Operations Circular 10 of 2009

Transcription

1 GOVERNMENT OF INDIA CIVIL AVIATION DEPARTMENT OFFICE OF THE z DIRECTOR GENERAL OF CIVIL AVIATION OPP. SAFDARJUNG AIRPORT, NEW DELHI TELEPHONE: FAX: TELEX: TELEGRAMS: AIRCIVIL Reference: No.: Dated: AV.22024/4/2007-FID 22 April 2009 Operations Circular 10 of 2009 SUBJECT: ADVERSE WEATHER / MONSOON OPERATIONS 1. Release of New Commanders during Monsoons All Scheduled and Non Scheduled Operators are required to comply with the following requirements prior to release of new commanders to operate as PIC in adverse weather/monsoonic conditions. Release of Commanders who have operated as PIC in Monsoons on any other type prior to being released on subsequent type will also be governed by this Circular. 2. Pilots who have obtained command rating for the first time: Pilots who have obtained command rating for the first time are required to be subjected to adverse weather/monsoon training and two sector Adverse Weather/Monsoon Qualification Route Check before being released to fly as PIC in actual forecast, adverse weather/monsoonic conditions. The following additional criteria must be fulfilled: (ii) Should have operated as a P2 during a minimum of one monsoon season prior to obtaining PIC rating on a new type. Should have at least 100 hours PIC experience before being taken up for these Route Checks. In cases where a PIC endorsement has been obtained prior to or during adverse weather/monsoons, the PIC may continue to fly from LHS with Examiners/Instructors/DGCA appointed Check Pilots during the monsoons till they achieve 100 hrs. Such flying would maintain his continuity and could be covered as P1 Performance Monitoring. On completion of 100 hrs in such cases, the pilot will comply with (iii) below before being subjected to one flight consisting of two Sector Release Check. 1

2 (iii) (a) Two hours simulator session (in the form of LOFT) for adverse weather operations covering all aspects of adverse weather conditions likely to be encountered en-route and in terminal areas covering aircraft performance related to wet/ contaminated runway conditions. Increased emphasis on landing performance may be given including assessment of landing required in reduced braking effectiveness V/s actual Landing Distance Available (Safety Margins). (b) In the absence of Simulator, pilots of such Operators will undergo Ground Classes for at least 4 hours, covering Indian Monsoon climatology, Techniques of Weather Avoidance likely to be encountered in adverse weather/monsoon including aircraft performance related to wet/contaminated runway conditions (Pilots to review ALAR & Adverse Weather Tool Kit issued by DGCA). This should be arranged not earlier than 1 st May as far as possible every year in view of pre-monsoon season. (iv) (a) Two Sector Route Check for adverse weather conditions to cover pre-monsoon, monsoon and post monsoon period be given. In view of Operations Circular 6 of 2009 about LOFT and as specifically, Special Purpose Operational Training (SPOT) an alternate means of compliance by these route checks on Level D hi fidelity simulator must be examined. Not only is it likely to improve the quality of training, but also improve the evaluation/assessment parameters. (b) (c) (d) (e) In case of any adverse remarks during Simulator Check/ Route Check, Operators must arrange ground classes (at least for Met and weather RADAR and airplane performance) and simulator adverse weather training followed by a two sector Route Check by Instructor/Examiner in actual conditions, before being cleared to operate independently in adverse weather/monsoonic conditions. Operators are to ensure that only adverse weather qualified pilots are detailed for flights into adverse weather/monsoon affected regions. Operators having simulators, who have complied with III (a) above, shall carry out one Route Check in actual adverse weather conditions. Operators not having simulators, who have complied with III (b) may carry out two Route Checks. However, one of these Route Checks must be in actual adverse weather/monsoonic conditions (en-route and/or departure/ arrival airfield). 2

3 (f) Operators who do not have Training Captains must detail their most type Qualified Pilots with minimum 500 Hrs PIC experience and Monsoon qualified type to act as Co-pilots to Non-Monsoon qualified Pilots and give guidance and help making decisions for at least two sectors, actual adverse weather/monsoonic conditions (en-route and departure/ arrival airfield). 3. Pilots who have operated as PIC in Monsoons on another type: Pilots with previous experience as PIC in Monsoons who have newly obtained command rating on another type, must comply with the following: Two hours simulator session (in the form of LOFT) for adverse weather operations covering all aspects of weather conditions likely to be encountered in monsoon (with related weather radar operations to negotiate weather) including aircraft performance related to wet/contaminated runway condition combined with MEL Dispatch. The Pilots should review the ALAR and Adverse Weather Tool Kit issued by DGCA. (This should be arranged not earlier than 1 st May as far as possible every year). (ii) In the absence of Simulator, two sector route check to be carried during the periods as per 2 (iv) (a) above. (iii) Training Captains having monsoon experience on previous aircraft will be exempted from above Route Check. 4. General Conditions: Minimum total cockpit experience level of the PIC and the Co-Pilot should not be less than 500 hours on type. (ii) No assisted take-offs and landings in actual adverse weather/monsoonic conditions. (iii) (iv) At least one line observation flight by Check Pilot/ Instructor/ Examiner during the period 15 th June to 15 th September or during adverse weather activity. The Training Captain may occupy the Observer seat or the RHS. Increased Surveillance (particularly of new PICs) shall be carried out by Flight Operations Inspectors of the FID, DGCA during this period. The list of newly released commanders be forwarded to Flight Inspection Directorate, DGCA Hqrs. by all the Operators by 1 st week of May. The names of Commanders released subsequent to this date till the onset of pre-monsoon shall also be forwarded at the earliest. 3

4 (v) (vi) (vii) (viii) (ix) (x) (xi) ILS approaches are to be preferred to non-precision approaches {in case of non-precision approaches, emphasis may be given on Constant Angle Non-Precision Approaches (CANPA) Ref. Operations Circular 1 of 2005} Greater emphasis on stabilized approaches (Refer Operations Circular No. 1 of 2003 on ALAR India Training Tool Kit). PANS OPS procedures for speed control in terminal areas must be followed. Flight Manual limitations and Company SOPs must be strictly adhered to. Go round procedure in case of wind shear, stall and recovery must be reviewed as per Operations Circular 2 of Documentation about upset recovery technique for specific airplane must be reviewed. Full flap landing and adequate usage of Reverse thrust and consideration of extra en-route/ terminal fuel computation shall be adhered to. 5. MEL Requirements The following equipment must be serviceable during adverse weather/monsoonic conditions within India: (ii) (iii) (iv) (v) (vi) (vii) (viii) For aircraft requiring transponder and TCAS, both must be serviceable. GPWS/EGPWS must be serviceable. Thrust reverser must be serviceable. Anti-skid system must be serviceable. Wind shield wipers on both sides must be serviceable. Anti icing and de-icing must be serviceable. At least one Weather RADAR system must be serviceable. Groove on tyres must be visible out of base stations. The following items even though un-serviceable, could be accepted to return direct to base station for maintenance (i.e. one landing only) subject to acceptable weather conditions at departure and destination station Transponder/TCAS (not in RVSM airspace) (ii) GPWS/EGPWS subject to all other instrumentation (to co-relate position) being serviceable and flight crew to have satisfactory terrain awareness. (iii) One Thrust reverser Subject to additional margin of minimum 1000 feet to field length requirement for take-off and landing. (iv) Anti-Skid system Subject to performance limitations. (v) Wind-shield Wipers Subject to the PIC side (LHS) being serviceable. 4

5 (vi) Anti-icing and De-icing Subject to performance limitations. Note: Clubbing of (iii) & (iv) is not permitted. So also, any system degradation causing impact on Flight Controls/Thrust Reversal/Antiskid must be carefully weighed. The above waivers to the MEL restrictions will in any case never be applied if the MEL / other regulatory requirements are not permitting the same for any other specific operations. 6. This Circular supercedes Operations Circular No. 1of 2004 dated 28 th May, 2004 and all other Circulars issued by DGCA on the subject and shall be applicable to all Scheduled, Non Scheduled and General Aviation Operators. The Company Operations Manual may be amended accordingly. To Sd/- (Capt H.Y. Samant) Chief Flight Operations Inspector for Director General of Civil Aviation All Scheduled/Non-scheduled/General Aviation Operators 5