See Full Document Text
GOVERNMENT OF INDIA
OFFICE OF THE DIRECTOR GENERAL OF CIVIL AVIATION
TECHNICAL CENTRE, OPP SAFDURJUNG AIRPORT, NEW DELHI
CIVIL AVIATION REQUIREMENTS
SECTION 8 – AIRCRAFT OPERATIONS
SERIES O PART II
ISSUE II, 13th SEPTEMBER, 2021 EFFECTIVE: FORTHWITH
File No: AV-11012/6/2020-FSD
Subject: OPERATION OF COMMERCIAL AIR TRANSPORT – AEROPLANES
1 INTRODUCTION
1.1 This CAR lays down the minimum operational, equipment and instrument requirements for
aeroplanes registered in India and engaged in domestic and international air transport
operations.
This CAR has been issued under the provisions of Rules 29 C and 133A of the Aircraft
Rules, 1937 and is in conformity with ICAO Annex 6 Part I (till amendment 47)
1.2 Applicability: These requirements are applicable to scheduled, including scheduled
commuter as well as non-scheduled air transport operations.
2 DEFINITIONS
Accelerate-stop distance available (ASDA): The length of the take-off run available
plus the length of stop way, if provided.
Advanced aircraft. An aircraft with equipment in addition to that required for a basic aircraft
for a given take-off, approach or landing operation.CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
Aerodrome Operating Minima: The limits of usability of an aerodrome for:
a) take-off, expressed in terms of runway visual range and / or visibility and, if necessary,
cloud conditions;
b) landing in 2 D instrument approach operations, expressed in terms of visibility and/or runway
visual range; minimum descent altitude/height (MDA/H) and, if necessary, cloud conditions;
and
c) Landing in 3D instrument approach operations, expressed in terms of visibility and/or runway
visual range and decision altitude/height (DA/H) appropriate to the type and/or category of
the operation.
Agreement Summary: When an aircraft is operating under Article 83 bis agreement between the
state of Registry and another state, the agreement summary is a document transmitted with Article
83 bis agreement registered with ICAO Council that identifies succinctly and clearly which functions
and duties are transferred by the State of Registry to that other state.
Note – The other state in the above definition refers to the state of the operator for commercial air
transport operations.
Air traffic service (ATS). A generic term meaning variously, flight information service, alerting
service, air traffic advisory service, air traffic control service (area control service, approach control
service or aerodrome control service).
Aircraft Operating Manual: A manual, acceptable to the DGCA containing normal, abnormal and
emergency procedures, checklists, limitations, performance information, details of the aircraft
systems and other material relevant to the operation of the aircraft.
Note: - The aircraft operating manual is the part of the operation manual.
Aircraft tracking: A process, established by the operator, that maintains and updates, at
standardized intervals, a ground based record of the four dimensional position of individual aircraft
in flight.
Air operator Permit/ certificate (AOC): A Permit /Certificate authorizing an operator to carry out
specified commercial air transport operations.
Airworthy: The status of an aircraft, engine, propeller or part when it conforms to its approved
design and is in a condition for safe operation.
Alternate aerodrome: An aerodrome to which an aircraft may proceed when it becomes either
Rev.2 dated ___October, 2022 2CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
impossible or inadvisable to proceed to or to land at the aerodrome of intended landing where
the necessary services and facilities are available, where aircraft performance requirements can
be met and which is operational at the expected time of use. Alternate aerodromes include the
following:
Take-off alternate. An alternate aerodrome at which an aircraft would be able to land should this
become necessary shortly after take-off and it is not possible to use the aerodrome of departure.
En-route alternate. An alternate aerodrome at which an aircraft would be able to land in the event
that a diversion becomes necessary while en-route.
Destination alternate. An alternate aerodrome at which an aircraft would be able to land should it
become either impossible or inadvisable to land at the aerodrome of intended landing.
Note: The aerodrome from which a flight departs may also be an en-route or destination
alternate aerodrome for that flight.
Altimetry system error (ASE): The difference between the altitude indicated by the altimeter
display, assuming a correct altimeter barometric setting, and the pressure altitude corresponding
to the undisturbed ambient pressure.
Appropriate airworthiness requirements. The comprehensive and detailed airworthiness codes
established, adopted or accepted by a Contracting State for the class of aircraft, engine or propeller
under consideration.
Area navigation (RNAV): A method of navigation which permits aircraft operation on any desired
flight path within the coverage of ground- or space- based navigation aids or within the limits of the
capability of self-contained aids, or a combination of these.
Note. — Area navigation includes performance-based navigation as well as other operations
that do not meet the definition of performance-based navigation.
Basic aircraft. An aircraft which has the minimum equipment required to perform the intended take-
off, approach or landing operation.
Cabin crew member: A crew member who performs, in the interest of safety of passengers, duties
assigned by the operator or the pilot-in-command of the aircraft, but who shall not act as a flight crew
member.
Rev.2 dated ___October, 2022 3CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
COMAT. Operator material carried on an operator’s aircraft for the operator’s own purposes.
Combined vision system (CVS). A system to display images from a combination of an enhanced
vision system (EVS) and a synthetic vision system (SVS).
Commercial air transport operation: An aircraft operation involving the transport of passengers,
cargo or mail for remuneration or hire.
Configuration deviation list (CDL): A list established by the organization responsible for the type
design with the approval of the State of Design which identifies any external parts of an aircraft type
which may be missing at the commencement of a flight, and which contains, where necessary, any
information on associated operating limitations and performance correction.
Contaminated runway. A runway is contaminated when a significant portion of the runway surface
area (whether in isolated areas or not) within the length and width being used is covered by one or
more of the substances listed in the runway surface condition descriptors.
Note.— Further information on runway surface condition descriptors can be found in the CAR
section 4 Series B Part I.
Continuing airworthiness: The set of processes by which all aircraft comply with the applicable
airworthiness requirements and remain in a condition for safe operation throughout their operating
life.
Continuing airworthiness records. Records which are related to the continuing airworthiness
status of an aircraft, engine, propeller or associated part.
Continuous descent final approach (CDFA). A technique, consistent with stabilized approach
procedures, for flying the final approach segment (FAS) of an i n s t r um en t non- precision approach
(NPA) procedure as a continuous descent, without level- off, from an altitude/height at or above the
final approach fix altitude/height to a point approximately 15 m (50 ft) above the landing runway
threshold or the point where the flare maneuver begin for the type of aircraft flown; for the FAS of
NPA procedure followed by circling approach, the CDFA techniques applies until circling approach
minima (circling OCA/H) or visual flight maneuver altitude/height are reached.
Continuous Airworthiness Maintenance Organization Exposition: A document endorsed
by the head of the maintenance organization which details the maintenance organization’s structure
and management responsibilities, scope of work, description of facilities, maintenance procedures
and quality assurance or inspection systems.
Rev.2 dated ___October, 2022 4CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
Crew member: A person assigned by an operator to duty on an aircraft during a flight duty period.
Cruise relief pilot: A flight crew member who is assigned to perform pilot tasks during cruise flight,
to allow the pilot-in-command or a co-pilot to obtain planned rest.
Cruising level: A level maintained during a significant portion of a flight.
Dangerous goods: Articles or substances which are capable of posing a risk to health, safety,
property or the environment and which are shown in the list of dangerous goods in the Technical
Instructions or which are classified according to those Instructions.
Note. — Dangerous goods are classified in Aircraft (Carriage of Dangerous Goods) Rules, 2003.
Decision altitude/height (DA/H): A specified altitude or height in a 3D instrument approach
operation at which a missed approach must be initiated if the required visual reference to continue
the approach has not been established.
Note 1- Decision altitude (DA) is referenced to mean sea level (MSL) and decision height (DH)
is referenced to the threshold elevation.
Note 2- The required visual reference means that section of the visual aids or of the approach area
which should have been in view for sufficient time for the pilot to have made an assessment of the
aircraft position and rate of change of position, in relation to the desired flight path. In Category III
operations with a decision height the required visual reference is that specified for the particular
procedure and operation.
Note 3. — For convenience where both expressions are used they may be written in the form
“decision altitude/height” and abbreviated “DA/H”.
Dry runway. A runway is considered dry if its surface is free of visible moisture and not
contaminated within the area intended to be used.
Extended diversion time operations (EDTO). Any operation by an aeroplane with two or more
turbine engines where the diversion time to an en-route alternate aerodrome is greater than the
threshold time established by the State of the Operator.
EDTO critical fuel. The fuel quantity necessary to fly to an end-route alternate aerodrome
considering, at the most critical point on the route, the most limiting system failure.
Note - Guidance on EDTO critical fuel scenarios is contained in the Extended Diversion Time
Operations Manual (Doc 10085 Operations Manual (Doc 10085)
Rev.2 dated ___October, 2022 5CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
EDTO-significant system. An aeroplane system whose failure or degradation could adversely
affect the safety particular to an EDTO flight, or whose continued functioning is specifically important
to the safe flight and landing of an aeroplane during an EDTO diversion.
Electronic flight bag (EFB). An electronic information system, comprised of equipment and
Applications, for flight crew which allows for storing, updating, displaying and processing of EFB
functions to support flight operations or duties.
Emergency locator transmitter (ELT): A generic term describing equipment which broadcast
distinctive signals on designated frequencies and, depending on application, may be automatically
activated by impact or be manually activated. An ELT may be any of the following:
Automatic fixed ELT (ELT (AF)): An automatically activated ELT which is permanently attached to
an aircraft.
Automatic portable ELT (ELT (AP)). An automatically activated ELT which is rigidly attached to
an aircraft but readily removable from the aircraft.
Automatic deployable ELT (ELT (AD)). An ELT which is rigidly attached to an aircraft and which
is automatically deployed and activated by impact, and, in some cases, also by hydrostatic sensors.
Manual deployment is also provided.
Survival ELT (ELT(S)). An ELT which is removable from an aircraft, stowed so as to facilitate its
ready use in an emergency, and manually activated by survivors.
Engine: A unit used or intended to be used for aircraft propulsion. It consists of at least those
components and equipment necessary for functioning and control, but excludes the propeller/rotors
(if applicable).
Enhanced vision system (EVS): A system to display electronic real-time images of the external
scene achieved through the use of image sensors.
Note. — EVS does not include night vision imaging systems (NVIS).
Final approach segment (FAS). That segment of an instrument approach procedure in which
alignment and descent for landing are accomplished.
Flight crew member a licensed crew member charged with duties essential to the operation of
an aircraft during a flight duty period.
Rev.2 dated ___October, 2022 6CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
Flight Data Analysis: A process of analyzing recorded flight data in order to improve the safety of
flight operations.
Flight duty period. A period which commences when a flight or cabin crew member is required to
report for duty that includes a flight or a series of flights and which finishes when the aircraft finally
comes to rest and the engines are shut down at the end of the last flight on which he/she is a crew
member.
Flight manual: A manual, associated with the certificate of airworthiness, containing limitations
within which the aircraft is to be considered airworthy, and instructions and information necessary
to the flight crew members for the safe operation of the aircraft.
Flight operations officer/flight dispatcher: A person designated by the operator to engage in the
control and supervision of flight operations, whether licensed or not, suitably qualified in accordance
with CAR Section 7, Series ‘M’ Part II, who supports, briefs and/or assists the pilot- in-command in
the safe conduct of the flight.
Flight plan: Specified information provided to air traffic services units, relative to an intended flight
or portion of a flight of an aircraft
Flight recorder: Any type of recorder installed in the aircraft for the purpose of complementing
accident/incident investigation.
Automatic deployable flight recorder (ADFR). A combination flight recorder installed on the
aircraft which is capable of automatically deploying from the aircraft
Flight safety documents system: A set of interrelated documentation established by the operator,
compiling and organizing information necessary for flight and ground operations, and comprising,
as a minimum, the operations manual and the operator’s maintenance control manual.
Flight simulation training device: Any one of the following three types of apparatus in which flight
conditions are simulated on the ground:
A flight simulator, which provides an accurate representation of the flight deck of a particular aircraft
type to the extent that the mechanical, electrical, electronic, etc. aircraft systems control functions,
the normal environment of flight crew members, and the performance and flight characteristics of
that type of aircraft are realistically simulated;
A flight procedures trainer, which provides a realistic flight deck environment, and which simulates
instrument responses, simple control functions of mechanical, electrical, electronic, etc. aircraft
systems, and the performance and flight characteristics of aircraft of a particular class;
A basic instrument flight trainer, which is equipped with appropriate instruments, and which simulates
the flight deck environment of an aircraft in flight in instrument flight conditions.
General aviation operation: An aircraft operation other than a commercial air transport operation
or an aerial work operation.
Rev.2 dated ___October, 2022 7CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
Ground handling: Services necessary for an aircraft’s arrival at, and departure from, an airport,
other than air traffic services.
Head-up display (HUD): A display system that presents flight information into the pilot’s forward
external field of view.
Human Factors Principles: Principles which apply to aeronautical design, certification, training,
operations and maintenance and which seek safe interface between the human and other system
components by proper consideration to human performance.
Human performance: Human capabilities and limitations which have an impact on the safety and
efficiency of aeronautical operations.
Instrument approach operations. An approach and landing using instruments for navigation
guidance based on an instrument approach procedure. There are two methods for executing
instrument approach operations:
a) a two-dimensional (2D) instrument approach operation, using lateral navigation guidance only;
and
b) A three-dimensional (3D) instrument approach operation, using both lateral and vertical
navigation guidance.
Note. — Lateral and vertical navigation guidance refers to the guidance provided either by:
a) A ground-based radio navigation aid; or
b) Computer-generated navigation data from ground-based, space-based, self-contained
navigation aids or a combination of these.
Instrument approach procedure (IAP). A series of predetermined manoeuvres by reference to
flight instruments with specified protection from obstacles from the initial approach fix, or where
applicable, from the beginning of a defined arrival route to a point from which a landing can be
completed and thereafter, if a landing is not completed, to a position at which holding or en-route
obstacle clearance criteria apply. Instrument approach procedures are classified as follows:
Non-precision approach (NPA) procedure. An instrument approach procedure designed for 2D
instrument approach operations Type A.
Note.— Non-precision approach procedures may be flown using a continuous descent final
approach (CDFA) technique. CDFAs with advisory VNAV guidance calculated by on-board 3
equipment are considered 3D instrument approach operations. CDFAs with manual calculation of
the required rate of descent are considered 2D instrument approach operations. For more
information on CDFAs, refer to PANS-OPS (Doc 8168), Volume I, Part II, Section 5.
Rev.2 dated ___October, 2022 8CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
Approach procedure with vertical guidance (APV). A performance-based navigation (PBN)
instrument approach procedure designed for 3D instrument approach operations Type A.
Precision approach (PA) procedure. An instrument approach procedure based on navigation
systems (ILS, MLS, GLS and SBAS Cat I) designed for 3D instrument approach operations Type
A or B.
Note. — Refer to 4.2.8.3 for instrument approach operation types.
Instrument meteorological conditions (IMC): Meteorological conditions expressed in terms
of visibility, distance from cloud, and ceiling (CAR Section 9, Series ‘C’ Part 1) less than the minima
specified for visual meteorological conditions.
Note – The specified minima for visual meteorological conditions are contained in CAR Section 9,
Series ‘C’ Part 1
Isolated aerodrome. A destination aerodrome for which there is no destination alternate aerodrome
suitable for a given aeroplane type.
Landing distance available (LDA): The length of runway which is declared available and suitable
for the ground run of an aeroplane landing.
Large aeroplane: An aeroplane of a maximum certificated take-off mass of over 5700kg.
Low-visibility operations (LVO). Approach operations in RVRs less than 550 m and/or with a DH
less than 60 m (200 ft) or take-off operations in RVRs less than 400 m.
Maintenance The performance of tasks on an aircraft, engine, propeller or associated part required
to ensure the continuing airworthiness of an aircraft, engine, propeller or associated part including
any one or combination of overhaul, inspection, replacement, defect rectification, and the
embodiment of a modification or repair.
Maintenance programme: A document which describes the specific scheduled maintenance tasks
and their frequency of completion and related procedures, such as a reliability programme, necessary
for the safe operation of those aircraft to which it applies.
Maintenance release. A document which contains a certification confirming that the maintenance
work to which it relates has been completed in a satisfactory manner in accordance with appropriate
airworthiness requirements.
Master minimum equipment list (MMEL): A list established for a particular aircraft type by the
organization responsible for the type design with the approval of the State of Design containing items,
one or more of which is permitted to be unserviceable at the commencement of a flight. The
MMEL may be associated with special operating conditions, limitations or procedures.
Rev.2 dated ___October, 2022 9CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
Maximum diversion time. Maximum allowable range, expressed in time, from a point on a route to
an en-route alternate aerodrome.
Maximum mass: Maximum certificated take-off mass.
Minimum descent altitude (MDA) or Minimum descent height (MDH): A specified altitude
or height in a 2 D instrument approach operation or circling approach operation below which
descent must not be made without the required visual reference.
Note 1— Minimum descent altitude (MDA) is referenced to mean sea level and minimum descent
height (MDH) is referenced to the aerodrome elevation or to the threshold elevation if that is more
than 2 m (7 ft) below the aerodrome elevation. A minimum descent height fora circling approach is
referenced to the aerodrome elevation.
Note 2— the required visual reference means that section of the visual aids or of the approach area
which should have been in view for sufficient time for the pilot to have made an assessment of the
aircraft position and rate of change of position, in relation to the desired flight path. In the case of
a circling approach the required visual reference is the runway environment.
Note 3— for convenience when both expressions are used they may be written in the form
“minimum descent altitude/height” and abbreviated “MDA/H”
Minimum equipment list (MEL): A list which provides for the operation of aircraft, subject to
specified conditions, with particular equipment inoperative, prepared by an operator in conformity
with, or more restrictive than, the MMEL established for the aircraft type.
Modification. A change to the type design of an aircraft, engine or propeller.
Note.— a modification may also include the embodiment of the modification which is a maintenance
task subject to a maintenance release. Further guidance on aircraft maintenance – modification and
repair is contained in the Airworthiness Manual (Doc 9760).
Navigation specification: A set of aircraft and flight crew requirements needed to support
performance-based navigation operations within a defined airspace. There are two kinds of
navigation specifications:
Operational credit. A credit authorized for operations with an advanced aircraft enabling a lower
aerodrome operating minimum than would normally be authorized for a basic aircraft, based upon
the performance of advanced aircraft systems utilizing the available external infrastructure.
Rev.2 dated ___October, 2022 10CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
Performance-based aerodrome operating minimum (PBAOM). A lower aerodrome operating
minimum, for a given take-off, approach or landing operation, than is available when using a
basic aircraft.
Note 1.— The PBAOM is derived by considering the combined capabilities of the aircraft and
available ground facilities. Additional guidance material on PBAOM may be found in the Manual
of All-Weather Operations (Doc 9365).
Note 2. — PBAOM may be based on operational credits.
Note 3.— PBAOM are not limited to PBN operations.
Required navigation performance (RNP) specification. A navigation specification based on
area navigation that includes the requirement for performance monitoring and alerting, designated
by the prefix RNP, e.g. RNP 4, RNP APCH.
Area navigation (RNAV) specification. A navigation specification based on area navigation that
does not include the requirement for performance monitoring and alerting, designated by the prefix
RNAV, e.g. RNAV 5, RNAV 1.
Note 1. — The Performance-based Navigation (PBN) Manual (Doc 9613), Volume II, contains
detailed guidance on navigation specifications.
Note 2.— The term RNP as previously defined as “a statement of the navigation performance,
necessary for operation within a defined airspace”, has been removed from Annex 6 Part I as the
concept of RNP has been overtaken by the concept of PBN.
The term RNP in Annex 6 Part I is now solely used in context of navigation specifications that require
performance monitoring and alerting. E.g. RNP 4 refers to the aircraft and operating requirements,
including a 4 NM lateral performance with onboard performance monitoring and alerting that are
detailed in the PBN Manual (Doc 9613).
Night: The hours between the end of evening civil twilight and the beginning of morning civil twilight
or such other period between sunset and sunrise as may be prescribed by the appropriate authority.
Note - Civil twilight ends in the evening when the centre of the sun's disc is 6 degrees below
the horizon and begins in the morning when the centre of the sun's disc is 6 degrees below the
horizon.
Obstacle clearance altitude (OCA) or obstacle clearance height (OCH): The lowest altitude or
the lowest height above the elevation of the relevant runway threshold or the aerodrome elevation
Rev.2 dated ___October, 2022 11CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
as applicable, used in establishing compliance with appropriate obstacle clearance criteria.
Note 1— Obstacle clearance altitude is referenced to mean sea level and obstacle clearance height
is referenced to the threshold elevation or in the case of non-precision approach procedures to the
aerodrome elevation or the threshold elevation if that is more than 2 m (7 ft) below the aerodrome
elevation. An obstacle clearance height for a circling approach procedures is referenced to the
aerodrome elevation.
Note 2— for convenience when both expressions are used they may be written in the form “obstacle
clearance altitude/height” and abbreviated “OCA/H”.
Operational control: The exercise of authority over the initiation, continuation, diversion or
termination of a flight in the interest of the safety of the aircraft and the regularity and efficiency
of the flight.
Operational flight plan: The operator’s plan for the safe conduct of the flight based on
considerations of aeroplane performance, other operating limitations and relevant expected
conditions on the route to be followed and at the aerodromes concerned.
Operations manual: A manual containing procedures, instructions and guidance for use by
operational personnel in the execution of their duties.
Operations specifications. The authorizations including specific approvals conditions and
limitations associated with the air operator certificate and subject to the conditions in the operations
manual.
Operator: The person, organization or enterprise engaged in or offering to engage in an aircraft
operation.
Operator’s maintenance control manual: A document which describes the operator’s procedures
necessary to ensure that all scheduled and unscheduled maintenance is performed on the operator’s
aircraft on time and in a controlled and satisfactory manner.
Performance-based communication (PBC). Communication based on performance specifications
applied to the provision of air traffic services.
Note.— An RCP specification includes communication performance requirements that are allocated
to system components in terms of the communication to be provided and associated transaction time,
continuity, availability, integrity, safety and functionality needed for the proposed operation in the
context of a particular airspace concept.
Rev.2 dated ___October, 2022 12CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
Performance-based navigation (PBN): Area navigation based on performance requirements of
aircraft operating along an ATS route, on an instrument approach procedure or in a designated
airspace.
Note.— Performance requirements are expressed in navigation specifications (RNAV specification,
RNP specification) in terms of accuracy, integrity, continuity, availability and functionality needed for
the proposed operation in the context of a particular airspace concept.
Performance-based surveillance (PBS). Surveillance based on performance specifications applied
to the provision of air traffic services.
Note.— An RSP specification includes surveillance performance requirements that are
allocated to system components in terms of the surveillance to be provided and associated data
delivery time, continuity, availability, integrity, accuracy of the surveillance data, safety and
functionality needed for the proposed operation in the context of a particular airspace concept
Pilot-in-command: The pilot designated by the operator, or in the case of general aviation, the
owner, as being in command and charged with the safe conduct of a flight.
Point of no return. The last possible geographic point at which an aircraft can proceed to the
destination aerodrome as well as to an available en-route alternate aerodrome for a given flight.
Pressure-altitude: An atmospheric pressure expressed in terms of altitude which corresponds
to that pressure in the Standard Atmosphere.
Psychoactive substances: Alcohol, opioids, cannabinoids, sedatives and hypnotics, cocaine, other
psycho stimulants, hallucinogens, and volatile solvents, whereas coffee and tobacco are excluded.
Repair. The restoration of an aircraft, engine, propeller or associated part to an airworthy condition,
in accordance with the appropriate airworthiness requirements, after it has been damaged or
subjected to wear.
Required communication performance (RCP) specification A set of requirements for air traffic
service provision and associated ground equipment, aircraft capability, and operations needed to
support performance-based communication.
Required surveillance performance (RSP) specification. A set of requirements for air traffic
service provision and associated ground equipment, aircraft capability, and operations needed to
support performance-based surveillance.
Runway visual range (RVR): The range over which the pilot of an aircraft on the centre line
of a runway can see the runway surface markings or the lights delineating the runway or identifying
its centre line.
Rev.2 dated ___October, 2022 13CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
Safe forced landing: Unavoidable landing or ditching with a reasonable expectancy of no injuries to
persons in the aircraft or on the surface.
Safety management system (SMS): A systematic approach to managing safety, including the
necessary organizational structures, accountabilities, policies and procedures.
Small aeroplane: An aeroplane of a maximum certificated take-off mass of 5700 kg or less.
Specific approval: A specific approval is an approval which is documented in the Operations
Specifications for commercial air transport operations or in the list of specific approvals for non-
commercial operations.
Note:- The terms authorization, specific approval, approval and acceptance are further described in
Attachment D.
State of Registry: The State on whose register the aircraft is entered.
Note— In the case of the registration of aircraft of an international operating agency on other than
a national basis, the States constituting the agency are jointly and severally bound to assume the
obligations which, under the Chicago Convention, attach to a State of Registry. See, in this regard,
the Council Resolution of 14 December 1967 on Nationality and Registration of Aircraft Operated by
International Operating Agencies which can be found in Policy and Guidance Material on the
Economic Regulation of International Air Transport (ICAO Doc 9587).
State of the Aerodrome. The State in whose territory the aerodrome is located.
State of the Operator: The State in which the operator’s principal place of business is located
or, if there is no such place of business, the operator’s permanent residence.
Synthetic flight trainer: Any one of the following three types of apparatus in which flight conditions
are simulated on the ground:
A flight simulator, which provides an accurate representation of the flight deck of a particular aircraft
type to the extent that the mechanical, electrical, electronic, etc. aircraft systems control functions,
the normal environment of flight crew members, and the performance and flight characteristics of that
type of aircraft are realistically simulated;
A flight procedures trainer, which provides a realistic flight deck environment, and which simulates
instrument responses, simple control functions of mechanical, electrical, electronic, etc. aircraft
systems, and the performance and flight characteristics of aircraft of a particular class;
Rev.2 dated ___October, 2022 14CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
A basic instrument flight trainer, which is equipped with appropriate instruments, and which simulates
the flight deck environment of an aircraft in flight in instrument flight conditions.
Synthetic vision system (SVS). A system to display data-derived synthetic images of the external
scene from the perspective of the flight deck.
Target level of safety (TLS): A generic term representing the level of risk which is considered
acceptable in particular circumstances.
Threshold time. The range, expressed in time, established by the State of the Operator to an en-
route alternate aerodrome, whereby any time beyond requires a specific approval for EDTO from the
DGCA.
Total vertical error (TVE): The vertical geometric difference between the actual pressure
altitude flown by an aircraft and its assigned pressure altitude (flight level).
Visual meteorological conditions (VMC): Meteorological conditions expressed in terms of
visibility, distance from cloud, and ceiling equal to or better than specified minima.
Wet runway. The runway surface is covered by any visible dampness or water up to and including
3 mm deep within the intended area of use.
Abbreviations
CAT III Category III
CVS Combined vision system
COMAT Operator material
EFB Electronic flight bag
EUROCAE European Organisation for Civil Aviation Equipment
LED Light emitting diode
NVIS Night vision imaging systems
PBC Performance-based communication
PBS Performance-based surveillance
RSP Required Surveillance performance
RTCA Radio Technical Commission for Aeronautics
SVS Synthetic vision system
3. GENERAL REQUIREMENTS
3.1 Compliance with laws, regulations and procedures.
3.1.1 The operator engaged in international operations shall ensure that all employees when
Rev.2 dated ___October, 2022 15CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
abroad are fully aware and shall comply with the laws, regulations and procedures of those
States in which operations are conducted.
3.1.2 The operator shall ensure that all pilots are familiar with the laws, regulations and procedures,
pertinent to the performance of their duties, prescribed for the areas to be traversed, the
aerodromes to be used and the air navigation facilities relating thereto. The operator shall ensure that
other members of the flight crew are familiar with such of these laws, regulations and procedures as
are pertinent to the performance of their respective duties in the operation of the aeroplane.
Note.— Information for pilots and flight operations personnel on flight procedure parameters
and operational procedures is contained in PANS OPS, Volume I. Criteria for the
construction of visual and instrument flight procedures are contained in PANS-OPS, Volume
II. Obstacle clearance criteria and procedures used in certain States may differ from
PANSOPS, and knowledge of these differences is important for safety reasons
3.1.3 An operator or a designated representative shall have responsibility for operational control.
Note.— The rights and obligations of a State in respect to the operation of aeroplanes
registered in that State are not affected by this provision.
3.1.4 Responsibility for operational control shall be delegated only to the pilot-in command and to
a flight operations officer/flight dispatcher if an operator’s approved method of control and
supervision of flight operations requires the use of flight operations officer/flight dispatcher
personnel.
Note. — Guidance on the operational control organization and the role of the flight operations
officer/flight dispatcher is contained in the Manual of Procedures for Operations Inspection,
Certification and Continued Surveillance (Doc 8335). Detailed guidance on the authorization,
duties and responsibilities of the flight operations officer/flight dispatcher is contained in the
Preparation of an Operations Manual (Doc 9376). The requirements for age, skill, knowledge
and experience for licensed flight operations officers/flight dispatchers are contained in CAR
Section 7 Series ‘M’ Part II.
3.1.5 If an emergency situation which endangers the safety of the aeroplane or persons becomes
known first to the flight operations officer/flight dispatcher, action by that person in accordance
with CAR Section 7 Series ‘M’ Part II and para 4.6.2 of this CAR, shall include, where
necessary, notification to the appropriate authorities of the nature of the situation without
delay, and request for assistance if required.
3.1.6 If an emergency situation which endangers the safety of the aeroplane or persons
necessitates the taking of action which involves a violation of regulations or procedures, the
Rev.2 dated ___October, 2022 16CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
pilot-in-command shall notify the DGCA without delay. If required by the State in which the
incident occurs, the pilot-in-command shall submit a report on any such violation to the appropriate
authority of such State; in that event, the pilot- in-command shall also submit a copy of it to the
DGCA. Such reports shall be submitted as soon as possible and normally within ten days.
3.1.7 Operators shall ensure that pilots-in-command have available on board the aeroplane all the
essential information concerning the search and rescue services in the area over which the
aeroplane will be flown.
Note: This information may be made available to the pilot by means of the operations manual
or such other means as is considered appropriate.
3.1.8 Operators shall ensure that flight crew members demonstrate the ability to speak and
understand the language used for communications as specified in Schedule II of Aircraft
Rules, 1937.
3.2 Compliance by a foreign operator with laws, regulations and procedures of a State.
Note: - Refer AIC 5 of 2009
3.3 Safety management
Note. — Annex 19 includes safety management provisions for air operators. Further guidance
is contained in the Safety Management Manual (SMM) (Doc 9859).
Note 2. — Guidance on defining safety performance is contained in CAR Section-1, Series
“C” Part I which lays down the aviation safety-related processes, procedures and activities
for the establishment of Safety Management System (SMS) by an organization and is issued
in accordance with rule 133A of the Aircraft Rules, 1937. This CAR also specifies the minimum
acceptable requirements for the establishment of SMS in an organization.
3.3.1 Intentionally Left Blank.
3.3.2 An operator of an aeroplane of a maximum certificated take-off mass in excess of 5700 kg
shall establish and maintain a flight data analysis programme as part of its safety
management system.
Rev.2 dated ___October, 2022 17CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
Note. — An operator may contract the operation of a flight data analysis programme to
another party while retaining overall responsibility for the maintenance of such a
programme.
3.3.3 As of 07 November 2019, A flight data analysis programme shall contain adequate
safeguards to protect the source(s) of the data in accordance with Appendix 3 to Annex 19.
Note — Guidance on the establishment of flight data analysis programmes is included in the
Manual on Flight Data Analysis Programmes (FDAP) (Doc 10000).
3.3.4 Use of recordings or transcripts of CVR, CARS, Class A AIR and Class A AIRS for purposes
other than the investigation of an accident or incident as per Annex 13 shall not be permitted
except where the recordings or transcripts:
a) are related to a safety-related event identified in the context of a safety management
system; are restricted to the relevant portions of a de-identified transcript of the
recording; and are subject to the protections accorded by Annex 19;
b) are sought for use in criminal proceedings not related to an event involving an
accident or incident investigation and are subject to the protections accorded by
Annex 19; or
c) are used for inspections of flight recorder systems as provided in Appendix 8.
Note.— Provisions on the protection of safety data, safety information and related sources
are contained in Appendix 3 to Annex 19. When an investigation under Annex 13 is instituted,
investigation records are subject to the protections accorded by Annex 13.
3.3.5 Use of recordings or transcripts of FDR, ADRS as well as Class B and Class C AIR and
AIRS for purposes other than the investigation of an accident or incident as per Annex 13
shall not be allowed, except where the recordings or transcripts are subject to the
protections accorded by Annex 19 and:
a) are used by the operator for airworthiness or maintenance purposes;
b) are used by the operator in the operation of a flight data analysis programme
required in this Annex;
c) are sought for use in proceedings not related to an event involving an accident or
incident investigation;
d) are de-identified; or
e) are disclosed under secure procedures.
Rev.2 dated ___October, 2022 18CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
Note.— Provisions on the protection of safety data, safety information and related
sources are contained in Appendix 3 to Annex 19.
3.3.6 Operator shall establish a flight safety documents system, for the use and
guidance of operational personnel, as part of its safety management system.
Note.— Guidance on the development and organization of a flight safety documents system
is provided in Attachment F.
3.4 Use of psychoactive substances
The operator shall adhere to the provisions concerning the use of psychoactive
substances contained in Rule 24 of the Aircraft Rules, 1937.
3.5 AIRCRAFT TRACKING
3.5.1 The operator shall establish an aircraft tracking capability to track aeroplanes throughout its
area of operations.
Note.— Guidance on aircraft tracking capabilities is contained in the Normal Aircraft
Tracking Implementation Guidelines (Cir 347).
3.5.2 The operator should track the position of an aeroplane through automated reporting at least
every 15 minutes for the portion(s) of the in-flight operation(s) under the following conditions:
a) the aeroplane has a maximum certificated take-off mass of over 27,000 kg & seating
capacity greater than 19; and
b) where an ATS unit obtains aeroplane position information at greater than 15 minute
intervals.
Note.— See CAR Section 9, Series E, Part I, for coordination between the operator and air
traffic services providers regarding position report messages.
3.5.3 The operator shall track the position of an aeroplane through automated reporting at least
every 15 minutes for the portion(s) of the in-flight operation(s) that is planned in an oceanic
area(s) under the following conditions:
Rev.2 dated ___October, 2022 19CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
a) the aeroplane has a maximum certificated take-off mass of over 45,500 kg and a
seating capacity greater than 19; and
b) where an ATS unit obtains aeroplane position information at greater than 15 minute
intervals.
Note 1.— Oceanic area, for the purpose of aircraft tracking, is the airspace which overlies
waters outside the territory of a State.
Note 2.— See CAR Section 9, Series E, Part I, for coordination between the operator and air
traffic services providers regarding position report messages.
Note 3.— Operational procedures for monitoring the aircraft tracking information shall be as
per PANS-OPS, Volume III, Section 10.
3.5.4 Notwithstanding the provisions in 3.5.2 and 3.5.3, the DGCA may, based on the results of an
approved risk assessment process implemented by the operator, allow for variations to
automated reporting intervals. The process shall demonstrate how risks to the operation,
resulting from such variations can be managed and shall include at least the following:
a) capability of the operator’s operational control systems and processes, including
those for contacting ATS units;
b) overall capability of the aeroplane and its systems;
c) available means to determine the position of, and communicate with, the aeroplane;
d) frequency and duration of gaps in automated reporting;
e) human factors consequences resulting from changes to flight crew procedures; and
f) specific mitigation measures and contingency procedures.
Note. — Guidance on development, implementation and approval of the risk assessment
process which allows for variations to the need for automatic reporting and the required
interval, including variation examples, is contained in the Aircraft Tracking Implementation
Guidelines (Cir 347).
3.5.5 The operator shall establish procedures, approved by the DGCA, for the retention of aircraft
tracking data to assist SAR in determining the last known position of the aircraft.
Note.— Refer to 4.2.1.3.1 for operator responsibilities when using third parties for the
conduct of aircraft tracking under 3.5.
Rev.2 dated ___October, 2022 20CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
4. FLIGHT OPERATIONS
4. 1 OPERATING CONSIDERATIONS AND FACILITIES
4.1 .1 The operator shall ensure that a flight will not be commenced unless it has been
ascertained by every reasonable means available that the ground and/or water facilities available
and directly required on such flight, for the safe operation of the aeroplane and the protection of the
passengers, are adequate for the type of operation under which the flight is to be conducted and
are adequately operated for this purpose
Note - "Reasonable means" in the above para is intended to denote the use, at the point
of departure, of information available to the operator either through official information
published by the aeronautical information services or readily obtainable from other sources.
4.1.2 The operator shall ensure that a flight will not commence or continue as planned unless it
has been ascertained by every reasonable means available that the airspace containing
the intended route from aerodrome of departure to aerodrome of arrival, including the
intended take-off, destination and en-route alternate aerodromes, can be safely used for
the planned operation. When intending to operate over or near conflict zones a risk
assessment shall be conducted and appropriate risk mitigation measures taken to ensure
a safe flight.
Note 1.- "Reasonable means" in this Standard is intended to denote the use, at the point
of departure or while the aircraft is in flight, or information available to the operator either
through official information published by the aeronautical information services or readily
obtainable from other sources.
Note 2.- Guidance on safety risk assessments is contained in the Safety Management
Manual (SMM) (Doc 9859)
Note 3.- The Risk Assessment Manual for Civil Aircraft Operations Over or Near Conflict
Zones (Doc 10084) contains further guidance on risk assessment for air operator when
flying over or near conflict zones.
4.1.3 Subject to their published conditions of use, aerodromes and their facilities are kept
continuously available for flight operations during their published hours of operations,
irrespective of weather conditions.
4.1.4 An operator shall, as part of its safety management system, assess the level of rescue and
firefighting service (RFFS) protection available 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.
Rev.2 dated ___October, 2022 21CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
4.1.5 Information related to the level of RFFS protection that is deemed acceptable by the
operator shall be contained in the operations manual.
Note 1: - Attachment I 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.
4 .2 Operational Certification and Supervision
4.2.1 Air Operator Certificate
4.2.1.1 An operator shall not engage in commercial air transport operations unless in possession
of a valid Air Operator Certificate issued by DGCA.
4.2.1.2 The air operator certificate shall authorise the operator to conduct commercial air transport
operations in accordance with the operation specifications.
Note: Provisions for the content of the air operator certificate and its associated
operations specifications are contained in 4.2.1.5 and 4.2.1.6
4.2.1.3 The issue of an air operator certificate shall be dependent upon the operator demonstrating
an adequate organization, method of control and supervision of flight operations, training
programme as well as ground handling and maintenance arrangements consistent with the
nature and extent of the operations specified.
Note - Guidance for issuance of air operator’s certificate is given in CAP 3100 and CAP
3300.
4.2.1.3.1 An operator shall develop policies and procedures for third parties that perform work on
its behalf.
4.2.1.4 The continued validity of an air operator certificate shall depend upon the
operator maintaining the requirements of 4.2.1.3 under the supervision of DGCA.
4.2.1.5 The air operator certificate in Attachment D shall contain at least the following
information.
a) The State of the operator and the issuing authority;
b) The air operator certificate number and its expiration date;
Rev.2 dated ___October, 2022 22CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
c) The operator name, trading name (if different) and address of the principal place of
business;
d) The date of issue and the name, signature and title of the authority;
e) The location, in a controlled document carried on board, where the contact
details of operational management can be found.
4.2.1.6 The operations specifications associated with the air operator certificate shall contain at
least the information listed in Appendix 6 and shall follow the layout of Appendix 6 for each
aircraft model.
Note - Appendix 6 contains additional information that may be listed in the operations
specifications associated with the air operator certificate.
4.2.1.7 Air operator certificates and their associated operations specifications first issued from 20
November 2008 shall follow the layouts of Appendix 6.
4.2.1.8 The DGCA shall establish a system for both the certification and the continued surveillance
of the operator to ensure that the required standards of operations established in 4.2 are
maintained.
4.2.2 Surveillance of operations by a foreign operator
Note: - Refer AIC 5 of 2009
4.2.3 Operations Manual
4.2.3.1 The operator shall provide, for the use and guidance of operations personnel concerned,
an operations manual in accordance with CAR Section 8 Series O Part VII. The operations
manual shall be amended or revised as is necessary to ensure that the information
contained therein is kept up to date. All such amendments or revisions shall be issued to
all personnel that are required to use this manual.
4.2.3.2 The operations manual including any amendments/ revisions shall be submitted to DGCA
for acceptance/ approval. Amendments/ revisions to the Operations Manual adopted as
‘Temporary Revisions’ shall be incorporated in the Operations Manual during the next
revision cycle. The operator shall incorporate in the operations manual such mandatory
material as DGCA may require.
Note 1.— Requirements for the organization and content of an operations manual are provided in
CAR Section 8 Series O Part VII.
Note 2.— Specific items in the operations manual require the approval of the DGCA in accordance
with para 4.2.8, 6.1.3, 9.3.1, 12.4 and 13.4.1.
4.2.4 Operating Instructions – General
Rev.2 dated ___October, 2022 23CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
4.2.4.2 The operator shall ensure that all operations personnel are properly instructed in their
particular duties and responsibilities and the relationship of such duties to the operation
as a whole.
4.2.4.3 An aeroplane shall not be taxied on the movement area of an aerodrome unless the person
at the controls:
4.2.4.3.1 has been duly authorized by the operator,
4.2.4.3.2 is fully competent to taxi the aeroplane,
4.2.4.3.3 is qualified to use the radio telephone or a person qualified to use the radio telephone
is on board; and
4.2.4.3.4 has received instruction from a competent person in respect of aerodrome layout,
routes, signs, marking, lights, air traffic control (ATC) signals and instructions,
phraseology and procedures, and is able to conform to the operational standards
required for safe aeroplane movement at the aerodrome.
Note: - Requirements for issue of taxi Permit are given in CAR Section 2, Series ‘X’ Part
VIII.
4.2.4.4 It is recommended that the operator should issue operating instructions and provide
information on aeroplane climb performance with all engines operating to enable the pilot-
in-command to determine the climb gradient that can be achieved during the departure
phase for the existing take-off conditions and intended take-off technique. This
information should be included in the operations manual.
4.2.5 In-flight simulation of emergency situations
The operator shall ensure that when passengers or cargo are being carried, no emergency
or abnormal situations shall be simulated in flight.
4.2.6 Checklists
The checklists provided in accordance with 6.1.4 shall be used by flight crew prior to, during
and after all phases of operations, and in emergency, to ensure compliance with the
operating procedures contained in the aircraft operating manual and the flight manual or other
documents associated with the certificate of airworthiness and otherwise in the operations
manual, are followed. The design and utilization of checklists shall observe Human Factors
principles.
Note- Guidance material on the application of human factors principles can be found in the
Human Factor Training Manual (ICAO Doc 9683)
4.2.7 Minimum flight Altitudes
4.2.7.2 The operator may establish minimum flight altitudes for those routes flown for which
Rev.2 dated ___October, 2022 24CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
minimum flight altitudes have been established by the State flown over or the responsible
State, provided that they shall not be less than those established by that State. In India, the
minimum flight altitude as established by the Airports Authority of India shall apply.
4.2.7.3 An operator shall specify the method by which it is intended to determine minimum flight
altitudes for operations conducted over routes for which minimum flight altitudes have not
been established by the State flown over, or the responsible State, and shall include this
method in the Operations Manual. The minimum flight altitudes determined in accordance
with the above method shall not be lower than specified in Section 9 Series ’R’ Part I.
4.2.7.4 The method for establishing the minimum flight altitudes shall require approval of DGCA.
4.2.7.5 DGCA may approve such method after considering the probable effects of the following
factors on the safety of the operation in question:
4.2.7.5.1 The accuracy and reliability with which the position of the aeroplane can be
determined;
4.2.7.5.2 The inaccuracies in the indications of the altimeters used;
4.2.7.5.3 The characteristics of the terrain (sudden change in the elevation);
4.2.7.5.4 The probability of encountering unfavorable meteorological condition (e.g.
severe turbulence and descending air currents);
4.2.7.5.5 Possible inaccuracies in aeronautical charts; and
4.2.7.5.6 Airspace restriction
4.2.8 Aerodrome Operating Minima
4.2.8.2 The operator shall establish aerodrome operating minima for each aerodrome to be
used in operations and the method of determination of such minima to be
approved by DGCA. Such minima shall not be lower than any that may be established for
such aerodromes by the State of the Aerodrome except when specifically approved by that
State.
This Standard does not require the State of the Aerodrome to establish aerodrome
operating minima.
4.2.8.1.1 DGCA shall authorize operational credit(s) for operations with advanced aircraft.
Where the operational credit relates to low visibility operations the DGCA shall issue
Rev.2 dated ___October, 2022 25CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
a specific approval. Such authorizations shall not affect the classification of the
instrument approach procedure.
Note 1. — Operational credit includes:
a) For the purposes of an approach ban (4.4.1.2), a or dispatch considerations, a
minimum below the aerodrome operating minima;
b) Reducing or satisfying the visibility requirements; or
c) Requiring fewer ground facilities as compensated for by airborne capabilities.
Note 2.— Guidance on operational credit and how to express the operational credit in the
Operations Specifications contained in the Manual of All- Weather Operations (Doc 9365).
Note 3. — Information regarding a HUD or equivalent displays, including references to RTCA
and EUROCAE documents, is contained in the Manual of All-Weather Operations (Doc
9365).
4.2.8.1.2 When issuing a specific approval for the operational credit, the State of the Operator shall
ensure that:
a) the aeroplane meets the appropriate airworthiness certification requirements;
b) the information necessary to support effective crew tasks for the operation is appropriately
available to both pilots where the number of flight crew members specified in the
operations manual is more than one;
c) the operator has carried out a safety risk assessment of the operations supported by the
equipment;
d) the operator has established and documented normal and abnormal procedures and MEL;
e) the operator has established a training programme for the flight crew members and
relevant personnel involved in the flight preparation;
f) the operator has established a system for data collection, evaluation and trend monitoring
for low visibility operations for which there is an operational credit; and
g) the operator has instituted appropriate procedures in respect of continuing airworthiness
(maintenance and repair) practices and programmes.
Note 1.— Guidance on safety risk assessments is contained in the Safety Management
Manual (SMM) (Doc 9859).
Note 2.— Guidance on operational approvals is contained in the Manual Of All-Weather
Operations (Doc 9365).
Rev.2 dated ___October, 2022 26CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
4.2.8.1.3 For operations with operational credit with minima above those related to low visibility operations,
the State of the Operator shall establish criteria for the safe operation of the aeroplane.
Note.— Guidance on operational credit for operations with minima above those related to low
visibility operations is contained in the Manual of All-Weather Operations (Doc 9365).
4.2.8.3 While establishing the aerodrome operating minima which will apply to any particular
operation, the operator shall take full account of:
4.2.8.3.1 The type, performance and handling characteristics of the aeroplane and any
conditions or limitations stated in the flight manual;
4.2.8.3.2 The composition of the flight crew, their competence and experience;
4.2.8.3.3 The dimensions and characteristics of the runways which may be selected for
use;
4.2.8.3.4 The adequacy and performance of the available visual and non- visual
ground aids;
4.2.8.3.5 the equipment available on the aeroplane for the
purpose of navigation, acquisition of visual references and/or control of the
flight path during the approach, landing and the missed approach;
4.2.8.3.6 The obstacles in the approach and missed approach areas and the obstacle
clearance altitude / height for the instrument approach procedures;
4.2.8.3.7 The means used to determine and report meteorological conditions;
4.2.8.3.8 The obstacles in the climb-out areas and necessary clearance margins.
4.2.8.3.9 The conditions prescribed in the operations specifications; and
4.2.8.3.10 Any minima that may be promulgated by the State of the Aerodrome.
Note. — Guidance on the establishment of aerodrome operating minima is contained in the
Manual of All-Weather Operations (ICAO Doc 9365).
4.2.8.4 Instrument approach operations shall be classified based on the designed lowest
operating minima below which an approach operation shall only be continued with the
required visual reference as follows:
4.2.8.4.1 Type A: a minimum descent height or decision height at or above 75 m (250
ft); and
4.2.8.4.2 Type B: a decision height below 75 m (250 ft). Type B instrument approach
operations are categorized as:
Rev.2 dated ___October, 2022 27CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
4.2.8.4.2.1 Category I (CAT I): a decision height not lower than 60 m (200 ft) and with either
a visibility not less than 800 m or a runway visual range not less than 550 m;
4.2.8.4.2.2 Category II (CAT II): a decision height lower than 60 m (200 ft), but not lower than
30 m (100 ft) and a runway visual range not less than 300 m; and
4.2.8.4.2.3 Category III (CAT III): a decision height lower than 30 m (100 ft) or no decision
height and a runway visual range less than 300m or no runway visual range
limitations;
Note 1.— Where decision height (DH) and runway visual range (RVR) fall into different
categories of operation, the instrument approach operation would be conducted in
accordance with the requirements of the most demanding category (e.g. an operation with
a DH in the range of CAT III but with an RVR in the range of CAT III would be considered
a CAT III operation or an operation with a DH in the range of CAT II but with an RVR in the
range of CAT I would be considered a CAT II operation). This does not apply if the RVR
and/or DH has been approved as operational credits.
Note 2. — The required visual reference means that section of the visual aids or of the
approach area which should have been in view for sufficient time for the pilot to have made
an assessment of the aircraft position and rate of change of position, in relation to the desired
flight path. In the case of a circling approach operation the required visual reference is the
runway environment.
Note 3.— Guidance on approach classification as it relates to instrument approach
operations, procedures, runways and navigation systems is contained in the All Weather
Operations Manual (Doc 9365).
4.2.8.5 DGCA shall issue a specific approval for instrument approach operations in low visibility
which shall only be conducted when RVR information is provided.
Note: Guidance on low visibility operations is contained in the manual of All-weather operations
(Doc 9365).
4.2.8.6 For take-off in low visibility DGCA shall issue a specific approval for the minimum take-
off RVR.
Note: In general, visibility for take-off is defined in terms of RVR. An equivalent horizontal visibility
may also be used.
4.2.8.7 For instrument approach operations, aerodrome operating minima below 800 m visibility
should not be authorized unless RVR information is provided.
Rev.2 dated ___October, 2022 28CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
Note.- Refer CAR Section 8 Series C Part I
4.2.8.8 The operating minima for 2D instrument approach operations using instrument approach
procedures shall be determined by establishing a minimum descent altitude (MDA) or
minimum descent height (MDH), minimum visibility and, if necessary, cloud conditions.
Note. — For guidance on applying a continuous descent final approach (CDFA) flight
technique on on-precision approach procedures refer to PANS-OPS (Doc 8168), Volume I,
Part II, Section 5.
4.2.8.9 The operating minima for 3D instrument approach operations using instrument approach
procedures shall be determined by establishing a decision altitude (DA) or decision height
(DH) and the minimum visibility or RVR.
4.2.9 Threshold crossing height for 3D instrument approach operations
An operator shall establish operational procedures designed to ensure that an aeroplane
being used to conduct 3 D instrument approach operations crosses the threshold by a
safe margin, with the aeroplane in the landing configuration and attitude.
4.2.10 Fuel and Oil Records
4.2.10.2 The operator shall maintain fuel records to enable DGCA to ascertain that for each flight,
the requirements of para 4.3.6 and 4.3.7.1 of this CAR have been complied with.
4.2.10.3 An operator shall maintain oil records to enable DGCA to ascertain that trends for oil
consumption are such that an aeroplane has sufficient oil to complete each flight.
4.2.10.4 Fuel and oil records shall be retained by the operator for a period of six months.
4.2.11 Crew
4.2.11.2 Pilot-in-command: For each flight, the operator shall designate one pilot to act as pilot-in-
command.
4.2.11.3 For each flight of an aeroplane above 49000 ft (15000 m), the operator shall maintain
records so that the total cosmic radiation dose received by each crew member over a
period of 12 consecutive months can be determined.
Note.— Guidance on the maintenance of cumulative radiation records is given in Circular 126 —
Guidance Material on SST Aircraft Operations.
4.2.12 Passengers
Rev.2 dated ___October, 2022 29CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
4.2.12.2 An operator shall ensure that passengers are made familiar with the location and
use of:
4.2.12.2.1.1 Seat belts;
4.2.12.2.1.2 Emergency exits;
4.2.12.2.1.3 Life jackets, if the carriage of life jackets is prescribed;
4.2.12.2.1.4 Oxygen dispensing equipment, if the provision of oxygen for the use
of passengers is prescribed; and
4.2.12.2.1.5 Other emergency equipment provided for individual use including passenger
emergency briefing card.
4.2.12.3 The operator shall inform the passengers of the location and general manner of use
of the principal emergency equipment carried for collective use.
4.2.12.4 The operator shall ensure that in an emergency during flight, passengers are instructed
in such emergency action as may be appropriate to the circumstances.
4.2.12.5 The operator shall ensure that during take-off and landing and whenever, by reason
of turbulence or any emergency occurring during flight, the precaution is considered
necessary, all passengers on board an aeroplane shall be secured in their seats by
means of the seat belts or harnesses provided.
4.3 Flight Preparation
4.3.1 A flight shall not be commenced until flight preparation forms have been completed
certifying that the pilot in command is satisfied that:
a) The aeroplane is airworthy and the appropriate certificates (i.e. airworthiness,
registration) are on board the aeroplane;
b) The instruments and equipment prescribed in Para 6 of this CAR for the particular
type of operation are to be undertaken are installed and are sufficient forthe flight.
c) A maintenance release as prescribed in 8.7 has been issued in respect of the
aeroplane;
d) The mass of the aeroplane and centre of gravity location are such that flight can
be conducted safely, taking in to account the flight condition expected;
e) Any load carried is properly distributed and safely secured;
f) A check has been completed indicating that the operating limitations given in para
Rev.2 dated ___October, 2022 30CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
5 of this CAR can be complied with for the flight to be undertaken; and
g) The Standards of 4.3.3 relating to operational flight planning have been complied with.
4.3.2 Completed pilot acceptance report or equivalent document shall be kept by the operator for
a period of three months.
4.3.3 Operational Flight Planning
4.3.3.1 An operational flight plan shall be completed every intended flight. The operational flight
plan shall be approved and signed by the pilot-in- command and, where applicable, signed
by the flight operations officer/flight dispatcher, and a copy shall be filed with the operator
or a designated agent, or, if these procedures are not possible, it shall be left with the
aerodrome authority or on record in a suitable place at the point of departure.
Note: The duties of the flight operations officer/flight dispatcher are contained in 4.6
4.3.3.2 The operations manual must describe the content and use of the operational flight plan.
4.3.4 Alternate Aerodromes
4.3.4.1 Take-off alternate aerodrome
4.3.4.1.1 A take-off alternate aerodrome shall be selected and specified in the operational flight
plan if either the meteorological conditions at the aerodrome of departure are below the
operator’s established aerodrome landing minima for that operation or if it would not be
possible to return to the aerodrome of departure for other reasons.
4.3.4.1.2 The take-off alternate aerodrome shall be located within the following flight time from the
aerodrome of departure:
a) for aeroplanes with two engines, one hour of flight time at a one- engine- inoperative
cruising speed, determined from the aircraft operating manual, calculated in ISA and
still-air conditions using the actual take-off mass; or
b) for aeroplanes with three or more engines., two hours of flight time at an all- engine
operating cruising speed, determined from the aircraft operating manual, calculated
in ISA and still-air conditions using the actual take-off mass; or
c) for aeroplanes engaged in extended diversion time operations (EDTO) where an
alternate aerodrome meeting the distance criteria of a) or b) is not available, the first
Rev.2 dated ___October, 2022 31CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
available alternate aerodrome located within the distance of the operator’s specified
maximum diversion time considering the actual take-off mass.
4.3.4.1.3 For an aerodrome to be selected as a take-off alternate the available information shall
indicate that, at the estimated time of use, the conditions will be at or above the operator’s
established aerodrome operating minima for that operation.
4.3.4.2 En-route alternate aerodromes
En-route alternate aerodromes, required by 4.7 for extended diversion time operations by
aeroplanes with two turbine engines, shall be selected and specified in the operational and
Air Traffic Services (ATS) flight plans.
4.3.4.3 Destination alternate aerodromes
4.3.4.3.1 For a flight to be conducted in accordance with the instrument flight rules, at least one
destination alternate aerodrome shall be selected and specified in the operational and ATS
flight plans, unless:
a) The duration of the flight from the departure aerodrome, or from the point of in- flight
re-planning to the destination aerodrome is such that, taking into account all
meteorological conditions and operational information relevant to the flight, at the
estimated time of use, a reasonable certainty exists that:
1) The approach and landing may be made under visual meteorological conditions;
and
2) Separate runways are usable at the estimated time of use of the destination
aerodrome with at least one runway having an operational instrument approach
procedure; or
b) The aerodrome is isolated. Operations into isolated aerodromes do not require the
selection of a destination alternate aerodrome(s) and shall be planned in accordance
with 4.3.6.3 d) 4);
1) For each flight into an isolated aerodrome a point of no return shall be
determined; and
2) A flight to be conducted to an isolated aerodrome shall not be continued past the
point of no return unless a current assessment of meteorological conditions,
traffic, and other operational conditions indicate that a safe landing can be made at
Rev.2 dated ___October, 2022 32CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
the estimated time of use.
Note 1. — Separate runways are two or more runways at the same aerodrome configured
such that if one runway is closed, operations to the other runway(s) can be conducted.
Note 2. — Guidance on planning operations to isolated aerodromes is contained in the
Flight Planning and Fuel Management Manual (Doc 9976).
4.3.4.3.2 Two destination alternate aerodromes shall be selected and specified in the operational
and ATS flight plans when, for the destination aerodrome:
a) Meteorological conditions at the estimated time of use will be below the operator’s
established aerodrome operating minima for that operation; or
b) Meteorological information is not available.
4.3.4.4 Notwithstanding the provisions in 4.3.4.1, 4.3.4.2, and 4.3.4.3; DGCA may, based on
the results of a specific safety risk assessment conducted by the operator which
demonstrates how an equivalent level of safety will be maintained, approve operational
variations to alternate aerodrome selection criteria. The specific safety risk assessment
shall include at least the:
a) Capabilities of the operator;
b) Overall capability of the aeroplane and its systems;
c) Available aerodrome technologies, capabilities and infrastructure;
d) Quality and reliability of meteorological information;
e) Identified hazards and safety risks associated with each alternate aerodrome
variation; and
f) Specific mitigation measures.
Note.— Guidance on performing a safety risk assessment and on determining variations
including examples of variations, are contained in the Flight Planning and Fuel Management
Manual(Doc 9976) and the Safety Management Manual (SMM) (Doc 9859).
4.3.5 Meteorological conditions
4.3.5.1 A flight to be conducted in accordance with the V F R shall not be commenced unless current
meteorological reports or a combination of current Reports and forecasts indicate that the
meteorological conditions along the route or that part of the route to be flown under the VFR
will, at the appropriate time, be such as to enable compliance with these rules.
Rev.2 dated ___October, 2022 33CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
4.3.5.2 A flight to be conducted in accordance with the instrument flight rules;
a) shall not take off from the departure aerodrome unless the meteorological conditions,
at the time of use, are at or above the operator’s established aerodrome operating
minima for that operation; and
b) shall not take off or continue beyond the point of in-flight re-planning unless at the
aerodrome of intended landing or at each alternate aerodrome to be selected in
compliance with 4.3.4, current meteorological reports or a combination of current
reports and forecasts indicate that the meteorological conditions will be, at the
estimated time of use, at or above the operator’s established aerodrome operating
minima for that operation.
4.3.5.3 To ensure that an adequate margin of safety is observed in determining whether or not
an approach and landing can be safely carried out at each alternate aerodrome, the operator
shall specify appropriate incremental values for height of cloud base and visibility to be
added to the operator’s established aerodrome operating minima in accordance with CAR
Section 8 Series ‘C’ Part I.
Note.— Guidance on the selection of these incremental values is contained in the Flight
Planning and Fuel Management (FPFM) Manual (Doc 9976).
4.3.5.4 DGCA shall approve a margin of time established by the operator for the estimated time
of use of an aerodrome.
Note. — Guidance on establishing an appropriate margin of time for the estimated time
of use of an aerodrome is contained in the Flight Planning and Fuel Management Manual
(Doc 9976).
4.3.5.5 A flight to be operated in known or expected icing conditions shall not be commenced unless
the aeroplane is certificated and equipped to cope with such conditions.
4.3.5.6 A flight to be planned or expected to operate in suspected or known ground icing conditions
shall not take off unless the aeroplane has been inspected for icing and, if necessary, has
been given appropriate de- icing /anti icing treatment. Accumulation of ice or other naturally
occurring contaminants shall be removed so that the aeroplane is kept in an airworthy
condition prior to take off.
Note: Guidance material is given in the Manual of Aircraft Ground De- icing/Anti-icing
Operations (ICAO Doc 9640).
Rev.2 dated ___October, 2022 34CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
4.3.6 Fuel requirements
4.3.6.1 An aeroplane shall carry a sufficient amount of usable fuel, to complete the planned
flight safely and to allow for deviations from the planned operation.
4.3.6.2 The amount of usable fuel to be carried shall, as a minimum, be based on the
following data:
a) 1) current aeroplane-specific data derived from a fuel consumption monitoring
system, if available; or
2) If current aeroplane-specific data is not available, data provided by the
aeroplane manufacturer; and
b) The operating conditions for the planned flight including:
1) Anticipated aeroplane mass;
2) Notices to Airmen;
3) Current meteorological reports or a combination of current reports and
forecasts;
4) Air traffic services procedures, restrictions and anticipated delays; and
5) The effects of deferred maintenance items and/or configuration deviations.
4.3.6.3 The pre-flight calculation of usable fuel required shall include:
a) Taxi fuel, which shall be the amount of fuel expected to be consumed before take- off;
taking into account local conditions at the departure aerodrome and auxiliary power
unit (APU) fuel consumption;
b) trip fuel, which shall be the amount of fuel required to enable the aeroplane to fly from
take-off or the point of in-flight re-planning until landing at the destination aerodrome
taking into account the operating conditions of 4.3.6.2 b);
c) Contingency fuel, which shall be the amount of fuel required to compensate for
unforeseen factors. It shall be 5 per cent of the planned trip fuel or of the fuel required
from the point of inflight re-planning based on the consumption rate used to plan the
trip fuel but in any case shall not be lower than the amount required to fly for five minutes at
holding speed at 450 m (1500 ft) above the destination aerodrome in standard conditions;
Note.— Unforeseen factors are those which could have an influence on the fuel
consumption to the destination aerodrome, such as deviations of an individual
aeroplane from the expected fuel consumption data, deviations from forecast
Rev.2 dated ___October, 2022 35CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
meteorological conditions, extended delays and deviations from planned routings
and/or cruising levels.
d) Destination alternate fuel, which shall be:
1) Where a destination alternate aerodrome is required, the amount of fuel required
to enable the aeroplane to
i) Perform a missed approach at the destination aerodrome;
ii) Climb to the expected cruising altitude;
iii) Fly the expected routing;
iv) Descend to the point where the expected approach is initiated; and
v) Conduct the approach and landing at the destination alternate aerodrome;
or
2) where two destination alternate aerodromes are required, the amount of fuel, as
calculated in 4.3.6.3 d) 1), required to enable the aeroplane to proceed to the
destination alternate aerodrome which requires the greater amount of alternate
fuel; or
3) where a flight is operated without a destination alternate aerodrome, the amount
of fuel required to enable the aeroplane to fly for 15 minutes at holding speed
at 450 m (1500 ft) above destination aerodrome elevation in standard conditions;
or
4) Where the aerodrome of intended landing is an isolated aerodrome:
i) for a reciprocating engine aeroplane, the amount of fuel required to fly for 45
minutes plus 15 per cent of the flight time planned to be spent at cruising
level, including final reserve fuel, or two hours, whichever is less; or
ii) For a turbine engine aeroplane, the amount of fuel required to fly for two
hours at normal cruise consumption above the destination aerodrome,
including final reserve fuel;
e) Final reserve fuel, which shall be the amount of fuel calculated using the estimated
mass on arrival at the destination alternate aerodrome or the destination aerodrome,
when no destination alternate aerodrome is required:
1) for a reciprocating engine aeroplane, the amount of fuel required to fly for 45
minutes, under minimum speed and 1500 ft above aerodrome elevation in
Rev.2 dated ___October, 2022 36CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
standard conditions; or
2) for a turbine engine aeroplane, the amount of fuel required to fly for 30 minutes at
holding speed at 450 m (1500 ft) above aerodrome elevation in standard
conditions;
f) Additional fuel, which shall be the supplementary amount of fuel required if the
minimum fuel calculated in accordance with 4.3.6.3 b), c), d) and e) is not sufficient to:
1) allow the aeroplane to descend as necessary and proceed to an alternate
aerodrome in the event of engine failure or loss of pressurization, whichever
requires the greater amount of fuel based on the assumption that such a failure
occurs at the most critical point along the route;
i) Fly for 15 minutes at holding speed at 450 m (1500 ft) above
aerodrome elevation in standard conditions; and
ii) Make an approach and landing;
2) allow an aeroplane engaged in EDTO to comply with the EDTO critical fuel
scenario as established by DGCA;
3) Meet additional requirements not covered above;
Note 1. — Fuel planning for a failure that occurs at the most critical point along a route (4.3.6.3
f) 1)) may place the aeroplane in a fuel emergency situation based on 4.3.7.2.
Note 2.—Guidance on EDTO critical fuel scenarios are contained in CAR Section 8 Series
S Part 1 and the Extended Diversion Time Operations Manual (Doc 10085)
g) Discretionary fuel, which shall be the extra amount of fuel to be carried at the
discretion of the pilot-in-command.
4.3.6.4 It is recommended that operators determine one final reserve fuel value for each
aeroplane type and variant in their fleet rounded up to an easily recalled figure.
4.3.6.5 A flight shall not commence unless the usable fuel on board meets the requirements
in 4.3.6.3 a), b), c), d), e) and f) if required and shall not continue from the point of in- flight
re planning unless the usable fuel on board meets the requirements in 4.3.6.3 b), c), d) e)
and f) if required.
4.3.6.6 Notwithstanding the provisions in 4.3.6.3 a), b), c), d), and f); DGCA may, based on the
results of a specific safety risk assessment conducted by the operator which
demonstrates how an equivalent level of safety will be maintained, approve variations to the pre-
flight fuel calculation of taxi fuel, trip fuel, contingency fuel, destination alternate fuel, and additional
Rev.2 dated ___October, 2022 37CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
fuel. The specific safety risk assessment shall include at least the:
a) Flight fuel calculations;
b) Capabilities of the operator to include:
i) A data-driven method that includes a fuel consumption monitoring
programme; and/or
ii) The advanced use of alternate aerodromes; and
c) Specific mitigation measures.
Note.— Guidance for the specific safety risk assessment, fuel consumption monitoring
programmes and the advanced use of alternate aerodromes is contained in the Flight
Planning and Fuel Management Manual (Doc 9976).
4.3.6.7 The use of fuel after flight commencement for purposes other than originally intended
during pre-flight planning shall require a re-analysis and, if applicable, adjustment of the
planned operation.
Note.— Guidance on procedures for in-flight fuel management including re- analysis,
adjustment and/or re-planning considerations when a flight begins to consume contingency
fuel before take-off is contained in the Flight Planning and Fuel Management Manual (Doc
9976).
4.3.7 In-flight fuel management
4.3.7.1 An operator shall establish policies and procedures, approved by DGCA, to ensure that in-
flight fuel checks and fuel management are performed.
4.3.7.2 The pilot-in-command shall continually ensure that the amount of usable fuel remaining on
board is not less than the fuel required to proceed to an aerodrome where a safe landing
can be made with the planned final reserve fuel remaining upon landing.
Note. — The protection of final reserve fuel is intended to ensure a safe landing at any
aerodrome when unforeseen occurrences may not permit safe completion of an operation
as originally planned. Guidance on flight planning including the circumstances that may
require re-analysis, adjustment and/or re-planning of the planned operation before take-
off or en-route, is contained in the Flight Planning and Fuel Management Manual (Doc
Rev.2 dated ___October, 2022 38CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
9976).
4.3.7.2.1 The pilot-in-command shall request delay information from ATC when unanticipated
circumstances may result in landing at the destination aerodrome with less than the final
reserve fuel plus any fuel required to proceed to an alternate aerodrome or the fuel
required to operate to an isolated aerodrome.
4.3.7.2.2 The pilot-in-command shall advise ATC of a minimum fuel state by declaring MINIMUM
FUEL when, having committed to land at a specific aerodrome, the pilot calculates that
any change to the existing clearance to that aerodrome may result in landing with less
than planned final reserve fuel.
Note 1. — The declaration of MINIMUM FUEL informs ATC that all planned aerodrome
options have been reduced to a specific aerodrome of intended landing and any change
to the existing clearance may result in landing with less than planned final reserve fuel.
This is not an emergency situation but an indication that an emergency situation is possible
should any additional delay occur.
Note 2. — Guidance on declaring minimum fuel is contained in the Flight Planning and
Fuel Management Manual (Doc 9976).
4.3.7.2.3 The pilot-in-command shall 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 aerodrome where a safe landing can be made is less
than the planned final reserve fuel.
Note 1. — the planned final reserve fuel refers to the value calculated in 4.3.6.3 e) 1) or
2) and is the minimum amount of fuel required upon landing at any aerodrome.
Note 2.— The words “MAYDAY FUEL” describe the nature of the distress conditions
as required in CAR Section 9 Series D Part III, 5.3.2.1.1, b) 3.
Note 3.— Guidance on procedures for in-flight fuel management are contained in the
Flight Planning and Fuel Management Manual (Doc 9976).
4.3.8 Refuelling with passengers on board
4.3.8.1 An aeroplane shall not be refuelled when passengers are embarking, on board or
disembarking unless it is properly attended by qualified personnel ready to initiate and
direct an evacuation of the aeroplane by the most practical and expeditious means available.
4.3.8.2 When refuelling with passengers embarking, on board or disembarking, two way
Rev.2 dated ___October, 2022 39CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
communication shall be maintained by the aeroplane's inter- communication system
or other suitable means between the ground crew supervising the refuelling and the
qualified personnel on board the aeroplane.
Note 1.-- The provisions of 4.3.8.1 do not necessarily require the deployment of integral
aeroplane stairs or the opening emergency exits as a prerequisite to refuelling.
Note 2.-- Provisions concerning aircraft refuelling and guidance on safe refuelling practices
are contained in CAR Section 2, Series H-Part II.
Note 3.-- Additional precautions are required when refuelling with fuels other than aviation
kerosene or when refuelling results in a mixture of aviation kerosene with other aviation turbine
fuels or when an open line is used.
4.3.8.3 The operator shall also adhere to all precautions laid down in Rule 25 A of the Aircraft
Rule 1937 regarding fuelling of aeroplane.
4.3.9 Oxygen Supply
Note.-- Approximate altitude in the standard atmosphere corresponding to the value of
absolute pressure used in the text are as follows:
4.3.9.1 A flight to be operated at flight altitude at which the atmospheric pressure in personnel
compartments will be less than 700hPa shall not be commenced unless sufficient stored
breathing oxygen is carried to supply:
a) all crew members and 10% passengers for any period in excess of 30 minutes
that the pressure in the compartment occupied by them will be between 700 hPa and
620 hPa; and
b) the crew and passengers for any period that the atmospheric pressure in
compartments occupied by them will be less than 620 hPa.
Rev.2 dated ___October, 2022 40CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
4.3.9.2 A flight to be operated with a pressurized aeroplane shall not be commenced unless a
sufficient quantity of stored breathing oxygen is carried to supply all the crew members
and passengers as is appropriate to the circumstances of the flight being undertaken, in
the event of loss of pressurisation, for any period that the atmospheric pressure in any
compartment occupied by them would be less than 700 hPa. In addition, when an
aeroplane is operated at flight altitudes at which the atmospheric pressure is less than 376
hPa, or which, if operated at flight altitudes at the atmospheric pressure is more than 376
hPa and cannot descend safely within four minutes to a flight altitude at which the
atmospheric pressure is equal to 620 hPa, there shall be no less than a 10-minute supply
for the occupants of the passenger compartment.
4.3.10 Time capability of cargo compartment fire suppression systems
4.3.10.1 All flights should be planned so that the diversion time to an aerodrome where a safe
landing could be made does not exceed the cargo compartment fire suppression time
capability of the aeroplane, when one is identified in the relevant aeroplane
documentation, reduced by an operational safety margin specified by the DGCA.
Note 1.— Cargo compartment fire suppression time capabilities will be identified in the
relevant aeroplane documentation when they are to be considered for the operation.
Note 2.— Fifteen minutes is an operational safety margin commonly retained for that
purpose.
Note 3.— Refer to Para 4.7 and Attachment C for considerations of time capability of cargo
compartment fire suppression systems for aeroplanes engaged in EDTO.
4.4 In-flight procedures
4.4.1 Aerodrome operating minima
4.4.1.1 A flight shall not be continued towards the aerodrome of intended landing, unless the latest
available information indicates that at the expected time of arrival, a landing can be effected
at that aerodrome or at least one destination alternate aerodrome, in compliance with the
operating minima established in accordance with 4.2.8.1.
4.4.1.2 An instrument approach shall not be continued below 300 m (1 000 ft) above the aerodrome
elevation or into the final approach segment unless the reported visibility or controlling RVR
is at or above the aerodrome operating minima.
Note.— Criteria for the Final Approach Segment is contained in PANS-OPS (Doc 8168),
Volume II.
4.4.1.3 If, after entering the final approach segment or after descending below 300 m (1 000 ft)
Rev.2 dated ___October, 2022 41CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
above the aerodrome elevation, the reported visibility or controlling RVR falls below the
specified minimum, the approach may be continued to DA/H or MDA/H. In any case, an
aeroplane shall not continue its approach-to-land at any aerodrome beyond a point at which
the limits of the operating minima specified for that aerodrome would be infringed.
Note.— Controlling RVR means the reported values of one or more RVR reporting locations
(touchdown, mid-point and stop-end) used to determine whether operating minima are
or are not met. Where RVR is used, the controlling RVR is the touchdown RVR, unless
otherwise specified by DGCA.
4.4.2 Meteorological observation
The procedures for making meteorological observations on board aircraft in flight and for
recording and reporting them, contained in CAR Section 9 Series M Part I and AIP shall be
followed.
4.4.2.1 The pilot-in-command shall report the runway braking action special air-report (AIREP) when
the runway braking action encountered is not as good as reported.
th
Note – Para 4.4.2.1 shall become applicable from 4 November 2021.
4.4.3 Hazardous flight conditions
Hazardous flight conditions encountered, other than those associated with meteorological
conditions, shall be reported to the appropriate aeronautical station as soon as possible. The
reports so rendered shall give such details as may be pertinent to the safety of other aircraft.
4.4.4 Flight crew members at duty stations
4.4.4.1 Take-off and landing. All flight crew members required to be on flight deck duty shall be
at their stations.
4.4.4.2 En route. All flight crew members required to be on flight deck duty hall remain at their
stations except when their absence is necessary for the performance of duties in connection
with the operation of the aeroplane or for physiological needs.
4.4.4.3 Seat belts. All flight crew members shall keep their seat belts fastened when at their stations.
4.4.4.4 Safety harness. Any flight crew member occupying a pilot's seat shall keep the safety
harness fastened during the take-off and landing phases; all other flight crew members shall
Rev.2 dated ___October, 2022 42CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
keep their safety harnesses fastened during the take-off and landing phases unless the
shoulder straps interfere with the performance of their duties, in which case the shoulder
straps may be unfastened but the seat belt must remain fastened.
Note:- Safety harness includes shoulder straps and a seat belt which may be used
independently.
4.4.5 Use of Oxygen
4.4.5.1 All flight crew members, when engaged in performing duties essential to the safe operation
of an aeroplane in flight shall use breathing oxygen continuously whenever the
circumstances prevail for which its supply has been required in 4.3.9.1 or 4.3.9.2.
4.4.5.2 All flight crew members of pressurized aeroplanes operating above an altitude where the
atmospheric pressure is less than 376 hPa shall have available at the flight duty station
a quick donning type of oxygen mask which will readily supply oxygen upon demand.
4.4.6 Safeguarding of cabin crew and passengers in pressurized aeroplanes in the event of loss
of pressurization
4.4.6.1 It is recommended that Cabin crew should be safeguarded so as to ensure reasonable
probability of their retaining consciousness during any emergency descent which may be
necessary in the event of loss of pressurization and, in addition, they should have such
means of protection as will enable them to administer first aid to passengers during stabilized
flight following the emergency. Passengers should be safeguarded by such devices or
operational procedures as will ensure reasonable probability of their surviving the effects of
hypoxia in the event of loss of pressurization.
Note: It is not envisaged that cabin crew will always be able to provide assistance to
passengers during emergency descent procedures which may be required in the event
of loss of pressurization.
4.4.7 In-flight operational instructions
Operational instructions involving a change in the ATS flight plan shall, when practicable, be
coordinated with the appropriate ATS unit before transmission to the aeroplane.
Note.- When the above co-ordination has not been possible, operational instructions
do not relieve a pilot of the responsibility for obtaining an appropriate clearance froman ATS
unit applicable, before making a change in flight plan
4.4.8 Instrument flight procedures
Rev.2 dated ___October, 2022 43CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
4.4.8.1 One or more instrument approach procedures designed to support instrument approach
operations shall be approved and promulgated by the State in which the aerodrome is
located to serve each instrument runway or aerodrome utilized for instrument flight
operations.
4.4.8.2 All aeroplanes operated in accordance with instrument flight rules shall comply with the
instrument flight procedures approved by DGCA in which the aerodrome is located.
Note 1- See 4.2.8.3 for instrument approach operation classifications
Note 2 - Information for pilots on flight procedure parameters and operational procedures
is contained in PANS-OPS (Doc 8168), Volume I. Criteria for the construction of visual and
instrument flight procedures are contained in PANS-OPS (Doc 8168), Volume II. Obstacle
clearance criteria and procedures used in certain States may differ from PANS-OPS, and
knowledge of these differences is important for safety reasons.
4.4.9 Aeroplane operating procedures for noise abatement
4.4.9.1 Aeroplane operating procedures for noise abatement should comply with the provisions as
specified by aerodrome authorities.
4.4.9.2 Noise abatement procedures specified by an operator for any one aeroplane type
should be the same for all aerodromes.
Note.— A single procedure may not satisfy requirements at some aerodromes.
4.4.10 Aeroplane operating procedures for rates of climb and descent
It is recommended that unless otherwise specified in an air traffic control instruction, to avoid
unnecessary airborne collision avoidance system (ACAS II) resolution advisories in aircraft
at or approaching adjacent altitudes or flight levels, operators should specify procedures by
which an aeroplane climbing or descending to an assigned altitude or flight level, especially
with an autopilot engaged, may do so at arate less than 8 m/sec or 1 500 ft/min (depending
on the instrumentation available)throughout the last 300 m (1 000 ft) of climb or descent to the
assigned level when the pilot is made aware of another aircraft at or approaching an
adjacent altitude or flight level.
Note.— Material concerning the development of these procedures is contained in the PANS-
OPS (Doc 8168) Volume I, Part III, Section 3, Chapter 3.
Rev.2 dated ___October, 2022 44CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
4.4.11 Aeroplane operating procedures for landing performance
th
Note – Para 4.4.11 will applicable on 4 November 2021
An approach to land shall not be continued below 300 m (1 000 ft) above aerodrome
elevation unless the pilot-in-command is satisfied that, with the runway surface condition
information available, the aeroplane performance information indicates that a safe landing
can be made.
Note 1.— The procedures used by aerodromes to assess and report runway surface
conditions are contained in the PANS-Aerodromes (Doc 9981) and those for using runway
surface condition information on board aircraft in the Aeroplane Performance Manual (Doc
10064)
Note 2.— Guidance on development of aeroplane performance information is contained in
the Aeroplane Performance Manual (Doc 10064).
4.5 Duties of pilot-in-command
4.5.1 The pilot-in-command shall be responsible for the safety of all crew members, passengers
and cargo on board when the doors are closed. The pilot-in-command shall also be
responsible for the operation and safety of the aeroplane from the moment the aeroplane
is ready to move for the purpose of taking off until the moment it finally comes to rest at the
end of the flight and the engine(s) used as primary propulsion units are shut down.
4.5.2 The pilot-in-command shall ensure that the checklists specified in 4.2.6 are complied with
in detail.
4.5.3 The pilot-in-command shall be responsible for notifying the nearest appropriate authority by
the quickest available means of any accident involving the aeroplane, resulting in serious
injury or death of any person or substantial damage to the aeroplane or property.
Note: A definition of the term “serious injury” is contained in The Aircraft (Investigation of
Accident and Incidents) Rules, 2017.
4.5.4 The pilot-in-command shall be responsible for reporting all known or
suspected defects in the aeroplane, to the operator, at the termination of the flight.
4.5.5 The pilot-in-command shall be responsible for the journey log book or the general
declaration containing the information listed in 11.4.1.
Rev.2 dated ___October, 2022 45CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
4.6 Duties of flight operations officer/ flight dispatcher
4.6.1 A flight operations officer/flight dispatcher when employed shall be trained in
accordance with CAR Section 7, Series ‘M’ Part II shall:
a) assist the pilot-in-command in flight preparation and provide the relevant
information;
b) assist the pilot-in-command in preparing the operational and ATS flight plans, sign
when applicable and file the ATS flight plan with the appropriate ATS unit; and
c) furnish the pilot-in-command while in flight, by appropriate means, with information which
may be necessary for the safe conduct of the flight.
d) notify the appropriate ATS unit when the position of the aeroplane cannot be determined
by an aircraft tracking capability, and attempts to establish communication are
unsuccessful.
4.6.2 In the event of an emergency, a flight operations officer/flight dispatcher shall:
a) initiate such procedures as outlined in the operations manual while avoiding taking any
action that would conflict with ATC procedures; and
b) convey safety-related information to the pilot-in-command that may be necessary for the
safe conduct of the flight, including information related to any amendments to the flight
plan that become necessary in the course of the flight.
Note.— It is equally important that the pilot-in-command also convey similar information
to the flight operations officer/ flight dispatcher during the course of the flight, particularly
in the context of emergency situations.
4.7 Additional requirements for operations by aeroplanes with turbine engines beyond
60 minutes to an en-route alternate aerodrome including extended diversion
time operations (EDTO)
4.7.1 Requirements for operations beyond 60 minutes to an en-route alternate aerodrome
4.7.1.1 Operators conducting operations beyond 60 minutes from a point on a route to an en-
route alternate aerodrome shall ensure that:
Rev.2 dated ___October, 2022 46CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
a) for all aeroplanes:
1) en-route alternate aerodromes are identified; and
2) the most up-to-date information is provided to the flight crew on identified en- route
alternate aerodromes, including operational status and meteorological conditions;
b) for aeroplanes with two turbine engines, the most up-to-date information provided
to the flight crew indicates that conditions at identified en-route alternate aerodromes
will be at or above the operator’s established aerodrome operating minima for the
operation at the estimated time of use.
Note.— Guidance on compliance with the requirements of these
provisions is contained in the Extended Diversion Time Operations Manual (Doc 10085)
4.7.1.2 In addition to the requirements in 4.7.1.1, all operators shall ensure that the following are
taken into account and provide the overall level of safety intended by the provisions of this
CAR:
a) operational control and flight dispatch procedures;
b) operating procedures; and
c) training programmes.
4.7.2 Requirements for extended diversion time operations (EDTO)
4.7.2.1 Unless DGCA has issued a specific approval for EDTO, an aeroplane with two or more
turbine engines shall not be operated on a route where the diversion time to an en- route
alternate aerodrome from any point on the route, calculated in ISA and still-air conditions at
the one-engine-inoperative cruise speed for aeroplanes with two turbine engines and at the
all engines operating cruise speed for aeroplanes with more than two turbine engines,
exceeds a threshold time established for such operations by DGCA. The specific approval
shall identify the applicable threshold time established for each particular aeroplane and
engine combination.
Note 1.— When the diversion time exceeds the threshold time, the operation is
considered to be an extended diversion time operation (EDTO).
Note 2.-Guidance on the establishment of an appropriate threshold time and on sp e c i f i c
approval of extended diversion time operations is contained in CAR Section 8 Series S Part
I
Rev.2 dated ___October, 2022 47CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
Note 3.— For the purpose of EDTO, the take-off and/or destination aerodromes may be
considered en-route alternate aerodromes
Note 4 - Requirements for EDTO are given in CAR Section 8, Series ‘S’ Part I.
4.7.2.2 On issuing the specific approval for extended diversion time operations DGCA shall specify
the maximum diversion time granted to the operator for each particular aeroplane and engine
combination.
Note.— Guidance on the conditions to be used when converting EDTO maximum
diversion times to distances is contained in CAR Section 8 Series S Part I.
4.7.2.3 When specifying the appropriate maximum diversion time for an operator of a particular
aeroplane type engaged in extended diversion time operations, DGCA shall ensure that:
a) for all aeroplanes: the operator shall have in place procedures to prevent the aeroplane
being dispatched on a route with diversion times beyond the capability of EDTO
significant system time limitation, if any, indicated in the aeroplane flight manual (directly
or by reference) and
b) for aeroplanes with two turbine engines: the aeroplane is EDTO certified.
Note 1.— EDTO may be referred to as ETOPS in some documents.
Note 2.— Guidance on the conditions to be used when converting EDTO significant system
time limitations to distances and on the consideration of the EDTO system time limitations at
dispatch the Extended Diversion Time Operations Manual (Doc 10085).
4.7.2.3.1 Notwithstanding the provisions in 4.7.2.3 a), DGCA may, based on the results of a specific
safety risk assessment conducted by the operator which demonstrates how an equivalent
level of safety will be maintained, approve operations beyond the time limits of the most time-
limited system. The specific safety risk assessment shall include at least the:
a) capabilities of the operator;
b) overall reliability of the aeroplane;
c) reliability of each time-limited system;
d) relevant information from the aeroplane manufacturer; and
Rev.2 dated ___October, 2022 48CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
e) specific mitigation measures.
Note.— Guidance on the specific safety risk assessment is contained in CAR Section
8 Series S Part I and the Extended Diversion Time Operations Manual (Doc 10085)..
4.7.2.4 For aeroplanes engaged in EDTO, the additional fuel required by 4.3.6.3 f(2) shall include
the fuel necessary to comply with the EDTO critical fuel scenario as established by DGCA.
Note.— Guidance on compliance with the requirements of this provision is in CAR
Section 8 Series S Part I and the Extended Diversion Time Operations Manual (Doc
10085)..
4.7.2.5 A flight shall not proceed beyond the threshold time in accordance with 4.7.2.1 unless the
identified en-route alternate aerodromes have been re-evaluated for availability and the most
up-to-date information indicates that, during the estimated time of use, conditions at those
aerodromes will be at or above the operator’s established aerodrome operating minima for
the operation. If any conditions are identified that would preclude a safe approach and
landing at that aerodrome during the estimated time of use, an alternative course of action
shall be determined.
4.7.2.6 DGCA shall, when specifying maximum diversion times for aeroplanes with two turbine
engines, ensure that the following are taken into account in providing the overall level
of safety intended by the provisions of Annex 8:
a) reliability of the propulsion system;
b) airworthiness certification for EDTO of the aeroplane type; and
c) EDTO maintenance programme.
Note 1.— EDTO may be referred to as ETOPS in some documents.
Note 2.— The Airworthiness Manual (Doc 9760) contains guidance on the level of
performance and reliability of aeroplane systems intended by 4.7.2.6, as well as
guidance on continuing airworthiness aspects of the requirements of 4.7.2.6.
4.8 Carry-on baggage
The operator shall ensure that all baggage carried onto an aeroplane and taken into the
passenger cabin is adequately and securely stowed.
Rev.2 dated ___October, 2022 49CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
4.9 Additional requirements for single pilot operations under the Instrument Flight Rules
(IFR)
4.9.1 An aeroplane shall not be operated under the IFR by a single pilot unless approved by
DGCA.
4.9.2 An aeroplane shall not be operated under the IFR by a single pilot unless:
a) the flight manual does not require a flight crew of more than one;
b) the aeroplane is propeller-driven;
c) the maximum approved passenger seating configuration is not more than nine;
d) the maximum certificated take-off mass does not exceed 5 700 kg;
e) the aeroplane is equipped as described in 6.23; and
f) the pilot-in-command has satisfied requirements of experience, training, checking and
recency described in 9.4.5.
4.10 Fatigue Management
The operator shall comply with the CAR requirements established in Section 7 Series ‘J’
“Flight Duty Time Limitations” for Flight Crew and Cabin Crew for fatigue Management.
5.0 AEROPLANE PERFORMANCE OPERATING LIMITATIONS
5.1 General
5.1.1 Aeroplanes shall be operated in accordance with the provisions of the Flight Manual approved
by the State of design.
5.1.2 Except as provided in 5.4, single-engine aeroplanes shall only be operated in conditions
of weather and light, and over such routes and diversions there from, that permit a safe
forced landing to be executed in the event of engine failure.
5.2 Applicable to aeroplanes certificated in accordance with Parts IIIA and IIIB of
Annex 8
Rev.2 dated ___October, 2022 50CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
5.2.1 The Standards contained in 5.2.2 to 5.2.11 inclusive are applicable to the large aeroplanes
to which Parts IIIA and IIIB of Annex 8 are applicable.
Note.— The following Standards do not include quantitative specifications comparable to
those found in national airworthiness codes. In accordance with 5.1.1, they are to be
supplemented by national requirements prepared by Contracting States.
5.2.2 The level of performance defined by the appropriate parts of the comprehensive and details
as mentioned in 5.1.1 for the aeroplanes designated in 5.2.1 shall be at least substantially
equivalent to the overall level embodied in the Standards of this CAR.
5.2.3 An aeroplane shall be operated in compliance with the terms of its certificate of airworthiness
and within the approved operating limitations contained in its flight manual.
5.2.4 The operator shall take such precautions as are reasonably possible to ensure that the
general level of safety contemplated by these provisions is maintained under all expected
operating conditions, including those not covered specifically by the provisions of this CAR.
5.2.5 A flight shall not be commenced unless the performance information provided in the flight
manual, supplemented as necessary with other data acceptable to the DGCA, indicates that
the Standards of 5.2.6 to 5.2.11 can be complied with for the flight to be undertaken.
5.2.6 In applying the Standards of this CAR, account shall be taken of all factors that significantly
affect the performance of the aeroplane, (including, but not limited to: the mass of the
aeroplane, the operating procedures, the pressure- altitude appropriate to the elevation of
the aerodrome, the runway slope, the ambient temperature, the wind, and surface conditions
of runway at the expected time of use i.e., presence of snow, slush, water, and/or ice; for
landplanes, water surface condition for seaplanes). Such factors shall be taken into account
directly as operational parameters or indirectly by means of allowances or margins, which
may be provided in the scheduling of performance data or in comprehensive and detailed
code of performance in accordance with which the aeroplane is being operated.
Note.— Guidelines for using runway surface condition information on board aircraft in
accordance with 4.4.11 are contained in the Aeroplane Performance Manual (Doc 10064).
Rev.2 dated ___October, 2022 51CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
5.2.7 Mass limitations
a) The mass of the aeroplane at the start of take-off shall not exceed the mass at which
5.2.8 is complied with, nor the mass at which 5.2.9, 5.2.10 and 5.2.11 are complied with,
allowing for expected reductions in mass as the flight proceeds, and for such fuel
jettisoning as is envisaged in applying 5.2.9 and 5.2.10 and, in respect of alternate
aerodromes, 5.2.7 c) and 5.2.11.
b) In no case shall the mass at the start of take-off exceed the maximum take-off mass
specified in the flight manual for the pressure-altitude appropriate to the elevation of the
aerodrome, and, if used as a parameter to determine the maximum take-off mass, any
other local atmospheric condition.
c) In no case shall the estimated mass for the expected time of landing at the aerodrome
of intended landing and at any destination alternate aerodrome, exceed the maximum
landing mass specified in the flight manual for the pressure-altitude appropriate to the
elevation of those aerodromes, and if used as a parameter to determine the maximum
landing mass, any other local atmospheric condition.
d) In no case shall the mass at the start of take-off, or at the expected time of landing at the
aerodrome of intended landing and at any destination alternate aerodrome, exceed the
relevant maximum masses at which compliance has been demonstrated with the
applicable noise certification Standards in CAR Section 6 Series C Part II, unless
otherwise authorized in exceptional circumstances for a certain aerodrome or a runway
where there is no noise disturbance problem, by DGCA (for aerodromes located in India)
or the competent authority of the State in which the aerodrome is situated.
5.2.8 Take-off. The aeroplane shall be able, in the event of a critical engine failing or for other
reason at any point in the take-off, either to discontinue the take- off and stop within the
accelerate-stop distance available, or to continue the take-off and clear all obstacles along
the flight path by an adequate vertical or horizontal distance until the aeroplane is in a
position to comply with 5.2.9. When determining the resulting take-off obstacle accountability
area, the operating conditions, such as the crosswind component and navigation accuracy,
must be taken into account.
5.2.8.1 In determining the length of the runway available, account shall be taken of the loss,
if any of the runway length due to alignment of the aeroplane prior to take-off.
5.2.9 En route – one engine inoperative. The aeroplane shall be able, in the event of the
Rev.2 dated ___October, 2022 52CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
critical engine becoming inoperative at any point along the route or planned diversions
therefrom, to continue the flight to an aerodrome at which the Standard of 5.2.11 can be met,
without flying below the minimum flight altitude at any point.
5.2.10 En route — two engines inoperative. In the case of aeroplanes having three or more engines,
on any part of a route where the location of en- route alternate aerodromes and the total
duration of the flight are such that the probability of a second engine becoming inoperative
must be allowed for if the general level of safety implied by the Standards of this CAR is to
be maintained, the aeroplane shall be able, in the event of any two engines becoming
inoperative, to continue the flight to an en- route alternate aerodrome and land.
5.2.11 Landing. The aeroplane shall, at the aerodrome of intended landing and at any alternate
aerodrome after clearing all obstacles in the approach path by a safe margin, be able to
land, with assurance that it can come to a stop or, for a seaplane, to a satisfactorily low
speed, within the landing distance available. Allowance shall be made for expected
variations in the approach and landing techniques, if such allowance has not been made in
the scheduling of performance data.
Note.— Guidelines for using runway surface condition information on board aircraft in
accordance with 4.4.11 are contained in the Aeroplane Performance Manual (Doc 10064).
5.3 Obstacle data
5.3.1 The operator shall obtain details of all obstacle data to develop procedures to comply with
5.2.9.
Note.— See Annex 4 and Annex 15, Chapter 5 and Appendix 1 and PANS-AIM, Chapter 5 for
methods of presentation of certain obstacle data.
5.3.2 The operator shall take account of charting accuracy when assessing compliance with 5.2.8.
5.4 Additional requirements for operations of single-engine turbine-powered aeroplanes
at night and/or in Instrument Meteorological Conditions
(IMC details are in Appendix 3)
5.4.1 In approving operations by single-engine turbine-powered aeroplanes at night and / or in
IMC, DGCA shall ensure that the airworthiness certification of the aeroplane is appropriate
and that the overall level of safety intended by the provisions of Annexes6 and 8 is provided
by:
Rev.2 dated ___October, 2022 53CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
a) the reliability of the turbine engine;
b) the operator's maintenance procedures, operating practices, flight dispatch
procedures and crew training programmes; and
c) equipment and other requirements provided in accordance with Appendix 3.
5.4.2 All single-engine turbine-powered aeroplanes operated at night and/or in IMC shall have
an engine trend monitoring system, and those aeroplanes for which the individual certificate
of airworthiness is first issued on or after 1st January 2005 shall have an automatic trend
monitoring system.
6 AEROPLANE INSTRUMENTS, EQUIPMENT AND FLIGHT DOCUMENTS
6 .1 General
6.1.1 In addition to the minimum equipment necessary for the issuance of a certificate of
airworthiness, the instruments, equipment and flight documents prescribed in the following
paragraphs, shall be installed or carried, as appropriate, in aeroplanes according to the
aeroplane used and to the circumstances under which the flight is to be conducted. The
prescribed instruments and equipment including their installation shall be of approved type.
6.1.2 An aeroplane shall carry a certified true copy of the air operator certificate specified in 4.2.1,
and a copy of the operations specifications relevant to the aeroplane, issued in conjunction
with the certificate.
Note.— Provisions for the content of the air operator permit and its associated operations
specifications are contained in 4.2.1.6 and 4.2.1.7.
6.1.3 The operator shall include in the Operations Manual a minimum equipment list (MEL),
approved by the DGCA which will enable the pilot-in-command to determine whether a flight
may be commenced or continued from any intermediate stop should any instrument,
equipment or system become inoperative. Where the State of the operator is not the State
of Registry, the State of the operator shall ensure that the MEL does not affect the
aeroplane’s compliance with the airworthiness requirements applicable in the State of
Registry.
Note.— Guidance on the minimum equipment list is contained in CAR Section 2 Series B
Part I.
6.1.4 The operator shall provide operations staff and flight crew with an aircraft operating manual,
for each aircraft type operated, containing the normal, abnormal and emergency procedures
relating to the operation of the aircraft. The manual shall include details of the aircraft
systems and of the checklists to be used. (The design of the manual shall observe
Human Factors principles.)
Rev.2 dated ___October, 2022 54CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
Note- Guidance material on the application of Human Factors principles can be
found in the Human Factors Training Manual (ICAO Doc 9683).
6.1.5 Aeroplane operated under an Article 83 bis agreement
Note.- Guidance concerning the transfer of responsibilities by the State of Registry to the State of the
Operator in accordance with Article 83 bis is contained in the Manual on the Implementation
of Article 83 bis of the Convention on International Civil Aviation (Doc 10059).
6.1.5.1 An aeroplane, when operating under an Article 83 bis agreement entered into between the
State of Registry and the State of the Operator shall carry a certified true copy of the
agreement summary in either an electronic or hard copy format. When the summary is
issued in a language other than English, an English translation shall be included.
Note- Guidance regarding the agreement summary is contained in the manual on the implementation
of Article 83 bis of the Convention on International Civil Aviation (Doc10059).
6.1.5.2 The agreement summary of an Article 83 bis agreement shall be accessible to a civil aviation
safety inspector to determine which functions and duties are transferred under the
agreement by the State of Registry to the State of the Operator, when conducting
surveillance activities such as ramp checks.
Note.- Guidance for the civil aviation safety inspector conducting an inspection of an aeroplane
operated under an Article 83 bis agreement is contained in the Manual of Procedures for
Operations Inspection Certification and Continued Surveillance (Doc 8335).
6.1.5.3 The agreement summary shall be transmitted to ICAO together with the Article 83 bis
Agreement for registration with the ICAO Council by the State of Registry or the State of
the Operator.
Note.- The agreement summary transmitted with, the Article 83 bis agreement registered with the
ICAO Council contains the list of all aircraft affected by the agreement. However, the
certified true copy to be carried on board as per 6.1.5.1 will need to list only the specific
aircraft carrying the copy.
6.1.5.4 The agreement summary should contain the information for the specific aircraft and should
follow the layout out as specified in CAP 3200.
Rev.2 dated ___October, 2022 55CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
6.2 All aeroplanes on all flights
6.2.1 An aeroplane shall be equipped with instruments which will enable the flight crew to control
the flight path of the aeroplane, carry out any required procedural manoeuvres and observe
the operating limitation of the aeroplane in the expected operating conditions.
6.2.2 An aeroplane shall be equipped with:
a) accessible and adequate medical supplies;
Medical supplies should comprise:
1) one or more first-aid kits for the use of cabin crew in managing incidents of ill health;
and
2) for aeroplanes required to carry cabin crew as part of the operating crew, one
universal precaution kit (two for aeroplanes authorized to carry more than 250
passengers) for the use of cabin crew members in managing incidents of ill health
associated with a case of suspected communicable disease, or in the case of illness
involving contact with body fluids; and
3) for aeroplanes authorized to carry more than 100 passengers, on a sector length of
more than two hours, a medical kit, for the use of medical doctors or other qualified
persons in treating in-flight medical emergencies.
b) portable fire extinguishers of a type which, when discharged, will not cause dangerous
contamination of the air within the aeroplane. At least one shall be located in:
1) the pilot's compartment; and
2) each passenger compartment that is separate from the pilot's compartment and
that is not readily accessible to the flight crew.
Note.1- Any portable fire extinguisher so fitted in accordance with the Certificate of
Airworthiness of the aeroplane may count as one prescribed.
Rev.2 dated ___October, 2022 56CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
Note 2. – Refer to 6.2.2.1 for fire extinguishing agents.
c) 1) a seat or berth for each person over an age of two years;
2) a seat belt for each seat and restraining belts for each berth; and
3) a safety harness for each flight crew seat. The safety harness for each pilot seat
shall incorporate a device which will automatically restrain the occupant's torso in the
event of rapid deceleration.
It is recommended that the safety harness for each pilot seat should incorporate a
device to prevent a suddenly incapacitated pilot from interfering with the flight controls.
Note: Safety harness includes shoulder straps and a seat belt which may be used
independently.
d) means of ensuring that the following information and instructions are conveyed to
passengers:
1) when seat belts are to be fastened;
2) when and how Oxygen equipment is to be used if the carriage of oxygen is required.
3) restrictions on smoking;
Note.- Smoking is prohibited in the domestic flights.
4) location and use of life jackets or equivalent individual flotation devices where their
carriage is required;
5) location and method of opening emergency exits;
e) spare electrical fuses of appropriate ratings for replacement of those accessible in
flight.
6.2.2.1 Any agent used in a built-in fire extinguisher for each lavatory disposal receptacle for towels,
paper or waste in an aeroplane for which the individual certificate of airworthiness is first
issued on or after 31 December 2011 and any extinguishing agent used in a portable fire
extinguisher in an aeroplane for which the individual certificate of airworthiness is first issued on or
after 31 December 2018 shall:
Rev.2 dated ___October, 2022 57CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
a) meet the applicable minimum performance requirements, and;
b) not be of a type listed in Annex A, Group II of the Montreal Protocol on Substances That
Deplete the Ozone Layer, 8th Edition, 2009.
Note.— Information concerning extinguishing agents is contained in the UNEP Halons
Technical Options Committee Technical Note No. 1 – New Technology Halon Alternatives
and FAA Report No. DOT/FAA/AR-99-63, Options to the Use of Halons for Aircraft Fire
Suppression Systems.
6.2.3 An aeroplane shall carry:
a) the operations manual prescribed in 4.2.2 or those parts of it that pertain to flight
operations;
b) the flight manual for the aeroplane, or other documents containing performance data
required for the application of Section 5 and any other information necessary for the
operation of the aeroplanes within the terms of its certificate of airworthiness unless
this data are available in the Operations Manual;
c) current and suitable charts to cover the route of the proposed flight and any route along
which it is reasonable to expect that the flight may be diverted; and
d) any other documents prescribed in CAR Section 2, Series X- Part VII.
6.2.4 Marking of break-in points
6.2.4.1 If areas of the fuselage suitable for break-in by rescue crews in emergency are marked on
an aeroplane, such areas shall be marked as shown in the diagram on locations specified by
the manufacturers. The colour of the markings shall be red or yellow, and if necessary they
shall be outlined in white to contrast with the background.
6.2.4.2 If the corner markings are more than 2m apart, intermediate lines 9cm x 3cm shall be
inserted so that there is no more than 2 m between adjacent markings.
Note.— This does not require any aeroplane to have break-in areas.
Rev.2 dated ___October, 2022 58CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
6.3 Flight recorders. The operators shall comply with the requirements given in the CAR Section
2, Series ‘I’ Part V and Series ‘I’ Part VI for installation of Flight Data Recorder and Cockpit
Voice Recorder (CVR) as the case may be or the combination recorder (FDR/CVR).
6.4 All aeroplanes operated as VFR flights
6.4.1 All aeroplane when operated in accordance with VFR shall be equipped with:
a) a magnetic compass;
b) an accurate time piece indicating the time in hours, minutes and seconds.
c) a sensitive pressure altimeter;
d) an airspeed indicator;
e) rpm indicator for each engine;
f) free air temperature indicator;
g) oil pressure indicator for each engine;
h) oil quantity indicator for each tank;
i) CHT indicator for each engine having rated BHP above 250 or EGT gauge for each
engine in case turbine engine is fitted;
Rev.2 dated ___October, 2022 59CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
j) oil temperature gauge for each engine;
k) fuel quantity indicator for each tank;
l) landing gear position indicator for aircraft fitted with retractable landing gear.
6.4.2 VFR flights which are operated as controlled flights shall be equipped in accordance
with 6.9.
6.5 All aeroplanes on flights over water
6.5.1 Seaplanes
All seaplanes for all flights shall be equipped with
a) one life jacket or equivalent individual flotation device, for each person on board, stowed
in a position easily accessible from the seat or berth of a person for whose use it is
provided.
b) equipment for making the sound signal prescribed in the international regulations for
preventing collisions at Sea, where applicable, and;
c) one sea anchor (drogue)
Note: "Seaplanes" include amphibians operated as seaplanes.
6.5.2 Landplanes
6.5.2.1 Landplanes shall carry the equipment prescribed in para 6.5.2.2:
a) when flying over water and at a distance of more than 50 NM (93 km) away from the
shore, in the case of landplanes operated in accordance with 5.2.9 or 5.2.10;
b) when flying en route over water beyond gliding distance from the shore, in the case of
all other landplanes; and
c) when taking off or landing at an aerodrome where, in the opinion of DGCA, the takeoff
or approach path is so disposed over water that in the event of a mishap there would be
a likelihood of a ditching.
Rev.2 dated ___October, 2022 60CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
6.5.2.2 The equipment referred to in 6.5.2.1 shall comprise one life jacket for each person on board,
stowed in a position easily accessible from the seat or berth of the person for whose
use it is provided.
Note 1:- "Landplanes" includes amphibians operated as landplanes.
Note 2 - Life jackets accessible from seats or berths located in crew rest compartments are
required only if the seats or berths concerned are certified to be occupied during take- off
and landing.
Note 3. —The acceptable means of compliance with this Standard, particularly in the case
of infants, are in the Guidance on the preparation of an Operations Manual (Doc 10153),
Chapter11 Attachment D.
6.5.3 All aeroplanes on long range over water flights
6.5.3.1 In addition to the equipment prescribed in 6.5.1 or 6.5.2 whichever is applicable, the following
equipment shall be installed in all aeroplanes when used over routes on which the aeroplane
may be over water and at more than a distance corresponding to 120 minutes at cruising
speed or 400 NM (740 km), whichever is the lesser, away from land suitable for making an
emergency landing in the case of aircraft operated with 5.2.9 or 5.2.10 and 30 minutes or
185 km (100 NM), whichever is the lesser, for all other aeroplanes:
a) lifesaving rafts in sufficient numbers to carry all persons on board, stowed so as to
facilitate their ready use in emergency, provided with such life-saving equipment
including means of sustaining life as is appropriate to the flight to be undertaken; and
b) equipment for making the pyrotechnical distress signals described in CAR Section 9
Series ‘C’ Part I.
c) at the earliest practicable date, but not later than 1 January 2018, on all aeroplanes of
a maximum certificated takeoff mass of over 27 000 kg, a securely attached underwater
locating device operating at a frequency of 8.8 kHz. This automatically activated
underwater locating device shall operate for a minimum of 30 days and shall not be
installed in wings or empennage.
Note: Underwater locator beacon (ULB) performance requirements are as contained in
the SAE AS6254, Minimum Performance Standard for Low Frequency Underwater
Locating Devices (Acoustic) (Self-Powered), or equivalent documents.
Rev.2 dated ___October, 2022 61CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
6.5.3.2 Each life jacket when carried in accordance with 6.5.1 a), 6.5.2.1 and 6.5.2.2, shall be
equipped with a means of electric illumination for the purpose of facilitating the location of
persons, except where the requirement of 6.5.2.1 c) is met by the provision of individual
floatation devices other than life jackets.
6.6 All aeroplanes on flights over designated land areas
Aeroplane when operated across land areas which may be designated by AAI as areas in
which search and rescues would be especially difficult, shall be equipped with at least one
survival radio equipment, stowed so as to facilitate its ready use in an emergency which
operates on VHF. The equipment shall be portable, not dependent for operation upon the
aircraft power supply and capable of being operated away from the aircraft by unskilled
persons. Aeroplane shall also be equipped with such signaling devices and life-saving
equipment (including means of sustaining life), as may be appropriate to the area overflown.
6. 7 All aeroplanes on high altitude flight
Note.— Approximate altitude in the Standard Atmosphere corresponding to the value of
absolute pressure used in this text is as follows:
Absolute pressure Metres Feet
700 hPa 3 000 10 000
620 hPa 4 000 13 000
376 hPa 7 600 25 000
6.7.1 An aeroplane intended to be operated at altitudes at which the atmospheric pressure
is less than 700 hPa shall be provided with oxygen storage and dispensing apparatus capable
of storing and dispensing the oxygen supplies required in 4.3.9.1.
6.7.2 An aeroplane intended to be operated at flight altitudes at which the atmospheric pressure is
less than 700 hPa but which is provided with means of maintaining pressures greater than
700 hPa in personnel compartments shall be provided with oxygen storage and dispensing
apparatus capable of storing and dispensing the oxygen supplies required in 4.3.9.2.
6.7.3 Pressurised aeroplanes which are intended to be operated at flight altitude at which the
atmospheric pressure would be less than 376 hPa, shall be equipped with the device to
provide positive warning to the flight crew of any dangerous loss of pressurisation.
Rev.2 dated ___October, 2022 62CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
6.7.4 Pressurized aeroplanes introduced into service before 1 July 1962 and intended to be
operated at flight altitudes at which the atmospheric pressure is less than 376 hPa
shall be equipped with a device to provide positive warning to the flight crew of any dangerous
loss of pressurization
6.7.5 An aeroplane intended to be operated at flight altitudes at which the atmospheric pressure is
less than 376 hPa, or which. if operated at flight altitudes at which the atmospheric pressure is
more than 376 hPa, cannot descend safely within four minutes to a flight altitude at which
the atmospheric pressure is equal to 620 hPa shall be provided with automatically deployable
oxygen equipment to satisfy the requirements of
4.3.9.2. The total number of oxygen dispensing units shall exceed the number of passenger
and cabin attendant seats by at least 10 per cent.
6.7.6 If an aeroplane intended to be operated at flight altitudes at which the atmospheric pressure
is less than 376 hPa, or which, if operated at flight altitudes at which the atmospheric
pressure is more than 376 hPa cannot descend safely within four minutes to a flight altitude
at which the atmospheric pressure is equal to 620 hPa, and for which the individual
certificate of airworthiness was first issued before 9 November 1998, should be provided
with automatically deployable oxygen equipment to satisfy the requirements of 4.3.9.2. The
total number of oxygen dispensing units should exceed the number of passenger and cabin
crew seats by at least 10 percent.
6.8 All aeroplanes in icing conditions
All aeroplanes shall be equipped with suitable anti-icing and/or de-icing devices when operated
in circumstances in which icing conditions are reported to exist or are expected to be
encountered.
6.9 All aeroplanes operated in accordance with Instrument Flight Rules
6.9.1 All aeroplanes when operated in accordance with the instrument flight rules, or when the
aeroplanes cannot be maintained in a desired attitude without reference to one or more flight
instruments, shall be equipped with
a) a magnetic compass;
b) an accurate timepiece indicating the time in hours, minutes and seconds;
c) two sensitive pressure altimeters with counter drum-pointer or equivalent
presentation;
Rev.2 dated ___October, 2022 63CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
Note.— Neither three-pointer nor drum-pointer altimeters satisfy the requirement in 6.9.1(c).
d) an airspeed indicating system with means of preventing malfunctioning due to either
condensation or icing;
e) a turn and slip indicator;
f) an attitude indicator (artificial horizon);
g) a heading indicator (directional gyroscope);
Note.— The requirements of 6.9.1 e), f) and g) may be met by combinations of instruments
or by integrated flight director systems provided that the safeguards against total failure, inherent
in the three separate instruments, are retained.
h) a means of indicating whether the power supply to the gyroscopic instrument is
adequate;
i) a means of indicating in the flight crew compartment the outside air temperature;
j) a rate-of-climb and descent indicator; and
k) such additional instruments or equipment as prescribed by DGCA.
6.9.2 All aeroplanes over 5700 kg - Emergency power supply for electrically operated attitude
indicating instruments
6.9.2.1 All aeroplanes of a maximum certificated take off mass of over 5700 kg newly introduced into
service after 1st January, 1975, shall be fitted with an emergency power supply independent
of the main electrical generating system for the purpose of operating and illuminating for a
minimum period of 30 minutes, an attitude indicating instrument (artificial horizon), clearly
visible to the pilot-in-command. The emergency power supply shall be automatically operative
after total failure of the main electrical generating system and clear indication shall be given
on the instrument panel that the attitude indicator(s) is being operated by emergency power.
6.9.2.2 Those instruments that are used by any one pilot shall be so arranged as to Permit / Certificate
the pilot to see their indications readily from his or her station, with the minimum practicable
deviation from the position and line of vision normally assumed when looking forward along
the flight path.
Rev.2 dated ___October, 2022 64CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
6.10 All aeroplanes when operated at night
All aeroplanes, when operated at night shall be equipped with:
a) all equipment specified in 6.9;
b) position lights;
c) anti collision lights;
d) two landing lights;
Note.— Aeroplanes not certificated in accordance with Annex 8 which are equipped with a
single landing light having two separately energized filaments will be considered to have complied
with 6.10 d).
e) illumination for all instruments and equipment that are essential for the safe operation of
the aeroplane that are used by the flight crew;
f) Independent portable light in all passenger compartments; and
g) an electric torch for each crew member station
6.11 Pressurized aeroplanes when carrying passengers — weather radar
Pressurized aeroplanes when carrying passengers, should be equipped with operative
weather radar whenever such aeroplane are operated in areas where thunderstorms or other
potentially hazardous weather conditions regarded as detectable with airborne weather radar
may be expected to exist along the route either at night or under Instrument Meteorological
Conditions.
6.12 All aeroplanes operated above 15 000 m (49 000 ft) —radiation indicator
All aeroplanes intended to be operated above 15 000 m (49 000 ft) shall carry equipment
to measure and indicate continuously the dose rate of total cosmic radiation being received
(i.e. the total of ionizing and neutron radiation of galactic and solar origin) and the cumulative
dose on each flight. The display unit of the equipment shall be readily visible to a flight crew
member.
Note.— The equipment is calibrated on the basis of assumptions acceptable to the DGCA
6.13 All aero planes complying with the noise certification Standards in CAR Section 6
Rev.2 dated ___October, 2022 65CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
An aeroplane shall carry a document attesting noise certification in English language.
Note.— The attestation may be contained in any document, carried on board,
approved by DGCA
6.14 Mach number indicator
All aeroplanes with speed limitations expressed in terms of Mach number, shall be equipped
with a Mach number indicator.
Note.— This does not preclude the use of the airspeed indicator to derive Mach
number for ATS purposes.
6.15 Aeroplanes required to be equipped with ground proximity warning systems (GPWS)
The operator shall ensure that requirements laid down in the CAR Section 2, Series ‘I’ Part VII
in relation to the installation of Ground Proximity Warning System (GPWS) are followed.
6.16 Aeroplanes carrying passengers —cabin crew seats
6.16.1 All aeroplanes shall be equipped with a forward or rearward facing (within 15 degrees
of the longitudinal axis of the aeroplane) seat, fitted with a safety harness for the useof each
cabin crew member required to satisfy the intent of 12.1 in respect of emergency evacuation.
6.16.2 Aeroplanes for which the individual certificate of airworthiness was first issued before 1
January 1981
All aeroplanes should be equipped with a forward or rearward facing (within 15 degrees
of the longitudinal axis of the aeroplane) seat, fitted with a safety harness for the use of each
cabin crew member required to satisfy the intent of
12.1 in respect of emergency evacuation.
Note.— Safety harness includes shoulder straps and a seat belt which may be used
independently.
Rev.2 dated ___October, 2022 66CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
6.16.3 Cabin crew seats provided in accordance with 6.16.1 and 6.16.2 shall be located near floor
level and other emergency exits as required by the DGCA for emergency evacuation.
6.17 Emergency locator transmitter (ELT)
6.17.1 All aeroplanes should carry an automatic ELT.
6.17.2 Except as provided for in 6.17.3, all aeroplanes authorized to carry more than 19 passengers
shall be equipped with at least one automatic ELT or two ELTs of any type.
6.17.3 All aeroplanes authorized to carry more than 19 passengers for which the individual certificate
of airworthiness is first issued after 1 July 2008 shall be equipped either:
a) at least two ELTs, one of which shall be automatic; or
b) at least one ELT and a capability that meets the requirements of 6.18.
Note.— In the case where the requirements for 6.18 are met by another system no automatic
ELT is required.
6.17.4 Except as provided in 6.17.5 all aeroplanes authorized to carry 19 passengers or less shall
be equipped with at least one ELT of any type.
6.17.5 All aeroplanes authorized to carry 19 passengers or less for which the individual certificate of
airworthiness is first issued after 1 July 2008 shall be equipped with at least one automatic
ELT.
6.17.6 ELT equipment carried to satisfy the requirements of 6.17.1, 6.17.2, 6.17.3, 6.17.4 and
6.17.5 shall operate in accordance with the relevant provisions of Section 9 Series D
Part IV.
Note.— The judicious choice of numbers of ELTs, their type and placement on aircraft and
associated floatable life support systems will ensure the greatest chance of ELT activation in
the event of an accident for aircraft operating over water or land, including areas especially
difficult for search and rescue. Placement of transmitter units is a vital factor in ensuring
optimal crash and fire protection. The placement of the control and switching devices
(activation monitors) of automatic fixed ELTs and their associated operational procedures will
also take into consideration the need for rapid detection of inadvertent activation and
convenient manual switching by crew members.
Rev.2 dated ___October, 2022 67CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
6.18 Location of an aeroplane in distress
6.18.1 All aeroplanes of a maximum certificated take-off mass of over 27 000 kg for which the
individual certificate of airworthiness is first issued on or after 1 January 2023, shall
autonomously transmit information from which a position can be determined by the operator
at least once every minute, when in distress, in accordance with Appendix 9.
6.18.2 All aeroplanes of a maximum certificated take-off mass of over 5 700 kg for which the
individual certificate of airworthiness is first issued on or after 1 January 2023, should
autonomously transmit information from which a position can be determined at least once
every minute, when in distress, in accordance with Appendix 9.
6.18.3 The operator shall make position information of a flight in distress available to the appropriate
search and rescue center.
Note 1.— Refer to 4.2.1.3.1 for operator responsibilities when using third parties.
Note 2.— Operational procedures for monitoring and making position information of a flight in
distress available to the appropriate organizations in a timely manner are contained in PANJS-
OPS, Volume III, Section 10
6.19 Aeroplanes required to be equipped with an airborne collision avoidance system
(ACAS II)
The operator shall ensure that requirements laid down in the CAR Section 2, Series ‘I’
Part VIII in relation to the installation of Airborne Collision Avoidance System (ACAS) are
followed.
6.20 Requirements for pressure-altitude reporting transponders
6.20.1 All aeroplanes shall be equipped with a pressure- altitude reporting transponder which
operates in accordance with the relevant provisions of Section 9 Series D Part V.
6.20.2 All aeroplanes for which the individual certificate of airworthiness is first issued after 1 January
2009 shall be equipped with a data source that provides pressure-altitude information with a
resolution of 7.62 m (25 ft), or better.
6.20.3 All aeroplanes shall be equipped with a data source that provides pressure- altitude
information with a resolution of 7.62 m (25 ft), or better.
Rev.2 dated ___October, 2022 68CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
6.20.4 The Mode S transponder should be provided with the airborne/on-the- ground status if the
aeroplane is equipped with an automatic means of detecting such status.
Note 1.— These provisions will improve the effectiveness of airborne collision avoidance
systems as well as air traffic services that employ Mode S radar. In particular, tracking
processes are significantly enhanced with a resolution of 7.62 m (25 ft), or better.
Note 2.— Mode C replies of transponders always report pressure altitude in 30.50 m (100ft)
increments irrespective of the resolution of the data source.
6.20.5 The operator shall ensure that requirements laid down in the CAR Section 2, Series ‘R’ Part
IV in relation to the installation of Pressure Altitude Reporting Transponder are complied with.
Note 1- These provisions will improve the effectiveness of airborne collision avoidance
system as well as air traffic services that employ Mode ’S’ radar. In particular tracking
processes are significantly enhanced with the resolution of 7.62 M (25ft), or better.
Note 2- Mode ‘C’ replies of transponders always report pressure altitudes in 30.50 m (100ft)
increments irrespective of the resolution of the data source.
6.21 Microphones
All flight crew members required to be on flight deck duty shall communicate through boom
or throat microphones below the transition level/altitude.
6.22 Turbo-jet aeroplanes — forward-looking wind shear warning system
The requirements to the forward looking wind shear warning system are given in CAR Section
2, Series ‘I’ Part VII
6.23 All aeroplanes operated by a single pilot under the instrument flight rules (IFR)
For approval in accordance with 4.9.1, all aeroplanes operated by a single pilot under the IFR
shall be equipped with:
a) a serviceable autopilot that has at least altitude hold and heading select modes;
b) a headset with a boom microphone or equivalent; and
Rev.2 dated ___October, 2022 69CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
c) means of displaying charts that enables them to be readable in all ambient light
conditions.
6.24 Aeroplanes equipped with automatic landing systems, a head-up displays (HUD)
and/or or equivalent displays, enhanced vision systems (EVS), synthetic vision
systems (SVS) and/or combined vision systems (CVS)
6.24.1 Notwithstanding Para 4, Para 4.2.8.1.1 to Para 4.2.8.1.3, where aeroplanes are equipped
with automatic landing systems, a HUD and/or equivalent displays, EVS, SVS or CVS, or any
combination of those systems into a hybrid system the criteria for the use of such systems
for the safe operation of an aeroplane shall be, as laid down in OC 18 of 2014.
Note.— Information regarding, automatic landing systems, a HUD or equivalent displays,
EVS, SVS or CVS is contained in the Manual of All-Weather Operations (Doc 9365).
6.25 Electronic flight bags (EFBs)
6.25.1 EFB equipment
6.25.1.1 Where portable EFBs are used on board, the operator shall ensure that they do not
affect the performance of the aeroplane systems, equipment or the ability to operate the
aeroplane.
6.25.2 EFB functions
6.25.2.1 Where EFBs are used on board an aeroplane the operator shall:
a) assess the safety risk(s) associated with each EFB function;
b) establish and document the procedures for the use of, and training requirements
for, the device and each EFB function; and
c) ensure that, in the event of an EFB failure, sufficient information is readily available to
the flight crew for the flight to be conducted safely.
Note.— Guidance on safety risk assessments is contained in the Safety Management
Manual (SMM) (Doc 9859).
6.25.2.2 DGCA shall issue specific approval for the operational use of EFB functions to be used
for the safe operations of aeroplanes.
Rev.2 dated ___October, 2022 70CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
Note.— Requirements for obtaining specific approval for Operational use of EFB is contained
in CAR Section 8 Series S Part VIII.
6.25.3 EFB Specific approval
6.25.3.1 When issuing a specific approval for the use of EFBs, DGCA shall ensure that:
a) the EFB equipment and its associated installation hardware, including interaction with
aeroplane systems if applicable, meet the appropriate airworthiness certification
requirements;
b) the operator has assessed the safety risks associated with the operations supported
by the EFB function(s);
c) the operator has established requirements for redundancy of the information (if
appropriate) contained in and displayed by the EFB function(s);
d) the operator has established and documented procedures for the management of the
EFB function(s) including any database it may use; and
e) the operator has established and documented the procedures for the use of, and
training requirements for, the EFB and the EFB function(s).
Note. — Guidance on safety risk assessments is contained in the Safety Management Manual
(SMM) (Doc 9859).
6.26 TURBINE AEROPLANE - RUNWAY OVERRUN AWARENESS AND ALERTING SYSTEM
(ROAAS)
6.26.1 All turbine-engined aeroplanes of a maximum certificated take-off mass in excess of 5 700
kg, for which the individual certificate of airworthiness is first issued on or after 1 January
2026, shall be equipped with a runway overrun awareness and alerting system (ROAAS).
Note.— Guidance material for ROAAS design is contained in EUROCAE ED-250, Minimum
Operation Performance Specification (MOPS) for Runway Overrun Awareness and Alerting
System (ROAAS), or equivalent documents
.
7.0 Aeroplane Communication and Navigation Equipment
7.1 Communication equipment
Rev.2 dated ___October, 2022 71CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
7.1.1 An aeroplane shall be provided with radio communication equipment capable of:
a) conducting two-way communication for aerodrome control purposes;
b) receiving meteorological information at any time during flight; and
c) conducting two-way communication at any time during flight with at least one
aeronautical station and with such other aeronautical stations and on such frequencies
as may be prescribed by the appropriate authority.
Note.— The requirements of 7.1.1 are considered fulfilled if the ability to conduct the
communications specified therein is established during radio propagation conditions which
are normal for the route.
7.1.2 The radio communication equipment required in accordance with 7.1.1 shall provide for
communications on the aeronautical emergency frequency 121.5 MHz.
7.1.3 For operations where communication equipment is required to meet an RCP specification for
performance-based communication (PBC), an aeroplane shall, in addition to the requirements
specified in 7.1.1:
a) be provided with communication equipment which will enable it to operate in accordance
with the prescribed RCP specification;
b) have information relevant to the aeroplane RCP specification capabilities listed in the
flight manual or other aeroplane documentation approved by the State of Design or
DGCA; and
c) have information relevant to the aeroplane RCP specification capabilities included in
the MEL
Note.—. Information on the performance-based communication and surveillance (PBCS)
concept and guidance material on its implementation are contained in the Performance-
based Communication and Surveillance (PBCS) Manual (Doc 9869).
7.1.4 DGCA shall, for operations where an RCP specification for PBC has been prescribed,
ensure that the operator has established and documented:
a) normal and abnormal procedures, including contingency procedures;
b) flight crew qualification and proficiency requirements, in accordance with appropriate
Rev.2 dated ___October, 2022 72CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
RCP specifications;
c) a training programme for relevant personnel consistent with the intended operations;
and
d) appropriate maintenance procedures to ensure continued airworthiness, in
accordance with appropriate RCP specifications.
7.1.5 DGCA shall ensure that, in respect of those aeroplanes mentioned in 7.1.3, adequate
provisions exist for:
a) receiving the reports of observed communication performance issued by monitoring
programmes established in accordance with Section 9 Series E Part I; and
b) taking immediate corrective action for individual aircraft, aircraft types or operators,
identified in such reports as not complying with the RCP specification.
7.2 Navigation equipment
7.2.1 An aeroplane shall be provided with navigation equipment which will enable it to
proceed:
a) in accordance with its operational flight plan; and
b) in accordance with the requirements of air traffic services;
except when navigation for flights under the VFR is accomplished by visual reference to
landmarks.
7.2.2 For operations where a navigation specification for PBN has been prescribed, an
aeroplane shall, in addition to the requirements specified in 7.2.1:
a) be provided with navigation equipment which will enable it to operate in accordance
with the prescribed navigation specification(s); and
b) have information relevant to the aeroplane navigation specification capabilities listed in
the flight manual or other aeroplane documentation approved by the State of the Design
or DGCA; and
c) have information relevant to the aeroplane navigation specification capabilities
included in the MEL.
Note.— Guidance on aeroplane documentation is contained in the Performance- based
Rev.2 dated ___October, 2022 73CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
Navigation (PBN) Manual (Doc 9613).
7.2.3 DGCA shall, for operations where a navigation specification for PBN has been prescribed,
ensure that the operator has established and documented:
a) normal and abnormal procedures including contingency procedures;
b) flight crew qualification and proficiency requirements in accordance with the
appropriate navigation specifications;
c) a training programme for relevant personnel consistent with the intended operations;
and
d) appropriate maintenance procedures to ensure continued airworthiness in
accordance with the appropriate navigation specifications.
Note 1.— Guidance on safety risks and mitigations for PBN operations, in accordance with
Annex 19, are contained in the Performance-based Navigation (PBN) Operational Approval
Manual (Doc 9997).
Note 2.— Electronic navigation data management is an integral part of normal and abnormal
procedures.
7.2.4 DGCA shall issue a specific approval for operations based on PBN authorization required (AR)
navigation specifications.
Note.— Guidance on specific approvals for PBN authorization required (AR) navigation
specifications is contained in the Performance-based Navigation (PBN) Operational Approval
Manual (Doc 9997).
7.2.5 For flights in defined portions of airspace where based on Regional Air Navigation agreement,
minimum navigation performance specifications (MNPS) are prescribed, an aeroplane shall
be provided with navigation equipment which:
a) continuously provides indications to the flight crew of adherences to or departures
from track to the required degree of accuracy at any point along with the track; and
b) has been authorised by DGCA for MNPS operations concerned.
Note.— The prescribed minimum navigation performance specifications and the procedures
governing their application are given in CAR Section 8, Series ‘S’ Part III.
Rev.2 dated ___October, 2022 74CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
7.2.6 For flights in defined portions of airspace where, based on Regional Air Navigation
Agreement, a reduced vertical separation minimum (RVSM) of 300 m (1 000 ft) is applied
between FL 290 and FL 410 inclusive:
a) The aeroplane shall be provided with equipment which is capable of:
1) indicating to the flight crew the flight level being flown;
2) automatically maintaining a selected flight level;
3) providing an alert to the flight crew when a deviation occurs from the selected
flight level. The threshold for the alert shall not exceed ± 90 m (300 ft); and
4) automatically reporting pressure-altitude; and
b) DGCA shall issue a specific approval for RVSM Operations
7.2.7 Prior to granting the RVSM specific approval required in accordance with 7.2.6 the DGCA
shall be satisfied that:
a) the vertical navigation performance capability of the aeroplane satisfies the
requirements specified in the Note given below;
b) the operator has instituted appropriate procedures in respect of continued
airworthiness (maintenance and repair) practices and programmes; and
c) the operator has instituted appropriate flight crew procedures for operations RVSM
airspace.
Note.-- An RVSM s p e c i f i c approval is valid globally on the understanding that any operating
procedures specific to a given region will be stated in the operations manual or appropriate
crew guidance.
7.2.8 Operator shall ensure that, in respect of those aeroplanes mentioned in 7.2.4 there
exists a system for:
a) receiving the reports of height-keeping performance issued by the monitoring
agencies established in accordance with Section 9 Series E Part I, para 3.3.4.1;
and
b) taking immediate corrective action for individual aircraft, or aircraft type groups,
identified in such reports as not complying with the height- keeping requirements
for operation in airspace where RVSM is applied.
Rev.2 dated ___October, 2022 75CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
7.2.9 An operator that has been issued an RVSM specific approval shall ensure that a
minimum of two aeroplanes of each aircraft type grouping of the operator have their
height-keeping performance monitored at least once every two yearsor within
intervals of 1 000 flight hours per aeroplane, whichever period is longer.If an operator
aircraft type grouping consists of a single aeroplane, monitoring of that aeroplane
shall be accomplished within the specified period.
Note.—Monitoring data from any regional monitoring programme established in
accordance with Appendix 4, may be used to satisfy the requirement.
7.2.10 DGCA is responsible for airspace where RVSM has been implemented, or to issue RVSM
specific approvals to operators within India. An aircraft operating without the approval in
Indian airspace, and an operator for whom DGCA has regulatory oversight responsibility is
found to be operating without the required approval in the airspace of another State,
DGCA may take appropriate action in respect of aircraft and operators found to be operating
in RVSM airspace without a valid RVSM specific approval.
Note 1.— These provisions and procedures need to address both the situation where the
aircraft in question is operating without a specific approval in the airspace of the State,
and the situation where an operator for which the State has regulatory oversight
responsibility is found to be operating without the required specific approval in the airspace
of another State.
Note 2.— Guidance material relating to the specific approval for operation in RVSM airspace
is contained in the Manual on Implementation of a 300 m (1 000 ft) Vertical Separation
Minimum Between FL 290 and FL 410 inclusive (Doc 9574).
Note 3 – Refer to CAR Section 8 Series S Part II
7.2.11 The aeroplane shall be sufficiently provided with navigation equipment to ensure that, in
the event of the failure of one item of equipment at any stage of the flight, the remaining
equipment will enable the aeroplane to navigate in accordance with 7.2.1 and where
applicable 7.2.2, 7.2.3 and 7.2.4.
Note.- Guidance material relating to aircraft equipment necessary for flight in airspace where
RVSM is applied is contained in the Manual on Implementation of a 300 m (1 000 ft)
Vertical Separation Minimum Between FL 290 and FL 410 Inclusive
(Doc 9574).
7.2.12 On flights in which it is intended to land in instrument meteorological conditions, an aeroplane
shall be provided with radio equipment capable of receiving signals providing guidance to a
Rev.2 dated ___October, 2022 76CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
point from which a visual landing can be effected. This equipment shall be capable of
providing such guidance for each aerodrome at which it is intended to land in instrument
meteorological conditions and for any designated alternate aerodromes.
7.3 Surveillance equipment
7.3.1 An aeroplane shall be provided with surveillance equipment which will enable it to operate in
accordance with the requirements of air traffic services.
7.3.2 For operations where surveillance equipment is required to meet an RSP specification for
performance-based surveillance (PBS), an aeroplane shall, in addition to the requirements
specified in 7.3.1:
a) be provided with surveillance equipment which will enable it to operate in accordance with
the prescribed RSP specification(s);
b) have information relevant to the aeroplane RSP specification capabilities listed in the flight
manual or other aeroplane documentation approved by the State of Design or State of
Registry; and
c) have information relevant to the aeroplane RSP specification capabilities included in the MEL.
Note 1.— Information on surveillance equipment is contained in the Aeronautical Surveillance
Manual (Doc 9924).
Note 2.— Information on RSP specifications for performance-based surveillance is contained
in the Performance-based Communication and Surveillance (PBCS) Manual (Doc 9869).
7.3.3 DGCA shall, for operations where an RSP specification for PBS has been prescribed, ensure
that the operator has established and documented:
a) normal and abnormal procedures, including contingency procedures;
b) flight crew qualification and proficiency requirements, in accordance with appropriate RSP
specifications;
c) a training programme for relevant personnel consistent with the intended operations; and
d) appropriate maintenance procedures to ensure continued airworthiness, in accordance with
appropriate RSP specifications.
Rev.2 dated ___October, 2022 77CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
7.3.4 Operator shall ensure that, in respect of those aeroplanes mentioned in 7.3.2, adequate
mechanism exists for:
a) providing to DGCA the reports of observed surveillance performance issued by monitoring
programmes established in accordance with Section 9 Series E Part I,
Chapter 3, 3.3.5.2; and
b) taking immediate corrective action for individual aircraft, aircraft types or operators, identified
in such reports as not complying with the RSP specification
7.4 Installation
The equipment installation shall be such that the failure of any single unit required for either
communication, navigation or surveillance purposes or any combination thereof both
will not result in the failure of another unit required for communication, navigation or
surveillance purposes.
7.5 Electronic navigation data management
7.5.1 An operator shall not employ electronic navigation data products that have been processed
for application in the air and on the ground unless DGCA has approved the operator's
procedures for ensuring that the process applied and the products delivered have met
acceptable standards of integrity and that the products are compatible with the intended
function of the equipment that will use them. Operator shall continue to monitor both process
and products.
Note.-- Guidance relating to the processes that data suppliers may follow is contained in RTCA DO-
200A/EUROCAE ED-76 and RTCA DO- 201A/EUROCAE ED-77.
7.5.2 An operator shall implement procedures that ensure the timely distribution and
insertion of current and unaltered electronic navigation data to all aircraft that require it.
8 AEROPLANE MAINTENANCE
Note 1.— For the purpose of this chapter, “aeroplane” includes: powerplants, propellers,
components, accessories, instruments, equipment and apparatus including emergency
equipment.
Note 2.— Intentionally Left Blank
Note 3.— Guidance on continuing airworthiness requirements is contained in the Airworthiness
Rev.2 dated ___October, 2022 78CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
Manual (Doc 9760).
8.1 Operator's maintenance responsibilities
8.1.1 Operators shall ensure that,
a) each aeroplane they operate is maintained in an airworthy condition:
b) the operational and emergency equipment necessary for an intended flight is
serviceable;
c) the Certificate of Airworthiness of each aeroplane they operate remains valid.
8.1.2 An operator shall not operate an aeroplane unless it is maintained and released to
service by an organisation approved in accordance with CAR 145.
8.1.3 When DGCA accepts an equivalent system, the person signing the maintenance release
shall be licensed in accordance with Aircraft Rules.
8.1.4 An operator shall employ a person or group of persons to ensure that all
maintenance is carried out in accordance with the CAME.
8.1.5 The operator shall ensure that the maintenance of its aeroplanes is performed in accordance
with maintenance programme.
8.2 Operator’s Continuous Airworthiness Management Exposition (CAME)
8.2.1 The operator shall provide, for the use and guidance of maintenance and operational
personnel concerned, a CAME, acceptable to the DGCA, in accordance with the requirements
of 11.2. The design of the manual shall observe Human Factors principles.
Note.— Guidance material on the application of Human Factors principles can be found in the
Human Factors Training Manual (Doc 9683).
8.2.2 The operator shall ensure that the CAME is amended as necessary to keep the information
contained therein up to date.
8.2.3 Copies of all amendments to the operator’s CAME shall be furnished promptly to all
organizations or persons to whom the manual has been issued.
Rev.2 dated ___October, 2022 79CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
8.2.4 The operator shall provide DGCA with a copy of the operator’s CAME, together with all
amendments and/or revisions to it and shall incorporate in it such mandatory material as
DGCA may require
8.3 Maintenance Programme
8.3.1 The operator shall provide, for the use and guidance of maintenance and operational
personnel concerned, a maintenance programme, approved by DGCA, containing the
information required by 11.3. The design and application of the operator’s maintenance
programme shall observe Human Factors principles.
Note.— Guidance material on the application of Human Factors principles can be found in the
Human Factors Training Manual (ICAO Doc 9683):
8.3.2 Copies of all amendments to the maintenance programme shall be furnished promptly to all
organisation or persons to whom the maintenance programme has been issued.
8.4 Maintenance records
8.4.1 An operator shall ensure that the following records are kept for the period mentioned
in 8.4.2:
a) the total time in service (hours, calendar time and cycles, as appropriate) of the
aeroplane and all life limited components;
b) the current status of compliance with all mandatory continuing airworthiness
information;
c) appropriate details of modifications and repairs to the aeroplane and its major
components;
d) the time in service (hours, calendar time and cycles, as appropriate) since last
overhaul or its components subject to a mandatory overhaul life;
e) the current status of aeroplane’s compliance with the maintenance programme; and
f) the detailed maintenance records to show that all requirements for signing of a
maintenance release have been met.
8.4.2 The records in 8.4.1 a) to e) shall be kept for a minimum period of 90 days after the unit
to which they refer has been permanently withdrawn from service and the records in
Rev.2 dated ___October, 2022 80CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
8.4.1 f) for a minimum period of one year after the signing of the maintenance release.
8.4.3 In the event of a temporary change of operator, the records shall be made available to new
operator. In the event of any permanent change of operator, the records shall be transferred
to new operator.
Note.— In the context of 8.4.3, a judgement on what should be considered as a temporary change
of operator will need to be made by the DGCA in the light of the need to exercise control over
the records, which will depend on access to them and the opportunity to update them.
8.4.4 As of 5 November 2020, records kept and transferred in accordance with 8.4 shall be
maintained in a form and format that ensures readability, security and integrity of the records
at all times.
Note 1.— The form and format of the records may include, for example, paper records, film
records, electronic records or any combination thereof.
Note 2.— Guidance regarding electronic aircraft continuing airworthiness records is included in the
Airworthiness Manual (Doc 9760).
8.5 Continuing Airworthiness Information
8.5.1 The operator of an aeroplane over 5 700 kg maximum certificated take-off mass shall monitor
and assess maintenance and operational experience with respect to continuing airworthiness
and provide information as prescribed and report through the system specified in CAR M.
8.5.2 The operator of an aeroplane over 5 700 kg maximum certificated take-off mass shall obtain
and assess continuing airworthiness information and recommendations available from the
organization responsible for the type design and shall implement resulting actions considered
necessary in accordance with a procedure laid down in CAR M.
8.6 Modifications and repairs
All modifications and repairs shall comply with airworthiness requirements acceptable to
DGCA. Procedures shall be established to ensure that the substantiating data supporting
compliance with the airworthiness requirements are retained.
8.7 Approved maintenance organization
8.7.1 Issue of approval
8.7.1.1 The approved maintenance organisation shall demonstrate compliance with the
requirements given in this section and also the requirements given in CAR 145.
Rev.2 dated ___October, 2022 81CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
8.7.1.2 The approval document shall contain at least the following:
a) organisation's name and location;
b) date of issue and period of validity;
c) terms of approval.
8.7.1.3 The continued validity of the approval shall depend upon the organisation remaining
in compliance with the requirements of 8.7 for an approved maintenance organization CAR
145.
8.7.2 Maintenance Organisation Exposition (MOE)
8.7.2.1 The maintenance organisation shall provide for the use and guidance of maintenance
personnel concerned a MOE containing the following information:
a) a general description of the scope of work authorised under the organisation's term
or approval;
b) a description of the organisation's procedures and quality or inspection system;
c) a general description of the organisation's facilities;
d) names and duties of the person or persons as required by 8.7.6.1;
e) a description of the procedures used to establish the competence of maintenance
personnel as required by 8.7.6.3;
f) a description of method used for completion and retention of maintenance records
required by 8.7.7;
g) a description of procedures for preparing the flight release and the circumstances under
which the release to be signed;
h) the personnel authorised to sign the maintenance release and scope of their
authorisation;
i) a description, when applicable, of the additional procedures for complying with an
operator's maintenance procedures and requirements;
Rev.2 dated ___October, 2022 82CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
j) a description of the procedures for complying with the service information reporting
requirements
k) a description of the procedure for receiving, assessing, amending and distributing
within the maintenance organisation all necessary airworthiness data from the type
certificate holder or type design organization.
8.7.2.2 The maintenance organization shall ensure that the MOE is amended as necessary to
keep the information contained therein up to date.
8.7.2.3 Copies of all amendments to the MOE shall be furnished promptly
to all organisations or persons to whom the manual has been issued
8.7.3 Safety management
Note.— Annex 19 includes safety management provisions for approved maintenance
organizations.
8.7.4 Maintenance procedures and quality assurance system
8.7.4.1 The maintenance organisation shall establish procedures, acceptable to DGCA which ensure
good maintenance practices and compliance with all relevant requirements of para 8 of this
CAR.
8.7.4.2 The maintenance organisation shall ensure compliance with 8.7.4.1 by either, establishing
an independent quality assurance system to monitor compliance with and adequacy of the
procedures, or by providing a system of inspection to ensure that all maintenance is properly
performed.
8.7.5 Facilities
8.7.5.1 The facilities and working environment shall be appropriate for the task to be performed.
8.7.5.2 The maintenance organisation shall have the necessary technical data, equipment, tools and
material to perform the work for which it is approved.
8.7.5.3 Storage facilities shall be provided for parts, equipment, tools and material. Storage
conditions shall be such as to provide security and prevent deterioration of and damage to
stored items.
Rev.2 dated ___October, 2022 83CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
8.7.6 Personnel
8.7.6.1 The maintenance organisation shall nominate a person or group of persons whose
responsibilities include ensuring that the maintenance organisation is in compliance with
8.7 the requirements for an approved maintenance organisation
8.7.6.2 The maintenance organisation shall employ the necessary personnel to plan, perform,
supervise, inspect and release the work to be performed.
8.7.6.3 The competence of maintenance personnel shall be established in accordance with Rule 61
of the Aircraft Rules and CAR 66. The person signing a maintenance release shall be duly
licensed / approved.
8.7.6.4 The maintenance organisation shall ensure that all maintenance personnel receive initial and
continuation training appropriate to their assigned tasks and responsibilities. The training
programme established by the maintenance organisation shall include training in knowledge
and skills related to human performance, including co-ordination with other maintenance
personnel and flight crew.
Note.— Guidance material to design training programmes to develop knowledge and skills in
human performance can be found in the Human Factors Training Manual (ICAO Doc 9683)
8.7.7 Records
8.7.7.1 The maintenance organisation shall retain detailed maintenance records to show that all
requirements for the signing of a maintenance release have been met.
8.7.7.2 The records required by 8.7.7.1 shall be kept for a minimum period of one year after the
signing of the maintenance release.
8.8 Maintenance release
8.8.1 A maintenance release shall be completed and signed to certify that the maintenance work
performed has been completed satisfactorily and in accordance with approved data and the
procedures described in the maintenance organization’s procedures manual.
8.8.2 A maintenance release shall contain a certification including:
Rev.2 dated ___October, 2022 84CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
a) basic details of the maintenance carried out including detailed reference of the
approved data used;
b) the date such maintenance was completed;
c) when applicable, the identity of the approved maintenance organization; and
d) the identity of the person or persons signing the release.
8.8.3 When maintenance is not carried out by an approved maintenance organization, the
maintenance release shall include the following:
a) basic details of the maintenance carried out including detailed reference of the
approved data used;
b) the date such maintenance was completed; and
c) the identity of the person or persons signing the release.
9 AEROPLANE FLIGHT CREW
9.1 Composition of the flight crew
9.1.1 The number and composition of the flight crew shall not be less than that specified in
the operations manual. The flight crews shall include flight crew members in addition
to the minimum numbers specified in the flight manual or other documents associated with the
certificate of airworthiness, when necessitated by considerations related to the type of
aeroplane used, the type of operation involved and the duration of flight between points where
flight crews are changed.
Note:- CAR Section 8, Series “A” Part I specifies the number of crew required.
9.1.2 Radio operator
The flight crew shall hold valid Radio Operator’s licence, authorizing him to operate the type
of radio transmitting equipment to be used.
9.1.3 Flight engineer
When a separate flight engineer’s station is incorporated in the design of an aeroplane,
the flight crew shall include at least one flight engineer especially assigned to that station,
unless the duties associated with that station can be satisfactorily performed by another flight
Rev.2 dated ___October, 2022 85CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
crew member, holding a flight engineer licence, without interference with regular duties.
9.1.4 Flight navigator
The flight crew shall include at least one member who holds a flight navigator licence as
required in Sub Rule (3) of Rule 38A of the Aircraft Rule 1937 where navigation necessary
for the safe conduct of the flight cannot be adequately accomplished by the pilots from the
pilot station.
9.2 Flight crew member emergency duties
An operator shall, for each type of aeroplane, assign to all flight crew members the
necessary functions they are to perform in an emergency or in a situation requiring emergency
evacuation. Annual training in accomplishing these functions shall be contained in the operator’s
training programme and shall include instruction in the use of all emergency and lifesaving
equipment required to be carried, and drills in the emergency evacuation of the aeroplane.
9.3 Flight crew member training programmes
9.3.1 An operator shall establish and maintain a ground and flight training programme, approved
by the DGCA, which ensures that all flight crew members are adequately trained to perform
their assigned duties. The training programme shall:
a) include ground and flight training facilities and properly qualified instructors as accepted
by the DGCA ;
b) consist of ground and flight training in the type(s) of aeroplane on which the flight crew
member serves;
c) include proper flight crew coordination and training in all types of emergency and abnormal
situations or procedures caused by power plant, airframe or systems malfunctions, fire or
other abnormalities;
d) include upset prevention and recovery training as given in Operations Circular 06 of 2018;
e) include training in knowledge and skills related to visual and instrument flight procedures
for the intended area of operation, charting, human performance including threat and error
management and in the transport of dangerous goods;
f) ensure that all flight crew members know the functions for which they are responsible and
the relation of these functions to the functions of other crew members, particularly in regard
to abnormal or emergency procedures; and
g) be given on a recurrent basis, as determined by DGCA and shall include an assessment
Rev.2 dated ___October, 2022 86CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
of competence.
Note 1.— Paragraph 4.2.5 prohibits the in-flight simulation of emergency or abnormal situations
when passengers or cargo are being carried.
Note 2.— Flight training may, to the extent deemed appropriate by DGCA, be given in flight
simulation training devices approved by the DGCA for that purpose.
Note 3.— The scope of the recurrent training required by 9.2 and 9.3 may be varied and need
not be as extensive as the initial training given in a particular type of aeroplane.
Note 4.— The use of correspondence courses and written examinations as well as other means may,
be utilized in meeting the requirements for periodic ground training as approved by DGCA
Note 5.— For more information on dangerous goods operational requirements see Chapter 14.
Note 6.— Guidance material to design training programmes to develop knowledge and skills in
human performance can be found in the Human Factors Training Manual (Doc 9683).
Note 7.— Information for pilots and flight operations personnel on flight procedure parameters and
operational procedures is contained in PANS-OPS, VolumeI. Criteria for the construction of
visual and instrument flight procedures are contained in PANS-OPS, Volume II. Obstacle
clearance criteria and procedures used in certain States may differ from PANS-OPS, and
knowledge of these differences is important for safety reasons.
Note 8.— Guidance material to design flight crew training programmes can be found in the
Preparation of an Operations Manual (Doc 9376).
Note 9.— Guidance material on the different means used to assess competence can be found in the
Attachment to Chapter 2 of the Procedures for Air Navigation Services — Training (PANS-
TRG, Doc 9868).
Note 10.— Procedures for upset prevention and recovery training in a flight simulation training device
are contained in the Procedures for Air Navigation Services — Training (PANS-TRG, Doc
9868).
Note 11.— Guidance on upset prevention and recovery training in a flight simulation training device
is contained in the Manual on Aeroplane Upset Prevention and Recovery Training (Doc
10011).
Rev.2 dated ___October, 2022 87CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
Note 12 – Flight crew training requirements for scheduled operators, SCAs and NSOPs for large and
small aeroplanes are specified in CARs Section 8 Series F Part II, VII and VIII.
9.3.2 The requirement for recurrent flight training in a particular type of aeroplane shall be
considered fulfilled by:
a) the use, to the extent deemed feasible by the State of the Operator, of flight
simulation training devices approved by DGCA for that purpose; or
b) the completion within the appropriate period of the proficiency check required by 9.4.4
in that type of aeroplane.
9.4 Qualifications
Note.— See the Manual of Procedures for the Establishment of a State’s Personnel Licensing
System (Doc 9379) for guidance of a general nature on cross-crew qualification, mixed- fleet
flying and cross-credit.
9.4.1 Recent experience — pilot-in-command and co-pilot
9.4.1.1 An operator shall not assign a pilot-in-command or a co-pilot to operate at the flight controls
of a type or variant of a type of aeroplane during take-off and landing unless that pilot has
operated the flight controls during at least three take-offs and landings within the preceding
90 days on the same type of aeroplane or in a flight simulator approved for the purpose.
9.4.1.2 When a pilot-in-command or a co-pilot is flying several variants of the same type of aeroplane
or different types of aeroplanes with similar characteristics in terms of operating procedures,
systems and handling, DGCA shall decide under which conditions the requirements of 9.4.1.1
for each variant or each type of aeroplane can be combined.
9.4.2 Intentionally Left Blank
9.4.3 Pilot-in-command area, route and aerodrome qualification
9.4.3.1 An operator shall not utilize a pilot as pilot-in-command of an aeroplane on a route or
route segment for which that pilot is not currently qualified until such pilot has complied with
9.4.3.2 and 9.4.3.3.
9.4.3.2 Each such pilot shall demonstrate to the operator an adequate knowledge of:
a) the route to be flown, and the aerodromes which are to be used. This shall
Rev.2 dated ___October, 2022 88CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
include knowledge of:
1. the terrain and minimum safe altitudes;
2. the seasonal meteorological conditions;
3. the meteorological, communication and air traffic facilities, services and
procedures;
4. the search and rescue procedures; and
5. the navigational facilities and procedures, including any long- range
navigation procedures, associated with the route along which the flight is to
take place; and
b) Procedures applicable to flight paths over heavily populated areas and areas of
high air traffic density, obstructions, physical layout, lighting, approach aids and
arrival, departure, holding and instrument approach procedures, and applicable
operating minima.
Note- That portion of the demonstration relating to arrival, departure, holding and
instrument approach procedures may be accomplished in an appropriate training
device which is adequate for this purpose.
9.4.3.3 A pilot-in-command shall have made an actual approach into each aerodrome
of landing on the route, accompanied by a pilot who is qualified for the aerodrome,
as a member of the flight crew or as an observer on the flight deck, unless:
a) the approach to the aerodrome is not over difficult terrain and the instrument
approach procedures and aids available are similar to those with which the pilot
is familiar, and a margin approved by DGCA is added to the normal operating
minima, or there is reasonable certainty that approach and landing can be made
in visual meteorological conditions; or
b) the descent from the initial approach altitude can be made by day in visual
meteorological conditions; or
c) the operator qualifies the pilot-in-command to land at the aerodrome concerned
by means of an adequate pictorial presentation; or
d) the aerodrome concerned is adjacent to another aerodrome at which the pilot-
Rev.2 dated ___October, 2022 89CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
in-command is currently qualified to land.
9.4.3.4 The operator shall maintain a record, sufficient to satisfy DGCA, of
the qualification of the pilot and of the manner in which such qualification has been
achieved.
9.4.3.5 An operator shall not continue to utilize a pilot as a pilot-in-command on a route
or within an area specified by the operator and approved by DGCA unless, within
the preceding 12 months, that pilot has made at least one trip as a pilot member
of the flight crew, or as a check pilot, or as an observer in the flight crew
compartment:
a) within that specified area; and
b) if appropriate, on any route where procedures associated with that route or with
any aerodromes intended to be used for take-off or landing require the
application of special skills or knowledge.
9.4.3.6 In the event that more than 12 months elapse in which a pilot-in-command has not
made such a trip on a route in close proximity and over similar terrain, within such
a specified area, route or aerodrome, and has not practised such procedures in a
training device which is adequate for this purpose, prior to again serving as a pilot-
in-command within that area or on that route, that pilot must requalify in
accordance with 9.4.3.2 and 9.4.3.3.
9.4.4 Pilot proficiency checks
9.4.4.1 Refer CAR Section 8 Series F Part II, VII, VIII
9.4.4.2 Refer CAR Section 8 Series F Part II, VII, VIII
9.4.5 Single pilot operations under the instrument flight rules (IFR)
9.4.5.1 The prescribed requirements of experience, recency and training applicable to
single pilot operations intended to be carried out under the IFR shall be followed.
9.4.5.2 The pilot-in-command shall:
a) for operations under the IFR or at night, have accumulated at least 50 hours flight
time on the class of aeroplane, of which at least 10 hours shall be as pilot-in-
Rev.2 dated ___October, 2022 90CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
command;
Rev.2 dated ___October, 2022 91CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
b) for operations under the IFR, have accumulated at least 25 hours flight time under
the IFR on the class of aeroplane, which may form part of the 50 hours flight time
in sub-paragraph a);
c) for operations at night, have accumulated at least 15 hours flight time at night, which
may form part of the 50 hours flight time in sub-paragraph a);
d) for operations under the IFR, have acquired recent experience as a pilot engaged
in a single pilot operation under the IFR of:
i) at least five IFR flights, including three instrument approaches carried out during
the preceding 90 days on the class of aeroplane in the single pilot role; or
ii) an IFR instrument approach check carried out on such an aeroplane during
the preceding 90 days;
e) for operations at night, have made at least three takeoffs and landings at night on
the class of aeroplane in the single pilot role in the preceding 90 days; and
f) have successfully completed training programmes that include, in addition to the
requirements of 9.3, passenger briefing with respect to emergency evacuation,
autopilot management, and the use of simplified in-flight documentation.
9.4.5.3 The initial and recurrent flight training and proficiency checks indicated in
9.3.1 and 9.4.4 shall be performed by the pilot-in-command in the single pilot
role on the class of aeroplane in an environment representative of the operation.
9.5 Flight crew equipment
A flight crew member assessed as fit to exercise the privileges of a licence, subject to
the use of suitable correcting lenses, shall have a spare set of the correcting lenses readily
available when exercising those privileges.
10 FLIGHT OPERATIONS OFFICER/ FLIGHT DISPATCHER
10.1 Flight operations officer/flight dispatcher, employed by the organisation shall be approved
by DGCA in accordance with the provisions of CAR Section 7 Series M Part II.
10.2 Refer CAR Section 7 Series M Part II.
Rev.2 dated ___October, 2022 92CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
10.3 A flight operations officer/flight dispatcher shall not be assigned to duty unless that
person has:
a) satisfactorily completed an operator-specific training course that addresses all the
specific components of its approved method of control and supervision of flight
operations specified in 4.2.1.3;
Note.— Guidance on the composition of such training syllabi is provided in the Training
Manual (Doc 7192), Part D-3 — Flight Operations Officers/ Flight Dispatchers.
b) made, within the preceding 12 months, at least a one- way qualification flight in the
flight crew compartment of an aeroplane over any area for which that individual is
authorized to exercise flight supervision. The flight should include landings at as many
aerodromes as practicable;
Note.— For the purpose of the qualification flight, the flight operations officer/flight
dispatcher must be able to monitor the flight crew intercommunication system and radio
communications, and be able to observe the actions of the flight crew.
c) demonstrated to the operator a knowledge of:
1) the contents of the operations manual
2) the radio equipment in the aeroplanes used; and
3) the navigation equipment in the aeroplanes used;
d) demonstrated to the operator a knowledge of the following details concerning
operations for which the officer is responsible and areas in which that individual is
authorized to exercise flight supervision:
1) the seasonal meteorological conditions and the sources of meteorological
information;
2) the effects of meteorological conditions on radio reception in the aeroplanes
used;
Rev.2 dated ___October, 2022 93CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
3) the peculiarities and limitations of each navigation system which is used by the
operation; and
4) the aeroplane loading instructions;
e) demonstrated to the operator knowledge and skills related to human performance
relevant to dispatch duties; and
f) demonstrated to the operator the ability to perform the duties specified in 4.6.
10.4 A flight operations officer/ flight dispatcher assigned to duty should maintain complete
familiarization with all features of the operation which are pertinent to such duties,
including knowledge and skills related to human performance.
Note.— Guidance material to design training programmes to develop knowledge and
skills in human performance can be found in the Human Factors Training Manual (Doc
9683).
10.5 A flight operations officer/flight dispatcher should not be assigned to duty after 12
consecutive months of absence from such duty, unless the provisions of Para 10.3 are
met.
11 MANUALS, LOGS AND RECORDS
Note.— The following additional manuals, logs and records are associated with this
Part but are not included in this section:
Fuel and oil records — see 4.2.10
Maintenance records — see 8.4
Flight time records — see CAR Section 7 Series J
Flight preparation forms — see 4.3
Operational flight plan — see 4.3.3.1
Pilot-in-command route and airport qualification records — see 9.4.3.4
Rev.2 dated ___October, 2022 94CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
11.1 Flight manual
The flight manual shall be updated by implementing changes made mandatory by the
State of Registry.
11.2 Operator’s CAME
The operator’s CAME provided in accordance with 8.2, which may be issued in
separate parts, shall contain the following information:
a) a description of the procedures required by 8.1.1 including, when applicable:
1) a description of the administrative arrangements between the operator and the
approved maintenance organization;
2) a description of the maintenance procedures and the procedures for completing
and signing a maintenance release when maintenance is based ona system other
than that of an approved maintenance organization.
b) names and duties of the person or persons required by 8.1.4;
c) a reference to the maintenance programme required by 8.3.1;
d) a description of the methods used for the completion and retention of the operator’s
maintenance records required by 8.4;
e) a description of the procedures for monitoring, assessing and reporting
maintenance and operational experience required by 8.5.1;
f) a description of the procedures for complying with the service information
reporting requirements of Annex 8, Part II, 4.2.3 f) and 4.2.4;
g) a description of procedures for assessing continuing airworthiness information and
implementing any resulting actions, as required by 8.5.2;
h) a description of the procedures for implementing action resulting from mandatory
continuing airworthiness information;
Rev.2 dated ___October, 2022 95CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
i) a description of establishing and maintaining a system of analysis and continued
monitoring of the performance and efficiency of the maintenance programme, in order
to correct any deficiency in that programme;
j) a description of aircraft types and models to which the manual applies;
k) a description of procedures for ensuring that un-service abilities affecting airworthiness
are recorded and rectified; and
l) a description of the procedures for advising the State of Registry of significant in-
service occurrences
11.3 Maintenance programme
11.3.1 A maintenance programme for each aeroplane as required by 8.3 shall contain the
following information:
a) maintenance tasks and the intervals at which these are to be performed, taking
into account the anticipated utilization of the aeroplane;
b) when applicable, a continuing structural integrity programme;
c) procedures for changing or deviating from a) and b) above; and
d) when applicable, condition monitoring and reliability programme
descriptions for aircraft systems, components and powerplants.
11.3.2 Maintenance tasks and intervals that have been specified as mandatory in
approval of the type design shall be identified as such.
11.3.3 The maintenance programme should be based on maintenance programme information
made available by the State of Design or by the organization responsible for the type
design, and any additional applicable experience.
11.4 Journey log book
11.4.1 The aeroplane journey log book should contain the following items and the
corresponding roman numerals:
I -- Aeroplane nationality and registration
II -- Date
Rev.2 dated ___October, 2022 96CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
III -- Names of crew members
IV -- Duty assignments of crew members
V -- Place of departure
VI -- Place of arrival
VII -- Time of departure
VIII -- Time of arrival
IX -- Hours of flight
X -- Nature of flight (private, aerial work, scheduled or non-scheduled).
XI -- Incidents, observations, if any
XII -- Signature of person in charge
11.4.2 Entries in the journey log book should be made currently and in ink or indelible pencil.
11.4.3 Completed journey log book should be retained to provide a continuous record of the
last two years operations.
Note.- The details of contents of journey log book are given in CAR Section 2, Series
‘X’ Part VI.
11.5 Records of emergency and survival equipment carried
Operators shall at all times have available for immediate communication to rescue
coordination centers, lists containing information on the emergency and survival
equipment carried on board any of their aeroplanes engaged in international air
navigation. The information shall include, as applicable, the number, colour and type of
life rafts and pyrotechnics, details of emergency medical supplies, water supplies and
the type and frequencies of the emergency portable radio equipment.
11.6 Flight Recorder Records:
An operator shall ensure, to the extent possible, in the event the aeroplane becomes
involved in an accident or incident, the preservation of all related flight recorder records
and if necessary the associated flight recorders, their retention in safe custody pending
their disposition as determined by DGCA.
12 CABIN CREW
12.1 Assignment of emergency duties
An operator shall provide adequate number of cabin crew in accordance with Rule 38B
of the Aircraft Rules 1937, in order to effect a safe and expeditious evacuation of the
aeroplane, and the necessary functions to be performed in an emergency or a situation
requiring emergency evacuation. The operator shall assign these functions for each
type of aeroplane.
Rev.2 dated ___October, 2022 97CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
12.2 Cabin crew at emergency evacuation stations
Each cabin crew member assigned to emergency evacuation duties shall occupy
a seat provided in accordance with 6.16 during take-off and landing and whenever the
pilot-in-command so directs.
12.3 Protection of cabin crew during flight
Each cabin crew member shall be seated with seat belt or, when provided, safety
harness fastened during take-off and landing and whenever the pilot-in- command so
directs.
Note.— The foregoing does not preclude the pilot-in-command from directing the fastening
of the seat belt only, at times other than during take-off and landing.
12.4 Training
An operator shall establish and maintain a training programme, approved by DGCA,
to be completed by all persons before being assigned as a cabin crew member. Cabin
crew members shall complete a recurrent training programme annually. These training
programmes shall ensure that each person is:
a) competent to execute those safety duties and functions which the cabin crew member
is assigned to perform in the event of an emergency or in a situation requiring
emergency evacuation;
b) drilled and capable in the use of emergency and life-saving equipment required to be
carried, such as life jackets, life rafts, evacuation slides, emergency exits, portable fire
extinguishers, oxygen equipment, first-aid and universal precaution kits, automated
external defibrillators;
c) when serving on aeroplanes operated above 3 000 m (10 000 ft),knowledgeable
as regards the effect of lack of oxygen and, in the case of pressurized aeroplanes,
as regards physiological phenomena accompanying a loss of pressurization;
d) aware of other crew members’ assignments and functions in the event of an emergency
so far as is necessary for the fulfilment of the cabin crew members’ own duties;
Rev.2 dated ___October, 2022 98CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
e) aware of the types of dangerous goods which may, and may not, be carried in a
passenger cabin; and
f) knowledgeable about human performance as related to passenger cabin safety
duties including flight crew-cabin crew members coordination.
Note 1.- Requirements for the training of cabin crew members in the transport of
dangerous goods are included in the Dangerous Goods Training Programme contained
in CAR Section 11 Series C Part I — The Safe Transport of Dangerous Goods by Air and
the Technical Instructions for the Safe Transport of Dangerous Goods by Air (Doc 9284).
Note 2.— For more information on dangerous goods operational requirements see
Chapter 14.
Note 3.— Guidance material to design training programmes to develop knowledge and
skills in human performance can be found in the Human Factors Training Manual(Doc
9683).
Note 4, – Cabin crew training requirements are specified in CAR Section 7 Series M Part
I
13. SECURITY
In the context of this CAR, the word security is used in the sense of prevention of illicit
acts against civil aviation.
13.1 Domestic commercial operations
The security requirements contained in this paragraph shall be followed in respect
of domestic and international air transport operations.
13.2 Security of the flight crew compartment
13.2.1 In all aeroplanes which are equipped with a flight crew compartment door, this door shall
be capable of being locked, and means shall be provided by which cabin crew can
discreetly notify the flight crew in the event of suspicious activity or security breaches in
the cabin.
Rev.2 dated ___October, 2022 99CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
13.2.2 All passenger-carrying aeroplanes
a) of a maximum certificated take-off mass in excess of 54 500 kg; or
b) of a maximum certificated take-off mass in excess of 45 500 kg with a passenger
seating capacity greater than 19; or
c) with a passenger seating capacity greater than 60 shall be equipped with an approved
flight crew compartment door that is designed to resist penetration by small arms fire and
grenade shrapnel, and to resist forcible intrusions by unauthorized persons. This door
shall be capable of being locked and unlocked from either pilot’s station.
13.2.3 In all aeroplanes which are equipped with a flight crew compartment door in accordance
with 13.2.2:
a) this door shall be closed and locked from the time all external doors are closed
following embarkation until any such door is opened for disembarkation, except when
necessary to permit access and egress by authorized persons; and
b) means shall be provided for monitoring from either pilot’s station the entire door area
outside the flight crew compartment to identify persons requesting entry and to detect
suspicious behavior or potential threat. All new aircraft to be imported after 1st of Jan,
2008 should have cockpit door surveillance system (CDSS) installed at the time of
import. Aircraft already importing should comply with this requirement during their next
‘C’ check falling after 1st Jan, 2008.
13.2.4 All passenger-carrying aeroplanes should be equipped with an approved flight crew
compartment door, where practicable, that is designed to resist penetration by small arms
fire and grenade shrapnel and to resist forcible intrusions by unauthorized persons. This
door should be capable of being locked and unlocked from either pilot’s station.
13.2.5 In all aeroplanes which are equipped with a flight crew compartment door in accordance
with 13.2.4:
a) the door should be closed and locked from the time all external doors are closed
following embarkation until any such door is opened for disembarkation, except when
necessary to permit access and egress by authorized persons; and
b) means should be provided for monitoring from either pilot’s station the entire door
Rev.2 dated ___October, 2022 100CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
area outside the flight crew compartment to identify persons requesting entry and
to detect suspicious behaviour or potential threat.
13.3 Aeroplane search procedure checklist
An operator shall ensure that there is on board a checklist of the procedures to be
followed in searching for a bomb in case of suspected sabotage and for inspecting
aeroplanes for concealed weapons, explosives or other dangerous devices when a well-
founded suspicion exists that the aeroplane may be the object of an act of unlawful
interference. The checklist shall be supported by guidance on the appropriate course
of action to be taken should a bomb or suspicious object be found and information on
the least-risk bomb location specific to the aeroplane.
13.4 Training programmes
13.4.1 An operator shall establish and maintain an approved security training programme which
ensures crew members act in the most appropriate manner to minimize the consequences
of acts of unlawful interference. As a minimum, this programme shall include the following
elements:
a) determination of the seriousness of any occurrence;
b) crew communication and coordination;
c) appropriate self-defense responses;
d) use of non-lethal protective devices assigned to crew members;
e) understanding of behavior of terrorists so as to facilitate the ability of crew members to
cope with hijacker behavior and passenger responses;
f) live situational training exercises regarding various threat conditions;
g) flight deck procedures to protect the aeroplane; and
h) aeroplane search procedures and guidance on least-risk bomb locations where
practicable.
13.4.2 An operator shall also establish and maintain a training programme to acquaint appropriate
employees with preventive measures and techniques in relation to passengers, baggage,
cargo, mail, equipment, stores and supplies intended for carriage on an aeroplane so that
they contribute to the prevention of acts of sabotage or other forms of unlawful interference.
Rev.2 dated ___October, 2022 101CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
13.5 Reporting acts of unlawful interference
Following an act of unlawful interference, the pilot-in-command shall submit, without
delay, a report of such an act to the BCAS in New Delhi.
13.6 Miscellaneous
13.6.1 Specialized means of attenuating and directing the blast should be provided for use at the
least-risk bomb location.
13.6.2 Where an operator accepts the carriage of weapons removed from passengers, the aeroplane
should have provision for stowing such weapons in a place so that they are inaccessible to
any person during flight time.
14. DANGEROUS GOODS
14.1 State Responsibilities
Note 1.— Annex 18, Chapter 11, contains requirements for each Contracting State
to establish oversight procedures for all entities (including packers, shippers, ground
handling agents and operators) performing dangerous goods functions.
Note 2.— Operator responsibilities for the transport of dangerous goods are contained
in CAR Section 11 Series E Part 1. Technical Instructions for the Safe Transport of
Dangerous Goods by Air (Doc 9284) (Technical Instructions) contains the operator’s
responsibilities and requirements for incident and accident reporting.
Note 3.— The requirements pertaining to crew members or passengers carrying
dangerous goods on aircraft are set forth in Part 8, Chapter 1, of the Technical
Instructions.
Note 4.— COMAT that meets the classification criteria of the Technical Instructions for
dangerous goods are considered cargo and must be transported in accordance with Part
1;2.2.2 or Part 1;2.2.3 of the Technical Instructions (e.g. aircraft parts such as chemical
oxygen generators, fuel control units, fire extinguishers, oils, lubricants, cleaning
products).
Rev.2 dated ___October, 2022 102CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
14.2 Operators with No specific Approval for the transport of dangerous goods as
cargo
DGCA shall ensure that Operators with no specific approval to transport dangerous goods
have:
a) established a dangerous goods training programme that meets the requirements
of CAR Section 11 Series C Part 1, the applicable requirements of the Technical
Instructions, Part 1, Chapter 4 and the requirements as contained in the Aircraft
(Carriage of Dangerous Goods), Rules 2003, as appropriate. Details of the
dangerous goods training programme shall be included in the operator’s operations
manuals;
b) established dangerous goods policies and procedures in its operations manual
to meet, at a minimum, the requirements of Annex 18, the Technical Instructions
and the Aircraft (Carriage of Dangerous Goods), Rules, 2003to allow operator
personnel to:
1) identify and reject undeclared dangerous goods, including COMAT
classified as dangerous goods; and
2) report to the DGCA and the State in which it occurred any;
i) occasions when undeclared dangerous goods are discovered in
cargo or mail; and
ii) dangerous goods accidents and incidents.
14.3 Operators with a Specific Approval for the Transport of Dangerous Goods as Cargo
DGCA shall issue a specific approval for the transport of dangerous goods and
ensure that the operator:
a) establishes a dangerous goods training programme that meets the requirements
in the Technical Instructions, Part 1, Chapter 4, Table 1-4 and the requirements of
the Aircraft (Carriage of Dangerous Goods) Rules, 2003, as appropriate. Details of
the dangerous goods training programme shall be included in the operator’s
operations manuals.
Rev.2 dated ___October, 2022 103CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
b) establishes dangerous goods policies and procedures in its operations manual
to meet, at a minimum, the requirements of Annex 18, the Technical Instructions
and the Aircraft (Carriage of Dangerous Goods) Rules, 2003 to enable operator
personnel to:
1) identify and reject undeclared or mis-declared dangerous goods, including
COMAT classified as dangerous goods;
2) report to the DGCA and the State in which it occurred any;
i) occasions when undeclared or mis-declared dangerous goods
are discovered in cargo or mail; and
ii) dangerous goods accidents and incidents;
3) report to the DGCA and the State of Origin any occasions when dangerous
goods are discovered to have been carried;
i) when not loaded, segregated, separated or secured in
accordance with the Technical Instructions Part 7, Chapter 2; and
ii) without information having been provided to the pilot-in- command;
4) accept, handle, store, transport, load and unload dangerous goods,
including COMAT classified as dangerous goods as cargo on board an
aircraft; and
5) provide the pilot-in-command with accurate and legible written or printed
information concerning dangerous goods that are to be carried as cargo.
Note.— Article 35 of the Convention refers to certain classes of cargo restrictions.
14.4 Provision of information
The operator shall ensure that all personnel, including third-party personnel, involved in the
acceptance, handling, loading and unloading of cargo are informed of the operator’s
specific approval and limitations with regard to the transport of dangerous goods.
14.5 Intentionally Left Blank
15. CARGO COMPARTMENT SAFETY
Note: Guidance on the hazards associated with the transport of items in the cargo compartment, the
conduct of a specific safety risk assessment in accordance with the Safety Management Manual
(SMM) (Doc 9859), and the responsibilities for the transport of dangerous goods is contained in the
Cargo Compartment Operational Safety Manual (Doc 10102).
Rev.2 dated ___October, 2022 104CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
15.1 Transport of items in the cargo compartment
DGCA shall ensure that the Operator establishes policy and procedures for the transport of items in
the cargo compartment, which include the conduct of a specific safety risk assessment. The risk
assessment shall include at least the:
a) hazards associated with the properties of the items to be transported;
b) capabilities of the operator;
c) operational considerations (e.g. area of operations, diversion time);
d) capabilities of the aeroplane and its systems (e.g. cargo compartment fire
suppression capabilities);
e) containment characteristics of unit load devices;
f) packing and packaging;
g) safety of the supply chain for items to be transported; and
h) quantity and distribution of dangerous goods items to be transported.
Note: Additional operational requirements for the transport of dangerous goods are contained in
Para 14.
15.2 Fire protection
15.2.1 The elements of the cargo compartment (s) fire protection system as approved by the state
of design or state of registry, and a summary of the demonstrated cargo compartment fire
protection certification standards, shall be provided in the aeroplane flight manual or other
documentation supporting the operation of the aeroplane.
Note: Guidance on the elements of cargo compartment fire protection and associated demonstrated
standards are provided in the Cargo Compartment Operational Safety Manual (Doc 10102).
15.2.2 The Operator shall establish policy and procedures that address the items to be transported
in the cargo compartment. These shall ensure to a reasonable certainty that in the event of a
fire involving those items, it can be detected and sufficiently suppressed or contained by the
elements of the aeroplane design associated with cargo compartment fire protection, until the
aeroplane makes a safe landing.
Note: Guidance on policy and procedures that address the items to be transported in the
cargo compartment are provided in the Cargo Compartment Operational Safety Manual (Doc
10102).
(Arun Kumar)
Director General of Civil Aviation
Rev.2 dated ___October, 2022 105CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
Appendix 1
LIGHTS TO BE DISPLAYED BY AEROPLANES
(Refer Appendix 6 of CAR Section 9, Series C Part I)
Rev.2 dated ___October, 2022 106CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
Appendix 2
ORGANIZATION AND CONTENTS OF AN OPERATIONS MANUAL
(Refer CAR Section 8, Series O Part VII)
Rev.2 dated ___October, 2022 107CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
Appendix 3
ADDITIONAL REQUIREMENTS FOR APPROVED OPERATIONS BY SINGLE- ENGINE
TURBINE-POWERED AEROPLANES AT NIGHT AND/OR IN INSTRUMENT
METEOROLOGICAL CONDITIONS (IMC)
(See Para 5, 5.4.1)
Airworthiness and operational requirements provided in accordance with Para 5.4.1, shall satisfy
the following:
1. Turbine engine reliability
1.1 Turbine engine reliability shall be shown to have a power loss rate of less than 1 per 100
000 engine hours.
Note.-- Power loss in this context is defined as any loss of power, the cause of which may be traced
to faulty engine or engine component design or installation, including design or installation of the
fuel ancillary or engine control systems.
1.2 The operator shall be responsible for engine trend monitoring.
1.3 To minimize the probability of in-flight engine failure, the engine shall be equipped with:
a) an ignition system that activates automatically, or is capable of being operated
manually, for take-off and landing, and during flight, in visible moisture;
b) a magnetic particle detection or equivalent system that monitors the engine,
accessories gearbox, and reduction gearbox, and which includes a flight deck caution
indication; and
c) an emergency engine power control device that permits continuing operation of the
engine through a sufficient power range to safely complete the flight in the event of
any reasonably probable failure of the fuel control unit.
2. Systems and equipment
Single-engine turbine-powered aeroplanes approved to operate at night and/or in IMC shall
be equipped with the following systems and equipment intended to ensure continued safe
flight and to assist in achieving a safe forced landing after an engine failure, under all
allowable operating conditions:
a) two separate electrical generating systems, each one capable of supplying all
Rev.2 dated ___October, 2022 108CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
probable combinations of continuous in-flight electrical loads for instruments,
equipment and systems required at night and/or in IMC;
b) a radio altimeter;
c) an emergency electrical supply system of sufficient capacity and endurance, following
loss of all generated power, to as a minimum:
1) maintain the operation of all essential flight instruments, communication and
navigation systems during a descent from the maximum certificated altitude in
a glide configuration to the completion of a landing;
2) lower the flaps and landing gear, if applicable;
3) provide power to one pitot heater, which must serve an air speed indicator
clearly visible to the pilot;
4) provide for operation of the landing light specified in 2 j);
5) provide for one engine restart, if applicable; and
6) provide for the operation of the radio altimeter;
d) two attitude indicators, powered from independent sources;
e) a means to provide for at least one attempt at engine re-start;
f) airborne weather radar;
g) a certified area navigation system capable of being programmed with the positions
of aerodromes and safe forced landing areas, and providing instantly available track and
distance information to those locations;
h) for passenger operations, passenger seats and mounts which meet dynamically- tested
performance standards and which are fitted with a shoulder harness or a safety belt with
a diagonal shoulder strap for each passenger seat;
i) in pressurized aeroplanes, sufficient supplemental oxygen for all occupants for descent
following engine failure at the maximum glide performance from the maximum certificated
altitude to an altitude at which supplemental oxygen is no longer required;
j) a landing light that is independent of the landing gear and is capable of
adequately illuminating the touchdown area in a night forced landing; and
Rev.2 dated ___October, 2022 109CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
k) an engine fire warning system.
3. Minimum equipment list
DGCA may require the minimum equipment list of an operator approved in accordance with
para 5.4 to specify the operating equipment required for night and/or IMC operations, and for
day/VMC operations.
4. Flight manual information
The flight manual shall include limitations, procedures, approval status and other information
relevant to operations by single-engine turbine-powered aeroplanes at night and/or in IMC.
5. Event reporting
5.1 An operator approved for operations by single-engine turbine-powered aeroplanes at night
and/or in IMC shall report all significant failures, malfunctions or defects to DGCA who in turn
will notify the State of Design.
5.2 DGCA may review the safety data and monitor the reliability information so as to be able
to take any actions necessary to ensure that the intended safety level is achieved. DGCA
may notify major events or trends of particular concern to the appropriate Type Certificate
Holder and the State of Design.
6. Operator planning
6.1 Operator route planning shall take account of all relevant information in the assessment
of intended mutes or areas of operations, including the following:
a) the nature of the terrain to be overflown, including the potential for carrying out a
safe forced landing in the event of an engine failure or major malfunction;
b) weather information, including seasonal and other adverse meteorological
influences that may affect the flight; and
c) other criteria and limitations as specified by DGCA.
6.2 An operator shall identify aerodromes or safe forced landing areas available for use in
the event of engine failure, and the position of these shall be programmed into area navigation
system.
Rev.2 dated ___October, 2022 110CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
Note 1. A 'safe' forced landing in this context means a landing in an area at which it can reasonably
be expected that it will not lead to serious injury or loss of life, even though the aeroplane may incur
extensive damage.
Note 2.-- Operation over routes and in weather conditions that permit a safe forced landing in the
event of an engine failure, as specified in para 5.1.2, is not required by Appendix 3, 6.1 and
6.2 for aeroplanes approved in accordance with para 5.4. The availability of forced landing areas
at all points along a route is not specified for these aeroplanes because of the very high engine
reliability, additional systems and operational equipment, procedures and training requirements
specified in this Appendix.
7. Flight crew experience, training and checking
7.1 DGCA may prescribe the minimum flight crew experience required for night/IMC operations
by single-engine turbine-powered aeroplanes.
7.2 An operator's flight crew training and checking shall be appropriate to night and/or IMC
operations by single-engine turbine-powered aeroplanes, covering normal, abnormal and
emergency procedures and, in particular, engine failure, including descent to a forced
landing in night and/or in IMC conditions.
8. Route limitations over water
DGCA may apply route limitation criteria for single-engine turbine-powered aeroplanes operating
at night and/or in IMC on over water operations if beyond gliding distance from an area suitable for
a safe forced landing/ditching having regard to the characteristics of the aeroplane, seasonal
weather influences, including likely sea state and temperature, and the availability of search and
rescue services.
9. Operator certification or validation
The operator shall demonstrate the ability to conduct operations by single-engine turbine- powered
aeroplanes at night and/or in IMC through a certification and approval process specified by the State
of the Operator.
Note.- Guidance on the airworthiness and operational requirements is contained in Attachment
G.
Rev.2 dated ___October, 2022 111CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
Appendix 4
ALTIMETRY SYSTEM PERFORMANCE REQUIREMENTS FOR
OPERATIONS IN RVSM AIRSPACE
(See Para 7, 7.2.7)
1. In respect of groups of aeroplanes that are nominally of identical design and build with respect
to all details that could influence the accuracy of height-keeping performance, the height-
keeping performance capability shall be such that thetotal vertical error (TVE) for the group of
aeroplanes shall have a mean no greater than 25 m (80 ft) in magnitude and shall have a
standard deviation no greater than 28 – 0.013z2 for 0 ≤ z ≤ 25 when z is the magnitude of the
mean TVE in metres, or 92 – 0.004z2 for 0 ≤ z ≤ 80 where z is in feet. In addition, the
components of TVE shall have the following characteristics:
a) the mean altimetry system error (ASE) of the group shall not exceed 25 m (80 ft) in
magnitude;
b) the sum of the absolute value of the mean ASE and of three standard deviations of ASE
shall not exceed 75 m (245 ft); and
c) the differences between cleared flight level and the indicated pressure altitude actually
flown shall be symmetric about a mean of 0 m, with a standard deviation no greater than
13.3 m (43.7 ft), and in addition, the decrease in the frequency of differences with
increasing difference magnitude shall be at least exponential.
2. In respect of aeroplanes for which the characteristics of the airframe and altimetry system fit
are unique and so cannot be classified as belonging to a group of aeroplanes encompassed
by paragraph 1, the height-keeping performance capability shall be such that the components
of the TVE of the aeroplane have the following characteristics:
a) the ASE of the aeroplane shall not exceed 60 m (200 ft) in magnitude under all flight
conditions; and
b) the differences between the cleared flight level and the indicated pressure altitude actually
flown shall be symmetric about a mean of 0 m, with a standard deviation no greater than
13.3 m (43.7 ft), and in addition, the decrease in the frequency of differences with
increasing difference magnitude shall be at least exponential.
Rev. 2 dated ___October 2022 112CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
Appendix 5
SAFETY OVERSIGHT OF AIR OPERATORS
(See Para 4, 4.2.1.8)
Refer Rules 82 and 156 of The Aircraft Rule 1937– India
Refer AIC 5 of 2009
Rev. 2 dated ___October 2022 113CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
Appendix 6
AIR OPERATOR CERTIFICATE (AOC)
(See Para 4, 4.2.1.5 and 4.2.1.6)
1. Purpose and Scope
1.1 The AOC and its associated model specific operations specifications shall contain the
minimum information required in paragraphs 2 and 3 respectively, in a standardized format.
1.2 The air operator certificate and its associated operations specifications shall define the
operations for which the operator is authorized.
Note.— Attachment D, paragraph 3.2.2, contains additional information that may be listed in
the operationsspecifications associated with the air operator certificate.
2. AOC Template
Note.— para 6, 6.1.2, requires a certified true copy of the AOC to be carried aboard.
AIR OPERATOR CERTIFICATE
1 STATE OF THE OPERATOR2 1
ISSUING AUTHORITY3
AOC #4: OPERATOR NAME6 OPERATIONAL POINTS OF CONTACT10
Expiry date5:
Dba trading name7: Contact details, at which operational
Operator address8: management can be contacted without
Telephone9: undue delay, are listed in
Fax: 11.
Email:
This certificate certifies that 12 is authorized to perform commercial air operations, as defined in the
attached operations specifications, in accordance with the operations manual and the 13 .
Date of issue14: Name and signature15:
Title:
1. For use of the State of the Operator.
2. Replace by the name of the State of the Operator.
3. Replace by the identification of the issuing authority of the State of the Operator.
4. Unique AOC number, as issued by the State of the Operator.
Rev. 2 dated ___October 2022 114CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
5. Date after which the AOC ceases to be valid (dd-mm-yyyy).
6. Replace by the operator’s registered name.
7. Operator’s trading name, if different. Insert “dba” before the trading name (for “doing business
as”).
8. Operator’s principal place of business address.
9. Operator’s principal place of business telephone and fax details, including the country code. Email
to be provided if available.
10. The contact details include the telephone and fax numbers, including the country code, and
the email address (if available) at which operational management can be contacted without
undue delay for issues related to flight operations, airworthiness, flight and cabin crew
competency, dangerous goods and other matters, as appropriate.
11. Insert the controlled document, carried on board, in which the contact details are listed, with
the appropriate paragraph or page reference, e.g.: “Contact details are listed in the operations
manual, Gen/Basic, Chapter 1, 1.1” or “… are listed in the operations specifications, page 1”
or “… are listed in an attachment to this document”.
12. Operator’s registered name.
13. Insertion of reference to the appropriate civil aviation regulations.
14. Issuance date of the AOC (dd-mm-yyyy).
15. Title, name and signature of the authority representative. In addition, an official stamp may be
applied on the AOC.
3. Operations Specifications for each aircraft model
Note.— para 6, 6.1.2, requires a copy of the operations specifications of this section to be carried
aboard.
3.1 For each aircraft model in the operator’s fleet, identified by aircraft make, model and series,
the following list of authorizations, conditions and limitations shall be included: issuing authority
contact details, operator name and AOC number, date of issue and signature of the authority
representative, aircraft model, types and area of operations, special limitations and specific
approvals.
Note.— If specific approvals and limitations are identical for two or more models, these models
may be grouped in a single list.
3.2 The operations specifications layout referred to in para 4, 4.2.1.6, shall be as follows:
Note.1— The MEL constitutes an integral part of the operations manual.
Note. 2 — Air Operator Certification procedure is laid down in CAP 3100/3300.
Rev. 2 dated ___October 2022 115CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
OPERATIONS SPECIFICATIONS
(subject to the approved conditions in the operations manual)
ISSUING AUTHORITY CONTACT DETAILS1
Telephone: Fax: Email:
AOC#2: Operator name3: Date4: Signature:
Dba trading name:
Aircraft model5:
Types of operation: Commercial air transportation Passengers Cargo Other6:
Area(s) of operation7:
Special limitations8:
SPECIFIC APPROVAL YES NO DESCRIPTION 9 REMARKS
Dangerous goods
Low visibility operations
Approach and landing CAT10: RVR: m DH: ft
Take-off RVR11: m
Operational credit(s) 12
RVSM13 N/A
EDTO14 N/A
Threshold time15: minutes
Maximum diversion time15: minutes
AR navigation specifications 16
for PBN operations
Continuing airworthiness 17
EFB 18
Other 19
Rev. 2 dated ___October 2022 116CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
Notes.—
1. Telephone contact details of the authority, including the country code. Email and fax to be
provided if available.
2. Insert the associated AOC number.
3. Insert the operator’s registered name and the operator’s trading name, if different. Insert
“dba” before the trading name (for “doing business as”).
4. Issuance date of the operations specifications (dd-mm-yyyy) and signature of the authority
representative.
5. Insert the Commercial Aviation Safety Team (CAST)/ICAO designation of the aircraft make,
model and series, or master series, if a series has been designated (e.g. Boeing- 737-3K2
or Boeing-777-232). The CAST/ICAO taxonomy is available at:
http://www.intlaviationstandards.org/.
6. Other type of transportation to be specified (e.g. emergency medical service).
7. List the geographical area(s) of authorized operation (by geographical coordinates or
specific routes, flight information region or national or regional boundaries) – as defined by
the issuing authority.
8. List the applicable special limitations (e.g. VFR only, day only).
9. List in this column the most permissive criteria for each specific approval (with appropriate
criteria).
10. Insert the applicable precision approach category (CAT II or III). Insert the minimum RVR
in metres and decision height in feet. One line is used per listed approach category.
11. Insert the approved minimum take-off RVR in metres, or the equivalent horizontal visibility if
RVR is not used. One line per approval may be used if different approvals are granted.
12. List the airborne capabilities (i.e. e.g. automatic landing, HUD, EVS, SVS, CVS) and
associated operational credit(s) granted.
13. “Not applicable (N/A)” box may be checked only if the aircraft maximum ceiling is below FL
290.
14. If extended diversion time operations (EDTO) specific approval does not apply based on
the provisions in Chapter 4, 4.7, select “N/A”. Otherwise a threshold time and maximum
diversion time must be specified.
Rev. 2 dated ___October 2022 117CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
15. The threshold time and maximum diversion time may also be listed in distance (NM), as well.
Details of each particular aeroplane – engine combination for which the threshold time is
established and maximum diversion time has been granted may be listed under ‘Remarks’.
One line per approval may be used if different approvals are granted.
16. Performance-based navigation (PBN): one line is used for each PBN AR navigation
specification approval (e.g. RNP AR APCH), with appropriate limitations listed in the
“Description” column.
17. Insert the name of the person/organization responsible for ensuring that the continuing
airworthiness of the aircraft is maintained and the regulation that requires the work, i.e.
within the AOC regulation or a specific approval (e.g. EC2042/2003, Part M, Subpart G).
18. List the EFB functions used for safe operation of aeroplane and any applicable limitations.
19. Other authorizations or data can be entered here, using one line (or one multi-line block) per
authorization (e.g. special approach authorization, approved navigation performance).
Rev. 2 dated ___October 2022 118CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
Appendix 7
FATIGUE RISK MANAGEMENT SYSTEM REQUIREMENTS
(Intentionally Left Blank)
Rev. 2 dated ___October 2022 119CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
Appendix 8
FLIGHT RECORDERS
(See Para 6, 6.3)
The operators shall comply with the requirements given in the CAR Section 2, Series ‘I’ Part V and
Series ‘I’ Part VI for installation of Flight Data Recorder and Cockpit Voice Recorder (CVR) as the
case may be or the combination recorder (FDR/CVR).
Rev. 2 dated ___October 2022 120CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
Appendix 9
LOCATION OF AN AEROPLANE IN DISTRESS
(See Para 6, 6.18)
1. Purpose and scope
Location of an aeroplane in distress aims at establishing, to a reasonable extent, the location
of an accident site within a 6 NM radius.
2. Operation
2.1 An aeroplane in distress shall automatically activate the transmission of information from
which its position can be determined by the operator and the position information shall
contain a time stamp. It shall also be possible for this transmission to be activated manually.
The system used for the autonomous transmission of position information shall be capable
of transmitting that information in the event of aircraft electrical power loss, at least for the
expected duration of the entire flight.
Note.— Guidance on the location of an aeroplane in distress is provided in Attachment K to
Annex 6 Part I.
2.2 An aircraft is in a distress condition when it is in a state that, if the aircraft behavior event is
left uncorrected, can result in an accident. Autonomous transmission of position information
shall be active when an aircraft is in a distress condition. This will provide a high probability
of locating an accident site to within a 6 NM radius. The operator shall be alerted when an
aircraft is in a distress condition with an acceptable low rate of false alerts. In case of a
triggered transmission system, initial transmission of position information shall commence
immediately or no later than five seconds after the detection of the activation event.
Note. 1— Aircraft behaviour events can include but are not limited to unusual attitudes,
unusual speed conditions, collision with terrain and total loss of thrust/propulsion on all
engines and ground proximity warnings.
Note. 2— A distress alert can be triggered using criteria that may vary as a function of aircraft
position and phase of flight. Further guidance regarding in-flight event detection and triggering
criteria may be found in the EUROCAE ED-237, Minimum Aviation System Performance
Specification (MASPS) for Criteria to Detect In-Flight Aircraft
Rev. 2 dated ___ October 2022 121CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
Distress Events to Trigger Transmission of Flight Information.
2.3 When an aircraft operator or an air traffic service unit (ATSU) has reason to believe that an
aircraft is in distress, coordination shall be established between the ATSU and the aircraft
operator.
2.4 DGCA shall identify the organizations that will require the position information of an aircraft in
an emergency phase. These shall include, as a minimum:
a) air traffic service unit(s) (ATSU); and
b) SAR rescue coordination centre (s) (RCC) and sub-centres.
Note 1.— Refer to Annex 11 for emergency phase criteria.
Note 2.— Refer to Annex 12 for required notifications in the event of an emergency phase.
2.5 When autonomous transmission of position information has been activated, it shall only be able
to be de-activated using the same mechanism that activated it.
2.6 The accuracy of position information shall, as a minimum, meet the position accuracy
requirements established for ELTs.
Rev. 2 dated ___ October 2022 122CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
Attachment A
MEDICAL SUPPLIES
(See Para 6, 6.2.2 a)
Refer CAR Section 2, Series X Part III
Rev. 2 dated ___ October 2022 123CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
Attachment B
AEROPLANEPERFORMANCE OPERATING LIMITATIONS
(Intentionally Left Blank)
Rev. 2 dated ___ October 2022 124CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 13th SEPTEMBER 2021
Attachment C
AIR OPERATOR CERTIFICATION AND VALIDATION
(See Para 4, 4.2.1)
Guidance for issuance of air operator’s certificate i s given in CAP 3100 and CAP 3300.
Rev. 02, dated ___ October 2022
125CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 13th SEPTEMBER 2021
Attachment D
MINIMUM EQUIPMENT LIST (MEL)
(See Para 6, 6.1.3)
Guidance on the minimum equipment list is contained in CAR Section 2 Series B Part I.
Rev. 2 dated ___ October 2022 126CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
Attachment E
FLIGHT SAFETY DOCUMENTS SYSTEM
(See Para 3, 3.3.6)
1. Introduction
1.1 The following material provides guidance on the organization and development of
an operator’s flight safety documents system. It should be understood that the
development of a flight safety documents system is a complete process, and changes
to each document comprising the system may affect the entire system. Guidelines
applicable to the development of operational documents have been produced by
government and industry sources and are available to operators. Nevertheless, it may
be difficult for operators to make the best use of these guidelines, since they are
distributed across a number of publications.
1.2 Furthermore, guidelines applicable to operational documents development tends to
focus on a single aspect of documents design, for example, formatting and typography.
Guidelines rarely cover the entire process of operational documents development. It is
important for operational documents to be consistent with each other, and consistent
with regulations, manufacturer requirements and Human Factors principles. It is also
necessary to ensure consistency across departments as well as consistency in
application. Hence the emphasis on an integrated approach, based on the notion of the
operational documents as a complete system.
1.3 The guidelines in this Appendix address the major aspects of an operator’s flight safety
documents system development process, with the aim of ensuring compliance with
Para 3, 3.3. The guidelines are based not only upon scientific research, but also upon
current best industry practices, with an emphasis on a high degree of operational
relevance.
2. Organization
2.1 A flight safety documents system should be organized according to criteria which
ensure easy access to information required for flight and ground operations contained
in the various operational documents comprising the system and which facilitate
management of the distribution and revision of operational documents.
Rev.2 dated ___ October 2022 127CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
2.2 Information contained in a flight safety documents system should be grouped according to
the importance and use of the information, as follows:
a) time critical information, e.g., information that can jeopardize the safety of the
operation if not immediately available;
b) time sensitive information, e.g., information that can affect the level of safety or
delay the operation if not available in a short time period;
c) frequently used information;
d) reference information, e.g., information that is required for the operation but does
not fall under b) or c) above; and
e) information that can be grouped based on the phase of operation in which it is used.
2.3 Time critical information should be placed early and prominently in the flight safety
documents system.
2.4 Time critical information, time sensitive information, and frequently used information
should be placed in cards and quick-reference guides.
3. Validation
The flight safety documents system should be validated before deployment, under realistic
conditions. Validation should involve the critical aspects of the information use, in order
to verify its effectiveness. Interactions among all groups that can occur during operations
should also be included in the validation process.
4. Design
4.1 A flight safety documents system should maintain consistency in terminology and in
the use of standard terms for common items and actions.
4.2 Operational documents should include a glossary of terms, acronyms and their standard
definition, updated on a regular basis to ensure access to the most recent terminology.
All significant terms, acronyms and abbreviations included in the flight documents system
should be defined.
4.3 A flight safety documents system should ensure standardization across document types,
including writing style, terminology, use of graphics and symbols, and formatting across
documents. This includes a consistent location of specific types of information, consistent
use of units of measurement and consistent use of codes.
Rev.2 dated ___ October 2022 128CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
4.4 A flight safety documents system should include a master index to locate, in a timely
manner, information included in more than one operational document.
Note.— The master index must be placed in front of each document and consist of no
more than three levels of indexing. Pages containing abnormal and emergency
information must be tabbed for direct access.
4.5 A flight safety documents system should comply with the requirements of the
operator’s quality system, if applicable.
5. Deployment
Operators should monitor deployment of the flight safety documents system, to ensure
appropriate and realistic use of the documents, based on the characteristics of the operational
environment and in a way which is both operationally relevant and beneficial to operational
personnel. This monitoring should include a formal feedback system for obtaining input from
operational personnel.
6. Amendment
6.1 Operators should develop an information gathering, review, distribution and revision
control system to process information and data obtained from all sources relevant to the
type of operation conducted, including, but not limited to, the State of the Operator, State
of design, State of Registry, manufacturers and equipment vendors.
Note.— Manufacturers provide information for the operation of specific aircraft that
emphasizes the aircraft systems and procedures under conditions that may not fully match
the requirements of operators. Operators should ensure that such information meets
their specific needs and those of the local authority.
6.2 Operators should develop an information gathering, review and distribution system to
process information resulting from changes that originate within the operator, including:
a) changes resulting from the installation of new equipment;
b) changes in response to operating experience;
c) changes in an operator’s policies and procedures;
d) changes in an operator certificate; and
e) changes for purposes of maintaining cross fleet standardization.
Rev.2 dated ___ October 2022 129CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
Note.— Operators should ensure that crew coordination philosophy, policies and
procedures are specific to their operation.
6.3 A flight safety documents system should be reviewed:
a) on a regular basis (at least once a year);
b) after major events (mergers, acquisitions, rapid growth, downsizing, etc.);
c) after technology changes (introduction of new equipment); and
d) after changes in safety regulations.
6.4 Operators should develop methods of communicating new information. The specific
methods should be responsive to the degree of communication urgency.
Note.— As frequent changes diminish the importance of new or modified procedures,
it is desirable to minimize changes to the flight safety documents system.
6.5 New information should be reviewed and validated considering its effects on the entire
flight safety documents system.
6.6 The method of communicating new information should be complemented by a tracking
system to ensure currency by operational personnel. The tracking system should include
a procedure to verify that operational personnel have the most recent updates.
Rev.2 dated ___ October 2022 130CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
Attachment F
ADDITIONAL GUIDANCE FOR APPROVED OPERATIONS BY SINGLE-ENGINE TURBINE-
POWERED AEROPLANES AT NIGHT AND/OR IN INSTRUMENT METEOROLOGICAL
CONDITIONS (IMC)
(See Para 5, 5.4 and Appendix 3)
1. PURPOSE AND SCOPE
The purpose of this attachment is to give additional guidance on the airworthiness and
operational requirements described in Para 5, 5.4 and Appendix 3, which have been
designed to meet the overall level of safety intended for approved operations by single-
engine turbine-powered aeroplanes at night and/or in IMC.
2. TURBINE ENGINE RELIABILITY
2.1 The power loss rate required in Para 5, 5.4.1 and Appendix 3 should be established as
likely to be met based on data from commercial operations supplemented by available data
from private operations in similar theatres of operation. A minimum amount of service
experience is needed on which to base the judgment, and this should include at least
20 000 hours on the actual aeroplane/engine combination unless additional testing has
been carried out or experience on sufficiently similar variants of the engine is available.
2.2 In assessing turbine engine reliability, evidence should be derived from a world fleet
database covering as large a sample as possible of operations considered to be
representative, compiled by the manufacturers and reviewed with the States of Design and
of the Operator. Since flight hour reporting is not mandatory for many types of operators,
appropriate statistical estimates may be used to develop the engine reliability data. Data
for individual operators approved for these operations including trend monitoring and event
reports should also be monitored and reviewed by the State of the Operator to ensure that
there is no indication that the operator’s experience is unsatisfactory.
2.2.1 Engine trend monitoring should include the following:
a) an oil consumption monitoring programme based on manufacturer’s recommendations; and
b) an engine condition monitoring programme describing the parameters to be monitored,
the method of data collection and the corrective action process; this should be based on
the manufacturer’s recommendations. The monitoring is intended to detect turbine engine
deterioration at an early stage to allow for corrective action before safe operation is affected.
Rev.2 dated ___ October 2022 131CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
2.2.2 A reliability programme should be established covering the engine and associated systems.
The engine programme should include engine hours flown in the period and the in-flight
shutdown rate for all causes and the unscheduled engine removal rate, both on a 12-month
moving average basis. The event reporting process should cover all items relevant to the
ability to operate safely at night and/or in IMC. The data should be available for use
by the operator, the Type Certificate Holder and the State so as to establish that the
intended reliability levels are being achieved. Any sustained adverse trend should result in
an immediate evaluation by the operator in consultation with the State and manufacturer
with a view to determining actions to restore the intended safety level. The operator should
develop a parts control programme with support from the manufacturer that ensures that
the proper parts and configuration are maintained for single-engine turbine- powered
aeroplanes approved to conduct these operations. The programme includes verification
that parts placed on an approved single-engine turbine- powered aeroplane during parts
borrowing or pooling arrangements, as well as those parts used after repair or overhaul,
maintain the necessary configuration of that aeroplane for operations approved in
accordance with para 5, 5.4.
2.3 Power loss rate should be determined as a moving average over a specified period (e.g.
a 12-month moving average if the sample is large). Power loss rate, rather than in-flight
shut-down rate, has been used as it is considered to be more appropriate for a single-
engine aeroplane. If a failure occurs on a multi-engine aeroplane that causes a major, but
not total, loss of power on one engine, it is likely that the engine will be shut down as positive
engine-out performance is still available, whereas on a single-engine aeroplane it may well
be decided to make use of the residual power to stretch the glide distance.
2.4 The actual period selected should reflect the global utilization and the relevance of the
experience included (e.g. early data may not be relevant due to subsequent mandatory
modifications which affected the power loss rate). After the introduction of a new engine
variant and whilst global utilization is relatively low, the total available experience may have
to be used to try to achieve a statistically meaningful average.
3. OPERATIONS MANUAL
The operations manual should include all necessary information relevant to operations by
single-engine turbine-powered aeroplanes at night and/or in IMC. This should include all
of the additional equipment, procedures and training required for such operations, route
and/or area of operation and aerodrome information (including planning and operating
minima).
4. OPERATOR CERTIFICATION OR VALIDATION
The certification or validation process specified by the State of the Operator should ensure
Rev.2 dated ___ October 2022 132CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
the adequacy of the operator’s procedures for normal, abnormal and emergency operations,
including actions following engine, systems or equipment failures. In addition to the normal
requirements for operator certification or validation, the following items should be addressed
in relation to operations by single-engine turbine-powered aeroplanes:
a) proof of the achieved engine reliability of the aeroplane engine combination (see Appendix
3, paragraph 1);
b) specific and appropriate training and checking procedures including those to cover engine
failure/malfunction on the ground, after take-off and en-route and descend to a forced
landing from the normal cruising altitude;
c) a maintenance programme which is extended to address the equipment and systems
referred to in Appendix 3,paragraph 2;
d) an MEL modified to address the equipment and systems necessary for operations at night
and/or in IMC;
e) planning and operating minima appropriate to the operations at night and/or in IMC;
f) departure and arrival procedures and any route limitations;
g) pilot qualifications and experience; and
h) the operations manual, including limitations, emergency procedures, approved routes or
areas of operation, the MEL and normal procedures related to the equipment referred to
in Appendix 3, paragraph 2.
5. OPERATIONAL AND MAINTENANCE PROGRAMME REQUIREMENTS
5.1 Approval to undertake operations by single-engine turbine-powered aeroplanes at night and/or
in IMC specified in an air operator certificate or equivalent document should include the
particular airframe/engine combinations, including the current type design standard for such
operations, the specific aeroplanes approved, and the areas or routes of such operations.
5.2 The operator’s maintenance control manual should include a statement of certification of the
additional equipment required, and of the maintenance and reliability programme for such
equipment, including the engine.
6. ROUTE LIMITATIONS OVER WATER
6.1 Operators of single-engine turbine-powered aeroplanes carrying out operations at night and/or
in IMC should make an assessment of route limitations over water. The distance that
Rev.2 dated ___ October 2022 133CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
the aeroplane may be operated from a land mass suitable for a safe forced landing should be
determined. This equates to the glide distance from the cruise altitude to the safe forced
landing area following engine failure, assuming still air conditions. States may add to this an
additional distance taking into account the likely prevailing conditions and type of operation.
This should take into account the likely sea conditions, the survival equipment carried, the
achieved engine reliability and the search and rescue services available.
6.2 Any additional distance allowed beyond the glide distance should not exceed a distance
equivalent to 15 minutes at the aeroplane’s normal cruise speed.
Rev.2 dated ___ October 2022 134CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
Attachment G
AUTOMATIC LANDING SYSTEMS, HEAD-UP DISPLAY (HUD) OR EQUIVALENT
DISPLAYS AND VISION SYSTEMS
(Refer OC 18 of 2014)
Rev.2 dated ___October, 2022 135CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
Attachment H
RESCUE AND FIRE FIGHTINGSERVICES (RFFS) LEVELS
(See Para 4, 4.1.4)
1. PURPOSE AND SCOPE
1.1 Introduction
The purpose of this Attachment is to provide guidance for assessing the level of RFFS
deemed acceptable by aeroplane operators using aerodromes for different differing
purposes. This guidance does not relieve the operator from the obligation to ensure that
an acceptable level of protection is available for the aeroplane intended to be used.
1.2 Basic concepts
1.2.1 For flight planning purposes, an aeroplane operator should utilize an aerodrome
whose RFFS category, as required by Annex 14, Volume I, Chapter 9, 9.2, matches or
exceeds the aeroplane’s RFFS category. Some aerodromes currently used do not, however,
meet these requirements. Furthermore, Annex 14, Volume I provisions relate to the level of
aerodrome RFFS to be provided for aeroplanes normally using an aerodrome; hence, this
level of RFFS protection does not take into account aeroplanes for which the aerodrome is
selected as an alternative aerodrome.
1.2.3 In order to determine the acceptability of an aerodrome RFFS protection level, the
operator should consider:
a) for a departure or destination aerodrome, the difference between the aerodrome RFFS
category and the aeroplane RFFS category, and the frequency of flights to that aerodrome;
and
b) for an alternate aerodrome, the difference between the aerodrome RFFS category and
the aeroplane RFFS category, and the probability that this alternate aerodrome will be used.
1.2.4 The intention is that the operator will consider the available RFFS as one element of
a risk assessment process conducted under their Safety Management System, to ensure
that the overall safety of the operation can be maximised. This risk assessment would also
include considerations of aerodrome facilities, availability, terrain, weather conditions etc.
to ensure that the most appropriate aerodrome was selected.
Rev.2 dated ___October, 2022 136CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
Note.— Annex 19 includes safety management provisions for air operators. Further
guidance is contained in the Safety Management Manual (SMM) (Doc 9859).
1.2.5 The following guidance is intended to assist operators in making the assessment
required by Para 4, 4.1.4 with due consideration of the basic principles described in 1.2.1
to 1.2.4. It is not intended that this guidance limit or regulate the operation of an aerodrome.
2. GLOSSARY OF TERMS
Aerodrome RFFS category. The RFFS category for a given aerodrome, as published in
the appropriate Aeronautical Information Publication (AIP).
Aeroplane RFFS category. The category derived from Annex 14, Volume I, Table 9-1 for
a given aeroplane type.
Temporary downgrade. RFFS category as notified, including by NOTAM, and resulting
from the downgrade of the level of RFFS protection available at an aerodrome.
3. ACCEPTABLE AERODROME RFFS CATEGORY
3.1 Planning
3.1.1 In principle, the published RFFS category for each of the aerodromes used for a given
flight should be equal to or better than the aeroplane’s RFFS category. However, if the
aeroplane’s RFFS category is not available at one or more of the aerodromes required to
be specified in the operational flight plan, the operator should ensure that the aerodrome
has a level of RFFS category which is deemed acceptable based on a risk assessment
conducted as part of the operator’s safety management system (SMS). When establishing
acceptable levels of RFFS category for these situations, the operator may use the criteria in
Table I-1-1 and Table I-1-2. Notwithstanding these criteria, the operator may determine other
acceptable levels of RFFS category in accordance with paragraph 3.1.3 of Attachment I.
3.1.1.1 Intended operations to aerodromes with RFFS categories below the levels specified
in Annex 14, Volume I, Chapter 9, 9.2, should be coordinated between the aeroplane
operator and the aerodrome operator.
3.1.1.2 For departure and destination aerodromes, during flight planning, the acceptable
RFFS protection level should equal or exceed the values specified in Table I-1-1.
Rev.2 dated ___October, 2022 137CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
Table I-1-1. Acceptable aerodrome category
for rescue and fire fighting (departure and destination aerodrome)
Aerodromes Acceptable aerodrome RFFS category
(Required to be specified in the operational (Based on published aerodrome RFFS
flight plan) category, including any modification by
NOTAM)
Note.— If an individual aerodrome serves
more than one purpose, the highest required
category corresponding to that purpose at
the time of expected use applies.
RFFS category for each aerodrome should
Departure and destination be equal to or better than the aeroplane
aerodrome RFFS category.
Where a suitable risk assessment has been
conducted by the operator:
One category below the aeroplane RFFS
category, or
Two categories below the aeroplane RFFS
category, in the case of a temporary
downgrade of 72 hours or less but not lower
than aerodrome RFFS Category 4 for
aeroplanes with maximum certificated take-
off mass of over 27 000 kg and not lower than
Category 1 for other aeroplanes.
3.1.1.3 So as to comply with the operational regulations applicable to a given flight, the
operator selects alternate aerodrome(s) for various uses. During flight planning, the
acceptable aerodrome RFFS category at a selected alternate aerodrome may equal or
exceed the values specified as follows.
Table I-1-2. Acceptable aerodrome category
for rescue and firefighting (alternate aerodromes)
Aerodromes Acceptable aerodrome RFFS protection
(Required to be specified in the operational level
flight plan) (Based on published aerodrome RFFS
Note.— If an individual aerodrome serves category, including any modification by
more than one purpose, the highest required NOTAM)
category corresponding to that
purpose at the time of expected use applies.
Take-off alternate and destination alternate Where a suitable risk assessment has been
aerodromes conducted by the operator:
Rev.2 dated ___October, 2022 138CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
Two categories below the aeroplane RFFS
category, or
Three categories below the aeroplane RFFS
category in the case of a temporary
downgrade of 72 hours or less
but not lower than aerodrome RFFS
Category 4 for aeroplanes with maximum
certificated take-off mass of over 27 000 kg
and not lower than Category 1 for other
aeroplanes.
• If at least 30 minutes notice is given to the
En-route alternate aerodromes aerodrome operator prior to the arrival of
the aeroplane, a minimum of RFFS Category
4 for aeroplanes with maximum certificated
take-off mass of over 27 000 kg,and RFFS
Category 1 for other aeroplanes.
• If less than 30 minutes notice can be given
to the aerodrome operator prior to the arrival
of the aeroplane:
- Two categories below the aeroplane
RFFS category; or
- Three categories below the aeroplane
RFFS category in the case of a temporary
downgrade of 72 hours or less.
but not lower than aerodrome RFFS
Category 4 for aeroplanes with maximum
certificated take-off mass of over 27 000 kg
and not lower than Category 1 for other
aeroplanes.
3.1.3 Variations
3.1.3.1 Notwithstanding the guidance developed in 3.1.1, an aerodrome RFFS category
below the protection levels defined in Tables I-1-1 and I-1-2 may be acceptable if other
considerations prevail, such as weather conditions, runway(s) characteristics, or length of
diversion. Such variation should be based on a specific risk assessment conducted by the
operator as part of its safety management system.
3.1.3.2 Variations to the aerodrome RFFS category may concern, amongst other cases:
a) an occasional flight; or
b) temporary downgrades exceeding 72 hours.
Where applicable, a variation may be used for a group of aerodromes selected for the
same purpose, for a given aeroplane type.
Rev.2 dated ___October, 2022 139CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
3.1.3.3 The aforementioned variations may be based on additional or other criteria relevant
to the type of operations. For instance, the 72-hour threshold for RFFS temporary
downgrades may not be relevant for a single flight to or from the aerodrome concerned,
such as a non-scheduled flight, whereas it is fully relevant for operations carried out on a
continuous and daily basis. A variation may be time limited. A variation may also be modified
to reflect the changes of the RFFS protection level available at the aerodrome(s) concerned.
In accordance with Annex 6, Part I, Chapter 4, 4.1.5, the variations and their validity period
should be included in the operations manual.
3.1.3.4 For variations to the acceptable RFFS category at departure and destination
aerodromes, the aeroplane operator’s specific safety risk assessment for an aerodrome
intended to be used as a departure or destination aerodrome may be based on the following
elements:
a) the frequency of flights intended by the aeroplane operator in relation to a lowered
aerodrome RFFS category;
b) coordination between the aeroplane operator and the aerodrome operator (for
instance, reducing intervention time by prepositioning the existing RFFS means along
the runway before the intended take-off or landing).
3.1.3.5 For regular flights, the coordination should take into account the principles of Annex
14, Volume I, Chapter 9, 9.2.5 and 9.2.6 which are applicable to the aerodrome operator, as
well as the possibilities to modulate the aerodrome RFFS category available on a daily cycle
or seasonal cycle.
3.1.3.6 For variations in acceptable RFFS for an alternate aerodrome, the aeroplane
operator’s specific safety risk assessment for an aerodrome selected as a take-off alternate
aerodrome, a destination alternate aerodrome or an en-route alternate aerodrome may
be based on the following elements:
a) the probability of effective use of the aerodrome concerned; and
b) the frequency of selection of the aerodrome for the respective purpose of use.
3.2 In flight
3.2.1 The information contained in the operations manual according to CAR Section 8
Series O Part II, Para 4, 4.1.5 about the aerodrome RFFS category acceptable at the
planning stage (including Tables I-1-1, I-1-2 and, where usable, the variations under the
specifications in 3.1.3) is applicable at the in-flight re-planning point.
3.2.2 In flight, the pilot-in-command may decide to land at an aerodrome regardless of the
RFFS category if, in the pilot’s judgement after due consideration of all prevailing
circumstances, to do so would be safer than to divert.
Rev.2 dated ___October, 2022 140CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
Attachment I
DANGEROUS GOODS
(See Para 14)
Refer CAR Section 11, Section C Part I.
Rev.2 dated ___October, 2022 141CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
Attachment J
LOCATION OF AN AEROPLANE IN DISTRESS
(See Para 6, 6.18)
GUIDANCE FOR LOCATION OF AN AEROPLANE IN DISTRESS
1. Introduction
1.1 The following material provides guidance on locating an aeroplane in distress. The
Triggered Transmission of Flight Data Working Group (TTFDWG) reviewed forty- two
accidents to determine an indication of the distance from a last-known aeroplane
position to the location of an accident site. The report concluded that in approximately
95 per cent of the cases, when the aircraft position was known one minute prior to
the accident, the accident site location was within a 6 NM radius of that position. (Click
here to access the TTFDWG Report under the “publications” tabor go to
https://www.bea.aero/en/ .)
1.2 When an aeroplane has an accident into water and becomes submerged, the location
of the accident site within a 6 NM radius on the surface becomes more important.
Starting the initial search area beyond a 6 NM radius reduces the amount of time
available to search for and locate the aeroplane. At current estimated underwater
search capabilities of 100 km2/day, an area with a 6 NM radius could be searched in
four days. Allowing for naval assets to reach the search area and conduct the search,
it is estimated that an area of 2 300 km2, equivalent to a radius of 14 NM, will be able
to be searched before the ULD battery degrades. Starting at an area of more than 6
NM radius reduces the probability of a successful location during an initial search,
whilst extending the location requirement beyond 6 NM radius reduces the time
available to search with no appreciable gain in the probability of recovery.
2. Clarification of purpose of equipment
2.1 Information from which a position can be determined: Information from an aircraft
system which either is active, or, when automatically or manually activated, can
provide position information which includes a time stamp. This is a performance-
based requirement which is not system-specific and may also bring operational
benefits.
2.2 Emergency locator transmitter (ELT): The current generation of ELTs were designed
to provide the position of impact for a survivable accident. The next
Rev.2 dated ___October, 2022 142CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
generation of ELTs may have the capability to activate a transmission in flight when
any of the conditions detailed in EUROCAE ED-237, Minimum Aviation System
Performance Specification (MASPS) for Criteria to Detect In-Flight Aircraft Distress
Events to Trigger Transmission of Flight Information are met. When an ELT sinks
below the surface of water, its signal is not detectable.
2.3 Automatic deployable flight recorder (ADFR): The purpose of an ADFR is to have
flight recorder data available soon after an accident, in particular for accidents over
water. The integrated ELT provides for both locating the accident site for accident
investigation and search and rescue purposes. Being floatable, it will assist in locating
the accident site by providing an ELT signal when the wreckage sinks below the
surface of the water. It also ensures redundancy for one ELT.
2.4 Underwater locator device (ULD): A ULD operating at a frequency of 8.8 kHz is
attached to the airframe to locate aeroplane wreckage below the surface of water
when an ELT signal is not possible to detect. The ULDs operating at 37.5 kHz are
attached to the flight recorders and are used for locating the flight recorders under
water.
3. Equipage Compliance
The advancement of technology has made it possible to meet the equipage
requirements by different means. Table K-1 below provides examples of compliance.
In such potential installations, the cost will be minimized and the effectiveness of the
current installation improved.
Table K-1. Examples of compliance
Current After 1 January 2021
Application for type certification is
In-service
submitted to a Contracting State
Two ELTs Example:
Two fixed recorders A system from which a position can be
determined; and one ADFR with an integrated
ELT; and one combined recorder;
or
A system from which a position can be
determined and one ELT and two fixed
recorders and an additional means to retrieve
flight recorder data in a timely manner.
Note.― A system from which a position can be determined and used to comply with para
6, 6.18, may replace one of the ELTs required by para 6, 6.17.
Rev.2 dated ___October, 2022 143CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES O PART II 17th OCTOBER 2022
Attachment K
GUIDE TO CURRENT FLIGHT RECORDER PROVISIONS
(See Para 6, 6.3)
The operators shall comply with the requirements given in the CAR Section 2, Series ‘I’
Part V and Series ‘I’ Part VI for installation of Flight Data Recorder and Cockpit Voice
Recorder (CVR) as the case may be or the combination recorder (FDR/CVR).
Rev.2 dated ___October, 2022 144