Professional Documents
Culture Documents
Air safety is a term encompassing the theory, investigation, and categorization of flight
failures, and the prevention of such failures through regulation, education, and training.
It can also be applied in the context of campaigns that inform the public as to the safety
of air travel.
Lightning
Boeing studies showed that airliners are struck by lightning twice per year on average;
aircraft withstand typical lightning strikes without damage.
Engine failure
An engine may fail to function because of fuel starvation (e.g. British Airways Flight
38), fuel exhaustion (e.g. Gimli Glider), foreign object damage (e.g. US Airways Flight
1549), mechanical failure due to metal fatigue (e.g. Kegworth air disaster, El Al Flight
1862, China Airlines Flight 358), mechanical failure due to improper maintenance
(e.g. American Airlines Flight 191), mechanical failure caused by an original
manufacturing defect in the engine (e.g. Qantas Flight 32, United Airlines Flight
232, Delta Air Lines Flight 1288), and pilot error (e.g. Pinnacle Airlines Flight 3701).
In a multi-engine aircraft, failure of a single engine usually results in a precautionary
landing being performed, for example landing at a diversion airport instead of
continuing to the intended destination.
Page | 1
Structural failure of the aircraft
Composite materials consist of layers of fibers embedded in a resin matrix. In some
cases, especially when subjected to cyclic stress, the layers of the material separate
from each other (delaminate) and lose strength. As the failure develops inside the
material, nothing is shown on the surface; instrument methods (often ultrasound-based)
have to be used to detect such a material failure. In the 1940s several Yakovlev Yak-
9s experienced delamination of plywood in their construction.
Stalling
Stalling an aircraft (increasing the angle of attack to a point at which the wings fail to
produce enough lift) is dangerous and can result in a crash if the pilot fails to make a
timely correction.
Devices to warn the pilot when the aircraft's speed is decreasing close to the stall
speed include stall warning horns (now standard on virtually all powered aircraft), stick
shakers, and voice warnings. Most stalls are a result of the pilot allowing the airspeed
to be too slow for the particular weight and configuration at the time. Stall speed is
higher when ice or frost has attached to the wings and/or tail stabilizer. The more
severe the icing, the higher the stall speed, not only because smooth airflow over the
wings becomes increasingly more difficult, but also because of the added weight of the
accumulated ice.
Fire
Safety regulations control aircraft materials and the requirements for automated fire
safety systems. Usually these requirements take the form of required tests. The tests
measure flammability of materials and toxicity of smoke. When the tests fail, it is on a
prototype in an engineering laboratory rather than in an aircraft.
At one time, fire fighting foam paths were laid down before an emergency landing, but
the practice was considered only marginally effective, and concerns about the depletion
of fire fighting capability due to pre-foaming led the United States FAA to withdraw its
recommendation in 1987.
One possible cause of fires in airplanes is wiring problems that involve intermittent
faults, such as wires with breached insulation touching each other, having water
dripping on them, or short circuits. These are difficult to detect once the aircraft is on the
ground. However, there are methods, such as spread-spectrum time-domain
reflectometry, that can feasibly test live wires on aircraft during flight. [18]
Bird strike
Bird strike is an aviation term for a collision between a bird and an aircraft. Fatal
accidents have been caused by both engine failure following bird ingestion and bird
strikes breaking cockpit windshields.
Jet engines have to be designed to withstand the ingestion of birds of a specified
weight and number and to not lose more than a specified amount of thrust. The weight
and numbers of birds that can be ingested without hazarding the safe flight of the
aircraft are related to the engine intake area. [19] The hazards of ingesting birds beyond
the "designed-for" limit were shown on US Airways Flight 1549 when the aircraft struck
Canada geese.
The outcome of an ingestion event and whether it causes an accident, be it on a small
fast plane, such as military jet fighters, or a large transport, depends on the number and
weight of birds and where they strike the fan blade span or the nose cone. Core
damage usually results with impacts near the blade root or on the nose cone.
Page | 2
The highest risk of a bird strike occurs during takeoff and landing in the vicinity
of airports, and during low-level flying by military aircraft, crop dusters and helicopters
for example. Some airports use active countermeasures, ranging from a person with
a shotgun through recorded sounds of predators to employing falconers. Poisonous
grass can be planted that is not palatable to birds, nor to insects that
attract insectivorous birds. Passive countermeasures involve sensible land-use
management, avoiding conditions attracting flocks of birds to the area (e.g. landfills).
Another tactic found effective is to let the grass at the airfield grow taller (approximately
12 inches (30 cm)) as some species of birds won't land if they cannot see one another.
Human factors
Human factors, including pilot error, are another potential set of factors, and currently
the factor most commonly found in aviation accidents Much progress in applying human
factors analysis to improving aviation safety was made around the time of World War
II by such pioneers as Paul Fitts and Alphonse Chapanis. However, there has been
progress in safety throughout the history of aviation, such as the development of the
pilot's checklist in 1937.[20] CRM, or Crew Resource Management, is a technique that
makes use of the experience and knowledge of the complete flight crew to avoid
dependence on just one crew member.
Pilot error and improper communication are often factors in the collision of aircraft. The
barriers to have an effective communication have internal and external factors. [21] The
ability of the flight crew to maintain situation awareness is a critical human factor in air
safety. Human factors training is available to general aviation pilots and called single
pilot resource management training.
Controlled flight into terrain (CFIT), and error during take-off and landing can have for
example causing the crash of Prinair Flight 191 on landing, also in 1972.
Pilot fatigue
The International Civil Aviation Organization (ICAO) defines fatigue as "A physiological
state of reduced mental or physical performance capability resulting from sleep loss or
extended wakefulness, circadian phase, or workload." [22] The phenomenon places great
risk on the crew and passengers of an airplane because it significantly increases the
chance of pilot error. Fatigue is particularly prevalent among pilots because of
"unpredictable work hours, long duty periods, circadian disruption, and insufficient
sleep".[24]These factors can occur together to produce a combination of sleep
deprivation, circadian rhythm effects, and 'time-on task' fatigue. [24] Regulators attempt to
mitigate fatigue by limiting the amount of hours pilots are allowed to fly over varying
periods of time. Experts in aviation fatigue [who?] often find that these methods fall short on
their goals.
.
Controlled flight into terrain
CFIT is a class of accidents in which an aircraft is flown under control into terrain or
man-made structures. CFIT accidents typically result from pilot error or of navigational
system error. Failure to protect ILS critical areas can also cause CFIT
accidents[dubious discuss]. Another anti-CFIT tool is the Minimum Safe Altitude Warning
(MSAW) system which monitors the altitudes transmitted by aircraft transponders and
compares that with the system's defined minimum safe altitudes for a given area. When
the system determines the aircraft is lower, or might soon be lower, than the minimum
safe altitude, the air traffic controller receives an acoustic and visual warning and then
alerts the pilot that the aircraft is too low.[27]
Electromagnetic interference
The use of certain electronic equipment is partially or entirely prohibited as it might
interfere with aircraft operation,[28] such as causing compass deviations] Use of some
types of personal electronic devices is prohibited when an aircraft is below 10,000',
Page | 3
taking off, or landing. Use of a mobile phone is prohibited on most flights because in-
flight usage creates problems with ground-based cells
Ground damage
Various ground support equipment operate in close proximity to the fuselage and wings
to service the aircraft and occasionally cause accidental damage in the form of
scratches in the paint or small dents in the skin. However, because aircraft structures
(including the outer skin) play such a critical role in the safe operation of a flight, all
damage is inspected, measured, and possibly tested to ensure that any damage is
within safe tolerances.[citation needed]
Volcanic ash
Plumes of volcanic ash near active volcanoes can damage propellers, engines and
cockpit windows.[31] [32] In 1982, British Airways Flight 9 flew through an ash cloud and
temporarily lost power from all four engines. The plane was badly damaged, with all the
leading edges being scratched. The front windscreens had been so badly "sand"
blasted by the ash that they could not be used to land the aircraft. [33]
Prior to 2010 the general approach taken by airspace regulators was that if the ash
concentration rose above zero, then the airspace was considered unsafe and was
consequently closed.[34] Volcanic Ash Advisory Centers enable liaison
between meteorologists, volcanologists, and the aviation industry.[35]
Runway safety
Types of runway safety incidents include:
Airport design
Airport design and location can have a large impact on aviation safety, especially since
some airports such as Chicago Midway International Airport were originally built for
propeller planes and many airports are in congested areas where it is difficult to meet
newer safety standards. For instance, the FAA issued rules in 1999 calling for a runway
safety area, usually extending 500 feet (150 m) to each side and 1,000 feet (300 m)
beyond the end of a runway. This is intended to cover ninety percent of the cases of an
aircraft leaving the runway by providing a buffer space free of obstacles. Many older
airports do not meet this standard. One method of substituting for the 1,000 feet
(300 m) at the end of a runway for airports in congested areas is to install
an engineered materials arrestor system (EMAS). These systems are usually made of a
lightweight, crushable concrete that absorbs the energy of the aircraft to bring it to a
rapid stop. As of 2008, they have stopped three aircraft at JFK Airport.
Not all phases of flight are equally prone to accidents. Most accidents (55%) occur during
landing or take-off. Only 10% occur when the aircraft is en route.
Accidents by phase of flight (2013) [37]
Phase Percentage of accidents that occur in this phase
Landing 43
Approach 18
Take-off 12
En route 10
Standing 9
Taxi 8
Page | 5
National investigation organizations
1.4 This Civil Aviation Requirements is issued under the provisions of Rule 133A
of the Aircraft Rules, 1937 and Rule 4 & Rule 18 of Aircraft (Investigation of
Accidents and Incidents) Rules, 2012. It prescribes the manner in which the
occurrences are to be reported and investigated and the responsibilities of
various organizations like the Operators and other Departments/ agencies at
the airport etc. in providing assistance with regard to investigation.
1.5 This CAR supersedes Air Safety Circular 5 of 1982, ASC 08 of 2009, ASC 5 of
2009, ASC 6 of 2013 & ASC 2 of 2011.
2. APPLICABILITY:
2.2 This Civil Aviation requirements applies to All Scheduled, Non- Scheduled,
Aerial work aircraft, State Government / BSF aircraft & private aircraft
operators, flying clubs, aircraft manufacturer, Aerodrome operator, Air
Navigation service provider, MROs, Ground handling agents, fuel vendors and
service provider.
3. DEFINITIONS:
(i) in the case of a manned aircraft, takes place between the time any person
boards the aircraft with the intention of flight until such time as all such
persons have disembarked; or
(ii) in the case of an unmanned aircraft, takes place between the time the
aircraft is ready to move with the purpose of flight until such time as it
comes to rest at the end of the flight and the primary propulsion system is
shut down, in which -
- direct contact with any part of the aircraft, including parts which have
become detached from the aircraft, or
except when the injuries are from natural causes, self-inflicted or inflicted
by other persons, or when the injuries are to stowaways hiding outside the
areas normally available to the passengers and crew; or
Page | 8
- adversely affects the structural strength, performance or flight
characteristics of the aircraft, and
- would normally require major repair or replacement of the affected
component,
Includes Jet Blast and Prop/rotor down wash ground handling occurrences.
NOTE: Taxiing includes ground and air taxiing for rotorcraft on designated
taxiways.
Runway excursions: When an aircraft on the runway surface departs the end or
the side of the runway surface. Runway excursions can occur on takeoff or
landing. They consist of two types of events:
Page | 10
(i) in the case of manned aircraft, takes place between the time any person
boards the aircraft with the intention of flight until such time as all such
persons have disembarked, or
(ii) in the case of an unmanned aircraft, takes place between the time the
aircraft is ready to move with the purpose of flight until such time as it
comes to rest at the end of the flight and the primary propulsion system
is shut down, in which:Significant Incident: An incident involving
circumstances indicating that an accident or a serious incident could
have occurred, if the risk had not been managed within safety margins.
4. NOTIFICATION
It is incumbent that the notice and information of occurrences as listed in
Appendix A in the prescribed format shall be sent as soon as possible by
the quickest means available and in any case within 24 hours by the person in
command of the aircraft or if he be killed or incapacitated the owner, operator,
the hirer or other persons on whose behalf he was in command of the aircraft/
Airport Director/ATC In charge/Communication In charge/Aerodrome In
charge/Safety Investigation Coordinator (SIC) In charge to the Director General
of Civil Aviation (Attn: Director Air Safety, HQ) and the concerned Regional Air
Safety Office(s) where the Operator is based and where the location of the
occurrence falls. In addition the information regarding incident / accident shall
also be provided to Aircraft Accident Investigation Bureau (AAIB). Operator shall
develop a procedure for reporting of occurrences and include in their Flight
Safety Manual/Safety Management System Manual/Airport Emergency
Planning Manual.
5.1 DGCA will evaluate each occurrence report received to decide which
occurrence require investigation by the DGCA or by the concerned operator /
AAI through PIB/AIB under the supervision of the DGCA.
5.3 For occurrences concerning the foreign operators, DGCA will take such steps
as are open to it to persuade foreign aviation authorities and organisations to
take any necessary remedial and preventive action in relation to reported
occurrences;
6. INVESTIGATION
Page | 11
The sole objective of the investigation of an incident/occurrence shall be the
prevention. It is not the purpose of this activity to apportion blame or liability.
6.2.1 Each air operator shall establish a Permanent Investigation Board (PIB) for
investigation of incidents occurring to its aircraft. The board shall consist of
Chief of flight safety/Dy. Chief of Flight Safety/personnel assigned with duties
of flight safety activities (with fleet size of less than three), a senior pilot on
type, preferable instructor/examiner and Manager Quality/Engineer qualified
on type preferably not involved with the certification work. The board shall
determine the frequency of its meetings on the basis of fleet size and average
number of incidents. During the meeting all the occurrences for the intervening
period be discussed and plan further action. If occurrence is of nature that
further investigation serves no purpose a summary investigation report may
be prepared. However for all other investigations the PIB report shall be
prepared as per the format in Appendix C. Involved flight crew and
maintenance crew if required be made available for the purpose of recording
their account of the incident.CVR transcript/DFDR readout of the relevant
parameters, site report, test report of the relevant system to the extent
possible should be made available.
6.2.2 For incidents to aircraft other than as given in 6.2.1 investigation shall be
carried out by DGCA. All efforts should be made to complete the
investigation within the time limits stipulate in Para 7.
All operators shall fill ADREP using ECCAIRS or compatible excel sheet for
the incidents that are investigated by PIB and submit along with the PIB
report to the Concerned Regional Air Safety Office and O/o DAS (DGCA
HQ)
AIB will be constituted and notified at all Regional Offices of Air Safety
Directorate i.e. Delhi, Mumbai, Kolkata, Chennai, and Hyderabad. Teams
will investigate all Airprox incidents and any other occurrences as advised
by DGCA HQ in their respective regions.
Page | 12
REPORTABLE OCCURRENCES
I. AIRCRAFT TECHNICAL
A) Structural
Damage to a principal structural element that has not been qualified as damage
tolerant (life limited element). Principal structural elements are those which
contribute significantly to carrying flight, ground and pressurisation loads and
whose failure could result in a catastrophic failure of the aircraft.
Damage or defect (exceeding allowed tolerances) to a structural element whose
failure could reduce the structural stiffness to such an extent that the required
aeroelastic characteristics are no longer achieved.
Damage to or defect of a structural element, which could result in the liberation
of items of mass that may injure occupants of the aircraft.
B) Systems
Inability of the crew to control the system e.g. uncommanded actions, incorrect
and/or incomplete response, etc.
i. Air conditioning/ventilation
Page | 13
1 Depressurization.
iii. Communications
v. Cockpit/Cabin/Cargo
8. Fuel system
Page | 14
a) Fuel quantity indicating system malfunction resulting in total loss or
erroneous indicated fuel quantity on board
9. Hydraulics
a) Brake fire.
c) Unsymmetrical braking.
f) Tyre burst.
Page | 15
1. Navigation systems
2. Oxygen
4. Propulsion system
Over speed or inability to control the speed of any high speed rotating
component.
- Non-containment of
components/debris
- Uncontrolled internal or external fire
C) Human Factors
Operation of Aircraft
Critically low fuel quantity or inability to transfer fuel or use total quantity of
usable fuel.
Fuel system malfunctions or defects, which had an effect on fuel supply and/or
distribution.
Collision between an aircraft and any other aircraft, vehicle or other ground
object.
Inability to achieve the intended aircraft configuration for any flight phase (e.g.
landing gear and doors, flaps, stabilisers, slats etc).
Abnormal vibration.
GPWS warning.
ACAS/TCAS RAs.
B) Emergencies
Use of any non-standard procedure by the flight or cabin crew to deal with an
emergency.
C) Crew Incapacitation
Incapacitation of any member of the cabin crew which renders them unable to
perform essential emergency duties.
D) Meteorology
Hail strike which resulted in damage to the aircraft or loss or malfunction of any
essential service.
Windshear encounter.
Any defect in a life controlled part causing retirement before completion of its
full life.
Page | 19
A) Air Navigation Services
All Wildlife Strikes and wildlife movement is required to be reported in the enclosed
performa at Appendix E
1.2 With a view to achieve these objectives, this CAR is issued under the
provisions of Rule133A of the Aircraft Rules, 1937 and Section 5A of the Aircraft
Act, 1934.
2. APPLICABILITY
3.1 All operators shall prepare a Flight Safety Manual and shall get this
manual approved from the Director Air Safety, DGCA Headquarters.
3.2 The Flight Safety Manual shall clearly lay down the Companys safety
Page | 21
policies, flight safety awareness and accident/incident prevention
programme. The Flight Safety Manual shall be prepared as per the
guidance given in Appendix A to this CAR.
All operators shall establish an effective Flight Safety System for use and
guidance of operational personnel. The guidance material for preparation of
Flight Safety Documentation System is given in Appendix B. The procedure for
preparing Flight Safety Documentation System its monitoring and adherence
shall be incorporated in the Flight Safety Manual.
5. SAFETY AWARENESS
5.1 All flight crew, maintenance engineers, cabin crew and other key
personnel shall be given periodical refresher courses to update their
knowledge.
5.2 The operator shall organise periodic safety seminars for the benefit of
their personnel. Specialists in the field of safety may be invited to give
presentations so that lessons could be learnt from the experience of
others. Pilots, engineers and safety managers of the operators should
participate in the safety seminars organised by the DGCA and other
agencies in the country and abroad.
5.4 Safety bulletins highlighting case studies and safety lessons from serious
occurrences in aviation industry in India and abroad should be prepared
and circulated to the concerned personnel.
5.5 The operators should bring out their own periodical safety journal.
Page | 22
The proactive programme is aimed to detect the weak areas in the system through
various measures as mentioned below which should be taken on regular basis. To
recognise weaknesses in a system or organisation and to take corrective measures
are the key factors to ensure safety in aviation. This way the potential hazards and
problem areas shall be detected and nipped in the earlier stages itself. Necessary
records shall be maintained by the operators of all the checks. While the operators
shall evolve their own detailed accident/incident prevention programme keeping in
view the nature and scope of their operations, the following salient measures shall
form part of their programme :-
a) The operators should take steps for building safety culture in the organisation
and declare their firm commitment to safety.
b) The operators shall carry out periodically their internal safety audit of different
divisions like operations, maintenance, commercial, security, ground support,
etc. This shall be carried out by a dedicated group comprising of at least a
senior pilot and an engineer.
c) The value of data retrieved from the Cockpit Voice Recorders (CVR) and Digital
Flight Data Recorders (DFDR) has been proven. Periodic monitoring of CVR
and DFDR must be carried out by all operators. As the DFDR systems are
enhanced with greater recorder capacity, they will become even more valuable
tools not only for accident investigation but also accident prevention. The
recorded data can be analysed for the purpose of checking deviations in flight
parameters beyond acceptable limits which are critical to flight safety. The
operator should develop suitable computer software to determine the
deviations of different flight parameters beyond acceptable limits.
e) Frequency of flight checks shall be increased during bad weather conditions like
monsoon, fog, etc. Under such conditions crew should not hesitate to initiate a
missed approach whenever the visual reference to the runway is lost. They
should abandon the approach in weather conditions below the applicable
minima and divert, if necessary.
i) The critical operational areas shall be monitored closely so that these do not
result in any serious safety hazard. Such areas are initial induction of new
airline pilots, transition to a totally new type of aircraft like glass cockpit
aircraft, operations to and from marginal runways, operations during monsoon,
loading of aircraft under high ambient temperature and elevation conditions,
operations to airfields located in mountainous terrain, airworthiness and
operational control of leased aircraft, etc.
j) Flight and Duty Time Limitations shall be laid down for the operating crew to
ensure that the crew are not fatigued which may affect safety of operations.
Rostering of the crew should be done keeping in view the flight and duty time
Page | 23
limitation requirements. All scheduled airlines shall establish
electronic/computer based system for monitoring Flight and Duty Time
Limitations. Also crew pairing should be done carefully for better crew
coordination.
k) In order to ensure that maintenance of aircraft is up to the mark, only the firms
approved by DGCA as per CAR 145 or CAR Section 2, Series E Part IV
system shall carry out maintenance of aircraft.
l) The organization shall have adequate number of quality assurance staff which
are able to monitor compliance with CAR 145/ CAR Section-2, Series E part
IV.
n) Regular checks shall be carried out by the operator to ensure that standard
weights of crew and passengers are being used and loading of aircraft is
within the limits as per RTOLW charts with proper centre of gravity. Load and
trim sheets shall also be checked periodically to ensure their accuracy and
their proper filling up for any irregularity. Check whether loading of the aircraft
is being supervised.
q) Regular statistical analysis of the accident and incident data shall be carried out
to determine whether there has been an improvement or decline in level of
safety. This analysis shall provide a useful hazard alerting technique.
Appendix D contains the guidance for the quantum of accident prevention programme.
7. SAFETY AUDIT
A detailed checklist shall be prepared for conducting internal safety audit. These
audits shall review and analyse all matters having bearing on safety of operations,
particularly with reference to the following:-
The management policy has been clearly defined for the commitment and
priority to safety of aircraft operations. The management has issued guidelines
to this effect and has also taken action for violations of safety requirements by
their employees.
The Operations Manual and other circulars issued from time to time clearly
define the operational policies and procedures for all types of aircraft in
operation. For example, whether:
i. the pilots are filling the flight reports properly giving complete details of
the snags;
ii. operational control is being exercised and the concerned officials are
posted at the airports for discharging the duties;
iii. detailed study/trial has been carried out before starting operation to a
new airport;
Page | 24
iv. procedures and precautions have been laid down for operations at
critical/marginal airfields and for operations during the monsoon period;
and
Flight operations offices at the main base and sub-bases are adequately manned
and equipped with communication and other assisting equipments. The operator
should have sub-bases at stations where there are night halts. The flight
despatchers shall be approved by DGCA. Company doctors and proper medical
equipments are available at the main base and at sub-bases for carrying out pre-
flight medical check. The flight operations offices shall maintain the records of
FDTL, validity of licence/IR, medical check, proficiency check, refresher and flight
safety courses which shall be updated regularly.
(e) Training
Regular refresher courses are being conducted for the flight crew, AMEs, cabin
crew and other key personnel and whether the commercial staff engaged in loading
of aircraft is being given regular training/ refresher regarding proper filling up of load
and trim sheets.
DGCA approval for maintenance organisation is current and the operator has
adequate number of AMEs/approved personnel/authorized personnel/certifying staff
and the infrastructure to cope up with maintenance of aircraft fleet. It shall also be
ensured that only type rated AMEs/approved personnel/authorized personnel carry
out rectification of snags. Check availability of trained technicians for engine start,
marshallers, etc. The operator has necessary tools and equipment required for
maintenance of aircraft and whether their shops have required maintenance
facilities.
The operator is in possession of various manuals and is on the mailing list of the
manufacturer for relevant literature, and whether all the documents related to
aircraft operations and maintenance, log books, etc. are maintained properly and
regularly updated.
The operator has sufficient and proper space for maintenance/ shops and is being
maintained properly. Whether sufficient space is available for office work, for proper
keeping of records, stores etc. Check for proper environment control.
Page | 25
(j) Support Equipment
The operator has proper ground support equipment like baggage trolleys, step
ladders, motorised vehicles, etc. and whether they are maintained in serviceable
condition. Check that the personnel engaged in handling ground support equipment
are trained and regular refresher is given to them.
(k) Security
8.2 The operator shall have dedicated flight safety department having adequate
number of competent personnel for implementation of the flight safety awareness
and accident/incident prevention programme appropriate to the size and scope of
operations, that addresses the broad range of risk involved in commercial aviation
to include, but not limited to, flight, maintenance and ground safety . The guidance
material for flight safety organization set up is given in Appendix C. The flight
safety department shall obtain approval of DGCA. A person of Indian nationality
either a flight crew member or aviation engineer shall be appointed as the Chief
of Flight Safety after approval of the DGCA. In addition organization shall
nominate Deputy Chief of Flight Safety for approval of DGCA. It shall be ensured
that if Chief of Flight Safety is a pilot, the Deputy Chief shall be an engineer and
vice-versa. Detailed qualification requirements are given in Appendix C. For
existing post holder, the organisation shall put up for their approval within three
months of the date of revision of the CAR. The personnel other than Chief of
Flight Safety shall be competent and appropriately qualified in civil aviation
activities such as operations, maintenance etc. to handle the assigned duties. The
Chief of Flight Safety shall report directly to the top management to ensure
effectiveness of the flight safety organization and to accord high priority to safety.
The flight safety department shall prepare monitoring checklist to enable the
safety officers to carry out the checks thoroughly. Flight Safety organization shall
maintain a record of the checks carried out by them and of any deficiencies
observed. They shall take prompt action to have the deficiencies attended to.
Periodic returns for compliance of this CAR shall be sent by the operator to the
concerned Regional Air Safety Office with a copy to the Director of Air Safety,
DGCA Headquarters.
8.3 While the Director of Air Safety, DGCA Headquarters shall monitor the overall
implementation of the programme, the Regional Air Safety and Airworthiness
Offices, Flight Inspection Directorate, Audit Teams, accident/incident investigators
shall also check implementation of the provisions of this CAR during the course of
their day-to-day work. The programme may be reviewed to assess its effectiveness
and amended, if necessary, in the light of the experience gained and the
developments in the civil aviation sector.
8.4 These requirements shall take precedence over any other similar requirement
specified in any other CAR which will be amended in due course.
1. Table of contents
2. Record of revision
3. List of effective pages
Page | 26
4. Distribution list of the manual
CHAPTER 1: INTRODUCTION
A. Monitoring of DFDR
A. Internal Audit
i. Team Composition.
ii. Qualification and experience of the member.
iii. Procedure for Internal Audit.
iv. Format for Internal Audit.
v. Procedure for action taken on the recommendation of the Internal Audit
Report.
vi. Review of action taken for their adequacy and submission of the
Internal Audit Report along with Action Taken Report to DGCA (DAS
Hqrs.).
B. DGCA Audit.
ii. Responsibility and Procedure to Report and investigate the Ground incident.
Page | 28
CHAPTER 12: EMERGENCY RESPONSE PROCEDURE
i. Definitions
ii. The true cost of risk
iii. Risk Profiles
iv. Summary
v. Decision Making
vi. Cost/Benefit Consideration
5. INTRODUCTION
Nevertheless, it may be difficult for operators to make the best use of these
guidelines, since they are distributed across a number of publications. Air
operators who have yet to establish a flight safety documents system should
Page | 29
utilize the information contained in this Attachment in establishing such a
system. Air operators who have established such a system should verify that the
functionality of their system is in compliance with the concepts outlined in this
Attachment. DGCA inspectors will conduct a review of the flight safety
documents system to ensure that it is effective in providing vital safety
information to flight crew in a timely manner.
6. ORGANIZATION
(i) Time critical information, e.g., information that can jeopardize the safety of
the operation if not immediately available;
(ii) 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;
(iv) Reference information, e.g., information that is required for the operation
but does not fall under (2) or (3) above; and
c. Time critical information should be placed early and prominently in the flight
safety documents system.
Page | 30
recent terminology. All significant terms, acronyms and abbreviations included in
the flight documents system should be defined.
3. DEPLOYMENT
4. AMENDMENT
4.1 Operators should develop an information gathering, review and distribution
system to process information resulting from changes that originate within the
operator, including:
4.5 New information should be reviewed and validated considering its effects on the
entire flight safety documents system.
4.6 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.
Page | 31
Procedure for medical examination of aircraft personnel for alcohol consumption
3. INTRODUCTION
1.1 It is a well-known fact that even when the blood alcohol levels are zero in the
body, there could be some effect of hangover, which is mainly due to
congeners. These congeners may take 15 to 18 hours to get dissipated and
may produce ill effects for up to 36 hours depending upon the amount of alcohol
consumed. Even 12 hours after a bout of drink, when blood alcohol level
remains zero, there is decrement in task performance. Alcohol present in body
even in small quantities jeopardises flight safety on several counts and is likely
to adversely affect an aviator well into the hangover period.
1.2 Alcohol also interferes with the enzymatic cellular process or oxidation, causes
hypoxia and reduces individuals tolerance with increase in altitude. It is known
that a low alcohol blood level between 30 mg% to 50 mg% disturbs the sensor-
motor, visual and cortical reaction. Consumption of alcohol results in significant
deterioration of psychomotor performance and decreases the amount of mental
capacity available to deal with many essential tasks involved in the conduct of
safe flight. Should an emergency occur in-flight, the crew member under the
influence of alcohol is not capable of dealing with the problem.
1.3 Two ounces of whiskey raises the alcohol level to 50 mg. The amount of alcohol
in a can of beer is approx. the same as in a single mixed drink. Wine,
champagne, ale and other alcoholic beverages have same effects as liquor,
though the con centration of alcohol varies from one beverage to the other.
1.4 Therefore, in the present state of our know ledge, the level of blood alcohol
compatible with safe flying is Zero, which is also recommended by ICAO. It
is equally important to intensify the educational programme for crew
members regarding the inherent dangers of flying after consumption of
alcohol.
1.5 This Civil Aviation Requirement lays down the procedure to be followed for
the breath-analyzer examination of the crew members for consumption of
alcohol and actions to be taken by the operators. It also dwells on the
procedure to be followed by the authorities concerned in the event of an
accident.
1.6 This CAR is issued under the provisions of Rule 24 read with Rule 133A of
the Aircraft Rules, 1937 for information, guidance and compliance by all
concerned.
2. DEFINITIONS
Flight Crew Member A licensed crew member charged with duties essential to the
operation of an aircraft during a flight duty period.
Cabin Crew Member A crew member other than a flight crew member.
Other operating member of Any person, who is present in the cockpit for the purpose of
crew duty, assessment, audit, observation, training, etc.
Pre-flight Breath-analyzer
Test conducted on crew member before departure of aflight to
Examination measures alcohol in his exhaled air so as to determine the
concentration of alcohol in the blood.
3.1 APPLICABILITY
4. SAFETY REGULATIONS
4.1 As per the provision of Rule 24 of the Aircraft Rules, no person acting as, or carried
in aircraft for the purpose of acting as pilot, commander, navigator, engineer, cabin crew
or the other operating member of the crew thereof, shall have taken or used any
alcoholic drink, sedative, narcotic, or stimulant drug preparation within 12 hours of the
commencement of the flight or taken or use any such preparation in the course of the
flight, and no such person shall, while so acting or carried, be in state of intoxication or
have detectable blood alcohol whatsoever in his breath, urine or blood alcohol analysis
or in a state in which by reason of his having taken any alcoholic, sedative, narcotic or
stimulant drug or preparation his capacity so to act is impaired, and no other person
while in a state of intoxication shall enter or be in aircraft or report for duty.
6.4 For operators other than the scheduled operators, each flight crew and cabin
crew of all flights originating from India shall be subjected to pre-flight breath-
analyzer examination. However, where infrastructure does not exist, the flight
crew and cabin crew shall undergo post-flight breath-analyzer examination. In
case the flight crew and cabin crew are away from base station for more than
two days and operates a flight from there, the operator shall provide facility for
conduct of their pre-flight breath-analyzer examination, which may include
Govt./Govt. licensed private hospitals located at the airport or in the city. Such
facilities shall be subjected to periodic checks by the DGCA.
6.5 In case of flying training institutes, instructors and student pilots undertaking
solo flying shall undergo pre-flight breath-analyzer examination before first flight
Page | 33
of the day.
r) EQUIPMENT USAGE
6.3 Before each test, the Doctor/Paramedics/EMT shall run an air blank on the
instrument and obtain a reading of 0.000. The Doctor/Paramedics/EMT shall
also carry out a control test on daily basis and keep a record of printout to
ensure serviceability of both the breath-analyzer equipment and the printer.
6.4 Operators shall keep the pre-flight and post-flight breath-analyzer examination
record separately in a bound volume with all pages serial numbered. Breath-
analyzer examination record shall be maintained as per the format given in
Page | 34
Appendix I. Scheduled airlines may maintain breath-analyzer examination
records as per the format given in Appendix II.
The make, serial number and calibration status of the breath-analyzer shall be
recorded in the event the crew member/maintenance personnel is detected positive for
alcohol consumption. Under no circumstances third test shall be conducted.
If the second test is satisfactory, the crew member may be cleared for flight. If
the crew member refuses to undergo the second test, it shall be recorded and the
concerned crew member shall not operate the flight. In such case, action against the
crew member shall be taken in accordance with Para 8.1 of this CAR.
CARRIAGE OF VIP
0 Any crew member that tests pre-flight breath-analyzer examination positive for
the first time/refuses to undergo the pre-flight breath-analyzer examination/refuses to
undergo the pre-flight breath-analyzer examination second time upon tested positive
during the first test/operates the aircraft without undergoing pre-flight breath-analyzer
examination/attempt to evade the pre-flight breath-analyzer examination by leaving the
airport premises shall be kept off flying duty and their license/approval suspended for a
period of three months.
In case of a repeat violation of the provisions contained in Para 8.1 of this CAR, the
license/approval of the crew member shall be suspended for a period of three years.
8.3 In case of a second repeat violation of the provisions contained in Para 8.1 of
this CAR, the license/approval of the crew member shall be cancelled.
Page | 35
8.6 All such violations shall be endorsed on the individuals license by DGCA. It
shall be the responsibility of Chief of Flight Safety/Accountable Manager to submit the
license/authorisation to DGCA for necessary endorsement.
8.7 Whenever an expatriate pilot, operating in India is detected positive for alcohol
consumption during pre-flight breath-analyzer examination, the FATA shall be cancelled
and the expatriate pilot shall never be considered for issue of the FATA. In addition, the
concerned license issuing authority of the country shall be informed.
9.1 Any crew member who tests positive for alcohol consumption in a post-flight
breath-analyzer examination shall have contravened Rule 24 of the Aircraft Rules 1937.
The details of his/her post-flight breath-analyzer examination, licenses, ratings and
approvals shall be immediately submitted along with original
license/authorization/approval to the Director of Air Safety (HQ), DGCA. Action on such
cases shall be taken in accordance with the proviso of Schedule VI of the Aircraft
Rules, 1937. Pending action under Schedule VI of the Rules, the involved crew
member shall surrender the licenses forthwith.
9.2 In addition to action indicated in Para 9.1 of this CAR, the license/ authorization/
approval of person shall be suspended for a period of one year. In case of an expatriate
pilot, the punitive action shall be in accordance with Para 8.7 of this CAR.
9.3 Any crew member that refuses to undergo the post-flight breath-analyzer
examination/attempts to evade the post-flight breath-analyzer examination by leaving
the airport premises shall be kept off flying duty and their license/approval suspended
for a period of three months.
9.5 In case of a repeat violation of the provisions contained in Para 9.1 of this
CAR,the license/approval of the crew member shall be cancelled.
10.1 In the event of an accident at an airport or in its near vicinity, the Officer In-
charge of the airport shall ensure that the crew members are immediately subjected to
medical check-up for consumption of alcohol. The doctor conducting such check-up
shall take samples of blood, urine, etc. required for detailed chemical analysis. Such
examination and collection of samples shall be done at the Airport Medical Centre,
wherever available.
10.2 In case where medical centers are not available at the airports or when the
condition of crew members requires immediate hospitalisation, Aerodrome Officer In-
charge shall ensure that the sample of the blood, urine, etc. is taken at the nearest
hospital. These checks should be expeditiously carried out without any loss of time.
10.3 In case where accident is at a location far away from the airport and the police
authorities are able to reach the site before the aerodrome authorities and the crew
members are alive, the procedure for collection of blood/urine samples shall be
performed by the police at the nearest hospital. Such samples shall be properly
preserved.
10.4 For the purpose of chemical analysis, the sample may be forwarded to local
forensic laboratory giving the details of tests to be conducted, names of flight/cabin
crew, etc.
12. GENERAL
12.1 It shall be the responsibility of the operator to bring to the notice of its crew
members/maintenance personnel, the provisions of this CAR during their annual
refreshers and records maintained with the acknowledgement from each crew member.
12.2 Each operator shall submit monthly data in respect of Para 8 and 9 of this CAR
to the Director of Air Safety (HQ), DGCA latest by 10th of every month for the preceding
month.
1. I NTRODUCTION
1.1 Safety infor mation internationally exchanged reveals sp ecific cases where us
e of mobile telephone by passenge rs inside the aircraft c abin had ca used
erratic performance of aircraft airborne equipment leading to serious safety
hazard s during the flight of the aircraft.
Passengers are not guaranteed to meet the stringent electromagnetic
emission standards imposed on certified airborne equipment. Many of these
portable electronic devices have shown significant radio frequency
emissions in excess of allowable levels within the frequency band of aircraft
communication and navigation systems. The Boeing Co. have, therefore,
suggested to the operators that any passenger electronic device which
intentionally transmits radio signals should be prohibited for use by
passengers at all times while on board airplane. These electronic devices
include mobile/cellular phones, amateur radio transceivers, CB radios and
transmitters that control devices such as toys, etc. The other type of
passenger carry on electronic devices which is not an intentional transmitter
of radio signals such as laptop computers, video cameras, electronic
entertainment devices, electric shavers, etc. should also be prohibited for
use during taxi, take-off, climb out, descent, final approach and landing
phases of the flight in transmitting mode.
1.2 Federal Aviation Administration (FAA) and European Union Aviation Safety
Agency (EASA) has determined that airlines can safely allow use of
Portable Electronic Devices (PEDs) by passengers during all phases of
flight and have provided the airlines with implementation guidance. The
usage of PEDs is recommended only in flight/airplane mode during flight.
The above decision is based on the advancement in technology and
research on usage of mobile phones in air, inputs from airlines, aircraft
manufacturers, travelling public, pilots, cabin crew and mobile technology
companies.
1.3 In order to ensure safety of aircraft operation in flight, this Civil Aviation
Requirement is issued under the provisions of Rule 29B read in conjunction
with Rule 133A of the Aircraft Rules, 1937.
2. APPLICABILITY
2.1 This Civil Aviation Requirement is applicable to all persons on board all Indian
Civil Registered aircraft and to all Indian operators engaged in scheduled and
non-scheduled operations.
3. REQUIREMENTS
Page | 37
3.1 No person shall use any electronic device, which intentionally transmits
radio signals like mobile/cellular phones, amateur radio transceivers, etc. at
all times while on board an aircraft for the purpose of flight.
3.3 Passenger carry on electronic devices which are not intentional transmitter
of radio signals such as laptop computers, video cameras, electronic
entertainment devices, electric shavers, etc., if carried on board, shall not be
used by any person, as announced by the cabin crew, inside the aircraft
during taxi, take-off, climb out, descent, final approach and landing phases of
flight.
3.4 All operators shall by suitable means address passengers on board their
aircraft emphasizing the above mentioned prohibition regarding the use of
mobile/cellular phones and other carry on electronic devices inside the
aircraft in transmitting mode prior to commencement of the flight highlighting
safety aspect.
3.5 Cabin crew, besides their other duties, during the flight shall keep a watch
on the passengers to ensure compliance of the above prohibitory
requirements.
3.6 Any violation of these requirements during the flight should be brought to the
notice of the Commander by the cabin crew and recorded in the flight report
book for subsequent action by the operator against the defaulting person.
3.7 All operators shall include contents of this Civil Aviation Requirement in their
company policy document and other operational documents like Operations
Manual, Cabin Crew Manual, etc. for compliance by their concerned
personnel.
3.8 All operators shall report PED events related to suspected or confirmed PED
interference, smoke or fire caused by PED to DGCA (Kind Attn: DAS Hqrs.).
They shall also evaluate their aircraft as being transmitting PED resistant.
All operators shall develop training program for crew on the following aspects:
Page | 38