operations notice 04d operating procedures 307k12

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VALID UNTIL : UNTIL WITHDRAWN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This Operations Notice supersedes Operations Notice 4C (which stands withdrawn), and any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

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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.

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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.

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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.

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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.

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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.

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- 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.

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- 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.

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- 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.

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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).

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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.

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- 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

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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.

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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

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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

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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..................................................................................................................

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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

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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

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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

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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

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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.

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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

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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.

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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

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

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


Thousand

8

SET IN for 5

minutes Vs 2

engine taxi

30 Kg 02 Crore 33

Lakh

$431

Thousand


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

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)

operations notice 04d operating procedures 307k12

Documents

high speed

carbon disc

seat belt

primary ecam

ecam wheel

lead cabin

hf override

reduce engine