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OPERATIONS - NOTICE
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OPERATIONS NOTICE : 04D
APPLICABILITY : ALL FLIGHT CREW
AFFECTED DEPARTMENTS : FLIGHT OPERATIONS ISSUED BY : FLIGHT OPERATIONS Effective : 10 JULY 2012/0000Z
VALID UNTIL : UNTIL WITHDRAWN
SUBJECT: OPERATING PROCEDURES
Standard Operating Procedures are laid down at FCOM-PRO-NORM-SOP and in the Company
Operations Manual Part A and B. This Operations Notice addresses the following:
- Modifications to operating procedures for standardization and efficiency
- Departure and Arrival Briefing
- Cockpit Cabin Communication
This Operations Notice supersedes Operations Notice 4C (which stands withdrawn), and any
instructions on SOP previously issued, other than those incorporated in the FCOMs. (Significant
changes have been made to IGO SOP’s. The side revision bar has not been incorporated.
You are required to read this document in its entirety and follow these procedures
thoroughly. These are effective 10th July 2012/0000Z). Attached as Appendix A to this
Notice is a document titled “IEMs to Operations Notice 4D”. The purpose of this document, which
shall form an appendix to the Operations Notice 4 (series), is to provide IEM (Interpretive and
Explanatory Material) for providing clarifications and amplifications to the meaning of IGO
SOPs, and to address specific observations noticed in line operations. Either Operations Notice 4
series or the “IEM” that forms Appendix A may be revised together or separately, as
circumstances dictate.
CHECKLISTS
All normal checklists are for challenge and response except the After Take-off and After
Landing checklists. These will be “Read aloud and do” by the PNF after completion of the Flows.
PRELIMINARY COCKPIT PREPARATION
Complete preliminary cockpit preparation procedure as listed at QRH-NP is to be carried out for
the crew’s first flight of the day or whenever there is a crew or aircraft change. In other cases
transit preparation (*items in QRH and below) is to be carried out. IGO SOP items required to be
completed during transit preparation are preceded by a * below.
OVERHEAD PANEL
- EVAC
CAPT and PURS/CAPT SW………………………………………………………………..……….CAPT
- *SIGNS
PED…………………………………………………………………………………………………………..ON
‘No Portable/ Elec. Device’ sign will be kept in the “ON” position.
- *AIRCOND
*PACK FLOW………………………………………………………………………………………..AS RQRD
Air-conditioning PACK FLOW will be set as per SOP given FCOM-PRO-NOR-SOP
OPERATIONS - NOTICE
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- APU FIRE TEST
During Cockpit preparation the APU fire test is not required if the APU is already running.
- *HF OVERRIDE
After the refueling is completed the HF override switch will be placed to OVERRIDE and will
remain on OVERRIDE throughout the flight.
PEDESTAL
- *WX RADAR
Weather radar is to be set to AUTO/WX+TURB with gain set at +4. Gain is recommended to be
set to CAL at FL 200 during climb and back to +4 during descent through FL200.
- PA CHECK
The PF will perform a PA check by announcing “PA Check” on the day’s first flight of the crew
on a particular aircraft, during the cockpit preparation flow provided there are no passengers
on board. The Lead Cabin Attendant will give a feedback to the Captain on the quality of the
PA check.
- ATC
The ATC (transponder) will be kept in STBY position during Cockpit Preparation.
*ATC CLEARANCE
- ATC clearance will be requested 45- 15 minutes prior to the ETD by the PF and both pilots
must be in their seats to monitor the clearance. Both pilots will confirm with each other their
understanding of the clearance.
*ACARS
- Only the date field is to be entered on the ACARS INIT page.
This is so that the flight log is correctly coded for the date and the false COMPANY MESSAGE is
not displayed on the MEMO before take-off. An INIT REQUEST is not required to be sent since
the INIT facility is not presently available.
*FMGS INITIALIZATION
- FMS will be programmed by the PF and the FMGS DATA confirmation will be carried out by the
PNF. PNF will also cross check that there is no discontinuity in the flight plan unless planned.
Total trip distance, time and fuel should be close to the CFP values.
- The Primary Flight Plan shall be programmed for the Departure Runway. Step climb is to be
planned as per the CFP. CFP forecast winds for cruise, descent and alternate will be inserted
for flight time of 02:00hrs or more. On short sectors (less than 02:00hrs), only the Trip Wind
may be inserted.
- Secondary Flight Plan should normally be a copy of the active flight plan with a land back
programmed. However, for tactical planning the PIC may amend its use as necessary.
- If the flight is cleared for take-off from runway with no SID or on a SID with an altitude
constraint not associated with a geographical waypoint and with a close in turn of more than
90 degrees, the following strategy is recommended.
Preset the GREEN DOT speed on the PERF CLB page.
OPERATIONS - NOTICE
Page 3 of 28
Once the turn is completed, or altitude cleared, resume the managed speed/climb profile.
This profile shall be modified if required by airport specific procedures. This strategy
reduces the turning radius, increases rate of climb and thereby reduces fuel burn.
- Forward CG Correction for MTOW, Flex temp and V speeds is to be incorporated in cases of
forward CG. This correction needs to be incorporated any time the take-off CG is less than
27%, thereby catering for a 2% margin as listed at FCOM-PER-LOD-WBA-LTS.
- The engine out acceleration altitude on the PERF TAKE-OFF page will be the higher of 1500ft
AGL or Min. acceleration height as depicted in the RTOW CHART. In case of an EOSID, the
EOSID acceleration altitude will apply. The GA PERF page will have the Thrust
Reduction/Acceleration Altitude modified to 1000’/1500’ above destination altitude
respectively. Although the airplane is dual GPS equipped, take-off shift (when known) is to be
entered for all intersection take-offs for TORA awareness.
- For departures from any runway for which a SID is not assigned, the outbound track is
expected to be intercepted within 10 nm. To achieve this, a PBD/PD waypoint can be created
and inserted into the flight plan. However, a discontinuity is to be maintained between the end
of the take-off segment as strung by the FMGS and the inserted PBD/PD so that the aircraft
does not turn contrary to the departure instruction. No PBD or PD is to be inserted in the flight
plan just before take-off by using the DIR TO function. This may be done only after crossing
the acceleration altitude or as advised in the departure clearance. It must be ensured that the
departure runway is not deleted while using the DIR TO function.
- In flight, any Flight Plan modification must only be done with the knowledge of the other pilot.
Changes/modification on the MCDU below Transition Altitude/ Transition Level will be carried
out by the PNF on PF request.
PERFORMANCE DATA CONSIDERATIONS
- Except for take-off in below 550M RVR conditions, if there is an option of selecting two
different take-off flap settings, Flap 1 should be used if choice is between 1 and 2 or 3. Flap 2
should be used if choice is between 2 and 3. This is to achieve better climb performance and
fuel/component conservation. The Pilot in Command may however select a higher flap setting
if a particular procedure recommends it or if existing Runway conditions warrant it.
- For reduction of runway occupancy time ATC expects aircraft to accept intersection take-offs.
The company recommends and expects intersection take-offs subject to the following.
Performance limits being met.
Not requiring TOGA Power.
The Pilot in Command having a compelling reason to use the full length of RWY.
- Whenever a full length take-off is desired and/or an intersection take-off is not possible due
any of the above reasons, then ATC must be advised at the time of requesting start up. Pilots
can expect to have start up, taxi and take-off delays during peak hours in this case.
*FCU SETTING PROCEDURE
- The FCU altitude is to be set by the PNF and cross checked by the PF in accordance with the
following guidelines.
When ATC clearance is received - the ATC cleared altitude or Flight Level.
When ATC altitude clearance has not been received - lowest SID altitude or in case of no
SID, the higher of transition altitude or MSA.
OPERATIONS - NOTICE
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- *HF OVERRIDE
After the refueling is completed the HF override PB will be placed to OVERRIDE and will remain
on OVERRIDE throughout the flight.
*DEPARTURE/TAKE-OFF BRIEFING
- The objective of crew briefing is to ensure that the flight crew are aware and agree with a
proposed plan of action. The departure/take-off briefing should be relevant, concise and
chronological. When a main parameter is referred to by the PF, both flight crew members must
crosscheck that the parameter has been set or programmed correctly. When discussing
navigational procedures both pilots must refer to the same chart. The date and serial number
of each pilot’s charts must be cross checked to ensure that the latest charts are being used.
Since both pilots check SID & Airway, it is not necessary to review each way point during the
briefing. It is reiterated that in line with Airbus SOP, it is the PF’s responsibility to check the
briefed parameters on the ACTIVE FPLN while the PNF checks these on respective charts. Also
it is preferred that the PF prepare the MCDU and carry out the briefing as a norm.
- It is normally not necessary to repeat standard operating procedures but it is vital to cover any
special requirements and notes on the charts e.g. RNAV1, GNSS/DME required, altitude
crossing or other restrictions etc., and to cross-check/ensure that they can be complied with.
It is recommended that the briefing folders placed on board be referred to while conducting
the briefing to prevent any omissions.
As stipulated by Airbus, departure briefing is normally conducted prior to engine start,
after the cockpit preparation flows.
In the event of any abnormal/emergency situation, the Captain will take over controls
of the aircraft after aircraft is stabilized.
- Seat oriented review of reject take-off and emergency evacuation procedure and CM1 and CM2
responsibilities for passenger evacuation will be carried out by each pilot. This review is
mandatory for the first flight of the day for the crew.
BEFORE PUSHBACK OR START
TAKE-OFF DATA
The Load and Trim Sheet is to be handed over to the CM1 by the L&T staff. The CM1 will check
the Trim Sheet for Gross errors (correct flight number, date, sector, aircraft, OEW, FOB etc.).
Following this, the Load and Trim data is to be inserted into the FMGS in the following manner.
CM1 CM2
CM1 shall call out the ZFW, ZFWCG and
fuel to the CM2.
CM2 will insert the load and trim figures into
the MCDU.
CM1 will observe correct entry of
ZFW/ZFWCG.
These figures will be crosschecked with
the Load &Trim sheet figures by the CM1.
The CM2 shall now call out the TOW and
Landing Weight as calculated by the FMGS.
The CM1 shall now call out the TOMAC in
percentage of MAC from the Trim Sheet.
The CM2 shall check and call out the
corresponding TRIM setting by looking at the
Trim wheel, this is to be crosschecked with the
figure depicted on the Trim Sheet and
thereafter entered into the PERF T/O page by
the CM2.
OPERATIONS - NOTICE
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CM1 CM2
The CM2 shall now check for any changes to
the set FLEX and V speeds (to be
crosschecked by the CM1 if changed).
The PIC shall sign the Trim sheet,
annotate his name and the time and
hand over the aircraft copy to the
CM2/ SIC as appropriate who shall
independently crosscheck the figures
and annotate them on the CFP.
ENGINE START
Start sequence on #1 engine is to be initiated only after the grey box around the N2 indication
for Eng 2 has gone off, irrespective of the series of the a/c, to achieve standardization of
procedure.
AFTER START
- PITCH TRIM…………………………………………………………………………………………….SET Take-off C.G. in % is to be set on the pitch trim wheel and not the THS setting. The take-off C.G. can be accessed from the fuel prediction page.
- APU MASTER SWITCH………………………………………………………………………………..OFF APU will be selected OFF by the PF as soon as the second engine is started as part of the after start flow.
As the PF completes the after start flow by checking the STATUS page, he shall ask the ground
technician to disconnect and ask for the After Start checklist.
- FLIGHT CONTROLS………………………………………………………………………………..…CHECK
The Flight Control Check will be carried out prior to brake release for taxi. However, taxi
clearance can be requested before carrying out the flight control check. Both pilots will check
full travel and correct sense of elevators and all ailerons and the correct deflection and
retraction of spoilers on the F/CTL S.D page.
TAXI
On requesting Pushback/ Taxi clearance (whichever is earlier):
- ATC TRANSPONDER…………………………………………………………………………….....AUTO
- TAXI CLEARANCE………………………………………………………………..………………OBTAIN
Before moving from rest, PF is to ensure that the technician is displaying NWS pin and
is giving thumbs up for taxi. He must verbalize the taxi instructions/routing and confirm
with the PNF. Relevant airport layout charts must be displayed by both pilots during taxi.
- ELAPSEDTIME………………………………………………………………………….………..…..RUN
Set to RUN at pushback or just prior to moving for taxi (at brake release).
- BRAKES……………………………………………………………………………………………….CHECK
If an arc is displayed on the ECAM wheel page, above the brake temperature (indicating a
brake temperature above 100 deg), select BRAKE FANS ON.
OPERATIONS - NOTICE
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- TAXI PROCEDURE
On the Apron, the taxi speed will be limited to max 10 kts.
All turns of 90 degrees or more will be limited to 10 kts.
On taxiways, the speed will be limited to max 30 kts.
While backtracking/taxying on the runway, the speed should be limited to 30 kts
but may be increased to not more than 50kts if the PIC feels that in his best
judgement, by doing so the flow of air traffic will be expedited without compromising
safety. The PIC must consider but not be limited to, runway condition (DRY or WET),
runway slope, time of day, illusions, deceleration distance required, taxiway closures,
runway distance revisions, brake temperatures etc.
High speed exits (Rapid Exit Taxi tracks) can be taken no faster than 50 kts (Dry
surface).
All speeds are based on the indicated ground speed displayed on the ND.
BEFORE TAKE-OFF
During the Before Take-off checklist, both pilots must look at the E/WD flap indication,
the PERF T/O page planned flap setting, and the actual flap lever position, and
verbally call out the flap setting indicated at all three:
- FLAP SETTING…………………………………………………………… ” Config X – X – X” (BOTH)
For example, if planned flaps are 2, on the challenge “Flap Setting”, the PF will look at all three
areas and, after checking, verbally respond, “ Config 2 – 2 – 2”. The PNF will now also look at
all three areas and, after checking, verbally respond, “Config 2- 2 - 2”.
- TERR ON ND …………………………………………………………………………………………AS RQRD
TERR ON ND will be selected in hilly areas during taxi up to Transition Altitude. If prevailing
weather requires the use of weather radar, consider retaining the radar display on the PF side,
and TERR ON ND on the PNF side.
- TO CONFIG pushbutton……………………………………………………………………….………PRESS
The T.O. CONFIG test is to be performed only after the “cabin clearance” signal is received
from the Cabin.
-
- TCAS mode selector…………………………………………………...................................TA/RA
Before entering the RWY the TCAS switch will be moved to TA/RA.
- PACK 1 and 2 ……………………………………………………………………………….………….....OFF
All Take-offs will be with PACKS OFF
If the brake fans are running, check that the brake temperatures are below 150 degrees.
If BRAKE temperatures are above 150 degrees with the brake fans running, DELAY TAKE-OFF
until 150 degrees is reached with brake fans running, then switch them OFF. If brake fans are
not being used or are unserviceable, FCOM limitations are applicable (300 degrees)
TAKE-OFF
- TAKE-OFF BRIEFING………………………………………………………………..……………REVIEW
The take-off brief is to be reviewed once the revised departure instructions are obtained. This
is to include departure runway, SID, NAV/HDG, and the Initial cleared altitude (read from the
FMA). The before take-off checklist “below the line” will be done once take-off clearance is
obtained. Due cognizance must be given to reducing runway occupancy time.
OPERATIONS - NOTICE
Page 7 of 28
- TAKE-OFF…………………………………………………………………………………..….....ANNOUNCE
- CHRONO………………………………………………………………………………………………..START
CHRONO will be started after moving the thrust levers to 50% N1 (1.05 EPR) with the right /
left hand for LHS/RHS respectively.
- THRUST LEVERS …………………………………………………………………………….FLX or TOGA
Unless performance limited, all take-offs will be with reduced thrust and with maximum
available Flex Temperature.
- THRUST SET…………………………………………………………………………………….ANNOUNCE
The THRUST SET call will be announced as soon as the thrust is set. (It is not required to wait
till 80 kts has been reached). This is so that the Captain can take suitable action in the event
the thrust is not set, before the aircraft reaches the high speed regime.
- ONE HUNDRED KNOTS………………………………………………………….…………….ANNOUNCE
The PNF will call “100kts” to which the PF will respond “HIGH SPEED”. This is so that both
pilots are aware that the aircraft is entering into the high speed regime so that in case of an
aborted take-off the correct decision is taken.
- V1 ………………………………………………………………………………………………….ANNOUNCE
The V1 Call will be initiated 5 KTs before the actual V1. (V1 will NOT be reduced by 5 kts.) The
initiation of the V1 call 5 KTs before V1 provides the Pilot Flying (PF) with an additional 1
second reaction time. The actual V1 remains the decision speed. CM1 will remove his hand
from the thrust levers at the V1 call.
- PACK 1 and 2 …………………………………………………………………………..…………………..ON
Pack 1 will be selected “ON” after thrust reduction. Pack 2 is to be selected ‘ON” 10 seconds
later.
AFTER TAKE-OFF AND CLIMB
- AFTER TAKE-OFF/CLIMB CHECKLIST (down to the line)………………………....COMPLETE
At PF’s discretion, the After Take-off check list can be called ‘to the line’ once the flaps are
retracted. The check list will then be completed on crossing Transition Altitude and will be read
aloud and done by the PNF.
- NORMAL VERTICAL and LATERAL MODES
While executing a RNAV SID Departure it is to be ensured that the aircraft is in vertical and
lateral managed modes so that all constraints are met.
The autopilot must be engaged as soon as possible above 100’ AGL after getting airborne.
- BARO REF …………………………………………………………………………………………………..SET
Crossing Transition Altitude both PF and PNF will cross check BARO settings and altimeter
readings. The After Take-off checklist (complete or below the line as applicable) shall now be
completed.
CLIMB
- Retraction of landing Lights - 10000 ft / Transition Altitude, whichever is lower.
- For Airports above 4000’ AMSL, the 10,000’ flow will be accomplished at 10,000’ Above
Aerodrome Level.
OPERATIONS - NOTICE
Page 8 of 28
- During the 10000 ft flow, the PF will assess the aircraft position and decide whether the
departure VOR can be cleared. (In case where an outbound radial has been specified for
departure or where a DME report is required to be made to the ATC, clearing the VOR can be
delayed). Similarly, in case of turning departures where the departure airport is still close, the
process of copying the ACTIVE FPLN can be suitably delayed.
- As a part of the 10000ft flow, PED switch is set to AUTO.
- During the departure from Delhi, Seat Belt sign should be kept “ON” from engine start until
crossing 50NM or FL 150, whichever is later. During this phase, passenger movement in the
cabin shall not be allowed as per Security instructions.
CRUISE
- Flight following is being carried out by OCC based on programmed ACARS reports. TOC, TOD
and ETP reports will be sent for flights longer than 2 hours flight time. (In case the PF needs to
use the ETP function for tactical reasons, he must insert a time marker at the original ETP to
fix the position at which a report needs to be sent). For flights shorter than 2 hours, only the
TOC and TOD report needs to be sent. These reports shall be sent by the PF.
- In addition to the cruise flows, the PF shall select TCAS to ‘Below’, insert the SAT in the
WINDS page and carry out a RVSM check on the PFD1, 2 and the standby altimeter at the
TOC.
DESCENT PREPARATION
- Before commencement of the descent, approach briefing as recommended (towards the end of
this Operations Notice) is to be carried out by the Pilot Flying.
- In case of RNAV arrivals, ‘Constraints’ will be selected on the EFIS panel at top of descent.
- RAD NAVAIDS………………………………………………………………….SELECTED/IDENTIFIED
The VOR will be manually tuned to the Primary VOR on the PF side till the time radar vectors
are assigned for an approach. The second VOR can be manually tuned to the VOR relevant for
the missed approach or left auto-tuned.
- TERR ON ND ……………………………………………………………………………………...AS RQRD
TERR ON ND will be selected in hilly areas below Transition Level.
If use of radar is required, consider selecting the radar display on the PF side, and
TERR ON ND on the PNF side.
DESCENT
SPEED LIMITS
- Cost index computed climb, cruise and descent speeds will be flown for fuel economy. In case
ECON DES Mach / SPD is above 0.76M/300kts then 0.76 M/ 300kts will be pre-selected for
descent.
- The speed limit for flight below 10,000 ft (except cruise flight for short sectors where a cruise
is planned below FL100) is 250 kts. In case ATC advises no speed restrictions, the maximum
speed still remains 250 Kts.
OPERATIONS - NOTICE
Page 9 of 28
- In Terminal Area ATC stipulated speed limits are to be adhered to unless ATC specifically
permits ”No speed control/restrictions”
10000 ft FLOW
- For Airports above 4000’ AMSL, the 10,000’ flow will be accomplished at 10,000’ Above
Aerodrome Level.
- In the case of Airports below 4000’ AMSL where transition altitude is higher than 10,000’, the
10,000’ flow will be carried out before descending through the Transition Level.
- Passengers are not permitted to use portable devices below 10,000’ during climb and descent.
NO PED switch is to be set ON as a part of the 10000 ft flow.
- While seat belts are to be put ON as a part of the 10000 ft flow, specifically for descent into
Delhi, the seat belt sign will be selected to “ON” at 50 NM from DPN, or passing FL 150,
whichever is earlier.
- Landing lights will be extended at 10000 FT or at Transition Level, whichever is lower.
- BARO REF………………………………………………………………………………………………..….SET
The altimeters will be set to the aerodrome QNH on leaving Transition Level. The Standby
Altimeter can be set to the landing airfield QNH on commencing descent.
APPROACH
FLAP AND LG LIMIT SPEEDS
There have been a number of VLO and VFE limit exceedances during flight. This is undesirable.
Selection of flaps, slats or L/G at high speeds stresses the surfaces. To reduce stress on L/G,
Flaps and Slats, the company has modified the limit speeds as under:
- VLO (extension and retraction) is limited to 220kts. VLE will be limited to 250 kt.
- For Flaps selection up to Flap 3, VFE next -10kts.
- Full land flaps Company limit is - 162 kts.
- The PNF will check the limit speed prior to selection of Gear/Flap and if the speed is above the
Company limit speed will call “SPEED” for PF awareness.
LANDING FLAP CONFIGURATION
- The Captain has the discretion to decide on which landing flap to use for landing depending on
LDA and expected exit taxiway.
- It is a known fact that using Configuration 3 for landing results in significant fuel savings when
applied to a large airline operation. Airbus allows Flaps 3 landings to be carried out with use of
Idle Reverse. The safe execution of such landings depends upon various conditions such as
Aircraft landing weight, Approach speed, auto brake selection, Airport elevation, winds, ISA
conditions, runway length available and braking action. For overall economy, IndiGo
recommends landing in Configuration 3 whenever runway length and conditions are favorable.
Pilots must refer to the FCOM-PER to ensure that the landing distance required under the
prevailing condition is within the available landing distance up to the planned vacation point.
All landings in wet / contaminated or actual monsoon conditions as well as when performance
limited shall continue to be carried out in Configuration FULL.
OPERATIONS - NOTICE
Page 10 of 28
There are several RWY’s on which flap 3 landings are possible. Some examples are
listed below:
Airport Arrival RWY
TWY EXIT
Airport Arrival RWY
TWY EXIT
VABB 27 N8
VOBL 9 E
VABB 9 E/E1
VOBL 27 F
VABB 32 K1
VOMM 7 D
VABB 14 W1
VOGO 8 N2
VIDP 29 S4
VOHS 09L B3
VIDP 11 Z3
VOHS 27R B5
VIDP 28 D1
VECC 01R A
VIDP 10 F
VECC 01L A
VIDP 27 E3
VAAH 23 C
- If wind shear on approach is reported / expected, land flap 3 is recommended.
DECELERATION CONSIDERATIONS
- The use of AUTO BRAKES is discretionary unless mandatorily required by a particular
procedure. In order to reduce engine wear it is recommended to use appropriate AUTO
BRAKES rather than use MAX REV (allow the brakes to provide the bulk of the deceleration
rather than the engines).The choice of AUTO BRAKE LO/MED will be as per SOP given in the
FCTM.
- For a long runway, the selection/choice of AUTO BRAKE should be based on the runway
vacation point and not the full length of the runway.
- In cases where aircraft is required to make a 180 turn at the end of the runway, auto brakes
need not be armed to prevent premature deceleration.
- For CAT II/III, short field landings, wet/contaminated runways or flap 3 landings, use of
appropriate mode of Auto brakes is essential.
- In order to reduce engine wear while landing on dry surface, the standard procedure is to
select max reverser on touchdown, followed by immediate selection of idle reverse before
engine spool up.
AUTOPILOT USAGE
- At airports with low traffic density, pilots may hand fly up to (during climb) and below 10,000
feet (during descent) to keep their flying skills honed. From these airports manual flying with
Autopilot and Auto thrust disengaged progressively, using raw data can also be practiced in
VMC conditions.
- Except for approaches with Auto Land in RVR below 550M, or while carrying out practice auto
land, or if hand flying and/or conducting raw data approach in VMC, the autopilot must be
used until DH/MDA and/or until the landing is assured, (i.e. cleared to land by ATC and
acquiring the required visual cues).
OPERATIONS - NOTICE
Page 11 of 28
NON PRECISION APPROACH
- Non Precision Approaches that are coded in FMGS are authorized, to be flown in “Lateral and
vertical managed” modes. However, NPA that has a step down profile such as VOR app at
VNKT02 are to be flown in lateral managed, vertically selected mode only.
- For insertion in the PERF APP page, the MDA will be increased by 50 ft (to cater for a height
loss at MDA in case of a Go Around).
- If DME v/s altitude is given on the approach plate, then approach briefing should include DME
crossing heights, and PF should ensure adherence.
GO AROUND
- Go around actions must be reviewed again before crossing IAF or 15 DME for a straight in
approach.
- During an aborted approach/Go Around, the PNF will monitor the Limit speeds and will call
“FLAP LIMIT/ GEAR LIMIT” 10 kts prior to the LIMIT speed for PF awareness.
- The missed approach must be flown with Auto Pilot engaged. In case the auto pilot was not
being used or had been disengaged, it must be re-engaged for the Missed Approach. Missed
approach should be flown in the managed mode (the HDG knob may have to be pushed, if
managed missed approach is not displayed) unless ATC has given a revised missed approach
instruction in which case it can be flown in HDG mode.
- Go around altitude will be set to initial altitude constraint or level segment altitude of the go
around procedure. This is because the FMGS does not follow any vertical constraints in the go
around phase even though the constraint is programmed in the FMS.
AFTER LANDING
After vacating the active runway (aircraft has crossed the hold line):
- Land LIGHTS…………………………………………………….…………………………….……RETRACT
- STROBE LIGHTS………………………………………………………………………………………..AUTO
Lights will be retracted and the strobes put to AUTO by the PNF on vacating the active runway.
- OTHER EXT LIGHTS……………………………………………………………………….……..AS RQRD
The use of Turn off lights is not recommended for day time taxi operations however, its use for
night operations will be as per requirement.
- NO PED………………………………………………………………………………..……………………OFF
Except when LVO is in progress or when state regulations do not permit. This will serve as a
signal for the Lead Cabin Attendant to make the required announcement on cellular phone
usage.
In case LVO is in progress at the airport of landing, the Lead CA is to be briefed about the auto
land as a matter of procedure during the approach preparation. This will ensure that
passengers are informed that PEDs may only be used once the aircraft is parked at the stand
and cabin doors are opened. In such cases, and if state regulations do not permit, the NO PED
switch is to be turned off only once parked at the stand.
OPERATIONS - NOTICE
Page 12 of 28
- TAXI CLEARANCE…………………………………………………………………………….……..OBTAIN
The PF will verbalize the taxi instructions/routing, confirm with PNF (both pilots ‘Heads Up’),
and both pilots will ensure that the taxi path is clear. Relevant airport layout chart is to be
displayed during ground operations.
- SPOILERS………………………………………………………………………………………….…..DISARM
This is the trigger for the PNF to commence and complete the after landing flow. The PF will
then call for the After Landing checklist. This will be “Read aloud” by the PNF. Flaps are to be
retracted to ZERO.
- TCAS……………………………………………………………………………………..………………….STBY
FDs are not required to be selected OFF after landing.
- BRAKE TEMPERATURE ………………………………………………………………………………CHECK
- BRAKE FANS
Brake fans should be delayed for a minimum of 5 minutes after landing or reaching
the Gate (whichever is earlier) to allow for thermal equalization and stabilization and
thus avoiding oxidization of the brake surface hot spots.
However when turnaround times are short (less than 30 minutes), or brake
temperatures are likely to exceed 500 degrees C, use brake fans (forget
oxidization).
Arc displayed on the ECAM wheel page, suggesting the selection of Brake fans ON
during Taxi out should be ignored for Taxi IN. The brakes HOT warning is inhibited
during Taxi IN. The HOT light comes on when temperature exceeds 300 DEG C.
Parking brakes should be released at the Gate after the chocks are in place if one brake
temperature is above 300 DEG C with the FANS OFF (150 DEG C with FANS ON). Above
500 DEG C (350 DEG C with Brake Fans ON), Parking brake application should be
avoided to prevent brake damage, unless operationally necessary.
- APU………………………………………………………………………………………………..……AS RQRD
If possible, APU start should be delayed till 1-2 minutes from the stand/gate in order to
conserve fuel. Single engine taxi is permitted without the APU running. Shut down of No. 2
engine must be done while taxiing along a straight line with no braking. For the last flight of
the day, GPU will be connected after arrival. In this case the APU may be shut down after
passenger disembarkation and the aircraft secured. (Instructions for operation TO/FROM Delhi
Terminal T3 are outlined separately).
PARKING
- PARKING BRAKES…………………………………………………………………………………..……SET
Stop Chrono and select ATC to Standby
- ENGINE SHUT DOWN……………………………………………………………………………PERFORM
Once the door page is displayed (FADEC confirmation of shut down of engines), select
BEACON OFF.
OPERATIONS - NOTICE
Page 13 of 28
Once the wheels are chocked and any cabin door opened the Parking Brake is released so that
the ACARS registers the correct “IN” time. In case of strong gusty winds/slippery surface, after
a few seconds for transmission of the ‘IN’ time, the Parking Brake may be set ON again. Be
aware that in some of our international stations, the local ground handling procedures require
the Parking Brakes to be selected off before the doors are opened or the Aerobridge is docked
in.
The HF Override switch will be placed to NORMAL before start of refueling (Indicated by the
REFUELG message on the Memo).This is to ensure that adequate time is given for the ACARS
messages to be transmitted.
After Engine shut down the NO PED switch will be put to the “ON” position if aircraft refueling
is required with passengers on board.
For transit flight the fuel pumps may be left ‘ON”.
The cockpit door CB is NOT, repeat NOT, to be pulled out by flight crew during transit or last
flight.
Securing the aircraft checklist will be carried out for the last flight of the day.
After the last sector of the flight the Captain must carry out a post flight walk around and
report any abnormalities. He may ask the Co-pilot to carry out this walk around.
MISCELLANEOUS
COMMUNICATIONS
- During Cockpit preparation and engine start with a AME/Technician connected on the headset,
the INT/RAD toggle switch on the ACPs will be kept in the neutral position and not in INT
position. For communicating with the Mechanic, the switch may be placed to INT/RAD after
which it is to be returned to the neutral position. This is so that normal cockpit conversation is
not overheard by the Mechanic. Normal usage can be resumed once the Mechanic has been
asked to disconnect.
- RMP 1 and RMP 2 can be used to select the active frequency on VHF 1 or VHF 2.The procedure
laid down in the FCOM is expected to be used. A frequency change in VHF 1 by CM 2 should be
done using the RMP SEL function while ensuring that the SEL light does not remain ON
unnecessarily. Any Pilot changing an active frequency will announce the selected frequency,
e.g. “VHF 1 on Mumbai Control 132.7 MHz”. It is acceptable to use VHF 1 for ATC
communication and VHF 2 for coordination with another ATC unit/Company, ATIS etc. when in
controlled Air Space and having established VHF contact.
- VHF 2 is to be tuned to 121.5 and monitored whenever it is not being used for other required
communications.
- VHF 3 is meant for Data communication and is to be kept on DATA and not voice unless loss of
VHF 1 and VHF 2 mandates its use in voice.
COCKPIT CABIN COMMUNICATION
- In order to ensure that the cabin is secure for landing, the Captain may use selection of Flaps
1 (or Flaps 2 in case Flaps 1 has been selected early to comply with ATC speed control
OPERATIONS - NOTICE
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requirements) as a trigger to confirm whether ‘Cabin Secure’ has been received by this point.
If not, he/she is to call the Lead on the intercom and get a status check. In normal operations,
landing is not to be carried out with the cabin not secured.
HEADSET AND HARNESS
- Pilots are required to use headsets and shoulder harness during sterile cockpit conditions, that
is, from Engine Start up to 10,000 ft in climb and from 10,000ft to engine shut down in
descent. Nothing in these instructions prevents a Captain from using the harness and headsets
above 10000 ft, particularly in airspace with R/T congestion. After removing the headsets
ensure that the cockpit loud speaker is set at the one o’clock position and the INT/RAD switch
is put to neutral. The call will be “Headsets OFF speakers ON”.
EXTERNAL LIGHTS
- After ATC permission is obtained for pushback/engine start and before Engine start/ push back
is commenced, Anti-collision Beacon will be put “ON” and will remain on for the duration of the
flight. It will be put “OFF” after the engines are shut down.
- The strobe will be put “ON” when entering or crossing an active runway.
- The use of Turn off lights is not recommended for day time taxi operations; however, its use
for night operations will be as required.
- Landing lights will be used for both day and night take-off. They will also be used while
entering any active runway or while back tracking active runway.
- If the Strobe is unserviceable then landing light must be kept ON below 10,000 ft.
- The Nav and Logo lights are only required for night operations and during low visibility
operations. Position 1 should be used on odd dates and Position 2 on even dates.
MEL OPERATIONAL USE
- The aim of the MEL is to ensure safe operation of aircraft with certain allowable system
degradations, and such a situation is permitted only as a result of careful analysis. It also
ensures the assessment of systems integrity after both engines have been started and a
verification of all systems required for safe flight being fully functional.
- The MEL should be consulted on ground, only when a failure has been identified and
confirmed. The applicability of the MEL is till the time the aircraft is ready to taxi out under its
own power.
- In some cases, the MEL may need to be consulted after taxi out or while in flight, in order to
decide if it is necessary to perform a flight turn back / diversion due to unfavorable dispatch
conditions at the subsequent station or to apply the performance penalties. However, any
decision to continue the flight must be subject to pilot judgment.
- If there is an in-flight failure, the FCOM provides the procedures and limitations that the flight
crew should apply.
OPERATIONS - NOTICE
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TAKE-OFF BRIEFING
Miscellaneous
Aircraft Technical STATUS ECAM STS Page
MEL, CDL, OEB
NOTAMS and Weather for Departure, Destination and Alternate
Departure R/W ___– Restrictions, Terrain, TERR on ND, condition, Anti-Ice, Packs OFF, Radar ON
Engine Start Procedure (AUTO / Manual – consider Tailwind)
Expected Taxi clearance
INIT B Page
ZFW
Block Fuel Check on E/WD
Take-off Weight
Extra Fuel / Time at Dest
Performance Page
Take-off Runway
Intersection ___ shift
Config
Flex / TOGA
V1, VR, V2 V1, V2 on PFD
Trans Alt
Thr Red / Accln / OEI Accln altitude / MSA
FLT PLN Page
SID – Label, Chart No., Summary, Restrictions, Notes, Cautions, Assigned FL,
joining airway OR runway Dep
PLAN mode ND
Jeppesen Charts
Route Length, Flying Time PNF X check CFP
RADNAV Page
Hard / Auto tuned, Radial (Departure Stn must be hard tuned on PNF side) ND
SEC FPLN
Planned for ___ (no need to display the SEC FPLN Page)
Safety Briefing
Left / Right Seat Take-off
In case of any malfunction , CAPT will call STOP / GO
In case of STOP
- CM1 – THR LVR IDLE, REV as reqd, Decelerate on AUTO BRK if avbl, otherwise Main Brake. Once stopped, cancel REV, Park Brk ON, “ATT CREW! At Stations” PA
- CM2 – DECEL, REV, Cancel Audio, 70 kts call if applicable, once stopped
advise ATC - CM1 – Announce ECAM actions - Crew Evaluate – EVAC required, EVAC on R/W, otherwise taxi back to
apron via__
In case of GO Continue on RWY HDG/ Follow SID/ Engine Out SID. For immediate return, request for Radar vectors/ Instrument Approach/ Visual Approach. Overweight landing checklist required/ not required.
Unreliable speed actions Emergency Evacuation task sharing
** Complete Safety Briefing and Unreliable Speed review and Emergency Evacuation task sharing only for the first flight of the day. For transit flights, differences only such as MSA, revised accln alt and SID/EO SID/R/W Hdg etc. and review Pitch
and N1 setting for T/O WT and CONFIG in case of unreliable speed.
OPERATIONS - NOTICE
Page 16 of 28
APPROACH BRIEF
Miscellaneous
Aircraft Technical STATUS STS page
MEL / CDL
NOTAMS, Weather (Visibility. Cloud Base, SPECI) Approach
minima
Runway, condition, expected approach
Fuel
Extra fuel / time, Min EFOB for diversion (Crosscheck CFP), Landing
weight
FUEL PRED
page
Descent
TOD FPLN page
STAR chart label (summary description), MSA, HOLD (entry, MHA,
Speed)
Chart
Radar vectors / DME Arc – FPLN Constraints ND PLAN mode
Approach
Approach type : Follow Jeppesen Template Chart No date, Freq,
Ident, Inbound Crs, [RAD NAV Pg] 4 DME/FAF Alt [FPLN Pg],
MDA/DH [PFD], Airfield Elevation[Xcheck Press. AUTO], threshold
elevation and crossing altitude, highest obst, Notes, Cautions, plate
alt, intercept DME, GS angle / Flight Path angle, MAP, PAPI, ALS,
Missed Appr proc, Visibility requirement for GS out with ALS /
without ALS).
Jeppesen chart
Approach strategy – Decelerated or Stabilised
In case of NPA – specific bfg: Use of AP, Strategy, Laterally managed
vertically selected, speed constraint on ND, altitude deviation callout
by PNF, once visual AP Off, FD Off, runway track.
Review actions for GA / Wind shear GA / wiper / rain repellant / Stall
– if any such condition is anticipated.
RADNAV
Arrival Station to be manually tuned on PF side RADNAV
GENERAL
Auto brakes, Reverse usage, Conf. 3/Full
Runway length and width available, expected exit
Taxi route
SET
Note:
After approach briefing, review ALA Risk Awareness Tool
LVO briefing is available on board.
STANDARD PF/PNF CALLS AND RESPONSES
As per FCOM-PRO-NOR with the Exception of:
PF PNF
ONE 100Kts
HIGH SPEED
OPERATIONS - NOTICE
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APPROACH AND LANDING RISK AWARENESS TOOL
Elements of this tool should be integrated, as appropriate with the standard approach briefing
prior to the TOD to improve awareness of factors that can increase the risk of an accident during
approach and landing. The number of warning symbols ( ) that accompany each factor
indicates a relative measure of risk. Generally, greater the number of warning symbols that
accompany a factor, the greater the risk presented by that factor. Crew should consider carefully
the effects of multiple risk factors, exercise appropriate vigilance and be prepared to conduct a
go-around or a missed approach
Flight Crew
Long duty period…................................................................................................
Airport Services and Equipment
No approach radar service.....................................................................................
No current local weather report..............................................................................
Unfamiliar airport or unfamiliar procedures..............................................................
Minimal or no approach lights or runway lights.........................................................
No visual approach-slope guidance---e.g. VASI/PAPI.....................................................
Foreign destination
Possible communication/language problems.................................................................
Expected approach
Non precision approach
Especially with step-down procedure or circling procedure.....................................
Visual approach in darkness...................................................................................
Late runway change..............................................................................................
No Published STAR....................................................................................................
Environment
Hilly terrain or mountainous terrain........................................................................
Visibility restrictions—eg. Darkness, fog, haze, IMC, low light, mist smoke…..….………....
Visual illusions-e.g. Sloping terrain, wet runway, heavy rain.......................................
Wind conditions--- e.g. cross wind, gusts, tail wind, wind shear..................................
Runway conditions—e.g. Wet, contaminated............................................................
Aircraft equipment
No EGPWS.....................................................................................................
No Radio altimeter...........................................................................................
No windshear warning system....................................................................................
No TCAS..................................................................................................................
OPERATIONS - NOTICE
Page 18 of 28
AFTER COMMENCEMENT OF APPROACH, A GO-AROUND OR A MISSED APPROACH
SHOULD BE CONDUCTED WHEN
Confusion exists or crew co-ordination breaks down
There is uncertainty about situational awareness
Checklists are being conducted late or crew is task overloaded
Any malfunction threatens the successful completion of the approach
Unexpected wind shear is encountered
EGPWS
ATC changes will result in an unstabilised approach or
Adequate visual reference are absent at DH or MDA
Failure to recognise the need for a missed approach and to execute a missed approach
is a major cause of approach-and-landing accidents.
ELEMENTS OF A STABILISED APPROACH
All flights must be stabilised by 1000ft for ILS approach, FAF for Non-Precision and
PAR approach and 500ft above airport elevation in visual approach. An approach is
stabilised when all of the following criteria are met:
1. The aircraft is on the correct lateral and vertical flight path.
2. The aircraft is in the desired landing configuration
3. The thrust is stabilised, usually above idle, to maintain the target approach
speed along the desired glide path.
4. No excessive flight parameter deviation.
5. Only small changes in heading/pitch are required to maintain correct flight
path.
6. All briefings and checklist are conducted;
FLIGHT PARAMETERS
The PNF calls out if;
1. The speed becomes less than speed target -5 kts, or greater than speed target
+10 kts.
2. The pitch attitude becomes less than -2.5°, or greater than 10° nose up.
3. The bank angle becomes greater than 7°.
4. The descent rate becomes greater than 1000 FPM.
5. Excessive LOC or GLIDE deviation occurs.
6. ¼ dot LOC; 1 dot GS
OPERATIONS - NOTICE
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COCKPIT AND CABIN ATTENDANTS COMMUNICATION
SITUATION/SCENARIO COMMAND FROM THE FLIGHT DECK
Normal/routine situations.
Arming/Disarming of doors
Before take-off cabin secure
Top of descent
5minutes before landing
Cabin Attendants to your seats
Cabin attendants Arm/Disarm all doors
Cabin attendants to your seats for take-off,
confirm cabin clearance.
Cabin attendants to prepare for arrival.
Cabin attendants to your seats for landing
In turbulence when cabin attendants are
required to be seated.
In order to release the cabin attendants in
turbulence with precaution
Cabin attendants, return to your seats, seat
belts required.
Cabin attendants seat belts not required,
passengers please remain seated with your seat
belts fastened.
Emergency Situations
Cabin Attendants to your stations
Post Decompression scenario 1. Safe to remove oxygen mask.
2. Lead to the cockpit please.
Emergency/Crew Incapacitation situation when
the Lead is required in the flight deck.
Lead to the cockpit please
Or
Press ”EMER” call PB
Ditching/Forced/Other Emergency landing (At
2000ft or 3 to 5 min. before landing).
Cabin Attendants to your stations.
Ditching/Forced landing/Emergency landing (At
500ft or 1 min. before landing).
Brace, Brace, Brace
Emergency Evacuation(Once the aircraft stops) Evacuate, Evacuate
Or
Passengers and crew remain seated.
OPERATIONS - NOTICE
Page 20 of 28
EMERGENCY EVACUATION
REFER TO 7.00
BEFORE START
APPROACH
COCKPIT PREP ...COMPLETED (BOTH) GEAR PINS and COVERS.... REMOVED SIGNS ............................... ON / ON ADIRS ..................................... NAV
FUEL QUANTITY ........... ________KG
TO DATA ................................. SET BARO REF ....... ________SET (BOTH)
BRIEFING …..……………….…..REVIEWED ECAM STATUS ................... CHECKED SEAT BELTS ............................... ON BARO REF........ _______SET (BOTH)
MDA/DH ........... _______SET (BOTH) ENG MODE SEL ................ AS RQRD
LDG LTS………………....……_______ON
WINDOWS/DOORS..... CLOSED (BOTH)
BEACON ………………………………………….ON THR LEVERS ………………………………..IDLE PARKING BRAKE …………………………….ON HF OVRD pushbutton…………OVER RIDE
LANDING
CABIN CREW ................... ADVISED A/THR .......................... SPEED/OFF ECAM MEMO .............. LDG NO BLUE
LDG GEAR DN SIGNS ON SPLRS ARM FLAPS SET
------------------------------------------ LDG CLR……...OBTAINED FOR RWY…..
AFTER START
ANTI ICE .......................... AS RQRD ECAM STATUS ................. CHECKED PITCH TRIM ............... ________SET
RUDDER TRIM ....................... ZERO
BEFORE TAKEOFF AFTER LANDING
FLT CONTROLS……... CHECKED (BOTH)
FLT INST ………………..CHECKED (BOTH)
FLAP SETTING… CONF________(BOTH)
V1. VR. V2/FLX TEMP_______(BOTH)
ATC ........................................ SET
ECAM MEMO ............... T.O NO BLUE
AUTO BRK MAX SIGNS ON SPLRS ARM FLAPS TO
TO CONFIG NORM -------------------------------------------
TAKEOFF BRIEFING..…… REVIEWED CABIN CREW ................... ADVISED ENG MODE SEL ................ AS RQRD PACKS ............................. AS RQRD
FLAPS .......................... RETRACTED SPOILERS ....................... DISARMED APU ................................ AS RQRD RADAR ........................... OFF/STBY
PREDICTIVE WINDSHEAR SYSTEM..OFF NO PED ........................... AS RQRD
PARKING
APU BLEED ................................ ON ENGINES ................................. .OFF SEAT BELTS ............................ ..OFF EXT LT ...................... ….…..AS RQRD
FUEL PUMPS………………...……. AS RQRD PARK BRK & CHOCKS.................. ON HF OVRD pushbutton………….. ..... NORMAL
Consider HEAVY RAIN
SECURING THE AIRCRAFT
ADIRS ..................................... OFF OXYGEN ................................... OFF APU BLEED ............................... OFF EMER EXIT LT………………………………..OFF NO PORTABLE / ELEC DEVICE……...OFF
APU AND BAT………………………………..OFF
Consider COLD WEATHER
AFTER TAKEOFF/ CLIMB
LDG GEAR ................................ UP FLAPS ......................... RETRACTED PACKS ..................................... ON ------------------------------------------- BARO REF ...... ________SET (BOTH)
LDG LTS………….________RETRACTED
04 May 11
IGO
OPERATIONS - NOTICE
Page 21 of 28
EMERGENCY EVACUATION
- AIRCRAFT / PARKING BRK ........................................................ STOP/ ON - ATC (VHF 1) ............................................................................... NOTIFY - CABIN CREW (PA) ......................................................................... ALERT
- ΔP (only if MAN CAB PR has been used) ................................ CHECK ZERO
If not zero, MODE SEL on MAN and V/S CTL FULL UP. - ENG MASTER (ALL) .......................................................................... OFF - FIRE Pushbuttons (ALL: ENG and APU) ............................................. PUSH - AGENTS (ENG and APU) ............................................................. AS RQRD
- If Evacuation required
- EVACUATION ............................................................................ INITIATE
- If Evacuation not required
- CABIN CREW and PASSENGERS (PA) ............................................. NOTIFY
GOLDEN RULE
AVIATE
NAVIGATE COMMUNICATE MANAGE
FORDEC-COCKPIT DECISION MAKING
FORDEC F- Facts –ascertain the facts
O-Options-Evaluate R-Risk-Analyze D-Decision-Make E-Execute Decision C- Cross Check the above
NITES-COCKPIT & CABIN COORDINATION
NITES N – Nature of problem - Explain I – Intention - Communicate
T – Time to land – Give estimates E – Evacuation required/ Not required – Inform S – Safety / Security – Re-assess
OPERATIONS - NOTICE
Page 22 of 28
Appendix “A”
IEM TO OPERATIONS NOTICE 4 D
REASON FOR ISSUE
Standard Operating Procedures are laid down in FCOM-PRO-NOR, Operations Manual Parts A and
B, and in Operations Notice 4 series. The purpose of this Appendix to the Operations Notice
4 (series), is to provide IEM (Interpretive and Explanatory Material) for providing
clarifications and amplifications to the meaning of IGO SOPs, and to address specific
observations noticed in line operations. Due to the different backgrounds of pilots who
have joined IndiGo in recent months, there is a need for standardization and strict
adherence to IGO SOPs.
Either Operations Notice 4 series or the “IEM” that forms Appendix A may be revised
together or separately, as circumstances dictate.
COCKPIT PREPARATION
- Armrest Position - Most pilots do not make optimum use of the inner armrests (up or down)
in flight. A clarification has been sought from Airbus and an instruction on this is likely to be
included in the FCTM. As of now, this is left open to the choice of the aircrew.
- ND Brightness Control Knob - The outer knob controls the brightness of both, weather
radar image and GPWS terrain display. It is always to be kept turned fully clockwise. Crew
must avoid putting this to DIM position after the last flight of the day/duty.
- FUEL CTR TK PUMPS - Our airline fleet is no longer affected by FUEL CTR TK PUMPS LO PR
caution on ground or in flight when the center tank is empty. For normal operations CTR tank
pumps are to remain ON/AUTO. In case FUEL CTR TK PUMPS caution is triggered in flight,
instructions as laid down in the FCOM are to be applied.
- Insertion of STARS into FPLN - Pilots tends to insert the expected STAR at destination into
the FPLN during initial FMGC programming at the time of departure. Ideally, the STAR should
be inserted when assigned by the destination ATC. The primary FPLN should be VOR-VOR as
the legal ATC clearance is valid from VOR to VOR. At the same time, optimum fuel planning
cannot be crosschecked unless a realistic route is programmed into the FMGS since the CFP
only depicts trip fuel from VOR to VOR and thus the actual fuel requirement when the STAR is
assigned is not known. Good airmanship is to be exercised in this regard with the following
objectives:
Ac must not deviate from the airway unless allocated a STAR for arrival or given
vectors by ATC.
Realistic fuel figures must be crosschecked with the help of the FMGS.
To summarise, the PF may insert the STAR for realistic fuel calculation, but must not leave the
airway unless the ac is cleared for arrival via the STAR. The pilot may leave a discontinuity at
the transition point to ensure this. Either of the two techniques; Inserting STAR or NOT
inserting STAR is acceptable as long as good airmanship is applied in this regard.
AFTER START
Some confusion has been observed amongst crews regarding the After Start procedure/flows.
OPERATIONS - NOTICE
Page 23 of 28
The PF completes the after start FLOW by checking the STATUS (absence of STS reminder on
the upper ECAM or, if STS displayed, by pressing the STS key and review of the Status page).
Then:
- Once Status is satisfactory, PF asks the ground technician to disconnect and then asks for the
After Start checklist.
- Once the After Start checklist is complete, both pilots conduct their Flight Control checks.
- PNF on PFs command requests taxi clearance (this can be requested before the Flight Control
check, however the brakes are not to be released till the Flight Control check is complete).
- PF verifies that the technician is displaying the NWS pin (after push back) and gives thumbs up
for taxi.
- PF releases brakes to taxi.
TAKE-OFF
- Co-ordination of ECAM actions after take-off and strategy in case of Engine failure /
fire - The PNF is to continue with the Primary ECAM actions in case of engine failure
/damage / fire, until putting engine master OFF / discharge of first agent / discharge of second
agent respectively. In cases where the PNF has completed actions of securing the engine (as
applicable to the failure), before the OEI acceleration altitude (normally 1500’ AGL), PNF is to
stop ECAM and assist the PF in requested tasks. If acceleration altitude is reached before
engine is secured, primary ECAM actions will be continued by PNF till engine is secured (while
accelerating)
- OEI acceleration altitude (min and max) computed vide Company RTOW charts is valid only for
straight climb after take-off. Unless an EOSID exists, the aeroplane is to be flown along the
runway heading for initial climb to a safe altitude for all cases of Engine failure on take-off.
ATC is to be informed accordingly.
APPROACH & LANDING
- Flap 3 landing - There appears to be a general hesitation amongst pilots to carry out Flap 3
landings. The cost advantage of Flaps 3 landing V/S Flaps Full as 08 KG per landing.
This is significant given the number of fleet wide landings conducted daily.
- Hard landing - Pilots should cater for variations such as a steeper Glide Slope angle, sloping
runways, higher TAS at higher elevations r/ws (eg. VOBL, VNKT, VISR), prevalent winds etc.
to achieve safe and correct landings. In addition, while carrying out a Cat I ILS, pilots must go
visual at the MDA. The pilot must now follow a visual profile which could include a
combination of maintaining the ROD and PAPI indications with minimum change in attitude,
heading for the aiming point to make good a touchdown in the stipulated touchdown zone.
- GA with OEI - MDA for an approach caters for obstacle clearance during go-around with all
engines or with OEI. In cases of a Go Around with OEI (at or above MDA), the published
missed approach procedure is to be followed unless specified otherwise. There is no need to
follow the EOSID in this condition unless specifically mentioned.
- Use of alternate brakes without Anti-Skid function - Airbus documentation gives different
information at different places. FCOM DSC-32-30-10 P 6/8 mentions that “brake press is
automatically limited to 1000 psi”, however QRH 29.03 has not been modified and still
OPERATIONS - NOTICE
Page 24 of 28
mentions the need for pilot to regulate brake press to 1000psi. It is clarified that the pilot
needs to monitor brake pressure in all such cases.
TAXI PROCEDURE
- High speed exits can be taken no faster than 50 kts (Dry surface) ground speed as displayed
on the ND.
PARKING
Line observations have revealed some confusion about the correct parking flows at IGO. These
notes below amplify the Parking flow and SOP:
PF:
stops a/c and sets Parking Brake
Shuts down Engine 1, then 2
As DOOR page appears (confirmation of engines shutting down), turns Beacon OFF
Announces “Cabin Attendants, disarm all doors”
Once all doors are disarmed, sets Seat Belt switch OFF
Once Chocks in position, AND at least one CABIN door open, releases Parking Brake.
Calls for Parking checklist.
MISCELLANEOUS
- CARBON BRAKES AND THE USE OF AUTO BRAKES
IndiGo aircraft are fitted with Messier Bugatti carbon brakes and the brake wear is largely
dependent on the parameters specified by the manufacturer. Line observations and actual
brake wear data reveal that pilots are using incorrect braking technique. Main parameters
affecting brake life are:
- The number of applications, and
- Carbon disc temperature.
In order to improve carbon brake efficiency;
- Reduce the number of brake applications. Do not tap brakes. Apply one steady
application to decelerate to the correct speed and release.
- Do not ride the brakes.
- Carry out single engine taxi.
- Use auto brakes (as it is a single application)
Carbon Disc Temperature- The temperature displayed on the ECAM WHEEL page is not the
actual disc temperature but lower than the actual temperature. In order to decrease the
brake wear, the brakes have to be either cold or hot. In the mid-range of temperature,
the brake wear is the highest. The brake wear increases from indicated brake
temperature of 80 deg C , peaks at 170 deg C and begins reducing significantly around and
above 250 deg C indicated brake temperature. Thus turning brake fans on after landing if
the Brakes ‘Hot’ light comes on, cools the brakes to below 250 deg C, into a zone where
brake wear is increased.
- APPROACH GATES
Decelerated ILS approaches are recommended. While carrying out a decelerated approach,
the following performance markers are recommended at each gate in order to be stabilized
by 1000ft AAL.
OPERATIONS - NOTICE
Page 25 of 28
GATE 1- Aircraft speed Maximum Green Dot below 3000ft AAL and or 15 NM from the
station, in no case above 210 kts if GREEN DOT is lower.
GATE 2- Glide slope alive, maximum speed 180 kts, Minimum CONFIG 1.
GATE 3- Established on glide slope, Maximum speed 160kts, Minimum CONFIG 2.
GATE 4- 1500ft AAL, Maximum speed 160 kts, Minimum CONFIG 2 and Landing gear
down.
GATE 5- 1000ft AAL, STABALIZED.
Note: The above is not a procedure for selection of configuration or speed but are
performance markers which are recommended. The crew may use different flying
techniques to achieve them as conditions warrant.
PNF will be the pilot monitoring (PM). PM will be responsible for highlighting all deviations
from SOP and alerting the PF. The PM will also ensure that in case of a deviation from
SOP‘s the PF responds suitably and takes corrective action. Both pilots are responsible for
the safe conduct of a flight.
- R/T DISCIPLINE
Crew are expected to maintain R/T discipline and use correct R/T phraseology. Maintain
decorum. Be alert for similar callsigns and callsign confusion.
It is emphasized that an active ATC frequency is not to be used for non ATC
communication. Crew are required to change to the air to air frequency
128.95/123.45/company frequency for all non ATC/personal communication.
- Mayday / Pan Call in an emergency situation with a/c on ground
ICAO Annex 10 Vol II para 5.3.1.1 deals with radiotelephony procedures related to Distress
and urgency messages. This does not differentiate between distress conditions on ground or in
air. In this light, it is acceptable to transmit such messages when faced with emergency
situations on the ground.
- FCU Setting Procedure - Most pilots tend to set the FCU by looking at the digital FCU
display. Ideally the FCU should be set by reference to the PFD/ ND.
- SIMULATOR TRAINING
During ABN/ EMERGENCY situations, there is a tendency for the PF (both Capt and FO) to ask
the PNF to set up the MCDU and to ask the PNF to also brief for the approach/recovery. This
results in the PF trying to fly the a/c, as also keeping an eye on the “box prep”, and offering
corrections/ suggestions along the way. This is against the Airbus Golden Rule “One head up
at all times” and also defeats the Task Sharing between PF and PNF. It is recommended that
unless the situation does not permit, the PF should prepare and brief for the approach himself.
- COST-CONSCIOUS FLIGHT OPERATIONS
As competition in the airline industry increases, and particularly as we compete with established
international low-cost airlines, our profitability and possibly even our survival will depend on
disciplined, consistent and long-term control over our costs. Pilots can play a major role in this
in the manner in which we operate our aircraft every day.
While it bears repeating that safety must never be compromised in this endeavor, there are
several specific actions we can take on each flight to make our operation more cost efficient.
OPERATIONS - NOTICE
Page 26 of 28
The purpose of this study is to bring to your attention the cost benefit of each of these
measures, so as to highlight the enormous impact on cost that even simple actions on your part
on each flight can bring to the bottom line.
In the following cost benefit analysis, the following have been assumed:
- Average fleet strength of 64 A320 aircraft
- 11100 departures per month.
- 21000 flight hours per month.
- Average flight time of 1:30 (90 minutes)
- Average fuel price of Rs70/kg
- Average TOW -68000kgs
- Exchange rate considered: Rs54/USD
Operational Actions Recommended
S.
No.
Cost Saving
Measure
Cost
Saving
(KG of
Fuel per
flight)
Fleet Cost
Saving
(Rs per
month)
Fleet Cost
Saving
(Dollars
per
month)
Fleet Cost
Saving
(Rs per
year)
Fleet Cost
Saving
(Dollars per
year)
1 Flaps 1 Vs Flaps
3 Take-off 10 Kg
77 Lakh 70
Thousand
$143
Thousand
09 Crore
32 Lakh
$1 Million 700
Thousand
2
Cost Index
climb Vs
280/320/.80
147 Kg 11 Crore 42
Lakh
$2 Million
137 Crore $ 25 Million
3
Optimum
Altitude Vs
2000 ft lower
66 Kg 05 Crore 12
Lakh
$ 950
Thousand
61 Crore $ 11Million 400
Thousand
4
FMGS computed
cost index
continuous
descent Vs
.80/320/280
90 Kg 07 Crore
$1 Million
300
Thousand
84 Crore $ 15 Million 500
Thousand
Efficient energy
management –
timely selection
of flaps and
gear with idle
thrust Vs 1
minute level
flight with Gear
down and Flaps
Full
200 Kg 15 Crore 50
Lakh
$2 Million
800
Thousand
186 Crore $ 34 Million
6 Flap 3 landing
Vs Flap Full 08 Kg 62 Lakh
$115
Thousand
07 Crore
45 Lakh
$ 01 Million 380
Thousand
OPERATIONS - NOTICE
Page 27 of 28
S.
No.
Cost Saving
Measure
Cost
Saving
(KG of
Fuel per
flight)
Fleet Cost
Saving
(Rs per
month)
Fleet Cost
Saving
(Dollars
per
month)
Fleet Cost
Saving
(Rs per
yea
r)
Fleet Cost
Saving
(Dollars per
year)
7
Idle Reverse Vs
Max Reverse
(Using more
brakes for
deceleration)
15 Kg 01 Crore 16
Lakh
$215
Thousand
14 Crore $ 02 Million 590
Thousand
8
SET IN for 5
minutes Vs 2
engine taxi
30 Kg 02 Crore 33
Lakh
$431
Thousand
28 Crore $ 05 Million 518
Thousand
9
Delayed APU
Start after
landing – 5
minutes less
use
10 Kg 77 Lakh 70
Thousand
$144
Thousand
09 Crore
32 Lakh
$ 01 Million 726
Thousand
10
APU shutdown
once GPU
connected at
the stand- 30
min less APU
use
60 Kg 80 Lakh 64
Thousand
$150
Thousand
09 Crore
67 Lakh
$ 01 Million 792
Thousand
11 01 min direct
routing 40kg
03 Crore 10
Lakh
$575
Thousand
37 Crore
29 Lakh
$ 06 Million 906
Thousand
Total Cost Saving per month if 100Kgs saved per flight
100 Kg 07 Crore 77
Lakh
$01 Million 438
Thousand
93 Crore
24 Lakh
$17 Million 266
Thousand
Current Operational Trends:
S .No Cost Saving Measure Current Trend
achieved by IndiGo
1 Flaps 1 Vs Flaps 3 Take-off 97.3%
2 Cost Index Vs Fixed Mach 96.5%
3 Flap 3 landing Vs Flap Full 23.3%
4 Idle Reverse Vs Max Reverse (Using more brakes for
deceleration) 86.4%
5 SET IN Good compliance
6 APU Usage for more than 02 min (before shutting down
engine) 21.4%
7 APU usage more than 3 min after engine start 2.6%
8 Thrust Reduction<800ft 95.15
OPERATIONS - NOTICE
Page 28 of 28
As you can see, given the number of flights we operate, and which will only increase in the
years ahead, even small measures taken by you on each flight have an enormous impact on
cost.
You are encouraged to use this as a guide to operate your aircraft safely, yet more efficiently.
Setting a personal target of saving 100 KG per flight will sharpen your own awareness as
a professional aviator and help considerably in keeping us successfully in business as an airline.
CAPT. SALEEM ZAHEER
(Vice President – Flight Operations)