Issue 03 6E DIGEST – FLIGHT OPERATIONS

Mar 2019 FCTL PITCH TRIM/MCDU/CG DISAGREE

FCTL PITCH TRIM/MCDU/CG DISAGREE :

Airbus recommends flight crew can disregard this amber ECAM after cross checking the MCDU CG value entries with Load and Trim
sheet CG values, and continue the flight if CG position on the pitch trim wheel is in the green band.

This ECAM appears whenever there is a disagreement of 1.3 Units or more; between Pitch Trim value on trim wheel, MCDU value
entered by flight crew or trim value calculated by FAC based on the CG Position. (On ground, FAC uses the FM computed Gross Weight)

Not related to MEL :

The ECAM alert does not report a system failure but a reversible abnormal condition such as the state of a system or an aircraft
configuration or an external condition.

This condition is not a system failure and is not related to MEL. The MEL shall not be used.

This is not a NO-GO situation. The corrective action to revert to normal condition is immediate, obvious or well known to flight crew
and/or maintenance personnel.

Flight Crew action : Flight can be continued as long as the Pitch Trim wheel is in the green band; the ECAM will disappear after lift-
off due to Auto-trim function activation.
 Issue 02 6E DIGEST – FLIGHT OPERATIONS
Mar 2019 ERRONEOUS ENTRIES OF CG INPUT INTO FMS

AN OPERATIONAL WARNING – “FCTL PITCH TRIM/MCDU/CG DISAGREE” appears on ECAM if any erroneous
entries of ‘CG input in FMS and THS setting‘ at take-off.

The awareness shall reduce the rate of events occurring due to wrong CG inputs and/or THS settings.

This warning aims at detecting erroneous ZFWCG entry, or erroneous transmission of CG to Flight Control
computers or possible manual modification of THS setting with trim wheel or a THS setting not updated
after refueling.

The warning triggers/ inhibition as under:

Crew awareness: The flight crew checks the LOADSHEET data, the FMS entries and the trim setting.
 Issue 02 6E DIGEST – FLIGHT OPERATIONS
Mar 2019 ERRONEOUS ENTRIES OF CG INPUT INTO FMS

Triggering Conditions:

When the TO CONFIG pb on the ECP is pressed, or when the thrust levers are set to FLEX or TOGA, there is a
discrepancy between:

(For MSN 01767-01920, 02108, 02204-02457, 02626-02804, 03071-03264, 03330-04312, 04328-04384, 04399-08901 and 04393)

‐ The actual pitch trim value from THS A

‐ The pitch trim value calculated by the FAC, based on the CG
‐ The pitch trim value entered by crew in the MCDU.

(For MSN 01957-02097, 02121-02139, 02908-02914, 04314)

‐ The actual pitch trim value from THS A

‐ The pitch trim value entered by crew in the MCDU.

(For MSN 02584)

‐ The actual pitch trim value from THS A

‐ The pitch trim value calculated by the FAC, based on the CG.
Issue 02 6E DIGEST – FLIGHT OPERATIONS
Mar 2019 ERRONEOUS ENTRIES OF CG INPUT INTO FMS
Issue 02 6E DIGEST – FLIGHT OPERATIONS
Mar 2019 ERRONEOUS ENTRIES OF CG INPUT INTO FMS
Issue 02 6E DIGEST – FLIGHT OPERATIONS
Mar 2019 ERRONEOUS ENTRIES OF CG INPUT INTO FMS
 Issue 01 6E DIGEST – FLIGHT OPERATIONS
Feb 2019 TIME-BASED WAKE TURBULENCE LONGITUDINAL
SEPARATION MINIMA

1. General:
The ATC unit concerned shall not be required to apply wake turbulence separation:

a) for arriving VFR flights landing on the same runway as a preceding landing HEAVY or MEDIUM aircraft; and
b) between arriving IFR flights executing visual approach when the aircraft has reported the preceding
aircraft in sight and has been instructed to follow and maintain own separation from that aircraft.

The ATC unit shall, in respect of the flights specified in a) and b) above, as well as when otherwise deemed
necessary, issue a caution of possible wake turbulence. The PIC of the aircraft concerned shall be responsible for
ensuring that the spacing from a preceding aircraft of a heavier wake turbulence category is acceptable. If it is
determined that additional spacing is required, the flight crew shall inform the ATC unit accordingly, stating their
requirements.

2. Separation – Light, Medium and Heavy

Arriving aircraft
Except in sub para a) and b), the following separation minima shall be applied.

The following minima shall be applied to aircraft landing behind a HEAVY or a MEDIUM aircraft:

a) MEDIUM aircraft behind HEAVY aircraft — 2 minutes;

b) LIGHT aircraft behind a HEAVY or MEDIUM aircraft — 3 minutes.
 Issue 01 6E DIGEST – FLIGHT OPERATIONS
Feb 2019 TIME-BASED WAKE TURBULENCE LONGITUDINAL
SEPARATION MINIMA

Departing aircraft
A minimum separation of 2 minutes shall be applied between a LIGHT or MEDIUM aircraft taking off behind a
HEAVY aircraft or a LIGHT aircraft taking off behind a MEDIUM aircraft when the aircraft are using:

a) the same runway;

a) parallel runways separated by less than 760 m (2 500 ft);

b) crossing runways if the projected flight path of the second aircraft will cross the projected flight path of
the first aircraft at the same altitude or less than 300 m (1 000 ft) below;

c) parallel runways separated by 760 m (2 500 ft) or more, if the projected flight path of the second aircraft
will cross the projected flight path of the first aircraft at the same altitude or less than 300 m (1 000 ft)
below.

A separation minimum of 3 minutes shall be applied between a LIGHT or MEDIUM aircraft when taking off behind a
HEAVY aircraft or a LIGHT aircraft when taking off behind a MEDIUM aircraft from:

a) an intermediate part of the same runway; or

b) an intermediate part of a parallel runway separated by less than 760 m (2 500 ft).

(Refer Para 17.3.7, Chapter 17, Operations Manual Part A)

 Issue 01 6E DIGEST – FLIGHT OPERATIONS
Feb 2019 TIME-BASED WAKE TURBULENCE LONGITUDINAL
SEPARATION MINIMA

Separation – Super Heavy aircraft

Arriving Aircraft
The following non-radar separation minima should be applied to aircraft landing behind an A380-800 aircraft:

- MEDIUM aircraft behind an A380-800 aircraft — 3 minutes;

- LIGHT aircraft behind an A380-800 aircraft — 4 minutes.

Departing Aircraft
A minimum separation of 3 minutes should be applied for a LIGHT or MEDIUM aircraft and 2 minutes for a non-
A380-800 HEAVY aircraft taking off behind an A380-800 aircraft when the aircraft are using:
- the same runway;
- parallel runways separated by less than 760 m (2 500 ft);
- crossing runways if the projected flight path of the second aircraft will cross the projected flight path of
the first aircraft at the same altitude or less than 300 m (1000 ft) below;
- parallel runways separated by 760 m (2 500 ft) or more, if the projected flight path of the second aircraft
will cross the projected flight path of the first aircraft at the same altitude or less than 300 m (1 000 ft)
below.
A separation minimum of 4 minutes should be applied for a LIGHT or MEDIUM aircraft when taking off behind an
A380-800 aircraft from:
- an intermediate part of the same runway; or
- an intermediate part of a parallel runway separated by less than 760
 6E DIGEST – FLIGHT OPERATIONS
Issue 17
Jan 2019 RESCUE AND FIRE FIGHTING SERVICES (RFFS)

The objective of RFFS is to save lives in the event of an aircraft accident or incident occurring at or in the immediate
vicinity of an aerodrome.

The RFFS is provided to create and maintain survivable conditions, to provide egress routes for occupants and to
initiate the rescue of those occupants unable to make their escape without direct aid.

The rescue may require the use of equipment and personnel other than those assessed primarily for rescue and fire
fighting purposes.

The level of protection normally available at an aerodrome shall be expressed in terms of the category of the RFFS as
described (Next Slide) and in accordance with the types and amounts of extinguishing agents normally available at the
aerodrome.

Changes in the level of protection normally available at an aerodrome for rescue and firefighting shall be notified to
the appropriate ATS units and aeronautical information units to enable those units to provide the necessary
information to arriving and departing aircraft. When such a change has been corrected, the above units shall be
advised accordingly.

Note. Changes in the level of protection from that normally available at the aerodrome could result from a change in
availability of extinguishing agents, equipment to deliver the agents or personnel to operate the equipment, etc.

A change shall be expressed in terms of the new category of the rescue and firefighting service available at the
aerodrome.
 6E DIGEST – FLIGHT OPERATIONS
Issue 17
Jan 2019 RESCUE AND FIRE FIGHTING SERVICES (RFFS)

AERODROME CATEGORY FOR RFFS (Relevant Extract)

Aerodrome category Aeroplane overall length Maximum Fuselage Width

4 18 m up to but not including 24 m 4m

5 24 m up to but not including 28 m 4m
6 28 m up to but not including 39 m 5m
7 39 m up to but not including 49 m 5m

As part of safety management system, the level of RFFS protection available is assessed at any aerodrome intended to
be specified in the operational flight plan, in order to ensure that an acceptable level of protection is available for the
aeroplane intended to be used.

Information related to the level of RFFS protection that is deemed acceptable by the Company is contained in the
operations manual.

Note 1: Appendix F , CAR Section 8, Series O, Part II contains guidance on assessing an acceptable level of RFFS
protection at aerodromes.

Note 2: It is not intended that this guidance limit or regulate the operation of an aerodrome. The assessment
performed by the operator does not in any way affect the RFFS requirements of CAR Section 4 Series B Part I, for
aerodromes.
 6E DIGEST – FLIGHT OPERATIONS
Issue 17
Jan 2019 RESCUE AND FIRE FIGHTING SERVICES (RFFS)

Acceptable aerodrome category for RFFS (Departure, Destination and Alternate aerodrome)
Aerodromes Acceptable aerodrome RFFS category
(Specified in the operational flight plan) (published aerodrome RFFS category, including any modification by NOTAM)

Departure, destination and RFFS category for each aerodrome should be equal to or better than
Alternate Aerodrome the aeroplane RFFS category.

Acceptable aerodrome category for RFFS – After Safety Risk Assessment
Take-off alternate, destination alternate
aerodromes and
En-route alternate aerodromes
A 321 – Category 7
A 320 – Category 6
ATR 72-600 – Category 5
Where a suitable risk assessment has been conducted by the
Company, the RFFS category can be downgrade in accordance with
CAR Section 8, Series O, Part II.
Note: The RFFS requirement is in accordance with the Aircraft category above and no
risk assessment has been conducted for down grading of the requirement.

In flight
In flight, the Pilot-In-Command may decide to land at an aerodrome regardless of the RFFS category if, in the
pilot’s judgment after due consideration of all prevailing circumstances, to do so would be safer than to divert.
 6E DIGEST – FLIGHT OPERATIONS
Issue 16
Dec 2018 COMMENCEMENT AND CONTINUATION OF APPROACH

Approach Ban Point:

The point on a final approach where the reported weather conditions at the runway must meet the applicable minima so as to be able to
meet regulatory requirements for continuing an instrument approach to a landing.

Company Policy:
o If, after commencing an instrument approach, the reported RVR/Visibility falls below the applicable minimum, the approach shall not be
continued Into the final approach segment.

o If, after entering the final approach segment, the reported RVR/ visibility falls below the applicable minimum, the approach may be
continued to DA/H or MDA/H and the landing may be completed provided that the required visual reference is established at the DA/H
or MDA/H and is maintained.

Eg. Before entering the FAS, on a specific approach (say CAT 1) the RVR falls below applicable minima, the approach will be discontinued.

If after entering the FAS; RVR falls below minima; then the approach may be continued till (M)DA/ (M)DH and landing may be
accomplished if visual references are established and maintained.

(Also Refer, AWO CAR Sec 8 Series C Part I)

Visual references
Visual references are required to assess aircraft position and continue the approach.

Establishing visual references

An approach may not be continued below DH unless specified visual references are attained and can be maintained thereafter except
when carrying out a CAT III B approach with NO DH.
 6E DIGEST – FLIGHT OPERATIONS
Issue 16
Dec 2018 COMMENCEMENT AND CONTINUATION OF APPROACH

CAT II/ III approach: Company is approved for CAT II, CAT III A with DH and CAT III B with NO DH approaches

CAT II/ CAT III A Approach (visual references)

A segment of at least 3 consecutive lights being: the centre light of the approach lights, or touchdown zone lights, or runway
centreline lights, or runway edge lights, or a combination of these is attained and can be maintained.

It must include a lateral element of the ground pattern: an approach lighting crossbar, or the landing threshold, or a barrette of the
touchdown zone lighting for CAT II .

Loss of Visual References (Operations with DH - below DH before touchdown )

If the decision to continue has been made and the visual references subsequently become insufficient (for the appropriate category), or
the flight path deviates unacceptably, a Go Around must be initiated.

CAT III B approach with NO DH (Visual references)

The decision to continue does not depend on visual references, even though a minimum RVR is specified. It is nevertheless good
airmanship to confirm aircraft position with available visual references.

However, the decision depends only on the operational status of the aircraft and ground equipment. If a failure occurs prior to reaching
the AH, a Go Around will be initiated for re-assessment of the system capability.
Below the AH, a single failure (for example one AP failure or one engine failure) does not necessitate a Go Around. A Go Around is required
below AH only if the Autoland warning is triggered and there are insufficient visual cues to establish the required visual reference.

Note: The visual references in CAT IIIB conditions are highly unlikely,. However, if sufficient references are available and landing can be safely accomplished, the Pilot
may continue to land.

(Refer FCOM PRO-NOR-SOP-18-C P 5/22- Extract on the next slide and NOTAC 21 C on LVO)
 6E DIGEST – FLIGHT OPERATIONS
Issue 16
Dec 2018 COMMENCEMENT AND CONTINUATION OF APPROACH
 6E DIGEST – FLIGHT OPERATIONS
Issue 15
Dec 2018 TRAINING REQUIREMENTS - Part 2 - LVO

As a Company policy training is not planned during actual/ forecast LVO conditions. However, during IROPS a
situation may develop unexpectedly, leading to LVO conditions. A few of the Scenarios are covered below:

Scenario 1:

Situation: PIC Upgrade SLF LHS/PIC LHS Route Check - (Before taxi out, visibility drops, leading to actual/forecast
LVTO conditions.

Option:
This training/check flight shall be converted to a line flight with PIC (Trainer) in LHS as PF and Co-pilot (Trainee PIC) in
RHS as PM. Both pilots should be LVTO qualified.
Ensure that the Co-pilot (Trainee PIC) switching to the RHS has his PPC/IRLR + ALRC valid from the RHS and is LVTO
qualified. (Scheduling will ensure this validity before the option is exercised)

Scenario 2:

Situation: PIC Upgrade SLF LHS/ PIC LHS Route Check - (During taxi, visibility drops, leading to LVTO conditions)

Option:
This training check flight shall be converted to a line flight as in scenario 1 above. However, for this, the aircraft must
return to bay for switching of seats. There is no need for a revised FRC, as Trainer is as such filed as PIC.
 6E DIGEST – FLIGHT OPERATIONS
Issue 15
Dec 2018 TRAINING REQUIREMENTS – Part 2 - LVO

Scenario 3:
Situation: PIC Upgrade SLF LHS/ PIC LHS Route Check. Inbound leg to destination is forecast LVO at ETA. Flight needs
to be recovered.

Options:

Training cannot be conducted. Before Take-Off, flight can be changed to line flight, by switching seats. (Procedure for
switching seats before/after taxying out, as in scenario 1&2 above), provided both pilots meet LVO requirements as
in scenario 1 above, i.e. Co-pilot (Trainee PIC) switching to the RHS, has his PPC/ IRLR + ALRC valid from the RHS and
is LVO qualified.

If flight has already departed as a training flight and destination visibility drops below Cat I, then flight is committed
to Cat I, hence needs to hold/ divert.

Notes: The requirement of PIC Route Check to be consecutive does not apply in the above scenarios. Similarly, insertion of a line flight
between SLFs is permitted in this case.

In LVO conditions, PIC must be PF from LHS

(Also Refer NOTAC 21 C on LVO Guidelines)

 6E DIGEST – FLIGHT OPERATIONS
Issue 14
Dec 2018 TRAINING REQUIREMENTS - Part 1 - LVO

The qualification requirements for LVO

Qualification Training requirements Remarks Experience requirements

status
Ground Simulator Initial Line Initial
Initial
Training Check

LVTO 1:00 1:00 1:00 ---------- ----------- 100 hours after line release

CAT II/ III 3:00 3:00 1:00 *One ILS CAT II/ III *In weather PIC: 500 hours on type
Combined approach for a PIC with Conditions at or
qualified Co-pilot above the CAT I FO: 300 hours on type.
minima at
authorized runways (However practice
*One ILS CAT II/ III (Refer Chapter 17, approach can be done any
approach for a Co-Pilot Operations Manual time after SIM training)
with qualified PIC Part A)

Note: The company conducts the CAT II/III combined training for ground and Simulator.
 6E DIGEST – FLIGHT OPERATIONS
Issue 14
Dec 2018 TRAINING REQUIREMENTS – Part 1 - LVO

Initial and recurrent requirements to undertake LVO

Qualification Status Recurrent Recency

Ground Simulator Simulator

LVO Qualified Pilots Annual Refresher Minimum of *3 CAT II/III B To continue exercise the privileges - A minimum
approaches and a minimum of of 06 CAT II/III B approaches to the authorized
1 go-around in the training and RVR including at least 3 landings in the approved
PPC/IR check profiles. simulator in the preceding 6 months

*As a company policy a minimum of 06 CAT II/III B approaches and landings to the authorized RVR are conducted in the approved
simulator during the recurrent training IR/PPC which accounts for the recency requirements also.

LVTO Training and Check is completed with Company minima of 125m during Type rating or Command upgrade profile. If not inform
Pilots.Training@goindigo.in

Minimum 100 Hours of type experience, after line release, in the required category (PIC/First Officer) is mandatory, for exercising the
privileges of LVTO.
(Also Refer NOTAC 21 C on LVO Guidelines)
Issue 13
6E Digest – Flight Operations

Dec 2018 IN FLIGHT FUEL MANAGEMENT

Flight crew must monitor flight time and fuel burn for the purposes of identifying trends and for comparison with the OFP. The
pilot will cross check the fuel remaining and fuel consumed at each check point so as to monitor fuel consumption and be
alerted to any fuel leakage.

The flight crew is to record on the OFP the fuel quantity and time at a regular interval of approximately 30 minutes and/ or over
the closest waypoints.
Regulation mandates that PIC should continually ensure that the amount of usable fuel remaining on board is not less than the
fuel required to proceed to an aerodrome where a safe landing can be made with the planned final reserve fuel remaining
upon Landing. Therefore a diversion should be initiated at a time such that minimum of 30 minutes (holding fuel at 1500 ft) is
available at the alternate.

Flight crew notifies ATC of the progression of their Fuel State when it has been determined that it is nearing a critical Fuel
situation.

It is a three step process.

The situation mentioned in each step below is different and may be resolved at any stage in the process.

a) Request delay information from ATC when unanticipated circumstances may result in landing at the destination
aerodrome with less than the final reserve fuel plus any fuel required to proceed to an alternate aerodrome. (In the
Indian airspace a ‘10 min notice to MDF’ is relayed to the ATC)
 Issue 13
6E Digest – Flight Operations

Dec 2018 IN FLIGHT FUEL MANAGEMENT

b) Advise ATC of a minimum fuel state by declaring ‘MINIMUM FUEL’ when, having committed to land at a specific aerodrome, any
change to the existing clearance may result in landing with less than the planned final reserve fuel.

Notes:
i) This is not an emergency situation but an indication that an emergency situation is possible should any additional delay occur.
ii) If the fuel at the point of diversion is more than the Minimum Diversion Fuel; ‘Minimum Fuel’ call is not required.

While declaring “Minimum Fuel” pilot should report endurance in minutes. (indicates that any deviations from this point onwards
would amount to aircraft landing with fuel lesser than the Final fuel)

c) Declare a situation of fuel emergency by broadcasting ‘MAYDAY MAYDAY MAYDAY FUEL’, when the calculated usable fuel
predicted to be available upon landing at the nearest (alternate) aerodrome where a safe landing can be made, is less than the
planned final reserve fuel.

(Refer amendment 36 to ICAO Annex 6 Part I)

Note: All stages require deliberate determination of fuel left and fuel required for the rest of the flight. Hence an importance of
checking fuel as per the flight plan at regular intervals.

(Also refer Chapter 12, Operations Manual, Part A)

Fuel is life line ! Use it judiciously !

 Issue 12 6E Digest – Flight Operations
Oct 2018 SOMATOGRAVIC ILLUSION DURING GO-AROUND
Part 2

THE ILLUSION:
Application of TOGA power for go around causes the aircraft to accelerate rapidly.

In the absence of visual cues (night/ low visibility conditions) this generates a strong ‘tilt back’ sensation which the
brain incorrectly perceives as a rapid pitching up sensation.

The aircraft may still actually be in a level attitude or only a slight climb.

This is Somatogravic illusion.

THE PITFALL:
The pilot may push forward on the stick to control this (perceived) high attitude, resulting in an inadequate pitch-up.

As the aircraft continues to accelerate, generating additional pitch up sensation, the pilot could tend to lower the
nose even further - in a worse case scenario- in a pitch down attitude resulting in a steep descent.

GPWS / EGPWS 'Sink rate' / terrain warnings, if not acted upon; terrain contact is likely.
 Issue 12 6E Digest – Flight Operations
Oct 2018 SOMATOGRAVIC ILLUSION DURING GO-AROUND
Part 2

AVOIDANCE :
Preparation:

Run the possible go-around scenario in mind before each landing and brief as it would be executed. Always be go-
around minded on approach.

Execution:

• Monitor aircraft pitch attitude (just as during take-off).

• Maximum use of automation. Preferably initiate GA on autopilot.

• If initiating manual GA, trust instruments and scan correctly. Engage TOGA/ RTO and positively rotate to the
desired pitch attitude (Both engines, OEI as applicable). follow FD Bars (When SRS guidance available for A320).
Engage auto-pilot (if available).

• PM to carry out commanded actions (Flaps/ gear), MONITOR Instruments (especially PFD) and give suitable/
standard call outs as per the procedure.
 Issue 11 6E Digest – Flight Operations
Sep 2018 SOMATOGRAVIC ILLUSION DURING GO-AROUND
Part 1

Definition
Somatogravic illusion is a vestibular illusion which is prevalent during high accelerations/decelerations when a pilot
has no clear visual reference.

The word Somatogravic is derived from somato meaning ‘of the body’ and gravic meaning ‘pertaining to gravitational
force/ acceleration’.

It results in a strong pitching sensation (up or down) when the body is exposed to high acceleration or deceleration.

Physiology of Linear Acceleration

Human senses are adapted for use on the ground.

The vestibular system (Ear canal) uses Otolith organs (The sacculus and the utricle) to detect accelerations.

Sacculus detects accelerations in the vertical plane and Utricle detects accelerations in the horizontal plane.
 Issue 11 6E Digest – Flight Operations
Sep 2018 SOMATOGRAVIC ILLUSION DURING GO-AROUND
Part 1

The Otolith organs are designed to help us sense tilt.

- If we tilt our head backwards, the hair in the utricle bend backwards (due linear acceleration) and the
brain senses this as a tilt. (Vice versa for a forward head tilt).

- If the body accelerates rapidly in the horizontal plane this has a similar effect on the hair in the utricle—
they bend backwards. As far as the brain is concerned this is the same sensation as the movement of a
head tilt or a pitch up.

To be continued ………. (Part – 2 Next week)

 Issue 10
6E DIGEST – FLIGHT OPERATIONS
Aug 2018 Minimizing Runway Occupancy Time (Take Off)

Minimizing Runway Occupancy Time (Take Off)

In the recent past there has been instances of ATC instructed ‘Reject take off’ due to inadequate separation
between the departing aircraft and an aircraft on approach/ missed approach. Mainly due to:

• Pilots delaying take off roll on entering the runway after being cleared for takeoff
• Not following speed instructions on approach and unable to vacate via the expected exit way.

This can be attributed to both; the controllers and the pilots. The consistent delivery of optimum separation
provided and maintained between arriving and departing aircraft is absolutely essential.

Departing Aircraft ROT: The time interval between the aircraft crossing the holding point and the aircraft rolling (till
main gear lift-off).

Minimizing Departure ROT: For departing aircraft, the emphasis should be on entering runway; be ready to depart
without undue delay. An awareness of traffic situation helps to improve response time.

• Completing checklists in time.

• Not enter runway unless 'Cabin Secure’ has been obtained at airports where ROT is an issue. (not
applicable at airports which involve a backtrack and the ATC instructions otherwise).
Issue 10
6E DIGEST – FLIGHT OPERATIONS
Aug 2018 Minimizing Runway Occupancy Time (Take Off)

Minimizing Runway Occupancy Time (Take Off)

‘Before Take Off Checklist - Below The Line' should be called for, after line-up clearance has been obtained and
it is estimated that T/O clearance is imminent. In order to minimise ROT, rolling T/O is preferred.

• Line up without delay.

• Stop at the Holding point and not way short of it.

• When the aircraft is issued with take-off clearance after lining up on the runway, it shall commence take-off
roll immediately in one continuous motion

• if unable to do so, advise ATC immediately.

• Most importantly, don’t rush but be prepared. Expedite does not mean rushing.

• Adherence to SOPs, adequate information to the cabin crew, discretion and airmanship remain the key.

Safety and situation awareness go hand in hand !

Issue 09
6E Digest – Flight Operations
Aug 2018 Voluntary Reports

As a policy Flight operations believes in a just, transparent, non punitive safety culture and encourages voluntary reporting of
errors and hazards.

A voluntary reporting system is available through out the organization that facilitates reporting of events, hazards and/ or concerns
resulting from or associated with human performance in operations.

No action is taken against an individual who submits a voluntary report , unless it is an illegal act, gross negligence or a willful
disregard of a procedure or regulation

The flight crews are encouraged to submit VOLREP. The reports may be broadly classified into following categories.

• Incident Report
• Voluntary Report

An incident report is to be filed immediately after occurrence on flight safety form FSF 001. Entry in the FRB (tech log) indicating
'Incident report raised' should be made.

The flight crew are to raise the voluntary reports if they feel any SOP, safety standard or FDM guidelines have been violated
inadvertently. The voluntary reports differ significantly in this respect. These need to be reported at the earliest to
fdmpilot@goindigo.in & fltsafe.hq@goindigo.in

Although Commander’s Trip Report is also a voluntary report, the flight crew are to submit the CTR for occurrences of
administrative nature only and which have no safety implications.

The voluntary report should contain the email ID/ IGA number of the crew members.
(Also refer OM A, Chapter 34)
 Issue 08
6E DIGEST – FLIGHT OPERATIONS

July 2018 Communication Failure

General:
An aircraft when operated as a controlled flight is required to maintain continuous air-ground voice communication
watch on the appropriate communication channel and establish two-way communication as necessary with, the
appropriate ATC unit. Technical failure or lack of situational awareness may result in a Communication Failure
situation. Such situations though rare require a high degree of Airmanship, Professionalism and Awareness to be
handled well. Recent occurrences / surveillance indicate a lack of awareness in this regard.

Communication failure:

If a communication failure precludes compliance, the aircraft shall comply with the communication failure
procedures stated at Annex 10, Volume II, and with such procedures as are appropriate. The aircraft shall attempt
to establish communications with the appropriate ATC unit using all other available means. In addition, the aircraft,
when forming part of the aerodrome at a controlled aerodrome, shall keep a watch for such instructions as may be
issued by visual signals.

• If in VMC; the aircraft shall,

a) continue to fly in VMC; land at the nearest suitable aerodrome; and report its arrival by the most
expeditious means to the appropriate air traffic control unit ;
b) if considered advisable, complete an IFR flight in accordance with procedure below.
 Issue 08
6E DIGEST – FLIGHT OPERATIONS

July 2018 Communication Failure

•If in IMC or when the pilot of an IFR flight considers it inadvisable to complete the flight in accordance with para
above, the aircraft shall:

a) In airspace where radar is not used in the provision of air traffic control, maintain the last assigned speed
and level, or minimum flight altitude if higher, for a period of 20 minutes following the aircraft’s failure to
report its position over a compulsory reporting point and thereafter adjust level and speed in accordance
with the filed flight plan;

b) in airspace where radar is used in the provision of air traffic control, maintain the last assigned speed and
level, or minimum flight altitude if higher, for a period of 7 minutes following:
o the time the last assigned level or minimum flight altitude is reached; or
o the time the transponder is set to Code 7600; or
o the aircraft’s failure to report its position over a compulsory reporting point; whichever is later,
and thereafter adjust level and speed in accordance with the filed flight plan.

c) when being radar vectored or having been directed by ATC to proceed offset using area navigation (RNAV)
without a specified limit, rejoin the current flight plan route no later than the next significant point, taking
into consideration the applicable minimum flight altitude;
 Issue 08
6E DIGEST – FLIGHT OPERATIONS

July 2018 Communication Failure

d) proceed according to the current flight plan route to the appropriate designated navigation aid or fix serving the
destination aerodrome and, when required to ensure compliance with e) below, hold over this aid or fix until
commencement of descent;

e) commence descent from the navigation aid or fix specified in b) at, or as close as possible to, the expected
approach time last received and acknowledged; or, if no expected approach time has been received and
acknowledged, at, or as close as possible to, the estimated time of arrival resulting from the current flight plan;

f) complete a normal instrument approach procedure as specified for the designated navigation aid or fix; and

g) land, if possible, within thirty minutes after the estimated time of arrival specified in c) or the last acknowledged
expected approach time, whichever is later.

Note: The provision of air traffic control service to other flights operating in the airspace concerned will be based on the premise that an
aircraft experiencing communication failure will comply with the rules above.

(Also Refer Section 9 Series C Part I and Chapter 17, Operations Manual Part A)
 Issue 08
6E DIGEST – FLIGHT OPERATIONS

July 2018 Communication Failure

Communication Failure Specific to the Airport:

There are certain airports where specific communication failure procedure is applicable. Such procedure is to be
reviewed prior to landing at that airfield.

This may be obtained from the specific Airport Briefing section in the Jeppesen Manual.

Sometimes, part details may also be given in the SID/ STAR charts where applicable.

The Examples of communication failure procedures may be seen in the Airport Briefing sections of Singapore,
Dubai, Delhi, Mumbai, Hyderabad etc (Airport Briefing Charts 10-1 Series)

If no specific communication failure applicable to an airfield, the procedure mentioned as applicable to VMC/ IMC
flights may be followed.

General understanding of the procedure applicable for departure/ arrival must be cross checked during take off/
arrival briefing.
 Issue 07 6E Digest – Flight Operations
June 2018 Thunderstorms – Reasons to avoid

The thunderstorm occupies a unique place in the aviation meteorology because it is the one weather event that
should always be avoided …………. Why ? ………………. Because thunderstorms are Dangerous.

They include deadly forces like:

• lightning, airframe icing, large hailstones, extreme turbulence, and downdrafts
that can reach speeds in excess of 100 mph.
• The greatest hazard for an aircraft, however, is the sheer volume of
precipitation within a thunderstorm.

According to professionals and aircraft accident investigators:

• avoid them.

• Don’t try to out climb them in an attempt to overfly bad weather. Historically, attempting to fly
over a thunderstorm has proven a dangerous strategy.

• Don’t attempt to ‘shoot the gap’ between thunderstorm cells.

• Give convective, tempestuous thunderstorms wide, wide berth.

• Respect the fact that they can ruin a Flight Crew’s day.
 Issue 07 6E Digest – Flight Operations
June 2018 Thunderstorms – Margins

Approximate Margins/ distances from the contour edge of the red area by which the weather is to be avoided:

• During departure/ arrival/ below 10000 ft - 5nm

• Above 10,000 ft and below 25000 ft - 10nm.

• Areas of steep gradient, scallops, hooks and fingers - 20nm at all altitudes

• Above 25000ft - 20nm. (Above 35,000ft an additional margin may be considered)

If required to overfly a mature cell, stay above the top by at least 5000ft. Rate of built up could be as high as
7000ft/min. Inadequate clearance can cause aircraft upset.

Apart from visual avoidance, where possible, pilots use AUTO/ MAN position in a judicious manner and exercise
good airmanship to maintain required separations from the cell.

Use all means to avoid weather, including visual; This is especially important for lower level cells with low moisture
content which may be robust and growing rapidly, but may not be painting on radar. If penetrated may result in a
very turbulent ride.

(Refer Circumnavigation of Weather, Para 17.3.6.9, Chapter 17, Operations Manual Part A)
 6E Digest – Flight Operations
Issue 06
June 2018 Thunder Storms - Hazards

Thunderstorm Hazards

The environment in and around a thunderstorm can be the most hazardous; encountered by an aircraft. In addition to the
usual risks such as severe turbulence, severe clear icing, large hail, heavy precipitation, low visibility and electrical
discharges within and near the cell, there are other hazards that occur in the surrounding environment.
(a) The Gust Front
(b) Downburst, Macroburst and Microburst
(c) Funnel Cloud, Tornado and Waterspout

(a) The Gust Front

The gust front is the leading edge of any downburst and can run many miles ahead of the storm. This may occur under
relatively clear skies and, hence, can be particularly nasty for the unwary pilot. Aircraft taking off, landing, or operating at
low levels can find themselves in rapidly changing wind fields that quickly threaten the aircraft’s ability to remain
airborne.
 6E Digest – Flight Operations
Issue 06
June 2018 Thunder Storms - Hazards

(b) Downburst, Macroburst and Microburst

A downburst is a concentrated, severe downdraft which accompanies a descending column of precipitation underneath
the cell. When it hits the ground, it induces an outward, horizontal burst of damaging winds. There are two types of
downburst, the “macroburst” and the “microburst”.
A macroburst is a downdraft of air with an outflow diameter of 2.2 nautical miles or greater, with damaging winds that last
from 5 to 20 minutes. Such occurrences are common in the summer but rarely hit towns or airports.
On occasion, embedded within the downburst, is a violent column of descending air known as a microburst”. Microbursts
have an outflow diameter of less than 2.2 nautical miles and peak winds lasting from 2 to 5 minutes. Such winds can
literally force an aircraft into the ground.

(c) Funnel Cloud, Tornado and Waterspout

The most violent thunderstorms draw air into their base with great vigor. The incoming air tends to have some rotating
motion and, when concentrated in a small area, forms a rotating vortex in the cloud base in which wind speeds can
exceed 200 knots.
If the vortex becomes strong enough, it produces a funnel-shaped cloud downwards from the base. If the cloud does not
reach the ground, it is called a funnel cloud. If it reaches the ground, it is referred to as a tornado and if it touches water, it
is a waterspout.
 Issue 05 6E Digest – Flight Operations
June 2018 Thunder Storms - Cycle

Thunderstorms
No other weather encountered by a pilot can be as violent or threatening as a thunderstorm.
Thunderstorms produce many hazards and Flight Crew must understand their nature and how to deal with them. For
a thunderstorm, there are several ingredients which must be in place, such as;
• an unstable air mass
• moisture in the low levels
• something to trigger, e.g. daytime heating, upper level cooling
•wind shear; for severe thunderstorms

The Life Cycle of a Thunderstorm

The thunderstorm, which may cover an area ranging from 5 miles in diameter to, in the extreme case, as much as 50
miles, usually consists of two or more cells in different stages of life cycle. The stages of life of individual cells are:
• Cumulus Stage
• Mature Stage
• Dissipating Stage
 Issue 05 6E Digest – Flight Operations
June 2018 Thunder Storms - Cycle

Life Cycle of a Thunderstorm - The stages:

a) Cumulus Stage
The cumulus stage is marked by updrafts that reach values of up to 3,000 feet per minute and build rapidly upwards,
carrying super cooled water droplets. Near the end of this stage, the cloud may well have a base more than 5 miles across
and a vertical extent in excess of 20,000 feet. The average life of this stage is about 20 minutes.
b) Mature Stage
The appearance of precipitation beneath and the downdraft mark the transition to this stage. The downdraft is caused by
water drops that become too heavy. These drops begin to evaporate as they draw in dry air from the edge and this
evaporation causes the air to cool and become denser, resulting in a downwash of accelerating cold air. Typical downdraft
speeds can reach values of 2,500 feet per minute.
The downdraft on hitting the ground, spreads out in all directions but travels fastest in the direction that the storm is
moving. The leading edge of this cold air, called the “gust front”, can extend ten to fifteen miles or even farther. A rapid
drop in temperature and a sharp rise in pressure characterize this horizontal flow of gusty surface winds.
At the same time, the updrafts continue to strengthen until they reach maximum speeds, possibly exceeding 6,000 feet
per minute. The cloud reaches the tropopause which blocks the updraft, forcing the stream of air to spread out
horizontally.
 Issue 05 6E Digest – Flight Operations
June 2018 Thunder Storms - Cycle

Continued……..
Strong upper winds at the tropopause level assist in the spreading out of this flow in the downwind direction, producing
the traditional anvil-shaped top. This is classically what is referred to as a cumulonimbus cloud (CB).
The thunderstorm may have a base from 5 miles to more than 15 miles in diameter and a top ranging from as low as
20,000 to 50,000 feet. The mature stage is the most violent stage in the life a thunderstorm and usually lasts for 20 to 30
minutes.

Near the end of the mature stage, the downdraft has increased in size so that the updraft is almost completely “choked
off,” stopping the development of the cell. However, at times, the upper winds increase strongly with height causing the
cell to tilt. In such a case, the precipitation falls through only a portion of the cell, allowing the updraft to persist and reach
values of 10,000 feet per minute. Such cells are referred to as “steady state storms” that can last for several hours and
produce the most severe weather, including tornadoes.

(c) Dissipating Stage

The dissipating stage of a cell is marked by the presence of downdrafts only. With no additional flow of moisture into the
cloud from an updraft, the rain gradually tapers off and the downdrafts weaken. The cell may dissipate completely in 15 to
30 minutes, leaving clear skies or patchy cloud layers. At this stage the anvil, which is formed almost exclusively of ice
crystals, often detaches and drifts off downwind.
 6E Digest – Flight Operations
Issue 04
June 2018 PRE – MONSOON - 2

Pre-Monsoon Weather:
Pre-monsoon season gets infested with far too many aviation weather hazards. Quite a few of these are the invisible
ones which are also capable of striking without any notice. Paucity of preparation time leaves the air operations
vulnerable to mishaps. Some of these invisible hazards need to be catered for, without fail, particularly during take
off and landing phase.

High Temperatures:
Surface temperature is the single most important and decisive factor for the `Take off weight` and becomes rather
significant for shorter runways during extreme temperatures, particularly over North India where dry conditions
prevail. Miscalculations of density altitude, if any, may lead to unpleasant situations during take off phase.

Wind Shear:
Drop in surface pressure due to excessive heating may lead to gusty winds resulting in wind shear. The phenomenon
may also be experienced in case of dissipation of vertical clouds in the vicinity of aerodrome. Speed and direction of
prevailing winds remain a critical factor, both, for take off and landing.
 6E Digest – Flight Operations
Issue 04
June 2018 PRE – MONSOON - 2

Turbulence:
High temperatures do give rise to eddies and thermals in the lower levels, particularly over an uneven terrain.
Uncontrolled swaying and bumpiness may lead to anxious moments for the aircraft passengers.

Wake Turbulence:
Take off and landings are in quick succession at some of the busy airports like Delhi, Mumbai, Kolkata and Chennai.
Wide body aircraft with powerful engines leave lot of turbulence in its wake on the approach and take off leg. This
specially gets accentuated during the hot and dry atmospheric conditions of pre-Monsoon, more so over North &
Central India.

A big leap in technology and training in the field of aviation, along with high level of expertise of aircrew has
mitigated the risk involved in adverse weather air operations. However, vagaries of weather are not advised to be
taken lightly at any stage of flying mission.
 6E DIGEST – FLIGHT OPERATIONS
Issue 03
June 2018
PRE – MONSOON - 1

PRE MONSOON SEASON - General

Weather classification characterizes Pre-Monsoon period as the Hot season.

Unlike peninsular and North east India, the Hot season gets extended for almost entire month of June over Northwest
India. There are “heat islands” even over Central and Eastern parts of the country.

The season is characterized by wide spread dust haze and extremely high temperatures over North India.

Dust storms (Andhis)/ Sever thunderstorms over Western India and Norwesters (Kalbaisakhi) over Eastern India are
regular.

These are triggered by the influx of warm moist air in association with the Western Disturbances.

Land and sea breeze effect is more prominent over the coastal areas.

With the increased influx of moist air, the frequency of thundershowers increases progressively in South India. A few
tropical cyclones form in the Indian seas threatening coastline on either side.
 Issue 02 6E DIGEST – FLIGHT OPERATIONS
June 2018 Performance Limited Runways

Performance data considerations

Jammu, Patna and Dibrugarh are currently listed as performance limited runways in accordance with the guidelines from DGCA. Training
requirements for these airfields are covered in Operations Manual Part D.

Operations to and from airports/ runways will be based on aircraft performance as covered in Air Safety Circular 02 of 2017.

The erstwhile term ‘Short Field’ is no longer in use and has been removed from Operations Manual. Runway of 7000 ft length or less
does NOT imply performance limited. Further, Clearance/ Route check/ experience is required to operate on listed Performance Limited
runways and/or requiring special procedure and not based on Runway length.

Operational Recommendations

On Performance Limited Runways and Runways less than 2135m (7000ft) TORA/ LDA (as applicable), irrespective of any other airplane
performance parameters, under mentioned restrictions shall continue to apply:
 STL is not permitted.
 Use Config Full and Max Rev for landing.
 Take off in Config 1+F from Runways/ Intersection with less than 2135m (7000ft) TORA is prohibited. EFB provides this
caution on applicable Runways/ Intersections.
Note: This ‘caution’ may not be available for temporarily shortened runways, where ‘Modify’ Runway feature is used on the EFB.
 Issue 01 6E DIGEST – FLIGHT OPERATIONS
May 2018 INTRODUCTION
6E Digest was commenced in 2014 as a tool for amplifying information on various subjects, Policy and Procedures
which already exist but needed clarity and continued till 2017.

Initially it did revolve around A320 CEOs; however it concentrated and covered the A320 NEOs after their induction.

It was stopped for sometime in between but is being restarted as there have been Changes in the Regulations,
Manufacturers documents etc. Even the In-house company procedures have evolved keeping up with the growth.

Meanwhile the Company has gone through the induction of ATR-72-600. The 6E Digest shall also cover the subjects
related with ATRs. The Digests on ATR-72-600 aircraft will be numbered separately under a different series.

Not only have the documentation changed; there has been an exponential growth in terms of the new Flight Crew
joining the Company.

The 6E Digest shall provide clarification/ amplification on varied subjects. However the new information will
continue to be disseminated as earlier through the Notices and Mails hitherto.

The Old 6E Digests are considered obsolete and hence being removed. The New Digests will be issued Commencing
01 Jun 2018.

Note: The information/ explanation provided in the 6E Digest are for amplification and providing clarity only and do not supersede any
Regulations, Policies and Procedures etc that already exist.