12 Record of route familiarisation flights for ( ) SATISFACTORY
dispatchers. ( ) FINDING
( ) NA
PAGE 7 -37
CHAPTER – 7

Contd…
13 There is sufficient over-lap during shift change ( ) SATISFACTORY
to ensure proper continuity & briefing/ ( ) FINDING
debriefing by Duty Manager. ( ) NA
14 Duty time limitation of Flight Dispatchers: ( ) SATISFACTORY
Flight Dispatcher will be rostered for 8 hours ( ) FINDING
during day shift/9.5 hours during night shift in a ( ) NA
24 hours’ period. However to cater for
exigencies , a flight Dispatcher may be asked to
extend his/her duty time upto 16 hours subject
to the limits given below:
a. Maximum extension of duty time per
month = 80 hrs(at Mumbai/Delhi)
b. Maximum extension of duty time per
month other than at Mumbai/ Delhi =
100 hrs
c. Maximum duty time per month = 280
hrs and
d. In all cases the minimum time between
completion of duty and commencement
of next duty should be 14 hours
e. During positioning on temporary posting
etc. minimum rest period is as follows:
When time zone change is 3 hours or
less / flight time 7 hours or less – 12 hrs
rest. When time zone change is 3 to 7
hours – 18 hrs rest When time zone
change is greater than 7 hours – 24 hrs
rest
15 Availability of severe weather procedures, e.g. ( ) SATISFACTORY

Storm warning / severe monsoon. ( ) FINDING
( ) NA
16 Latest emergency procedures for Bomb Threat / ( ) SATISFACTORY
Hi-jack are available. ( ) FINDING
( ) NA
17 Latest local airport Emergency Response plan, ( ) SATISFACTORY
AI Emergency Response plan and off route ( ) FINDING
diversion guide is available. ( ) NA
18 Flight planning procedures for conformity with ( ) SATISFACTORY
all mandatory provisions. ( ) FINDING
( ) NA
PAGE 7 -38
CHAPTER – 7

Contd…
19 Crew briefing and check for standardisation : ( ) SATISFACTORY
1. Validity of NOTAMS. ( ) FINDING
2. Quality of charts and graphs used for crew ( ) NA
briefing.
3. Important and recent information like
runway closure, night curfew, etc., are
prominently displayed on appropriate board.
4. Duty Officers log book for readability and
relevance.
5. Duty Officer is fully prepared with
information and advisory for a diversion
6. During inclement weather.
7. Efficiency of flight watch system.
20 Flight Dispatchers not performing duties ( ) SATISFACTORY
continuously for 6 months or more shall undergo ( ) FINDING
recency check with the Flight Dispatcher ( ) NA
Instructor on the type before being rostered for
flight dispatch duties.
DOCUMENTATION SECTION- AUDIT
CHECKLIST
21 Checklist of personnel and their telephone ( ) SATISFACTORY
numbers in case of accident / incident to AI ( ) FINDING
Aircraft. ( ) NA
22 Air India Emergency Response plan. ( ) SATISFACTORY
( ) FINDING
( ) NA
23 Rescheduling Diary. ( ) SATISFACTORY
( ) FINDING
( ) NA
24 Arrival / Departure Flight Details. ( ) SATISFACTORY
( ) FINDING
( ) NA
25 Tracking of Flight. ( ) SATISFACTORY
( ) FINDING
( ) NA
PAGE 7 -39
CHAPTER – 7
7.2.9 SECURITY DEPARTMENT

AUDIT CHECKLIST
Date-……………......... Station-…………………….

( ) NA
notices for policies and practices existing in ( ) FINDING
the station. ( ) NA
3 a. List of manual maintained at ( ) SATISFACTORY
station. ( ) FINDING
b. Authorized person for updation of ( ) NA
manual at station.
c. Authorized person for distribution
of manual and details between
previous audit?
c. Was the audit follow-up
completed?
5 Adequate man power ( ) SATISFACTORY
( ) FINDING
( ) NA
6 Are security personnel carrying out ( ) SATISFACTORY
screening of the aircraft, at all transit ( ) FINDING
stations, as per the laid down procedures ? ( ) NA
7 Availability of the list of persons authorised ( ) SATISFACTORY
to carry out weapons on board. ( ) FINDING
( ) NA
8 Cabin / cockpit / hold areas for any ( ) SATISFACTORY
unauthorised item / person (ANTI- ( ) FINDING
SABOTAGE CHECK). ( ) NA
9 Entry into the aircraft restricted only to ( ) SATISFACTORY
bonafide employees and service SOD. ( ) FINDING
( ) NA
10 Frisking of personnel with the help of ( ) SATISFACTORY
HHMD, checking of items before entering ( ) FINDING
the aircraft. ( ) NA
11 Aircraft staff entry register is maintained ( ) SATISFACTORY
properly. Check for OUT time & signature ( ) FINDING
while exiting. ( ) NA
12 General surveillance in and around the ( ) SATISFACTORY
aircraft till departure. ( ) FINDING
( ) NA
PAGE 7 -40
CHAPTER – 7
7.2.9 SECURITY DEPARTMENT

AUDIT CHECKLIST
Contd…
13 Security personnel are fully conversant ( ) SATISFACTORY

with Bomb Threat drill procedures as per ( ) FINDING
the instructions of BCAS ; ( ) NA
14 Availability of instructions / circulars from ( ) SATISFACTORY
BCAS. ( ) FINDING
( ) NA
15 The aerodrome operator shall make ( ) SATISFACTORY
Emergency Response plans to deal with ( ) FINDING
acts of unlawful interference with the ( ) NA
approval the Commissioner.
16 Every aircraft operator shall, with the ( ) SATISFACTORY
approval of Commissioner, make and ( ) FINDING
comply with aircraft operator security ( ) NA
programme in accordance with the
national civil aviation security programme
and any amendment to such programme
shall be made after the approval of the
Commissioner.
17 The Emergency Response plan shall be ( ) SATISFACTORY
tested at such regular intervals as may be ( ) FINDING
specified by the Commissioner. ( ) NA
18 Every aircraft operator shall report the ( ) SATISFACTORY
security accident or security incident to the ( ) FINDING
Commissioner immediately on the ( ) NA
occurrence of the security accident or
security incident.
19 Investigation of security accident or ( ) SATISFACTORY
incident. ( ) FINDING
( ) NA
PAGE 7 -41
CHAPTER – 7
7.2.10 FLIGHT CATERING / KITCHEN UNIT

AUDIT CHECKLIST
Date-……………......... Station-…………………….
1 No unauthorised entry ( ) SATISFACTORY
( ) FINDING
( ) NA
2 Surveillance by security in sterile areas ( ) SATISFACTORY
( ) FINDING
( ) NA
3 Staff requiring entry into sterile area is frisked ( ) SATISFACTORY
( ) FINDING
( ) NA
4 All catering Hi-lifts checked by security for any ( ) SATISFACTORY
unauthorised / objectionable objects. ( ) FINDING
( ) NA
5 Loading of sealed carts / cabinets in the lifts in ( ) SATISFACTORY
presence of Security ( ) FINDING
( ) NA
6 Hi-lift to be escorted to the aircraft by security. ( ) SATISFACTORY
No unauthorised person travels in Hi-lift where ( ) FINDING
security cleared items are loaded. ( ) NA
7 Medical examination of staff, periodically and after ( ) SATISFACTORY
long leave, as per local statutes. ( ) FINDING
( ) NA
8 All visitors (private and official) must sign the ( ) SATISFACTORY
register with in/out timings and obtain passes ( ) FINDING
without any exception. ( ) NA
9 Water and cooking oil samples & the testing source. ( ) SATISFACTORY
( ) FINDING
( ) NA
10 Temperatures of chiller(s) and preset rooms are low. ( ) SATISFACTORY
( ) FINDING
( ) NA
11 Food handlers wear head gear and gloves. ( ) SATISFACTORY
( ) FINDING
( ) NA
12 Disposal and cart wash areas are kept clean. ( ) SATISFACTORY
( ) FINDING
( ) NA
13 Dry and other stores are kept in hygienic conditions. ( ) SATISFACTORY
( ) FINDING
( ) NA
14 General hygiene of the flight kitchen. ( ) SATISFACTORY
( ) FINDING
( ) NA
15 No person shall supply any catering item form ( ) SATISFACTORY
loading in the aircraft without obtaining the approval ( ) FINDING
of its security programme from the Commissioner. ( ) NA
16 No aircraft operator shall load on the aircraft any ( ) SATISFACTORY
item for use on the aircraft without security ( ) FINDING
screening. ( ) NA
PAGE 7 -42
CHAPTER – 7
7.2.11 FLIGHT HANDLING OBSERVATION ON GROUND/ON BOARD INSPECTION

AUDIT CHECKLIST
Date-…………….. Station-…………………….Flt No.- AI -…………
VT-……………………. Sector- ………………-………………..
Following are guide lines to check various activities / procedures of all field
departments for handling flights safely.
Date-……………..
Flt No.- AI/IX -………… VT-…………………….
Sector- ………………-………………..
I RAMP OBSERVATION
1 Vehicles close to aircraft are driven slowly and ( ) SATISFACTORY
under supervision ( ) FINDING
( ) NA
2 Equipment is parked within the yellow lines ( ) SATISFACTORY
marked for the purpose; ( ) FINDING
( ) NA
3 At night, the Ramp area is well lit; ( ) SATISFACTORY
( ) FINDING
( ) NA
4 On the tarmac all vehicles follow the safety ( ) SATISFACTORY
lanes, driving with speed limits laid down by ( ) FINDING
local Airport Authority; ( ) NA
5 Hi-lift while moving in the vicinity of aircraft is ( ) SATISFACTORY
in lowered position and is properly guided while ( ) FINDING
docking; ( ) NA
6 All ground equipment is positioned correctly ( ) SATISFACTORY
before starting service; ( ) FINDING
( ) NA
7 Anti collision lights on all moving vehicles are ( ) SATISFACTORY
switched ON; ( ) FINDING
( ) NA
8 Vehicles are not driven directly towards a taxing ( ) SATISFACTORY
aircraft; ( ) FINDING
( ) NA
9 Vehicles do not start moving towards an arriving ( ) SATISFACTORY
aircraft before it comes to a complete halt and a ( ) FINDING
signal is given by the Ramp Supervisor; ( ) NA
10 No equipment / vehicle is moved across the ( ) SATISFACTORY
path of boarding or deplaning passengers on a ( ) FINDING
hard stand; ( ) NA
11 Chocks are used to prevent vehicles from ( ) SATISFACTORY
rolling; ( ) FINDING
( ) NA
12 Marshallers use fluorescent jackets & proper ( ) SATISFACTORY
pads/ torches for marshalling; ( ) FINDING
( ) NA
PAGE 7 -43
CHAPTER – 7

AUDIT CHECKLIST
Contd..
13 Guide men are used whenever vehicles back ( ) SATISFACTORY

towards/away from an aircraft; ( ) FINDING
( ) NA
14 All vehicles operated near the aircraft, are ( ) SATISFACTORY
driven by properly trained and authorised ( ) FINDING
personnel; ( ) NA
15 Ramp surface is clear of contamination from oil ( ) SATISFACTORY
slick and loose objects; ( ) FINDING
( ) NA
16 Drivers and other personnel have been trained ( ) SATISFACTORY
on the safety precautions to be taken in the ( ) FINDING
apron while handling the ground ( ) NA
equipment. Also, whether they have
undergone regular refreshers;
17 Ground operations are adequately controlled ( ) SATISFACTORY
and monitored by senior officials. ( ) FINDING
( ) NA
18 Push back Tractor is always driven in the ( ) SATISFACTORY
forward direction. The operator must always ( ) FINDING
drive from the forward side. ( ) NA
19 Brake check before final alignment ( ) SATISFACTORY
( ) FINDING
( ) NA
20 FOD check by Operator ( ) SATISFACTORY
( ) FINDING
( ) NA
PAGE 7 -44
CHAPTER – 7

AUDIT CHECKLIST Contd..
II AIRCRAFT INSPECTION
21 Documents: ( ) SATISFACTORY
a. Certificate of Registration ( ) FINDING
b. Certificate of Airworthiness ( ) NA
c. Airworthiness Review Certificate (ARC)
d. Attested copy of Noise Certificate
e. Air Operator’s Permit
f. Aeromobile Radio operation License for
Radio Communication apparatus
g. Operations Manual
h. Flight Manual
i. Cabin Crew Manual
j. Aeroplane search procedure checklist
k. LOPA (Layout of Passenger
Arrangement)
l. Emergency and Safety Equipment
Layout
m. Route guides
n. Weight schedule
o. Minimum Equipment List
p. Cockpit and Emergency Check List
unless these form part of Flight Manual,
carried on board;
Note: Checklists for takeoff, cruise and landing
phases, air operator permit, weight schedule,
LOPA and noise certificate shall be displayed in
the cockpit unless the lists form a part of the
Flight Manual, carried on board.
22 Flight Folder: ( ) SATISFACTORY
a. Current and suitable navigation ( ) FINDING
charts/maps for the planned flight route ( ) NA
and all other routes along which it is
reasonable to expect that the flight may be
diverted.
b. Load and Trim Sheet
c. If carrying passengers, a list of their names
and places of embarkation and destination
d. Flight Plan
23 Safety Equipment ( ) SATISFACTORY
a. Approved Passenger safety information ( ) FINDING
briefing card/ Safety instructions. ( ) NA
b. First aid kit / emergency medical kit
c. Seat belts
d. Emergency exit, lighting and marking,
torches
e. Hand fire extinguishers. Slides/Life jackets /
flotation device
f. Harness
g. Oxygen equipment
h. Flash light
PAGE 7 -45
CHAPTER – 7
7.2.12 INFLIGHT SERVICE DEPARTMENT
AUDIT CHECKLIST
CHECK
1 Supervision and control. ( ) SATISFACTORY
( ) FINDING
( ) NA
2 Responsibility / Functions of various individuals ( ) SATISFACTORY
(Org. chart). ( ) FINDING
( ) NA
3 Staff notices for conveying management policies ( ) SATISFACTORY
& practices. ( ) FINDING
( ) NA
4 Records of Findings and A.T.R. ( ) SATISFACTORY
( ) FINDING
( ) NA
5 List of manuals required to be maintained is ( ) SATISFACTORY
available with their update status. (The ( ) FINDING
documents should be available at ( ) NA
appropriate locations )
6 That Cabin Crew Training manual as per CAR / ( ) SATISFACTORY
approval by DGCA, ( ) FINDING
( ) NA
7 That record of refresher training for Cabin Crew ( ) SATISFACTORY
and whether failed candidates are given ( ) FINDING
refresher, ( ) NA
8 That Inflight Supervisor have undergone ( ) SATISFACTORY
additional training pertaining to their ( ) FINDING
responsibilities, ( ) NA
9 That FDTL is followed for Cabin Crew and ( ) SATISFACTORY
records are maintained. ( ) FINDING
( ) NA
PAGE 7 -46
CHAPTER – 7
7.2.13 SAFETY MANAGEMENT SYSTEM CHECKLIST

Date-…………….. Station-…………………….

( ) NA
previous audit?
5 The safety management system shall be ( ) SATISFACTORY
accepted by DGCA. ( ) FINDING
( ) NA
6 The safety policy shall be signed by the ( ) SATISFACTORY
Accountable Executive of the organization. ( ) FINDING
( ) NA
7 Identified Accountable Executive, Safety ( ) SATISFACTORY
Manager and SMS Nodal Officer of the ( ) FINDING
organization. ( ) NA
8 Emergency response plan and ensure that ( ) SATISFACTORY
the emergency response plan is properly ( ) FINDING
coordinated with the emergency response ( ) NA
plans of those organizations it must
interface with during the provision of its
services.
PAGE 7 -47
CHAPTER – 7
7.2.13 SAFETY MANAGEMENT SYSTEM CHECKLIST
Contd….
9 Hazard identification procedure ( ) SATISFACTORY
- reporting of hazards, events or ( ) FINDING
safety concerns; ( ) NA
- collection and storage of safety
data;
- analysis of the safety data
- distribution of the safety
information distilled from the
safety data.
10 Risk assessment ( ) SATISFACTORY
- a formal process that ensures ( ) FINDING
analysis, assessment and control ( ) NA
of the safety risks of the
consequences of hazards during
the provision of its services.
11 Risk Mitigation procedure ( ) SATISFACTORY

( ) FINDING
( ) NA
12 Review of risk ( ) SATISFACTORY
( ) FINDING
( ) NA
13 Safety assurance processes shall apply to ( ) SATISFACTORY
an SMS whether the activities and/or ( ) FINDING
operations are accomplished internally or ( ) NA
are outsourced.
- Monitoring of Safety performance
indicators.
- hazard reporting systems;
- safety audits;
- safety surveys;
- safety reviews;
- safety studies;
- Internal safety investigations.
14 Continuous improvement of the service ( ) SATISFACTORY
provider’s SMS shall include: ( ) FINDING
a) proactive and reactive evaluations of ( ) NA
facilities, equipment, documentation and
procedures, to verify the effectiveness of
strategies for control of safety risks; and
b) proactive evaluation of the individual’s
performance, to verify the fulfillment of
safety responsibilities.
15 A service provider shall, as part of the ( ) SATISFACTORY
SMS safety assurance activities, develop ( ) FINDING
and maintain a formal process for the ( ) NA
management of change.
16 Safety Promotion, Training and ( ) SATISFACTORY
Communication ( ) FINDING
( ) NA
PAGE 7 -48
CHAPTER – 7
7.2.14 AUDIT REPORT
AIR INDIA LIMITED, FLIGHT SAFETY DEPARTMENT
AUDIT REPORT
Station : Audit Date :
Department/Agency :
Areas of Services :
1. CHECKLIST REF.NO
DESCRIPTION OF FINDING
CATEGORY
RECOMMENDATION
ACTION TAKEN (ATR)
2. CHECKLIST REF.NO
DESCRIPTION OF FINDING
CATEGORY
RECOMMENDATION
ACTION TAKEN (ATR)
SPECIAL COMMENTS IF ANY:
( Signature of the Auditor-1) ( Signature of the Auditor-2) ( Signature of the Auditor-3)

Name of the Auditor-1 Name of the Auditor-2 Name of the Auditor-3
Designation Designation Designation
PAGE 7 -49
CHAPTER – 7
7.2.15 PROCEDURE FOR ACTION TAKEN ON RECOMMENDATION OF THE INTERNAL

AUDIT REPORT
a. The Station Manager / Airport Manager, on completion of the corrective action, shall
submit an Action Taken Report (ATR) to the Flight Safety Department.
b. If an ATR is not received within 7 days for CAT-I and 30 days for CAT-II findings
from the date of submission of Audit Report to Station/Department, a reminder shall be
sent to the Station Manager / Airport Manager concerned by the ATR team, for
immediate compliance.
c. If the ATR is not received from the Station/Department within the stipulated period, the
ATR Follow-up Team shall send a non compliance mail to the Departmental Head of the
concerned department
d. After non compliance mail sent by ATR-Follow-up Team of FSD, if the Head of the
department failed to implement corrective actions as recommended and submit ATR
within 7 days (for CAT-I) and 30 days (for CAT-II), the same shall be informed to the
Chief of Flight Safety/Dy.Chief of Flight Safety. The Chief of Flight Safety shall inform the
Chairman and Managing Director about the same.
e. The ATRs submitted by each station is verified during the next audit of the respective
stations.
f. The audit findings and ATR details data (electronic) is used by Flight Safety Analysis
Group for FSD Analysis program.
7.2.16 REVIEW OF ACTION TAKEN FOR THE ADEQUACY AND SUBMISSION OF THE
INTERNAL AUDIT REPORT ALONG WITH ACTION TAKEN REPORT TO
DGCA,DAS Hqrs.
Findings/Observations are scrutinized and Closure confirmation should be intimated to

the Department concerned/Station by the Flight Safety Department (Lead Auditor).
Once findings/Observations are CLOSED and ATRs furnished to Flight Safety Department,
FSD will in turn inform DGCA (DAS HQ) the same. Action Taken Report format is given in
7.B.3.
PAGE 7 -50
CHAPTER – 7
7.3 DGCA AUDIT
7.3.1 ROLE OF FLIGHT SAFETY DEPARTMENT IN DGCA AUDITS
Whenever DGCA conducts an audit OR Surveillance checks, the Flight Safety Department will
act as a nodal agency and coordinate with all departments and shall provide full cooperation
during the audit. Advance intimation / audit program shall be given to the departments
planned to be audited.
Each department will nominate their representative during the audit. Departmental
representatives shall feel free to discuss opinions and new ideas with the Audit team in order to
find solutions to their safety related problems.
7.3.2 PROCEDURE FOR TAKING ACTION AND REPORT SUBMISSION TO DGCA
At the end of the DGCA Audit, a debriefing session with the Department Head or his nominated
Senior Executive(s) will be held at the end of the audit.
The departments concerned shall action on the non-compliance of the DGCA

findings/observations as per the class of findings and submit Action Taken Report to Flight safety
Department.
The Flight Safety Department shall send the consolidated ATR to DGCA in the format given in
7.2.3 of this chapter.
7.3.3. FORMAT FOR THE ACTION TAKEN REPORT:
The concerned departments will submit the “Action Taken Report” on the non-compliance of the
DGCA Audit findings/observations as given below and submission to DGCA by Flight safety
Department.
Response from Air India:
Root Cause of Deficiency
Corrective Action details & Number of Attachment Pages
Manager of the Responsible Manager Signature of the Date

Responsible
Manager
Name and Designation of the Head of Signature of the Date

Department Head of
Department
Comments of Auditor with reference to action taken
PAGE 7 -51
CHAPTER – 7
PAGE 7 -52
AIR INDIA LIMITED
Chapter- - 8
CHAPTER - 8
CONTROLLED FLIGHT INTO Issue-4 Rev.0 01 JUN 2017
TERRAIN
8.1 MONITORING OF CFIT PREVENTION PROGRAM
8.1.1 EVALUATE THE RISK AND TAKE ACTION
Flight Safety Foundation (FSF) designed this controlled-flight-into-terrain (CFIT) risk-

assessment safety tool as part of its international program to reduce CFIT accidents, which
present the greatest risks to aircraft, crews and passengers. The FSF CFIT Checklist is likely to
undergo further developments, but the Foundation believes that the checklist is sufficiently
developed to warrant distribution to the worldwide aviation community.
CFIT prevention Programme is part of Crew training which helps to evaluate specific flight
operations and to enhance pilot awareness of the CFIT risk.
Use the checklist to evaluate specific flight operations and to enhance pilot awareness of
the CFIT risk. The checklist is divided into three parts. In each part, numerical values are
assigned to a variety of factors that the pilot operator will use to score his/her own situation
and to calculate a numerical total.
In Part I: CFIT Risk Assessment, the level of CFIT risk is calculated for each flight, sector or
leg.
In Part II: CFIT Risk-reduction Factors, Company Culture, Flight Standards, Hazard Awareness
and Training, and Aircraft Equipment are factors, which are calculated in separate sections.
In Part III. Your CFIT Risk, the totals of the four sections in Part II are combined into a
single value (a positive number) and compared with the total (a negative number) in Part I.
CFIT Risk Assessment to determine your CFIT Risk Score. To score the checklist, use a non
permanent marker (do not use a ballpoint pen or pencil) and erase with a soft cloth.
8.2 CFIT RISK ASSESSMENT
During LCIR (Bi-annual) in simulator sessions Pilot’s undergo CFIT exercise. Assessment is
done and is released for flight duties based on the assessment.
Under incident / accident prevention Program, Monitoring of CFIT is carried out by Flight
Safety Department during On board Surveillance Check, risk assessment procedure is
carried out and the feedback is given to Training Division in case of variation in procedure.
The risk assessment also carried out during starting of new operation/ changes in
operational environment.
Section 1- Destination CFIT Risk Factors Value Score
Airport and Approach Control Capabilities:
ATC approach radar with MSAWS 0

ATC minimum radar vectoring charts 0
ATC radar only -10
ATC radar coverage limited by terrain masking -15
No radar coverage available (out of service/not installed) -30
No ATC service -30
PAGE 8 -1
CHAPTER - 8
TERRAIN
Expected Approach
Airport located in or near mountainous terrain -20

ILS 0
VOR/DME -15
Non precision approach with the approach slope from the -20
FAF to the airport TD shallower than 2 3/4 degrees
NDB -30
Visual night "black-hole" approach -30
Runway Lighting:
Complete approach lighting system 0

Limited lighting system -30
Controller/Pilot Language Skills
Controllers and pilots speak different primary languages -20

Controllers' spoken English or ICAO phraseology poor -20
Pilots' spoken English poor -20
Departure:
No published departure procedure -10
Destination CFIT Risk Factors Total (-)
Section 2-Risk Multiplier Value Score
Your Company's Type of Operation (select only one value):
Scheduled 1.0
Nonscheduled 1.2
Corporate 1.3
Charter 1.5
Business owner/pilot 2.0
Regional 2.0
Freight 2.5
Domestic 1.0
International 3.0
Departure/Arrival Airport (select single highest applicable value):
Australia/New Zealand 1.0

United States/Canada 1.0
Western Europe 1.3
Middle East 1.1
Southeast Asia 3.0
Euro-Asia 3.0
South America/Caribbean 5.0
Africa 8.0
PAGE 8 -2
CHAPTER - 8
TERRAIN
Weather/Night Conditions (select only one value):
Night - no moon 2.0

IMC 3.0
Night and IMC 5.0
Crew (select only one value):
Single-pilot flight crew 1.5

Flight crew duty day at maximum and ending with a night 1.2
non-precision approach
Flight crew crosses five or more time zones 1.2
Third day of multiple time-zone crossings 1.2
Add Multiplier Values to Calculate Risk Multiplier Total
Destination CFIT Risk Factors Total X Risk Multiplier Total = CFIT Risk Factors (-)
Total
Part II: CFIT Risk-reduction Factors
Section 1 - Company Culture
Corporate/company management: Value
Places safety before schedule 20

CEO signs off on flight operations manual 20
Maintains a centralized safety function 20
Fosters reporting of all CFIT incidents without threat of 20
discipline
Fosters communication of hazards to others 15
Requires standards for IFR currency and CRM training 15
Places no negative connotation on a diversion or missed 20
approach
115-130 points ops in company culture Company culture (+)

105-115 points Good, but not the best total
80-105 points Improvement needed
Less than 80 points High CFIT risk
Section 2 - Flight Standards Value Score

Specific procedures are written for
Reviewing approach or departure procedures charts 10
Reviewing significant terrain along intended approach 20
or departure course
Maximizing the use of ATC radar monitoring 10
Ensuring pilot(s) understand that ATC is using radar or 20
radar coverage exists
Altitude changes 10
Ensuring checklist is complete before initiation of 10
approach
Abbreviated checklist for missed approach 10
Briefing and observing MSA circles on approach charts 10
as part of plate review
PAGE 8 -3
CHAPTER - 8
TERRAIN
Checking crossing altitudes at IAF positions 10

Checking crossing altitudes at FAF and glide-slope 10
centering
Independent verification by PNF of minimum altitude 20
during step-down DME (VOR/DME or LOC/DME)
approach
Requiring approach/departure procedure charts with 20
terrain in color, shaded contour format
Radio-altitude setting and light-aural (below MDA) for 10
backup on approach
Independent charts for both pilots, with adequate 10
lighting and holders
Use of 500-foot altitude call and other enhanced 10
procedures for NPA
Ensuring a sterile (free from distraction) cockpit, 10
especially during IMC/night approach or departure
Crew rest, duty times and other considerations 20
especially for multiple-time-zone operation
Periodic third-party or independent audit of procedures 10
Route and familiarization checks for new pilots domestic 10
International 20
Airport familiarization aids, such as audiovisual aids 10
First officer to fly night or IMC approaches and the 20
captain to monitor the approach
Jump-seat pilot (or engineer or mechanic) to help 20
monitor terrain clearance and the approach in IMC
or night conditions
Insisting that you fly the way that you train 25
300-335 pnts Tops in CFIT flight standards Flight (+)
270-300 pnts Good, but not the best Standards
200-270 pnts improvement eeded Total
Less than 200 High CFIT risk
Section 3 – Hazard Awareness and Training Value Score

Your company reviews training with the training 10
department or training contractor
Your company's pilots are reviewed annually about the following:
Flight standards operating procedures 20
Reasons for and examples of how the procedures can 30
detect a CFIT "trap”
Recent and past CFIT incidents/accidents 50
Audiovisual aids to illustrate CFIT traps 50
Minimum altitude definitions for MORA, MOCA, MSA, 15
MEA, etc
You have a trained flight safety officer who rides the 25
jump seat occasionally
You have flight safety periodicals that describe and 10
analyze CFIT incidents
You have an incident/exceedance review and reporting 20
program
Your organization investigates every 20
instance in which minimum
terrain clearance has been compromised
PAGE 8 -4
CHAPTER - 8
TERRAIN
You annually practice recoveries from terrain with GPWS 40

in the simulator
You train the way that you fly 25
285-315 points Tops in CFIT training Hazard Awareness (+)
250-285 points Good, but not the best and Training Total
190-250 points Improvement needed
Section 4 – Aircraft Equipment
Aircraft includes: Value Score
Radio altimeter with cockpit display of full 2,500-foot 20

range - captain only
Radio altimeter with cockpit display of full 2,500-foot 10
range – copilot
First-generation GPWS 20
Second-generation GPWS or better 30
GPWS with all approved modifications, data tables 10
and service
bulletins to reduce false warnings
Navigation display and FMS 10
Limited number of automated altitude callouts 10
Radio-altitude automated callouts for nonprecision 10
approach (not heard on ILS approach) and procedure
Pre selected radio altitudes to provide automated 10
callouts that would not be heard during normal
nonprecision approach
Barometric altitudes and radio altitudes to give 10
automated decision" or "minimums" callouts
An automated excessive "bank angle" callout 10
Auto flight/vertical speed mode -10
Auto flight/vertical speed mode with no GPWS -20
GPS or other long-range navigation equipment to 15
supplement NDB-only approach
Terrain-navigation display 20
Ground-mapping radar 10
175-195 points Excellent equipment to minimize Aircraft Equipment Total (+)
CFIT risk
155-175 points Good, but not the best 115-155
points Improvement needed
Company Culture..........+ Flight Standards..........+ Hazard Awareness and Training........... +Aircraft

Equipment..................= CFIT Risk-reduction Factors Total (+)....................
* If any section in Part II scores less than "Good," a thorough review is warranted of that aspect of the
company's operation.
Part III: Your CFIT Risk
Part I CFIT Risk Factors Total (-)............+ Part II CFIT Risk-reduction Factors Total (+)............. = CFIT
Risk Score (±)...............
A negative CFIT Risk Score indicates a significant threat; review the sections in Part II and determine
what changes and improvements can be made to reduce CFIT risk.
PAGE 8 -5
CHAPTER - 8
TERRAIN
PAGE 8 -6
AIR INDIA LIMITED
Chapter- - 9
CHAPTER – 9
DANGEROUS GOODS Issue-4 Rev.0 01 JUN 2017
9.1 DESCRIPTION OF DANGEROUS GOODS
9.1.1 ICAO REQUIREMENTS
Dangerous Goods can be carried on air, provided that the goods have been packed, marked,
labeled and documented in accordance with ICAO Annex 18, Technical Instructions.
In accordance with the provisions contained in ICAO Annex 18 – For the Safe Transport of
dangerous goods by air, the Pilot-in-Command should inform appropriate air traffic service unit,
for the information of the aerodrome authorities, of any dangerous goods on-board, if an in-flight
emergency occurs.
If the situation permits, the information should include the proper shipping names, class,
subsidiary risks for which levels are required, the compatibility and location aboard the aircraft of
the dangerous goods.
9.1.2 GOVT. OF INDIA REQUIREMENTS
In accordance with the amended Aircraft (Carriage of Dangerous Goods) Rules 2003, dangerous
goods may be carried without any permission provided all the requirements specified in the ICAO
Technical Instructions are complied with. However, for the transportation of radioactive materials
to/from/within India, it shall be the responsibility of Air India to ensure that the shipper
(consignor) or the consignee is in possession of the authorization issued by the Central
Government in pursuance of the Section 16 of the Atomic Energy Act 1962. Carriage of Arms,
Ammunation will be in accordance with Rule 8, of The Aircraft Rules 1937.
9.1.3 COMPLIANCE AND PROCEDURE
All the pilots are required to comply with the above ICAO provisions and are also advised the
following:
a) Follow the quick reference hand book (QRH) of the respective aircraft in case of smoke/fire.
b) Ensure that all crew (including cabin crew through IFS) have been informed regarding location
of dangerous goods on board as per NOTAC (Notification to Commander).
c) In case of emergency landing/or landing at non schedule airport, ensure that compartment in
which dangerous goods are being carried is cordoned off and ground personnel/emergency
services of the airport are informed.
9.1.4 DEFINITION OF DANGEROUS GOODS
Dangerous Goods are 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 or which are
classified according to the regulations.
9.1.5 CATEGORIES
Dangerous goods may be divided into three categories.
a. Those which are ACCEPTABLE for Air transportation provided all the provisions of the
ICAO Technical Instructions and or IATA Regulations (IATA DGR considered to be the
field reference material) are complied with.
b. Those which are FORBIDDEN for Air transportation.
c. Those which are EXCEPTED from the provisions of the instructions.
PAGE 9 -1
CHAPTER – 9
9.1.6 CLASSIFICATION
Dangerous goods are classified into nine classes reflecting the type of risk involved, but the order
in which they are listed does not imply a relative degree of danger.
CLASS NAME OF THE CLASS DIVISIONS
1 EXPLOSIVES 1.1,1.2,1.3,1.4,1.5,1.6
2 GASES
Flammable Gas
Non-flammable, non-toxic 2.1
Gas 2.2
Toxic gas 2.3
3 FLAMMABLE LIQUIDS NIL
4 FLAMMABLE SOLIDS
Flammable solid 4.1
Substances liable to 4.2
spontaneous combustion
Substances which, in 4.3
contact with water, emit
flammable gas
5 OXIDISER 5.1
ORGANIC PEROXIDES 5.2
6 TOXIC SUBSTANCES 6.1

INFECTIOUS 6.2
SUBSTANCES
7 RADIOACTIVE NIL
MATERIAL
8 CORROSIVES NIL
9 MISCELLANEOUS NIL
DANGEROUS GOODS
Class 1 - Explosives which have 6 divisions have also been assigned 13 Compatibility groups, they
are as follows:
A B C D E F G H J K L N S = TOTAL 13 (Reference Table 3.1.A of IATA DGR) Compatibility group

within each division of Class 1 indicates the composition of explosives. e.g.: Compatibility group H
means article containing both an explosive substance and White Phosphorus.
9.1.7 IDENTIFICATION
Dangerous goods are identified by proper shipping names & UN numbers.
Dangerous Goods List: This list in table form contains a list of the DG most commonly offered for
transport by air. It contains information relating to the classification, Labeling, packing, the
permitted quantity limitations per package on both passenger and cargo aircraft.
PAGE 9 -2
CHAPTER – 9
9.1.8 PACKING
All dangerous goods must be packed in accordance with the IATA Dangerous Goods Regulations
in respect of:
a. packaging performance standards;
b. the packaging material must be of good quality and the packaging well constructed;
c. all closures must be secure enough to ensure that no leakage will be caused by vibration
or by changes in temperature, humidity or pressure;
d. The quantity limitations per package must be adhered to.
e. It must be remembered that poor or inadequate packing can cause leakage/pilferage

resulting in risk to safety, health and environment.
9.1.9 MARKING & LABELLING
A package must be marked with proper Shipping Name and UN number, In case of over pack
Inner marking must be clearly visible. Proper marking should be there for packages containing
Explosives, Radioactive Materials, Refrigerated Liquefied gas, Carbon Dioxide Solid (Dry Ice).
Cargo Aircraft Only Label: Packages on which this label appears must not be loaded on
passenger aircraft.
Packages Orientation Label: Packages bearing this label must always be handled & Stowed in
the upright position as indicated by the arrow.
9.1.10 HANDLING
9.1.10.1 PRELOADING INSPECTION
a. Packages and over packs containing dangerous goods must be inspected for signs of
damage or leakage prior to loading in a ULD or on an aircraft.
b. Before loading on an aircraft, ULDs must be inspected and found free from any evidence
of leakage from or damage to any dangerous goods contained therein.
c. Any package which appears to be damaged or leaking must be removed from the aircraft.
d. It should be ensured that the remainder of the consignment is undamaged and that no
other package, baggage or cargo has been contaminated.
e. Packages of Dangerous Goods must be secured to prevent movement in flight.
f. During the Pre-loading inspection, if the labels are lost, detached or illegible, the labels
must be replaced in accordance with the information provided on the "Shipper's
Declaration for Dangerous Goods".
g. Each ULD containing dangerous goods which require a hazard label must have on its
exterior an indication that dangerous goods are contained within.
h. The identification must be provided by attaching to the "Dangerous Goods ULD"

identification tag having a border of prominent red hatchings on both sides and with
minimum dimensions of 148 X 210 mm.
PAGE 9 -3
CHAPTER – 9
9.1.10.2 LOADING REQUIREMENTS
Dangerous goods may be carried in the lower deck cargo compartments in accordance with the
Regulations.
Due to their inherent characteristics, dangerous goods must be handled with greatest care and
caution. The nature and type of handling/ stowage requirements are laid down in the IATA
Dangerous Goods Regulations, and the instructions must be strictly adhered to:
i) Handling and Loading (into an aircraft cargo compartment or a ULD) shall only be performed
under the direct supervision of staff who have received appropriate training in the application of
the handling procedures contained in the IATA Dangerous Goods Regulations.
ii) All loading staff will wear protective gloves and other safety equipment depending on the
nature and type of dangerous goods being handled.
iii) Dangerous Goods must NOT be carried in the passenger cabin or flight deck together with
passengers or crew members. Prior to loading, the outer packaging of dangerous goods shall be
inspected to determine that it has no holes, leakage or other indication that the integrity of the
package has been compromised, and, for radioactive material, that any package seal is not
broken. Under no circumstances shall dangerous goods be loaded into an aircraft whenever
damage is noticed or suspected.
iv) On unloading the aircraft, the outer packaging of dangerous goods and if carried in ULDs, the
areas where the ULD was stowed shall be inspected for evidence of leakage or contamination and
any if any such evidence is noticed, same should be brought to the attention of the Maintenance
Department for necessary spill cleaning/management. The aircraft in which spill or leakage or
contamination was evidenced shall not be deployed for operation of flight unless such spill have
been duly cleaned.
v) Packages containing dangerous goods shall always be handled with care so as to avoid any
damage. In particular, throwing, bumping and dropping such packages should never occur.
vi) Packages with special handling instructions (labels or imprints, e.g. “This Side Up”, or arrows
to indicate the proper orientation of the package, etc.) must be handled in accordance with such
markings and secured in a manner which will prevent any movement which would change the
orientation of the package during warehousing and porting.
vii) The Pilot-in-command shall be notified in writing prior to departure that dangerous goods are
on board. For this purpose, the completed form “Special Load Notification to Captain” (NOTOC)
shall be used. When no dangerous goods are loaded on an aircraft, the Pilot-in-command shall be
notified in writing prior to the departure that NO dangerous goods are on board, by means of a
Special Load Notification to Captain (NOTOC) clearly indicating “NIL DG”
viii) A change in load and/or in loading position at a transit station shall be recorded in the
Loading Instruction/Report and in the Notification to Captain.
ix) Some dangerous goods require more than one hazard label. For segregation purposes, only
the primary hazard must be observed, For this purpose the Compatibility Chart (IATA Table 9.3.A
or ICAO Annex 18 Technical Instructions Table 7.1 should be referred.
x) Special mention is to be made for radioactive materials where the handling and stowage is of
utmost importance and IATA table 10.9C and 10.9D should be referred .
xi) Wheel chairs with lithium or spillable batteries will be in accordance with IATA DGR Reference
2.3.
PAGE 9 -4
CHAPTER – 9
9.2. MONITORING ACTION BY FLIGHT SAFETY DEPARTMENT:
The following areas are monitored during safety audits / spot checks / Ramp Inspections/ In-
flight Cabin Safety Inspection / In-flight Cockpit Surveillance inspection:
a. Compliance of DGCA/ IATA/ICAO requirements.
b. DG training records of Ground Handling personnel, Pilot’s, Cabin Crew.
c. DG refresher records are checked.
d. DG warehouse.
e. DG training syllabus.
9.3. CHECKLIST FOR MONITORING
Name of the Station:

Name of I/C:
Location:
Name & Designation of Auditor:
Date of Inspection:
SR. ISSUE ICAO TI IATA YES NO N/A Level

NO REF DGR REF
1 Air Operators Permit (AOP) authorizes
the Operator to carry dangerous goods.
Check: The AOP issued by DGCA and

confirm the validity
2 Confirm that the Operator has 7.2.3

established procedures for handling of 7.2.13
dangerous goods.
Check: Operators relevant manuals
Verify use and adequacy of the

procedures and checklists
3 The Dangerous Goods Regulations 1.4.1 1.5.4
Training of the Operator has been Aircraft
approved by DGCA Rules
Check: Validity of the approval

4 If the operator avails the services of a 1.4.1 1.5.4
third party for providing Dangerous Aircraft
Goods Regulations Training such training Rules
programme is approved by DGCA.
Check: Validity of the approval
5 The Operator has a designated a person

as responsible for all issues related to
carriage of dangerous goods by air.
PAGE 9 -5
CHAPTER – 9
6 The Operator has a system of 7.4.2

maintaining applicable Standard
Operating Procedures and current
Manuals related to carriage of dangerous 1.1.2
goods in the areas where dangerous goods
are handled
Check: Current edition of Technical

Instructions or IATA DGR
Operator’s Manuals on Cargo

Operations/Flight Operations/Cabin Crew SEP/
Passenger Services
Check whether Cargo and Other

Operations Staff have been provided with the
information
7 If the Operator is availing the services of 7.4.2

handling agents, the Operator has a
system of providing all information
related to carriage of dangerous goods to the
handling agents
Check : Manuals and other Instructions have

8 been providedhas established a system of
The Operator 1.4.1 1.5.5
maintaining training records that meets Table 1.4
the requirements of the Regulations 1.4.2.4
Check: Training Manual for 7.4.9

requirements regarding maintenance of
9 training records
The Operator has established appropriate 7.4.8 9.5.1.2
Emergency Management System required
to meet any emergencies arising during ground
operations (spill or leak of
dangerous goods etc.,)
Check:Relevant documentation
Check physical availability of
arrangements
10 Ground Emergency Drill Information is 7.4.8 9.5.12

adequately displayed in all areas where
dangerous goods are handled
Check : Physical availability

11 The Operator has a system for 9.4.1
appropriate spill cleaning as part of
ground operations management
Check: Documentation
12 The Operator has a system of providing 7.4.8
the Emergency Response Information on
board aircraft
Check the availability of information
PAGE 9 -6
CHAPTER – 9
13 The Operator has established system of 7.4.4 9.6

reporting incidents/accidents related to 7.4.5
carriage of dangerous goods including
undeclared/ mis-declared dangerous
goods
Check: Documentation that details the

procedures
Verify the arrangements if the operator

engages the services of handling agents.
14 The Operator has a system of 7.4.6

immediately notifying the competent State
Authority (s) about the aircraft
incident/accident arising due to
dangerous goods on-board an aircraft
15 The Operator has a system of 7.4.10 1.3.4
maintaining records related to carriage of
dangerous goods
Check : Documentation that details the

procedures
16 The Operator has an appropriate disposal 7.3 9.2.1.3

system for unclaimed and or undelivered
dangerous goods
Check : Documentation that details

procedures
Documentation that confirms the
compliance
17 The Operator ensures to comply with the 1.4

regulations for transportation of (Notes)
Company Material (COMAT) that contains
dangerous goods.
Check: Documentation that confirms

compliance
18 The Operator has deployed appropriately 1.4.1 1.5.A
trained personnel for acceptance of cargo Table 1.4 9.1.1.1
other than dangerous goods
Check: Training records.
PAGE 9 -7
CHAPTER – 9
19 The Operator has deployed appropriately 1.4.1 1.5.A

trained personnel for acceptance of Table 9.1.1.1
dangerous goods. 1.4.1
Check: Compare the training record with the

Duty Roster to confirm that
appropriately trained personnel are
available at all times, when dangerous goods
are handled.
20 In the cargo acceptance area appropriate 7.4.7 9.5.4
placards providing information about
dangerous goods
Check: Physical availability
Pictorial information in addition to

written information
21 The Operators has established its own 7.1.1 9.1.3
Dangerous Goods Acceptance Checklist or uses
IATA Dangerous Goods Checklist
7.1.3
Check: Physical availability of current
checklists
Few checklists that were used for

acceptance of dangerous goods.
Enclose a specimen of the checklist
22 If the Operator has established its own 7.1.3 9.1.3

Dangerous Goods Acceptance Checklist,
confirm that the checklist covers all areas
of acceptance procedures as is otherwise
detailed in IATA Checklist
Check : The contents
Provide a specimen along with report to

Headquarters.
PAGE 9 -8
CHAPTER – 9
23 The dangerous goods acceptance

personnel have easy and ready access to
current edition the reference materials for
handling of dangerous goods.
Check:
Technical Instructions and or IATA DGR

Operator’s Cargo Operations Manual or
equivalent
24 The Operator has a system of

maintaining records of shipments that have
been rejected on the basis of
dangerous goods acceptance checklist.
Check: Documentation of procedures

Physical evidences to conform
compliance
25 The Operator has a system of ensuring 1.2.7

that the dangerous goods packages that were
opened by customs and or other
regulatory/law enforcement authorities are
repacked by appropriately trained and
qualified personnel
Check: Documentation for Procedures

Physical arrangements
26 The Operator has designated an 7.2.2.1 9.2
appropriate place for storage of 9.3.2
dangerous goods in the warehouse.
Check:
Placarded to show that the place is designated

for storage of dangerous goodsand
Compatibility Chart is
prominently displayed
Availability for required fire fighting

equipments in the area where cargo is stored
and easily accessible to fire tenders
“NO SMOKING” signage is prominently

displayed;
First-Aid box is available in the

warehouse.
PAGE 9 -9
CHAPTER – 9
27 The Operator has a designated place for 7.2.9 9.2.1.1

storage of radioactive material
9.2.1.1.2
Check:
That it is not located in highly populated

operational areas;
Appropriate placards that indicate that the

place is designated for storage of radioactive
material and confirm that the placards
contain Trifoil Symbol
28 The Operator has a system of carrying 7.3 9.3.6

out inspection of packages containing
dangerous goods before preparing the
goods for dispatch
Check: Documentation of the procedures
29 The operator has a system of providing 7.2.7 9.3.8

special Unit Load Devices (ULD)
identification tags for ULDs that
containing dangerous goods
Check :
Documentation of the procedures
Physical availability of ULD tags that

meets the requirements
Observe whether the Staff responsible

could prepare the tag correctlyv
30 The Operator has a system of replacing 7.2.6 9.3.7
the missing hazard and handling labels
before the goods are dispatched.
Check:
Physical availability of hazard and

handling labels that meets the
requirements
PAGE 9 -10
CHAPTER – 9
31 The Operator has a system of inspecting 7.3.1 9.3.6

the packages, ULDs containing dangerous 7.3.2
goods prior to loading on to an aircraft and to
ensure that such packages are not loaded onto
an aircraft
Check : Documentation of procedures
32 The Operator has a system of inspecting 7.3.1 9.4.1

the packages, the cargo compartments
to identify possible leakage and damages to
packages prior to loading and also after
unloading
33 Where leakage or spill is found in the 7.3.2 9.4.1

cargo compartments, the Operator has a
system of ensuring that the subject aircraft is
not deployed unless the spill and clean
operation has been carried out
34 The Operator has established maximum 7.2.11 9.5.2

quantities of carbon-dioxide, solid) that can be
loaded in a cargo compartment
Check:
Documentation of the permitted

quantities
Quantity limits for different

types/versions of aircraft operated by the
operator
Quantity limits permitted when dry ice is used

as refrigerant material for food items that
are carried in the service galley area in the
main cabin
PAGE 9 -11
CHAPTER – 9
35 The Operator has established maximum 7.2.9 9.5.2

Transport Index of radioactive material
that can be carried in an aircraft.
Check:
Documentation of the permitted

quantities
36 If the Operator has established maximum 7.2.9 9.5.2

quantities of dangerous goods (other than
for radioactive material and carbon-
dioxide, solid) that can be loaded in a cargo
compartment/ aircraft, such
information is easily accessible to the
personnel who are involved in loading of such
goods.
37 The Operator has established a system to 7.2.4.2 9.3.5

secure packages containing dangerous
goods
Operator holds required securing

material that are easily available for the
personnel responsible for securing of goods
Verify by observation (if possible) correct

loading of dangerous goods
38 If Operator has ‘COMBI’ aircraft and 7.2.1

where the main deck cargo hold is not at least
of Class B, the Operator has
established system and procedures based on
exceptions or approvals or
prohibitions and the such procedures have
been made available to all
personnel including handling agents
PAGE 9 -12
CHAPTER – 9
39 If the Operator has all cargo aircraft 7.2.4.1 9.3.4

operation, the Operator has a system of
providing access facilities to the flight crew
members when packages bearing
‘Cargo Aircraft Only’ label that need to
be loaded in accessible compartment/positions
40 The Operator has a system of providing 7.4.1 9.5

Notice to the Pilot- in- Command
Detailing information related to dangerous
goods that are placed on board
Check:
NOTOC contains all information required and

detailed in Technical Instructions.
Check whether the NOTOC has been

completed correctly including signature
41 The Operator has a system of ensuring 7.1.4.6 9.5

that the information provided in the
NOTOC is available on ground at points of
departure and scheduled arrival for duration
of flight
Check:

Check the accessibility
42 The Operator has a system of notification 7.4.3
by pilot-in-command to air traffic
services in the event of an in-flight
emergency
Check
The Documentation for procedures
PAGE 9 -13
CHAPTER – 9
43 The Operator has a system of providing 7.5.1.2 9.5.3

information to passengers about
dangerous goods that are permitted in 8.1.1
passenger’s baggage
Check:
Documentation for procedures;
Provision of information in passenger ticket or

website where e-tickets are purchased;
Placards are available at the check-in area
44 The Operator has established a system 7.4.5

for dealing with and reporting of
passengers with dangerous goods that are not
permitted (including liaison with security staff)
Check
The inter andintra arrangements

between various related agencies and verify
the adequacy of such
arrangements
45 The Operator deploys appropriately 1.4.1 9.5.3.4

trained personnel for passenger and their Table 1.4
baggage acceptance process
Check:
Training records and duty roster

Validity of the certification 1.5.0.3
1.4.2.2
46 The Operator has system of seeking 7.5.2.2 9.5.3.5
confirmation from the passengers that their
baggage does not contain
dangerous goods that are not permitted in
passenger baggage.
Check:
Documentation of procedures
Observe check-in process
PAGE 9 -14
CHAPTER – 9
47 The Operator has established appropriate 7.4.3

systems and procedures for acceptance and
loading of medical aid for a patient (MEDA)
passenger including provision of information
to the handling staff.
Check: Documentation of the procedures and

also check with staff
48 If the Operator accepts wheel chairs that 8.1.1 (i) 9.3.15
are powered with spillable batteries, the
Operator has a system of ensuring that such
batteries are packed meeting the regulations.
Check: Documentation of policies

related to acceptance of wheel chairs.
49 The operator has a system of ensuring

that such wheel chairs powered with spillable
batteries are loaded and stowed as laid down
in the Regulations
Check
Documentation of the processes
Notification to the Pilot-in-Command
Check with staff responsible

50 The Operator has established appropriate 8.1.1 2.3
systems to provide approval for such 2.3.A
dangerous goods in passenger baggage that
need Operator’s approval as
detailed in the Regulations (E.g Dry ice in
checked baggage, oxygen for medical use
etc.,)
51 The Operator deploys appropriately 1.4.1 1.5

trained personnel as Load Planners Table 1.4
Check: Compare training records and duty

roster
Validation of the certification
1.4.2.2 1.5.0.3
PAGE 9 -15
CHAPTER – 9
52 The Operator deploys appropriately 1.4.1 1.5

trained personnel for screening Table 1.4
passengers baggage and their baggage

roster
Validation of the certification 1.4.2.2 1.5.0.3
53 The operator deploys appropriately 1.4.1 1.5

trained personnel for loading/unloading Table 1.4
operations

roster
Validation of the certification
1.4.2.2 1.5.0.3
54 The Operator ensures that the Flight 1.4.1.2
Crew have been appropriately trained on
dangerous goods
Check: Validation of the certification

55 The Operator ensures that the Cabin 1.4.1.2
Crew have been appropriately trained on
dangerous goods
Check: Validation of the certification

56 The Operator has a system of meeting 1.2.2.2
awareness requirements by maintenance staff 1.2.23
in respect of replacements or
unserviceable items.
Check the established procedures
DETAILS OF NON-CONFORMITY
Listed Sr. Details of non-conformity Level Target Date

No in the for correction
Checklist
PAGE 9 -16
CHAPTER – 9
ADDITIONAL OBSERVATIONS
Sr. No Details
(Name & Signature of the Inspector)

Date
PAGE 9 -17
CHAPTER – 9
DANGEROUS GOODS Issue-4 Rev.3 11 Dec2020
9.3.1 DANGEROUS GOODS INCIDENT/ACCIDENT REPORTS:-

Any type of dangerous goods incident or accident should be reported, irrespective of whether the
dangerous goods are contained in cargo, mail, baggage or crew baggage. Initial reports may be
made by any means but in all cases a written report should be made as soon as possible. The
report should be as precise as possible and contain all data known at the time when the report is
made, for example:
a) Date of the incident or accident;
b) Location of the incident or accident, the flight number and flight date, if applicable;
c) Description of the goods and the reference number of the air waybill, pouch, baggage
tag ,ticket, etc:
d) Proper shipping name (including the technical name, if appropriate) UN number, where
known:
e) Class or division and any subsidiary risk;
f) Type of packaging if applicable, and the packaging specification marking on it:
g) Quantity involved;
h) Name and address of the shipper, guest, etc;
i) Any other relevant details;
j) Suspected cause of the incident or accident;
k) Action taken;
l) Any other reporting action taken, and
m) Name, title, addresses and contact number of the person making the report.
Note: Copies of the relevant documents and any photographs taken should be
attached to the report.
9.3.2 DG INCIDENT/OCCRRENCE REPORTING PROCEDURE:-
Reporting of DG incidents/accidents will be in accordance with the procedure as specified in the

Chapter-3 of this Manual and CAR Section-5, Series-C, Part-I, Issue-II, Rev. 04, dtd. 26th
February 2020.
In order to comply with above requirement, Duty Manager-Cargo Handling/Airport Manager at

the Station should report with brief details of the occurrence within the quickest possible time to
inform through Mobile SMS/ Telephone/Email/Online-FSD Website/ /Fax to the Flight Safety
Department utilizing any of the following:
FAX (Boeing Fleet): +91-22-2615-7027/26263750,
FAX (Airbus Fleet): +91-11-2462-8938,
Subsequent to the above initial intimation, The Duty Manager-Cargo Operations/Airort Manager at
the station, should report the DG Incidents in the prescribed format given in the Cargo Handling
Manual of Air India within 24 hours to Flight Safety Department so as to notify the same to DGCA.
Refer Cargo Operations Manual of Air India for more details.
DG Incident Reporting Form is attached in Appendix -9A of this chapter.
PAGE 9 -18
CHAPTER – 9
APPENDIX-9A
DG INCIDENT/OCCURRENCE REPORTING FORM
See the Notes on the next page of this form. Those boxes where the heading is in italics need
only to be completed if applicable
Mark type of occurrence: Accident  Incident  Other Occurrence 
1. Operator : 2. Date of 3. Local time of occurrence :

occurrence :
4. Flight date : 5. Flight no. :
6. Departure airport : 7. Destination airport :
8. Aircraft type : 9. Aircraft registration :
10. Location of occurrence : 11. Origin of the goods :

12. Description of the occurrence, including details of injury, damage, etc. (if necessary continue
on the next page) :
13. Proper shipping name (including the technical name) : 14. UN/ID no. (when
known) :
15. Class/division (when 16. Subsidiary risk(s) : 17. Packing group 18. Category, (class 7
known) : only)
19. Type of packaging : 20. Packaging 21. No. of 22. Quantity (or
specification marking : packages : transport index, if
applicable):
23. Reference no. of Air Waybill:
24. Reference no. of courier pouch, baggage tag, or passenger ticket:
25. Name and address of shipper, agent, passenger, etc. :
26. Other relevant information (including suspected cause, any action taken) :
27. Name and title of person making report : 28. Telephone no :
29. Company/dept. code, E-mail or Info Mail code : 30. Reporter ref. :
31. Address : 32. Date/Signature :
Description of the Occurrence (continuation) :
PAGE 9 -19
CHAPTER – 9
PAGE 9 -20
AIR INDIA LIMITED
Chapter- - 10
CHAPTER - 10
ALL WEATHER OPERATION Issue-4 Rev.0 01 JUN 2017
10.1 ALL WEATHER OPERATION - ACTION BY DIFFERENT DEPARTMENTS
Airplane operation in all adverse weather condition may require additional considerations due to
effects of extreme temperatures, precipitation, turbulence and wind shear. Operations Manual,
Part-A of Air India describes the procedure for adverse weather operations.
Adverse weather procedures to be followed by Engineering Department Manuals, described in

Engineering Procedure Manual (EPM), AMM, Procedure for release under MEL, etc.
10.1.3 GROUND HANDLING DEPARTMENT (GSD)
Procedure to be followed in accordance with the Ground Handling Operating Manual of Air India.
10.2 MONITORING ADVERSE WEATHER OPERATION BY FLIGHT SAFETY DEPARTMENT
Adverse weather is an integral part of flight operations. Adverse weather prevails in one part of
an operator’s network or another at different times of the year. In India, monsoon period is a
defined period of adverse weather. The meteorological term Monsoon is traditionally defined as a
seasonal reversing wind pattern accompanied by seasonal changes in precipitation. The season
usually lasts from June to September and is dominated by the humid southwest summer
monsoon, which slowly sweeps across the country beginning in May or early June. Monsoon rains
begin to recede from North India at the beginning of October. The actual dates of arrival and
departure of the Indian Monsoon are forecast each year by the India Meteorological Department
(IMD). These can be perused on the website of IMD.
Operating techniques applicable to each aircraft, under various generic adverse weather
conditions, exist in flight manuals and must be adhered to. However, to ensure an enhanced level
of safety, the reinforcement of these operating practices in the context of the Indian Monsoon
with relevant, specific and mandatory regulatory guidelines is essential. Flight safety has to
ensure the compliance of CAR Sec 8 Series C Part I, Revision 10, dated 23rd March 2017
by Operations, Engineering and Ground Handling. To ensure only qualified pilots are detailed for
flights into adverse weather/ monsoon affected regions.
Reports on safety related decisions of go-around/missed approach/ diversion due adverse
weather condition, may be examined but will not initiate any punitive action. Reports on go-
around below MDA/H or DA/H will be for data collection only. This is also ensured in Operation
Manual Part A.
Flight Safety Department shall carry out monsoon compliance check to ensure and to confirm that
all the DGCA directives are complied by the concerned departments during Monsoon
season.
PAGE 10 -1
CHAPTER - 10
ALL WEATHER OPERATION Issue-4 Rev.0 01 JUN 2017
PAGE 10 -2
AIR INDIA LIMITED
Chapter- - 11
CHAPTER – 11
RAMP SAFETY Issue-4 Rev.0 01 JUN 2017
11.1 DEFINITIONS
APRON (RAMP): A paved area on the airside of the terminal building where aircraft
are maneuvered and parked and where activates associated with the handling of the
flights can be performed.
APRON SAFETY BORDER LINE: A line marking the boundary of the apron and limiting
any Ground Support equipment activity beyond this line for the purpose of providing
adequate clearance for adjacent taxing aircraft.
APRON STAND BORDER LINE: A line marking the boundary of a specific area required
on the apron for the purpose of parking, servicing. Loading or unloading an aircraft.
ENGINE START UP BAR ON CENTRE LINE: This line provides guidance to the tractor
operator and indicates the specific position to align the aircraft correctly at the end
of an aircraft pushback maneuver.
FUEL HYDRANT SYSTEM POSITION MARKINGS: Designated fuel hydrant system

position markings in the aircraft parking position area. The markings (s) is /are
provide to identify the position so that fuel hydrant system is clear of ground support
equipment.
GROUND SUPPORT EQUIPMENT PARKING AREA: A specific area set aside for parking
of ground support equipment.
NO PARKING AREA: A specific area set aside in which parking of ground support
equipment is prohibited; e.g. apron –drive, Passenger loading bridge movement –
areas and furling pits. Etc.
NO PARKING LINE: This line indicates an area where parking is prohibited and that is
to remain free of all Ground Support Equipment and / or vehicles.
NOSEWHEEL STOP BAR: This line indicates the specific position where the aircraft
nose wheel is to stop.
PASSENGER LOADING BRIDGE PARKING POSITION MARKING: Designated passenger

loading bridge parking position marking(s) in the area in which parking of ground
support equipment is prohibited. The marking is provided to identify the fully
retracted parking position (s) so that the passenger loading bridge is clear of
incoming and departing aircraft.
PEDESTIAN PATHWAYS: A specific area set aside for the safe passage of pedestrians
i.e. passengers, crew and / or airport personnel, to or from the aircraft facilities and
the aircraft.
PUSHBACK LIMIT LINE: A lead out line providing guidance to the tractor operator
and ensuring clearance during aircraft pushback maneuvers from an aircraft parking
stand.
SERVICE ROAD: A specific area set aside for the safe movement of ground
equipment and airport vehicles.
STAND / GATE SAFETY LINE: A line behind which ground support equipment is kept
during the movement of an aircraft on to or off the aircraft parking position; acts
also as a safety stop for all ground support equipment prior to approaching the
aircraft and as a safety zone for engine intake and propeller clearance.
PAGE 11 -1
CHAPTER – 11
11.2 SAFETY PRACTICES FOR RAMP OPERATION AROUND THE AIRCRAFT
11.2.1 PERSONAL EFFECTS
a) Safety shoes shall be worn to prevent foot injuries.
b) Appropriate ear protection devices should be worn when working in noise-intensity areas,
i.e. on the apron/ramp, line maintenance, etc.
c) Outer garments that contain reflective material and are of high visibility colors
should be worn by any person whose duties require airside access. The design,
material and layout of the high visibility garment should take into consideration both
local regulations and specific operating conditions e.g. weather.
d) Personnel should wear appropriate clothing according to weather conditions.
e) Baggage/Cargo handling personnel should wear hand protective devices.
f) Personnel involved in Aircraft Toilet Servicing should wear appropriate hand

Protective Gloves.
g) Personnel should wear Face protective devices especially while handling chemical fluids
to prevent from "fluid splash” injuries.
h) Safety glasses should be used appropriate to the type of work being performed.
i) Personnel should not wear Jewellery such as rings and identification bracelets, etc.
j) Personnel should not wear Jackets of quick release (clip) type.
11.2.2 OPERATING PRACTICES
a. Personnel shall not walk or stand on a moving conveyor belt.
b. Personnel must not ride up or down on the rear platform of a loader.
c. Personnel should never attempt to jump off or on a moving vehicle.
d. Personnel should not be transported on equipment unless there is a seat for them.
e. Personnel on moving equipment must be seated properly and should keep their bodies
within the confines of the vehicle structure.
f. Personnel must not ride on elevating platform when the vehicle is in the drive mode.
g. Personnel should not walk on rollers or castors.
h. Personnel should remain clear of propellers, engine inlets and exhausts until after the engines
have spooled down and, in the case of propellers have stopped turning.
i. Personnel and equipment must not pass through the arc of a propeller at any time, including
when it is stationary.
j. Personnel should stand clear of exits / entrances of facilities when a train of Carts / dollies
passes.
PAGE 11 -2
CHAPTER – 11
k. Operators of equipment shall ensure that other personnel are not entrapped by movement of
load/ pallets/ containers either in the aircraft or on the loading equipment.
l. Gates of loaded carts should be lowered carefully. Serious injuries have resulted from cargo
tumbling out of carts. Extreme care should be exercised when entering and leaving aircraft
cabins, cargo holds and compartments. Aircraft cabins shall only be entered or exited
by using stands, steps, or loading bridges and which have been properly positioned and
secured. Holds and compartments shall only be entered or exited by using the appropriate
elevating device and which has been positioned and secured, e.g. belt conveyor and
cargo loader. Loose objects (FOD) dropped onto or observed on the apron must be
picked up and put into FOD bins. The surface of the apron must be kept free of any
objects (FOD) that might cause damage to aircraft or equipment. Examples of such FOD
objects are; catering items, baggage tags/straps garbage.
11.2.3 LOAD HANDLING
a. Personnel should assess the weight and never attempt to lift or move more than their
personal physical capabilities.
b. Recognized lifting techniques should be utilized at all times to reduce the risk of personnel
injury.
c. To prevent fingers and hands becoming jammed between objects, all loads should be slid
into place rather than lifted.
d. Handling load by the metal strapping, which is frequently used to bind heavy or awkward
shipments, should be avoided. All load should be set down easily (rather than dropping it) to
avoid injuries to the feet and toes as well as to prevent damage to aircraft flooring and load.
e. When moving pallets/containers, hand and feet should be kept clear of stops/locks/guides so
that they do not get caught between the pallet / container and floor hardware.
f. When handling live animals, fingers and hands should be kept clear of the interior of the containers
to avoid being bitten up.
g. "Heavy" tags/ labels should be placed on all pieces of baggage/cargo and mail weighing
23kg or more with the actual weight of the piece being shown on the "heavy" tag/label.
11.2.4 GROUND SUPPORT EQUIPMENT OPERATIONS
a. Only adequately trained, qualified and authorized personnel should be permitted to

operate equipment.
b. All personnel should be medically fit before carrying out the job in the RAMP / TRAMC
area.
c. Personnel must not operate motor vehicles or equipment whilst using hand held
portable electronic devices such as Mobile Phones, Ipods, etc.
d. Equipment should only be used for its intended purpose.
e. Equipment should never be moved across the path of taxiing aircraft or embarking
and disembarking passengers. Aircraft and pedestrians should always have the right-
of-way.
PAGE 11 -3
CHAPTER – 11
f. Apron equipment are to be positioned in the designated staging area on the bay
(behind the equipment restraint line) with the parking brakes applied prior to the
arrival of the aircraft.
g. The passenger Aerobridge/Step Ladder must be kept in the fully retracted position
prior to aircraft arrival.
h. Equipment, including passenger bridges/Step ladders must not be moved towards the
aircraft
I. until aircraft has come to a complete stop, chocks are positioned, engines shut
down (see note below).
II. aircraft anti-collision beacons lights switched-off and ground/flight deck

contract established and after the clearance given by Head set person & AME.
NOTE: It may be necessary to connect external power prior to engine shut down. The
interface of equipment with the aircraft must take into consideration the hazard areas as
identified in AHM 1104.
a. Equipment shall have parking brakes applied, with gear selector in park or neutral
when parked away from, or positioned at the aircraft.
b. Ground support equipment should be in good mechanical condition.
c. Equipment when approaching or leaving an aircraft should not be driven faster than
walking speed.
d. All the vehicles which are used in Airport/ tarmac area should follow the speed limit
restrictions as laid down by the DGCA/Airport Operator.
e. Random/surprise Breath analyzer check should be carried out for the Ramp Staff.
f. Attachment fittings/ transfer bridges and platforms must be correctly deployed. Handrails
or conveyor belts, loaders and other elevated devices must be in the retracted position
when the equipment is not in use.
g. Guides and safety rails on loaders must be properly deployed.
h. Ground hold Stabilizers of GS Equipment must be deployed.
i. Prior to the movement of any ground support equipment, a walk around inspection
must be made.
j. Hoses or cables on equipment must be securely stowed before the unit is moved.
k. Elevating devices must not be driven in the elevated position except for final positioning.
l. Baggage/cargo must not be transported on equipment not specifically designed

for that purpose.
m. Cargo should be stowed evenly, in cargo carts, with heavy pieces on the bottom
and the centre to ensure stability. All doors, gates and curtains should be secured to
prevent cargo from falling out.
PAGE 11 -4
CHAPTER – 11
n. The movement of carts/dollies by hand-operated equipment is very simple, however,

it has resulted in many injuries, hence additional care must be taken.
o. Loaded transporters and dollies must have the load securing devices by the use of
locks, stops, rails or straps at ALL times, except when the load is being transferred onto
or off the equipment. All locks, stops, rails and straps should be checked every time
before use.
p. Trains of carts/dollies tend to "drift in" or shorten the turning radius on corners.
Therefore, drivers should avoid turning prior to, or immediately after, passing an
obstacle.
q. Unserviceable equipment should be clearly tagged "Unserviceable (U/S)" and

immediately be sent to the repair facility.
r. When positioning equipment on aircraft, special care must be exercised to

ensure adequate clearance of vehicles, aircraft, other equipment and facilities. Some GS
equipment will have visibility issues due to its size and design. In such cases, the
Operator/Driver must use a guideman while aligning to and withdrawing from aircraft.
s. Standard hand signals must be used to guide ground support equipment.
t. The guide person must be positioned so that clearances can be accurately judged
and be visible to communicate the signals to the vehicle operator at all times. If visual
contact with the guide person is lost, the driver will stop immediately.
u. When electrical/motorized equipments are in operating mode, an operator must be

within easy reach of the emergency controls. Vehicles without external emergency
controls that have their engines running may not be left unattended in the stand area
The operator must remain in the driving position, in control at all times.
v. Motorized equipment must make a full stop as a brake check before entering the
equipment restraint area and again before reaching the aircraft side.
w. Protective rubber bumpers on equipment, e.g. passenger steps, loading bridges

conveyor belts, catering trucks, must be in good condition to prevent damage to
aircraft during servicing.
x. When loading has been completed remove all loading equipment well clear of the
aircraft.
y. Before moving away ground support equipment from any aircraft cabin access door, the
equipment operator must ensure that the door has been closed and secured by an
authorized person, or that a clearly visible safety device has been placed across the
opening. Prior to moving the equipment the operator should advise any personnel on
board the aircraft and/or the person responsible for the operation around the
aircraft that the equipment is to be removed.
z. Before removing a passenger aerobridge/step ladder from the aircraft, a safety device
must be put across the forward opening area of the platform.
PAGE 11 -5
CHAPTER – 11
aa. All equipment, except that necessary for the departure, is to be positioned behind
the equipment restraint line before the aircraft pushback is commenced.
bb. The passenger Aerobridge/step ladder is to be in the fully retracted designated parking
position before aircraft departure.
cc. On an open gate area, equipment must be positioned so as to allow the clear
movement of the aircraft.
11.3 RESPONSIBILITY AND PROCEDURE TO REPORT AND INVESTIGATE THE

GROUND INCIDENT/GROUND COLLISION INCIDENT
Reporting of Ground Incident/Ground Collision Incidents should be as specified in the Chapter-3

of this Manual and CAR Section-5, Series-C, Part-I, Issue-II, Rev. 03, dtd. 16 th November 2018 .
In order to comply with above requirement, Duty Manager-Ramp Operations/Airport Manager at
the Station should report with brief details of the occurrence within the quickest possible time to
inform through Mobile SMS/ Telephone/Email/Online-FSD Website/ /Fax to the Flight Safety
Department utilizing any of the following:
FAX (Boeing Fleet): +91-22-2615-7027/26263750,
FAX (Airbus Fleet): +91-11-2462-8938,
Subsequent to the above initial intimation, The Duty Manager-Ramp Operations/Airport Manager
at the station should report the Ground Incidents in the prescribed format given in the Ground
Handling Manual of Air India within 24 hours to Flight Safety Department so as to notify the same
to DGCA. Reporting Form is attached in Appedix-11.A of this chapter.
Reportable Ground Handling (RAMP) Incidents – Occurrences during (or as a result

of) Ground Handling Operations which includes Bagg, Cargo, Passenger Loading,
etcrelated such as (Ref:CAR Section-5, Series-C, Part-I, Issue-II, Rev. 03, dtd. 16th November
2018) :
i) Includes collisions that occur while servicing, boarding, loading, and deplaning the
aircraft also during boarding and disembarking while helicopter is hovering.
ii) Includes injuries to people from propeller/main rotor/tail rotor/fan blade strikes.
iii) Includes pushback/powerback/towing events.
iv) Includes Jet Blast and Prop/rotor down wash ground handling occurrences.
v) Includes aircraft external preflight configuration errors (examples: improper loading
and improperly secured doors and latches) that lead to subsequent events.
vi) Includes all parking areas (ramp, gate, tie-downs).
vii) Except for powerback events
viii) Significant contamination of aircraft structure, or systems and equipment arising from
the carriage of baggage or cargo.
ix) Incorrect loading of passengers, baggage or cargo, likely to have a significant effect
on aircraft mass and/or balance.
x) Incorrect stowage of baggage or cargo (including hand baggage) likely to create a
hazardous situation in the aircraft or to impede emergency evacuation.
xi) Inadequate stowage of cargo containers or other substantial items of cargo
Dangerous goods incidents.
 A documented procedure for reporting and investigating any damage to the aircraft
due Ground Handling Equipment with a view to analyzes the cause and initiate preventive
action described in Ground Handling Manual of Air India Limited.
11-6
CHAPTER – 11
Investigation of Ground Incidents will be carried out as per the guidelines given in the DGCA CAR
Section-5, Series-C, Part-I, Issue-II, Rev. 03, dtd. 16th November 2018.
11.3.1 DOCUMENTATION AND RECORDS
a) Accident reporting form
b) Statements of concerned Officers/ Staff,
c) Duty Manager/Shift Incharge Comments
d) Breath Analyzer test to be conducted to the operator/driver who was

involved the incident and report should be obtained.
e) Past training/incident records of the Operator/driver who was involved in the

incident.
f) Equipment maintenance job-sheets
g) The Operator’s/Driver’s Duty Roster
h) Record of the Operator’s/Driver’s job allocation (last 3 months) on the equipment

involved in the incident.
d) Investigation Report which includes risk analysis, root cause, contributory factors
and preventive measures to avoid recurrence must be furnished by GH Department
to Flight Safety Department within the stipulated period.
11.3.2 GUIDE LINES FOR PROVIDING SERVICES IN ABNORMAL SITUATION
11.3.2.1 PURPOSE AND SCOPE

To provide guide lines for rendering services during abnormal situation, such as
aircraft accident, bomb threat, emergency landing, diverted flights etc.
11.3.2.2 RESPONSIBILITY AND AUTHORITY

Duty Manager-Ramp Handling/Airport Manager at the station shall be responsible for the said
function.
11.3.2.3 ACCIDENT TO AIRCRAFT
On receiving information regarding the Accident, the Duty Manager/Airport Manager

shall inform the same to Chief of Flight Safety/Dy.Chief of Flight Safety of Air India &
Airport Operator and shall take following action:
a. Dispatch minimum three / four passenger coaches to the site, if known along
with a Manager / Officer who shall co-ordinate all movement of vehicles.
b. Depute senior officer to man the location to control movement / deployment

of vehicles / Equipment at site.
c. Dispatch Auto Step, Ground Power Unit, Aircraft Tow tractor and required
ramp handling equipment at site for use, in necessary.
11-7
CHAPTER – 11
d. Allocate sufficient manpower to deal with the emergency.
e. Coordinate with other Departments of Air India Charters Ltd for any Ramp
handling assistance required.
f. Liaise with Emergency Control Cell of Air India and Airport Operator.
g. Depute Equipment Maintenance staff on site.
h. Enter in register, line of action / responsibilities given to individuals
Air India has its own Emergency response Plan for dealing with accident to Air India’s aircraft or to
any Star Alliance member Airline aircraft. Updated copy of Emergency response Plan is readily
available in DMs/APMs office, Ramp Operations Section for compliance .
11.3.2.4 BOMB THREAT TO AIRCRAFT
AIRCRAFT ON GROUND/DEPARTURE AIRCRAFT
a. On receipt of information regarding bomb threat Duty Manager shall take following action
as per Emergency Response plan of Air India.
b. Inform Airport Operator/Operations /Security/IOCC /Pax handling Unit /Emergency

Response Cell of Air India.
c. Arrange to shift the aircraft to the designated remote (Dumbbell) area if required.
d. Depute responsible Manager/ Officer to monitor activities in consultation with Airport

Operator/CISF/ Al Security.
e. Provide sufficient manpower /equipment for deplaning of passenger baggage / cargo.
f. After unloading baggage / cargo, the same shall be lined up for inspection at assigned
area.
ARRIVAL OF AIRCRAFT WITH BOMB THREAT
a. On receipt of information regarding bomb threat Duty Manager-Ramp Handling/Airport

Manager at the station shall take following action as per Emergency Response plan of Air
India.
b. Inform Airport Operator/Operations /Security/IOCC /Pax handling Unit /Emergency

Response Cell of Air India.
c. Arrange to shift the aircraft to the designated remote (Dumbbell) area if required.
d. Depute responsible Manager/ Officer to monitor activities in consultation with Airport

Operator/CISF/ Al Security.
e. Provide sufficient manpower /equipment for deplaning of passenger baggage / cargo.
f. After unloading baggage / cargo, the same shall be lined up for inspection at assigned
area
PAGE 11 -8
CHAPTER – 11
11.3.2.5 EMERGENCY LANDING
On receiving information regarding emergency landing, Duty Manager-Ramp Handling/Airport

Manager shall take following actions:
a. Position Auto step, passenger tenders and tow tractor with tow bar at a place suggested
by Airport Operator /Flight Dispatch/Operations Department of Air India.
b. Depute responsible Manager / Officer to monitor activities in coordination with Airport

Operator/Security/Traffic of Air India.
c. Provide sufficient manpower / equipment for offloading of passenger / baggage / cargo

and shifting of aircraft as necessary.
Refer Ground Handling Operating Manual (RAMP) of Air India for more details, procedures
and practices.
PAGE 11 -9
CHAPTER – 11
APPENDIX-11. A
Title: (one line statement of the main features of the incident/accident)
Part 1. DAMAGE BY Date
( ) Time of Occurrence
Other Aircraft
Phase of Operation
Ramp Equipment Area (Stand, etc.)
Aircraft Regn.
Vehicle
Aircraft Type
Foreign Object flight No.
Jet Blast Scheduled Ground Time
Flight Delay hrs min
Unknown (Previously unreported)
Flight Cancelled YES / NO (delete as applicable)
Other (specify)
Part 2. DETAILS OF DAMAGE Part 3. NUMBER OF CASUALTIES

Fatalities Nonfatalities
Employees :
_____________________________________
Passengers :
_____________________________________
Others :
_____________________________________
Part 4. VEHICLE / RAMP EQUIPMENT DETAILS AND

CONDITION REPORT
Serviceable
Faulty Serial No.
Tyres Remar Type
ks : Owner
Brakes
Area (stand, etc.)
Steering Last Servicing Done
Lights
Wipers
Protection
Warning Devices
Stabilisers
Tow Hitch
Part 5. DETAILS OF PERSONNEL INVOLVED
1 2 3
Name Name Name

Designation Designation Designation
Company Company Company
Staff No. Staff No. Staff No.
Driving License Driving License Driving License
EOP No. & EOP No. & EOP No. &
Valid upto Valid upto Valid upto
ADP No. & ADP No. & ADP No. &
Valid upto Valid upto Valid upto
Surface Lighting
Part 6. CONDITIONS dry Good
Weather wet Poor
snow Day
rain slush Night
snow ice Twilight
sleet contaminat-
hail ion
fog
PAGE 11 -10
CHAPTER – 11
Part 7. SKETCH
Part 8. NARRATIVE (Give a description of what happened. Include details of relevant contributory factors identified)
Part 0. INITIAL FINDINGS Part 10. INITIAL ACTION TAKEN
Part 11. CLOSING ACTION
Part 12. PREPARED BY

Name :
( Block Capital )
Signature
Status :
PAGE 11 -11
CHAPTER – 11
PAGE 11 -12
AIR INDIA LIMITED
Chapter- - 12
CHAPTER - 12
EMERGENCY RESPONSE Issue-4 Rev.3 11 Dec 2020
PROCEDURE
12 EMERGENCY RESPONSE PLAN IN THE EVENT OF INCIDENT/ACCIDENT
Emergency Response activities will be performed in accordance with procedures & practices
mentioned in the DGCA approved Emergency Management Manual . Besides being familiar with
entire EMM, it is essential that the Flight Safety Department officials are familiar Part B, Section 9
of Air India EMM which lays down the immediate actions by FSD.
12.1 ROLES AND RESPONSIBILITIES OF FLIGHT SAFETY DEPARTMENT
12.1.1 ROLE
Flight Safety is responsible for the categorization and investigation of an Air India accidents or
incidents involving an aircraft “in operation”. Flight Safety is responsible for providing all
necessary support to DGCA/AAIB in the accident investigation as per CAR Section-5, Series-C,
Part-I, Issue-II, Rev. 04, dtd. 26th February 2020 and the procedures mentioned in the Chapter-3
& 4 of this Manual.
12.1.2 REGULATORY COMPLIANCE
The Chief of Flight Safety shall be responsible for compliance with the requirements of the DGCA
India and the Regulatory Authorities of the State/Country in which the emergency has taken
place. The Technical Investigation and Support Team shall be guided by the Chief of Flight
Safety.
12.1.3 GENERAL RESPONSIBILITIES
In the event of an accident involving an aircraft in operation, Flight Safety shall do the following:
1. Report and advice AAIB/ DGCA / other regulatory authority concerned of the accident and
supply the prescribed information (Refer Chapter 3 - Accident and Incident Reporting
procedure and Chapter 9 - Dangerous Goods of the Flight safety Manual).
2. Nominate their representative to report to the Emergency Command Centre, who will liason
with ECC and Flight Safety office.
3. Will send an investigation team along with the GO TEAM to the site where they will be in
charge of the Company’s Investigation Team.
4. Nominate adviser, if requested, to assist the accredited representative for the investigation.
5. Ensure that all applicable paperwork has been completed and filed as per DGCA requirements.
6. Collect and ensure the safe keeping of documents and other evidence of the aircraft, crew
and other personnel of the flight pertaining to the accident or incident.
7. The following records shall be collected and preserved within the shortest possible time.
Technical Records:
 Aircraft Documents
 Total aircraft and engine time.
 Last maintenance /overhaul records.
PAGE 12-1
CHAPTER - 12
EMERGENCY RESPONSE Issue-4 Rev.1 01 JUN 2017
PROCEDURE
 Time to next inspection.
 MEL list of the aircraft.
 Previous FDR Records.
 Airworthiness Tags.
Crew Records:
 Training Records
 Flight Safety History
 Medical Records
 License Records
 FDTL Record
Other Personnel Records:
 Training Records
 License Records
8. Inform Coordinator- Emergency Response Planning & Management, if Flight Safety learns
about accident first.
12.1.4 TECHNICAL SUPPORT AND INVESTIGATION TEAM
Flight Safety Department will be responsible for an internal investigation and shall assist the
Accident Investigation Team / Regulator/AAIB in investigating the causes of an accident or
serious incident. The Flight Safety Department shall constitute a Technical Support and
Investigation Team (TSIT) for this purpose.
General duties at the site of the accident or incident include, but are not limited to:
1. The Team will be responsible for providing all necessary cooperation and support to DGCA
/other regulatory authority investigation teams.
2. Brief participating parties on procedures related to investigating an accident
3. Determine the best course of action for investigating the accident or incident
4. Examination of the wreckage and surrounding area
5. Ensure that the company’s rights and privileges are respected
6. Preserve all evidence related to the accident or incident
7. Liaise with Engineering for recovery of the aircraft.
The Flight Safety Department shall make sure that the on-site TSIT members are equipped with
appropriate field kits to ensure their protection and survival on site.
12.1.5 ACCIDENT AND SERIOUS INCIDENT INVESTIGATION
As per the ICAO International Standards, Recommended Practices and Procedures Annex 13-
Article 26, the State in which the accident occurs will institute an investigation into the
circumstances of the accident or serious incident and will be responsible of the conduct of the
investigation.
PAGE 12 -2
CHAPTER - 12
PROCEDURE
In addition, when the location of the accident or serious incident cannot be established as being
in the territory of any State, the State of Registry shall institute and conduct any necessary
investigation of the accident or serious incident.
The responsibility of the Flight Safety Department in an Accident Investigation Team varies
depending on the location of occurrence of the accident or serious incident.
12.1.6 ACCIDENT/SERIOUS INCIDENT IN FOREIGN TERRITORY
As laid down in the ICAO Annex 13, the Accident Investigation Team will be constituted by the
State of Occurrence.
The DGCA, India will appoint an „Accredited Representative representing India in the Accident
Investigation Team. The Flight Safety Department shall nominate appropriate personnel from the
department to act as „Advisers‟ to the „Accredited Representative. The „Advisers‟ shall dispatch at
short notice to support the „Accredited Representative with the investigation.
The Flight Safety Department shall also identify appropriate members who will participate in the
various workgroups formed on the basis of the Investigation Management System formulated by
the Investigation In-Charge of the Accident Investigation Team. It is not essential that these
members dispatch immediately to the site of accident but shall join once the work group starts
functioning.
The „Advisors‟ and the Working Group members will constitute the TSIT.
12.1.7 ACCIDENT/SERIOUS INCIDENT IN INDIA OR HIGH SEAS
In this case, as laid down in ICAO Annex 13, the Accident Investigation Team will be constituted
by DGCA India. DGCA Civil Aviation Requirements is issued under the provisions of Rule 133A of
the Aircraft Rules, 1937 and Rule 4 & Rule 18 of Aircraft (Investigation of Accidents and
Incidents) Rules, 2017, prescribes the manner in which the occurrences are to be reported and
investigated and the responsibilities of various organizations like the Operators and other
Departments/ agencies at the airport etc. in providing assistance with regard to investigation. As
per the Indian Aircraft Rule 1937, the DGCA shall institute an „Inspector of Accident‟, „Committee
of Inquiry‟ or a „Court of Inquiry‟ for accident investigation.
The Flight Safety Department shall nominate appropriate personnel from the department to act
as „Advisers‟ to the Inspector In-Charge or „The Court‟. The „Advisers‟ shall dispatch at short
notice to support the investigation.
The Flight Safety Department shall also identify appropriate members who will participate in the
various workgroups formed on the basis of the Investigation Management System formulated by
the Investigation In-Charge. It is not essential that these members dispatch immediately to the
site of accident but shall join once the workgroup starts functioning.
PAGE 12 -3
CHAPTER - 12
PROCEDURE
12.1.8 FLIGHT SAFETY DEPARTMENT EMERGENCY RESPONSE PLAN
All FSD Personnel in Mumbai to assemble in FSD Conference Room,
Manager-Admin, facilitate all arrangements in FSD
Chief/Dy Chief of Flight Safety/Senior most Executive available to: --

1. Inform AAIB, DGCA HQ & DAS DGCA Western Region.
2. Constitute TSIT, which is a part of the GO TEAM (02 members)
3. Constitute 04 Functional Teams viz, A, B, C, D (02 members each)
1. Primary coordinator between FSD and Emergency Command Centre (ECC)

located at Mumbai / Delhi Operations.
TEAM A 2. Must maintain a record of all actions taken, in a log book / diary.
3. Must man the Conference & CVR room, monitor & respond to all telephone calls
and inform Chief/Dy.Chief of Flight Safety accordingly.
1. Must prepare a GO-Kit for the Accident site.

TEAM B 2. Must Coordinate with TSIT for any requirements.
1. Must collect and preserve the following Technical Records of the Aircraft
concerned, from the Engineering Department (CAM/QC & TS):
TEAM C (a). Total Aircraft & Engine Time. (e). Last Maintenance / Overhaul records.
(b). Time to next inspection. (f). MEL list of the Aircraft
(c). Previous FDR records. (g). Airworthiness Tags
(d).Various other a/c documents like C of A, C of R, Wt & Balance Record etc.
1. Must collect and preserve the following Flight & Cabin Crew Records/
Documents:
TEAM D (a). Training (b). Flight Safety (c). Licenses related
(d). Load & Trim Sheet (e). PFMC (BT). (f). Medical
(g). FDTL
FSD EMERG. TEL Nos LEGEND

BOM (022) : TSIT (GO TEAM): Technical Support & Investigation Team for assisting and
26157238 26263653 serving as advisor to the official Regulatory authorities. Provide immediate
26157239 26263654 support at Accident site.
26157243 26263655 ECC: Emergency Command Centre at BOM /DEL Operations Bldg.
26157244 26263656
DEL (011) :
2462 8993
2462 8957
PAGE 12 -4
CHAPTER - 12
PROCEDURE
12.2 DISABLED AIRCRAFT REMOVAL PLAN
The disabled aircraft shall be removed from the site only after the clearance from the Regulatory
Authorities concerned. Flight Safety Department shall liaise with the Departments / Agencies
concerned for the same. The procedure for recovery of disabled aircraft is referred in Emergency
Management Manual of Air India Chapter 3 Para 3.5 and engaged parent company ( Air India) for
the action of the same.
PAGE 12 -5
CHAPTER - 12
PROCEDURE
PAGE 12 -6
AIR INDIA LIMITED
Chapter- - 13
AI-FSD-001
CHAPTER 13
SMS AND RISK
MANAGEMENT ISSUE 4 REV-3 11 Dec 2020
13.1 SAFETY MANAGEMENT SYSTEM (SMS) CONCEPTS AND INTRODUCTION

Air India has an SMS, which is in accordance with the requirements of CAR Section1, Series
C, Part 1, Issue II,dated 27th July 2017 and SSP 02 of 2018 and SSP 02 of 2020, that is
implemented and integrated throughout the organization to ensure management of the
safety risks associated with aircraft operations.
Since Air India holds more than one approval or certificate, Air India along with the AOCs
and the Subsidiaries follow the standardized Corporate SMS across its multiple activities
which is accepted by DGCA.
SMS can be likened to a toolbox. It is a toolbox that contains the tools that an aviation
organization needs in order to be able to control the safety risks of the consequences of
the hazards it must face during the delivery of the services for which the organization is in
business. In many cases the organization itself generates the hazards during service
delivery. It is important to acknowledge that SMS itself is neither a tool nor a process. SMS
is the toolbox, where the actual tools employed to conduct the two basic safety
management processes (hazard identification and safety risk management) are contained
and protected. SMS provide a tool box for an organization appropriate to its size and
complexity.
As a toolbox, SMS ensures that when specific tools are needed for hazard identification
and safety risk management:
 the right tools for the task at hand are available for the organization to use;
 the tools and task are properly related;
 the tools are commensurate with the needs and constraints of the organization;
 the tools can be easily found within the tool box, without unnecessary waste of
time or resources.
This perspective is important, because an SMS simply is a protective shell that ensures
proper and timely storage, availability and utilization of the tools needed to deliver specific
safety management processes in the organization. Without the proper tools inside, SMS is
only an empty shell.
13.1.1 Air Indiashall develop, establish, maintain and adhere to a safety management system in
accordance with CAR Section 1, Series C Part 1 and the SMS framework shall incorporate
four components and twelve key elements, as follows:
a) Safety policy and objectives which shall consist of the Management commitment,
Safety accountability and responsibilities, Appointment of key safety personnel,
Coordination of emergency response planning and SMS documentation.
b) Safety risk management which shall consist of Hazard identification and Safety risk
assessment and mitigation
c) Safety assurance which shall consist of Safety performance monitoring and
measurement, The Management of change and Continuous improvement of the SMS
d) Safety promotion which shall consist of Training and education and
Safetycommunication
In order to mitigate the organizational risks, Air India shall ensure the following:
a) The Safety Objective and priorities are documented.
b) prescribe and document procedures for performing activities/processes;
c) provide training to the staff to develop the necessary knowledge, skills and attitude;
d) provide safety directives and controls to ensure their compliance;
e) procure suitable equipment and systems to support activities and ensure its continuing
serviceability; and
f) ensure that necessary resources are deployed to maximise safety performance
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AI-FSD-001
CHAPTER 13
SMS AND RISK
13.2 SAFETY MANAGEMENT SYSTEM

Air India Ltd has a Safety Management System based on a Safety Policy that is implemented
and integrated throughout the organization to address the safety of aircraft operations with
Corporate Safety Management System of Air India.
Air India complies with the DGCA approved Corporate SMS Manual.
The management system of our organisation comprised of two separate but complementary
systems, the Quality Management System (QMS) and the SMS. The QMS and SMS
correspond to the size, nature and complexity of the organisation and take account of all of
the hazards and risks associated with its activities.
The role of the Corporate SMS of Air India is to drive the safety policy, set objectives and
monitor compliance with and the adequacy of procedures required to ensure safe
operational practices and airworthy aircrafts of AIR INDIA LTD. SMS monitoring carried out
based on the DGCA approved Corporate Safety Management System Manual of Air India.
SMS is an organised approach to managing safety, including the necessary organisational

structures, accountabilities, policies and procedures. The complexity of the SMS matches the
organisation’s requirements for managing safety. At the core of the SMS is a formal Risk
Management process that identifies hazard and assesses and mitigates risk.
Air India AOC is a large airline and the CMD is the direct Accountable Executive for Air
India. The Chief of Flight Safety is also the Safety Manager for Air India AOC for SMS
implementation. All Departmental Heads including key areas of Flight Operations, Training,
Cabin Operations, Engineering, Ground Operations, Cargo and Security have safety
accountabilities described in their respective Departmental Manuals. The chief of Flight
Safety coordinates with the Head of Corporate SMS and the Departmental Heads with
regards to SMS implementation.
13.2.1 SAFETY OBJECTIVES:
Air India Limited has the Safety Management System committed to:
1. Achieve a mature system for managing safety and the organisation’s contribution to
meeting the DGCA Safety Plan’s objectives by continually reviewing the SMS and
implementing any revisions deemed necessary from those reviews, at least once in 2 years.
2. Be satisfied that the organisation is operationally competent during day-to-day operations

and change, in terms of:
a. training in functional and professional areas (initial, recurrent and effectiveness);
b. equipment, infrastructure, and service facility provision;
c. maintenance of equipment, infrastructure, and service facilities;
d. the provision and promulgation of data to the required accuracy;
e. safety performance setting and monitoring;
f. reacting to occurrences and being proactive and predictive in identifying emerging hazards;
g. Maintain or continuously improve the overall effectiveness of the SMS.
h. Communicate the requirements of SMS throughout the organization.
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AI-FSD-001
CHAPTER 13
SMS AND RISK
i. design, development and the entering into service of changes in airport organisation,
infrastructure, and facilities; and
j. staffing establishment, including the:
i. Appointment of the right people in the right jobs by a process that matches
personnel profiles to task competence needs, including key appointments in safety-
critical areas; and
ii. Establishment of specialist safety groups at the senior and other levels.
3. Be satisfied as an organisation, and be able to satisfy the DGCA, in relation to

contractors’ safety performance, by using a procedure to write safety requirements into the
contracting process, including:
a. bidding and contractual documentation;

b. demonstration of task capability, in all areas of the service provision;
c. supervision and surveillance requirements; and
d. pre entry-into-service testing, in order to demonstrate fitness for purpose and the meeting
of the organisation’s safety performance requirements.
4. To seek improvements in safety performance where that is possible. Otherwise, maintain

safety performance, in line with that agreed with the DGCA, as part of safety assurance as a
component of the operational SMS (as distinct from SMS design).
5. To integrate the SMS with other management systems as the SMS matures; for it to
become part of overall business planning and operational system, in order to pursue, in line
with the implementation plan.
a. Effective and efficient use of resources by:

i. identifying the most significant risks to safety, and directing appropriate resource to
resolve those safety concerns; and
ii. integrating management systems, such as using the QMS as a tool to support the SMS in
internal audits of processes.
b. Attain an organizational way of working that will:
i. enable the development of a just culture; and,
ii. Further encourage full staff participation and commitment in safety management.
6. To demonstrate to the safety regulator that the organisation does what it says it will do in
its safety policy and objectives, and be able to produce evidence to that effect, including
that related to non-compliances.
Any overall safety statement, as well as the safety policy and safety objectives, is
to be signed and dated by the “Accountable Executive”, representing the Board,
be communicated to all staff in an adequate and timely manner, and be the
subject of regular review.
PAGE 13- 3
AI-FSD-001
CHAPTER 13
SMS AND RISK
13.3 SAFETY POLICY

The ultimate responsibility, authority and accountability for the Safety Management System
(SMS) of the organization lie with the Chairman and Managing Director. Keeping in mind Air
India Ltd commitment to safety, the Chairman and Managing Director, Air India has issued a
Safety Policy Statement placed at the beginning.
A safety policy on which the system is based;

a. A process for setting goals for the improvement of aviation safety and for measuring the
attainment of these goals.
b. A process for identifying hazards to aviation safety and for evaluating and managing the
associated risk.
c. A process for ensuring that personnel are trained and competent to perform their
duties.
d. A process for the internal reporting and analyzing of hazards, incidents and accidents
and for taking corrective actions to prevent their recurrence.
e. A document containing all SMS processes and a process for making personnel aware of
their responsibilities with respect to them.
f. A quality assurance program
g. A process for conducting periodic reviews or audits of the SMS
h. Any additional requirements for the SMS as required by the regulatory authority.
In addition to the above, the Safety Policy shall be in accordance withinternational and national
requirementsand shall include the following:
a) Reflect commitment regarding safety, including thepromotion of a positive safety culture;

b) Include a clear statement about the provision of the necessary resources for implementation of
the safety policy;
c) Include safety reporting procedures;
d) Clearly indicate which types of behaviours are unacceptable related to theaviation activities and
include the circumstances underwhich disciplinary action would not apply;
e) Be signed by the accountable executive of the service provider;
f) Be communicated, with visible endorsement, throughout the organization.
g) Be periodically reviewed to ensure it remains relevant and appropriate.
PAGE 13- 4
AI-FSD-001
CHAPTER 13
SMS AND RISK
13.4 SAFETY CULTURE POLICY & COMMITMENT
Air India Ltd implement proactive and as far as possible predictive strategies encouraging all
staff to understand the benefits of a safety culture, which should be based on an inclusive
reporting culture. All employees are protected by a non-punitive reporting policy which is a key
element in developing a just culture.
Air India Ltd commits to:
a. Develop and embed a safety culture across all departments and recognizes the importance
and value of effective aviation safety management and acknowledges at all times that
safety is paramount;
b. Support the management of safety in Air India Express’s Ltd through an effective safety
reporting and communication system;
c. Develop general rulemaking and specific operational policies that build upon safety
management principles;
d. Ensure that Air India Ltd financial and human resources are sufficient for implementation,
establishment and maintenance of SMS and that the personnel have the proper skills and
are trained for discharging their responsibilities, both safety related and otherwise. That
these personnel are specialists in their functional areas and competent in safety regulations
of DGCA;
e. Conduct both performance-based and compliance oriented activities supported by analyses

and prioritized resource allocation based on safety risks levels (proactively targeting
attention on known areas of high risk)
f. Ensure that acceptable levels of safety for aviation operations are being set, measured and
achieved and expressed in terms of safety performance indicators and safety performance
targets.
g. Continually improve the SMS and safety performance
h. Interact effectively with service providers establish and maintain the SMS in their operation
i. Establish provisions for protection of safety data, collection and processing systems(SDCPS),
so that people are encouraged to provide essential safety-related information on hazards,
and there is continuous flow and exchange of safety management data.
j. Promulgate an enforcement policy that ensures that no information derived from any safety
data, collection and processing systems, established under SMS will be sued as the basis of
enforcement action, except in case of gross negligence or willful deviation
k. Achieve the highest levels of safety standards and performance in aviation operations.
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13.5 REQUIREMENTS OF SMS
All requirements as per ICAO Annexure 19, ICAO Doc 9859, DGCA CAR Section 1 –
General Series ‘C’ Part I of 27th July 2017, Corporate Safety Management System Manual
and IOSA standards shall be complied with as given below:-
13.5.1 Air India Ltd has an SMS that is implemented and integrated throughout the organization
along with Corporate SMS of Air India to ensure management of the safety risks
associated with aircraft operations.
SMS framework specifies the four major components and twelve elements that make up
the basic structure of SMS. The SMS is designed and implemented to:
o Identify safety hazards in operations;
o Ensure remedial actions is implemented to control safety risks;
o Provide for ongoing monitoring and assessment of safety performance;
o Make continual improvement to the level of safety performance.
13.5.2 The ED -Flight Safety (Chief of Flight safety) is the designated Safety Manager who is
responsible for the implementation, maintenance and day-to-day administration of the
SMS throughout the organization on behalf of the Accountable Executive and senior
management.
The requirement for Safety Manager that focuses on the administration and oversight of
the SMS on behalf of the Accountable Executive is an element of the Safety Policy and
Objectives component of the SMS framework.
Safety Manager who is assigned responsibility for implementation of an SMS is ideally a

management official that reports to the Accountable Executive. Depending on the size,
structure and scope .He/She may be assigned functions in addition to those associated
with the SMS manager position by Accountable Executive.
Safety Manager has the necessary degree of authority when coordinating and addressing
safety matters throughout the organization. Whereas the designated manager has
responsibility for day-to-day oversight of the SMS, overall accountability for organizational
safety rests with the Accountable Executive. Likewise, nominated officials or operational
managers always retain the responsibility (and thus are accountable) for ensuring safety in
their respective areas of operations. Safety Manager is responsible for SMS and reports to
the CMD who is the Accountable Executive.
13.5.3 Air India Ltd follows the Corporate Safety Policy of Air India which:
i) Reflects the organizational commitment regarding safety;

ii) Includes a statement about the provision of the necessary resources for the
implementation of the safety policy;
iii) Is communicated throughout the organization.
The requirement to have a defined safety policy is an element of the Safety Policy and
Objectives component of the SMS framework.
The safety policy also reflects the commitment of senior management to:
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 Compliance with applicable regulations and standards of Air India Ltd;

 Ensuring the management of safety risks to aircraft operations;
 Promotion of safety awareness;
 Continual improvement of operational performance.
13.5.3.1 The safety policy is to be reviewed at least once in two years to ensure continued
relevance to the organization.
Such policy shall be documented in the Operations Manual and all other Manuals, which
are controlled documents. To enhance effectiveness, the Policy shall be communicated
and made visible throughout the organization through dissemination of communiqués,
posters, banners and other forms of information in a form and language which can be
easily understood.
13.5.4 Air India Ltd follows a Corporate Safety Policy of Air India& Safety Policy of Air India Ltd
that states the commitment of the organization to continual improvement of the
management system.
Air India through its Policies on Safety, Quality, Security, Environment as well as
Corporate Social Responsibility (CSR) reflects its commitment for continual improvement.
All these policies are signed by the Accountable Executive and are followed by the senior
management to ensure measuring and evaluating on a continuing basis, and making
changes that improve the management system and the culture. Ideas for improvement
may come from internal and external sources; therefore the organization would be
constantly monitoring all sources and willing to make changes as necessary to keep the
management system refreshed and strongly focused on improving operational safety and
security performance.
Such policy commits the organization to:

 Regular review of performance-based indicators by senior management;
 Regular analysis of malfunctions or undesirable operational results;
 Follow-up of corrective actions and their effectiveness in improving operational
performance.
13.5.4.1 An SMS, as well as QMS, EMS, Security Management System (SeMS) and DMS are
unique components of Air India Ltd‘s overall management system and are
implemented for continual improvement in accordance with Air India Ltd‘s policy.
13.5.4.2 A continual improvement policy is documented in all Manuals of operational areas of AIR
INDIA LTD and other Manuals which are controlled documents. They are made visible
throughout the organization by disseminating communiqués, posters, banners and other
forms of informational media.
13.5.5 Air India Ltd has a safety reporting policy that encourages personnel to report hazards in
aircraft operations and, in addition, defines Air India Ltd‘s policy regarding disciplinary
action, to include:
I. Types of operational behaviors that are unacceptable;

II. Conditions under which disciplinary action would not apply.
Safety Reporting Policy is an element of the Safety Policy and objectives component of
the SMS framework. Safety Reporting is a key aspect of SMS hazard identification and
risk management. The Safety Policy encourages individuals to report hazards and
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operational deficiencies to management. It all assures personnel that their inputs are
highly desired and are vital to safety and secure operations.
13.5.6 Management system of Air India Ltd ensures the safety accountabilities, authorities and
responsibilities of management and non-management personnel throughout the
organization, and specifies:
i) The levels of management with the authority to make decisions regarding risk
tolerability with respect to the safety and/or security of aircraft operations;
ii) Responsibilities for ensuring operations are conducted in accordance with

applicable regulations and standards of Air India;
iii) Lines of accountability throughout the organization including direct accountability

for safety and/or security on the part of senior management;
iv) Responsibilities of members of management, irrespective of other functions, as

well as of non-management personnel, with respect to the safety performance of
the organization.
Operational personnel required to perform functions relevant to the safety and security
of aircraft operations are identified, their accountability, authorities and responsibilities
are defined by Air India Limited and communicated throughout the organisation,
including flight operations organization.
The definition of authorities and responsibilities of management and non-management

personnel is an element of the Safety Policy and Objectives component of the SMS
framework.
a. Accountability is the obligation to accept ultimate responsibility and be answerable for

decisions and policies, and for the performance of applicable functions, tasks or
actions. Accountability may not be delegated.
b. Authority is the delegated power or right to command or direct activities, and to make
decisions.
c. Responsibility is the obligation to execute or perform assigned functions, duties, tasks
and/or actions. Responsibility may be accompanied by an appropriate level of
delegated authority.
In the context of an SMS, accountability means being ultimately responsible for safety
performance and taking corrective actions, either to address hazards and/or errors
identified through reporting or from other sources, or in response to events, such as
accidents and incidents.
An effective management system has lines of authority and responsibility that flow from
Senior management into all operational areas of the organization. Delegation of authority
and assignment of responsibility is described and communicated such that it is
understood throughout the organization. Organization chart is the acceptable means for
documenting the structure of a management system.
Management positions critical to operational safety or security may require enhanced job
descriptions or terms of reference that reflect specialized requirements inherent in certain
key positions. Such specialized requirements would include any delegation of authority
exercised by personnel on behalf of an authority (e.g., designated or authorized flight
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examiner).
Compliance with regulatory requirements, as well as internal policies and procedures, is

an essential element of a safe and secure operational environment. The responsibility for
ensuring compliance with both regulatory and internal requirements is specified and
assigned within the management system. Job descriptions, terms of reference and
operating manuals are examples of appropriate locations for documenting management
system responsibilities.
13.5.7 Air India Ltd has processes for the communication of safety information throughout the
organization to ensure personnel maintain an awareness of the SMS and current
operational safety issues.
Safety communication is an element of the Safety Promotion component of the SMS

framework. The general intent of safety communication is to foster a positive safety
culture in which all employees receive ongoing information on safety issues, safety
metrics, specific hazards existing in the workplace, and initiatives to address known
safety issues. Such communication conveys safety-critical information, and explains why
particular safety actions are taken and why safety procedures are introduced or changed.
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13.6. SMS FRAMEWORK
13.6.1 SCOPE OF SAFETY MANAGEMENT
AIR INDIA LTD has developed an integrated Safety Management System for its entire
organization along with Corporate Safety Management System of Air India. The SMS provides
the highest reasonable level of safety by identifying and minimizing risks, which could
contribute to accidents, incidents, or injury to persons. AIR INDIA LTD provides both safety and
quality management covering the complete scope and life cycle of all systems and operational
processes, including:
 Flight Training Operations;

 Operational Control (Dispatch / Flight Following);
 Maintenance and Inspection; including:
 Parts / materials
 Technical data
 Quality control
 Records management
 Contract maintenance
 Security;
 Aircraft ground handling and servicing;
 Training of all personnel.
 Finance
 Human Resources
13.6.2 OVERVIEW OF SMS FRAMEWORK
As described in ICAO Safety Management Manual: Document 9859, SMS processes are
organized into four basic components of safety management: Safety Policy, Safety Risk
Management, Safety Assurance, and Safety Promotion.
Safety policy must be described with who in the organization has responsibility, authority, and
accountability for the goals of the organization. The policies, procedures, and structure of the
organization must be described along with the fundamental value of safety within the
organization. The Same shall consist of the Management commitment, Safety accountability
and responsibilities, Appointment of key safety personnel, Coordination of emergency response
planning and SMS documentation.
Safety Risk Management is the process of hazard identification and management of risk to
acceptable levels. This systematic process describes how to identify hazards, how to assess the
risks, and then the procedures to control the risks. The Same shall consist of Hazard
identification and Safety risk assessment and mitigation.
Safety Assurance processes ensure that once risk controls are in place, the organization
continues to review the safety initiatives to make sure that risks are maintained within
acceptable levels as defined by the organizations safety policies and goals. The same shall
consist of Safety performance monitoring and measurement, The Management of change and
Continuous improvement of the SMS
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Safety Promotion is the ongoing process to promote safety within the organization. Senior
leadership must continuously promote the growth of a positive safety culture within the
organization. Key components are training personnel and clear communication of lessons
learned throughout the organization. The same shall consist of Training and education and
Safety communication.
13.6.3 QUALITY ASSURANCE
The detailed requirements for Quality Assurance are provided in Quality & Safety Audit
Manual which is a part of Corporate Safety Management Manual – VOL-II, accepted by DGCA.
Quality representative of Air India Ltd will coordinate with Corporate SMS team for Quality
Assurance.
Additionally when quality assurance audit function is performed by an external organization, it
shall be the responsibility of the AOC holder for Quality Assurance program to meet the needs
of its organization in accordance with the specifications of regulatory requirments.
13.6.4 EMERGENCY RESPONSE PLAN
Air India has an Emergency Response Plan as a part of Safety Management System.
The detailed requirements for Emergency Response Plan are provided in “Emergency
Management Manual” which is a part of Corporate Safety Management Manual, VOL –III,
accepted by DGCA. The emergency response plan have ensured orderly and efficient
transition from normal to emergency operations and the return to normal operations. The
coordination of the emergency response plan include:
i. delegation of emergency authority;

ii. assignment of emergency responsibilities during the coordinated activities;
iii. coordination of efforts to cope with the emergency; and
iv. Compatibility with other emergency response plans of other organizations.
13.6.5 QUALIFICATIONS AND EXPERIENCE - SMS KEY PERSONNEL:
 Broad operational knowledge and extensive experience in the functions of the

organization and the interfaces with users and major technical contractors;
 Sound knowledge of safety management system, principles and practices;
 Good written and verbal communication skills;
 Well-developed interpersonal skills;
 Computer literacy;
 Ability to relate to and influence persons at all levels, both inside and outside the
organization; organizational ability;
 Ability to work unsupervised;
 ability to cope with changing circumstances and situations with little supervision
 Good analytical skills;
 Leadership skills and an authoritative approach; and
 Worthy of respect from peers and management.
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13.6.6 DUTIES , RESPONSIBILITY AND ACCOUNTABILITY:
13.6.6.1 ACCOUNTABLE EXECUTIVE
i. Air India Limited has the Chairman and Managing Director as the Accountable Executive
who has overall responsibility and accountability on behalf of Air India for implementation
and maintenance of the SMS throughout the organization.
ii. The CMD is accountable for performance of the management system, and,
a. Irrespective of other functions, has ultimate responsibility and accountability on
behalf of Air India for the implementation and maintenance of the safety
management system (SMS) throughout the organization;
b. Has the authority to ensure the allocation of resources necessary to manage safety
and security risks to aircraft operations;
c. Has overall responsibility and is accountable for ensuring operations are conducted
in accordance with conditions and restrictions of the Air Operator Permit (AOC), and
in compliance with applicable regulations and standards of Air India.
iii. The Accountable Executive complies with the requirements as laid down in the DGCA CAR.
a. The Accountable Executive is responsible and accountable on behalf of the Air India
Limited for meeting the requirements of DGCA CAR.
b. The Accountable Executive is a single, identifiable person who, irrespective of other
functions, has ultimate responsibility and accountability, on behalf of the
[organization], for the implementation and maintenance of the SMS.
c. The Accountable Executive has full control over the following:
i. The required human resources;
ii. The required financial resources;
d. The Accountable Executive is the final authority over operations authorized to and is
directly responsible for the conduct of the organization’s affairs and is the final
responsibility for all safety issues.
iv. In an SMS, the Accountable Executive has:
i. Ultimate responsibility and accountability for the safety of the entire operation
together with the implementation and maintenance of the SMS;
ii. Responsibility for ensuring the SMS is properly implemented in all areas of the
organization and performing in accordance with specified requirements.
Accountabilities:
i) The CMD is accountable for performance of the management system, and,
irrespective of other functions, has ultimate responsibility and accountability on
behalf of Air India Limited for the implementation and maintenance of the safety
management system (SMS) throughout the organization;
ii) Has overall responsibility and is accountable for ensuring operations are conducted
in accordance with conditions and restrictions of the Air Operator Certificate
(AOC), and in compliance with applicable regulations and standards of Air India
Limited.
iii) Has the Accountability to accept the risk of 16 and above (refer Section 8.5 & 8.6
of this manual)
iv) Has the accountability to establish and promote Safety Policy, Objectives and
positive safety culture in the organisation
v) Has the accountability to take decisions in the Safety Review Board and Senior
Management Review Meetings.
vi) To ensure safety performance of the Organisation is met against the laid down
company’s safety policy and objectives.
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13.6.6.2 CHIEF OF FLIGHT SAFETY:

Since the Chief of Flight Safety holds the position of Safety Manager for Air India Ltd.,
for duties and responsibilities, refer Chapter 2 of this Manual and the duties listed
below in Para 13.6.6.3.
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13.6.6.3 SAFETY MANAGER:

Responsibilities:
1. Providing guidance and direction for the planning, implementation and operation of the
organization’s safety management system (SMS) on behalf of the Accountable Executive. Also
providing information and advice to senior management and to the Accountable Executive on
matters relating to safe operations
2. Interact with operational personnel, senior managers and departmental heads throughout the
organization for performing/facilitating hazard identification and safety risk analysis.
3. Foster positive relationships with regulatory authorities, agencies and service providers
outside the organisation. Other contacts and working relationships will be established at a
working level as appropriate, including those at functional interfaces, such as quality
management and training.
4. Ensure safety promotion throughout the organisation
5. The safety manager acts independently of other managers within the organization and report
to Accountable Manager and Accountable Executive.
6. monitoring corrective actions and evaluating their results;
7. providing periodic reports on the organization’s safety performance;
8. maintaining records and safety documentation;
9. planning and organizing staff safety training;
10. providing independent advice on safety matters;
11. monitoring safety concerns in the aviation industry and their perceived impact in the
organization’s operations aimed at service delivery;
12. coordinating and communicating (on behalf of the Accountable Executive) on issues relating
to safety with the State’s oversight authority, and other State agencies as necessary; and
13. Coordinating and communicating (on behalf of the Accountable Executive) on issues relating
to safety with international agencies.
14. Regarding safety matters, the safety manager has direct access to the Accountable
Executive and appropriate senior and middle management.
15. The safety manager is authorized to conduct safety audits, surveys and inspections of any
aspect of the operation.
16. The safety manager has the authority to conduct investigations of internal safety events in
accordance with the procedures specified in the safety management systems manual (SMSM)
of the organization.
Accountabilities:
i) The Safety Manager is accountable for performance of the management system, and,
irrespective of other functions, has responsibility and accountability on behalf of Air India
Limited for the implementation and maintenance of the safety management system (SMS)
throughout the organization;
ii) Has overall responsibility and is accountable for ensuring operations are conducted in
accordance with conditions and restrictions of the Air Operator Certificate (AOC), and in
compliance with applicable regulations and standards of Air India Limited.
iii) Has the Accountability to accept the risk of 16
iv) Has the accountability to promote Safety Policy, Objectives and positive safety
culture in the organisation
v) Has the responsibility to escalate safety concerns to Top Management and
Accountable Executive to enable them to take decisions in the Safety Review Board and
Senior Management Review Meetings.
vi) To ensure safety performance of the Organisation is met against the laid down
company’s safety policy and objectives.
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13.6.6.4 HEAD OF DEPARTMENTS TOWARDS SMS: (Operations, Commercial,

Engineering & Quality, Security, In-Flight Dept, Training, GH, H.R, Finance)
Following are the Roles & Responsibilities of HOD’s towards their departments:-
1. Ensure implementation of SMS in their department
2. Ensure all staff are aware of the Safety Policy & Objective
3. Ensure all staff are trained for SMS and are current on the subject
4. Ensure all staff are aware of differentiating between Hazard and a consequence.
5. Ensure all staff are aware of different reporting forms and methods of reporting
hazards.
6. Ensure all hazards reported, through the voluntary reporting system, is brought to the
notice of the Accountable Executive and SMS Manager before taking action on it.
7. Develop, implement & evaluate the strategies to manage the safety risks of the
consequence of hazards which are a by-product of an external or internal change.
8. Ensure proper documentation of SMS is carried out.
9. Ensure the hazards reported are bought up in Safety Review Board meeting and SAG
meetings.
10. Ensure all external agencies are aware of the requirements of reporting hazards to the
Corporate SMS .
13.6.6.5 SENIOR MANAGERS AND SMS NODAL OFFICERS TOWARDS SMS
Following are the Roles & Responsibilities of the Senior Managers of AIR INDIA LTD towards
SMS:-
1. Develop, implement & evaluate the strategies to manage the safety risks of the
consequence of hazards which are a by-product of an external or internal change.
2. Ensure all hazards reported, through the voluntary reporting system, is brought to the
notice of their respective departmental head, Flight Safety and Corporate SMS Office.
3. Ensure minutes of all SAGs are documented and circulated to all the attendees.
4. Ensure all documents pertaining to SMS are updated and maintained and to submit reports
to corporate SMS from time to time.
5. Periodically check for safety updates and the regulators website for circulars or amendments
on Civil Aviation Regulations pertaining to safety.
6. To participate in the SAG, SRB meetings as applicable.
13.6.6.6 ALL EMPLOYEES OF AIR INDIA TOWARDS SMS
Following are the Roles & Responsibilities of all employees towards SMS:-
All employees should:-
1. Have a clear understanding of the Safety Management System.
2. Be aware of what Hazards, Risks and consequences are.
3. Report hazards without hesitation.
4. Ensure a safety culture at their workplace/workstation.
5. Not stop any personnel from reporting a hazard or a risk.
6. Bring to the notice of the management of any malpractices which may affect safety of our
operations.
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13.6.6.7 SMS DOCUMENTATION DESCRIPTION
Air India Limited follows a SMS documentation which is available under Corporate Safety
Management System of Air India that includes:
i. A description of the Organization approach to the management of safety throughout
the organization in a manner that meets its safety objectives;
ii. A description of the safety policy and objectives, the SMS requirements, processes and
procedures, the accountabilities, responsibilities and authorities for processes and
procedures, and the SMS outputs;
iii. A manual as the means for communicating its approach to safety management
throughout the organization.
The SMS documentation describes both the corporate and operational areas of management
for continuity of the system throughout the organization
A management system is documented in controlled company media at both the corporate

and operational levels. Manuals or controlled electronic media are acceptable means of
documenting the management system.
The Airline Documentation provides a comprehensive description of the scope, structure and
functionality of the management system and depicts lines of accountability throughout the
organization, as well as authorities, duties, responsibilities and the interrelation of functions
and activities within the system for ensuring safe and secure operations.
Acceptable means of documentation include, but are not limited to, organogram (organization
charts), job descriptions and other descriptive written material that define and clearly
delineate the management system.
13.6.6.8 DOCUMENTATION GUIDELINES:
i. The Corporate SMS Manual of Air India provides the guidelines for the AOCs, SBUs and
Subsidiaries to follow and maintain SMS documentation to describe:
a) The safety policy and objectives;
b) The SMS requirements;
c) The SMS processes and procedures;
d) The accountabilities, responsibilities and authorities for processes and procedures;
e) The SMS outputs.
ii. All Chiefs of Flight Safety of AOCs and Safety Officers of SBU’s incorporate SMS documentation,
as a part of their Flight Safety Manuals. They shall, as part of the SMS documentation, complete a
system description. Similarly, all post-holders have incorporated the guidelines in their respective
manuals and shall complete the system description, which includes:-
a) The system interactions with other systems in the air transportation system;
b) The system functions;
c) required human performance considerations of the system operation;
d) Hardware components of the system;
e) Software components of the system;
f) related procedures that define guidance for the operation and use of the system;
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g) Operational environment; and

h) Contracted, subcontracted and purchased products and/or services.
iii. Air India through its documentation of gap analysis had identified the safety assignment, to:
a) Identify the safety arrangements and structures that may already exist in its
organization; and
b) Determine additional safety arrangements required to implement and maintain the
organization’s SMS.
13.7 HAZARD IDENTIFICATION PROGRAMME

Air India Ltd has a hazard identification program that is implemented and
integrated throughout the organization, to include:
a. A combination of reactive and proactive methods for safety data collection;

b. Processes for safety data analysis that identify existing hazards and predict future
hazards to aircraft operations
The Protection of Safety Information (SDCPS) shall beensured in accordance with the
requirements of CAR Section1, Series C Part 1, Appendix C.
Hazard identification is an element of the Safety Risk Management component of the

SMS framework. Hazard identification processes are necessarily formalized, coordinated
and consistently applied on an on-going basis in all areas of the organization where
there is a potential for hazards that could affect aircraft operations.
To be effective, reactive and proactive processes are used to acquire information and
data, which are then analyzed to identify existing or predict future (i.e. potential)
hazards to aircraft operations. Examples of processes that typically yield information or
data for hazard identification include:
 Confidential or other reporting by personnel;

 Investigation of accidents, incidents, irregularities and other non-normal events;
 Flight data analysis;
 Observation of flight crew performance in line operations and training;
 Quality assurance and/or safety auditing;
 Safety information gathering or exchange (external sources).
Processes would be designed to identify hazards that might be associated with

organizational business changes (e.g. addition of new routes or destinations, acquisition
of new aircraft type(s), the introduction of significant outsourcing of operational
functions).
Hazards are assigned with tracking number and recorded in a database known as
Hazard Register. Each Register or database entry would normally include a description
of the hazard, as well as other information necessary to track associated risk assessment
and mitigation activities. The guidelines provided in DGCA Circular are to be adopted for
this purpose.
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13.7.1 NON-PUNITIVE SAFETY REPORTING SYSTEM

Air India Ltd has a non-punitive safety reporting system that is implemented
throughout the organization in all areas where operations are conducted. A non-punitive
reporting system also considered as an attribute of a reporting culture.
Front line operational personnel are often in the best position to observe and identify
operational hazards and conditions, including the actions or behavior of other personnel,
which could lead to accidents or incidents. Experience has shown that personnel will not
provide information if there is apprehension or fear that such reporting will result in
disciplinary action. To be effective, a non-punitive safety reporting system assures
employees that the reporting of unintentional errors does not result in disciplinary or
punitive action being taken against the reporter or other individuals involved unless such
errors result from illegal activity, willful misconduct or other egregious actions, as defined
by Air India Ltd. Also, in such a system employees are assured that the identity or
information leading to the identity, of any employee who reports an error under this policy
is never disclosed unless agreed to by the employee or required by law. A non-punitive
safety reporting system is documented in Organizational Manual, Operations Manuals and
other controlled documents.
An essential element of any SMS is the Safety Reporting Policy. Air India Ltd is committed
to implement a Non-Punitive Reporting System in all areas where operations are
conducted. All employees are encouraged to report unpremeditated or inadvertent errors,
safety hazards and safety risks or other potentially hazardous conditions timely for which
no disciplinary or punitive action shall be taken unless such errors result from illegal activity
or willful misconduct.
The information received through voluntary and confidential reports shall only be used as a
preventive tool and under no circumstances will be used as material evidence for taking
disciplinary action against the person reporting. This shall however be without prejudice to
usual regulatory investigation and consequent action by DGCA under the rules and for any
act of willful negligence or deliberate non-adherence to procedures or such similar acts.
It is important for the success of this program that all flight and Cabin crew members
share the common organizational responsibility of identified hazards in order that action
is taken to mitigate them.
Voluntary /Confidential Reporting is Non-Punitive and absolute Confidentiality is maintained.
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13.8 OPERATIONAL SAFETY REPORTING SYSTEM
Air India Ltd has an operational safety reporting system that is implemented
throughout the organization in a manner that:
i) Encourages and facilitates personnel to submit reports that identify safety hazards,
expose safety deficiencies and raise safety concerns;
ii) Ensures mandatory reporting in accordance with applicable regulations;
iii) Includes analysis and management action as necessary to address safety issues
identified through the reporting system following the procedure described in the SSP
circular 1 of 2012.
Operational reporting is considered a proactive hazard identification activity in an SMS.

Frontline personnel, such as flight or cabin crew members and maintenance technicians,
are exposed to hazards and face challenging situations as part of their everyday activities.
An operational reporting system provides such personnel with a means to report these
hazards or any other safety concerns so they may be brought to the attention of relevant
managers.
To build confidence in the reporting process and encourage more reporting, an

acknowledgement is to be provided to each person that submits a report. An effective
system provides for a review and analysis of each report to determine whether a real
safety issue exists, and if so, ensure development and implementation of appropriate
action by responsible management to correct the situation.
Air India Ltd. encourages all individuals for reporting Mandatory, Voluntary as well as
Confidential Reports in all operational area including Operations, Maintenance, Cabin
Operations, Ground Handling, Cargo Operations, and Security etc. The reports can be of
Proactive or the events that have already occurred will help us in to prevent accidents and
incidents. If any individual notices a situation or an event which can potentially lead to an
accident / incident, he/ she is encouraged to report the same.
13.8.1 Air India Ltd has a confidential safety reporting system that is implemented
throughout the organization in a manner that encourages and facilitates the reporting of
events, hazards and/or concerns resulting from or associated with human performance
in operations.
The confidential safety reporting system is implemented throughout the Air India in a
manner that encourages and facilitates the reporting of hazards or concerns resulting from
or associated with human performance in operation. All employees shall report
unpremeditated or inadvertent errors, safety hazards and safety risks or other potentially
hazardous conditions timely for which no disciplinary or punitive action shall be taken
unless such errors result from illegal activity or willful misconduct. The safety reporting
systems are classified into two groups.
The specified confidential safety reporting system is sometimes referred to as a

Confidential Human Factors (or Incident) Reporting System. The success of a confidential
safety reporting system depends on two fundamentals:
The ability of the management to assure absolute protection of a report submitted by any
individual;
The level to which individuals within the organization exercise their freedom to report
actual or potential unsafe conditions or occurrences.
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Procedures should be in place to protect confidentiality (e.g. de-identification).
There is a different system in confidential reporting. The effectiveness of a confidential

safety reporting system is determined by a basic requirement for safeguarding safety and
risk information. , individuals will continue to provide information only when there is
confidence that such information will be used only for safety purposes and will never be
compromised or used against them.
The confidential safety reporting system includes:
 A process that provides absolute protection of confidentiality;

 An articulated policy that encourages reporting of hazards and human errors in
operations;
 A shared responsibility between the individual flight and cabin crew members (or, if
applicable, respective professional associations) and the organization to promote a
confidential safety reporting system;
 A process for secure de-identification of confidential reports;
 A tracking process of action taken in response to reports;
 A process to provide feedback to the reporter;
 A communication process for ensuring flight and cabin crew members, as well as
other relevant personnel, are informed of potential operating hazards through
dissemination of de-identified report information.
CONFIDENTIAL REPORT
Confidential Report aims to protect the identity of the reporter. This is one way of ensuring
that voluntary reporting system is Non-punitive. Confidential incident reporting system
facilitates the disclosure of hazard leading to human error, without fear of retribution or
embarrassment, and enable broader acquisition of information on hazards. (Annexure ‘13.B’)
The Confidential reports are de-identified on receipt to ensure confidentiality.
13.8.2 MANDATORY REPORTING SYSTEM
The following are the mandatory reports and refer FSM Chapter 3 for more details.
i. Flight Safety Report raised by PIC of the flight.
ii. Air Traffic Incident / Air Miss Reports
iii. EGPWS Occurrence Reports
iv. Pilot/ Observer RA Reports
v. Wild Life(Bird/Animal) Strike Reports
vi. Any other incident reported by PIC / Engineering/ Others.
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13.8.3 VOLUNTARY SAFETY REPORTING SYSTEM
In order to encourage voluntary reporting of occurrences by personnel Voluntary Reporting

System has been established which could be an event or Hazard. Under this system, anyone
who witnesses or is involved or has knowledge of an event, hazard or situation which he or she
believes to have posed a risk to safety or a potential threat to safety may report the same. It
encompasses basic principles of provision of confidentiality & possibility of feedback. The
system provides assurance that no punitive action will be taken on such voluntary reporting
made unless infringement relates to unlawful/ criminal/ deliberate gross negligent unsafe
actions.
13.8.3.1 VOLUNTARY REPORT
An individual may come across an event, safety hazard or observation which does not come
under the purview of a Mandatory report. However, he feels that reporting the same could
enhance safety or allow others to gain from his experience. In such cases a Voluntary Report
can be raised. The report has a field for name, email etc so that feedback could be given with
respect to the report. The Voluntary Safety Report is a non-confidential mode of reporting and
a non-reprisal policy is followed unless the event has resulted from illegal activity or willful
misconduct. (Annexure ‘13.A’)
13.8.4 HOW TO REPORT?
All personnel are encouraged to bring to the notice of the Flight Safety Department any
hazards, deficiencies and safety or security concern including reporting of hazards or
concerns resulting from or associated with human performance.
These reports may be Confidential and should be forwarded to Chief of flight Safety. These
Reports may be sent through Email or even telephonically to the Executives/Officers of
Whenever, a Voluntary Report is received with identity of reporter, an acknowledgement

will be sent before de-identifying the report. All reports received by Flight Safety
Department will be given reference number after de-identification. These reports will be
closed if no action is considered necessary after review. However, if any issue is identified,
the report will be marked “OPEN”. It will be closed only after satisfactory action is taken
by the concerned departments. The corrective action taken shall also be informed to the
personnel who had raised the report.
Issues raised in Reports shall be analyzed to address Operational Deficiencies, Hazards or

Concerns identified through such reports. If a safety issue is identified, a report shall be
sent to responsible Operational Managers for development and implementation of
appropriate action to correct the situation.
Confidential/ Voluntary Reporting is Non-Punitive and absolute Confidentiality is

maintained.
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It is important for the success of this program that all flight and Cabin crew members share
the common organizational responsibility of identified hazards in order that action is taken
to mitigate them.
The Safety concerns identified through this process along with the action taken would be
disseminated all concerned personnel through safety bulletin.
Information given will be de-identified at the level of Coordinator and alternate Coordinator.
It is assured that no punitive action will be taken on such voluntary reporting made unless
infringement relates to unlawful / criminal /deliberate gross negligent unsafe action.
However, this Voluntary Reporting System is not a substitute for statutory mandatory
incident reporting system, which will continue to function.
Hazard is a situation that poses a level of threat to persons, property or environment. Most
hazards are dormant with a potential for risk or harm. The Voluntary Safety Report and
Confidential Safety report shall be used to report any safety hazard observed by the
personnel.
Report may be submitted by the following means:-
a) Internet → GOOGLE ‘FLIGHT SAFETY AIR INDIA’ and go to “WELCOME TO AIR INDIA
CORPORATE SMS &FLIGHT SAFETY WEBSITE” link. On the website, in place of Staff No.
type – ‘flight safety’ & in the password field type ‘safety’ & click LOGIN. A page opens,
giving you various options. Second option is “Online Reporting”. Click on it. Use the
‘VOLUNTARY REPORT or CONFIDENTIAL REPORT. The said reports have an option to
select the organization. Air India Ltd is identified as IX in respective reported. Fill the
report accordingly and click “Submit”.
b) Faxed/emailed without delay to the Flight Safety Department of Air India Ltd utilizing
any of the following:
FAX: +91 22 2615 8115
E-MAIL: flightsafety.hqrs@airindia.in&airsafety@airindia.in
c) Physical (Hard) copies: Fill up the paper copies of the above forms available in the
department at convenient places or with SMS Nodal Officers and place in the ‘VOLUNTARY
SAFETY REPORTS’ Drop Boxes in the Department.
Paper copies of reports shall be mailed to

Chief of Flight Safety,
Flight Safety Department,
Air India Ltd,
Old Airport,
Kalina, Santa Cruz (E),
Mumbai-400029
Envelopes of reports shall be marked ‘CONFIDENTIAL’ if report is confidential in Nature.
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13.8.4.1 VOLUNTARY SAFETY REPORTING TO DGCA:
As per DGCA AIC 25/2020 dated 04th Aug 2020, which supercedes AIC05/2020, in order to
make the Hazard reporting system more effective DGCA in addition to the Organizations
reporting system has introduced a Voluntary reporting system .
According to the same, anyone who witnesses or is involved or has knowledge of an

occurrence , hazard or situation which he or she believes possess potential threat to flight
safety is requested to report the same in prescribed performa mentioned in Annexure A of
the AIC.
Voluntary reports can be submitted to DGCA as follows:
By email on voluntaryreport-dgca@gov.in
By post at: Voluntary Safety Reporting System

Air Safety Directorate, O/o Directorate General of Civil Aviation- HQ,
Opp. Safdarjung Airport, Aurobindo Marg, New Delhi-110003
DGCA has assured that no punitive action will be taken on such Voluntary Reporting made
unless infringement relates to Unlawful /criminal/ deliberate gross negligent unsafe action.
However the Voluntary Report is not a substitute for Statutory Mandatory Reporting System,
which will continue to function.
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13.8.5. PROTECTION OF SAFETY INFORMATION

As per CAR Section1,Series C Part 1, DGCA SDCPS is required to conform to safety information,
similarly the Airline SDCPS is required to conform to the safety information and protection thereof.
All data pertaining to Records / Evidences collected to support Aircraft Accident and Incident
investigations (AAIB), Reports (Mandatory Reports, Confidential Reports, Voluntary reports etc.),
Data collected from DGCA Oversight, FDM, Self-disclosure reporting systems, including automatic
data capture systems are appropriately protected.
In order to appropriately safeguard the confidentiality of data, the computers that are used to
generate records shall be password protected. Additionally, all personnel are made to sign a Non -
Disclosure Agreement to ensure that information is protected and it is the responsibility to each
personnel to protect and maintain confidentiality.
The above mentioned data shall constitute and shall be considered as Safety Information and shall
qualify for protection from inappropriate use according tospecified conditions that will include, but
not necessarily be limited to, collection ofinformation for explicit safety purposes and disclosure of
such information wouldinhibit its continued availability.
Safety information shall not be used in a way different from the purposes for whichit was collected.
The Chief of Flight Safety shall apply all possible protection regarding the disclosure of the
information, unless:
a) There is a consent of the originator of the information for disclosure; or
b) There is a reason that release of safety information is in accordance with the
principles of exception
Principles of Exception
Exceptions to the protection of safety information shall only be granted when:
a) DGCA / CoFS considers that circumstances reasonably indicate that the occurrence may have
been caused by conduct with intent to cause damage or conduct with knowledge that damage
would probably result, equivalent to reckless conduct, gross negligence or willful misconduct.
b) Review by DGCA / CoFS determines that the release of the safety information isnecessary for the
proper administration of justice, and that its release outweighsthe adverse domestic and
international impact and such a release may have onthe future availability of safety information.
Public Disclosure
Subject to the principles of protection and exception outlined above, any person seeking disclosure
of safety information shall justify its release. Formal criteria for disclosure of safety information shall
be established to include, but not necessarily be limited to, the following:
a) Disclosure of the safety information is necessary to correct conditions that compromise safety
and/or to change policies and regulations.
b) Disclosure of the safety information does not inhibit its future availability in order to improve
safety.
c) Disclosure of relevant personal information included in the safety information complies with
applicable privacy laws.
d) Disclosure of the safety information is made in a de-identified, summarized or aggregate form.
It shall be the responsibility of the all the Data Management Groups and relevant groups to apply
allpossible protection regarding the disclosure of the information, unless:
a) There is a consent of the originator of the information for disclosure; or
b) There is a reason that release of safety information is in accordance with the
principles of exception.
i) PIB Data Group,
ii) SMS Data Group,
iii) Data Management Group and
iv) DMS and FSDS Group.
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13.3: Safety Data Collection and Processing System (SDCPS):
As per DGCA issued SSP Circular 02 of 2020 dated 31.08.2020, Safety data collection and
processing systems (SDCPS) is a means to capture, store, aggregate and enable the analysis of
Safety Data and Safety Information to support the safety performance management activities.
The effective management of safety is highly dependent on the effectiveness of safety data
collection , analysis and overall management capabilities.
Air India follows an integrated approach to collection of the safety data that come from
different sources both internal and external to get a more accurate view of the safety risks and
to evaluate achievement of our safety objectives.
The reliable safety data and safety trends is needed to identify trends, make decisions and
evaluate safety performance in relation to safety targets and safety objectives and to assess
risk.
Air India has appropriately qualified personnel to collect, store safety data and the personnel
have the competencies needed to process the safety data.
Air India also has a designated custodian in the corporate SMS to apply the protection to safety
data, safety information and related sources for the purposes of maintaining or improving
safety as applicable.
The Safety data and safety information collected to support the Safety Performance
Management process and to make safety decisions are influenced by considerations such as
National and local conditions, priorities, data for establishing / monitoring / refinement of the
SPIs, data requirement for Safety Risk Management (SRM) Process etc.
Minimum Safety Data and Safety Information which are required to be maintained,
as per SSP Circular 02 of 2020 are as follows:
Approved Maintenance Organization
Corporate SMS / Air Operator’s SMS
 Mandatory Occurrence Reports.
 Mandatory Occurrence Reports.
 Voluntary Reports
 Voluntary Reports
 Safety Risk Assessments and Hazard
 Flight Data Analysis Register.
 Fatigue Risk Management System.  SPIs / Trend Analysis.
 Recorded data- (Flight Data recorder, cockpit  Maintenance Records.
voice recorder, video, ambient , streamed
data).  External and Internal Audit reports.
 Safety Risk Assessments and Hazard Register.  Reliability Programme Reports
 SPIs / Trend Analysis.  Training Records-Data of analysis of the
efficacy.
 Maintenance Records.
 Service difficulty reports.
 External and Internal Audit reports.
 In service occurrence reports.
 Reliability Programme Reports
 Maintenance and operational experience
 Training Records-Data of analysis of the reports
efficacy.
 Service Information, reports (faults,
 Dangerous Goods accident and incident malfunctions, defects)
reports.
 Unapproved Parts reports
 Special Air Reports (AIREPS)
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13.9 SAFETY RISK ASSESSMENT AND MITIGATION PROGRAM

Air India Ltd has a safety risk assessment and mitigation program that includes
processes implemented and integrated throughout the organization to ensure:
i) Hazards are analyzed to determine corresponding safety risks to aircraft operations;

ii) Safety risks are assessed to determine the requirement for risk mitigation action(s);
iii) When required, risk mitigation actions are developed and implemented in operations.
Risk assessment and mitigation is an element of the Safety Risk Management

component of the SMS framework. To be completely effective, a risk assessment and
mitigation program will be implemented in a manner that:
 Is active in all areas of the organization where there is a potential for hazards that
could affect aircraft operations;
 Has some form of central coordination to ensure all existing or potential hazards
that have been identified are subjected to risk assessment and, if applicable,
mitigation.
The safety risks associated with an identified existing or potential hazard are assessed in
the context of the potentially damaging consequences related to the hazard. Safety risks
are generally expressed in two components:
o Likelihood of an occurrence;
o Severity of the consequence of an occurrence.
Matrices that quantify safety risk acceptance levels are developed to ensure
standardization and consistency in the risk assessment process. Separate matrices with
different risk acceptance criteria are sometimes utilized to address long-term versus
short-term operations. A Hazard Registers/ employed for the purpose of documenting
risk assessment information and monitoring risk mitigation (control) actions.
13.9.1 RISK PROFILE
A risk profile is a written description of a set of risks. A risk profile can include the risks that
the entire organization must manage or only those that a particular function or part of the
organization must address.
Types of risk:
Identified risk: That risk that has been determined to exist using analytical tools. The time
and costs of analysis efforts, the quality of the risk management program, and the state of
the technology involved affect the amount of risk that can be identified.
Unidentified risk: That risk that has not yet been identified. Some risk is not identifiable
or measureable, but is no less important for that. Mishap investigation may reveal some
previously unidentified risks.
Total risk: The sum of identified and unidentified risk. Ideally, identified risk will comprise
the larger portion of the two.
Acceptable risk: The part of identified risk that is allowed to persist after controls are
applied. Risk can be determined acceptable when further efforts to reduce it would cause
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degradation of the probability of success of the operation, or when a point of diminishing

returns has been reached.
Unacceptable risk: The portion of identified risk that cannot be tolerated, but must be
either eliminated or controlled.
Residual risk: The portion of the risk that remains after management efforts have been
employed. Residual risk comprises acceptable risk and unidentified risk.
13.9.2 THE SEVEN STEP ASSESSMENT PROCESS:
The risk assessment is to be carried out as per the following seven step process:-
Step 1: Development of a complete description of the system to be evaluated and of the

environment, in which the system is to be operated.
Step 2: Identification of Hazards;
Step 3: Estimation of the severity of the consequences of a hazard occurring;
Step 4: Estimation of the likelihood of a hazard occurring;
Step 5: Evaluation of risk;
Step 6: Mitigation of risk; and
Step 7: Development of safety assessment documentation
13.9.3 RISK MANAGEMENT PROCESS
a) Risk assessment teams will develop and document the understanding of hazards and its
risks. Further, he teams would develop mitigations for the hazards and determine the level
of risk acceptance. On the basis of risk probability and risk severity, a risk rating
matrix/risk factor assessment will be prepared and risk tolerability will be determined.
b) Risk probability is the chance that a situation of danger might occur.
c) Risk severity is the possible consequence of a situation of danger taking as reference the
worst forcible situation.
d) Mitigation measures are the measures taken to eliminate potential hazard on to reduce the
risk probability or severity.
e) Controls: The controls in place to ensure the objective is met.
f) System Safety Deficiency: The circumstances that permit hazards of a like nature to exist.
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13.9.4 RISK SEVERITY

Safety risk severity is defined as the extent of harm that might reasonably occur as a
consequence or outcome of the identified hazard. The severity assessment can be based
upon:
a) Fatalities/injury: How many lives may be lost (employees, passengers, bystanders and
the general public)?
b) Damage: What is the likely extent of aircraft, property or equipment damage?
The severity assessment should consider all possible consequences related to an unsafe
condition or object, taking into account the worst foreseeable situation. The table presents a
typical safety risk severity table. It includes five categories to denote the level of severity.
Severity of occurrences
Aviation
Meaning Value
Definition
Equipment destroyed 5
Catastrophic (A)
Multiple deaths
A large reduction in safety margins,
physical distress or a workload such
that the operators cannot be relied
upon to perform their tasks accurately or 4
Hazardous completely. (B)
Serious injury or death to a number of

people.
Major equipment damage

A significant reduction in safety
margins, a reduction in the ability of
the operators to cope with adverse
operating conditions as a result of 3
Major conditions impairing their efficiency (C)
Serious incident.
Injury to persons.
Nuisance.
Operating limitations. 2
Minor (D)
Use of emergency procedures.
Minor incident.
1
Negligible Few consequences (E)
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13.9.5 RISK PROBABILITY

Safety risk probability is defined as the likelihood or frequency that a safety consequence or
outcome might occur. The determination of likelihood can be aided by questions such as:
a) Is there a history of occurrences similar to the one under consideration, or is this an isolated
occurrence?
b) What other equipment or components of the same type might have similar defects?
c) How many personnel are following, or are subject to, the procedures in question?
d) What percentage of the time is the suspect equipment or the questionable procedure in
use?
e) To what extent are there organizational, managerial or regulatory implications that might
reflect larger threats to public safety?
Any factors underlying these questions will help in assessing the likelihood that a hazard may
exist, taking into consideration all potentially valid scenarios. The determination of likelihood can
then be used to assist in determining safety risk probability.
Table presents a typical five point safety risk probability table.
Probability of occurrence
Qualitative
Meaning Value
definition
Frequent Likely to occur many times (has occurred frequently) 5
Occasional Likely to occur sometimes (has occurred infrequently) 4
Remote Unlikely, but possible to occur (has occurred rarely) 3

Improbable Very unlikely to occur (not known to have occurred) 2
Extremely improbable Almost inconceivable that the event will occur 1
13.9.6 RISK FACTOR ASSESSMENT

Risk factor is estimated by considering and combining Severity and likelihoods. Severity and
probability may be viewed in five grades, which users can define by money, damage or any
other useful concept. Risk factor is calculated by multiplying the Probability Risk Rating
(PRR) and Impact risk rating (IRR).
Severity and probability may be viewed in thefollowing grades, which users can define by
money, damage or any other useful concept.
Risk Probability Risk Severity
Catastrophic Hazardous Major Minor Negligible
(A) (B) (C) (D ) (E)
5 – Frequent 25 20 15 10 5
(5A) (5B) (5C) (5D) (5E)
4 – Occasional 20 16 12 8 4
(4A) (4B) (4C) (4D) (4E)
3 – Remote 15 12 9 6 3
(3A) (3B) (3C) (3D) (3E)
2 – Improbable 10 8 6 4 2
(2A) (2B) (2C) (2D) (2E)
1 – Extremely 5 4 3 2 1
improbable (1A) (1B) (1C) (1D) (1E)
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Risk assessment team will estimate combination of severity and probability carried out as per the
INTOLERABLE 16-25 CMD/Accountable
(Unacceptable/Extreme Risk) (4A,4B,5A,5B) Executive
INTOLERABLE 15 Head of Department
(Undesirable/High Risk) (3A,5C) (EDs)/Post Holder
TOLERABLE 9-12 ED/GM
(with action/Moderate Risk) (2A,3B,3C,4C,5D)
TOLERABLE 5-8 Dy GM/Senior Managers
(with monitoring /Low Risk) (1A,2B,2C,3D,4D,5E)
4
(4E*)
Acceptable 1-4 SMS Nodal Officer
(Negligible Risk) (1B,1C,1D,1E,2D,2E,3E representing the Deptt
)
Appendix A. The organization defines the level of management with authority to make safety risk
tolerability decision as follows:-
13.9.7 RISK ACCEPTABILITY
* (4E) falls in the Tolerable (with monitoring/Low Risk) category,although its numeric value is
four.
NOTES:The Safety Risks are assessed as Acceptable, Tolerable and Intolerable and the
action required to address the same is as follows:
Intolerable Risk: Take Immediate action to mitigate the risk or stop the activity. Perform priority
safety risk mitigation to ensure additional or enhanced preventative controls are in
place to bring down the safety risk index to tolerable.
Tolerable Risk: Can be tolerated based on the safety risk mitigation . It may require
management decision to accept the risk.
Acceptable Risk: Acceptable as is. No further safety Risk mitigation required.
NOTE: The details of the Risk Acceptability for each department / Functional Area are provided in
their respective manuals in line with the Corporate SMS Manual.
Risk Factor Values range from 1 to 25. The acceptable level of risk is from 1 to 4.
The unacceptable level of risk is from 16 to 25. The levels in between are
acceptable only after reducing the risk factor by suitably mitigating the risk and
establishing controls. Generally, between 5 to 8 risk is only acceptable after review
of the operations and suitable monitoring. Between 9 and 12, it is moderate risk
which is acceptable with action, wherein performing or reviewing risk mitigation is
necessary. Between 13 and 15 is undesirable where high risk exists with caution.
It has to be ensured that risk assessment has been satisfactorily completed and
declared preventive controls are in place. Risk control and mitigation is required
which may require a management decision.
An Operational Risk Assessment for safety critical tasks will be carried out internally
by every Department (using their own SMS members) and decisions will be taken by
the Departmental Heads to mitigate the risk, with a copy to Flight Safety, provided
it involves only their own Department. Flight Safety will be involved for all Risk
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Assessments where more than one Department is involved, or if the risk factor
determined by the Department is more than 4. However, in case it is observed that
the risk assessment provided by the department is inadequate, the Flight Safety
Department will review the same and work with the departments to mitigate the
risk.
On doing the Risk Factor Assessment, if the risk is acceptable, the operations
pertaining to the Department can be undertaken. If the risk is marginal, then the
operation can only be acceptable with certain risk controls and monitoring actions, in
coordination with the Flight Safety Department as applicable. This could be done by
the Flight Safety representative in the Standardization / SAG / SRM / Safety Risk
Assessment Meetings or by formally presenting to the Flight Safety Department a
written report giving the risk matrix and seeking acceptance of Flight Safety
Department. If the operational risk mitigation requires amendment of a policy and / or
process, QMS representative shall be involved. If the risk is unacceptable, that is
beyond a risk factor of 16, then the operation pertaining to the Department / Airline
will not be undertaken.
While SMS and Flight Safety support the risk assessments carried out by the
departments, the safety accountability for all decisions taken rests with the Head of
the Department concerned.
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13.9. 8 RISK MANAGEMENT FLOW PROCESS
A Safety concern is perceived
Feedback &
record the Identify Hazards and assess risks
hazard
identification
&assessment
Define the level Define the level
and/or/risk
of severity of probability
mitigation
Define the level of
risk
Is the risk level acceptable? No

```
Take action &
continue the Yes
operations
Can the risk be eliminated? No
Take action &

Yes
continue the
operations Can the risk be mitigated?
Yes
Take action & Can the residual risk be

continue the Yes No
operations accepted (if any)?
Cancel the
operation
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13.9.9 RISK ASSESSMENT AND CONTROL
The significant concepts regarding safety risk management can be summarized, as follows:
• There is no such thing as absolute safety – In aviation it is not possible to eliminate all
safety risks;
• Safety risks must be managed to a level “as low as reasonably practicable” (ALARP);
• Safety risk mitigation must be balanced against:

1. - time
2. - cost
3. - difficulty of taking measures to reduce or eliminate the safety risk
(i.e. managed);
4.
• Effective safety risk management seeks to maximize the benefits of accepting a safety risk
(most frequently, a reduction in either time and/or cost in the delivery of the service) while
minimizing the safety risk itself.
• Communicate the rationale for safety risk decisions to gain acceptance by stakeholders
affected by them.
Risk management provides a logical and systematic means of identifying and controlling
risk. Risk management is not a complex process, but does require individuals to support and
implement the basic principles on a continuing basis. Risk management offers individuals,
departments and organizations a powerful tool for increasing effectiveness and reducing
accidents. The risk management process is accessible to and usable by everyone in every
conceivable setting or scenario. Properly implemented, risk management will always
enhance safety and performance.
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13.9.10 PROCESS OF ANALYSIS OF REPORTS:
Note: All Confidential reports are received only by the Flight Safety department and the
reports are analyzed after de-identification.
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13.9.11 PROCESS FOR INVESTIGATION OF IRREGULARITIES, OTHER NON-ROUTINE

OPERATIONAL OCCURRENCES AND SAFETY HAZARDS
Online Voluntary Reports received by the Flight Safety Department are forwarded to the SMS
Nodal Officer and the Departmental Head of the concerned department for risk assessment and
further mitigation.
Confidential Safety reports will be filtered and evaluated by the Chief of Flight Safety/Dy. Chief
of Flight Safety and if they warrant merit will be de-identified and forwarded to the SMS Nodal
officer and Departmental Head of the concerned department for investigation and mitigation at
the departmental level. If the hazard is not mitigated at that level it shall be investigated and
analyzed by the monthly Safety Action Group (SAG) which isscheduled on the last Thursday of
every month. It is mandatory to put up all safety reports in the Safety Action Group Meetings.
The drop boxes in each department are under the control of the respective SMS Nodal officers.
They shall ensure frequent clearance of the boxes and shall carry out investigation and
mitigation of voluntary reports if possible within their side and shall forward the report and
action taken to the Flight Safety department. If a hazard cannot be mitigated at this level, the
same can be put up to the SAG for action.
The SMS Nodal Officers of all departments of Air India and SMS Nodal Officer from Corporate
SMS are members of the SAG.
1. The irregularity or safety hazard shall be made an agenda of Safety Action Group (SAG)
Meetings.
2. The Safety Action Group (SAG) shall carry out Risk Assessment of the Irregularity or Hazard.
3. If no risk found, no further action will be required and shall be recorded as such.
4. If risk is found to be Undesirable(Orange color in Risk Matrix) by the SAG and if it is not
possible to mitigate it at the SAG level, the Risk shall be put up to the Safety Review
Meeting for the approval for continuing operation with the existing level of risk. However, if
the risk is unacceptable (Red color in Risk Matrix), then Chief of Flight Safety shall try to
mitigate and bring it to the notice of the Accountable Executive (CMD) immediately, to take
a decision.
5. If risk can be mitigated by remedial measures then the SAG will send the remedial
measures to the concerned department requiring an action taken report (ATR) within a time
frame i.e. CAT-I (7 days) and CAT-II (30 Days).
6. If the risk is not under the purview of the SAG due to technical reasons etc, then the matter
will be investigated by the Routine Permanent Investigation Board (PIB) which will send the
remedial measures to the concerned department requiring an action taken(ATR) within a
time frame i.e. CAT-I(7 days) and CAT-II (30 Days).
7. The closure will be on the receipt of ATR from the concerned department.
Note: In case irregularity or hazard is considered by Chief/Deputy Chief Of Flight

Safety as requiring immediate action then an urgent meeting of SAG/PIB will be
called to investigate and mitigate the risk.
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Each department of Air India shall nominate a SMS Nodal Officer and alternate SMS nodal
officer. The duties of the SMS nodal officers are as below:
1. Shall appraise the respective Departmental Head on the Safety Management System (SMS)
performance of the Department.
2. Shall attend the monthly SAG / Special SAG meetings.
3. Shall discuss all safety reports and issues concerning their department at the SAG.
4. Shall conduct safety promotion seminars among his Departmental colleagues to give
importance to safety and to inculcate a good safety culture.
5. Shall follow – up and ensure that the recommendations of SAG are implemented and the
ATR submitted in the stipulated time.
6. Shall review the Safety Hazards reported in the department regularly and on this
information shall set safety performance indicators for the Department.
7. Shall appraise the respective Departmental Heads every month about the Safety trends
depending on the Performance Indicators and aim for a target improvement goal set by
their Department (e.g. 10% per year).
The SMS nodal officers shall organize SMS Training for all personnel within the department and
shall educate them on Safety Hazard Reporting. It is the SMS nodal officer’s responsibility to
ensure that the all personnel within the department are SMS trained.
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13.9.12 RISK MONITORING OF CONTRACTED / SUBCONTRACTED ACTIVITIES:
The second essential prerequisite for an organisation that delivers safe standards by way of
defined standards from contracted services. The Company may contract certain activities to
external organization for the provision of services related to area such as ground handling,
flight support and engineering maintenance activities. The ultimate responsibility for
contracted activities, ie, for the product or service provided by external organization always
remains with the respective department in the Organisation.
A written agreement signed between the Company and the contracted organization shall
clearly define the contracted activities and the applicable requirements. Activities performed
by sub-contractors may have an impact on safety, therefore, the contracted safety related
activities need to be addressed through respective departments to Company’s Safety
Management System.
As part of the SMS, risk analysis to be carried out on any newly contracted activity as part
of the change management process by SMS nodal officer of the respective department and
forward assessment report to Safety Manager. If corrective and/or preventive actions need
to be implemented, they are to be submitted in writing to the sub-contractor or supplier.
Effective application of these measures needs to be checked and monitored under the
supervision of the Safety Manager.
An item of particular importance to any company is the procurement of services from

contractors. Contractor selection procedures should include a review of the contractor's
safety management arrangements and consideration of the contractor's previous safety
record. These factors should be given equal weight with other considerations such as quality
and prompt completion. SMS- Nodal officer of the respective department will be responsible
for identifying and managing contracted services affecting the safety and security of the
aircraft operations. The contractor should be made aware of the requirements of the
company's Safety Management System and their responsibilities within it. One such
requirement will be a routine audit of the services provided, this being carried out by the
company or its representatives. Before the commencement of work and throughout the
contract, close liaison should be maintained to ensure that safety standards are observed.
Safety review board is responsible for monitoring the effectiveness of safety oversight of
contractors/ sub-contracted operations carried out on behalf of the organization.
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13.9.12.1 SMS REQUIREMENT FOR CONTRACTOR / SUBCONTRACTOR:

1. Contractors that provide products and/or services that have an effect on safety or
security of Air India Ltd operations must have an internal system of identifying,
reporting, documenting and monitoring their internal safety performance as well as
taking pertinent corrective actions.
2. The contractors/sub-contractors shall provide this data to Safety manager, as may be
requested.
13.9.12.2 OUTSOURCING CONTROL - POLICY
AIR INDIA shall always retain the responsibility for all outsourced functions in all areas, including
Operations, Maintenance or Security functions that have been voluntarily transferred to an
external service provider. For further details refer Corporate SMS Manual.
If AIR INDIA satisfies operational needs through a “wet lease” agreement with any external
organisation, there shall be a process to monitor the performance of such external organisation
to ensure operational safety and security needs of AIR INDIA are being fulfilled.
The Performance measures used could comprise of Quality Audits and Spot Checks to verify the
Sub Contractor’s Risk Mitigation programme, their Hazard Registers the Training records of their
personnel, their established Emergency Response plan etc.
13.9.12.3. Interface Management:

It shall be ensured that:
a)The safety accountability and authority flow with the sub-contractor is established.
b) The sub-contractor has a safety reporting system commensurate with its size
and complexity that facilitates the early identification of hazards andsystemic failures of
concern to the Air India;
c) The safety/quality indicators to monitor sub-contractor performance aredeveloped, where
appropriate;
d) The sub-contractoremployees are provided and educated regarding Air India’s
safetycommunications
e)The sub-contractor roles, responsibilities and functions relevant to the emergency response
plan are developed and tested.
13.9.12.4 . SMS Training of External Service Providers / Outsourced Agencies:

Air India Limited has a programme that ensures personnel of external service providers are
trained to understand SMS responsibilities and perform associated duties if Air India outsources
operational functions to external service providers. The details are available in the Corporate
SMS Manual.
The scope of such training shall be appropriate to individual involvement in the Air India’s SMS.
Initial and Recurrent training standards have been defined to ensure training of service provider
personnel is consistent with and meets the requirements of its own SMS.
Recurrent training for personnel of service providers, although recommended has been specified
at the option of the Air India SMS. Training in accordance with this provision may be conducted
by the Air India, or by the service provider or other organization as long as the content and
delivery of such training satisfies the SMS requirements of Air India.
The content of training for service providers is appropriate to the individual‘s responsibility and
involvement in the SMS, and includes or addresses some or all of the following subject areas as
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appropriate for the operational functions performed by personnel of the provider for the Air
India:-
i. Organisational safety policies, goals and objectives;

ii. Organisational safety roles and responsibilities related to safety;
iii. Basic safety risk management principles;
iv. Safety reporting systems;
v. Safety Management support (including evaluation and audit programme);
vi. Lives of communication for dissemination of safety information;
vii. A validation process that measures the effectiveness of training;
viii. Initial indoctrination and, when applicable, recurrent training requirements;
ix. SMS Processes and procedures;
x. Human Factors.
Air India considers any of the following options as means for ensuring personnel of service providers
complete training that satisfies the requirements of its own SMS:-
a) If a service provider has an SMS, accept the service provider’s SMS training;
b) If a service provider has an SMS, specify training in addition to that of the service
provider (i.e. gap training) as applicable to ensure its own SMS requirements are
satisfied;
c) Have applicable personnel of service providers complete the Air India’s own SMS
training;
d) Deliver targeted or specific SMS training to personnel of service providers (e.g. hazard
recognition, use of the operational safety reporting system).
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13.9.13 Safety Risk Management (SRM) Documentation :
13.9.13.1 SSP DIVISION CIRCULAR NO: 1 OF 2012, Rev.1 Dated 12.06.2020 OF DGCA
CAR Section 1 Series C Part I requires scheduled or non-scheduled operator, general aviation
operator operating large or turbojet aeroplanes, aerodrome operators, ATS provider,
maintenance organisations, flying training organisations, organisations engaged in type
design and manufacture of aircraft, engines or propellers, to develop, establish and
implement effective Safety Management System in their respective organisations.
Appropriate documentation management regarding hazard identification is important as a

formal procedure to translate raw Operational Safety information in to Hazard-related
Knowledge. Continuous compilation and formal management of this Hazard-related
knowledge becomes the “Safety Library” of an Organization.
To Document the Hazards in an Objective manner, Hazard Register Template is utilized for
documentation and analysis purpose developed by DGCA.
Safety Risk Management (SRM) is a key component of safety management and includes
hazard identification, safety risk assessment, safety risk mitigation and risk acceptance.
SRM is a continuous activity because the aviation system is constantly changing, new hazards
can be introduced and some hazards and associated safety risks may change over time. In
addition, the effectiveness of implemented safety risk mitigation strategies must be
monitored to determine if further action is required.
Hazard identification is the first step in the SRM process followed by a safety risk assessment
& Mitigation. This requires a clear understanding of hazards and their related consequences.
All the activities of Safety Risk Management should be documented, along with its probability
and severity assessment, and any safety risk mitigation actions taken.
Maintaining the data of identified hazards in a specified format minimizes the likelihood that
the organization will lose sight of its known hazards. Safety risk decision-making tools
and processes can be used to improve the repeatability and justification of decisions taken
by organizational safety decision makers/authority to make safety risk tolerability
decisions.
The SRM outputs should be documented. This documentation should include the identified
hazard and any consequences, the safety risk assessment, any safety risk control actions
taken and tracking. This SRM documentation becomes a historical source of organizational
safety knowledge which can be used as reference when making safety decisions,
justification of the decisions taken and for safety information exchange. This safety
knowledge provides material for safety trend analyses and safety training and
communication. It is also useful for internal audits to assess whether safety risk
controls and actions have been implemented and are effective.
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Hazard Register TEMPLATE
CAR Section I Series C Part I , requires Air operators, Aerodrome operator, ATS/ANS Service
provider to develop, establish, maintain and adhere to a safety management system.
Effective safety reporting of hazards by Operational personnel, their analysis and
documentation is a corner stone for management of safety.
Appropriate documentation management regarding hazard identification is important as a

formal procedure to translate raw Operational Safety information in to Hazard-related
Knowledge. Continuous compilation and formal management of this Hazard-related
knowledge becomes the “Safety Library” of an Organization. Refer annexure “D”.
To Document the Hazards in an Objective manner, Hazard Register Template is utilized for
documentation and analysis purpose developed by DGCA.
13.9.13.2 SOURCES OF HAZARD DATA
The following non-exhaustive list shows the potential sources for hazard data. A reminder: A
HAZARD is an event with the potential to cause risk (HARM).
i. Accident/Incident investigation.
ii. Flight Operation Quality Assurance (FOQA) – also known as Flight Data Monitoring.
iii. Cockpit Voice Recorder.
iv. Internal Safety Audits
v. Flight Reports – Including Operational report, Hazard reports, Incident Reports
vi. Maintenance Report
vii. Hazard Workshop (Proactive brainstorming)
viii. DGCA Regulatory Audits and Surveillance activities
ix. Mandatory occurrence report
x. Voluntary reporting system
xi. Safety survey
xii. Line Operation Safety Audits (LOSA)
xiii. Risk Assessment (for Operational changes)
xiv. Other Organisations’ Hazard Registers
xv. Quality Audits
xvi. Manufacturers reports
xvii. Safety Information Exchange programmes
xviii. CAR-145 Audits
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TEMPLATE FOR Hazard Register:
Excel spread sheet for production of a Hazard Register- also known as risk register. The aim
of this is to identify the high risks the organization faces, to access them, identify
mitigations and put in place action to assure the risk control is implemented. The spread
sheet must contain the details as per Revision 1 of the SSP Circular 01 of 2012:
The Terminology and Explanation / Meaning of the words used in Hazard Register:
TERMINOLOGY MEANING
ID Unique Hazard ID number assigned by organisation ‐ this allows traceability of
the hazard (particularly if discovered via multiple sources)
Originator Name of organisation (as used by DGCA)
Source Method from which hazard was identified. Examples could include
accident/incident investigations, safety audits, proactive methods etc.
Location If applicable, the location of the hazard (identified by its ICAO designator if
relevant)
Functional area The area (or function) of the operation within which the hazard resides
Hazard description A short description of the hazard. For guidance on hazard types, see sheet 5
of this file which gives a non‐comprehensive list
Resultant risk of Document all the risk arising from the hazard.
hazard
Worst credible effect A short description of the worst credible effect of the hazard (what risk could
and reason the hazard potentially lead to?) and the reasons for the hazard leading to this
risk
Existing controls Identification of the existing mitigation (or controls) which prevent the hazard
leading to the end effect
Outcome pre An analysis of the risk, in terms of probability, severity and safety risk
mitigation description (Intolerable, tolerable or acceptable)
Additional risk controls If the risk is found to not be acceptable (or acceptable with additional
mitigations), additional controls will be shown here
Outcome post Following the implementation of additional controls, the new outcome (risk) is
mitigation analyzed for acceptability
Action Specific actions are identified to implement any new risk controls or stop the
activity
Owner Specific action owners are identified for each action ‐ the responsibility for
implementation of the risk control lies with them
Deadline A deadline for the action should be fixed. It is not enough to identify risk
controls and leave them to be implemented in five years' time
Review period A review period should be specified, upon which the effectiveness of the new
controls should be assessed. Are they effective, or are new risk controls
necessary?
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13.9.14 MANAGEMENT REVIEW & RESPONSIBILITIES:
Management reviews ensures the continual improvement of the SMS throughout the organization,
to include, when substandard performance of SMS of different departments of Air India Ltd has
been identified:
a. Identification of cause(s) of substandard performance

b. Determination of the implications of substandard performance in operations
c. Elimination or mitigation of cause(s) of substandard performance
The following aspects shall be reviewed:
 SMS and Flight Safety Analysis Program Data

 Changes in regulatory policy and civil aviation regulations.
 Follow up actions from previous Flight Safety Review Boards.
 Feedback and recommendations for SMS improvement
 Results of audits;
 Findings from operational inspections and investigations;
 Operational feedback;
 Incidents and near-miss reports;
 Process performance and organizational conformance;
 Status of corrective and preventative actions;
 Results from implementation or rehearsal of the emergency response plan (ERP);
 Follow-up actions from previous management reviews;
 Regulatory violations.
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 Output from the management review process would typically include decisions and actions
related to:
 Improvement of the processes throughout the management system;
 Safety and security requirements;
 Resource needs.
The decisions and the actions required to be taken related to improvement of the processes
throughout the Management system, Safety and Security requirements along with the resources
needed including action plan for the changes shall be documented, and the same shall be sent to
appropriate personnel for corrective/preventive action. Progress shall be tracked by Chief of Flight
Safety / Deputy Chief of Flight Safety to ensure that necessary corrective actions have been taken and
effectiveness thereof.
13.9.14.1 SAFETY ACTION GROUP (SAG):
The Flight Safety Department of Air India will schedule monthly meeting of the Safety Action Group
wherein factors affecting the safe operation of the airline including Air India Ltd shall be discussed.
The inputs from SMS/Flight Safety Analysis Working Group and the audits and surveillance group shall
be discussed by the SAGwherein the remedial actions shall be proposed for implementation.
To ensure front line input as part of the SMS review process, Air India Limited has formed multiple
units of specially selected operational personnel (e.g. managers, supervisors, front line personnel)
that function to oversee safety in areas where operations are conducted. Such units referred to as
Safety Action Groups (SAGs), are tactical committees that function to address implementation issues
in front line operations to satisfy the strategic directives of the SRB.
While all Regions/Departments shall have their own SMS Nodal Officers to co-ordinate Safety/SMS
Reports with-in their own Regions/department, they shall also participate in the Inter Departmental
monthly Safety Action Group (SAG) meetings organized by Flight Safety Department of the
Region/Base of all AOC”s where inputs from SMS Nodal Officers, Hazards/Voluntary Reports etc.
shall be discussed.
These groups have SMS Nodal Officers/Representatives from all AOCs and subsidiaries across
Departments, Regions, who meet atleast once a month centrally in Mumbai to review safety
concerns. The inputs from SMS/Flight Safety Analysis Working Group and the audits and
surveillance group shall be discussed by the SAG.
The AOC’s with more than one Base/Region will conduct Regional SAG meetings Base/Region wise,
such meetings shall be coordinated by Base/Regional Flight Safety Department.
The non base stations/Line stations Airport Manager will act as SMS Nodal Officer and will coordinate
with Regional SMS Nodal Officer of Flight Safety Department. The Regional SMS Nodal Officers from
Flight Safety Department will coordinate Regional SAG meetings and shall submit report to Corporate
SAG Nodal Officer; he/she will also attend monthly Corporate SAG meetings.
Chief of Flight Safety/Dy. Chief of Flight Safety in coordination with Chairman of the SAG meeting will
conduct the meeting. The SMS nodal officers of each department like Engineering, Operation,
Training, Security, Cargo, Flight Dispatch, Ground Handling etc will provide the input to be present in
SAG meeting to Flight Safety Department. Depend upon the agenda Flight Safety of Air India Ltd will
invite at the direction of Chief of Flight Safety/ Dy. Chief of Flight Safety, the additional member to
attend the meeting.
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The minutes of the meeting shall be forwarded to all the members and invitees and the same will be
forwarded to the Chief of Flight Safety and the Deputy Chief of Flight Safety. The minutes shall be
documented and controlled as per the Corporate Document Management system.
13.9.15 SAFETY REVIEW MEETING
The Safety Review Meeting comprising of following members shall review all aspects of flight
safety including significant issues arising from SMS and SAG meetings, besides Flight Safety
Analysis program. The review committee will be held every quarter.The members of the
committee will be:
1. Executive Director-Flight Safety -Convenor

2. Head of Corporate SMS - Member
3. Executive Director Operations - Member
4. Executive Director Training - Member
5. Executive Director, Engineering - Member
6. CAM-Engineering - Member
7. Executive Director (IFS) - Member
8. Executive Director (GH) - Member
9. Executive Director (Cargo) - Member
10. Executive Director (Security) - Member
11. General Manager (Medical) - Member
12. Head of Corporate QMS - Member
13. Dy. Chief of Flight Safety- Secretary
14. Invitees at the direction of the Convener
The minutes of the meeting shall be forwarded by the ED-Flight Safety / Secretary to all the
members and invitees. The minutes shall be documented and controlled as per the Corporate
Document Management system.
Escalation of safety concerns takes place from the SAG to the SRM and finally to the SRB if issues
do not get resolved. The Accountable Executive ensures that all decisions that could not be
resolved are addressed at his level and suitable decisions are taken to ensure the highest level of
safety.
13.9.16 SENIOR MANAGEMENT REVIEW MEETING
The Senior Management Review Meeting formed under the Chairmanship of the Chairman shall meet
at least every six months and review the management system to ensure its continuing suitability,
adequacy and effectiveness in the management and the control of operations. The review shall
include assessing opportunities for improvement and need for changes to the system, including, but
not limited to, organization structure, reporting lines, authorities, responsibilities, policies, processes
and procedures, as well as allocation of resources and identification of training needs.
This meeting shall be responsible for setting performance measures as a means to monitor the
operational safety performance of the organization and to validate the effectiveness of safety risk
controls.
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The minutes of the meeting shall be forwarded by the Secretary to all the members and invitees, if
any, of the board within two working days and the minutes shall be documented and controlled as per
the Corporate Document Management system.
13.9.17 SAFETY REVIEW BOARD MEETING
Safety Review Board (SRB) ensures that continual improvement process is overseen through this
strategic committee of senior management officials that are familiar with the workings and
objectives of the SMS. Since this is a very high level, strategic committee chaired by the
Accountable Executive and composed of senior managers, including senior line managers
responsible for functional areas in operations (e.g. flight operations, engineering and maintenance,
cabin operations) and is eminently strategic, it deals with high-level issues in relation to policies,
resource allocation and organisational performance monitoring, and meets at least once a year.
The SRB
a) monitors the effectiveness of the SMS implementation plan;

b) monitors that any necessary corrective action is taken in a timely manner;
c) monitors safety performance against the Organisation’s safety policy and objectives;
d) monitors the effectiveness of the Organisation’s safety management processes which support
and declared corporate priority of safety management as another core business process;
e) monitors the effectiveness of the safety supervision of subcontracted operations;
f) ensures that appropriate resources are allocated to achieve safety performance beyond that
required by regulatory compliance, and;
g) gives strategic direction to the SAG.
Air India Safety review Board comprises the following personnel :
1. Chairman and Managing Director Chairman

2. Chief of Flight Safety and Executive Director-Flight Safety – Convener
3. Head of Corporate SMS - Member
4. Executive Director Operations - Member
5. Executive Director Training - Member
6. Executive Director, Engineering - Member
7. CAM-Engineering - Member
8. Executive Director (IFS) - Member
9. Executive Director (GH) - Member
10. Executive Director (Cargo) - Member
11. Executive Director (Security) - Member
12. General Manager (Medical) - Member
13. Head of Corporate QMS - Member
14. Dy. Chief of Flight Safety Secretary
15. Invitees at the direction of the Convener
Functional Directors (including Personnel, Finance, Commercial and other Executive Directors
and Departmental Heads will also be invited.)
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This meeting shall be responsible for setting performance measures as a means to monitor the
controls.
The minutes of the meeting shall be forwarded by the ED-Flight Safety to all the members and
invitees, if any, of the board and the minutes shall be documented and controlled as per the
Corporate Document Management system.
It shall also review and ensure the continual improvement of the SMS throughout the organization,
to include, when substandard performance of SMS of different departments of Air India have been
identified:

The following aspects shall be reviewed:

a. Flight Operations Quality Assurance (FOQA) Trends of the fleet.
b. Incident Trend and Analysis of the fleet
c. Results of audits, findings of operational inspections and investigations.
d. Status of corrective and preventative actions.
e. Operational feedback.
f. Quality improvement in respective areas.
g. Changes in regulatory policy or civil aviation legislation and our response.
h. Follow-up actions from previous management reviews.
i. Feedback and recommendations for management system improvement.
j. Regulatory violations.
k. Security requirements and issues.
The decisions and the actions required to be taken related to improvement of the processes
throughout the Management system, Safety and Security requirements along with the resources
needed including action plan for the changes shall be documented, and the same shall be sent to
appropriate personnel for corrective/preventive action. Progress shall be tracked by Deputy Chief of
Flight Safety to ensure that necessary corrective actions have been taken and effectiveness thereof.
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13.10 SAFETY ASSURANCE
The Corporate SMS and QMS carries out safety and quality assurance for operational and non-
operational areas across the organization for all the AOCs.
The planned safety and quality audits have been effective in performance monitoring, not only in
safety aspects but across the organizational level.
The Use of Performance Measures is an Effective method to determine if desired Safety outcomes are
being achieved and to Focus Attention on the Performance of the Organization in Managing
Operational Risks and Maintaining Compliance with relevant Regulatory Requirements.
Performance Measures are set as a Means to Monitor the Operational Safety Performance of the
Organization and to validate the Effectiveness of Safety Risk Controls at the beginning of the Year.
The Focus is on Lower Level i.e. Lower Consequence Occurrences or Conditions that are considered
Precursors to Serious Events in order to Assure & Enhance Operational Safety Performance.
13.10.1 SAFETY PERFORMANCE MEASURES:

Air India Ltd has processes for setting performance measures as a means to monitor the
controls.
Setting measurable safety objectives is an element of the Safety Assurance component of the
SMS framework. By setting performance measures, Air India Ltd is able to track and compare its
operational performance against a target (i.e. the performance objective, expressed as a rate or
number reduction) over a period of time (e.g. one year). Achievement of the target (or
objective) would represent an improvement in the operational performance.
The use of performance measures is an effective method to determine if desired safety

outcomes are being achieved, and to focus attention on the performance of the organization in
managing operational risks and maintaining compliance with relevant regulatory requirements.
In addressing operational performance, meaningful measures focus on lower level (i.e. lower
consequence) occurrences or conditions that are considered to be precursors to serious events.
Performance measures may be specific to a certain area of operations or may be broad and
apply to the entire system.
In addressing compliance, meaningful measures, as a minimum, would focus on compliance with

significant regulatory requirements (as determined) in all operational areas. Ideally, performance
measures are designed to be challenging, which, in turn, enhances the effectiveness of the risk
management system.
Performance measures may be set in almost any operations or maintenance area. Some possible
examples include:
 Flight operations (e.g., landing tail strikes, unsatisfactory line or training
evaluations);
 Operational control (e.g., fuel diversions due to fuel);
 Engineering and maintenance (in-flight engine shutdowns, aircraft
component/equipment failures);
 Cabin operations (inadvertent slide deployments);
 Ground handling (aircraft damages due to vehicles or equipment);
 Cargo operations (dangerous goods spills);
 Operational security (unauthorized interference or access events).
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13.10.2 SAFETY PERFORMANCE MONITORING AND MEASUREMENT
Safety risk management requires feedback on safety performance to complete the safety management
cycle. Through feedback, the system performance shall be evaluated and any necessary changes
effected. In addition, all departments shall be given an indication of the level of safety within AIR INDIA
LTD for various reasons such as:
a. To give staff confidence in our organization’s ability to provide a safe work environment.
b. To give line management feedback on safety performance to assist in the allocation of resources
between the often conflicting goals of production and safety.
c. To enable senior management to protect the corporate image (and market share).
Deciding what reliable indicators exist for acceptable safety performance depends largely upon how one
views “safety”, for example:
 Senior management may seek the unrealistic goal of “zero accidents”. Unfortunately, as long as
aviation involves risk, there will be accidents – even though the accident rate may be very low.
 Regulatory requirements normally define minimum “safe” operating parameters, e.g. cloud base and
flight visibility limitations. Operations within these parameters contribute to safety. However, they
do not guarantee it.
 Statistical measures are often used to indicate a level of safety, e.g. the number of accidents per
hundred thousand hours or fatalities per thousand sectors flown. Such quantitative indicators mean
little by themselves, but they are useful in assessing whether safety is getting better or worse over
time.
13.10.3 SAFETY PERFORMANCE INDICATORS, OBJECTIVES, TARGETS AND SAFETY

REQUIREMENTS
Safety Objective : Air India has clear safety objectives and identifies various safety concern to
improve its safety performance by; Delivering high quality safety management training,
Implementing an effective safety reporting programme, Minimising adverse safety concerns during
service delivery operations, Implementing and effective Flight data analysis programme, Reducing
the safety concerns related to environmental factors, Avoid injury to personnel and damage to
equipment as consequences of service delivery operations, Ensure availability of resources to
deliver maintenance operations, Reduce Foreign Object Damage (FOD).
In practice, the concept of acceptable level of safety is expressed by two measures, i.e., safety
performance indicators and safety performance targets which are implemented through various
safety requirements. The following explains the use of these terms:
 Safety performance is a state or service provider’s safety achievement as defined by its safety
performance targets and safety performance indicators.
 Safety performance indicators is a data based parameter used for monitoring and assessing
safety performance . It is used as a measure of the safety performance of a department. Safety
indicators should be easy to measure and be linked to the major components of a company’s SMS.
Safety indicators will therefore differ between departments.
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 Safety performance targets (sometimes referred to as goals or objectives) is the planned or

intended objective for safety performance indicator(s) over a given period of time . Targets are
determined by considering what safety performance levels are desirable and realistic for individual
departments. Safety targets should be measurable, acceptable and consistent with SMS.
 Safety requirements are needed to achieve the safety performance indicators and safety
performance targets. They include the operational procedures, technology, systems and programs
to which measures of reliability, availability, performance and/or accuracy can be specified. The
relationship between acceptable level of safety, safety performance indicators, safety performance
targets and safety requirements is as follows:
(1) Acceptable level of safety is the overarching concept,

(2) Safety performance indicators and safety performance targets are the measures to determine if
the acceptable level of safety has been achieved, and
(3) Safety requirements are the tools or means to achieve the safety indicators and safety targets.
An acceptable level of safety will always be expressed by a number of safety indicators and safety
targets; never by a single one. There will seldom be a general acceptable level of safety. For each
department, there will be different acceptable levels of safety that will be agreed upon by Flight Safety
Department.
At AIR INDIA LTD, Flight Safety Department will closely interact with the management of each
department to define their Safety Performance Indicators and Safety Performance Targets. Annual
Safety Targets will be set and appraised with regards to the safety requirements. The achievement of
these Safety Targets must be evaluated by Flight Safety Department and the management of the
concerned department. Regular reports to this effect would be submitted to the higher management
and Safety Review meetings.
Process of setting SPI Targets : The data collected from January to December every year through
Regular inspections, Safety Surveys, SMS reporting, Safety Audits, PIB incidents, etc. are collated,
reviewed and effectiveness of safety risk controls is validated by Flight Safety Department. The SPI
targets are discussed with departments during Safety Action Group Meeting. Subsequently, the entire
year data is reviewed during Safety Analysis meeting in the beginning of the next year. Flight Safety
Department proposes the SPI Targets for the next year during Safety Review Board Meeting which is
held in the month of January. With the concurrence of Accountable Executive during the meeting, the
final SPI Targets for the year are fixed for various operational departments. The time period for SPI
targets is also defined during the same Safety Review Board Meeting for the entire year.
13.10.4 SAFETY PERFORMANCE MONITORING

Adequate safety oversights employ the following methods:
a. They regularly conduct inspections (formal or informal) of day-to-day activities in all safety critical
areas.
b. They sample employees view on safety from both a general and a specific point of view through
safety surveys.
c. They systematically review and follow up on all reports of identified safety issues.
d. They systematically capture data which reflect actual day-to-day performance using programs such
as Safety Audit.
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e. They follow a regular operational audit program including both internally and externally conducted
safety audits.
f. They communicate safety results to all affected personnel.
13.10.5 MEASUREMENT OF SAFETY PERFORMANCE

Departmental Head of each department shall analyze the safety reports received and shall maintain
a database of the safety hazards and corrective actions taken. Safety Performance Indicators (SPI)
for the department shall be set based on the analysis of the safety related data in coordination with
the SMS Office. Flight Safety Department has set up its own SPI’s for AOC in addition to the
Departmental SPI’s for measuring Safety Performance. These SPIs are set against Safety Objectives
and are documented along with the Safety Targets. The SPIs are dynamic and are adapted as per
the requirement.
The SMS Nodal officer shall submit the quarterly safety performance trend of the department to the
SAFETY PERFPORMANCE INDICATORS
While the airlines shall strive to monitor performance indicator as indicated by the State Safety Programme,
the following SPIs shall be monitored, which can be modified from time to time as per the requirement:
13.10.6 SAFETY PERFORMANCE INDICATORS OF FLIGHT SAFETY DEPARTMENT:
1. Number of PIB incidents per 10,000 flight hours per Quarter

2. Number of PIB incidents per 1,000 flights per Quarter
3. Total number of SMS reports received
4. Percentage of reports actioned per quarter
5. Percentage of pending enforcement actions
6. Number of OPEN audit findings(pending action)
7. No. Of Serious Incidents per 10,000 flight hours per Quarter
8. SAFA Ratio to be maintained below 2.
Flight Safety Department also has to monitor the SPIs mandated by DGCA State Safety
Programme (SSP) for the Airline, which are listed below :
1. Number of TCAS RA in Controlled Airspace leading to Breach of Separation per Quarter

2. Number GPWS/EGPWS warning per Quarter
3. UnstabilizedApproach :
a. Number of Unstabilized Approaches per Quarter
b. Number of Unstabilized Approaches that Continued to land per Quarter
c. Number of Unstabilized Approaches when performing a precision approach per Quarter
d. Number of Unstabilized Approaches when performing a non-precision approach per Quarter
e. Number of Unstabilized Approaches when performing a visual approach per Quarter
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4. Loss of Control Precursor events

a. Actual Stick Shaker Events per Quarter
b. Low speed during approach events per Quarter
c. Low speed during cruise events per Quarter
d. Bank Angle Exceedance events per Quarter
e. Wind shear below 500ft per Quarter
5. Number of runway incursion per Quarter
6. Number of runway excursion per Quarter
7. Number of Ground/Ramp Incidents per quarter
8. Number of Wildlife Strike (Animal/Bird) events per 1000 flights per quarter.
9. Number of Maintenance Error per Quarter:
a. Failure to follow published technical data or local instruction
b. Using unauthorized procedure not referenced in technical data
c. Supervisor/staff failure to follow maintenance instructions and approved data
d. Failure to document maintenance task properly in maintenance records
e. Inadequate/unrecognized maintenance
f. Incorrectly installed hardware on aircraft/engine
g. Performing unauthorized modification on the aircraft
h. Failure to conduct a tool inventory after completion of the task
i. Personnel not trained or certified to perform the task
g. Ground support equipment improperly positioned for the task
10. Number of Level 1 findings from QMS and Flight Safety.
13.10.7 SPIs OF OPERATION DEPARTMENT MONITORED BY FLIGHT SAFETY DEPARTMENT:
1. Total hours of FDTL extension per total flying hrs per quarter.
2. Total number of SMS report received
3. Percentage of report actioned per quarter.
4. Number of employees trained on SMS per quarter.
13.10.8 SPIs OF FLIGHT DESPATCH DEPARTMENT MONITORED BY FLIGHT SAFETY

DEPARTMENT:
1. Flight Plan deviation (Error in fuel calculation, routing, weather information, ATC information,
different flight level assigned etc.)
2. Flight following (Diversion due to flight dispatch/ operation control, pertaining to safety
consideration, etc.) per month.
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13.10.9 SPIs OF CABIN SERVICES DEPARTMENT MONITORED BY FLIGHT SAFETY

DEPARTMENT:
1. Cabin Operations (Inadvertent slide chute deployment)

2. Cabin crew / Passenger injury.
3. Cabin incidents of smoke / fire / fumes.
6. Total number of SMS report received.
13.10.10. SPIs OF ENGINEERING DEPARTMENT MONITORED BY FLIGHT SAFETY DEPARTMENT:
1. Number of Maintenance Error per Quarter:
a. Failure to follow published technical data or local instruction

b. Using unauthorized procedure not referenced in technical data
c. Supervisor/staff failure to follow maintenance instructions and approved data
d. Failure to document maintenance task properly in maintenance records
e. Inadequate/unrecognized maintenance
f. Incorrectly installed hardware on aircraft/engine
g. Performing unauthorized modification on the aircraft
h. Failure to conduct a tool inventory after completion of the task
i. Personnel not trained or certified to perform the task
g. Ground support equipment improperly positioned for the task
2. Number of delays due to maintenance per 10000 hrs
3. Number of AOG per 10000 hrs.
5. Percentage of report actioned per quarter
6. Number of MEL extension beyond permissible time period per quarter
7. Number of premature component replacement per total number of component replaced per quarter
8. Dispatch reliability.
10.Number of employees trained on SMS per quarter.
11. Number of In-flight shutdowns per quarter.
12. Aircraft utilization per quarter.
13.10.11. SPIs OF GROUND HANDLING DEPARTMENT MONITORED BY FLIGHT SAFETY

DEPARTMENT:
1. Number Of ground/Ramp incident per 1,000 flights per quarter.

2. Total number of SMS report received per quarter
4. Employees trained on SMS per quarter.
6. Number of Load Sheet errors per quarter.
7. Number of DG non-compliance per quarter.
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13.10.12. SPIs OF TRAINING DEPARTMENT MONITORED BY FLIGHT SAFETY DEPARTMENT:
1. Number of pilots whose licenses has lapsed ( due medical/ recurrent training etc.) with respect to
total pilot strength.
3. Percentage of SMS reports actioned per quarter.
4. Total red FOQA Exceedance per 10,000 cycles.
6. Number of employees trained on SMS per quarter
13.10.13. SPIs OF CARGO DEPARTMENT MONITORED BY FLIGHT SAFETY DEPARTMENT:
1. Number of DG related incidents per 10000 flights per year

2. Percentage of employees who have completed SMS training per quarter.
13.10.14. SPIs OFSECURITY DEPARTMENT MONITORED BY FLIGHT SAFETY DEPARTMENT:
1. Number of Bomb threatincidents per 10000 flightsper quarter

2. Number of High-jack events per 10000 flights per quarter
3. Number of security breach / violations per 10000 flights per quarter
4. Percentage of employees who have completed SMS training per quarter.
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13.10.15. SPIs OF FINANCE DEPARTMENT MONITORED BY FLIGHT SAFETY DEPARTMENT.
1. Percentage reduction in insurance premium per aircraft compared to previous year.

2. Deferment of discretionary spending – capital expenditure, training, advertising, etc.
3. Loss of valuable suppliers/ vendors.
4. Percentage of outsourced/ temporary contract personnel (ex: expat pilots, flight dispatcher,
maintenance personal etc.) with respect to total employees.
5. Revenue per available seat kilometer per quarter
6. Aircraft utilization
7. Cost per available seat kilometer per quarter
8. Operating cost
13.10.16. SPIs OF COMMERCIAL DEPARTMENT MONITORED BY FLIGHT SAFETY DEPARTMENT.
1. Number of passenger compliant per quarter.

2. Number of delay or cancellation per 1000 departure.
3. Load factor per quarter.
NOTE:
THE ASSESSMENT INDICATORS LINKED TO DGCA CAR ON” SAFETY OF OPERATIONS VIDE
SECTION 3 – AIR TRANSPORT SERIES ‘S’ PART I, ISSUE I”.
The First Cycle of assessment indicators are to be furnished to flight safety department by 15th
April and the second cycle of assessment indicators are to be furnished to flight safety
department by 1st December every year by the concerned departments.
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13.11 CHANGE MANAGEMENT
13.11.1 AIR INDIA LTD as an organization and its departments will experience change over time due to
expansion, contraction, changes to existing systems, equipment, programs, products and services, and
introduction of new equipment or procedures. Hazards may inadvertently be introduced into an operation
whenever change occurs. Safety management practices will ensure to identify the changes within or
external to the organization that have the potential to affect the level of safety risk associated with aircraft
operations, and proactively make strategies to manage the safety risks of the consequences of hazards that
may arise from or are affected by such changes will be developed, implemented to manage the risks and
subsequently evaluated.
Change can impact the appropriateness of existing safety risk mitigation strategies and/or impact the
effectiveness of existing safety risk mitigation strategies. Changes may be external or internal to the
organization. Internal changes typically include organizational expansion, contraction or consolidation,
new initiatives, business decisions, as well as the introduction of new or the modification of existing
systems, equipment, programs, products or services. In such situations the affected department will
carry out a Safety Risk Mitigation to check if the changes will affect established operational processes.
External changes could include new regulatory requirements or changes to the operating environment
(e.g. new security regulations, amendments to the dangerous goods regulations, changes to the air
traffic control system).
The process for the change of management will take into account the following three considerations:
a. Criticality of systems and activities. Criticality is closely related to safety risk. Criticality relates
to the potential consequences of equipment being improperly operated or an activity incorrectly
executed. Some activities are more essential for safe delivery of services than others. Those equipment
and activities that have higher safety criticality shall be reviewed following change to make sure that
corrective actions can be taken to control potentially emerging safety risks.
b. Stability of systems and operational environments. Changes may be the result of

programmed change such as growth, operations to new destinations, changes in fleets, changes in
contracted services, or other changes directly under the control of the organization. Changes in the
operational environment are also important such as economic or financial status, labor unrest, changes
in political or regulatory environments or changes in the physical environment such as cyclical changes
in weather patterns. While these factors are not under direct control of the organization, they must take
action to respond to them. Frequent changes in either systems or operational environments dictate that
managers need to update key information more frequently than in more stable situations. This is an
essential consideration in management of change.
c. Past performance. Past performance of critical systems is a proven indicator of future

performance. This is where the closed-loop nature of safety assurance comes into play. Trend analyses
in the safety assurance process shall be employed to track safety performance measures over time and
to factor this information into planning of future activities under situations of change. Moreover, where
deficiencies have been found and corrected as a result of past audits, evaluations, investigations, or
reports, it is essential that such information is considered to assure the effectiveness of corrective
actions.
The management of change process will then identify changes within the organization, which may affect
established processes, procedures, products and services. Prior to implementing changes, a formal
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management of change process will describe the arrangements to ensure safety performance. The
result of this process is the reduction in the safety risks resulting from changes in the provision of
services by the organization to as low as reasonably practicable.
As system life evolves, seemingly small incremental changes can accumulate over time in the system (or
the environment which provides the context for the system operation) that will make the initial system
description inaccurate. Therefore, as part of a formal process of the management of change, the system
description and the baseline hazard analysis will be reviewed periodically, even if circumstances of
change are not present to determine their continued validity. When changes to the system are made
and periodically thereafter, Quality Management department will review its system; its anticipated and
its actual operational environment to make sure it continues to hold a clear picture of the circumstances
under which the provision of service takes place.
13.11.2 Air India has a process to identify changes within or external to the organization that have the
potential to affect the level of safety risks associated with aircraft operations, and to manage risks that
may arise from or are affected by such changes.
To identify changes within or external to the organization that have the potential to affect the safety
of aircraft operations, it is ensured that:
i) For internal changes, ensure safety risk is considered before such changes are implemented;
ii) For external changes, evaluate the adequacy of existing risk controls when such changes
will affect the operational environment.
Change management is an element of the Safety Assurance component of the SMS framework.
Change management is considered a proactive hazard identification activity in an SMS. Change
may affect the appropriateness or effectiveness of existing safety risk mitigation strategies. In
addition, new hazards and related safety risks may be inadvertently introduced into an operation
whenever change occurs.
A change management process is designed to ensure risk management is applied to any internal
or external changes that have the potential to affect established operational processes,
procedures, products and services. Internal changes typically include organizational expansion,
contraction or consolidation, new initiatives, business decisions, as well as the introduction of new
or the modification of existing systems, equipment, programs, products or services.
Internal changes could include operations to new airport, changes in operational technology ,
Aircraft type change for a given sector, process change , change in resource allocation, change in
training syllabus , Management continuity and related changes etc. For example, for operations to
a new airport, safety risk assessment is carried out prior to the decision of operating to that
airport. Subsequently, once the decision is taken, the safety assurance function would include a
safety visit to the new airport to validate the operations and to ensure that safety risks are
mitigated adequately.
External changes could include new regulatory requirements or changes to the operating
environment (e.g. new security regulations, amendments to the dangerous goods regulations,
changes to the air traffic control system).
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13.11.3 Safety Risk Assessment Process – New Airport Operation & Change Management
The following Safety Risk Assessment Process will be followed for the proposed operations to New
Operations and/or change of Equipment by a team of officers from concerned departments.
1. The proposal / plan to operate a flight to new airfield and/or change of equipment will be conveyed
by Commercial Department atleast 3 months prior to commencement of operations / change of
equipment to all concerned departments Operations, Flight Safety, Engineering, Ground Handling,
IFS and Security.
2. All concerned departments shall collect information pertaining to their respective areas from
published sources which may be the Airport Operator, the Civil Aviation Authority, Handling
Agencies, etc.
3. All departments shall carry out their Internal Risk Assessments through table top exercise and
provide to Flight Safety
4. The results of Table-Top exercises including the hazards identified and the proposed mitigation
actions shall then be discussed by all the departments with Flight Safety atleast 2 months prior
to commencement of operations, through a meeting coordinated by Flight Safety.
5. SRA Team comprising of officers from Operations, Engineering, Ground Handling and Flight Safety
departments shall visit the proposed station for Hazard Identification and Risk Assessment.
6. The concerned departmental heads will follow the Safety Risk Assessment guidelines and either
reject the risk or accept the risk with due mitigation. The concerned departmental head will sign
the risk accepted.
7. The consolidated Hazard register prepared by Operations Department and accepted by all the
concerned departments shall be submitted to ED-Flight Safety for concurrence.
8. In case there is requirement for additional actions to make the operations safer, Flight Safety will
request for further risk mitigation actions.
9. Once the risk is accepted by all the departmental heads and concurred by Flight Safety, the
Operational SOP and the Safety Risk Assessment shall be submitted by Operations Department to
Flight Standards Directorate-DGCA, Hqrs for their approval / acceptance atleast 1 month before
commencement of operation.
10. Safety Assurance shall be done on first and subsequent flights, as applicable by the Flight Safety
Team
11. Through a structured feedback process, the operating Crew, Station Managers and other
stakeholders will provide inputs to Flight Safety and concerned department heads as part of
continuous improvement and SMS guidelines.
12. Safety Review shall be conducted by means of Station Audits as applicable.
Note-1: In case of a purely new operation, a Safety Survey shall be carried out by the team and all
hazards will be assessed during the Airport visit.
Note-2: In case where, the proposed new operation is to the station where Air India had operated the
Flights in the recent past (2-3 years), a Table Top Risk Assessment shall be carried out. (Information
regarding significant changes to the airport shall be considered.)
13.11.3.1 Change Management in other areas :
Depending upon the type of change management, the concerned department will provide the Safety Risk
Assessment along with mitigation, as per SSP Division Circular No. 01 of 2012, Revision 1 dated 12 June
2020. This will be reviewed by the SMS and Flight Safety Offices and the concurrence will be provided after
the review. In case DGCA approval is required the Flight Safety Office will liaise with DGCA in this regard
with the support of concerned departments. Safety Assurance activities will be carried out by the SMS &
Flight Safety offices accordingly.
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13.12 FLIGHT SAFETY ANALYSIS PROGRAM
13.12.1 Air India Ltd have a flight safety analysis program that provides for the identification of
hazards and the analysis of information and data associated with aircraft operations, to
include:
i) Implementation of systematic processes for identifying and analyzing hazards and

potentially hazardous conditions;
ii) Production of relevant analytical information and data for use by operational managers in
the prevention of accidents and incidents.
A primary function of a flight safety analysis program is hazard identification, which is an

element of the Safety Risk Management component of the SMS framework. The flight safety
analysis program primarily provides operational hazard identification and data analysis services
for use by operational managers.
The flight safety analysis program is part of an independent corporate safety structure, which
has a direct line of reporting to senior management. This type of structure allows an effective
and fully integrated system of prevention and safety across all relevant operational disciplines of
the organization.
13.12.2 Flight Safety Analysis program is the primary task of the Safety Management System and Risk
Management Working Group of the Flight Safety Department.
The information obtained from all data sources viz. the Incident and Hazard Reports, Accident
Prevention Program and Flight Data Monitoring are maintained in electronic form as following Data
Bases: -
i. Flight Data Monitoring
ii. Incident / Accident Investigation
iii. Audits and Inspections
iv. Voluntary/ Confidential Reports
In order to obtain meaningful lessons, all the above Data shall be Analyzed and Reviewed quarterly.
The purpose is to identify significant Trends/ Problem Areas, if any, so that timely measures can be
taken to address them.
The Information and Data from the Flight Safety Analysis Program shall be disseminated to
Appropriate Operations Personnel through Flight Safety Website, E-mail to concerned departments or
Informatory Circulars.
Wherever required, Chief / Dy. Chief of Flight Safety will issue Flight Safety Bulletins as a means of
mitigation. The Flight Safety Analysis Report shall also be sent to Flight Safety Review Board in order
to facilitate the Setting of Performance Measuring Indicators and to validate the Effectiveness of
Safety Risk Controls. This review will also help to identify Improvement or Decline in the level of
Safety.
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13.12.3 Air India Ltd has a designated manager with appropriate qualifications, authority and
independence (from operational management), that is responsible for the performance of the
flight safety analysis program, and for ensuring communication and coordination with
appropriate operational managers.
The Chief of Flight Safety oversees the implementation of all activities and processes associated
with the program. He/she shall meet the qualification and experience criteria as laid down by
DGCA.
13.12.4 Air India Ltd has a process to ensure significant issues arising from the flight safety analysis
program are subject to management review.
Management review of flight safety issues supports the continual improvement of safety
performance, which is an element of the Safety Assurance component of the SMS framework.
Such review permits senior management to consider issues that have the potential to affect the
safety of operations, and ensure appropriate corrective or preventive actions have been
implemented and are being monitored for effectiveness in preventing accidents and incidents.
Air India Ltd has Senior Management Review Meetings twice a year besides the Safety Review
Board Meeting once a year to comply with the same.
Air India Ltd shall have a means for disseminating information and data from the flight safety
analysis program to appropriate operations personnel.
Promulgation of safety information is an element of the Safety Promotion component of the SMS
framework. As a means of safety promotion, an effective flight safety analysis program includes a
means for the promulgation and dissemination of safety information and data for the continuing
education and interest of operational and other associated personnel. Such dissemination of
information might include an up-to-date status of operational performance against stated
performance measures.
The process ensures a method of safety information dissemination commensurate with the size of
the operation. Typical means of dissemination include a magazine, newsletter or bulletin issued
periodically. Electronic media in various forms are also effective in the timely dissemination of
information.
13.12.5 Air India Ltd has an electronic database to ensure effective management of data derived from
the flight safety analysis program.
The intent of this provision is for Air India Ltd to have an electronic database to manage
information and data associated with aircraft operations in a manner that result in the
identification of hazards and the provision of information to operational managers.
Air India Ltd., have a process for the investigation of aircraft accidents and incidents, to include
reporting of events in accordance with requirements of the State.
Accident and incident investigation is considered a reactive hazard identification activity in an SMS.
A primary purpose of accident and incident investigation is hazard identification, which is an
element of the Safety Risk Management component of the SMS framework. Investigations result in
a report that describes the factors that contributed to the event, which is then made available to
responsible senior operational managers to permit them to evaluate and implement appropriate
corrective or preventive action.
An effective investigation process includes:

o Qualified personnel to conduct investigations (commensurate with operation size);
o Procedures for the conduct of investigations;
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o A process for reporting investigative results;

o A system for implementing any corrective or preventive action;
o An interface with relevant external investigative authorities (when applicable);
o A process for the dissemination of information derived from investigations.
To ensure awareness among operational personnel, information derived from investigations is

disseminated to relevant areas throughout the organization.
In the event of a major accident, Air India Ltd responds to participates in an investigation in
accordance with DGCA requirements and provisions contained in ICAO Annex 13. Such capability
requires Air India Ltd to maintain an ongoing interface with relevant investigative authorities to
ensure preparedness in the event a major accident occurs.
13.12.6 IRREGULARITIES AND NON-ROUTINE OCCURRENCES
Air India Ltd has a process for identifying and investigating irregularities and other non-
routine operational occurrences that might be precursors to an aircraft accident or incident.
Investigation of operational irregularities is considered a reactive hazard identification activity in

an SMS. A primary purpose of investigating non-routine operational occurrences is hazard
identification, which is an element of the Safety Risk Management component of the
SMS framework.
The investigation of irregularities or non-routine occurrences is a hazard identification activity.

Minor events, irregularities and occurrences occur often during normal operations, many times
without noticeable consequences. Identifying and investigating certain irregular operational
occurrences can reveal system weaknesses or deficiencies that, if left un-checked could
eventually lead to an accident or serious incident. These types of events are referred to as
accident precursors.
A process to monitor operations on a regular basis permits the identification and capture of
information associated with internal activities and events that could be considered precursors.
Such events are then investigated to identify undesirable trends and determine contributory
factors.
The monitoring process is not limited to occurrences, but also includes a regular review of
operational threats and errors that have manifested during normal operations. Monitoring of
normal operations can produce data that further serve to identify operational weaknesses and,
in turn, assist the organization in developing system solutions.
As with the investigation of accidents and serious incidents, the investigation of minor internal
occurrences results in a report that is communicated to relevant operational managers for
analysis and the possible development of corrective or preventive action.
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13.12.7 FLIGHT DATA ANALYSIS PROGRAMME
Air India Ltd has a Flight Data Analysis (FDA) program that is proactive andnon-punitive and
contains adequate safeguards to protect data sources. The program has a systematic download
and analysis of electronically recorded aircraft flight data.
Flight data analysis is considered a reactive and proactive hazard identification activity in an
SMS. A primary purpose of an FDA program is hazard identification, which is an element of the
Safety Risk Management component of the SMS framework.
The systematic download and analysis of recorded flight data has been used to identify
hazards, evaluate the operational environment, validate operating criteria and establish
training effectiveness.
As a minimum, an acceptable program for the analysis of recorded aircraft flight data includes
the following elements:
a. to provide verification and analysis of the data collected from the aircraft fleet under Air
India Ltd’s program;
b. Aircraft designated within Air India Ltd’s fleet that provide downloadable flight data from
onboard recording systems, such as the flight data recorder (FDR) or quick access
recorder (QAR);
c. A system for downloading and transferring recorded data from the aircraft to a data
analysis system;
d. A data analysis system that transforms raw digital data into a usable form of information
that can then be verified, processed, categorized and analyzed by flight operations experts
for flight safety purposes;
e. A process for applying the output from flight data analysis to the management of risk and
assessment of flight operations performance;
f. A process for management of the data, to include security and retention. All or certain of
the elements could be outsourced to an external party; however, Air India Ltd would
retain overall responsibility for the maintenance of the program.
Flight information is analyzed collectively to identify hazards, system weaknesses, process

breakdowns, regulatory violations and other trends or conditions that could potentially lead to
accidents or serious incidents. The process includes a method of risk analysis and prioritization
to enable the development and implementation of effective corrective or preventive action. For
more details refer Chapter.6 of this Manual.
13.12.7.1Air India has a Flight Data Analysis Program as given above, which is integrated with the
Corporate SMS and includes :-
i. A systematic download and management of electronically recorded Flight Data from
applicable aircraft in excess of 20,000 kgs.
ii. Analysis of data performed in a consistent and standardised manner
iii. Methods for detecting and analysing events and data trends.
iv. Methods for developing and implementing corrective or remedial action to address
adverse events or trends
v. Procedures for ensuring remedial actions are taken in a non-punitive manner.
vi. Definition and application of safeguards that de-identify and ensure security of
program data and information.
The FDA program fits into the Safety Assurance (safety performance monitoring/measuring)
and Safety Risk Management (hazard identification) components of the SMS framework.The
practice of analyzing recorded data from routine flight operations is a cornerstone in support
ofaccident prevention programs. Rather than reacting to serious incidents, an effectiveFDA
program enables a proactive identification of safety hazards associated with flight operations.
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An FDA program is also used for:
• Routine flight operational measurements;

• Incident investigations;
• Continuing airworthiness.
A key element in developing a FDA program is gaining the support of the flight crew members.
Suchsupport is typically achieved through a policy and/or procedures formal agreement that
lays out theconditions for ensuring the program is non-punitive and downloaded flight data is
de-identified andsecure. If applicable, such policy and/or procedures would typically be set
forth in a formal agreementwith the association that represents flight crew members.
It is important that the FDA program clearly defines the meaning of a non-punitive
environment, orwhat is commonly known as a Just Culture, and that relevant program
participants, particularly flightcrew members:
 Have a clear understanding of the types of operational behaviours that are

unacceptable, andthe conditions under which disciplinary action would or would not
apply.
 Are provided with enough information about the process to ensure a perception of
fairtreatment in accordance with program policy and procedures.
 Have confidence that non-punitive (or Just Culture) principles will be applied in the
treatmentof events identified under the FDA program.
Within an FDA program, the application of non-punitive (or Just Culture) principles typically
includes assurance that:
• Flight data and other relevant information are analyzed thoroughly such that, as far
as reasonably practicable, all relevant factors associated with an event are identified,
not just the action or inaction of specific individuals.
• Investigation of FDA events focuses on systemic issues that might influence
behaviours,rather than on individual actions.
• Individuals involved in the investigation of an event will be treated fairly based on the
quality of their behavioral choices.
• Factual details of an event are provided to relevant operational managers so that they
mayconduct a Just Culture review.
All or certain of the FDA program elements could be outsourced to an external party; however,
the operator would retain overall responsibility for the maintenance of the program.The most
comprehensive approach to flight data analysis would include not only the systematicdownload
and analysis of electronically recorded aircraft flight data, but also acquisition, correlationand
analysis of other information derived from operational safety reports, regulatory authorities,
investigative bodies, OEMs and other operators.
Further guidance may be found in the following source documents:

• ICAO Doc 9859, Safety Management Manual, and ICAO Doc 10000, Manual on Flight
Data Analysis Programme (FDAP).
• CASA CAAP SMS-4(0), Guidance on the establishment of a Flight Data Analysis Program
(FDAP)–Safety Management Systems (SMS).
• FAA Advisor Circular AC No: 120-82, Flight Operational Quality Assurance.
• UK CAA CAP 739, Flight Data Monitoring.
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13.12.7.2 The FDA Program Manager is the authorised manager for performance of FDA who coordinates
with Chief of Flight Safety and Head-Corporate SMS & QMS for :
i. Program integration and risk management within SMS
ii. Coordinating with relevant operational areas of the organisation to ensure FDA
findings are subjected to additional validation and assessment, and addressed with
appropriate follow-up action.
iii. Disseminating de-identified information to relevant operational managers to ensure
an awareness of FDA issues and results
iv. Liaison with relevant external entities, including OEMs, and regulatory authorities.
To be effective, the manager of the FDA program has:
• Independence from line management;
• A high level of integrity and impartiality;
• Full support of management and flight operations (including flight crew) personnel;
Qualification for the FDA program manager includes:
 Good management, analytical, presentation, diplomatic skills;
 A working knowledge and understanding of flight operations;
 The ability to effectively liaise with senior management and flight operations
personnel(including flight crews), as well as with representatives from maintenance,
safety, training, and applicable professional associations;
 Formal training or background experience in data processing, statistics and trend
analysis.
13.12.7.3 The FDA Program is elaborated in Flight Safety Manual and the FDA Handbook which includes:
 The purpose or aim of the FDA program;
 Program functions; responsibilities of personnel that perform program functions.
 Policies and procedures for program data management that address data integrity,
access, handling, protection, disclosure, storage and retention;
 Methods for obtaining de-identified flight crew feedback when specific follow-up is
required for contextual information;
 Conditions for flight crew member advisory briefings (constructive) and remedial
training (ina non-punitive manner);
 Conditions under which confidentiality may be withdrawn (e.g. willful misconduct,
gross negligence);
 Participation of flight crew member representative(s) in the assessment of the data;
 Processes for program review to ensure the achievement of stated goals and the
identification of potential areas of improvement.
13.12.7.4 The FDA Program includes the following functions:
 Flight operations interpreter(s) responsible for placing FDA data into a credible
context.
 Technical interpreter(s) responsible for the interpretation or analysis of FDA data
with respect to the technical aspects of aircraft operation.
 Flight crew liaison that is assigned the permission/responsibility for confidential
discussions with flight crew members involved in events highlighted by FDA.
 Engineering technical support personnel responsible for ensuring the serviceability
of mandatory FDA systems and equipment.
 Air safety coordinator(s) responsible for cross-referencing and presenting
information/data in a credible integrated context.
 Replay administrator(s) responsible for the day-to-day operation of the program
elements, including data collection, analysis and security, and the production of
associated reports.
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To be effective, team personnel that perform FDA functions specified in this standard has the
following background, skills and/or capabilities:
• Flight operations interpreter(s) that are flight crew members and have an in-depth
understanding of the aircraft types, operating procedures, routes and airports.
• Technical interpreter(s) that have maintenance engineering and/or appropriated
maintenance technical experience, and are familiar with the power
plant/structures/systems departments, information sources/requirements and
engineering monitoring programs.
13.12.7.5 Air India ensures appropriate training is provided to all concerned personnel are trained and
qualified to perform the FDA program. The training program contains the elements necessary
to ensure FDA program personnel are competent to perform assigned duties and functions
within the program.
FDA personnel complete initial training prior to performance of any program functions, and
subsequent recurrent training to ensure continued competency.
13.12.7.6 Information and records from the FDA program are protected and program findings are
coordinated with relevant operational areas for further validation and assessment and for
determination of appropriate follow up action. The FDA program includes the following
systems:
i. On-board systems for capturing a range of flight parameters (consistent with
aircraft capability) and, as applicable:
a) Recording such data for download, and/or
b) Transmitting such data to secure ground-based computer systems.
ii. If applicable, systems that permit the secure transfer of recorded flight data from
aircraft to secure ground-based computer systems;
iii. Data replay and analysis systems that:
a) Convert raw flight data into usable data for analysis;
b) Provide data quality checks to detect abnormalities.
c) Manage data de-identification;
d) Process data for event and exceedance detection, routine data
measurement,
e) event investigation and continued airworthiness investigation;
f) Produce information and reports for trend analysis and follow-up action.
iv. Database(s) for data retention and retrieval.
In addition to the above, FDA program also includes software for flight animation that facilitates
a visual simulation of actual flight events.
The intent of this provision is the existence of a training program that contains the elements
necessary to ensure FDA program personnel are competent to perform assigned duties and
functions within the program.
FDA personnel complete initial training prior to performance of any program functions, and
subsequent recurrent training to ensure continued competency.
13.12.7.7 FDA program has the provisions for the management and protection of program data and
information. Such standards should define:
i. Methods for ensuring the integrity and validity of downloaded flight data;
ii. Requirements for physical security of program media, systems, equipment and
facilities;
iii. Requirements and procedures for data de-identification and confidentiality;
iv. Methods for maintaining and presenting event and exceedance information for trend
analysis;
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v. Policies and procedures for data retention and retrieval;

vi. Processes for data archiving and retrieval;
vii. Policy and procedures for the distribution of program findings and other information to
relevant operational areas of the organization;
viii. Policy for publishing findings or other information resulting from the FDA program;
ix. Processes for assessing and improving data management policies, methods and
procedures.
Effective management and protection of FDA program data and information is critical in
ensuring the success of, and perhaps even the survival of, an FDA program.
FDA data de-identification is a critical area of protection, and therefore is normally well defined
in program standards. Air India will provide a clear statement that assures the nondisclosure of
flight crew individuals associated with or linked to FDA events, except when it can be
determined there is an unacceptable safety risk if specific action regarding the flight crew is not
taken.
In general, a successful FDA program requires the establishment of an acceptable level of trust
between management and its flight crews. Therefore, the safety intent of the FDA program will
be clearly documented so it is understood by all participants, and the conditions of use and
protection of program data and information will be explicitly defined in a formal agreement
involving the operator’s management, representatives of its flight crews and the participating
regulatory authority.
13.12.7.8 FDA program has processes to ensure program findings (e.g. hazards, adverse events and
trends, airworthiness issues) are coordinated with relevant operational areas of the
organization for further validation and assessment, and then for a determination of appropriate
follow-up action. Such coordination and follow-up action should be accomplished within the
SMS as follows:
(i) Hazard identification and safety risk assessment and mitigation.

(ii) Event investigation.
(iii) Continuing airworthiness assessment in accordance with Maintenance Management
Manual (MMM) procedures.
The primary aim of an FDA program is the continuous improvement of overall safety
performance. Therefore, the FDA program, which functions to monitor and measure flight
safety performance, is integrated in the Safety Assurance component of the SMS.
The FDA program is also used for safety hazard identification and, as such, is integrated in the
Risk Management component of the SMS. Within an SMS, there are typically multiple systems
used for hazard identification (e.g. accident/incident investigation, operational safety reporting,
and change management). Therefore, risk management processes are integrated in the SMS to
ensure an efficient use of resources and processes, and, where possible, an elimination or
reduction of duplicated processes.
The primary aim of an FDA program is the continuous improvement of the overall safety
performance. Therefore, the FDA program, which functions to monitor and measure flight safety
performance, is integrated in the Safety Assurance component of the SMS.
The FDA program is also used for safety hazard identification and, as such, is integrated in the
Risk Management component of the SMS. Within an SMS, there are typically multiple systems
used for hazard identification (e.g. accident/incident investigation, operational safety reporting,
change management). Therefore, risk management processes are integrated in the SMS to
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ensure an efficient use of resources and processes, and, where possible, an elimination or
reduction of duplicated processes.
Refer to ICAO Doc 9859, Safety Management Manual, and ICAO Doc 10000, Manual on Flight
Data Analysis Programme (FDAP) for more detailed information regarding integration of the FDP
program into the SMS.
13.12.8 LOSA
Air India Ltd has a program for the systematic acquisition and analysis of data from observations
of flight crew performance during normal line operations.
Line monitoring is considered a proactive hazard identification activity in an SMS. Line operations
monitoring program is a completely different activity from line evaluation (or line checking) of the
flight crew. Line operations monitoring cannot be accomplished in conjunction with any type of
operational evaluation of the flight crew.
Under this program, flight crew performance in a normal line environment is observed from the
flight deck jump seat by individuals who have been specially selected and trained. Observers, with
the cooperation of the flight crew, systematically gather operational data that can be analyzed and
used to make real improvements to certain areas of the operation. Observers are particularly
aware of, and record, threats and errors that occur in the operating environment.
The Line Operations Safety Audit (LOSA) is a well-known and successful example of a normal line
operations monitoring program.
The acceptable program have the following characteristics:

 A planned and organized series of observations of flight crew performance during normal line
flights is conducted a minimum of once during every four year period.
 Observations are conducted on regular and routine line flights, and the flight crew is advised and
clearly understands that normal line monitoring is not an evaluating, training or checking activity.
The flight crew would be expected to operate as if the observer were not there.
 There is mutual support and cooperation from both the management of Air India Ltd and flight
crew members (through their professional association, if applicable).
 Participation from the flight crew is voluntary; observations are not conducted unless permission is
received from the flight crew.
 Data collected from observations are confidential, de-identified and used for safety enhancement
purposes only. Data from an observation are never permitted to be used for disciplinary action
unless there is evidence of willful misconduct or illegal activity.
 Procedures are in place to ensure data from observations are retained in a way that ensures
effective security.
 Objectives of observations are clearly defined, and collected data are always used to address
specific issues that affect flight safety.
 Observers are specifically selected and trained (calibrated) to ensure a high level of consistency
and standardization in the data being collected. Observers are objective, impartial and have a high
level of integrity.
 There is a process in place to ensure data collected from observations are subjected to analysis
from appropriately diverse subject matter experts to ensure consistency and accuracy.
 Data derived from observations are analyzed and presented in a manner that identifies potential
weakness and permits Air India Ltd to develop appropriate action(s) that will enhance specific
aspects of the operation.
 Results from the monitoring program, including the corrective action plan, are communicated to
flight crew members.
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13.13 SYSTEM DESCRIPTION:
Air India Ltd. is utilizing database submitted by department/stations/individual. The safety reports and
statistics of the functional stations is the core of safety management system. Flight Safety
department updates the database with the following inputs:
1. Events/Hazards Reporting
2. Accidents/Incidents Investigation
3. Safety Audit results
4. Surveillance results
5. Risk Assessment
6. Safety Statistics and Data Analysis
7. Monitoring and coordinating with every station with the following inputs:
 Event /Hazards Reporting
 Corrective/Preventive Actions
 Accidents/Incidents Investigation
 Internal Audit result.
 Risk Assessment
 Safety Statistics and Data Analysis
Moreover, Risk Assessment is practiced as a main process within each Department. Consequently,
appropriate action is taken to mitigate risk. Safety statistics and data analysis is another main process
that is practiced in dealing with safety related data by Flight Safety Department. Noticed trends are
addressed by Corrective and Preventive Actions.
The Flight Safety department is exercising a full pledge oversight over AIR INDIA LTD’s Safety
Management System. That is visible through the conduct of regular Safety Audits, surveillance and
inspections. In addition, Flight Safety department is monitoring the safety management database
continuously to ensure proper corrective and preventive actions on issues concerned with each
department. Irregularities of reports and input data are resolved in coordination between Flight Safety
department and the concerned department.
The Flight Safety department is conducting another level of risk assessment by holding the monthly
Safety Action Group meeting. The main objective of the meeting is compare results of Load
Monitoring, Safety Inspections/Audits, Engineering Reports, Supplier/Service Provider Performance,
and Safety Statistics. Consequently, appropriate actions are taken to mitigate risks. Results of the
Safety Action Group meeting along with other inputs are subject for discussion with Safety Review
Meeting held in every quarter.
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13.14 SAFETY TRAINING AND EDUCATION
An organizations safety culture is linked to the success of its safety management training program.
All personnel must understand the organization’s safety philosophy, policies, objectives, procedures
and practices, standards, Safety Assurance and they should understand their roles and
responsibilities within that safety management framework. Safety training should begin with the
initial familiarization of employees and continue throughout their employment. Specific safety
management training should be provided for staff who occupies positions with particular safety
responsibilities. The training program should ensure that the safety policy and objectives of the
organization are understood and adhered to by all staff, and that all staff is aware of the safety
responsibilities of their positions.
The SMS training shall be carried out as per the Corporate SMS training program that ensures
personnel throughout the organization are trained and competent to perform SMS duties. This
training will include the Air India Corporate SMS, safety policy, reporting procedures, safety
responsibilities and how individuals can contribute at all levels. Safety training will include ab-initio,
periodic / refresher training. It shall be ensured that SMS should be included in the refresher
training for all operational staff. The periodicity of the refresher training shall depend on the
respective departmental job functions. The Non operational staff shall undergo refresher training
every two
Safety effort cannot succeed by mandate or strictly through mechanistic implementation of policies.
Safety promotion sets the tone that predisposes both individual and organizational behavior and fills
in the blank spaces in the organization’s policies, procedures and processes, and providing a sense
of purpose to safety efforts. The organization must set in place processes and procedures that allow
for communication among operational personnel and with the organization’s management.
Organizations must make every effort to communicate their objectives, as well as the current status
of the organization’s activities and significant events. Likewise, organizations must supply a means
of upward communication in an environment of openness.
Competency training requirements for each area of work will be documented and training files
maintained for each employee, including management, to assist in identifying and tracking
employee training requirements. Documented competency training policies for each individual
functional area can be found in respective functional area competency training manuals.
The SMS Manual shall ensure that each staff member receives initial training and
comprehends the SMS manual.
The provision of appropriate training to all staff regardless of their level in the organization is an
indication of management’s commitment to an effective SMS. Safety training and education should
consist of the following:
a. A documented process to identify training requirements.

b. A validation process that measures the effectiveness of training.
c. Initial (general safety) job-specific training.
d. Indoctrination/initial training incorporating SMS including human and organizational factors.
e. Recurrent safety training.
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Since effective communication is vital to promoting a positive safety culture, safety representatives
must have sound knowledge and understanding of the types and sources of information available,
and therefore, have access to libraries and files.
13.14.1 SAFETY TRAINING FOR MANAGEMENT
It is essential that the management team understands the principles on which the SMS is based.
Training would ensure that managers and supervisors are familiar with the principles of the SMS
and their responsibilities and accountabilities for safety. It may also be of value to provide managers
with training that addresses the legal issues involved, e.g. their legal liabilities.
13.14.2 SAFETY TRAINING FOR KEY PERSONNEL
A number of safety-related tasks require specially trained personnel. These tasks include:
a. Investigating safety occurrences.

b. Monitoring safety performance.
c. Performing safety assessments.
d. Managing safety databases.
e. Performing safety audits.
It is important that specialists performing these tasks receive adequate training in the special
methods and techniques involved. Depending on the depth of training required and the level of
existing expertise in safety management within the organization, it will be necessary to obtain
assistance from external specialists in order to provide this training and the same will be arranged
for the Safety Audit team.
13.14.3 SAFETY TRAINING FOR OPERATIONAL PERSONNEL
The training programme will specify safety training responsibilities, including contents, frequency,
validation and safety training records management. The contents should include the definition of
hazards, consequences and risks, the safety risk management process, including roles and
responsibilities and, quite fundamentally, safety reporting and the organization’s safety reporting
system. A training curriculum typically includes on overview of the elements of SMS and modules
that address :
a) Hazard Reporting;
b) Event investigation and analysis techniques;
c) Hazard Identification;
d) Risk Assessment and mitigation;
e) Audit Principles and methodology;
f) Communication Techniques;
g) SMS implementation, analysis and continual improvement;
h) Emergency response preparedness.
Safety training for Managers and Supervisors will address safety responsibilities, including
promoting the SMS and engaging operational personnel in hazard reporting. In addition to the
training objectives established for operational personnel, training objectives for Managers and
Supervisors should include a detailed knowledge of the safety process, hazard identification and
safety risk assessment and mitigation, change management and safety data analysis.
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SMS specifies initial and recurrent safety training standards for personnel that perform operational
functions, to include managers and supervisors, senior managers and the Accountable Executive.
The training duration for Pilots, Cabin Crew and Engineers is conducted as per the Training
Programme specified in their respective Manuals.
The content of such training is appropriate to the individual's responsibilities and involvement in the
SMS, and typically includes or addresses some or all of the following subject areas, as appropriate
for the functions performed by the personnel being trained:
• Organizational safety policies, goals and objectives;

• Organizational safety roles and responsibilities related to safety;
 Organisational SMS Processes and procedures
• Basic safety risk management principles;
• Safety reporting systems;
• Safety management support (including evaluation and audit programs);
• Lines of communication for dissemination of safety information;
• A validation process that measures the effectiveness of training;
• Initial indoctrination and, when applicable, recurrent training requirements.
 Human Factors.
The duration of SMS Training will be as follows:-
a) Accountable Executive - 4 hours

b) Senior Management i.e. Departmental Heads - 1 day
c) Head of Corporate SMS - 5 days
d) Head of Corporate QMS - 3 days
e) Chief and Dy.Chief of Flight Safety - 3 days
f) SMS Nodal Officers of Departments - 2 days
(If carrying out Risk Assessment, then atleast 3 days)
g) Airport & Station Managers - 2 days
h) Flight Safety and QMS Auditors - 2 days
i) Line Pilots / Cabin Crew / Flight Dispatchers / Ground
Handling / Cargo / Security / Maintenance/Other Staff - 3 hours
j) SMS Trainers - 5 days
The training should include the organization’s safety policy, safety roles and responsibilities, SMS
principles related to safety risk management and safety assurance, as well as the use and benefits
of the organization’s safety reporting system(s).
The safety training program may include a session designed specifically for the Accountable
Executive. This training session should be at a high level providing the accountable executive with
an understanding of the SMS and its relationship to the organization’s overall business strategy.
Safety training for senior managers should include content related to compliance with national and
organizational safety requirements, allocation of resources and active promotion of the SMS
including effective inter-departmental safety communication. In addition, safety training for senior
managers should include material on establishing safety performance targets and alert levels.
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The topics to be covered in the training for different category of personnel as follows details can also be
taken from the Corporate SMS Manual:
No For Whom Core skills & knowledge

1. SMS Manager  Development, implementation and administration of
SMS
 Understanding of SMS requirements and all key
components/ elements/policies
 SMS documentation and records
 Conducting internal SMS audits
2. SAG Members  Safety Policy, safety roles and responsibilities,
HOD’s knowledge of SMS process, including hazard
identification and risk management, management of
change, safety data analysis, safety assurance and
promotion
 Qualitative risk assessment, analysis, mitigation,
control and review.
3. Other Senior Executives  Safety Policy, safety roles and responsibilities,
knowledge of SMS process, including hazard
identification and risk management, management of
change, safety data analysis, safety assurance and
promotion
4. Operational personnel  Safety Policy, safety roles and responsibilities,

knowledge of SMS process, Reporting System,
hazard identification and risk management,
management of change, safety data analysis, safety
assurance and promotion
5. Other staff  Safety Policy, safety roles and responsibilities,
reporting system, knowledge of SMS process,
hazard identification & reporting system, safety
assurance and promotion.
6. Train the Trainer  Development, implementation and administration of
SMS
 Understanding of SMS requirements and all key
components/ elements/policies
 SMS documentation and records
 Conducting internal SMS audits
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13.14.4 TRAINING OVERVIEW
Training is of fundamental importance to effective job performance. Effective performance means

compliance with the requirements of safety, profitability and quality. To meet this training need, it is
necessary to establish a program that ensures:
a. A systematic analysis to identify the training needs of each occupation.

b. The establishment of training schemes to meet the identified needs.
c. The training is assessed and is effective in that each training session has been understood
and the training program is relevant.
It involves the review of all occupations, analysis and observation of critical activities, accident and
incident analysis, and statutory requirements. The objective of all training is to equip employees
with the skills and knowledge to carry out their duties safely and effectively.
All appropriate training methods should be used but there will be no substitute for practical on-the-
job instruction in some occupations. Whatever training techniques are adopted, it is important that
the effectiveness of the training is assessed and that training records are maintained. Periodic
reviews of the training program are required to ensure that it remains relevant and effective such
as:
a. Effective performance means compliance with the requirements of safety, profitability and
quality.
b. To meet this training need, it is necessary to establish a program which ensures:
 A systematic analysis to identify the training needs of each occupation.

 The establishment of training schemes to meet the identified needs.
 The training is assessed and is effective in that each training session has been understood
and the training program is relevant.
c. It involves the review of all occupations, analysis and observation of critical activities, accident
incident analysis and statutory requirements.
d. The objective of all training is to equip employees with the skills and knowledge to carry out their
duties safely and effectively.
e. All appropriate training methods should be used but there is no substitute for practical on-the-job
instruction in some occupations.
f. Whatever training techniques are adopted, it is important that the effectiveness of the training is
assessed and that training records are maintained.
g. Periodic reviews of the training program are required to ensure that it remains relevant, updated
and effective.
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13.14.5 MANAGEMENT SAFETY AWARENESS AND TRAINING
For the successful operation of any management system, it is essential that the management team
understand the principles on which the system is based. Effective training of management ensures
this objective. Training should equip all those having supervisory responsibility with the necessary
skills to implement and maintain the Safety Management System. This element details the training of
managers and supervisors in the following areas:
a. Initial training soon after appointment to a supervisory position to acquaint new managers and
supervisors with the principles of the safety management system, their responsibilities and
accountability for safety and statutory requirements.
b. Detailed training in the safety management system including the background and rationale
behind each element.
c. Skills training in relevant areas such as communications, safety auditing and conducting group
meetings.
d. Regular update and refresher training every two years.
SMS-Nodal Officer of respective department carry out analysis and identify the need for training in
the respective department and conduct the training. He also ensures that managers and supervisors
are familiar with the principles of the Safety Management System and their responsibilities and
accountabilities for safety. On-site training ensures that all staff is acquainted with the relevant
information appropriate to their function stated as follows:
a. Ensure personnel who perform operationally critical functions are required to maintain
competence on the basis of continued education and training and, if applicable for a particular
position, continue to satisfy required technical competency requirements.
b. For the successful operation of Safety Management System, it is essential that the management
understand the principles on which the Safety Management System is based.
c. Effective training of management ensures this objective.
d. Training should provide all those having supervisory responsibility with the necessary skills to
implement and maintain the Safety Management System.
Each department, under guidance of SMS-Nodal officer, will develop a training file for each
employee, including management, to assist in identifying and tracking employee training
requirements and to ensure that personnel have received the planned training.
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13.14.6 SAFETY COMMUNICATIONS
Safety communication is an essential foundation for the development and maintenance of an

adequate safety culture. There are three basic elements used in safety communication- Safety
communication, consultation and reporting. The communications element captures the
processes used to ensure the open exchange of safety-related information both externally and
internally to the company. This element plays a critical role in ensuring that all the risks present in
the air navigation system are recognized, registered and mitigated and the information gained, plus
improvement measures, are disseminated across the whole company.
Reporting the results of safety investigations, safety reviews, safety audits and overall safety
activities and performance to the appropriate audience has many benefits. It promotes
transparency, commitment, ownership of safety issues. The most important benefit of reporting
safety issues and information is that it allows similar problems to be reported but most of all it
allows for potential problems or issues to be eliminated before they happen. Prevention is always
best.
13.14.7 SAFETY POLICIES AND PROCEDURES
SMS is designed as a guide that contains Safety Policies to help implement the Air India Ltd Safety
Management System throughout the organization. These policies are then converted into safety
procedures that are included in departmental programs for the purpose of increasing safety
effectiveness and productivity.
13.14.8 SAFETY BULLETINS
Bulletins, pamphlets and other printed materials shall be used for detailed or extensive information.
They are used best when they complement a display, poster, and bulletin board notice or safety
communication meeting resolutions. Printed materials are available on a wide variety of safety topics.
Often more effective are bulletins made up within the department.
13.14.9 SAFETY NEWSLETTERS
Safety newsletters are vital in promoting safety education and awareness in the workplace. Therefore,
it is important that these publications be conceived in a manner with which workers would be
encouraged to read them. An editorial calendar is important in organizing a line of topics that would
be of interest and valuable to the readers. Newsletters should be brief considering the workers' time.
13.14.10 SAFETY CLASSES
A Safety class is a structured period of time where learning is intended to occur. It involves one or
more employees being educated by a safety expert or instructor about a particular safety subject or
how to perform a particular task safely.
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13.14.11SAFETY WORKSHOPS AND SEMINARS
Safety workshop is a brief intensive course, a seminar, or a series of meetings emphasizing

interactions and exchange of safety related information among a number of participants. The main
purpose of these workshops is to promote staff awareness regarding safety issues.
13.14.12 SAFETY BULLETIN BOARDS
i. Bulletin boards and posters are passive forms of safety education. They have to be dynamic to be
effective. The appearance of the bulletin board and poster displays communicates a message to
people's minds. An organized, neat, and current board tells people that the Safety Management
System is alive and well. A cluttered, torn, faded, out-of-date board tells them the program is dead
or terminally ill.
ii. Key points for safety bulletin boards are:
a. Located where they are well lit and can be read easily so that people don't obstruct work while they
are reading the bulletin items.
b. Enough boards in central locations so every person will see at least one board every day.
c. Arranged with the most important item at eye level.
d. Have titles or color codes to identify types of items.
e. Topics and material suited to the work of the people who will see it. Topics should be new or
refreshing.
f. Neat and orderly. Items should not be overlapping or blocked.
g. Simple. Messages should be brief and to the point. Send out long items as memos or bulletins.
h. Changed often so items aren't faded, dirty or torn. If an item needs to be kept, think about
changing and rewording it every two weeks.
iii. Key points for safety posters are:
a. Posters should be specific and identify a significant safety threat.
b. Posters should tell what to do about the threat.
c. Posters should be kept in good condition and changed at least monthly. The same poster, if still
readable, can be put back up later on.
iv. For effective safety communications through bulletin boards and posters:
a. Designate a coordinator responsible for developing, approving, and changing items in the bulletin
boards.
b. Accent the points of messages or reports. Refer to the report so it can be read in full away from the
bulletin board.
c. Survey the significant safety threats and obtain posters related to those problems.
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13.15 CONTINUOUS IMPROVEMENT OF THE SAFETY SYSTEM
The continuous improvement cycle builds confidence and assurance of the successful operation of the
Safety Management System. In the same way that quality assurance facilitates continuous
improvements in quality, safety assurance ensures control of safety performance – including regulatory
compliance through constant verification and upgrading of the operational system.
Flight Safety Department will review and ensure the continual improvement of the Safety Management
System throughout the Organization, to include; When Substandard Performance has been identified:

Continuing improvement is achieved through internal evaluations, internal and external audits and the
following activities will be carried out to achieve desired objective:
a. Proactive evaluation of facilities, equipment, documentation and procedures such as through
internal evaluations.
b. Proactive evaluation of the individuals’ performance to verify the fulfillment of their safety
responsibilities, e.g. through periodic competency checks.
c. Reactive evaluations in order to verify the effectiveness of the system for control and mitigation of
safety risks, e.g. through internal and external audits.
As conclusion, continuous improvement can only occur when AIR INDIA LTD displays constant vigilance
regarding the effectiveness of its technical operations and its corrective actions. Indeed, without on-
going monitoring of safety controls and mitigation actions, there is no way of telling whether the safety
management processes achieves its objectives and similarly, there is no way of measuring if an SMS is
fulfilling its purpose with efficiency.
13.15.1 CONTINUOUS IMPROVEMENT

Air India has processes to monitor and assess it’s SMS processes in order to maintain or
continually improve the overall effectiveness of SMS throughout the organization.
i. Identification of the cause(s) of substandard performance of the SMS;

ii. Determination of the implications of substandard performance of the SMS in operations;
iii. Elimination or mitigation of such cause(s) of substandard performance.
Continual improvement of the SMS is an element of the Safety Assurance component of the SMS
framework. Continual improvement is overseen by a strategic committee of senior management
officials that are familiar with the workings and objectives of the SMS. Such committee is called
Safety Review Board (SRB), which is a very high level, strategic committee chaired by the
Accountable Executive and composed of senior managers, including senior line managers
responsible for functional areas in operations (e.g. flight operations, engineering and
maintenance, cabin operations) who meet once a quarter as a part of Safety Review Meetings
and once a year as a part of Safety Review Board.
To ensure front line input as part of the SMS review process, along with flight safety and other
key operational areas, Safety Action Groups (SAGs) function to address implementation issues in
front line operations to satisfy the strategic directives of the SRB as well as discuss the
mandatory and voluntary reports along with the risk assessment.
PAGE 13- 79
AI-FSD-001
CHAPTER 13
SMS AND RISK
Air India Limited has a programme that ensures personnel throughout the organization are
trained to understand SMS responsibilities and competent to perform associated duties. The
scope of such training shall be appropriate to each individual’s involvement in the SMS.
SMS training is an element of the Safety Promotion component of the SMS framework. Within
SMS both management personnel (including the Accountable Executive) and non-management
personnel are expected to complete SMS training. The content of such training is appropriate to
the individual‘s responsibilities and involvement in the SMS. A training curriculum includes
modules that provide an overview of the elements of SMS, such as:
i. Event investigation and analysis techniques;
ii. Hazard identification;
iii. Risk assessment and mitigation;
iv. Audit principles and methodology;
v. Communication techniques;
vi. Safety reporting;
vii. SMS implementation, analysis and continual improvement;
viii. Emergency Response preparedness.
Air India Ltd has SMS documentation that includes a description of:
 Scope of the SMS;
 Safety policy and objectives;
 Safety accountabilities;
 Key safety personnel;
 Documentation control procedures;
 Coordination of Emergency Response Planning;
 Hazard identification and risk management schemes;
 Safety assurance;
 Safety performance monitoring;
 Safety auditing (safety and quality auditing may be combined);
 Management of change;
 Safety promotion;
 Outsourced services
PAGE 13- 80
AI-FSD-001
CHAPTER 13
SMS AND RISK
APPENDIX ‘13.A’
VOLUNTARY REPORT
(INCLUDES EVENTS, POTENTIAL HAZARD AND HUMAN FACTORS)
NAME: EMAIL ID: CONTACT NO:

STAFF NO. STATION: DEPT:
PLACE OF EVENT: DATE OF EVENT:
IF FLIGHT RELATED
FLT NO.: A/C TYPE: SECTOR:
REGN: PHASE OF FLIGHT:
CAPTAIN:
FIRST OFFICER:
SAFETY HAZARD/EVENT DETAILS
HAZARD/EVENT TYPE:
CONCERNED AREA:
NOTE: PLEASE USE CONFIDENTIAL SAFETY REPORT IF REPORT IS TO BE TREATED AS
CONFIDENTIAL AND YOUR DETAILS HAVE TO BE DE-IDENTIFIED FROM THE REPORT
DESCRIPTION OF HAZARD/EVENT: (WRITE IN BLOCK LETTERS)
SUGGESTION(S) TO PREVENT HAZARD/EVENT:
Signature Date:
PAGE 13- 81
AI-FSD-001
CHAPTER 13
SMS AND RISK
GUIDELINES:
1. A VOLUNTARY REPORT must be raised whenever you witness or are involved or has
knowledge of an occurrence, hazard or situation which poses potential threat to flight safety.
2. Please note that an online report is auto-forwarded to the email address(s)

provided.
3. The services of Station Manager/ Airport Manager/ Commercial Staff/ Hotel may be utilized
to forward the report to the Flight Safety Department.
VOLUNTARY REPORT MUST BE SENT TO THE FLIGHT SAFETY DEPARTMENT

UTILIZING ANY OF THE FOLLOWING:
1. Website: flightsafety.airindia.in
2. Fax: +91 22 2615 7027 (BOEING)/+91 11 24628938 (AIRBUS)
3. E-mail: airsafety@airindia.in (BOEING FLEET) /
aiflightsafetyhqrs@gmail.com (AIRBUS FLEET)
(MENTION ‘VOLUNTARY REPORT’ IN THE SUBJECT)
PAGE 13- 82
AI-FSD-001
CHAPTER 13
SMS AND RISK
APPENDIX ‘13.B’
CONFIDENTIAL REPORT

IF FLIGHT RELATED
CAPTAIN:
FIRST OFFICER:
HAZARD/EVENT TYPE:
CONCERNED AREA:
THIS REPORT IS TREATED AS CONFIDENTIAL
(YOUR DETAILS WILL BE DE-IDENTIFIED FROM THE REPORT BEFORE ANY FURTHER ACTION)
Signature Date:
PAGE 13- 83
AI-FSD-001
CHAPTER 13
SMS AND RISK
GUIDELINES:
1. A CONFIDENTIAL REPORT must be raised whenever you witness or are involved or has
knowledge of an event, hazard or situation which poses potential threat to flight safety.
2. Please note that an online report is auto-forwarded to the email address(s) provided.
3. The services of Station Manager/ Airport Manager/ Commercial Staff/ Hotel may be utilized to
forward the report to the Flight Safety Department.

(MENTION ‘CONFIDENTIAL REPORT’ ON THE SUBJECT)
PAGE 13- 84
AI-FSD-001
CHAPTER 13
SMS AND RISK
APPENDIX 13.C
SAFETY RISK ASSESSMENT / ANALYSIS FORM
HAZARD RISK ASSESSMENT / ANALYSIS :
REF NO:
SOURCE:
HAZARD:
DEPT: DATE:
IDENTIFYING HAZARD:
ASSOCIATED RISK
EXISTING MITIGATION:
DETERMINING THE CURRENT LEVEL OF RISK:
SEVERITY:
LIKELIHOOD:
DETERMINING THE RISK TOLERABILITY:
FURTHER MITIGATION MEASURES
REVISED LEVELS OF RISK:
PAGE 13- 85
AI-FSD-001
CHAPTER 13
SMS AND RISK
RISK SEVERITY
RISK PROBABILITY CATASTROPHIC HAZARDOUS MAJOR MINOR NEGLIGIBLE
(A) (B) (C) (D) (E)
25 20 15 10 5
5 – FREQUENT
(5A) (5B) (5C) (5D) (5E)
20 16 12 8 4
4 – OCCASIONAL
(4A) (4B) (4C) (4D) (4E)
15 12 9 6 3
3 – REMOTE
(3A) (3B) (3C) (3D) (3E)
10 8 6 4 2
2 – IMPROBABLE
(2A) (2B) (2C) (2D) (2E)
1 – EXTREMELY 5 4 3 2 1
IMPROBABLE (1A) (1B) (1C) (1D) (1E)
( ) RISK FACTOR EXISTED BEFORE MITIGATION
( )RISK FACTOR AFTER MITIGATION
SAFETY ASSURANCE
SAFETY TRAINING & COMMUNICATION
ACCEPTABLE BY ACCOUNTABLE OFFICE & HIS DETAILS
REVALIDATION AFTER ___ MONTHS:
FEEDBACK:
ANALYSIS AND REVIEW:
PAGE 13- 86
AIR INDIA LIMITED
Chapter- - 14
CHAPTER - 14
SAFETY ASSESSMENT FOR Issue-4 Rev.0 01 JUN 2017
FOREIGN AIRCRAFTS (SAFA)
14.1 SAFA (SAFETY ASSESSMENT OF FOREIGN AIRCRAFT)
Besides the DGCA India, various foreign countries carry out safety assessments of Air India
Aircraft. SAFA which is the Safety Assessment of Foreign Aircraft is one such example which is
covered under the European Programme. It has also been adopted in the Gulf. Similarly, other
nations also carry out foreign assessments and checks of all aircraft and all personnel are
required to ensure that all the queries of the inspectors are answered appropriately. Any findings
generated through such foreign assessments are captured in the SMS database and are to be
reviewed in the SAG, Safety Review Meetings as well as SRB Meetings, as applicable, for
corrective action.
Refer details in Appendix ‘A’ to this Manual.
SAFA PROCESS FLOW for Continuous Improvement:
PAGE 14-8
CHAPTER - 14
APPENDIX ‘A’
1. SAFA (SAFETY ASSESSMENT OF FOREIGN AIRCRAFT)
The EU SAFA Programme is a European Programme regarding the performance of

ramp inspections on aircraft used by third country operators. Under this programme
aircraft of Indian operators can be subjected to ramp inspection by participating
states, chiefly concerned with the aircraft documents and manuals, flight crew
licenses, the apparent condition of the aircraft and the presence and condition of
mandatory cabin safety equipment. The applicable requirements for these
inspections are:-
I. The ICAO international standards for aircraft used by third country operators;
ii. The relevant EU requirements for aircraft used by operators under the regulatory
oversight of another Member State;
iii Manufacturers’ standards when checking the technical condition of the aircraft; and
Iv. Published national standards of the participating states (e.g. Aeronautical Information
Publications (AIPs) that are declared applicable to all operators flying to that State.
1.1 In case of significant irregularities, Air India and the DGCA can be contacted by the
SAFA Team in order to arrive at corrective measures to be taken not only with regard
to the aircraft inspected, but also with regard to other aircraft which could be
concerned in the case of an irregularity which is of a generic nature. All data from the
reports as well as supplementary information are shared and centralized in a
computerized database managed by EASA. The DGCA for India and the Flight Safety
Department for Air India will be the point of contact for the SAFA.
1.2 The inspection is carried out by authorized inspectors using a checklist with
inspection items during ramp checks. The checks may include Pilots Licenses,
procedures and manuals carried in the cockpit, compliance with these procedures by
flight and cabin crew, safety equipment in cockpit and cabin, cargo carried in the
aircraft and the technical condition of the aircraft.
1.3 The inspections and the categories of findings are recorded in the centralised
database. Depending upon the influence of safety on aircraft, the findings are
Categories as Cat G, 1, 2 and 3 as follows :-
Category G :-General remarks not based on non-compliance

Category 1:-Non-compliance having no or minor influence on the safety of aircraft.
Category 2:- Non-compliance having significant influence on the safety of aircraft.
Category 3:-Non-compliance having Major influence on the safety of aircraft.
(Note: Unlike the Level 1 findings which are the most critical to safety, in the SAFA,
Category 3 is the most critical.)
The classes of action taken by foreign CAA based on category of findings are as
follows:-
G General Observation
1 Information captain
2 Information to authority and operator
3a Restrictions of on aircraft flight operation
3b Corrective action before flight
3c Aircraft grounded by inspecting NAA
3d Immediate operation ban
PAGE 14-8
CHAPTER - 14
1.4 When considering the findings established during a ramp inspection, Category 2
(significant) and Category 3 (major) findings require the highest attention when it
comes to the need for rectification. Based on the category, number and nature of the
findings, several actions may be taken by the inspecting states.
1.5 If the findings indicate that the safety of the aircraft and its occupants is impaired,
corrective actions will be required. Normally the aircraft captain will be asked to
address the serious deficiencies which are brought to his attention. In rare cases,
where inspectors have reason to believe that the aircraft captain does not intend to
take the necessary measures on the deficiencies reported to him, they will formally
ground the aircraft. The formal act of grounding by the State of Inspection means
that the aircraft is prohibited from resuming its flights until appropriate corrective
measures are taken.
1.6 Another type of action is called “corrective actions before flight authorized”. Before
the aircraft is allowed to resume its flight, corrective action is required to rectify any
deficiencies which have been identified.
1.7 In other cases, the aircraft may depart under operational restrictions. An example of
such a restriction would be the case where there is a deficiency regarding passenger
seats. Operation of the aircraft is possible under the condition that the deficient seats
are not occupied by any passengers.
1.8 It is standard practice that the captain of the aircraft which has just been inspected is
debriefed about the findings. In addition, Category 2 and Category 3 findings are
communicated to the DGCA for information and to Air India with the request to take
appropriate action to prevent reoccurrence.
1.9 In some cases, when the findings on an aircraft are considered important, individual
Participating States may decide to revoke the entry permit of that aircraft. This
means that the particular aircraft is no longer allowed to land at airports or fly in the
airspace of that State. Such a ban can be lifted if Air India proves that the problems
have been properly addressed and corrected. Such entry permit repercussions can
therefore be, and usually are, of a temporary character.
1.10 Centralised database

The centralized database is managed and maintained by EASA. EASA has provided
access for users for management of data in respect of Indian operators to the DGCA.
Air India has registered online to that database and the access is limited to ramp
inspection reports on our aircraft. Any follow-up information on the inspection can be
uploaded to the database. After receipt of reports from Foreign CAA, we are required
to take corrective and preventive measure to prevent reoccurrence of defect in
future. The corrective and preventive actions on each finding are also required to be
uploaded to the EASA data base to close the findings. The user manual for the data
base is also available on the http://www.safa.easa.europa.eu
PAGE 14-8
CHAPTER - 14
1.11 Process and Procedures
i. The monitoring of the SAFA inspection report is through EASA data base. Nodal
officials of Flight Safety as well as Operations, Engineering and Ground Handling have
been provided access to SAFA website by the DGCA Co-ordinator. These Nodal
Officers are to ensure continuous monitoring, download of SAFA reports and upload
of corrective and preventive actions. The Flights Safety Department Nodal Officers
shall monitor the follow up actions submitted by the departments to ensure proper
implementation of corrective and preventive actions in order to address the reported
findings.
ii. It is to be ensured that timely corrective and preventive action is taken for every
finding. The Nodal Officers of Operations, Engineering and Ground Handling will
check the SAFA website on a daily basis and provide the corrective and preventive
actions to the Flight Safety Department every week (Monday) who will upload the
same on the SAFA after confirming and verifying that the corrective and preventive
action is in order.
iii. A Process Flow Chart is attached for reference.
iv. If the Flight Safety Department finds the corrective and preventive action to be
unsatisfactory, they will inform the concerned Department to review and resubmit the
corrective and preventive actions.
v. The SAFA findings and corrective & preventive actions will also be uploaded in the
Corporate Safety Management System database for suitable analysis and Safety Risk
Assessment & Review. All the SAFA findings will be analysed alongwith other
proactive and reactive safety programme elements and included in the agenda for
the following safety meetings:-
 Safety Action Group Meetings (held every month)
 Safety Promotion Seminars (held every month)
 Safety Analysis Meetings (held every quarter)
 Safety Review Meetings (held every quarter)
vi. In case of significant, major and repetitive findings as well as for those areas which
need enhanced safety monitoring, the Flight Safety Department will increase the Spot
Checks and escalate to the respective Departmental Head. This will be again
reviewed and if not found satisfactory, it will be further escalated to the CMD, who is
also the Accountable Executive and discussed in the Safety Review Board meeting.
vii. As a part of continuous review and monitoring, if there are any systemic gaps found
then necessary corrective and preventive action will be taken by the Flight Safety
Department in coordination with all concerned Departmental Heads of different
functional areas such as Engineering, Ground Handling, Operations etc. The SAFA
reports will be included as a part of the Corporate SMS SPI(Safety Performance
Indicator) monitoring. If there are individuals, who have not carried out their
functions as per SOP leading to SAFA findings, then appropriate action, in
consultation with Chief of Flight Safety, is to be taken by the Departmental Head.
1.12 DGCA is also monitoring the SAFA findings as well as corrective and preventive
actions taken by Air India and a serious view will be taken by them, In case there is
non-compliance at any level and there are major/repetitive findings without any
systemic improvement.
PAGE 14-8
CHAPTER - 14
2 Process Flowchart for Continuous Improvement
2.1 SAFA PROCESS FLOW for Continuous Improvement
PAGE 14-8
CHAPTER - 14
2.2 DGCA-Ramp Inspection-PROCESS FLOW for continuous Improvement
2.2.1 Ramp Inspections:
DGCA has given Ramp Inspection process for the outsourced Agencies in CAP8500.
Ramp Inspections are planned inspections carried out at ramp during schedule
operation to verify the compliance of laid down standards and regulations during
operation of commercial air operators. These inspections are carried out by a team of
inspectors from Operations, Airworthiness, and dangerous goods covering respective
area as per standard checklist.
Under Article 16 of the Convention on International Civil Aviation, States are entitled
to search aircraft from other States on landing and departure and to inspect the
certificates and other documents prescribed by the Convention and its Annexes,
provided there is no unreasonable delay to the operation.
PAGE 14-8
CHAPTER - 14
The requirements for Inspection of foreign aircraft are covered in AIC 5/2009
Further, paragraph 4.2.2.2 of ICAO Annex 6 (Operation of Aircraft, Part I —
International Commercial Air Transport — Aeroplanes) also requires that States shall
establish a programme with procedures for the surveillance of operations in their
territory by a foreign operator and for taking appropriate action when necessary to
preserve safety.
Purpose of Ramp Inspections:

The purpose of the ramp inspections is to inspect the aircraft at ramp to ascertain the
organizational approach and associated procedures employed by the operator to
resolve factors contributing to overall safety standards. The inspection is mainly
concerned with the aircraft documents and manuals, the apparent conditions of
aircraft and the presence and condition of mandatory cabin safety equipment and
airworthiness standards. The applicable requirements for these inspections are:
i. The Aircraft Rules and Regulations for aircraft used by domestic operators
ii. The ICAO international standards for aircraft used by foreign operators;
iii. Manufacturers’ standards when checking the technical condition of the aircraft; and
iv. Published national standards (e.g. Aeronautical Information Publications, CARs that
are declared applicable to all operators flying in the Indian Airspace.
The Annual Ramp Inspection Program of domestic and foreign carriers should be laid
down and published on the DGCA website. However, unplanned / surprised ramp
inspections may also be carried out by the designated teams using Checklists as per
DGCA-CAP 8500 Manual and holding appropriate credentials issued by DGCA.
Ramp Inspection Policy DGCA:
India being one of the contractual signatories to the convention on International Civil
Aviation and a member of the International Civil Aviation Organization (ICAO), has an
obligation to promote safe, orderly and efficient operation of aviation activities. To
meet state obligations, DGCA has developed Annual Surveillance Plan (ASP) to ensure
effective monitoring of the safety oversight activities.
DGCA HQ shall ensure that Ramp inspections for domestic air carriers and foreign air
carriers are conducted in a harmonized and transparent manner as per the laid down
guidelines as documented in this manual. All the inspectors involved in conducting
the ramp inspection must be appropriately qualified, have all appropriate knowledge,
experience and initial training and recurrent training to perform their allocated tasks.
The availability of qualified inspectors in the area of Operations, Airworthiness and
Dangerous goods meeting the standards should be ensured by the CFOI, DDG HQ
and Region/ DRI for respective inspectors.
PAGE 14-8
CHAPTER - 14
PAGE 14-8
CHAPTER - 3
ANNEXURE- FORMS Issue-4 Rev.3 11 Dec 2020
FORMAT FOR SUBMITTING INITIAL REPORT:
APPENDIX- 3.A
FLIGHT SAFETY REPORT
REPORTABLE ACCIDENT/ INCIDENT should be reported on this form. It is to be ensured that the form is duly
completed and forwarded to the Chief of Flight Safety within 12 hours Part A,B,C and D should be completed by
the Pilot, Part E by IFS /CIC, Part F by AME/Technician, and Part G by Station-in-charge. Write ‘NOT
APPLICABLE’ wherever not applicable.
A (i) Aircraft and Flight Data
Name of Captain: License Flying Flying Flying Flying Experience –
Crew: No.: Experience Experience – Experience – On-type PIC Hrs:
(in Block – Total Hrs: Total PIC Hrs: On-type Hrs:
Letters)
Co- Pilot: License Flying Flying Flying Flying Experience –

No.: Experience Experience – Experience – On-type PIC Hrs:
Addl. License Flying Flying Flying Flying Experience –

Captain: No.: Experience Experience – Experience – On-type PIC Hrs:
Addl. License Flying Flying Flying Flying Experience –

Captain: No.: Experience Experience – Experience – On-type PIC Hrs:
Date: A/C Type & Registration: Flight No.: Sector: Time of T.O.: Time of Occurrence:
B-737 VT-
Place: No. of Pax. Altitude: Phase of IAS: Max. T.O. Wt.: V1/V2 :
Flight:
A/C Landing Wt.: Max. Landing Wt.: T.O. Wt.: Vr :
(ii)WEATHER
Cloud type & amount: Visibility: Wind : Turbulence : Intensity:
Precipitation : Ht.: O.A.T.:
B THE FOLLOWING INFORMATION MUST ALSO BE PROVIDED IN CASE OF

LANDING/T.O.ACCIDENT/INCIDENT INCLUDING TYRE BURSTS
Condition of Runway : Surface Wind velocity: Surface Wind Type:
Page 1 of 28
CHAPTER - 3
APPENDIX- 3.A
C IN CASE OF ENGINE FAILURE THIS PART MUST ALSO BE COMPLETED

Engine Position: Position of L/Gear: Position of Flaps: Engine
Anti-Ice
Changes accomplished Altitude Change : Thrust Change : EPR :

if any prior to
malfunction:
Failure During : Engine Shutdown due to : Overspeed RPM Values: Fuel trim
setting :
Any Other Reason:
Engine Parameters prior to shutdown RPM - N1 : N2 : Oil Temp :
Fuel flow : EGT/JPT : Oil Pr. :
After Shutdown: Wind Mill RPM if Any: Wind Mill time: Wind Mill
Oil
Pressure:
D DESCRIPTION OF OCCURRENCE(FOR CAPTAIN)
Captain's Name : Email : Mobile :
E DESCRIPTION OF OCCURENCE (FOR IFS/CCIC):
Total No. of Cabin Crew IFS/CCIC's Name : Email : Mobile :

:
F Technical Report (This includes brief details as well as diagnosis and rectification action):
AME/Technician's Name : Email : Mobile :
G OFFICIAL IN-CHARGE. The report should include as applicable the result of information
available particulars of passengers, crew or third parties killed or injured. Also details of
any freight or property belong to operator or third parties which is lost or damaged:
Station: Date:
Station In-Charge's Name : Email : Mobile :
NOTE: 1. In case flying hrs details are not readily available then they should be sent separately at the
earliest to airsafety@airindia.in (BOEING FLEET)/ flightsafety.hqrs@airindia.in (AIRBUS FLEET)
2. Number of Cabin crew, CCIC's Name, Email and mobile number shall be entered by PIC. In case
description of occurrence is not applicable to cabin crew write NA in description of occurrence but
CIC particulars must be entered.
3. Technical Report may be sent separately
4. In case of any difficulty for reporting On-line through Flight Safety Website, the soft form of FSR
is available in the FORM FOLDER of ARMS Portal. This form can filled up email to
airsafety@airindia.in
(BOEING FLEET)/ flightsafety.hqrs@airindia.in (AIRBUS FLEET) as an attachment
Page 2 of 28
CHAPTER - 3
k) Traffic information issued

information
( ) No
l) Airborne collision avoidance system – TCAS Type-II
( ) Unserviceable ( ) Traffic advisory issued
( ) Resolution advisory issued ( ) Traffic advisory or resolution advisory not issued
m) Radar identification
( ) No radar available ( ) Radar identification ( ) No radar
identification
n) Other aircraft sighted
( ) Yes ( ) No ( ) Wrong aircraft sighted
o) Avoiding action taken
( ) Yes ( ) No
p) Type of flight plan IFR
3. Other aircraft
a) Type and call sign / registration (if known)……………………………………………..
b) If a) above not known, describe below:

( ) High wing ( ) Mid wing
( ) Low wing
( ) Rotorcraft
( ) 1engine ( ) 2 engines ( ) 3 engines
( ) 4 engines
Marking, colour or other available details………………………………………………………………..
………………………………………………..………………………………………………..…………….
…………………………………..………………………………………………..………………………….
c) Aircraft climbing or descending
( ) Level flight ( ) Climbing ( ) Descending
( ) Unknown ( ) N/A
d) Aircraft bank angle
( ) Wings level ( ) Slight bank ( ) Moderate bank
( ) Steep bank ( ) Unknown ( ) N/A
e) Aircraft direction of bank
( ) Left ( ) Right ( ) Unknown ( ) N/A
f) Lights displayed
( ) Red anti-collision lights ( ) Landing / taxi lights ( ) Other
g) Traffic avoidance advice issued by ATS Page 3 of 28

CHAPTER - 3
h) Traffic information issued:

( ) Yes, based on other information ( ) No ( ) Unknown ( ) N/A
i) Avoiding action taken:
( ) Yes ( ) No ( ) Unknown
4. Distance
a) Closest horizontal distance ……………………………………………………………
b) Closest vertical distance………………………………………………………………..
5. Weather conditions
a) IMC / VMC*
b) Above/below* clouds / fog / haze or between layers'
c) Distance vertically from cloud………………….m / ft' below…………………………...m / ft* above
d) In cloud / rain / snow I sleet / fog / haze*
e) Flying into / out of sun
f) Flight visibility…………………………….m / km`
6. Any other information considered important by the pilot-In-command.

…………………………………………………………………………………………….
…………………………………………………………………………………………….
D - MISCELLANEOUS
1. Information regarding reporting aircraft………………………………………………………..
a) Aircraft registration……………………………………………………………………………………
b) Aircraft type/ Flight No
……………………………………………………………………………………………………….
c) Operator………………………………………………………………………………………………………...
d) Aerodrome of departure……………………………………………………………………………………
e) Aerodrome of first landing…………………………………….destination……………………. ……………
i) Reported by radio or other means to……………….Name of ATS unit) at time ……………….. UTC
g) Date / time / place of completion of form …………………………………………………. ……………..
h) PIC Name……………………………. Email Id…………………………………. Mobile
No:…………………………..
i) Co-pilot Name……………………………. Email Id…………………………………. Mobile
No:……………………..
j) Addl.Cockpit Crew Name………………………… Email Id………………… Mobile
No:…………………………..
k) Addl.Cockpit Crew Name………………………… Email Id………………… Mobile
No:……………………………
l) CCIC Name……………………………. Email Id…………………………………. Mobile
No:…………………………..
Page 4 of 28
CHAPTER - 3
APPENDIX- 3.B
AIR TRAFFIC INCIDENT/AIRMISS REPORT

For use when submitting and receiving reports on air traffic incidents.
A- AIRCRAFT IDENTIFICATION B - TYPE OF INCIDENT: AIRPROX /AIRMISS
C-THE INCIDENT
1. General
a) Date & time of incident …………………………………………………………….UTC
b) Position………………………………………………………………………………………
2. Own aircraft:
a) Phase of Flight
( ) On Ground ( ) Take Off ( ) Climb ( ) Cruse ( ) Hold

( ) descent ( ) Approach ( ) Missed Approach
a) Heading and route …………………………………………………………………………………..
b) True airspeed …………………... measured in…………………... Kts/Mac.No
d) Level and altimeter setting
e) Aircraft climbing or descending

( ) Level flight ( ) Climbing ( )Descending
( ) N/A
f) Aircraft bank angle
( ) Wings level ( ) Bank below 15° ( ) Bank 15°-35°
( ) Bank above 35° ( ) Inverted ( ) Unknown
( ) N/A
g) Aircraft direction of bank
( ) Left ( ) Right ( ) Unknown
( ) N/A
h) Restrictions to visibility (select as many as required):
( ) Sun glare ( ) Windscreen pillar ( ) Dirty windscreen

( ) Other cockpit structure ( ) None
i) Use of aircraft lighting (select as many as required):

( ) Red anti-collision lights ( ) Landing / taxi lights ( )Logo (tail fin)lights
( ) Other ( ) None
j) Traffic avoidance advice issued by ATS:

information
( ) No
Page 5 of 28
CHAPTER - 3
APPENDIX- 3.B
2. Function, e-mail Address and signature of person submitting report

a) Function
…………………………………………………………………………………………………….…
b) Designation
…………………………………………………………………………………………………….…
c) e-mail Address
…………………………………………………………………………………………………….
d) Mobile number…………………………………………………………………………………….
3. Function and signature of person receiving report
a) Function ……………………………………………
b) Designation ………………………………………
c) e-mail Address …………………………………

E- SUPPLEMENTARY INFORMATION BY ATS UNIT CONCERNED
1. Receipt of report
a) Report received via HF / VHF / telephone /other (specify)………………………………………….
b) Report received by……………………………………………………………….…..(Name of ATS
unit).
2. Details of ATS action

Clearance, incident seen (radar / visually, warning given, result of local enquiry, etc.
………………………………………………………………………………………………………………………
….
………………………………………………………………………………………………………………………
….
………………………………………………………………………………………………………………………
….
………………………………………………………………………………………………………………………
…
DIAGRAMS OF AIRPROX
Mark passage of other aircraft relative to you, in plan on the left and in elevation on the right, assuming
YOU are at the centre of each diagram. Include first sighting and passing distance.
Page 6 of 28
CHAPTER - 3
APPENDIX- 3.C
EGPWS OCCURRENCE REPORT
1 Name of Operator :
2 Date and Time of Occurrence :
3 Type of Aircraft :
4 Aircraft Registration :
5 Flight Number :
6 Crew Details Captain :
7 First Officer :
8 Location (Latitude/Longitude or :
Geographical position in relation to a
ground feature or Navigation aid)
9 Altitude and Flight path :
10 Alert provided :
11 Action taken :
12 Comments of Crew :
Page 7 of 28
CHAPTER - 3
APPENDIX- 3.D
PILOT/OBSERVER RA REPORT
Aircraft Operator___________________________________ Pilot Observer

Name___________________________________ Telephone___________
Aircraft ID_______________Aircraft Type_________________ Flight Number ______________
Aerodrome of Departure___________________________________Destination____________
Date and time of event ___________________________________UTC
Own aircraft altitude ___________________________________
Own aircraft position FIR __________VOR__________Radial_________DME____________
Or LAT____________________LONG_______________
………………………………………………………………………………………………………………………………
………
Phase of Flight
Take-off__________Climb__________Cruise __________Descent__________Hold________
Final______________________________ Missed approach____________________
Clearance________________________________________ft/FL
………………………………………………………………………………………………………………………………
………..
TA Information
TA issued ? YES NO
Visual contact prior to RA ? YES NO
ATS advisory ? YES NO
…………………………………………………………….…………………………………………………………………
……….
RA Information
Intruder bearing : o'clock
Intruder range : NM
Relative altitude : ft..
Type of RA : (climb, crossing climb, VSL500, etc.)
Did you follow the RA ? : YES NO
If applicable, did ATS instruction conflict with the RA ? : YES NO
General information
Flight conditions : IMC__________VMC__________Day__________Night__________
Visibility : __________ NM
Air traffic service provided : En route control ____________________
Aerodrome/Approach control : ____________________Flight information
Page 8 of 28
CHAPTER - 3
APPENDIX- 3.E
Page 9 of 28
CHAPTER - 3
APPENDIX- 3.F
(As per Aircraft (Investigation of Accidents and Incidents) Rules, 2017/ CAR Section 5 Series C Part I)
Page 10 of 28
CHAPTER - 3
APPENDIX- 3.F

(As per Aircraft Rule 2017 / CAR Section 5 Series C Part I)
Page 11 of 28
CHAPTER - 3
APPENDIX- 3.G
FORMAT FOR SUBMISSION OF QUARTERLY REPORT OF REPORTABLE OF

REPORTABLE OCCURRENCE TO DGCA
As per CAR Section 5 Series C Part 1
Page 12 of 28
CHAPTER - 3
Appendix- 3.H
A Date/time of incident (in UTC) Report Number:
Y Y Y Y M M D D h h m m DAY NIGHT
B Person submitting the report:

Name
Job Title
Telephone
Facility/Unit
Date/time/place of completion of form
C ICAO Aerodrome Designator
D Surface Condition (Braking)
E Aircraft, vehicle or person involved in the runway incursion (Indicate those involved in the
occurence)
Aircraft 1
Aircraft 2
Aircraft 3
Vehicle
Person
F Weather Conditions
Wind Visibility/RVR
Temperature (° Celsius) Ceiling/Cloud
Additional Information :
G Evasive Action
Aircraft 1 No
Yes
Page 13 of 28
CHAPTER - 3

Cancelled take off clearance
Rejected takeoff distance rolled
Rotated early
Delayed rotation
Abrupt stop
Swerved
Other
Page 14 of 28
CHAPTER - 3
Appendix- 3.H
H Evasive Action Aircraft 2
No
Yes
Cancelled takeoff clearance
Rejected takeoff Distance rolled
Rotated early
Delayed rotation
Abrupt stop
Swerved
Other
I Evasive Action - Vehicle

No

Abrupt stop
Swerve
Other
J Closest Proximity (CP) Vertical (ft) Horizontal (m)
K Communication Difficulties?
No
Read back/hear back
Blocked communication
Partially blocked communication
Confused call signs
ACFT/vehicle on wrong frequency/no radio
Non-standard phraseology
Page 15 of 28
CHAPTER - 3
Appendix- 3.H
L. ATC
Did the ATC forget about ? Yes No
An ACFT/person/vehicle cleared onto or to cross a runway?
An ACFT on approach to land?
A runway closure?
M. Description of Incident and Relevant

Circumstances:
1. A description or diagram of the geometry of the incident scenario;
Description:
Diagram:
2. A description of any evasive or corrective action taken to avoid a collision;
3 An assessment of the available reaction time and the effectiveness of the evasive or corrective
action;
Page 16 of 28
CHAPTER - 3
Appendix- 3.H
4. An indication of whether a review of voice communication has been completed and results of that
review :
5. Initial assessment of severity
N. Aircraft details- Aircraft - 1
SSR code (if applicable) Flight No.

Owner/Operator Aircraft 1 type
Flight Details
(Select from the list below as appropriate )
Type of Flight Flight Rules
General Aviation IFR
Non-scheduled
Scheduled
Military VFR
Not applicable
Other
Page 17 of 28
CHAPTER - 3
ANNEXURE-FORMS Issue-4 Rev.3 11 Dec 2020
Appendix- 3.H
Page 18 of 28
CHAPTER - 3
Appendix- 3.H
Q. Vehicle details –Vehicle 2
Vehicle-2 type Owner/Operator :

Permit No.
INSTRUCTIONS FOR THE COMPLETION OF RUNWAY INCURSIONINITIAL REPORT FORM

A. Date/time UTC and conditions (day or night).
B. Details of the person submitting the report.
C. Aerodrome designator as indicated in Location Indicators (Doc 7910).
D. Information regarding runway condition at the time of the incursion that affected
the braking action of the aircraft.
E. Identification of aircraft, vehicle and person involved in the runway incursion.
More details should be provided in N, O, P, and Q.
F. Information on weather conditions such as wind, visibility, RVR,
temperature, ceiling, cloud and additional information as required.
G. Information regarding evasive actions taken by aircraft and/or vehicle.
H. Information regarding the closest proximity (CP) or distance, horizontally and/or
vertically, between both parties during the runway incursion or at the point at
which both parties were aware of the situation and the aircraft was under control
at taxi speed or less.
I. Information regarding communications difficulties and ATC memory lapses.
J. Describe the runway incursion, provide information requested. Attach additional
papers as requested.
K. Detailed information regarding aircraft and vehicles involved in the runway
incursion.
L. Details of the Safety Manager receiving the report.
M. Investigating agency & likely date of completion of Investigation.
Page 19 of 28
CHAPTER - 3
FORMAT FOR FINAL PIB INVESTIGATION REPORT

AIR INDIA LTD.
Incident - …………
Flight No. / Date / Sector :
Place of incident : ………..
Manufacturer and Model : .……….
Registration : VT-…..
Investigation Authority : PIB, AIR INDIA LTD.
Representative of DGCA associated in PIB : ………………….
PIB held on date(s) : ………….
1.0 FACTUAL INFORMATION
1.1 History of the flight:
1.2 Injuries to persons :
1.3 Damage to the Aircraft :
1.4 Other damage :
1.5 Personnel Information :
Flight Crew License Type & Validity Experience

No.
Commander:
First Officer:
Pertinent information regarding other personnel, when relevant.
1.6 Aircraft Information:
a) TSN
b) CSN
c) Brief statement on airworthiness and maintenance of the aircraft (indication of deficiencies known
prior to and during the flight to be included, if having any bearing on the accident).
d) Brief statement on performance, if relevant, and whether the mass and centre of gravity were within
the prescribed limits during the phase of operation related to the accident. (If not and if of any bearing
on the accident give details.)
e) Type of fuel used (if applicable)
1.7 Meteorological Information
(a) Brief statement on the Meteorological conditions appropriate to the circumstances including both
forecast and actual conditions and the availability of meteorological information to the crew.
(b) Natural light conditions at the time of accident/ incident and visibility
(Sun, Light, Moonlight twilight etc.)
1.8 Aids to Navigation
Information on Navigational aids available including landing aids such as GCA, ILS etc. and their
effectiveness at the time
Page 20 of 28
CHAPTER - 3
AIR INDIA LTD.

1.9 Communication
1.10 Aerodrome Information
1.11 Flight Recorders
Location of the flight Recorder, installation in the aircraft their condition on recovery and pertinent
data available there from
NOTE: The term flight Recorder is used as a generic term that includes flight Data
Recorder, Voice Recorder and any other such type of recorder which may be deployed.
CVR :
DFDR :
1.12 Wreckage & Impact Information :
1.13 Medical & Pathological Information :
1.14 Fire
If fire occurred, information on the nature of the occurrence and the fire fighting equipment used
and its effectiveness
1.15 Survival Aspects
1.16 Tests & Research
1.17 Additional Information
1.18 New Investigation Techniques
NOTE: - Notifiable fatal accidents are investigated by Court of enquiry/ Committee of Inquiry.
Notifiable non-fatal accidents are investigated by Inspector of Accidents and Air India Ltd. Board
of Inquiry, separately.
2.0 Analysis :
3.0 Conclusion:
3.1 Finding:
3.2 Causes:
Reproduce in (a) and (b) below the test of the report in its entirety unless it is inadvisable
because of length or complexity
(a) Findings: indicate the most significant determination of the fact-finding and analysis
(b) Cause or probable cause (s)
4.0 Safety Recommendations :
Page 21 of 28
CHAPTER - 3
VOLUNTARY SAFETY REPORTING SYSTEM IN ACCORDANCE WITH DGCA AIC 25/2020
Page 22 of 28
CHAPTER - 3
APPENDIX ‘13.A’
VOLUNTARY REPORT
(INCLUDES EVENTS, POTENTIAL HAZARD AND HUMAN FACTORS)

IF FLIGHT RELATED
CAPTAIN:
FIRST OFFICER:
HAZARD/EVENT TYPE:
CONCERNED AREA:
NOTE: PLEASE USE CONFIDENTIAL SAFETY REPORT IF REPORT IS TO BE TREATED AS
CONFIDENTIAL AND YOUR DETAILS HAVE TO BE DE-IDENTIFIED FROM THE REPORT
Signature Date:
Page 23 of 28
CHAPTER - 3
GUIDELINES:
1. A VOLUNTARY REPORT must be raised whenever you witness or are involved or

has knowledge of an occurrence, hazard or situation which poses potential threat to flight
safety.

provided.
3. The services of Station Manager/ Airport Manager/ Commercial Staff/ Hotel may be
utilized to forward the report to the Flight Safety Department.

(MENTION ‘VOLUNTARY REPORT’ IN THE SUBJECT)
Page 24 of 28
CHAPTER - 3
APPENDIX ‘13.B’
CONFIDENTIAL REPORT

IF FLIGHT RELATED
CAPTAIN:
FIRST OFFICER:
HAZARD/EVENT TYPE:
CONCERNED AREA:
THIS REPORT IS TREATED AS CONFIDENTIAL
(YOUR DETAILS WILL BE DE-IDENTIFIED FROM THE REPORT BEFORE ANY FURTHER ACTION)
Signature Date:
Page 25 of 28
CHAPTER - 3
GUIDELINES:
1. A CONFIDENTIAL REPORT must be raised whenever you witness or are involved or

has knowledge of an event, hazard or situation which poses potential threat to flight
safety.

provided.
3. The services of Station Manager/ Airport Manager/ Commercial Staff/ Hotel may be
utilized to forward the report to the Flight Safety Department.

(MENTION ‘CONFIDENTIAL REPORT’ ON THE SUBJECT)
Page 26 of 28
CHAPTER - 3
APPENDIX 13.C
SAFETY RISK ASSESSMENT / ANALYSIS FORM
HAZARD RISK ASSESSMENT / ANALYSIS :
REF NO:
SOURCE:
HAZARD:
DEPT: DATE:
IDENTIFYING HAZARD:
ASSOCIATED RISK
EXISTING MITIGATION:
DETERMINING THE CURRENT LEVEL OF RISK:
SEVERITY:
LIKELIHOOD:
DETERMINING THE RISK TOLERABILITY:
FURTHER MITIGATION MEASURES
Page 27 of 28
CHAPTER - 3
APPENDIX 13.C
REVISED LEVELS OF RISK:
RISK SEVERITY
HAZARDOU
RISK PROBABILITY CATASTROPHIC MAJOR MINOR NEGLIGIBLE
S
(A) (B) (C) (D) (E)
25 20 15 10 5
5 – FREQUENT
(5A) (5B) (5C) (5D) (5E)
20 16 12 8 4
4 – OCCASIONAL
(4A) (4B) (4C) (4D) (4E)
15 12 9 6 3
3 – REMOTE
(3A) (3B) (3C) (3D) (3E)
10 8 6 4 2
2 – IMPROBABLE
(2A) (2B) (2C) (2D) (2E)
1 – EXTREMELY 5 4 3 2 1
IMPROBABLE (1A) (1B) (1C) (1D) (1E)
( ) RISK FACTOR EXISTED BEFORE MITIGATION
( )RISK FACTOR AFTER MITIGATION
SAFETY ASSURANCE
SAFETY TRAINING & COMMUNICATION
ACCEPTABLE BY ACCOUNTABLE OFFICE & HIS DETAILS
REVALIDATION AFTER ___ MONTHS:
FEEDBACK:
ANALYSIS AND REVIEW:
Page 28 of 28

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AI-FSD-001

FLIGHT SAFETY MANUAL

Chief of Flight Safety (ED-Flight Safety), Air India

Issue– 4, Rev. 03, 11 Dec 2020

FLIGHT SAFETY MANUAL

EXECUTIVE DIRECTOR -FLIGHT SAFETY (CHIEF OF FLIGHT SAFETY)

PO- 400 029

Issue – 4, Rev. 03, 11 DEC 2020

TELEPHONE: +91 -01 | -2462321 I

+91 -01 l-24620272

Subject: Approval of .lSgq3.-B.g:l!j9!:] of Flight Safety Manual of Air India

per CAR Scction-S, Scrics-'F', Part-I.

for Dircctor Gcneral of Civil Aviation

FOREWORD Issue-4 Rev-3 11Dec 2020

FOREWORD Issue-4 Rev-3 11Dec 2020

FOREWORD Issue-4 Rev-3 11Dec 2020

FOREWORD Issue-4 Rev-3 11Dec 2020

INTENTIONALLY LEFT BLANK

HQ/CMD/20/3105 11th December 2020

CORPORATE SAFETY POLICY

j) Continually improve our safety performance through management processes that

l) Ensure the promotion of safety awareness among all personnel.

HQ/CMD/20/3107 11th December 2020

CORPORATE QUALITY POLICY

The objectives of the Quality Management System are:

CORPORATE SECURITY POLICY

Air India Limited is committed to

(i) Establish and maintain safe workplaces and practices;

(vi) Develop awareness through education to ensure personnel have a common

(viii)Promote security awareness and establish security culture.

(ix) Openly disseminate security related information, and provide two-way

HQ/CMD/20/3106 11th December,2020

CORPORATE ENVIRONMENT POLICY

Air India is committed to implement Green Initiative measures through effective

• Provide sufficient resources to meet environmental objectives by continual measuring,

HQ/CMD/20/3109 11th December,2020

CORPORATE SOCIAL RESPONSIBILITY

QTE “No success in material terms is worthwhile unless it serves the

 Creating shared value concept by building interdependency of corporate success with

 Triple Bottom Line concept of measuring Corporate Performance in terms of

INTENTIONALLY LEFT BLANK

Issue No. Revision Date of Effective Brief Description of

Issue – 0 Rev. 1 15 SEPT 2007 15 SEPT 2007

Issue No. Revision Date of Effective Brief Description of

-Due new DGCA CARs:

i)Corporate Policies signed

3.1 AIRCRAFT ACCIDENT / INCIDENT REPORTING

VOLUNTARY / CONFIDENTIAL REPORTING:

3.2 Aircraft (Investigation of Accidents and Incidents) Rules, 2017:

These rules extend to the whole of India and applies also –

a. To citizens of India wherever they may be.

(c) The aircraft is missing or is completely inaccessible.

“Act” : means the Aircraft Act, 1934 (22 of 1934);

“Inquiry Officer”: means a person appointed by the Director‐General under rule 13 to

“Maximum mass” means maximum certificated take‐off mass;

“Operator” means a person, organization or enterprise engaged in or offering

3.4 ACCIDENT/INCIDENT REPORTING PROCEDURE

The notification shall be sent to the following: