Ops Manual

FOREWORD
PHHL was formed on 15th October 1985 with the prime aim to provide helicopter
support services for the oil sector. Additionally, it was also mandated to connect
inaccessible and remote areas of North East, Andaman Nicobar and Lakshadweep
Islands and to promote Heli - Tourism.
It is imperative that employees are provided with adequate training, guidance and
specific instructions to comply with the Operational Policy of the Company in an
efficient manner.
PHHL is committed to provide passenger services with utmost safety, customer

satisfaction and punctuality. We aim to achieve this task with optimum helicopter
utilization by efficient, friendly and a highly motivated professional work force.
Operational Manual is a comprehensive document prepared by the Department

of Operations with Air. Cmde. (Retd) Alok Kumar , General Manager (Operations),
at the helm of affairs. It has been compiled in accordance with the provisions of
regulatory requirements as laid down vide Civil Aviation Requirements , Section
8, Air Craft Operations, Series O, Part IV Issue I dated 17 Jan 2011.
(R. K TYAGI)
CHAIRMAN & MANAGING DIRECTOR
15th February 2012

Government of India
Office of the Director General of Civil Aviation
Technical Centre, Opposite Safdarjung Airport
New Delhi-110003
F. No. AV.14015/01/1993-AT-l Dated 19.01.2012
To
M/s. Pawan Hans Helicopters Limited,
Safdarjung Airport,
New Delhi
Subject-Approval of Operations Manual
Sir,
The Operations Manual submitted by your organization has been vetted by

concerned Directorates of this office and the same has been found in order. You
are advised to keep the manual updated w.r.t. changing rules & regulations and
relevant documents.
This is for your information in the matter.
Yours faithfully,
(Ved Prakash)
Deputy Director Air Transport
-for Director General of Civil Aviation
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PAWANHANS HELICOPTERS LTD Ammendment
OPERATIONS MANUAL No
INSTRUCTION TO THE USER Ammendment
Date
INSTRUCTION TO THE USER
To,
It is the responsibility of everyone in the company to be aware of the

provisions of the Operations Manual and use them in day-to-day
Operations. Suggestions for improving the contents and creating a
better outline for PHHL operations are requested just as your
compliance with the Manual is expected. If you have any questions on
the Manual after reading the contents, please check with the General
Manager of the respective region or DGM (OPS) CO. This copy of the
Manual is for use as member of the Pawan Hans. Its contents are
confidential and should not be revealed to any unauthorized person.
A signed acknowledgment will be kept on record.
-Sd -
GENERAL MANAGER (OPS) CO

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ACKNOWLEDGEMENT
I have received the Operations Manual and underline to study and

comply with the provisions therein.
NAME:
SIGNATURE:
DATE:
ACKNOWLEDGEMENT
I have received the Operations Manual and undertake to study and

comply with the provisions therein.
NAME:
SIGNATURE:
DATE:
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COPY NO HOLDER
1 MASTER COPY
2 TO 5 DGCA, HEADQUARTERS, NEW DELHI
6 DAS, NEW DELHI
7 DAS, MUMBAI
8 CHAIRMAN & MANAGING DIRECTOR
9 GENERAL MANAGER (OPS) CO
9A ED
9B GM ENGINEERING
9C GM FLIGHT SAFETY
10 GENERAL MANAGER, WR
11 GENERAL MANAGER, NR
12 DY GENERAL MANAGER (OPS), WR
13 DY GENERAL MANAGER (OPS), NR
14 DY GENERAL MANAGER (AS), WR
15 DY GENERAL MANAGER (AS), NR
16 DY GENERAL MANAGER (TRAINING), NR
17 DY GENERAL MANAGER (TRAINING), WR
18 DY GENERAL MANAGER (ENGG/QC), WR
19 DY GENERAL MANAGER (ENGG/QC), NR
20 TRAINING SCHOOL
21 LIBRARY, WR
22 LIBRARY, NR
23-103 ALL HELICOPTERS ON NSOP, BASES AND
HELICOPTERS ON O & M
104-120 SPARE COPIES AT CO
121-130 SPARE COPIES AT WR
131-140 SPARE COPIES AT NR
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AMENDMENT AMENDMENT
No DATE INSERTED NO DATE INSERTED
BY (Sign& On BY (Sign & On
Name) Name)
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CHAPTER SUBJECT
NO
0 ADMINSTRATION AND CONTROL OF OPERATION
MANUAL
1 RESPONSIBILTY OF OPERATIONS PERSONNEL
2 FLIGHT & DUTY TIME LIMITATION (FDTL) FLIGHT CREW
MEMBER
3 NAVIGATION EQUIPMENT TO BE CARRIED
4 CIRCUMSTANCES FOR MAINTAINING LISTENING WATCH
5 MINIMUM FLIGHT ALTITUDE
6 HELIPORT/ HELIPAD / AIRPORT OPERATING MINIMA
7 REFUELING WITH PASSENGERS ON BOARD/ROTORS
RUNNING
8 GROUND HANDLING
9 ACTION BY PILOTS-IN-COMMAND OBSERVING AN
ACCIDENT
10 FLIGHT CREW FOR EACH TYPE OF OPERATION AND
SUCCESSION OF COMMAND
11 COMPUTATION OF FUEL AND OIL
12 USE OF OXYGEN
13 MASS AND BALANCE
14 DE-ICING AND ANTI ICING OPERATIONS
15 MULTI SECTOR LOG CARDS
16 STANDARD OPERATING PROCEDURES
17 USE OF CHECK LISTS
18 DEPARTURE CONTINGENCY PROCEDURES AND NOISE
ABATEMENT
19 MAINTENANCE OF ALTITUDE AWARNESS
20 CLARIFICATION AND ACCEPTANCE OF ATC CLEARANCE
21 DEPARTURE AND APPROACH BRIEFING.
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22 ROUTE AND DESTINATION FAMILIARIZATION

23 COMMENCEMENT AND CONTINUATION OF
INSTRUMENT APPROACH
24 CONDUCT OF PRECISION AND NON-PRECISION
APPROACHES
25 ALLOCATION OF CREW DUTIES
26 INTERCEPTION OF CIVIL AIRCRAFT
27 ACCIDENT PREVENTATION AND FLIGHT SAFETY
PROGRAMMES
28 CARRIAGE OF DANGEROUS GOODS
29 SECURITY INSTRUCTIONS AND GUIDANCE
30 SEARCH PROCEDURE
31 RULES OF THE AIR
32 OFF-SHORE OPERATION
33 HELIPADS AND LANDING AREA REQUIREMENTS
34 MOUNTAIN AND HIGH ALTITUDE FLYING
35 AERIAL PHOTOGRAPHY / FILMING/ POWER LINE
PETROLLING
36 SEARCH AND RESCUE (SAR)
37 ABNORMAL AND EMERGENCY PROCEDURES
38 AIRCRAFT OPERATING INFORMATION & LIMITATIONS
39 CHECK LIST, FLYING PROCEDURE & STANDARD
OPERATING PROCEDURES
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PARA WISE INDEX

Para Description
0.1 Introduction
0.2 Requirement of an Operations Manual
0.3 Manuals For PHHL Operations
0.4 Volume I
0.5 Volume II Training Manual
0.6 Volume III Flight Safety Manual
0.7 Supplementary Documents
0.8 Availability
0.9 Authority
0.10 Pilots Emergency Authority
0.11 Controls of Operation Manual
0.12 Amendments
0.13 Definitions
0.13.1 Air Operators Certificate
0.13.2 Aircraft Operating Manual
0.13.3 Alternative heliport
0.13.4 Approach and landing phase helicopters
0.13.5 Cabin crew member
0.13.6 Category A rotorcraft
0.13.7 Commercial air transport Operation
0.13.8 Congested area
0.13.9 Crewmember
0.13.10 Decision Altitude (DA) Decision height (DH)
0.13.11 Defined point after take-off
0.13.12 Defined point before landing.
0.13.13 Elevate heliport
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0.13.14 En-route phase

0.13.15 Final approach and take-off (FATO)
0.13.16 Flight Duty Period
0.13.17 Flight Time
0.13.18 General Aviation Operation
0.13.19 Helideck
0.13.20 Heliport
0.13.21 Heliport operating minima
0.13.22 Human Factor Principles
0.13.23 Human Performance
0.13.24 Instrument Metrological Condition (IMC)
0.13.25 Landing Decision Point (LDP)
0.13.26 Minimum Descent Point (MDA)
0.13.27 Obstacles Clearance Altitude (OCA) or Obstacles
Clearance Height (OCH)
0.13.28 Operational control
0.13.29 Operational Flight Plan
0.13.30 Operational Manual
0.13.31 Operator
0.13.32 Performance Class I helicopters
0.13.33 Performance Class II helicopters
0.13.34 Performance Class III helicopters
0.13.35 Psychoactive Substances.
0.13.36 Required Navigation Performance (RNP)
0.13.37 Rest Period
0.13.38 Runway Visual Range
0.13.39 Safe Forced Landing
0.13.40 Take off and Initial Climb Phase
0.13.41 Take-off Decision Point (TDP)
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0.13.42 Visual Metrological Condition

0.13.43 Vtoss
Organization, Duties and Responsibilities
1.1 Introduction
1.1.1 Objective
1.1.2 Knowledge
1.1.3 Nominated Post Holders
1.1.4 Area and Bases of Operations
1.1.5 Northern Region
1.1.6 Western Region
1.1.7 Category and Class of Aircraft
1.2 Organization Structure
1.2.1 Responsibilities and Duties of Operational Management
Personnel
1.2.2. Function of Chairman & Managing Director
1.2.3 Function of GM (Operations) CO
1.2.4 Function of Dy. General Manager (Operations) CO
1.2.5 Function of General Manager Region
1.2.6 Function of Dy. General Manager (Ops) Region
1.2.7 Function of Dy. General Manager (Co-coordinator) WR
1.2.8 Deputy General Manager (Air-Safety)
1.2.9 Dy. General Manager (Trg) Regional Training Manager
1.2.10 Function of Examiner
1.2.11 Base Manager
1.2.12 Operational Staff Responsibilities
1.2.13 Pre-Flight Duties
1.2.14 Post Flight Duties
1.3 Pilot in Command
1.3.1 Position in the Organization
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1.3.2 Designated Command

1.3.3 Pilot in Command
1.3.4 Authority of Pilot-in-Command
1.3.5 Authority of Boarding
1.3.6 Carriage of Intoxicated Passengers
1.3.7 Carriage of Persons Suffering from Epilepsy/Mental
Disorders
1.3.8 Pilots Emergency Authority
1.3.9 Succession of Command
1.3.10 Duties and Responsibilities of Pilot-in-Command
1.3.11 Flight Preparation
1.3.12 Pre-Flight Duties
1.3.13 In-Flight Duties
1.3.14 Post Flight Duties
1.4 Co-pilot
1.4.1 General
1.4.2 Flight Preparation
1.4.3 Flight Execution
1.5 Duties and Responsibilities of Flight Engineer
1.6 Duties and responsibilities of Cabin Crew
1.6.1 General Duties and Obligations
1.6.2 Crew Advocacy
1.7 Operational Control and Supervision
1.7.1 General
1.7.2 Promulgation of Additional Operational Instruction and
Information
1.7.3 Accident Prevention and Flight Safety Program
1.7.4 Operational Control
1.7.5 Flight With Invalid Certificate of Airworthiness
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1.7.6 Flight After an Incident/ Accident

1.7.7 Flight Following
1.7.8 Powers of the Authority
1.7.9 General Instruction of Aircrew
1.7.10 Reporting for Duty
1.8 Food Consumption
1.8.1 Prior to Flight
1.8.2 During Flight
1.9 First-Aid kit
1.10 Operations of Aircraft of other Organization
1.11 Smoking
1.12 Carriage of Personnel on Training Flights
1.13 Aircrew Stations/Use of Safety Harness: (Lap & Shoulder
Straps)
1.14 Photographic Flights
1.15 Dropping of Articles
1.16 Special Operations
1.17 Disaster Management Operations
1.18 Operations In Support Of Police/ Para-military Forces
1.19 Starting of Helicopter
1.20 Press Statements
1.21 Administrative Land Line Communication
1.22 Organization Chart
FLIGHT AND DUTY TIME LIMITATIONS
2.1 Requirement of Rules
2.2 Introduction
2.2.1 Definitions
2.3 Applicability
2.3.1 Flight Duty Time
2.3.2 Maximum Flight Time
2.3.3 Maximum Landings
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2.3.4 6/3 ON/OFF Schedule

NAVIGATION EQUIPMENT TO BE CARRIED
3.1 Navigation Equipment
CIRCUMSTANCES FOR MAINTAINING LISTENINIG WATCH
4.1 Maintenance of Radio Listening Watch
4.2 Emergency Frequency
4.3 Categories of Messages/Order of Priority
4.4 Word Spelling
4.5 Corrections of Repetitions
MINIMUM FLIGHT ALTITUDE
5.1 Minimum Heights
5.1.1 Minimum Flight Altitude
5.1.2 Minimum Cruising Levels : VFR Flights
5.1.3 Minimum En- route IFR Altitude (MEA)
5.1.4 Minimum obstruction Clearance Altitude (MOCA)
5.1.5 Minimum Off-Route Altitude (MORA)
5.1.6 Grid Minimum Off-Route Altitude (Grid MORA)
5.1.7 Minimum Reception Altitude
5.1.8 Minimum Safe Altitude (MSA)
5.1.9 Operations Altitude
5.1.10 Allowance for Wind Speed
5.1.11 Allowance for Temperature Deviation
5.1.12 Take-off
5.1.13 Take-off Alternate
5.1.14 In-flight Procedures
5.1.15 Instrument Approach to land Procedure
5.1.16 Decent below MDA/DA
5.1.17 Prohibition of landing below Minima
5.1.18 Operations Control
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HELIPORT/ HELIPAD / AIRPORT OPERATING MINIMA

6.1 General
6.2 Crew Requirements
6.3 Aerodrome/Heliport Requirements
6.3.1 Aerodrome Operating Minima
6.3.2 Aerodrome operating minima for operators who have
not established their minima for aerodrome in India
6.3.3 Authorization of Special VFR Flights
6.3.4 Method of Determining Aerodrome / Heliport
Operating Minima
6.3.5 The means used to determine and report
meteorological conditions
6.4 Surface-Level heliport
6.4.1 Dimensions of FATO
6.4.2 Slope of FATO
6.4.3 Surface Area of FATO
6.4.4 Touch Down and Lift Off Areas
6.5 Safety Areas
6.5.1 Safety Area FATO
6.6 Helidecks
REFUELING WITH PASSENGER ON BOARD/ROTORS RUNNING
7.1 Refueling with Passenger on Board
7.2 Handling of Emergency
7.3 Other Instructions
GROUND HANDLING
8.1 Passenger Handling
8.2 Passengers Embarking or Disembarking with Rotor
Turning
8.2.1 Children/infants, sick passengers with reduced mobility.
8.2.2 Permissible Size and Weight of Hand Baggage.
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8.2.3 Servicing of Helicopters

8.2.4 Passenger Briefing
8.2.5 Safe Approach/Departure Routes
8.2.6 Authority to Embark
8.2.7 Wearing of Seat Belts
8.2.8 Seat Belt/ No Smoking Notice
8.2.9 Operations on helicopters doors & baggage
compartment
8.3 Stowage of Baggage and Freight
8.3.1 Position and Operation of Emergency exits
8.3.2 Safety Equipment
8.3.3 Life jackets an d associated of Emergency exits
8.4 Communication with passengers during Flights
8.5 Fuelling
8.5.1 Fuel Uplift
8.6 Aircraft Loading
8.6.1 Multiple Occupancy of Helicopter seats
8.6.2 Actual Weights
8.6.3 Loading and Responsibilities of Pilot-in-Commands
8.6.4 Load and Trim Sheet
8.6.5 General Loading Instructions
8.6.6 Special Load Notification
8.6.7 Dangerous Goods
8.6.8 Special services required offshore
ACTION BY PILOT-IN-COMMANDS OBSERVING AN ACCIDENT
9.1 Procedures for Pilot-in-Command Observing an
Accident
9.2 Procedure for Pilot-in-Command Intercepting a Distress
Transmission
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FLIGHT CREW FOR EACH TYPE OF OPERATION AND

SUCESSION OF COMMAND
10.1 General
10.1.1 Minimum Flight Crew Requirements
10.1.2 Designation of Pilot-in-Command
10.1.3 Succession of Command
10.2 Assignment of Crew for a Flight/Detachment
10.3 Flying more than one type of helicopter
10.4 Crew Qualification Requirement
10.4.1 Licence Requirement
10.4.2 Instrument Rating
10.4.3 Proficiency Check
10.4.4 Route and Helipad/ Heliport Qualification
10.5 Recent Experience
10.5.1 Alcohol and Other Sedatives/Stimulants
10.5.2 Flight crew should therefore observes the following
strictly
10.6 Health requirements
10.6.1 General
10.6.2 Visual Correction
10.6.3 Malaria
10.6.4 Digestive Tract Medication
10.6.5 Sedatives, Sleeping Pills, Tranquilizers
10.6.6 Blood Donation
10.6.7 Vaccination
10.6.8 Pre-Flight Medical
10.7 Maintenance of Rating and Licences
10.8 Suspension of Privileges of Licences
10.8.1 Log Book
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10.8.2 Training and Route Checks: Flight Crew

COMPUTATION OF FUEL AND OIL
11.1 Fuel Requirements
11.1.1 Minimum Fuel Requirements for Helicopter operations
11.1.2 For VFR (Visual Flight Rules) Helicopter operations
11.1.3 For IFR (Instrument Flight Rules) Helicopter operations
11.2 Extra Fuel
11.3 Fuel Monitoring
11.4 Oil
USE OF OXYGEN
12.1 Use of Oxygen
12.2 Oxygen Supply
MASS & BALANCE
13.1 Importance of Mass & Balance
13.2 Standard Weights
DE-ICING AND ANTI-ICING
14.1 De-icing and Anti-icing
14.2 Flight in snow and icing conditions
MULTISECTOR LOG CARDS
15.1 Operation flight plan
STANDARD OPERATING PROCEDURES
16.1 Flight Preparation
16.2 Operations Office
16.2.1 Responsibilities of Office
16.2.2 Operator Produced Information
16.3 ATC Flight Plan
16.4 Journey Log Book
16.5 List of Documents to be Carried
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16.6 Minimum Equipment list and configuration Deviation

List (car section 2 series B, part and series O part IV
refers)
16.6.1 Purpose
16.6.2 Policy
16.7 Minimum Flight Altitudes
16.8 Point of No Return and Critical Point
16.9 Flight Procedures
16.9.1 Type of flights
16.10 IFR Flights
16.10.1 General
16.10.2 Minimas
16.11 Continuance of Flight
16.12 Alternate Heliports / Helipads
16.13 Interpretation of Meteorological Information
16.14 Mass and Balance Control
16.15 Inflight Procedures
16.16 Altimeter Setting
16.17 Adverse & Potentially Hazardous Atmospheric
Conditions
16.18 Emergency Procedure
16.19 Inadvertent IMC
16.20 Pilot incapacitation
16.21 Visual illusions
16.22 Non Revenue Flights
16.22.1 Training Flights
16.22.2 Maintenance Flights
16.22.3 Ferry Flights
16.23 Special Operations
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16.23.1 Off-Shore Operations

16.23.2 Mountain operations
16.23.3 Aerial operations
16.24 Ground Handling
USE OF CHECKLIST
17.1 Check list
17.1.1 Single Pilot Checklist Procedures
17.1.2 Two-Pilot Checklist Procedures
17.2 Procedures
17.2.1 Pre-flight Exterior Checks.
17.2.2 Pre Start/ Shut Down Checks
17.2.3 Emergency Check Lists
DEPARTURE CONTINGENCY PROCEDURES AND NOISE ABATEMENT
18.1 Adherence to Departure
18.2 Noise Abatement Procedure
MAINTENANCE OF ALTITUDE AWARENESS
19.1 Maintenance and Altitude Awareness
19.2 Approach and landing
19.3 Radalt warning
19.4 Contingency Planning
ACCEPTANCE OF ATC CLEARANCE
20.1 Acceptance and Clarification of ATC Clearance
20.1.1 Crew Responsibility for Terrain Clearance
DEPARTURE AND APPROACH BRIEFING
21.1 Standard Briefing
21.1.1 Onshore Departure Briefing (Example)
21.1.2 Instrument Approach Briefing (May be given by either
Pilot)
21.1.3 Off-Shore Landing Briefing (Example)
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21.1.4 Off-Shore Take-Off Briefing (Example)

21.1.5 On-Shore Landing Briefing (Example)
ROUTE AND DESTINATION FAMILIARIZATION
22.1 Route /Role Area competency
22.1.1 Offshore
22.1.2 Onshore
COMMENCEMENT AND CONTINUATION OF
INSTRUMENT APPROACH
23.1 Continuance of Flight
23.2 Stabilized Approach
CONDUCT OF PRECISION AND NON-APPROACH PRECISION
24.1 Determination of Aerodrome/Heliport operating
Minima for IFR Operation
24.1.1 Weather Minima for IFR Operations General
24.1.2 Night Operations Lighting
24.2 Planning Minima
24.2.1 Take-off Alternates
24.2.2 Take-off Required visibility /RVR
24.2.3 IFR Planning Acceptable Routes
24.2.4 Planning Minima for Destination and Destination
alternates
24.2.5 Alternate Requirements
24.3 Operational Minima-Instrument Approach
24.3.1 System approach Minima for Destination Aerodrome/
Heliport
24.4 Non-Precision approach
24.4.1 Descending Below MDA/MDH During Non-precision
approach
24.5 Category I precision approach
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ALLOCATION OF CREW DUTIES

25.1 Cruise
25.1.1 Separation
25.1.2 Fuel Checks
25.1.3 Keeping Terrain Clearance
25.1.4 Radar Assistance
25.1.5 Instrument Monitoring
25.2 Descent
25.2.1 General
25.2.2 Descent Procedures
25.3 Holding
25.4 Approach
25.5 Terrain Clearance
25.6 ILS Approach Procedure
25.7 VFR Approach
25.8 Instrument Approach
25.9 Non-Precision Approach procedure
25.9.1 Visual Approach and circling
25.9.2 Missed Approach
25.10 Normal Landing
INTERCEPTION OF CIVIL AIRCRAFT
26.1 Action by Intercepted Aircraft
26.1.1 Radio Communication during Interception
26.1.2 Signals for use in the event of Interception.
ACCIDENT PREVENTION AND FLIGHT SAFETY PROGRAMME
27.1 Introduction
27.2 Accident Prevention Program
27.3 Flight safety Policy
27.4 Incident Reporting and Investigation
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27.5 Serious Incident

27.6 Regulatory Requirement
27.7 Reporting of Incidents
27.8 Contents of Notification
27.9 Investigation Methodology
27.10 Investigation
Appendix-A
Appendix-B
Appendix-C
CARRIAGE OF DANGEROUS GOODS
28.1 General
28.2 Categories of Dangerous Goods
28.3 Actions in Emergency
28.4 Reporting of Dangerous Good Accidents / Incidents
28.5 Procedure To be Followed When Dealing With DG
SECURITY INSTRUCTIONS AND GUIDANCE
29.1 Objectives & Functions
29.1.1 Threats and Implementations
29.2. Security Controls of Passengers
29.2.1 Embarkation Screening
29.2.2 Departure Sterile Area.
29.2.3 Security in connection with VIP Flights
29.2.4 Security Screening of Prisoners Deportees or
Inadmissible Persons
29.2.5 Security Screening of ILL or Disabled passengers
29.2.6 Passenger refusing to submit to Security Screening
29.2.7 Movement of Passengers from Sterile Area/ Terminal
Building to Departing Aircraft
29.2.8 Registered Baggage
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29.2.9 Security of Unaccompanied Baggage, Mail Cargo

29.2.10 Boarding Pass
29.2.11 Transit Passes
29.2.12 Handling of Passengers
29.2.13 Identity Cards
29.2.14 Verification of Antecedents of Casual Loaders/
Employees
29.2.15 Maintenance Section
29.2.16 Flight Operations
29.2.17 Aircraft Security
29.2.18 Pre-flight Security
29.2.19 Fire Arms and Weapons
29.2.20 Conditions for Carriage of Arms Explosive Etc
29.2.21 Carriage of Security Removed Items
29.2.22 Measures to be taken
29.2.23 Measures concerning Bomb warning on Board Aircraft
29.2.24 Characteristic Bomb Warning
29.2.25 Basic procedures if the Aircraft is on the RAMP.
29.2.26 Basic procedures if the Aircraft is Taxing.
29.2.27 Basic procedures if the Aircraft is in flight.
29.2.28 Bomb Scare inspection Certificate.
SEARCH PROCEDURE
30.1 Bomb Threat Checks
RULES OF THE AIR
31.1 Application of the Rules of the Air
31.2 Compliance with the Rules of the Air
31.3 Responsibility for Compliance with Rules Of The Air
31.3.1 Responsibility of Pilot-in-Command
31.3.2 Pre-Flight Action
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31.4 Authority of Pilot-in-Command of an Aircraft

31.5 Use of Intoxicating Liquor, Narcotics or Drug
31.6 Negligent and Reckless Operations of Aircraft
31.7 Minimum Height
31.8 Cruising Levels
31.9 Dropping or Spraying
31.10 Towing
31.11 Parachute Descent
31.12 Acrobatic Flight
31.13 Prohibited Area and Restricted Area
31.14 Avoidance of Collision
31.14.1 Proximity
31.14.2 Right of way
31.14.2.1 Approaching head-on
31.14.2.2 Converging
31.14.2.3 Over taking
31.14.2.4 Landing
31.14.2.5 Emergency Landing
31.14.2.6 Take-off
31.14.2.7 Surface movement of aircraft
31.15 Lights to be displayed by aircraft
31.16 Simulated Instrument Flights
31.17 Operation on and in the vicinity of an aerodrome
31.18 Flight Plans
31.18.1 Submission of a Flight Plan
31.18.2 Contents of Flight Plan
31.18.3 Completion of a Flight Plan
31.18.4 Change to Flight Plan
31.18.5 Closing a Flight Plan
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31.18.6 Time
31.18.7 Air Traffic Control Clearance
31.18.8 Adherence To Flight Plan
31.18.9 Position Report
31.19 Termination of Control
31.20 Radio listening watch
31.21 Visual Flight Rules
31.22. Instrument Flight Rules
31.22.1 Aircraft Equipment
31.23 Minimum Levels
31.24 Change from IFR Flight VFR Flight
31.25 Rules Applicable to IFR Flight within Controlled Airspace
31.26 Rules Applicable to IFR Flight Outside Controlled Air
Space
31.27 Communication
31.28 Position Report
31.29 Distress and Urgency Signals
31.29.1 Distress Signals
31.29.2 Urgency Signals
31.30 Visual Signals used to warn an unauthorized aircraft
flying in, or about to enter a restricted, prohibited or
danger area
31.31 Marshalling Signals
31.31.1 From A Signalman to an Aircraft
31.31.2 From the Pilot of an Aircraft to a Signalman
31.31.3 Brakes
31.31.4 Chocks
31.31.5 Ready to Start Engines
31.33 Signals For Aerodrome Traffic
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31.33.1 Light And Pyrotechnic Signals

31.34 Prohibition of Landing
31.35 Need for Special Precautions while Approaching or
Landing
31.36 Use of Runways and Taxiways
31.37 Closed Runways or Taxiways
31.38 Directions for Landing or Take-off
31.39 Right Hand Traffic
31.40 Air Traffic Service Reporting Office
31.41 Glider Flights in Operations
OFF-SHORE OPERATIONS
32.1 Carriage of Additional Equipment and Fitment
32.2 Passenger Briefing
32.3 Wearing of Life Jackets
32.4 Performance and Emergencies
32.5 Standard Operating Procedure
32.6 Fuel Planning
32.7 Navigation Facilities
32.8 Selection of Alternate
32.9 Night Operations
32.10 Off-Shore Installations
32.11 Flights Deck Criteria
32.12 Flight Deck Obstructions
32.13 Flight Deck Marking
32.14 Flight Deck Lighting
32.15 Flight Deck wind Indicator
32.16 Flight Deck Strength Requirements
32.17 Flight Deck Surface
32.18 Tie Down points
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32.19 Flight Deck Positioning

32.20 Gas Turbine Hazards
32.21 Flight Deck Crash and Fire Fighting Equipment
32.22 Responsibilities during Rotors Running turn rounds:
Normal & Rotor Running Turn rounds
32.23 Unloading / Loading Sequence
32.23.1 After Arrival of Aircraft
32.24 Pilot / HLO visual Signals
32.25 Aircraft start-up Procedure when shut down on Off-
Shore locations
32.26 Weighting Equipments
32.27 Fire Hazards- Shutdowns
32.28 Operations to unstable Helidecks
32.29 Drilling Rig Moves
32.30 Sulphidation in Turbine Engines
32.31 Offshore Installations Data Sheet.
32.32 Landing Clearance
32.33 Shutdown on Offshore Installation
32.34 Flare Stacks
32.35 Offshore Operations Technique
32.36.1 Rig Landing
32.36.2 Rig Take-off
32.36.3 Missed Approach procedures
32.36.4 Landing on Board Large Vessels
32.37 Definitions
32.38 Planning
32.39 Landing
32.40 Take-off
32.41 Night Offshore Take-off Procedures
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32.42 Aircraft Ditching Procedures

32.42.1 Ditching Procedure Review
32.42.2 Plain Water Landing
32.42.3 Prepare Cockpit
32.42.4 Ditching
32.42.5 Wind Speed and Direction
32.42.6 Conditions of Sea
32.42.7 Swell
32.42.8 Waves
32.42.9 Choice of Landing Direction
32.42.10 Technique for Alighting in
32.42.11 Entering the Life Raft
32.43 Survival at Sea
32.44 Signaling
32.45 Water
32.46 Food
32.47 Fishing
32.48 Keeping Warm
32.49 Keeping Cool
32.50 Medical Care
32.51 HUET Training
HELIPAD AND LANDING AREA REQUIREMENTS
33.1 Unlicensed Landing Sites
33.1.1 General
33.1.2 Captain Discretion
33.1.3 Confined Area
33.1.4 Operating Guidance
33.2 Requirements of a Helipad
33.2.1 Introduction
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33.2.2 Requirements
MOUNTAIN AND HIGH ALTITUDE FLYING
34.1 General
34.2 Effect of Controls
34.3 Air Speed
34.4 Density/Pressure Altitude
34.5 Physiological effect of High Altitude Flying
34.6 Use of Oxygen
34.7 Engine Shut Down
34.8 Safe Routes and Height
34.9 Weather
34.10 Altimeter Settings
34.11 Mountain Waves
34.12 Turbulence
34.13 Selection of Landing Site.
34.14 Training Requirements Mountains/High Altitude Flying
34.15 Approaches to Land
34.16 Takeoff
34.17 Snow Area Operations
34.17.1 Handling Techniques
AERIAL PHOTOGRAPHY/FILMING/POWER LINE PATROLLING
35.1 Aerial Photography/Filming
35.1.1 Use of Co-Pilots Seat
35.1.2 Doors opened or Removed
35.1.3 Passengers
35.1.4 Personnel Safety
35.1.5 Equipment Safety
35.1.6 Communications
35.1.7 Authorization
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35.1.8 Special Filming Seat/Mounts

35.1.9 Briefing
35.1.9.1 Safety Harness/Seat belts
35.1.9.2 Flight Conduct
SEARCH AND RESCUE (SAR)
36.1 Introduction
ABNORMAL AND EMERGENCY PROCEDURES
37.1 Distress / Emergency Actions
37.2 Other Aircraft in distress
37.3 Intercepting Distressed Aircraft
37.4 Distress Message
37.5 Communication failure
37.5.1 General Procedure (ICAO)
37.5.2 If two-way communication fails
37.5.3 VFR Conditions
37.5.4 IFR Conditions
37.5.5 Level Clearance Limit
37.5.6 Holding
37.5.7 Receiver Failure
37.5.8 Blind Transmissions
37.5.9 HF Failure
AIRCRAFT OPERATING INFORMATION & LIMITATIONS
38 Aircraft operating information & limitations
CHECK LIST, FLYING PROCEDURE & STANDARD
OPERATING PROCEDURES
39 Check list, flying procedure & standard operating
procedures
39.1 Check List
39.2 Normal Procedures
39.3 Emergency Procedures
39.4 Standard Operating Procedure
39.5 SOP For Off Shore Operations
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Page No 1 / 14
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ADMINISTRATION AND CONTROL OF Ammendment
CHAPTER 0
OPERATIONS MANUAL AND DEFINITIONS Date
ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL
0.1 INTRODUCTION : This Operations Manual has been

complied and issued in conformity with rules 140 B and
140 C of Indian Aircraft Rules, 1937 and CAR Section 8,
Aircraft Operations, Series 0, Part IV, Issue I, dated 17 Jan
2011and as amended from time to time.
It lays down the guidelines for conduct of Company

operations in terms of DGCA issued NSOP No. 2/98.
All Company helicopters shall be operated in the manner

prescribed herein and all Limitation and instructions shall
be strictly adhered to. All
staff associated with flying operations including Pilots, Crew

Members and Ground Staff responsible for safe operations
will read the Operations Manual and will at all times ensure
that they are knowledgeable of the contents and
amendments which will be included from time to time.
Maintenance of the Helicopters shall be carried out by the

Engineering Department of PHHL as per the DGCA approved
Quality Control and Maintenance System Manual.
Nothing in this Manual shall be taken to preclude any flight

being undertaken for the express purpose of saving life,
provided that the Captain has given due consideration to
the implications and wisdom of such flight, should it require
any erosion of safety margins.
The GM, Region, is responsible for the operation standards

of the company and therefore the administration of this
Operations Manual, including issue of amendments.
The Operations Manual is based as per the requirements

of sub rule 1 of rule 140 B of the Aircraft Rules 1937. It is
the basic document governing PHHL Flight Operations. The
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Operations Manual has been prepared in accordance with

the relevant provisions of the Indian Aircraft Rules 1937 and
contains in addition National Rules and Regulations and also
Company policies, regulations and procedures as well as
relevant ICAO DOC 9376-AN/914 for standards and
procedures for Air Navigation Service.
In order to make this a complete document, PHHL

Operations policies, procedure and the stipulations of the
mandatory DGCA requirements and standards of ICAO
Annex 6 are included. It is for the use and guidance of
operations personnel. The carriage of the Operations
Manual on board the aircraft is mandatory. Each aircrew
and operations personnel will be issued with a personal
copy, which has to be kept current at all times.
0.2 REQUIREMENT OF AN OPERATIONS MANUAL: The primary

objective of PHHL is to provide a safe, efficient and
economical air transport service of high standards. In pursuit
of the policy it is essential that all those connected with
flight operations be provided with will-defined instructions,
guidance and information relevant to their functions.
This Operations Manual has been compiled in pursuit of

this objective. It complies with all current regulations
governing commercial helicopter operations.
0.3 MANUALS FOR PHHL OPERATIONS: The following manuals

have been complied for PHHL helicopter operations as
guidance for all aircrew :.
Volume 1: Operations Manual

Volume II: .Training Manual
Volume III: Flt Safety Manual
Volume IV : Security Manual
Volume I shall be carried on all PHHL helicopters at all times.

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0.4 VOLUME I OPERATIONS MANUAL : The Operations

Manual is compiled for the use and guidance of PHHL flight
operations personnel in the execution of their duties and
contains information on the organization management
structure departmental authority and structure with
particular reference to Flight Operations. Information on
policies and objectives are included which are in conformity
with existing CARs and other regulations. This contains
Flight Operations policies duties and responsibilities of
operation personnel and other relevant information for all
personnel concerned with conduct of operation of PHHL..
The rules and regulations, standards general practices and
procedures laid down in the volume I reflect Company
operating policies and are in accordance with the
regulations of the DGCA.
0.5 VOLUME II TRAINING MANUAL: The Training Manual

contains information concerning training requirement as
well as flight and ground training programs. A copy of
Training Manual will be available at all bases.
0.6 VOLUME III: FLIGHT SAFETY MANUAL: The Flight Safety

Manual contains all relevant information and instructions
regarding matters of Flight Safety issued by DGCA from time
to time. A copy of the Flight Safety Manual will be available
in all bases for ready reference of aircrew.
0.7 SUPPLEMENTARY DOCUMENTS TO THE OPERATIONS

MANUAL: The following documents will supplement the
Operations Manual and are available in each aircraft.
a) Aircraft Operating Manual issued by the

manufacturer.
b) Route charts (Route Guide)
c) Normal / Emergency Checklist.
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0.8 AVAILABILITY: The carriage of the Operations Manual on

board PHHL helicopters is mandatory.
Copies of the Operations Manual shall also be available with

the Operations Department.
0.9 AUTHORITY: The Operation Manual is issued under the

authority of the Chairman and Managing Director. It
supersedes the previous Operations Manual. The contents
of this Manual shall not be deemed to supersede the
instructions contained in the documents listed here under:
a) Indian Aircraft Manual

b) Civil Aviation Requirements
c) AIP (India)
d) AICs
e) Aircraft Flight Manual
f) Air Safety Circulars
g) Ops Circulars
0.10 PILOT EMERGENCY AUTHORITY: Nothing contained in this

Manual is to be construed as relieving the Pilot In Command
of his responsibility to take any action in the event of
emergency or unusual circumstances, which he considers
necessary to safeguard the safety of the passengers, crew
or the aircraft itself.
0.11 CONTROL OF OPERATIONS MANUAL: All copies of the

Operations Manual shall be serially numbered. Operation
staff will ensure that all holders of the Operations Manual
receive amendments and acknowledge their incorporation
in their individual copies.
0.12 AMENDMENTS : The contents of the Operations Manual

may require amendments from time to time. It will be the
responsibility of the GM (Operations), CO to review the
Operations Manual and make amendments thereto and
obtain the necessary vetting from the DGCA.
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The amendments, so issued shall be incorporated

immediately and the Manual kept up dated at all times. No
handwritten amendments/revisions are permitted, except
in situations requiring immediate amendments / revision
in the interest of safety. The GM (Operations), CO shall
authenticate such amendments.
Dark sidelines shall identify amended paragraphs in the

revised pages. It shall be the responsibility of the Operations
Department to ensure that the amendments are issued to
all holders of the Manual for up-dating their copies of the
Manual.
Each page of the Manual carries the date of issue,

amendment number and the date of amendment. A
separate sheet has been provided in this Manual to
maintain record of the amendments incorporated and a
list of effective pages is available for ascertaining the
resulting status.
0.13 DEFINITIONS
0.13.1 Air Operator Certificate: (AOC) A certificate /an operating

permit or an equivalent document issued by DGCA
authorizing an operator to carry out specified commercial
air transport operations.
0.13.2 Aircraft Operating Manual: (Flight Crew Operations Manual

FCOM). A Manual acceptable to 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.
0.13.3 Alternative helipads/ heliport : A helipad/heliport

specified in the flight plan to which a flight may proceed
when it becomes inadvisable to land at the heliport of
intended landing.
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NOTE : An alternate heliport may be heliport of departure.
0.13.4 Approach and landing phase-helicopters: That part of the

flight from 1000ft (300m) above the elevation of the final
approach and take off area (FATO) and if the flight is
planned to exceed this height or from the commencement
of the descent in the other cases, to landing or to the balked
landing point.
0.13.5 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.
0.1.3.6 Category A Rotorcraft: Category A rotorcraft means multi

engine rotorcraft designed with engine and system isolation
features specified in FAR part 29 and utilizing scheduled take
off and landing operation under a critical engine failure
concept which assures adequate designated surface area
and adequate performance capability for continued safe
flight in the event of engine failure.
0.1.3.7 Commercial Air Transport Operation: An aircraft operation

involving the transport of passengers, cargo or mail for
remuneration or hire.
0.13.8 Congested area : In relation to a city, town or settlement,

any area, which is substantially used for residential,
commercial, or recreation purpose.
0.13.9 Crew Member : A person assigned by an operator to duty

on an aircraft during flight time.
0.13.10 Decision altitude (DA) or Decision height (DH) : A specified

altitude or height in the precision approach at which a
missed approach must be initiated if the required visual
reference to continue the approach has not been
establishment.
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Note-1: Decision altitude (DA) is referenced to mean sea

level and decision height (DH) is referenced to the threshold
elevation.
Note-2: The required visual reference means that section

of the visual aids or of the approach area which should have
been in view, for sufficient time for the pilot to have made
an assessment of the aircraft position and rate of change
of position, In relation to the desired flight path. In Category
II operations with a decision height the required visual
reference is that specified for the particular procedure and
operation.
Note-3: For convenience, where both expression are used,

they may be written in the from decision altitude/height
and abbreviated DA/H.
0.13.11 Defined point after take-off : The point, within the take-
off and initial climb phase, before which the helicopters
ability to continue the flight safely, with one engine
inoperative, is not assured and a forced landing may be
required.
0.13.13 Defined point before landing : The point, within the

approach and landing phase, after which the helicopters
ability to continue the flight safely, with one engine
inoperative is not assured and a forced landing may be
required.
Note: Defined points apply to performance class 2

helicopters only.
0.13.12 Elevated heliport: A heliport located on a raised structure

on land.
0.13.14 En-route phase : That part of the flight from the end of the
take off and initial climb phase to the commencement of
the approach and landing phase.
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Note : Where adequate obstacle clearance cannot be

guaranteed visually, flight must be planned to ensure that
obstacles can be cleared by an appropriate margin. In the
event of failure of the critical power-unit, operators may
need to adopt alternative procedures.
0.13.15 Final approach and take-off : (FATO) A defined area over

which the final phase of the approach manoeuvre to hover
or landing is completed and from which the take-off
manoeuvre is commenced. Where the FATO is to be used
by performance Class I helicopters, the defined area includes
the rejected take-off area available.
0.13.16 Flight duty period: The total time from the moment a flight
crewmember commences duty immediately subsequent to
a rest period and prior to making a flight, or a series of
flights, to the moment the flight crewmember is relieved of
all duties having completed such flight or series of flight.
0.13.17 Flight time: The total time from the moment the helicopter
rotors are engaged until the moment the helicopters rotors
are disengaged.
0.13.18 General aviation operation: An aircraft operation other than

a commercial air transport operation or an aerial work
operation.
0.13.19 Helideck : A heliport located on a floating or fixed, offshore

structure.
0.13.20 Helipad/Heliport: An Aerodrome or a defined area on a

structure intended to be used wholly or in part for the arrival,
departure and surface movement of helicopters.
0.13.21 Heliport Operating Minima: The limits of usability of a

heliport for :
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a) Take-off, expressed in terms of runway visual

range and/or visibility and, if necessary, cloud
conditions.
b) Landing in precision approach and landing
operation, expressed in terms of visibility and/
or runway visual arrange and decision altitude/
height (DA/H) as appropriate to the category of
the operation and
c) Landing in non-precision approach and landing
operations, expressed in terms of visibility and/
or runway visual range, minimum descent
altitude/height (MDA/H) and, if necessary, cloud
conditions.
0.13.22 Human Factor 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.
0.13.23 Human Performance: Human capabilities and limitations,

which have an impact on the safety and efficiency of
aeronautical operations.
0.13.24 Instrument meteorological conditions: (IMC) Meteorological

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

conditions are available in CAR/ AIP .
0.13.25 Landing Decision Point : (LDP). The point used in

determining landing performance from which, a power-unit
failure occurring at this point, the landing may be safely
continued or a balked landing initiated.
Note: LDP applies to performance Class I helicopters.

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0.13.26 Minimum descent altitude : (MDA) or minimum descent

height (MDH). A specific altitude or height in a non precision
approach or circling approach below which descent must
not be made without the required visual reference.
Note-1: - Minimum descent altitude (MDA) is referenced

to mean sea level and minimum descent height (MDH) is
referenced to the heliport elevation or to the threshold
elevation. A Minimum descent height for a circling approach
is reference to the heliport 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
runaway 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.
0.13.27 Obstacle Clearance Altitude (OCA) or Obstacle Clearance

Height (OCH): The lowest altitude or the lowest height
above the elevation of the relevant runaway threshold or
the heliport elevation as applicable, used in establishing
compliance with appropriate Obstacle Clearance Criteria.
Note-1: Obstacle Clearance Altitude is referenced to mean

sea level and obstacle clearance height is referenced to the
threshold elevation or in the case of non-precision
approaches to the heliport elevation or the threshold
elevation if that is more than 2m (7ft) below the heliport
elevation. An obstacle clearance height for a circling
approach is referenced to the heliport elevation.
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Note-2: For convenience when both expression are used

they may be written in the form Obstacle Clearance
altitude/height and abbreviated OCA/H.
0.13.28 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.
0.13.29 Operational flight plan : The operators plan for the safe
conduct of the flight based on consideration of helicopters
performance, other operating limitations and relevant
expected conditions on the route to be followed and at the
heliports concerned.
0.13.30 Operations Manual : (Company Operations Manual) A

manual containing procedures, instructions and guidance
for use by operational personnel in the execution of their
duties.
0.13.31 Operator : A person, organization or enterprise engaged

in or offering to engage in an aircraft operation.
0.13.32 Performance Class 1 Helicopters: A helicopter with

performance such that, in case of critical power-unit failure,
it is able to land on the rejected take-off area or safely
continues the flight to an appropriate landing area,
depending on when the failure occurs.

performance such that, in case of critical power-unit failure,
it is able safely continue the flight, except when the failure
occur prior to a defined point after take-off or after a
defined point before landing, in which case a forced landing
may be required.

performance such that, in case of power-unit failure at any
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point in the flight profile, a forced landing must be

performed.
0.13.35 Psychoactive Substance: These include Alcohol, opioids,

cannabinoids, sedatives, hypnotics, cocaine, other psycho
stimulants, hallucinogens, and volatile solvents whereas
coffee and tobacco are excluded.
0.13.36 Required Navigation Performance (RNP): A statement of

the navigation performance accuracy necessary for
operation within a defined airspace.
0.13.37 Rest period : Any period of time on the ground during which
a flight crew member is relieved of all duties by the operator.
0.13.38 Runway Visual Range: The range over which the pilot of an
aircraft on the center line of a runway can see the runway
surface making or the lights delineating the runway or
identifying its center line.
0.13.39 Safe Forced Landing: Un-avoidable landing or ditching with

a reasonable expectancy of no injuries to persons in the
aircraft or on the surface.
0.13.40 Take-off and initial climb phase: The part of the flight from
the start of take off to 1000ft (300m) above the elevation of
the FATO, if the flight is planned to exceed this height, or to
the end of the climb in the other cases.
0.13.41 Take-off decision point (TDP): The point used in determining

take-off performance from which, a power-unit failure
occurring at this point, either a rejected take-off may be
made or a take-off safely continued.
Note: TDP applies to performance Class-I helicopters.
0.13.42 Visual meteorological conditions (VMC): Meteorological

conditions expressed in terms of visibility, distance from
cloud, and ceiling equal to or better than specified minima.
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Note: The specified minima are contained in CAR/ AIP.
0.13.43 Vtoss: The minimum speed at which climb shall be achieved

with the critical power-unit inoperative, the remaining
power-units operating within approved operating limits.
Note: The speed referred to above may be measure by

instrument Indications or achieved by a procedure specified
in the Flight Manual.
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ORGANISATION DUTIES AND Ammendment
CHAPTER 1
RESPONSIBILITIES Date
1.1 INTRODUCTION : PHHL is a Non-Scheduled Air Transport

Operator and also engages in helicopter Charter operations.
The success of charter operations largely depend on the
Operational efficiency and the conduct of aircrew and
personnel of other departments associated with the
operations.
It is, therefore, expected that the PHHL family shall always

endeavor to render a service of high standards towards
achievement of higher goals for fulfillment of its objectives.
1.1.1 OBJECTIVE: TO COMPLETE THE ENTIRE ASSIGNED TASK

WITHIN THE STIPULATED TIME, COMPANYS BUDGETED
ECONOMY, MEETING THE ULTIMATED SATISFICATION OF
THE CUSTOMER AND ABOVE ALL WITHOUT
COMPROMISING FLIGHT SAFETY.
1.1.2 KNOWLEDGE : All Operations personnel are required to be

fully conversant with the contents of the manual and their
knowledge of the same would be tested from time to time
with regard to applicable laws, regulations and procedures.
As per the requirement of Annex 6, all personnel when

abroad will comply with the laws, regulations and
procedures of the states in which operations are conducted.
The information with regard to rules and regulations is
available in the Jeppesen Manual.
1.1.3 NOMINATED POST HOLDERS: Following is the list of

nominated post-holders responsible for flight operations.
CMD - Shri. RK TYAGI

e-mail: cmd@pawanhans.co.in
Tele - 0120-2476701 (O)
ED - Shri S Bahl
E mail : sanjiv.bahl@pawanhans.co.in
Tele 0120-2476941
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GM (OPS) CO - Air Cmde (Retd)

Alok Kumar
Email : gm.ops@pawanhans.co.in
Tele - 0120-2476756 (O)
GM, NR - Shri M P Singh
Email: mp.singh@pawanhans.co.in
Tele - 011- 24615711 (O)
GM, WR - Shri. S K Das
Email: subir.das@pawanhans.co.in
Tele 022-26166929
HEAD FLT SAFETY, CO - Shri M S Boora
E mail : ms.boora@pawanhans.co.in
Tele : 011-24653988
1.1.4 AREA AND BASES OF OPERATION: The area of operations

shall be limited to within geographical limitations of India
or areas specified by the Competent Authority. In case of
diversification of PHHL, the area of operations will be
beyond the geographical limitations of India subject to
condition of approval of the Competent Authority within
or outside India as required, to achieve the objective of
Pawan Hans Helicopters Limited. PHHL Corporate Office is
located at C-14, Sector 1, NOIDA. The PHHL has two Regions
for the convenience of Operations and Administration.
These are:
1.1.5 Northern Region: The H.O. of Northern Region is located

at Safdarjung Airport, New Delhi. Operations and
Administration of NR is under control of GM, NR in co-
ordination with PHHL Corporate Office. Presently, the
following are the bases of Northern Region.
(a) Guwahati (b) Itanagar (c) Gangtok (d) Agartala (d)

Chandigarh (e) Port Blair (f) August Muni/Phata (seasonal)
(g) Pahalgam / Baltal (seasonal) (h) Ranchi (j) Safdarjung
(New Delhi). (k) Katra (l) Vadodara (m) Raipur (n) Nazira
(o) Jodhpur (p) Srinagar (q) Ghadchiroli
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1.1.6 WESTERN REGION: The HO. of Western Region is based at

Mumbai. Operations and Administration of WR is under the
control of General Manager (WR) in coordination with PHHL
Corporate Office. Presently, the following are the bases of
Western Region:
a) Mumbai (b) Ahmedabad (c) Rajamundri

(d) Lakshwadweep (e) Porbunder (f) Madurai
1.1.7 CATEGORY AND CLASS OF AIRCRAFT: PHHL shall operate

scheduled / non-scheduled Air Transport Services with, Bell
206, Bell 407, Dauphin SA 365N, Dauphin SA 365N3, Mi-
172, AS 350 B3, Dhruv (ALH), Chetak and Cheetah
helicopters.
1.2 ORGANISATION STRUCTURE: The organization of PHHL is

given at 1.20.
1.2.1 RESPONSIBILITY AND DUTIES OF OPERATIONS

MANAGEMENT PERSONNEL: In order to achieve the
aforesaid objective and to maintain a high standard of
operational activity/control at all times, it is imperative that
the duties and responsibilities of all authorized/approved
personnel associated with the Flight Operations, directly,
or indirectly, are clearly defined to enable them perform
their functions to their optimum efficiency.
The responsibilities and Duties of Operations Management

Personnel are defined in the succeeding sub-sections.
1.2.2 FUNCTIONS OF CHAIRMAN & MANAGING DIRECTOR: The

CMD of PHHL, who shall be one of the directors of the
company, shall be the ex-officio chairman of the board. The
Chairman shall conduct the meeting of the board of
directors who will act and perform the functions as laid
down in the memorandum and Article of Association and
Companies Act 1956. He will be responsible for the general
management of the business, subject to Control and
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supervision of the board. The CMD will have the power of

authority on behalf of the company to.
a) Operate the helicopter fleet.

b) Make all purchase and sales.
c) Enter into contracts.
d) Appoint and employ personnel
e) Fix remuneration of employees.
f) Remove and suspend employees.
g) Lay down Pilot and Aircrew induction Policies.
h) Plan future expansion of the Organization.
Notwithstanding the above the CMD will be responsible

for all acts and do all that is usually necessary or desirable
for the management of the affairs and business of the
company.
1.2.3 FUNCTION OF GM (OPERATIONS), CO: The GM (OPS) will

be responsible for conceptualizing and planning of all Air
Operational activity of the Pawan Hans and will have the
necessary authority to fulfill his obligation and shall report
to the Chairman cum Managing Director. The GM (Ops) shall
be responsible for the development and implementation
of Flight Operations Policy. He will discharge his
responsibilities through the respective GMs of the regions
with their operational set up. He shall ensure that in
developing a company plan, full recognition is given to the
need for safe and efficient operations. He shall be
responsible for liaison and coordination with other
departments for updating and approving the contents of
the Operational Manual. In his absence the GM of the region
will directly report to the CMD in respect of operation of
the region. He will attend seminars and conferences hosted
by various aviation agencies whenever possible in India and
Abroad for better awareness and dissemination of said
information & knowledge to PHHL aircrew. The area of the
responsibility for conduct and supervision are as follows:-
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a) Overall supervision of Flight Operations.

b) Aircrew training methodology.
c) Liaison with DGCA on matters concerning
concepts of helicopter operation of the company.
d) Supervision of the production and amendments
of the Operations Manual.
e) Liaison with any external agency, which may
affect companys operations.
f) Ensuring that company operations are conducted
in accordance with current legislation of
regulator and companys instructions.
g) Conduct of recruitment/selection of pilots/air
crew.
1.2.4 FUNCTION OF DY GENERAL MANAGER (OPERATIONS) CO :

He is directly responsible to the GM (OPS), CO on affairs of
helicopters operations and training. In his absence a
designated manager would perform the duties. The area of
responsibilities are:-
a) He is responsible for the standard of flying

activities in the Company.
b) Institution of necessary controls and checks to
ensure that Civil Aviation Regulations are
adhered to at all times.
c) Administration of such disciplinary action as may
be required for any infraction of laid down rules
and regulations.
d) Establishment of such ground schools, courses,
simulator and flight training as are necessary to:-
i) Maintain pilot competency.

ii) Evaluate and promote pilots from Co-
pilot to Captain and Captain to
Commanders when applicable.
iii) Convert pilots from one type of
helicopters to another,
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iv) Improve the standard of safety and

efficiency,
e) Determine and standardize all flight procedures,

cockpit checks and emergency procedure,
f) He will report to the GM (OPS) CO on matters
regarding safe and efficient operation of
helicopters including the administration of all
matters concerning pilots, pilot training,
examination, en-route operations and operating
limitation of helicopter and crew.
g) Ensure that all pilots are trained and checked to
maintain correct proficiency for the duties to
which they are assigned.
h) Appoint a suitable team of examiners, in
consultation with DGM (OPS) Region.
i) Issue necessary amendments duly approved by
DGCA and ensure these are disseminated to all
concerned.
j) Liaise with concerned Ministry (Civil/Tourism/
Narcotics) etc as and when necessary for smooth
operations of PHHL.
k) Advise GM (OPS) CO on matters of Pilots training,
fleet expansion, aircraft procurement and
renewal of contractual pilots of growth of
aviation requirements etc.
1.2.5 FUNCTIONS OF GENERAL MANAGER (REGION): The

General Manager is responsible to the GM (OPS) for:-
a) Defining basic principles, methods and standards

of operations of all types of aircraft in the
company relative to.
i) Type conversion.
ii) Recurrent training and checking.
iii) Route flying.
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iv) Simulator /IPT Training

v) FDL/FDTL monitoring
b) Supervision of all operations on all types of

helicopters operated by the company in his region.
c) He is responsible to the CMD/ GM (OPS), CO for
the management and control of all flight
operations within his Region.
d) Maximizing profitability and return on assets
employed by each Region in line with established
policies, standards and procedures.
e) Ensuring performance equal to or better than
budgeted and planned objectives.
f) Coordination of the maintenances activities and
engineering support services.
g) Recommend amendments to the Operations
Manual in the light of experience.
h) Maintain full and updated records of training and
licensing status of flight operations personnel the
supervision of issue of notices to aircrew in co-
ordination with the DGM (OPS) and DGM (TRG)
of the Region.
i) The categorization of airfields/Rigs/
helipads in conjunction with the DGM
(OPS) Region.
j) Supervision of training program for pilots,
examiner, check pilot in consultation with DGM
(Ops) and DGM (Trg).
k) The welfare, promotion and discipline of flight
crew, including possible suspension.
l) Assuming any responsibilities delegated to him
by GM (Ops), CO.
m) Issuing technical, operational, administrative
circulars, maps, charts, Flight Manuals and all
other documents necessary for the safe and
efficient operation of a flight.
n) Cabin services.
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o) Crew scheduling.
p) Formulation of SOPs as required for bases in his
region.
1.2.6 FUNCTION OF DY.GENERAL MANAGER (OPS) REGION
a) He is responsible to the General Manager

Regions for overall supervision of flight
operations in his Region.
b) Ensure that all flight crew are familiar with
regulations and procedures pertinent to the
performance of their duties.
c) Overall supervision of crew scheduling so that
the limitations of Pilot FDL, FDTL, is not exceeded.
d) Maintain all flight and crew records. He is to
draw/plan duty roster for pilot/aircrew schedule
in a time bound manner. He is responsible for
implementing this roster on a daily basis.
e) Formulate and implement SOPs for all flight
operations within the Region.
f) Determine and standardize IFR flight procedures,
cockpit checks and emergency procedures.
g) Plan and Implement crew-training schemes as
per Company Policy and DGCA requirements so
that pilots proficient and current requirements
are maintained.
h) Ensuring implementation of all aspects of CRM.
i) He should verify logging of the flight hours of Air
Crew in relevant documents. While
countersigning logbooks he should verify/
confirm logging of flight hours from the Journey
Log Book/Flight Manifest
1.2.7 FUNCTION OF DY.GENERAL MANAGER (CO-ORDINATION) WR
a) He is to co-ordinate and maintain liaison

between the various support departments and
Ops dept of WR.
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b) He is to co-ordinate the smooth scheduling of

crew and ensures that all flights departures and
schedule.
c) To maintain a liaison and develop and
understanding between Ops Dept and other
departments to ensure that minor irritants do not
disturb the flight schedule.
d) Co-ordinate between ONGC TPT section to ensure
smooth arrivals and departure of flights.
e) Maintain a high level of understanding between
OPS and Tech section to ensure better co-
ordination of production of serviceable aircraft
specially during inspection and snag rectification,
which goes a long way to enhance aircraft
serviceability and availability.
f) To maintain regular liaison with AAI and DGCA
whenever required. To ensure currency in training
and statutory requirement of pilot license.
g) To ensure close working and functioning with
various deptts. including Ops and Air Safety.
h) To evolve a system to monitor MIS in terms of
requirement of customers.
i) To ensure and co-ordinate with ONGC Helibase
for proper recording of flight time to settle any
discrepancy amicably.
j) To maintain liaison with finance deptt. CO/WR
to ensure that helicopter insurance and aircrew
insurance are renewed on time and currency is
maintained.
1.2.8 GENERAL MANAGER/HEAD FLIGHT SAFETY: The GM (Flight

Safety) will function directly under CMD and has got the
complete freedom to operate independently on the matters
of flight safety. He is directly responsible for any flight safety
violation in the Region and if necessary can always request
for the intervention of CMD. A close interaction between
both the Regions will enhance the flight safety in PHHL.
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Details of Duties are given in SMS/Flight Safety Manual
1.2.9 DEPUTY GENERAL MANAGER ( FLIGHT SAFETY): Details of

the duties are listed in the SMS/ Flight Safety Manual.
1.2.10 DY.GENERAL MANAGER (TRG) REGION/TRG MANAGER

a) Implementation of Training Policies of the
company as laid down in Training Manual
b) Draw Training Schedules of pilots including the
cross conversion plan in consultation with DGM
(Ops) and GM (Ops) CO.
c) Maintain ground training and flight/simulator
training records.
d) Maintain high standard of training and
proficiency in flying and ground subjects.
e) Maintain training folders and records of all pilot
of the Region.
f) Detail pilots on refresher courses.
g) Indentify Individual pilots weak areas and bring
it to the notice of General Manager.
h) Ensure standardization of Instructors and Examiners.
i) Detail approved Instructors/Examiners for
routine/surprise checks etc.
j) Update flight procedure, safely circular
pertaining to training.
k) Formulate and enforce within the requirements
of the DGCA standards of flight proficiency
necessary for the safe and efficient operation for
aII type of helicopters in use at PHHL by company
flight personnel.
l) Maintain full and updated records of training and
licensing status of flight operational personnel.
Supervise the issue of notices to the aircrew in
co-ordination with the DGM (Ops).
m) Ensure categorization of Air field/ helipad/ oil rigs
in conjunction with DGM (Ops).
n) Review, maintain and update procedures and
flight limitations.
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o) Oversee the development and implementation

of operational procedures.
p) Determine and recommend IFR flight procedures,
cockpit checks and Emergency procedures.
q) Intimate reports on training, checks flights
and proficiency checks of pilots.
r) He should countersign Log Books of Air Crew as
and when this duty is delegated to him. While
countersigning the logbooks, He should verify /
confirm the logging of flight hours from Journey
Log Book/Flight Manifests.
1.2.11 FUNCTIONS OF EXAMINERS/INSTRUCTORS/CHECK PILOTS :

The appointment and priveleges of the Examiners /
Instructors and Check Pilots will be as per CAR Section 7,
Series I, Part IV as under. In addition, they will :
a) Review, maintain and update procedure and

flight limitation.
b) Oversee the development and implementation
of operations procedures.
c) Determine and recommend IFR flight procedures,
cockpit checks and emergency procedures.
d) Review pilot training and upgrading in the IFR
field, including recommendation of pilot for
Instructional assignments.
e) Develop and produce, as required, reports on
the activities in the IFR airfield.
f) Initiate reports on training, check flights and
proficiency checks of pilots.
g) Conduct and submit report of conversion and
operational training to pilot.
h) Conduct ground-training classes for the pilots.
j) Conduct of en-route flight checks of pilot to
assess the proficiency and knowledge of
procedures.
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k) Local supervision of pilot in matters of flight

discipline and adherence to regulations.
l) Check adherence to procedures by pilots under
check.
m) Check pilots knowledge with regard to current
Air Regulations, Circulars, ATC procedures,
Notams concerning en-route facilities and
Airports, Radio Aids and obstructions.
n) Check pilots knowledge on the location,
functions and cockpit checks of equipment, its
operational limitations and emergency
procedures, Satisfy himself that the pilot being
Checked has both the knowledge and ability to
carry out the duties of pilot in his assigned
capacity as PIC or Co-pilot.
1.2.12 DUTIES OF PILOT-IN_CHARGE BASES: Senior-most pilot will

be designated as Pilot In-Charge at base and he will be
responsible for the following :-
a) He shall be responsible for all flying activities at

Base.
b) He shall exercise operational control including
surveillance on all operational activities.
c) He will ensure that DGCA requirements on
proficiency check, licenses, IR rating, medical
examination and FDTL are adered to by all crew
members at all times.
d) He will make available crew for flight and will
detail the crew according to their experience and
competency.
e) He will ensure that all flights at base are
conducted as per laid down SOP and NAV cards
are followed and records kept.
f) Before operating on new route, he shall ensure
proper evaluation and careful examination of
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safety parameters.
g) He shall ensure that pilots undertake pre-flight
medical check as per regulation and obtain met
briefing before undertaking flight.
h) He shall ensure that proper facilities of weighing
passengers exist and ship papers (passenger
manifest and trim sheet) are prepared if required
and preserved as per the regulations.
i) He shall ensure that contingency plan for the
base exists and is kept updated including action
to be taken in case of missing helicopter/
incident/ unnatural happening to any of the
helicopters.
j) He shall examine that security for helicopter and
helipad exist and security staff carryout frisking
of passengers and anti-hijacking duties as per
laid down procedure.
k) He shall ensure that all returns including flight
manifest etc are submitted to regional/ CO as
required.
l) He shall ensure that all hazards pertaining to
operations including heliport, ATC facility, MET
facility, Security, Facilitation etc are reported as
per the requirements.
m) He will immediately report incidents, accidents
or safety related occurrences to regional
headquarters/ CO, as per the laid down
procedure.
1.2.13 OPERATIONS STAFF RESPONSIBILITIES: DUTIES &
RESPONSIBILITIES OF FLIGHT OPERATION OFFICERS/FLIGHT
DESPATCHERS (CAR SECTION 7, SERIES M PART II) AT
REGIONS / SELECTED BASES.
a) Collect the latest meteorological data from the

concerned agencies andthoroughly analyse the
possible effects of the weather on the route to
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beflown in the light of meteorological reports

and forecasts for the destination and alternate
aerodromes; recent weather reports and
forecasts for the route and areas adjacent to it;
and current weather maps;
b) Collect the latest available data on standard
instrument departures, enroutefacilities, noise
abatement operational procedures, navigation
aids, aerodrome facilities, ATC and
communication procedures, NOTAM, runway
conditions, search and rescue facilities and other
information and regulations likely to affect the
flight and brief the flight crew as required.
c) Prepare an operational flight plan consistent with
standard instrumentdepartures, noise
abatement operational procedures, ATC
regulationsand the regulations of all the States
to be over flown for the considerationof the pilot-
in-command;
d) If empowered to do so by the operator, to delay
or cancel the flight orotherwise decide on a
possible route or alternative routes which may
beflown safely and in accordance with company
procedures and standards,taking into account
likely weather conditions at the destination and
alternate aerodromes; en-route weather; and
the maximum fuel load possible.
e) Provide the meteorological briefing to the flight
crew.
f) Brief the crew on the route analysis and the
operational flight plan bringing to his notice the
factors that have influenced the choice of route;
vii) Furnish the pilot-in-command with all latest
available information on the route to be flown;
g) Obtain the Pilot-in-command's signed
concurrence with the operational
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flight plan;
h) Prepare and file the ATC flight plan.
i) Any other functions as deemed
necessary for the safe operation of the
flight.
1.2.14 PRE-FLIGHT DUTIES: The Flight Operation Officers on duty

before departure of the flight shall:
a) Ascertain the Maintenance status of the aircraft

for briefing the Pilot-in-Command.
b) Liaise with the Ground Operations regarding
carriage of any commercial load requiring Special
Load Notification.
c) Thoroughly analyze the meteorological reports
and forecasts for departure, destination,
alternate airports/heliports en-route.
d) Obtain recent weather reports and forecast for
the route and areas adjacent to it.
e) Collect relevant information and NOTAMS for
briefing the Pilot-in-Command.
f) Furnish the Captain with all the latest available
information on the route to be flown.
g) Obtain the ATC clearance and hand it over to the
Flight Crew.
h) Make necessary amendments to the ATC/
Navigation flight plan as desired by the Captain.
i) Sign the Operational flight plan and ensure that
it, along with all relevant documents, are kept in
the flight envelope.
j) Advice Captain and Maintenance about the fuel
required/RTOW for the flight and brief the
Captain accordingly.
k) Obtain signatures of the Captain in the register
provided for having obtained pre-flight briefing.
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1.2.15 POST-FLIGHT DUTIES: The F.O.O on duty shall:
a) Take charge of the Flight Envelope and initiate

the necessary action as laid down.
b) Ensure that Voyage Report is sent to the Base
Manager.
c) Ensure all documents, in case of incident/
accident are completed by the Captain.
1.3 PILOT IN COMMAND
1.3.1 POSITION IN THE ORGANISATION: The Pilot-in-Command

in directly subordinate to the DGM (Ops) Region. It should
be recognized, however, that he also has certain duties, as
described by law. Duties and responsibilities of a Pilot in
Command are enumerated in subsequent paras.
1.3.2 DESIGNATED COMMAND: The Pilot in Command is the

designated Captain, the moment he/she enters the aircraft
with the intention of carrying out a flight, or when he/she
first signs the aircraft papers, whichever is earlier. His / her
command continues until either he/she is relieved by
another Captain or until the termination of the flight when
he /she completes all post flight documents and leaves the
aircraft.
1.3.3 PILOT IN COMMAND: For each flight by a company

helicopters, a pilot shall be designated as the pilot in
Command. This assignment will be reflected in the flying
programme and must also be shown in the flight plan
submitted to the ATC.
In the event, two qualified pilots are programmed together

and are expected to alternate as PIC, this fact must also be
indicated on the flying programme and in the remarks
column of the flight plan.
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The Pilot-in-Command is directly responsible to the DGM

(Ops) Region through Fleet In Charge or any other officer
assigned by him.
It is incumbent on the PIC to comply with laws, regulations

and procedures of the state in which the aircraft is flown.
This includes complying with all health, Custom and
Immigration laws in force. He /she shall ensure that no crew
violates any of these laws. If an emergency situation arises,
which endangers the safety of the aircraft of personnel and
necessitates taking of action, which involves violation of
local regulation or procedures, the PIC shall notify the
appropriate local authority without delay.
A report shall be submitted of any such emergency action

to the DGCA through the DGM (Ops) / DGM Flight Safety as
soon as possible.
These measures may include the restriction of freedom of

one or more occupants until they are delivered to the
competent authority. This general description of the Pilot-
in-Commands explained is as the following :
a) The legal text leaves many specific questions

open to interpretation. It is, however, a basic
philosophy of our legal system to leave room for
judgment against the specific circumstance
prevailing at the time.
b) This legal philosophy implies that the law draws
no strict lines as to the beginning and end of the
Pilot-in-Commands responsibility and authority,
and it does not exclude the responsibility of
others at the same time as that of the Pilot-in-
Command (for instance, authorities on the
ground, ATC, etc.)
c) The term flight as used in the law may in general
be assumed to represent the period between
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door closed and door open.

d) Flight crew before undertaking a flight is to certify
that he/she is legally authorized to undertake the
flight in all the aspects, including the Pre-Flight
Medical Test as per rule 24 of the Aircraft Rules 1937.
e) The PIC is responsible for filing debriefing reports
and ensuring reporting of accident/ incident as
per laid down procedures.
1.3.4 The Pilot-in-Command shall be responsible for the

following:
i) Shall not commence a flight when in his /her

judgment the aircraft is not in a satisfactory
condition and to conduct the flight in a safe
manner in order to maintain a high level of safety.
It is his obligation to report any areas of
operation, which could be detrimental to safety.
This includes but is not limited to items such as
mechanical problems, weather, crew proficiency,
airport facilities or ATC problems. This is to permit
the PHHL to initiate follow up action. The Pilot-
in- Command is responsible for filing de-briefing
reports and ensuring reporting of accident/
incident as per laid down procedures.
ii) The Pilot-in-Command shall be responsible for the
operation and safety of the aircraft and for the
safety of all persons on board, during flight time.
iii) The Pilot-in-Command shall ensure that the
approved checklist is complied with in detail.
iv) The Pilot-in-Command shall be responsible for
notifying the nearest appropriate authority by
the quickest available means and in any case
within 24 hrs after occurrence of accident
involving the aircraft, resulting in serious injury
or death of any person of substantial damage to
the aircraft or property. In case of an incident,
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the Pilot-in-Command shall notify the incident

to DGCA within 48 hours of its occurrence.
v) The pilot in-command shall be responsible for
reporting all known or suspected defects in the
aircraft, to the AME in- charge, at the termination
of the flight.
vi) Be responsible for certifying the Pilot voyage
Report.
vii) All crewmembers will report to Captain to enable
him to check their turn out and give to each
crewmember specific instructions, if any,
regarding the conduct of the flight. He shall
ensure that the crew boards the aircraft well in
time and all pre-departure drills and safety
checks are completed. Should a commander s
duties detain him and he is unable to board the
aircraft before the passengers, he must ensure
that the remainder of the crew makes all
preparations so that departure can be made with
a minimum delay once he has boarded the
aircraft.
viii) He will complete all documents during pre & post
flight period.
1.3.5 AUTHORITY OF PILOT-IN-COMMAND: The pilot-in-

command is responsible for safety, economy of operations,
maintenance of operational schedules and comfort of
passengers. He has the authority to enforce discipline during
all flights in the discharge of his duties and he will himself
give the right lead and guidance to other crewmembers.
1.3.6 AUTHORITY OF BOARDING: Passengers and crew shall

board the aircraft with the express authority of the Pilot-
in-Command.
1.3.7 CARRIAGE OF INTOXICATED PASSENGERS: The Pilot-in-

Command shall not permit carriage of intoxicated
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passengers in the aircraft as they may cause disorder

amongst other passengers or jeopardize the safety of the
aircraft.
1.3.8 CARRIAGE OF PERSONS SUFFERING FROM EPILEPSY /

MENTAL DISORDERS: No persons suffering from these may
be carried on board unless his carriage is duly certified by a
Registered Medical Practitioner as fit to travel, has not
consumed any alcoholic drinks and is accompanied by an
attendant.
1.3.9 PILOTS EMERGENCY AUTHORITY: Nothing contained in this

Manual is to be construed as relieving a pilot of his
responsibility to take any action in an emergency or under
unusual circumstances in order to preserve the safety of
the aircraft, its occupants, mail & freight.
1.3.10 SUCCESSION OF COMMAND: In the event of the Pilot-in-

Command being incapacitated the Co-Pilot will assume the
responsibilities of the Pilot-in-Command and continue the
flight to the point of next intended landing.
1.3.11 DUTIES AND RESPONSIBLITIES OF PILOT-IN-COMMAND: In

accordance with Rule 141 of the Indian Aircraft Rules, 1937
the Pilot in Command shall have the final authority as to
the disposition of the flight while he is in Command. It is
incumbent on all crew members to carry out the
instructions of the Captain at all time.
The Pilot-in-Command will:
a) Maintain overall responsibility for the flight

execution.
b) Be the representative of the company when
dealing with other crew members and
passengers during flight duty time in his capacity
as PIC of the aircraft.
c) Promote atmosphere under which optimum
crew co-operation may be expected.
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d) Be responsible for flight preparation and execution and

compliance with state and company regulations.
e) Report facts, which may influence the quality of the general
flight operation to the Fleet in Charge/DGM Ops of Region.
f) Have no doubts about his condition and proficiency when
reporting for duty.
g) The PIC whether handling the controls or not is responsible
for the operation of the aircraft in accordance with Rules of
the Air except that he may depart from these rules in
circumstances that render such departure absolutely
necessary in the interest of safety in the absence of
company ground personnel .The PIC during his period of
command is also responsible for the safety of the
passengers, crew and their comfort while on the ground.
He shall make all effort to mobilize available resources until
company personnel are available to takeover and resume
their responsibilities
1.3.12 FLIGHT PREPARATION: A flight shall not be commenced until the pilot
issues pilot acceptance report either on tech-log or any other
appropriate document, certifying that the pilot-in-command is satisfied
that.
a) The aircraft has a current certificate of Airworthiness and a

valid Flight Release.
b) The instruments and equipment as prescribed by the
manufacturer DGCA are installed and are sufficient for the
flight and type of operation to be undertaken.
c) All emergency equipment required for the intended flights
are serviceable and are on board.
d) The mass of the helicopters and center of gravity location
are such that flight can be conducted safely, taking in to
account the flight conditions expected.
e) Any load carried is properly distributed and safely secured.
f) It carries sufficient fuel and oil for the intended flight in
accordance with this part of the CAR.
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g) The engines are developing the rated power.

h) The various documents required for the
flight are valid and are on board.
i) There is no physical damage apparent during his
walk around inspection.
j) Sufficient length of heliport/ runway is available
for safe take off and line of flight in the take-
off direction is not obstructed.
k) The flight controls of the aircraft are working
freely and in correct senses.
l) View of the pilot is not interfered with/ by any
part of the aircraft structure.
m) A Check has been completed to ensure that the
aircraft can be operated within approved
operating limitations contained in the Certificate
of Airworthiness / Flight Manual or other
appropriate and relevant documents.
n) That the operational flight plan has been
completed for the intended flight.
Note: As regard to item (g), the pilot shall ensure before
take-off that engines are developing correct power.
1.3.13 PRE-FLIGHT DUTIES: Pilot-in-command shall be responsible

for:
a) Obtaining necessary briefing and familiarize

himself with forecast, relevant forms/
information to decide on fuel requirement and
alternate course of action if the flight cannot be
completed as planned.
b) Checking operational flight plan, ATC flight plan
and obtaining clearance.
c) Ensuring intended flight is planned within the
performance limitations of the aircraft.
d) Ensuring passengers are briefed thoroughly on:
i) The location of entry door and

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emergency exit and the method of

jettisoning them.
ii) Location of survival equipment.
iii) Location and use of fire extinguisher.
iv) Requirements and Instructions
regarding wearing seat belts.
v) Ditching procedure and use of life
jacket and dinghies.
vi) Restriction on smoking Display of
placards.
vii) Exit from helicopter.
viii) Danger of tail rotor.
ix) Use of oxygen.
e) The pilot-in-command shall:

i) Report at the airport 0:45 hours before the
schedules departure.
ii) Attend pre-flight medical along with other crew.
iii) Check the maintenance status of the helicopter
and ensure the helicopter is serviceable for the
flight.
iv) Make visual inspection of the helicopter exterior.
v) Ensure sufficient quantity or fuel and oil of
correct grade are available for the proposed
flight.
vi) Check the distribution of the load and that it is
safely fastened and secured.
vii) Ensure availability of valid flight release before
signing the acceptance as required by CARs.
viii) Ensure that other flight crewmembers are
adequately briefed.
1.3.14 IN-FLIGHT DUTIES: The Pilot-in-command shall:
a) Ensure use of check list during every phase of

flight.
b) Ensure that navigation, radio communication,
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position reporting etc; are properly performed.

c) Ensure that flight is carried out in accordance
with ATC clearance.
d) Immediately inform the base of irregularities
(technical, troubles, diversion etc. which
occurred during the flight and which may have
influence on the planning and handling activities
on the ground).
e) Ensure adherence to flight plan and schedule as
closely as possible.
f) Ensure all instruction and regulations covering
the changes of flight plan and schedule are
carefully followed.
g) Ensure timely activation of passengers No
smoking and Seat Belt signs when required.
h) Be aware of importance of looking after the
comfort of the passengers and well being of the
crew.
i) Ensure reporting of incident/accident as per laid
down procedure.
j) Ensure avoidance of prohibited areas and
danger-restricted areas, when active.
k) Ensure recording of engine performance
parameters.
l) As co-pilot is considered to be in training for a
Captain position, a Captain shall afford every
opportunity to a Co-Pilot to prepare himself for
that position. The Captain when required shall
explain methods and procedures, which may not
be understood by the Co-pilot.
1.3.15 POST-FLIGHT DUTIES: On completion of the Flight the Pilot-

in-command shall ensure:
a) That all snags are entered in the PDR, in the

absence of any snags; a Nil entry is made and
signed for. Any snags entered in the PDR are to
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be explained, to obviate any misunderstanding

with maintenance personnel, and enable them
to troubleshoot the snag.
b) The completion of the Journey Log Book /
equivalent document as required by DGCA.
1.4 CO-PILOT
1.4.1 GENERAL : The Co-pilot
a) Is subordinate to the PIC during the flight and

assist the PIC in the management of flight use of
helicopter controls and communications in
accordance with the directions of PIC.
b) Participate in execution of cockpit procedures,
emergency procedures. Checklist and instrument
approach procedures as directed by the PIC.
c) Conduct before and during flight such other
duties as the PIC may delegate to him.
d) Assume the responsibility of PIC only in the event
of latters incapacitation. Monitor all RT calls and
transmit information as Instructed by the PIC.
e) Is expected to report facts, which may influence
the quality of the general flight execution to the
PIC.
f) Should have no doubts about his condition and
proficiency before starting and during flight
execution.
g) Is equally responsible for the safety of flight
operations.
h) The co-pilot shall be the Second-in-Command.
He should avail himself of every opportunity in
preparation for the position. He should
understand the duties and responsibilities of the
Pilot-in-Command in addition to his own at all
times, render all material assistance to the pilot-
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in-command and shall carry out all duties

pertaining to the operation of the flights as
directed by the pilot-in-command.
1.4.2 FLIGHT PREPARATION: The Co-pilot will:
a) Acquaint himself with all relevant particulars and

latest instructions concerning type and flight to
be flown.
b) Advise the PIC if, in his opinion, any aspect of
the flight preparation has been overlooked.
1.4.3 FLIGHT EXECUTION: The Co-pilot shall:
a) Read out the check list at the appropriate times

and ensure that the same is being complied with.
b) Maintain a listening watch and make position
reports as and when required. Any message
other than normal should have the approval of
the Pilot-in-Command while in flight.
c) Carry out periodic checks on fuel used/
remaining.
d) Monitor flight, engine and other instruments.
e) Undertake any other duties that may be assigned
by the Pilot-in-Command.
f) Perform all duties as described in the company
manuals under the supervision of the PIC.
g) Be alert on developments which may endanger
the safety of the flight; if he believes these
developments exist he will.
i) Advice the PIC
ii) Ask the PIC to take appropriate action
iii) If, in his opinion, strong doubts exists
as to the physical or mental fitness of
the Pilot-in-Command
(incapacitation) and/or
immediate action is required to
prevent a highly critical situation, he
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shall take such action as deemed

necessary (if possible in consultation
and agreement with other crew
members).
Note: It is obvious that with the action described above a
highly undesirable situation is created. All further initiatives
should be aimed at the safe completion of the flight.
1.5 DUTIES AND RESPONSIBILITIES OF FLIGHT ENGINEER : The

Flight Engineer shall be responsible for the following :
a) Flight Engineer will carry out preflight inspection

of helicopter as per the Flight Manual.
b) Responsibility for the scope and quality of the
helicopter preparation for flight rests with the
Flight Engineer.
c) To carry out inspection and pre-flight preparation
of flight compartment.
d) Preparation of APU and Main Engine for starting.
e) To carry out starting of APU Engine.
f) To carry out starting of Main Engine.
g) To carry out warm up of Power Unit and to check
operation of Hydraulic System.
h) To carry out testing of engine and other
associated systems.
i) To carry out shutting down of engines.
j) To carry out inspection of helicopter after Power
Plant Test.
k) To carry out cranking/false start as per
requirements.
l) To maintain the flight engineer log.
m) To assist the PIC in case of any abnormal condition
of flight.
1.6 DUTIES AND RESPONSIBILITIES OF CABIN CREW:
a) The cabin crew, where provided and detailed for

a flight will be under the direct command and
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supervision of the Pilot-in-Command during the

period of their duty and at layover situations.
b) Cabin crew roistered for a particular flight shall
report to the Captain who will brief them on any
special procedure and in consultation with the
Sr. Cabin crew allot them their duty stations.
1.6.1 GENERAL DUTIES AND OBLIGATIONS: The cabin crew,

where provided shall:
a) Ensure that they maintain the highest standard

of discipline, courtesy, and decorum and turn out.
b) Report any deficiency noticed in cabin,
emergency equipment, cabin cleanliness,
catering stocks etc. to the Captain.
c) If required by the Captain ensure by means of
head count that the number of passengers on
board tallies with the number reflected on the
trim sheet.
d) Ensure that the passengers are fully briefed
before take off with regard to safety procedure,
which shall include the correct use of passenger
oxygen, fastening of seat belts and use of
emergency exits. A life jacket demonstration, if
required, for over water flights that require
carriage of Life Jackets.
e) Ensure that all crockery and cutlery are removed
before take off and landing from the cockpit/
passenger cabin unless instructed to the contrary
by the captain.
f) Ensure that all doors are closed and opened on
instructions from the cockpit. Ensure that no
unauthorized person has access to the cockpit.
g) Ensure that they are seated and strapped for take
off and landing and during a declared emergency.
They shall also ensure that they are seated and
strapped whenever instructed by the Captain.
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This does not preclude them taking any action

that may be required for the comfort and safety
of passengers or in an emergency.
h) Immediately bring to the notice of the Captain
any suspicious behavior of a passenger, any
suspicious article that may be carried by a
passenger, any act of rowdism, drunkenness or
any violation of passenger notice etc.
i) Be responsible for receipt, safe custody and
delivery of diplomatic bags, pouches and high
value consignments on behalf of Captain on his
order.
j) Not enter the cockpit in flight unless called to
attend. This does not preclude entry into the
cockpit in an emergency or to make reports,
which are required under their duties and
responsibilities.
k) Ensure that all passengers observe the Fasten
Seat Belt and No Smoking signs.
l) Ensure that aisles and emergency exit are cleared
of all baggage and other obstructions.
m) Check with the Captain before starting any in
flight service.
n) Ensure that they do not leave the aircraft without
the permission of the Captain at transit stations.
o) Only deplane after the passengers and the
Captain have deplaned.
p) Ensure that the step ladder is securely and
properly attached before passengers are
permitted to emplane/deplane.
q) In case of an emergency evacuation, assist the
passengers in an orderly efficient evacuation.
r) Ensure that they do not contravene any custom
and censorship instructions.
s) In case any flight is delayed on ground carry out
any service for the passengers or any meal service
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as directed by the captain.
1.6.2 CREW ADVOCACY: It is the responsibility of all aircrew to

bring to the attention of the Pilot-in-Command any
departure from prescribed procedures and safe practice.
This is essential to enable him to take appropriate action.
This is especially relevant to all co-pilots, who, due to large
experience/ age gap may be hesitant. Any potentially
unsafe flight condition shall be brought immediately to
the attention of the Pilot-flying (PF) by the Pilot-not-flying
(PNF).
1.7 OPERATIONAL CONTROL AND SUPERVISION
1.7.1 GENERAL: The actual day-to-day flight operation of the

Company, for NR & WR, will be planned and executed by
the respective DGM (Ops), Region through the Base
Managers.
He is directly responsible to the GM Region and will exercise

overall control over the operations department. He has the
functional and administrative authority and responsibility
for all flying/ operational activity.
He will be assisted in the discharge of his duties by the other

pilots and operational staff assigned to Operational
department.
1.7.2 PROMULGATION OF ADDITIONAL OPERATIONS

INSTRUCTIONS AND INFORMATION: DGM (Ops) Region will
issue Operations Instructions to publicize issues that need
immediate attention and compliance. These are to be
circulated amongst the crew for positive adherence.
1.7.3 ACCIDENT PREVENTION AND FLIGHT SAFETY PROGRAME:

The SMS manual is to be referred for necessary guidance in
respect to accident prevention and flight safety.
1.7.4 OPERATIONAL CONTROL: All company helicopter flights will

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be launched with specific approval from persons who have

the necessary authority to do so. The details of various type
of flights and the designation of approving authority are
given below:
Type of Flight Main Base Sub Base

Revenue flight GM/DGM (OPS) Base Manager
Non-Revenue Ferry GM/DGM (OPS) Base Manager
Training / check GM/DGM (OPS) Base Manager
Main Test flights GM/DGM (OPS) Base Manager
(In consultation with Engineering)
1.7.5 FLIGHT WITH INVALID CERTIFICATE OF AIRWORTHNESS: No

company helicopter shall be released for test flight / ferry
without a valid certificate of airworthiness unless the DGM
Engineering / QCM obtains a special sanction form the
DGCA. Only essential crewmembers shall be carried on such
flights.
These flights need special approval from the DGM (Ops) who
will consult the DGM Engineering / QCM before arriving at
the final decision.
1.7.6 FLIGHT AFTER AN INCIDENT / ACCIDENT: No person shall

commence / continue or be permitted to commence /
continue a flight following an incident / accident involving
suspected damage to the helicopter, unless approved by
the GM (OPS) CO/ CMD in consultation with the DGM
Engineering / QCM and the necessary clearance is obtained
from the DGCA. In all cases where the competence or state
of health of the crew is in doubt, a different crew is to be
deployed.
1.7.7 FLIGHT FOLLOWING: Flight Following is the process of

monitoring the progress of company helicopters, keeping the
crew informed of any changes in route, weather and notifying
the appropriate authorities of overdue / missing aircraft.
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The pilot in command will make utmost effort to keep his base
and customer informed of his position by all available means.
The Operational staff of PHHL shall also strive to know the
position and further programme of all company helicopters.
1.7.8 POWER OF THE AUTHORITY: Rule 17 of Aircraft Rules 1937

state the following with reference to production of
licenses etc.
a) Any license (other than a license issued under

Part XIII),certificate, authorization and approval,
log book or document granted or required to be
maintained under these rules shall, on demand
for the purpose of inspection, by magistrate, any
police officer above the rank of constable, any
custom officer, any commissioned officer of the
Naval, military or Air Force of the union, any
gazetted officer of the Civil Aviation Department,
or any other person authorized by the Central
Government by special or general order in
writing in this behalf, be produced by the licensee
or, in the case of an aircraft or of a licensed
aerodrome, by the owner, hirer or person-in-
charge thereof.
b) Provided that any such license, certificate,
authorization and approval, log book or
document relating to an aircraft or its personnel
which is not by these rules required to be carried
in the aircraft shall be produced within seven
days of the making of the demand.
c) PHHL shall allow the officers of DGCA to inspect
the organization at any time to determine its
compliance with the Regulations. Such surveillance
inspections shall cover the adequacy of the
organizations internal audits, records, and its
general ability to comply with the applicable
regulations.
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1.7.9 GENERAL INSTRUCTIONS FOR AIRCREW: PHHL is dedicated

to providing safe and efficient services. All flight crew are
required to cultivate good airmanship qualities and use their
ability, knowledge, experience and foresight, supported by
carefully considered decisions to attain prime objectives.
All crew members, both aircrew and ground crew, are to be
familiar with the laws, regulations and procedures pertinent
to the performance of their duties, prescribed for the areas
to be traversed, the heliports to be used and the air
navigation facilities relating thereto.
1.7.10 REPORTING FOR DUTY: All crew when detailed for flight
duties shall report in company approved uniform at the
Operation Office at the Airport 45 min before the schedules
time of departure. Whenever reporting for duty, all aircrew
shall be in possession of their valid licenses and necessary
documents.
1.8 FOOD CONSUMPTION
1.8.1 PRIOR TO FLIGHT: Crewmembers are cautioned against

eating food such as mayonnaise (and products containing
mayonnaise such as tartar sauce), custards, cream pastries
meat salad, and frozen seafoods prior to and during flight.
Crewmembers should be cautious when making selections
at eating establishments serving food in buffet style.
1.8.2 DURING FLIGHT: Captain and Co-Pilot must not consume

the same type of meal during periods of duty. They must
not eat at the same time.
1.9 FIRST AID KIT: Each helicopter shall be equipped with one
First Aid Kit. The carriage of first aid kit is mandatory and as
required by DGCA under CAR, Section2- Airworthiness,
Series X Part III, Issue III, dated 12 June 1997. It will be the
responsibility of the Engineering Department to ensure the
compliance in case of first aid kit.
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1.10 OPERATIONS OF AIRCRAFT OF OTHER ORGANIZATIONS:

Flight crew shall not operate any aircraft other than those
belonging to PHHL for hire and reward unless specifically
authorized to do so by PHHL management.
1.11 SMOKING: PHHL ground and aircrew shall refrain from

smoking whilst in uniform and conducting business. Passengers
also are not permitted to smoke on board the helicopter.
1.12 CARRIAGE OF PERSONNEL ON TRAINING FLIGHTS: Only the

instructor / Examiner DGCA Observer and the trainees shall
be carried on training flights.
1.13 AIRCREW STATIONS / USE OF SAFETY HARNESS: (LAP &

SHOULDER STRAPS): To ensure timely departure all
aircrew are expected to be at their respective stations
at least 10 min. before the scheduled time of departure.
All flights crew members shall keep their safety harness (lap
& shoulder straps) fastened when at their stations.
1.14 PHOTOGRAPHIC FLIGHTS: Photographic flights will not be

undertaken without prior permission from the appropriate
authority. In case the cabin doors are required to be kept
open, proper safety precautions as regards to handling, seat
belts, loose articles etc. will be observed.
1.15 DROPPING OF ARTICLES: The companys aircraft may be

called upon to drop articles such as flowers, leaflets etc.
with prior approval from appropriate authority. The aircraft
is not to descend below 1000 ft. over populated / congested
areas and 500 ft in other area. Height indicated is above
the highest obstacle within a radius of 2000 ft from the
helicopter.
1.16 SPECIAL OPERATIONS : PHHL may be called upon to

undertake special tasks like patrolling of power and pipe
lines, hotline washing of insulators, underslung operations,
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for which SOPs will be made and case by case clearance/

approval will be taken from DGCA before commencement
of tasks envisaged above.
1.17 DISASTER MANAGEMENT OPERATIONS: Pawan Hans

Helicopter may be asked to assist Disaster management
teams at short notice for evacuation of personnel, dropping
of food packets etc. during said eventualities. Helicopters
will be undertaking disaster management operations
keeping all safety aspects in mind.
1.18 OPERATIONS IN SUPPORT OF POLICE/ PARA-MILITARY

FORCES: Pawan Hans is undertaking flights in support of state
police and central para-military forces in certain states in
support of anti-naxal activites and may be called upon in future
to undertake such tasks across India. The Nature of flights is to
ferry officials, state police and central para-military personnel,
evacuation of casualties to and from sanitized areas and aerial
recee of areas decided by state police and para-military
personnel in the field. During these flights, passengers are not
permitted to carry arms/amuniation in person as per DGCA
Guidelines unless specific clearance from DGCA is obtained by
the indenting agency. SOPs for operating flights from present
Bases is already approved by DGCA. However, for deployment
at any additional Base, SOP will be preapared for which
necessary approval will be sought from DGCA.
1.19 STARTING OF HELICOPTER: Company helicopters rotor shall not

be turned under power without a qualified pilot at the controls.
1.20 PRESS STATEMENTS: Air crew is prohibited for making any

statements to the press, especially in the event of an
incident / accident.
1.21 ADMINSTRATIVE LAND LINE COMMUNICATION: The station

telephone directory incorporating the Telephone/ Fax, Mobile
No and pager no of all its officers, throughout the network,
exists. The administrative department regularly updates this.
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1.22 ORGANIZATION CHART

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FLIGHT AND DUTY TIME Ammendment
CHAPTER 2
LIMITATIONS (FDTL) Date
2.1 REQUIREMENT OF RULES
The Director General Civil Aviation, Government of India

has established regulations specifying the limitations
applicable to Helicopters Pilots vide CAR, Section 7, FLIGHT
CREW STANDARDS Series J Part II dated 14 Feb 2000.
2.2 INTRODUCTION
Flying loads body and mind with stress and strain.

Depending on the type of aircraft and the type of work
involved the strain to body and mind varies. The primary
issues governing fatigue and alertness on the flight deck
are the amount of sleep/ rest put in before subjecting the
body and mind to strain; duration of work; phase of the
sleep/wake cycle member involved in the function and their
individual competence. In a single day, a flight crew on
international sectors, during the course of work may have
to cross a number of time zones resulting in additional strain
on the body. Moreover, modern jet aircraft flying at very
high altitudes at rarified atmosphere also contributes to
additional strain and consequent fatigue.
Unlike other materials, Human body has inbuilt capacity to

recover from the effect of strain and consequent fatigue.
The natural recourse to recovery from fatigue is through
proper and adequate rest and sleep.
It is also an accepted fact that the aviation industry requires

24- hour activities to meet operational demands. Flight crew
must be available to support 24 hour-a-day operation to
meet the industry demand. Therefore shift work, irregular/
unpredictable work schedule will continue to be common
components of functioning in aviation industry.
ICAO while recognizing the effect of fatigue on performance

has recommended contracting States to establish
regulations specifying the limitations applications applicable
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to the flight time, flight duty period and rest period for flight
crew members. Further it requires that this proviso should
ensure that fatigue occurring either in a flight or successive
flights or accumulated over a period of time due to these
and other tasks do not endanger the safety of a flight.
Even though there is no absolute or perfect solution to the

demands of duty and rest scheduling in aviation but these
as guiding principles, all the contracting states have
regulations for Flight Duty Time, Flight Time and Rest period.
2.2.1 Definitions
Flight Duty Time: The total time commencing from the time
of reporting at the airport for the purpose of operating a
flight is 45 mins before and ending, minimum 30 minutes
after termination of a flight or a series of flights (as per
CAR)
Reporting Time: It is time at which crew report at Airport/

Helipad with the intention of undertaking a flight. However
for the FTDL computation purpose, it shall be taken
minimum 45 minutes before the planned scheduled
departure.
Rest Period: The period during which a flight crew is not

assigned any duty including operational, managerial, office
work and training including simulator training or
instructional.
Flight Crew Member: A licensed crewmember charged with

duties essential to the operational of an aircraft during a
flight duty period.
Split Duty: A flight duty period, which consists of two duties

separated by a break.
Break : A period free of all duties, but less than

minimum rest period.
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Calendar day: 24 hours period commencing at 0000hr. local

time.
Suitable Accommodation: A quiet, ventilated and

comfortable place with a bed and not open to public.
Aerial Operations: Agriculture Operation, Pipeline Survey,

Airport Facilities calibration flights, Leaflet and Flower
Dropping flights, Cargo under slunge, Rescue hoist, Aerial
Photography, Geographical Survey, Heli-Skiing and other like
operations will constitute Aerial Operations.
Dead Heading: The period during which a crew member

travels on board any air transport belonging to the company
or its agents for the purpose of positioning so as to operate
a flight or after completion of flight.
Local Night: A period of ten hours from 2000 hours to 0600

hours local standard time.
Window of Circadian: Low window of Circadian Low is the

time period associated with low of performance, alertness,
body temperature and of peak fatigue, it is the period
between 0200 and 0600 hrs of home base time for flight
duty time that cross less than 3 times zones, it is 0200 to
0600 hrs. Home base time for first 48 hours, thereafter it is
referred to 0200 to 0600 hrs. of local time at the point of
departure.
This Civil Aviation Requirement prescribes flight time/flight

duty time limitations and rest requirements. An operator
shall establish a flight and duty time limitation and rest
scheme for crewmembers in accordance with the proviso
of this Civil Aviation Requirement and incorporate the same
in their Operations Manual.
Operators shall ensure that all flights are planned to be

completed within the allowable flight and duty period taking
into account the time necessary for preflight duties.
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Flight function including taxing, turn-around time in case

of multi sector flights. The nature of operation, existing
environmental conditions including winds and anticipated
delays due to traffic congestion shall also be kept in
consideration while planning flights. Actual flight time shall
be used for working out FDTL.
2.3 APPLICABILITY
The Flight Time/Flight duty time limitations and rest period

prescribed in the CAR Section 7, Series J, Part II dated 14
Feb 2000 as amended from time to time , shall be
applicable to all pilots and flight crew members as per the
category of operation. The salient features are as follows :
2.3.1 Flight Duty Time
a) In one day (any 24 consecutive hours) 10hrs

b) In any seven consecutive days 60hrs
Time limit given at a) above may be extended to 12 hrs, but

not more than three times in any period of 28 consecutive
days.
2.3.2 Maximum Flight Time
a) In one day (24 consecutive hours) 7 hrs

b) In any 7 consecutive days 30hrs
c) In any 28 consecutive days 90hrs
d) In any 365 consecutive days 800hrs
2.3.3 Maximum Landings
a) Crew Flying repetitive short sections(Off shore)at

an average of 10 or more landings per hour
shall have break of at least 30mins away from
the helicopter within any continuous period of
3 hours
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b) Maximum number of landings in any one day (24

consecutive hours) shall not exceed 60 landings
c) Record of all landings shall be maintained.
2.3.4 6/3 ON/OFF Schedule Helicopter Pilots engaged in 6weeks

ON schedule, a minimum of 3 weeks OFF period shall be
mandatory. Flight and Duty time limitations and landing
limitation shall not be exceeded in this type of duty schedule
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CHAPTER 2

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PAWANHANS HELICOPTERS LTD
OPERATIONS MANUAL Ammendment
VOLUME- 1 No
NAVIGATION EQUIPMENT TO BE Ammendment
CHAPTER 3
CARRIED Date
3.1 NAVIGATION EQUIPMENT: Dauphin SA 365 N, N3 MI-172,

Bell-407, Bell-206 L4 and ALH (Dhruv) have navigation
equipment as per manufactures specifications. Minimum
navigational equipment for IFR cleared aircraft includes:-
a) RMI
b) HSI
c) COMPASS
d) VOR
e) GPS. (Not to be treated as a primary navigation
aid).
In addition to the equipment laid down in CAR Section 2,

Series I, Part II for helicopters to be operated in accordance
with Visual Flight Rules, Instrument Flight Rules and on flight
over water, MI-172 and Dauphin helicopters of PHHL are to
be equipped with the following navigational equipment:
a) One/Two VOR /ILS receivers with associated

cockpit displays.
b) One/Two A.D.F sets.
c) D.M.E
d) Marker Beacons.
e) G.P.S (Not to be used as primary navigational aid.)
f) Altitude encoding transponder.
g) Weather Radar.
h) Radio Altimeter with altitude alert.
Where the client / circumstances so mandate, the

contracted helicopter may be fitted with any additional
equipment as necessary. This could be a VHF homer or a
HF SSB radio or VHF FM radio operating on Marine
frequencies.
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PAWANHANS HELICOPTERS LTD
OPERATIONS MANUAL Ammendment
VOLUME- 1 No
NAVIGATION EQUIPMENT TO BE Ammendment
CHAPTER 3
CARRIED Date

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CIRCUMSTANCES FOR MAINTAINING Ammendment
CHAPTER 4
LISTENING WATCH Date
4.1 MAINTENANCE OF RADIO LISTENING WATCH: PHHL pilots

shall wear their radio handsets all times from the time they
enter the cockpit prior to departure till the time they leave
the cockpit upon completion of the flight. The PIC shall
ensure that a continuous listening watch is maintained on
VHF throughout the flight. Relevant frequencies for the
sectors involved are listed in en-route charts and should be
used for such communication. ATIS weather broadcast is
available at all major aerodromes on 126.4 MHz. Pilots must
receive weather information on this frequency prior to
departure and before landing.
4.2 EMERGENCY FREQUENCY: 121.5 MHz is the universal

Aeronautical Emergency Frequency for use by aircraft in
distress. Emergency location Beacons transmit on this
frequency. It is a sound airmanship practice to monitor 121.5
MHz and 406.025 MHz is additional frequency w.e.f 01 Feb
09 .
4.3 CATEGORIES OF MESSAGES/ORDER OF PRIORITY: The

following categories of messages shall be handled by the
aeronautical mobile service in the given order of priority.
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Category of Messages Radiotelephone Signal
Distress messages and distress traffic MAYDAY
Urgency Messages PAN
Communication relating to direction

finding -
Flight safety messages, e.g. position

report, clearance message -
Meteorological messages -
Flight regularity messages, e.g. changes in

aircraft and/ or crew schedule, diversions. -
4.4 WORD SPELLING: For word spelling the radio telephony

spelling alphabet shall be used.
4.5 CORRECTION AND REPETITIONS
a) When an error has been made in transmission,

the word CORRECTION shall be spoken, the last
correct group or phrase repeated, and then the
correct version transmitted.
b) When it is considered that reception of a
message is likely to be difficult, important
elements should be transmitted twice.
c) If the repetition of a message or parts of it is
required, the words SAY AGAIN shall be spoken
e.g SAY AGAIN ALL BEFORE. SAY AGAIN ALL
AFTER, SAY AGAIN.
d) Specific items should be requested as
appropriate, such as SAY AGAIN ALTIMETER, SAY
AGAIN WIND.
e) If a read back contains incorrect items the words
NEGATIVE I SAY AGAIN, FOLLOWED BY THE
CORRECT VERSION, shall be transmitted.
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MINIMUM FLIGHT ALTITUDES Ammendment
CHAPTER 5
Date
5.1 MINIMUM HEIGHTS: The cruise portion of a flight shall be

conducted in terms of flight levels. Flight Level is to be used
where applicable, above the lowest useable Flight Level
above the transition altitude. Altitude is used for flight below
the lowest Flight Level or, where applicable at a below the
transition level.
5.1.1 MINIMUM FLIGHT ALTITUDES: The minimum Safety

Altitudes are established by DGCA for the ATS routes in India.
The width of the route within which the safety altitudes is
applicable is also published. These are promulgated as
Minimum en-route IFR Altitude or Flight levels.
In establishing the Minimum En-route Safety Altitude, the

factors taken into consideration are the accuracy with which
the position of the aircraft can be determined, the probable
inaccuracies in the indication of the altimeters, the
characteristics of the terrain, the probability of encountering
unfavorable meteorological conditions, possible
inaccuracies in aeronautical charts, etc.
The objectives behind promulgation of these Minimum En-

route Safety Altitudes are to provide adequate terrain
clearance along the routes, and to indicate the lowest Flight
Level, below which Air Traffic Services are not provided.
In view of the above, it is imperative that the Minimum En-

route Safety Altitude / Flight Levels, promulgated by DGCA,
which are reflected in Jeppesen Route Manual, are not
infringed. The aircraft should not be described on an IFR
Flight Plan or when Flying in IMC, below the Minimum En-
route Safety Altitude (flight Levels) laid down by Jeppesen
Route Manual, until such time the aircraft is over the primary
navigational aid at the destination, i.e VOR or NDB. Only
when the position is positively established over the primary
aid is the aircraft to descend further for a landing in
accordance with the descent and approach procedures
prescribed for various aids in use.
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The following are the exceptions to this rule:
a) The aircraft is in VMC and will continue to be in

VMC, i.e it is positively in visual contact with the
ground, in which case it can descend to a height
providing terrain clearance of not less than 2000
ft. above the highest obstacle in the vicinity
before joining the circuit of landing pattern.
b) In IMC, if the aircraft position is positively
established within the initial approach area by
reference to radio aid (s) capable of providing a
fix with high degree of accuracy.
c) The aircraft position is positively determined and
its progress monitored by Radar.
5.1.2 MINIMUM CRUSING LEVELS: VFR FLIGHTS: For minimum

cruising levels the International standards as in ICAO Annex
2 Rules of the Air shall apply that is:
a) Over designated mountainous terrain at a height

that is at least 2000 feet above the highest
obstacle within 5 nautical miles of the intended
track of the aircraft.
a) Except as in (a) above, at a height that is at least
1000 ft. above the highest obstacle within 5
nautical miles of the intended track of the
aircraft.
5.1.3 MINIMUM ENROUTE IFR ALTITUDE (MEA): The lowest

published altitude between radio fixes that meets obstacles
clearance requirements between those fixes and in many
countries assures acceptable navigational signals coverage.
The MEA applies to the entire width of the airways,
segment, or route between the radio fixes defining the
airway, segment, or route.
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5.1.4 MINIMUM OBSTRUCTION CLEARANCE ALTITUDE (MOCA):

The lowest published altitude in effect between radios fixes
on VOR airways, airway route, or route segments which
meets obstacles clearance requirements for the entire route.
5.1.5 MINIMUM OFF-ROUTE ALTITUDE (MORA): This is an

altitude derived by Jeppesen. The MORA provides known
obstruction clearance 10 nm either side of the route
centerline including a 10nm radius beyond the radio fix
reporting or mileage break defining the route segment. For
terrain and man made structure clearance refers to Grid
MORA.
5.1.6 GRID MINIMUM OFF- ROUTE ALTITUDE (Grid MORA): An

altitude derived by Jeppesen or provided by State
Authorities. The Grid MORA provides terrain and man-made
structure clearance within the section outlined by altitude
and longitude lines. MORA does not provide for NAVAID
signal coverage or communication coverage.
5.1.7 MINIMUM RECEPTION ALTITUDE: The lowest altitude at

which an intersection can be determined.
5.1.8 MINIMUM SAFE ALTITUDE (MSA): Altitude depicted on an

instrument approach chart and identified as the minimum
safe altitude, which provides a 1000 obstacle clearance
within 25nm radius from the navigational facility upon which
the MSA is predicated. If the radius limit is other than 25nm,
it is stated. This altitude is for EMERGENCY USE ONLY and
does not necessarily guarantee NAVAID reception. When
the MSA is divided into sectors, with each sector a different
altitude, the altitudes in these sectors are referred to as
minimum sector altitudes.
5.1.9 OPERATING ALTITUDES: In VFR, Company helicopters shall

be operated at such a height that will allow an engine-off
landing to be carried out safely. Except when necessary for
Take-off or Landing or except by following the prescribed
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routes or procedures promulgated by authorities, aircraft

should not be flown over the congested areas or cities,
towns or settlements or over an open-air assembly of
persons, unless at such a height as will permit, in the event
of an emergency, a landing to be made without undue
hazard to persons or property on ground. This height shall
not be less than 1000 ft. above the highest obstacle within
a radius of 2000 ft. from the aircraft. Elsewhere than as
specified above, the height shall not be less than 500 ft.
above the ground or water.
Whenever weather conditions prevail better than the

minima prescribed, pilots shall select the best operating
height consistent with the flying task. In order to determine
this height, they shall take the following factors carefully
into consideration.
a) The route safety height.

b) The aircraft type, AUW, its autorotative
characteristics and the height loss involved in a
180 Degree turn which may be necessary to
effect a landing into wind.
c) Particularly at night and in condition of minimum
or near minimum visibility, the possibility of
pressure changes which may affect the reliability
of the altimeter when information concerning
pressure changes is not normally available.
d) The requirement to maintain vertical cloud
separation of 1000 feet by day and 2000 feet by
night.
Every effort must be made to adhere to the quadrantal

altitudes / flight levels laid down by the DGCA for the
magnetic track flown by the helicopter.
The pilot-in-command must ensure that the mass of the

helicopter is so planned that in the event of failure of the
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critical engine, the helicopter would not descend below the

MSA with the good engine operating at appropriate power.
5.1.10 ALLOWANCE FOR WIND SPEED: When operating within 20

nm of terrain whose maximum elevation exceeds 2000 ft.,
the Pilot-in-Command is to increase the standard MOCA/
MORA by the amounts given in the following table,
according to the wind speed over the route:
Terrain Wind Speed in knots

Elevation
0-30 31-50 51-70 >70
2000-8000 +500 +1000 +1500 +2000
>8000 +1000 +1500 +2000 +2500
5.1.11 ALLOWANCE FOR TEMPERATURE DEVIATION: In the event

that flights take place where the surface ambient
temperature enroute is well below the ISA value, minimum
safe altitude must additionally be corrected as follow:
Surface Temperature Correction to MOCA/MORA

ISA-16 C to ISA-30 C MOCA/MORA + 10%
ISA-31C to ISA -50C MOCA/MORA + 20%
ISA-51 C or below MOCA/MORA + 25%
5.1.12 TAKE OFF: The Captain shall not commence take off unless
the weather conditions at the aerodrome of departure are
equal to or better than the applicable minima for landing
on anyone runway of the departure aerodrome unless a
Take Off Minima has been filed separately.
When the reported meteorological visibility is below that

required for take off and RVR is not reported, a take off may
only be commenced if the commander can determine that
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the RVR Visibility along the take off runway is equal to or

better than required minima.
5.1.13 TAKE OFF ALTERNATE: An alternate airport at which an

aircraft can land should it became necessary, shortly after
take off and it is not possible to land at the departure
aerodrome. The take off alternate must be available within
one hour of flying time based on normal cruise speed with
one engine inoperative in still air conditions.
5.1.14 INFLIGHT PROCEDURES: A flight shall not be continued

towards the aerodrome of intended landing unless the
latest available meteorological information indicates that
conditions at that aerodrome or at least one alternate
aerodrome will at the expected time of arrival be at or
above the filed minima.
Except in case of an emergency, an aircraft shall not

continue its approach to land at any aerodrome beyond
the point at which the limits of the operating minima
specified for the aerodrome would be infringed.
5.1.15 INSTRUMENT APPROACH TO LAND PROCEDURE: When

weather conditions are below the landing minima and
a diversion is advised the pilot shall not have the option to
attempt an instrument approach to land unless an
emergency situation exists.
5.1.16 DESCENT BELOW MDA/DA: An aircraft shall not descend

below DA/DH or MDA/MDH unless:
- The required visual reference has been

established with regards to the approach
threshold of that runway, or approach lights or
other markings identifiable with the approach
end of the runway, and
- The aircraft is in a position from which, at normal
rate of descent, a landing can be made on the
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intended runway, using normal manoeuvres

- 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 position, in relation to
the desired flight path if on reaching DH/MDA or
anytime thereafter any of the above
requirements are not met the Pilot shall
immediately execute the prescribed missed
approach.
5.1.17 PROHIBITION OF LANDING BELOW MINIMA: All operations

below the filed minima are strictly prohibited. No aircraft
shall commence or visibility/ RVR is below minima. Landing
below the minima is only permissible in an emergency. In
such cases a report shall be made to General
Manager or DGM (Ops) within 24 hours. However PHHLs
visibility minima is as applicable for helicopters by the
regulatory authority.
5.1.18 OPERATIONS CONTROL: For Take off and landing when the
meteorological visibility is reported by visual observation,
the Pilot-in-Command (PIC) can make his own observation
of the visibility.
If the RVR observation are instrument derived they will be

treated as accurate and final, and the PIC cannot exercise
operations control.
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HELIPORT / HELIPAD/AIRPORT Ammendment
CHAPTER 6
OPERATING MINIMA Date
6.1 GENERAL: Before an aerodrome/ heliport/helipad is

utilized for PHHL operations it shall have been approved
by Flight operations. As a general policy, operations will
only be permitted at an aerodrome/ heliport provided the
aircraft type concerned can operate to and from the
aerodrome/heliport utilizing normal operating procedures.
Note: Operating minima of offshore helidecks, have the

same requirements as of aerodrome/heliport.
6.2 CREW REQUIREMENTS: The flight crew must have

knowledge of the aerodrome/ heliports to be flown, so the
DGM (OPS) will decide the training required for each
individual aerodrome/heliport/helipad, taking into
consideration the following conditions:
a) The influence of the terrain and obstruction on

approach and departure procedure.
b) The similarity of the instrument approach
procedures and let down aids to those with
which the flight crew is familiar.
c) The influence of marginal runway/landing
surface dimensions and aircraft performance
limitations.
d) The reliability of meteorological forecasts and
the probability of difficult meteorological
conditions.
e) The adequacy of available aerodrome
information.
f) The nature of air traffic control procedures and
familiarity of the flight crew with such
procedures.
g) The influence of route conditions including
terrain, navigational aids and air/ground
communication facilities.
h) The practicability of enabling the flight crew to
familiarize itself with unusual approach,
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departure and en-route features by use of ground

instruction, synthetic training aids, or adequate
self-briefing material.
6.3 AERODROME/HELIPORT/ HELIPAD REQUIREMENTS: The

normal operating procedures shall apply not only for the
approach/landing and takeoff phases, but shall cover all
forms of ground handling and operations. Only in the case
of emergency shall an aerodrome/ heliport that has not
been approved for the helicopter type concerned be utilized
at the Commanders discretion.
In approving an aerodrome/ heliport for PHHL operation

the following points shall be considered:
a) Aerodrome dimension with regard to

performance requirements, including taxing and
parking requirements;
b) ATS facilities, including the availability of visual
and non-visual aids;
c) The SAR facilities and Capabilities;
d) Local conditions such as weather, terrain, or
political aspects which may affect operations;
e) Ground service facilities for fuelling, loading,
cleaning and general handling using normal
operating procedures;
f) Flight Operations may approve special flights or
series of flights to aerodromes/heliports not
fulfilling the above requirements.
g) The helipad is secure.
6.3.1 AERODROME/HELIPORT/HELIPAD OPERATING MINIMA:

The Aerodrome/Heliport/ Helipad Operating Minima is
defined as the limit of usability for either Take-Off or Landing,
usually expressed in terms of visibility of RVR, Decision
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Height/ altitude or Minimum descent Height/Altitude and

Cloud conditions.
The meteorological condition of a particular aerodrome

shall be considered as below the minima for that aerodrome
when cloud amount is greater than 4/8th in any one layer
below the specified ceiling or the visibility (when RVR is
not reported) falls below the specified RVR/ Visibility
distance values.
6.3.2 AERODROME OPERATING MINIMA FOR OPERATORS WHO

HAVE NOT ESTABLISHED THEIR MINIMA FOR AERODROME
IN INDIA (REFER INDIA RAC PAGE 3-4 PARA 6).
a) FOR AERODROMES WITH INSTRUMENT

APPROACH PROCEDURE:
i) Visibility / RVR 3.7 Kms for non-
precision approach procedures and
1500 meters for precision approach
procedures CAT-1.
ii) DA/H and / or MDA h not lower than
the promulgated OCA/H./DA/H and)
b) FOR AERODROMES WITHOUT INSTRUMENT

APPROACH PROCEDURE:
i) Under Visual Meteorological
Conditions (VMC) only.
ii) Take Off minima shall be the same as
that of landing minima unless
otherwise specified / approved.
6.3.3 AUTHORIZATION OF SPECIAL VFR FLIGHTS:
a) When traffic conditions permit, special VFR

Flights may be authorized subject to the approval
from the unit providing approach control service
and the provisions of sub-paras b), c), & d)
hereafter-
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i) Requests for each authorizations shall

be handled individually.
ii) Separation shall be affected between
all special VFR flights and between
such flights & IFR flights in accordance
with the separation minima applicable
for IFR flights.
b) When the ground visibility is not less than 1500

m special VFR flights may be authorized to enter
a control zone for the purpose of landing or to
take off and depart directly from a control
zone, if the aircraft are equipped with functioning
two-way VHF RT for communication with
appropriate ATC units:
i) Provided that performance class I and
performance Class II helicopters may
be authorized to operate special VFR
flights when the ground visibility is not
less than 1000 m (Refer CAR, Section
8, Series O Part I dated 06 Sep 04) or
as amended from time to time.
ii) Helicopter operation in less than 1500
m flight visibility shall be maneuvered
at a speed that will give adequate
opportunity to observe other traffic or
any obstacles in time to avoid collision.
c) Special VFR flights may be authorized to operate

locally within a control zone when the ground
visibility is not less than 1500 m, provided.
i) The aircraft is equipped with
functioning radio receiver and the
pilot has agreed to guard the
appropriate communication
frequency: or
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ii) If the aircraft is not equipped with a

functioning radio receiver, adequate
arrangements have been made for
the termination of the flight.
d) Special VFR flights shall be operated only by or

Flight Instructor rating- or undergone Special
VFR operation capsule vide DGCA CAR, Section
8, Series O, Part-I dated 06, Sep 04, or as
amended from time to time.
Note: For helicopter landing operations heliport operating

minima below 800 m visibility should not be authorized
unless RVR information or some other means of accurate
measurement is provided (Ref is made to the CAR Sec 8,
Series O Part IV dated 17 Jan 2011. Meteorological
condition at either aerodrome of intended landing or at
least one alternate aerodrome will, at the expected time
of arrival, be at or above the Aerodrome Operating Minima.
6.3.4 METHOD OF DETERMINING AERODROME / HELIPORT

OPERATING MINIMA: The requirements of establishing
aerodrome-operating minima are laid down in Para 2.2.8
of CAR Section82, Series O Part-IV. While establishing the
operating minima full account will be taken care of the type,
performance and handling characteristics of the helicopter,
the composition of the flight crew, their competence and
experience, the declared distances, the adequacy and
performance of the available visual and non-visual ground
aids, the equipment available on the helicopter for the
purpose of navigation and/or control of the flight path
during the approach to landing and missed approach, the
obstacle in the approach and missed approach areas and
the obstacle clearance altitude / height for the Instrument
approach procedures, the means used to determine and
report meteorological conditions and the obstacles in the
climb-out areas and necessary clearance margins.
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In conjunction with Paras 2.2.8.3 & 2.2.8.4 of the subject

CAR, the technical and operating factors associated with
the method of determining and supervising aerodrome
operating minima for takeoff, non-precision, precision
approaches up to and including ILS Cat-1, will be based on
the ICAO Manual of All weather Operations Doc 9356-AN/
910, 2nd Edition.
6.3.5 THE MEANS USED TO DETERMINE AND REPORT

METEOROLOGICAL CONDITION ARE:-
a) Telephonically.
b) By FAX
c) Satellite imageries.
6.4 Surface level heliports
Note: - The Following specifications are for surface-level

land Heliports.
6.4.1 DIMENSION OF FATO : A surface-level heliport shall be

provided with at least one Final approach and take-
off areas (FATO).
Note: -A FATO may be located on or near a runway strip or

taxiway strip.
The dimension of a FATO shall be:
a) for a heliport intended to be used by

performance class 1 helicopters, as prescribed in
the helicopters flight Manual except that, in the
absence of width specifications, the width shall
be not less than 1.0 times the over all length/
width, whichever is greater, of the longest/widest
helicopter the heliport is intended to serve;
b) for a water heliport intended to be used by
performance class 1 helicopters, as prescribed in
a) above, plus 10 percent;
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c) for a heliport intended to be used by

performance class 2 and 3 helicopters, of
sufficient size and shape to contain an area
within which can be drawn a circle of diameter
not less than 1.0 times the over-all length/width,
whichever is greater, of the longest/widest
helicopter the heliport is intended to serve; and
d) for a water heliport intended to be used by
performance class 2 and 3 helicopters, of
sufficient size to contain an area within which
can be drawn a circle of diameter not less than
two time the over-all length/width, whichever
is greater, of the longest/widest helicopter the
heliport is intended to serve.
Note:- Local conditions, such as elevation and temperature,
may need to size of a FATO. Guidance is given in the ICAO
Heliport Manual.
6.4.2 The over-all slope in any direction on the FATO shall not
exceed 3 percent. No portion of a FATO shall have a local
slope exceeding:
a) 5 percent where the heliport is intended to be

used by performance class 1 helicopters; and
b) 7 percent where the heliport is intended to be
used by performance class 2 and 3 helicopters
6.4..3 The surface of the FATO shall:
a) be resistant to the effects of rotor downwash;

b) be free of irregularities that would adversely
affect the take-off or landing of helicopters; and
c) have bearing strength sufficient to accommodate
a rejected take-off by performance class 1
helicopters.
The FATO shall provide ground effect.

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6.4.4 Touchdown and lift-off areas
At least one touchdown and lift-off area shall be provided

at heliport.
Note: -The touchdown and lift-off area may or may not be

located within the FATO.
The touchdown and lift-off area (TLOF) shall be of sufficient

size to contain a circle of diameter 1.0 times the length or
width of the undercarriage, whichever is the greater, of the
largest helicopter the area is intended to serve.
Note: - A touchdown and lift-off area may be of any shape.
Slopes on a touchdown and lift-off area shall be sufficient

to prevent accumulation of water on the surface of the area,
but shall not exceed 2 per cent in any direction.
A touchdown and lift-off area shall be capable of

withstanding the traffic of helicopters that the area is
intended to serve.
6.5 Safety Areas
6.5.1 A FATO shall be surrounded by a safety area.
a) A safety area surrounding a FATO intended to be

used in visual meteorological condition (VMC)
shall extend outwards from the periphery of the
FATO for a distance of at least 3m or 0.25 times
the over-all length/width, which is greater, of the
longest/widest helicopter the area is intended to
serve.
b) A safety area surrounding a FATO intended to be
used by helicopter operations in instrument
meteorological conditions (IMC) shall extend:
i) laterally to a distance of at least 45 m
on each side of the center line; and
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ii) longitudinally to a distance of at least

60 m beyond the ends of the FATO.
c) No fixed object shall be permitted on a safety

area, except for frangible objects, which, because
of their function, must be located on the area.
No mobile object shall be permitted on a safety
area during helicopter operations.
d) Objects whose functions require them to be
located on the safety area shall not exceed a
height of 25 cm when located along the edge of
the FATO nor penetrates plane originating at a
height of 25 cm above the edge of the FATO and
sloping upwards and outwards from the edge of
the FATO at a gradient of 5 per cent.
e) The surface of the safety area shall not exceed
an upward slope of 4 percent outwards from the
edge or the FATO.
f) The surface of the safety area shall be treated to
prevent flying debris caused by rotor downwash.
g) The surface of the safety area abutting the FATO
shall be continuous with the FATO and be capable
of supporting, without structural damage, the
helicopters that the heliport is intended to serve.
6.6 Helidecks
The following specifications are for helidecks located on

structures engaged in such activities as mineral exploitation,
research or construction.
Final approach and take-off area and touchdown and lift-

off area.
Note:- On helidecks it is presumed that the FATO and the

touchdown and lift-off area will be coincidental. Guidance
on the effect of airflow direction and turbulence, prevailing
wind velocity and high temperatures from gas turbine
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exhausts or flare radiated heat on the location of the FATO

is given in the ICAO Heliport Manual.
A helideck shall be provided with at least one FATO.
A FATO may be any shape but shall, for a single main rotor
helicopter or side-by-side twin main rotor helicopter, be on
sufficient size to contain an area within which can be drawn
a circle of diameter not less than 1.0 times D of the largest
helicopter the helideck is intended to serve, where D is the
largest dimension of the helicopter when the rotors are
turning.
Where Omni-directional landings by helicopters having

tandem main rotors are intended, the FATO shall be of
sufficient size to contain an area within which can be drawn
a circle of size to contain an area within can be drawn a
circle of diameter not less than 0.9 times the distance across
the rotors in afore and aft line. Where these provisions
cannot be met, the FATO may be in the form of a rectangle
with a small side not less than 0.75 D and a long side not
less than 0.9 D but within this rectangle, bi-directional
landings only will be permitted in the direction of the 0.9 D
dimension.
No fixed object shall be permitted around the edge of the

FATO except for frangible objects, which, because of their
function, must be located thereon.
Objects whose function requires them to be located on the

edge of the FATO shall not exceed a height of 25 cm.
The surface of the FATO shall be skid-resistant to both

helicopters and persons and be sloped to prevent pooling
of liquids. Where the helideck is constructed in the form of
a grating, the under deck design shall be such that ground
effect is not reduced.
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Fire fighting services will be provided as per following

category .
a)
H1 Upto 15 mts length.of Helicopter
H2 Upto 24 mts length of Helicopter
H3 24 to35 mts length of Helicopter
b) Extinguishing agent : AFFF.
H1 500lts with discharge rate of 250lts per minute.

Dry Chemical 23 kgs or 23kg Halon or 45 kgs CO2
H2 1000lts with discharge rate of 500lts per minute.
CO2 - 90kgs or
Dry Chemical- 45 kgs or 45kg Halon
H3 1600 lts with discharge rate of 800 lts per minute
CO2- 180kgs or
Dry Chemical 90 kgs or 90kgs Halon
Note: For more details please refer CAR Sec.4 Series B

Part III.
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REFUELLING WITH PASSENGERS Ammendment
CHAPTER 7
ON BOARD / ROTORS RUNNING Date
7 REFUELLING WITH PASSENGERS ON BOARD: Refueling of

PHHL helicopter is not to be carried out with passengers on
board or while passenger are embarking /disembarking.
7.1 Fuelling precautions
a) Minimum (only directly involved) persons to be

on the helideck/helipad.
b) One pilot to leave the helicopter to supervise the
refueling operation.
c) An additional deck hand to stand by with
portable fire extinguisher next to the helicopter.
7.2 In the event of an Fire Emergency while Refueling,

accomplish the following as quickly as possible:-
a) Stop fuel flow;

b) Separate helicopter and service unit;
c) Sound alarm;
d) If it is considered reasonable and safe to do so,
attempt a rescue and /or contain fire.
7.3 All other instructions concerning refueling of helicopters at

bases are covered as per the relevant CAR.
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REFUELLING WITH PASSENGERS Ammendment
CHAPTER 7
ON BOARD / ROTORS RUNNING Date

Page No 1 / 14
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GROUND HANDLING Ammendment
CHAPTER 8
Date
8.1 PASSENGER HANDLING: As a normal operational practice,

the customer takes care of this pre-flight requirement.
However, when charter flights are undertaken for ad-hoc
customers, PHHL staff must carry out the following actions:
a) Receive the manifest from the customer.

b) Request for passenger to report for check-in at
least 30 minutes before the scheduled departure
time.
c) Verify bonafide of passengers and ensure they
have the authority to travel.
d) Weigh the baggage and cargo on a calibrated
weighing scale.
e) Prepare a company manifest showing the names
of passengers and weights of baggage and cargo.
f) Ensure the total weight does not exceed the
payload offered by the crew.
g) Conduct a video briefing, at Mumbai Helibase,
Port Blair and Lakshdeep areas, in case of non-
availability of suitable facilities, arrange an oral
briefing.
h) Report to the operating crew the readiness of
passengers and, when so directed, escort
passengers to the helicopter after carrying out
security check of men and material.
The traffic staff and crew shall not permit any

person to enter or be in the helicopter when
under the influence of alcohol or drug to the
extent that the safety of the helicopter or its
occupants is likely to be endangered.
8.2 PASSENGERS EMBARKING OR DISEMBARKING WITH

ROTOR TURNING: It is the responsibility of the Captain to
take all necessary precautions to ensure that passenger do
not embark or disembark the helicopter without
permission. If embarkation or disembarkation is to take
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place with the rotors turning, the Pilot-in-Command is

responsible for ensuring safe passenger guidance to and
from the helicopter by personnel knowing the necessary
safety requirements for such embarkation and
disembarkation for the aircraft type involved.During
embarking or disembarkation, the guide personnel must
ensure that no passenger or equipment comes in dangerous
proximity with the rotors, or otherwise jeopardizes the
safety of the passengers, equipment, or helicopter.
If the helicopter is equipped with more than one passenger

door, embarkation or disembarkation may only take place
from doors to which a specific passengers guide is assigned
(if there are two guides, and two doors, one guide should
be assigned to each door).
During embarkation or disembarkation the guide (s) shall

take position behind the door, preventing the passengers
from passing in the direction of the tail rotor, and allowing
them to watch the passengers away from the aircraft in the
direction which ensures the greatest rotor clearance.
To ensure proper and alert supervision of the passengers

during the embarkation and disembarkation, the guide (s)
may not load/unload any cargo or baggage while any
passengers are embarking or disembarking.
No passenger may embark or disembark the aircraft during

rotor start or rotor shutdown. No vehicle may approach
inside 5 meters form the rotor discs while the rotors are
turning.
At least one pilot must stay at the flight controls at all times
as long as the rotors the rotors are turning or the engines
are running.
NOTE: Embarkation or disembarkation from helicopters

with the rotors turning close to the ground should be
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avoided, and the pilot should, as far as practicable shut

down the engines and stop the rotor before passenger
embarking or disembarkation take place.
Passenger seating shall be conducted so that person likely

to be useful in assisting in aircraft evacuation shall be seated
near emergency exists. Such persons should seem to be
reasonably strong and fit.
8.2.1 CHILDREN / INFANT, SICK PASSENGERS WITH REDUCED

MOBILITY Individuals who seem likely to impede aircraft
evacuation should be seated such that they will not hamper
access to emergency equipment or emergency exists, or
otherwise impede the crew in carrying out their duties. Such
persons are:
a) Persons who are physically or mentally

handicapped to the extent that they would have
difficulty in moving quickly if asked to do so.
b) Persons whose sight or hearing is impaired to
the extent that they might not readily become
aware of instructions given to begin evacuation.
c) Children and infants, whether or not they are
accompanied by an adult.
d) Persons in custody and those who are being
deported; and
e) Persons whose physical size would prevent them
from being able to move quickly.
8.2.2 PERMISSIBLE SIZE AND WEIGHT OF HAND BAGGAGE: No

hand baggage is permitted in the helicopters except ladys
purse, binocular, lap top and camera.
8.2.3 SERVICING OF HELICOPTERS: As stipulated by manufacturer

in their maintenance manual and servicing schedule
approved by DGCA.
8.2.4 PASSENGER BRIEFING: It is the Captains responsibility that

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all passengers, ground crew and personnel involved in the

operation of the helicopter and its activity are fully briefed
upon the procedures and safety instructions when flying in,
or working with the helicopters.
Such briefing will be conducted by means of video displays

or orally at the helicopter covering all aspects i.e. emergency
evacuation, inflation of dingies, Maevest, Disembarkation
from helicopters & climbing into Dingies, earmarking of
Dingies for each passengers etc. All company helicopters are
also to carry in the passenger cabin adequate number of
passenger briefing cards, depicting pictorially the use of seat
belts, safety appliances and conduct around a helicopter.
The PIC will adhere to the briefing instructions at all times

so that his example will install discipline in other persons.
The following points will be covered by the PIC /Cabin Crew

in his briefing to the passengers:
8.2.5 SAFE APPROACH/DEPARTURE ROUTES
a) No person may enter or depart from the swept

rotor of the helicopter when the prominent red
light is flashing, wherever the rotors are
stationary or rotating.
b) No person may approach or depart the helicopter
outside the field of vision of the pilot whether
the rotor blades are turning or stationary.
Movement behind the helicopter is forbidden.
8.2.6 AUTHORITY TO EMBARK: Passengers will give their names

to the Captain of the helicopter prior to embarking with
the permission. The Captain will ensure that company staff
or client representative, not flying in the helicopter, prior to
getting airborne, knows the names of all passengers/ the
name may be left with a responsible person and may be
applicable for a days operation with the same passengers.
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Passenger manifest will be made for each flight and records

kept.
8.2.7 WEARING OF SEAT BELTS: Except when embarking or

disembarking, passengers on the helicopters will have their
seat belts securely fastened at all times. The Captain/Cabin
crew will demonstrate the use of the seat belt. Crew will
wear the full harness all the time. (Shoulder & lap strap).
8.2.8 SEAT BELT/NO SMOKING NOTICE: There will be no smoking

on company helicopters. Where applicable the notice shall
be illuminated all the time.
8.2.9 OPERATIONS ON HELICOPTER DOORS & BAGGAGE

COMPARTMENT: Authorized personnel will do operation
of helicopter door and cargo door only. However, for off-
shore operation the deck man have been trained to operate
helicopter door and baggage compartment.
8.3 STOWAGE OF BAGGAGE AND FREIGHT: The Pilot/Cabin

crew will brief passengers on the correct method or stowage
of baggage and freight for the particular helicopter.
8.3.1 POSITION AND OPERATION OF EMERGENCY EXITS: These

will be pointed out and their operation explained to the
passengers. The attention of passengers will be drawn to
Flight Safety Notice displayed in the helicopter.
8.3.2 SAFETY EQUIPMENT: Passengers attention will be drawn

to the position of the First Aid Kits and the Fire Extinguishers
in the helicopter.
8.3.3 LIFE JACKETS AND ASSOCIATED EQUIPMENT FOR FLIGHT

OVER WATER: Life jackets will be worn at all times for flights
over water by all occupants of the helicopter. Position of
Dinghies and the helicopters Flotation equipment will be
indicated to passengers and the method of operation shall
be explained to the passengers in the pre flight briefing and
passenger briefing card of the Helicopter.
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8.4 COMMUNICATION WITH PASSENGERS DURING FLIGHT:

Pilots may communicate with the passengers, through the
front row passengers. The above briefing may be given to
the passengers in a pre-recorded audio/visual presentation.
The Captain / Cabin crew is responsible for ensuring that
the passengers have viewed this briefing before departure
and after the passengers have embarked briefly highlight
the following points after which he shall solicit for questions:
a) Seat Belt Operation and to be securely fastened.

b) Emergency Exits
c) No smoking
d) Baggage under Seat
e) Particular Briefing for Lead Passenger.
On multi-sector operations, or when the Captain has to

remain at the controls and unable to brief the passengers,
the pre take-off briefing may be dispensed with, providing:
a) Ground supervision staff, nominated and

approved by PHHL or nominated and approved
by the client, are available to pre brief embarking
passengers and to supervise the loading and
unloading of helicopters, or
b) A comprehensive briefing has been given prior
to the first flight, and
c) No additional passenger have embarked on the
helicopter.
8.5 FUELLING
8.5.1 FUEL UPLIFT
a) AT BASE/ OUTSTATION AIRFIELDS: At all airfields

where the requisite grade of fuel is available it
shall only be taken from IOC/ BP/ HPC or DGCA
approved vendor.
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b) FUELLING PROCEDURES/PRECAUTIONS TO BE
OBSERVED: Rule 25 A of the aircraft Rules 1937
prescribes the procedure of fueling of aircraft
along with various precautions to be observed.
CAR Section II, Series H Part II dated 28.04.92
and AIC 10 of 83 lays down various standard
procedures recommended for guidance of
aircraft operators, oil companies and other
concerned authorities in order to minimize risks
arising from the hazards due to fuelling
operations.
The salient points to be observed by PHHL

personnel during refueling are given below:
i) NO SMOKING notice to be displayed

in the fuelling zone.
Aircraft engine shall not be started
and ignition switches shall be placed
in OFF position. Aircraft electrical,
radar and ratio systems shall not be
operated, except to provide minimum
cabin lighting, parking lights etc.
ii) Aircraft and fuelling equipment are
connected to each other and to an
earth point. Fuel nozzle to the aircraft
fuel inlet point.
iii) Fire Extinguishers of adequate
capacity and of suitable type shall be
available for immediate use near the
aircraft.
iv) No unauthorized persons are within
15 meters of the aircraft.
v) No aircraft maintenance shall be
conducted which may provide a
source of ignition for fuel vapors
during refueling operations.
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No naked light or source of ignition

within an area of 15 meters.
vi) Prior to refueling, fuel samples are
checked for impurities, water
contamination etc. In case of fuel
spillage, fuelling shall cease and engine
of the supply unit stopped. Prior to
recommencing of fuelling the spilled
fuel should be cleaned up.
c) REFUELLING FROM BARRELS/ PROCEDURES/

PRECAUTIONS TO BE OBSERVED (CAR Section 2,
Series H, Part III dated 27-8-92.)
a) Before accepting delivery from the

supplier, check the state of barrels and
that their seals are intact.
b) Number of barrels, grade marking, fuel
Companys Inspectors marks should
be checked against suppliers release
and consignment notes.
c) Barrels to be stored under cover
clear off the ground and in an upright
state.
d) To minimize risks for fuelling errors
different grades of fuel to be stored
separately.
e) Sample the fuel for contamination
prior to each refueling.
f) Use micro filter or filter separator for
decanting the fuel.
g) Allow at least ten minutes for fuel to
settle prior to sampling check and
dispensation.
h) Last three inches of the barrels are not
to be used.
i) All equipment used in decanting or
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dispensing should be kept in a

scrupulously clean condition.
j) Fuel from barrels filled with AVGAS/
ATF for a period of six months or more
should not be used unless assessed fit
by a laboratory test.
k) Similar precautions as observed for
dispensation of fuel from bowser
should be taken to bond pumping
equipment, hose nozzle, barrels and
aircraft.
8.6 AIRCRAFT LOADING
8.6.1 MULTIPLE OCCUPANCY OF HELICOPTERS SEATS: The seating

capacity of the aircraft of the Company will be as per the
Aircraft Flight Manual / NSOP.
Note: Total seating in each aircraft shall not exceed the

number specified/approved by the DGCA. The seats may,
however be reduced at the discretion of Pilot-in-Command
depending upon the performance of the aircraft
determined by weight, altitude and temperature
considerations given in the respective Aircraft Flight
Manual. For VIP Flights the aircraft will be flown with a crew
of two pilots.
8.6.2 ACTUAL WEIGHTS: While operating at high altitude and

off shore, the loading of passenger in Helicopter should be
done as per actual weights to ensure at no time the
performance graphs are violated during critical phases of
flight.
However, where calibrated weighing scales are not available

the following weight schedule be considered
Crew 85 Kgs.
Adult Passengers (Male/Female) 75 Kgs.
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Children between 2 and 12 years of age 35 Kgs.

Infant under 2 years of age 10 Kgs.
8.6.3 LOADING AND RESPONSIBILITY OF PILOT -IN-COMMAND:

The ultimate responsibility for the safe loading falls upon
the Pilot-in-Command. While accepting the load and Trim
sheet the Pilot-in-Command will ensure that:
a) Load is such that the take-off weight of the

aircraft does not exceed the maximum
certification take-off weight.
b) The distribution of the load is such that the
structural loading limitations are not exceeded
and the limitations on locations of C of G of the
loaded aircraft laid down in the Aircraft Flight
Manual are satisfied.
c) The storage of the load is such that it is secured
and cannot shift or break loose and
d) It cannot damage the aircraft or otherwise
endanger its operations.
If the Commander suspects that an aircraft is not
loaded in accordance with the load sheet he may
order weighing of all Commercial load. If the
aircraft is found overloaded it shall be re-loaded
as per the Commanders instructions. In such
cases the Commander shall file a report to the
Chief Pilot and fill a FSR-1 form for a reportable
incident.
8.6.4 LOAD AND TRIM SHEET :Before every flight the load and
trim sheet will be prepared by PIC as per flight manual of
specific helicopters.
8.6.5 GENERAL LOADING INSTRUCTIONS
a) Long Loads shall be carried horizontally when

approaching the aircraft in order to avoid
contacting the main or tail rotors. This shall apply
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irrespective of whether the rotor is turning or

not.
b) All personnel movements must be made around
the front of the aircraft, keeping well clear of
the engine exhausts.
c) Care should be taken to avoid heavy loads being
placed on unprotected float tubes.
d) Many articles are inadmissible for carriage by air
unless certain precautions are taken. When any
doubt exists the article is not to be uplifted until
clarification has been sought from the IATA
Carriage or Restricted Articles and the Company
Operations Manual.
e) The seats should not be shifted except by
suitably briefed and approved personnel who
should particularly ensure the security of the
seats before use by passengers.
f) Personnel: Where personnel only are to be
carried, seats should be occupied under the
directions of the Captain/cabin crew.
g) Personal Baggage/Lightweight Freight Small
items may be stowed under seats.
h) The baggage compartment in the tail boom is
not to be used except by prior permission of the
pilot, hence the importance of offering the
manifest to the pilot BEFORE loading
commences.
i) Carriage of Freight.
i) Where freight alone is carried, main
passenger compartment first and
then, if necessary, the baggage
compartment may be used with the
pilots permission.
ii) Whenever freight is carried in the
passenger cabin, the restraining nets
are to be fastened.
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j) Mixed load (Passenger and Freight) such loads

may be carried subject to the following
restrictions:
i) Each passenger so carried occupies a
seat and has unobstructed access to
an emergency exist and in the case of
offshore operations, access to a life
raft.
ii) All Freight so carried in the main
compartment is to be securely lashed
to the floor such that it can be
restrained from movement in any
direction in the event of a severe
turbulence or a severe turbulence or
a forced landing or ditching, Normally,
the cargo nets carried in each aircraft
will satisfy this requirement, but
lashing straps are also available for
large and awkward shaped loads.
ii) Provided Helicopter is certified for
above.
k) Rejection of Load for Carriage.
i) Loads may be refused for carriage if

the requirements of the foregoing
paragraphs cannot be met.
ii) Additionally loads with sharp

projections or high point-loading will
be refused until all such hazards have
been reduced. Where loads of
abnormal nature is requires being
uplifted, clients are requested to
consult the Company for any special
precautions to be imposed PRIOR to
attempting the uplift.
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8.6.6 SPECIAL LOAD NOTIFICATION: Ground Operations shall give

prior intimation to Commander whenever goods requiring
special load notification are intended to be
carried. Any such load will be signed for by the Commander.
8.6.7 DANGEROUS GOODS: Refer to chapter . 28 for guidance

regarding carriage of dangerous goods.
8.6.8 SPECIAL SERVICES REQUIRED OFFSHORE: Refer SOP of

offshore operation and chapter 32 of OPS. MANUAL. Also
refer Section 7 Series B Part XI.
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ACTIONS BY PILOTS-IN-COMMAND Ammendment
CHAPTER 9
OBSERVING AN ACCIDENT Date
9.1 PROCEDURES FOR PILOT-IN-COMMAND OBSERVING AN

ACCIDENT: When Pilot-in-Command observes that either
another aircraft or a surface craft is in distress, he shall,
unless he is unable, or in the circumstances of the case
considers it unreasonable or unnecessary:
a) Keep in sight the craft in distress until such time

as his presence is no longer necessary.
b) If his position is not known with certainty, take
such action as will facilitate the determination
of it; Report to the rescue coordination center
or air traffic services unit as much of the following
information as possible:
i) Type of craft in distress, its
identification and condition;
ii) Its position, expressed in geographical
coordinates or in distance and true
bearing from a distinctive landmark or
from a radio navigation aid.
iii) Time of observation expressed in
hours and minutes UTC.
iv) Whether persons have been seen to
abandon the craft in distress, number
of person observed to be afloat
v) Apparent physical condition of
survivors.
c) Act as instructed by the rescue coordination
center or the air traffic services unit.
d) It is very important to maintain discipline in such
situation, as people tend to get excited and jam
the radio frequency with unnecessary chatter.
The radio frequency in use must be left open for
communication between the distressed crew and
any rescue aircraft.
e) As soon as the rescue aircraft reaches the site
and acknowledge taking over the rescue
operation, other aircraft much leave the vicinity,
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unless specifically asked for by the rescue crew

and ATC.
f) If the first aircraft to reach the scene of an
accident is not a search and rescue aircraft it shall
take charge of on scene activities of all other
aircraft subsequently arriving until the first
search and rescue aircraft reaches the scene of
the accident. If, in the meantime such aircraft is
unable to establish communication with the
appropriate rescue coordination center or air
traffic services unit, it shall be mutual,
agreement, hand over to an aircraft search and
rescue aircraft.
g) When it is necessary for an aircraft to direct a
surface craft to the place where an aircraft or
surface craft is in distress, the aircraft shall do so
by transmitting precise instruction by any means
at its disposal.
h) When it is necessary for an aircraft to convey
information to survivors or surface rescue units,
and two-way communication is not available, it
shall, if practicable, drop communication
equipment that would enable direct contact to
be established, or convey the information by
dropping the message.
i) When a ground signal has been displayed, the
aircraft shall indicate whether the signal has been
understood or not.
9.2 PROCEDURE FOR PILOT-IN-COMMAND INTERCEPTING A

DISTRESS TRANSMISSION: Whenever a distress signal and
/ or message or equivalent transmission is intercepted on
radiotelegraphy or radiotelephony by a Pilot-in-Command
of an aircraft, he shall:
a) Record the position of the craft in distress if

given.
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b) If possible take a bearing on the transmission.

c) Inform the appropriate rescue coordination
center or air traffic service unit of the distress
transmission, giving all available information.
d) At his discretion, while awaiting instructions,
proceed to the position given in the transmission.
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Page No 1 / 11
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FLIGHT CREW FOR EACH TYPE OF Ammendment
CHAPTER 10
OPERATION AND SUCESSION OF COMMAND Date
10.1 GENERAL: All PHHL helicopters shall be operated by flight

crew, adequate in number and description, duly trained,
and qualified on the type of helicopter to be flown. DGCA
has laid down the minimum flight crew requirements vide
CAR Section 8, Series A, Part-I, Issue I dated 29 March 94.
PHHL shall follow these requirements while determining
the crew composition for all its flights.
10.1.1 MINIMUM FLIGHT CREW REQUIREMENTS
a) The number of the flight crewmembers

operating any flight shall not be less than that
specified in the approved Flight Manual or the
Certification of Airworthiness.
b) A two pilot crew shall fly all flight on helicopters
with seating capacity of 10 or more seats,
excluding pilot seat (s).
c) A two pilot crew shall fly all flights under
Instrument Flight Rules and flight by night.
d) A two-pilot crew shall fly all offshore flights.
e) All aircraft engaged in carriage of VVIP/VIP should
be flown by at least two pilots.
f) Aircraft having all-up-weight more than 5700 kgs.
shall be flown by at least two pilots.
g) Irrespective of all-up-weight, Aerial work aircraft,
when engaged in flight Calibration, aerial survey
and remote sensing work, shall be flown by two
pilots.
SINGLE PILOT OPERATIONS
a) For single pilot operation a pilot should have a

minimum of 100 hrs. PIC on type.
b) Onshore charter flight may be operated by a single
pilot for short duration, provided the weather,
terrain and expected workload permit such
crewing, and the pilot meets the requirements as
mentioned above and relevant CAR.
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c) A single pilot who meets the requirements as

mentioned above may undertake maintenance
test flights.
10.1.2 DESIGNATION OF PILOT-IN-COMMAND: For each flight by

the company helicopter, a pilot shall be designated as the
Pilot-in-Command..
10.1.3 SUCCESSION OF COMMAND: In the event of the pilot-in-

command being incapacitated, the co-pilot will assume the
responsibilities of the pilot-in-command and continue the
flight to the point of next intended landing.
10.2 ASSIGNMENT OF CREW FOR A FLIGHT/BASES: The following

points are to be considered before assigning a crew for
flight/ bases:-
a) Adequacy of the crew to execute the task in terms

of qualification, familiarity with the Area of
operation and recency and experience.
b) Crew combination should be commensurate with
their age, relative experience and attitude.
c) Deputing senior and experienced pilots having
at least 2000 hrs on helicopters for Lakshadweep
and Port Blair bases.
10.3 FLYING MORE THAN ONE TYPE OF HELICOPTER: A pilot who

has a minimum of 2000 hours of total experience as pilot-
in-command in helicopter flying may operate not more than
two helicopters within any one group of helicopters listed
in Annexure of AIC 2 of 2000 dated 24th March 2000,
provided that:
a) The pilot has valid endorsements on the type of

helicopters to be flown.
b) The pilot has at least 50 hours PIC experience on
each type.
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c) The pilot is meeting the flying recency

requirements.
d) No two types of helicopters are flown on the
same day.
10.4 CREW QUALIFICATION REQUIREMENT
10.4.1 LICENCE REQUIREMENTS: All PHHL pilots are required to

hold either a Commercial pilots License (Helicopters) or
Airlines Transport Pilots License (Helicopters ) or they might
have been inducted under Rule-160 of Aircraft Rules, 1937.
In Addition to the above, all pilots shall also be in possession

of valid certification of Competency issued by the Ministry
of Communications and a Flight Radio Tele-phony
Operators license issued by the DGCA.
10.4.2 INSTRUMENT RATINGS: All company pilots will be required

to hold a valid Instrument Rating for the following:
a) To fly as PIC on offshore flights.

b) To fly as PIC/ co-pilot on any planned IFR flight.
c) Holders of Airline Transport Pilots License
(Helicopters).
10.4.3 PROFICIENCY CHECKS: All pilots shall undergo bi-annual

proficiency checks for exercising the privileges of their
licenses, as per CAR section-7 recurrent training
requirement for helicopter pilots series B part IV dated 8th
July 2005 and revisioned to dated 7th June 2007
10.4.4 ROUTE AND HELIPORT/HELIPAD QUALIFICATION: All pilots

are to undergo a route check once a year and ALTP holders
to undergo two route checks in a year. A pilot is not to be
assigned to act as pilot-in-command or a helicopter on a
route or route segment for which that pilot is not currently
qualified until such pilot has complied with the provisions
as annotated below:
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Each such pilot shall demonstrate adequate knowledge of:
a) The route to be flown, and the heliports, which

are to be used. This shall include knowledge of:
i) The terrain and minimum safe
altitude.
ii) The seasonal meteorological
conditions.
iii) The meteorological, communication
and air traffic facilities, services and
procedures.
iv) The search and rescue procedures and
the navigational facilities and
procedures associated with the route
along which the flight is to take place
and 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.
b) A pilot-in-command shall have made an actual

approach accompanied by a pilot who is
qualified for the heliport, as a member of the
flight crew or as an observer on the flight deck,
unless:
i) The approach to the heliport 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 to be approved by the State
of the Operator is added to the normal
operating minima or there is
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reasonable certainty that approach

and landing can be made in visual
meteorological conditions; or
ii) The descent from the initial approach
altitude can be made by day in visual
meteorological conditions; or
iii) The operator qualifies the pilot-in-
command to land at the heliport
concerned by means of an
adequate pictorial presentation.
10.5 RECENT EXPERIENCE
a) PILOT-IN-COMMAND: A pilot is not to be

assigned to act as pilot-in-command of a
helicopter when carrying passenger unless, on
the same type of helicopter within the preceding
90 days, the pilot has made at least three take-
offs and landings.
b) CO-PILOT: A pilot is not to be assigned as a co-
pilot to operate at the flight controls during take-
off and landing when carrying passengers unless,
on the same type of helicopter within the
preceding 90 days, that co-pilot has operated the
flight controls, as pilot-in-command or as co-
pilot, during three take-offs and landings.
10.5.1 ALCOHOL AND OTHER SEDATIVES / STIMULANTS: Rule 24

of the Rules 1937 stipulates:
a) No person acting as, or carried in aircraft for the

purpose of acting as pilot, Captain, Navigator,
Flight Engineer, Cabin crew or other operating
member of the crew thereof, shall have taken or
used any alcoholic drinks, sedative, narcotic or
stimulant drug or preparation within 12 hours
of the commencement of the flight or take or
use any such preparation in the course of flight,
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and no such person shall, while so acting or

carried, be in a state of intoxication or have
detectable blood alcohol whatsoever in his
breath, urine or blood alcohol analysis or in a
state which by reasons 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 an aircraft.
b) No operator operating a domestic air transport
service in India shall serve any alcoholic drink on
board such an air transport service and no
passenger traveling on such a service shall
consume any alcoholic drink while or board.
c) The holders of licenses shall not exercise the
privileges of their licenses and related rating
while under the influences of any psychoactive
substances that might render them unable to
safely and properly exercise the privileges of the
licenses and ratings.
d) The holders of licenses shall not engage in
problematic use of substances.
10.5.2 FLIGHT CREW SHOULD THEREFORE OBSERVE

THE FOLLOWING STRICTLY
a) Within 12 hours before the
commencement at the flight alcoholic
drinks, sedative, narcotic or stimulant
drugs should not be consumed.
b) Alcoholic drinks, aforesaid drugs etc.
should not be taken while on flight
duties.
c) Flight crew or any other person in a
state of intoxication is not permitted
on the aircraft.
d) Flight crew is required to take periodic
breath analyzer tests as per
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provision of the CAR. PHHL

management can ask any crew to take
this any time before and after flight.
10.6 HEALTH REQUIREMENTS
10.6.1 GENERAL: Essentially all therapeutically effective drugs can

produce undesirable, toxic and potentially dangerous side
effects. Therefore, as a general policy, aircrew should avoid
the use of any medication while on flight duty. Many private
doctors are not trained in aviation medicine.
10.6.2 VISUAL CORRECTION: While on duty, flight crewmembers

requiring visual correction will wear, or have available,
prescribed glasses as required by the DGCA approved
Medical Board. An extra pair of glasses will be carried at all
times while on duty.
10.6.3 MALARIA: Crewmembers who may be rostered to fly into

malaria prone areas are advised to take anti malaria pills as
a preventive measure.
10.6.4 DIGESTIVE TRACT MEDICATION: Belladonna, atropine,

buntline etc. and many similar drugs prescribed alone or in
various drug combination for stomach, bowel or digestive
disorder may dilate the pupil and temporarily prevent
adaptation from far to near vision. They also cause mental
confusion under stress situations. Some anti-diarrhea
medications that can be obtained over the counter contain
these drugs.
10.6.5 SEDATIVES, SLEEPING PILLS, TRANQUILIZERS: These drugs

belong to various drug classifications. Some sleeping pills
medications have a long duration of action with a
cumulative effect if repeatedly used. Any use of this
medication should be under a Medical Supervisor.
10.6.6 BLOOD DONATION: Due to the temporary lowering of the

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oxygen carrying capacity of the blood following donation

or a blood transfusion, it is recommended that flight crew
member do not give blood within 7 days prior to flight.
Except in emergency situations crewmembers are not
advised to give blood during blood donation drives etc. In
case of emergency donation, crewmembers should report
this fact to the Chief Pilot prior to flight assignment for a
blood count determination.
10.6.7 VACCINATIONS ALL COMPANY PERONNEL SHOULD

MAINTAIN AN ONGOING BASIC IMMUNIZATION:
Programme in accordance with recommended practices.
These immunizations should be carried out no less than 48
hours before reporting for flight duty.
MEDEVAC-PERSONAL PROTECTION CONSIDERATIONS:

Personnel involved in Medevac operations should be aware
of the potential hazard from communicable diseases
associated with blood.
As there may be occasion when contract with blood from a

casualty is unavoidable (e.g) lifting a stretcher or cleaning
an aircraft after a Medevac. Proper protection is
recommended to avoid personal contamination.
Disposable gloves worn by medical personnel or ordinary
kitchen gloves are suitable to protect the hands and should
be made available at the base of operation or kept with the
aircraft in the case of field operations.
10.6.8 PRE-FLIGHT MEDICAL: All the aircrew is to undergo Pre-flight
Medical including a periodic Breath Analyzer test (BA).
DGCA/PHHL may order a breath analyzer check on any crew
prior to or on completion of flight. The medical is to be
conducted by a company Doctor, and a record maintained.
BA positive cases will be dealt as per CAR.
10.7 MAINTENANCE OF RATING AND LICENCES: PHHL shall be
completely absolved of the responsibility of the
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maintenance of the validity of license or a rating or

Proficiency Checks. It is the responsibility of the individual
to maintain their records in such a manner that they are,
at all times, aware of the expiry dates of their qualifications.
However, the company will provide necessary facilities for
renewal of licenses/ rating/ checks etc.
All flight crew shall be familiar with the requirements of

Rule 42 of Indian Aircraft Rules 1937. After renewal of
license it is the responsibility of each pilot to intimate the
validity the license to the DGM (Ops).
No flight crew shall undertake any flying duty if any of his

licenses, rating etc; have expired. All pilots are required to
have a valid:
a) Pilots license applicable to helicopters aircraft

type.
b) Medical assessment issued by the DGCA.
c) Instrument Rating (If applicable)
d) Proficiency Check (Twice in a year)
e) FRTO/COP.
10.8 SUSPENSION OF PRIVILEGES OF LICENCE: The DGCA by

order in AIC-19/1985 dated 1st October, 1985 has directed,
for the purpose of securing the safety of the aircraft
operations that no Pilot-in-Command or Co-Pilot of an
aircraft involved in any accident to be notified under Rule
68 (1) of the Aircraft Rules, 1937 shall exercise or be allowed
by the airline to exercise the privileges of his / her Pilots
licenses without specific authorization in this behalf from
the DGCA.
The above authorization may be granted by the DGCA, only

if the basic circumstances contained in the preliminary
investigation report by the Inspector of Accident. prima
facie reveals that the Pilots proficiency is not in doubt.
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Provided that in cases where as committee of enquiry or a

court is appointed by the Government to investigate into
the circumstances or causes of the accident, the DGCA will
issue such authorization after consulting the committee of
the court, as the case may be.
Provided further that such authorization would be without

prejudice to any action to which such pilot (s) might be liable
to on conclusion of the enquiry/investigation.
10.8.1 LOG BOOK: Every flight crew shall maintain a personal Log
Book in the form, prescribed by the DGCA, and all flight times
shall be logged therein. All entries in the logbooks shall be
made in ink.
Every member of the flight crew shall certify the accuracy

of the entries in his logbooks with respect to the flight time
at the end of each calendar month and the DGM (OPS)
region would countersign the entries.
No person shall destroy, mutilate, alter or render illegible

any entry made, or willfully make or procure or assist in the
making of any faulty or fraudulent entry in or omission from
any logbook.
10.8.2 TRAINING AND ROUTINE CHECKS: FLIGHT CREW: PHHL shall

maintain on its strength adequate number of Examiners to
conduct training and routine checks. However, in the
absence of any examiner PHHL will make necessary
arrangements for conduct of such tests.
Volume IV of PHHL Operations Manual is to be referred to

for further guidance in this respect.
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COMPUTATION OF FUEL AND OIL Ammendment
CHAPTER 11
Date
11.1 FUEL REQUIREMENT
11.1.1 MINIMUM FUEL REQUIREMENT FOR HELICOPTER

OPERATIONS: A flight shall not be commence unless, taking
into account.
a) Meteorological conditions.
b) ATC routing and delays.
c) One instrument approach and missed approach
at the destination.
d) Any other condition that could delay the flight
or increase the fuel consumption.
The helicopter is to carry sufficient fuel and oil to ensure

that it can safely complete the flight. In addition, a reserve
shall be carried to provide for contingencies.
11.1.2 FOR VFR (VISUAL FLIGHT RULES) HELICOPTER

OPERATIONS: The fuel and oil carried in order to comply
with VFR operations, be at least the amount sufficient to
allow the helicopters:
a) To fly to the Heliport to which the flight is

planned;
b) To fly thereafter for a period of 20 minutes at
best range speed plus 10% of the planned flight
time; and
c) To have an additional amount of fuel, sufficient
to provide for the increased consumption on the
occurrence of any of the potential contingencies
specified by the operator to the satisfaction of
the DGCA.
11.1.3 FOR IFR (INSTRUMENT FLIGHT RULES) HELICOPTER

OPERATIONS: The fuel and oil carried in order to comply
with IFR operations, be at least the amount to which the
flight is planned, and thereafter.
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a) To fly 30 minutes at holding speed at 450 m

(1500ft.) above the destination Heliport under
standard temperature conditions and approach
and land; and
b) To have an additional amount of fuel, sufficient
the DGCA.
When an alternate is declared, to fly to and
execute an approach, and a missed approach, at
the Heliport to which the flight is planned, and
thereafter:
c) To fly to the alternate specified in the flight plan
and then;
d) To fly for 30 minutes at holding speed at 450 m
(1500 ft) above for alternate under standard
temperature conditions, and approach and land;
and
e) To have an additional amount of fuel sufficient
the DGCA.
When no suitable alternate is available, should be able to

fly to the Heliport to which the flight is planned, and
thereafter for a period of 2 hours at holding speed.
11.2 EXTRA FUEL: This Pilot-in-Command may at his discretion

if in his judgment it is necessary to do so, uplift extra fuel
for operational exigencies. This decision must take into
account the Companys commercial interest if it entails off
loading passengers, passenger baggage, or cargo. The
decision of the Pilot-in-Command on extra fuel will be final.
However, he shall exercise sound judgment when arriving
at such a decision. If the decision to uplift extra fuel entails
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the off loading of either passengers of passenger baggage,

the Pilot-in-Command shall submit a special report after
completion of the flight to the DGM (OPS).
Pilots, when engaged in high altitude flights, must

remember that in the event of an engine failure or
malfunction, the helicopter may not be able to follow the
planned flight path due to difficulties in maintaining
altitude. Also, the diversion in such a case may be farther
away considering the elevation of helipad, in case of one
engine in operative (OEI) approach, availability of
engineering support and means of communications. This
fact must be borne in mind before planning fuel figure for
the intended flight.
Fuel planning during offshore operations assumes greater

importance because some of the conditions as given below
may prevent a helicopter from landing on the oilrigs.
a) Unsuitability of the landing platform for

single engine operation.
b) Excessive state of Roll/Heave/Pitch of floating
vessels.
c) Weather conditions at the rig.
d) A gas or oil blowout or other occurrence, at the
rig, which would prevent a landing.
e) Distance to on shore recovery airfield (single
engine operation)
11.3 FUEL MONITORING: Fuel utilization during flight is to be

monitored by the Captain. In flight fuel checks shall be
carried out at the top of climb and thereafter at each checks
of turning point or a minimum of every thirty minutes. A
fuel check will include:
a) Fuel consumption.
b) Calculations of variance from flight plan fuel
(over or under)
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c) PNR if applicable (i.e. for out bound leg)
Single engine PNR if applicable (i.e. for conditions with high

head winds.)
11.4 OIL: For each type of aircraft engines, there shall be sufficient
oil quantity. The oil quality shall be suitably related to the
total fuel capacity, such that within the planned flight period,
there is no possibility that the consumed oil will bring the
oil reserves below the minimum level for a continued safe
flight.
Note: The fuel and oil requirements are calculated on the

basis of trip fuel requirement as described and which are in
conformity with FCOM.
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Page No 1/3
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USE OF OXYGEN Ammendment
CHAPTER 12
Date
12.1 USE OF OXYGEN: There may be a requirement of PHHL

helicopters to operate above 10000. Presently, none of the
PHHL helicopters is equipped with provisions for use of
oxygen as companys helicopter support operations are
mainly restricted to low altitudes.
The crew should be aware of the following provisions of

CAR Section 8, Series O, Part IV dated 17 Jan 2011, paras
2.3.8, 2.3.8.1 and 2.3.8.2, in the event they are required
to operate at high altitudes.
All flight crew members, when engaged in performing duties

essential to the safe operation of a helicopter in flight shall
use breathing oxygen continuously whenever the
circumstances prevail for which oxygen supply is required
as per para 12.2 below.
12.2 OXYGEN SUPPLY: A Flight to be operated at flight altitude

at which the atmospheric pressure in personnel
compartments will be less than 700mb shall not be
commenced unless sufficient stored breathing oxygen is
carried to supply.
a) All crew members and 10% of the passengers

for any period in excess of 30 minutes that the
pressure in the compartment occupied by them
will be between 700 mb and 620 mb; and
b) The crew and passengers for any period that the
atmospheric pressure in compartments occupied
by them will be less than 620 MB.
A flight to be operated with a pressurized

helicopter shall not be commenced unless
sufficient quantity of stored breathing oxygen is
carried to supply all the crew members are
passengers as is appropriate to the circumstances
of the flight being undertaken, in the event of
loss of pressurization, for any period that the
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atmospheric pressure in any compartment

occupied by them would be less than 700 mb. In
addition, when a helicopter is operated at flight
altitudes at which the atmospheric pressure is
more than 376 mb, and cannot descend safely
to a flight altitude at which the atmospheric
pressure is equal to 620 mb, within four minutes,
there shall be no less than a 10 minute supply
for the occupants of the passenger compartment.
Note: Approximate altitudes in the standard

atmosphere corresponding to the value of
absolute pressure used in the text are as follows:
Absolute Pressure Meters Feet

700 mb 3000 10000
620 mb 4000 13000
NOTE : CAR Section -8, Series O , Part IV Para 2.3.8.2, dt.

17th Jan 2011
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MASS AND BALANCE Ammendment
CHAPTER 13
Date
13.1 IMPORTANCE OF MASS AND BALANCE: Helicopters are

generally called upon to operate to and from small helipad
or helidecks at varying temperatures, wind conditions and
directions of approach. The calculation of power reserve
can go wrong if any of these conditions is not as planned.
Thus, it is very important to maintain the helicopter at
predicted mass and the centre of gravity within limits.
To achieve this aim, pilots must insist on all passengers,

baggage and cargo being weighed on calibrated weighing
machine and the total weight staying at or below the
payload figure offered for that flight.
13.2 ACTUAL WEIGHTS:
While operating at high altitude and off shore, the loading

of passenger in Helicopter should be done as per actual
weights to ensure at no time the performance graphs are
violated during critical phases of flight.
However, where calibrated weighing scales are not available

the following weight schedule be considered
Crew 85 Kgs.
Adult Passengers (Male/Female) 75 Kgs.
Children between 2 and 12 years of age 35 Kgs.
Infant under 2 years of age 10 Kgs.
13.3 LOAD AND TRIM SHEET:
a) The mass of the helicopter at the start of take-

off shall not exceed the mass at which the code
of performance referred to in 3.1.1 is complied
with, allowing for expected reductions in mass
as the flight proceeds and for such fuel jettisoning
as is appropriate.
b) In no case shall the mass at the start of take-off
exceed the maximum take-off mass specified in
the helicopter flight manual.
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c) In no case shall the estimated mass for the

expected time of landing at the destination and
at any alternate exceed the maximum landing
mass specified in the helicopter flight manual.
d) In no case shall the mass at the start of take-off,
or at the expected time of landing at the
destination and at any alternate, exceed the
relevant maximum mass at which compliance has
been demonstrated with the applicable noise
certification Standards. Unless otherwise
authorized, by the DGCA, in exceptional
circumstances for a certain operating site where
there is no noise disturbance problem.
e) Load and Trim sheet will be prepared before each
flight as per the Flight manual of the specific
helicopter unless exemption is granted by DGCA.
f) No last minute changes are to be made in the
load carried. In case there is argument
requirement to change the load carried, the load
and trim sheet will be computed afresh. A copy
of the same will be left behind on ground for
inspection by the DGCA/ PHHL representative.
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CHAPTER 13
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Page No 1/2
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RE-ISSUE
DE-ICING AND ANTI-ICING Ammendment
CHAPTER 14
OPERATIONS Date
14.1 DE-ICING AND ANTI-ICING: PHHL helicopters are not

expected to operate in environments calling for active pre-
flight de-icing and anti-icing procedures. However, in the
event of such an operation, operations circular shall be
issued in consultation with the DGM Engineering, to lay
down the correct procedure.
14.2 FLIGHT IN SNOW AND ICING CONDITIONS: Pilots shall not

commence a flight when icing conditions are reported to
exist or are likely forecast during the flight, unless the
aircraft is equipped and certified for such flight.
No person shall conduct a take-off or continue a flight in a

rotorcraft where icing conditions are reported to exist or
are likely forecast along the route of flight unless current
weather reports indicate that icing conditions no longer
exist.
If icing conditions are encountered en route, the aircraft

shall leave the icing area immediately. If this is not
possible the aircraft shall be landed at the nearest suitable
landing area.
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DE-ICING AND ANTI-ICING Ammendment
CHAPTER 14
OPERATIONS Date

Page No 1/2
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MULTI SECTOR LOG CARDS Ammendment
CHAPTER 15
Date
15.1 OPERATIONAL FLIGHT PLAN (MULTI SECTOR LOG CARD :

MSLC, which has been designed to meet PHHLs specific
requirements of an Operational Flight Plan, shall be
prepared for each flight. It is normally the responsibility of
the Co-Pilot to prepare the MSLC. These will be signed by
Pilot-in-Command. PHHL multi sector log card is places as
Annexure to this chapter. Standard Nav Log card will be part
of SOP
Annexure
PAWAN HANS HELICOPTERS NAV LOG CARD
DATE A/C ADC FIC DEP FROM FOR

DEP TIME FLT LEVEL ENDU
FROM TO TRK FL DIS ATD ATA LEG FUEL PASSENGERS REMARKS
TIME
FUEL BEFORE FUEL TAKEN TOTAL FUEL TIME

REFUELLING
AIRFIELD/ ELEV RWY VHF TWR VHF APP NDB VOR ILS REMARKS
HELIPAD
TIME FL OAT MGB MGB NG- NG- T4 EOIL EOIL TORQUE REMARKS
P T 1 2 P1/P2 T1/T2
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MULTI SECTOR LOG CARDS Ammendment
CHAPTER 15
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STANDARD OPERATING PROCEDURES Ammendment
CHAPTER 16
Date
16.1 FLIGHT PREPARATION: The objective of PHHL is to provide

safe, efficient, economical, and proper coordinated services.
This can be achieved only if each flight is planned taking
into account all factors concerning flight operations.
16.2 OPERATIONS OFFICE: A Flight Operations Office will be

maintained by the DGM (Ops), at Region. and by base
manager at bases. For the purpose of crew briefing each
operation office in the region is equipped with a technical
library consisting of following documents.
a) Aircraft Manual (India)

b) A.I.P (India)
c) AICs
d) Flight Manual
e) Operations Manual
f) Aircraft MEL
g) Route Charts
h) Airfields and Let down charts for area of
operations.
i) CAR ( All Sections)
j) Operational & Technical Orders.
k) Air Safety and Ops Circulars.
NOTE: - It will be the responsibility of Flight Operations

Officer, In-charge of the Technical Cell to keep all manuals
updated.
16.2.1 This office shall be responsible broadly for the following

functions:
a) Crew flight Planning and Flight clearance.

b) Briefing for all Sectors.
c) Aircraft Movements.
d) Communications
e) Liaison with other Departments.
f) Co-ordination with PHHL coordination cell and
PHHL flight dispatch.
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16.2.2 OPERATOR-PRODUCED INFORMATION: Operational

information for guidance of flight crew is contained in the
Operations Manual, Training Manual, Maintenance Manual,
Safety Manual , Flight Safety Circulars, SOPs etc and other
relevant circulars issued by DGCA from time to time.
16.3 ATC FLIGHT PLAN: A flight plan (ATC) is required to be filled

with the Air Traffic Services Unit at the airport for operation
of all flights, whether under Instrument Flight Rules (IFR),
or Visual Flight Rules(VFR). A flight plan in the prescribed
format has to be submitted prior to departure. Depending
on the practices at the airport concerned, flight plan may
be submitted in person or by telephone/FAX/radio. ADC/
FIC to be obtained before departure. Record of Flight Plan
is to be kept for a period of 3 months.
16.4 JOURNEY LOG BOOK: It is mandatory to carry Journey Log

Book (JLB) on-board the helicopter while operating. It is
the responsibility of the Pilot-in-Command/ Flight Engineer
to ensure that it is carried on-board.
Before commencement of the first flight on any given day

(Presuming that all maintenance has been completed on
previous day including oil/fuel uplifting etc. and helicopter
is ready In all respects) licensed Engineer shall enter
following information in the relevant column(s).
a) Write total Airframe hours brought forward

from previous days log sheet.
b) Write information in three maintenance forecast
columns viz 25 hours/30 days inspection, 30
days Radio FRC.
c) Write validity hours and date of FRC (Airframe &
Engine) and Radio FRC columns.
d) After completion of Pre-flight Inspection, AME
shall put his signature in Pre-fight inspection
column, which will be taken as certification that,
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the maintenance inspection has been carried

out in accordance with approved inspection
Schedule Task Card.
Pilot-in-Command shall check Defect report
column of the previous days log sheet (page
no 99 & 100) and sign with pilot license number
/ R-160 in the right hand column of the log sheet
after satisfying that all snags are cleared or nil
snags and signed by AME.
Pilot-in-command shall then enter the crews
name in log sheet certified by AME and sign in
pilots acceptance column. A copy (Pink) is to be
removed and handed over to engineering as a
record of acceptance.
On completion of the flight, pilot-in-command
shall enter flight sector, starts, flights, number
of Landings, flight duration and defect if any or
nil and handover the log book to engineering.
This is to be followed after termination of each
flight at base.
In case of subsequent flights from main base of
the same day with different flight crew, then
pilot-in-command of subsequent flights shall sign
again in acceptance column of white copy and
pink copy also.
In case of Night halt at outstations, pilot/AME
who is approved by DGCA to carry out Pre-flight
and Post-flight inspections, shall carry out post-
flight inspection and certify in the Post-
flight inspection column. Oil or fuel uplifted at
the outstation shall be recorded in the respective
columns and signed by the pilot. Next days Pre-
flight inspection is to be carried out by the AME/
Pilot and certified in the relevant place.
16.5 LIST OF DOCUMENTS TO BE CARRIED: In accordance with

Rule 7 of The Aircraft Rules 1937 and CAR, Section 2 Series
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X, Part VII, para 2, Rev V dated 12 Jan 2011, all aircraft are
to carry documents on board the aircraft as listed below:
GROUP A
a) Certification of Flight Release.

b) Flight Manual.
c) MEL, if applicable (refer CAR Section 2, Series B,
Part I) and Weight Schedule (refer CAR Section
2, Series X Part II).
d) Technical or Flight log Book as applicable to
public transport (refer CAR Section 2, series C Part
II).
e) Load and Trim Sheet as per CAR Section 2, Series
X Part II.
f) If the aircraft is carrying dangerous goods, a list
of such goods. The list must be specifically
brought to the notice of the Pilot-in-Command
before the flight. It is imperative the list should
have prior approval from DGCA for such carriages.
g) Current and suitable navigational/route chart
charts, maps for the planned flight route and all
other relevant routes along which it is reasonable
that the flight may be diverted.
h) Flight Documentation, viz .Nav Card, Met Folder/
Notams / ATC Flight Plan wherever applicable.
i) Cockpit and Emergency Check List.
j) The documents shall be stowed in an accessible
place.
GROUP B
a) Certificate of Registration.
b) Certificate of Airworthiness.
c) Journey Log Book or equivalent documents
approved by DGCA.
d) Appropriate License for each member of the flight
crew (Pilots License & FRTO License).
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e) Passenger Cargo Mail Manifests.

f) Aeromobile Radio Operators License for radio
communication apparatus.
g) Air Operators Permit.
h) Working copies of the aircraft engine, MGB, TGB
and radio communication apparatus log books,
as applicable. (Reference CAR Sec 2 Series X
Part-VI).
i) Cabin crew Manual, if applicable.
j) Operations Manual.
k) Route guides, Jepsson Route Charts, STARS &
SIDS if required of the area.
l) A document attesting Noise Certification of the
helicopter.
m) Checklist of the procedures to be followed in
searching for a bomb in case of suspected
sabotage and subsequent action required.
NOTE 1: It is the responsibility of the Maintenance Engineer
to ensure the documents listed above are carried on board.
NOTE 2: On completion of their assignment flight crew

should return the items signed for and sign the debriefing
form.
NOTE 3: For local training flights and test flights only

documents indicated in GROUP A need to be carried.
16.6 MINIMUM EQUIPMENT LIST AND CONFIGURATION

DEVIATION LIST (CAR SECTION-2 SERIES B, PART I DTD 21
AUG 1990 & REV 5 DTD 21 MAY 2009 REFERS) All non-
essential items of equipment, which do not directly affect
the airworthiness of an aircraft, may be regarded as
allowable deficiencies. Modern aircraft may be safely
operated for limited periods with certain of the items non-
operative. Thus, there is flexibility in equipment
requirement to satisfy the many variables of the operative
environment. The company MEL, is approved by DGCA is
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based on the Master Minimum Equipment List (MMEL)

provided by the manufacturer. The objective of the MEL, is
to ensure regularity of operation by reducing/ avoiding
delays due malfunctioning of non-essential aircraft
equipment. Commanders shall make every effort to operate
the aircraft within the provision of the MEL.
a) The MEL prescribes certain conditions that must

be met before release of a flight. Engineering
dept. has the responsibility and authority to
approve the airworthiness of the aircraft under
the MEL
b) The MEL may not deviate from the requirements
of the Aircraft Flight Manual Limitation Section,
Emergency Procedure or Airworthiness
directives.
c) The existence of MEL, in no way absolves the
Pilot-in-Command and Engineer from ensuring
that an aircraft is safe for flight.
d) When an aircraft is operated in accordance with
the MEL, the operational and maintenance
actions specified shall be complied with.
16.6.1 PURPOSE: The purpose of MEL is to assist in reducing delays

at transit and terminal stations so that the flight can
continue with items inoperative till it reaches base where
both equipment and time are available for servicing /
repairing the items.
16.6.2 POLICY
a) Flight Crew shall strictly follow MEL. The

Company shall permit no deviation.
b) MEL cannot be invoked normally at base. In
special cases, permission must be taken from
DAW/Regional DGCA by QCM. This should not
be resorted to as a regular practice.
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c) MEL invocation must be clearly indicated in the

Flight Release for the attention of the Pilot-in-
Command.
d) The Pilot-In-Command may however refuse to
accept the aircraft so released, if circumstances
so warrant.
16.7 MINIMUM FLIGHT ALTITUDES: Refer to Chapter 5 of this

manual for guidance in respect of minimum flight altitudes
etc.
CRITERIA FOR DETERMINATION OF USEABILITY OF

AERODROMES/ HELIPORTS/ HELIDECKS AND ALTERNATES
The crew must ensure that they plan a flight to a heliport/
helideck that meets all the requirements for arrival and
departures of the type of helicopter they are scheduled to
fly. This includes the size of the FATO, availability of fire
fighting services, trained man power and standby boat. For
occasional landing it will be the responsibility of the Pilot-
in-Command of the helicopters to select a suitable site so
as to ensure safety of operations (AIP India RAC page 3-8
refers). The guidelines for selection of helipads/ heliports
are given in relevant CAR.
ALTERNATE HELIPORTS/AERODROMES: An alternate

heliport/ aerodrome is normally required for operation of
all flights. It is essential to designate at least one alternate
for the destination heliport/ airport. There is no restriction
on the Pilot-in-Command in changing the alternate in flight,
after taking into consideration all factors, provided the
aforesaid conditions are satisfied. In an emergency, the Pilot-
in-Command can act in the best interest of the company
and occupants of the aircraft. The following should be
catered for in selection of alternate when planning a flight:
a) Weather conditions at the alternate are above

prescribed meteorological minima.
b) Fuel for diversion is carried as per relevant rules.
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For a flight to be conducted in accordance with the

instrument flight rules, at least one suitable alternate
heliport shall be specified in the Operational flight plan,
unless
a) The duration of the flight and meteorological

conditions prevailing are such that there is
reasonable certainty that, at the estimated time
of arrival at the heliport of intended landing, and
for a reasonable period before and after such
time, the approach and landing can be made
under visual meteorological conditions as
prescribed by the DGCA; or
b) If the heliport of intended landing is isolated and
no suitable alternate is available, a point of no
return (PNR) shall be determined.
Suitable offshore alternates may be specified subject

to the following.
a) The off-shore alternates shall be used only after

a Point of No Return (PNR). Prior to PNR on-shore
alternates shall be used;
b) Mechanical reliability of critical control systems
and critical components shall be considered and
taken into account when determining the
suitability of the alternates;
c) One engine inoperative performance capability
shall be attainable prior to arrival at the alternate;
d) Deck availability shall be guaranteed;
e) Weather information must be reliable and
accurate.
NOTE: Off-shore alternate should not be used when it is

possible to carry enough fuel to have an on-shore alternate.
Such circumstances should be exceptional and should not
include payload enhancement in adverse weather
conditions.
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WEATHER MINIMA: VFR flights shall be conducted so that

the Aircraft is flown in conditions of visibility and distance
from clouds equal to or greater than those specified in the
following table:
NOTE 1: WheIf the height of the transition altitude is lower

than 3050 m (10000 ft) AMSL, FL 100 should be used in lieu
of 10000 ft.
NOTE 2: When so prescribed by the appropriate ATS

authority:
a) Lower flight visibilities to 1000 m may be

permitted for flight operating depending upon
category of Helicopters.
i) At speeds that, in the prevailing
visibility, will give adequate
opportunity to observe other traffic
or any obstacles in time to avoid
collision; or
ii) In circumstances in which the
probability of encounters with other
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traffic would normally be low, e.g. in

areas of low volume traffic and for
aerial work at low levels.
b) PHHL Helicopter ,meeting the performance class

1/ 2 criteria, are authorized to operate special
VFR flights when the ground visibility is less than
5 kms but not less than 1 km subject to
maneuvering at reduced airspeed and by
instrument rated pilots.
WEATHER REQUIREMENTS
a) A flight to be conducted in accordance with the

visual flight rules shall not be commenced unless
current meteorological reports or a combination
of current reports and forecasts indicate that the
meteorological conditions along the route or that
part of the route to be flown under the visual
flight rules will, at the appropriate time, be such
as to render compliance with these rules possible.
b) A flight to be conducted in accordance with
instrument flight rules shall not be commenced
unless information is available which indicates
that conditions at the heliport of intended
landing or, when an alternate is required, at least
one alternate heliport will, at the time of arrival,
be at or above the heliport operating minima.
c) Except in an emergency, an aircraft shall not
continue its approach at an airport beyond a
point at which the instructions on weather
minima contained in Route Manuals will be
infringed.
d) Latest meteorological conditions prevailing at
various airports are disseminated and it is good
operating practice to listen to such broadcasts
and plan alternative course of action in flight.
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e) A flight to be operated in known or expected icing

conditions shall not be commenced unless the
helicopters is certified and equipped to cope with
such conditions.
f) A flight to be planned or expected in suspected
or known icing conditions shall not be
commenced unless the helicopter has been
inspected for icing and, if necessary, has been
given appropriate de/anti-icing treatment.
Accumulation of ice or other naturally occurring
contaminants shall be removed so that the
helicopter is kept in an airworthy condition prior
to take-off.
16.8 POINT OF NO RETURN AND CRITICAL POINT: There will be

occasions when the Pilot-in-Command will need to take a
decision regarding continuing a flight to the destination or
returning to the point of departure. This decision might be
necessitated by weather or aircraft status. The knowledge
of PNR and CP will help in arriving at the correct decision.
POINT OF NO RETURN: The point of no return (PNR) is the

maximum distance that an aircraft can fly out from the
departure point and return to the departure point using
the fuel onboard, while retaining a specified fuel reserve.
The benefit of planning with a PNR is that it gives the
Commander a specific point at which to decide to continue
or to return to his departure point.
PNR Calculations do not include the reserve fuel required

for the flight (20 min. VFR, 30 min. IFR). PNR will be reached
in a shorter time when a tailwind component exists for the
outbound portion of the trip. It can be said that the PNR
moves into the wind. The formula for PNR is:
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Time to PNR (in minutes) = Safe Endurance (in minutes) X GS IN

GS IN + GS OUT
Dist. To PNR = Time to PNR (in minutes) X GS OUT

60
Safe Endurance: The total fuel endurance of the helicopter

in minutes, minus the final reserve fuel.
The limitation of this formula is that there must be one track

and the wind. Fuel consumption must also be constant. This
will not work in the case of an engine failure, where speed
and fuel consumption will change.
CRITICAL POINT: Critical Point (CP) deals solely with time

and distance, not with fuel. Its value is in letting the
Commander know whether, in terms of time, he is closer to
the destination or the departure point. This will help in
decision making in the case of sick passengers, failed
engines, other emergencies, etc. The formula for Critical
Point is:
CP = Total distance X GS IN
GS IN + GS OUT
If the total distance is 245 nm, and the groundspeed out is

100 KIAS, and the groundspeed in is 130 KIAS, then the PET
is 138 nm. The PIC would then know that if an engine failed
130 miles from the starting point, it would be quicker in
terms of flying time to return to the starting point.
Again, as with PNR, this assumes one track and one wind.
Fuel consumption is not an issue because fuel has nothing
to do with the PET.
DECISION POINT: On a flight involving PNR, a pilot may

decide to discontinue the flight and return to the departure
point. The latest time this decision could be made is called
the Decision Point (DP).
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On offshore flights, a pilot shall in no circumstances

continue beyond DP unless.
a) He has visual contact with the destination;

b) He has positive identification with a minimum
of two navigational aids.
c) He has adequate two-way communication with
both, the destination and the point of departure
or nominated diversion.
The pilot in-command must satisfy himself in regards the

weather and must take into consideration the performance
of navigational aids as well as change in winds.
16.9 FLIGHT PROCEDURES
16.9.1 TYPE OF FLIGHT: The operation of an aircraft either in flight

or on the movement area of an aerodrome shall being
compliance with the general rules and, in addition, when
in flight either with:
a) The Visual Flight Rules OR

b) The instrument flight rules.
A pilot may elect to fly in accordance with Instrument Flight

Rules in visual meteorological conditions or he may be
required to do so by the appropriate Air Traffic Services Unit.
16.9.2 Compliance with Instrument Flight Rules: Is compulsory

under the following circumstances, although a flight is
operated in visual meteorological conditions:
a) When operated during night; with the exception

of such local flights as may be exempted by Air
Traffic Control and such training flights of Flying
Club aircraft as may be cleared by Air Traffic
Control. For this purpose local flight is a flight
wholly conducted in the immediate vicinity of
an aerodrome.
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b) When operated more than 100 nautical miles

seaward from the shoreline.
16.9.3 VFR/ IFR POLICY: It is a company policy that as far as possible

most flights shall be conducted VFR or under VMC. However
if the weather conditions of either actual weather at
departure point, en-route and destination or combined with
the forecast for the actual flight period is of such a nature
that a VFR flight cannot be safely completed or if, in the
PICs judgment, an operational benefit is derived the flight
shall be conducted according to IFR.
CHANGE FROM VFR TO IFR: An aircraft conducting VFR flight

and requesting to change to IFR shall:
a) If a prior flight plan is filed, notify the required

changes to the current flight plan; or
b) If no prior flight plan is filed, file such to the
relevant ATC. When flying within controlled
airspace the aircraft shall receive the flight
clearance prior to changing to IFR.
CHANGE FROM IFR TO VFR: An aircraft conducting an IFR

flight and intending to change to VFR, shall notify the ATC
that the IFR flight is cancelled. Changes to the current flight
plan shall be notified to the ATC.
An aircraft conducting an IFR flight which is in or approaching

VFR conditions shall continue to fly according to IFR, unless
there is a reasonable assurance that the flight for a longer
period of time may be operated in continued VFR conditions
and it is the intention to conduct VFR flight in such period.
16.10 IFR FLIGHTS
16.10.1 GENERAL: Before commencing a flight the PIC shall

familiarize himself with all available meteorological
information appropriate to the intended flight. Preparation
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for a flight away from the vicinity of the place of departure,

and for every flight under IFR, shall include:
a) A study of available current weather reports and

forecasts; and
b) The planning of an alternative course of action
to provide for the eventually that the flight
cannot be completed as planned, because of
weather conditions.
16.10.2 MINIMAS :
OPERATING MINIMA: Company aircraft shall not operate

to or from an airport or heliport using operating minima
lower than those which may be established by the state in
which the airport / heliport is located, except with the
specific approval of that state.
DEPARTURE MINIMA: An IFR flight shall not depart unless

the actual met conditions are equal to or greater than the
following:
a) The DH or MDA for the planned approach in the

event the flight must be aborted and/or.
b) Take off minima if prescribed at that airport.
APPROACH MINIMA: Approach minima shall be as

published by the operating state for its Airport/heliports
and to those instrument approaches to offshore
installations, as laid down by the company.
16.11 CONTINUANCE OF FLIGHT: A flight shall not be continued

towards the heliport of intended landing unless the latest
meteorological information indicate that conditions at that
heliport, will at the expected time of arrival, be at or above
the specified heliport operating minima.
16.12 ALTERNATE HELIPORTS/ HELIPADS IFR FLIGHTS: Suitable

alternate will be specified subject to the following:
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a) An instrument approach procedure is prescribed;
b) One engine inoperative performance capability

shall be attainable prior to arrival.
c) Weather information must be reliable and
accurate.
ALTERNATE DECLARED: A flight to be conducted under IFR

shall not be commenced unless the available current
operating information indicates that conditions, at the
estimated time of arrival, will be at or above heliport minima
for the heliport of intended landing.
NO ALTERNATE DECLARED: A flight to be conducted under

IFR to a heliport when no alternate is declared shall not be
commenced unless available current meteorological
information indicates that the following conditions will exist
from two hours before to two hours after the ETA, or from
the actual time of departure to two hours after the ETA,
whichever is the shorter period;
a) A cloud base of at least 400 feet above the

minimum associated with the approach
procedure; and
b) Visibility of at least 1500 meters more than the
minimum associated with the procedure.
16.13 INTERPRETATION OF METEOROLOGICAL INFORMATION:

Company minima, consisting of Operational (takeoff and
landing) minima and planning minimum, are established for
all aerodromes/heliports/helidecks normally used by PHHL.
The minima are determined in accordance with regulations
laid down by the DGCA but shall in no case be lower than
minima that may be established by local authorities. Where
applicable special requirements are given in the Route
Manual under country Rules and Regulations.
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16.14 MASS AND BALANCE CONTROL: Information can be found

in Chapter 13 of this Manual.
16.15 IN FLIGHT PROCEDURES
GENERAL: The execution of each flight must be carried out

strictly as per the flight plan parameters and task
authorized. Deviations beyond ones control, if any, are to
be informed, to the controlling authority at the earliest.
Instructions and procedures laid down in the Aircraft Flight
Manual are to be strictly adhered to for handling and
piloting of the aircraft.
All instructions given by the controlling authority are to be

followed, unless grave emergency is declared and exists,
where the actions taken by the Captain are for the safety
of the lives on board and safety of the aircraft.
CREW MEMBERS AT THEIR STATIONS: During taxi, takeoff

and landing each flight crew member required in the
cockpit/cabin shall be at his duty station. During all other
phases of flight each flight crew member required to be in
the cockpit shall be at his station unless his absence is
necessary for the performance of his duties in connection
with the operation, or for physiological needs, provided at
least one suitably qualified pilot remains at the controls of
the helicopter at all times.
COCKPIT CLUTTER: Carriage of personal items, food, etc in

the cockpit, if not kept to reasonable levels, can quickly
reach the point where it is detrimental to flight safety. The
following guidelines should apply:
a) Manuals, Clipboards etc. should be restricted to

only what is necessary for flight.
b) They shall be assigned locations for safe storage
when not in use.
c) Food should be restricted to soft-packages (i.e.
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sandwiches), and not require the use of plates

during flight.
d) Drinks should be in disposable containers.
e) Hard briefcase will not be carried in the cockpit.
STERILE COCKPIT: The Sterile Cockpit rule shall be

enforced during all taxi, takeoff, approach and loading
phases of flight, and for cruise flight below 500 ft above the
surface. During operations with sterile cockpit in effect:
a) Conversation shall be restricted to that which is

relevant for the safe operation of the aircraft
only; and,
b) Paperwork and the consumption of food and
drink are banned.
HANDING/TAKING OVER OF CONTROLS: At any time that

control is transferred from one pilot to the other, each pilot
must acknowledge the changeover verbally, using the
specific words.
a) You have the controls, maintain heading.,

altitude, and
The other pilot answer
b) I have the controls

c) The new non-flying pilot should raise his arms
noticeably to confirm that he has given up control
of the aircraft.
Either Pilot Flying (PF) or Pilot not flying (PNF) may initiate
transfer of control. However, in case of doubt or conflict
the PIC shall have final authority over who has the control
of the helicopter.
SMOKING: Smoking is prohibited at all times on PHHL

helicopters. Smoking in public place on ground is prohibited
by law.
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PROHIBITION OF THE USE OF PROTABLE ELECTRONIC

APPARATUS: The operation of mobile telephones, portable
FM/ AM radio receivers and TV receivers during flight on
all our aircraft is prohibited. These receivers may cause
interference with the aircraft navigation system and any
crewmember observing these on board is to request the
passenger not use it during flight. As a rule, the use of all
transistorized equipment is prohibited during flight.
When a helicopter is on ground and the cabin doors are

open, passengers may be permitted to make use of their
mobile telephones, provided the following activities are not
in progress:
a) Helicopter Refuelling.
b) Pre-flight functions like programming and testing
of GPS.
c) Aircraft Radio Telephony communications.
PITOT HEAT: Use of pilot heat should be limited to

operations +06 degree Celsius and below with visible
moisture unless otherwise stated in Flight/ Maintenance
Manual / SOPs.
BIRD MENACE AND AVOIDANCE PROCEDURES: Bird strikes

have caused substantial damage to helicopters and in some
cases serious injuries to persons on board. The economic
penalties of bird striking a helicopter are heavy.
BIRD STRIKE IN FLIGHT: In the interest of safety, it is

considered necessary for the Pilot-in-Command
encountering bird strike in flight to evaluate the damage to
the aircraft, to decide whether to effect landing as early as
possible or to continue the flight.
16.16 ALTIMETER SETTING AND CHECKING whenever PHHL

helicopters are requested to fly at lower levels of 500 to
1000 AOL because of short hops, the procedures as detailed
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in the following, as a guideline. A minimum OCL of 1000

will maintained for cruise.
Before leaving the ramp or when taxing, the pressure scales

of all altimeters shall be set to the actual QNH of the
aerodrome/heliport. The observed altitude indication shall
be checked with the elevation of the aerodrome/heliport
at the location of the aircraft plus the height of the altimeter
above the ground elevation.
If an altimeter indicates an altitude, which differs more than

80 ft, from true altitude of the altimeter, this altimeter shall
not be used and the difference in feet shall be reported in
the aircraft technical log.
If the difference between any two altimeters is more than

100 ft, primary reference must be made to the most exact
altimeter during flight and the difference in feet shall be
reported in the aircraft technical log.
When the altimeter does not indicate the reference

elevation exactly, but is within the specified tolerance, no
adjustment of this indication should be made either by
means of the pressure adjustment knob or other adjustment
on the altimeter at any stage of a flight. Furthermore, the
pilot should ignore any error that is within tolerance, noted
during flight check on the ground, during flight.
TAKE OFF: All altimeters on board aircraft shall be set to

latest QNH setting prior to taxi out. Check and note the
error.
AFTER TAKE-OFF: At transition altitude, the altimeter shall

be set to QNE setting i.e. Standard altimeter setting of
1013.2 HPa.
CRUISE: The 1013.2 HPa setting shall be maintained

throughout the cruise. In case the aircraft operates below
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Transition Level the Altimeters will be set to relevant QNH

to ensure terrain clearance.
DESCENT: From top of descent to transition level, 1013.2

HP shall be maintained. From transition level, the latest QNH
as advised by Air Traffic Control, shall be set on all altimeters
on the aircraft. Transition level for particular airfield will be
provided by ATC concerned.
ALTIMETER CHECKING: Both pilots shall check that their

altimeters, when set to the same value on ground, do not
differ by more than 50 ft. Altimeter must be cross- checked
at all times when reset by both pilots.
16.17 ADVERSE & POTENTIALLY HAZARDOUS ATMOSPHERIC

CONDITIONS On occasions a pilot may find himself in
adverse weather conditions. He must then use his own
discretion as to the safest course of action. This could be to
turn back, proceed to destination/alternate or carry out a
precautionary landing, weather should never be pushed to
a point where no alternate course of action is available.
Effective flight planning and weather briefings will minimize
these occurrences.
FLIGHT IN SNOW AND ICING CONDITONS: Pilots shall not

commence a flight when icing conditions are reported to
exist or are likely forecast during the flight, unless the
aircraft is equipped and certified for such flight.
No person shall conduct a take-off or continue a flight in a

rotorcraft where icing conditions are reported to exist or
are forecast to be encountered along the route of flight
unless current weather reports indicate that icing condition
no longer exist. If icing conditions are encountered en-route,
the aircraft shall leave the icing area immediately. If this
not possible the aircraft shall be landed at the nearest
suitable landing area.
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OPERATION IN SNOW-BOUND AREAS: During winter

operations over snow-bound areas, a pilot is likely to
encounter snow-blindness white-out, loss of outside
reference over large stretches of snow, flying of powder
snow on take off and landing. To overcome these flight
hazards few precautions need to be taken as follows:
a) Use of sun/anti-glare glasses.

b) Greater reliance should be placed on flight
instruments.
c) Avoid prolonged hovering over areas covered
with powder snow.
d) In the absence of skies as special equipment,
ensure that snow over the landing area is
sufficiently beaten and spreaders like perforated
steel plates are used.
HAIL: Flight in hail should be discontinued as soon as is safely
possible in view of possible damage to the main rotor blades.
TURBULENCE: Caution must be exercised when taking off

in low clouds ceiling or visibility condition when these could
be associated with atmospheric turbulence in the lower
levels. Flights in heavy turbulence near mountains or other
terrain may sometimes have to be postponed until calmer
conditions exist. Flight into known severe turbulence is
prohibited.
THUNDER STORMS
a) Flight into known thunderstorms or severe

turbulence is prohibited. Avoid flying in the
vicinity of heavy cumulus or cumulonimbus
clouds as this involves the risk of lightning strikes,
severe turbulence and danger of sudden wind
shifts:
b) Recommended precautionary procedures for
avoiding a thunderstorm are as follow:-
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i) Do not takeoff if there is a risk of flying

in-to an area of active, thunderstorm
that cannot be circumnavigated.
ii) Avoid flying close to cumulonimbus
clouds or thunderstorms as severe
turbulence or hail may be
encountered.
iii) Be aware of possibility of acoustic
shock and take appropriate action to
reduce the hazard by lowering the
volume control of placing the headset
forward of the ears.
iv) When encountering an area of
frequent lightning, the chances of
temporary blindness may be reduced
by turning the cockpit lights on bright
and focusing attention on the
instrument panel. Sunglasses can be
worn to protect the eyes against the
effect of lightning.
c) Inadvertent Entry Into a Storm Cell
i) Devote all attention to flying the
aircraft. Be prepared for turbulence,
precipitation, icing and lightning.
ii) Do not correct the height gained or
lost from up and down currents unless
absolutely necessary for obstruction
clearance. Reduce power for
turbulence speed and do not chase
airspeed. Maintain same power
setting to avoid confusion arising from
the air speed indicator fluctuations
and errors.
iii) Turns and maneuvers should be kept
to minimum.
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WATER SPOUTS: Heavy convective activity over water may

lead to the development of waterspouts. These spouts occur
from the surface of the water and extend into the base of
cloud. They are potentially very dangerous, and must be
avoided.
Flight in areas where it is suspected that waterspouts may

occur should remain VMC, and below the base of cloud so
that they can be seen and avoided. (They are, not detectable
by radar).
Alternately, if IMC flight is preferable, it should be conducted

well above the base of cloud.
WHITEOUT CONDITIONS: When operating in known or

anticipated whiteout conditions during takeoff and landing,
the PIC should:-
a) Ensure sufficient reserve of power to hover out

of ground effect before attempting to take off or
land;
b) Go for a no hover landing and transfer your gaze,
to keep references with ground.
This procedure is also to be adopted for flights to dusty

helipads/ Bases.
WIND: The limiting wind speed for engagement of rotors

will vary and also depend upon the gust factor. Caution must
be exercised. Avoid engagement under conditions of
excessive rotor blade flapping.
WIND SHEAR: Wind Gradient i.e. variation of wind speed

from the surface of the earth to a height of approx, 2000 ft
is always present. When the intensity of this wind shear is
large it can create problems during the critical phases of
flight namely during the take-off and approach to land. Main
causes of wind shear are cloudburst, down drafts associated
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with thunderstorms, mountain wave systems and deflected

low level winds around building & large structures. Low
level wind shear also arises at warm & cold fronts and
at the sea breeze fronts with usually a marked temperature
inversion near the ground. Pilots should be aware of this
phenomenon, whenever wind shear is experienced it
should be reported to the ATC.
CROSS WIND OPERATIONS: Limitations of cross wind take-

off & landing (side ways & rear ward flights in helicopters)
are specified in the respective Aircraft Flight Manuals. Pilots
are to adhere to the limitations specified and exercise
caution while operating within these limitations.
TRAILING VORTICES/ WING TIP TRAILS/ ROTOR DOWN

WASH: These can adversely affect operations in the form
of wind shear especially when they emanate from heavy
aircraft. In order to avoid this effect, approach/ take off
should be delayed with necessary time interval.
16.18 EMERGENCY PROCEDURES: The actual drills and

procedures to be followed in the event of an helicopter /
system emergency / malfunction are indicated in the
respective Flight Manual for each type of helicopter. Two
emergencies of general nature are discussed in the
succeeding paragraphs.
16.19 INADVERTENT IMC: Loss of visual references can occur

suddenly and with little warning when operating in
marginal weather conditions. When flying in such
conditions, every pilot should have a contingency plan of
how to recover from inadvertent IMC, even if it is only in
the back of his head. In a two-pilot environment, it is a
good policy for the pilots to discuss and prepare. In some
ways, this is an informal version of the missed-approach
briefing on an IFR approach.
An instinctive reflex to go back, i.e. descend rapidly or

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turn sharply in order to regain visual clues can be hazardous

and may lead to disorientation, possibly accompanied by
loss of control or unstabilised contact with terrain.
If the pilot has lost visual clues, the safest response is to

shirk off the almost inevitable feelings of denial and quickly
accept the new state of reality, then;
a) Level the aircraft on the ADI (pitch and roll),

simultaneously;
b) Apply takeoff power;
c) Climb and establish moderate forward airspeed;
d) While formulating a new plan, one pilot should
remain on instruments.
The above procedure is predicated on the supposition that
the crew is aware of the aircraft position and knows the
general height of the land and MSA.
16.20 PILOT INCAPACITATION: Incapacitation of a crew member

may take many forms, varying from acute discomfort to
complete loss of consciousness whilst at the controls, to
possibly the most dangerous form, subtle incapacitation,
where the handling pilot is fully conscious and responding
to some stimuli but then acts in an irregular or irrational
manner.
In the case of the Pilot-not-flying (PNF) assesses a situation

as a risk to the safety of the helicopter and its occupants
and suspect subtle incapacitation. He is to immediately seek
confirmation from the PF by direct challenge that his health
and well-being is satisfactory, and that the safe continuation
of the flight will not be compromised.
Where the flying pilot is also the Pilot-in-Command, he may

choose to disregard this advice. Nonetheless, the non-flying
pilot shall remain responsible for always offering such advice,
and where necessary, intervening.
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During critical stages of flight, i.e. on final approach, any

intervention by the non-flying pilot should be positive and
unambiguous.
Although of a lesser degree, the risk presented to the

helicopter and its occupants caused by incapacitation of
the PNF is real and not to be underestimated.
16.21 VISUAL ILLUSIONS: Vision may be separated into central

and peripheral. Although the two are always intimately
connected, Central or focused vision is used for object
recognition but peripheral vision is our main source of
spatial orientation. Central vision illusions are usually
misunderstandings of what we see peripheral illusions are
false impressions of movement or rotation.
Central visual illusions are often affected by expectancy. A

Pilots judgment may be biased by previous experience and
preconception. Pilots accustomed to flying from airfields
surrounded by tall trees may misjudge the height on
approaches in the Arctic where the trees are short and
stunted. Pilots accustomed to a wide runway may feel
uncomfortably high on approach to a narrow runway. The
narrow runway appears to be longer and farther away,
causing a late flare and early touchdown. This effect is also
responsible for the difficulty that inexperienced pilots have
rounding out a night because the runway lights are outside
the hard surface. They make the runway appear wider and
the tendency is to round out high.
The uphill slope presents a larger (taller) image at the retina,

which is interpreted as being high. The tendency is for a
steep approach to be flown and the aircraft may make
contact before the round off has been completed. The
downhill slope gives the impression of being too low. A flat
approach is likely and round off may be made too high.
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Many accidents have occurred during visual approaches or during the

visual segment following an instrument approach. Factors that affect
how a pilot perceives his approach path during a visual approach,
factors which affect that perception and the recommended
procedures for avoiding incidents during a visual approach.
VISIBILITY RESTRICTIONS: An above glide path illusion is bound to

occur under conditions of haze, smoke, dust, smog, glare or darkness.
The absence of shadows are a key factor for depth to a pilot to interpret
his altitude as being higher that it actually is. Another serious case is
encountered in a smoke or dust layer blowing across the threshold.
They effect varies with individuals and is modified by the intensity and
clarity of runway lighting. It is best exemplified by the tendency, when
on a precision approach to reduce power and drop below glide path
as soon as the runway is seen.
Moisture on windshield impairs visibility and may cause illusion due

to refraction of light depending upon the particular airplane and
pattern of ripples across the windshield you can appear to be above
or below the glide slope, or left or right of the center line. This can be
as much a 200 ft error at one mile from the runway which, when
combined with the effect mentioned above, could result in a
touchdown three to five thousand feet short of the runway. Cross check
VSI for the rate of descent and fly to the touchdown target.
RUNWAY LIGHTING: When runway lights are on bright, the runway

will appear to be closer and seems further away when runway light
are dim, or more simply put, bold colors advance dull colors recede.
An approach to a brightly-lit runway on a dark, clear night has often

resulted in touchdown far short of the runway when the pilot ignored
instrument cross check and relied only on visual area. This phenomenon
is called black hole effect and is particularly relevant when approaching
airports at night over the sea, jungle or desert. When all is dark except
for the distant runway or airport lights, with a black hole intervening,
there is an illusion of height and the pilot should guard against it. The
presence of approach zone lighting decreases this hazard.
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RUNWAY CHARACTERISTICS: During approach to a wide

runway expect to be higher than you appear, and lower than
you appear whilst on an approach to a short narrow runway.
Instrument cross check until touchdown is therefore very

important. Irregularities in runway surfaces especially on
rolling terrain can also cause a runway to appear much
shorter when your lose sight of the far end after touchdown
due to a hump between the airplane and the far end. This
sudden shortening of the runway could result in more
abrupt than necessary stopping, excessive reversing and
end with a problem keeping the airplane on the runway.
RUNWAY CONTRAST: Illusions are likely to occur when the

runway color approximates the surrounding terrain. The
snow-covered runway and night landing on a dimly lit
runway are extreme examples.
A concrete runway on a sand surface in bright sunlight or

the macadam strip surrounded by dark jungle foliage will
give similar difficulties. Water on the runway are extreme
examples will heighten the effect.
Haze or other visibility restrictions will serve to further

reduce runway terrain color contrast.
WHITEOUT AND BLACK HOLES: Whiteout and black holes,

both due to lack of contrast, cause many accidents. In white-
out a layer of fresh snow on the ground merges with a white
sky an indistinct horizon to make depth perception
practically impossible. A similar effect may be caused by
blowing snow particularly in helicopters in the hover. Under
white-out conditions, experienced pilots have flown aircraft
into the ground while maneuvering at low levels Float plane
pilots have similar problems making landings on glassy
water. It is common practice for them to set up a constant,
low rate descent under these conditions rather than trying
to estimate the height above the water.
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During night visual approaches to runways in dark,

featureless areas such as unlighted woods or over water,
the lack of ambient clues to orientations interferes with
depth perception. Such areas are known as black holes.
In these conditions, pilots often over-estimate their altitude,

and, while concentrating on maintaining a constant visual
angle of approach, describe an arc, which results in
premature contract with the ground. A frequent altimeter
crosscheck is vital to avoid this problem.
Disorientation: Is also more common taking off at night in

black hole conditions. It is imperative that pilots make
the transition to instruments immediately upon take off and
anticipate possible pitch up illusions.
FALSE HORIZONS: False perceptions of the horizontal can

be confusing. Lining up with sloping cloud tops, particularly
between layers, is not uncommon. At night, when flying over
sparsely populated areas, ground lights and stars may be
confused, giving a feeling of tilt or nose high attitude. A
dimly lit, straight road in the distance can be mistaken for
the horizon. Taking off into a black hole the receding
shoreline may be mistaken for the horizon, with disastrous
results.
16.22 NON-REVENUE FLIGHTS
16.22.1 Training Flights : Training flights are performed for the

purpose of type-rating new pilots, or conducting proficiency
checks, Route Checks, IR Training / tests,
16.22.2 Maintenance Flights: A Maintenance flight is performed in

order to check that the aircraft conforms to the aircraft type :
a) Flight Characteristics.
b) Correct function of all aircrafts systems.
c) Performance.
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16.22.3 Ferry flights: Ferry flights are flights to fly an aircraft from
one aerodrome / heliport to another.
16.23 SPECIAL OPERATIONS
16.23.1 OFFSHORE OPERATIONS: Refer chapter 32 of this manual

for offshore operation (CAR Sec 8 Series O Part IV dated 17
Jan 2011 can also be referred).
16.23.2 MOUNTAIN OPERATIONS: Refer chapter 34 of this manual

for mountain operations (CAR Section 8 Series O Part IV
dated 17 Jan 2011can also be referred.)
16.23.3 AERIAL OPERATIONS: Refer chapter 35 of this manual for

aerial operations.
16.24 GROUND HANDLING : Ground handling is covered at

Chapter 8 of this manual.
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USE OF CHECK LISTS Ammendment
CHAPTER 17
Date
17.1 CHECK LISTS: Checklists, as approved by DGCA, are to be

used as prescribed in the Aircraft Flight Manual for all phases
of flight. Drills that are to be initiated from memory must
subsequently be checked by reference to the checklist. The
pilot in command is responsible to ensure that the
appropriate check list is completed on every occasion.
The checklist shall be carried in the cockpit for every flight

and shall be readily accessible to the pilots. All checks in
multi crew helicopter are to be done by challenge &
response methods as given below:
On all multi crew operations it is mandatory to use the

checklist for all stages of flights. The non-handling Pilot is
to call out the item to be checked / activated / operated
and the handling Pilot/Flt Engineer /cabin crew is to respond
verbally and act accordingly. The items on the checklist shall
be called out separately in a loud and clear voice. The next
item Is not be called until the previous item is checked
properly. If during or after reading of the Pilots preflight or
before starting checklist both Pilots simultaneously vacate
the cockpit, these checks are invalidated.
In case of emergency drills that are to be initiated from

memory must subsequently be checked by reference to
the emergency checklist.
Before take-off and landing, checks should be completed

well in time. Once started, checks should not be interrupted.
17.1.1 SINGLE PILOT CHECKLIST PROCEDURES: Pilot will carry out

all the checks prior to and after flight with the help of
checklist and during the flight he will use fly through
checklist to carry out the checks.
17.1.2 TWO PILOT CHECKLIST PROCEDURES: This section details

the procedures for the use of the checklist when PHHL
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Helicopters are operated with two pilots in accordance with

the requirements given below:
The two pilot checklist procedures detailed below will be

used in the following circumstances by challenge and
respond method.
a) On all contracts on which the client requires a

qualified two pilot crew.
b) When two pilots are required as crew as detailed
in the Flight/ Operations Manual.
c) During IFR training flights except as required by
the IRE for single pilot IFR competency checks/
training.
17.2 PROCEDURES
17.2.1 PREFLIGHT EXTERIOR CHECKS: These checks may be

conducted by one pilot from memory or with the check list
as a reference.
17.2.2 PRE-START TO AFTER LANDING/ SHUT DOWN CHECKS: All

the required checks, during all the phases of flight, will be
carried out by Challenges and Response method as given
above.
17.2.3 EMERGENCY CHECK LISTS: Emergency checklists are to be

carried to all PHHL helicopters and must be in an accessible
area within reach of the Pilot/ Co-pilot/ Flt Engineer at all
times during the flights.
Pilots/ Flight Engineers should respond to any in-flight

emergency by completing the Immediate Action list prior
to consulting the Emergency Checklist and carrying on with
subsequent actions.
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DEPARTURE CONTINGENCY PROCEDURES Ammendment
CHAPTER 18
AND NOISE ABATEMENT Date
18.1 ADHERENCE TO DEPARTURE PROCEDURES : Crew must

strictly follow the published SIDs or visual departure
procedures at all airports, heliports or helipads. This
adherence to standard procedures is even more vital when
operating in hilly terrain.
In the event of non-availability of any laid down procedures,

crew must use common sense to conduct safe departures
to stay away from obstructions, congested areas or Oil and
Gas installations.
18.2 NOISE ABATEMENT PROCEDURE Though no noise

abatement procedures exist at present for helicopters in
India, crew should strive to maintain a fly-neighborly
attitude by avoiding low turns over residential area. A steep
approach can restrict the noise level to thei m m e d i a t e
vicinity of the landing ground. Safe altitudes must always
be maintained in the interest of safety. The speed
recommended in manufactures flight manual approved by
DGCA for noise abatement during takeoff/ approach
segment of flight should be adhered to.
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DEPARTURE CONTINGENCY PROCEDURES Ammendment
CHAPTER 18
AND NOISE ABATEMENT Date

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MAINTAINANCE OF ALTITUDE Ammendment
CHAPTER 19
AWARENESS Date
19.1 MAINTENANCE OF ALTITUDE AWARENESS: The importance

of maintaining assigned altitudes correctly cannot be over
emphasized. This point is even more vital when engaged in
offshore operations where no centralized agency exists for
advising / controlling of traffic. Also, the temptation to break
through clouds without being aware of ones positions and
other traffic needs to be resisted. Crew are advised to follow
the under-mentioned procedure to ensure adherence to
altitudes.
a) Non-handling pilot must be briefed to call 1000

ft TO GO and 100 ft TO GO before reaching
the assigned altitudes during climb and descent.
b) RADALT where available must be used correctly
as per the laid down procedure to avoid
transgression below the assigned altitude.
c) Non-flying pilot must be briefed to call out any
deviation from the assigned altitude.
d) The laid down Altimeter setting procedure must
be strictly followed.
e) Height hold on Auto Pilot / coupler where
available be used to maintain altitude.
19.2 APPROACH AND LANDING: During descent from transit

altitude, to assess the accuracy of the QNH, a cross check
between the barometric altitude and radar altitude shall
be carried out at 1000 feet.
a) IFR: During final landing checks for an instrument

approach, the radalt shall be set to 200 feet for
a precision approach and 300 feet for a non-
precision approach.
b) VFR: During final landing checks for a visual
approach the radalt shall be set to 300 feet.
19.3 RAD ALT WARNINGS: Whenever a radalt warning Check

height activates, the handling pilot shall positively
acknowledge the warning by confirming the height and
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AWARENESS Date
intentions. In the case of radalt warning 100 feet, this shall

be positively acknowledged by the handling pilot confirming
LOP. For landings offshore, in addition to acknowledging the
height at 300 feet. The following shall be confirmed.
a) Floats are armed.

b) Cleared to land.
c) Positive identification of Platform/ rig.
d) Landing gear down and locked. Three Greens ON.
19.4 CONTINGENCY PLANNING: Pilot-in-command should

develop a habit of discussing contingency plans for action
in the event of any emergency, whether operating in hostile
area or not. This will ensure alertness in the cockpit and all
available options could be assessed without any actual
pressure on the crew.
Some of the likely malfunctions that could occur and

warrant a quick response are:
a) Severe vibrations.
b) Loss of oil pressure in the gearbox/ transmission.
c) Tail rotor failure.
d) Failure of one or both engines.
The altitudes, at which PHHL helicopters operate, as also

the areas of operation, preclude the possibility of entry into
icing conditions. However, the crew must keep a close-
watch on the free air temperature when flying through
clouds at high altitudes in the winter. At the first sign of
sudden drop in temperature and visible moisture, the
helicopter should be flown away from the area.
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AWARENESS Date

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ACCEPTANCE OF ATC Ammendment
CHAPTER 20
CLEARANCE Date
20.1 ACCEPTANCE AND CLARIFICATION OF ATC CLEARANCES:

Any error in copying ATC clearance can be disastrous if the
assigned altitude, QNH or the procedure to be followed for
arrival/ departure is misunderstood and results in
degradation of terrain clearance. Crew must repeat the
following parameter of an ATC clearance using the standard
ICAO; phraseology:
a) QNH.
b) Altitude cleared to.
c) Turns and reporting points.
d) Frequencies, both radio and navigational.
20.1.1 CREW RESPONSIBILILTY FOR TERRAIN CLEARANCE: It must

be remembered that the ATC is not responsible for
prevention of collision with terrain. Safe altitudes for ATS
routes and instrument approach procedures have been
published and strict adherence to these altitudes ensures
adequate terrain clearance. Pilots-in-command must not
descend below these altitudes except as per the laid down
procedures.
The crew must take the following factors into account when
deciding the cruising altitude for any flight:
a) ATC requirements in terms of published safe

altitudes and traffic separation.
b) Current meteorological situation like
thunderstorms, strong winds in hilly areas and
temperature deviation.
c) Actual helicopters performance for sustaining
altitude in OEI operation.
d) Elevation of terrain.
e) Navigational facilities.
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ACCEPTANCE OF ATC Ammendment
CHAPTER 20
CLEARANCE Date

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DEPARTURE AND APPROACH Ammendment
CHAPTER 21
BRIEFING Date
21.1 STANDARD BRIEFINGS: These briefing are to be conducted

by the Handling Pilot and to be understood and
acknowledged by the Non-Handling Pilot. Crew must
conduct a full brief for the first departure and the first
arrival. During the inter-platform shuttles, they may curtail
the contents to highlight the most vital parts.
21.1.1 ONSHORE DEPARTURE BRIEFING (EXAMPLE): This will be

a Take-off from Runway 26, with a right turn onto 330o to
join the 310o Radial, climbing to 500 feet or as cleared.
Monitor the instruments and advise me of any malfunction.
Call 40kts to be acknowledged by the PIC who will call
CDP.
For any malfunction after T/O, I shall advice whether

rejecting or continuing. In the event of an emergency only
immediate action will be carried out until we are safely
established in the climb (IMC or night: safely established in
the climb and above 500 feet) or back on the ground.
21.1.2 INSTRUMENT APPROACH BRIEFING (MAY BE GIVEN BY

EITHER PILOT): The following list contains items that should
be considered for an instrument approach briefing. They
are not all required for any particular approach and
consideration must be given to familiarity with the
procedures and time available for briefing. The absolute
minimum, when time is extremely limited, is to ensure that
both pilots are using the same current approach plates and
that visibility / RVR is not below limits for the
approach (or is at least expected to be within limits at the
relevant time). For radar-vectored approaches, the heading
and briefing strip of the Jeppesen approach plates contain
enough briefing information for the procedure, except for
minimum RVR/ Visibility.
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BRIEFING Date
This will be (radar vector to) a/an approach to Runway-at,

Sheet----dated----
ATIS frequency is--------, Approach / Radar frequency is ----

--------, and Tower frequency is______.
The Locator/VOR/LOC frequency is -----------, and to be

selected as follows_____________.
Final Approach course is _______, and minimum Alt at the

Locator is ________________ft.
MDA/DA is ________ft, and airport elevation is

______________________________ft.
MSA in this sector is ----ft, and we shall be approaching at

_________________ ____ft.
Missed approach procedure is (or as instructed by ATC)

minimum visibility/ RVR is ____m and forecast/actual
visibility/ RVR is ________m.
Advise me passing round thousands of feet in the descent

and 500 ft and 100 ft. before any assigned altitude and
before MDA/DA.
Advise me approaching limits of +5O heading/radial, half

scale deflection in glide-slope or azimuth or 100 feet in
altitude.
Just before DA, I shall call decide. You will reply Visual.
Look up/ Visual. I have control or Go around. Do you
have any questions?
21.1.3 OFFSHORE LANDING BRIEFING (EXAMPLE): This will be a

Rig Landing at the Sagar Kiran. I shall approach into wind
with the obstructions on my right and an escape route to
the left.
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BRIEFING Date
Check and confirm the rig name as soon as possible.
Monitor the instruments throughout the approach and

landing, and advise me of any malfunction.
Advise me if rate of descent exceed of 500 ft/min below

500 ft and call Ng/ PWR above ---------------% Confirm
Floats are armed.
I shall call committed. Landing gear down & locked. Three

greens ON
In the event of a malfunction before committed, I will fly

way and divert as appropriate, after committed I will
continue the approach to the deck.
Only immediate actions will be carried out until we are safely

established in the climb (IMC or night; safely established in
the climb and above 500 feet ) or on deck.
Do you have and questions?
21.1.4 OFFSHORE TAKE-OFF BRIEFING (EXAMPLE): This will be a

Rig Take off to join the 290O radial inbound at 1,500 ft.
Monitor the instruments and advise me of any malfunction,

or rate of sink. I shall call Rotation.
In the event of a malfunction before rotation, I shall reject

take-off and land back onto the deck. After rotation I shall
continue the take-off and advice climbing away or ditching.
Only immediate actions will be carried out until we are safely

established in the climb (IMC or night: safely established in
the climb and above 500 feet).
Do you have any questions.
21.1.5 ONSHORE LANDING BRIEFING (EXAMPLE): This will be

landing to Juhu Runway 26.
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BRIEFING Date
Monitor and advise me, of any malfunctions or rate of

descent exceeding 500 Ft/ min below 500ft.
Once below 500 ft., only immediate actions will be carried

out until we are on the ground or safely established in the
climb (IMC. safely established in the climb and above 500
feet agl).
Do you have any questions?

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CHAPTER 21
BRIEFING Date

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ROUTE AND DESTINATION Ammendment
CHAPTER 22
FAMILIARISATION Date
22.1 ROUTE / ROLE / AREA COMPETENCY: To ensure adequate

knowledge of a route to be flown, in a role or in an area,
the DGM (Ops) / TRG decides the training required by the
Flight Crew taking into consideration the following
conditions:-
a) Terrain and minimum safe altitudes.

b) The seasonal meteorological conditions,
communication and air traffic facilities, services
and procedures.
c) Search and Rescue procedures.
d) The navigational facilities associated with the
route along which the flight is to take place.
With reference to the above points, PHHL has divided

operational areas into two groups:-
a) Offshore.
b) Onshore.
22.1.1 OFFSHORE: The syllabi for offshore PIC qualification is

comprehensive as stated in, the PHHL Training Manual.
When such pilots are qualified as Offshore P1 (with an IR a
pre-requisite for an offshore PIC), he is deemed to be
capable of undertaking flights to all the offshore
installations,
Such qualified pilots are cleared to fly unrestricted to off

shore oil fields, the DGM (OPS) will maintain records of the
Helideck audits in respect of all the decks in current use
which would include all the cautionary points to which the
pilot must given due consideration. As and when, new Rigs
move in to the field, DGM (OPS) will detail an experienced
pilot to conduct helideck audit which will form a document
for pilots briefing.
When a helicopter support is required for vessels/rigs on

one time basis from unscheduled bases, only PIC with more
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than 500 hrs P1 offshore experiences on type will be

detailed. Prior to launch, DGM (Ops)/ TRG a designated
experienced pilot will brief the PIC so detailed.
When a new base is established for a sufficiently long period

of operation, it would be started by DGM (OPS)/ one of the
experienced pilots who would lay down proper Base Order
covering SOPs on planning, loading, routings, operating
instructions, Rig / Client information along with
contingency plan which will have important telephone
numbers of PHHL/ DGCA / AAI / for search and rescue co-
ordination.
22.1.2 ON SHORE: The operation On-shore is grouped under High

Altitude and Low Altitude.
For regular operation to already established heliports/

helipads, SOPs would be laid giving details of routings with
required terrain clearance, OEI considerations, RTOW and
RLW charts etc.
For Low Altitude operation from regular heliports and

helipads which meet regular laid down dimensions and
obstruction clearance for Performance class operations, a
pilot is cleared to ;
Operate on self-briefing based on the following:-
a) Topographical layout of the place giving details

of the surrounding.
b) Details of Nav & Radio aids.
c) Instrument approach Letdown and departure
chart.
d) Standard Operating Procedures.
e) Safety Services etc
For operation to helipads which do not meet above

considerations, the PIC detailed for such flights will be
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CHAPTER 22
briefed by the DGM (Ops)/ an experienced pilot in detail

covering the location, terrain, fuel planning, routing, OEI
consideration etc. where need be, an Examiner will be
detailed to check out the Pilot for such operation.
For High Altitude operation, only senior and experienced

PIC will be detailed. If required, an Examiner will clear the
pilots.
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CHAPTER 22

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COMMENCEMENT AND CONTINUATION OF Ammendment
CHAPTER 23
INSTRUMENT APPROACH Date
23.1 CONTINUANCE OF FLIGHT:
a) A flight shall not be continued towards the

heliport of intended landing unless the latest
meteorological information indicates that
conditions at that heliport, will at the expected
time of arrival, be at or above the specified
heliport operating minima.
b) A flight to be conducted in accordance with
instrument flight rules shall not be commenced
unless information is available which indicates
that conditions at the heliport of intended
landing or, when an alternate is required, at least
one alternate heliport will, at the time of arrival,
be at or above the heliport operating minima.
c) Before commencing an approach to land, the
pilot in command must satisfy himself that,
according to the information available to him,
the weather at the aerodrome/heliport and the
condition of the FATO intended to be used should
not prevent a safe approach, landing or missed
approach, having regard to the performance
information contained in the Operations manual.
The in-flight determination of the FATO should
be based on the latest available report,
preferably not more than 30 minutes before the
expected landing time.
d) As instrument approach procedure may be
initiated regardless of the reported RVR/
visibility but the approach shall not be continued
beyond the outer marker, or equivalent position,
if the reported RVR/ visibility is less than the
applicable minima.
NOTE:
i) The equivalent position mentioned above can

be established by means of GPS/ DME distance,
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a suitably located NDB or VOR, SRE or PAR fix or

any other suitable fix that independently
established the position of the aircraft.
ii) Except in an emergency, an aircraft shall not
continue its approach at an airport beyond a
point at which the instructions on weather
minima contained in Route Manual will be
infringed.
iii) If after passing the outer marker or equivalent
position in accordance with the paragraph above,
the reported RVR/ visibility falls below the
applicable minima, the approach may be
continued to DH or MDA/H. Where no outer
marker or equivalent exists, the Commander or
Pilot to whom the conduct of the flight has been
delegated shall make the decision to continue or
abandon the approach before descending below
1000 ft above the aerodrome / heliport on the
final approach segment.
iv) The approach may be continued below DAH or
MDAH and the landing may be completed
provided that the required visual reference is
established at the DAH or MDAH and is
maintained.
23.2 STABILIZED APPROACH: An approach is stabilized

when the aircraft is flown:
a) Along the desired flight path in landing

configuration.
b) With a heading needing only small corrections
to maintain the desired flight path;
c) At the correct approach speed including relevant
and agreed upon corrections;
d) Maintaining an acceptable rate of descent; and
e) At a power setting needing only small corrections
to maintain the desired flight path.
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NOTE:
i) In IMC, all approaches shall be planned to be

stabilized at 1000 ft above aerodrome/ heliport
level.
ii) All approaches must be stabilized not later than
at 500 ft. If not stabilized at 500 ft, a go-around
must be made. In any precision approach it must
be ensured that the aircraft crosses the threshold
with a safe margin and in the landing
configuration.
iii) It is the duty of the Non-flying pilot to monitor
that every approach is stabilized and to warn the
FP at 1.000 ft and 500 ft if not stabilized.
iv) For helicopter VFR/VMC operation the approach
should be stabilized at the discretion of the
Commander.
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CONDUCT OF PRECISION AND NON- Ammendment
CHAPTER 24
PRECISION APPROACHES Date
24.1 DETERMINATION OF AERODROME/ HELIPORT OPERATING

MINIMA FOR IFR OPERATIONS: These regulations are valid
for IFR operations with helicopters registered or used for
Public Transport in accordance with DGCA Operations
Permission.
a) Aerodrome /heliport operating minima are

determined on the basis of information found in
section. Such minima must take into account any
increment in specified values imposed by the
Authority. The minima given in the Route Manual
for a specific type of approach and landing
procedure are considered applicable if:
i) The ground equipment shown on the
respective chart required for the
intended procedure Is operative.
ii) The helicopter systems required for
the type of approach are operative.
iii) The required helicopter
performance criteria are met; and
iv) The crew is qualified accordingly.
b) Departure and approach procedures specified by

the State in which the Aerodrome/ heliport is
located shall be used. Notwithstanding the
previous sentence, a Commander may accept an
ATC clearance to deviate from a published
departure or arrival route, provided obstacle
clearance criteria are observed and full account
is taken of the operative conditions. The final
approach must be flown visually or in accordance
with the established instrument approach
procedure. Different procedures to those
required by the State may only be implemented
provided they have been approved by the State
in which the aerodrome/heliport is located, and
accepted by the Authority.
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24.1.1 WEATHER MINIMA FOR IFR OPERATIONS-GENERAL: The

following regulations shall govern the planning and
operational minima for takeoff and landing with PHHL
helicopters.
a) For precision approach, the regulations for

Category I, operations are valid. Prior to the
flight, the Captain shall make himself familiar to
the procedures that may be used in connection
with takeoff, landing and missed approach, for
the aerodrome listed on the company flight plan.
b) The planning and operational minima shall not
be lower than the minima that might be
published by DGCA.
c) For all operations in India the approved Route
Manual information and Jeppesen / AL plates
shall be used.
24.1.2 NIGHT OPERATIONS LIGHTING: Take off and landing at night

shall only take place on runways, heliport or helidecks
provided with approved light equipment.
24.2 PLANNING MINIMA
24.2.1 TAKE OFF ALTERNATES : Before commencing any takeoff,

the Captain must satisfy himself that, according to the
information available to him, the weather at the
aerodrome/heliport and the condition of the safety services
/ runway / FATO intended to be used should not prevent a
safe takeoff and departure. The Captain must also satisfy
himself that the RVR/ visibility and the ceiling in the takeoff
direction are equal to or better than the applicable
minimum. The captain shall not commence a takeoff unless
the weather conditions at the aerodrome/heliport of
departure are equal to or better than applicable minima
for landing at that aerodrome/ heliport unless a suitable
takeoff alternate is available. The captain must select a
takeoff alternate within one hour flight time at normal
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cruise speed for a flight under instrument meteorological

reasons. An aerodrome/ heliport of departure due to
meteorological reasons. An aerodrome / heliport shall not
be selected as a takeoff alternate unless the appropriate
weather reports of forecasts or any combination thereof
indicated that, during a period commencing one hour before
and ending one hour after the estimated time of arrival at
the aerodrome/ heliport the weather will be at or above
the applicable landing minima. Any limitations related to
one engine inoperative must be taken into account.
24.2.2 TAKE OFF REQUIRED VISIBILITY / RVR
a) The take off minima must be selected to ensure

sufficient guidance to control the helicopter in
the event of both a discontinued takeoff in
adverse circumstances and a continued takeoff
after failure of the critical power unit. For night
operations ground lighting must be available, to
illuminate the FATO and any obstacles unless
otherwise agreed by the Authority.
b) When the reported meteorological visibility is
below that required for takeoff and RVR is not
reported, or when no reported meteorological
or RVR is available, a takeoff may only be
commenced if the Commander can determine
that the RVR/visibility along the takeoff FATO/
runway is equal to or better than the required
minimums.
24.2.3 IFR PLANNING ACCEPTABLE ROUTES: IFR operations shall

only be conducted along such routes or within such areas
for which:
a) Ground facilities and services, including

meteorological services, are provided which are
adequate for the planned operations;
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b) The performance of the aircraft intended to be

used is adequate to comply with minimum flight
altitude requirements;
c) The equipment of the aircraft intended to the
used meets the minimum requirements for the
planned operations;
d) Appropriate maps and STAR/ SID charts are
available; and
e) For helicopters operated in Performance Class
3, surface are available which permit a safe
forced landing to be executed.
24.2.4 PLANNING MINIMA FOR DESTINATION AND DESTINATION

ALTERNATES: An aerodrome/heliport may be selected as a
destination/alternate aerodrome/ heliport when the
appropriate weather reports of forecasts, or any
combination thereof, indicate that, during a period
commencing one hour before and ending one hour after
the estimated time of arrival at the aerodrome/heliport,
the weather conditions will be at or above the applicable
landing minima.
24.2.5 ALTERNATE REQUIREMENTS: For a flight to be conducted

in accordance with IFR or when flying VFR but navigating
by means other than visual reference to landmarks, the
commander shall specify at least one suitable alternate in
the operational flight plan unless:
a) For a flight to a land destination, the duration of

the flight and the meteorological conditions
prevailing are such that, at the estimated time
of arrival at the heliport or aerodrome/heliport
of intended landing, an approach and landing
may be made under visual meteorological
conditions as prescribed by the Authority; or
b) The heliport of intended landing is isolated and
no suitable alternate is available and an
approach and landing be made under VMC.
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c) A point of no return (PNR) shall be determined.

The PNR shall be recorded on the operational
flight plan
d) Alternate shall be stated on the operational flight
plan.
24.3 OPERATIONAL MINIMA-INSTRUMENT APPROACH
24.3.1 SYSTEM APPROACH MINIMA FOR DESTINATION

AERODROME/HELIPORT
System Minima for Non Precision Approach Aid

Facility Lowest MDH
ILS (no glide path-LLZ) 250 ft
SRA (Terminating at NM) 250 ft
SRA (Terminating at 1 NM) 300 ft
SRA (Terminating at 1 NM) 350 ft
VOR 300 ft
VOR/DME 250 ft
NDB 300 ft
VDF 300 ft
NOTE: The MDH must not be lower than the OCH/OCL for
the category of aircraft or the system minimum.
24.4 NON-PRECISION APPROACH: Required RVR for non-

precision approaches is found below (for night operations
at least runway edge, threshold and runway end lights must
be on). Onshore non-precision approach minima for
performance Class 1 and 2 helicopters is as given below.
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Onshore non-precision approach minima (Notes 4, 5, 6)
MDH Facilities
Intermediate Basic Nil

(Note 1) (Note 2) (Note 3)
250 ft -299 ft 800m 1000m 1000m
300ft- 449ft 1000m 1000m 1000m
450 ft and above 1000m 1000m 1000m
Note 1: Intermediate facilities comprise FATO/runway

marking, 420-719m of H1/MI approach lights, FATO/
runway edge lights, threshold lights and FATO/runway end
lights. Lights must be on.
Note 2: Basic facilities comprises FATO/runway markings,

<420 m H1/MI approach lights, any length of LI approach
lights, FATO / runway edge lights, threshold lights, FATO/
runway end lights or no lights at all.
Note 3: Nil approach light facilities comprise FATO/ runway

markings, FATO/ runway edge lights, threshold lights, FATO/
Note 4: The table is only applicable to conventional

approaches with a normal descent slope of not greater
than 4 degrees. Great descent slopes will usually require
that visual glide slope guidance (i.e. PAPI) is also visible at
the minimum descent Height.
Note 5: The above figures are either reported RVR or

meteorological visibility converted to RVR.
Note 6: The MDH mentioned in the table refers to the

initial calculation of MDH. When selecting the associated
RVR, there is no need to take account of a rounding up to
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the nearest ten feet, which may be done for operational

purposes, e.g. conversion to MDA.
24.4.1 DESCENDING BELOW MDA/ MDH DURING NON-PRECISION

APPROACH: A pilot may not continue a non-precision
approach below the MDA/MDH unless at least one on the
following visual references for the intended runway is
distinctly visible and identifiable to the pilot.
a) Elements of the approach light system.

b) The threshold.
c) The threshold markings
d) Identification lights.
e) The threshold lights.
f) The visual glide slope indicator.
g) The touchdown zone or touchdown zone
markings.
h) The touchdown zone lights or the FATO/runway
edge lights.
i) Other visual references accepted by the Authority.
24.5 CATEGORY I PRECISION APPROACH
a) Category I operations in a precision instrument

approach and landing using an ILS, MLS or PAR
with a decision height not lower than 200 feet
and with a runway visual range not less than
500m. The decision height (DH) used for CAT I
must not be lower than.
i) The minimum decision height stated
In the AFM, if any
ii) The minimum height to which the
precision approach aid can be used
without the required visual references.
iii) The OCH / OCL for the category of
aircraft or
iv) 200 feet.
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b) Required RVR for CAT I precision approaches is

found below. The following minima shall apply
for Category I operations by Performance Class
1 and 2 helicopters:
Onshore precision approach minima Category I
MDH Facilities
Full Intermediate Basic Nil

(Note 1) (Note 1) (Note1) (Note 1)
200 ft 0 500m 600m 700m 1000m
201-250 ft 550m 650m 750m 1000m
251 ft -300 ft 600m 700m 800m 1000m
300 ft and above 750m 800m 900m 1000m
Note 1: Full facilities comprise FATO/ runway markings,

720m or of HI/MI approaches lights, FATO/runway edge
lights, threshold lights, and FATO/runway end lights. Lights
must be on.
Note 2: Intermediate facilities comprise FATO/runway

marking, 420-719m of HI/MI approach lights, FATO/runway
edge lights, threshold lights and FATO/runway end lights
must be on.
Note 3: Basic facilities comprise FATO/runway markings,

<420 m HI/MI approach lights, any length of LI approach
lights, FATO/runway edge lights, threshold lights, FATO/
Note 4: Nil approach light facilities comprise FATO/runway

markings, FATO/runway edge lights, threshold lights, FATO/
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Note 5: The above figures are either, reported RVR or

meteorological visibility converted to RVR.
Note 6: The table is only applicable to conventional

approaches with a normal descent slope of not greater than
4 degrees.
Note 7: The DH mentioned in the table refers to the initial

calculation of DH. When selecting the associated RVR, there
is no need to take account of a rounding up to the nearest
ten feet, which may be done for Operational purposes, e.g.
conversion to DA.
c) For night operations ground lighting must be

available to illuminate the FATO and any obstacles
unless otherwise agreed by the Authority.
d) Decision Height must not be less than 1.25 x the
minimum use height for the autopilot.
e) A pilot may not continue an approach below the
Category / decision height (DH), determined in
accordance with the above, unless at least one
of the following visual references for the intended
runway is distinctly visible and identifiable to the
pilot.
i) Elements of the approach light
system.
ii) The threshold
iii) The threshold markings.
iv) The threshold lights.
v) The threshold identification lights.
vi) The visual glide slope indicator.
vii) The touchdown zone or touchdown
zone markings.
viii) The touchdown zone lights or
ix) The FATO/runway edge lights.
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ALLOCATION OF CREW DUTIES Ammendment
CHAPTER 25
Date
ALLOCATION OF FLIGHT CREW DUTIES AND PROCEDURES FOR THE

MANAGEMENT OF CREW WORKLOAD DURING NIGHT AND IMC
INSTRUMENT APPROACH AND LANDING OPERATIONS
25.1 CRUISE: The Non Flying Pilot (NFP) shall be responsible for
the following duties during cruises:-
a) Maintaining radio communication with ATC.

b) Monitoring TAS, GS, and fuel consumption, and
comparing these value with planned estimated
and minimums.
c) Monitoring en-route, destination and alternate
weather, giving particular attention to new or
amended TAFs, METARs SIGMENTs, and
PIREPs.
d) Ensuring a comfortable cabin temperature
during the flight.
e) Making cabin announcement as necessary.
25.1.1 SEPARATION: The increasing traffic density calls for the

highest precision in adhering to cleared altitude/flight
levels, and in maintaining accurate navigation. The assigned
altitude or Flight Level shall normally be maintained within
an indicated tolerance of +/- 50 feet.
Altimeter errors can reduce vertical separation. Exercise

extreme caution when flying from one area into another,
where different altimeter settings are used for vertical
separation or where different units are used, i.e. meter/
feet.
25.1.2 FUEL CHECKS: Fuel checks are performed by checking the

actual fuel consumed for a certain distance versus the
estimated fuel consumption for that distance. These are
made when making operation normal calls or at
checkpoints.
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The fuel consumed shall be checked versus the remaining

fuel in order to ensure the correct figures, and shall be
recorded on the company flight plan. The differences
between actual and estimated consumption shall be noted,
and a reason for the difference established.
25.1.3 KEEPING TERRAIN CLEARANCE: Except during climb-out and

let down, flights along airways must not be at an altitude/
flight level below the published MTA/MOCA (whichever is
lower) corrected for pressure, wind and temperature.
Whenever a flight comes outside the corridor on which the
minimum altitudes are based, the Commander must ensure
that the flight is performed above the published Minimum
Off Route Altitude (MORA).
Due to the construction of the radio altimeter, it will not

indicate obstacles such as masts, isolated trees, etc., which
may determine obstacle clearance limits and consequently
also minimum altitudes. Pilots must, therefore, be aware
that during an approach the radio altimeter will indicate
terrain clearance, and not obstacle clearance.
25.1.4 RADAR ASSISTANCE: Radar may be used to assist in

navigation and to reduce separation after consideration of
required terrain clearance and weather conditions.
25.1.5 INSTRUMENT MONITORING: To ensure that faults or failure

tendencies are quickly noticed and corrective action taken,
pilots must make it a routine to periodically survey all
relevant instruments and take note of any abnormal
readings.
25.2 DESCENT
25.2.1 GENERAL: The descent presents many variables and should

be carefully planned and executed. In some areas with
increasing air traffic, the descent is often determined by
ATC. In many areas of operation the descent can most often
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be executed without restriction, thus making it possible to

descend in a manner, which most advantageous from a cost
efficient point of view. Anticipating descent requirements
and initiating descent procedures early enough will result
in an arrival over the approach fix at required altitude and
speed and with checklists almost completed.
25.2.2 DESCENT PROCEDURES: A descent occurs when an aircraft

departs an en-route altitude, with the intention of
commencing an approach and landing. When IFR, maintain
at least MTA, MORA or highest MSA whichever is the highest
until a positive check over, or in relation to, a radio aid or
the terrain for further descent in the approach area has
been made, according to IAL.
In smooth air, descent should ideally be made at high KIAS,

not greater than Vne, and a vertical speed of 500 to 700
fpm.
25.3 HOLDING: When holding is required in IFR, decelerate to

holding airspeed prior to arriving at the holding fix. If
prolonged holding is anticipated, i.e. weather below landing
minima, holding should be made at cruising altitude to
conserve fuel.
25.4 APPROACH, LANDING PREPARATION AND BRIEFING
a) APPROACH: The adherence to standardized

procedures is vital to the safe and effective
operation of the helicopter when performing
both VFR and IFR approaches. Instrument
approaches may be flown and the aircraft landed
from either seat, therefore both pilots must be
thoroughly familiar with, and follow procedures.
The Approach checklist should be completed
before commencing the approach or before
commencing the descent.
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When navigation aids are no longer required for

en-route navigation (i. e. on radar vectors) they
should be set for the approach as follows:-
i) ADF 1 & 2 Approach beacon.
ii) GPS Set for the approach as required
(for backup).
iii) DME Set for the approach.
b) CREW BRIEFING: Before all approaches an

approach briefing shall be given. For instrument
approaches the following template, using
applicable items, for a standard approach
briefing shall be used.
i) Type of approach and plate date.
ii) Minimum sector altitude.
iii) Initial approach altitude.
iv) Final approach course.
v) Timing.
vi) DA/MDA.
vii) Missed approach point.
viii) Missed approach procedure; and
ix) Nav setup.
25.5 TERRAIN CLEARANCE: Decent in IMC from the initial/

intermediate approach altitude shall not be commenced
before procedure turn is completed or the final approach
fix/point passed and the A/C is established on:
a) The LLZ (Localizer) or VOR inbound track for the

respective procedure within half full scale
deflection; or
b) The inbound track +/- 5 to from final approach
aid in the NDBapproach.
When available, a glide path reference shall be

followed. When a glide path reference is not
available, the descent on the inbound track shall
be steep enough to reach minimum altitude
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before decision point. However, a programmed

vertical profile may be used as supplementary
information in order to arrive at the minimum
altitude. Responsibility for terrain clearance
during PAR approaches rests with the radar
controller.
25.6 ILS APPROACH PROCEDURE
FP (Flying Pilot) NFP (Non Flying Pilot)

Reduce to approach speed Report: Approach
no later than. Initial Checklist completed
Approach Fix. Ensure that
the approach checklist is
completed prior to the outer
marker or equivalent.
At the first indication of Respond Checked.
localizer movement,
Announce Localizer alive.
At the first indication of Respond Checked.
glide slope movement,
Announce: Glide slope alive.
If able to continue visually: At DH,

Announce: Continuing. Announce: Minima
and, Approach,
If unable to continue visually strobe or centerline
Respond: Going Around lights in sight, or
Runway in sight. or: no
contact.
Perform normal landing
checklist items, or
Conduct progressive crew
briefing with headings
and altitudes for the
missed approach.
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25.7 VFR APPROACH: Speed wise; a VFR approach is conducted

like an instrument approach. The approach should be
planned so as to be stabilized 1000 feet above the
aerodrome level (ML) and no later a missed approach must
be executed. For the comfort of the passengers, it is
recommended that the rate of descent be kept to less than
500 ft / min.
25.8 INSTRUMENT APPROACH: Planning and preparation for the

letdown and the approach shall be completed before
commencing the approach. The flight crew should be well
prepared for the expected approach, following a thorough
review of the IAL.
25.9 NON-PRECISION APPROACH PROCEDURE.
25.9.1 VISUAL APPROACH AND CIRCLING: Crew coordination is

essential. Visual references to the runway environment must
be maintained. Precise angle of bank, altitude and airspeed
must be maintained and monitored. The NFP shall call
attention to any deviations.
When the NFP calls the runway is sight, the FP shall assess
whether there is adequate visual reference to continue, then
maneuver to a point from which a normal landing can be
accomplished.
NOTE: ICAO Doc 8168-OPS/611, Part XI, Procedures for

Helicopters, states in the Introduction, It should also be
remembered that in circling procedure, it is considered that
a helicopter maneuvers visually to a suitable landing area.
25.9.2 MISSED APPROACH: A missed approach may be initiated

from any point in the approach, including the landing phase
if it becomes inadvisable to continue. If a missed approach
is required, the following procedure shall be followed:
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FP NFP
Announce: Pulling up, When a positive rate of
Simultaneously climb is Observed on the
set power to commence VSI and the altimeter.
climb at climb speed. Announce: Positive climb.
Calls: Gear-up, (where Selects gear up, where
applicable) applicable, and performs
after take off checklist. after take-off checklist and
reports, Gear up, lights out
After take-off checklist
completed.
initiate the missed approach, once established in the climb, continue

as per normal operations.
25.10 NORMAL LANDING: The FP will brief the flight path to be

taken complying with the following instructions and
recommended standard procedures will ensure a high
degree of safety in the approach and landing phase of any
flight.
Perform all Cat A approaches and landing in accordance

with the procedures stated in the Aircraft Flight Manual
(AFM). There is no difference between a normal twin-engine
approach and landing and a single engine approach and
landing.
On all approaches the NFP checks the following parameters:
Speed, altitude, rate of descent, wind, essential cockpit

instrument and warning light panels.
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INTERCEPTION OF CIVIL AIRCRAFT Ammendment
CHAPTER 26
Date
26.1 ACTION BY INTERCEPTED AIRCRAFT: An aircraft, which is

intercepted, by another aircraft shall immediately:
a) Follow the instructions given by the intercepting

aircraft, intercepting and responding to visual
signals in accordance with para 2.6.1.1
b) Notify, if possible, the appropriate air traffic
services unit;
c) Attempt to establish radio communication with
the intercepting aircraft or with the appropriate
intercept control unit, by making a general call
on the emergency frequency 121.5 MHz, giving
the identity of the intercepted aircraft and the
nature of the flight; and if no contact has been
established and if practicable, repeating this call
on the emergency frequency 243 MHz;
d) If equipped with SSR transponder, select Mode
A, Code 7700, unless otherwise instructed by the
appropriate air traffic services unit.
If any instructions received by radio from any sources
conflict with those given by the intercepting aircraft by visual
signals, the intercepted aircraft, shall request immediate
clarification while continuing to comply with the visual
instructions given by the intercepting aircraft.
If any instructions received by radio from any sources conflict

with those given by the intercepting aircraft by radio, the
intercepted aircraft shall request immediate clarification
while continuing to comply with the radio instructions given
by the intercepting aircraft.
26.1.1 RADIO COMMUNICATION DURING INTERCEPTION: If radio

contact is established during interception but
communication in a common language is not possible,
attempts shall be made to convey instructions,
acknowledgement of instructions and essential information
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by using the phrases and pronunciations in Table 2.1 and

transmitting each phrase twice: (Needs to be revalidated
by author)
Phrases for use by INTERCEPTING Phrases for use by INTERCEPTING

aircraft aircraft
Phrases Pronuncia- Meaning Phrases Pronuncia- Meaning
tion tion
CALL SIGN KOL SA-IN What is your CALL SIGN KOL SA-IN MY Call sign is
CALL sign?
FOLLOW FOL-LO Follow me WILCO VILL-KO Understand
Will Comply
DESCEND DEE-SEND Descend for CAN NOT KANN NOTT Unable to
Landing comply
YOU LAND YOULAND Land at this REPEAT REE-PEET Repeat
Aerodrome your Instruction
PROCEED PRO-SEED You may AM LOST AMLOSST Position
Proceed unknown
Phrase Pronunciation Meaning
MAY DAY MAY DAY I am In distress
HIJACK HI-JACK I have been High
JackedLAND LAAND I request to land
at(Place name) (Place name) (Place name)
DESCEND DEE-SEND I require descent.
NOTE : 1. In the second column, syllables to be emphasized

are underlined.
2. The call sign, required to be given is that used in
radiotelephony communications with air traffic
services units and corresponding to the aircraft
identification in the flight plan.
3. Circumstances may not always permit, nor make
desirable, the use of the phrase HIJACK.
Activate hijack frequency 7700 on transponder.
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26.1.2 SIGNALS FOR USE IN THE EVENT OF INTERCEPTION
SIGNALS INITIATED BY INTERCEPTING AIRCRAFT AND

RESPONSES BY INTERCEPTED AICRAFT
Series INTERCEPTING Aircraft Meaning INTERCEPTED Meaning
1. Signals You have Aircraft Responds Under-
DAY or NIGHT Rocking b e e n DAY or NIGHT stood -
aircraft and flashing navigational intercepted. Rocking aircraft, Will
lights at irregular intervals (and flashing navigational comply.
landing lights in the case of lights at irregular
helicopter) from a position inter vals and
slightly above and ahead of, and following.
normally to the left of the
intercepted aircraft (or to the
right, if the intercepted aircraft
is helicopter) and,
acknowledgement, a slow level
turn, normally to the left, (or
to the right in the case of a
helicopter) on the desired
heading.
Note 1 - Meteorological
conditions or terrain may
require the intercepting aircraft
to reverse the positions and
direction of turn given above
in Series 1.
Note 2 - If the intercepted

aircraft is not able to keep pace
with the intercepting. Aircraft
the latter is expected to fly a
series of racetrack patterns and
to rock the aircraft each time
in passes the intercepted
aircraft given above in Series 1.
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Date
Note 2- If the intercepted

aircraft is not able to keep pace
with the intercepting. Aircraft
the latter is expected to fly a
series of racetrack patterns and
to rock the aircraft each time
in passes the intercepted
aircraft
1 DAY or NIGHT An abrupt Follow me

DAY or Night- Understood
break-away maneuver from the You may Rocking the will
intercepted aircraft consisting proceed. aircraft. comply
of a climbing turn of 90 degrees
or more without crossing the
line of flight of the intercepting
aircraft.
2 DAY or NIGHT Lowering, Land at this DAY or NIGHT Understood

landing gear (if fitted) showing aerodrome Lowering landing will
steady landing lights and over gear (if fitted) comply
flying runway in use, if the showing steady
intercepted a/c is a helicopter, landing lights and
over flying the helicopter following the
landing area. In the case of intercepting aircraft
helicopters, the intercepting an if after over flying
helicopter makes a landing the runway in use
approach, coming to hover near or helicopter
to the landing area. landing area, landing
is considered safe,
proceeding to land.
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Page No 1 / 15
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ACCIDENT PREVENTION AND FLIGHT Ammendment
CHAPTER 27
SAFETY PROGRAMMES Date
27.1 INTRODUCTION Accident prevention requires that an

awareness of factors that affect the flight safety be
emphasized amongst all personnel of the organization, and
specially the flight crewmembers who are directly handling
the aircraft operations. Accident prevention is an activity,
which complements the existing regulatory procedures and
provisions. Detailed guidance on this subject is given in
relevant CAR amended from time to time. GM (Flight
Safety)/ Head Safety, CO and DGM (Flight Safety) at regions
and others concerned in formulating and developing
accident prevention programmes should be aware of these.
This cell should isolate circumstances that could induce an
accident and all personnel of the organization are to give
full support and cooperation to achieve total flight safety.
27.2 ACCIDENT PREVENTION PROGRAM Detailed procedure is

given in SMS/Flight Safety Manual of PHHL.
27.3 FLIGHT SAFETY POLICY Pawan Hans Helicopters Limited is

committed to build and ensure safety in all its operations,
be it in air or von ground. Pawan Hans will strive to be
comparable to the best in the aviation industry
Pawan Hans Helicopters Ltd. Will constantly strive,

proactively, to maintain and improve its safety performance.
The cost of integrating safety measures into running of a
profitable operation will not deter the Management from
making every human effort to minimize the risks of an
accident occurring. In fact, at every stage of company
activity, the first consideration will be the conduct of a safe
operation. Every other factor, including the commercial/
operational convenience shall be outweighed by the priority
to safety.
The Management shall endeavored to involve all PHHL

employees in the pursuit of a zero accident target through
a formal safety management system. Safety Management
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System. While certain persons will be nominated to be the

office bearers of such a system, and will be directly
responsible for conducting PHHLs aviation activities safely,
each company employee will be an essential part of PHHLs
efforts toward safety.
Each employee of the company has a responsibility for the

safety of his /her actions. All Heads of Departments are
additionally responsible for educating their personal and
are in turn responsible for the actions of those placed below
them, as far as such actions affects Safety. Ultimately, as
the Chief Executive of PHHL, the Chairman cum Managing
Director shall be accountable for the safety performance
of PHHL through its staff as designated at CO, Regional levels
All persons associated with PHHLs activities are to familiarize

themselves with company procedures DGCA laid down rules
and regulations and affectively blend this knowledge into
their day to day functioning.
The Management shall also insist on maintenance of high

safety standards amongst PHHLs customers, sub contractors
and vendors
27.4 INCIDENT REPORTING AND INVESTIGATION
Comprehensive incident reporting and investigations

system is highly effective means of incident/accident
prevention system. Though it is cost effective but it requires
money and manpower and well established Flight Safety
division. Incident has been never been well defined. There
is no universally accepted definition of an incident.
However, incident in general can be defined as :
An occurrence, other than accident, associated with

operation of aircraft which affects or could affect the safety
of operation.
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In other words any occurrence taking place between time

wherein any person embarks aircraft with intension of flight
till he disembarks at destination, can be defined as incident.
IF WE LEARN FROM INCIDENTS THERE WOULD BE HARDLY

ANY ACCIDENT
27.5 SERIOUS INCIDENT Investigation of serious incident is

carried out as per Rule 77 C of Indian Aircraft Rules in 1937.
These are investigated by Inquiry Officer appointed by
Director General of Civil Aviation. Procedure of investigation
of serious incident is similar to that of an accident
investigation by Inspector of accidents (list of incident which
qualifies as serious incident is given in Appendix A).
The important characteristics of incidents are :-
Their similarity to accidents.

These being far more in number than accidents.
Involved people are available to assist the
investigation.
Most of the involved part / components are
available for testing.
It is also true that number of incidents, not reported, is

high. Therefore, to have the benefit of prevention we must
motivate the people sufficiently to report the incidents.
A good reporting system must have :-
Trust- If people have confidence in company and

system only then the incident would be reported.
System should be non-punitive.
Positive just culture is must. Un-intentional
mistakes should not attract any action whereas
criminal act and deliberately violation must be
handled firmly.
Procedure of reporting should be simple, forms
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CHAPTER 27
should be easily available and people should be

encouraged to give their views.
27.6 Regulatory requirements
ICAO requires that states establish mandatory reporting

system to collect information on potential or actual safety
deficiencies/ hazards.
Director General of Civil Aviation has made reporting of

the incidents mandatory as per CAR Section 5 Series C
supplemented by Air Safety Circular 5 of 1982. Non
reporting of incident is punishable as per DGCA
regulations.
Incidents to be reported are given in Annexure B.
DGCA also requires investigation of all reported incidents

to establish circumstances, sequence of events and
contributory factors. Also to use data for effective
accidents prevention.
Keeping above philosophy and regulatory requirements in

view, following procedure shall be followed in PHHL for
reporting/investigation of incidents.
27.7 Reporting of incidents Base Manager of the Detachments

and In- charge Ops Control room at regions will act as
primary reporting officers. In absence of Base Manager,
AME/Pilot in charge will act as primary reporting officer.
They shall report all incidents to principle / stand by

Reporting Officer at regions by quickest means of
communication like SMS, telephone, e-mail, fax etc.
Head of Flight Safety at Delhi and Mumbai shall be principal

reporting officers and Quality Manager will be stand by
Reporting Officer.
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It shall be responsibility of the Principal Reporting Officer,

and in his absence of standby Reporting Officer to report
incidents to DGCA officers and to Company management,
by quickest means of communication; followed by a written
report within one working day of the occurrence.
Principal / standby Reporting Officer should keep the

names, telephone, fax numbers, e-mail address etc. readily
available of people whom incidents are to be reported.
DGCA Officers whom incidents are to be notified are
1. Director General of Civil Aviation (Attention

Director Air Safety Head Quarters).
2. Director / Controller of Air Safety Delhi and
Mumbai where helicopter is based.
3. Director / Controller of Air Safety Office, where
the location of occurrence falls.
Company Officers whom incidents are to be reported are :-
Corporate Office
Chief of Flight Safety

GM (OPS)
GM (ENGG)
ED
CMD
Regional Office
GM
DGM (OPS)
DGM (ENGG)
Quality Manager
Continuous Airworthiness Manager
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Block Diagram of Incident Reporting System
Primary Reporting Officer

Base Manager Detachments
(AME/ Pilot In charge)
In charge Operations at base
Principle Reporting Officer

Regional Head of Flight Safety
Stand by Reporting Officer

Quality Manager
DGCA Company
Officers Management
27.8 Contents of Notification Content of initial reporting should

include the following information, whichever is available.
Type and Registration of Helicopter.

Name of PIC/Co-Pilots/other Flight crew.
Date, time and place of incident.
Last point of departure and next point of
intended landing.
Nature and purpose of flight.
Number of passengers on board including VIP if
any.
Details of damage/injury if any.
The notification should not be delayed for non availability

of any of these information. However, notification be sent
based on available information.
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It shall be followed by a written notification.
27.9 Investigation Methodology All incident in PHHL will be

investigated by permanent investigation board (PIB) in
association with officers of Regional Air Safety office. There
will be two PIB in PHHL one at Mumbai and second one at
Delhi.
Composition of PIB will be as follows _
a) Head of Flight Safety/Manager Flight Safety

Convener
b) Quality Manager/Dy. Quality Manager
c) Representative of Ops. Department having
endorsement on type of Helicopter.
d) Any other member co-opted, depending upon
the nature of incident.
e) CMD/ Chief of Flight Safety may depute any
officer to associate with the PIB, if need be.
Representative of Regional Air Safety Office Mumbai, Delhi

will be associated with PIB.
Steps to be followed for investigations
After receiving notification scope of the investigation will

be decided in association with regional office of the Air
Safety. Whether incident requires PIB investigation, short
investigation by Head of the Flight Safety or is only for record
purpose.
Head of Flight Safety will decide on evidence required for

the investigation and will do the needful and co-ordinate
with all departments.
Quality Manager will examine and provide following details

to the PIB-
Helicopter maintenance schedules

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Engine / Airframe hours

Modification status
Any manual required for investigation
Similar snags during - 30 days + 15 days.
DGM (OPS) will provide :
Flying hours of crew
Training records
SOPs
Weather records
Briefing and flight plan
Head of the Flight Safety will arrange read out of CVR and
FDR if required.
In case any records from ATC like ATC communication

transcript, ATC Log books, ATCO statement, are required;
help of Regional Air Safety office be taken.
Any statement if required from PHHL personnel will be

obtained by Head of Flight Safety through respective Head
of the departments.
Role of the DGCA representative in PIB is of observer
He is to ensure and guide that investigation is carried out

following laid down procedure and in a fair manner.
Therefore, adequate notice should be given to Regional
Safety Officer to participate in the PIB meetings. It is good
practice to keep 1st and 3rd Monday of every month for
PIB meeting and intimate it as a general request to the
Regional Air Safety office. However, PIB meeting should
not be cancelled or unduly delayed due non availability of
Regional Air Safety Representative.
27. 10 Investigation During the PIB meeting consider all

probabilities and reason out most probable explanation,
to develop most logical occurrence of the event. It is good
practice to determine all hazards leading to the event and
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the risk associated with each of hazard. PIB should comment

on human performance issues also.
PIB should make recommendation for prevention of

similar incident in future. However, while making
recommendation following precaution be taken :
Recommendations should flow from findings and hazards

identified. There should be no surprise recommendation.
It is not within purview of PIB to recommend any
enforcement action or extent of training required. These
should be left to the Competent Authority.
Follow up action
It is imperative that once PIB report is accepted

recommendations made by it be pursued and implemented.
For which a closed loop system be followed i.e. Regional
Head of the Flight Safety will follow the recommendations
and get it implemented, through respective departments.
Once feedback on implementation is received and

examined, Chief of Flight safety (CO) will be informed of
the same. Only then the recommendation should be
treated as implemented
Details of training to be imparted e.g. place of training,

content of training etc., will be decided by the respective
department in consultation with Chief of Flight Safety.
Enforcement action if required will be taken by respective

GMs in consultation with Chief of Flight Safety.
Acceptance of PIB Reports
Head of the Flight Safety in the region will prepare

investigation report on standard format given in Appendix
C
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All members of PIB will sign the report and if need be, put
dissenting note. However DGCA representative in the PIB
will not be signing the investigation report.
Report will be forwarded to Chief of the Flight Safety (CO)

electronically as well as hard copies ( Two copies).
Chief of Flight Safety will examine and accept the report

or may advise re-investigation. Once reports is accepted,
the Regional Head of the Flight Safety will forward the
investigation report to : -
DGCA Head Quarters (Kind Attention Director

Air Safety)
Director / Controller of Air Safety (two copies)
Corporate Office
Chief of Flight Safety

GM (OPS)
GM (ENGG)
ED }
CMD } for information.
Regional
GM
DGM (OPS)
DGM (ENGG)
Quality Manager
Time Frame
It is desirable that all investigations be finalized at the

earliest. Delayed investigation loses its importance and
usefulness.
Regional Head of the Flight Safety should ensure that all
investigations by PIB are completed within 6 weeks
including report writing .
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If due circumstances beyond their control, investigation is

likely to be delayed, same along with reasons will be
informed to Chief of Flight Safety
Analysis of Data
Chief of Flight Safety will maintain data base for incidents,

their causes, contributory factors and recommendations.
He will analyze these factors and publish a paper quarterly,
highlighting the incident, trend observed and lesson learnt.
Lessons learnt will be widely circulated in form of safety

bulletins after de-identifying the investigation reports.
Monthly statement on status of investigation will be

forwarded to all concerned.
Appendix - A
List of Serious Incidents
1. Near collisions requiring an avoidance maneuver

to avoid a collision or an unsafe situation or
when an avoidance action would have been
appropriate.
2. Controlled flight into terrain only marginally
avoided.
3. Aborted take-offs on a closed or engaged runway.
4. Take-offs from a closed or engaged runway with
marginal separation from obstacle(s).
5. Landings or attempted landings on a closed or
engaged runway.
6. Gross failure to achieve predicted performance
during take-off or initial climb.
7. Fires and smoke in the passenger compartment,
in cargo compartment or engine fires, even
though such fires were extinguished by the use
of extinguishing agents.
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8. Events requiring the emergency use of oxygen

by the flight crew.
9. Aircraft structural failures or engine
disintegrations not classified as an accident.
10. Multiple, malfunctions of one or more aircraft
systems seriously affecting the operation of the
aircraft.
11. Flight crew incapacitation in flight.
12. Fuel quantity requiring the declaration of an
emergency by the pilot.
13. Take-off or landing incidents. Incidents such as
under shooting, overrunning or running off the
side of runway.
14. System failures, weather phenomena, operations
outside the approved flight envelope or other
occurrences which could have caused difficulties
controlling the aircraft.
15. Failures of more than one system in a redundancy
system mandatory for flight guidance and
navigation.
Appendix- B
List of Incidents to be Reported
1. Any failure of helicopter structure : Damage

which necessitate repair before further flight e.g.
collision, over weight landing etc.
2. Any part of helicopter becoming detached in
flight.
3. Any minor injury sustained by a passenger or
member of the crew while on board the
helicopter.
4. Impairment of the capacity of a member of flight
crew during flight caused by illness,
injudicious use of alcohol etc.
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5. The declaration or emergency situation and/or

emergency evacuation of helicopter.
6. Fire or explosion or smoke/warning.
7. In flight engine, shut down or significant loss of
power.
8. Significant leakage of fuel, hydraulic fluid or oil.
9. Warning of insecure or opening of door during flight.
10. Abandoned take off
11. Precautionary or forced landing.
12. Unplanned diversion other than due weather.
13. Malfunction of flight controls
14. Complete failure of communication system.
15. Break down of prescribed separation with other
aircraft.
16. Helipad obstructed by vehicle, foreign object or
person.
17. Intoxicated or violent passengers.
18. Incorrect passenger or cargo loading.
Appendix C
Format of Investigation Report
1. Factual Information
i. History of the Flight
ii. Injuries to persons
iii. Damage to aircraft
iv. Other damage
v. Personnel information
vi. Aircraft information
vii. Meteorological information
viii. Aids to Navigation
ix. Communication
x. Aerodrome information
xi. Flight recorders
xii. Wreckage and impact information
xiii. Medical and pathological information
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xiv. Fire
xv. Survival aspects
xvi. Tests and Research
xvii. Additional information
xviii. New investigation techniques
2. Analysis
3. Conclusions
i. Findings:
ii. Causes:
4. Safety Recommendations
5. Appendices
27.12 DISABLED AIRCRAFT REMOVAL PLAN: PHHL will follow the

disabled aircraft removal plan formulated by the airport
authorities for the aerodrome of the operation.
27.13 CVR/DFDR MONITORING : CVR/ DFDR of all the Helicopter

will be monitored and record kept off all accidence of
parameters and remedial measures instituted
27.14 WEATHER MINIMA MONITORING: When operating away

from the base the base manager/ PIC will ensure that
weather is within minima of the aircrew qualification and
helicopter classification as per DGCA regulations.
27.15 FDTL MONITORING: All Base Managers / PIC operations are

to monitored that no aircrew exceed FTL and FDTL in vogue.
A log of FDTL will be maintained and at any time the limit is
exceeded in emergency the same is to be reported to DGCA
27.16 INTERNAL SAFETY AUDIT: PHHL will undertake regular

internal safety audits of all Bases. Accordingly all Bases and
concerned departments will maintain and regularly update
the records.
PAWAN HANS HAS MADE A COMPREHENSIVE EMERGENCY

PLAN
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CARRIAGE OF DANGEROUS Ammendment
CHAPTER 28
GOODS Date
28.1 GENERAL: PHHL does not carry any dangerous goods on

board its helicopters. However, PHHL may carry arms,
ammunition and explosives classified as dangerous goods,
subject to terms and conditions of permission in writing
granted by the Central Government under Rule 8 of Aircraft
Rules, 1937 to the operator /agency employing the
helicopter operated by PHHL. The following information is
laid down for guidance of all personnel.
TERMINOLOGY: Acceptance checklist: A document used to

assist in carrying out a check on the external appearance of
packages of dangerous goods and their associated
documents to determine that all appropriate requirements
have been met.
Cargo Aircraft: Cargo aircraft means any aircraft that is

carrying goods or property and not passengers. In this
context the following are not considered to be passengers.
a) A crew member;
b) An employee permitted by, and carried in
accordance with the instructions considered in
the Operations Manual;
c) An authorized representative of the Authority;
d) A person with duties in respect of a particular
shipment on board.
Dangerous goods accident: An occurrence associated with

and related to the transport of dangerous goods that results
in fatal or serious injury to a person or major property
damage.
Dangerous goods incident: An occurrence, other than a

dangerous goods incident, associated with an related to the
transport of dangerous goods, not necessarily occurring on
board an aircraft, which results in injury to a person,
property damage, fire, breakage, spillage, leakage of fluid
or radiation or other evidence that the integrity of the
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GOODS Date
packaging has not been maintained. Any occurrence relating

to the transport of dangerous goods, which seriously
jeopardizes the aircraft or its occupants, is also deemed to
constitute a dangerous goods incident.
Dangerous goods Transport Document: A document, which

is specified by the Technical Instructions. The person who
offers dangerous goods for air transport and contains
information about those dangerous goods completes it. The
document bears a signed declaration indicating that the
dangerous goods are fully and accurately described by their
proper shipping names and UN numbers (if assigned) and
that they are correctly classified, packed, marked, labeled
and in a proper condition for transport.
Freight container: A freight container is an article of

transport equipment for radioactive materials, designed to
facilitate the transport of such materials, either packaged
or unpackaged, by one or more modes of transport.
Handling Agent: An agency, which performs some or all of

the companys functions, includes receiving, loading,
unloading, transferring or other processing of passengers
or cargo.
Over pack: An enclosure used by a single shipper to contain

one or more packages and to form one handling unit for
the convenience of handling and stowage.
Package: The complete product of the packing operation

consisting of the packaging and its contents prepared for
transport.
Packaging: Receptacles and any other components or

materials necessary for the receptacles to perform its
containment function and to ensure compliance with the
packing requirements.
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GOODS Date
Proper Shipping Name: The name used to describe a

particular article or substance in all shipping documents and
notifications and where appropriate, on packaging.
State of Origin: The Authority in whose territory the

dangerous goods were first loading on an aircraft.
Technical Instructions: The latest effective edition of the

Technical Instructions for the Safe Transport of Dangerous
Goods by Air (DOC 9284-AN/905), including the Supplement
and any addendum, approved and published by decision of
the Council of the international Civil Aviation Organization.
UN Number: The four-digit number assigned by the United

Nations Committee of Experts on the Transport of
Dangerous Goods to identify a substance or a particular
group of substances.
Unit Load Device: Any type of aircraft container, aircraft

pallet with a net, or aircraft pallet with a net over an igloo.
(Note: an over pack is not included in this definition; for a
container containing radioactive materials see the definition
for freight container).
28.2 GUIDANCE ON THE REQUIREMENTS FOR HANDLING

DANGEROUS GOODS
CATEGORIES OF DANGEROUS GOODS: Dangerous goods

may be divided into three categories:
a) Those which are acceptable for transport by air

provided all the provisions of the instructions are
complied with,
b) Those which are forbidden for transport by air;
c) Those which are exempted from the provisions
of the instructions.
A great many dangerous goods may be quite safely carried

on aircraft as cargo provided they are properly prepared for
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GOODS Date
transport in accordance with the Technical Instructions for

the Safe Transport of Dangerous Goods by Air (Doc 9284-
AN/905). With the exceptions noted below (in 28.1.2.20),
They are not permitted in passengers or crews checked
baggage or as carry-on articles. A major aspect of the
instructions concerning the acceptability of dangerous
goods deals with the packaging and the quantity of the
dangerous goods. Certain dangerous goods are
unacceptable for transport by air under any circumstances,
and special measures must be taken to ensure that such
goods are not accepted for transport.
CLASSES OF DANGEROUS GOODS: Dangerous goods are

divided into nine classes reflection the type of risk involved,
but the order in which they are listed does not imply a
relative degree of danger.
The nine classes of dangerous goods are:
Class 1 : Explosive
Class 2 : Gases : compressed, liquefied, dissolved under
pressure or deeply refrigerated.
Class 3 : Flammable liquids.
Class 4 : Flammable solids: substances liable to
spontaneous combustion: substances which, on
contact with water, emit flammable gases.
Class 5 : Oxidizing substances: organic peroxides.
Class 6 : Poisonous (toxic) and infectious substances.
Class 7 : Radioactive materials.
Class 8 : Corrosives.
Class 9 : Miscellaneous dangerous goods: that is, articles
or substances which, during air transport,
present a danger not covered by other classes.
Examples: magnetized material: acetaldehyde
ammonia: expandable polystyrene beads. There
is no hazard label for this class (except for
magnetized material).
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GOODS Date
In some cases, dangerous goods are further divided into

divisions.
The division is expressed by placing a decimal point after

the class number and reflecting the number of the division,
e.g. Division 6.1. In these cases, reference is made only to
the division and not class e.g. Division 6.1 and not Class 6,
Division 1. Dangerous goods are identified by proper
shipping names and UN numbers. These names and
numbers are assigned under the United Nations
classification system to specific articles and substances.
DANGEROUS GOODS EXEMPTED: Some dangerous goods

are not covered by the provisions of the instructions for
carriage of dangerous goods. They are:
Dangerous goods which are required to be on board an

aircraft in accordance with the relevant CARs or for
operating reasons are those which are for.
a) The airworthiness of the aircraft;

b) The safe operation of the aircraft;
c) The health of passengers or crew;
Such dangerous goods include, but are not limited to

batteries, fire extinguishers, first-aid kits, insecticides or air
fresheners, life saving appliances, and portable oxygen
bottles.
NOTE: Articles and substances intended as replacements for

those described above shall be transported on an aircraft
as specified in the Technical Instructions.
Dangerous goods belonging to the passengers or crew and

which are permitted are:
a) Alcoholic beverages not exceeding 70% alcohol

by volume, when packed in receptacles of less
than 5 liters.
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GOODS Date
b) Non-radioactive medicinal or toilet articles

(including aerosols, hair spray, perfumes,
medicines, containing alcohol) and, in checked
baggage only, aerosols, which are non-
flammable, non-toxic, and without subsidiary
risks, when for sporting or home use. The net
quantity of each single article does not exceed
0.5 kg or 0.5 L; and the total net quantity should
not exceed 2kg or 2L.
c) Safety matches, lighters,Strike anywhere
matches, lighters containing unabsorbed liquid
fuel (other than liquefied gas), lighter fuel and
lighter refills are not permitted.
d) A hydrocarbon gas-powered hair curler, provided
the safety cover is securely fitted over the heating
element. Gas refills are not permitted.
e) Small carbon dioxide gas cylinders worn by
passengers for the operation of mechanical limbs
also spare cylinders of a similar size if required
to ensure an adequate supply for the duration
of a journey.
f) Radioisotopic cardiac pacemakers or other
devices (including those powered by lithium
batteries) implanted in a person, or
radiopharmaceuticals contained within the body
of a person as a result of medical treatment.
g) With the medical approval, small gaseous oxygen
or air cylinders required for medical use are
permitted.
h) A small medical or clinical thermometer
containing mercury, for the persons own use,
when in its protective case.
i) Dry ice, when used to preserve perishable items,
provided the quantity of dry ice does not exceed
2kg and the package permits the release of gas,
Carriage may be in carry-on (cabin) or checked
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GOODS Date
baggage, but when in checked baggage Air

Greenlands agreement is required.
j) When allowed, a small carbon dioxide cylinder
fitted into a self-inflating life-jacket and a spare
cylinder.
k) With the approval, wheelchairs and other battery
powered mobility aids with non-spill able
batteries, providing the equipment is carried as
checked baggage. The battery should be securely
attached to the equipment, be disconnected and
the terminals insulated to prevent accidental
short circuits.
l) With the approval, wheelchairs and other battery
powered mobility aids with spill able batteries,
providing the equipment is carried as checked
baggage. When the equipment can be loaded,
stowed, secured and unloaded always in an
upright position, the battery should be securely
attached to the equipment, be disconnected and
the terminals insulated to prevent accidental
short circuits. When the equipment cannot be
kept upright, the battery should be removed and
carried in a strong, rigid packaging, which should
be leak-tight and impervious to battery fluid. The
battery in the packaging should be protected
against accidental short circuits, be held upright
and be surrounded be held upright and be
surrounded by absorbent material in sufficient
quantity to absorb the total liquid contents. The
package containing the battery should have on it
Battery wet, with wheelchair or Battery wet,
with mobility aid, bear a Corrosives label and
be marked to indicate its correct orientation. The
package should be protected from being upset
by securing in the cargo compartment of the
aircraft. The commander should be informed of
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the location of a wheelchair or mobility aid with

an installed battery or of a packed battery.
m) Cartridges for sporting weapons, provided they
are in Division 1.48 and are for that persons own
use, are allowed to be carried if they are securely
boxed and in quantities not exceeding 5kg gross
mass and they are in checked baggage. Cartridges
with explosive or incendiary projectiles are not
permitted.
NOTE: Division 1.48 is a classification assigned to an
explosive. It refers to cartridges, which are packed
or designed so that anydangerous effects from
the accidental functioning of one or more
cartridges in a package are confined within the
package. Unless it has been degraded by fire, the
dangerous effects are limited to the extent that
they do not hinder fire fighting or other
emergency response effort in the immediate
vicinity of the package. Cartridges for sporting
use are likely to be within Division 1.48.
n) When allowed, a mercurial barometer in carry-
on (cabin) baggage when in possession of a
representative of a government weather bureau
or similar official agency. The barometer should
be packed in a strong packaging having inside a
sealed inner liner or bag of strong leak-proof and
puncture resistant material impervious to
mercury closed in such away as to prevent the
escape of mercury from the package irrespective
of its position. The Commander should be
informed when such a barometer is to be carried.
o) When allowed, heat producing articles (i.e.
battery operated equipment, such as under
water torches and soldering equipment, which
if accidentally activated will generate extreme
heat which can cause a fire), provided the articles
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are in carry-on (cabin) baggage. The heat

producing component or energy source should
be removed to prevent accidental functioning.
p) Goods carried for use in flight for medical aid for
a patient provided that:
i) Gas cylinders have been
manufactured specifically for the
purpose of containing and
transporting that particular gas;
ii) Drugs, medicines and other medical
matter are under the control of
trained personnel during the time
when they are in use in the airplane;
iii) Equipment containing wet cell
batteries is kept, when necessary
secured, in an upright position to
prevent spillage of the electrolyte; and
iv) Proper provision is made to stow and
secure all the equipment during take-
off and landing at all times when
deemed necessary by the commander
in the interest of safety.
It is dangerous and illegal for passengers or crewmember

to have dangerous goods on baggage or in checked baggage
apart from the exempted items mentioned above.
Passengers should have been warned of this by means of
notice displayed at the check-in counter and printed on their
tickets.
NOTIFICATION OF DANGEROUS GOODS: When carrying

dangerous goods by air, the company or its handling agent
must provide the commander with a written information
which specifies at least the following as soon as practicable
before departure:
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a) The air waybill number;

b) The proper shipping name and UN number;
c) The class or division, and subsidiary risks
corresponding to the labels applied, by numerals
and in the case of Class 1, the compatibility
group;
d) The packaging group shown on the
dangerous goods transport documents;
e) The number of packages and their exact
location on board the aircraft;
f) The net quantity and gross mass, where
applicable, of each package, except that this does
not apply to radioactive material or other
dangerous goods where the net quantity or gross
mass is not required on the dangerous goods
transport document;
g) For radioactive materials the number of
packages, over packs or freight c o n t a i n e r s ,
their category, their transport index (if
applicable) and their exact loading location;
h) Whether the package must be carried on cargo
aircraft only;
i) The aerodrome at which the package is to be
unloaded;
j) Where applicable, an indication that the
dangerous goods are being carried under a State
exemption.
The information to the Commander must also include

confirmation that there is no evidence that any damaged
or leaking packages have been loaded on the aircraft. The
information above must be made on a dedicated form (not
on air waybills, invoices, etc), which must remain readily
available during the flight. When taking over an aircraft at
a transit stop, the Commander must ensure he receives the
written notification form for those dangerous goods which
remain on board, as well as for any just loaded. The
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commander must be informed of the location of any

wheelchairs with spill able batteries installed or of any
packaged spill able batteries taken from wheelchairs.
TRANSPORT OF EXPLOSIVES: Most countries are very

restrictive with regard to the carriage of such articles.
Conditions of such carriage shall comply in all respects with
the provisions of The Technical Instructions for the Safe
Transport of Dangerous Goods by Air (ICAO Doc 9284-AN/
905 (or the current edition of IATAs Dangerous Goods
Regulations), Aircraft (Carriage of Dangerous Goods) Rules
2003, DGCA CAR Section 10, Series B as amended from time
to time.
TRANSPORT OF OTHER EXPLOSIVES: Transport of other

explosives requires the permission from the DGCA in each
and every case.
CARRIAGE OF EXPLOSIVES: If and when explosives are

carried, the articles to be transported must be securely
packed in strong outside containers of wood, metal or
fiberboard. Such containers shall comply with requirements
for containers as described the current edition of IATAs
Dangerous Goods Regulations or in Technical Instructions
for the Safe Transport of Dangerous Goods by Air (ICAO Doc
9284-AN/905), Aircraft (Carriage of Dangerous Goods) Rules
2003. All appropriate labeling and marking as required by
current edition of IATAs Dangerous Goods Regulations
or in Technical Instructions for the Safe Transport of
Dangerous Goods by Air (ICAO Doc 9284-AN/905), Aircraft
(Carriage of Dangerous Goods) Rules 2003, shall be / applied
to the containers. The contents shall be protected against
shock, and secured against movement, and must be so
packed that they cannot function accidentally under
conditions normally incidents to transportation.
Generally, the only explosive permitted for air transport are

certain types of manufactured devices having a minimal
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explosive hazard. Such devices are those having explosive

component in limited quantities, and which are so designed
and packed that they will not function en masse, as a result
of the functioning of any single device in the container or
as a result of exposure to external flame. Additionally,
functioning of any device shall not result in dangerous
fragmentation of any component of the package or its
contents.
CARRAIGAE OF NORMALLY FORBIDDEN EXPLOSIVES:

When the DGCA permits transport of normally forbidden
explosive the following shall be observed:
a) It shall be clearly stated in the ATC Flight Plan

that explosives are carried.
b) Congested areas shall not be over flown.
c) Passengers shall not be carried.
d) The crew shall be briefed about the specific kind
of explosive and the grade of danger involved.
e) Explosives and detonators or other igniters shall
never be transported at the same time.
NOTE: If there is doubt about the grade of danger involved

in the transportation of the explosives and the advisability
of carrying the load in the aircraft, an external sling load
transport by helicopter is recommended.
28.3 ACTIONS IN AN EMERGENCY
IN FLIGHT EMERGENCY: If an in-flight emergency occurs

with Dangerous Goods on board the Commander shall
inform the appropriate Air Traffic Service Unit, for the
information of aerodrome authorities, of any Dangerous
Goods on board the aircraft. If the situation permits, the
transmission should include the proper shipping names,
classes and subsidiary risks for which labels are required,
the compatibility group for Class lands the quantity and
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location aboard the aircraft of the dangerous goods. If a

length message is impossible, identify the dangerous goods
on board by transmitting the UN numbers. Pilots should
have, on board the aircraft, access to, and refer to, Aircraft
(Carriage of Dangerous Goods) Rules 2003, Emergency
Response Guidance for Aircraft Incidents Involving
Dangerous Goods (ICAO Doc 9481-AN/928).
28.4 REPORTING OF DANGEROUS GOODS ACCIDENTS AND

INCIDENTS: The Company must report dangerous goods
accidents and incidents to the appropriate authority within
72 hours. It should be noted that the definition of a
dangerous goods accident and a dangerous goods
occurrence are not necessarily the same as the definitions
of an aircraft accident and an aircraft incidents.
The Commander or, if he is unable to do so, the company

must inform the state where an accident or occurrence took
place as soon as soon as possible of the presence of
dangerous goods on board the aircraft in order to minimize
any hazards to persons or properly that might be created
due to damage of the dangerous goods.
Any type of dangerous goods incident should be reported,

irrespective of whether it may be made by any means, but in
all cases a written report should be made as soon as possible.
The report should be as precise as possible and contain all
data known at the time the report is made, for example:
a) Date of incident or accident;

b) Location of the incident or accident, the flight
number and flight date, if applicable;
c) Description of the goods and the reference
number of the airway bill, pouch, baggage tag,
ticket, etc.
d) Proper shipping name (including the technical
name, if appropriate) and UN number, where
known:
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e) Class or division and any subsidiary risk.

f) Type of packaging, if applicable, and the
packaging specification marking on it;
g) Quantity involved.
h) Name and Address of the shipper, passenger, etc,
i) Any other relevant details;
j) Suspected cause of the incident or accident;
k). Action taken
l) Any other reporting action taken; and
m). Name, title, address and contact number of
the person making the report.
Copies of the relevant document and any photographs

taken should be attached to the report.
28.5 PROCEDURES TO BE FOLLOWED BY PERSONS DEALING

WITH DANGEROUS GOODS
The shipper must:
a) Identify any dangerous article or substance using

the nine hazard classes;
b) Limit the quantity contained in each package to
the maximum allowed;
c) Use the correct type of packaging which could
be a combination or single packaging;
d) Put the required labels and markings on the
package;
e) Enter the required details on the dangerous
goods transport document and sign a
declaration that the goods have been properly
prepared for transport.
Company acceptance staff must:
a) Take all reasonable precautions to ensure that

articles and substances that are specifically
identified by name or generic description in the
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Technical Instructions as being forbidden for

transport under any circumstances are not
carried on any aircraft;
b) Take all reasonable measures to ensure that
articles and substances that are specifically
identified by name or generic description in the
Technical Instructions as being forbidden for
transport in normal circumstances are only
transported. When they are exempted by the
States concerned under the provisions of the
Technical Instruction; or the Technical
Instructions indicate they may be transported
under an approval issued by the State of Origin.
c) Take all reasonable precautions to ensure that
the packages, over packs and freight containers
are labeled and marked as specified in the
Technical Instructions;
d) Inspect each package for leakage or damage;
e) Complete the acceptance checklist and only
accept the consignment if all relevant
requirements have been complied with;
The loading staff must:
a) Inspect each package or unit load device for

leakage or damage before loading on to the
aircraft;
b) Correctly position, segregate and secure each
package, pallet or unit load device aboard the
aircraft;
c) If a package or unit load device is found leaking,
the loading staff must arrange with the proper
authorities for its removal and ensure that the
rest of the consignment is in a condition for
transportation;
d) If signs or leakage is found during loading or
unloading of a package or unit load device from
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the aircraft, the loading staff shall arrange with

the technical department for the inspection of
that area of the aircraft where the load was
positioned to ensure that the leakage has not
caused damage to the aircraft.
The PIC must:
a) Receive, and retain, full written details of all the

dangerous goods loaded on the aircraft,
including their location (notification to the
commander).
b) Be aware of the action to be taken in the event
of emergencies involving dangerous goods.
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SECURITY INSTRUCTION Ammendment
CHAPTER 29
AND GUIDANCE Date
29.1 OBJECTIVE & FUNCTION
Security is a vital function. The objective of which is to secure

the companys passengers, aircraft and installations against
acts of unlawful interference with Civil Aviation. The scope
of Security extends to every part of the undertaking and
must necessarily permeate all levels. Its function is primarily
preventive in nature, which ensures that adequate counter-
measures are taken against the existing and potential
threats without hampering the airline operations while at
the same time not compromising with the basic principles
of Security.
29.1.1 THREATS AND IMPLEMENTATION
It is primarily a responsibility of the Management at all levels

to remain constantly aware of the threats and risks
presented to the airlines by acts of unlawful interfaces with
Civil Aviation such as Hijacking, Sabotage etc In order to
meet these threats effectively guidelines have been
formulated incorporating countermeasures of acceptable
standards for effective implementation with due regard for
the dignity of the individual. These guidelines are issued as
formal instructions after extensive consultations with the
concerned operating department and in accordance with
the directions received from Government of India from time
to time as well as the standards and recommended practices
laid down by the International Civil Aviation Organization.
All Personnel of the company shall ensure that they develop
security awareness and are alert towards suspicious /
unauthorized people and packages, that they do not ignore
unusual circumstances and incidents and ensure that the
communication channels and facilities are functioning at
all times and that they take cognizance of anything adverse
when noticed and take appropriate action or report to
higher authority as necessary.
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Some of the security functions in the field are carried out

by other agencies such as the local police authorities, AAI,
Civil Aviation etc. in addition to the companys own
endeavor to ensure total security environment. This
notwithstanding it is the responsibility of the company to
ensure coordination of total security effort and effective
implementation and maintenance of the prescribed
procedures and security standards throughout its own
network.
29.2 SECURITY CONTROL OF PASSENGERS
Aerodromes enforce the regulations for passenger

screening. The extent of the screening shall be fixed in
consideration of the threat assessment at the time in
question.
29.2.1 EMBARKATION SCREENING
Completion of check-in formalities, a search of hand baggage

which is limited to one piece per passenger, either manually
or through x-ray screening followed by frisking is the
responsibility of the CISF/State/Union Territory Police
authorities under the guidance of BCAS with the intention
of preventing and detecting carriage on board the aircraft,
of any lethal weapon or objects or articles which could be
used for unlawful seizure of an aircraft by a potential
hijacker.
After the above checks, the security personnel will stamp

and initial the boarding pass and the hand baggage label as
a token of having cleared the passenger and his/her hand
baggage.
Screening of all passengers is mandatory. All checks will be

carried in such a manner that they do not affect the liberty
and the dignity of the passenger to any great extent. List of
VVIPs/ VIPs exempted from pre-embarkation security checks
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are given in BCAS Circular 6/2008 as amended from time to

time. Besides the President, Prime Minister, Leader of
Opposition in Lok Sabha and Rajya Sabha, Cabinet Secretary
and SPG Protectees, the following are also exempted from
pre-embarkation checks.
a) Cabinet Ministers of the Central Government.

b) Governors of States.
c) Chief Ministers of States (Excluding Union
Territories)
d) Ambassadors / Heads of Mission such as
Charged Affaires and Acting High
Commissioners.
Regarding the hand baggage search, the pieces of hand

baggage carried by the above category of passengers will
not be subjected to physical search if carried by the
passengers themselves. However, if the hand baggage of
these VIPs is presented to the security staff by their personal
staff or any other person on their behalf, it shall be screened.
Government of India may, from time to time issue further
instructions on the subject for compliance.
As far as the carriage of firearms by the personal security

staff of such VVIPs/ Dignitaries is concerned, the rules
regarding the carriage of fire-arms is stated in Rule 8 of
Indian Aircraft Act under heading Carriage of Arms, Aircraft
(Carriage of Dangerous Goods) Rules 2003, BCAS CIRCULAR
16/2000, 29/2002 and 17/2008 also refers.
29.2.2 DEPARTURE STERILE AREA After the above formalities are

carried out, the passengers enter the departure sterile area
in order to ensure that these security cleared passengers
do not come in contact with any unauthorized or non-
security cleared person. Should any security cleared
passenger leave this area for any reason he has to once
again undergo all pre-embarkation security checks before
boarding the aircraft.
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29.2.3 SECURITY IN CONNECTION WITH VIP FLIGHTS In

connection with departure carrying VIPs, extended security
control of the passengers and their baggage will be exercised
when required by the police/ CISF.
29.2.4 SECURITY SCREENING OF PRISONERS, DEPORTEES OR

INADMISSIBLE PERSONS Prisoners, deportees or
inadmissible persons escorted through the security control
point by the Police shall be subjected to security screening
unless the supervisor in charge of the security screening or
the police insists that a manual search should be carried
out in the examination room.
29.2.5 SECURITY SCREENING OF ILL OR DISABLED PASSENGERS

Ill or disabled passengers who are unable to walk through
the metal detector due to illness or handicap shall be
screened with a hand-held metal detector and /or manually.
Hand baggage shall be examined by X-ray or manually. The
screening should be exercised with due consideration of
the passengers handicap or illness.
29.2.6 PASSENGER REFUSING TO SUBMIT TO SECURITY

SCREENING Passengers refusing to submit to or participate
in Security Screening and screening of hand bags shall be
denied access to the aircraft and to the airside area.
29.2.7 MOVEMENT OF PASSENGERS FROM STERILE AREA/

TERMINAL BUILDING TO DEPARTING AIRCRAFT In most of
the cases due to the distance involved from the entrance of
the Airport/ Helipad being less, it is the preferable for the
passenger to walk on to the aircraft. Otherwise the
passengers are carried in company vehicle (Where available)
as convenient and under surveillance from the terminal
building to the aircraft and vice-versa. Where passengers
have to walk the distance between the terminal building
and the departing aircraft and vice-versa, their movement
will be under the necessary police surveillance.
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29.2.8 REGISTERED BAGGAGE After the passengers have checked

in, their registered baggage is tagged and carried to the
baggage make-up area. Subsequently, it is loaded in the
departing aircraft. The movement of baggage between the
check in-counter and the departing aircraft shall be under
the proper surveillance of the company personnel detailed
for the purpose, with a view the eliminate any chance of
tampering with or replacement of the registered baggage.
It is the responsibility of Ground Operation to ensure that

the total number of passengers checked-in have boarded
the aircraft. If the total number of passengers on board does
not tally with the number of checked-in passengers,
headcount will be taken, boarding cards checked and
passenger reconciliation carried out. In case of any
discrepancy, passengers will be deplaned, entire baggage
is to be offloaded for identification by passengers before it
is re-loaded in the aircraft.
29.2.9 SECURITY OF UNACCOMPANIED BAGGAGE, MAIL CARGO

All general cargo, express cargo, unaccompanied baggages
booked as cargo, postal and company mail, Company stores,
galley equipment etc. and other articles like foodstuffs etc.
are to be loaded in the aircraft after being subjected to
security processes as per BCAS AVSEC ORDER 1/2006, which
mandates that all cargo are to be screened through X-Ray
machines/ and or physical check where X-Ray machines are
not available. The consignor shall produce documentary
evidence of the cargo having undergone the prescribed
security checks as per the AVSEC ORDER. Consignors will
submit security declaration in respect of their consignments
as per BCAS AVSEC Order 6/2005 before screening.
On no account will the Post and Telegraph staff be allowed

to load or unload the mail etc.
Camera, projectors, binoculars etc. when carried on person

will be subjected to inspection by the security staff,
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otherwise they will be carried in /or as registered baggage

only.
29.2.10 BOARDING PASS All boarding passes are to be treated as

Cash Value Documents and kept under lock and key.
Boarding Passes are supplied in sets of equal number as the
seats on an aircraft. Unused passes are to be destroyed after
the close of counter.
All boarding passes are either printed or hand written

showing the name of the station, flight number and date,
and each pass is signed by the issuing staff.
The number of boarding passes issued is to be tallied with

the number of flight coupons uplifted.
Before emplaning, the boarding passes are to be checked

by the Ground Operations staff on ladder point, Passengers
with unstamped boarding passes are to be taken back for
security check and will only be permitted to board the
aircraft after necessary verification / investigation and
subsequent clearance by the Police. Counter file of the
boarding pass is to kept in safe custody as per regulation.
29.2.11 TRANSIT PASSES: All the Boarding Passes issued to the

passengers will be pre-printed with the caption reading
Retain till Destination. In case of passengers disembarking
at the transit station and exiting sterile area, they will
produce the subject cards together with their ticket jackets/
e tickets at the check-in-counter and obtain fresh boarding
passes for the purpose of undergoing fresh frisking before
embarkation to complete their journey.
29.2.12 HANDLING OF PASSENGERS All joining passengers on a

stopping flight are to be frisked by the Security personnel
before emplaning, Transit passengers are to stay on board
unless, otherwise notified in which case they have once again
to pass through security checks. Headcount will be done at
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all transit stations and reconciled with passenger manifest

before take off.
29.2.13 IDENTITY CARDS All employees of the company are issued

with photo identity cards. They are required to display or
produce them on demand. In case of loss, the employee
concerned is required to immediately lodge a report with
the police authorities concerned and submit a copy of the
FIR for the issue of duplicate card as per the laid down
procedure. Employee working in the apron/technical/
sensitive/area are issued with Airport Entry Pass (AEP) /
temporary passes by BCAS or airport officials authorised
by BCAS. These identification cards are to be prominently
displayed by the staff while on duty. The loss of this card is
to be dealt with in manner similar to the loss of companys
card as stipulated above.
29.2.14 VERIFICATION OF ANTECEDENTS OF CASUAL LOADERS/

EMPLOYEES
a) Antecedents of the casual employees are to be

verified by the employing department before
they are engaged. Their particular will be kept
properly on record.
b) The employing department will ensure that the
Security Branch provides such casual employee
with identity cards and these cards are taken
back from them everyday at cessation of work.
c) Such employees engaged on casual basis must
not be detailed to work in the apron/sensitive
areas.
29.2.15 MAINTENANCE SECTION Maintenance Sections will ensure

that the aircraft are parked in well-lit areas; Doors of parked
aircraft/unattended aircraft must be closed & where
possible locked and sealed.
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a) Built in access steps should be retracted and

mobile access stairs, hoist vans step ladders and
the like must be removed from the vicinity of
parked, unattended aircraft.
b) All the ground equipment should be either
removed from the aircraft or immobilized to
prevent their use as a means of access to
unauthorized persons.
c) Engineering Department should recommend to
Security the deployment of Guards around the
aircraft where necessary.
d) All the staff working near or around the aircraft
must display their identity badges at all times and
must also be in the proper uniform issued to
them.
e) Personnel servicing the aircraft during the course
of their normal assignment should check their
work area for suspicious material/baggage and
unauthorized movement. If anything unusual or
adverse is observed it will be brought
immediately to the notice of the concerned
authority.
f) It will be the duty and responsibility of all the
staff to verify/challenge the presence of any
unauthorized or unidentified person near or
around the aircraft.
g) Before any aircraft is placed in service after it has
been parked unattended it should be subjected
to a walk-around examination, which includes
wheels wells or other open cavities.
h) Any indication that the aircraft has been entered,
or indication that any item has been placed
within the plane or that there has been
tampering with any part of the plane should be
resolved by a thorough inspection by a
responsible person.
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i) The operator of the facility in which the parking

area is located should, through appropriate
patrols and inspections, ensure that any foreign
items on the tarmac are removed to prevent
damage to aircraft tyres or ingestion into jet
engines.
j) Checks should be conducted systematically by
the staff familiar with the aircraft. Whenever
possible searches should be conducted by teams
provided with check list and assigned to the
specific area of the aircraft.
k) In view of the possibility that explosive devices
or substances may be camouflaged as aircraft
equipment or components, it is important that
qualified engineering and/or maintenance
personnel make checks.
l) Detail of aircraft security search checklist both
technical and non-technical have been
formulated as per decision taken by the Sub-
Committee and issued by the E.M (QC).
29.2.16 FLIGHT OPERATIONS
a) Before the passengers board the aircraft, the

cabin crew where applicable will double check
the passenger cabin crew area for the presence
of any foreign object or any unauthorized person.
b) Commanders/Captain will ensure complete
elimination of access (except for operating crew
members) from the cabin to the cockpit or as
applicable for the type of helicopter.
c) The door between the cabin and cockpit of each
aircraft in flight is to remain locked from inside
the cockpit where the provision exists.
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29.2.17 AIRCRAFT SECURITY
a) Unattended aircraft should be parked in a well

Lit area. Doors should be closed and the stairs
and jet ways removed from the aircraft and
secured.
Action- Maintenance.
b) All the staff in and around the aircraft in the

Operational area shall display identity cards and
wear uniform issued to them at all times.
Action- All Departments.
c) Personnel assigned to work on the aircraft should

always be alert and check their areas of work for
any suspicious article, baggage or person. In case,
anything adverse is noticed it should be brought
to the notice of the concerned authority.
Action- All Departments.
d) It is the duty and responsibility of all the staff

working in and around the aircraft to challenge
the presence of any unauthorized person and
report it to authorities. In short unauthorized
access to the aircraft should be denied at all times.
Action-All Department
e) When aircraft are parked on the apron prior to

or after the various checks, all external doors to
be kept locked, step-ladders, hi-Lift vehicles etc.
should be removed from the aircraft or
immobilized to prevent their being used as a
means of access by unauthorized persons.
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Action-Maintenance.
f) All accessible points should be inspected after

an aircraft has been left unattended for any
period of time whether or not aircraft is due to
go on a scheduled flight.
Action-Maintenance.
g) All interiors of the aircraft should be searched

prior to the boarding of passengers by
Engineering and immediately after the deplaning
of the passengers at the termination point by
Security at Base Stations and Sub-Bases at out
stations.
Action-Maintenance/Ground Operations/Security.
h) Suspicious articles should be brought to the

attention of the appropriate local authority.
Action- Security/cabin crew /Maintenance.
i) All trolleys, containers and cargo hold should be

checked for any unauthorized/ suspicious object
prior to loading.
Action - Ground Operations/Security/Maintenance.
j) All vehicles used for servicing of the departing

aircraft should be searched prior to use, if left
unattended.
Action-Maintenance/Ground Operations
29.2.18 PRE-FLIGHT SECURITY
a) Strict accounting of boarding passes, transit

cards. Checked-in baggage and hand baggage.
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Action- Ground Operations where applicable/Cabin Crew/

Maintenance.
b) It will be ensured that only the registered
baggage with tags is loaded on the departure
aircraft.
Action- Ground Operation.
c) Adequate supervision and surveillance will be

maintained at all times,
d) It will be ensured that only registered baggage
of the passengers travelling on board is loaded.
Baggage of any other passengers who do not
travel must be off-loaded.
Action - Ground Operations / maintenance.
e) Fire-arms, Weapons/ammunition etc. belonging

to passengers will be treated as security removed
articles and will be carried in the baggage hold
under lock and key is to be retained by the
Captain of the aircraft till termination of the flight
as per the instruction/guidelines issued by BCAS
from time to time
Action- Captain of the Aircraft/Security/Ground

Operations.
f) Ensure that cent percent check of the passengers
and their hand baggage is carried out and that
only those passengers whose boarding cards
have been security stamped are allowed to
emplane.
Action Ground Operations.
g) Departure passengers will be transported to the

departure helicopter by walk up to the aircraft
under strict surveillance.
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Action Ground Operations.
h) Ensure that the number of passengers who board

the aircraft tallies with the number of passengers
checked-in for the flight. Disembarking transit
passengers will be subjected to check of their
person and hand baggage before reboarding the
aircraft.
Action- Ground Operations Department.
i) All pilots will keep themselves updated on the

latest security classification of airports, to which
they operate. BCAS Circular 1/2008 amended
from time to time, lays down the list of normal,
sensitive and hyper sensitive airports as per
threat perception of the Govt of India. Delhi
(IGIA), Mumbai, Pune, Agartala, Imphal,
Amritsar, Sri Nagar and Guwahati have been
declared by the Government of India as hyper-
sensitive airports. The following are some of the
declared sensitive airports where PHHL
helicopters operate :
a) Assam - Tezpur, Jorhat,

Dibrugarh , Lilabari, Silchar.
b) Nagaland - Dimapur.
c) Gujrat Baroda, Diu,
Bhuj, Jamnagar, Kandla,
d) Maharashtra Juhu, Nagpur,
Nasik.
29.2.19 FIRE ARMS AND WEAPONS :
a) It is mandatory for all passengers intending to

carry arms and ammunition to declare the
weapons and ammunition being carried by them
as per BCAS Circular 16/2000.
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b) Carriage of firearms and ammunition by para

military forces while travelling by civil commercial
flight will be subject to provisions of BCAS Circular
38/2005.
c) Carriage of more than one licensed arms and/
or more than 50 cartridges by a sports person is
governed by BCAS Circular 4/2006.
d) In all cases, a passenger is allowed to carry only
one licensed arm and not more than 50 cartridges
as per BCAS Circular 29/2002 in their registered
baggages subject to declaration as per BCAS
Circular 16/2000.
e) Any weapon or an object, which could be used
for wrongful possession of the aircraft, will not
be permitted to be carried as hand baggage.
f) The carriage on person of all types of knives
including souvenir knives or knives considered
illegal by local law, which could be used as a
weapon, will not be permitted. The only
exception will be passengers of Sikh religion as
per government ruling where the size of the
kirpan has also been laid down.
g) All tear gas and similar chemicals and gases
whether in canister or other container, any
combination of explosives, incendiaries and any
other component which can result in an
explosion or fire will not be permitted.
h) All items classified as restricted articles as defined
in the rules of carriage. All items such as ice picks
straight razors, scissors and like, which could be
used: as weapon including a toy or a dummy or a
grenade will not be permitted.
i) Guidelines are mentioned hereunder for manual
checks to be carried out for passengers. Although
those checks can also be conducted with the
assistance of different types of X-Ray machines,
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metal detectors etc. it has been found that

manual inspection, though time consuming, is a
more foolproof method.
j) A dressmakers scissors, if carried by a female
passenger will indicate habit of sewing but a male
passenger carrying this type of scissors could
easily utilize it as a dangerous weapon. Presence
of mind should therefore be maintained while
carrying out such checks and should the checks
of the hand baggage or frisking of the passengers
reveal anything unusual, the carriage of scissors
will not be permitted.
k) A search of hand-baggage has to be carried out
to ensure that no lethal weapon is concealed in
any secret compartments. Normally, the lethal
weapon would weigh more than the clothing. It
tends to fall at the bottom of the hand baggage
even if it is wrapped in soiled clothes, socks,
underwears, etc. It is, therefore, necessary to
search thoroughly all the contents including
shaving-kits, cigarette cartons, reading material
etc. These weapons could also be concealed in
cameras. Consequently, while carrying out the
checks. if any such items weigh more than
normal, they should be thoroughly searched.
l) The smallest firearm could approximately
measure about two inches or less. It could be
concealed in shirt cuff-Links or in the coat-
forearm or even underneath the socks. Such
weapons also could be concealed in a garment,
which appears to be bunched up or wrapped
around something. Similarly magazines and
newspaper should also be checked.
m) Pill-boxes, medicines note-books, religious
articles, may not normally be carrying a
concealed weapon unless there is an evidence
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of tampering or other apparent inconsistency in

which case, they are required to be opened. Thick
layers of packed clothing can be checked by
running the hand between the layers, rolled,
packed or sealed. Garment and wardrobe
hangers need careful checking since a weapon
could be affixed to the hanger or lying in the
lower corner of the wardrobe. Umbrellas could
be slightly opened to ensure that they do not
contain any weapon. Likewise, the umbrella
handles should be slightly turned to ensure that
they are rigid. If not the handles itself could be
connected with sharp lethal weapon, which could
be concealed in the main rod of the umbrella.
n) Briefcases/ suitcases should be checked for
concealed compartments. This could be
accomplished by searching and feeling the
bottom and sides and ascertain that they have
normal thickness. Always look out for any interior,
which looks reinforced or repaired. Stuffed
pillows and toys are particularly difficult to
inspect. Stuffing could prevent the checker from
detecting the concealed weapon, who is
therefore required to see the abnormality in the
weight of such pillows, toys etc.
o) A small lethal weapon or an explosive device
could be concealed even in the shoes. The
inspection of the shoe must include removal of
the shoestring to ascertain that nothing is
concealed in the heel of the shoe.
p) Aerosol cans should be inspected by holding
them to determine that the weight is consistent
with what is normally expected. In addition, the
cans should be squeezed; the one that can be
tampered with all dent easily. If the can arouses
any suspicion, it must be thoroughly checked to
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clear the suspicion before being allowed to pass

through.
q) Cameras of photography equipment should be
usually inspected to ascertain that the lens is
intact and that there is no suspicious apparatus
which might conceal the muzzle of a firearm.
r) Electrical equipment, such as tape-recorders,
dicta-phones, phonograph, etc. should also be
usually inspected to determine if there is any
unusual apparatus and if the batteries are intact.
Most can be operated as a proof that they are
not tampered with.
29.2.20 CONDITIONS FOR CARRIAGE OF ARMS, EXPLOSIVES, ETC

Rule 8 of the Indian Aircraft Act 1937, Aircraft (Carriage of
Dangerous Goods) Rules 2003, lays down the circumstances
and conditions for the carriage of arms, explosives or
dangerous goods, extracts from which are reproduced
below:-
a) Save as otherwise provided in this rule, no person

shall carry or cause or permit to be carried in
any aircraft to, from, within or over India any
munitions or war, implements of war,
ammunitions, military stores, oxidizing material,
corrosive substance, compressed gas, tear gas,
radio-active material, poisonous substance or
other dangerous goods.
b) Notwithstanding anything contained in sub-rule
(I), the following classes of goods may, subject
to the provisions of sub-rules (3) and (4) be
carried in any aircraft, namely:
i) Such goods as may be required for and

are not kept for any purpose other
than the operation of or landing of
aircraft.
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ii) Such goods as are carried by or under

the authority of persons employed by
the police or by the Army, Navy or Air
Forces of the Union: and
iii) Any other goods the carriage of which
is authorized in writing by the Central
Government, in accordance with and
subject to the terms and conditions of
such authorization (Amended by GSR
1394 dated 17th August 1963).
c) Where the carriage of any goods is permitted by

or under sub-rule (2), it shall be the duty of the
pilot, of the consignor and of every person
concerned with booking, handling or carriage of
such goods to take all precautions to avoid
danger to aircraft or to persons therein or to any
other person or property and in particular to
ensure.
i) That the goods are so packed
protected and secured as to avoid the
possibility of their being a source of
danger;
ii) That the goods are carried so as not
be accessible to passengers on the
aircraft and;
iii) That the nature of the goods is plainly
and conspicuously marked on the
outside of the package containing
them (Amended by GSR 394 dated
17th August 1963.)
d) The consignor of any goods, which are or appear

to be, of the kind specified in sub-rule (2) shall
give the air carrier a written notice specifying the
nature, weight and quantity of the goods, the
name and full address of the consignee, and the
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carrier shall inform the pilot or person in-charge

of the aircraft of all such particulars before the
goods are placed on board the aircraft.
e) Every consignor of goods by air, other than a
consignor to whom sub-rule (4) applies, shall
make a written declaration to the effect that the
consignment does not contain any goods of the
nature specified in sub-rule (1) and shall deliver
the same to the air carrier provided that no such
declaration shall be necessary in the case of
international Carriage of goods, if the nature of
the goods is clearly indicated in the airway bill.
(Amended by SRO 594 dated 2nd March 1956.
f) Where any officer authorized in this behalf by
the Central Government has reason to believe
that the provisions of this rule, are, or are about
to be contravened, he may cause the goods in
question to be placed under his custody pending
detailed examination of nature of the goods or
pending a decision regarding the action, if any,
to be taken in the matter (Amended by GSR 324
dated 21st May 1960).
g) Where any officer of the company authorized in
this behalf by the Central Government has
reason to believe that the carriage by air of any
goods offered to the Corporation for
transportation by air contravenes or will
contravene the provisions of this rule, he may
cause the goods in question to be placed under
his custody pending detailed examination of the
nature of the goods or pending a decision
regarding the action, if any, to be taken in the
matter.
29.2.21 CARRIAGE OF SECURITY REMOVED ITEMS: For the carriage

of security-removed items detained by the Security/anti-
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hijacking personnel from passengers prior to departures,

the procedures given below will be followed.
a) Each item will be labeled with a Registered

Baggage label with the passengers name seat
and destination clearly marked.
b) All items for the one destination will be placed
in one polythene bag and the bag will be labeled
with the destination Baggage identification
label indicating the station of origin.
c) Transit stations will follow the same procedure
as above; using fresh polythene bags for items
loaded by them and will not tamper with the bags
loaded by the previous stations.
d) All the polythene bags will be placed in the
special SEC box, which will be locked. The keys
for the locks are standard and supplied to stations
in duplicate.
e) A separate telex message will be sent by stations
destination wise, giving details of the number of
bag (s) and number of items in the bag (s). At
transit stations, it will be the responsibility of the
traffic staff to check the box if there are any items
for their station irrespective of the fact whether
a message has been received from the previous
stations or not.
Traffic staff as per local requirements will process the
delivery of the items, to the passengers.
In the event of security items, arms and ammunitions being

carried by authorized persons, the pertinent sections as per
Indian Aircraft Rules, 1937, and /or the FAA Regulations No.
121 will prevail. It has also been decided that there is no
necessity for issuing an exemption under Rule 160 of the
Indian Aircraft Rules of 1937 for the carriage of weapons on
board by the Personal Security Officers accompanying the
VIPs. However, it may be ensured that PSOs detailed are
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invariably qualified and are adequately briefed to avoid

possible security risks. It will be ensured that arms are
unloaded before acceptance and the ammunition will be
carried subject to the IATA laid down regulations.
29.2.22 MEASURES TO BE TAKEN: Prohibit all unauthorized entries

into the Cargo godowns, baggage make up area and
maintain surveillance at the time of loading and off-loading
the aircraft and; baggage distribution in the baggage
delivery hall. Consignor or the consignee, as the case may
be, or their representatives, may be allowed to enter the
premises, the cargo booking and cargo delivery section
respectively, provided proper supervision is maintained to
ensure that no tampering takes place for any other than
their own consignments. Restricted cargo areas will be
defined by a barrier or suitable portable fencing.
Movements in these areas will be restricted. No cargo is to
be left outside the restricted area. Establish an unattended
effective cargo locator system which will provide
appropriate storage to identify, locate and detect
consignments without wasteful storage and ensure against
pilferage, loss. Etc. At the time of delivery, documents
control is maintained by substituting Internal Pick-up for
Airlines Document Document required for booking of
consignment/cargo or for delivery purposes should not be
accessible to outside/ unauthorized parties. Precious Cargo,
when booked and accepted would be examined for seals
and exact weight to be recorded in the register. Thereafter,
the cargo would be kept in safe deposit vaults/ safes or
security cages for either onward transmission or delivery
against signature. On the change over the shifts patter,
precious cargo will be handed over/ taken over and record
maintained.
Responsibility should be fixed on control of key of cargo

space/locker. Under no circumstances should the key be
left unattended or the combination posted where
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unauthorized persons can obtain them. Accept or deliver

precious cargo only during normal working hours. Do not
accept precious cargo, which is not properly packed.
Communicate to the station of destination in advance about

dispatch of such precious cargo. Provide adequate security
coverage during the transportation from cargo godown to
the departing aircraft and vice versa, to avoid pilferage theft,
etc. Ensure that the delivery of such precious cargo is made
to bona-fide consignee maintain movement of such precious
cargo in the section logbook. In case the precious cargo is
of very high value, an armed police squad should be
provided. On hand and un-manifested cargo should not
be accepted. Irrespective of the value, adopt precious cargo
handling procedure for the carriage of firearms, if any. Any
high value cargo, to be sent by H.O.P (Hand of Pilot) will be
against signatures with advance communication to the
station of destination. Minimum handling reduces possible
loss/damage; minimizes exposure to theft as a result of
consolidation of cargo, Manger Cargo will ensure effective
implementation of these measures. All company stores will
be examined before they are put on board.
29.2.23 MEASURES CONCERNING A HIJACKING OF AN AIRCRAFT:

It must be accepted that the crew will be unable to prevent
the forcible seizure of an aircraft if the safety of everyone
on board is not to be jeopardized. A hijack may occur
anywhere and at any time. Each set of circumstance will be
different, but it is recommended that where possible the
following procedures and advice be observed.
a) The key point to remember in a hijacking is that

the main goal is the safe release of the passengers
and crew. With this in mind, the following
principle should be kept in mind.
b) Comply with the demands without prejudicing
safety. Avoid conflict with the hijacker by
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remaining calm while complying with his

demands. Negotiate patiently and do not
antagonize the hijackers.
c) Do not completely surrender command of the
aircraft. Explain as calmly and as non-
confrontationally as possible, when his demands
will materially impact on the safety of all on
board and try to get the hijacker to accept other,
safer, courses of action. To the maximum extent
possible, continue to care for the comfort and
welfare of your passengers.
d) Be guided by the authorities. Your own
assessment of the situation will be constrained
by the confines of the aircraft, and the authorities
are bound to have a wider picture; when possible
comply with their instructions.
e) Keep the ground authorities fully informed if the
hijacker allows it. Be observant so that you will
be able to give objective and detailed
information about the situation on board the
aircraft.
f) Do not take independent action. Resist the
temptation to have ago. Independent action
should not be taken except in extreme
circumstance, and then only with the
Commanders consent. Remember, there might
be further members of the hijackers group who
have not yet revealed themselves.
29.2.24 CHARACTERSTIC BOMB WARNINGS A bomb warning may

be directed against:-
a) An aircraft on the ground;

b) An aircraft in the air;
c) Airport building, installations, or other aircraft
in the vicinity.
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A bomb threat is either specific, non-specific or

hoax. A bomb warning is usually intended to
cause a nuisance only, but might presage an act
of terrorism or criminal intent. Each threat must
be considered a real threat until proven
otherwise. All bomb threat calls will be
immediately reported to the airport manager/
duty manager. The threat will then be assessed
by the BOMB THREAT ASSESSMENT COMMITTEE,
who will assess the bomb threat as SPECIFIC or
NON-SPECIFIC or HOAX.
29.2.25 BASIC PROCEDURE FOR SPECIFIC BOMB THREAT IF THE
AIRCRAFT IS ON THE RAMP: If the aircraft is on the ramp,
the Captain will:-
a) Disembark the passengers and crew with all of

their hand baggage. Crewmembers only should
be advised about the bomb warning prior to
disembarkation.
b) Inform ATC of the bomb warning in case received
by the captain and have the aircraft removed to
a remote location as directed by ATC or the
airport authorities. In case the specific threat is
conveyed to the captain by the ATC, the actions
will be same as in (a) and (b).
c) Hand over the aircraft to the airport authorities.
29.2.26 BASIC PROCEDURE FOR SPECIFIC BOMB THREAT IF THE

AIRCRAFT IS TAXING: If the aircraft is taxing, the Captain will:-
a) Stop the aircraft and disembark passengers and

crew with all hand baggage. Crew members only
should be advised about the bomb warning prior
to disembarkation.
b) Assemble the passengers well clear of the aircraft
(minimum 100 meters upwind) and inform the
passengers of the bomb warning.
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c) Inform ATC of the bomb warning and the

helicopter moved to remote location as directed
by ATC or the airport authorities.
d) Hand the aircraft over to the airport authorities.
29.2.27 BASIC PROCEDURES IF THE AIRCRAFT IS IN FLIGHT: If the

aircraft is in flight, the Commander will:-
a) Declare an emergency and divert to the nearest

suitable airport.
b) Keep ATC fully advised of your intentions.
c) Brief the cabin crew to be prepared for a possible
emergency landing. Crewmembers only should
be informed of the bomb threat. Brief the
passengers on the diversion.
d) Initiate a discrete search of the aircraft (to the
extent possible in flight). Each aircraft should
have on board a search procedure checklist
giving a list of the most likely places needing to
be searched.
e) If a suspicious object is discovered during the
search, it should not be moved, touched or
opened. At this point the passengers should be
informed of the situation. Move the passengers
as far away as possible from the object and
instruct them to keep heads below the tops of
the seat backs. Remove bottles of alcohol and
first aid kits from the vicinity of the object. Fire
extinguishers should be readily available. The
suspicious object should be left in place and kept
dry, but cushioned by soaked pillow, blankets or
coats, if possible, to reduce the hazard of fire.
f) On contacting the aerodrome/heliport of
landing, request details of remote parking and
advice the aerodrome of the need to remove the
passengers as quickly as possible from the vicinity
of the aircraft after shutdown.
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g) After landing and clearing the runway, if at an

airport, disembark the passengers and crew.
Emergency exits should only be used when
deemed necessary by the Commander.
h) Assemble and inform the passengers keeping well
clear of the aircraft (minimum of 100 meter
upwind).
29.2.28 BOMB SCARE INSPECTION CERTIFICATE
Fitness For Aircraft Regn. No..
Type of aircraft.
Flight Number Date

Airport..
1. Engineering
This is to certify that the above aircraft has been
inspected as per Inspection Schedule.
Sd/ (Name)
Shift In charge/AME
2. Commercial
a) This is to certify that all Registered Baggage was

off-loaded for identification by the passengers
before loading.
b) Frisking In-charge requested to carry out frisking
of passengers and their hand baggage.
c) Cargo/Mail/Newspaper off-loaded for inspection.
Cargo detained for cooling off period.
Sd/ (Name)
Airport Manager
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3. Catering
Certified that all catering containers/equipment
placed on board have been inspected before
loading.
Sd/(Name)
Duty Officer
4. Operations
Certified that all Crew Baggage and Navigation
Bag, containing operational documents have
been inspected.
Sd/ (Name)
Commander of aircraft
5. Security.
This is to certify that all the above inspections
were carried out by the concerned department
and nothing incriminating was found.
Sd/ (Name)
Duty Officer, Security
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SEARCH PROCEDURE Ammendment
CHAPTER 30
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30.1 BOMB THREAT CHECKS: In case of specific bomb threats,

Engineering Deptt. will ensure that the particular aircraft
will immediately be segregated from the other parked
aircraft and will be away from any oil and Radar
installations.
The aircraft should be thoroughly checked by the

Maintenance staff of the company in the presence of
Officer-on Duty from the Airworthiness Department.
Any suspicious goods or article should be segregated.

Pending its identification and classification of the explosive,
the local police should take charge of it and make detailed
enquiry. In the absence of an officer of the Inspectorate of
Explosives or Bomb Removal Squad, the senior-most police
officer shall have the authority to direct removal of the
suspected article to remote place for putting it in a pit.
Necessary care should be taken that the article does not
receive any unnecessary jerks, which may result in
detonation. A detailed description of the article should be
noted including the writing and marking found on the
suspected article. If it is in some foreign language then exact
reproduction of what is written should be taken down.
Whenever possible, the article should be photographed
from different angles without disturbing it. All these
operations will be carried out in the presence of Airport
Fire Officer.
The AAI Directorate in respect of the four International

Airports and Aerodrome Officer in respect of other civil
airports will supervise and coordinate the handling of
suspected articles.
After all the necessary checks in case in case of bomb threat

have been carried out as per the laid down drill by the
respective departments. Clearance Certification will be
issued as per Performa at Annexure below. At outstations,
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the Station Manager of the official representing the Station-

in-Charge can sign the Clearance Certification.
ANNEXURE
Certified that anti-sabotage check in respect of Bomb Threat

was carried out on Aircraft Regn.. Flight
No.. on from..as per
check list given in Appendix C of Bomb Threat Drill
Procedure enumerated by Ministry of Home Affairs and
circulated by the Bureau of Civil Aviation Security vide letter
nodated..
It is also certified that during the search of the aircraft

mentioned above, no explosives / explosive devices or
suspicious article or any extraneous objects were found.
1. Signature: ..
Name: .
Designation: .
AME No. : ..
(A/C Engr. Of the Airlines Concerned)
2. Signature:
Name:
Designation: ..
Officer I/C BDDs / Controller of Explosive/
Explosives Expert, as applicable)
3. Signature: ..
Name: .
Designation: .
(Officer from Directorate of Airworthiness,
wherever available).
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4. Signature: ..
Name: .
Designation: .
(PHHL Security Officer, wherever available)
5. Signature: ..
Name: .
Designation: .
(Officer-in-charge Airport Security).
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RULES OF THE AIR Ammendment
CHAPTER 31
Date
31.1 APPLICATION OF THE RULES OF THE AIR: These rules of the

air shall apply to PHHL helicopters within the Indian Territory
and outside, unless the country of operation has specifically
filed exceptions with ICAO in respect of certain provisions.
31.2 COMPLIANCE WITH THE RULES OF AIR: The operation of

an aircraft both in flight and on the movement area of an
aerodrome shall be in compliance with the general rules
and, in addition, when in flight either with:-
a) The Visual Flight Rules, or

b) The Instrument Flight Rules.
A pilot may elect to fly in accordance with Instrument Flight

Rules in visual meteorological conditions or he may be
required to do so by the appropriate Air Traffic Services Unit.
During the hours of darkness the choice of rules is limited

in that compliance with Instrument Flight Rules is
compulsory under that following circumstances, although
a flight is operated in visual meteorological conditions.
a) When operated during night with the exception

of such local flights as may be exempted by Air
Traffic Control and such training flights of Flying
Club aircraft as may be cleared by Air Traffic
Control. For this purpose local flight is a flight
wholly conducted in the immediate vicinity of
an aerodrome.
b) When operated more than 100 nautical miles
seaward from the shore line.
31.3 RESPONSIBILITY FOR COMPLIANCE WITH THE RULES OF

THE AIR
31.3.1 RESPONSIBILITY OF PILOT-IN-COMMAND: The pilot-in-

command of an aircraft shall, whether manipulating the
controls or not, be responsible for the operation of the
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aircraft in accordance with the rules of the air, except that

the pilot-in-command may depart from these rules in
circumstances that render such departure absolutely
necessary in the interest of safety.
31.3.2 PRE-FLIGHT ACTION: Before beginning a flight, the pilot-in-

command of an aircraft shall become familiar with all
available information appropriate to the intended
operation. Pre flight action for flights away from the vicinity
of an aerodrome, and for all IFR flights, shall include a careful
study of available current weather reports and forecasts,
taking into consideration fuel requirements and an
alternative course of action if the flight cannot be completed
as planned.
31.4 AUTHORITY OF PILOT-IN-COMMAND OF AN AIRCRAFT: The

pilot-in-command of an aircraft shall have final authority
as to the disposition of the aircraft while in command.
31.5 USE OF INTOXICATION LIQUOR, NARCOTICS OR DRUGS: No

person shall pilot an aircraft, or act as a flight crew member
of an aircraft, while under the influence of intoxicating liquor
or any narcotic or drug, by reason of which that persons
capacity to act is impaired.
PROTECTION OF PERSONS AND PROPERTY
31.6 NEGLIGENT OR RECKLESS OPERATION OF AIRCRAFT: An

aircraft shall not be operated in a negligent or reckless
manner so as to endanger life or property of others.
31.7 MINIMUM HEIGHT: Except when necessary for take-off or

landing or except by permission from the appropriate
authority, aircraft shall not be flown.
a) Over the congested areas of cities, towns or

settlements or over an open air assembly of
persons , unless at such a height as will permit,
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in the event of an emergency arising, a landing

to be made without undue hazard to persons or
property on the surface; this height shall not be
less than 1000 ft. above the highest obstacle
within a radius of 2000 ft. from the aircraft;
b) Elsewhere than as specified in clause a) above,
at a height less than 500 ft. above the ground or
water.
31.8 CRUISING LEVELS: The cruising levels at which a flight or a

portion of a flight is to be conducted shall be in terms of:-
a) Flight levels, for flights at or above the lowest

useable flight level or, where applicable, above
the transition altitude;
b) Altitudes, for flights below the lowest useable
flight level or, where applicable, at or below the
transition altitude;
31.9 DROPPING OR SPRAYING: Nothing shall be dropped or

sprayed from an aircraft in flight except under conditions
prescribed by the appropriate authority and as indicated
by relevant information, advice and / or clearance from the
31.10 TOWING: No aircraft or other object shall be towed by an

aircraft, except in accordance with requirements prescribed
by the appropriate authority and as indicated by relevant
information, advice and /or clearance from the appropriate
air traffic services unit.
31.11 PARACHUTE DESCENTS: Parachute descents, other than

emergency descents, shall not be made except under
conditions prescribed by appropriate authority and as
indicated by relevant information, advice and/or clearance
from the appropriate air traffic services unit.
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31.12 ACROBATIC FLIGHT: No aircraft shall be flown acrobatically

except under conditions prescribed by the appropriate
authority and as indicated by relevant information, advice
and /or clearance from the appropriate air traffic services
unit.
31.13 PROHIBITED AREAS AND RESTRICTED AREA: Aircraft shall

not be flown in a prohibited area, or in a restricted area,
except in accordance with conditions of the restrictions or
by permission of the state over whose territory the areas
are established.
31.14 AVOIDANCE OF COLLISIONS Nothing in these rules shall relieve

the pilot-in-command (PIC) of an helicopter/aircraft from the
responsibility of taking such action, including collision
avoidance manoeuvres based on resolution advisories
provided by ACAS equipment, as will best avert collision.
NOTE: It is important that a vigilance for the purpose of

detecting potential collisions be not relaxed on board an
helicopter in flight, regardless of the type of flight or the
class of airspace in which the aircraft is operating, and while
operating on the movement area of an aerodrome.
31.14.1 PROXIMITY: An aircraft shall not be operated in such

proximity to other aircraft as to create a collision hazard.
31.14.2 RIGHT-OF-WAY: The aircraft that has the right-of-way shall

maintain its heading and speed.
An aircraft that is obliged by the following rules to keep out

of the way of another shall avoid passing over, under or in
front of the other, unless it passes well clear and takes into
account the effect of aircraft wake turbulence
31.14.2.1 Approaching Head-on: When two aircraft are approaching

head-on or approximately so and there is danger of collision,
each shall alter its heading to the right.
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31.14.2.2 Converging: When two aircraft are converging at

approximately the same level, the aircraft that has the other
on its right shall give way, except as follow:-
a) Power-driven heavier-than-air aircraft shall give

way to airships, gliders and balloons;
b) Airship shall give way to gliders and balloons;
c) Gliders shall give way to balloons;
d) Power-driven aircraft shall give way to aircraft
which are seen to be towing other aircraft or
objects.
31.14.2.3 Overtaking: An overtaking aircraft that approaches another

from the rear on a line forming an angle of less than 70
degrees with the plane of asymmetry of the latter, i.e. is in
such a position with reference to the other aircraft that at
night it should be unable to see either of the aircrafts left
(port) or right (starboard) navigation lights. An aircraft that
is being overtaken has the right-of-way and the overtaking
aircraft whether climbing, descending or in horizontal flight
shall keep out of the way of the other aircraft by altering its
heading to the right and no subsequent change in the
relative positions of the two aircraft shall absolve the
overtaking aircraft from this obligation until it is entirely
past and clear.
31.14.2.4 Landing: An aircraft in flight, or operating on the ground or

water, shall give way to aircraft landing or in the final stages
of an approach to land. When two or more heavier-than-
air aircraft are approaching an aerodrome for the purpose
of landing aircraft at the higher level shall give way to aircraft
at the lower level, but the latter shall not take advantage of
this rule to cut in front of another which is in the final stages
of an approach to land or to overshoot. Aircrafts shall give
way to gliders.
31.14.2.5 Emergency Landing: An aircraft that is aware that another

is compelled to land shall give way to that aircraft.
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31.14.2.6 Taking Off: An aircraft taxiing on the maneuvering area of

an aerodrome shall give way to aircraft taking off or about
to take off.
31.14.2.7 Surface Movement of Aircraft: In case of danger of collision

between two aircraft taxing on the movement area of an
aerodrome the following shall apply:-
a) When two aircraft are approaching head on, or

approximately so, each shall stop or where
practicable alter its course to the right so as to
keep well clear;
b) When two aircraft are on a converging course,
the one which has the other on its right shall give
way;
c) An aircraft which is being overtaken by another
aircraft shall have the right-of-way and the
overtaking aircraft shall keep well clear of the
other aircraft.
An aircraft taxiing on the maneuvering area shall stop and

hold at all taxi-holding positions unless otherwise authorized
by the aerodrome control tower.
An aircraft taxiing on the maneuvering area shall stop and

hold at all lighted stop bars and may proceed further when
the lights are switched off.
31.15 LIGHTS TO BE DISPLAYED BY AIRCRAFT
a) Except as provided by 31.15 (e) from sunset to

sunrise or during any other period which may be
prescribed by the appropriate authority all
aircraft in flight shall display:-
i) Anti-collision lights intended to attract
attention to the aircraft:
ii) Navigation lights intended to indicate
the relative path of the aircraft to an
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observer and other lights shall not be

displayed if they are likely to be
mistaken for these lights.
NOTE: Lights fitted for other purpose such as landing lights
and airframe floodlights may be used in addition to the anti-
collision lights specified in the Airworthiness Technical
Manual to make the aircraft more conspicuous.
b) Except as provided by 31.15 (e) from sunset to

sunrise or during any other period prescribed by
the appropriate authority.
i) All aircraft moving on the movement

area of an aerodrome shall display
navigation lights intended to indicate
the relative path of the aircraft to an
observer and other lights shall not be
displayed if they are likely to be
mistaken for these lights.
ii) Unless stationary and otherwise
adequately illuminated, all aircraft on
the movement area of an aerodrome
shall display lights intended to
indicate the extremities of their
structure;
iii) All aircraft operating on the
movement area of an aerodrome shall
display lights intended to attract
attention to the aircraft; and
iv) All aircraft on the movement area of
an aerodrome whose engines are
running shall display lights, which
indicate that fact.
NOTE: If suitably located on the aircraft, the navigational

lights referred to in 31.15 (a) (ii) may also meet the
requirements of 31.15 (b) (ii). Red anti-collision lights fitted
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to meet the requirements of 31.15 (a) (i) may also meet the
requirements of 31.15 (b) (iii) and 31.15 (b) (iv) provided
they do not subject observers to harmful dazzle.
c) Except as provided by 31.15 (e), all aircraft in

flight and fitted with anti-collision lights to meet
the requirement of 31.15 (a) (i) shall display such
lights also outside the period specified in 31.15 (a).
d) Except as provided by 31.15 (e) all aircraft.
i) Operating on the movement area of
an aerodrome and fitted with anti-
collision lights to meet the
requirement of 31.15 (b) (iii) or
ii) On the movement area of an
aerodrome and fitted with lights to
meet the requirement 31.15 (b) (iv)
shall display such lights also outside
the period specified in 31.15 (b).
e) A pilot shall be permitted to switch off or reduce
the intensity of any flashing lights fitted to meet
the requirement of 31.15 (a), 31.15 (b) ,31.15 (c)
and 31.15 (d) if they do or are likely to ;
i) Adversely affect the satisfactory
performance of duties; or
ii) Subject an outside observer to
harmful dazzle,
31.16 SIMULATED INSTRUMENT FLIGHTS: An aircraft shall not

be flown under simulated instrument flight conditions
unless
a) Fully functional dual controls are installed in the

aircraft, and
b) A fully qualified pilot occupies a control seat to
act as safety pilot for the person who is flying
under simulated instrument conditions. The
safety pilot shall have adequate vision forward
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and to each side of the aircraft, or a competent

observer in communication with the safety pilot
shall occupy a position in the aircraft from which
the observer s field of vision adequately
supplements that of the safety pilot.
31.17 OPERATION ON AND IN THE VICINITY OF AN AERODROME:

An aircraft operated on or in the vicinity of an aerodrome
shall, whether or not within an aerodrome traffic zone: -
a) Observe other aerodrome traffic for the purpose

of avoiding collision.
b) Conform with or avoid the pattern of traffic
formed by other aircraft in operation.
c) Make all turns to the left, when approaching for
a landing and after taking off unless otherwise
instructed.
d) Land and take off into the wind unless safety,
the runway configuration or air traffic
considerations determine that a different
direction is preferable.
31.18 FLIGHT PLANS
31.18.1 SUBMISSION OF A FLIGHT PLAN: Information relative to

an intended flight or portion of the flight to be provided to
air traffic services units shall be in the form of a flight plan.
A flight plan shall be submitted prior to operating: -
a) Any flight or portion thereof to be provided with

a traffic control service.
b) Any IFR flight within advisory airspace.
c) Any flight within or into designated areas, or
along designated routes, when so required by
the appropriate ATS authority to facilitate the
provision of flight information, alerting and
search and rescue service.
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d) Any flight within or into designated areas, or

along designated routes, when so required by the
appropriate ATS authority to facilitate co-
ordination with appropriate military units or with
traffic services units in adjacent states in order
to avoid the possible need for interception for
the purpose identification.
e) Any flight across international borders.
NOTE: The term flight plan is used to mean various full

information on all items in the flight plan description
covering the whole route of a flight or limited information
required when the purpose is to obtain a clearance for minor
portion of a flight as to cross an air way, to take off from or
to land at a controlled aerodrome.
A flight plan shall be submitted before departure to an air

traffic services reporting office or, during flight, transmitted
to the appropriate air traffic services unit or air-ground
control radio station, unless arrangements have been made
for submission of repetitive flight plans.
Unless otherwise prescribed by the appropriate ATS

authority, a flight plan for a flight to be provided with air
traffic control service or air traffic advisory service shall be
submitted at least sixty minutes before departure, or, if
submitted during flights, at a time which will ensure its
receipt by the appropriate air traffic services unit at least
ten minutes before the aircraft is estimated to reach: -
a) The intended point of entry into a control area

or advisory area: or
b) The point of crossing an airway or advisory route.
31.18.2 CONTENTS OF A FLIGHT PLAN: A flight plan shall comprise

information regarding such of the following items as are
considered relevant by the appropriate ATS authority:-
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a) Aircraft identification.
b) Flight rules and type of flight.
c) Number and type (s) of aircraft and wake
turbulence category.
d) Equipment
e) Departure aerodrome (see Note 1)
f) Estimated off-block time (see Note-2)
g) Cruising speed (s)
h) Cruising level (s)
i) Route to be followed.
j) Destination aerodrome and total estimated
elapsed time.
k) Alternate aerodrome (s)
l) Fuel endurance.
m) Total number of person on board.
n) Emergency and survival equipment.
o) Other Information.
Note 1: For flight plans submitted during flight, the

information provided in respect of this item will be an
indication of the location from which supplementary
information concerning the flight may be obtained, if
required.
Note 2: For flight plans submitted during flight, the

information to be provided in respect of this item will be
the time over the first point of the route to which the flight
plan relates.
Note 3: The term aerodrome where used in the flight plan

is intended to cover also sites other than aerodromes which
may be used by certain type of aircraft e. g helicopters or
balloons.
31.18.3 COMPLETION OF A FLIGHT PLAN: Whatever the purpose

for which it is submitted, a flight plan shall contain
information, as applicable, on relevant items up to and
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including Alternate aerodrome (s) regarding the whole

route or the portion thereof for which the flight plan is
submitted.
It shall, in addition, contain information, as applicable, on

all other items when so prescribed by the appropriate ATS
authority or when otherwise deemed necessary by the
person submitting the flight plan.
31.18.4 CHANGE TO FLIGHT PLAN: All changes to a flight plan

submitted for an IFR flight, or a VFR flight operated as a
controlled flight, shall be reported as soon as practicable
to the appropriate air traffic services unit. For other VFR
flights, significant changes to a flight plan shall be reported
as soon as practicable to the appropriate air traffic services
unit.
31.18.5 CLOSING A FLIGHT PLAN: Unless otherwise prescribed by

the appropriate ATS authority, a report of arrival shall be
made either in person or by radio at the earliest possible
moment after landing, to the appropriate air traffic services
unit at the arrival aerodrome, by any flight for which a flight
plan has been submitted covering the entire flight or the
remaining portion of a flight to the destination aerodrome.
When a flight plan has been submitted only in respect of a

portion of a flight, other than the remaining portion of a
flight to destination, it shall, when required, be closed by
an appropriate report to the relevant air traffic service unit.
When no air traffic service unit exists at the arrival

aerodrome the arrival report, when required shall be made
as soon as practicable after landing and by the quickest
means available to the nearest air traffic services unit/ Flight
Information Centre.
When communication facilities at the arrival aerodrome are

known to be inadequate and alternate arrangements for
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the handling of the reports on the ground are not available,

the following action shall be taken :
a) Immediately prior to landing, the aircraft shall,

if practicable, transmit by radio to an appropriate
air traffic service unit, a message comparable to
an arrival report, where such a report is required.
b) Normally, this transmission shall be made to the
aeronautical station serving the air traffic
services unit in charge of the flight information
Region in which the aircraft is operated.
Arrival reports made by aircraft shall contain the following

elements of information:
a) Aircraft identification
b) Departure aerodrome
c) Destination aerodrome (only in the case of a
diversionary landing).
d) Arrival aerodrome.
e) Time of arrival.
Note: Whenever an arrival report is required, failure to

comply with these provisions may cause serious disruption
in the air traffic services and incur great expense in carrying
out unnecessary search and rescue operations.
31.18.6 TIME: Coordinated Universal Time (UTC) shall be used and

shall be expressed in hours and minutes of the 24 hour day
beginning at midnight.
A time check shall be obtained prior to operating a

controlled flight and at such other times during the flight
as may be necessary.
NOTE: Such time check is normally obtained from an air

traffic services unit unless other arrangements have been
made by the operator or by the appropriate ATS authority.
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31.18.7 AIR TRAFFIC CONTROL CLEARANCE: An air traffic control

clearance shall be obtained prior to operating a controlled
flight, or a portion of a flight as a controlled flight. Such
clearance shall be requested through the submission of a
flight plan to an air traffic control unit.
NOTE 1: A Flight plan may cover only part of a flight, as
necessary, to describe that portion of a flight or those
manoeuvres, which are subject to air traffic control. A
clearance may cover only part of a current flight plan, as
indicated in a clearance limit or by reference to specific
maneuvers such as taxiing, landing or taking off.
NOTE 2: If an air traffic control clearance is not satisfactory
to a pilot-in-command of an aircraft, the pilot-in-command
may request and, if practicable, will be issued an amended
clearance.
Whenever an aircraft has requested a clearance involving
priority, a report explaining the necessity for such priority
shall be submitted, if requested by the appropriate air traffic
control unit.
Potential re-clearance in-flight. If prior to departure it is
anticipated that depending on fuel endurance and subject
to re-clearance in flight, a decision may be taken to proceed
to a revised destination aerodrome, the appropriate air
traffic control units shall be so notified by the insertion in
the flight plan of information concerning the revised route
(where known) and the revised destination.
Note: The intent of this provision is to facilitate a re-
clearance to a revised destination, normally beyond the filed
destination aerodrome.
An aircraft operated on a controlled aerodrome shall not
taxi on the maneuvering area without clearance from the
aerodrome control tower and shall comply with any
instructions given by that unit.
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31.18.8 ADHERENCE TO FLIGHT PLAN: Except in case of Inadvertent

changes and Weather deterioration below minima, an
aircraft shall adhere to the current flight plan submitted
for a controlled flight unless a request for a change has been
made and clearance obtained from the appropriate air
traffic control unit, or unless an emergency situation arises
which necessitates immediate action by the aircraft, in
which event as soon as circumstances permit, after such
emergency authority is exercised, the appropriate air traffic
services unit shall be notified of the action taken and that
this action has been taken under emergency authority.
Deviation from the requirements mentioned above shall
be notified to the appropriate air traffic services unit, unless
otherwise authorized or directed by the appropriate air
traffic control unit , controlled flights shall, in so far as
practicable: -
a) When on an established ATS route, operate along

the defined centre line of that route;
b) When on any other route, operate directly
between the navigation facilities and or points
defining that route.
Inadvertent changes: In the event that a controlled flight

inadvertently deviates from its current flight plan, the
following action shall be taken:-
a) Deviation from track: If the aircraft is off track,

action shall be taken forthwith to adjust the
heading of the aircraft to regain track as soon as
practicable.
b) Variation in true air speed: If the average true
airspeed at cruising level between reporting
points varies or is expected to vary by plus or
minus 5 percent of the true airspeed, from that
given in the flight plan, the appropriate air traffic
services unit shall be so informed.
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c) Change in time estimate: If the time estimates

for the next applicable reporting point, flight
information region boundary or destination
aerodrome, whichever comes first, is found to
be in error in excess of three minutes from that
notified to air traffic services, or such other
period of time as is prescribed by the appropriate
ATS authority or on the basis of air navigation
regional agreements, a revised estimated time
shall be notified as soon as possible to the
d) Change of route: -
i) Destination unchanged: Aircraft
identification; flight rules; description
of revised route of flight to revised
destination aerodrome including
related flight plan data, beginning with
the position from which requested
change of route is to commence.
Revised time estimate alternate
aerodrome (s) any other
pertinent information.
ii) Destination Changed: Aircraft

identification: Flight Rules: description
of revised route of flight to revised
destination aerodrome including
related flight plan data. Beginning with
the position from which requested
change of route is to commence.
Revised time estimate: alternate
aerodrome (s): any other
pertinent information.
Whether deterioration below the VMC : When it becomes

evident that flight in VMC in accordance with its current
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flight plan will not be practicable, a VFR flight operated as

a controlled flight shall:
a) Request an amended clearance enabling the

aircraft to continue in VMC to destination or to
an alternative aerodrome, or to leave the
airspace within which an ATC clearance in
required; or
b) If no clearance in accordance with (a) can be
obtained, continue to operate in VMC and notify
the appropriate ATC unit of the action being
taken either to leave the air space concerned or
to land at nearest suitable aerodrome; or
c) If operated within a control zone, request
authorization to operate as special VFR flight; or
d) Request clearance to operate in accordance
with the instrument flight rules.
31.18.9 POSITION REPORTS : Unless exempted by the appropriate

ATS authority or by the appropriate air traffic services unit
under conditions specified by that authority, a controlled
flight shall report to the appropriate air traffic services unit,
as soon as possible, the time and level of passing each
designated compulsory reporting point, together with any
other required information. Position reports shall similarly
be made in relation to additional points when requested
by the appropriate air traffic services unit. In the absence
of designated reporting points, position reports shall be
made at intervals prescribed by the appropriate ATS
authority or specified by the appropriate air traffic services
unit.
The condition and circumstances in which SSR Mode C

transmission of pressure altitude satisfies the requirement
for level information in position reports are indicated in
the PANS RAC Part II (Doc 4444).
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31.19 TERMINATION OF CONTROL : A controlled flight shall,

except when landing at a controlled aerodrome, advise the
appropriate ATC unit as soon as it ceases to be subject to
air traffic control service.
31.20 RADIO LISTENING WATCH: An aircraft operated as a

controlled flight shall maintain continuous air-ground voice
communication watch on the appropriate communication
channel and establish two-way communication as necessary
with, the appropriate air traffic control unit, except as may
be prescribed by the appropriate ATS authority in respect
of aircraft forming part of aerodrome traffic at a controlled
aerodrome.
31.21 VISUAL FLIGHT RULES : Except when operating as a special

VFR flight, VFR flights shall be conducted so that the aircraft
is flown in conditions of visibility and distance from clouds
equal to or greater than those specified in succeeding sub
paras.
Except when a clearance is obtained from an air traffic

control unit, VFR flights shall not take off or land at an
aerodrome within a control zone, or enter the aerodrome
traffic zone or traffic pattern.
a) When the ceiling is less than 450m (1500 ft.) or

b) When the ground visibility is less than 5 km.
VFR flights between sunset and sunrise, or such other period

between sunset and sunrise as may be prescribed by the
appropriate ATS authority, shall be operated in accordance
with the condition prescribed by such authority. Unless
authorized by the appropriate ATS authority, VFR flights shall
not be operated:
a) Above FL 150 ;
b) At transonic and supersonic speeds.
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Except when necessary for takeoff or landing or except by

permission from the appropriate authority, a VFR flight shall
not be flown:
a) Over the congested areas of cities, towns or

settlements or over an open-air assembly of
persons at height less than 300m (1000ft) above
the highest obstacle within a radius of 600m from
the aircraft.
b) Elsewhere than as specified in (a) above, at
height less than 150m (500ft.) above the ground
or water.
Except where otherwise indicated in air traffic control
clearances or specified by the appropriate ATS authority,
VFR flights in level cruising flight when operated above
900m (3000 ft.) from the ground or water, or a higher datum
as specified in the Tables of cruising levels contained in
Appendix 2 and AIP Supplement 25 of 2003. VFR flights shall
comply with the provisions of Air Traffic Control Service.
a) When operated within Classes B, C and D

airspace.
b) When forming part of aerodrome traffic at
controlled aerodromes; or
c) When operated as special VFR flights.
A VFR flight operating within or into areas, or along routes,

designated by the appropriate ATS authority in accordance
with 31.18.1 (c) or (d), shall maintain continuous air ground
voice communication watch on the appropriate
communication channel of, and report its position as
necessary to, the air traffic services unit providing flight
information services.
An aircraft operated in accordance with the visual flight

rules which wishes to change to compliance with the
instrument flight rules shall:
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a) If a flight plan was submitted, communicate the

necessary changes to be effected to its current
flight plan, or
b) When so required by 31.18, submit a flight plan
to the appropriate air traffic services unit and
obtain a clearance prior to proceeding IFR when
in controlled airspace.
VMC VISIBILITY AND DISTANCE FROM CLOUD MINIMA :
VMC visibility and distance from cloud minima are given in

table below-
* When the height of the transition altitude is lower than

3050m (1000ft.) MSL, FL 100 should be used in lieu of
10000 ft.
** When so prescribed by appropriate ATS authority
a) Flight visibilities not reduced to 3000m may be

permitted for flights operating:
i) At speeds that, in the prevailing visibility,
will give adequate opportunity to
observe other traffic or any obstacles
in time to avoid collision; or
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ii) In circumstances in which the

probability of encounters with
other traffic would normally be low;
e.g., in areas of low volume traffic
and for aerial work at low levels.
b) Helicopters may be permitted to operate upto
1000m flight visibility, if maneuvered at a speed
that will give adequate opportunity to observe
other traffic or any obstacles in time to avoid
collision.
31.22 INSTRUMENT FLIGHT RULES
31.22.1331.22.1 AIRCRAFT EQUIPMENT: Aircraft shall be equipped

with suitable instruments and with navigation equipment
appropriate to the route to be flown.
31.23 MINIMUM LEVELS: Except when necessary for take-off or

landing, or except when specifically authorized by the
appropriate authority, an IFR flight shall be flown at a level
which is not below the minimum flight altitude established
by the State whose territory is over flown, or, where no
such minimum flight altitude has been established.
a) Over high terrain or in mountainous areas, at a

level which is at least 600m (2000ft.) above the
highest obstacle located within 8 km of the
estimated position of the aircraft.
b) Elsewhere than as specified in (a) above, at a
level which is at least which 300m (1000 ft.)
above the highest obstacle located within 8 km
of the estimated position of the aircraft.
Note 1: The estimated position of the aircraft will take

account of the navigational accuracy, which can be
achieved, on the relevant route segment, having regard to
navigational facilities available on the ground and in the
aircraft.
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Note 2: Also see 31.7
31.24 CHANGE FROM IFR FLIGHT TO VFR FLIGHT: An aircraft

electing to change the conduct of its flight from compliance
with the instrument flight rules to compliance with the visual
flight rules shall, if a flight plan was submitted, notify the
appropriate air traffic services unit specifically that the IFR
flight is cancelled and communicate thereto to the changes
to be made to its current flight plan.
When an aircraft operating under the instrument flight rules

is flown in or encounters visual meteorological conditions
it shall not cancel its IFR flight unless it is anticipated, and
intended, that the flight will be continued for a reasonable
period of time in uninterrupted visual meteorological
conditions.
31.25 RULES APPLICABLE TO IFR FLIGHTS WITHIN CONTROLLED

AIR-SPACE IFR flights shall comply with the provisions of
para 3.6 of CAR Section 4, Series E, Part 1, when operated
in controlled airspace.
An IFR flight operating in cruising flight in a controlled

airspace shall be flown at a cruising level, or, if authorized
to employ cruise techniques, between two levels or above
a level, selected from:-
a) The tables of cruising levels in Appendix 2 to

above CAR, or
b) A modified table of cruising levels, when so
prescribed in accordance with Appendix 2 for
flight above FL 410, except that the correlation
of levels to track prescribed there in shall not
apply whenever otherwise indicated in air traffic
control clearances or specified by the appropriate
ATS authority is Aeronautical Information
Publications.
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31.26 RULES APPLICABLE TO IFR FLIGHTS OUTSIDE CONTROLLED

AIRSPACE CRUISING LEVELS: An IFR flight operating in level
cruising flight outside of controlled airspace shall be flown
at a cruising level appropriate to its track as specified in:
a) The Tables of cruising levels in Appendix 2 to

above CAR, except when otherwise specified by
the appropriate ATS authority for flight at or
below 900m (3000ft) above mean sea level: or
b) A modified table of cruising levels, when so
prescribed in accordance with Appendix 2, for
flight above FL 410.
NOTE: This provision does not preclude the use of cruise

climb techniques by aircraft in supersonic flight.
31.27 COMMUNICATION: An IFR flight, operating outside

controlled airspace but within or into areas, or along routes,
designated by the appropriate ATS authority in accordance
with 31.18.1 (c) or (d) shall maintain a listening watch on
the appropriate radio frequency and established two-way
communication, as necessary, with the air traffic services
unit providing flight information service.
31.28 POSITION REPORTS: An IFR flight operating outside

controlled airspace and required by the appropriate ATS
authority to:
a) Submit a flight plan.

b) Maintain a listening watch on the appropriate
radio frequency and established two-way
Communication, as necessary, with the air traffic
services unit providing flight information service.
c) Shall report position as specified in 31.19.3 for
controlled flights.
NOTE : Aircraft electing to use the air traffic advisory
service whilst operating IFR within specified advisory
airspace are expected to comply with the provisions of 16.9,
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except that the flight plan and changes thereto are not
subjected to clearance and that two-way communication
will be maintained with the unit providing the air traffic
advisory service.
31.29 DISTRESS AND URGENCY SIGNALS
Note 1: None of the provisions in this section shall prevent

the use, by an aircraft in distress of any means at its disposal
to attract attention make known its position and obtain help.
Note 2: For full details of telecommunication transmission

procedures for the distress and urgency signals see Annex
10, Volume II, Chapter 5.
Note 3: For details of the search and Rescue Visual Signals,

see Annex 31.
31.29.1 DISTRESS SIGNALS : The following signals used either

together or separately, mean that grave and imminent
danger threatens and immediate assistance is requested:
a) A signal made by radiotelegraphy or by any other

signaling method consisting of the group SOS.
b) A signal sent by radiotelephony consisting of the
spoken word MAY DAY.
c) Rockets of shells throwing red lights, fired one at
a time at short intervals.
d) A parachute flare showing a red light.
Note:
3268 The radiotelegraph alarm signal consist of a series of twelve

dashes sent in one minute, the duration of each dash being
four seconds and the duration of the interval between
consecutive dashes one second. It may be transmitted by
hand but its transmission by means of an automatic
instrument is recommended.
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3270 The radiotelephone alarm signal consists of two

substantially sinusoidal audio frequency tones transmitted
alternately. One tone shall have a frequency of 2200 Hz
and the other a frequency of 1300 Hz, the duration of each
tone being 250 milliseconds.
3271 The radiotelephone alarm signal, when generated by

automatic means, shall be sent continuously for a period
of at least thirtyseconds but not exceeding one minute
when generated by other means, the signal shall be sent as
continuously as practicable over aperiod of approximately
one minute.
31.29.2 URGENCY SIGNALS: The following signals used either

together or separately, mean that an aircraft wishes to give
notice of difficulties, which compel it to land without
requiring immediate assistance.
a) The repeated switching on and off of the landing

lights; or
b) The repeated switching on and off of the
navigation lights in such manner as to be distinct
from flashing navigation lights.
The following signals used either together or separately,

mean that an aircraft has a very urgent message to transmit
concerning the safety of a ship, aircraft or other vehicle, or
of some person on board or within sight.
a) A signal made by radiotelegraphy or by any other

signaling method consisting of the group XXX.
b) A signal sent by radiotelephony consisting of the
spoken words PAN PAN.
c) An urgency message sent via data link which
transmits the intent of the words PAN PAN.
31.30 VISUAL SIGNALS USED TO WARN AN UNAUTIHORIZED

AIRCRAFT FLYING IN, OR ABOUT TO ENTER A RESTRICTED,
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PROHIBITED OR DANGER AREA: By day and by night, a series

of projectiles discharged from the ground at intervals of 10
seconds, each showing, on bursting, red and green lights or
stars will indicate to an unauthorized aircraft that it is flying
in or about to enter a restricted, prohibited or danger area,
and that the aircraft is to take such remedial action as may
be necessary.
31.31 MARSHALLING SIGNALS
31.31.1 FROM A SIGNALMAN TO AN AIRCRAFT: These signals are

designed for use by the signalman, with his hands
illuminated as necessary to facilitate observation by the
pilot, and facing the aircraft in a position forward of the left
wing tip within view of the pilot.
The meaning of the relevant signals remains the same if

batons, illuminated hands or torch-lights are held.
Prior to using the following signals, the signalman shall

ascertain that the area within which an aircraft is to be
guided is clear of objects, which the aircraft, might otherwise
strike.
Note: The design of many aircraft is such that the path of

the wing tips, engines and other extremities cannot always
be monitored visually from the flight deck while the aircraft
is being maneuvered on the ground.
31.32..2 FROM THE PILOT OF AN AIRCRAFT TO SIGNALMAN
a) These signals are designed for use by a pilot in

his cockpit with hands plainly visible to the
signalman, and illuminated as necessary to
facilitate observation by the signalman.
b) The aircraft engines are numbered in relation to
the signalman facing the aircraft, from his right
to his left (i.e No. I engine being the port outer
engine.)
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31.32.3 BRAKES
a) Brakes engaged: Raise arm and hand, with

fingers extended, horizontally in front of face,
then clench fist.
b) Brakes released: Raise arm, with fist clenched,
horizontally in front of face, then extended
fingers.
Note: The moment the fist is clenched or the fingers are
extended indicates, respectively, the movement of brakes
engagement or release.
31.32.4 CHOCKS
a) Insert chocks: Arms extended, palms outwards,

move hands inwards to cross in front of face.
b) Remove chocks: Hands crossed in front of face,
palms outwards, move arms outwards.
31.32.5 READY TO START ENGINE (S): Raise the appropriate number

of fingers on one hand indicating the number of the engine
to be started.
31.33 SIGNALS FOR AERODROME TRAFFIC
31.33.1 LIGHT AND PYROTECHNIC SIGNALS : Instructions: light

signals are directed from aerodrome control to aircraft
concerned.
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Acknowledgement by an aircraft
* Note: This signal should be expected on the base and final legs of
the approach.
31.34 PROHIBITION OF LANDING: A horizontal red square panel

with yellow diagonals when displayed in a signal area
indicates that landings are prohibited and that the
prohibition is liable to be prolonged.
31.35 NEED FOR SPECIAL PRECAUTIONS WHILE APPROACHING

OR LANDING: A horizontal red square panel with one yellow
diagonal when displayed in a signal area indicates that owing
to the bad state of the maneuvering area, or for any other
reason, special precautions must be observed in
approaching to land or in landing.
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31.36 USE OF RUNWAYS AND TAXI WAYS: A horizontal white

dumb bell when displayed in a signal area indicates that
aircraft are required to land, take-off and taxi on runways
and taxiways only.
The same horizontal white dumb-bell as above but with a

black bar placed perpendicular to the shaft across each
circular portion of the dumb-bell when displayed in a signal
area indicates that aircraft are required to land and take
off on runways only, but other maneuvers need not be
confined to runways and taxiways.
31.37 CLOSED RUNWAYS OR TAXIWAYS: Crosses of a signal

contrasting color, yellow or white displayed horizontally on
runways and taxiways or parts thereof indicate an area unfit
for movement of aircraft.
31.38 DIRECTIONS FOR LANDING OR TAKE OFF: A horizontal

white or orange landing T indicates the direction to be used
by aircraft for landing and take-off, which shall be in a
direction parallel to the shaft of the T towards the cross
arm.
NOTE: When used at night, the landing T is either

illuminated or outlined in white colored lights.
A set of two digits displayed vertically at or near the

aerodrome indicates to aircraft on the maneuvering area
the direction for take-off expressed in units of 10 degree to
the nearest 10 degrees of the magnetic compass.
31.39 RIGHT HAND TRAFFIC: When displayed in a signal area, or

horizontally at the end of the runway or strip in use, a right
hand arrow of conspicuous color indicates that the turns are
to be made to the right before landing and after take-off.
31.40 AIR TRAFFIC SERVICES REPORTING OFFICE: The letter C

displayed vertically in black against the yellow background
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indicates the location of the Air Traffic Services reporting

office.
31.41 GLIDER FLIGHTS IN OPERATION: A double white cross-

displayed horizontally in the signal area indicates that the
aerodrome is being used by the gliders and that glider flights
are being performed.
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32.1 CARRIAGE OF ADDITIONAL EQUIPMENT AND FITMENT:

Helicopters on off-shore mission will carry:
a) One life jacket for each member of crew and

passenger
b) Adequate number of dinghies to cater for crew
and passengers.
c) Emergency floatation gear.
d) Emergency locator transmitters/ locator beacons.
e) Any other equipment if required.
Pilots are to be thoroughly conversant with the contents

and operation of all such equipment as detailed in the Flight
Manual and relevant aircraft type Operating Procedures.
32.2 PASSENGER BRIEFING: Before takeoff from the Helibase,

Port Blair Base and Lakshadweep passengers will be
thoroughly briefed by Audio/Visual means on use of life
saving equipment like life jackets, dinghies and the
procedure for abandoning the helicopter. This will be
supplemented by printed cards for use of each passenger
containing a diagram and method of operating emergency
exits and instructions necessary for use of emergency
equipment. These cards will be carried in the aircraft in
location convenient for use of each passenger.
In case the helicopter is not switched off on the rigs, the

user agency will be advised to brief the returning passengers
with the help of printed cards and/ or video.
32.3 WEARING OF LIFE JACKETS: Wearing of life jackets by all

occupants of Helicopter is mandatory while flying over sea.
32.4 PERFORMANCE AND EMERGENCIES: For safe conduct of

off-shore operation, pilots will be familiar with and abide
by the performance standards and emergency procedures
as given in the flight manual with special attention to
maximum AUW and the take-off and landing techniques.
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32.5 STANDARD OPERATING PROCEDURES: Off- shore operation

will be carried out strictly in accordance with the SOPs
established for the respective operation. The SOPs will cover
in detail the route reporting points, altitudes, alternates,
RT procedures and emergency procedures.
32.6 FUEL PLANNING: Fuel planning during off-shore operations

assumes greater importance because some of the
conditions as given below may prevent a helicopter from
landing on the oilrigs. Following will be considered while
planning fuel.
32.7 NAVIGATION FACILITIES : Before offshore operations are

undertaken the following will be ensured:
a) The point of departure and alternate is served

by an operational NDB / VOR with
complementary airborne equipment.
b) The off-shore oil rigs and floating vessel should
also have an operating NDB of adequate power
output to give a minimum range of 50nm for
helicopters flying at 1000ft ASL, Any NDB
remaining unserviceable up to one week due to
maintenance requirements may be acceptable
depending on other considerations like proximity
of other rigs with serviceable NDB and use of
weather radar for location finding.
c) VHF and HF frequencies.
32.8 SELECTION OF ALTERNATE: Flight planning for off-shore

operations will include selection of land-based alternates
to facilitate an engine inoperative landing or any other
critical emergency.
32.9 NIGHT OPERATIONS: Night operations to off-shore oilrigs

can be undertaken in extreme emergent life saving missions.
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a) The air crew should be instruments rated and

their licenses endorsed for night operations and
meet the currency requirement of five take offs
and landings during the preceding six months in
case passengers are carried. Pilots should be
subjected to route checks in case such operations
are undertaken on regular basis
b) The point of departure and alternate should have
lighting facilities and communications.
32.10 OFF-SHORE INSTALLATIONS: There are wide variety of

offshore installations to which Company aircraft may be
required to operate such as Fixed Platforms, Jack Up Drilling
Rigs, Semi-Submersible Drilling Rigs, Drilling Ships, Support
Barges and other types of floating vessels. Many of the
foregoing were constructed and brought into service before
current recommended standards for the construction of off-
shore structures and installations were drawn up.
Consequently, for one reason or another, many of these are
unacceptable for operations by Company aircraft when the
current recommendations are applied. The current
standards have been taken into account in the ensuing
paragraphs.
Where a flight deck does not meet the recommended

standards,the DGM (Ops) is to place restrictions on
maximum AUW for operating from such Helideck.
32.11 FLIGHT DECK CRITERIA The International Standards and

Recommended Practice for Aerodromes vide Annex 14
recommends that Helidecks should be designed sufficiently
large to contain a circle, whose diameter D is equal to the
overall length of the helicopter type operated measured
across the main and tail rotors in a fore and aft line.
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32.12 FLIGHT DECK OBSTRUCTIONS: The recommendations

governing the positioning of obstacles in the vicinity of flight
decks are complex and variable, depending on the type of
aircraft operated. Minimum clearances from obstructions
are measured from the outboard edge of the flight deck
towards the direction of the body of the structure.
Additionally, an approach, overshoot and take-off sector

should be kept clear of all obstructions. This clear sector,
which should extend for 1000 m, may be defined as an arc
of 210 Degree drawn from a point on the periphery of the
D sized flight deck and totally including that deck. Where
a flight deck is larger than the circle D in order to correctly
assess whether an obstruction free arc of 210 degree is
available, calculation should be made by abutting the circle
D to the outboard edge of the deck.
Within the 210 sector including area only the following

essential items should exceed the level of the landing area
and these should not do so by more than 25 meters.
a. Guttering or kerb associated with drainage for

fuel spills.
b. Lighting.
c. The outboard edge of the safety net.
d. Handrails and other items such as foam monitors
associated with the landing area and are
incapable of complete retraction or lowering for
helicopter operations.
Within the remaining 150o sector the portion close to the

landing area and located within 0.83 D of the center of
the minimum size deck no objects should exceed deck level
by more than 0.05 D in height.
32.14 FLIGHT DECK LIGHTING: The flight deck perimeter should

be illuminated by electric lights, each of 25 candles as
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intensity, spaced at intervals of 3 meters. Standard color

systems are yellow or alternate yellow and blue. Experience
has shown however that for a circular deck, two semi-circles
of red and blue respectively provides a vastly superior
perspective for night landings. Floodlights, so arranged as
to avoid dazzling the pilot, should be provided. All
obstructions should be marked with hazard lights.
32.15 FLIGHT DECK WIND INDICATOR: Some indication of wind

direction and strength should be provided so as to be visible
by day or night, but which conforms to the obstruction
clearances.
32.16 FLIGHT DECK STRENGTH REQUIREMENTS: The helicopter

landing area shall be designed to withstand all stresses that
result from an helicopter landing and should cover an
emergency landing for dynamic loading. All Heli decks have
indication marking for MAUW. Each structural element must
be designed to carry the point load of half the maximum
take-off weight on each of two skids or wheels at the
specified undercarriage canters applied simultaneously in
any position on the platform deck.
32.17 FLIGHT DECK SURFACE: The flight deck surface must be

completely free of any projection, wooden decks should be
treated with a fire resistant compound and steel decks with
kerosene resisting non-skid paint.
A net should be fitted on decks of unstable rigs and vessels

to accommodate helicopters with wheeled undercarriages;
the net should be of 20 mm sisal with a minimum mesh of
200 mm and should be secured every 1.5 meters round the
flight deck perimeter and tensioned to at least 500 Ibs.
Skid equipped aircraft without anti-fouling shoes

should avoid using netted decks.
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32.18 TIE DOWN POINTS: Company helicopters should, in general,

avoid prolonged shut downs on unattended flight decks.
Where operational requirements demand otherwise, the
deck should be equipped with adequately strong and
sufficient tie down points. Tie down points should have a
breaking strain of 12,000 Ibs.
32.19 FLIGHT DECK POISTIONING: To avoid interrupted services,

clients should be advised that, whenever possible, the flight
deck should be orientated such that the clear area will allow
take-offs and landings in the direction of the strongest
prevailing winds.
32.20 GAS TURBINE HAZARDS: Pilots should be aware that many

offshore installations are equipped with gas turbine
generators and compressors, whose exhaust fumes, may
cause an increase in air temperature with associated
turbulence and have a detrimental effect on helicopter
aerodynamic and engine performance. Special care must
be exercised to avoid penetrating such exhaust fumes.
32.21 FLIGHT DECK CRASH AND FIRE FIGHTING EQUIPMENT: It

is normally the clients or barge operators responsibility
to provide an adequate scale of crash and fire-fighting
equipment and personnel suitability trained in the use of
the equipment. When assessing the suitability of an
offshore location for the Companys operation, the Chief
Pilot is to satisfy himself that the operator is apprised of
the Companys requirements and that adequate cover is
provided.
32.22 RESPONSIBILITIES DURING NORMAL & ROTORS RUNNING

TURNAROUNDS: In order that the clients requirements can
be met as expediently as possible, the assistance of client
personnel HLOs is required for helicopter operations and
in particular when rotors running turnarounds are carried
out at offshore locations. In particular for rotor running
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turnarounds the pilot cannot directly supervise control over

loading and unloading of passengers and freight. Authorized
HLOs are to perform duties in the following sequence.
32.23 UNLOADING / LOADING SEQUENCE: These duties are to be

performed in conjunction with the detailed loading
instructions as outlined in the Operations Manuals by HLO/
Helideck In-charge.
Prior to arrival of aircraft
a) Thirty minutes before helicopter ETA.

i) Receive Radio Operators advice on
the details of helicopter ETA
(Estimated time to arrival), incoming
load, and fuel requirements.
ii) Ensure deck area is clear of
obstructions and loose articles
(including absence of gas or
flammable substances).
iii) Advise Radio operator of present
weather, boats in the area, helideck
status (clear or not)
iv) Check availability of fire/crash
equipment.
v) Check landing net (if required) is
secure.
vi) Fire team and helideck helpers are
alerted and standby.
vii) Ensure manifest is correctly prepared.
viii) Ensure passengers/deck crew are
warned of aircraft ETA and are briefed
on procedures to be followed.
ix) Ensure that all passengers /deck crew
are briefed as to which helideck access
point is to be used.
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b) Fifteen Minutes (Helicopter approx 30 Mile)

Pilots advise last position report and receivers
rig status, weather update and outgoing
passenger details. Pilots also advice type of
turnaround:
i) Rotors turning refuel;
ii) Shutdown;
iii) Co-pilot assisted rotors turning Pax.
Transfer; or
iv) Shutdown-no refuel.
c) Ten minutes.
i) Prepare to stop any crane operation
that might obstruct or hazard the
helicopter landing area, and area of
approach and overshoot.
ii) Deploy fire equipment, prepare fire
team and unlock crash boxes (if
locking type installed);
iii) Restrict access to helideck;
iv) If fuel is required, ensure the fuel
sample record sheet or sample taking
equipment is available;
v) Ensure stand-by vessel (if required)
has been informed.
d) Five minutes (Approx 10nm) Helicopter Report

10 miles RO or HLO respond by acknowledging
and giving updated weather, deck conditions.
32.23.1 After Arrival of Aircraft
a) Ensure red flashing light has been switched off.

b) Approach helicopter in view of the pilot.
c) Hand passenger and load manifest to Captain
and await confirmation of his acceptance.
d) Open aircraft doors (in case of MI-172 the flight
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attendant will open and close door) to allow

disembarkation of passengers ensuring that no
person proceeds rearwards unless accompanied
by the HLO and then only to remove personal
baggage from the tail compartment.
e) Signal the deck crew to assist with freight
unloading/loading where applicable.
f) Signal embarking passengers to approach the
aircraft in full view of captain.
g) Supervise loading and redistribution, where
necessary, of passengers and baggage.
h) Ensure all passengers have seat belts and life
jackets correctly fastened and that one,
preferably English-speaking, wears the headset
provided.
j) Close all doors and hatches and check.
k) Exchange thumbs-up signals with pilot before
departing the helideck. See sub-para a (ii) below.
l) Ensure the HLO is the last person to leave the
deck.
32.24 PILOT/HLO VISUAL SIGNALS: The following signals are to

be used by pilots and HLOs with meanings as defined.
a) Clenched fist with thumb raised vertically

upwards Origin Meaning:-
(i) Scheduler to Pilot:- Loading is complete. I am the
last person to leave the deck. The deck surface is
unobstructed.
(ii) Pilot to scheduler:- I acknowledge your signal. I
am satisfied with the loading. I am about to take-
off.
b) Clenched fist with thumb pointing vertically
downwards origin meaning from either party- all
is not in order. Take-off is not to be attempted.
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In this case, subject to the flashing light rule the Scheduler

should return to the aircraft, advise the pilot of any
discrepancy or ascertain from the pilot any problem he may
have, so that it may be rectified. Before takeoff is attempted,
thumbs-up signals must be exchanged.
32.25 AIRCRAFT START UP PROCEDURES WHEN SHUT DOWN ON

OFFSHORE LOCATIONS. Normally, all passengers will board
the aircraft prior to starting engines. The scheduler should
ensure that all passengers have seat belts and life jackets
correctly fastened.
A fireman should normally be in attendance for all engine

starts.
The pilot will inform the Scheduler which engine he will

start first. The scheduler will then ensure that:
1. The firemen are positioned by the engine, or

manning an appropriate fire stations.
2. The cabin door next to the engine being started
is closed.
3. The other cabin door is open.
When the pilot has successfully started the first engine he

will give the Scheduler a thumbs-up sign. Prior to starting
the second engine the scheduler will repeat the process in
the above paragraph.
After the second engine has been started the Scheduler

will ensure that:-
1. All Cabin doors are securely closed.

2. The firemen have left the helideck.
3. Exchange thump-up signal with pilot to
certify deck is clear for take-off.
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32.26 WEIGHING EQUIPMENT: A load manifest is required to

support any person or item uplifted for carriage. Each
offshore installation should have certified platform scales
of 2,000 Lbs capacity. Where such scales are not provided,
pilots are to calculate the uplift allowing 200 Lbs per
passenger with baggage. Freight is to be separately assessed.
32.27 FIRE HAZARDS - SHUTDOWN: Any diesel exhausts or heater

outlets or drilling rigs, which are not adequately guarded
against the emission of sparks or hot particles, are not
acceptable. Such emissions can settle on or inside a parked
helicopter with catastrophic results.
Pilots must physically check all exhausts and outlets and,

until adequate provision has been made to safeguard the
aircraft, prolonged shutdowns shall not be permitted on
board drilling rigs unless the aircraft is kept under constant
supervision.
Notwithstanding any safeguards, pilots shall ensure that all

doors and windows are closed before leaving the helicopter
unattended.
32.28 OPERATIONS TO UNSTABLE HELIDECKS: The flight deck of

any offshore installation, which is floating, is to be regarded
as unstable. The Training Manual outlines the procedures
for landing and taking off from such decks. A landing is not
to be attempted under normal operations when the
movement of the deck exceeds the pitch and roll limitations
of the aircraft type.
32.29 DRILLING RIG MOVES: No landings are to be made onto

jack-up type drilling rigs whilst jacking is in progress. When
under tow or in an intermediate jacked positions the
approval of the operator must be obtained before
attempting a landing. In all cases, pilots must exercise
extreme caution before undertaking such a landing and, in
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the case of a shut down, pay proper regard to the actual

and forecast weather and sea state.
32.30 SULPHIDATION IN TURBINE ENGINES: The sulphur content

of aviation turbine fuel can react with salt laden air passing
through a gas turbine engine and result in erosion of the
turbine blade material with subsequent loss of engine
power.
This will eventually lead to expensive engine repairs and

unnecessary down time.
To delay sulphidation in engines of helicopters involved in

offshore operations, the following will be adhered to:
1. The Engineer will ensure that daily compressor

washes are carried out in accordance with
current engineering instructions.
2. Compatible with flight safety and the operational
situation, it is recommended that helicopters
flying offshore should be flown at heights not
less than 1000 AMSL, on this matter pilots are
reminded of the standard operating heights.
32.31 LANDING CLERANCE: No landings are to be made on

offshore installations without clearance from the
appropriate installation radio room.
32.32 SHUTDOWNS ON OFFSHORE INSTALLATIONS: Pilots are to

obey the standing safely instructions as published on
offshore installations, starting up an aircraft during a gas
alarm is strictly forbidden - if an alarm occurs before
shutting down the engines, ensure all passengers are clear,
take off and proceed upwind to await further instructions
from the installation control room.
32.33 FLARE STACKS: Pilots are not to fly any closer than necessary
to flare stacks, whether cold or burning, and never
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downwind of any flares at such a range that they could not

escape the effects of spontaneous discharge.
32.34 OFFSHORE OPERATION TECHNIQUES: Due to the

considerable number of variables associated with offshore
take-offs and landings, each take-off and landing may
require a slightly different profile. Aircraft weight, wind
speed, turbulence, deck size, deck elevation and orientation,
obstructions. Power margins, platform gas turbine exhaust
plumes, etc. will influence both the take-off and landing.
The following profiles are for the ideal case and the
commander must adjust them to each situation.
32.35.1 RIG LANDING: The direction of the approach will be dictated

by the need for a clear go-around flight path, the visibility
and cloud base.
In deciding the FP for helideck landings, the Commander

must take into account the direction of landing, crosswind
components, cross-cockpit landing difficulties, the level of
experience of the P2, the degree of handling skill involved,
deck landing regency and visual monitoring of significant
obstacles. Where a sideways landing will be required, the
pilot on that side of the cockpit that has the maximum
visibility should normally carry it out. Approaches should
be flown, as far as practicable, with the landing point and
significant obstructions remaining in the full view of both
pilots taking into account crosswind limitations and
controllability. Cross- cockpit landing will not normally be
carried out.
The NFP will obtain the final deck clear from the HLO/RO
prior to landing, but preferably not more than 2 minutes
out.
Fly a circuit so that the helicopter is on finals at

approximately 1nm from the rig, lined up with the helideck,
facing into wind at 500ft rad. alt. When rolling out on finals
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reduce to 60 kts (ground speed) and aim, for a 3-degree

glide slope. This is when the helideck appears to be 3-4
times as wide as it is deep.
When passing 3-400ft Radio altitude., depending on wind,

start reducing speed slowly to end up 40-50kts short of
the helideck and 40ft above the deck level with the a speed
of 35kts ground speed or less. Plan the approach so that it
does not become necessary to use excessive nose high
altitude to slow down. Rotor tip clearance from the platform
edge should be maintained until the aircraft approaches
this position. From this point continue towards the landing
area lined up with the outer edge of the helideck.
The FP crosses the deck at a 40ft hover and starts to

descend. When the FP considers that, in the event of an
engine failure, the safest option is to continue to the deck
the FP should call Decision.
Cross the deck edge maintaining the line up with the

reference circle to end up in a 5ft hover on the circle.
If at any stage during the landing, the FP or NFP become

unsure of the helicopters clearance from obstacles, or that
the clearance have been reduced below a safe margin, a
missed approach is to be executed.
After landing switch off the anti-collision lights to indicate

when the helicopter may be approached by the HLO.
32.35.2 RIG TAKE OFF: The take- off should be made so that the
helicopter moves from the hover into forward flight in a
continuous movement. If the maneuver is too dynamic, the
FP risks losing the visual cues in the event of a rejected
take-off, particularly at night. If a slow transition to forward
flight is made, then the helicopter is exposed to a slightly
increased risk of contacting the deck edge in the event of
an engine failure at or just the point of cyclic input (TDP).
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The TDP is an important parameter in the take-off profile.

Any lowering of the ideal TDP will result in a reduced deck
edge clearance in the event of an engine failure being
recognized at or just after TDP. Any raising of the TDP will
result in possible loss or visual cues, or a hard landing in
the event of an engine failure just prior to TDP. In order to
obtain the maximum performance in the event of an engine
failure being recognized at or just after TDP, the TDP must
be at its optimum value, while maintaining the necessary
visual cues.
If an engine failure is recognized when operating at a low

weight, just before TDP, then the helicopter may balloon a
significant height before the rejected take-off actions have taken
effect. It is, therefore, important that the Flying Pilot (FP) selects
a lateral visual marker and maintains it until the TDP, is achieved,
particularly on decks with few visual cues. In the event of a
rejected take-off, the lateral marker will be a vital visual cue in
assisting the pilot to carry out a successful landing.
Any take-off heading which causes the helicopter to fly over

obstructions below and beyond the deck edge should be
avoided if possible. Therefore, the final take-off heading and
position will be a compromise between the take-off path
for least obstructions, relative wind, turbulence and lateral
marker cue considerations.
When ready to lift, a pre-Lift off call should be given on the

rig frequency, or appropriate ATC frequency.
Lift the helicopter into a 5ft hover over the reference circle.
The correct position for take- off is with the cockpit
approximately 5m from the deck edge. Do not move
backwards behind the forward arc of the circle.
A power margin of 15% must be available in the hover to

ensure adequate tail rotor to deck edge clearance in the
case of an engine failure after TDP.
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The FP states taking off when initiating the take-off.
The FP initiates a vertical climb by pulling the collective to

take-off power.
When applying power on take-off from the rig the NFP shall
keep his eyes inside the cockpit. The FP shall maintain visual
contact with the helideck to ensure a straight vertical climb.
At 20 feet on the radar altimeter; the NFP shall call twenty.
This is an advisory call, but should occur at about the same
time that the FP loses sight of the helideck. The FP shall
maintain visual contact with the helideck to ensure a
straight vertical climb to avoid drifting before the cyclic
input. If conditions dictate, the FP may choose to go higher
than 20 feet before making the cyclic input. The FP makes
the decision to continue by moving the cycling smoothly
forward so as to obtain approximately a 10 degree nose
down attitude and calling decision (TOP).
If at any time during the lift-off the FP loses visual reference

to the helideck, a decision to go shall be made, and
transition to forward shall be started immediately.
The FP will call gear up (where applicable) when clear of

the rig or ship.
Maintain the nose down attitude (maximum 10 degrees)

until the speed increases to (VTOSS), and then gradually
raise the nose of the helicopter to obtain Vy, which is the
standard climb speed. The FP calls after take-off checklist
and sets climb power.
If the take-off path is obstructed, for example when the derrick

is upwind of the helideck, the take-off should be as follows
a. With a wind speed of 20kts. or less, maintain a

5ft hover, turn the helicopter so as to obtain a clear
take-off path and carry out a normal take-off.
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b. With a wind speeds in excess of 20 kts., a

sideways take-off should be made. Move the
helicopter sideways, while in a hover, to a
position closer to the deck edge. Perform a
normal lift-off to 20 feet. At TDP, the FP will tilt
the helicopter sideways to approximately 10
degrees of bank to clear the obstructions calling
decision. When clear, level the helicopter and
lower the nose to approximately 10 degrees nose
down to transition into forward flight.
Follow the procedure for a normal deck take-off.
32.35.3 MISSED APPROACH PROCEDURE: If visual references are

lost at low level and with low airspeed, during the final
stages of an approach, a missed approach is to be initiated
immediately, assuming that the helicopter is on a pre-
selected clear overshoot path.
a) FP calls Pulling up and simultaneously increases

to full take-off power and initiating a climb while
turning 60 degrees away from the rig. The trim
release should not be used during this phase.
Once VTOSS has been achieved, follow the
normal climb out procedure. When clear of the
rig call gear up.
b) NFP acknowledges the Pulling up call. During
this initial climb the NFP is to monitor the flight
instruments (VSI, ASI, Altimeters), engine and
torque indications giving periodic advice to FP.
32.35.4 LANDING ON BOARD LARGE VESSELS: The limiting factors

for operations on a moving helideck are:
a) Helideck pitch and roll.

b) Average heave rate.
c) Pilot references during landing.
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32.36 DEFINITIONS: Helideck pitch and roll: values are given in

degrees from the level attitude.
Maximum heave (helideck movement): is measured from the

top to bottom on the movement curve.
Average heave rate is the average speed of the helideck

between top and bottom.
Heave period: is the time between two heaves tops. Half of

this period is used for calculations together with maximum
heave to find the average heave rate.
A calm period: is a period when the helideck movement

is within limits.
32.37 PLANNING: Pilots should calculate the average heave rate

by dividing the maximum heave by half of the period (or
divided by 5 if no reported period). Some new presentation
systems may not give the correct average heave rate. Pilots
should disregard the reported heave rate and perform the
calculation as described above.
Vessels, which are free to move, shall be requested to alter

course and speed to minimize helideck movement and to
improve visual references for the flying pilot.
Flying planning shall be based on maximum values over 10

minutes if the vessel is equipped with modern measuring
equipment. If this is not available, values representing the
actual helideck movement shall be used. When maximum
values used for planning exceeds the landing limitations, the
commander must evaluate if calm periods of minimum 30
seconds duration are present.
32.38 LANDING: Generally a 30 second period with the helideck

movement within the landing limitations (calm period) is
sufficient for landing on a moving helideck. Modern
measuring equipment is capable of indicating such periods.
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During approach, when conditions dictate, the HLO shall

be requested to constantly update the commander on
critical helideck movements. While waiting for a calm
period, establish a stable hover over the sea with visual
references to the superstructure or sea (do not follow the
helideck), and look for incoming waves. Landing limitations
are not valid while on the deck.
Night landings shall be performed in a manner to keep the

superstructure of the vessel visible to the pilot. A 45-degree
split between the approach path and the centre line of the
vessel is recommended.
32.39 TAKE OFF: The take-off shall be performed with a decision

to fly when lifting from the helideck. Pausing in the hover is
not allowed as unpredictable helideck movement may
create a hazard.
The helicopter shall be lifted light on the wheels, and when

the helideck is on top of the wave, a take-off without the
normal stop in the hover shall be performed.
32.40 NIGHT OFFSHORE TAKEOFF PROCEDURES: All flights

offshore at night including inter-rig flights are to be
conducted under IFR. Night takeoffs and departures from
helidecks are to be instrument takeoffs.
During night training flights only when circuiting to the same

Helideck, IFR departure and approach procedures may be
dispensed with provided the visibility is equal to or greater
than the minimum laid down. In these circumstances, the
circuit shall be flown at a minimum altitude of 700 feet.
The Captain shall fly the aircraft by sole reference to the
instruments until established on a minimum 500 foot
straight in final. The co-pilot shall provide advice for visual
positioning, within the circuit.
For all take-offs a straight ahead climb shall be maintained

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until a minimum of 500 feet prior to turning into a circuit if

training or onto the departure track if IFR.
All approaches shall be arranged such that any base or

procedure turns are complete prior to descending below
500 feet.
32.41 AIRCRAFT DITCHING PROCEDURE: Ditching procedure laid

down in the respective FCOM/FCTM shall be adhered to.
The following are general guidelines:
32.41.1 DITCHING PROCEDURE REVIEW: Communicate on any

available frequency your intention.
32.41.2 PLAIN WATER LANDING
a) Evaluate sea and wind conditions.

b) Determine best ditching heading.
c) PREPARE PASSNEGER AND CABIN.
d) Store and secure loose items.
e) Brief passengers.
f) Ensure life jackets are worn by passengers.
g) Turn lights up to maximum intensity.
h) Locate life rafts and survival equipments.
32.41.3 PREPARE COCKPIT
a) Secure cockpit items.

b) Keep cockpit door in open position. Don life
jacket.
c) Secure seat belt and shoulder harness.
d) Secure flash lights.
e) Discuss duties and exit route with crew.
32.41.4 DITCHING
a) Dump fuel where a provision exists.

b) Set heading bug to ditching heading.
c) Silence gear warning system.
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d) Hold minimum speed for wind condition.

e) Maintain control as long as possible.
f) After ditching evacuate.
32.41.5 WIND SPEED AND DIRECTION
Wind Speed Appearance of Sea

Light Wind ripple of scaly appearance.
5 Kts Very small waves
5-10 Kts Small waves with foam crests & white caps
10-15 Kts Larger waves with more frequent white
caps
15-30 Kts Medium size waves with long foam crests.
Above 30 Kts Larger waves with white foam blowing.
32.41.6 CONDITIONS OF SEA: An understanding of the complex

movement of the sea surface is perhaps the most important
single factor to be considered during a ditching.
32.41.7 SWELL: This is movement if the sea resulting from the post
wind action, sometimes: originating from a considerable
distance, a swell may be distorted by nearby land masses
or other sea currents but since it is, in effect, the aftermath
of past wind disturbances. A heavy swell can exist in
conditions of zero wind.
32.41.8 WAVES: When the wind is strong enough a secondary

system of waves get superimposed on the predominant
movement or primary swell.
32.41.9 CHOICE OF LANDING DIRECTION: In a calm sea the

touchdown should be made into wind. A ditching into the
face of a big swell will bring with it violent deceleration and
must never be attempted. The aim is to land parallel with
the swell on crest picking the direction that is most into the
wind.
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When the wind speed is above 20 kts the wind becomes

increasingly important and it will be difficult or impossible
to contain the drift. Selecting an approach and ditching
directions as a compromise between the two factors best
deal with the problem. i.e. head towards the wind and land
across the tops of the swell while avoiding the rising faces.
Above 30 kts the wind is predominant. In a high wind of

this kind the swell will be shorter and the sea is likely to be
broken in to pronounced secondary system that cannot be
ignored. A ditching must then be made into the wind and
down the back of a clearly defined wave.
32.41.10 TECHNIQUE FOR ALIGHTING IN WATER: This is the problem

of controlling the variable of heading, speed, rate of sink,
touch down area and aircraft attitude at point of entry. In
the final stages the aircraft will be at the lowest safe
approach speed and in a gentle descent.
DO NOT stall or drop the aircraft into water from a height.

The human frame is not good at absorbing vertical forces
and in any case the more deeply an aircraft enters the water
on touch down, the greater will be the deceleration.
DO NOT hold the nose of too high. The tail will strike the
water, force down the nose and cause the aircraft to dive/
yaw.
DO NOT attempt a ditching at high speed. The aircraft will

bounce off the water and the second arrival may be out of
control.
In case the tail hitting the water first the helicopter bound
to swing possibly in the direction of rising swell or a large
wave.
DO NOT fly into the face of a large wave or rising swell. This
is the biggest single hazard during the actual ditching.
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32.41.11 ENTERING THE LIFE RAFT: Never jump from an aircraft into a rubber
dinghy or life raft, it could be damaged beyond repair. When it has
inflated in the inverted position follow the instruction for righting and
boarding. Crew are warned to swim or paddle away from the aircraft
before it sinks, this is to avoid the risk of damage to the dinghy or
personal injury though being caught by part of the sinking structure.
32.42 SURVIVAL AT SEA: Should it be necessary to ditch in the open sea,

away from the usual shipping lanes sometime may elapse before
rescue. The steps that can be taken to help search and rescue will
depend upon the scale of equipment carried in the life raft in this
situation the problem is of attracting the attention of any ship or aircraft
likely to be within visual distance and of safeguarding the physical
condition of the survivors.
32.43 SIGNALLING: Pyrotechnics will be limited, therefore save them until a

ship or aircraft is seen. When lighted they must be kept well away
from the life raft and the body. When an aircraft appears to be looking
for survivors, or it is likely to fly nearby, use the Sea Marker Dye to
attract attention. A small pocket mirror can make an effective signaling
device when used in conjunction with the sun.
32.44 WATER: For survival water is more important than food and in
temperate climates a man requires between two and eight ounces a
day, in higher temperature considerably more. Possible sources of
water are rain and sea water treated with desalination tablets. Much
can be done to conserve body fluid and so reduce the water
requirement. Prevent sweating in hot climates. Reduce, or better still,
quit smoking.
32.45 FOOD: When there is little water, eat lightly. A lot of body fluid is
absorbed by protein (egg, fish, sea birds, etc.). Possible sources of food
are all sea birds, fish. The following type of fish are poisonous: brightly
colored fish, fish that puff up, fish with human looking teeth or mouth
resembling that of a parrot, fish covered with spikes or bristles.
32.46 FISHING: In the absence of bait a small piece of cloth may be used.
Red is the best color. Small fish are habitual dinghy followers and they
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may often be caught with a small make shift net. A fishing line can cut
the hands. Use something for a reel or a handle and never attach the
line to the life raft or dinghy. Save bits of a pervious catch for future
bait. Night fishing with the aid of a light can be very successful.
In areas where sharks, swords fish or other dangerous fish are

indigenous wait until nightfall before throwing overboard waste food
or body waste. When dangerous fish are in evidence, stop fishing
immediately, remain quiet, keep clothing on and never trails hands or
feet in the water. An attack is then unlikely.
Should a dangerous fish appear before the survivors have boarded

the dinghy or life raft form an outward facing circle then beat the water
vigorously and in unison.
32.47 KEEPING WARM: Keep the hands warm by placing under armpits or
between thighs. Conserve body heat by keeping close together.
32.48 KEEPING COOL: Dip clothing in the sea wring out and put on again
until dry, then repeat the process. Ensure that all clothing is dry by
nightfall; prevent salt sores by brushing off dry salt which will have
accumulated on the body.
32.49 MEDICAL CARE: When there is a lot of sun, take care not to expose
the body needlessly, and use anti-sunburn cream, if available. Prevent
sore eyes by wearing sunglasses or using a makeshift eye shield. Avoid
seasickness by keeping occupied. Prevent sore feet by keeping the floor
of the dinghy or life raft dry. Treat Immersion Foot by removing
footwear, drying and wrapping the feet loosely with dry cloth and
exercising the toes and feet. Avoid general body stiffness by carrying
out mild exercise while sitting.
32.50 HUET TRAINING : This training is compulsory for all aircrew (once in
three years) operating offshore flights.
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HELIPADS AND LANDIING AREA Ammendment
CHAPTER 33
REQUIREMENTS Date
33.1 UNLICENSED LANDING SITES: HELIPADS/ HELIPORTS
33.1.1 GENERAL : The majority of helicopter operations takes place

at unlicensed landing sites; that is; sites which are not
inspected and therefore not approved by regulatory
authorities.
This section lays down the company policy in order to

provide a self-control and supervision for operations at
unlicensed landing sites.
Unlicensed Landing Sites fall into the following categories
a) Those operated to regularly, details of which may

be included in the Operations Manual. Such
landing sites would include offshore installations,
heliport and landing pads. DGM (OPS) WR/NR
or an Examiner/Instructor will carry out survey
of these sites,
b) Those operated to regularly, over a short period
of time by more than one pilot. Such landing sites
would be used for general charter work for
specific tasks, e.g. under-slung loads, seismic. In
order to provide information, the pilot doing trial
landing will prepare a site plan which would be
passed on to other pilots required to operate to
that site for the first time. Such a site plan and
diagram would contains:-
i) Name of Site and Altitude.
ii) Latitude, Longitude & Map No.
iii) Magnetic North.
iv) Clear approach paths.
v) Obstruction (Wires, aerials, rocks, soft
ground etc.)
vi) Measurements and type of surface of
clear area (FATO etc), slope and safety
area.
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vii) Date of inspection.

Viii) Availability of Safety Services including
wind sock.
ix) Security of site.
x) Availability of First Aid / Ambulance /
hospital etc, Fire Fighting for type of
helicopter to be operated.
xi) Important telephone numbers of
personnel who could be of assistance
in case of emergency.
xii) Helipad controlling agency.
xiii) Any permission required from Police/
District authorities.
This site plan is to be kept at the Base, Regional and CO

(Ops).
c) Those sites operated to on a one time basis

when a survey has not been practical or possible.
In this case, the Captain will use extreme caution
and pay particular attention to observe the
guidance given below.
33.1.2 CAPTAINS DISCRETION: All landing at unlicensed sites

remain at the Captains discretion. This is because such sites
are not under the direct control of either regulatory
authorities or Company Personnel. In addition the flexibility
of the helicopter allows for a wide choice of landing sites.
33.1.3 CONFINED AREAS: There is often a requirement to land at

confined and unprepared landing sites in difficult terrain.
If such a site is in mountainous or steep slope terrain, the

Captain should be aware of reduced rotor clearance due to
sloping ground.
33.1.4 OPERATING GUIDANCE

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a) Site Reconnaissance: Prior to landing the pilot

shall conduct a reconnaissance, which should
cover the following points: -
i) Assess wind speed and direction.
ii) General layout of the area also noting
local features, which may cause
turbulence, or up and down draughts.
iii) Altitude of the site and assessing
aircraft performance at that altitude
if an OGE hover may be required.
iv) Obstacles surrounding the landing
area and within the clearing.
v) The best approach path, escape paths
and committal heights.
v) Exit path or overshoot direction.
vi) Size of the maneuvering area, the
shape, surface and slope of the site.
viii) Intended touchdown point.
The majority of the above can be assessed at first inspection

or during the approach.
b) The Approach: If necessary a dummy approach

can be made to assess winds, turbulence, power
margin etc., using the overshoot to make a final
assessment of the landing site from low level.
The type of approach made will depend upon obstacles,

wind direction, power available, clearance etc.
c) Overshooting: An overshoot must be carried out

during the approaches when:
i) The rate of descent becomes
excessive.
ii) The touchdown point disappears
under the nose.
Iii) Prior to committal point the engine(s)
output is consistently near maximum
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d) Landing
i) Prior to touchdown the pilot shall

make a final assessment of main and
tail rotor clearances.
ii) If the pilot is uncertain that there are
sufficient main or tail rotor clearances
a landing shall not be attempted. A
company engineer or qualified
crewman may be used to provide
additional guidance on clearance
outside the pilots view. Additionally,
the engineer/crewman may be
offloaded in the hover or at the edge
of the site if on a slope to check and
indicate clearances for the landing.
iii) If an inspection of the site is necessary,
then a clearing turn should be carried
out. This should be done in a high
hover ensuring clearance for tail rotor
safety. During the turn the surface of
the ground can be studied and the
landing spot confirmed.
iv) When being marshaled by ground
personnel, the pilot shall be satisfied
that those personnel have been
satisfactorily briefed and are
competent in marshalling techniques.
Notwithstanding this, the pilot is
responsible for the safe clearances
from obstacles around the helicopter.
e) The Take off: Prior to take off, the power margin

shall be established to ensure the take off
techniques and path will ensure that obstacles
are cleared safely. Obstacles should be noted and
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the flattest exit path chosen with due

consideration of the wind.
33.2 REQUIREMENTS OF A HELIPAD
33.2.1 INTRODUCTION: The characteristic of helicopters with their

capability of vertical flight make it possible for them to take
off safely from clear areas. But in the event of an emergency
either during approach or take off, clear space would be
necessary for it to execute a safe landing for the safety of
the machine/ crew and passengers.
33.2.2 REQUIREMENTS: The general guide lines/ requirements of

a standard helipad including takeoff and approach funnel
is given in Civil Aviation requirement Section 4 Series B
Part -3 dated 28 August 2006 amended from time to time.
However some of the general guide lines are as follows: -
a) SIZE OF HELIPAD: Size of helipad for the types of

helicopters will depend on location and the
category of take off required to be executed i.e.
CATEGORY A / B. As a standard guide, minimum
size of one times the overall length of the
helicopter plus safety area would be required for
operation of a single helicopter.
b) TAKE OFF AND APPROACH FUNNEL: It is a
symmetrical trapezoid of a sloping surface,
extending outwards and upwards from the end
or beginning of the take-off or landing surface
respectively widening out to 390m at a distance
of 600m. As regards the obstacle limitations of
the trapezoid, the surface slope of 12.5% is
considered appropriate for the characteristics of
a helicopter performance. This flatter slope is
required to ensure safe operations to cover climb
and engine failure on take-off or on approach.
c) SURFACE OF THE HELIPAD: The surface areas of
the helipad, should be as level as possible
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consistent with good drainage. The surface

should be hard or grassy and clear of any dust,
loose pebbles or other objects, which might
cause damage to the helicopter engine or rotor
blades.
d) MARKINGS: Helipad should be marked with a
capital letter H which should be located in the
centre of the helipad. The letter H should be
painted white. Corners of the helipad should be
marked in the shape of L.
e) WIND DIRECTION INDICATOR: The purpose of
wind direction indicator is to provide wind
direction and give an indication of wind velocity.
It should be truncated cone of two colors (Red
and White or Black and White) and should be
located clear of the helipad. The site selected
should be free from turbulence and visible from
the helicopter flying over the helipad.
f) SECURITY AND FIRE FIGHTING: It will be the
responsibility of the Charterer to provide security
and adequate fire fighting equipments at the
helipad. However, the following precautions will
be taken by the PIC of the helicopter when the
nature of the operations requires that the
helicopter be left for any period away from an
airfield:
i) The selected landing site shall be as
secure as possible.
ii) The police, or a person of authority,
should be available to protect site
from crowd due to presence of the
helicopter.
iii) With regard to the fire precautions,
care shall be taken when landing in
areas where grass can be expected to
be dry and easily combustible.
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Firefighting equipment as per the

length of the helicopter should be
available (H1/H2/H3)
iv) All doors shall be closed and locked
after switch off , if required.
v) All valuables should be removed.
vi) Intake/exhaust blanks or covers to be
used to prevent dust, grass or snow
entering the ports.
vii) If required to be left overnight, the
helicopter is to be properly lashed and
police/ security guard is to be
arranged, and briefed regarding fire
precautions, security of the helicopter
and approach of unauthorized
personnel.
These guidelines are to be complied with in conjunction

with relevant CAR on the subject.
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MOUNTAIN AND HIGH ALTITUDE FLYING Ammendment
CHAPTER 34
Date
34.1 GENERAL: Problems of mountain flying should be

approached with extreme caution. The combined effects
of unknown and unpredictable air currents together with
limited power reserve can be highly dangerous/ critical
Whether taking-off, landing or in cruise flight, the pilot
should be constantly aware of his alternate routes and
engine power reserves.
Anticipation of the movement of wind and air currents in

mountainous areas holds the key to safe flying. Where the
topography is relatively flat and the wind is light, a laminar
flow will result to produce an updraft on the windward side
and a downdraft on the leeward. Severe turbulence results
in strong winds and abrupt topography as the laminar flow
breaks down. Such turbulence will occur on both sides and
will produce downshifts close to the windward side and
updrafts on the leeward. Uneven heating will produce
vertical currents in slack wind conditions. Areas exposed to
the sun will generally produced updrafts and shaded areas
the reverse. Heat may be stored in valleys by day producing
evening updrafts.
34.2 EFFECT OF CONTROLS: Control effect decreases because of

rarified atmosphere at high altitude and a marked difference
is apparent compared with the handling at sea level. Smooth
handling becomes increasingly important as height is gained
for the following reasons:
a) Large cyclic stick movements in order to effect

altitude change.
b) Collective lever is at a higher pitch setting.
c) Decreased tail rotor efficiency.
d) Decreased helicopter stability.
e) Retreating blade stall is more critical due to
higher pitch settings and accelerations
associated with higher TAS.
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34.3 AIR SPEED: Attention must be paid to airspeed at all times.

Loss of a discernible horizon will trend to cause a nose up
attitude and loss of airspeed. Airspeed must be maintained
until over the landing area.
34.4 DENSITY/ PRESSURE ALTITUDE: Density altitude differs from
pressure altitude when the temperature differs from ISA.
Pilots should refer to the density altitude for determining
the flight limitations.
A rule of thumb to calculate density altitude, and hence
power reserves is {(Actual OAT ISA Temp for the Altitude)
X 120] + Altitude = Density Altitude Actual OAT must be
monitored closely. Other effects of decreased density are
higher collective settings and sharper tail-rotor blade angles
resulting in less rudder margin and less useful power.
34.5 PHYSIOLOGICAL EFFECTS OF HIGH ALTITUDE FLYING
a) HYPOXIA: The effects of hypoxia may become

apparent at heights above 10000 ft the most
common symptoms of which are over confidence
and impaired judgment.
b) LOSS OF EXTERNAL HORIZON: The horizon may
often be obscured by clouds or surrounding
peaks. This may give the pilot wrong attitude/
perception giving rise to disorientation.
c) VERTIGO: An approach on to and take from a
pinnacle with a sheer drop on all sides, may
create disorientation.
d) DEPTH PERCEPTION: The tendency is to become
impatient at the earlier stages of an approach to
an isolated table-top helipad due to the apparent
slow approach on account of problems of depth
and speed perception. The ground seems to
suddenly rush up to meet the aircraft in the final
stages of the approach. By the time the pilot
appreciates this he may be badly overshooting.
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34.6 USE OF OXYGEN: As per CAR Section II Series O Part IV

when operating above pressure altitude of 10000 ft,
breathing oxygen should be readily available for use by
the crew members and 10% of the passengers, for any
period in excess of 30 min., up to 13000 ft. Above this
altitude adequate breathing oxygen should be readily
available for continuous use by all occupants of the
helicopter.
34.7 ENGINE SHUT DOWN: Engine shut down should whenever

possible, be avoided in remote very high hilly areas away
from base. If there is no alternative to a shut down, the
landing site should, as far as possible, be selected which
has sufficient space for a second helicopter to land close
by. Some form of radio or telephone communication should
be ensured to communicate and obtain assistance against
the possibility of an engine failing to restart.
34.8 SAFE ROUTES AND HEIGHT: In the event of routine or

transitory flight across mountainous terrain, every effort
must be made to follow such routes and at such heights as
to enable a safe exit from the valleys and over the passes in
the event of a single engine failure. Whenever possible
routes should be selected along river beds, roads, tracks,
inhabited areas, valley floors etc and routes used by the
other air traffic.
34.9 WEATHER: Weather plays an important part in planning and

execution of mountainous terrain and high altitude
operations. Due to insufficient availability of Met data the
forecasts are of a general nature which could be at great
variance from the actual weather from one valley to the
other. Pilot has to exercise great caution prior to and during
flight to avoid getting into irrecoverable situations due to
fast weather changes in narrow valleys. Entry to these
valleys should be decided only after careful evaluation of
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the exit path. Under- cast and in between the cloud layer
flights should always be avoided.
34.10 ALTIMETER SETTING: As flying in the hilly areas will be below

transition altitude pilots will be using QNH setting on
altimeters as given by the controlling ATC. However, due to
local variation in pressure which can be considered from
valley to valley, adequate caution will have to be exercised
for assessing the altitude at which they are flying.
34.11 MOUNTAIN WAVES: The vertical motion occurring in

standing waves can be appreciable since they are often
deceptively smooth and may escape unnoticed unless
reference is made to the altimeter or VSI. When planning a
flight over hills or mountains, pilots are advised, therefore,
when conditions are reported or forecast to be conducive
to the development of standing waves, to allow a safe
clearance above the height of the range so as to provide
adequate margin to cater for descending air currents. It is
also advisable to select a flight path at right angles to the
range of hills or mountains so as to spend as short time as
possible in the regions of the standing waves. Pilots should
take special care when they observe ventricular cloud above
the crests of hills and leeward of them, which are indicators
of standing waves.
34.12 TURBULENCE: At the confluence of the valleys and over the

ridges, moderate to severe turbulence could be encountered
as the day progresses with the heating of the atmosphere.
To minimize the effect, higher altitudes should be selected
and when encountered, the flight control application should
be bare minimum possible at the recommended turbulence
speeds
34.13 SELECTION OF LANDING SITES: Special care must be taken

in the hills in selection of landing sites in the areas of up
and down drafts and areas of rapidly changing weather.
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34.14 TRAINING REQUIREMENTS: MOUNTAINS / HIGH ALTITUDE

FLYING: To ensure safety of operation before an
aircrew in cleared to fly as PIC he should have attained
certain standards of proficiency. Helicopter flying in the hilly
terrain is a matter of experience primarily. It also requires
knowledge of the hilly terrain and the effects of wind and
rapidly changing weather conditions that can restrict the
operations. Heights of the helipads adversely affect the
performance of the helicopters especially during take-off
and landing phases. However, operations to the helipads
in the hills are restricted to VFR day only. The training of
pilots for Hill Flying is to be carried out as per guidelines
given in the CAR Section , Series B,Part X dated 08 July
2005 amended from time to time. Same is reproduced
below for regular / irregular operations in Hilly terrain for
inexperienced pilot with lessthan 1000hrs on helicopters,
experienced pilot with more than 1000hrs but less than
2500 hrs and experienced pilot with more than 2500hrs on
helicopters.
a) INEXPERIENCED PILOT: Over and above the

mandatory requirements specified in Appendix
B & C to above CAR, the following will also be
adhered to for clearance for captain rating.
i) On completion of dual and co-pilot
hrs, the pilot will fly 5 sorties or 10
landings on various helipads from the
captain seat with current experienced
pilot / check pilot before being cleared
for captain rating by an examiner/
instructor/ experienced pilot.
b) EXPERIENCED PILOT : Over and above the laid

down mandatory requirements in Appendix A
& B to above CAR, the pilot will undergo 5 sorties
or 10 landings with an current experienced pilot
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form the captain seat, before being cleared for

captain by current experienced pilot/ Instructor/
Examiner on type.
Note : -if found satisfactory, his logbook is endorsed

accordingly before he is permitted to fly as PIC. Check sortie
includes at least one landing in the hills. These are to be
read in conjunction with existing CAR on the subject.
34.15 APPROACHES TO LAND: These should be steeper than

normal and, for helicopters with counter clockwise rotors
an ideal approach will keep and mountain to the left so
that, in the event of tail rotor control failure, the aircraft
will turn away from the obstacle. Ambient wind conditions
will dictate the best approach path but all approaches
should be at 45 degrees to the mountain or cliff face.
34.16 TAKE OFF: Speed should be increased after take-off taking

advantage of winds and updrafts, moving clear of rock faces
as soon as possible.
34.17 SNOW AREA OPERATIONS: The problem of major concern

in helicopter snow and ice operations are the restrictions
to visibility as a result of blowing powder snow from the
rotor down wash during take off and landing. Occasions
might necessitate frequent reference to instruments. Snow
goggles must be used in such areas to prevent snow
blindness.
34.17.1 Handling Techniques: Ice under the skids or wheels may

cause the helicopter to spin during rotor engagement or
when the engine is throttled back quickly during engine and
transmission checks. Care is necessary to ensure that the
cyclic is held in the central position during these checks.
Where there has been a fresh snowfall, a prolonged run-up

should be employed to blow away the fresh snow. However,
because of the reduced visibility caused by the resulting
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snow cloud it will be necessary to use a reference point

within the periphery of the rotor blades. Movement at a
low hovering height should be avoided and a normal climb-
out technique employed. Similarly returning to the hover
over areas of fresh snow can be hazardous and an approach
should be made to a specific object, such as bush or tree
stump, which should be used as a hovering reference whilst
the snow is blown away by the rotor downwash. This
reference should be held inside the rotor periphery to
prevent it being lost from sight in the disturbed snow. In
cases where no such reference is available, several low fly-
pasts will blow away most of the loose snow; they should
be made at sufficient speed to ensure that there is always
an area of clear vision in front of the aircraft.
Depth perception is difficult over large areas of unbroken

snow, particularly for the ab-initio, and such areas should
be avoided for practicing quick-stops or autorotation. Tree
lines, fences, clear roads, tracks, etc. will provide references
to assists in judging height.
A landing on fresh snow, particularly at an unfamiliar site

should be tackled with extreme care since there will be
doubt about the depth of snow and the conditions and
nature of the underlying ground. The weight of the aircraft
should be transmitted to the landing gear carefully and
gradually so that as assessment can be made of the ability
of the site to take all the aircrafts weight and permit
shutdown. At times helicopters may have to be held power
to reduce chances of wheel sinking. Through-out this
procedure the pilot must be ready to lift helicopter for take-
off immediately should circumstances warrant.
Snow that has a strong crust must be treated with extreme

caution. The crust may give way during landing, causing a
violent roll. If the crust allows the skids to penetrate to the
underlying soft snow, care must be taken not to allow any
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yaw, since skid, which has slid underneath the hard crust,
may give an unexpected off-balance lateral force on the next
take-off. In addition, it must be remembered that, if during
landing the undercarriage penetrates below the top surface
of the snow, the tail rotor will be much closer to the surface
of the snow. The above problems can be obviated to large
extent by beating the snow, which provides harder and
stronger crust. Helipad manning agencies are advised on
this aspect and this should become a SOP for snow-covered
helipads.
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Page No 1/5
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AERIAL PHOTOGRAPHING / FILMING/ Ammendment
CHAPTER 35
POWER LINE PATROLLING Date
35.1 AERIAL PHOTOGRAPHY/FILMING: It is the Captains

responsibility for ensuring that the requirements detailed
herein for the conduct of aerial photography flights are
complied with and that all personnel involved are briefed
upon these procedures and safety instructions. Necessary
permission/ STC from the regulator must be obtained in
writing before commencement of Aerial Photography/
filming.
35.1.1 Use of Co-pilots Seat (In case of Single Pilot operated

Helicopter): The Co-pilot or front passenger seat shall not
be used by a photographer unless all dual controls are
removed, when this seat is used by a photographer, the
Captain shall satisfy himself that there is no possibility of
camera equipment (e.g. straps, camera bags, leads and
cables) fouling the collective or panel and console switches.
Any such items shall be stowed in the main cabin or securely
taped and mounted to prevent fouling.
35.1.2 Doors Open or Removed: When there is a requirement to

conduct filming or photography with aircraft doors open or
removed, the Captain shall refer to and comply with the
limitations prescribed in the limitations section of the
appropriate Rotorcraft Flight Manual.
35.1.3 Passengers: When conducting an aerial photography flight

with doors removed or requiring flight below 500 A.G.L, only
those persons essential to the conduct of the flight may be
carried.
35.1.4 Personnel Safety
i) The cameraman shall always have a passenger

seat available to him. For take-offs, landings and
in emergencies, this seat will be occupied by him
with the safety belt secured in addition to his
safety harness.
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ii) When filming with the door open or removed,

the cameraman shall wear a safety harness at all
times during flight which shall be properly
secured to a suitable hard point. Additionally, he
shall wear a standard aircraft seat belt when
available except when it is necessary to move to
another position in the cabin. with permission
of the Captain.
iii) Additional personnel carried in accordance with

para 16.1 d. above shall wear a standard aircraft
seat belt at all times and shall not be permitted
to sit in a seat adjacent to any open door unless
they also wear a safety harness. They shall not
be permitted to move under any circumstances
when wearing only a standard seat belt unless
the doors are closed and the aircraft is above
500 AGL.
35.1.5 Equipment Security: With doors open or removed all loose

articles including cameras, camera bags, cables, film and
other equipment are to be properly secured and strapped
to prevent them falling or being blown out of an open door
or window.
35.1.6 Communications: The pilot is to maintain communication

by headset with at least one member of film crew to pass
instruction/ information passed quickly and freely at all
times to further pass on to all personnel involved.
35.1.7 Authorization
a) No photographic flight may be undertaken unless

the permissions are received from the
appropriate authorities. The pilot is to carry a
copy of the permission with the aircraft.
b) Where flights are intended to operate at a height
below that prescribed as a minimum operating
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height by the local Civil Aviation Authority any

permission (s) shall include a low flying approval
by that Civil Aviation Authority.
c) Whenever possible the Captain is to endeavor
to ensure that any local police and district
authorities are informed of the flight.
d) STC is approved by the regulator for any
notification.
35.1.8 Special Filming Seats/Mounts: Some filming companies

may provide specialist mounts/ seats for a cameraman to
allow him or his camera a greater field of view. Only
approved aircraft mounts/seats may be used after specific
approval by GM Engineering.
35.1.9 Briefing: In addition to the general briefing for passengers,

the Captain is to cover the following points in his briefing.
35.1.9.1 Safety Harness / Seat Belts
i) The proper fitting and operation of the safety

harness shall be demonstrated. The requirements
when to wear a seat belt in addition to the
harness, Permission may be required from
captain to move position and restrictions on
those wearing seat belts.
ii) Security of Equipment: All loose articles to be
secured and stowed.
iii) Action in the event of Emergency: If wearing a
safety harness only, the cameraman should take
his seat and put on a standard seat belt, remove
all camera equipment and stow it beneath his
seat if possible.
35.1.9.2 Flight Conduct
a) The Captain shall operate the aircraft in a manner

so as not to endanger or cause nuisance to
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persons, live stock or property on the ground.

i) Multi-engine helicopters shall be
operated at a weight and airspeed
such that flight may be continued in
the event of a single engine failure.
ii) Single Engine Helicopters shall be
operated at a height and airspeed
such that a safe landing to a clear area
can be made in the event of an engine
failure or other emergency.
b) Notwithstanding the above, all aerial filming/
photographic flights shall be conducted in
accordance with the appropriate Civil Aviation
Authority Regulations and clearances.
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CHAPTER 35

Page No 1/4
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SEARCH AND RESCUE Ammendment
CHAPTER 36
Date
36.1 GROUND AIR VISUAL SIGNAL CODE
36.1.1 GROUND TO AIR VISUAL SIGNAL CODE FOR USE BY

SURVIVORS
No. Message Code

1. Required assistance V
2. Required medical assistance X
3. No or Negative N
4. Yes or Affirmative Y
5. Proceeding in this direction
36.1.2 GROUND TO AIR VISUAL SIGNAL CODE FOR USE BY RESCUE

UNITS
No. Message Code
1. Operation completed LLL
2. We have found all personnel LL
3. We have found only some ++
4. We are not able to continue XX
Returning to base
5. Have divided into two groups < Z >
each proceeding in direction indicated.
6. Information received that aircraft is in this
direction.
Symbols shall be at least 2, 5 meters (8 feet) long and shall

be made as conspicuous as possible,
Note 1: Symbols shall be formed by any means such as

fabric, parachute material, pieces of stones or such like
material; marking the surface by tramping or staining with
oil etc,
Note 2: Attention to above signals may be attracted by other

means such as radio, flares, smoke reflected light etc.
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36.1.3 AIR TO-GROUND SIGNALS: The following signals by aircraft

mean that the ground signals have been understood.
During hours of daylight: By rocking the aircrafts wings.
During the hours of darkness: Flashing on and off twice

the aircrafts landing lights or if not so equipped by switching
on and off its navigation lights. Lack of the above signal
indicates that the ground signal is not understood.
36.2 SIGNALS WITH SURFACE CRAFT: The following maneuvers

performed in sequence by an aircraft mean that the aircraft
wishes to direct a surface craft towards an aircraft or a
surface craft in distress:
Circling the surface craft at least once.
Crossing the projected course of the surface craft close

ahead at low altitude and
a) Rocking the wings, or

b) Opening and closing the throttle or
c) Changing the propeller pitch.
Heading in the direction in which the surface craft is to be

directed Repetition of such maneuvers has the same
meaning.
The following maneuvers by an aircraft means that

assistance of the surface craft to which the signals is directed
is no longer required.
Crossing the wake of the surface craft close astern at low

altitude and
a) Rocking the wings or

b) Opening and closing the throttle, or
c) Changing the propeller pitch.
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Note: The following replies may be made by the surface

craft to the signal given for acknowledging receipt of signals.
1) The hoisting of the Code pennant (vertical red

and white stripes) close up (meaning
understood).
2) The flashing of a succession of Ts by signals lamp
in the Morse code.
3) The changing of heading to follow the aircraft.
For indicating inability to comply
1) The hoisting of the international flag N (a

blue and white chequered square).
2) The flashing of a succession of Ns in the Morse
Code.
NOTE: The Search and Rescue procedure is also given in

SMS/Flight Safety Manual of PHHL.
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ABNORMAL AND EMERGENCY Ammendment
CHAPTER 37
PROCEDURES Date
37.1 DISTRESS / EMERGENCY ACTION: An aircraft is in a distress

condition when it is threatened by grave and imminent
danger and requires immediate assistance. When an aircraft
experiences an emergency or is in distress, change
transponder code to 7700. For hijacking transponder code
is 7500.
37.2 OTHER AIRCRAFT IN DISTRESS: When other aircraft have

indicated that they are in distress, deviate from courses only
when in a position to render immediate aid. Assist in relay
of distress message. Avoid interfering with emergency
communication. If requested by ATC to proceed to the
position of the distressed aircraft avoid unnecessary
congregation resulting in the possibility of a mid air collision.
In this case aircraft are prohibited from descending below
1.000 ft. AGL over flat terrain or 2,000 ft. AGL in
mountainous terrain in day. If you are in a position to assist
another distressed aircraft VFR.
37.3 INTERCEPTING DISTRESSED AIRCRAFT: By rendezvousing

with it, the followed procedure can be used.
a) Dead reckoning.
b) Load the distressed aircrafts position or
intended position at the time of intercept into
the GPS as a new waypoint and navigate to that
location.
37.4 DISTRESS MESSAGE: If an aircraft is in an emergency

situation, declare an emergency immediately and transmit
to ATC on the frequency in use / emergency frequency.
Following information should be provided to ATC :
a) Aircraft identification
b) Position and altitude
c) Nature of emergency.
d) Action being taken or planned.
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e) Any additional information available for an

efficient rescue or relief.
f) Number or passengers on board.
g) Dangerous goods and their location.
h) For over water flights provide heading, airspeed,
altitude, ground speed and track.
37.5 COMMUNICATION FAILURE
37.5.1 GENERAL PROCEDURE (ICAO): Check Emergency Section

Jeppesen Manual for any local variation in procedure given
below.
Change Transponder mode to code 7600.
37.5.2 IF TWO-WAY COMMUNICATION FAILS: Listen on any

Operational radio receiver for ATC information.
ATC service is provided on the basis that the pilot is

operating in accordance with the procedure given below:
If confronted by a situation not covered in regulations pilots

are expected to exercise good judgment in whatever action
they take. They should not be reluctant to use their,
emergency authority.
37.5.3 VFR CONDITIONS: If failure occurs in VFR Conditions, land

as soon as PRACTICABLE. This does not mean as soon as
possible. The pilot retains his prerogative of exercising his
best judgment and is not necessarily required to land at
an unsuitable helipad / heliport./ airport or only minutes
short of his destination.
37.5.4 IFR CONDITIONS: If failure occurs in IFR conditions or if the

above cannot be complied with, continue the flight as
follows.
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1. ROUTE
By the route assigned in the last ATC clearance
received.
a) If being Radar vectored, by the direct route from
the point of radio failure to the fix, or airway
specified in the vector clearance.
b) In the absence of an assigned route by the route
ATC has advised may be expected in a further
clearance, by the route filed in the flight plan.
2. ALTITUDE
At the highest of the following altitude/ flight
level for the route segment being flown.
a) Altitude / flight level last assigned.
b) Where appropriate, minimum altitude
/ flight level.
c) Altitude/ Flight Level ATC has advised
may be expected in further clearance.
37.5.5 LEVEL CLEARANCE LIMIT: When the clearance limit is a fix

from which an approach begins, commence descent or
descend and approach as close as possible to the Expected
further Clearance/ Expected Approach Time if one has been
received, or if one has not been received, as close as possible
to the ETA as calculated from the filed or amended (with
ATC) ETA.
If the clearance limit is not a fix from which an approach

begins, leave the clearance limit at the expect further
clearance (EFC) time of one has been received, or if none
has been received, upon arrival over the clearance limit,
proceed to a fix from which an approach begins. Commence
descent or descend and approach as close as possible to
the filed or amended ETA.
37.5.6 HOLDING: If holding is necessary at the fix to be used for

the approach, holding and descend to initial approach
altitude shall be accomplished in the holding pattern
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PROCEDURES Date
depicted in the chart, or, if none depicted, in a holding

pattern on the side of the final approach course on which
the procedure turn is described.
37.5.7 RECEIVER FAILURE: When an aircraft is unable to establish

communication due to receiver failure position reports
must be transmitted at the scheduled time on the frequency
in use preceded by the words transmitting blind due
receiver failure. The aircraft shall transmit its intended
message following this by com
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PROCEDURES Date

Page No 1/2
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AIRCRAFT OPERATION INFORMATION & Ammendment
CHAPTER 38
LIMITATION Date
Aircraft operating information & limitations will be as per

pilot operating manual for respective helicopter, which is
available on board the helicopter.
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AIRCRAFT OPERATION INFORMATION & Ammendment
CHAPTER 38
LIMITATION Date

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CHECK LISTS, FLYING PROCEDURES & Ammendment
CHAPTER 39
STANDING OPERATING PROCEDURES Date
39.1 Check List
Refer respective flight manual.

Available on board the helicopter.
39.2 Normal Procedures
Refer respective Flight Manual

Available on board the helicopter
39.3 Emergency Procedures
Refer respective Flight Manual.

Available on board the helicopter.
39.4 Standard operating procedures
Standard Operating Procedures have been compiled and

made for specific area operations. Copies of same are
available at bases, regions and with GM (Ops) , CO. The
SOPs will be revised regularly by DGM(Ops) of regions, and
amendments if any will be incorporated in the respective
SOPs of the area/ location. All pilots will keep themselves
updated on the latest SOPs before operating helicopters.
39.4.1 SOP for off-shore operation
SOP for off-shore operations have been compiled and made.

Same are available at regions, Bases and with GM (Ops).
All pilots will keep themselves updated on the latest SOPs
before operating helicopter for offshore locations. DGM
(Ops) / DGM (Trg) will regularly review these SOPs.
Ammendments if any will be incorporated in the respective
SOPs of area/ location.
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CHECK LISTS, FLYING PROCEDURES & Ammendment
CHAPTER 39
STANDING OPERATING PROCEDURES Date

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HAZARD / OCCURRENCE REPORT Ammendment
APPENDIX A
Date
Hazard occurrence report is required to be filled by the PIC on

completion of the days flying. This report should be forwarded to
Regional Control Room as per the following format :-
HAZARD / OCCURRENCE REPORT
S NO HEAD REPORT
1 BASE / WEATHER
2 WEATHER
3 HELIPAD SUPPORT SERVICES
4 TECHNICAL
5 ADMINISTRATIVE
6 OTHERS
Page No 1/3
DATE OF
SEP 2011
RE-ISSUE
FLIGHT SAFETY REPORT Ammendment
APPENDIX B
Date
A REPORTABLE ACCIDENT/INCIDENT should be reported on this form

within 24 hours with copies to other concerned officers ie DGCA (A/
S), GM (Flight Safety), CO and GM (Ops).
A (i) Aircraft and Flight Data:
Name of Crew
(In Block letters)
Date A/c Type & Registration
From To
Time of T/O Time of occurrence

Place
Altitude Phase of Flight

IAS
T.O. WT. No. of Pax.
(ii) Weather
Cloud Type & account HC.
Visibility OAT Wind
Turbulence Yes/No
Intensity
Precipitation Light/Mod/Heavy
B. The following information must also be provided in case of

Landing/To Accident/ Incident.
(i) Condition of Runway (Dry, Wet or water logged)
(ii) Surface Wind (velocity, cross wind component, Gusty,

Variable, Steady)
Page No 2/3
DATE OF
SEP 2011
RE-ISSUE
APPENDIX B
Date
C. In case of Engine failure this part must also be completed
(i) PORT/STBD Engine
(ii) Changes accomplished if any, prior to malfunction.
(iii) Failure During T/O / CLIMB/ CRUISE/ DESCENT/

APPROACH/LANDING/ON GROUND
(iv) Engine Shut down due to
D. DESCRIPTION OF OCCURRENCE
CAPT SIGNATURE
DATE
Page No 3/3
DATE OF
SEP 2011
RE-ISSUE
APPENDIX B
Date

Page No 1/3
DATE OF
SEP 2011
RE-ISSUE
BIRD STRIKE INCIDENT REPORT Ammendment
APPENDIX C
Date
Following is the proforma for reporting Bird Strike Incident.
Registration No. Effect on flight
Engine Make/Model
Date Day
Month Year
Local Time Sky condition :
Dawn/Day/Dusk/Night No cloud/some cloud/ overcast
Name of Aerodrome Precipitation
Runway used Fog /rain/ Snow
Local of enroute Number of Birds
Height AGL Seen/Struck
Speed
Phase of Flight Size of Bird
Part of Helicopter struck Pilots warned of Birds Yes/No
Remarks (described damage/

injuries and other pertinent
information)
Reported by
Page No 2/3
DATE OF
SEP 2011
RE-ISSUE
APPENDIX C
Date
THE INFORMATION IS REQUIRED FOR AVIATION SAFETY.
1. Pilots should indicate if departure was delayed, Flight Plan

arranged or flight cancelled in the remarks column.
2. Injuries sustained if any to be reported.
3. ATC unit should send it directly to DGCA (Air Safety etc.)
4. Operator should send a copy to DGCA.
5. Financial losses incurred due to bird-hits to helicopters

should be reported to DGCA as soon as possible preferably
within 8 weeks of occurrence of the incident.
Page No 3/3
DATE OF
SEP 2011
RE-ISSUE
APPENDIX C
Date

Page No 1/3
DATE OF
SEP 2011
RE-ISSUE
AIR MISS INCIDENT REPORTING Ammendment
APPENDIX D
PROCEDURE Date
An air miss is defined as a situation in which the pilot considers his

aircraft may have been endangered as a result of the close and
potentially dangerous proximity of another aircraft during flight to
the extent that a define risk of collision existed.
ATC incident is defined as a situation in which aircraft appear to have

less separation than the Pilot expected and there was no risk of
collision.
The following procedure for reporting an Air miss incident shall be

followed:
a) A pilot, who sees another aircraft in a dangerously close

proximity to his own aircraft failing in the category of Air
miss incident as defined above should report on Radio to
the Air Traffic Services Unit with whom he is in contact.
b) The report should be prefaced by the word Air miss and

it should include the following information.
i) Position at the time Air miss occurred.

ii) Time incident.
iii) Altitude/Flight level/heading (Climbing,
descending, turning, or level flight).
iv) Weather conditions and Visibility.
v) Brief circumstances of the incident including first
sighting distance and miss distance (State clearly)
whether risk of collision existed or not.
The ATCO receiving the report may ask for any additionally
information he requires.
If it is not possible to report the incident by radio; the report should

be made in person or on telephone or other means to the nearest
ATS unit.
The pilot, on the Prescribed AIR MISS INCIDENT REPORT FORM

available at every ATS Unit, must confirm as Air miss incident report
Page No 2/3
DATE OF
SEP 2011
RE-ISSUE
APPENDIX D
PROCEDURE Date
made by radio or telephone within seven days. The confirmatory report

should be addressed to the appropriate Regional Controller of Air
Safety/Senior Officer (ATC). Some Operators / Company may require
submitting confirmatory report though their Company or Corporation
which is acceptable provided it is signed by either the pilots or a
responsible Official of his Company/Corporation.
If the confirmatory report is not received within seven days, no official

action shall be taken on radio or telephone report except in exceptional
circumstances.
Pilot may also make use of the AFTN from a place abroad to make an
initial AIR MISS Incident report, which could not be passed on Radio.
In such case the AFTN message may be addressed direct to the ATS
Unit responsible for the FIR/Control zone or Control Area in which
the incident happened. The message should be sent as soon as possible
after the first landing.
Page No 3/3
DATE OF
SEP 2011
RE-ISSUE
APPENDIX D
PROCEDURE Date

Page No 1 / 13
DATE OF
SEP 2011
RE-ISSUE
SAFETY AUDIT FORMAT Ammendment
APPENDIX E
Date
MANAGEMENT PRACTICE
1. Management/supervisory structure for ensuring

proper Control over safe operations of aircraft.
2. Responsibilities and functions of different individuals

are defined
3. Decisions of management and operational

instructions to affected personnel conveyed properly
4. Action by management for violations of safety

requirements by their employees.
OPERATIONS POLICIES AND PROCEDURES
1. Availability of weather information of destination

and alternate Aerodrome prior to flight in the flight
Operations office.
2. Flight Ops. Office is supervised and adequately

controlled.
3. Dedicated person for processing pilots special

report.
4. Considering Crew co-ordination while roistering for

particular flight of pilot and co-pilot.
5. Proper planning for pairing the pilots (P1 and P2

experience and seniority).
6. Airport/ route qualification and bad weather

experience is accounted while roistering.
7. Proper filling of PDR with time by the pilots.
8. In house monitoring of operations by Chief of

operations.
9. Trial/detailed study prior to operation by Chief of

operations.
10. Procedures established for operations at critical/

marginal airfields and for monsoon period
operations.
Page No 2 / 13
DATE OF
SEP 2011
RE-ISSUE
APPENDIX E
Date
11. Proper selection of alternate aerodrome

considering ATC watch hours and aircraft handling
facilities.
12. Weather minima approvals for the operating

airports available.
13. No. of Cabin Crew as per the laid down

requirements.
14 Wet leased a/c operations and maintenance as per

requirements.
15 Foreign pilots having >500 hours taken into

considerations for flying Indian a/c.
FLIGHT OPERATIONS
1. Qualified and flight Dispatchers at main base and

Sub-bases
2. Qualified company doctors at main base and Sub-

bases periodically calibrated medical Equipments.
3. Whether main base and Sub bases are adequately

equipped with communication and other assisting
equipments.
4. Operational Flight Plans preparation and its entirety.

(Latest MET details, status of facilities on route
required, proper fuel reserves etc.
5. Proper reporting of Pilots prior to departure.
6. Briefing to the Pilots full/comprehensive.
7. FDTL Monitoring by operations office.
8. FDTL Accounted while roistering.
9. Transit A approval for pilots for Refueling checks

with authorized Personnel.
10. De-briefing by Pilots about Nav/Com. Aids.
11. Pilot licence on board-carrying.

Page No 3 / 13
DATE OF
SEP 2011
RE-ISSUE
APPENDIX E
Date
12. LOAD AND TRIM SHEETa) Approved Personnelb)

Approved Instructors for training.c) Approved L&T
Sheets and approval No: indicated.d) Random
inspection of Load & Trim sheet.e) Crew weight
taken into calculation.f) Passenger shown as
supernumerary.
13. Awareness of Occupying observers seat in the

Cockpit.
14. Calibration of weighing machines.
15 RTOW charts available main base and outstations.
16 Availability of Cargo manifest.
17 Availability of list of persons authorize carry

weapons on board
18 Instruction regarding carriage photographic

Equipment on board and permission from DGCA.
SAFETY PROMOTION
1. Whether adequately manned with Engg./Flying

personnel on full time.
2. Whether internal audit carried out Regularly and

deficiencies auctioned by concerned departments
ensured.
3. Whether CVR/DFDR facilities established and

monitored regularly
4. Whether frequent meeting between pilots and

engineers are held and Records maintained for that.
5. Whether flight safety division gets international/

national aviation Magazines/bulletins and relevant
safety matters circulated to pilots/engineers.
6. Compliance of investigation reports safety audits,

spot checks- records of implementations.
Page No 4 / 13
DATE OF
SEP 2011
RE-ISSUE
APPENDIX E
Date
TRAINING
1. Whether newly inducted crew member undergone

familiarization with ops.
2. Records regarding requirements of AIC 17 of 1994

after change of Airline by the pilot.
3. Pilots undergone security training dangerous and

prohibited goods training and human factor training-
records maintained.
4. Proficiency check after leave period of more than 30

days/ failed in proficiency check.
5. Pilots undergone technical performance refresher

and flight safety courses.
6. Refreshers to AMEs, Cabin Crew and Flight

Dispatchers.
7. Additional training to those failed in refreshers.
8. Trained technicians to handle safety equipments.
9. Proper training of ground technicians for

marshalling/rotating propellers.
10 Apron safety precautions by drivers and other

personnel handling ground equipments training/
refresher for them.
11 Briefing and training to helpers and loaders for

precautions of loading the aircraft.
MAINTENANCE STANDARDS AND PROCEDURES
1. Check whether number of AMEs is adequate to

cope-up with the maintenance.
2. Check whether at outstations trained technicians

for engine start, use of electrical power, fire
extinguishing operation and marshalling are
available.
Page No 5 / 13
DATE OF
SEP 2011
RE-ISSUE
APPENDIX E
Date
3. Check whether AMEs having authorization are not

carrying out rectification of snags.
4. Check whether the Radio Engineers are operating R/

T without proper R/T Licence.
5. Check whether tools and equipment including

special tools are adequate and in working condition
for carrying out schedule inspection, snag
rectification etc on the aircraft.
6. Check whether Aircraft Jacks are available and

periodic proof loading check is carried out.
7. Check whether Oxygen charging at approved

source.
8 Check whether Nitrogen used of proper

specification and bottles are properly stacked.
9. Check whether Facilities are equipment like oxygen

charging, ground cart for power, tyre charging, toilet
servicing and pot able water available.
10 Check whether Periodicity of calibration of various

gauges is maintained and documented and placarded
on the bench.
11 Battery shop Charging facility- approved.

Premises is ventilated. Record of testing maintained.
Capacity testing eqpt. Available (for lead acid NI-CD
batt.) reconditioning/overhaul of NI-CD SAFT
Manual available. Shops approval is displayed.
12 Hydraulic ship Check record of fluid change and

contamination check is available.
13 Check whether test Benches are calibrated.
14 NDT TECHNIQUECheck whether the desired NDT

techniques are used and proper trained personnel
are there. Certificate of competency for the persons
working.a) Eddy current/Ultrasonic Facility for
wheels.b) Availability of Test piece.c) Intensity
check for ultraviolet lamp for florescent particle
inspection.d) Test piece availabilitye) Ammeter
Page No 6 / 13
DATE OF
SEP 2011
RE-ISSUE
APPENDIX E
Date
calibrations for Magnaflux equipment is available.f)

CURRENT requirements for various components-
known.g) NDT Manuals of manufacturer available.
15. FTD/BENCH CHECKS OF RADIO EQPT

Check whether.a) Bench Check for ELT.b) Bench
check for RMI and CDI also FTD check.c) All other
avionic item by FTD.
16. FUNCTIONAL TEST Check Whether: Functional

test for fuel manifold Adapter installed on PT6A-21
and PT 6A-42 Engine.
17. MONITORING OF CVR/DFDR. Check

Whether.a) Serviceability record.b) Integrity
check.c) Supply of voltage & frequency within limits.
18 Check the record of ELT testing time maintained for

battery life.
19 Check the Serviceability of torch kept on board.
20 Check fuel samples Bottles for collecting fuel

samples available. Check the transparency of the
bottle.
21 Check fuel figures are correctly recorded and fuel

on board is not more than required.
22. Check Cowling, panels, fairing kept on ground with

Rubber pads.
23 In Monsoon, check the following: Weather Radar,

Wipers, Rains repellant, Antiskid system and thrust
reverser System serviceability.
24 Check the snag rectification work was carried out

as per MM.
25 Check the Structural inspection and corrosion

prevention programme- carried out at proper
stages. Check necessary tools/literature / expertise
availability.
26 Monitoring of Aircraft weight growth.

Page No 7 / 13
DATE OF
SEP 2011
RE-ISSUE
APPENDIX E
Date
27. Check Slide chute Serviceability (if applicable) is

assured at desirable intervals.
QUALITY CONTROL
1 Check whether QCM or Dy.QCM have licence on

type of aircraft being operated.
2 Check the adequacy of man power in QC set up for

functions like delay, defect and engineering
investigations, reliability and performance
monitoring, compliance of SBs and Modifications,
TBO control etc.
3 Check the display of approval letter/certificate in

QCM Office.
4 SCHEDULES: Check whethera) Certified items

wise and duly signed.b) Have the tools required for
accomplishing the task.c) Inducts details the
heading, amendments, amendment number and date
of approval is available.d) Change made with
approval of Airworthiness Authority.e) Whether
QC is verifying qualified persons certify all items
and completed schedules are preserved for the
desire period.
5 SPECIAL SCHEDULESCheck whether Prepared,

approved and available. Approval number of
schedules are printed on it, Availability of off job
sheets.
6 Check whether Oil and fuel registered are

maintained and oil consumption properly calculated.
7 Whether certificates of maintenance is issued after

major check
8 Check whether Log Books are updated in time and

their proper entry of mandatory modifications
9 Check whether there is a combination of two

agencies for the maintenance of aircraft, the manual
lays out the responsibilities of AMEs of different
agencies.
Page No 8 / 13
DATE OF
SEP 2011
RE-ISSUE
APPENDIX E
Date
10 Check whether MEL is approved. MEL not violated

from base No Deficiencies cleared although not
covered under MEL.
11 Check whether MMEL is not utilized without

approval.
12 Check whether Planning for future requirements of

mandatory mods for each type of aircraft and
system for monitoring of mods, SBs and repeat
inspections along with records of compliance of
mandatory mods.
13 Check approval of TBO/COSM.
14 Check whether Planning for future requirements of

overall of components/ ratable and agency to
undertake the same.
15 Check whether Timely receipt of investigation

Reports from vendors
16 Check whether Feed back on prematurely removed

components.
17 Check whether Delay or repetitive snag meeting is

held and record maintained.
18 Check whether Snags are attended thoroughly as

per MM.
19 Check whether for tendency of not reporting the

snags transit stations and carrying out rectification
action during night halt.
20 Check whether Formation of PIB exists.
21 Check whether Snag rectification is carried out by

appropriately licensed engineers only.
22 Check whether Monitoring by QCM for adequacy

of Rectification of snags/defect by Scrutiny of delay
and defect records.
23 Check whether the equipment/spare are adequate and

proportionate to snags reported on typical system
Page No 9 / 13
DATE OF
SEP 2011
RE-ISSUE
APPENDIX E
Date
24 Check whether QCM is reporting incidents/major

defect to DGCA.
25 RELIABILITY MANAGEMENT CELL Check

whethera) Aircraft engine and components
Reliability.b) Monthly data for performance of
Aircraft components/system.c) Engine performance
analysis Engine parameter monitoring and its graphic
plotting.d) Evaluation of alert value of Individual
system.
26 Fuel CheckCheck whethera) For impurities more

than the limit Action taken.b) Monthly data for
performance of Aircraft components/system.c)
Engine performance analysis Engine parameter
monitoring a dits graphic plotting.d) Evaluation of
alert value of individual system.
27 Check whether Life of Battery of ELT monitored.
28 Check whether Calibration of Altimeters are

Carried out once in two years.
MANUALS, DOCUMENTATION AND OTHER

RECORDS
1 Check the availability, approval and updation of:1)

Companys Operations Manual2) Flight Crew Training
Manual3) Cabin Crew Training Manual4) Flight
Safety Manual5) Quality Control Manual6)
Maintenance Manual7)Airplane Flight Manual8)
Appropriate Check list9) MEL & MMEL10) Other
related documents
2 Check the availability, approval and updation

of: Civil Aviation Requirements, Indian Aircraft Rules
AIP, AIC, CAR relevant ICAO ANNEXES and docs,
Air Safety Circulars and other regulatory documents
are available and updated.
3 Check whether operator is on mailing list of

relevant agencies for the upkeep ofi) Maintenance
Manualii) Service Bulletinsiii) Adsiv) Jeppesen
Manualv) ICAO Annexes / Docsvi) Airplane Flight
Manualvii) Other related documentsThe above
documents should be available appropriate places.
Page No 10 / 13
DATE OF
SEP 2011
RE-ISSUE
APPENDIX E
Date
4 Check whether documents should be available at

appropriate places.
5 Amendments to the various documents and for

distribution to the crew members
6. Checks whether in all the manuals the amendments

sheet is available and all the amendments are duly
singed.
7 Check whether the following records are properly

maintained and computerized:
i) FDTL
ii) Licence / IRiii) Medical Check up
iv) Training and Proficiency checks
v) Refresher and flight safety courses
vi) Personnel are earmarked to carry out these

functions at the main and at sub-bases
stations.
8 The RTOW charts for carious airports and types of

aircraft are available with flight dispatch/ crew
members/commercial.
9 Check list for various circulars issued are available.
10 System of dissemination of information /circulation

exists and is working and records maintained.
11. Number of circulars issued by the Operator in the

preceding year.
BUILDING AND OTHER FACILITIES
1 Whether working place for aircraft.a) Is sufficient

for maintenance.b) Proper lighting cleanliness etc.c)
Sufficient number of fire extinguishers and its
inspections done regularly.d) Proper environment
control in respect of dust, temp, and humidity in
electrical, hydraulic, Instrument a radio shop.e) Not
congested with unwanted items like used/unused
Page No 11 / 13
DATE OF
SEP 2011
RE-ISSUE
APPENDIX E
Date
nitrogen/oxygen cylinders Tins etc.f) Properly

protected from birds.
2 Bonded Stores and quarantine stores not mixed up.
3 Commercial stores not mixed up with Bonded

stores
4 Life expired seals/ sealant and rubber Parts not kept

in stores
5 Life expired adhesives and aquadis Capsules not in

use.
6 Expired sealant not used without testing and

approved for extension of life.
7 Shelf life control exercised (for seals/gasket)
8 Shelf life details available in stores of components

rubber seals inside.
9 Tyres rotation and its record
10 Proper record of inventory and its Control.
SUPPORT EQUIPMENTS
1 Step Ladders:Serviceability of locking device, side

guards, lighting, height to match with the sill of the
door.
2 Condition of motorized vehicles moving on apron
3 ADP/vehicle drive permit.
4 Condition of rubberized/ cushioning bumpers of

equipments used in close proximity of the aircraft.
5 Supervision of ground operations.
6 Apron discipline by drivers like speed of the

vehicles, authorized personnel, driving in proper
lanes and positioning properly close to the aircraft.
7 Parking of equipment at proper bay.

Page No 12 / 13
DATE OF
SEP 2011
RE-ISSUE
APPENDIX E
Date
SECURITY
1 Availability of instructions/circulars from BCAS
2 Availability of trained security personnel
3 Whether x-ray baggage is monitored by trained

personnel
4 Awareness by security personnel for their role in

case of bomb threat, bomb hijacking and accident.
5 Security of catering items.
6 Whether baggage identifications is done.
7 Contingency plan for bomb threat, hijacking,

accident and other emergencies available.
Page No 13 / 13
DATE OF
SEP 2011
RE-ISSUE
APPENDIX E
Date

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FOREWORD

PHHL is committed to provide passenger services with utmost safety, customer

Operational Manual is a comprehensive document prepared by the Department

15th February 2012

F. No. AV.14015/01/1993-AT-l Dated 19.01.2012

Subject-Approval of Operations Manual

The Operations Manual submitted by your organization has been vetted by

This is for your information in the matter.

INSTRUCTION TO THE USER

It is the responsibility of everyone in the company to be aware of the

GENERAL MANAGER (OPS) CO

I have received the Operations Manual and underline to study and

I have received the Operations Manual and undertake to study and

Intentionally Left Blank

Intentionally Left Blank

22 ROUTE AND DESTINATION FAMILIARIZATION

PARA WISE INDEX

0.13.14 En-route phase

0.13.42 Visual Metrological Condition

1.3.2 Designated Command

1.7.6 Flight After an Incident/ Accident

2.3.4 6/3 ON/OFF Schedule

HELIPORT/ HELIPAD / AIRPORT OPERATING MINIMA

8.2.3 Servicing of Helicopters

FLIGHT CREW FOR EACH TYPE OF OPERATION AND

10.8.2 Training and Route Checks: Flight Crew

16.6 Minimum Equipment list and configuration Deviation

16.23.1 Off-Shore Operations

21.1.4 Off-Shore Take-Off Briefing (Example)

ALLOCATION OF CREW DUTIES

27.5 Serious Incident

29.2.9 Security of Unaccompanied Baggage, Mail Cargo

31.4 Authority of Pilot-in-Command of an Aircraft

31.33.1 Light And Pyrotechnic Signals

32.19 Flight Deck Positioning

32.42 Aircraft Ditching Procedures

35.1.8 Special Filming Seat/Mounts

Intentionally Left Blank

ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL

0.1 INTRODUCTION : This Operations Manual has been

It lays down the guidelines for conduct of Company

All Company helicopters shall be operated in the manner

staff associated with flying operations including Pilots, Crew

Maintenance of the Helicopters shall be carried out by the

Nothing in this Manual shall be taken to preclude any flight

The GM, Region, is responsible for the operation standards

The Operations Manual is based as per the requirements

Operations Manual has been prepared in accordance with

In order to make this a complete document, PHHL

0.2 REQUIREMENT OF AN OPERATIONS MANUAL: The primary

This Operations Manual has been compiled in pursuit of

0.3 MANUALS FOR PHHL OPERATIONS: The following manuals

Volume 1: Operations Manual

Volume I shall be carried on all PHHL helicopters at all times.

0.4 VOLUME I OPERATIONS MANUAL : The Operations

0.5 VOLUME II TRAINING MANUAL: The Training Manual

0.6 VOLUME III: FLIGHT SAFETY MANUAL: The Flight Safety

0.7 SUPPLEMENTARY DOCUMENTS TO THE OPERATIONS

a) Aircraft Operating Manual issued by the

0.8 AVAILABILITY: The carriage of the Operations Manual on

Copies of the Operations Manual shall also be available with

0.9 AUTHORITY: The Operation Manual is issued under the

a) Indian Aircraft Manual

0.10 PILOT EMERGENCY AUTHORITY: Nothing contained in this