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flight safety manual dgca LINK 1 ENTER SITE >>> http://gg.gg/11mrdd <<< Download LINK 2 ENTER SITE >>> http://inx.lv/2Swj <<< Download PDF File Name:flight safety manual dgca.pdf Size: 3606 KB Type: PDF, ePub, eBook Uploaded: 28 May 2019, 19:39 Rating: 4.6/5 from 696 votes. Status: AV... Ukáž Viac
flight safety manual dgca LINK 1 ENTER SITE >>> http://gg.gg/11mrdd <<< Download LINK 2 ENTER SITE >>> http://inx.lv/2Swj <<< Download PDF File Name:flight safety manual dgca.pdf Size: 3606 KB Type: PDF, ePub, eBook Uploaded: 28 May 2019, 19:39 Rating: 4.6/5 from 696 votes. Status: AVAILABLE Last checked: 6 Minutes ago! eBook includes PDF, ePub and Kindle version In order to read or download flight safety manual dgca ebook, you need to create a FREE account. ✔ Register a free 1 month Trial Account. ✔ Download as many books as you like (Personal use) ✔ Cancel the membership at any time if not satisfied. ✔ Join Over 80000 Happy Readers flight safety manual dgca If you continue browsing the site, you agree to the use of cookies on this website. See our User Agreement and Privacy Policy.If you continue browsing the site, you agree to the use of cookies on this website. See our Privacy Policy and User Agreement for details.If you wish to opt out, please close your SlideShare account. Learn more. You can change your ad preferences anytime. I can promise you 100 un-plagiarized text and good experts there. Use with pleasure! ? www.WritePaper.info ?Check out, please HelpWriting.netIt is, therefore, now time for the aviation industry to shift its focus from reactive to pro-active system, anticipating safety issues rather than making corrections after an event has occurred. The programme should enable review of the entire system and identification of the hazards and system deficiencies.Sustained education of these personnel will go a long way in achieving this objective. Without prejudice to the generality of this measure, the Safety Awareness Programme of an operator should have the following minimum features: 5.1 All flight crew, maintenance engineers, cabin crew and other key personnel shall be given periodical refresher courses to update their knowledge. 5.2 The operator shall organise periodic safety seminars for the benefit of their personnel. Specialists in the field of safety may be invited to give presentations so that lessons could be learnt from the experience of others. Appropriate safety measures could prevent similar occurrences.The operator should have a Permanent Investigation Board to promptly investigate the occurrences and possibly within six weeks of its occurrence to determine the cause of the occurrence and weaknesses, if any, in the above areas which are contributory factors to the occurrences. The operator should ensure quick implementation of the safety recommendations made by the Courts of Inquiry, Committees of Inquiry, Inspector of Accidents, Safety Audit, Spot Checks, Permanent Investigation Boards etc. http://www.harom.ro/files/felcom-15-ssas-manual.xml flight safety manual dgca, flight safety manual dgca, flight safety manual dgca. The Flight Safety Department of the operator should periodically review the implementation of the recommendations. To recognise weaknesses in a system or organisation and to take corrective measures are the key factors to ensure safety in aviation. This way the potential hazards and problem areas shall be detected and nipped in the earlier stages itself. Necessary records shall be maintained by the operators of all the checks.This shall be carried out by a dedicated group comprising of at least a senior pilot and an engineer.Periodic monitoring of CVR and DFDR must be carried out by all operators. As the DFDR systems are enhanced with greater recorder capacity, they will become even more valuable tools not only for accident investigation but also accident prevention. The recorded data can be analysed for the purpose of checking deviations in flight parameters beyond acceptable limits which are critical to flight safety. The operator should develop suitable computer software to determine the deviations of different flight parameters beyond acceptable limits. The Flight Inspectors of DGCA should also monitor this aspect.Under such conditions crew should not hesitate to initiate a missed approach whenever the visual reference to the runway is lost. They should abandon the approach in weather conditions below the applicable minima and divert, if necessary.Rev 2, 17th March 2009 3 If the crew fears action against him for diversion, then the operator is inviting a big safety problem.Operators should assess pilots not only for their flying skills but also for their attitude and compatibility. Careful recruitment is the best investment of an airline for safety. http://sewakendragroup.com/userfiles/felcom-16-manual.xml Such areas are initial induction of new airline pilots, transition to a totally new type of aircraft like glass cockpit aircraft, operations to and from marginal runways, operations during monsoon, loading of aircraft under high ambient temperature and elevation conditions, operations to airfields located in mountainous terrain, airworthiness and operational control of leased aircraft, etc.Rostering of the crew should be done keeping in view the flight and duty time limitation requirements. Also crew pairing should be done carefully for better crew coordination.Load and trim sheets shall also be checked periodically to ensure their accuracy and their proper filling up for any irregularity. Check whether loading of the aircraft is being supervised.These audits shall review and analyse all matters having bearing on safety of operations, particularly with reference to the following:- (a) Management Practices Relating to Safety Aspects The management policy has been clearly defined for the commitment and priority to safety of aircraft operations. The management has issued guidelines to this effect and has also taken action for violations of safety requirements by their employees. (b) Operational Policies and Procedures The Operations Manual and other circulars issued from time to time clearly define the operational policies and procedures for all types of aircraft in operation. For example, whether: i. the pilots are filling the flight reports properly giving complete details of the snags; ii.The operator should have sub-bases at stations where there are night halts. The flight despatchers shall be approved by DGCA. Company doctors and proper medical equipments are available at the main base and at sub-bases for carrying out pre- flight medical check.The operator has necessary tools and equipment required for maintenance of aircraft and whether their shops have required maintenance facilities. http://eco-region31.ru/dw715-manual (g) Quality Control In respect of organizations approved in accordance with CAR Section 2 Series E Part IV, check that the Quality Control Manager or Dy. Quality Control Manager are having licence on the type of aircraft being operated. Whether sufficient space is available for office work, for proper keeping of records, stores etc. Check for proper environment control.(j) Support Equipment The operator has proper ground support equipment like baggage trolleys, step ladders, motorised vehicles, etc.Check that the personnel engaged in handling ground support equipment are trained and regular refresher is given to them.Rev 2, 17th March 2009 6 In addition organization shall nominate Deputy Chief of Flight Safety for approval of DGCA. It shall be ensured that if Chief of Flight Safety is a pilot, the Deputy Chief shall be an engineer and vice-versa. For existing post holder, the organisation shall put up for their approval within three months of the date of revision of the CAR. The personnel other than Chief of Flight Safety shall be competent and appropriately qualified in civil aviation activities such as operations, maintenance etc.The Chief of Flight Safety shall report directly to the top management to ensure effectiveness of the flight safety organization and to accord high priority to safety. The flight safety department shall prepare monitoring checklist to enable the safety officers to carry out the checks thoroughly. Flight Safety organization shall maintain a record of the checks carried out by them and of any deficiencies observed. They shall take prompt action to have the deficiencies attended to. The programme may be reviewed to assess its effectiveness and amended, if necessary, in the light of the experience gained and the developments in the civil aviation sector.8.3 These requirements shall take precedence over any other similar requirement specified in any other CAR which will be amended in due course. (A.K. Chopra) Jt. Director General of Civil AviationRev 2, 17th March 2009 7 Changes to each document comprising the system may affect the entire system. Guidelines applicable to the development of operational documents have been produced by DGCA based on the recommendations of ICAO, current best industry practices and analysis of previous accident with emphasis on high degree of operational relevance. Nevertheless, it may be difficult for operators to make the best use of these guidelines, since they are distributed across a number of publications. Air operators who have yet to establish a flight safety documents system should utilize the information contained in this Attachment in establishing such a system. Air operators who have established such a system should verify that the functionality of their system is in compliance with the concepts outlined in this Attachment. DGCA inspectors will conduct a review of the flight safety documents system to ensure that it is effective in providing vital safety information to flight crew in a timely manner. b. Furthermore, guidelines applicable to operational documents’ development tend to focus on a single aspect of documents design, for example, formatting and typography. Guidelines rarely cover the entire process of operational documents development. c. It is important for operational documents to be consistent with each other, and consistent with regulations, manufacturer requirements and Human Factors principles. It is also necessary to ensure consistency across departments as well as consistency in application. Hence the emphasis should be placed on an integrated approach, based on the notion of the operational documents as a complete system.2. ORGANIZATION a. A flight safety documents system should be organized according to criteria which ensure easy access to information required for flight and ground operations contained in the various operational documents comprising the system and which facilitate management of the distribution and revision of operational documents. b. Information contained in a flight safety documents system should be grouped according to the importance and use of the information, as follows: (i) Time critical information, e.g., information that can jeopardize the safety of the operation if not immediately available;Rev 2, 17th March 2009 12 Interactions among all groups that can occur during operations should also be included in the validation process. f. A flight safety documents system should maintain consistency in terminology and in the use of standard terms for common items and actions. g. Operational documents should include a glossary of terms, acronyms and their standard definition, updated on a regular basis to ensure access to the most recent terminology. All significant terms, acronyms and abbreviations included in the flight documents system should be defined. h. A flight safety documents system should ensure standardization across document types, including writing style, terminology, use of graphics and symbols, and formatting across documents. This includes a consistent location of specific types of information, consistent use of units of measurement and consistent use of codes. i. A flight safety document system needs to include a verification mechanism to ensure that, whenever a section of a document is amended, all other documents likely to be affected are identified and that consequential amendments are duly coordinated and agreed to by the responsible departments before the amendment is processed.3. DEPLOYMENT Operators should monitor deployment of the flight safety documents system to ensure appropriate and realistic use of the documents, based on the characteristics of the operational environment and in a way which is both operationally relevant and beneficial to operational personnel. ThisRev 2, 17th March 2009 13 The specific methods should be responsive to the degree of communication urgency. Note.- As frequent changes diminish the importance of new or modified procedures, it is desirable to minimize changes to the flight safety documents system.4.5 New information should be reviewed and validated considering its effects on the entire flight safety documents system.Rev 2, 17th March 2009 14 Since operators vary in both size and scope of operations, it is appropriate to consider such criteria as the kind of operations involved, the number and type of airplanes used, and the areas of operations when determining the size and complexity of a safety department. 1.2 Any safety program should be designed to prevent personal injury and property losses resulting from accidents and incidents. The primary objectives of a safety program should be to motivate safe actions through establishment of a dynamic corporate safety culture; identify hazards to safe operations; work with other company departments to develop and implement safety interventions; monitor intervention strategies to validate effectiveness; and communicate the results throughout the air carrier. 1.3 As a matter of policy, DGCA encourages certificate holders to identify, correct, and disclose instances of non compliance with company procedures and DGCA regulations. DGCA has developed guidance material that encourages certificate holders to develop Internal Safety Audits as a tool for continuously monitoring and evaluating practices and procedures. DGCA believes that the development and implementation of a comprehensive and effective safety department that employs Safety and Internal Audits Programs will benefit both the certificate holder and the flying public. 1.4 To ensure an effective flight safety programme it is essential that each certificate holder has a Chief of Flight Safety (CFS). This person would be responsible for keeping the highest management officials of the certificate holder fully informed about the safety status of the certificate holders entire operation. The CFS shall hold independent, full time position. However, the DGCA recognizes that in smaller operations, the Chief of Flight Safety function might be an additional function of a current manager. CAR provides flexibility in the requirements for positions and the number of positions for management personnel, including the Chief of Flight Safety.Rev 2, 17th March 2009 16 The post-holder must have access to all departments at all levels.The evaluation may include personal interview with the recommended personnel. Rev 2, 17th March 2009 19 Now customize the name of a clipboard to store your clips. Coordination at national level for flexi-use of air space by civil and military air traffic agencies and interaction with ICAO for provision of more air routes for civil use through Indian airspace It has also five Regional Air Safety offices located at Delhi, Mumbai, Chennai, Kolkata and Hyderabad.The CAA will have separate departments to deal with safety, economic regulation and grievance resolution, as well as a full-fledged environment department. It will also have an independent accident investigation bureau. The Authority will also have the autonomy to recruit staff. Currently, the DGCA is understaffed and does not have any recruitment powers. The CAA will have administrative and financial powers similar to those of the American FAA. These powers will redefine the regulator's role and better equip it to face the challenges of the growing Aviation sector in the country.It would have a Chairperson, a Director General and 7-9 members appointed by the Central Government.A separate investigative agency was established to comply with the Standards And Recommended Practices (SARPs) of the International Civil Aviation Organization (ICAO).Retrieved 13 September 2019. By using this site, you agree to the Terms of Use and Privacy Policy. Published by aerobaba on 4th April 2020 Here is the full guidelines based on the DGCA requirements. Stay Connected with AeroCareers -Aviation is for Everyone ! Based on your intended service, you would be required to comply with the related regulations before an Air Operator Permit is issued by DGCA DGCA will ensure compliance before issuing the AOP. Learn how your comment data is processed. Rudram-1- India’s First Indigenous Anti-Radiation Missile by DRDO Rudram-1- India’s First Indigenous Anti-Radiation Missile by DRDO. But Air India and DGCA’s biased handling to these two Hong Kong incidents sends a different message,' said a senior commander requesting anonymity (Representative image) MUMBAI: Air India and Directorate General of Civil Aviation ( DGCA ) top brass allegedly stepped in to protect a pilot who willfully jeopardized the lives of passengers when landing a Delhi-Hong Kong flight early this year. In another similar incident, an Air India pilot who followed the safety norms to correct an unsafe approach and carry out a go-around for a safe landing was grounded for close to a year. The pilot who endangered lives was back to flying in three months. The aircraft was at 800 feet with the landing gear up. However the AI-310 commander continued with the descent. At 500 feet, the crew selected the landing flaps. Once the landing gear is lowered, the aircraft's speed and descent profile changes. If the landing gear isn’t locked prior to touchdown, then the gear may collapse with the impact of touchdown. The Hong Kong aviation authorities informed Air India and DGCA. Meanwhile, AI flight safety department had carried out a detailed technical analysis of the incident and as per the norm, gave its recommendations to AI executive director (operations). He passed on the recommendations for necessary action. The recommendations were that the said commander should undergo corrective training and 250 hours of flying under supervision of a check pilot. Way back in 1998 a Flight Safety Foundation Study concluded that the failure to recognise the need for and then execute a missed approach was an important contributor to approach-and-landing accidents. DGCA operations circular 1 of 2003 which deals with approach and landing accident reduction clearly lays down the six criteria, all of which should be met to consider an approach to be stabilised. The very first criterion listed is that the aircraft should be in landing configuration by 1000 feet. The AI board director instead of letting the departments concerned put the pilot through additional training, diluted safety standards. What stands out the most though, is the arbitrary manner in which such incidents are handled. A case in point is another similar incident that Air India, which also involved an unstabilised approach into Hong Kong. What AI has neglected to mention is that the other pilot (October 2018 incident) too had raised a voluntary report and hence it should too have been considered non-punitive. He handled it well by carrying out a go-around. But he ended up losing a year. Whether you will be punished or not depends on how influential you are, how higher up your connections go. In May 2010, an Air India Express Boeing 737 aircraft crashed in Mangalore, killing 158 people. Investigations showed that the commander did not opt for a go-around and continued with the approach and landing though the aircraft was unstabilized. Despite numerous warnings, the Air India Express commander had not opted for a go-around till it was too late. For reprint rights: Times Syndication Service. The MoCA oversees the planning and implementation of schemes for the growth and expansion of civil air transport, airport facilities, air traffic services and carriage of passengers and goods by air. The following are the principal regulatory authorities functioning under the authority of the MoCA: Some of the principal regulations are as follows: Besides other requirements, the issuance of a permit shall depend on the applicant demonstrating adequate organisation, method of control and supervision of flight operations, a training programme and maintenance arrangements consistent with the nature and extent of the operations specified. The CAP 3100 Air Operators Certification Manual provides guidance to an applicant seeking an air operator’s permit on the systematic procedures to be followed during a certification process. The entire certification process has been classified and divided into different phases as listed below: The documents shall reflect precisely the mode and way the applicant intends to conduct the proposed operations and, upon approval, they shall form a part of the understanding between the DGCA and the operator regarding future functioning of the operator. All the details provided by the applicant shall be scrutinised in detail, including inspection of facilities and sufficiency of resources. In the event the DGCA is satisfied with the authenticity of the documents and the inspection process, approved flight(s) will be conducted to destinations of intended operations, as determined by the DGCA. In the event the DGCA requires the applicant to make operational changes, the same shall be carried out by the applicant prior to moving on to the next phase. The DGCA regulates the safety requirements to be observed by aircraft, including foreign aircraft operating in India. The Aircraft Rules in Part II (General Conditions of Flying), Part III (General Safety Conditions) and Part VI (Airworthiness) give the conditions of safety that an aircraft is required to be compliant with in order to be operated in Indian airspace. The DGCA issues a Certificate of Airworthiness prior to the flying of aircraft, confirming that they conform to the design standards, are safe for operation, and meet minimum requirements with respect to engineering, inspection and maintenance. Each aircraft either manufactured in India or imported into India for which a Certificate of Airworthiness is issued must conform to the design standards and be in a condition for safe operation. To be eligible for issuance of Certificate of Airworthiness, an aircraft must be Type Certified, its type certificate validated or its type accepted by the DGCA. Further, it requires every aircraft operator to formulate a flight safety manual and get it approved by the DGCA. Being one of the first countries in the world to have a State Safety Programme (“ SSP ”) consistent with ICAO requirements, India’s National Aviation Safety Plan incorporates the Safety Enhancement Initiatives (“ SEI ”) contained in the Regional Safety Plan of RASG-APAC, and is in line with ICAO’s Global Aviation Safety Plan. However, the application processes for obtaining an Air Operator’s permit for commercial, cargo and private carriers are different. Cargo operations can only be undertaken by non-scheduled air transport operators which operate multi-engine fixed-wing aircraft (freighter version) and single or multi-engine helicopters. By way of example only, restrictions and taxes which apply to international but not domestic carriers. As per the bilateral air services agreements entered into between India and other foreign countries, every such foreign country is required to designate airline(s) for operating the agreed services on the specified routes and to withdraw or alter such designations.All airports, whether managed by AAI or private parties, must be operated according to the provisions of the AAI Act as well as the Aircraft Act. The airports of Mumbai, Delhi, Bangalore, Hyderabad, Cochin, and Navi Mumbai are currently operated under the PPP model by way of entering into operation, management and development agreements with the AAI. The AAI currently operates 125 airports and 26 civil enclaves out of 464 airports and airstrips located throughout India.Further, AIC 16 dated August 2, 2019 on the “Requirements for grant of Operating Authorisation to Foreign Airlines under Bilateral Air Services Agreements” imposes certain requirements. For example, are there any particular rules, regulations, systems and procedures in place which need to be adhered to? The schedule also lists out guidance on damage to the aircraft and various instances of serious accidents. The airline is undergoing a corporate insolvency resolution process (“ CIRP ”) under the (Indian) Insolvency and Bankruptcy Code, 2016 from June 20, 2019. This decision was taken by the DGCA in light of the fatal crash of Ethiopian Airline B737 Max 8 Aircraft ET-AVJ which occurred after take-off on March 10, 2019 near Addis Ababa, Ethiopia, while on a flight from Addis Ababa to Nairobi. Both the carriers together operate around 82 such planes. Aviation turbine fuel (“ ATF ”), at present, attracts an excise duty of 11 and over this central levy, States charge different rates of value-added tax (“ VAT ”) that takes the final tax up to 30. Airlines have been lobbying hard to bring aviation turbine fuel within the GST. Passengers will be automatically processed using a facial recognition system at checkpoints. Initially, the government plans to roll out this service at two airports in Hyderabad and Bangalore, and extend it to Varanasi, Kolkata, Pune and Vijayawada. However, Digi Yatra is not compulsory; passengers can choose to continue with the conventional method. It would be difficult to defend a case in the courts against third parties if the owner has no title or a defective title as per the records of the DGCA. Broadly speaking, what are the rules around the operation of this register? However, the CARs require the owner of an aircraft to file a notarised and apostilled copy of the mortgage documents evidencing the creation of the charge with the DGCA, which will endorse the name of the mortgagee on the certificate of registration. The Indian company laws require such filing to be made within 30 days of the creation of the charge, in the prescribed form, along with the complete particulars of the charge, including the instrument creating such charge. If so, what are the conditions to such title annexation and can owners and financiers of engines take pre-emptive steps to mitigate the risks. An aircraft in India is registered wholly with its engines, spare parts and other components attached to the aircraft. As mentioned earlier, the Aircraft Registry of India is only a notation register and does not confer title upon registration, and in the event of dispute, title will have to evidenced through relevant transfer of title documentation. For a transaction of supply of goods or services to be taxable under GST, its place of supply should be located in India. The applicability of customs duty and IGST on the import of aircraft is subject to any exemption provided under the relevant law. One of the prescribed conditions is that the importer undertakes to pay IGST on lease rentals. The liability to pay stamp duty in a particular State arises: (i) if the instrument is executed in that State; (ii) if it is executed outside that State, such instrument is brought into the State and relates to a matter or thing done or to be done in that State; or (iii) if it relates to property located in that State. Any instrument which is not duly stamped is not admissible in evidence for any purpose, nor shall it be acted upon unless it bears the stamp prescribed by law. India has not ratified the Geneva Convention. However, only specific provisions of the Cape Town Convention and the Protocol became effective from July 1, 2008. From February 2015, the Aircraft Rules were amended to give the central government of India the power to cancel the registration of an Indian-registered aircraft, to which the provisions of the Cape Town Convention or the Protocol apply by way of an application from the IDERA holder, prior to the expiry of the lease. Lease rentals payable to a non-resident for use of aircraft for the purpose of a business carried on in India by the payer (whether resident or non-resident) are taxable in India as royalties under the domestic tax law, and are subject to withholding tax at the rate of 10 (plus applicable surcharge and cess) on a gross basis. Availability of DTAA benefits will be subject to the general anti-avoidance rule (“ GAAR ”) contained in the ITA. This could, if alleged by the tax authorities as applicable and successfully invoked by them, result in denial of a tax benefit, including denial of DTAA benefits. There is an exemption from applicability of GAAR; however, the same applies only to income arising from a transfer of investments made prior to April 1, 2017. If, however, the operator is insolvent or undergoing insolvency proceedings at the company law tribunals under the Insolvency and Bankruptcy Code, the Authority would need the leave of the Tribunal before exercising its right to detain the aircraft. Skryť